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); 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, which is provided to the inner surface (7A) of the tire. In the pneumatic tire (1), the complex elastic modulus E ＊ 1 of a rubber composition constituting the mounting member (10) is larger than the complex elastic modulus E ＊ 2 of a rubber composition constituting the inner liner (7).

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, if a vehicle with tires equipped with these electrical devices installed on the inner surface is in motion, vibrations transmitted from the road surface to the tire are transmitted to the tread and then to the electrical devices, causing vibrations within the tire. Furthermore, with each tire revolution, the load from the electrical devices is periodically transferred to the road surface via the tread, thus causing periodic vibrations to the tread. Both the vibrations transmitted from the tread to the electrical devices and the vibrations transmitted from the electrical devices to the tread contribute to road noise and other noises (noise, irritation, etc.) generated during vehicle operation. Such vibrations become significantly more pronounced at high vehicle speeds.

[0008] The purpose of this disclosure is to suppress noise generated during vehicle operation 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 inner surface, and a mounting member disposed on the tire inner surface for mounting electrical equipment. In the aforementioned tire, the composite elastic modulus E of the first rubber composition constituting the mounting member at 70°C is... 1 ratio of the composite elastic modulus E of the second rubber composition constituting the above-mentioned inner liner at 70°C 2. Large.

[0011] This tire configuration allows the inner liner to have a lower hardness than the mounting components, creating a viscoelastic material that makes the inner liner more flexible than the mounting components. Consequently, in this tire where electrical equipment is mounted on the mounting components, vibrations transmitted from the tread to the mounting components and electrical equipment during vehicle operation are attenuated by the inner liner. Furthermore, vibrations transmitted from the mounting components and electrical equipment to the tread are also attenuated by the inner liner. This results in the suppression of noise generated by the load on the mounting components and electrical equipment.

[0012] The effects of the invention

[0013] 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 during vehicle operation. 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 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.

[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 (an example of the tire body portion of this disclosure) 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 an area whose center coincides with the equatorial plane CL1, and whose ratio corresponds to the ground contact width in the contact area of ​​the tread portion 2 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, oils, resins such as phenolic resins, processing aids, stearic acid, zinc oxide, sulfur, 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 composition 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 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 the sheet processability and air-blocking properties are not well balanced. 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 the air-blocking properties of the vulcanized rubber are not sufficiently obtained.

[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). Any one of these rubber materials can be used alone, or two or more rubber materials can 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., among which carbon black and silica are preferably used 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.

[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 includes a plasticizer (softener). Examples of plasticizers include resin components, oils, liquid rubbers, and ester-based plasticizers. They can be used alone or in combination of two or more. In particular, oils and resin components are preferred as plasticizers.

[0060] 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.

[0061] 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.

[0062] Furthermore, the rubber composition constituting the inner liner 7 preferably contains a resin component as needed. The resin component can be a solid or a liquid at room temperature, 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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).

[0068] 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.

[0069] 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.

[0070] 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.

[0071] "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.

[0072] "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.

[0073] "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.

[0074] There are no particular limitations on the acrylic resin used; for example, solvent-free acrylic resins can be used.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] The rubber composition constituting the inner liner 7 preferably includes a processing aid. There are no particular limitations on the processing aid, as long as it is a processing aid commonly used in the tire industry; for example, fatty acid metal salts, fatty acid amides, amide esters, silica surfactants, fatty acid esters, mixtures of fatty acid metal salts and amide esters, and mixtures of fatty acid metal salts and fatty acid amides can be used. These can be used alone or in combination of two or more. Among these, fatty acid metal salts, amide esters, mixtures of fatty acid metal salts and amide esters or fatty acid amides are preferred, and mixtures of fatty acid metal salts and fatty acid amides are particularly preferred.

[0081] The fatty acids constituting the fatty acid metal salts are not particularly limited, and examples include saturated or unsaturated fatty acids (preferably saturated or unsaturated fatty acids with 6 to 28 carbon atoms (more preferably 10 to 25 carbon atoms, and even more preferably 14 to 20 carbon atoms)). Examples include lauric acid, myristic acid, palmitic acid, stearic acid, oleic acid, linoleic acid, linolenic acid, arachidic acid, behenic acid, and nervonic acid. One or more of these can be used. Among them, saturated fatty acids are preferred, and saturated fatty acids with 14 to 20 carbon atoms are more preferred.

[0082] Examples of metals that constitute fatty acid metal salts include alkali metals such as potassium and sodium, alkaline earth metals such as magnesium, calcium, and barium, zinc, nickel, and molybdenum. Among these, zinc and calcium are preferred, and zinc is more preferred.

[0083] As a fatty acid amide, it can be either a saturated or unsaturated fatty acid amide. Examples of saturated fatty acid amides include N-(1-oxooctadecyl)sarcosine, stearamide, and behenamide. Examples of unsaturated fatty acid amides include oleamide and erucamide.

