PNEUMATIC TIRE

Abstract

In a pneumatic tire in which a carcass layer is turned up from a tire inner side to a tire outer side around a bead core of each bead portion, a transponder is embedded between the carcass layer and a rubber layer disposed in a sidewall portion on an outer side of the carcass layer, the transponder extending along a tire circumferential direction in contact with the rubber layer, and the transponder is disposed 10 mm or more away from an end of a turned up portion of the carcass layer in a tire radial direction.

Claims

1-7. (canceled)

8. A pneumatic tire comprising: a tread portion extending in a tire circumferential direction and having an annular shape; a pair of sidewall portions respectively disposed on both sides of the tread portion; and a pair of bead portions each disposed on an inner side of the sidewall portions in a tire radial direction, a bead filler being disposed on an outer circumference of a bead core of each bead portion, at least one carcass layer being mounted between the pair of bead portions, a plurality of belt layers being disposed on an outer circumferential side of the carcass layer in the tread portion, and the carcass layer being turned up from a tire inner side to a tire outer side around the bead core, a transponder being embedded between the carcass layer and a rubber layer disposed in the sidewall portion on an outer side of the carcass layer, the transponder extending along the tire circumferential direction in contact with the rubber layer, and the transponder being disposed 10 mm or more away from an end of the turned up portion of the carcass layer in the tire radial direction.

9. The pneumatic tire according to claim 8, wherein the end of the turned up portion of the carcass layer located in the sidewall portion on an outermost side in a tire width direction is disposed between a position located on an outer side of and 5 mm away from an upper end of the bead filler in the tire radial direction and a position located on an inner side of and 15 mm away from an end of the belt layer in the tire radial direction, and the transponder is disposed on an outer side of and 15 mm or more away from an upper end of the bead core in the tire radial direction.

10. The pneumatic tire according to claim 8, wherein a center of the transponder is disposed 10 mm or more away from a splice portion of a tire component in the tire circumferential direction.

11. The pneumatic tire according to claim 8, wherein a distance between a cross-sectional center of the transponder and a tire outer surface is 2 mm or more.

12. The pneumatic tire according to claim 8, wherein the transponder is covered with a coating layer, and the coating layer has a relative dielectric constant of 7 or less.

13. The pneumatic tire according to claim 8, wherein the transponder is covered with a coating layer, and the coating layer has a thickness ranging from 0.5 mm to 3.0 mm.

14. The pneumatic tire according to claim 8, wherein the transponder comprises an IC (integrated circuit) substrate storing data and an antenna transmitting and receiving data, and the antenna has a helical shape.

15. The pneumatic tire according to claim 9, wherein a center of the transponder is disposed 10 mm or more away from a splice portion of a tire component in the tire circumferential direction.

16. The pneumatic tire according to claim 15, wherein a distance between a cross-sectional center of the transponder and a tire outer surface is 2 mm or more.

17. The pneumatic tire according to claim 16, wherein the transponder is covered with a coating layer, and the coating layer has a relative dielectric constant of 7 or less.

18. The pneumatic tire according to claim 17, wherein the transponder is covered with a coating layer, and the coating layer has a thickness ranging from 0.5 mm to 3.0 mm.

19. The pneumatic tire according to claim 18, wherein the transponder comprises an IC substrate storing data and an antenna transmitting and receiving data, and the antenna has a helical shape.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0012] FIG. 1 is a meridian cross-sectional view illustrating a pneumatic tire according to an embodiment of the present technology.

[0013] FIG. 2 is a meridian cross-sectional view schematically illustrating the pneumatic tire of FIG. 1.

[0014] FIG. 3 is an equator line cross-sectional view schematically illustrating the pneumatic tire of FIG. 1.

[0015] FIG. 4 is an enlarged cross-sectional view illustrating a transponder embedded in the pneumatic tire of FIG. 1.

[0016] FIGS. 5A and 5B are perspective views illustrating a transponder that can be embedded in a pneumatic tire according to an embodiment of the present technology.

[0017] FIG. 6 is a meridian cross-sectional view illustrating a modified example of a pneumatic tire according to an embodiment of the present technology.

[0018] FIG. 7 is an explanatory diagram illustrating the position of an end of a turned up portion of a carcass layer in a tire radial direction in a test tire.

