Tire

Abstract

The pneumatic tire (1) is provided with a tread portion (2) having a land portion (24) divided by a plurality of main grooves (22) formed by a tread (21), and a tire inner surface (7A) provided on an inner side in the tread portion (2) and capable of mounting a mounting member (10) of an electrical device. The mounting member (10) is disposed in the tire inner surface (7A) at a position corresponding to the land portion (24). The complex elastic modulus E of a rubber composition constituting the mounting member (10) ＊ 1is larger than the complex elastic modulus E of a rubber composition constituting the tread portion (2) ＊ 2.

Description

Technical Field

[0001] This disclosure relates to tires installed on vehicles. Background Technology

[0002] Previously, tire pressure monitoring systems (TPMS) were proposed to detect and monitor the air pressure (tire pressure) of tires installed on vehicles (see Patent Document 1). In these tires, a sensor unit comprising a sensor for detecting tire pressure and a transmitter for sending the detected tire pressure value is installed. The tire pressure monitoring system monitors changes in tire pressure based on signals transmitted by the sensor unit.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2004-155352 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in recent years, to ensure safe and comfortable vehicle operation, it has become increasingly important to properly detect and manage tire information, including not only tire pressure but also tire temperature, vibration, and tread wear. To detect this tire information, it is considered that the tire be equipped with electrical devices such as sensors for detecting this information. To accurately obtain this tire information, it is desirable that these electrical devices be installed on the inner surface of the tire. For example, these electrical devices may be fixed to a portion of the back side of the tread layer on the inner surface of the tire.

[0008] However, when a vehicle equipped with tires containing the aforementioned electrical devices mounted on their inner tread is in motion, these electrical devices experience contact pressure from the road surface through the tire tread with each tire revolution. That is, during vehicle movement, the electrical devices are periodically subjected to this contact pressure. This raises concerns about periodic contact noise generated by the tire. This contact noise could contribute to road noise and other noises (noise, disturbances, etc.) generated during vehicle movement. Furthermore, there is concern that the load from the aforementioned electrical devices is periodically transferred to the road surface through the tire tread, causing vibrations in the tire tread. These vibrations could also contribute to the aforementioned noise. It is believed that the aforementioned contact noise and vibration are significantly more pronounced when the vehicle is traveling at high speeds.

[0009] The purpose of this disclosure is to suppress noise (noise, disturbances, etc.) generated when a vehicle is traveling at high speed in a tire that has mounting components capable of housing electrical equipment such as sensors.

[0010] Methods for solving problems

[0011] One aspect of this disclosure relates to a tire comprising: a tread portion having a land portion defined by grooves formed on its surface; and an inner surface of the tire disposed on the inner side of the tread portion, and a mounting member capable of mounting electrical equipment. The mounting member is disposed on the inner surface of the tire at a mounting position corresponding to the land portion. The composite elastic modulus E of the first rubber composition constituting the mounting member is... ＊ The composite elastic modulus E of the second rubber composition constituting the above-mentioned tread portion is 1. ＊ 2.

[0012] Because of this configuration, even tires with electrical equipment mounted on the mounting components can suppress noise caused by the load of the mounting components and electrical equipment.

[0013] The effects of the invention

[0014] According to this disclosure, a tire equipped with mounting components capable of housing electrical devices such as sensors can suppress noise (noise, disturbances, etc.) generated when a vehicle is traveling at high speed. Attached Figure Description

[0015] Figure 1 This is a side view of a tire according to an embodiment of the present disclosure.

[0016] Figure 2 This is a partial cross-sectional view of the tire, showing... Figure 1 The section of section II-II in the middle.

[0017] Figure 3A This is a schematic diagram illustrating an example of a mounting component installed on a tire.

[0018] Figure 3B This is a schematic diagram illustrating an example of a mounting component installed on a tire.

[0019] Figure 4A This is a schematic diagram illustrating another example of a mounting component installed on a tire.

[0020] Figure 4B This is a schematic diagram illustrating another example of a mounting component installed on a tire.

[0021] Figure 5 This is a cross-sectional view of the tire involved in the comparative example. Detailed Implementation

[0022] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Furthermore, the following embodiments are merely examples embodying the present disclosure and do not limit the technical scope of the present disclosure.

[0023] Figure 1 This is a side view of the pneumatic tire 1 (hereinafter referred to as "tire 1") according to the embodiments of this disclosure, viewed from the side. Figure 2 This is a cross-sectional view of tire 1, showing... Figure 1 The section of section II-II in the middle. Figure 1 In the middle, the equatorial plane CL1 is partially shown (refer to...). Figure 2 The cross-sectional structure of ). Here, Figure 1 and Figure 2 The vertical direction of the paper is the radial direction D2 of tire 1. Figure 2 The left-right direction of the paper is the width direction D1 of tire 1. Furthermore, Figure 1 Arrow D3 indicates the circumferential direction of tire 1. Furthermore, tire 1 is symmetrically formed in the width direction D1 with the equatorial plane CL1 as a reference, therefore... Figure 2 The image shows a partial cross-sectional view of tire 1, omitting illustrations of other parts.

[0024] Tire 1 uses rubber as its main component and is primarily installed in automobiles and other vehicles. Figure 1 and 2 As shown, tire 1 is assembled onto rim 30R of wheel rim 30. Rim 30R is a standard rim described later. Tire 1 is filled with air, and the internal pressure is adjusted to the standard internal pressure described later.

[0025] In this specification, the internal pressure of the tire 1 assembled on the rim 30R is adjusted to the above-mentioned standard internal pressure, and the state in which no load is applied to the tire 1 is referred to as the standard state. Figure 1 and Figure 2 The tire 1 is shown in the standard state as described above, mounted on the rim 30. In this embodiment, unless otherwise specified, the shape of the tire 1 and its parts is the shape in the standard state described above, and the dimensions and angles of the tire 1 and its parts are measured in the standard state described above.

[0026] Here, the aforementioned standard rim refers to the rim defined in the standard upon which tire 1 is based. Specifically, the aforementioned standard rim is the "standard rim" in the standard stipulated by JATMA (Japan Automobile Tire Association), the "Design Rim" in the standard stipulated by TRA (The Tire and Rim Association) of the United States, and the "Measuring Rim" in the standard stipulated by ETRTO (European Tyre Rim Technical Organisation).

[0027] Furthermore, the aforementioned standard internal pressure is the internal pressure determined in the standard upon which tire 1 is based. Specifically, the aforementioned standard internal pressure is the "maximum pressure" in the JATMA standard, the "maximum value" shown in "TIRE LOAD LIMITS AT VARIOUS COLDINFLATION PRESSURES" in the TRA standard, and the "INFLATION PRESSURE" in the ETRTO standard.

[0028] The tire 1 described in this embodiment is suitable for use as a radial tire for automobiles. However, tire 1 is a pneumatic tire for vehicles, not limited to automobiles, and can be used for a wide variety of vehicles such as cars, trucks, buses, motorcycles, racing vehicles, industrial vehicles, special vehicles, trailers, and trolleys. Furthermore, tire 1 is not limited to radial tires, but is also suitable for bias-ply tires. In particular, tire 1 is suitable for use as a passenger car tire requiring high convenience and low noise at high speeds when equipped with various electrical devices such as sensors. Additionally, the aforementioned passenger car tire is a tire installed on a four-wheeled automobile with a maximum load capacity of 1000 kg or less.

[0029] If the maximum load capacity is less than 1000 kg, there is no particular limitation. Generally speaking, with the increase of the maximum load capacity, the tire weight tends to increase, the vibration generated by the tread 2 of the tire 1 becomes larger, and the noise during driving tends to increase. Therefore, the maximum load capacity is preferably less than 900 kg, more preferably less than 800 kg, and even more preferably less than 700 kg.

[0030] Furthermore, from the viewpoint of mitigating vibrations in the tread 2, the weight of tire 1 is preferably 20 kg or less, more preferably 15 kg or less, and even more preferably 12 kg or less, 10 kg or less, or 8 kg or less. Additionally, the aforementioned tire weight includes the weight of the aforementioned electrical equipment and the mounting member 10 described later; furthermore, if sealing materials, sponges, etc., are provided in the inner cavity of tire 1, their weight is also included.

[0031] like Figure 2 As shown, the tire 1 includes: a tread portion 2; a pair of shoulder portions 3 located at both ends of the tread portion 2 in the width direction D1; a pair of sidewall portions 4 extending from the shoulder portions 3 toward the center direction D21 (inside the radial direction D2) of the tire 1 in the center direction; and a pair of bead portions 5 located at the ends of the sidewall portions 4 on the side of the center direction D21.

[0032] Furthermore, the tire 1 includes: a tire body 6 extending from the tread portion 2 through the shoulder portion 3, the sidewall portion 4 to the bead portion 5; an inner liner 7 constituting the inner surface 7A of the tire 1; a strip portion 8 and a sill portion 9 disposed on the inner side of the radial D2 in the tread portion 2; and a mounting member 10 mounted on the inner surface 7A of the tire 1.

[0033] The tread portion 2 is the part of the vehicle that contacts the road surface when it is in motion. The tread portion 2 is composed of tread rubber 2A containing a vulcanized rubber composition (vulcanized rubber). The outer surface of the tread portion 2 is the tread 21, which serves as the contact surface with the road surface. In this embodiment, the tread 21 is a surface that is substantially flat relative to the width direction D1. That is, the tire 1 is a tire in which the tread portion 2 is formed in a flat shape relative to the width direction D1.

[0034] The rubber composition constituting tread rubber 2A (the second rubber composition) contains, in addition to rubber components, reinforcing agents such as silica and carbon black, oils, resin components, waxes, antioxidants, zinc oxide, stearic acid, sulfur, vulcanization accelerators, and other additives.

[0035] As the aforementioned rubber component, common rubber materials can be used, such as isoprene rubber, butadiene rubber (BR), styrene-butadiene rubber (SBR), styrene-isoprene rubber, styrene-isoprene-butadiene rubber (SIBR), isoprene-butadiene rubber, acrylonitrile-butadiene rubber (NBR), acrylonitrile-styrene-butadiene rubber, chloroprene rubber (CR), and chlorosulfonated polyethylene. Furthermore, any one of the aforementioned rubber materials can be used alone, or two or more of the aforementioned rubber materials can be mixed in a prescribed proportion. In particular, isoprene rubber, BR, and SBR are preferred as the aforementioned rubber component.

[0036] There are no particular limitations on the type of SBR used; for example, emulsion polymerization SBR (E-SBR) and solution polymerization SBR (S-SBR), which are commonly used in the tire industry, can be used. They can be used alone or in combination of two or more types.

[0037] The styrene content of the SBR is preferably 10% by mass or more, more preferably 15% by mass or more, even more preferably 20% by mass or more, particularly preferably 25% by mass or more, and further preferably 50% by mass or less, more preferably 45% by mass or less, even more preferably 40% by mass or less, and particularly preferably 30% by mass or less.

[0038] SBR can be either unmodified or modified. Modified SBR is particularly preferred. By using modified SBR, better low fuel consumption is achieved. As a modified SBR, any SBR having functional groups that interact with fillers such as silica is acceptable. Examples include, for instance, end-modified SBRs where at least one end of the SBR is modified with a compound (modifier) ​​having the aforementioned functional groups (end-modified SBRs with the aforementioned functional groups at the end); main-chain modified SBRs where the main chain has the aforementioned functional groups; main-chain end-modified SBRs where both the main chain and the ends have the aforementioned functional groups (e.g., main-chain end-modified SBRs where the main chain has the aforementioned functional groups and at least one end is modified with the aforementioned modifier); and end-modified SBRs that have been modified (coupled) by a polyfunctional compound having two or more epoxy groups in the molecule, introducing hydroxyl or epoxy groups, etc. These can be used alone or in combination of two or more.

[0039] Examples of the aforementioned functional groups include, for example, amino, amide, silyl, alkoxysilyl, isocyanate, imino, imidazo, urea, ether, carbonyl, oxycarbonyl, mercapto, sulfide, disulfide, sulfonyl, sulfinyl, thiocarbonyl, ammonium, imide, hydrazine, azo, diazo, carboxyl, nitrile, pyridinyl, alkoxy, hydroxy, oxygen, and epoxy groups. Furthermore, these functional groups may have substituents. Preferably, these are amino groups (preferably amino groups where the hydrogen atoms of the amino group are replaced by alkyl groups having 1 to 6 carbon atoms); alkoxy groups (preferably alkoxy groups having 1 to 6 carbon atoms); alkoxysilyl groups (preferably alkoxysilyl groups having 1 to 6 carbon atoms); and amide groups.