[0084] Specific examples of mixtures of fatty acid metal salts and fatty acid amides include WB16 manufactured by Struktol, which is a mixture of fatty acid calcium and fatty acid amide.

[0085] The content of the processing aid relative to 100 parts by weight of the rubber component is preferably 0.1 parts by weight or more, more preferably 0.5 parts by weight or more, and even more preferably 1 part by weight or more. Furthermore, this content is preferably 10 parts by weight or less, more preferably 5 parts by weight or less.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] In this embodiment, the inner liner 7 has a composite elastic modulus E at 70°C compared to the rubber composition constituting the mounting member 10 (the first rubber composition). It is composed of a small rubber composition. That is, the composite elastic modulus E of the rubber composition constituting the inner liner 7 at 70°C. 2. The composite elastic modulus E of the rubber composition constituting the mounting component 10 at 70°C 1. Small. The effects resulting from this composition will be discussed later.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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 reinforcing agents such as carbon black and silica, antioxidants, vulcanization accelerators, plasticizers, and other additives. Of course, the rubber components constituting the mounting component 10 can be the same as those of 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 components of the mounting component 10 may be different from those of the inner liner 7, for example, a rubber component mainly comprising butadiene rubber (BR) with a low glass transition temperature (Tg) and excellent low-temperature properties, and acrylonitrile butadiene rubber (NBR) with 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 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.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] Mounting member 10 only needs to have the elasticity to maintain the aforementioned electronic device, and the composite elastic modulus E of the rubber composition of mounting member 10 at 70°C is... Preferably, for example, 4.5 MPa.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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 A diagram showing other components of mounting member 10 is provided. 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 4B The 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.

[0122] However, with the mounting member 10, which houses the aforementioned electrical equipment, located on the inner surface 7A of the tire 1, there is a concern that vibrations transmitted from the road surface to the tire 1 during vehicle operation will propagate to the tread portion 2, and then to the mounting member 10 and the electrical equipment. Furthermore, there is a concern that the electrical equipment may vibrate within the tire 1. Additionally, with each revolution of the tire 1, the mounting member 10 periodically contacts the road surface via the tread portion 2, and the load on the mounting member 10 and the electrical equipment is periodically transferred to the road surface via the tread portion 2. Therefore, there is a concern that the tread portion 2 may experience periodic vibrations. Vibrations transmitted from the tread portion 2 to the mounting member 10 and the electrical equipment, and vice versa, are both sources of noise generated during vehicle operation, and there is a concern that these vibrations may be perceived as unpleasant noise by the vehicle's occupants. Such vibrations become particularly noticeable at high speeds.

[0123] In contrast, in this embodiment, the temperature of the inner side of the tire 1 reaches approximately 70°C when traveling at high speed on a dry road surface. Therefore, the composite elastic modulus E of the mounting member 10 at 70°C is higher than that of the rubber composition constituting the inner liner 7. It is composed of a large rubber composition. That is, the composite elastic modulus E of the rubber composition constituting the mounting member 10 at 70°C. 1. The composite elastic modulus E of the rubber composition constituting the inner liner 7 at 70°C 2. Large. In other words, the composite elastic modulus E of the mounting component 10. The composite elastic modulus E of 1 and inner lining layer 7 There is E between 2 1-E The relationship is 2 > 0.

[0124] 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. Preferably, the composite elastic modulus E of the rubber composition constituting the inner liner 7 at 70°C is... 2. Therefore, the inner liner 7 can be made into a softer viscoelastic material compared to the mounting member 10. Thus, it is believed that in the tire 1 on which the above-mentioned electrical equipment is mounted on the mounting member 10, when the vehicle is in motion, the vibration transmitted from the tread 2 to the mounting member 10 and the above-mentioned electrical equipment is attenuated by the inner liner 7, and furthermore, the vibration transmitted from the mounting member 10 and the above-mentioned electrical equipment to the tread 2 is attenuated by the inner liner 7.

[0125] As a result, vehicle noise caused by the load of the mounting member 10 and the aforementioned electrical equipment can be suppressed during vehicle operation. In particular, noise at high speeds exceeding 80 km / h can be effectively suppressed. Furthermore, since vibrations caused by the load of the mounting member 10 and the aforementioned electrical equipment are suppressed, the vehicle's driving stability is also improved.

[0126] 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.

[0127] Here, the composite elastic modulus E of the mounting component 10 at 70°C is... The composite elastic modulus E of 1 and inner lining layer 7 at 70°C The difference ΔE between 2 (=E 1-E 2) Preferably less than 0.25 MPa. If the inner liner 7 becomes too soft relative to the mounting member 10, the vibration transmitted from the tread 2 may sometimes increase instead of being attenuated in the inner liner 7. In this case, there is a concern that it may contribute to the aforementioned noise. Furthermore, there is a concern that the mounting member 10 and the aforementioned electrical equipment may malfunction due to vibration. Therefore, the aforementioned difference ΔE Preferably, it is within a range that can produce a noise suppression effect when the vehicle is in motion, specifically, preferably less than 0.25 MPa.