DETAILED DESCRIPTION

[0019] Configurations of embodiments of the present technology will be described in detail below with reference to the accompanying drawings. FIGS. 1 to 4 illustrate a pneumatic tire according to an embodiment of the present technology.

[0020] As illustrated in FIG. 1, the pneumatic tire according to the present embodiment includes a tread portion 1 extending in a tire circumferential direction and having an annular shape, a pair of sidewall portions 2 disposed on both sides of the tread portion 1, and a pair of bead portions 3 disposed on an inner side in a tire radial direction of the pair of sidewall portions 2,

[0021] At least one carcass layer 4 (one layer in FIG. 1) formed by arranging a plurality of carcass cords in the radial direction is mounted between the pair of bead portions 3. Organic fiber cords of nylon, polyester, or the like are preferably used as the carcass cords constituting the carcass layer 4. Bead cores 5 having an annular shape are embedded within the bead portions 3, and bead fillers 6 made of a rubber composition and having a triangular cross-section are disposed on the outer peripheries of the bead cores 5.

[0022] On the other hand, a plurality of belt layers 7 (two layers in FIG. 1) are embedded on a tire outer circumferential side of the carcass layer 4 of the tread portion 1. The belt layers 7 include a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are disposed between layers so as to intersect each other. In the belt layers 7, the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set to fall within a range of from 10° to 40°, for example. Steel cords are preferably used as the reinforcing cords of the belt layers 7.

[0023] To improve high-speed durability, at least one belt cover layer 8 (two layers in FIG. 1) formed by arranging reinforcing cords at an angle of, for example, 5° or less with respect to the tire circumferential direction is disposed on a tire outer circumferential side of the belt layers 7. In FIG. 1, the belt cover layer 8 located on the inner side in the tire radial direction constitutes a full cover that covers the entire width of the belt layers 7, and the belt cover layer 8 located on an outer side in the tire radial direction constitutes an edge cover layer that covers only end portions of the belt layers 7. Organic fiber cords such as nylon and aramid are preferably used as the reinforcing cords of the belt cover layer 8.

[0024] In the pneumatic tire described above, both ends 4e of the carcass layer 4 are folded back from the tire inner side to the tire outer side around the bead cores 5, and are disposed wrapping around the bead cores 5 and the bead fillers 6. The carcass layer 4 includes: a body portion 4A corresponding to a portion extending from the tread portion 1 through each of the sidewall portions 2 to each of the bead portions 3; and a turned up portion 4B corresponding to a portion turned up around the bead core 5 at each of the bead portions 3 and extending toward each sidewall portion 2 side.

[0025] Additionally, a cap tread rubber layer 11 is disposed in the tread portion 1, a sidewall rubber layer 12 is disposed in the sidewall portion 2, and a rim cushion rubber layer 13 is disposed in the bead portion 3, A rubber layer 10 disposed on the outer side of the carcass layer 4 in the sidewall portion 2 includes the sidewall rubber layer 12 and the rim cushion rubber layer 13.

[0026] Additionally, in the pneumatic tire described above, a transponder 20 is disposed between the carcass layer 4 and the rubber layer 10 in contact with the rubber layer 10. In other words, the transponder 20 is disposed between the carcass layer 4 and the sidewall rubber layer 12 or the rim cushion rubber layer 13 as an arrangement region in the tire width direction such that the transponder 20 contacts the rubber layer. Additionally, the transponder 20 is disposed 10 mm or more away from an end 4e of a turned up portion 4B of the carcass layer 4 in the tire radial direction as an arrangement region thereof in the tire radial direction. Additionally, the transponder 20 extends in the tire circumferential direction. The transponder 20 may be disposed inclined at an angle ranging from −10° to 10° with respect to the tire circumferential direction.

