JP2021127114A - Pneumatic tire - Google Patents

Abstract

To provide a pneumatic tire that can improve durability of a transponder while securing durability of a tire.SOLUTION: A pneumatic tire includes: a tread part 1 extending in a tire circumferential direction and formed into an annular shape; a pair of side wall parts 2 disposed on both sides of the tread part 1; and a pair of bead parts 3 disposed on a tire radial inside of the side wall parts 2. A transponder 20 is embedded in the tire. The transponder 20 is coated by a coating layer 23. The coating layer 23 has a cleavage elasticity modulus at the time of 10% deformation at 20°C which is controlled within a range of 0.5 to 5.0 MPa.SELECTED DRAWING: Figure 4

Description

The present invention relates to a pneumatic tire in which a transponder coated with a coating layer is embedded, and more particularly to a pneumatic tire capable of improving the durability of the transponder while ensuring the durability of the tire.

In a pneumatic tire, it has been proposed to embed an RFID tag (transponder) in the tire (see, for example, Patent Document 1). When the transponder is embedded in the tire, if the physical properties of the coating layer for protecting the transponder are inappropriate, the durability of the tire or the transponder cannot be sufficiently ensured. That is, if the elastic modulus of the coating layer is too low, the protective effect of the transponder is impaired, and if the elastic modulus of the coating layer is too high, stress concentration occurs near the edge of the coating layer, which leads to damage to the tire. ..

Japanese Unexamined Patent Publication No. 7-137510

An object of the present invention is to provide a pneumatic tire capable of improving the durability of a transponder while ensuring the durability of the tire.

The pneumatic tire of the present invention for achieving the above object has a tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and these sidewall portions. In a pneumatic tire provided with a pair of bead portions arranged inside the tire in the radial direction of the tire, a transponder is embedded in the tire, the transponder is covered with a coating layer, and the temperature is 20 ° C. when the coating layer is deformed by 10%. The tire tread elastic modulus is in the range of 0.5 MPa to 5.0 MPa.

In the present invention, the transponder is covered with the coating layer, and the modulus of split line elasticity at 20 ° C. at the time of 10% deformation of the coating layer is set in the above range, so that stress concentration near the edge of the coating layer is avoided while avoiding stress concentration. It becomes possible to fully exert the protective effect of the transponder by the coating layer. As a result, the durability of the transponder can be improved while ensuring the durability of the tire.

In the pneumatic tire of the present invention, the relative permittivity of the coating layer is preferably 7 or less. As a result, the radio wave transmission of the transponder can be ensured, and the communication property of the transponder can be improved.

The storage elastic modulus E'c (20 ° C.) of the coating layer at 20 ° C. is preferably in the range of 2 MPa to 12 MPa. As a result, the durability of the transponder can be effectively improved while ensuring the durability of the tire.

The transponder is embedded outside the carcass layer in the tire width direction, and has a storage elastic modulus E'c (20 ° C.) of 20 ° C. of the coating layer and a storage elastic modulus of 20 ° C. among the rubber members located outside the tire width direction of the transponder. The storage elastic modulus E'out (20 ° C.) at 20 ° C. in the rubber member having the largest value satisfies the relationship of 0.1 ≦ E'c (20 ° C.) / E'out (20 ° C.) ≦ 1.5. preferable. As a result, the durability of the transponder can be effectively improved while ensuring the durability of the tire.

The coating layer is preferably composed of rubber or an elastomer and a white filler of 20 phr or more. As a result, the relative permittivity of the coating layer can be made relatively low, and the communication property of the transponder can be effectively improved.

The white filler preferably contains 20 phr to 55 phr of calcium carbonate. As a result, the relative permittivity of the coating layer can be made relatively low, and the communication property of the transponder can be effectively improved.

It is preferable that the center of the transponder is arranged at a distance of 10 mm or more in the tire circumferential direction from the splice portion of the tire component member. Thereby, the durability of the tire can be effectively improved.