[0128] Generally speaking, the composite elastic modulus E 1 and E 2. Adjustments can be made by changing the type and amount of rubber components, the type, shape, and amount of fillers (reinforcing agents) such as carbon black and silica, and the type and amount of other additives. In this embodiment, in addition to the type and amount of each raw material in each rubber composition constituting the inner liner 7 and the mounting member 10, the type and shape of the reinforcing agents can be appropriately changed to satisfy E. 1-E The relationship is 2 > 0.

[0129] Furthermore, in the tire 1 of this embodiment, the loss tangent tanδ (=E” / E’) of the rubber composition constituting the inner liner 7 at 70°C is preferably 0.26 or less. Hereinafter, the loss tangent tanδ of the inner liner 7 at 70°C will be expressed as tanδ·70°C.

[0130] Furthermore, the loss tangent tanδ·70°C of the rubber composition constituting the inner liner layer 7 is more preferably 0.13 or less. The lower limit of the aforementioned loss tangent tanδ·70°C for the inner liner layer 7 is not limited, but a lower value is more preferred.

[0131] In addition, the loss tangent tanδ·70℃ mentioned above is the measured value of the test piece of the mounting component 10 and the inner lining layer 7 measured by a specified viscoelastic tester (viscoelastic measuring device). For example, it can be measured under the following conditions: measurement temperature 70℃, initial strain 10%, dynamic strain ±2.5%, frequency 10Hz, and elongation deformation mode.

[0132] 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.

[0133] In order to dampen vibrations in the inner liner 7, the thickness d from the inner side surface of the tire carcass 6 to the inner side surface of the inner liner 7 (refer to...) Figure 2 The thickness d is preferably 0.6 mm or more. When an insulating layer or other intervening member is provided between the tire carcass 6 and the inner liner 7, the aforementioned thickness d is the sum of the thickness of that intervening member and the thickness of the inner liner 7. Furthermore, when no such intervening member is provided, the aforementioned thickness d is the thickness of the inner liner 7. The minimum thickness d is 0.6 mm. In general, the aforementioned thickness d in a pneumatic tire can be determined according to the type of inner liner, the purpose of the pneumatic tire, and its type. If the aforementioned thickness d is too thin, sufficient attenuation will not be achieved; therefore, as described above, the aforementioned thickness d is preferably 0.6 mm or more. Furthermore, the upper limit of the aforementioned thickness d is not limited; generally, it is set to the upper limit of an achievable range (1.0 mm for passenger cars and 2.0 mm for large vehicles).

[0134] In particular, in this embodiment, as described above, the loss tangent tanδ·70° of the inner liner layer 7 is 0.26 or less, more preferably 0.13 or less. Therefore, the loss modulus E (viscous term) can be reduced relative to the storage modulus E' (elastic term) of the rubber composition of the inner liner layer 7, suppressing heat generation in the inner liner layer 7. Consequently, the inner liner layer 7 is less prone to softening, resulting in suppressed vibrations in the inner liner layer 7 and less noise generation during vehicle operation. Furthermore, the inner liner layer 7 is less prone to softening, making it easier to adjust the thickness of the inner liner layer 7 in the direction of dimensional enlargement.

[0135] Furthermore, in this embodiment, the tire 1 is configured such that the inner liner 7 is attached to the inner side of the tire body 6. Therefore, the thickness of the inner liner 7 is set to 0.6 mm or more. However, for example, if a different rubber layer is provided between the inner side of the tire body 6 and the inner liner 7, it is preferable to adjust the thickness of the other rubber layers and the inner liner 7 in such a way that the thickness from the inner side of the tire body 6 to the inner surface 7A of the inner liner 7 is 0.6 mm or more.

[0136] 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 inner liner 7. That is, there is a relationship of T2-T1 > 0 between the glass transition temperature T1 of the mounting member 10 and the glass transition temperature T2 of the inner liner 7.

[0137] In the tire 1 of this embodiment, the difference ΔT (=T2-T1) between the glass transition temperature T2 of the inner liner 7 and the glass transition temperature T1 of the mounting member 10 is preferably in the range of greater than 0°C and less than 20°C, and further preferably in the range of more than 2°C and less than 4°C. For example, if the glass transition temperature T1 of the mounting member 10 is -22°C, then the glass transition temperature T2 of the inner liner 7 is preferably a temperature in the range of -20°C to -18°C.

