Tire

Abstract

A pneumatic tire (1) includes a tread portion (2) having a land portion (24) divided by a plurality of main grooves (22) formed by a tread (21), an inner liner (7) constituting an inner surface (7A) of the tire on an inner side in the tread portion (2), and a mounting member (10) capable of mounting an electrical device provided to the inner surface (7A) of the tire. In the pneumatic tire (1), an acetone extract amount (AE2) of a rubber composition constituting the inner liner (7) is larger than an acetone extract amount (AE1) of a rubber composition constituting the mounting member (10).

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, the proper detection and management of tire information, including not only tire pressure but also tire temperature, vibration, and tread wear, has become increasingly important. To detect this tire information, it is considered that tires be equipped with electrical devices such as sensors for this purpose. To accurately obtain this tire information, it is desirable that these electrical devices be installed on the inner surface of the tire. However, with these electrical devices installed on the inner surface of the tire, there is a concern that with long-term tire use, the air permeability of the mounting portion of the electrical devices and its surrounding area, relative to the inner liner constituting the tire's inner surface, may deteriorate, leading to potential air leakage.

[0008] The purpose of this disclosure is to prevent a decrease in the air leakage resistance of the inner liner in tires that have mounting components capable of housing electrical equipment such as sensors.

[0009] Methods for solving problems

[0010] One aspect of this disclosure relates to a tire comprising: a tread portion constituting the tire surface; an inner liner constituting the tire's inner surface; and a mounting member disposed on the tire's inner surface for mounting electrical equipment. Both the first rubber composition constituting the mounting member and the second rubber composition constituting the inner liner contain a plasticizer. In the tire described above, the acetone extraction amount AE2 of the second rubber composition is greater than the acetone extraction amount AE1 of the first rubber composition.

[0011] Because the tire is constructed in this way, even with prolonged use, the plasticizer contained in the first rubber composition of the mounting components does not easily migrate to the inner liner, preventing the mounting portion of the mounting components and its surrounding area in the inner liner from softening compared to other parts. As a result, it can suppress the reduction in air permeability caused by softening of this part and prevent a decrease in air leakage resistance in this part.

[0012] The effects of the invention

[0013] According to this disclosure, in tires equipped with mounting components capable of housing electrical devices such as sensors, it is possible to prevent a reduction in the air leakage resistance of the inner liner. Attached Figure Description

[0014] Figure 1 This is a side view of a tire according to an embodiment of the present disclosure.

[0015] Figure 2 This is a partial cross-sectional view of the tire mentioned above, showing... Figure 1 The section of section II-II in the middle.

[0016] Figure 3A This is a schematic diagram illustrating an example of a mounting component installed on the aforementioned tire.

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

[0018] Figure 4A This is a schematic diagram illustrating another example of a mounting component installed on the aforementioned tire.

[0019] Figure 4B This is a schematic diagram illustrating another example of a mounting component installed on the aforementioned tire. Detailed Implementation

[0020] 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.

[0021] 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 2The 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.

[0022] Tire 1 uses rubber as its main component and is primarily used in automobiles and other vehicles. For example... 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 an inflatable tire with air filling the hollow portion between rim 30R and the inner surface 7A of tire 1. The internal pressure of tire 1 is adjusted to the standard internal pressure described later.

[0023] 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.

[0024] 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).

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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 central axis of the tire 1; and a pair of bead portions 5 located at the ends of the sidewall portions 4 on the side of the center direction D21.

[0030] 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 bead 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 (i.e., the inner surface 7A of the inner liner 7).

[0031] 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 (an example of a tire surface) which serves as the contact surface with the road surface. In this embodiment, the tread 21 is a surface that is substantially flat with respect 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 with respect to the width direction D1.

[0032] In addition to rubber components, the rubber composition constituting tread rubber 2A includes fillers (reinforcing agents) such as carbon black and silica, oils, resins such as phenolic resin, processing aids, stearic acid, zinc oxide, sulfur, vulcanization accelerators, and other additives.

[0033] 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. Examples of isoprene rubbers include, for example, natural rubber (NR), epoxidized natural rubber (ENR), isoprene rubber (IR), modified NR, modified NR, and modified IR. Any 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.

[0034] 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 1 Multiple 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.

[0035] 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.

[0036] 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.

[0037] 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 outermost second main grooves 22B located in the width direction D1 of the tread portion 2. The intermediate land portions 24B are separated from the two first main grooves 22A and two second main grooves 22B located near the equatorial plane CL1. Furthermore, the crown land portion 24A is located at the center of the tread portion 2 of the tire 1 in the width direction D1. In this embodiment, the crown land portion 24A is located in the portion of the tread portion 2 that intersects with the equatorial plane CL1. For example, the crown land portion 24A occupies an area in the tread portion 2 that is spaced a predetermined distance from the point of intersection with the equatorial plane CL1 in the width direction D1. This region is defined as having its center aligned with the equatorial plane CL1, and a ratio corresponding to the ground contact width in the contact area of ​​the tread portion 2 that is determined within the range of 10% to 50%. For example, the ratio is preferably 30%, and more preferably 20%. Furthermore, the tread land portion 24A is a region in the tread portion 2 that is separated between each of the two first main grooves 22A. For example, the tread land portion 24A is a portion separated by being held between the two first main grooves 22A.

[0038] 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.

[0039] 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.

[0040] 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).

[0041] 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.

[0042] 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 tire carcass ply. This tire carcass ply is a cord layer having a large number of tire carcass cords (not shown) extending in a direction intersecting the equatorial plane CL1 of the tire 1. The tire carcass ply is covered by a topcoat rubber formed from a specified rubber composition (vulcanized rubber) of these tire carcass cords. The large number of tire 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 within the range of 70 to 90 degrees). As the tire 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.

[0043] 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.

[0044] The inner liner 7 is attached to the inner side of the tire carcass 6. Alternatively, the inner liner 7 can be directly attached to the tire carcass 6, or it can be attached to an insulating layer disposed radially inward of the tire carcass 6.