It is preferable that the transponder is arranged between the position 15 mm outward in the tire radial direction from the upper end of the bead core of the bead portion and the tire maximum width position. As a result, since the transponder is arranged in a region where the stress amplitude during traveling is small, the durability of the transponder can be effectively improved, and the durability of the tire is not lowered.

The distance between the cross-sectional center of the transponder and the tire surface is preferably 1 mm or more. As a result, the durability of the tire can be effectively improved, and the traumatic resistance of the tire can be improved.

The thickness of the coating layer is preferably 0.5 mm to 3.0 mm. As a result, the communication property of the transponder can be effectively improved without causing unevenness on the tire surface.

The transponder has an IC board for storing data and an antenna for transmitting and receiving data, and the antenna is preferably spiral. As a result, it is possible to follow the deformation of the tire during running, and it is possible to improve the durability of the transponder.

In the present invention, the split line elastic modulus at the time of 10% deformation is measured in accordance with JIS-K6251 using a No. 3 dumbbell-shaped test piece under the specified temperature and tensile speed of 500 mm / min. Calculated based on the stress-elongation curve. However, if the No. 3 dumbbell-shaped test piece cannot be collected from the tire, a test piece having a different shape may be used. The storage elastic modulus E'is based on JIS-K6394, using a viscoelastic spectrometer, and has a specified temperature, frequency of 10 Hz, initial strain of 10%, and dynamic strain of ± 2% in the tensile deformation mode. It is measured under conditions.

It is a meridian semi-cross-sectional view which shows the pneumatic tire which comprises the embodiment of this invention. FIG. 5 is a cross-sectional view taken along the meridian line schematically showing the pneumatic tire of FIG. FIG. 5 is a cross-sectional view taken along the equator line schematically showing the pneumatic tire of FIG. FIG. 5 is an enlarged cross-sectional view showing a transponder embedded in the pneumatic tire of FIG. 1. (A) and (b) are perspective views which show the transponder which can be embedded in the pneumatic tire which concerns on this invention. It is explanatory drawing which shows the tire radial position of a transponder in a test tire.

Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. FIGS. 1 to 4 show a pneumatic tire according to an embodiment of the present invention.

As shown in FIG. 1, the pneumatic tire of the present embodiment includes a tread portion 1 extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions 2 arranged on both sides of the tread portion 1, and these. It includes a pair of bead portions 3 arranged inside the sidewall portion 2 in the tire radial direction.

At least one layer (one layer in FIG. 1) of the carcass layer 4 formed by arranging a plurality of carcass cords in the radial direction is mounted between the pair of bead portions 3. The carcass layer 4 is covered with rubber. As the carcass cord constituting the carcass layer 4, an organic fiber cord such as nylon or polyester is preferably used. An annular bead core 5 is embedded in each bead portion 3, and a bead filler 6 made of a rubber composition having a triangular cross section is arranged on the outer periphery of the bead core 5.

On the other hand, a plurality of layers (two layers in FIG. 1) of belt layers 7 are embedded on the outer peripheral side of the tire of the carcass layer 4 in the tread portion 1. The belt layer 7 includes a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged so as to intersect each other between the layers. In the belt layer 7, the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in the range of, for example, 10 ° to 40 °. As the reinforcing cord of the belt layer 7, a steel cord is preferably used.

On the outer peripheral side of the tire of the belt layer 7, at least one layer (two layers in FIG. 1) in which reinforcing cords are arranged at an angle of, for example, 5 ° or less with respect to the tire peripheral direction for the purpose of improving high-speed durability. The belt cover layer 8 is arranged. In FIG. 1, the belt cover layer 8 located inside the tire radial direction constitutes a full cover covering the entire width of the belt layer 7, and the belt cover layer 8 located outside the tire radial direction covers only the end portion of the belt layer 7. It constitutes an edge cover layer. As the reinforcing cord of the belt cover layer 8, an organic fiber cord such as nylon or aramid is preferably used.