[0138] The glass transition temperature (Tg) of a typical inner liner is around -60°C. In contrast, as in this embodiment, the glass transition temperature (T2) of the inner liner 7 is higher than the usual value (-60°C). Therefore, in this embodiment, the glass transition temperature (T1) of the mounting member 10 is lower than the glass transition temperature (T2) of the inner liner 7. Consequently, when the tire temperature rises to approximately 70°C during vehicle operation, the inner liner 7 is less likely to soften compared to the mounting member 10, thus suppressing vibrations within the inner liner 7. This further suppresses noise generated during tire rotation.

[0139] Generally, the glass transition temperatures T1 and T2 can be adjusted by changing the type and amount of the rubber material used, or by changing the reinforcing agent. In this embodiment, by changing the amount of the reinforcing agent, the glass transition temperatures T1 and T2 can be adjusted to any value.

[0140] Furthermore, in this embodiment, as described above, the mounting member 10 is fixed to 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, the noise caused by the load on the mounting member 10 and the electronic components during vehicle operation is generated only by the tire crown land portion 24A, thereby suppressing the noise caused by the aforementioned load.

[0141] If the mounting member 10 is positioned in the inner surface 7A corresponding to the main groove 22, the aforementioned load acts on the two land portions 24 on both sides of the width direction D1, which are arranged to clamp the main groove 22. In this case, there is a concern that noise caused by the aforementioned load will be generated from each land portion 24 during vehicle operation, and the combined sound waves of these noises will produce a higher screeching sound. In contrast, in the tire 1 of this embodiment, the mounting member 10 is fixed to the mounting area A1, and therefore such noise is not generated.

[0142] 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.

[0143] 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 to 3, each embodiment of the tire 1 of this embodiment will be described while showing comparative examples.

[0144] <Example>

[0145] The tires of Examples 1 to 17 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.

[0146] The various compounding materials used in the rubber composition constituting the inner liner 7 and the mounting component 10 are as follows.

[0147] (1) Rubber materials

[0148] (a) IIR: Bromobutyl 2222 manufactured by ExxonMobil

[0149] (2) Additives

[0150] (a) Reinforcing agent (carbon black): DIABLACK N220 manufactured by Mitsubishi Chemical Co., Ltd.

[0151] (b) Oil: Process X-260 manufactured by ENEOS Co., Ltd.

[0152] (c) Resin A1: YS resin PX1150N manufactured by Yasuhara Chemical Co., Ltd.

[0153] (d) Resin A2: SYLVATRAXX 4401 (α-methylstyrene resin) manufactured by Arizona Chemical Company.

[0154] (e) Processing aids: PROMIX 400 manufactured by Flow Polymers

[0155] (f) Stearic acid: Camellia oil produced by Nippon Oil Co., Ltd.

[0156] (g) Zinc oxide: Two types of zinc oxide produced by Mitsui Metals Mining Co., Ltd.

[0157] (h) Vulcanization accelerator: Nocceler CZ-G (CBS) manufactured by Ouchi Shinsei Chemical Co., Ltd.

[0158] Furthermore, the tires of Examples 1-17 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 in the mounting area A1 corresponding to the land portion 24A of the tire crown in the inner surface 7A of the tire.

[0159] Table 1 shows the fit information R1 to R15 for the inner liner 7 and the fit information R21 and R22 for the mounting components 10 of each tire in Examples 1 to 17 and Comparative Examples 1 to 5. Each fit information R1 to R15, R21, and R22 includes the blending ratio and specified physical property values ​​of the rubber composition of the corresponding component.

[0160]

[0161] As shown in Table 1, the compounding information R1-R15, R21, and R22 displays the compounding ratios of three rubber materials and nine additives, as well as the property values ​​of five physical properties. Here, the compounding ratios are expressed as parts by mass of each raw material (rubber material and additives). Specifically, the compounding ratio of each raw material represents the proportion of each raw material (parts by mass) when the total mass of the rubber component formed from one or more rubber materials is set to 100. The units used for the compounding ratios are expressed in phr (per hundred rubber). Furthermore, the physical properties shown in Table 1 are the composite elastic modulus E at 70°C. The loss tangent tanδ at 70℃ and the composite elastic modulus E at 0℃. Five values ​​are considered: the loss tangent tanδ·0℃ at 0℃ and the glass transition temperature Tg.

[0162] 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 R15), and mixed for 4 minutes at approximately 130°C using a specified mixer. Next, sulfur and vulcanization accelerators were added to the resulting compound according to the proportions shown in Table 1 and mixed in to obtain an unvulcanized rubber composition. The unvulcanized rubber composition obtained in this way was stretched and wound onto a drum or the like to form a sheet member for the inner liner 7. After the sheet member was attached as the inner liner 7 to a tire forming machine, it was bonded together with the tread portion 2 and other tire components to form an unvulcanized tire. The unvulcanized tire was then subjected to pressure vulcanization at 170°C for 10 minutes to produce a test tire (tire size: 205 / 55R16 91V, maximum load capacity: 615 kg).