[0027] Note that in the embodiment of FIGS. 1 and 2, an example has been illustrated in which the transponder 20 is disposed on the inner side of and 10 mm or more away from the end 4e of the turned up portion 4B of the carcass layer 4 in the tire radial direction. However, no such limitation is intended, and the transponder 20 may be disposed on the outer side of and 10 mm or more away from the end 4e of the turned up portion 4B of the carcass layer 4 in the tire radial direction. In other words, in an embodiment of the present technology, the transponder 20 is preferably disposed 10 mm or more away from the end 4e of the turned up portion 4B of the carcass layer 4 in the tire radial direction. Note that in the embodiment of FIGS. 1 and 2, an example has been illustrated in which the end 4e of the turned up portion 4B of the carcass layer 4 is disposed halfway up the sidewall portion 2. However, the end 4e of the turned up portion 4B of the carcass layer 4 may be disposed laterally to the bead core 5. In such a low turn-up structure, the transponder 20 may be disposed between the carcass layer 4 (more specifically, the bead filler 6) and the sidewall rubber layer 12 or the rim cushion rubber layer 13 in contact with the rubber layer.

[0028] As the transponder 20, for example, a radio frequency identification (RFID) tag can be used. As illustrated in FIGS. 5A and 5B, the transponder 20 includes an IC substrate 21 that stores data and an antenna 22 that transmits and receives data in a non-contact manner. By using the transponder 20 as described above to write or read information related to the tire on a timely basis, the tire can be efficiently managed. Note that “RFID” refers to an automatic recognition technology including: a reader/writer including an antenna and a controller; and an ID (identification) tag including an IC substrate and an antenna, the automatic recognition technology allowing data to be communicated in a wireless manner.

[0029] The overall shape of the transponder 20 is not particularly limited, and for example, a pillar- or plate-like shape can be used as illustrated in FIGS. 5A and 5B. In particular, the transponder 20 having a pillar-like shape illustrated in FIG. 5A is suitable as it can conform deformation of the tire in many directions. In this case, the antenna 22 of the transponder 20 projects from each of both end portions of the IC substrate 21 and exhibits a helical shape. Accordingly, the transponder 20 can conform deformation of the tire during traveling, allowing the durability of the transponder 20 to be improved. Furthermore, by appropriately changing the length of the antenna 22, the communication performance can be ensured.

[0030] In the pneumatic tire described above, the transponder 20 is embedded between the carcass layer 4 and the rubber layer 10 disposed in the sidewall portion 2 on the outer side of the carcass layer 4, the transponder 20 extending along the tire circumferential direction in contact with the rubber layer 10, and the transponder 20 is disposed 10 mm or more away from the end 4e of the turned up portion 4B of the carcass layer 4 in the tire radial direction. Thus, the arrangement of the transponder 20 does not disturb a carcass line, allowing the steerinu stability of the tire to be improved. Additionally, metal interference is unlikely to occur, and the communication performance of the transpon der 20 can be ensured. An extremely short distance between the transponder 20 and the end 4e of the turned up portion 4B of the carcass layer 4 may cause stress concentration, degrading the durability of the tire. However, ensuring the distance described above allows the durability of the tire to be improved.

[0031] In the pneumatic tire described above, the end 4e of the turned up portion 4B of the carcass layer 4 located in the sidewall portion 2 on the outermost side in the tire width direction is disposed at a position P1 located on the outer side of and 5 mm away from an upper end 6e of the head filler 6 in the tire radial direction and a position P2 located on the inner side of and 15 mm away from an end 7e of the belt layer 7 in the tire radial direction, and the transponder 20 may be disposed on the outer side of and 15 mm or more away from an upper end 5e of the bead core 5 in the tire radial direction. In other words, the end 4e of the turned up portion 4B of the carcass layer 4 is disposed in a region S1 illustrated in FIG. 2, and the transponder 20 may be disposed in a region located further on the outer side in the tire radial direction than a position P3 illustrated in FIG. 2, the region excluding a region S2. However, for the end 4e of the turned up portion 4B of the carcass layer 4, the position P2 is set as the upper limit of the position in the tire radial direction, and thus the upper limit of the position of the transponder 20 in the tire radial direction may correspond to a position located further on the outer side than and 10 mm away from the position P2 in the tire radial direction (in other words, a position located on the inner side of and 5 mm away from the end 7e of the belt layer 7 in the tire radial direction).