In the pneumatic tire, both terminals 4e of the carcass layer 4 are arranged so as to be folded back from the inside to the outside of each bead core 5 and to wrap the bead core 5 and the bead filler 6. The carcass layer 4 is wound around the bead core 5 in each bead portion 3 and the main body portion 4A which is a portion extending from the tread portion 1 through each sidewall portion 2 to each bead portion 3, and is wound up on each sidewall portion 2 side. It includes a winding portion 4B which is a portion extending toward the direction.

Further, an inner liner layer 9 is arranged along the carcass layer 4 on the inner surface of the tire. A cap tread rubber layer 11 is arranged on the tread portion 1, a sidewall rubber layer 12 is arranged on the sidewall portion 2, and a rim cushion rubber layer 13 is arranged on the bead portion 3.

Further, in the pneumatic tire, the transponder 20 is embedded in a portion outside the carcass layer 4 in the tire width direction. The transponder 20 extends along the tire circumferential direction. The transponder 20 may be arranged so as to be inclined in the range of −10 ° to 10 ° with respect to the tire circumferential direction. Further, as shown in FIG. 4, the transponder 20 is covered with the coating layer 23. The coating layer 23 covers the entire transponder 20 so as to sandwich both the front and back surfaces of the transponder 20. The coating layer 23 may be made of rubber having the same physical characteristics as the rubber constituting the sidewall rubber layer 12 or the rim cushion rubber layer 13, or may be made of rubber having different physical characteristics.

As the transponder 20, for example, an RFID (Radio Frequency Identification) tag can be used. As shown in FIGS. 5A and 5B, the transponder 20 has an IC substrate 21 for storing data and an antenna 22 for transmitting and receiving data in a non-contact manner. By using such a transponder 20, it is possible to write or read information about the tire in a timely manner and manage the tire efficiently. RFID is an automatic recognition technology that is composed of a reader / writer having an antenna and a controller, an IC board, and an ID tag having an antenna, and can communicate data wirelessly.

The overall shape of the transponder 20 is not particularly limited, and for example, a columnar or plate-shaped transponder can be used as shown in FIGS. 5A and 5B. In particular, when the columnar transponder 20 shown in FIG. 5A is used, it is preferable because it can follow the deformation of the tire in each direction. In this case, the transponder 20's antenna 22 protrudes from each of both ends of the IC substrate 21 and has a spiral shape. As a result, it is possible to follow the deformation of the tire during traveling, and it is possible to improve the durability of the transponder 20. Further, the communicability can be ensured by appropriately changing the length of the antenna 22.

In the pneumatic tire configured as described above, the split line elastic modulus at 20 ° C. at 10% deformation of the coating layer 23 covering the transponder 20 is set in the range of 0.5 MPa to 5.0 MPa. In particular, the split line elastic modulus at 20 ° C. when the coating layer 23 is deformed by 10% is preferably in the range of 2.0 MPa to 4.0 MPa.

In the above-mentioned pneumatic tire, the transponder 20 is covered with the coating layer 23, and the split modulus at 20 ° C. at the time of 10% deformation of the coating layer 23 is set in the above range. The protective effect of the transponder 20 by the coating layer 23 can be sufficiently exerted while avoiding stress concentration. As a result, the durability of the transponder 20 can be improved while ensuring the durability of the tire.

Here, if the split line elastic modulus at 20 ° C. at the time of 10% deformation of the coating layer 23 is lower than the lower limit value, the coating layer 23 is excessively soft, so that the coating layer 23 is compressed with the tire deformation and the transponder 20 is damaged. It becomes easier to do. On the contrary, if the split wire elastic modulus at 20 ° C. at the time of 10% deformation of the coating layer 23 is higher than the upper limit value, stress concentration occurs near the edge of the coating layer 23 at the time of tire deformation, and the coating layer 23 and the coating layer 23 are adjacent to each other. Peeling is likely to occur at the interface with the rubber member.