[0040] As an SBR, for example, SBRs manufactured and sold by companies such as Sumitomo Chemical Co., Ltd., JSR Co., Ltd., Asahi Kasei Co., Ltd., and Nippon Zeon Co., Ltd. can be used.

[0041] The SBR content in 100% by mass of the rubber component is preferably 20% by mass or more, more preferably 50% by mass or more, and further preferably 90% by mass or less, more preferably 80% by mass or less, and even more preferably 70% by mass or less. In particular, the SBR content in 100% by mass of the rubber component is preferably 55% by mass or more.

[0042] As for BR, there are no special restrictions, and general BR used in the tire industry can be used. They can be used alone or in combination of two or more.

[0043] The cis content of BR is preferably 90% by mass or more, more preferably 95% by mass or more, and even more preferably 97% by mass or more. There is no particular upper limit, and it can be 100% by mass.

[0044] BR can be either unmodified BR or modified BR. As a modified BR, examples include modified BRs incorporating the aforementioned functional groups. The preferred method is the same as for modified SBR.

[0045] As a BR (Brandinger), it is possible to use products from companies such as Ube Industries, Ltd., JSR Corporation, Asahi Kasei Corporation, and Nippon Zeon Corporation.

[0046] The BR content in 100% by mass of the rubber component is preferably 10% by mass or more, more preferably 15% by mass or more, and further preferably 80% by mass or less, more preferably 50% by mass or less, and more preferably 35% by mass or less.

[0047] Examples of isoprene-based rubbers include natural rubber (NR), epoxidized natural rubber (ENR), isoprene rubber (IR), modified NR, modified NR, and modified IR. For NR, common tire industry NRs such as SIR20, RSS#3, and TSR20 can be used. For IR, there are no particular limitations, and common tire industry IRs such as IR2200 can be used. Examples of modified NRs include deproteinized natural rubber (DPNR) and high-purity natural rubber (UPNR). Examples of modified NRs include epoxidized natural rubber (ENR), hydrogenated natural rubber (HNR), and grafted natural rubber. Examples of modified IRs include epoxidized isoprene rubber, hydrogenated isoprene rubber, and grafted isoprene rubber. These can be used alone or in combination of two or more. NR is particularly preferred.

[0048] The content of isoprene-based rubber in 100% by mass of the rubber component is preferably 5% by mass or more, more preferably 10% by mass or more, and preferably 40% by mass or less, more preferably 30% by mass or less.

[0049] The tread rubber 2A preferably contains a filler. Specific fillers include, for example, silica, carbon black, calcium carbonate, talc, alumina, clay, aluminum hydroxide, mica, etc. Among these, silica and carbon black are preferred as reinforcing agents, and it is preferable to use them together. In addition, when silica is used, it is preferable to use it in combination with a silane coupling agent.

[0050] When silica and carbon black are used together, their combined content relative to 100% by mass of the rubber component is preferably 30% by mass or more and 150% by mass or less.

[0051] Furthermore, the ratio of carbon black content to silica content is preferably 50% by mass or less, more preferably 25% by mass or less, and even more preferably 10% by mass or less. Compared to silica, carbon black has higher reinforcing properties; therefore, if it exceeds 50% by mass, the composite elastic modulus of the tread rubber 2A becomes excessively high, tending to deteriorate low-noise performance at high speeds. Additionally, the ratio of carbon black content to silica content is preferably 2% by mass or more, and even more preferably 4% by mass or more.

[0052] The rubber composition of tread rubber 2A preferably contains silica. Examples of silica include, for example, dry silica (silicic anhydride) and wet silica (hydrated silica), with wet silica being preferred due to the prevalence of silanol groups. Furthermore, the rubber composition may incorporate silica other than those described above. These can be used alone or in combination of two or more types.

[0053] The content of silica relative to 100 parts by mass of the rubber component is preferably 10 parts by mass or more, more preferably 40 parts by mass or more, even more preferably 50 parts by mass or more, even more preferably 60 parts by mass or more, particularly preferably 70 parts by mass or more, most preferably 80 parts by mass or more, most preferably 90 parts by mass or more, and preferably 120 parts by mass or less, more preferably 115 parts by mass or less, even more preferably 110 parts by mass or less, particularly preferably 105 parts by mass or less, and most preferably 100 parts by mass or less.

[0054] Products from companies such as Degussa, Rhodia, TOSOH SILICA, Evonik Japan, Solvay Japan, and Tokuyama can be used as the aforementioned silica.

[0055] The rubber composition of tread rubber 2A preferably includes silica and a silane coupling agent. There are no particular limitations on the silane coupling agent, but examples include bis(3-triethoxysilylpropyl)tetrasulfide, bis(2-triethoxysilylethyl)tetrasulfide, bis(4-triethoxysilylbutyl)tetrasulfide, bis(3-trimethoxysilylpropyl)tetrasulfide, bis(2-trimethoxysilylethyl)tetrasulfide, bis(2-triethoxysilylethyl)trisulfide, and bis(4-triethoxysilylbutyl)tetrasulfide. -trimethoxysilylbutyl) trisulfide, bis(3-triethoxysilylpropyl) disulfide, bis(2-triethoxysilylethyl) disulfide, bis(4-triethoxysilylbutyl) disulfide, bis(3-trimethoxysilylpropyl) disulfide, bis(2-triethoxysilylethyl) disulfide, bis(4-triethoxysilylbutyl) disulfide, bis(3-trimethoxysilylpropyl) disulfide, bis(2-trimethoxysilylethyl) disulfide, bis(4-trimethoxysilylbutyl) disulfide, 3-trimethoxysilyl Sulfide systems including alkylpropyl-N,N-dimethylthiocarbamoyl tetrasulfide, 2-triethoxysilylethyl-N,N-dimethylthiocarbamoyl tetrasulfide, and 3-triethoxysilylpropyl methacrylate monosulfide; mercapto-based systems including 3-mercaptopropyltrimethoxysilane, 2-mercaptoethyltriethoxysilane, and Momentive's NXT and NXT-Z; vinyl-based systems including vinyltriethoxysilane and vinyltrimethoxysilane; amino-based systems including 3-aminopropyltriethoxysilane and 3-aminopropyltrimethoxysilane; epoxy-propoxy-based systems including γ-epoxypropoxypropyltriethoxysilane and γ-epoxypropoxypropyltrimethoxysilane; nitro-based systems including 3-nitropropyltrimethoxysilane and 3-nitropropyltriethoxysilane; and chlorine-based systems including 3-chloropropyltrimethoxysilane and 3-chloropropyltriethoxysilane. They can be used individually or in combination of two or more.

[0056] As the aforementioned silane coupling agent, products from companies such as Degussa, Momentive, Shin-Etsu Silicon Co., Ltd., Tokyo Chemical Industry Co., Ltd., AZmax Co., Ltd., and Toray Dow Corning Co., Ltd. can be used.

[0057] The content of the silane coupling agent relative to 100% by mass of silicon dioxide is, for example, more than 3% by mass and less than 25% by mass.

[0058] The carbon black contained in the rubber composition of tread rubber 2A is not particularly limited, and examples include N134, N110, N220, N234, N219, N339, N330, N326, N351, N550, N762, etc. They can be used alone or in combination of two or more.

[0059] As the aforementioned carbon black, products from companies such as Asahi Carbon Co., Ltd., Cabot Japan Co., Ltd., TOKAICARBON Co., Ltd., Mitsubishi Chemical Co., Ltd., Lion Co., Ltd., Shin-Nippon Chemical Carbon Co., Ltd., and Columbia Carbon Co., Ltd. can be used.

[0060] The content of carbon black relative to 100 parts by mass of the rubber component is preferably 1 part by mass or more, more preferably 3 parts by mass or more, and preferably 50 parts by mass or less, more preferably 30 parts by mass or less, and even more preferably 10 parts by mass or less.

[0061] The rubber composition of tread rubber 2A preferably includes a plasticizer (softener). Examples of such plasticizers include resin components, oils, liquid rubbers, and ester-based plasticizers. These can be used alone or in combination of two or more. In particular, oils and resin components are preferred as plasticizers.

[0062] The oils mentioned above are not particularly limited as long as they are commonly used in the tire industry; examples include process oils, vegetable oils, or mixtures thereof. As process oils, examples include paraffin-based process oils, aromatic process oils, and naphthenic process oils. As vegetable oils, examples include castor oil, cottonseed oil, linseed oil, rapeseed oil, soybean oil, palm oil, coconut oil, peanut oil, rosin, pine oil, pine tar, tall oil, corn oil, rice oil, safflower oil, sesame oil, olive oil, sunflower oil, palm kernel oil, camellia oil, jojoba oil, macadamia oil, and tung oil. These can be used alone or in combination of two or more. Process oils are particularly preferred, and aromatic process oils are more preferred.

[0063] As the aforementioned oil, products from companies such as Idemitsu Kosan Co., Ltd., Sankyo Oil & Chemical Co., Ltd., ENEOS Co., Ltd., OLISOY Co., Ltd., H&R Co., Ltd., Toyokuni Oil Co., Ltd., Showa Shell Oil Co., Ltd., and Fuji Kosan Co., Ltd. can be used.

[0064] The liquid rubbers mentioned above as softeners are polymers that are in a liquid state at room temperature (25°C) and that use the same monomers as solid rubbers as constituent elements. Examples of liquid rubbers include farnesene-based polymers, liquid diene-based polymers, and their hydrides.

[0065] Farnese polymers are polymers obtained by polymerizing farnese and have farnese-based building blocks. Farnese exists in isomers such as α-farnese ((3E,7E)-3,7,11-trimethyl-1,3,6,10-dodecathetene) and β-farnese (7,11-dimethyl-3-methylene-1,6,10-dodecathetene).

[0066] Farnese polymers can be homopolymers of farnese (farnese homopolymers) or copolymers of farnese and vinyl monomers (farnese-vinyl monomer copolymers).

[0067] Examples of liquid diene polymers include liquid styrene-butadiene copolymer (liquid SBR), liquid butadiene polymer (liquid BR), liquid isoprene polymer (liquid IR), and liquid styrene-isoprene copolymer (liquid SIR).

[0068] For example, the weight-average molecular weight (Mw) of liquid diene polymers converted from polystyrene by gel permeation chromatography (GPC) is greater than 1.0 × 10⁻⁶. 3 And less than 2.0 × 10 5 Additionally, in this specification, the Mw of the liquid diene polymer is a polystyrene equivalent determined by gel permeation chromatography (GPC).

[0069] The content of liquid rubber (the total content of liquid farnesene polymers, liquid diene polymers, etc.) is, for example, more than 1 part by mass and less than 100 parts by mass relative to 100 parts by mass of rubber component.

[0070] As a liquid rubber, it can be used in products from companies such as Kuraray Co., Ltd. and Cray Valley Co., Ltd.

[0071] Furthermore, the rubber composition of tread rubber 2A preferably contains a resin component as needed. The resin component can be a solid at room temperature or a liquid, and specific examples include styrene-based resins, coumarone-based resins, terpene-based resins, C5 resins, C9 resins, C5C9 resins, and acrylic resins. These can be used alone or in combination of two or more. The content of the resin component relative to 100% by mass of the rubber component is preferably more than 2% by mass and less than 45% by mass, more preferably less than 30% by mass.

[0072] Styrene-based resins are polymers that use styrene-based monomers as constituent monomers. Examples include polymers in which styrene-based monomers are polymerized as the main component (50% by mass or more). Specifically, in addition to homopolymers formed by polymerizing each styrene-based monomer (styrene, o-methylstyrene, m-methylstyrene, p-methylstyrene, α-methylstyrene, p-methoxystyrene, p-tert-butylstyrene, p-phenylstyrene, o-chlorostyrene, m-chlorostyrene, p-chlorostyrene, etc.) individually, and copolymers formed by copolymerizing two or more styrene-based monomers, copolymers of styrene-based monomers and other monomers that can be copolymerized with styrene-based monomers can also be mentioned.

[0073] Other monomers mentioned above may include acrylonitrile, methacrylonitrile and other acrylonitrile derivatives; acrylic acid derivatives, methacrylic acid and other unsaturated carboxylic acids; methyl acrylate, methyl methacrylate and other unsaturated carboxylic acid esters; dienes such as chloroprene, butadiene, and isoprene; alkenes such as 1-butene and 1-pentene; and α,β-unsaturated carboxylic acids or their anhydrides such as maleic anhydride.

[0074] Coumarin-based resins are preferably coumarin-indene resins. Coumarin-indene resin is a resin containing coumarin and indene as monomeric components that form the backbone (main chain) of the resin. Examples of monomeric components in the backbone other than coumarin and indene include styrene, α-methylstyrene, methylindene, and vinyltoluene.