[0032] In the pneumatic tire described above, in a case where the end 4e of the turned up portion 4B of the carcass layer 4 located in the sidewall portion 2 on the outermost side in the tire width direction is disposed in the region ST, the durability of the tire can be effectively improved. Additionally, in a case where the transponder 20 is disposed further on the outer side than the position P3 in the tire radial direction, metal interference is unlikely to occur, and the communication performance of the transponder can be sufficiently ensured. In this regard, in a case where the transponder 20 is disposed further on the inner side than the position P3 in the tire radial direction, metal interference with a rim flange occurs, leading to the tendency to degrade the communication performance of the transponder 20. On the other hand, in a case where the end 4e of the turned up portion 4B of the carcass layer 4 is disposed further on the inner side than the position P1 in the tire radial direction or on the outer side than the position P2 in the tire radial direction, the durability of the tire tends to be degraded.

[0033] As illustrated in FIG. 3, a plurality of splice portions formed by overlaying end portions of the tire component are present on the tire circumference. FIG. 3 illustrates positions Q of each of the splice portions in the tire circumferential direction. The center of the transponder 20 is preferably disposed 10 mm or more away from the splice portion of the tire component in the tire circumferential direction. In other words, the transponder 20 may be disposed in a region S3 illustrated in FIG. 3. Specifically, the IC substrate 21 constituting the transponder 20 may be located 10 mm or more away from the position Q in the tire circumferential direction. Furthermore, the entire transponder 20 including the antenna 22 is more preferably located 10 mm or more away from the position Q in the tire circumferential direction, and the entire transponder 20 covered with the coating rubber is most preferably located 10 mm or more away from the position Q in the tire circumferential direction. Additionally, the tire component disposed away from the transponder 20 is preferably the sidewall rubber layer 12 or the rim cushion rubber layer 13, or the carcass layer 4, which are disposed adjacent to the transponder 20. By disposing the transponder 20 away from the splice portion of the tire component as described above, tire durability can be effectively improved.

[0034] Note that in the embodiment of FIG. 3, an example in which the positions Q of the splice portions of each tire component in the tire circumferential direction are disposed at equal intervals, but no such limitation is intended. The positions Q in the tire circumferential direction can be set at any positions, and in either case, the transponder 20 is disposed 10 mm or more away from the splice portion of each tire component in the tire circumferential direction.

[0035] As illustrated in FIG. 4, a distanced between the cross-sectional center of the transponder 20 and the tire outer surface is preferably 2 mm or more. By spacing the transponder 20 and the tire outer surface apart from each other as described above, tire durability can be effectively improved, and tire scratch resistance can be improved.

[0036] Additionally, the transponder 20 may be covered with a coating layer 23. The coating layer 23 coats the entire transponder 20 while holding both front and rear sides of the transponder 20. The coating layer 23 may be formed from rubber having physical properties identical to those of the rubber constituting the sidewall rubber layer 12 or the rim cushion rubber layer 13 or from rubber having different physical properties. The transponder 20 is protected by the coating layer 23 as described above, and thus the durability of the transponder 20 can be improved.

[0037] In the pneumatic tire described above, with the transponder 20 covered with the coating layer 23, the coating layer 23 preferably has a relative dielectric constant of 7 or less and more preferably from 2 to 5. By properly setting the relative dielectric constant of the coating layer 23 as described above, radio wave transmissivity can be ensured during emission of a radio wave by the transponder 20, effectively improving the communication performance of the transponder 20. Note that the rubber constituting the coating layer 23 has a relative dielectric constant of from 860 MHz to 960 MHz at ambient temperature. In this regard, the ambient temperature is 23±2° C. and 60%+5% RH (relative humidity) in accordance with the standard conditions of the JIS (Japanese industrial Standard) standard, The relative dielectric constant of the rubber is measured after 24 hour treatment at 23° C. and 60% RH. The range from 860 MHz to 960 MHz described above corresponds to the allocated frequency of the RFID in the current UHF (ultra-high frequency) hand, but in a case where the allocated frequency is changed, the relative dielectric constant in the range of the allocated frequency may be specified as described above.

