TIRES

Abstract

Tire (1) comprising an inner liner layer (33), a carcass layer (32) and a tread section (4), wherein an electronic component (34) is provided between the carcass layer (32) and the inner liner layer (33) in a tire axial direction, a thickness D1 (mm) of the inner liner layer (33), measured on a straight line L having a shortest distance from a center of the electronic component (34) to a tire inner cavity surface in a radial tire cross-section, is greater than 0.4 mm, a thickness DSW (mm) of a sidewall section (3), measured on an extension line of the straight line L to a tire outer surface, is greater than 1 mm, and a loss tangent 70 °C-tanΔ-SW of the sidewall section (3), measured under conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode, and a length LR (mm) of the electronic component (34) in a longitudinal direction satisfy the following equation (Formula 1): 70°C−tanΔ−SW×LR<1.2 where a loss tangent 30°C-tanΔ-TR of the running surface section (4), measured under conditions of a temperature of 30 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode, is 0.25 or less.;

Description

[TECHNICAL FIELD]

[0001] The present invention relates to a tire in which electronic components, such as RFID, are embedded. [STATE OF THE ART]

[0002] In recent years, it has been proposed to embed electronic devices, such as RFID (radio-frequency identification) transponders (hereinafter referred to simply as "RFID"), to record information such as manufacturing / shipping information and driving information of tires and to communicate with the outside world (for example, PTL 1 to 4). [PTL on the state of the art][PTL] [PTL 1] JP 2021-506676 A [PTL 2] JP 2021-514891 A [PTL 3] JP 2021-084510 A [PTL 4] JP 2021-127114 A [SUMMARY OF THE INVENTION][PROBLEM TO BE SOLVED BY THE INVENTION]

[0003] However, since tires are made up of various rubber elements, it is possible that air (oxygen, etc.) gradually permeates these rubber elements. For this reason, there are concerns that oxygen penetrating the rubber could degrade metal parts of electronic components or reduce the adhesion of the electronic components to the surrounding rubber.

[0004] Such deterioration and decrease in the adhesion of the electronic components can lead to the detachment of the electronic components from the rubber element due to impact loads during driving, which can reduce the durability of the tire.

[0005] One object of the present invention is therefore to provide a tire to which an electronic component is attached and which has improved durability during driving. [Means to solve the problem]

[0006] The present invention is a tire with an inner liner layer, a carcass layer and a tread section, wherein an electronic component is provided between the carcass layer and the inner liner layer in a tire axial direction, a thickness D1 (mm) of the inner liner layer, measured on a straight line L, which has the shortest distance from a center of the electronic component to a tire inner cavity surface, in a radial tire cross-section, is more than 0.4 mm, a thickness DSW (mm) of a sidewall section, measured on an extension line of the straight line L to a tire outer surface, is more than 1 mm, and a loss tangent 70 °C-tanδ-SW of the side wall section, measured under conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode, and a length LR (mm) of the electronic component in a longitudinal direction satisfy the following equation (formula 1): 70°C−tanδ−SW×LR<1.2 [EFFECT OF INVENTION]

[0007] According to the present invention, it is possible to improve the durability of a tire to which an electronic component is attached while driving. [BRIEF DESCRIPTION OF DRAWINGS] [ Fig. 1] is a schematic cross-sectional view showing a configuration of a tire according to an embodiment of the present invention. [ Fig.2] is a schematic cross-sectional view showing a configuration of a tire according to an embodiment of the present invention. [ Fig. 3] is a schematic diagram representing a form of an electronic component. [ Fig. Figure 4] is a schematic cross-sectional view showing an embedded position of an electronic component in a comparative example. [ Fig. Figure 5] is a schematic cross-sectional view showing an embedded position of an electronic component in a comparative example. [FORMS OF EXECUTION FOR IMPLEMENTING THE INVENTION][1] Features of the tire according to the present invention

[0008] First, the features of the tire according to the present invention will be explained. 1. Overview

[0009] The tire according to the present invention is a tire comprising an inner liner layer, a carcass layer, and a tread section. An electronic component is provided between the carcass layer and the inner liner layer in an axial direction of the tire. The thickness D1 (mm) of the inner liner layer, measured along a straight line L representing the shortest distance from the center of the electronic component to an inner cavity surface of the tire in a radial tire cross-section, is greater than 0.4 mm. Furthermore, the thickness DSW (mm) of a sidewall section, measured along an extension of the straight line L to an outer surface of the tire, is greater than 1 mm.Furthermore, a loss tangent 70 °C-tanδ-SW of the side wall section, measured under conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode, is satisfied. A length LR (mm) of the electronic component in a longitudinal direction is given by the following (Formula 1): 70°C−tanδ−SW×LR<1.2

[0010] By exhibiting these characteristics, it is possible, as will be described later, to improve the durability of a tire to which an electronic component is attached while driving. 2. Mechanism of effect formation in the tire according to the present invention

[0011] The mechanism of the aforementioned effect in the tire according to the present invention is assumed to be as follows.

[0012] As mentioned above, tires are made up of various rubber elements, and since air (oxygen, etc.) can gradually permeate these rubber elements, the oxygen penetrating the rubber can degrade metal parts of an electronic component or reduce the adhesion of the electronic component to the surrounding rubber. This poses a risk of reducing the tire's lifespan.

[0013] Therefore, in the present invention, an electronic component is provided between the carcass layer and the inner liner layer in order to reduce the influence of air (oxygen) inside and outside the tire.

[0014] In other words, the carcass layer located outside the electronic components has the same rubber elements as the outer layer and is sufficiently far from the tire's outer surface. As a result, it is assumed that the effect of air (oxygen) outside the tire on the electronic components can be reduced.

[0015] Meanwhile, the inner liner layer, which is located inside the electronic components, is an element that prevents air from escaping from an inner cavity of the tire and is originally highly airtight (has a low air permeability coefficient), making it difficult for air to penetrate.

[0016] However, even if the air permeability coefficient of the inner liner layer is small, if the thickness is insufficient, the passage of air cannot be adequately suppressed, and the durability of the tire cannot be sufficiently improved.

[0017] This means that, to improve the tire's durability, it is necessary to consider the air permeability coefficient and the thickness of the inner liner layer, and it is necessary to make the thickness D1 (mm) of the inner liner layer greater than a certain threshold. Based on various investigations, it is considered preferable to set the thickness D1 (mm) of the inner liner layer to more than 0.4 mm. It is further preferably 0.5 mm or more, even more preferably 0.6 mm or more, even more preferably 0.8 mm or more, and even more preferably 1.0 mm or more.

[0018] To improve the tire's durability, it is further necessary to consider the air permeability coefficient and the thickness of the sidewall section, and it is necessary to make the thickness DSW (mm) of the sidewall section greater than a certain threshold. Based on various investigations, it is considered preferable for the thickness DSW (mm) of the sidewall section, measured along the extension of the straight line L to the tire's outer surface, to be greater than 1 mm. It is further preferably 2.0 mm or more, more preferably 2.5 mm or more, and more preferably 3.0 mm or more.

[0019] Furthermore, the present inventors have assumed that the increase in the difference in the amount of deformation that occurs during driving around the electronic components (the difference in the amount of deformation between the sidewall section and the carcass layer) can be suppressed by reducing the phase difference between deformation / recovery in the sidewall section, where the deformation of the tread section is directly transferred.

[0020] In particular, for the sidewall section, the phase difference between deformation and recovery is reduced by decreasing the loss tangent 70 °C tanδ SW, which is measured under conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode. In other words, the loss tangent tanδ is a viscoelastic parameter that indicates energy absorption capacity; a smaller value indicates more energy can be absorbed, thus reducing the phase difference between deformation and recovery. Therefore, it is assumed that the amount of deformation transmitted by the tread section can be reduced.

[0021] The relationship between 70°C tan δ SW and the longitudinal direction length LR (mm) of the electronic component was investigated, and it was assumed that the product of both is preferably less than a certain value. Based on various investigations, it is assumed that by adjusting the product of both (70°C tan δ SW × LR) to less than 1.2, the phase difference between deformation / recovery in the sidewall section is reduced, detachment of electronic components is suppressed, and the durability of electronic components attached to the tire during driving can be improved. This value is further preferably 1.000 or less, more preferably 0.800 or less, more preferably 0.700 or less, more preferably 0.600 or less, more preferably 0.500 or less, and more preferably 0.400 or less.

[0022] As described above, the tire according to the present invention incorporates an electronic component between a carcass layer, which is sufficiently far from the tire's outer surface to reduce the influence of air (oxygen) outside the tire on the electronic components, and an inner liner layer, which is capable of sufficiently suppressing air passage. This effectively suppresses air passage and allows for appropriate control of the thickness D1 of the inner liner layer, the thickness DSW of the sidewall section, and the 70°C tanδ SW × LR. Consequently, it is assumed that it is possible to improve the durability of tires to which an electronic component is attached during driving.

[0023] Above, the loss tangent (tanδ) can be measured, for example, using a viscoelasticity measuring device, such as the “Eplexor (registered trademark)” manufactured by GABO.

[0024] The air permeability coefficient A1 (× 10 -11 cm 3 · cm / (cm 2 · s · cmHg)) of the inner liner layer is a value measured by a differential pressure method according to the method specified in JIS K6275-1:2009 in an environment of 40 °C, and is preferably 20 × 10 -11 cm 3 · cm / (cm 2 · s · cmHg) or less. It is further preferably 17 × 10 -11 cm 3 · cm / (cm 2 · s · cmHg) or less, preferably 15 × 10 -11 cm 3 · cm / (cm 2 · s · cmHg) or less and further preferably 10 × 10 -11 cm 3 · cm / (cm 2 · s · cmHg) or less. [2] Further preferred embodiments of the tire according to the present invention

[0025] The tire according to the present invention can achieve even greater effects by using the following embodiments. 1. Loss tangent of tread section

[0026] In the present invention, the loss tangent 30°C-tanδ-TR of the tread section, measured under conditions of a temperature of 30°C, a frequency of 10 Hz, an initial elongation of 5%, a dynamic strain rate of 1%, and a tensile deformation mode, is preferably 0.25 or less, more preferably 0.20 or less, and even more preferably 0.15 or less. By setting the 30°C-tanδ-TR to a small value, it is possible to sufficiently maintain the stiffness of the tread section and absorb energy during driving, thereby reducing the occurrence of deformation in the carcass layer and clinching, and reducing the amount of deformation around the electronic component. Consequently, it is assumed that the durability of the tire to which an electronic component is attached can be further improved during driving.

[0027] As mentioned above, the loss tangent (tanδ) is a viscoelastic parameter that indicates energy absorption capacity. A larger value means more energy is absorbed, more heat is generated, and more deformation occurs. Therefore, by setting the 30°C tanδ-TR to a small value, the tread maintains sufficient stiffness to absorb energy during driving. Consequently, it is believed that the occurrence of deformation in the carcass layer and at the clinch can be reduced, the amount of deformation around the electronic component can be further reduced, and the durability of tires with an electronic component attached during driving can be further improved.

[0028] At this time, the loss tangent 0 °C-tanδ-TR of the tread section, measured under conditions of a temperature of 0 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode, is preferably 0.50 or more, and more preferably 0.65 or more. In this way, by increasing the loss tangent tanδ at low temperatures, it is possible to absorb vibrations with a higher frequency than rolling on a tire surface during driving. It is assumed that, as a result, the amount of deformation around the electronic component is further reduced, and the durability of tires to which an electronic component is attached can be further improved while driving.