[0075] The content of coumarin indole resin relative to 100 parts by weight of the rubber component is, for example, more than 1.0 parts by weight and less than 50.0 parts by weight.

[0076] The hydroxyl value (OH valence) of coumarin indole resin is, for example, greater than 15 mg KOH / g and less than 150 mg KOH / g. Furthermore, the OH valence is the amount of potassium hydroxide required, expressed in milligrams, to neutralize the acetic acid bound to the hydroxyl group when 1 g of the resin is acetylated, and is a value determined by potentiometric titration (JIS K 0070:1992).

[0077] The softening point of coumarin indene resin is, for example, above 30°C and below 160°C. Furthermore, the softening point is determined by measuring the temperature at which the ball drops using a ring-and-ball softening point measuring device, according to the softening point specified in JIS K6220-1:2001.

[0078] Examples of terpene resins include polyterpenes, terpene phenols, and aromatic modified terpene resins. Polyterpenes are resins obtained by polymerizing terpene compounds and their hydrides. Terpene compounds are (C5H8). n The composition of hydrocarbons and their oxygen-containing derivatives is shown, and they will be classified as monoterpenes (C). 10 H 16 ), sesquiterpenes (C 15 H 24 ), diterpenes (C 20 H 32 Compounds with terpenes as their basic skeleton include, for example, α-pinene, β-pinene, dipentene, limonene, geraniol, allocirrhene, ocimene, α-phellandrene, α-terpinene, γ-terpinene, terpinene oil, 1,8-cineole, 1,4-cineole, α-terpineol, β-terpineol, and γ-terpineol.

[0079] As polyterpenes, in addition to terpene resins such as α-pinene resin, β-pinene resin, limonene resin, dipentene resin, and β-pinene / limonene resin, which use the above-mentioned terpene compounds as raw materials, hydrogenated terpene resins that have undergone hydrogenation treatment can also be cited. As terpenoids, resins obtained by copolymerizing the above-mentioned terpene compounds with phenolic compounds, and resins that have undergone hydrogenation treatment can be cited; specifically, resins obtained by condensing the above-mentioned terpene compounds, phenolic compounds, and formalin can be cited. Furthermore, phenolic compounds can be cited as examples such as phenol, bisphenol A, cresol, and xylenol. As aromatic modified terpene resins, resins obtained by modifying terpene resins with aromatic compounds, and resins that have undergone hydrogenation treatment can be cited. Furthermore, as an aromatic compound, there are no particular limitations if it is a compound with an aromatic ring. Examples include phenols such as phenol, alkylphenols, alkoxyphenols, and phenols containing unsaturated hydrocarbon groups; naphthols such as naphthols, alkylnaphthols, alkoxynaphthols, and naphthols containing unsaturated hydrocarbon groups; styrene derivatives such as styrene, alkylstyrene, alkoxystyrene, and styrene containing unsaturated hydrocarbon groups; coumarones, indenes, etc.

[0080] "C5 resin" refers to resin obtained by polymerizing C5 fractions. Examples of C5 fractions include petroleum fractions with 4 to 5 carbon atoms, such as cyclopentadiene, pentene, pentadiene, and isoprene. Dicyclopentadiene resin (DCPD resin) is a suitable C5-based petroleum resin.

[0081] "C9 resin" refers to a resin obtained by polymerizing C9 fractions, which may be hydrogenated resins or modified resins. Examples of C9 fractions include petroleum fractions with 8 to 10 carbon atoms, such as vinyltoluene, alkylstyrene, indene, and methylindene. Specifically, coumarone-indene resin, coumarone resin, indene resin, and aromatic vinyl resins are suitable. For economic reasons, ease of processing, and excellent thermal properties, α-methylstyrene homopolymers or copolymers of α-methylstyrene and styrene are preferred as aromatic vinyl resins, and copolymers of α-methylstyrene and styrene are more preferred. Commercially available aromatic vinyl resins from companies such as Clayton and Eastman Chemical can be used as aromatic vinyl resins.

[0082] "C5C9 resin" refers to a resin obtained by copolymerizing the aforementioned C5 fraction and the aforementioned C9 fraction, which may be a hydrogenated resin or a modified resin. Examples of C5 and C9 fractions include the aforementioned petroleum fractions. Commercially available resins from companies such as Tosoh Corporation and Luhua Corporation can be used as C5C9 resins.

[0083] There are no particular limitations on the acrylic resin used; for example, solvent-free acrylic resins can be used.

[0084] Solvent-free acrylic resins include (meth)acrylic resins (polymers) synthesized via high-temperature continuous polymerization (high-temperature continuous block polymerization) without using polymerization initiators, chain transfer agents, organic solvents, etc., as auxiliary raw materials (as described in US Patent No. 4,414,370, Japanese Patent Application Publication No. 59-6207, Japanese Patent Application Publication No. 5-58005, Japanese Patent Application Publication No. 1-313522, US Patent No. 5,010,166, and the Toa Synthetic Research Yearbook TREND2000 No. 3, pp. 42-45). In this disclosure, (meth)acrylic acid refers to both methacrylic acid and acrylic acid.

[0085] Examples of monomeric components constituting the above-mentioned acrylic resins include (meth)acrylic acid, (meth)acrylates (alkyl esters, aryl esters, aralkyl esters, etc.), (meth)acrylamide, and (meth)acrylamide derivatives.

[0086] Furthermore, as a monomer component constituting the above-mentioned acrylic resin, styrene, α-methylstyrene, vinyltoluene, vinylnaphthalene, divinylbenzene, trivinylbenzene, divinylnaphthalene, and other aromatic ethylenes can be used together with (meth)acrylic acid and (meth)acrylic acid derivatives.

[0087] The aforementioned acrylic resins can be resins composed solely of (meth)acrylic acid, or resins incorporating components other than (meth)acrylic acid. Furthermore, the aforementioned acrylic resins may contain hydroxyl, carboxyl, or silanol groups, etc.

[0088] As a resin component, products from companies such as Maruzen Petrochemical Co., Ltd., Sumitomo Bakelite Co., Ltd., Yasuhara Chemical Co., Ltd., Tosoh Co., Ltd., Rutgers Chemicals Co., Ltd., BASF Corporation, Arizona Chemical Co., Ltd., Nippon Shokubai Co., Ltd., JX Energy Co., Ltd., Arakawa Chemical Industry Co., Ltd., and Taoka Chemical Industry Co., Ltd. can be used.

[0089] As the aforementioned resin component, products from, for example, Maruzen Petrochemical Co., Ltd., Sumitomo Bakelite Co., Ltd., Yasuhara Chemical Co., Ltd., Tosoh Co., Ltd., Rutgers Chemicals Co., Ltd., BASF Corporation, Arizona Chemical Co., Ltd., Nippon Paint Co., Ltd., Nippon Shokubai Co., Ltd., ENEOS Co., Ltd., Arakawa Chemical Industry Co., Ltd., Taoka Chemical Industry Co., Ltd., etc., can be used.

[0090] The wax contained in the rubber composition of tread rubber 2A is not particularly limited as long as it is a wax commonly used in the tire industry. Examples include petroleum-based waxes such as paraffin wax and microcrystalline wax; natural waxes such as plant-based waxes and animal-based waxes; and synthetic waxes such as polymers such as ethylene and propylene. They can be used alone or in combination of two or more. Petroleum-based waxes are particularly preferred, and paraffin wax is more preferred.

[0091] As the aforementioned wax, products from companies such as Ouchi Shinsei Chemical Industry Co., Ltd., Nippon Seiwa Co., Ltd., and Seiko Chemical Co., Ltd. can be used.

[0092] The antioxidants contained in the rubber composition of tread rubber 2A are not particularly limited as long as they are antioxidants commonly used in the tire industry. Examples include naphthylamine antioxidants such as phenyl-α-naphthylamine; diphenylamine antioxidants such as octyl diphenylamine and 4,4'-bis(α,α'-dimethylbenzyl)diphenylamine; N-isopropyl-N'-phenyl-p-phenylenediamine and N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine. Antioxidants based on p-phenylenediamine, such as diamines and N,N'-di-2-naphthyl-p-phenylenediamine; quinoline-based antioxidants, such as 2,2,4-trimethyl-1,2-dihydroquinoline polymers; monophenol-based antioxidants, such as 2,6-di-tert-butyl-4-methylphenol and styrene-modified phenol; and bis, tri, and polyphenol-based antioxidants, such as tetra-[methylene-3-(3',5'-di-tert-butyl-4'-hydroxyphenyl)propionate]methane. These can be used alone or in combination of two or more. P-phenylenediamine-based antioxidants and quinoline-based antioxidants are particularly preferred.

[0093] As the aforementioned antioxidants, products from companies such as Seiko Chemical Co., Ltd., Sumitomo Chemical Co., Ltd., Ouchi New Chemical Industry Co., Ltd., and Flexsys Co., Ltd. can be used.

[0094] The zinc oxide contained in the rubber composition of tread rubber 2A can be conventionally known zinc oxide, and can be products from, for example, Mitsui Metal Mining Co., Ltd., Toho Zinc Co., Ltd., HAKUSUI TECH Co., Ltd., Seido Chemical Industry Co., Ltd., Sakai Chemical Industry Co., Ltd., etc.

[0095] The stearic acid contained in the rubber composition of tread rubber 2A can be conventionally known stearic acid, and can be products of, for example, Nippon Oil Co., Ltd., NOF Corporation, Kao Corporation, Fuji Film Co., Ltd., and Kojun Pharmaceutical Co., Ltd., Chiba Fatty Acid Co., Ltd.

[0096] The sulfur contained in the rubber composition of tread rubber 2A is not particularly limited as long as it is the type of sulfur commonly used in the tire industry. Examples include powdered sulfur, settled sulfur, colloidal sulfur, insoluble sulfur, highly dispersed sulfur, and soluble sulfur. They can be used alone or in combination of two or more types.

[0097] As the aforementioned sulfur, products from, for example, Tsurumi Chemical Industry Co., Ltd., Karuizawa Sulfur Co., Ltd., Shikoku Chemical Industry Co., Ltd., Flexsys Co., Ltd., Nippon Kanryu Kogyo Co., Ltd., and Hosoi Chemical Industry Co., Ltd. can be used.

[0098] The vulcanizing accelerator contained in the rubber composition of tread rubber 2A is not particularly limited as long as it is a vulcanizing accelerator commonly used in the tire industry. Examples include thiazole-based vulcanizing accelerators such as 2-mercaptobenzothiazole and di-2-benzothiazole disulfide; thiuram-based vulcanizing accelerators such as tetramethylthiuram disulfide (TMTD), tetrabenzylthiuram disulfide (TBzTD), and tetra(2-ethylhexyl)thiuram disulfide (TOT-N); sulfonamide-based vulcanizing accelerators such as N-cyclohexyl-2-benzothiazole sulfenamide, N-tert-butyl-2-benzothiazole sulfenamide, N-oxyvinyl-2-benzothiazole sulfenamide, N-oxyvinyl-2-benzothiazole sulfenamide, and N,N'-diisopropyl-2-benzothiazole sulfenamide; and guanidine-based vulcanizing accelerators such as diphenylguanidine, di-o-tolylguanidine, and o-tolylbiguanidine. They can be used alone or in combination of two or more. Particularly preferred are sulfenamide-based vulcanization accelerators and thiuram-based vulcanization accelerators, and more preferably are a combination of sulfenamide-based vulcanization accelerators and thiuram-based vulcanization accelerators.

[0099] As the aforementioned vulcanization accelerator, products manufactured by companies such as Kawaguchi Chemical Co., Ltd., Ouchi New Chemical Co., Ltd., and RheinChemie Co., Ltd. can be used.

[0100] The tread 21 is formed with a tread pattern to perform various tire performance functions such as grip, braking, water drainage, and wear reduction. This tread pattern is formed by multiple grooves in the tread 21. On the tread 21, in the circumferential direction D3 of the tire 1 (refer to...), Figure 1Multiple main grooves 22 (an example of circumferential grooves in this disclosure) extending continuously on the tread are formed as the aforementioned grooves. Additionally, multiple transverse grooves (not shown) intersecting the main grooves 22, the main grooves 22, and multiple patterns that are narrower and shallower than the transverse grooves can be formed on the tread 21. Furthermore, the term "groove" here refers to a groove with a width exceeding 2.0 mm and a depth exceeding 5.0 mm.