[0038] In addition, with the transponder 20 covered with the coating layer 23, a. thickness t of the coating layer 23 preferably ranges from 0.5 mm to 3.0 mm, and more preferably ranges from 1.0 mm to 2.5 mm. In this regard, the thickness t of the coating layer 23 is the thickness of the rubber at a position where the rubber includes the transponder 20, and is, for example, a rubber thickness obtained by summing a thickness t1 and a thickness t2 on a straight line extending through the center of the transponder 20 and orthogonally to the tire outer surface as illustrated in FIG. 4. By properly setting the thickness t of the coating layer 23 as described above, the communication performance of the transponder 20 can be effectively improved without making the tire outer surface uneven. In this regard, when the thickness t of the coating layer 23 is less than 0.5 mm, the effect of improving the communication performance of the transponder 20 fails to be obtained. In contrast, when the thickness t of the coating layer 23 exceeds 3.0 mm, the tire outer surface is uneven, and this is not preferable for appearance. Note that the cross-sectional shape of the coating layer 23 is not particularly limited and that for example, a triangular shape, a. rectangular shape, a trapezoidal shape, and a spindle shape can he adopted. The coating layer 23 in FIG. 4 has a substantially spindle-shaped cross-sectional shape.

[0039] FIG. 6 illustrates a modified example of a pneumatic tire according to an embodiment of the present technology. In FIG. 6, components that are identical to those in FIGS. 1 to 4 have identical reference signs, and detailed descriptions of those components are omitted.

[0040] As illustrated in FIG. 6, the present embodiment includes two carcass layers 4. The carcass layer 4 includes an inner carcass layer 41 located in the tread portion 1 on the inner side in the tire radial direction, and an outer carcass layer 42 located in the tread portion 1 on the outer side in the tire radial direction. In this case, the transponder 20 is disposed 10 mm or more away in the tire radial direction from each of an end 41e of a turned up portion 41B of the inner carcass layer 41 and an end 42e of a turned up portion 42B of the outer carcass layer 42. Additionally, the end 41e of the turned up portion 41B of the inner carcass layer 41 located in the sidewall portion 2 on the outermost side in the tire width direction may be disposed in the region S1, and the transponder 20 may he disposed in a region located further on the outer side than the position P3 in the tire radial direction, the region excluding the region S2 and a region S4.

EXAMPLE

[0041] Tires according to Comparative Examples 1 to 5 and Examples 1 to 18 were manufactured. The tires have a tire size of 265/40ZR20 and include a tread portion extending in the tire circumferential direction and having an annular shape, a pair of sidewall portions respectively disposed on both sides of the tread portion, and a pair of bead portions each disposed on an inner side of the sidewall portions in the tire radial direction, a bead filler being disposed on an outer circumference of a bead core of each bead portion, a carcass layer being mounted between the pair of bead portions, a plurality of belt layers being disposed on an outer circumferential side of the carcass layer in the tread portion, and the carcass layer being turned up from the tire inner side to the tire outer side around the bead core, in which a transponder extending along the tire circumferential direction is embedded and in which the position of the transponder (tire width direction, tire radial direction, and tire circumferential direction), the end position of the turned up portion, the distance between the transponder and the tire outer surface, the relative dielectric constant of a coating layer, the thickness of the coating layer, and the form of the transponder are set as indicated in Tables 1 and 2.

[0042] Note that in Tables 1 and 2, the position “X” of the transponder (tire width direction) indicates that the transponder is disposed between the bead filler and the carcass layer, the position “Y” of the transponder (tire width direction) indicates that the transponder is disposed between the carcass layer and the sidewall rubber layer in contact with the sidewall rubber layer, and the position “Z” of the transponder (tire width direction) indicates that the transponder is disposed between the carcass layer and the rim cushion rubber layer and in contact with the rim cushion rubber layer. The position of the transponder (tire radial direction) indicates the distance (mm) measured from the end of the turned up portion of the carcass layer in the tire radial direction The position of the transponder (tire circumferential direction) indicates the distance (mm) measured from the center of the transponder to the splice portion of the tire component in the tire circumferential direction. In addition, in Tables 1 and 2. the end position of the turned up portion corresponds to each of the positions A to E illustrated in FIG. 7. In FIG. 7, an example is used in which the end position of the turned up portion is “C.”

[0043] Tire evaluation (steering stability, durability, scratch resistance, and appearance) and transponder evaluation (communication performance and. durability) were conducted on the test tires using a test method described below, and the results are indicated in Tables 1 and 2.

[0044] Steering Stability (Tire):

[0045] Each test tire was assembled on a wheel of a standard rim and mounted on a test vehicle, and sensory evaluation by a test driver was conducted on a test course. The evaluation results are expressed as three levels: “Excellent” indicates that the result is very good, “Good” indicates that the result is good, and “Fair” indicates that the result is slightly inferior.