Further, in the above-mentioned pneumatic tire, since the transponder 20 is embedded outside the carcass layer 4 in the tire width direction, there is no tire component that blocks radio waves during communication of the transponder 20, and the communication property of the transponder 20 is improved. Can be secured. When the transponder 20 is embedded outside the carcass layer 4 in the tire width direction, the transponder 20 is arranged between the winding portion 4B of the carcass layer 4 and the rim cushion rubber layer 13 or between the carcass layer 4 and the sidewall rubber layer 12. can do. As another structure, the transponder 20 can be arranged between the winding portion 4B of the carcass layer 4 and the bead filler 6 or between the main body portion 4A of the carcass layer 4 and the bead filler 6.

In the above-mentioned pneumatic tire, the storage elastic modulus E'c (20 ° C.) of the coating layer 23 at 20 ° C. is preferably in the range of 2 MPa to 12 MPa. By setting the physical properties of the coating layer 23 in this way, the durability of the transponder 20 can be effectively improved.

Here, if the storage elastic modulus E'c (20 ° C.) of the coating layer 23 at 20 ° C. is lower than the lower limit value, the rigidity of the coating layer 23 becomes low and the protective property deteriorates. On the contrary, when the storage elastic modulus E'c (20 ° C.) of the coating layer 23 at 20 ° C. is higher than the upper limit value, the rigidity of the coating layer 23 becomes high, the coating layer 23 becomes brittle, and the coating layer 23 breaks. Since it becomes easy, the transponder 20 is easily damaged.

The storage elastic modulus E'c (20 ° C.) of the coating layer 23 at 20 ° C. and the storage elastic modulus E'c (60 ° C.) of 60 ° C. of the coating layer 23 are 1.0 ≦ E'c (20 ° C.). It is preferable to satisfy the relationship of / E'c (60 ° C.) ≤ 1.5. By setting the physical properties of the coating layer 23 in this way, the temperature dependence of the coating layer 23 becomes low (the coating layer 23 is less likely to generate heat), so that even if the temperature of the tire rises during high-speed running, the coating layer 23 Does not soften, and the durability of the transponder 20 can be effectively improved.

In the above-mentioned pneumatic tire, among the rubber members (the sidewall rubber layer 12 and the rim cushion rubber layer 13 in FIG. 1) located outside the transponder 20 in the tire width direction, the storage elastic modulus E'out (20 ° C.) at 20 ° C. ) Is the largest rubber member (hereinafter, may be referred to as an outer member) corresponds to the rim cushion rubber layer 13. The coating layer 23 that covers the transponder 20 is not included as the rubber member (outer member) having the highest storage elastic modulus at 20 ° C.

Then, in the structure in which the transponder 20 is embedded outside the carcass layer 4 in the tire width direction, the storage elastic modulus E'out (20 ° C.) of 20 ° C. in the outer member and the storage elastic modulus E'c of 20 ° C. of the coating layer 23 It is preferable that (20 ° C.) satisfies the relationship of 0.1 ≦ E'c (20 ° C.) / E'out (20 ° C.) ≦ 1.5. In particular, it is preferable to satisfy the relationship of 0.15 ≦ E'c (20 ° C.) / E'out (20 ° C.) ≦ 1.30. As a result, the durability of the transponder 20 can be effectively improved while ensuring the durability of the tire.

Here, if the value of E'c (20 ° C.) / E'out (20 ° C.) is smaller than the lower limit value, the rigidity of the coating layer 23 is lowered and the protection property is lowered. On the contrary, when the value of E'c (20 ° C.) / E'out (20 ° C.) is larger than the upper limit value, the rigidity of the coating layer 23 becomes high, the coating layer 23 becomes brittle, and the coating layer 23 breaks. Since it becomes easy, the transponder 20 is easily damaged.