[0101] The tread pattern formed on the tread 21 is considered to be a so-called longitudinal rib pattern with multiple main grooves 22, or a so-called longitudinal and transverse rib combination pattern with main grooves 22 and the aforementioned transverse grooves. However, the tread portion 2 of the tire 1 is not limited to any of the above-mentioned patterns forming on the tread 21. For example, the tread portion 2 may be a so-called transverse rib pattern mainly having the aforementioned transverse grooves formed on the tread portion of the tread 21; in addition, it may be a so-called block pattern having independent blocks formed on the tread portion of the tread 21. Furthermore, the tread pattern may be asymmetrical with respect to the width direction of the contact patch.

[0102] In this embodiment, the tread pattern formed by the tread 21 is symmetrical with respect to the equatorial plane CL1 and the width direction D1. Specifically, as Figure 2 As shown, four main grooves 22 are formed on the tread 21 along the aforementioned circumferential direction D3. The four main grooves 22 are arranged at predetermined intervals in the width direction D1 of the tire 1, with two grooves arranged in each region on the outer side of the tread 21 from the equatorial plane CL1 in the width direction D1. Therefore, the tread portion 2 has five land portions 24 distinguished in the width direction D1 by the four main grooves 22 extending along the circumferential direction D3. Furthermore, in this embodiment, an example is shown... Figure 2 The four main grooves 22 shown are formed on the tread 21, but this disclosure is not limited to this configuration. For example, the position of each main groove 22 may be asymmetrical with respect to the width direction D1. Furthermore, the number of main grooves 22 is not limited to four; it may be less than four or more than five. In addition, any one of the main grooves 22 may be provided on the equatorial plane CL1.

[0103] like Figure 2As shown, the five land portions 24 include one crown land portion 24A, two intermediate land portions 24B, and two shoulder land portions 24C. The shoulder land portions 24C are located near the shoulder portion 3 and are separated from the two ends of the width direction D1 in the tread portion 2 by the two outermost second main grooves 22B located in the width direction D1. The intermediate land portions 24B are separated from the two first main grooves 22A (an example of circumferential grooves in this disclosure) located near the equatorial plane CL1 by the two second main grooves 22B. Furthermore, the crown land portions 24A are located on the tread portion 2 of the tire 1 at the portion intersecting the equatorial plane CL1 and are separated from each of the two first main grooves 22A. That is, the crown land portions 24A are separated by being held between the two first main grooves 22A.

[0104] The crown land portion 24A can be a crown land portion extending linearly along the circumferential direction D3, or a crown land portion extending in a Z-shape. Furthermore, the crown land portion 24A can be a crown land portion extending obliquely along the circumferential direction D3, or a crown land portion extending in a curved or arcuate shape. In this manner, the crown land portion 24A has two first main grooves 22A on each side of its width direction D1, each extending along the circumferential direction D3 in a linear, Z-shaped, oblique, curved, or arcuate manner. Furthermore, the crown land portion 24A can have multiple blocks divided along the circumferential direction D3 by the aforementioned transverse grooves or oblique grooves, or it can have multiple half-blocks divided along the circumferential direction D3 by the aforementioned tread grooves or oblique grooves. Additionally, other land portions 24 besides the crown land portion 24A extend along the circumferential direction D3 and are formed in the same shape as the crown land portion 24A.

[0105] Furthermore, when tire 1 is for passenger cars, the width of the first main groove 22A is, for example, 4.0% to 7.0% of the width of the tread portion 2. Additionally, the width of the second main groove 22B is, for example, 2.5% to 4.5% of the width of the tread portion 2. Furthermore, the groove depth of both the first main groove 22A and the second main groove 22B is, for example, 5 to 10 mm.

[0106] The shoulder portion 3 is the part of the tire 1 that extends from the tread portion 2 to the sidewall portion 4. The shoulder portion 3 is the part that connects the tread portion 2 and the sidewall portion 4, and it extends from the end of the width direction D1 of the tread portion 2 to the upper end of the sidewall portion 4 to form a circular shape (curved shape).

[0107] The sidewall portion 4 is made of a vulcanized rubber composition (vulcanized rubber). The sidewall portion 4 is disposed on the outer side of the tire body 6 in the width direction D1. The sidewall portion 4 is connected to the end of the tread rubber 2A constituting the tread portion 2 in the width direction D1, and extends along the tire body 6 in the central direction D21. The tire body 6 protects the side of the tire 1 through the sidewall portion 4.

[0108] The tire carcass 6 is located inside the tread portion 2 and a pair of sidewall portions 4, positioned closer to the tread portion 2 and sidewall portions 4 than the inner liner 7. The tire carcass 6 is constructed from at least one carcass ply 6A. The carcass ply 6A is a cord layer having a large number of carcass cords (not shown) extending in a direction intersecting the equatorial plane CL1 of the tire 1. The carcass ply 6A is covered by a topcoat rubber formed from a specified rubber composition (vulcanized rubber). The large number of carcass cords are arranged side-by-side along the circumferential direction D3 of the tire 1, intersecting the equatorial plane CL1 of the tire 1 at a specified angle (e.g., an angle specified within the range of 70 to 90 degrees). As the carcass cords, for example, cords formed from organic fibers such as nylon fibers, polyester fibers, rayon fibers, and aramid fibers (hereinafter referred to as "organic fiber cords") are used.

[0109] The inner liner 7 is located on the inner side compared to the tire carcass 6, forming the inner surface 7A of the tire 1. The inner liner 7 is made of a rubber composition (vulcanized rubber) with air-blocking properties and serves to maintain the internal pressure of the tire 1.

[0110] The bead portion 5 is the part that engages with the rim, and internal pressure is used to fix the tire 1 to the rim 30R. The bead portion 5 includes a bead core 5A formed by a plurality of steel bead threads 5C and a triangular rubber 5B. The triangular rubber 5B is located radially outward compared to the bead core 5A, and is, for example, made of a rubber composition (vulcanized rubber) with high rigidity. The bead core 5A and the triangular rubber 5B are surrounded by the carcass ply of the carcass 6. Specifically, the carcass ply 6A folds back around the bead core 5A from the inside to the outside in the width direction D1, extending the outer side of the bead portion 5 in the width direction D1 to the outside in the radial direction D2. Thus, the portion surrounded by the carcass ply 6A is configured with the bead core 5A and the triangular rubber 5B.

[0111] The belt portion 8 is a belt-shaped member extending circumferentially D3 toward the tire 1. The belt portion 8 is disposed inside the radial side D2 of the tread portion 2 and outside the tire body 6. The belt portion 8 secures the tire body 6 radially D2 and plays a role in improving the composition of the tread portion 2. The belt portion 8, together with the selvage portion 9 described later, forms a reinforcing layer that reinforces the tire body 6.

[0112] The belt portion 8 is composed of at least one ply 8A. In this embodiment, the belt portion 8 has two ply 8A. The belt portion 8 extends the tire 1 in such a way that it rotates once in its circumferential direction D3.

[0113] The cord layer 8A has a large number of cord strands (not shown) extending in a direction intersecting the equatorial plane CL1 of the tire 1. These cord strands are covered with a top layer of rubber. The large number of cord strands are arranged side-by-side along the circumferential direction D3 of the tire 1, intersecting the equatorial plane CL1 of the tire 1 at a predetermined angle (e.g., an angle within the range of 10 to 35 degrees). In the belt section 8, each cord layer 8A is configured such that the cord strands intersect each other. For example, steel cords (steel cords) or organic fiber cords are used as the cord strands.

[0114] The beaded portion 9 is a strip-shaped member extending circumferentially D3 toward the tire 1. The beaded portion 9 is disposed inside the radial direction D2 of the tread portion 2 and outside the belt portion 8. The beaded portion 9 has a full bead 9A covering the entire belt portion 8 and a pair of edge bead 9B located at corresponding positions at both ends in the width direction D1 of the tread portion 2. The beaded portion 9 serves to restrain the movement of the belt portion 8, preventing the belt portion 8 from lifting or peeling off due to centrifugal force during vehicle movement. Furthermore, the beaded portion 9 also serves as a reinforcing layer for the tire carcass 6, together with the belt portion 8.

[0115] Figure 3A and Figure 3B A diagram showing the configuration of mounting component 10. Figure 3A A perspective view of the installation component 10. Figure 3B This is a partial cross-sectional view of the mounting component 10.

[0116] Mounting member 10 is a mounting member for mounting electrical equipment such as sensors that detect temperature, vibration, pressure, acceleration, etc., and is fixed to the inner surface 7A of tire 1. In addition to the aforementioned sensors, examples of such electrical equipment include repeaters for relaying wireless communication and transmitters for sending specified signals.

[0117] like Figure 3A and Figure 3B As shown, the mounting member 10 has a mounting base 11 fixed to the inner surface 7A and a main body 12 for detachably mounting the aforementioned electrical equipment. The mounting member 10 integrally forms the mounting base 11 and the main body 12 using a vulcanized rubber composition (vulcanized rubber). Furthermore, Figure 3B The portion indicated by the dashed line represents the electrical equipment installed on the mounting component 10.

[0118] Mounting member 10 is constructed from a rubber composition different from that of tread rubber 2A. However, the same raw materials as those used in the rubber composition of tread rubber 2A can be used as raw materials for this rubber composition. That is, the rubber composition constituting mounting member 10 (first rubber composition) includes, in addition to the aforementioned rubber components, reinforcing agents such as silica and carbon black, oils, resin components, waxes, antioxidants, zinc oxide, stearic acid, sulfur, and additives such as vulcanization accelerators. Of course, any one of the aforementioned rubber materials can be used alone, or two or more of the aforementioned rubber materials can be mixed in a prescribed proportion.

[0119] The mounting base 11 is formed, for example, in a disc shape, with its outer diameter being significantly larger than that of the main body 12. Furthermore, the main body 12 is formed in a cylindrical shape, protruding from one disc surface of the mounting base 11. An opening 13 communicating with the interior is formed on the protruding end face of the main body 12, through which the aforementioned electrical device is inserted and held in place by the elasticity of the rubber. Various methods can be employed as the mounting base 11 for mounting onto the inner surface 7A of the tire 1.

[0120] For example, an assembly method can be used to weld the mounting base 11 of the mounting member 10 to the mounting area A1, or to fix it by bonding it with an adhesive, by performing a prescribed surface processing on the mounting area A1 (assembly surface) in the inner surface 7A to remove the skin of the mounting area A1. As the aforementioned surface processing, methods such as grinding the surface of the mounting area A1 in the inner surface 7A with a grinding machine to remove the release agent along with the skin, and irradiating the surface of the mounting area A1 with a laser to remove the skin of the mounting area A1 along with the release agent are considered.

[0121] More specifically, the surface processing described above involves grinding the surface of the assembly area A1 using a grinding machine or irradiating it with the aforementioned laser to create a uniform surface (e.g., a flat surface). This improves the fit between the assembly area A1 and the mounting base 11, thereby enhancing the assembly strength of the mounting member 10 within the assembly area A1. Furthermore, the release agent adhering to the assembly area A1 is removed, preventing strength reduction caused by the release agent and allowing for a more secure mounting of the mounting member 10 to the assembly area A1.

[0122] Furthermore, it is preferable that the bonding surface of the mounting base 11 is subjected to the aforementioned surface processing treatment by grinding with a grinding machine and laser irradiation before the assembly of the mounting member 10. As a result, the tightness of the bonding surface of the mounting base 11 is further improved relative to the assembly area A1, thereby further improving the assembly strength of the mounting member 10.

[0123] In addition, as other examples of the assembly method for the mounting base 11, an assembly method is considered in which the tire 1 is vulcanized in the above-mentioned assembly area A1 without applying a release agent, and then the mounting base 11 is fused in the above-mentioned assembly area A1, or is fixed by bonding with an adhesive; and an assembly method is considered in which the mounting base 11 is joined to the inner surface 7A of the tire 1 before vulcanization, and then the mounting member 10 is fixed to the inner surface 7A by vulcanizing the tire 1 together with the mounting member 10.

[0124] Here, if the mounting member 10 is not properly secured, the mounting base 11 of the mounting member 10 may partially detach during vehicle operation. This detached portion, along with the rotation of the tire 1, contacts the inner surface 7A, and the contact noise is perceived as unpleasant. Therefore, the aforementioned surface finishing process is preferably a laser irradiation process capable of precisely and uniformly machining the surface of the mounting area A1 or the contact surface of the mounting base 11. Furthermore, by using laser irradiation, the height difference between the processed portion (the surface finished) and the unprocessed portion (the unprocessed surface) can be reduced to less than 200 μm, thus reducing the amount of skin removed compared to grinding. Additionally, whether surface finishing was performed using the laser can be determined by confirming whether the height difference between the processed portion (the surface finished) and the unprocessed portion (the unprocessed surface) is less than 200 μm. That is, if the height difference at the boundary is less than 200 μm, it can be determined that the surface processing was performed using the laser described above; if the height difference at the boundary exceeds 200 μm, it can be determined that other surface processing was performed.