[0045] In addition to rubber components, the rubber composition constituting the inner liner 7 (the second rubber composition) includes fillers (reinforcing agents) such as carbon black and calcium carbonate, oils, plasticizers such as resins, antioxidants, compatibilizers, stearic acid, zinc oxide, sulfur, coupling agents, vulcanization accelerators, and other additives.

[0046] As the aforementioned rubber component, a rubber material primarily composed of butyl rubber with excellent air permeability can be used. Examples of the aforementioned butyl rubber include butyl rubber (IIR), brominated butyl rubber (BR-IIR), chlorinated butyl rubber (Cl-IIR), halogenated butyl rubber (X-IIR), copolymers of isobutylene and p-alkylstyrene, and halides of such copolymers. In particular, considering the ability to achieve a good balance in improving sheet processability and air barrier properties, halogenated butyl rubber is preferred, and brominated butyl rubber and chlorinated butyl rubber are more preferred. Furthermore, any of the aforementioned butyl rubbers can be used alone, or two or more of the aforementioned rubber materials can be mixed in a prescribed proportion. Additionally, a viscoelastic material primarily composed of a plastic elastomer with low air permeability can be used as the rubber composition constituting the inner liner layer 7.

[0047] As for the aforementioned butyl rubber, in addition to conventional butyl rubber (butyl rubber other than recycled butyl rubber), recycled butyl rubber is preferred. Recycled butyl rubber usually has a high content of unhalogenated butyl rubber (conventional butyl rubber), so by using it in combination with halogenated butyl rubber, good air barrier properties and vulcanization speed can be ensured.

[0048] The total content of butyl rubber in 100% by mass of the rubber component is 70% by mass or more, preferably 75% by mass or more, and more preferably 80% by mass or more. If it is less than 70% by mass, there is a concern that sufficient air-barrier properties may not be obtained. This total content can be 100% by mass, and from the viewpoint of sheet processability and air-barrier properties, it is preferably 95% by mass or less, and more preferably 90% by mass or less.

[0049] The content of recycled butyl rubber in 100% by mass of the rubber composition is preferably 5% by mass or more, more preferably 8% by mass or more. If it is less than 5% by mass, there is a concern that the advantages brought about by using recycled butyl rubber will not be fully obtained. This content is preferably 30% by mass or less, more preferably 25% by mass or less. If it exceeds 30% by mass, there is a concern that sufficient air barrier properties and vulcanization speed cannot be ensured.

[0050] The rubber composition constituting the inner liner 7 preferably contains isoprene-based rubber, considering its ability to effectively improve sheet processability and air barrier properties.

[0051] Examples of isoprene-based rubbers include natural rubber (NR), epoxidized natural rubber (ENR), and isoprene rubber (IR). In particular, considering their ability to provide a good balance between improving sheet processability and air barrier properties, NR and IR are preferred.

[0052] As for NR, there are no special limitations; for example, common NRs used in the tire industry such as SIR20, RSS#3, and TSR20 can be used. As for IR, there are no special limitations; common IRs used in the tire industry can be used.

[0053] 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. If it is less than 5% by mass, there is a concern that a good balance between sheet processability and air-blocking properties may not be achieved. This content is preferably 30% by mass or less, more preferably 25% by mass or less. If it exceeds 30% by mass, there is a concern that sufficient air-blocking properties of the vulcanized rubber may not be achieved.

[0054] In this embodiment, the rubber composition constituting the inner liner 7 may include other rubber materials besides butyl rubber and isoprene rubber. Examples include butadiene rubber (BR), styrene-butadiene rubber (SBR), ethylene propylene diene monomer (EPDM), styrene-isoprene-butadiene rubber (SIBR), chloroprene rubber (CR), and acrylonitrile-butadiene rubber (NBR). The rubber composition of the inner liner 7 may use any one of these rubber materials alone, or two or more rubber materials may be mixed in a prescribed ratio.

[0055] The rubber composition constituting the inner liner 7 preferably contains a filler. Specific fillers include, for example, carbon black, silica, calcium carbonate, talc, alumina, clay, aluminum hydroxide, mica, etc., wherein carbon black and calcium carbonate can be used as reinforcing agents, and it is preferable to use them together.

[0056] The carbon blacks mentioned above are not particularly limited, and examples include N134, N110, N220, N234, N219, N339, N330, N326, N351, N550, and N762. They can be used alone or in combination of two or more.

[0057] 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.

[0058] 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.

[0059] The rubber composition constituting the inner liner 7 preferably contains a plasticizer (softener). Specific examples of the plasticizer will be described later.

[0060] The rubber composition constituting the inner liner 7 preferably contains an antioxidant. The antioxidants mentioned above are not particularly limited as long as they are 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; p-phenylenediamine antioxidants such as N-isopropyl-N'-phenyl-p-phenylenediamine, N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine, and N,N'-di-2-naphthyl-p-phenylenediamine; quinoline antioxidants such as polymers of 2,2,4-trimethyl-1,2-dihydroquinoline; monophenol antioxidants such as 2,6-di-tert-butyl-4-methylphenol and styreneated phenol; and bis, tri, and polyphenol antioxidants such as tetra-[methylene-3-(3',5'-di-tert-butyl-4'-hydroxyphenyl)propionate]methane. They can be used alone or in combination of two or more. Paraphenylenediamine-based antioxidants and quinoline-based antioxidants are particularly preferred.

[0061] For example, 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 as the aforementioned antioxidants.

[0062] The rubber composition constituting the inner liner 7 preferably includes a compatibilizer. The compatibilizer is not particularly limited as long as it is a compatibilizer commonly used in the tire industry, and examples include non-reactive compatibilizers such as styrene-ethylene-butadiene block copolymers, styrene-methyl methacrylate block copolymers, ethylene-styrene graft copolymers, chlorinated polyethylene, mixtures of aromatic and aliphatic hydrocarbon resins, and metallic soaps of unsaturated fatty acids; and reactive compatibilizers such as maleic anhydride-grafted polypropylene, styrene-maleic anhydride copolymers, ethylene-glycidyl methacrylate copolymers, and styrene graft copolymers of ethylene-glycidyl methacrylate copolymers. These can be used alone or in combination of two or more.