[0163] Furthermore, the mounting component 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 R21 or R22 in Table 1, and 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 component 10 and vulcanized at a temperature of 170°C for 10 minutes to manufacture the mounting component 10.

[0164] 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.

[0165] 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, in a temperature environment of 0°C or 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, in a temperature environment of 0°C or 70°C. Additionally, for each measurement of the same rubber composition, the average value of multiple measurements is calculated and recorded.

[0166] Furthermore, the glass transition temperature Tg shown in Table 1 is for test pieces with the same composition as the rubber composition of the inner liner 7 and the same composition as the rubber composition of the mounting member 10. For each test piece, the values ​​were determined using the following method. For the test pieces of the inner liner 7 and the mounting member 10, an EPLEXOR (registered trademark) viscoelasticity measuring device manufactured by GABO GmbH (Germany) was used. Under the conditions of a frequency of 10 Hz, an initial strain of 10%, an amplitude of ±0.5%, and a heating rate of 2 °C / min, the loss tangent tanδ was measured at each temperature within a specified measurement temperature range. A temperature distribution curve of the measured loss tangent tanδ, with the temperature at the time of measurement as a variable, was obtained. The peak temperature corresponding to the peak position (the position where the measured value of the loss tangent tanδ is the largest) in the obtained temperature distribution curve was set as the aforementioned glass transition temperature Tg. Additionally, the aforementioned measurement temperature range was set from -60 °C to 40 °C.

[0167] Table 2 shows the above-mentioned fit information of the inner liner 7 and mounting member 10 of each tire in Examples 1-6 and Comparative Examples 1-5, as well as the composite elastic modulus E of each inner liner 7 and mounting member 10. The difference ΔE (=E 1-E 2) The loss tangent tanδ·70°C of the rubber composition of the inner liner 7, the thickness d including the thickness of the inner liner 7, the thickness of the mounting member 10, the difference in glass transition temperatures ΔT (=T2-T1), and the noise-related evaluation values ​​during vehicle operation (hereinafter referred to as noise evaluation values). In each embodiment and comparative example, the thickness of the mounting member 10 is set to 6.0 mm.

[0168]

[0169] 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.

[0170] As shown in Table 2, in Example 1, 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 inner liner layer 7 2. In contrast, among Comparative Examples 1 to 5, 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 inner liner layer 7 2. In the case of comparing Example 1 with Comparative Examples 1 to 5, although the above-mentioned difference ΔE There are differences in other aspects as well, but the noise evaluation value of Example 1 is higher than that of any of Comparative Examples 1 to 5. That is, the tire of Example 1 generates less noise when the vehicle is in motion compared to the tires of any of Comparative Examples 1 to 5. This can be understood as being due to the aforementioned difference ΔE in Example 1. It is positive (+), that is, the composite elastic modulus E of the mounting component 10 is positive. The composite elastic modulus E of the inner liner layer 7 2. Large.

[0171] Furthermore, compared to Example 1, Example 2 shows the above-mentioned difference ΔE The loss angle tangent tanδ·70℃ is small. Therefore, it can be understood that the noise evaluation value of Example 2 is higher than that of Example 1, and the tire of Example 2 generates less noise when the vehicle is in motion compared to the tire of Example 1. In addition, in Examples 1 and 2, the difference ΔT is negative (−), so the glass transition temperature T2 of the inner liner 7 is lower than that of the mounting member 10.

[0172] Furthermore, compared to Example 2, Example 3 shows the above-mentioned difference ΔE As the value increases further, the loss angle tangent tanδ·70°C decreases further. Therefore, it can be understood that the noise evaluation value of Example 3 is higher than that of Example 2, and the tire of Example 3 generates less noise during vehicle operation compared to the tire of Example 2. In addition, in Examples 2 and 3, the difference ΔT is negative (−), therefore the glass transition temperature T2 of the inner liner 7 is lower than that of the mounting member 10.

[0173] Furthermore, the only difference between Comparative Example 3 and Comparative Example 4 is the thickness d mentioned above; the other components and standards are essentially the same. Comparing Comparative Examples 3 and 4, Comparative Example 4, with its larger thickness d, has a higher noise evaluation value. Therefore, it can be understood that a larger thickness d results in a higher attenuation effect in the inner liner 7, and a higher suppression effect on noise generated during vehicle operation.

[0174] Furthermore, when comparing Comparative Example 4 and Comparative Example 5, the difference ΔT is significantly different. Although the loss tangent tanδ·70°C is slightly different, they are essentially the same value, and other components and standards are substantially the same. When comparing Comparative Examples 4 and 5, the difference ΔT is positive (+). Therefore, in Comparative Example 5, the glass transition temperature T2 of the inner liner 7 is higher than the glass transition temperature T1 of the mounting member 10, resulting in a higher noise evaluation value. Therefore, it can be understood that when the glass transition temperature T2 of the inner liner 7 is high, the attenuation effect in the inner liner 7 is high, and the noise suppression effect generated during vehicle operation is high.