[0046] Durability (Tire and Transponder):

[0047] Each of the test tires was mounted on a wheel of a standard rim, and a traveling test was performed by using a drum testing machine at an air pressure of 120 kPa, 102% of the maximum load, and a traveling speed of 81 km/h. After the test was performed, the traveling distance at the time of occurrence of a failure in the tire was measured. Evaluation results are expressed as four levels: “Excellent” indicates that the traveling distance reached 6480 km, “Good” indicates that the traveling distance was 4050 km or more and less than 6480 km, “Fair” indicates that the traveling distance was 3240 km or more and less than 4050 km, and “Poor” indicates that the traveling distance was less than 3240 km. Furthermore, after traveling was ended, the tire outer surface of each test tire was visually checked, and whether the tire failure originated from the transponder was checked. Evaluation results indicate the presence of the failure.

[0048] Scratch Resistance (Tire):

[0049] Each test tire was assembled on a wheel of a standard rim and mounted on a test vehicle, and a traveling test was conducted in which the vehicle traveled at an air pressure of 230 kPa and a traveling speed of 20 km/h while being in contact with a curb of 100 mm in height. After traveling, the presence of damage to the tire outer surface was visually checked. Evaluation resul ts indicate the presence of damage to the tire outer surface.

[0050] Appearance (Tire):

[0051] For each test tire, the portion of the tire outer surface corresponding to the arrangement section for the transponder was visually checked. in the evaluation results, “Good” indicates that the tire outer surface had no unevenness caused by the arrangement of the transponder, and “Poor” indicates that the tire outer surface had unevenness.

[0052] Communication Performance (Transponder):

[0053] For each test tire, a communication operation with the transponder was performed using a reader/writer. Specifically, the maximum communication distance was measured with the reader-writer set at a power output of 250 mW and a carrier frequency of from 860 MHz to 960 MHz, The evaluation results are expressed as three levels: “Excellent” indicates that the communication distance is 500 mm or more. “Good” indicates that the communication distance is 150 mm or more and less than 500 mm, and “Fair” indicates that the communication distance is less than 150 mm.

TABLE-US-00001 TABLE 1-1 Comparative Comparative Comparative Comparative Example 1 Example 2 Example 3 Example 4 Position of Tire width X Y Z Y transponder direction Tire radial 0 0 0 5 direction (mm) Tire 8 8 8 8 circumferential direction (mm) End position of turned up E E E E portion Distance between transponder 2 or more 2 or more 2 or more 2 or more and tire outer surface (mm) Relative dielectric constant of — — — — coating layer Thickness of coating layer (mm) — — — — Form of transponder Plate-like Plate-like Plate-like Plate-like shape shape shape shape Tire Steering stability Fair Good Good Good evaluation Durability Bad Bad Bad Fair Scratch Resistance No No No No (presence of damage) Appearance — — — — Transponder Communication Good Good Good Good evaluation performance Durability Yes Yes Yes Yes (presence of failure)

TABLE-US-00002 TABLE 1-2 Comparative Example Example Example Example 5 1 9 3 Position of Tire width direction X Y Z Y transponder Tire radial direction 10  10  10  10  (mm) Tire circumferential 8 8 8 8 direction (mm) End position of turned up portion E E F A Distance between transponder and 2 or more 2 or more 2 or more 2 or more tire outer surface (mm) Relative dielectric constant of — — — — coating layer Thickness of coating layer (mm) — — — — Form of transponder Plate-like Plate-like Plate-like Plate-like shape shape shape shape Tire Steering stability Fair Good Good Good evaluation Durability Good Good Good Fair Scratch Resistance No No No No (presence of damage) Appearance — — — — Transponder Communication Good Good Fair Good evaluation performance Durability (presence Yes Yes Yes Yes of failure)