[0063] From the viewpoint of effectively reducing the gas permeability of the rubber composition while suppressing the formation of large voids, the content of the compatibilizer is preferably 5% by mass or more, more preferably about 5 to 15% by mass, and even more preferably about 5 to 10% by mass relative to 100% of the rubber component.

[0064] The stearic acid contained in the rubber composition constituting the inner liner 7 can be conventionally known stearic acid, and can be products of, for example, Nippon Oil Co., Ltd., NOF Corporation, Kao Corporation, Fujifilm, Kojun Pharmaceutical Co., Ltd., Chiba Fatty Acid Co., Ltd., etc.

[0065] The zinc oxide contained in the rubber composition constituting the inner liner 7 can be any conventionally known zinc oxide, such as products from Mitsui Metal Mining Co., Ltd., Toho Zinc Co., Ltd., HAKUSUI TECH Co., Ltd., Seido Chemical Industry Co., Ltd., Sakai Chemical Industry Co., Ltd., etc.

[0066] The sulfur contained in the rubber composition constituting the inner liner 7 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.

[0067] 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.

[0068] The vulcanizing accelerator contained in the rubber composition constituting the inner liner 7 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.

[0069] 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.

[0070] In this embodiment, the rubber composition constituting the inner liner 7 has a higher acetone extraction amount AE compared to the rubber composition constituting the mounting member 10 (the first rubber composition). In other words, the acetone extraction amount AE2 of the rubber composition of the inner liner 7 is higher than the acetone extraction amount AE1 of the rubber composition of the mounting member 10. The effects resulting from this configuration will be described later.

[0071] 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 folds the periphery of 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 bead core 5A and the triangular rubber 5B are arranged in the portion surrounded by the carcass ply.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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 3BThis is a partial cross-sectional view of the mounting component 10.

[0077] 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 the tire 1, that is, the inner surface 7A of the inner liner 7. In addition to the aforementioned sensors, examples of such electrical equipment include repeaters for relaying wireless communication and transmitters for sending specified signals.

[0078] 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.

[0079] The mounting component 10 is constructed from a rubber composition different from that of the inner liner 7. The raw materials used in the rubber composition of the mounting component 10, other than the rubber components, can be the same as those used in the rubber composition of the inner liner 7. That is, in addition to the rubber components, the rubber composition constituting the mounting component 10 may include fillers (reinforcing agents) such as carbon black, silica, and calcium carbonate, coupling agents, plasticizers such as oils and resins, antioxidants, stearic acid, zinc oxide, sulfur, and additives such as vulcanization accelerators. Of course, the aforementioned rubber components constituting the mounting component 10 can be the same as those in the inner liner 7, or they can be different. That is, the rubber components of the mounting component 10 can be any one of the various rubber materials applicable to the rubber components of the inner liner 7, or two or more of the aforementioned rubber materials can be mixed in a prescribed proportion. For example, the rubber composition of the mounting component 10 may be different from that of the inner liner 7. For instance, it could be a rubber composition primarily comprising butadiene rubber (BR), which has a low glass transition temperature (Tg) and excellent low-temperature properties, and acrylonitrile butadiene rubber (NBR), which has excellent mechanical properties. Furthermore, the rubber composition of the mounting component 10 may further include other rubber materials, such as isoprene rubber, styrene-butadiene rubber (SBR), styrene-isoprene rubber, styrene-isoprene-butadiene rubber (SIBR), chloroprene rubber (CR), and other diene rubbers. Of course, the mounting component 10 may also be constructed from the same rubber composition as the inner liner 7. Regarding the raw materials common to the inner liner 7, please refer to the previously described explanation.

[0080] 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. Examples of isoprene rubbers include, for example, natural rubber (NR), epoxidized natural rubber (ENR), isoprene rubber (IR), modified NR, modified NR, and modified IR. Any 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.

[0081] When used as a filler in conjunction with silica and carbon black, 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.

[0082] 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 tends to become excessively high, leading to a deterioration in 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.

[0083] The rubber composition constituting the mounting member 10 preferably contains silica. Examples of silica include, for example, dry silica (silicic anhydride) and wet silica (hydrated silica), but wet silica is preferred due to its higher silanol content. Furthermore, the rubber composition can be combined with silicas other than those described above. They can be used alone or in combination of two or more types.

[0084] The silica content relative to 100% by mass of the rubber component is preferably 10% by mass or more, more preferably 40% by mass or more, even more preferably 60% by mass or more, particularly preferably 70% by mass or more, most preferably 80% by mass or more, and most preferably 90% by mass or more. Furthermore, it is preferably 120% by mass or less, more preferably 115% by mass or less, even more preferably 110% by mass or less, particularly preferably 105% by mass or less, and most preferably 100% by mass or less.

[0085] Products from companies such as Degussa, Rhodia, TOSOH SILICA, Evonik Japan, Solvay Japan, and Tokuyama can be used as the aforementioned silica.

[0086] The rubber composition constituting the mounting component 10 preferably includes a silane coupling agent together with silica. There are no particular limitations on the silane coupling agent; examples include, for instance, bis(3-triethoxysilylpropyl)tetrasulfide, bis(2-triethoxysilylethyl)tetrasulfide, bis(4-triethoxysilylbutyl)tetrasulfide, bis(3-trimethoxysilylpropyl)tetrasulfide, bis(2-trimethoxysilylethyl)tetrasulfide, bis(2-triethoxysilylethyl)trisulfide, bis(4-triethoxysilylbutyl)tetrasulfide, bis(3-trimethoxysilylpropyl)tetrasulfide, bis(2-trimethoxysilylethyl)tetrasulfide, bis(2-triethoxysilylethyl)trisulfide, bis(4-triethoxysilylbutyl)tetrasulfide, etc. -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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] Here, if the mounting member 10 is not sufficiently secured, there is a concern that during vehicle operation, the mounting base 11 of the mounting member 10 may partially detach, and the detached portion may come into contact with the inner surface 7A as the tire 1 rotates, causing an unpleasant noise. Therefore, the aforementioned surface processing is preferably a laser-based process that can precisely and uniformly process the surface of the mounting area A1 or the contact surface of the mounting base 11. Furthermore, by using laser-based processing, the height difference between the processed portion (the surface after processing) and the unprocessed portion (the unprocessed surface) can be reduced to 200 μm or less, thus reducing the amount of skin removal compared to grinding. Regarding whether to perform the aforementioned laser-based surface processing, it is believed that this can be determined by confirming whether the height difference between the processed portion (the surface after processing) and the unprocessed portion (the unprocessed surface) is 200 μm or less. That is, if the height difference at the boundary is less than 200 μm, it can be determined that the above-mentioned surface processing using laser has been carried out; if the height difference at the boundary exceeds 200 μm, it can be determined that other surface processing has been carried out.