[0125] In this embodiment, such as Figure 2 As shown, the mounting member 10 is disposed in the inner surface 7A of the tire 1 at a position corresponding to the aforementioned crown land portion 24A. Specifically, the mounting member 10 is disposed in the inner surface 7A of the tire 1 in the mounting area A1 (mounting position) corresponding to the aforementioned crown land portion 24A.

[0126] The mounting area A1 is the region within the inner surface 7A that extends through both ends of the contact surface forming the crown land portion 24A in the width direction D1, relative to the tread profile obtained by virtually connecting the surfaces of the crown land portion 24A, and is defined by two perpendicular straight lines L1. In other words, the mounting area A1 is the region on the back side (inner side) of the tread portion 2 that is surrounded by two intersections P1, P1 where two straight lines L1 parallel to the equatorial plane CL1 intersect the inner surface 7A. Furthermore, the aforementioned straight lines L1 are straight lines extending through both ends of the width direction D1 of the crown land portion 24A and parallel to the equatorial plane CL1. Here, the position corresponding to the crown land portion 24A means that the center of the mounting base portion 11 of the mounting member 10 is positioned within the mounting area A1, and is not limited to the position where the straight line passing through the center of the crown land portion 24A (the straight line included by the equatorial plane CL1) coincides with the center of the mounting member 10.

[0127] Additionally, the assembly area A1 can correspond to either or both of the two intermediate land portions 24B. In this case, the assembly area A1 is the area within the inner surface 7A divided by two perpendicular straight lines L2, passing through both ends of the width direction D1 of the contact surface forming the intermediate land portion 24B, relative to the tread surface profile obtained by virtually connecting the surfaces of the intermediate land portions 24B. Furthermore, the assembly area A1 can correspond to either or both of the two shoulder land portions 24C. In this case, the assembly area A1 is the area within the inner surface 7A divided by a straight line L31 perpendicular to the tread surface profile, passing through the end of the width direction D1 of the contact surface forming the tread 21, and by a straight line L32 perpendicular to the tread surface profile, passing through the end of the second main groove 22B side of the shoulder land portion 24C.

[0128] In this embodiment, the mounting component 10 is arranged such that the center of its mounting base 11 is aligned with... Figure 2 In the cross-sectional view, the intersection of the straight line passing through the center of the land portion 24A of the tread and the center of the tire 1 (the straight line contained in the equatorial plane CL1) and the inner surface 7A is aligned, and the mounting member 10 is fixed to the inner surface 7A. In other words, the mounting member 10 is not positioned in the inner surface 7A at a location corresponding to the main groove 22 formed in the tread portion 2. That is, the mounting member 10 is not located on the inside side of the main groove 22 in the tread portion 2.

[0129] Furthermore, it is desirable that the center of the mounting base 11, relative to the ground contact width of the tread surface 2, lies within a region defined by a vertical line at a 50% position relative to the aforementioned tread surface profile, centered on the equatorial plane CL1. This is because it is believed that if the region is located on the outer side of the width direction D1 compared to 50%, the deformation of the tread surface 2 during rotation will be greater, and the vibration noise caused by the mounting member 10 will also be greater.

[0130] Here, the tread surface profile described above is a surface shape that can be obtained by virtually connecting the surfaces of the land portion 24 in the above standard state.

[0131] Furthermore, the aforementioned grounding width is the maximum position in the width direction of the grounding surface obtained when tire 1 is pressed against a smooth road surface under the aforementioned standard internal pressure, standard load, and camber angle of 0 degrees.

[0132] Furthermore, the aforementioned standard load is the load determined in the standard upon which tire 1 is based. Specifically, the aforementioned standard load is the "maximum load capacity" in the JATMA standard, the "maximum value" shown in "TIRE LOAD LIMITS AT VARIOUS COLDINFLATION PRESSURES" in the TRA standard, and the "LOAD CAPACITY" in the ETRTO standard.

[0133] However, when the mounting member 10, which houses the aforementioned electrical equipment, is located on the inner surface 7A of the tire 1, the mounting member 10 periodically contacts the road surface via the tread portion 2 every time the tire 1 rotates during vehicle operation. This generates a periodic contact sound. Furthermore, the load from the mounting member 10 and the aforementioned electrical equipment is periodically transferred to the road surface via the tread portion 2, causing the tread portion 2 to vibrate, resulting in a vibration sound. There is concern that these periodic contact sounds and vibration sounds may be perceived as unpleasant noise (noise, disturbance, etc.) by the vehicle's occupants.

[0134] In contrast, in this embodiment, as described above, the mounting member 10 is fixed in the assembly area A1. Therefore, when the vehicle is in motion and the tire 1 rotates, most of the force generated by the rotation of the tire 1 and the weight of the mounting member 10 and the electronic components acts on the tire crown land portion 24A. As a result, it is assumed that the unpleasant noise caused by the load on the mounting member 10 and the electronic components is generated only by the tire crown land portion 24A, thereby suppressing the noise caused by the aforementioned load.

[0135] Furthermore, if the mounting member 10 is positioned within the inner surface 7A corresponding to the main groove 22, the aforementioned load acts on the two land portions 24 on either side of the width direction D1, which are positioned to clamp the main groove 22. In this case, there is a concern that each land portion 24 generates noise caused by the aforementioned load, and the combined sound waves of these noises could produce an even louder screeching sound. In contrast, in the tire 1 of this embodiment, the mounting member 10 is fixed to the aforementioned mounting area A1, therefore it is considered that no such noise is generated.

[0136] To effectively suppress the aforementioned noise, the mounting member 10 is preferably positioned within the assembly area A1. However, since the mounting base 11 is a plate-shaped member formed in a disc shape, its impact on the noise is minimal when its volume is sufficiently small compared to the main body 12. Therefore, in this case, it is sufficient that at least the main body 12 is positioned within the assembly area A1.

[0137] In addition, in this embodiment, a mounting member 10 with a mounting base 11 is shown, but the mounting member 10 may not have a mounting base 11 and may only consist of a main body 12. In this case, the center position of the mounting base 11 is the center of the mating surface between the main body 12 and the inner surface 7A of the tire 1.

[0138] Furthermore, when multiple mounting members 10 are mounted on the inner surface 7A of the tire 1, each mounting member 10 is preferably arranged at equal intervals along the circumferential direction D3 within the inner surface 7A. Thus, when multiple mounting members 10 are provided, the weight balance along the circumferential direction D3 can be maintained equally.

[0139] Furthermore, the mounting position of the mounting member 10 is not limited to the mounting area A1. For example, the mounting member 10 can be mounted in the inner surface 7A of the tire 1 at a corresponding position on either of the two intermediate land portions 24B. Alternatively, the mounting member 10 can be mounted at corresponding positions on both of the two intermediate land portions 24B.

[0140] Furthermore, when two or more mounting members 10 are arranged and installed on the inner surface 7A along the width direction D1, it is preferable to install them at corresponding positions of two intermediate land portions 24B that are equally separated along the width direction D1 on the equatorial plane CL1 of the tire 1. In this case, if the tread land portion 24A exists on the equatorial plane CL1, each mounting member 10 can be installed at a position corresponding to the tread land portion 24A. In this case, it is possible to maintain symmetry with the equatorial plane CL1 as the center and equally maintain weight balance in the width direction D1.

[0141] If the mounting component 10 is a mounting component capable of mounting electrical equipment, it can be of any shape; for example, it can be such as... Figure 4A and Figure 4B The mounting components are formed as shown. Here, Figure 4A and Figure 4B To show the other components of the mounting component 10, Figure 4A A perspective view of the installation component 10. Figure 4B This is a partial cross-sectional view of the mounting component 10. Figure 4A and Figure 4BThe mounting member 10 shown has an annular circular mounting base 11A and a cylindrical main body 12A that is continuous within the opening 13A of the mounting base 11A. The other side of the main body 12A is closed. Therefore, if the electrical equipment is held inside the main body 12A and the mounting base 11A is fixed to the inner surface 7A, the electrical equipment becomes sealed and blocked from the outside.

[0142] In this embodiment, the maximum thickness d1 in the mounting component 10 (refer to...) Figure 3B The thickness d2 of the crown land portion 24A in the tread portion 2 is preferably greater than the thickness d2 (refer to...). Figure 2 The thickness d1 in the mounting member 10 is greater than 0.25 times and less than 1.25 times. That is, the thickness d1 in the mounting member 10 and the thickness d2 in the tread portion 2 have the relationship of the following formula (1). The thickness d1 is more preferably greater than 0.75 times the thickness d2, more preferably greater than 0.85 times, and particularly preferably greater than 0.90 times. In addition, the thickness d1 is more preferably less than 1.15 times the thickness d2, more preferably less than 1.10 times, and particularly preferably less than 1.05 times. Here, the thickness d1 of the mounting member 10 is the shortest distance from the bottom surface of the mounting seat portion 11 of the mounting member 10 to the apex of the main body portion 12. In addition, the thickness d2 of the crown land portion 24A is the shortest distance from the center of the crown land portion 24A in the mounting position of the mounting member 10 to the tread surface of the tread rubber 2A to the edging portion 9.

[0143] 0.25×d2<d1<1.25×d2 ··· (1)

[0144] When the thickness d1 of the mounting member 10 is less than 0.25 times the thickness d2 of the tread land portion 24A, it is considered that the load on the road surface from the mounting member 10 and the aforementioned electrical equipment is small when the tire 1 rotates, and therefore, the noise caused by the aforementioned load is small. Furthermore, when the thickness d1 of the mounting member 10 is more than 1.25 times the thickness d2 of the tread land portion 24A, the load on the road surface from the mounting member 10 and the aforementioned electrical equipment becomes excessive, and even if the mounting member 10 is positioned in the aforementioned mounting area A1, it is no longer possible to suppress the noise caused by the aforementioned load. Therefore, it is considered that when the vehicle is in motion, the noise generated by the tire 1 can be effectively suppressed if the thickness d1 of the mounting member 10 and the thickness d2 of the tread portion 2 satisfy the relationship of equation (1).

[0145] The thickness d1 of the mounting member 10 is preferably 15 mm or less, more preferably 12 mm or less, and even more preferably 10 mm or less. It is believed that if the thickness d1 exceeds 15 mm, when the land portion 24 corresponding to the position where the mounting member 10 is installed comes into contact with the road surface, the movement of the front end of the mounting member 10 increases, and vibration is more likely to occur. Furthermore, the lower limit of the thickness d1 of the mounting member 10 is not particularly limited, but it is preferably 1 mm or more, more preferably 3 mm or more, and even more preferably 6 mm or more.

[0146] Furthermore, the thickness d2 of the land portion 24 corresponding to the position where the mounting member 10 is installed is preferably 5 mm or more, more preferably 6 mm or more, and even more preferably 7 mm or more. It is believed that if the thickness d2 is less than 5 mm, vibration is more easily transmitted from the tread 21 to the mounting member 10, reducing the noise suppression effect. On the other hand, there is no particular upper limit to the thickness d2 of the land portion 24, but the thickness d1 is preferably 12 mm or less, more preferably 10 mm or less.

[0147] The desired composite elastic modulus E of the rubber composition constituting the mounting component 10 at 30°C ＊ 1. The composite elastic modulus E of the rubber composition constituting tread rubber 2A at 30°C ＊ 2. That is, the composite elastic modulus E of the mounting component 10. ＊ The composite elastic modulus E of 1 and tread rubber 2A ＊ There is E between 2 ＊ 1-E ＊ The relationship is 2 > 0.

[0148] The composite elastic modulus E of the rubber composition is known. ＊ As a parameter that serves as an indicator of the viscoelasticity of a rubber composition, it is related to the hardness of the rubber composition. Therefore, if the composite elastic modulus E... ＊ Large rubber composition with composite elastic modulus E ＊ When comparing small rubber compositions, the former has a higher hardness, while the latter, relative to the former, has a lower hardness and can be described as a soft viscoelastic.

[0149] In this embodiment, as described above, the composite elastic modulus E of the rubber composition constituting the mounting member 10 at 30°C is... ＊ 1. The composite elastic modulus E of the rubber composition constituting tread rubber 2A at 30°C ＊2. Therefore, the mounting member 10 has a higher hardness compared to the tread rubber 2A. Due to this relationship, in the tire 1 equipped with the mounting member 10 and the aforementioned electrical equipment, vibrations caused by the load on the mounting member 10, etc., are less likely to be transmitted from the mounting member 10 to the tread 2, resulting in more effective suppression of vehicle noise during driving. Furthermore, since vibrations caused by the load on the mounting member 10 and the aforementioned electrical equipment are suppressed, the vehicle's driving stability performance can also be improved.