[0175] Furthermore, compared to Examples 1, 2, and 3, Examples 4, 5, and 6 use mounting components with different mating information. Specifically, the mating information of the mounting components in Examples 1, 2, and 3 is R21, while the mating information of the mounting components in Examples 4, 5, and 6 is R22. As shown in Table 2, it can be understood that even Examples 4, 5, and 6, which use mounting components with mating information R22, obtain the same noise evaluation value as Examples 1, 2, and 3.

[0176] Table 3 shows the above-mentioned fit information of the inner liner 7 and each component of the mounting member 10 in each of Examples 7 to 17, and the composite elastic modulus E of each component of the inner liner 7 and the mounting member 10. The difference ΔE (=E 1-E 2) The loss tangent tanδ·70°C of the inner liner 7, the thickness d, the thickness of the mounting member 10, the difference in glass transition temperatures ΔT (=T2-T1), and the noise-related evaluation values ​​during vehicle operation (hereinafter referred to as noise evaluation values). In each embodiment, the thickness of the mounting member 10 is set to 6.0 mm.

[0177]

[0178] In addition, the noise evaluation values ​​shown in Table 3 were calculated using the same method as those shown in Table 2.

[0179] As shown in Table 3, Example 7 differs from Example 1 only in thickness d; the other components and standards are essentially the same. Specifically, the thickness d in Example 7 is 0.6 mm, which is 0.2 mm larger than the thickness d (=0.4 mm) in Example 1. Comparing Example 7 with Example 1, Example 7, with its larger thickness d, has a higher noise rating than Example 1. Therefore, it can be understood that a larger thickness d results in a higher attenuation effect in the inner liner 7, leading to a higher suppression effect on noise generated during vehicle operation.

[0180] Furthermore, compared to Example 2, Example 8 differs only in the thickness d; the other components and standards are essentially the same. Specifically, the thickness d in Example 8 is 0.6 mm, which is 0.2 mm larger than the thickness d (=0.4 mm) of the inner liner 7 in Example 2. Comparing Example 8 with Example 2, Example 8, with its larger thickness d, has a higher noise evaluation value than Example 2, and an even higher noise evaluation value than Example 7. Therefore, it can be understood that a larger thickness d results in a higher attenuation effect in the inner liner 7, leading to a higher suppression effect on noise generated during vehicle operation.

[0181] Furthermore, compared to Example 3, Example 9 differs only in the thickness d; the other components and standards are essentially the same. Specifically, the thickness d in Example 9 is 0.6 mm, which is 0.2 mm larger than the thickness d (=0.4 mm) in Example 3. Comparing Example 9 with Example 3, Example 9, with its larger thickness d, has a higher noise evaluation value than Example 3, and an even higher noise evaluation value than Example 8. Therefore, it can be understood that a larger thickness d results in a higher attenuation effect in the inner liner 7, leading to a higher suppression effect on noise generated during vehicle operation.

[0182] Compared to Example 1, Example 10 differs only in the aforementioned difference ΔT; the other components and standards are essentially the same. Specifically, in Example 10, the difference ΔT is +2.0, meaning the glass transition temperature T2 of the inner liner 7 is 2°C higher than the glass transition temperature T1 of the mounting member 10. In contrast, in Example 1, the difference ΔT is -3.0, and the glass transition temperature T2 of the inner liner 7 is 3°C lower than the glass transition temperature T1 of the mounting member 10. Comparing Example 10 with Example 1, Example 10 has a higher noise rating. Therefore, it can be understood that when the glass transition temperature T2 of the inner liner 7 is higher than the glass transition temperature T1 of the mounting member 10, the attenuation effect in the inner liner 7 is higher, and the noise suppression effect during vehicle operation is higher.

[0183] Compared to Example 2, Example 11 differs only in the aforementioned difference ΔT; the other components and standards are essentially the same. Specifically, in Example 11, the difference ΔT is +3.0, meaning the glass transition temperature T2 of the inner liner 7 is 3°C higher than the glass transition temperature T1 of the mounting member 10. In contrast, in Example 2, the difference ΔT is -2.0, and the glass transition temperature T2 of the inner liner 7 is 2°C lower than the glass transition temperature T1 of the mounting member 10. Comparing Example 11 with Example 2, Example 11 has a higher noise evaluation value than Example 2, and an even higher noise evaluation value than Example 10. Therefore, it can be understood that when the glass transition temperature T2 of the inner liner 7 is higher than the glass transition temperature T1 of the mounting member 10, the attenuation effect in the inner liner 7 is higher, and the noise suppression effect during vehicle operation is higher.