[0095] In this embodiment, such as Figure 2 As shown, the mounting member 10 is disposed on the inner surface 7A of the tire 1 at a position corresponding to the center of the tread portion 2 in the width direction D1. In other words, the mounting member 10 is disposed on 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 on the inner surface 7A of the tire 1 at the mounting area A1 (mounting position) corresponding to the aforementioned crown land portion 24A.

[0096] 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.

[0097] 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.

[0098] In this embodiment, the mounting member 10 is positioned such that the center of the mounting member 10 coincides with the center of a straight line (the straight line contained in the equatorial plane CL1) passing through the center of the land portion 24A of the tire crown. More specifically, the mounting member 10 is positioned such that the center of its mounting base 11 is aligned with... Figure 2 In the cross-sectional view, the mounting member 10 is fixed to the inner surface 7A by aligning the intersection of the straight line (the straight line contained in the equatorial plane CL1) between the center of the land portion 24A of the tread and the center of the tire 1 with the inner surface 7A. Therefore, the mounting member 10 is not positioned in the inner surface 7A at a location corresponding to the main groove 22 formed by 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] In addition, in this embodiment, a mounting member 10 having 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] However, when the mounting component 10 for the aforementioned electrical equipment is located on the inner surface 7A of the tire 1, there is a concern that due to the long-term use of the tire 1, the air permeability of the mounting portion of the aforementioned electrical equipment in the inner liner 7 and its surrounding area may deteriorate, resulting in so-called air leakage.

[0109] In contrast, in this embodiment, the inner liner 7 is composed of a rubber composition with a larger acetone extraction amount AE compared to the rubber composition constituting the mounting member 10. That is, preferably, the acetone extraction amount AE2 of the rubber composition of the inner liner 7 is larger than the acetone extraction amount AE1 of the rubber composition of the mounting member 10. In other words, there is a relationship of ΔA (=AE2-AE1)>0 between the acetone extraction amount AE2 of the rubber composition of the inner liner 7 and the acetone extraction amount AE1 of the rubber composition of the mounting member 10.

[0110] The acetone extraction amount AE of the rubber composition represents the fraction of acetone extracted according to the acetone extraction method of JIS K6229 at room temperature (e.g., 20°C) and atmospheric pressure (1 atmosphere: 1013 hPa). The extracted acetone fraction is mainly composed of plasticizers such as oils that have a softening effect relative to the rubber composition. The aforementioned acetone extraction amount AE is expressed as a percentage by immersing a test piece taken from the rubber composition of the inner lining layer 7 and the mounting component 10, which are the subjects of the test, in acetone for 72 hours, extracting the soluble components, and multiplying the change in mass of the test piece before and after extraction by the mass of the test piece before extraction by 100. Specifically, it can be calculated using the following formula.

[0111] Acetone extraction yield AE = {(mass of test piece before extraction - mass of test piece after extraction) / (mass of test piece before extraction)} × 100

[0112] In this embodiment, as described above, it is assumed that since the acetone extraction amount AE2 of the inner liner 7 is greater than the acetone extraction amount AE1 of the mounting member 10, even if the plasticizer contained in the rubber composition of the mounting member 10 leaches out through long-term use of the tire 1, the plasticizer is less likely to transfer to the rubber composition of the inner liner 7. This prevents the assembly area A1 of the mounting member 10 in the inner liner 7 from softening compared to other parts. As a result, the reduction in air permeability caused by the softening of the assembly portion of the mounting member 10 in the assembly area A1 can be suppressed, preventing a decrease in the air leakage resistance of this portion of the inner liner 7.

[0113] It is particularly preferred that the acetone extraction amount (AE2) of the rubber composition of the inner liner layer 7 is less than 12%. This improves the air permeability resistance of the inner liner layer 7. Furthermore, the lower limit of the acetone extraction amount (AE2) of the rubber composition of the inner liner layer 7 is not limited, but a lower value is preferred.

[0114] The plasticizers included in both the inner liner 7 and the mounting component 10 are not particularly limited, and plasticizers commonly used in the tire industry can be used, such as softeners that produce a softening effect relative to the rubber composition. Examples of such plasticizers include oils, resins, liquid polymers, and low-temperature plasticizers. These plasticizers can be used alone or in combination of two or more. Oils and resins are particularly preferred plasticizers.

[0115] There are no particular limitations on the oil used as the plasticizer mentioned above; oils commonly used in the tire industry can be used. Examples of such oils include process oils, vegetable oils, animal fats, or mixtures thereof. Furthermore, from the perspective of excellent processability, process oils are preferred.

[0116] Examples of process oils mentioned above include paraffin-based process oils (mineral oils), naphthenic-based process oils, and aromatic-based process oils (fragrant oils). Mineral oils are particularly preferred.

[0117] Examples of the aforementioned vegetable oils include castor oil, cottonseed oil, flaxseed 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 nut oil, and tung oil.

[0118] In addition, examples of animal fats mentioned above include oleic acid, fish oil, and beef tallow.

[0119] 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.

[0120] There are no particular limitations on the type of resin used as the plasticizer, and resins commonly used in the tire industry can be used. Examples of such resins include liquid resins that remain liquid at 25°C and solid resins that remain solid at 25°C.

[0121] There are no particular limitations on the liquid resins mentioned above, and examples include liquid aromatic vinyl polymers, coumarin indole resins, indole resins, terpene resins, rosin resins, and their hydrogenates.

[0122] Examples of liquid aromatic vinyl polymers include resins obtained by polymerizing α-methylstyrene and / or styrene. Specifically, examples include liquid resins such as homopolymers of styrene, homopolymers of α-methylstyrene, and copolymers of α-methylstyrene and styrene.