[0150] In addition, the composite elastic modulus E ＊ 1. E ＊ 2 refers to the measured values ​​obtained by testing the mounting component 10 and the tread rubber 2A using a specified viscoelasticity tester. For example, the test values ​​can be obtained under the following conditions: a test temperature of 30°C, an initial strain of 5%, a dynamic strain of ±1%, a frequency of 10 Hz, and an elongation deformation mode.

[0151] Generally speaking, the composite elastic modulus E ＊ 1 and E ＊ 2. Adjustments can be made by changing the type and shape of reinforcing agents such as carbon black and silica. Furthermore, adjustments can also be made by changing the type and amount of plasticizers such as rubber materials and oils, and vulcanization accelerators. In this embodiment, apart from the type and proportion of each raw material in each rubber composition constituting the tread rubber 2A and the mounting component 10, by appropriately changing the type and shape of the aforementioned reinforcing agents, E can be satisfied. ＊ 1-E ＊ The relationship is 2 > 0.

[0152] The composite elastic modulus E of mounting component 10 ＊ The composite elastic modulus E of 1 and tread rubber 2A ＊ The difference ΔE between 2 ＊ (=E ＊ 1-E ＊ 2) Preferably, it is at least 2.0 MPa or higher. If the above difference is 2.0 MPa or higher, the noise generated when driving with tire 1 installed can be further suppressed.

[0153] In addition, the composite elastic modulus E of the mounting component 10 ＊ The upper limit of 1 is not particularly limited, but it is preferably 15 MPa or less, and more preferably 13 MPa or less. Furthermore, the composite elastic modulus E of the mounting member 10... ＊ There is no particular limitation on the lower limit value, but it is preferably 8 MPa or above, more preferably 9 MPa or above, and even more preferably 10 MPa or above.

[0154] In addition, the composite elastic modulus E of tread rubber 2A ＊The upper limit of 2 is not particularly limited, but it is preferably 10 MPa or less, more preferably 9 MPa or less, and even more preferably 8 MPa or less. On the other hand, the composite elastic modulus E of the tread rubber 2A ＊ The lower limit of 2 is not particularly limited, but it is preferably 4 MPa or more, more preferably 5 MPa or more, and even more preferably 6 MPa or more.

[0155] Furthermore, in tire 1, the loss tangent tanδ (hereinafter referred to as tanδ·0℃) of the rubber composition constituting the tread rubber 2A at 0℃ is preferably 0.30 or more, more preferably 0.33 or more, and even more preferably 0.35 or more. The upper limit of the above-mentioned loss tangent tanδ·0℃ of the tread rubber 2A is not limited, and a higher value is more preferred.

[0156] Furthermore, the loss tangent tanδ (hereinafter referred to as tanδ·30°C) of the rubber composition constituting the tread rubber 2A at 30°C is preferably 0.13 or less, and more preferably 0.10 or less. The lower limit value of the above-mentioned loss tangent tanδ·30°C of the tread rubber 2A is not limited, and the lower the value, the more preferred.

[0157] Furthermore, the aforementioned loss tangent tanδ·0℃ and loss tangent tanδ·30℃ are measured values ​​obtained by using a specified viscoelasticity tester to measure the test pieces of the mounting component 10 and the tread rubber 2A. For example, the loss tangent tanδ·0℃ can be measured under the following conditions: a measurement temperature of 0℃, initial strain of 10%, dynamic strain ±2.5%, frequency of 10Hz, and elongation deformation mode. Furthermore, the loss tangent tanδ·30℃ can be measured under the following conditions: a measurement temperature of 30℃, initial strain of 5%, dynamic strain ±1%, frequency of 10Hz, and elongation deformation mode.

[0158] Generally, the loss tangent tanδ can be adjusted by changing the type, shape, or amount of the reinforcing agent used. Furthermore, it can also be adjusted by changing the type and amount of the rubber material, plasticizers such as oils, and vulcanization accelerators. In this embodiment, apart from the type and proportion of each raw material in the rubber compositions constituting the tread rubber 2A and the mounting member 10, by appropriately changing the type, shape, and amount of the reinforcing agent, and further changing the amount of the plasticizer, the loss tangent tanδ·0°C and the loss tangent tanδ·30°C can be adjusted to arbitrary values.

[0159] Furthermore, it is desirable that the glass transition temperature T1 of the rubber composition constituting the mounting member 10 is lower than the glass transition temperature T2 of the rubber composition constituting the tread rubber 2A. That is, there is a relationship of T1-T2<0 between the glass transition temperature T1 of the mounting member 10 and the glass transition temperature T2 of the tread rubber 2A. For example, if the glass transition temperature T1 of the mounting member 10 is -35°C, then the glass transition temperature T2 of the tread rubber 2A is -30°C. Due to this relationship, the mobility of the polymers in the mounting member 10 is generally higher than that of the polymers in the tread rubber 2A. Therefore, when the mounting member 10 generates the aforementioned vibration, or when the vibration is transmitted from the tread 2 to the mounting member 10, it is considered that the vibration can be absorbed within the mounting member 10, further suppressing the noise generated by the tire 1 during vehicle operation.

[0160] Generally, the glass transition temperatures T1 and T2 can be adjusted by changing the type and amount of the rubber materials used, or by changing the type and amount of plasticizers such as oils. In this embodiment, by changing the type and amount of the aforementioned rubber materials, the glass transition temperatures T1 and T2 can be adjusted to any value. Furthermore, the glass transition temperature Tg can be measured using a test piece and a specified viscoelasticity tester. For example, using a GABO EPLEXOR series instrument, under conditions of a frequency of 10 Hz, initial strain of 10%, amplitude ±0.5%, and heating rate of 2 °C / min, the temperature distribution curve of tanδ can be measured, and the tanδ peak temperature showing the largest tanδ value in the obtained temperature distribution curve can be set as the glass transition point (Tg).

[0161] The tire 1 according to the embodiments of this disclosure has been described above, but this disclosure is not limited to the above embodiments. Hereinafter, reference will be made to... Figure 5 Tables 1 to 3 show comparative examples of each embodiment of tire 1 in this embodiment, and provide explanations along with tables.

[0162] <Example>

[0163] In the tires of Examples 1 to 8 and Comparative Examples 1 to 16 described below, the proportions of the raw materials constituting the rubber compositions of the parts other than the tread portion 2 and the mounting member 10 are substantially the same.

[0164] The various compounding materials used in the rubber composition constituting the tread portion 2 and mounting component 10 are as follows.

[0165] (1) Rubber materials

[0166] (a)NR: TSR20

[0167] (b) SBR: Europrene SOL R C2525 manufactured by Versalis (styrene content: 27% by mass, weight average molecular weight: 6.0 × 10⁻⁶). 5 g / mol)

[0168] (c)BR: Ube Industries, Ltd. UBEPOL-BR150

[0169] (d) NBR: Nipol DN401LL manufactured by Zeon Corporation of Japan

[0170] (2) Additives

[0171] (a) Reinforcing agent 1 (silica): Ultrasil VN3 (N2SA: 175m) manufactured by Evonik Degussa. 2 / g)

[0172] (b) Reinforcing Agent 2 (Carbon Black): DIABLACK N220 manufactured by Mitsubishi Chemical Corporation

[0173] (c) Silane coupling agent: Si266 (bis(3-triethoxysilylpropyl) disulfide) manufactured by Degussa.

[0174] (d) Process oil: ENEOS X-260 manufactured by ENEOS Corporation

[0175] (d) Mineral oil: Diana Process PA32 (paraffinic) manufactured by Idemitsu Kosan Co., Ltd.

[0176] (e) Resin: SYLVATRAXX 4401 (α-methylstyrene resin) manufactured by Arizona Chemical Company.

[0177] (f) Wax: Ozoace 0355 manufactured by Nippon Fine Wax Co., Ltd.

[0178] (g) Antioxidant 1: Nocrac 6C (N-phenyl-N'-(1,3-dimethylbutyl)-p-phenylenediamine) manufactured by Ouchi Shinshin Chemical Industry Co., Ltd.

[0179] (h) Antioxidant 2: Antage RD (2,2,4-trimethyl-1,2-dihydroquinoline) manufactured by Kawaguchi Chemical Industry Co., Ltd.

[0180] (i) Zinc oxide: Two types of zinc oxide produced by Mitsui Metals Mining Co., Ltd.

[0181] (j) Stearic acid: Camellia oil produced by Nippon Oil Co., Ltd.

[0182] (k) Sulfur: HK-200-5 manufactured by Hosoi Chemical Co., Ltd. (containing 5% by mass oil)

[0183] (l) Vulcanization accelerator 1: Nocceler CZ-G(CBS) (N-cyclohexyl-2-benzothiazolyl sulfenamide) manufactured by Daiuchi Shinshin Chemical Industry Co., Ltd.

[0184] (m) Vulcanization accelerator 2: Nocceler DPG (1,3-diphenylguanidine) manufactured by Ouchi Shinshin Chemical Industry Co., Ltd.

[0185] Furthermore, the tires of Examples 1-8 and Comparative Examples 9-16 are constructed in the same manner as the tire 1 described above. That is, in any tire, the mounting member 10 is mounted in the inner surface 7A of the tire in the mounting area A1 corresponding to the land portion 24A of the tire crown.

[0186] In addition, the tires of Comparative Examples 1 to 8 are Figure 5 Tire 1A is shown. Figure 5 The diagram illustrating the configuration of tire 1A in Comparative Examples 1 to 8 uses the same symbols to represent parts common to tire 1. Tire 1A differs from tire 1 in that it has three main grooves 22 formed on the tread 21 of the tread portion 2, and four land portions 24, separated by each main groove 22 in the width direction D1, are provided on the tread portion 2. A main groove 22C is positioned at the central portion of the tread 21 intersecting the equatorial plane CL1, and main grooves 22D are positioned at predetermined intervals from the main groove 22C outwards in the width direction D1. Therefore, the mounting member 10 is positioned in the mounting area A2 corresponding to the main groove 22C within the inner surface 7A.

[0187] Table 1 shows the mating information R1 to R6 of the tread portion 2 of each tire in Examples 1 to 8 and Comparative Examples 1 to 16, and the mating information R7 and R8 of the mounting components 10. Each mating information R1 to R8 includes the mixing ratio of the rubber composition of the corresponding component and the specified physical property values.

[0188] [Table 1]

[0189]

[0190]

[0191] As shown in Table 1, the compounding information R1 to R8 displays the compounding ratios of four rubber materials and 14 additives, as well as the physical property values ​​of four materials. Here, the compounding ratios express the amount of each raw material (rubber material and additives) in parts by mass. Specifically, the compounding ratio of each raw material represents the proportion of each raw material in parts by mass when the total mass of one or more rubber materials (rubber components) is set to 100. The unit used for the compounding ratios is phr (per hundred rubber). Furthermore, the physical properties shown in Table 1 are the loss tangent tanδ·30℃, the loss tangent tanδ·0℃, and the composite elastic modulus E at 30℃. ＊ (E ＊ Four types of glass transition temperature (Tg) are: ·30℃.

[0192] The tires of each embodiment and comparative example were manufactured as follows. First, additives other than sulfur and vulcanization accelerators and rubber materials were compounded according to the proportions shown in Table 1 (R1 to R6) and mixed for 4 minutes at approximately 130°C using a Banbury mixer. Next, sulfur and vulcanization accelerators were added to the resulting compound according to the proportions shown in Table 1, and the mixture was kneaded for 4 minutes at approximately 80°C using open rollers to obtain an unvulcanized rubber composition. The unvulcanized rubber composition obtained in this manner was extruded into the shape of tread 2, and bonded together with other tire components on a tire forming machine to form an unvulcanized tire. The tire was then vulcanized under pressure at 170°C for 10 minutes to produce a test tire (tire size: 205 / 55R16 91V, maximum load capacity: 615 kg).

[0193] Furthermore, the mounting member 10 of the tires in each embodiment and comparative example is manufactured as follows: First, additives other than sulfur and vulcanization accelerator and rubber materials are compounded according to the proportions shown in the compounding information R7 to R8 in Table 1, and mixed for 4 minutes at a temperature of approximately 130°C using a specified mixer. Next, sulfur and vulcanization accelerator are added to the resulting compound according to the proportions shown in Table 1, and the mixture is kneaded for 4 minutes at a temperature of approximately 80°C to obtain an unvulcanized rubber composition. The unvulcanized rubber composition obtained in this manner is extruded into the shape of the mounting member 10 and vulcanized at a temperature of 170°C for 10 minutes to manufacture the mounting member 10.