[0029] It should be noted that the “tread section” refers to an element within a region forming the contact patch of a tire and to a section outside, in a tire radial direction, of an element containing a fibrous material such as a carcass, a belt ply, and a belt reinforcement ply. The tread section may consist of only one layer of rubber surface material, may consist of two layers by providing a rubber base layer within the rubber surface material, may consist of three layers, or may consist of four or more layers. In this case, the thickness of the rubber surface material over the entire tread section is preferably 10% or more. It should be noted that the thickness of the rubber surface material over the entire tread section is further preferably 70% or more.

[0030] The thickness of the rubber cover layer and the thickness of the rubber base layer described above can be calculated by adding the thickness of the rubber cover layer and the thickness of the rubber base layer to the thickness of the tread section, which is measured with the bead section aligned to a standardized rim width in a cross-section cut in the radial direction of the tire.

[0031] Here, the "standardized rim" is a rim defined for each tire within a standard system that includes a standard on which the tire is based. For example, in the case of JATMA (Japan Automobile Tire Association), it is the standard rim in applicable sizes described in JATMA's "JATMA YEAR BOOK"; in the case of ETRTO (The European Tire and Rim Technical Organization), it is the "Measuring Rim" described in the "STANDARDS MANUAL"; and in the case of TRA (The Tire and Rim Association, Inc.), it is the "Design Rim" described in its "YEAR BOOK." References are made to JATMA, ETRTO, and TRA in that order, and if an applicable size exists at the time of reference, that standard is followed.In the case of tires not specified in the standard, it refers to a rim that can be mounted and can maintain internal pressure, that is, the rim that does not cause air leakage between the rim and the tire and has the smallest rim diameter and then the narrowest rim width. 2. Tire weight and maximum load capacity

[0032] In the present invention, the ratio of a tire weight (kg) to a maximum load capacity (kg) of the tire (tire weight / maximum load capacity) is preferably less than 0.0150, more preferably 0.0149 or less, even more preferably 0.0148 or less, even more preferably 0.0146 or less, even more preferably 0.0145 or less, even more preferably 0.0142 or less, even more preferably 0.0141 or less, even more preferably 0.0140 or less, even more preferably 0.0139 or less, even more preferably 0.0136 or less, even more preferably 0.0135 or less, even more preferably less than 0.0135, even more preferably 0.0133 or less and even more preferably 0.0132 or less.In this way, tires with a low weight compared to their maximum load capacity have relatively thin rubber, making it possible to sufficiently suppress the temperature rise of the entire tire and reduce the amount of deformation, and it is assumed that the durability of tires to which an electronic component is attached during driving can be further improved.

[0033] It should be noted that the above “tire weight (kg)” refers to the weight of the tire alone, excluding the weight of the rim.

[0034] And "maximum load capacity (kg)" can be determined as WL from the formula described below, where tire cross-sectional width, measured in a standardized condition, is Wt (mm), tire cross-sectional height is Ht (mm), and tire outer diameter is Dt (mm). Here, the tire cross-sectional width Wt is the maximum width between the outer surfaces of sidewalls in a standardized condition, excluding any patterns or lettering on the tire's sidewall. The tire cross-sectional height Ht is half the difference between the tire's outer diameter and the nominal diameter of a rim. V={(Dt / 2)2−(Dt / 2−Ht)2}×π×Wt WL=0.000011×V+100

[0035] In the description above, the term "standardized condition" refers to a state in which the tire is mounted on a standardized rim, inflated to a standardized internal pressure, and is not under any load. It should be noted that "standardized internal pressure" is the air pressure specified for each tire by each standard in the standard system that contains the standard on which a tire is based. For JATMA, it is the maximum air pressure; for ETRTO, it is "inflation pressure"; and for TRA, it is the maximum value described in the table "Tire Load Limits at Various Cold Inflation Pressures." Reference is made to JATMA, ETRTO, and TRA in the same order as for standardized rims, and if an applicable size exists at the time of reference, that standard is followed.Furthermore, in the case of a tire not defined in the standard, it is the standardized internal pressure (but 250 kPa or more) of another tire size (specified in the standard) for which the standardized rim is described as the standard rim. If several standardized internal pressures of 250 kPa or more are listed, the lowest value is used. 3. Relationship between inner liner layer thickness and loss tangent

[0036] When a tire is in motion, each component generates heat due to deformation, such as rolling, and the temperature rises. As the air inside the tire expands with increasing temperature, the air pressure increases, making it easier for air to enter the tire.

[0037] Furthermore, molecular movement in the inner liner layer becomes more active as the temperature rises, and steric hindrance, which inhibits the penetration of air, decreases, allowing air to penetrate the tire interior more easily.

[0038] To suppress such a temperature rise in the inner liner layer, the present inventors have assumed that the thickness of the inner liner layer must be at least a certain level relative to the loss tangent (tanδ), which is a viscoelastic parameter that indicates energy absorption capacity and is also a heat generation parameter. In other words, it was assumed that if the inner liner layer has a sufficient thickness, even if the loss tangent (tanδ) becomes somewhat large, the temperature rise of the inner liner layer can be suppressed, the ingress of air into the electronic components can be suppressed, and the durability of tires to which an electronic component is attached can be improved during driving.

[0039] Based on various investigations, it is assumed that if the ratio (D1 / 70 °C-tanδ-IL), which is the ratio of the thickness D1 (mm) of the inner liner layer to the loss tangent (70 °C-tanδ-IL) of the inner liner, measured under conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode, is 1.5 or greater, the temperature rise of the inner liner layer can be suppressed and it is possible to prevent air from penetrating the electronic components. This is considered further advantageous because the durability of the tire to which an electronic component is attached can be improved during driving.The ratio is preferably 1.79 or more, even more preferably 2.08 or more, even more preferably 3.33 or more, even more preferably 3.57 or more, even more preferably 4.44 or more and even more preferably 5.56 or more. 4. Relationship between tire shape and the air permeability coefficient of the inner liner layer (1) In the context of tire shape, the ratio (D2 / H) of a direct distance D2 (mm) in the tire radial direction from an upper end of a bead core to a central position of the electronic component to the tire cross-sectional height H (mm) can be considered a parameter that determines the position of the electronic component. It can be assumed that the larger (D2 / H) is, the further outward an electronic component is located in the radial direction.

[0040] Since the tire is subjected to centrifugal force when it is running, it is assumed that the air molecules inside the tire tend to be biased towards the outside in the radial direction of the tire when the tire is running.

[0041] This means that it is assumed that the larger (D2 / H) is, the more easily the inner liner layer is affected by the air inside the tire. For this reason, it is preferred to use the product ((D2 / H) × A1) of the air permeability coefficient A1 (× 10 -11 cm 3 · cm / (cm 2· s · cmHg)) of the inner liner layer and (D2 / H) to control it so that it is less than a certain value, in particular 10 or less. The product is further preferably 9.72 or less, more preferably 9.68 or less, more preferably 9.52 or less, more preferably 9.39 or less, more preferably 8.33 or less, more preferably 8.28 or less, more preferably 7.89 or less, more preferably 7.53 or less, more preferably 7.45 or less, more preferably 7.37 or less, more preferably 7.10 or less, more preferably 6.60 or less, more preferably 6.54 or less, more preferably 6.36 or less, more preferably 5.85 or less, more preferably 5.52 or less, more preferably 5.00 or less, more preferably 4.34 or less.

[0042] Above, the “top end of the bead core” refers to an outer edge of the bead core in the tire radial direction, and the “center position of the electronic component” refers to the center position in the longitudinal direction and the center position in a lateral direction of the electronic component.

[0043] (2) Considering the above-mentioned influence of centrifugal force when the tire is running straight, the sum (Rt + D2) of a tire rim diameter Rt (mm) and the direct distance D2 (mm) in the tire radial direction from the top of the bead core to the center position of the electronic component can be considered in the same way, instead of (D2 / H); and it is preferred to control the product of (Rt + D2) and A1 (i.e. (Rt + D2) × A1) such that it is smaller than a certain value, in particular 10000 or less.The product ((Rt + D2) × A1) is more preferably 9636 or less, even more preferably 9536 or less, even more preferably 9528 or less, even more preferably 9128 or less, even more preferably 9028 or less, even more preferably 9020 or less, even more preferably 8620 or less, even more preferably 8531 or less, even more preferably 8520 or less, even more preferably 8099 or less, even more preferably 7667 or less, even more preferably 7527 or less, even more preferably 7146 or less, even more preferably 6765 or less, even more preferably 5018 or less, even more preferably 4868 or less, even more preferably 4764 or less, even more preferably 4614 or less, even more preferably 4510 or less, and even more preferably 4360 or less. 5. Relationship between tire shape and loss tangent (tanδ) of inner liner layer

[0044] As mentioned above, it can be assumed that the larger (D2 / H) is, the further out an electronic component is located in the radial direction. However, this also increases the amount of deformation of the tire during driving, the heat generated by the inner liner layer, and allows air to penetrate it more easily.

[0045] Therefore, it is preferred to control the product of (D2 / H) and 70 °C tanδ-IL (i.e., (D2 / H) × 70 °C tanδ-IL) such that it is less than a certain value, in particular 0.13 or less. The product ((D2 / H) × 70 °C tanδ-IL) is further preferably 0.119 or less, more preferably 0.118 or less, more preferably 0.117 or less, more preferably 0.115 or less, more preferably 0.110 or less, more preferably 0.105 or less, more preferably 0.099 or less, more preferably 0.090 or less, and more preferably 0.078 or less. 6. Tire components located on one surface side of the carcass layer

[0046] In tires, various tire components are arranged outside the carcass layer (on the surface side), and in order to suppress the penetration of air from the tire surface, it is preferred to consider the air permeability coefficient and the thickness of these components.

[0047] As a result of various investigations, the present inventors have concentrated on a thickest tire component X (for example, the sidewall and the clinch) among the tire components located on the surface side (outside) of the carcass layer and have assumed that if the ratio (D3 / A2) of a thickness D3 (mm) of the tire element to an air permeability coefficient A2 (× 10 -11 cm 3 · cm / (cm 2The coefficient of thermal conductivity (· s · cmHg)) of the tire element is 0.005 or more, which suppresses air penetration from the surface and further improves the durability of the tire to which the electronic component is attached while driving; therefore, it is preferred. It is further preferably 0.0068 or more, even more preferably 0.0086 or more, even more preferably 0.0091 or more, even more preferably 0.0114 or more, even more preferably 0.0136 or more, and even more preferably 0.0171 or more.

[0048] In the above, D3 is a value measured on the straight line L, which has the shortest distance from the center of the electronic component to the tire's inner cavity surface. 7. Relationship between tire shape and position of electronic component

[0049] If (D2 / H) is 0.5, the electronic component is positioned near the maximum width of the tire, but it can be assumed that the influence of centrifugal force, etc., on the electronic component is small in this area. Therefore, it can be assumed that if the shortest distance D4 (mm) from the electronic components to the outer surface of the tire is kept relatively small in this section, air cooling will be possible while driving and the influence of water vapor from the inside will be reduced.