TABLE-US-00003 TABLE 1-3 Example Example Example Example 4 5 6 7 Position of Tire width direction Z Y Z Z transponder Tire radial direction 10  10  10  10  (mm) Tire circumferential 8 8 8 5 direction (mm) End position of turned up portion D B C E Distance between transponder and tire 2 or 2 or 2 or 2 or outer surface (mm) more more more more Relative dielectric constant of coating — — — — layer Thickness of coating layer (mm) — — — — Form of transponder Plate-like Plate-like Plate-like Plate-like shape shape shape shape Tire Steering stability Good Good Excellent Excellent evaluation Durability Good Good Excellent Fair Scratch Resistance No No No No (presence of damage) Appearance — — — — Transponder Communication Good Good Good Good evaluation performance Durability (presence Yes Yes No Yes of failure)

TABLE-US-00004 TABLE 2-1 Example Example Example Example 8 9 10 11 Position of Tire width direction Z Z Z Z transponder Tire radial direction (mm) 10 10  10  10 Tire circumferential 10 8 8 8 direction (mm) End position of turned up portion E E E E Distance between transponder and tire outer 2 or 1 2 or 2 or surface (mm) more more more Relative dielectric constant of coating layer — — — 3.5 Thickness of coating layer (mm) — — — 0.2 Form of transponder Plate-like Plate-like Plate-like Plate-like shape shape shape shape Tire Steering stability Excellent Excellent Excellent Excellent evaluation Durability Excellent Good Good Excellent Scratch Resistance No Yes No No (presence of damage) Appearance — — — Good Transponder Communication Good Good Good Excellen evaluation performance Durability (presence No Yes Yes No of failure)

TABLE-US-00005 TABLE 2-2 Example Example Example Example 12 13 14 15 Position of Tire width direction Z Z Z Z transponder Tire radial direction (mm) 10 10 10 10 Tire circumferential 8 8 8 8 direction (mm) End position of turned up portion E E E E Distance between transponder and tire outer 2 or 2 or 2 or 2 or surface (mm) more more more more Relative dielectric constant of coating layer 7 8 7 7 Thickness of coating layer (mm) 0.2 0.2 0.5 1.5 Form of transponder Plate-like Plate-like Plate-like Plate-like shape shape shape shape Tire Steering stability Excellent Excellent Excellent Excellent evaluation Durability Excellent Excellent Excellent Excellent Scratch Resistance No No No No (presence of damage) Appearance Good Good Good Good Transponder Communication Excellent Good Excellent Excellent evaluation performance Durability (presence No No No No of failure)

TABLE-US-00006 TABLE 2-3 Example Example Example 16 17 18 Position of Tire width direction Z Z Y transponder Tire radial direction (mm) 10 10 10  Tire circumferential 8 8 8 direction (mm) End position of turned up portion E E E Distance between transponder and tire outer 2 or 2 or 2 or surface (mm) more more more Relative dielectric constant of coating layer 7 7 — Thickness of coating layer (mm) 3.0 3.5 — Form of transponder Plate-like Plate-like Pillar-like shape shape shape Tire Steering stability Excellent Excellent Good evaluation Durability Excellent Excellent Good Scratch Resistance No No No (presence of damage) Appearance Good Poor — Transponder Communication Excellent Excellent Good evaluation performance Durability (presence No No No of failure)

[0054] As can be seen from Tables l and 2, in the pneumatic tires of Examples 1 to 18, the steering stability and durability of the tire and the communication performance of the transponder were improved in a well-balanced manner. In the pneumatic tire of Example 9, the distance between the transponder and the tire outer surface was set to a small value, thus reducing the scratch resistance of the tire. In the pneumatic tire of Example 17, the thickness of the coating layer coverinu the transponders was set to a large value, thus degrading the appearance of the tire. The pneumatic tire of Example 18 included a pillar-shaped transponder, and thus the durability of the transponder was improved, and no failure originating from the transponder occurred.

[0055] On the other hand, in Comparative Example 1, the transponder was disposed between the bead filler and the carcass layer, thus degrading the steering stability of the tire. In Comparative Examples 1 to 3, the transponder was disposed at a height identical to that of the end position of the turned up portion of the carcass layer, thus degrading the durability of the tire. In Comparative Example 4, the separation distance between the transponder and the end position of the turned up portion of the carcass layer was not sufficiently ensured, thus degrading the durability of the tire. In Comparative Example 5, the separation distance between the transponder and the end position of the turned up portion of the carcass layer was ensured, but the transponder was disposed between the head filler and the carcass layer, thus degrading the steering stability of the tire.