[0194] Furthermore, the manufactured mounting component 10 is fixed to the inner surface of the tires of each embodiment and comparative example together with the electrical equipment using the above-described assembly method. Here, for Embodiments 1-7, Comparative Examples 1-7, and Comparative Examples 9-15, the mounting area of ​​the inner surface 7A of the tire 1 is surface-processed by mechanical grinding, and the mounting component 10 is installed in the mounting area together with the electrical equipment. In addition, for Embodiments 8, Comparative Examples 8 and 16, the mounting area of ​​the inner surface 7A of the tire 1 is surface-processed by laser irradiation, and the mounting component 10 is installed in the mounting area together with the electrical equipment. Furthermore, the total weight of the obtained tire, including the weight of the electrical components and the mounting component 10, is in the range of 7.7 kg ± 0.2 kg.

[0195] In addition, the surface processing using lasers uses a laser with a moving distance of 60 μm and a moving speed of 4000 mm / s to repeatedly move the assembly area on which the mounting component 10 is mounted, thereby removing the rubber surface along with the release agent in such a way that the depth of removal (the height difference of removal) is 97 μm.

[0196] In addition, the composite elastic modulus E shown in Table 1 ＊ The loss tangent (tanδ) and glass transition temperature (Tg) are values ​​measured using a specified viscoelasticity tester, obtained by cutting test pieces (20 mm long, 4 mm wide, and 1 mm thick) from the tread portion 2 and mounting component 10 of a tire manufactured as described above. For the tread portion 2 sample, the circumferential and longitudinal directions are the same. Furthermore, for values ​​obtained from measuring the same rubber composition, their average value is calculated and recorded.

[0197] Table 2 shows the aforementioned fit information (R1 to R8), thickness (d1, d2), and composite elastic modulus E of the tread portion 2 and mounting member 10 of the tires of Examples 1 and 2, 2 and 2, 3 and 3, 4 and 4, 5 and 5, 6 and 6, 7 and 7, and 8 and 8, respectively. ＊ • 30℃, the loss tangent tanδ • 30℃, the loss tangent tanδ • 0℃, glass transition temperature Tg, the difference ΔE ＊ (=E ＊ 1-E ＊ 2) The thickness ratio (d1 / d2) of each thickness d1 and d2, the difference in glass transition temperature ΔT (=T1-T2), the assembly position of the mounting component 10, the surface processing method of the assembly area of ​​the mounting component 10, and the noise-related evaluation value (hereinafter referred to as the noise evaluation value). As shown in Table 2, in each embodiment and each comparative example, the above difference ΔE ＊It is positive (+), that is, the composite elastic modulus E of the mounting component 10 is positive. ＊ The composite elastic modulus E of the tire face 1 to 2 ＊ 2.

[0198] Furthermore, here, the thickness d2 of the tread portion 2 is the thickness of the corresponding land portion 24 when the mounting member 10 is mounted on the mounting area A1 corresponding to the land portion 24 of the tread portion 2. In addition, when the mounting member 10 corresponds to the main groove 22, that is, when it does not correspond to the land portion 24 of the tread portion 2, the thickness d2 is the thickness of the land portion 24 closest to the center position of the mounting member 10.

[0199] [Table 2]

[0200]

[0201]

[0202] Furthermore, the noise evaluation values ​​shown in Table 2 were calculated using the following method. The tires of each embodiment and comparative example were installed in the manner described above, ensuring all wheels of the four-wheeled vehicle were in the standard state. The vehicle was rotated along a test track at a speed of 100 km / h. Drivers rated the noise perceived inside the vehicle on a 10-point scale from 1 to 10. The same test was conducted with 10 drivers, and the scores from each driver were totaled. The total score for Example 1 was set as 100, and the total scores for the other embodiments and comparative examples were indexed. A higher noise evaluation value indicates less noise perceived by the driver at high speeds, which is considered good.

[0203] As shown in Table 2, the number of main grooves in the tread surface 2 differs between Example 1 and Comparative Example 1, resulting in different assembly positions of the mounting member 10. The only difference between Example 1 and Comparative Example 1 is the assembly position of the mounting member 10; other configurations and standards are essentially the same. In this case, the mounting member 10 is installed in the aforementioned assembly area A1 (refer to...). Figure 2 Example 1 of the installation in assembly area A2 (refer to) Figure 5 Compared to Comparative Example 1, the noise evaluation value is higher, which can be understood as low noise generated during high-speed driving. Furthermore, Table 2 indicates that in all Examples 1-8, the mounting member 10 is installed in the aforementioned assembly area A1, and in all Comparative Examples 1-8, the mounting member 10 is installed in the assembly area A2. In any example and comparative example, Examples 1-8 have higher noise evaluation values ​​compared to their corresponding Comparative Examples 1-8.

[0204] Compared with Examples 1 and 1, Examples 2 and 2 have different composite elastic moduli E of the mounting member 10. ＊ The composite elastic modulus E of 1 and 2 of the tread surface＊ The difference ΔE mentioned above in 2 ＊ The difference lies in the fact that it is greater than 1.0. Furthermore, the difference also lies in the fact that the loss tangent tanδ·30°C of the aforementioned tread section 2 is less than 0.05 but 0.15. In this case, the noise evaluation value of Example 2 is 4 points higher than that of Example 1, and the noise evaluation value of Comparative Example 2 is 3 points higher than that of Comparative Example 1. Therefore, under the same conditions, the composite elastic modulus E of the mounting member 10 is... ＊ The composite elastic modulus E of the tire face 1 to 2 ＊ 2 is large, that is, the difference ΔE mentioned above. ＊ When the value is large, the noise evaluation value is high, which can be understood as low noise generated during high-speed driving. In addition, when the loss tangent tanδ·30°C of the tire tread 2 is 0.15 compared to 0.20, the noise evaluation value is high, which can be understood as low noise generated during high-speed driving.

[0205] Example 3 and Comparative Example 3 differ from Example 2 and Comparative Example 2 in that the loss tangent tanδ·0° of the tread portion 2 is greater than 0.03, being 0.28. In this case, the noise evaluation value of Example 3 is 6 points higher than that of Example 2, and the noise evaluation value of Comparative Example 3 is 3 points higher than that of Comparative Example 2. Therefore, under the same conditions, a larger loss tangent tanδ·0° of the tread portion 2 results in a higher noise evaluation value, which can be understood as lower noise generated during high-speed driving.

[0206] Compared to Examples 3 and 3, Examples 4 and Comparative Examples 4 differ in that the loss tangent tanδ·30° of the tread portion 2 is 0.10 instead of 0.05, and also differ in that the loss tangent tanδ·0° of the tread portion 2 is 0.30 instead of 0.02. In this case, the noise evaluation value of Example 4 is 4 points higher than that of Example 3, and the noise evaluation value of Comparative Example 4 is 4 points higher than that of Comparative Example 3. Therefore, under the same conditions, a lower loss tangent tanδ·30° results in a higher noise evaluation value, and a higher loss tangent tanδ·0° of the tread portion 2 results in a higher noise evaluation value; that is, it can be understood that the noise generated at high speeds is lower.

[0207] Compared with Examples 4 and 4, Examples 5 and 5 show the above-mentioned difference ΔE. ＊ The difference lies in the fact that it is 1.0 greater than the value of the above-mentioned loss angle tangent tanδ·0°C in the tread area 2, which is 0.05 higher. In this case, the noise evaluation value of Example 5 is 6 points higher than that of Example 4, and the noise evaluation value of Comparative Example 5 is 6 points higher than that of Comparative Example 4. Therefore, under otherwise identical conditions, the above-mentioned difference ΔE ＊When the value is larger, the noise evaluation value is higher. In addition, when the loss tangent tanδ·0℃ of the tread 2 is larger, the noise evaluation value is higher, which can be understood as low noise generated during high-speed driving.

[0208] Compared to Examples 5 and 5, Examples 6 and 6 have a larger thickness ratio (d1 / d2) of the thickness d1 of the mounting member 10 to the thickness d2 of the tread portion 2. Specifically, in Examples 5 and 5, the thickness d1 is 1.5 times the thickness d2, while in Examples 6 and 6, the thickness d1 and thickness d2 are the same. In this case, the noise evaluation value of Example 6 is 4 points higher than that of Example 5, and the noise evaluation value of Comparative Example 6 is 4 points higher than that of Comparative Example 5. Therefore, under the same conditions, a thickness ratio (d1 / d2) of 1.0 is higher than that of 1.5, which can be understood as lower noise generated at high speeds.

[0209] Compared to Examples 6 and 6, Examples 7 and Comparative Examples 7 differ in that the glass transition temperature T1 of the mounting member 10 is lower than the glass transition temperature T2 of the rubber composition of the tread portion 2, with the glass transition temperature difference ΔT (=T1-T2) being -5°C. In this case, the noise evaluation value of Example 7 is 6 points higher than that of Example 6, and the noise evaluation value of Comparative Example 7 is 2 points higher than that of Comparative Example 6. Therefore, under otherwise identical conditions, a higher noise evaluation value indicates lower noise levels at high speeds when the glass transition temperature T1 of the mounting member 10 is lower than that of the rubber composition of the tread portion 2.

[0210] The difference between Examples 8 and Comparative Examples 7 and 7 lies in the method of surface processing of the assembly area where the mounting member 10 is installed. Specifically, as described above, Examples 7 and 7 involved mechanical grinding, while Examples 8 and 8 involved irradiating the assembly area with a laser. In this case, the noise evaluation value of Example 8 was 5 points higher than that of Example 7, and the noise evaluation value of Comparative Example 8 was 2 points higher than that of Comparative Example 7. Therefore, the surface processing of the assembly area of ​​the mounting member 10 using laser irradiation resulted in a higher noise evaluation value compared to mechanical grinding, which can be understood as lower noise generated during high-speed operation.

[0211] Table 3 shows the aforementioned fit information (R1 to R8), thickness (d1, d2), and composite elastic modulus E of the tread portion 2 and mounting member 10 of the tires of Examples 1 and 9, 2 and 10, 3 and 11, 4 and 12, 5 and 13, 6 and 14, 7 and 15, and 8 and 16, respectively. ＊ • 30℃, the loss tangent tanδ • 30℃, the loss tangent tanδ • 0℃, glass transition temperature Tg, the difference ΔE ＊ (=E ＊ 1-E ＊ 2) The thickness ratio (d1 / d2) of each thickness d1 and d2, the difference in glass transition temperature ΔT (=T1-T2), the assembly position of the mounting member 10, the surface finishing method of the assembly area of ​​the mounting member 10, and the noise evaluation value. As shown in Table 3, the fitting information of the mounting member 10 in each of Examples 1 to 8 is different from the fitting information of the mounting member 10 in each of Comparative Examples 9 to 16. Therefore, in each of Examples 1 to 8, the above-mentioned difference ΔE ＊ It is positive (+), that is, the composite elastic modulus E of the mounting component 10 is positive. ＊ The composite elastic modulus E of the tire face 1 to 2 ＊ 2. Furthermore, in each of Comparative Examples 9–16, the aforementioned difference ΔE ＊ It is negative (-), that is, the composite elastic modulus E of the mounting component 10 is negative. ＊ The composite elastic modulus E of the tire face 1 to 2 ＊ 2 small.

[0212] [Table 3]

[0213]

[0214]

[0215] Furthermore, the noise evaluation values ​​shown in Table 3 were calculated using the same method as those shown in Table 2. As shown in Table 3, in both Example 1 and Comparative Example 9, the mounting component 10 was installed in the aforementioned assembly area A1 (see reference). Figure 2 Examples of this are given. On the other hand, in Example 1, the aforementioned difference ΔE... ＊ It is positive (+), that is, the composite elastic modulus E of the mounting component 10 is positive. ＊ The composite elastic modulus E of the tire face 1 to 2 ＊ 2. However, in Comparative Example 9, the above difference ΔE is large. ＊ It is negative (-), that is, the composite elastic modulus E of the mounting component 10 is negative. ＊ The composite elastic modulus E of the tire face 1 to 2 ＊2. The only difference between Example 1 and Comparative Example 9 is the composite elastic modulus E of the mounting component 10. ＊ The composite elastic modulus E of 1 and 2 of the tread surface ＊ The difference in magnitude 2 is different, but the other components and standards are essentially the same. In this case, the above difference ΔE ＊ Example 1 is positive and differs from the above by ΔE. ＊ Compared to Comparative Example 9, which had a negative value, the noise evaluation value was higher, meaning it could be interpreted as having lower noise. Furthermore, Table 3 indicates that the aforementioned difference ΔE applies to all Examples 1 through 8. ＊ For a positive (+) value, in all of the comparison examples 9 to 16, the difference ΔE is positive. ＊ The result is negative. In any of Examples 1 to 8, the noise evaluation value is higher compared to the corresponding Comparative Examples 9 to 16.