[0050] However, as mentioned above, the larger (D2 / H) is, the greater the amount of tire deformation, making it more likely that heat will be generated in the inner liner layer. Therefore, it is assumed that as (D2 / H) increases, heat generation must be reduced by increasing D4 and decreasing the amount of deformation.

[0051] Conversely, the smaller (D2 / H) is, the closer the electronic component is positioned to the rim. Since the rim easily transfers brake heat, etc., during driving, it is necessary to prevent heat from being transferred directly from the rim. To achieve this, it is considered preferable to increase D4 when the position of the electronic component is closer to the rim ((D2 / H) becomes smaller).

[0052] This means that it is preferred that D4 be enlarged before and after the minimum value of (D2 / H).

[0053] Based on these considerations, the present inventors have carried out various investigations and found that if (20 × (D2 / H - 0.5) 2Since the difference [D4 - {20 × (D2 / H - 0.5)} is smaller than D4 (2.0), it can be assumed that the durability of the tire to which an electronic component is attached during driving can be further improved, and therefore it is still preferred. In particular, the difference [D4 - {20 × (D2 / H - 0.5)} 2 + 2.0}] between D4 and (20 × (D2 / H - 0.5) 2 + 2.0) further preferred 2.6 or more, even more preferred 2.7 or more, even more preferred 3.2 or more, even more preferred 3.3 or more, even more preferred 3.4 or more, even more preferred 3.5 or more, even more preferred 3.6 or more, even more preferred 3.9 or more, even more preferred 4.0 or more, even more preferred 4.1 or more, even more preferred 4.4 or more and even more preferred 4.5 or more.

[0054] In the above, D4 ​​is a value measured on the straight line L, which has the shortest distance from the center of the electronic component to the tire's inner cavity surface. 8. Electronic component

[0055] In the present invention, RFID or a sensor is preferably used as the electronic component. RFID can store a large amount of information and read it without contact. Considering that manufacturing information, administrative information, customer information, etc., can be stored in addition to data such as pressure and temperature, it is further preferred. It should be noted that specific sensors include, for example, a pressure sensor, a temperature sensor, an accelerometer, a magnetic sensor, and a groove depth sensor.

[0056] Preferably, the surface of the electronic component is provided with an adhesive layer or a plating layer to improve adhesion to rubber. This sufficiently suppresses detachment of electronic components.

[0057] It should be noted that a known metal-rubber adhesive, available from LORD Company or similar suppliers, can be used as the specific adhesive layer. The plating layer preferably contains copper and is preferably alloyed with tin, nickel, iron, zinc, cobalt, aluminum, magnesium, or similar metals.

[0058] Furthermore, it is preferred that a coating layer for the electronic component, with a thickness of 0.5 mm or more, is provided on the surface of the electronic component. In this way, by providing a suitable distance between the electronic component and an adjacent sidewall section or carcass layer, it is possible to make the electronic component less susceptible to deformation at an interface and to sufficiently suppress detachment of the electronic component.

[0059] Furthermore, a specific coating layer for electronic components can be, for example, a rubber compound or a thermoplastic elastomer compound. As an example, a rubber compound described in this document or a rubber compound known in the tire industry, etc., could be mentioned.

[0060] In the present invention, the longitudinal length LR (including an antenna) of the electronic component is preferably 80 mm or less, more preferably 70 mm or less, still more preferably 60 mm or less, still more preferably 50 mm or less, and still more preferably 40 mm or less. It is assumed that by selecting this size it is possible to suppress the occurrence of localized stress concentrations and to ensure that the electronic components are correctly positioned and attached to the tire components, thereby sufficiently suppressing delamination.

[0061] The product (D4 × W) of the shortest distance D4 (mm) to the outer surface of the tire and the weight W (g) of the electronic component is preferably 2.5 or less. By controlling (D4 × W) to such a value, deformation around the electronic component can be sufficiently suppressed and detachment can be prevented. It is further preferably 2.4 or less and even more preferably 2.2 or less.

[0062] In the present invention, taking into account the purpose and durability of the electronic component, the electronic component is preferably installed in a position where the ratio (D5 / D6) of a distance D5 (mm) from the center position of the electronic component to a lower end of the bead core in the tire radial direction to a distance D6 (mm) from a position with maximum tire width to the lower end of the bead core is 0.3 or more and 1.7 or less. The ratio (D5 / D6) is further preferably 0.69 or more, more preferably 0.78 or more, more preferably 0.82 or more, more preferably 0.86 or more, more preferably 0.92 or more, and more preferably 0.95 or more.Furthermore, it is preferably 1.55 or less, even more preferably 1.33 or less, even more preferably 1.19 or less, even more preferably 1.12 or less, even more preferably 1.07 or less and even more preferably 1.02 or less.

[0063] The term "lower end of the bead core" refers to the lower edge of the bead core in the tire radial direction. [3] Formations

[0064] The present invention is described in detail below based on embodiments. 1. Tires according to this embodiment

[0065] Fig. 1 and Fig. Figures 2 are examples of schematic cross-sectional views showing the configuration of a tire according to an embodiment of the present invention. Fig. 1 and Fig.2, where 1 is a tire, 2 is a bead section, 3 is a sidewall section, 4 is a tread section, 31 is a sidewall, 32 is a carcass layer, 33 is an inner liner layer, and 34 is an electronic component. The carcass layer 32 is folded back from an inside to an outside in a tire width direction along the lower end of a bead core 21 and a bead tapex 22, which form the bead section 2, and is then bonded to the inner carcass layer 32. A bead band 24 is provided on the inside of the bead section 2 in the tire width direction, and a clinch 23 extending to the bead band 24 is provided on the outside of the bead section 2 in the tire width direction. In this embodiment, the clinch 23 or the side wall 31 corresponds to the aforementioned “tire element X”.

[0066] As in Fig. 1 and Fig.2, in this embodiment, the electronic component 34 is provided between the carcass layer 32 and the inner liner layer 33. "The electronic component is provided between the carcass layer and the inner liner layer" here means that an electronic component is provided between the surfaces of the carcass layer and the inner liner layer, which are opposite each other at the point where they come into contact. Cases in which the electronic component is embedded in the carcass layer or in the inner liner layer are included. For example, in Fig. 1 an electronic component 34 is provided between the carcass layer 32 and the inner liner layer 33 on the inside in the tire width direction above the bead section 2, and in Fig.2 is an electronic component 34 provided between the carcass layer 32 and the inner liner layer 33 on the inside in the tire width direction at the bead section 2.

[0067] Fig. Figure 3 is a schematic diagram showing the shape of the electronic component used in this embodiment, and two examples (a) and (b) are shown. As in Fig. 3(a) and Fig. As shown in 3(b), the electronic component 34 consists of a main body 34a, an IC chip and an antenna 34b.

[0068] With such a configuration, the inner liner layer 33, the tread section 4 and the tire element X (Clinch 23 or sidewall 31) fulfill each of the parameters mentioned above, so that the durability of the tire to which an electronic component is attached can be improved while driving. 2. Rubber composition

[0069] In this embodiment, each rubber composition forming the inner liner layer, the tread section and the tire element X (hereinafter referred to accordingly as “inner liner rubber composition”, “tread rubber composition” and “tire element X rubber composition”) can be obtained by kneading various compound materials, such as rubber components, reinforcing materials, antioxidants, oils, resin materials and additives. (1) Connecting materials(a) Rubber component

[0070] In any rubber composition, the rubber component is not particularly restricted, and examples include diene rubbers, such as isoprene-based rubber, butadiene rubber (BR), styrene-butadiene rubber (SBR), styrene-isoprene-butadiene rubber (SIBR), chloroprene rubber (CR), and acrylonitrile butadiene rubber (NBR); and butyl rubber. These can be used alone or in combinations of two or more. For example, in the rubber composition for tire element X, it is preferred to use isoprene rubber and BR in combination. In the rubber composition for the tread, it is preferred to use SBR and BR in combination, and it is further preferred to use three types of rubber, SBR, BR, and isoprene rubber, in combination.Furthermore, when it comes to the rubber composition for inner liners, it is preferred to use butyl rubber as the main rubber component and to use it in combination with isoprene rubber, as it has excellent air barrier properties and heat resistance. (a-1) Isoprene-based rubber

[0071] Examples of isoprene-based rubber include natural rubber (NR), isoprene rubber (IR), remolded NR, modified NR and modified IR, and NR is preferred because it has excellent strength.

[0072] Examples of NR (natural rubber) include those commonly used in the tire industry, such as SVR-L, SIR20, RSS#3, and TSR20. IR (industrial rubber) is not particularly restricted, and examples of any commonly used tire rubber, such as IR2200 manufactured by Nippon Zeon Co., Ltd., can be used. Examples of remolded NR include deproteinized natural rubber (DPNR) and high-purity natural rubber (UPNR); examples of modified NR include epoxidized natural rubber (ENR), hydrogenated natural rubber (HNR), and grafted natural rubber; and examples of modified IR include epoxidized isoprene rubber, hydrogenated isoprene rubber, and grafted isoprene rubber. These can be used alone or in combinations of two or more.

[0073] In the rubber composition for tire element X, the isoprene rubber content in 100 parts by mass of the rubber component is preferably 5 parts by mass or more, and further preferably 10 parts by mass or more. Furthermore, it is preferably 80 parts by mass or less, and further preferably 50 parts by mass or less.

[0074] The inner liner rubber composition may contain isoprene-based rubber at a rate of 5 parts or more and 50 parts or less per 100 parts by weight of the rubber component, as required. Similarly, the tread rubber composition may contain isoprene-based rubber at a rate of 5 parts or more and 95 parts or less per 100 parts by weight of the rubber component, as required. (a-2) SBR

[0075] The weight-average molecular weight of SBR is, for example, more than 100,000 and less than 2,000,000. The styrene content of SBR is, for example, preferably more than 5 wt%, further preferably more than 10 wt%, and even more preferably more than 20 wt%. Furthermore, it is preferably less than 50 wt%, further preferably less than 40 wt%, and even more preferably less than 35 wt%.

[0076] The vinyl content (unit amount of 1,2-bonded butadiene) of SBR is, for example, preferably more than 5 wt%, further preferably more than 10 wt%, and even more preferably more than 15 wt%. Furthermore, it is preferably less than 70 wt%, further preferably less than 40 wt%, and even more preferably less than 30 wt%. It should be noted that the structural identification of SBR (measurement of styrene and vinyl content) can be carried out, for example, using a JNM-ECA series device manufactured by JEOL Ltd.

[0077] The SBR is not particularly restricted, and emulsion-polymerized styrene-butadiene rubber (E-SBR), solution-polymerized styrene-butadiene rubber (S-SBR), and the like can be used, for example. The SBR can be either unmodified or modified. Furthermore, hydrogenated SBR, obtained by hydrogenating the butadiene portion in SBR, can be used. The hydrogenated SBR can be obtained by subsequent hydrogenation of the BR portion in SBR, or a similar structure can be obtained by copolymerization of styrene, ethylene, and butadiene.