[0184] Compared to Example 3, Example 12 differs only in the aforementioned difference ΔT; the other components and standards are essentially the same. Specifically, in Example 12, the difference ΔT is +4.0, meaning the glass transition temperature T2 of the inner liner 7 is 4°C higher than the glass transition temperature T1 of the mounting member 10. In contrast, in Example 3, the difference ΔT is -1.0, and the glass transition temperature T2 of the inner liner 7 is 1°C lower than the glass transition temperature T1 of the mounting member 10. Comparing Example 12 with Example 3, Example 12 has a higher noise evaluation value than Example 3, and an even higher noise evaluation value than Example 11. Therefore, it can be understood that when the glass transition temperature T2 of the inner liner 7 is higher than the glass transition temperature T1 of the mounting member 10, the attenuation effect in the inner liner 7 is higher, and the noise suppression effect generated during vehicle operation is higher.

[0185] Compared to Example 3, Example 13 differs only in the aforementioned difference ΔT; the other components and standards are essentially the same. Specifically, the aforementioned difference ΔT in Example 13 is +10.0, meaning that the glass transition temperature T2 of the inner liner 7 is 10°C higher than the glass transition temperature T1 of the mounting member 10. Furthermore, compared to Example 3, Example 14 differs only in the aforementioned difference ΔT; the other components and standards are essentially the same. Specifically, the aforementioned difference ΔT in Example 14 is +20.0, meaning that the glass transition temperature T2 of the inner liner 7 is 20°C higher than the glass transition temperature T1 of the mounting member 10. If Examples 13 and 14 are compared to Example 3, ΔT is larger in Examples 13 and 14, and the noise evaluation value is the same as in Example 9. Therefore, it can be understood that when the glass transition temperature T2 of the inner liner 7 is higher than the glass transition temperature T1 of the mounting member 10, the attenuation effect in the inner liner 7 is higher, and the noise suppression effect during vehicle operation is higher.

[0186] Compared to Example 14, Example 15 differs only in the aforementioned difference ΔT; the other components and standards are essentially the same. Specifically, the difference ΔT in Example 15 is +21.0, meaning that the glass transition temperature T2 of the inner liner 7 is 21°C higher than the glass transition temperature T1 of the mounting member 10. However, the noise evaluation value of Example 15 is lower than that of Example 14. Therefore, it can be understood that if the glass transition temperature T2 of the inner liner 7 becomes too high compared to the glass transition temperature T1 of the mounting member 10, the noise suppression effect during vehicle operation will decrease. Therefore, the aforementioned difference ΔT is preferably 20°C or less.

[0187] Compared with other examples and comparative examples, Example 16 showed a difference ΔE as described above. The differences are as follows: the maximum value is +2.0, the minimum loss tangent tanδ·70°C is 0.13, the thickness d is 0.6 mm, and the difference ΔT is +4.0. Other components and standards are essentially the same. Compared to other embodiments and comparative examples, Example 16 has the highest noise rating and the best noise suppression effect during vehicle operation.

[0188] Compared with Example 16, Example 17 only differs from Example 16 by the aforementioned difference ΔE. The differences are minor, but the other components and standards are essentially the same. Specifically, the difference ΔE in Example 17 is... The composite elastic modulus E of the mounting component 10 is +2.5 MPa. The composite elastic modulus E of 1 and inner lining layer 7 2 is 2.5 MPa higher than 2. However, the noise evaluation value of Example 17 is lower than that of Example 16. Therefore, it can be understood that if the inner liner 7 becomes too soft relative to the mounting member 10, the noise suppression effect during vehicle operation is reduced. Therefore, the above-mentioned difference ΔE Preferably less than 0.25 MPa.

[0189] The embodiments of this disclosure described above include the following disclosure items (1) to (15).

[0190] This disclosure (1) is a tire comprising a tread portion constituting the tire surface; an inner liner constituting the tire inner surface; and a mounting member disposed on the tire inner surface for mounting electrical equipment. In the tire described above, the composite elastic modulus E of the first rubber composition constituting the mounting member at 70°C is... 1. The composite elastic modulus E of the second rubber composition constituting the above-mentioned inner liner at 70°C was 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 determination was performed under the above-described test conditions. The composite elastic modulus E of the first rubber composition at 70°C was determined. 1. The composite elastic modulus E of the second rubber composition at 70°C. 2. Large.

[0191] Because the tire is constructed in this way, the hardness of the inner liner is reduced compared to the hardness of the mounting component, making the inner liner a softer viscoelastic material compared to the mounting component. Therefore, in the tire where electrical equipment is mounted on the mounting component, vibrations transmitted from the tread to the mounting component and electrical equipment during vehicle operation are attenuated by the inner liner. Furthermore, vibrations transmitted from the mounting component and electrical equipment to the tread are also attenuated by the inner liner. As a result, noise generated by the load on the mounting component and electrical equipment can be suppressed.