[0216] Compared with Examples 1 and 9, Examples 2 and 10 differ in that the loss tangent tanδ·30°C of the tire tread 2 is 0.15 instead of 0.05. The difference ΔE is also different. ＊ The difference lies in the fact that it is further increased by 1.0 to +4.0. In this case, the noise evaluation value of Example 2 is 4 points higher than that of Example 1, and the evaluation value of Comparative Example 10 is 2 points higher than that of Comparative Example 9. Therefore, under the same conditions, the difference ΔE ＊ When the temperature is high, the noise evaluation value is high. In addition, when the loss tangent tanδ·30℃ is low, the noise evaluation value is high, which can be understood as low noise generated during high-speed driving.

[0217] Compared to Examples 2 and 10, Examples 3 and 11 differ in that the loss tangent tanδ·0° of the tread portion 2 is greater than 0.03, being 0.28. In this case, the noise evaluation value of Example 3 is 6 points higher than that of Example 2, and the evaluation value of Comparative Example 11 is 6 points higher than that of Comparative Example 10. Therefore, under the same conditions, a larger loss tangent tanδ·0° results in a higher noise evaluation value, which can be understood as lower noise generated during high-speed driving.

[0218] Compared to Examples 3 and 11, Examples 4 and 12 differ in that the loss tangent tanδ·30° of the tread portion 2 is 0.10 instead of 0.05, and also differ in that the loss tangent tanδ·0° of the tread portion 2 is 0.30 instead of 0.02. In this case, the noise evaluation value of Example 4 is 4 points higher than that of Example 3, and the noise evaluation value of Comparative Example 12 is 4 points higher than that of Comparative Example 11. Therefore, under the same conditions, a lower loss tangent tanδ·30° results in a higher noise evaluation value, and a higher loss tangent tanδ·0° of the tread portion 2 results in a higher noise evaluation value; that is, it can be understood that the noise generated at high speeds is lower.

[0219] Compared with Examples 4 and 12, Examples 5 and 13 show that the composite elastic modulus E of the mounting member 10 is different. ＊ The composite elastic modulus E of 1 and 2 of the tread surface ＊ The difference ΔE between 2 ＊ (=E ＊ 1-E ＊ 2) The difference lies in the larger value of 1.0. In this case, the noise evaluation value of Example 5 is 6 points higher than that of Example 4, and the noise evaluation value of Comparative Example 13 is 4 points higher than that of Comparative Example 12. Therefore, under the same conditions, the composite elastic modulus E of the mounting member 10 is... ＊ The composite elastic modulus E of the tire face 1 to 2 ＊ When the value is 2, the noise rating is high, which means that the noise generated during high-speed driving is low.

[0220] Compared to Examples 5 and 13, Examples 6 and 14 have a larger thickness ratio (d1 / d2) of the thickness d1 of the mounting member 10 to the thickness d2 of the tread portion 2. Specifically, in Examples 5 and 13, the thickness d1 is 1.5 times the thickness d2, while in Examples 6 and 14, the thickness d1 and thickness d2 are the same. In this case, the noise evaluation value of Example 6 is 4 points higher than that of Example 5, and the noise evaluation value of Comparative Example 14 is 6 points higher than that of Comparative Example 13. Therefore, under the same conditions, a thickness ratio (d1 / d2) of 1.0 is higher than that of 1.5, which can be understood as lower noise generated at high speeds.

[0221] Compared to Examples 6 and 14, Examples 7 and 15 differ in that the glass transition temperature T1 of the mounting member 10 is lower than the glass transition temperature T2 of the rubber composition of the tread portion 2, with the glass transition temperature difference ΔT (=T1-T2) being -5°C. In this case, the noise evaluation value of Example 7 is 6 points higher than that of Example 6, and the noise evaluation value of Comparative Example 15 is 2 points higher than that of Comparative Example 14. Therefore, under otherwise identical conditions, a higher noise evaluation value indicates lower noise generation at high speeds when the glass transition temperature T1 of the mounting member 10 is lower than that of the rubber composition of the tread portion 2.

[0222] Examples 8 and 16 differ from Examples 7 and 15 in that the surface processing methods used in the assembly area where the mounting member 10 is installed are different. Specifically, as described above, Examples 7 and 15 involved mechanical grinding, while Examples 8 and 16 involved irradiating the assembly area with a laser. In this case, the noise evaluation value of Example 8 was 5 points higher than that of Example 7, and the noise evaluation value of Comparative Example 16 was 2 points higher than that of Comparative Example 15. Therefore, the surface processing in the assembly area of ​​the mounting member 10 using laser irradiation resulted in a higher noise evaluation value compared to mechanical grinding, which can be understood as lower noise generated during high-speed operation.

[0223] The embodiments of this disclosure described above include the following disclosure items (1) to (12).

[0224] This disclosure (1) is a tire comprising: a tread portion having a land portion divided by grooves formed on its surface, and an inner surface of the tire disposed on the inner side of the tread portion, and a mounting member capable of mounting electrical equipment. In the tire of this disclosure (1), the mounting member is disposed at an assembly position on the inner surface of the tire corresponding to the land portion. The composite elastic modulus E of the first rubber composition constituting the mounting member is... ＊ The composite elastic modulus E of the second rubber composition constituting the above-mentioned tread portion is 1. ＊ 2. Due to this configuration, even tires with electrical equipment mounted on the mounting components can suppress noise caused by the load of the mounting components and electrical equipment.

[0225] This disclosure (2) concerns the composite elastic modulus E of the first rubber composition at 30°C in the tire described in this disclosure (1). ＊ 1. The composite elastic modulus E of the above-mentioned second rubber composition at 30°C ＊ The difference between 2 and 3 is at least 2.0 MPa.

[0226] This disclosure (3) refers to a tire described in this disclosure (1) or (2) in which the loss tangent tanδ of the second rubber composition constituting the tread portion at 0°C is 0.30 or higher.

[0227] In the tire described in any one of the present disclosures (1) to (3), the loss tangent tanδ of the second rubber composition constituting the tread portion is 0.13 or less at 30°C.

[0228] This disclosure (5) is that in the tire described in this disclosure (4), the loss tangent tanδ of the second rubber composition constituting the tread portion is 0.10 or less at 30°C.

[0229] In this disclosure (6), in any one of the tires described in (1) to (5), the glass transition temperature T1 of the first rubber composition of the mounting member is lower than the glass transition temperature T2 of the second rubber composition of the tread portion.

[0230] In this disclosure (7), in any one of the tires in this disclosure (1) to (6), the maximum thickness d1 of the mounting member in the direction perpendicular to the inner surface of the tire and the thickness d2 of the land portion of the tread satisfy the following formula (1).

[0231] 0.25×d2<d1<1.25×d2 ··· (1)

[0232] This disclosure (8) is a tire in any one of the disclosures (1) to (7), wherein the groove includes at least two circumferential grooves formed on both sides of the tire equatorial surface and extending along the tire circumferential direction, the mounting member is disposed in the inner surface of the tire, and the mounting position corresponding to the land portion held by the two circumferential grooves is described.

[0233] In this disclosure (9), in any one of the tires described in disclosures (1) to (8), the mounting member comprising either the mounting surface of the mounting position on the inner surface of the tire or the adhesive surface of the mounting member to which the inner surface of the tire is bonded is fixed to the mounting position in a state in which the skin has been removed by a prescribed surface treatment. This improves the assembly strength of the mounting member on the inner surface of the tire. Furthermore, the fixing of the mounting member can be achieved using methods such as welding or adhesives.

[0234] In this disclosure (10), the surface processing of the tire described in this disclosure (9) is a laser irradiation process. More preferably, the surface processing is a process in which the mounting surface or the contact surface of the mounting member on the inner surface of the tire is processed into a uniform surface by laser irradiation. As a result, the tightness of the mounting surface and the contact surface is improved, thereby improving the assembly strength of the mounting member on the inner surface of the tire. In addition, the release agent adhering to each surface is also removed, thus further improving the assembly strength.

[0235] This disclosure (11) is a tire according to any one of the disclosures (1) to (10) that includes two of the above-mentioned mounting members, which are disposed in the inner surface of the tire at the above-mentioned mounting positions corresponding to the two land portions separated by the tire equatorial surface along the tire width direction.

[0236] This disclosure (12) refers to a tire for passenger cars as described in any one of disclosures (1) to (11). That is, this disclosure (12) is suitable for use as a tire for passenger cars mounted on passenger cars.

Claims

1. A tire, comprising: The tread portion has a land section distinguished by grooves formed on its surface, and Mounting components located on the inner side of the tread portion of the tire, and capable of mounting electrical equipment. The mounting component is positioned on the inner surface of the tire at an assembly location corresponding to the land portion. The composite elastic modulus E of the first rubber composition constituting the mounting member ＊ The composite elastic modulus E of the second rubber composition constituting the tread portion is 1. ＊ 2 large, The composite elastic modulus E of the first rubber composition at 30°C ＊ The composite elastic modulus E of the first and second rubber compositions at 30°C ＊ The difference between 2 and 3 is at least 2.0 MPa. The composite elastic modulus E ＊ 1 and the composite elastic modulus E ＊ 2. The test was conducted under the following conditions: a temperature of 30℃, an initial strain of 5%, a dynamic strain of ±1%, a frequency of 10Hz, and an elongation deformation mode.

2. The tire according to claim 1, wherein the loss tangent tanδ of the second rubber composition constituting the tread portion at 0°C is 0.30 or higher. The loss tangent tanδ was measured under the following conditions: a measurement temperature of 0℃, an initial strain of 10%, a dynamic strain of ±2.5%, a frequency of 10Hz, and an elongation deformation mode.

3. The tire according to claim 1 or 2, wherein the loss tangent tanδ of the second rubber composition constituting the tread portion is 0.13 or less at 30°C. The loss tangent tanδ was measured under the following conditions: a measurement temperature of 30℃, an initial strain of 5%, a dynamic strain of ±1%, a frequency of 10Hz, and an elongation deformation mode.

4. The tire according to claim 3, wherein the loss tangent tanδ of the second rubber composition constituting the tread portion at 30°C is 0.10 or less.

5. The tire according to claim 1 or 2, wherein the maximum thickness d1 of the mounting member in the direction perpendicular to the inner surface of the tire and the thickness d2 of the land portion of the tread satisfy the following formula (1), 0.25×d2<d1<1.25×d2……(1).

6. The tire according to claim 1 or 2, wherein the groove comprises at least two circumferential grooves formed on both sides of the tire's equatorial plane and extending along the tire's circumference. The mounting component is disposed in the inner surface of the tire, at the assembly position corresponding to the land portion held by the two circumferential grooves.

7. The tire according to claim 1 or 2, wherein the mounting member comprises either the mounting surface of the mounting position on the inner surface of the tire or the bonding surface of the mounting member to which the inner surface of the tire is bonded, and is fixed to the mounting position in a state in which the skin has been removed by a prescribed surface treatment.

8. The tire according to claim 7, wherein the surface processing is a laser irradiation process.

9. The tire according to claim 1 or 2, wherein the tire comprises two or more of the mounting members. The mounting component is disposed in the inner surface of the tire, at the respective mounting positions of the two land portions separated by the tire equator along the tire width direction.

10. The tire according to claim 1 or 2, wherein the tire is a passenger car tire.

11. A tire comprising: The tread portion has a land section distinguished by grooves formed on its surface, and Mounting components located on the inner side of the tread portion of the tire, and capable of mounting electrical equipment. The mounting component is positioned on the inner surface of the tire at an assembly location corresponding to the land portion. The composite elastic modulus E of the first rubber composition constituting the mounting member ＊ The composite elastic modulus E of the second rubber composition constituting the tread portion is 1. ＊ 2 large, The composite elastic modulus E ＊ 1 and the composite elastic modulus E ＊ 2. The measurements were taken under the following conditions: a temperature of 30℃, an initial strain of 5%, a dynamic strain of ±1%, a frequency of 10Hz, and an elongation deformation mode. The glass transition temperature T1 of the first rubber composition of the mounting member is lower than the glass transition temperature T2 of the second rubber composition of the tread portion.

Images