[0078] The modified SBR is preferably an SBR with a functional group that interacts with a filler, such as silicon dioxide. Examples include end-modified SBR (end-modified SBR with the above functional group at the end), in which at least one end of the SBR is modified with a compound containing the above functional group (modifying agent),

[0079] Main chain-modified SBR with the functional group on the main chain, main chain end-modified SBR with the functional group on the main chain and at the end (for example, a main chain end-modified SBR with the above functional group on the main chain and with at least one end modified with the above modifier), and End-modified SBR, which is modified (coupled) with a polyfunctional compound having two or more epoxy groups in the molecule and into which an epoxy group or a hydroxyl group has been introduced.

[0080] Examples of functional groups include an amino group, an amide group, a sillyl group, an alkoxysillyl group, an isocyanate group, an imino group, an imidazole group, a urea group, an ether group, a carbonyl group, an oxycarbonyl group, a mercapto group, a sulfide group, a disulfide group, a sulfonyl group, a sulfinyl group, a thiocarbonyl group, an ammonium group, an imide group, a hydrazo group, an azo group, a diazo group, a carboxyl group, a nitrile group, a pyridyl group, an alkoxy group, a hydroxyl group, an oxy group, and an epoxy group. Furthermore, these functional groups may contain a substituent.

[0081] Furthermore, modified SBR can be, for example, SBR that is modified with a compound (modifying agent) represented by the following formula.

[0082] In the formula, R 1 , R2 and R 3 The groups are either the same or different and each represents an alkyl group, an alkoxy group, a silyloxy group, an acetal group, a carboxyl group (-COOH), a mercapto group (-SH), or a derivative thereof. R 1 and R 5 are the same or different and represent a hydrogen atom or an alkyl group. R 4 and R 5 They can be combined to form a ring structure together with the nitrogen atom. Here, n represents an integer.

[0083] SBR can be used in which the polymerization end (active end) of the solution-polymerized styrene-butadiene rubber (S-SBR) is modified by the compound (modifier) ​​represented by the formula above (for example, modified SBR described in JP-A-2010-111753).

[0084] As R1 , R 2 and R 3 An alkoxy group is suitable (preferably an alkoxy group with 1 to 8 carbon atoms, more preferably an alkoxy group with 1 to 4 carbon atoms). As R 4 and R 5 An alkyl group (preferably an alkyl group with 1 to 3 carbon atoms) is suitable. Here, n is preferably 1 to 5, more preferably 2 to 4, and even more preferably 3. If furthermore R 4 and R 5 When combined with a nitrogen atom to form a ring structure, a 4- to 8-membered ring is preferred. The alkoxy group also includes a cycloalkoxy group (cyclohexyloxy group and the like) and an aryloxy group (phenoxy group, benzyloxy group and the like).

[0085] Specific examples of the above modifier include 2-dimethylaminoethyltrimethoxysilane, 3-dimethylaminopropyltrimethoxysilane, 2-dimethylaminoethyltriethoxysilane, 3-dimethylaminopropyltriethoxysilane, 2-diethylaminoethyltrimethoxysilane, 3-diethylaminopropyltrimethoxysilane, 2-diethylaminoethyltriethoxysilane, and 3-diethylaminopropyltriethoxysilane. These can be used alone or in combinations of two or more.

[0086] Furthermore, a modified SBR can also be used that is modified with the following compound (modifier). Examples of the modifier include Polyglycidyl ethers of polyhydric alcohols, such as ethylene glycol diglycidyl ether, glyceryl triglycidyl ether, trimethylol ethane tetriglycidyl ether and trimethylolpropane triglycidyl ether; Polyglycidyl ethers of aromatic compounds with two or more phenol groups, such as diglycidylated bisphenol A; Polyepoxy compounds, such as 1,4-diglycidylbenzene, 1,3,5-triglycidylbenzene and polyepoxydated liquid polybutadiene; Tertiary amines containing epoxy groups, such as 4,4'-diglycidyldiphenylmethylamine and 4,4'-diglycidyldibenzylmethylamine; Diglycidyl amino compounds, such as diglycidylaniline, N,N'-diglycidyl-4-glycidyloxyaniline, diglycidyl ortholuidine, tetraglycidylmetaxylenidiamine, tetraglycidylaminodiphenylmethane, tetraglycidyl-p-phenylenediamine, diglycidylaminomethylcyclohexane and tetraglycidyl-1,3-bisaminomethylcyclohexane; Acid chlorides containing amino groups, such as bis-(1-methylpropyl)carbamate chloride, 4-morpholine carbonyl chloride, 1-pyrrolidine carbonyl chloride, N,N-dimethylcarbamic acid chloride and N,N-diethylcarbamic acid chloride; Silane compounds containing epoxy groups, such as 1,3-bis-(glycidyloxypropyl)-tetramethyldisiloxane and (3-glycidyloxypropyl)-pentamethyldisiloxane; Silane compounds containing sulfide groups, such as (trimethylsilyl) [3-(trimethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(triethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(tripropoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(tributoxysilyl)propyl] sulfide, (Trimethylsilyl)[3-(methyldimethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(methyldiethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(methyldipropoxysilyl)propyl] sulfide and (trimethylsilyl)[3-(methyldibutoxysilyl)propyl] sulfide; N-substituted aziridine compounds, such as ethyleneimine and propylenimine; Alkoxysilanes, such as methyltriethoxysilane, N,N-bis(trimethylsilyl)-3-aminopropyltrimethoxysilane, N,N-bis(trimethylsilyl)-3-aminopropyltriethoxysilane, N,N-bis(trimethylsilyl)-aminoethyltrimethoxysilane and N,N-bis(trimethylsilyl)-aminoethyltriethoxysilane; (Thio)benzophenone compounds with an amino group and / or a substituted amino group, such as 4-N,N-dimethylaminobenzophenone, 4-N,N-di-t-butylaminobenzophenone, 4-N,N-diphenylaminobenzophenone, 4,4'-bis(dimethylamino)benzophenone, 4,4'-bis(diethylamino)benzophenone, 4,4'-bis(diphenylamino)benzophenone and N,N,N',N'-bis-(tetraethylamino)benzophenone; Benzaldehyde compounds with an amino group and / or a substituted amino group, such as 4-N,N-dimethylaminobenzaldehyde, 4-N,N-diphenylaminobenzaldehyde and 4-N,N-divinylaminobenzaldehyde; N-substituted pyroridones, such as N-methyl-2-pyrrolidone, N-vinyl-2-pyrrolidone, N-phenyl-2-pyrrolidone, Nt-butyl-2-pyrrolidone and N-methyl-5-methyl-2-pyrrolidone; N-substituted piperidones, such as methyl-2-piperidone, N-vinyl-2-piperidone and N-phenyl-2-piperidone; N-substituted lactams, such as N-methyl-ε-caprolactam, N-phenyl-ε-caprolactam, N-methyl-ω-laurilolactam, N-vinyl-ω-laurilolactam, N-methyl-β-propiolactam, and N-phenyl-β-propiolactam; and N,N-bis-(2,3-epoxypropoxy)-aniline, 4,4-methylene-bis-(N,N-glycidylaniline), tris-(2,3-epoxypropyl)-1,3,5-triazine-2,4,6-trione, N,N-diethylacetamide, N-methylmaleimide, N,N-diethyl urea, 1,3-dimethylethylene urea, 1,3-divinylethylene urea, 1,3-diethyl-2-imidazolidinone, 1-methyl-3-ethyl-2-imidazolidinone, 4-N,N-dimethylaminoacetophenone, 4-N,N-diethylaminoacetophenone, 1,3-bis(diphenylamino)-2-propanone and 1,7-Bis(methylethylamino)-4-heptanone. The modification with the above compound (modifying agent) can be carried out by a known procedure.

[0087] For example, SBR manufactured and sold by Sumitomo Chemical Co., Ltd., ENEOS Materials Co., Ltd., Asahi Kasei Co., Ltd., Nippon Zeon Co., Ltd., etc., can be used. It should be noted that SBR can be used alone or in combination with two or more other types of SBR.

[0088] In the rubber composition for the tread, the SBR content in 100 parts by mass of the rubber component is preferably 30 parts by mass or more, and more preferably 65 parts by mass or more. Although the upper limit is not particularly restricted, it is preferably 95 parts by mass or less, and more preferably 90 parts by mass or less.

[0089] In the rubber composition for tire element X, the SBR content in 100 parts by mass of the rubber component is preferably 5 parts by mass or more, and more preferably 40 parts by mass or more. Furthermore, it is preferably 95 parts by mass or less, and more preferably 70 parts by mass or less.

[0090] The rubber composition for inner liners may contain SBR as required, in amounts of 1 part by mass or more and less than 15 parts by mass in 100 parts by mass of the rubber component. (a-3) BR

[0091] The weight-mean molecular weight of BR, for example, is greater than 100,000 and less than 2,000,000. The vinyl content of BR, for example, is greater than 1 wt% and less than 30 wt%. The cis content (cis-1,4 content) of BR, for example, is greater than 1 wt% and 98 wt% or less. The trans content of BR, for example, is greater than 1 wt% and less than 60 wt%. It should be noted that the cis content can be measured by infrared absorption spectroscopy.

[0092] The BR is not particularly restricted, and a BR with a high cis content (90% or more), a BR with a low cis content, a BR containing syndiotactic polybutadiene crystals, etc., can be used. The BR can be either unmodified or modified. For example, a BR modified with a compound (modifier) ​​represented by the following formula can be used.

[0093] In the formula, R 1 , R 2 and R 3 The groups are either the same or different and each represents an alkyl group, an alkoxy group, a silyloxy group, an acetal group, a carboxyl group (-COOH), a mercapto group (-SH), or a derivative thereof. R 4 and R 5 are the same or different and represent a hydrogen atom or an alkyl group. R 4 and R 5They can be combined to form a ring structure together with the nitrogen atom. Here, n represents an integer.

[0094] Examples of modified BR, which is modified with the compound (modifier) ​​represented by the formula above, include a BR whose polymerization end (active end) is modified with the compound represented by the formula above.

[0095] As R 1 , R 2 and R 3 An alkoxy group is suitable (preferably an alkoxy group with 1 to 8 carbon atoms, more preferably an alkoxy group with 1 to 4 carbon atoms). As R 4 and R 5 An alkyl group (preferably an alkyl group with 1 to 3 carbon atoms) is suitable. Here, n is preferably 1 to 5, more preferably 2 to 4, and even more preferably 3. If furthermore R 4 and R 5When combined with a nitrogen atom to form a ring structure, a 4- to 8-membered ring is preferred. The alkoxy group also includes a cycloalkoxy group (cyclohexyloxy group and the like) and an aryloxy group (phenoxy group, benzyloxy group and the like).

[0096] Specific examples of the above modifier include 2-dimethylaminoethyltrimethoxysilane, 3-dimethylaminopropyltrimethoxysilane, 2-dimethylaminoethyltriethoxysilane, 3-dimethylaminopropyltriethoxysilane, 2-diethylaminoethyltrimethoxysilane, 3-diethylaminopropyltrimethoxysilane, 2-diethylaminoethyltriethoxysilane, and 3-diethylaminopropyltriethoxysilane. These can be used alone or in combinations of two or more.