[0123] Liquid coumarone-indene resin is a resin containing coumarone and indene, serving as the main monomer component of the resin backbone (main chain). Besides coumarone and indene, other monomer components that can be included as the backbone include liquid resins such as styrene, α-methylstyrene, methylindene, and vinyltoluene.

[0124] Liquid indene resin is a liquid resin containing indene that serves as the main monomer component of the resin backbone (main chain).

[0125] Liquid terpene resins are resins obtained by polymerizing terpene compounds such as α-pinene, β-pinene, camphor, and dipentene, and liquid terpene resins (such as terpene phenol resins and aromatic modified terpene resins) are resins obtained by polymerizing terpene compounds and phenolic compounds.

[0126] Examples of liquid rosin resins include natural rosin, polymeric rosin, modified rosin, these ester compounds, and these hydrides.

[0127] There are no particular limitations on the aforementioned solid resins, and examples include aromatic vinyl polymers, coumarone indene resins, indene resins, rosin resins, terpene resins, and acrylic resins.

[0128] There are no particular limitations on the liquid polymer used as the plasticizer mentioned above; liquid polymers commonly used in the tire industry can be used. Examples of such liquid polymers include liquid SBR, liquid BR, liquid IR, and liquid SIR.

[0129] There are no particular limitations on the low-temperature plasticizers used as the aforementioned plasticizers; low-temperature plasticizers commonly used in the tire industry can be used. Examples of such low-temperature plasticizers include, for instance, dibutyl adipate (DBA), diisobutyl adipate (DIBA), dioctyl adipate (DOA), di-2-ethylhexyl azelate (DOZ), dibutyl sebacate (DBS), diisononyl adipate (DINA), diethyl phthalate (DEP), dioctyl phthalate (DOP), dodecyl phthalate (DUP), dibutyl phthalate (DBP), dioctyl sebacate (DOS), tributyl phosphate (TBP), trioctyl phosphate (TOP), triethyl phosphate (TEP), trimethyl phosphate (TMP), thymidine triphosphate (TTP), tricresyl phosphate (TCP), and tri(xyl) phosphate (TXP), among other ester-based plasticizers.

[0130] In this embodiment, the area (assembly area) of the mounting surface of the mounting member 10 in the assembly area A1 of the inner surface 7A of the inner lining layer 7 is preferably 75 cm². 2 The following assumes that the area (assembly area) of the mounting surface of the mounting component 10 is 75 cm². 2 This allows for more effective prevention of reduced air leakage resistance at the mounting portion of the mounting member 10 in the inner liner 7. Furthermore, a smaller contact area between the mounting member 10 and the inner liner 7 improves the force variation (FV) of the tire 1, and further reduces the likelihood of plasticizer transfer from the mounting member 10 to the inner liner 7. Additionally, the lower limit of the area of ​​the mounting surface of the mounting member 10 is not limited, but a smaller area is preferred.

[0131] Furthermore, the composite elastic modulus E of the rubber composition of the inner liner 7 at 70°C ＊ 2. The composite elastic modulus E of the rubber composition of the mounting component 10 at 70°C ＊ 1. Preferably, the relationship satisfies the following equation (1).

[0132] 0.5·E ＊ 2≤E ＊ 1≤3.0·E ＊ 2···(1)

[0133] In this embodiment, as described above, the composite elastic modulus E of the rubber composition constituting the mounting member 10 at 70°C is... ＊ 1 is less than the above-mentioned composite elastic modulus E ＊ At 0.5 times the value of 2, due to the excessively high hardness of the mounting member 10 relative to the inner liner 7, there is a tendency to fail to suppress the decrease in air leakage resistance in the assembly portion of the mounting member 10. Furthermore, in the case of composite elastic modulus E... ＊ 1. Exceeding the above-mentioned composite elastic modulus E ＊In the case of 3.0 times that of 2, since the hardness of the mounting member 10 becomes too low relative to the inner liner 7, even in this case, there is a tendency to fail to suppress the reduction in air leakage resistance in the assembly part of the mounting member 10. Therefore, in the above-mentioned composite elastic modulus E ＊ 1 and the above-mentioned composite elastic modulus E ＊ 2. When the relationship of the above equation (1) is satisfied, it can be expected that the reduction of the air leakage resistance of the assembly part of the mounting component 10 in the inner liner 7 can be effectively suppressed.

[0134] In addition, the composite elastic modulus E ＊ 1. E ＊ 2. The test values ​​of the mounting component 10 and the inner lining layer 7 are measured by a specified viscoelastic tester (viscoelastic measuring device). For example, the measurement can be carried out under the following conditions: measurement temperature 70°C, initial strain 5%, dynamic strain ±1%, frequency 10Hz, and elongation deformation mode.

[0135] Generally speaking, the composite elastic modulus E of a rubber composition ＊ The modulus of elasticity E can be adjusted by changing the type and shape of reinforcing agents such as carbon black and silica. In this embodiment, in addition to the type and proportion of each raw material in each rubber composition constituting the inner liner 7 and the mounting member 10, the composite elastic modulus E can be adjusted by appropriately changing the type and shape of the reinforcing agents to satisfy the above formula (1). ＊ 1 and E ＊ 2.

[0136] Furthermore, in this embodiment, since the internal temperature of the tire 1 reaches approximately 70°C when traveling at high speed on a dry road surface, the composite elastic modulus E at 70°C is used in both the mounting member 10 and the inner liner 7. ＊ As an indicator, but the composite elastic modulus E, which is the aforementioned indicator ＊ Not limited to the composite elastic modulus E at 70℃ ＊ Within any specified temperature range of 0°C to 70°C, the composite elastic modulus E of the rubber composition of the inner liner 7 is preferably [value missing]. ＊ 2. Composite elastic modulus E of the rubber composition with mounting component 10 ＊ 1. It satisfies the relationship of the above equation (1).

[0137] Furthermore, in tire 1, the loss tangent tanδ (=E” / E’) of the rubber composition constituting the inner liner 7 at 70°C is preferably 0.18 or less. Hereinafter, the loss tangent tanδ of the inner liner 7 at 70°C will be expressed as tanδ·70°C. Furthermore, the loss tangent tanδ·70°C of the rubber composition constituting the inner liner 7 at 70°C is more preferably 0.15 or less.