As the composition of the coating layer 23, it is preferable that the coating layer 23 is composed of a rubber or an elastomer and a white filler of 20 phr or more. By configuring the coating layer 23 in this way, the relative permittivity of the coating layer 23 can be made relatively low as compared with the case where carbon is contained, and the communication property of the transponder 20 can be effectively improved. .. In addition, in this specification, "phr" means a part by weight per 100 parts by weight of a rubber component (elastomer).

The white filler constituting the coating layer 23 preferably contains 20 phr to 55 phr of calcium carbonate. As a result, the relative permittivity of the coating layer 23 can be made relatively low, and the communicability of the transponder 20 can be effectively improved. However, if the white filler contains excessive calcium carbonate, it becomes brittle and the strength of the coating layer 23 decreases, which is not preferable. Further, the coating layer 23 can optionally contain silica (white filler) of 20 phr or less and carbon black of 5 phr or less in addition to calcium carbonate. When a small amount of silica or carbon black is used in combination, the relative dielectric constant of the coating layer 23 can be lowered while ensuring the strength.

The relative permittivity of the coating layer 23 is preferably 7 or less, and more preferably 2 to 5. By appropriately setting the relative permittivity of the coating layer 23 in this way, it is possible to secure radio wave transmission when the transponder 20 radiates radio waves and effectively improve the communication property of the transponder 20. The relative permittivity of the rubber constituting the coating layer 23 is a relative permittivity of 860 MHz to 960 MHz at room temperature. Here, the normal temperature conforms to the standard state of the JIS standard, and is 23 ± 2 ° C. and 60% ± 5% RH. The rubber is treated at 23 ° C. and 60% RH for 24 hours, and then the relative permittivity is measured by the capacitance method. The above-mentioned range of 860 MHz to 960 MHz corresponds to the current assigned frequency of RFID in the UHF band, but when the above-mentioned allotted frequency is changed, the relative permittivity of the allotted frequency range may be defined as described above.

The thickness t of the coating layer 23 is preferably 0.5 mm to 3.0 mm, more preferably 1.0 mm to 2.5 mm. Here, the thickness t of the coating layer 23 is the rubber thickness at the position including the transponder 20. For example, as shown in FIG. 4, the tire surface passes through the center of the transponder 20 (in FIG. 4, the tire outer surface). ) Is the total rubber thickness of the thickness t1 and the thickness t2 on a straight line orthogonal to). By appropriately setting the thickness t of the coating layer 23 in this way, the communicability of the transponder 20 can be effectively improved without causing unevenness on the tire surface. Here, if the thickness t of the coating layer 23 is thinner than 0.5 mm, the effect of improving the communication property of the transponder 20 cannot be obtained, and conversely, if the thickness t of the coating layer 23 exceeds 3.0 mm, The tire surface becomes uneven, which is not preferable in appearance. The cross-sectional shape of the covering layer 23 is not particularly limited, but for example, a triangular shape, a rectangular shape, a trapezoidal shape, or a spindle shape can be adopted. The coating layer 23 of FIG. 4 has a substantially spindle-shaped cross-sectional shape.

In the above-mentioned pneumatic tire, the transponder 20 has a position P1 15 mm outward in the tire radial direction from the upper end 5e (outer end in the tire radial direction) of the bead core 5 and a position where the maximum width of the tire is obtained, as an arrangement area in the tire radial direction. It is preferable that it is arranged between P2 and P2. That is, it is preferable that the transponder 20 is arranged in the region S1 shown in FIG. When the transponder 20 is arranged in the region S1, since the transponder 20 is located in the region where the stress amplitude during running is small, the durability of the transponder 20 can be effectively improved, and the durability of the tire is further lowered. I won't let you. Here, if the transponder 20 is arranged inside the position P1 in the tire radial direction, the transponder 20 tends to have poor communication performance because it is close to a metal member such as the bead core 5. On the other hand, when the transponder 20 is arranged outside the position P2 in the tire radial direction, the transponder 20 is located in a region where the stress amplitude during running is large, and the transponder 20 itself is damaged or the interface is peeled off around the transponder 20. Is not preferable because it tends to occur.