[0097] Furthermore, a modified BR can also be used that is modified with the following compound (modifying agent). Examples of the modifying agent include Polyglycidyl ethers of polyhydric alcohols, such as ethylene glycol diglycidyl ether, glyceryl triglycidyl ether, trimethylol ethane tetriglycidyl ether and trimethylolpropane triglycidyl ether; Polyglycidyl ethers of aromatic compounds with two or more phenol groups, such as diglycidylated bisphenol A; Polyepoxy compounds, such as 1,4-diglycidylbenzene, 1,3,5-triglycidylbenzene and polyepoxydated liquid polybutadiene; Tertiary amines containing epoxy groups, such as 4,4'-diglycidyldiphenylmethylamine and 4,4'-diglycidyldibenzylmethylamine; Diglycidyl amino compounds, such as diglycidylaniline, N,N'-diglycidyl-4-glycidyloxyaniline, diglycidyl ortholuidine, tetraglycidylmetaxylenidiamine, tetraglycidylaminodiphenylmethane, tetraglycidyl-p-phenylenediamine, diglycidylaminomethylcyclohexane and tetraglycidyl-1,3-bisaminomethylcyclohexane; Acid chlorides containing amino groups, such as bis-(1-methylpropyl)carbamate chloride, 4-morpholine carbonyl chloride, 1-pyrrolidine carbonyl chloride, N,N-dimethylcarbamic acid chloride and N,N-diethylcarbamic acid chloride; Silane compounds containing epoxy groups, such as 1,3-bis-(glycidyloxypropyl)-tetramethyldisiloxane and (3-glycidyloxypropyl)-pentamethyldisiloxane; Silane compounds containing sulfide groups, such as (trimethylsilyl)[3-(trimethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(triethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(tripropoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(tributoxysilyl)propyl] sulfide, (Trimethylsilyl)[3-(methyldimethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(methyldiethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(methyldipropoxysilyl)propyl] sulfide and (trimethylsilyl)[3-(methyldibutoxysilyl)propyl] sulfide; N-substituted aziridine compounds, such as ethyleneimine and propylenimine; Alkoxysilanes, such as methyltriethoxysilane, N,N-bis(trimethylsilyl)-3-aminopropyltrimethoxysilane, N,N-bis(trimethylsilyl)-3-aminopropyltriethoxysilane, N,N-bis(trimethylsilyl)-aminoethyltrimethoxysilane and N,N-bis(trimethylsilyl)-aminoethyltriethoxysilane; (Thio)benzophenone compounds with an amino group and / or a substituted amino group, such as 4-N,N-dimethylaminobenzophenone, 4-N,N-di-t-butylaminobenzophenone, 4-N,N-diphenylaminobenzophenone, 4,4'-bis(dimethylamino)benzophenone, 4,4'-bis(diethylamino)benzophenone, 4,4'-bis(diphenylamino)benzophenone and N,N,N',N'-bis-(tetraethylamino)benzophenone; Benzaldehyde compounds with an amino group and / or a substituted amino group, such as 4-N,N-dimethylaminobenzaldehyde, 4-N,N-diphenylaminobenzaldehyde and 4-N,N-divinylaminobenzaldehyde; N-substituted pyroridone, such as N-methyl-2-pyrrolidone, N-vinyl-2-pyrrolidone, N-phenyl-2-pyrrolidone, Nt-butyl-2-pyrrolidone and N-methyl-5-methyl-2-pyrrolidone; N-substituted piperidones, such as methyl-2-piperidone, N-vinyl-2-piperidone and N-phenyl-2-piperidone; N-substituted lactams, such as N-methyl-ε-caprolactam, N-phenyl-ε-caprolactam, N-methyl-ω-laurilolactam, N-vinyl-ω-laurilolactam, N-methyl-β-propiolactam, and N-phenyl-β-propiolactam; and N,N-bis-(2,3-epoxypropoxy)-aniline, 4,4-methylene-bis-(N,N-glycidylaniline), tris-(2,3-epoxypropyl)-1,3,5-triazine-2,4,6-trione, N,N-diethylacetamide, N-methylmaleimide, N,N-diethyl urea, 1,3-dimethylethylene urea, 1,3-divinylethylene urea, 1,3-diethyl-2-imidazolidinone, 1-methyl-3-ethyl-2-imidazolidinone, 4-N,N-dimethylaminoacetophenone, 4-N,N-diethylaminoacetophenone, 1,3-bis(diphenylamino)-2-propanone and 1,7-Bis(methylethylamino)-4-heptanone.

[0098] The modification with the above compound (modifying agent) can be carried out by a known procedure. These modified BRs can be used alone or in combinations of two or more.

[0099] Products manufactured by companies such as Ube Industries, Ltd., ENEOS Materials Co., Ltd., Asahi Kasei, Nippon Zeon, etc., can be used as BR.

[0100] In the rubber composition for the tread, the BR content in 100 parts by mass of the rubber component is preferably 5 parts by mass or more, and further preferably 10 parts by mass or more. Furthermore, it is preferably 40 parts by mass or less, and further preferably 35 parts by mass or less.

[0101] In the rubber composition for tire element X, the BR content in 100 parts by mass of the rubber component is preferably 40 parts by mass or more, and further preferably 50 parts by mass or more. Furthermore, it is preferably 95 parts by mass or less, and further preferably 60 parts by mass or less.

[0102] The rubber composition for inner liners may also contain, as required, BR of 1 part by mass or more and less than 15 parts by mass in 100 parts by mass of the rubber component. (d) Butyl rubber(a-4) Butyl rubber

[0103] As described above, in the rubber composition for inner liners, it is preferred to use butyl rubber as the main rubber component because it has excellent air barrier properties and heat resistance.

[0104] Suitable butyl rubbers include those commonly used in the tire industry. In particular, in addition to ordinary butyl rubber (IIR), halogenated butyl rubbers (X-IIR), such as brominated butyl rubber (Br-IIR), chlorinated butyl rubber (C1-IIR), fluorinated butyl rubber (F-IIR), and brominated isobutylene-p-methylstyrene copolymer (Exxxpro 3035, manufactured by Exxon Mobil Chemical), can be used. Of these, Br-IIR is preferred because sulfur crosslinking can be easily achieved, even without the use of natural rubber.

[0105] Furthermore, recycled butyl rubber can also be used in combination with butyl rubber. Recycled butyl rubber generally has a high content of non-halogenated butyl rubber (regular butyl rubber), so that when used in combination with halogenated butyl rubber, good air barrier properties and vulcanization rates can be ensured. In particular, when a mixture of a fatty acid metal salt and a fatty acid amide is added to a formulation containing recycled butyl rubber, the performance balance between sheet processability and air barrier properties is synergistically and significantly improved; therefore, it is preferred.

[0106] Reclaimed butyl rubber is the butyl rubber content of shredded rubber products that contain a high proportion of butyl rubber, such as inner tubes and heating bellows used in tire manufacturing, or those that are heated and pressurized. This includes rubber components whose cross-linking has been cut (desulfurization treatment) to make them revulcanizable. Generally, about 50% by mass of the shredded material is recovered butyl rubber. Although sulfur is present in the recovered butyl rubber, it has been deactivated to such an extent that it does not participate in cross-linking.

[0107] Examples of commercially available butyl-based recycled rubber products include tube-recovered rubbers manufactured by Muraoka Rubber Co., Ltd., produced by heat-treating butyl tubing under pressure, and bellows-recovered rubbers manufactured by Carquest Co., Ltd., produced by crushing bellows with an extruder. These butyl-based recycled rubbers can be used alone or in combination with two or more.

[0108] In the rubber composition for inner liners, the butyl rubber content in 100 parts by mass of the rubber component is preferably 50 parts by mass or more, and more preferably 80 parts by mass or more, because it exhibits excellent air barrier properties. The upper limit is not particularly restricted and can be 100 parts by mass, but from the point of view of sheet processability, it is preferably 95 parts by mass or less, and more preferably 90 parts by mass or less.

[0109] Here, the content of recycled butyl-based rubber in 100 parts by mass of the rubber component is preferably 5 parts by mass or more, and more preferably 8 parts by mass or more, considering the advantages of using recycled butyl-based rubber. Furthermore, to ensure air barrier properties and vulcanization rate, the content is preferably 70 parts by mass or less, and more preferably 30 parts by mass or less.

[0110] The content of recovered butyl-based rubber in 100 parts by mass of total butyl rubber is preferably 7 parts by mass or more, and further preferably 10 parts by mass or more. Furthermore, it is preferably 75 parts by mass or less, and further preferably 35 parts by mass or less. (a-5) Other rubber components

[0111] In the present embodiment, each rubber composition can contain a rubber (polymer) commonly used to manufacture tires, such as nitrile rubber (NBR), as a further rubber component. (b) Bonding materials other than rubber components (b-1) Filler

[0112] In this embodiment, each rubber composition preferably contains carbon black, silicon dioxide, or the like, acting as a reinforcing agent, as a filler. In addition to the carbon black and silicon dioxide mentioned above, examples of fillers include calcium carbonate, talc, alumina, clay, aluminum hydroxide, and mica. When using silicon dioxide, it is preferred to use it together with a silane coupling agent.

[0113] In each rubber composition, the total amount of fillers is preferably 40 parts by mass or more, and more preferably 50 parts by mass or more, based on 100 parts by mass of the rubber component. Furthermore, considering dispersibility, the amount in the rubber composition is preferably 150 parts by mass or less, and more preferably 140 parts by mass or less. (i) soot

[0114] Carbon black is used to improve the crack growth resistance, durability, resistance to UV deterioration, etc. of tires.

[0115] From the perspective of reinforcing properties for rubber, a specific nitrogen adsorption surface area (N2SA) of carbon black is preferably 30 m². 2 / g or more, preferably 50 m 2 / g or more and preferably 60 m 2 / g or more. Furthermore, the area is preferably 250 m² from a heat generation perspective. 2 / g or less, preferably 150 m 2 / g or less and even more preferably 120 m 2 / g or less. The amount of dibutyl phthalate (DBP) absorbed by carbon black (DBP absorption rate) is, for example, preferably 50 ml / 100 g or more, and more preferably 100 ml / 100 g or more, from the perspective of rubber stiffness. Furthermore, from the perspective of adaptability to rubber deformation, the amount is preferably 250 ml / 100 g or less, and more preferably 150 ml / 100 g or less. It should be noted that the specific nitrogen adsorption surface area of ​​carbon black is measured according to ASTM D4820-93 and the DBP absorption rate is measured according to ASTM D2414-93.

[0116] The carbon black is not particularly restricted, and examples include furnace carbon black, such as SAF, ISAF, HAF, MAF, FEF, SRF, GPF, APF, FF, CF, SCF, and ECF; acetylene carbon black; thermal carbon black, such as FT and MT; and channel carbon black, such as EPC, MPC, and CC. These can be used alone or in combinations of two or more. Among these, FEF is preferred from the point of view of extrusion processability and shock absorption.

[0117] The specific carbon black is not particularly restricted, and examples include N134, N110, N220, N234, N219, N339, N330, N326, N351, N550, and N762. Commercially available products include, for example, those from Asahi Carbon Co., Ltd., Cabot Japan Co., Ltd., Tokai Carbon Co., Ltd., Mitsubishi Chemical Corporation, Lion Corporation, Shin Nikka Carbon Co., Ltd., Columbia Carbon Co., Ltd., etc. These can be used alone or in combinations of two or more.

[0118] In the rubber composition for the tread, the carbon black content, based on 100 parts by mass of the rubber component, is preferably 5 parts by mass or more, and further preferably 10 parts by mass or more. Furthermore, it is preferably 80 parts by mass or less, and further preferably 40 parts by mass or less.