[0138] When a vehicle travels on a road surface, the internal temperature of the tire 1 rises, increasing the mobility of molecules in the rubber composition constituting the inner liner 7 and mounting member 10. In this case, due to years of deterioration, plasticizers leaching from the mounting member 10 are more likely to transfer to the inner liner 7. However, by reducing the loss tangent tanδ·70°C of the inner liner 7 to 0.18 or less, more preferably 0.15 or less, the loss modulus E (viscous term) relative to the storage modulus E' (elastic term) of the rubber composition of the inner liner 7 can be reduced, thereby decreasing the viscosity (flowability). Therefore, it is believed that reducing the heat generation of the inner liner 7 can suppress the transfer of plasticizers to the inner liner 7.

[0139] The lower limit of the loss tangent tanδ·70°C of the inner liner 7 is not limited, and a lower value is preferred. In addition, the loss tangent tanδ·70°C is the measured value of the test piece of the mounting member 10 and the inner liner 7 measured by a specified viscoelastic tester (viscoelastic measuring device). For example, the measurement can be performed under the following conditions: measurement temperature 70°C, initial strain 10%, dynamic strain ±2.5%, frequency 10Hz, and elongation deformation mode.

[0140] Generally, the loss tangent tanδ can be adjusted by changing the type, shape, or amount of the reinforcing agent used in the formulation. Furthermore, it can also be adjusted by changing the amount of plasticizers such as oils. In this embodiment, apart from the type and proportion of each raw material in the rubber compositions constituting the inner liner 7 and the mounting member 10, by appropriately changing the type, shape, and amount of the reinforcing agent, and further by changing the amount of the plasticizer, the loss tangent tanδ·70°C can be adjusted to any value.

[0141] 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, with reference to Tables 1 and 2, each embodiment of the tire 1 of this embodiment will be described while showing comparative examples.

[0142] <Example>

[0143] The tires of Examples 1 to 6 and Comparative Examples 1 to 5 described below are all pneumatic tires like the tire 1 described above, and the proportions of the raw materials constituting the rubber composition other than the inner liner 7 and the mounting member 10 are substantially the same.

[0144] Furthermore, the tires of Examples 1-6 and Comparative Examples 1-5 are constructed in the same manner as the tire 1 described above. That is, the mounting member 10 is mounted on the inner surface 7A of the tire to the mounting area A1 corresponding to the land portion 24A of the tire crown.

[0145] Table 1 shows the fit information R1 to R6 for the inner liner 7 and the fit information R7 to R12 for the mounting components 10 of each tire in Examples 1 to 6 and Comparative Examples 1 to 5. Each fit information R1 to R12 includes the blending ratio of the rubber composition of the corresponding component and the specified physical property values.

[0146] [Table 1]

[0147]

[0148]

[0149] As shown in Table 1, the blending information R1 to R12 indicates the blending ratios of multiple rubber materials and multiple additives. Additionally, the physical property values ​​for three physical properties are displayed. Here, the blending ratios are expressed as the proportions of each raw material (rubber material and additive) in parts by mass. Specifically, the blending ratio of each raw material indicates 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 units used for the blending ratios are expressed in phr (per hundred rubber). Furthermore, the physical properties shown in Table 1 are acetone extraction amount AE and composite elastic modulus E at 70°C. ＊ The loss tangent tanδ at 70℃.

[0150] Details of the various compounding materials (shown in Table 1) used in the rubber composition constituting the inner liner 7 and the mounting member 10 are described below.

[0151] (1) Rubber materials

[0152] (a) IIR: Chlorobutyl HT1066 manufactured by ExxonMobil

[0153] (b) BR-IIR: Bromobutyl 2222 manufactured by ExxonMobil

[0154] (c)SBR: SBR1502 manufactured by JSB Corporation

[0155] (2) Additives

[0156] (a) Reinforcing agent 1 (carbon black): DIABLACK N220 manufactured by Mitsubishi Chemical Corporation

[0157] (b) Reinforcing Agent 2 (Carbon Black): STERLING@V manufactured by Cabot Corporation

[0158] (c) Reinforcing agent 3 (silica): Rhodia's "Zeosil 1115MP"

[0159] (d) Reinforcing Agent 4 (Calcium Carbonate): Calcium Carbonate #200 manufactured by Takehara Chemical Industry Co., Ltd.

[0160] (e) Plasticizer (mineral oil): Diana Process oil PA-32 manufactured by Idemitsu Kosan Co., Ltd.

[0161] (f) Antioxidant 1 (6C): Antigen 6C (N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine) manufactured by Sumitomo Chemical Co., Ltd.

[0162] (g) Antioxidant 2 (RD): Antioxidant TMQ manufactured by Kemai Chemical Co., Ltd.

[0163] (h) Compatibilizer: PROMIX 400 manufactured by FLOW POLYMERS

[0164] (i) Stearic acid: Camellia oil produced by Nippon Oil Co., Ltd.

[0165] (j) Zinc oxide: Two types of zinc oxide produced by Mitsui Metals Mining Co., Ltd.

[0166] (k) Sulfur: 5% oil sulfur produced by Tsurumi Chemical Industry Co., Ltd.

[0167] (l) Coupling agent: Si266, a compound silane coupling agent manufactured by Momentive.

[0168] (m) Vulcanization accelerator 1: Nocceler DM-G (mercaptobenzothiazole disulfide) manufactured by Ouchi Shinshin Chemical Industry Co., Ltd.

[0169] (n) Vulcanization accelerator 2: Nocceler CZ (N-cyclohexyl-2-benzothiazolyl sulfenamide) manufactured by Ouchi Shinshin Chemical Industry Co., Ltd.

[0170] (o) Vulcanization accelerator 3: Nocceler DPG (diphenylguanidine) manufactured by Ouchi Shinsei Chemical Co., Ltd.

[0171] 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 the inner liner 7 and 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).