As shown in FIG. 3, there are a plurality of splice portions on the tire circumference in which the ends of the tire constituent members are overlapped with each other. FIG. 3 shows the position Q of each splice portion in the tire circumferential direction. The center of the transponder 20 is preferably arranged at a distance of 10 mm or more in the tire circumferential direction from the splice portion of the tire component member. That is, it is preferable that the transponder 20 is arranged in the region S2 shown in FIG. Specifically, it is preferable that the IC substrate 21 constituting the transponder 20 is separated from the position Q by 10 mm or more in the tire circumferential direction. Further, it is more preferable that the entire transponder 20 including the antenna 22 is separated from the position Q in the tire circumferential direction by 10 mm or more, and the entire transponder 20 in the state of being covered with the covering rubber is in the tire circumferential direction from the position Q. Most preferably, they are separated by 10 mm or more. Further, as the tire constituent member arranged apart from the transponder 20, it is preferable that the sidewall rubber layer 12 or the rim cushion rubber layer 13 or the carcass layer 4 are arranged adjacent to the transponder 20. By arranging the transponder 20 away from the splice portion of the tire constituent member in this way, the durability of the tire can be effectively improved.

In the embodiment of FIG. 3, an example is shown in which the positions Q of the splice portions of the tire constituent members in the tire circumferential direction are arranged at equal intervals, but the present invention is not limited to this. The position Q in the tire circumferential direction can be set to an arbitrary position, and in any case, the transponder 20 is arranged so as to be separated from the splice portion of each tire component by 10 mm or more in the tire circumferential direction.

As shown in FIG. 4, the distance d between the cross-sectional center of the transponder 20 and the tire surface is preferably 1 mm or more. By separating the transponder 20 and the tire surface in this way, the durability of the tire can be effectively improved, and the traumatic resistance of the tire can be improved. In the embodiment of FIG. 4, the distance d is the distance between the cross-sectional center of the transponder 20 and the outer surface of the tire, but when the transponder 20 is arranged at a position close to the inner liner layer 9, the distance d is the cross-sectional center of the transponder 20. Is the distance between the tire and the inner surface of the tire. In particular, the distance d between the center of the cross section of the transponder 20 and the outer surface of the tire is preferably 2 mm or more.

In the above-described embodiment, the terminal 4e of the winding portion 4B of the carcass layer 4 is arranged near the upper end 6e of the bead filler 6, but the present invention is not limited to this, and the winding portion 4B of the carcass layer 4 is not limited to this. The terminal 4e can be arranged at any height.

With a tire size of 265 / 40ZR20, a tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and these sidewall portions are arranged inside the tire radial direction. In a pneumatic tire provided with a pair of bead portions, a transponder is embedded outside the carcass layer in the tire width direction, the transponder is covered with a coating layer, the position of the transponder in the tire radial direction, and when the coating layer is deformed by 10%. Tread elasticity at 20 ° C, storage elasticity of coating layer E'c (20 ° C), E'c (20 ° C) / E'out (20 ° C), relative dielectric constant of coating layer, thickness of coating layer The tires of Comparative Examples 1 and 2 and Examples 1 to 11 set as shown in Table 1 were manufactured.

In Comparative Examples 1 and 2 and Examples 1 to 11, a columnar transponder was used, the distance in the tire circumferential direction from the center of the transponder to the splice portion of the tire component was set to 10 mm, and the distance from the center of the cross section of the transponder to the outside of the tire was set. The distance to the surface was set to 2 mm or more.

In Table 1, the positions of the transponders in the tire radial direction correspond to the respective positions A to E shown in FIG.

For these test tires, tire evaluation (durability) and transponder evaluation (communication and durability) were carried out by the following test methods, and the results are also shown in Table 1.