[0119] In the rubber composition for tire element X, the carbon black content, based on 100 parts by mass of the rubber component, is preferably 40 parts by mass or more, and more preferably 50 parts by mass or more. Furthermore, it is preferably 100 parts by mass or less, and more preferably 80 parts by mass or less.

[0120] Furthermore, in the rubber composition for inner liners, the carbon black content, based on 100 parts by mass of the rubber component, is preferably 40 parts by mass or more, and more preferably 45 parts by mass or more. It is also preferably 85 parts by mass or less, and more preferably 80 parts by mass or less. (ii) Silicon dioxide

[0121] Since silicon dioxide is not electrically conductive, when used as a reinforcing material, it can lower the dielectric constant and extend the read range of electronic components. Furthermore, because the hydration water and functional groups contained in silicon dioxide can trap ozone, ozone resistance can be improved, and tire durability can be enhanced.

[0122] For the silicon dioxide, it is preferred to use a silicon dioxide with a diameter greater than 8 nm, since processability deteriorates if the average primary particle diameter is too small. The thickness is further preferably 9 nm or more, and even more preferably 10 nm or more. Furthermore, to ensure reinforcing properties of the rubber and steering stability on wet roads while driving, the thickness is preferably 25 nm or less, more preferably 20 nm or less, and even more preferably 17 nm or less.

[0123] The average primary particle diameter of silicon dioxide is the average of the values ​​obtained by observing the smallest particle unit of silicon dioxide forming the agglomerated structure as a circle and by measuring the absolute maximum length of the smallest particle as the diameter of the circle. It can be determined by observation with a transmission or scanning electron microscope, by measuring 400 or more primary particles of silicon dioxide observed within the field of view, and by averaging these measurements.

[0124] From the perspective of maintaining good durability, the specific BET surface area of ​​the silicon dioxide is preferably more than 100 m². 2 / g and preferably more than 130 m 2 / g. Furthermore, it is preferably less than 250 m 2 / g and preferably less than 200 m 2 / g. The above-mentioned specific BET surface area is the value of N2SA measured by the BET method according to ASTM D3037-93.

[0125] Examples of silicon dioxide include dry silicon dioxide (anhydrous silicon dioxide), wet silicon dioxide (hydrated silicon dioxide), and colloidal silicon dioxide. Among these, wet silicon dioxide is preferred because it contains water of hydration, a large number of silanol groups, and can effectively trap ozone. Furthermore, silicon dioxide from hydrated glass or similar materials, and silicon dioxide from biomass materials such as rice husks, etc., can be used.

[0126] Silicon dioxide can be supplied, for example, by products from Evonik Industries, Rhodia Co., Ltd., Tosoh Silica Co., Ltd., Solvay Japan Co., Ltd., Tokuyama Corporation, etc.

[0127] In the rubber composition for the tread, the silicon dioxide content, based on 100 parts by mass of the rubber component, is preferably 10 parts by mass or more, and more preferably 50 parts by mass or more. Furthermore, considering dispersibility, the content in the rubber composition is preferably 120 parts by mass or less, and more preferably 80 parts by mass or less.

[0128] The rubber composition for tire element X and the rubber composition for inner liner may contain silicon dioxide at a rate of 5 parts by mass or more and 40 parts by mass or less per 100 parts by mass of the rubber component, as required; thereby ensuring sufficient extrusion processability and ozone resistance. (iii) Silane coupling agent

[0129] When silicon dioxide is used as a filler, it is preferred to use a silane coupling agent in combination to improve the dispersibility of the silicon dioxide and to improve mechanical properties and formability by reacting with the silicon dioxide.

[0130] The silane coupling agent is not particularly restricted. Examples of silane coupling agents include: those based on sulfide, such as bis(3-triethoxysilylpropyl) tetrasulfide, bis(2-triethoxysilylethyl) tetrasulfide, bis(4-triethoxysilylbutyl) tetrasulfide, bis(3-trimethoxysilylpropyl) tetrasulfide, bis(2-trimethoxysilylethyl) tetrasulfide, bis(2-triethoxysilylethyl) trisulfide, Bis(4-trimethoxysilylbutyl) trisulfide, Bis(3-triethoxysilylpropyl) disulfide, Bis(2-triethoxysilylethyl) disulfide, Bis(4-triethoxysilylbutyl) disulfide, Bis(3-trimethoxysilylpropyl) disulfide, Bis(2-trimethoxysilylethyl) disulfide, Bis(4-trimethoxysilylbutyl) disulfide, 3-Trimethoxysilylpropyl-N,N-dimethylthiocarbamoyltetrasulfide, 2-triethoxysilylethyl-N,N-dimethylthiocarbamoyltetrasulfide and 3-triethoxysilylpropylmethacrylate monosulfide; Those based on mercapto, such as 3-mercaptopropyltrimethoxysilane, 2-mercaptoethyltriethoxysilane, and NXT and NXT-Z, which are manufactured by Momentive; those based on vinyl, such as vinyltriethoxysilane and vinyltrimethoxysilane; those based on amino acids, such as 3-aminopropyltriethoxysilane and 3-aminopropyltrimethoxysilane; those based on glycidoxy, such as γ-glycidoxypropyltriethoxysilane and γ-glycidoxypropyltrimethoxysilane; Those based on nitro, such as 3-nitropropyltrimethoxysilane and 3-nitropropyltriethoxysilane; and Those based on chlorine, such as 3-chloropropyltrimethoxysilane and 3-chloropropyltriethoxysilane. Among these, a silane coupling agent with a thiocarbonyl group, such as the aforementioned NXT, is preferred. These can be used alone or in combinations of two or more.

[0131] Examples of products that can be used as silane coupling agents include those from Evonik Industries, Momentive Co., Ltd., Shin-Etsu Silicone Co., Ltd., Tokyo Chemical Industry Co., Ltd., Azmax Co., Dow Corning Toray Co., Ltd., etc.

[0132] The content of the silane coupling agent is, for example, preferably more than 3 parts by mass and further preferably 5 parts by mass or more, based on 100 parts by mass of silicon dioxide. Furthermore, it is preferably less than 15 parts by mass and further preferably 10 parts by mass or less. (iv) Other fillers

[0133] In addition to the carbon black and silicon dioxide mentioned above, each rubber compound may contain other fillers commonly used in the tire industry, such as graphite, calcium carbonate, talc, alumina, clay, aluminum hydroxide, mica, and magnesium sulfate. The content of these fillers may be, for example, more than 0.1 parts by mass and less than 150 parts by mass, based on 100 parts by mass of the rubber component. (b-2) Plasticizer component

[0134] Considering the need for suitable dispersion of a powder material during kneading, it is preferable to include a plasticizer component in each rubber composition as required. It should be noted that the plasticizer component here refers to a component that plasticizes the rubber composition, such as process oil, extender for rubber components, liquid rubber, and a resin component.

[0135] In each rubber composition, the content of the plasticizer component, based on 100 parts by mass of the rubber component, is preferably 2 parts by mass or more, and further preferably more than 3 parts by mass. Furthermore, it is preferably 80 parts by mass or less, and further preferably 20 parts by mass or less.

[0136] It should be noted that the plasticizer content also includes the amount of oil and the like contained in rubber (oil-extended rubber). (i) oil

[0137] Examples of oil include mineral oil, synthetic oil, vegetable oil, animal oil, or mixtures thereof.

[0138] Examples of mineral oils include paraffinic, aromatic, and naphthenic oils, such as products from Idemitsu Kosan Co., Ltd., Sankyo Yuka Kogyo Co., Ltd., ENEOS Co., Ltd., Orisoi Co., Ltd., H&R Co., Ltd., Toyokuni Oil Co., Ltd., Showa Shell Sekiyu Co., Ltd., and Fuji Kosan Co., Ltd. These can be used alone or in combinations of two or more.

[0139] Furthermore, from the point of view of life cycle assessment, lubricating oil used in mixers and motors of rubber mixers, used cooking oil used in restaurants, etc., can be suitablely refined and used as these oils.

[0140] Examples of vegetable oils include linseed oil, rapeseed oil, safflower oil, soybean oil, corn oil, cottonseed oil, rice bran oil, tall oil, sesame oil, perilla oil, castor oil, tung oil, pine oil, pine tar oil, sunflower oil, coconut oil, palm oil, palm kernel oil, olive oil, camellia oil, jojoba oil, macadamia nut oil, peanut oil, grapeseed oil, and wood wax.

[0141] Furthermore, vegetable oils also include refined oils (salad oil, etc.) obtained by refining any of the oils mentioned above, transesterified oils obtained by transesterification, hydrogenated oils, thermopolymerized oils obtained by thermal polymerization, oxidized polymerized oils obtained by oxidation, used cooking oils recovered from edible oils, and the like. It should be noted that vegetable oil can be a liquid or a solid at room temperature (25°C). These can be used alone or in combinations of two or more.

[0142] As the vegetable oil, acylglycerol is preferred, and triacylglycerol is further preferred. It should be noted that acylglycerol refers to a compound in which a hydroxyl group of glycerol and a carboxylic acid form an ester bond. The acylglycerol is not particularly restricted and can be 1-monoacylglycerol, 2-monoacylglycerol, 1,2-diacylglycerol, 1,3-diacylglycerol, or triacylglycerol. Furthermore, the acylglycerol can be a monomer, a dimer, a trimer, or more. The acylglycerol with one or more dimers can be obtained by thermal polymerization, oxidative polymerization, or the like. Additionally, the acylglycerol can be a liquid or a solid at room temperature (25°C).

[0143] The method for checking whether acylglycerol is present in the rubber composition is not particularly restricted, but it can be modified by 1H-NMR measurement can be used to verify the results. For example, a rubber composition containing triacylglycerol is immersed in deuterated chloroform for 24 hours at room temperature (25°C) to remove the rubber composition, and then... 1 ¹H NMR measurements taken at room temperature show signals close to 5.26 ppm, 4.28 ppm, and 4.15 ppm when the tetramethylsilane (TMS) signal is set to 0.00 ppm. Since these signals are presumed to originate from the hydrogen atom bonded to the carbon atom adjacent to the oxygen atom of the ester group, the acylglycerol content can be verified. It should be noted that "close" here refers to a range of +0.10 ppm.

[0144] It should be noted that the term "carboxylic acid" is not particularly restricted and can be either an unsaturated or a saturated fatty acid. Examples of unsaturated fatty acids include monounsaturated fatty acids such as oleic acid and polyunsaturated fatty acids such as linoleic acid and linolenic acid.

[0145] Examples of vegetable oils include products commercially available from Idemitsu Kosan Co., Ltd., Sankyo Yuka Kogyo Co., Ltd., ENEOS Co., Ltd., Orisoi Co., Ltd., H&R Co., Ltd., Toyokuni Oil Co., Ltd., Fuji Kosan Co., Ltd. and Nisshin Oillio Group Co., Ltd. (ii) Liquid rubber

[0146] Liquid rubber is a polymer that is liquid at room temperature (25 °C) and is a rubber component that can be extracted from a vulcanized tire by acetone extraction. Examples of liquid rubber include farnesene-based polymers, liquid diene polymers, and hydrogenated products thereof.