[0192] In this disclosure (2), in the tire of this disclosure (1), the composite elastic modulus E of the first rubber composition at 70°C is... 1. The composite elastic modulus E of the above-mentioned second rubber composition at 70°C The difference between 2 and 3 is less than 0.25 MPa.

[0193] If the stiffness of the inner liner is too low relative to the mounting components, there is a concern that vibrations transmitted from the tread will not be attenuated by the inner liner and may even increase, contributing to vehicle noise during driving. Furthermore, there is a concern that electrical equipment mounted on the mounting components may malfunction due to vibration. Therefore, the composite elastic modulus E... The difference is preferably within the range that the above-mentioned noise suppression effect can produce, specifically, preferably less than 0.25 MPa.

[0194] In this disclosure (3), in the tire of this disclosure (1) or (2), the loss tangent tanδ of the second rubber composition constituting the inner liner at 70°C is 0.26 or less. Here, the loss tangent tanδ of the second rubber composition at 70°C is measured under the following conditions: 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.

[0195] In this disclosure (4), in the tire of this disclosure (1) or (2), the loss tangent tanδ of the second rubber composition constituting the inner liner at 70°C is 0.13 or less. Here, the loss tangent tanδ of the second rubber composition at 70°C is measured under the following conditions: 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.

[0196] In this disclosure (5), the tire of any one of the present disclosures (1) to (4) further includes a tire body portion disposed on the tread side compared to the inner liner. In this configuration, the thickness from the inner side surface of the tire body portion to the inner side surface of the inner liner is 0.6 mm or more.

[0197] In this disclosure (6), in the tire of any one of disclosures (1) to (5), the glass transition temperature T1 of the first rubber composition of the mounting member is the peak temperature corresponding to the peak position in the temperature distribution curve of the loss tangent tanδ of the first rubber composition, measured under the conditions of a frequency of 10 Hz, an initial strain of 10%, an amplitude of ±0.5%, and a heating rate of 2 °C / min. The glass transition temperature T2 of the second rubber composition of the inner liner is the peak temperature corresponding to the peak position in the temperature distribution curve of the loss tangent tanδ of the second rubber composition, measured under the conditions of a frequency of 10 Hz, an initial strain of 10%, an amplitude of ±0.5%, and a heating rate of 2 °C / min. The glass transition temperature T1 is lower than the glass transition temperature T2.

[0198] In this disclosure (7), in the tire of this disclosure (6), the difference between the glass transition temperature T1 and the glass transition temperature T2 is in the range of greater than 0°C and less than 20°C.

[0199] In this disclosure (8), in any of the tires of this disclosure (1) to (7), 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.

[0200] 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.

[0201] 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.

[0202] 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.

[0203] 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.

[0204] 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.

[0205] This disclosure (14) is a tire of any one of the disclosures (1) to (13), which is a tire for passenger cars.

[0206] 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. The composite elastic modulus E of the first rubber composition constituting the mounting member at 70°C 1. The composite elastic modulus E of the second rubber composition constituting the inner liner at 70°C was 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 determination was carried out under the conditions stated above. The composite elastic modulus E of the first rubber composition at 70°C 1. The composite elastic modulus E of the second rubber composition at 70°C 2 large, The glass transition temperature T1 of the first rubber composition of the mounting component is the peak temperature corresponding to the peak position in the temperature distribution curve of the loss tangent tanδ of the first rubber composition, measured under the conditions of a frequency of 10 Hz, an initial strain of 10%, an amplitude of ±0.5%, and a heating rate of 2 °C / min. The glass transition temperature T2 of the second rubber composition of the inner liner is the peak temperature corresponding to the peak position in the temperature distribution curve of the loss tangent tanδ of the second rubber composition, measured under the conditions of a frequency of 10 Hz, an initial strain of 10%, an amplitude of ±0.5%, and a heating rate of 2 °C / min. The glass transition temperature T1 is lower than the glass transition temperature T2. The difference between the glass transition temperature T1 and the glass transition temperature T2 is greater than 10°C and less than 20°C.

2. The tire according to claim 1, wherein the composite elastic modulus E of the first rubber composition at 70°C The composite elastic modulus E of the first and second rubber compositions at 70°C The difference between 2 and 3 is less than 0.25 MPa.

3. The tire according to claim 1 or 2, wherein the loss tangent tanδ of the second rubber composition constituting the inner liner 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 0.26 or less.

4. The tire according to claim 1 or 2, wherein the loss tangent tanδ of the second rubber composition constituting the inner liner 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.

13.

5. The tire according to claim 1 or 2, further comprising a tire body portion disposed on the tread side compared to the inner liner, wherein the thickness from the inner side surface of the tire body portion to the inner side surface of the inner liner is 0.6 mm or more.

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 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.

8. 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.

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

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

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

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

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

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