[0172] 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 accelerators and rubber materials are compounded according to the proportions shown in the compounding information R7 to R12 in Table 1, and then mixed for 4 minutes at a temperature of approximately 130°C using a specified mixer. Next, sulfur and vulcanization accelerators 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.

[0173] Furthermore, the manufactured mounting component 10, together with the electrical equipment, is fixed to the inner surface of the tires of each embodiment and each comparative example using the above-described assembly method. Additionally, the weight of the resulting tire, including the weight of the aforementioned electrical components and mounting component 10, is in the range of 7.7 kg ± 0.2 kg.

[0174] In addition, the composite elastic modulus E shown in Table 1 ＊ The loss tangent tanδ was used to prepare test pieces with the same structure as the rubber composition of the inner liner 7 and the same structure as the rubber composition of the mounting member 10. For each test piece, the values ​​were measured using the following method. The dimensions of each test piece were 20 mm on the long side, 4 mm on the width, and 1 mm on the thickness. Furthermore, the test piece for the inner liner 7 could be a sample piece of the rubber composition cut from the aforementioned test tire. The test piece used a length side that was circumferentially perpendicular to the tire's diameter D3 (refer to...). Figure 1The corresponding dimensions are such that the aforementioned thickness corresponds to the dimension in the thickness direction of the tire. Regarding the test pieces for the inner liner 7 and the mounting component 10, the composite elastic modulus E was measured using an EPLEXOR (registered trademark) viscoelasticity measuring device manufactured by GABO GmbH, Germany. ＊ And the loss tangent tanδ. Regarding the composite elastic modulus E... ＊ The values ​​are obtained under the following conditions: initial strain 5%, dynamic strain ±1%, frequency 10 Hz, and elongation deformation mode, all measured at a temperature of 70°C. Furthermore, the loss tangent tanδ is the value obtained under the following conditions: initial strain 10%, dynamic strain ±2.5%, frequency 10 Hz, and elongation deformation mode. Additionally, for each measurement of the same rubber composition, the average value of multiple measurements is calculated and recorded.

[0175] In addition, Tables 2 and 3 show the above-mentioned matching information (R1 to R12) of the inner liner 7 and mounting member 10 of each tire of Examples 1 to 6 and Comparative Examples 1 to 5, the difference ΔA (=AE2-AE1) of the acetone extraction amount AE of the inner liner 7 and the mounting member 10, the assembly area of ​​the mounting member 10, the equivalence of the above formula (1), the above-mentioned loss angle tangent tanδ·70℃, the evaluation value obtained by the air leakage test, and the evaluation obtained by the driving test.

[0176] [Table 2]

[0177]

[0178] [Table 3]

[0179]

[0180] In addition, in Tables 2 and 3, the composite elastic modulus E mentioned above is... ＊ 1. The condition that satisfies the relationship in equation (1) above is evaluated as "0", and the above composite elastic modulus E is... ＊ Cases that do not satisfy the relationship in equation (1) above are evaluated as "×". Furthermore, the leakage test was conducted according to ASTM F1112, and scores for each example and comparative example were calculated. In Tables 2 and 3, the score for Comparative Example 1 was set to 100, and the scores for the other examples and comparative examples were indexed.

[0181] As shown in Tables 2 and 3, in Examples 1 to 6, the difference in acetone extraction amount ΔA (=AE2-AE1) is positive (+), meaning that the acetone extraction amount AE2 of the inner lining layer 7 is greater than the acetone extraction amount AE1 of the mounting component 10. In contrast, in Comparative Examples 1 to 5, the difference in acetone extraction amount ΔA (=AE2-AE1) is negative (-), meaning that the acetone extraction amount AE2 of the inner lining layer 7 is less than the acetone extraction amount AE1 of the mounting component 10.

[0182] As shown in Table 2, when the acetone extraction amount AE2 of the inner liner 7 is greater than the acetone extraction amount AE1 of the mounting member 10, it is expected that the reduction in the air permeability of the mounting part of the mounting member 10 in the mounting area A1 of the inner liner 7 can be suppressed, and the reduction in the air leakage resistance of this part in the inner liner 7 can be prevented.

[0183] The embodiments of this disclosure described above include the following disclosure items (1) to (15).

[0184] This disclosure (1) pertains to a tire having a tread portion constituting the tire surface; an inner liner constituting the tire's inner surface; and a mounting member disposed on the tire's inner surface for mounting electrical equipment. Both the first rubber composition constituting the mounting member and the second rubber composition constituting the inner liner contain plasticizers. The acetone extraction amount AE2 of the second rubber composition is greater than the acetone extraction amount AE1 of the first rubber composition.

[0185] Because of this configuration, even with prolonged use and the leaching of plasticizers contained in the first rubber composition of the mounting component, the plasticizers are not easily transferred to the inner liner, preventing the assembly portion of the mounting component and its surrounding area in the inner liner from softening compared to other parts. As a result, the reduction in air permeability caused by softening of this portion can be suppressed, preventing a decrease in air leakage resistance in this portion.

[0186] In this disclosure (2), in the tire of this disclosure (1), the acetone extraction amount AE2 of the second rubber composition is less than 12%.

[0187] This improves the air permeability resistance of the inner liner. Furthermore, by reducing the acetone extraction amount (AE2) of the second rubber composition to less than 12%, not only the air permeability resistance of the inner liner but also the air permeability resistance around the assembly portion of the mounting component is improved.

[0188] In this disclosure (3), in the tire of this disclosure (1) or (2), the area of ​​the mounting surface of the mounting member in the inner surface of the inner liner is 75 cm². 2 the following.

[0189] This results in a better force variation (FV) for the tire, and also makes it less likely for plasticizers to migrate from the mounting member to the inner liner. Therefore, it is preferable that the contact area between the mounting member and the inner liner is small.

[0190] In this disclosure (4), the composite elastic modulus E of the second rubber composition at 70°C, measured under the following conditions in the tire of any one of disclosures (1) to (3), is as follows: measurement temperature 70°C, initial strain 5%, dynamic strain ±1%, frequency 10Hz, and elongation deformation mode. ＊ 2. The composite elastic modulus E of the first rubber composition at 70°C, as measured under the above-described testing conditions. ＊ 1. It satisfies the following formula.