[0147] Farnesene-based polymer is a polymer obtained by polymerizing farnesen and features a structural unit based on farnesen. Farnesen includes isomers such as α-farnesene ((3E, 7E)-3,7,11-trimethyl-1,3,6,10-dodecatetraene) and β-farnesene (7,11-dimethyl-3-methylene-1,6,10-dodecatriene).

[0148] The farnesen-based polymer can be a homopolymer of farnesen (farnesen homopolymer) or a copolymer of farnesen and a vinyl monomer (farnesen vinyl monomer copolymer).

[0149] Examples of liquid diene polymers include a liquid styrene-butadiene copolymer (liquid SBR), a liquid butadiene polymer (liquid BR), a liquid isoprene polymer (liquid IR), and a liquid styrene-isoprene copolymer (liquid SIR).

[0150] The liquid diene polymer has a polystyrene equivalent weight-average molecular weight (Mw), measured, for example, by gel permeation chromatography (GPC), of more than 1.0 × 10 3 and less than 2.0 × 10 5 Here, Mw of the liquid diene polymer is a polystyrene conversion value measured by gel permeation chromatography (GPC).

[0151] The liquid rubber content (total content of farnesene-based liquid polymer, liquid diene polymer, etc.) is, for example, preferably more than 1 part by mass and less than 50 parts by mass, based on 100 parts by mass of the rubber component in each rubber composition.

[0152] Liquid rubber can be used, for example, in products manufactured by Kuraray Co., Ltd., Clay Valley Co., Ltd., etc. (iii) Resin component

[0153] The resin component also acts as a tackifying agent and can be a solid or a liquid at room temperature. Specific examples of the resin component include rosin-based resin, styrene resin, coumaron-based resin, terpene resin, C5 resin, C9 resin, C5C9 resin, and acrylic resin, and two or more types can be used in combination. In each rubber composition, the content of the resin component is preferably more than 2 parts by mass and less than 45 parts by mass, and more preferably less than 30 parts by mass, based on 100 parts by mass of the rubber component.

[0154] Rosin-based resin is a resin whose main component is rosin acid, obtained by processing pine resin. This rosin-based resin (rosin) can be classified according to the presence or absence of modifications and can be categorized as unmodified rosin (unmodified rosin) and modified rosin (rosin derivative). Examples of unmodified rosin include tall rosin (also known as tallow rosin), balsam rosin, wood rosin, disproportionated rosin, polymerized rosin, hydrogenated rosin, and other chemically modified rosin.Modified rosin is a modified version of unmodified rosin, and examples include rosin esters, unsaturated carboxylic acid modified rosin, unsaturated carboxylic acid modified rosin esters, amide compounds of rosin, and amine salts of rosin.

[0155] Styrene resin is a polymer that uses a styrene monomer as a monomer component, and examples include a polymer obtained by polymerizing a styrene monomer as a major component (50 wt% or more). In particular, the polymer includes homopolymers obtained by individual polymerization of styrene monomers (styrene, o-methylstyrene, m-methylstyrene, p-methylstyrene, α-methylstyrene, p-methoxystyrene, p-tert-butylstyrene, p-phenylstyrene, o-chlorostyrene, m-chlorostyrene, p-chlorostyrene, etc.), copolymers obtained by copolymerizing two or more of the styrene monomers, and, in addition, copolymers obtained by copolymerizing a styrene monomer and other monomers that can be copolymerized with the styrene monomer.

[0156] Examples of other monomers include acrylonitriles, such as acrylonitrile and methacrylate; unsaturated carboxylic acids, such as acrylic acid and methacrylic acid; unsaturated carboxylic acid esters, such as methyl acrylate and methyl methacrylate; dienes, such as chloroprene, butadiene, and isoprene; olefins, such as 1-butene and 1-pentene; α,β-unsaturated carboxylic acids and their acid anhydrides, such as maleic anhydride.

[0157] Among coumaron-based resins, coumaron-indene resin is preferred. Coumaron-indene resin is a resin containing coumaron and indene as monomer components that form the resin's skeleton (main chain). In addition to coumaron and indene, the skeleton may contain a monomer component such as styrene, α-methylstyrene, methylindene, or vinyltoluene.

[0158] The content of the coumaron indene resin in each rubber composition is, for example, preferably more than 1.0 parts by mass and less than 50.0 parts by mass, based on 100 parts by mass of the rubber component.

[0159] The hydroxyl value (OH value) of coumaron-indene resin, for example, is greater than 15 mg KOH / g and less than 150 mg KOH / g. The OH value is the amount of potassium hydroxide required to neutralize acetic acid bound to a hydroxyl group when 1 g of the resin is acetylated, and is expressed in milligrams. It is a value measured by a potentiometric titration method (JIS K 0070: 1992).

[0160] The softening point of coumaron-indene resin, for example, is higher than 30 °C and lower than 160 °C. The softening point is the temperature at which a sphere falls when the softening point, defined in JIS K 6220-1: 2001, is measured using a ring-sphere type softening point gauge.

[0161] Examples of terpene resins include polyterpenes, terpenophenols, and aromatically modified terpene resins. A polyterpene is a resin obtained by polymerizing a terpene compound and a hydrogenated product thereof. The terpene compound is a hydrocarbon with the composition (C5H8) or an oxygen-containing derivative thereof, which is a compound containing a terpene, known as a monoterpene (C 10 H 16 ), Sesquiterpenes (C 15 H 24 ), Diterpenes (C 20 H 32) etc. is classified as having a basic skeleton. Examples include α-pinene, β-pinene, dipentene, limonene, myrcene, alloocimene, osimene, α-phellandrene, α-terpinene, γ-terpinene, terpinolene, 1,8-cineole, 1,4-cineole, α-terpineol, β-terpineol, and γ-terpineol.

[0162] Examples of polyterpenes include terpene resins, such as α-pinene resin, β-pinene resin, limonene resin, dipentene resin, and β-pinene / limonene resin, which are produced from the terpene compound mentioned above, as well as a hydrogenated terpene resin obtained by hydrogenating the terpene resin. Examples of terpene phenols include a resin obtained by copolymerizing the terpene compound and the phenol compound mentioned above, and a resin obtained by hydrogenating the resin mentioned above. In particular, a resin obtained by condensing the terpene compound, the phenol compound, and formalin mentioned above can be mentioned. Examples of phenol compounds include phenol, bisphenol A, cresol, and xylenol. Examples of aromatically modified terpene resin include a resin obtained by modifying a terpene resin with an aromatic compound, and a resin obtained by hydrogenating the aforementioned resin.The aromatic compound is not particularly restricted as long as it is a compound with an aromatic ring, and examples include phenolic compounds, such as phenol, alkylphenol, alkoxyphenol and phenols containing an unsaturated hydrocarbon group; naphthol compounds, such as naphthol, alkylnaphthol, alkoxynaphthol and naphthols containing an unsaturated hydrocarbon group; styrene derivatives, such as styrene, alkylstyrene, alkoxystyrene, styrene containing an unsaturated hydrocarbon group; coumaron; and indene.

[0163] The term "C5 resin" refers to a resin obtained by polymerizing a C5 fraction. Examples of the C5 fraction include petroleum fractions with 4 to 5 carbon atoms, such as cyclopentadiene, pentene, pentadiene, and isoprene. A dicyclopentadiene resin (DCPD resin) is preferred as the C5-based petroleum resin.

[0164] The term "C9 resin" refers to a resin obtained by polymerizing a C9 fraction and may be hydrogenated or modified. Examples of the C9 fraction include petroleum fractions with 8 to 10 carbon atoms, such as vinyltoluene, alkylstyrene, indene, and methylindene. Specifically, a coumaron-indene resin, a coumaron resin, an indene resin, and an aromatic vinyl resin are preferred. For the vinyl-based aromatic resin, a homopolymer of α-methylstyrene (AMS resin) or styrene, or a copolymer of α-methylstyrene and styrene, is preferred because it is economical, easy to process, and provides excellent heat generation. A copolymer of α-methylstyrene and styrene is further preferred. Examples of commercially available vinyl-based aromatic resins include those from Clayton Co., Eastman Chemical Co., etc.

[0165] The term "C5C9 resin" refers to a resin obtained by polymerizing the C5 and C9 fractions and may be hydrogenated or modified. Examples of the C5 and C9 fractions include the petroleum fractions mentioned above. For example, those commercially available from Tosoh Corporation, LUHUA Co., etc., can be used as C5C9 resin.

[0166] Although the acrylic resin is not particularly restricted, a solvent-free acrylic resin can be used, for example.

[0167] The solvent-free acrylic resin can be described as a (meth)acrylic resin (polymer) synthesized by a high-temperature continuous lump polymerization method (a method described in US 4,414,370 B, JP 84-6207 A, JP 93-58805 A, JP 89-313522 A, US 5,010,166 B, TOA Synthetic Research Annual Report TREND 2000 No. 3, pp. 42-45, and the like), without the use of polymerization initiators, chain transfer agents, organic solvents, etc., and with as few auxiliary raw materials as possible. In the present invention, (meth)acrylic means methacrylic and acrylic.

[0168] Examples of the monomer component that forms the acrylic resin include (meth)acrylic acid and (meth)acrylic acid derivatives, such as (meth)acrylic acid esters (alkyl esters, aryl esters and aralkyl esters etc.), (meth)acrylamide and (meth)acrylamide derivatives.

[0169] Furthermore, aromatic vinyl compounds, such as styrene, α-methylstyrene, vinyltoluene, vinylnaphthalene, divinylbenzene, trivinylbenzene, divinylnaphthalene, and the like, can be used as the monomer component forming the acrylic resin, together with (meth)acrylic acid or (meth)acrylic acid derivatives.

[0170] The acrylic resin can be a resin composed solely of a (meth)acrylic component, or a resin that also contains a component other than the (meth)acrylic component. Furthermore, the acrylic resin can contain a hydroxyl group, a carboxyl group, a silanol group, or the like.

[0171] Examples of resin components that can be used include products from Maruzen Petrochemical Co., Ltd., Sumitomo Bakelite Co., Ltd., Yasuhara Chemical Co., Ltd., Tosoh Corporation, Rutgers Chemicals Co., Ltd., BASF Co., Ltd., Clayton Co., Ltd., Nitto Chemical Co., Ltd., Nippon Shokubai Co., Ltd., ENEOS Co., Ltd., Arakawa Chemical Industry Co., Ltd., Taoka Chemical Industry Co., Ltd., etc. (b-3) curable resin component

[0172] Each rubber composition preferably contains a curable resin component, such as a modified resorcinol resin or a modified phenolic resin, as a heat resistance enhancer to suppress changes in E* at high temperatures.

[0173] Specific examples of modified resorcinol resins include Sumikanol 620 (modified resorcinol resin), manufactured by Taoka Chemical Co., Ltd., and specific examples of modified phenolic resins include PR12686 (cashew nut oil modified phenolic resins), manufactured by Sumitomo Bakelite Co., Ltd.

[0174] The content of the curable resin component, from the perspective of sufficiently improving a complex modulus of elasticity and maintaining a high reaction force during deformation, is preferably 1 part by mass or more, and more preferably 2 parts by mass or more, based on 100 parts by mass of the rubber component. Furthermore, from the perspective of maintaining fracture toughness, the content is preferably 10 parts by mass or less, and more preferably 8 parts by mass or less.