Durability (tires and transponders):
Each test tire was assembled to a standard rim wheel, and a running test was conducted with a drum tester under the conditions of an air pressure of 120 kPa, 102% of the maximum load, and a running speed of 81 km. Was measured. The evaluation results are shown by an index with Comparative Example 1 as 100. The larger the index value, the better the durability of the tire. Furthermore, for each test tire after running, it was confirmed whether the transponder could communicate and whether it was damaged, and the case where communication was possible and there was no damage was indicated by "◎ (excellent)", and communication was possible but there was damage. Cases are indicated by "○ (good)", and cases where communication is not possible are indicated by three stages of "× (impossible)".

Communication (transponder):
For each test tire, communication work with the transponder was carried out using a reader / writer. Specifically, the maximum distance that can be communicated with a reader / writer with an output of 250 mW and a carrier frequency of 860 MHz to 960 MHz was measured. The evaluation results are shown by an index with Comparative Example 1 as 100. The larger the index value, the better the communication.

As can be seen from Table 1, the pneumatic tires of Examples 1 to 11 had improved tire durability and transponder durability in a well-balanced manner as compared with Comparative Examples 1 and 2.

In Comparative Example 1, the durability of the transponder was poor because the split elastic modulus at 20 ° C. when the coating layer was deformed by 10% was too low. In Comparative Example 2, the durability of the tire was poor because the split elastic modulus at 20 ° C. when the coating layer was deformed by 10% was too high.

1 Tread part 2 Side wall part 3 Bead part 4 Carcass layer 5 Bead core 6 Bead filler 7 Belt layer 12 Side wall rubber layer 13 Rim cushion rubber layer 20 Transponder 23 Coating layer CL Tire center line

Claims (11)

A tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and a pair of bead portions arranged inside the tire radial direction of these sidewall portions. With pneumatic tires
An air characterized in that a transponder is embedded in a tire, the transponder is covered with a coating layer, and the split line elastic modulus at 20 ° C. when the coating layer is deformed by 10% is in the range of 0.5 MPa to 5.0 MPa. Transponder. The pneumatic tire according to claim 1, wherein the coating layer has a relative permittivity of 7 or less. The pneumatic tire according to claim 1 or 2, wherein the storage elastic modulus E'c (20 ° C.) of the coating layer at 20 ° C. is in the range of 2 MPa to 12 MPa. The transponder is embedded outside the carcass layer in the tire width direction, and has a storage elastic modulus E'c (20 ° C.) of 20 ° C. of the coating layer and 20 ° C. of a rubber member located outside the tire width direction of the transponder. The relationship between the storage elastic modulus E'out (20 ° C.) at 20 ° C. and E'c (20 ° C.) / E'out (20 ° C.) ≤ 1.5 in the rubber member having the largest storage elastic modulus. The pneumatic tire according to any one of claims 1 to 3, wherein the tire meets the above conditions. The pneumatic tire according to any one of claims 1 to 4, wherein the coating layer is composed of a rubber or an elastomer and a white filler of 20 phr or more. The pneumatic tire according to claim 5, wherein the white filler contains 20 phr to 55 phr of calcium carbonate. The pneumatic tire according to any one of claims 1 to 6, wherein the center of the transponder is arranged at a distance of 10 mm or more in the tire circumferential direction from the splice portion of the tire component member. The inflated according to any one of claims 1 to 7, wherein the transponder is arranged between a position 15 mm outward in the tire radial direction from the upper end of the bead core of the bead portion and a tire maximum width position. tire. The pneumatic tire according to any one of claims 1 to 8, wherein the distance between the cross-sectional center of the transponder and the tire surface is 1 mm or more. The pneumatic tire according to any one of claims 1 to 9, wherein the coating layer has a thickness of 0.5 mm to 3.0 mm. The pneumatic tire according to any one of claims 1 to 10, wherein the transponder has an IC substrate for storing data and an antenna for transmitting and receiving data, and the antenna has a spiral shape.

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