[0191] 0.5·E ＊ 2≤E ＊ 1≤3.0·E ＊ 2

[0192] In this way, by specifying the rigidity difference between the mounting component and the inner lining layer within the aforementioned range, the rigidity difference can be reduced. As a result, cracking, fissures, and fractures that may occur due to the rigidity difference can be suppressed, and plasticizers are less likely to migrate from the mounting component to the inner lining layer.

[0193] In this disclosure (5), in the tire of any one of the present disclosures (1) to (4), the loss tangent tanδ of the above-mentioned second rubber composition at 70°C, measured under the conditions of a measurement temperature of 70°C, an initial strain of 10%, a dynamic strain of ±2.5%, a frequency of 10 Hz, and an elongation deformation mode, is 0.18 or less.

[0194] Therefore, it is possible to prevent the heating properties of the inner liner from increasing, which in turn can inhibit the transfer of plasticizer from the mounting components to the inner liner.

[0195] In this disclosure (6), in the tire of any one of the present disclosures (1) to (4), the loss tangent tanδ of the above-mentioned second rubber composition at 70°C, measured under the conditions of a measurement temperature of 70°C, an initial strain of 10%, a dynamic strain of ±2.5%, a frequency of 10 Hz, and an elongation deformation mode, is 0.15 or less.

[0196] Therefore, it is possible to further prevent the deterioration of heat generation and further inhibit the transfer of plasticizer from the aforementioned mounting components to the aforementioned liner.

[0197] In this disclosure (7), in any of the tires of this disclosure (1) to (6), the mounting member is disposed on the inner surface of the tire at a position corresponding to the central portion of the tread portion in the width direction.

[0198] In this disclosure (8), in the tire of this disclosure (7), the mounting member is disposed on the inner surface of the tire at a position where the center of the central portion of the width direction of the tread portion coincides with the center of the mounting member.

[0199] In this disclosure (9), in any of the tires of this disclosure (1) to (8), the tread portion has a land portion that is separated by a groove formed on the tire surface, and the mounting member is disposed in the inner surface of the tire at a position corresponding to the land portion.

[0200] In this disclosure (10), in any of the tires of this disclosure (1) to (9), the mounting member has a mounting seat fixed to the inner surface of the tire and a main body capable of mounting the electrical equipment in a detachable manner.

[0201] In this disclosure (11), in any of the tires of this disclosure (1) to (10), the aforementioned mounting member is fused to the inner surface of the tire.

[0202] In this disclosure (12), in any of the tires of this disclosure (1) to (11), a plurality of the mounting members are provided on the inner surface of the tire, and the plurality of mounting members are arranged at equal intervals along the circumference of the tire on the inner surface of the tire.

[0203] In this disclosure (13), in the tire of any of the present disclosures (1) to (12), the aforementioned electrical equipment is a sensor, a wireless communication repeater, or a signal transmitter.

[0204] This disclosure (14) is a tire of any one of the disclosures (1) to (13), which is a passenger car tire.

[0205] This disclosure (15) is a tire of any one of the disclosures (1) to (14), which is a pneumatic tire.

Claims

1. A tire, comprising: The tread portion that makes up the surface of a tire; The inner liner that forms the inner surface of the tire; and Mounting components disposed on the inner surface of the tire and capable of mounting electrical equipment. Both the first rubber composition constituting the mounting member and the second rubber composition constituting the inner liner contain plasticizers. The acetone extraction amount AE2 of the second rubber composition is greater than the acetone extraction amount AE1 of the first rubber composition. The acetone extraction amount AE2 of the second rubber composition is less than 12%. The acetone extraction amount of the rubber composition represents the amount of acetone extracted by means of acetone extraction in accordance with JIS K6229 at room temperature and pressure.

2. The tire according to claim 1, wherein the area of ​​the mounting surface of the mounting member in the inner surface of the inner liner is 75 cm². 2 the following.

3. The composite elastic modulus E of the second rubber composition at 70°C, measured under the following conditions: a measurement temperature of 70°C, an initial strain of 5%, a dynamic strain of ±1%, a frequency of 10 Hz, and an elongation deformation mode. ＊ 2. The composite elastic modulus E of the first rubber composition at 70°C, as measured under the stated testing conditions. ＊ 1 satisfies the following formula, 0.5・E ＊ 2≤E ＊ 1≤3.0・E ＊ 2。 4. The tire according to claim 1 or 2, wherein the loss tangent tanδ of the second rubber composition at 70°C, as measured under the conditions of a measurement temperature of 70°C, an initial strain of 10%, a dynamic strain of ±2.5%, a frequency of 10Hz, and an elongation deformation mode, is less than 0.

18.

5. The tire according to claim 1 or 2, wherein the loss tangent tanδ of the second rubber composition at 70°C, as measured under the conditions of a measurement temperature of 70°C, an initial strain of 10%, a dynamic strain of ±2.5%, a frequency of 10Hz, and an elongation deformation mode, is less than 0.

15.

6. The tire according to claim 1 or 2, wherein the mounting member is disposed on the inner surface of the tire at a position corresponding to the central portion of the tread portion in the width direction.

7. The tire according to claim 6, wherein the mounting member is disposed on the inner surface of the tire at a position where a straight line passing through the center of the central portion of the width direction of the tread portion coincides with the center of the mounting member.

8. The tire according to claim 1 or 2, wherein the tread portion has a land portion distinguished by grooves formed on the tire surface. The mounting component is positioned on the inner surface of the tire at a location corresponding to the land portion.

9. The tire according to claim 1 or 2, wherein the mounting member has a mounting seat portion fixed to the inner surface of the tire and a main body portion capable of detachably mounting the electrical equipment.

10. The tire according to claim 1 or 2, wherein the mounting member is fused to the inner surface of the tire.

11. The tire according to claim 1 or 2, wherein a plurality of the mounting members are provided on the inner surface of the tire. The plurality of mounting members are arranged at equal intervals on the inner surface of the tire along the circumference of the tire.

12. The tire according to claim 1 or 2, wherein the electrical device is a sensor, a wireless communication repeater, or a signal transmitter.

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

14. The tire according to claim 1 or 2, wherein the tire is a pneumatic tire.

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