[0175] When a modified resorcinol resin is used, it is preferred to also include a methylene donor as a curing agent. Examples of methylene donors include hexamethylenetetramine (HMT), hexamethoxymethylolmelamine (HMMM), and hexamethylolmelamine pentamethyl ether (HMMPME). It is preferably present in an amount of 5 parts by weight or more, and more preferably about 15 parts by weight. If the amount is too low, a sufficiently complex modulus may not be obtained. On the other hand, if the amount is too high, the viscosity of the rubber may increase, and its processability may deteriorate.

[0176] For example, Sumikanol 507, manufactured by Taoka Chemical Industry Co., Ltd., can be used as a specific methylene donor. (b-4) Lubricant (stearic acid)

[0177] Every rubber compound can also contain a lubricant. A lubricant based on a fatty acid derivative, such as stearic acid, is preferred. Conventionally known stearic acids can be used. In particular, stearic acids manufactured by NOF Corporation, Kao Corporation, Fujifilm Wako Pure Chemical Industries, Ltd., Chiba Fatty Acid Co., Ltd., etc., can be used. Furthermore, Structol WB16, manufactured by Structol Co., Ltd., and similar products can also be used.

[0178] The stearic acid content, for example, is preferably more than 0.5 parts by mass and less than 10.0 parts by mass, based on 100 parts by mass of the rubber component. (b-5) Processing aids

[0179] Any rubber composition may, if necessary, contain a mixture of a fatty acid metal salt and a fatty acid amide as a processing aid.

[0180] The fatty acid forming the fatty acid metal salt is not particularly restricted, but preferably contains 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. Specific examples include lauric acid, myristic acid, palmitic acid, stearic acid, oleic acid, linoleic acid, linolenic acid, arachidonic acid, behenic acid, and nervonic acid. These can be used alone or in combination with two or more. Among these, saturated fatty acids are preferred, and saturated fatty acids with 14 to 20 carbon atoms are further preferred.

[0181] Examples of the metal that forms fatty acid metal salts include alkali metals, such as potassium and sodium; alkaline earth metals, such as magnesium, calcium, and barium; and zinc, nickel, and molybdenum. Among these, zinc and calcium are preferred.

[0182] A fatty acid amide can be a saturated or an 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.

[0183] In each rubber composition, the processing aid content, based on 100 parts by mass of the rubber component, is preferably 0.8 parts by mass or more, and further preferably 1.0 parts by mass or more. Furthermore, it is preferably 3.5 parts by mass or less, and further preferably 3.0 parts by mass or less. (b-6) Antioxidants

[0184] Every rubber compound can also contain an antioxidant. The antioxidant content can be, for example, more than 1 part by mass and less than 10 parts by mass, based on 100 parts by mass of the rubber component.

[0185] Examples of antioxidants include naphthylamine-based antioxidants, such as phenyl-α-naphthylamine; diphenylamine-based antioxidants, such as octylated diphenylamine and 4,4'-bis(α,α'-dimethylbenzyl)diphenylamine; p-phenylenediamine-based antioxidants, such as N-isopropyl-N'-phenyl-p-phenylenediamine, N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine, and N,N'-di-2-naphthyl-p-phenylenediamine; quinoline-based antioxidants, such as a polymer of 2,2,4-trimethyl-1,2-dihydroquinoline; and monophenolic antioxidants, such as 2,6-di-t-butyl-4-methylphenol and styrenized phenol. and bis-, tris- or polyphenolic antioxidants, such as tetrakis[methylene-3-(3',5'-di-t-butyl-4'-hydroxyphenyl)propionate]methane. These can be used alone or in combinations of two or more.

[0186] Specific antioxidants that can be used include products from Seiko Chemical Co., Ltd., Sumitomo Chemical Co., Ltd., Ouchi Shinko Chemical Industry Co., Ltd., Flexsys Co., Ltd., etc. (b-7) Zinc oxide

[0187] Any rubber compound can contain zinc oxide. The zinc oxide content can be, for example, more than 0.5 parts by mass and less than 10 parts by mass, based on 100 parts by mass of the rubber component. The zinc oxide used can be any conventionally known product, such as those from Mitsui Metal & Smelting Co., Ltd., Toho Zinc Co., Ltd., Hakusui Tech Co., Ltd., Shodo Chemical Industry Co., Ltd., Sakai Chemical Industry Co., Ltd., etc. (b-8) Wax

[0188] Any rubber composition may contain wax. The wax content is preferably 0.5 to 20 parts by mass, more preferably 1.0 to 15 parts by mass, and even more preferably 1.5 to 10 parts by mass, based on 100 parts by mass of the rubber component.

[0189] The type of wax is not particularly restricted, and examples include petroleum waxes, such as paraffin wax and microcrystalline wax; natural waxes, such as vegetable and animal waxes; and synthetic waxes, such as polymers of ethylene or propylene. These can be used alone or in combinations of two or more.

[0190] The wax can be supplied, for example, by products from Ouchi Shinko Chemical Industry Co., Ltd., Nippon Seiro Co., Ltd. and Seiko Kagaku Co., Ltd. (b-9) Crosslinking agents and vulcanization accelerators

[0191] Every rubber composition preferably contains a crosslinking agent, such as sulfur. The crosslinking agent content is, for example, more than 0.1 parts by mass and less than 10.0 parts by mass, based on 100 parts by mass of the rubber component. It should be noted that the sulfur content refers to pure sulfur, and if insoluble sulfur is used, it refers to the content excluding the oil content.

[0192] The sulfur includes sulfur powder, precipitated sulfur, colloidal sulfur, insoluble sulfur, highly dispersed sulfur, soluble sulfur, and the like, which are commonly used in the rubber industry. These can be used alone or in combinations of two or more.

[0193] For example, products from Tsurumi Chemical Industry Co., Ltd., Karuizawa Sulfur Co., Ltd., Shikoku Chemicals Corporation, Flexsys Co., Ltd., Nippon Kanryu Kogyo Co., Ltd., Hosoi Chemical Industry Co., Ltd., etc. can be used as the sulfur.

[0194] Crosslinking agents other than sulfur can be used. Specific examples of crosslinking agents other than sulfur include vulcanizing agents containing a sulfur atom, such as Tackirol V200, manufactured by Taoka Chemical Industry Co., Ltd.; DURALINK HTS (1,6-hexamethylene sodium dithiosulfate dihydrate), manufactured by Flexsys Co., Ltd.; and KA9188 (1,6-bis(N,N'-dibenzylthiocarbamoyldithio)hexane; (hybrid crosslinking agent)), manufactured by Lanxess Co., Ltd.; and organic peroxides, such as dicumyl peroxide.

[0195] Each rubber composition preferably contains a vulcanization accelerator. The content of the vulcanization accelerator is, for example, preferably more than 0.3 parts by mass and less than 10.0 parts by mass, based on 100 parts by mass of the rubber component.

[0196] Examples of vulcanization accelerators include Thiazole-based vulcanization accelerators, such as 2-mercaptobenzothiazole, di-2-benzothiazolyl disulfide and N-cyclohexyl-2-benzothiadylsulfenamide; Thiuram-based vulcanization accelerators, such as tetramethylthiuram disulfide (TMTD), tetrabenzylthiuram disulfide (TBzTD) and tetrakis(2-ethylhexyl)thiuram disulfide (TOT-N); Sulfenamide-based vulcanization accelerators, such as N-cyclohexyl-2-benzothiazole sulfenamide, Nt-butyl-2-benzothiazolyl sulfenamide, N-oxyethylene-2-benzothiazole sulfenamide, N-oxyethylene-2-benzothiazole sulfenamide, and N,N'-diisopropyl-2-benzothiazole sulfenamide; and guanidine-based vulcanization accelerators, such as diphenylguanidine, di-ortho-tolylguanidine, and ortho-tolylbiguanidine. These can be used alone or in combinations of two or more. (b-10) Other

[0197] In addition to the components described above, each rubber composition may, as required, contain additives commonly used in the tire industry, such as organic fillers, like cellulose fibers, and organic peroxides. The content of these additives is preferably, for example, more than 0.1 parts by mass and less than 50 parts by mass, based on 100 parts by mass of the rubber component.

[0198] In the rubber composition for inner liners and in the rubber composition for treads, the loss tangent (tanδ) can be adjusted by adjusting the amount of carbon black or sulfur, etc., so that the target loss tangent (tanδ) can be adjusted without the need for excessive trial and error. (2) Preparation of each rubber composition

[0199] Each rubber compound is prepared using a conventional process. For example, it can be produced by a manufacturing process that includes a basic kneading step in which the rubber component and a filler, such as carbon black, are kneaded, and a final kneading step in which the kneaded material obtained in the basic kneading step is kneaded with a crosslinking agent.

[0200] The kneading can be carried out using a known kneader (of the closed type), such as a Banbury mixer, a kneader or an open roller.

[0201] For example, the kneading temperature for the basic kneading step is higher than 50 °C and lower than 200 °C, and the kneading time is, for example, more than 30 seconds and less than 30 minutes. In addition to the components mentioned above, bonding agents conventionally used in the rubber industry, such as plasticizers (e.g., oils), stearic acid, zinc oxide, antioxidants, waxes, and vulcanization accelerators, can be appropriately added and kneaded into the basic kneading process as needed.

[0202] In the final kneading step, the kneaded product obtained in the initial kneading step and the curing agent are kneaded together. The kneading temperature for the final kneading step is, for example, above room temperature but below 80 °C, and the kneading time is, for example, longer than 1 minute but shorter than 15 minutes. In addition to the components mentioned above, a vulcanization accelerator, zinc oxide, and similar substances can be appropriately added and kneaded in during the final kneading step, as needed.

[0203] Each of the rubber compositions obtained as described above can then be formed into a predetermined shape by extrusion processing to form an inner liner, a tread and a tire element X (clinch or sidewall). 3. Tire manufacturing

[0204] The tire according to this embodiment can be manufactured by a conventional process, except for the embedding of an electronic component during molding. First, each rubber compound obtained above is molded into a predetermined shape to produce an inner liner, a tread, and a tire element X (clinch or sidewall). Next, these are combined with other rubber elements on a tire molding machine to produce an unvulcanized tire.

[0205] Specifically, the inner liner (an element to ensure the tire's airtightness), the carcass (an element to withstand the load, impact, and inflation pressure received by the tire), and a belt element (an element to strongly tension the carcass, thus increasing the tread stiffness) are wound onto a forming drum. Both ends of the carcass are attached to both sidewalls, a bead section (an element to attach the tire to the rim) is positioned, and they are formed into a ring shape. Then, the tread is bonded in the center of the outer circumference, and the sidewall section is bonded radially to the outside to form a side panel, thus producing an unvulcanized tire. During this manufacturing process for unvulcanized tires, an electronic component is embedded in a predetermined position.

[0206] A tire is then produced by heating and pressurizing the unvulcanized tire in a vulcanizing machine. The vulcanization process can be carried out using known vulcanizing agents. For example, a vulcanization temperature is higher than 120 °C and lower than 200 °C, and a vulcanization time is longer than 5 minutes and shorter than 15 minutes.

[0207] As mentioned above, the resulting tire incorporates an electronic component between a carcass layer, positioned sufficiently far from the tire's outer surface to minimize the influence of air (oxygen) outside the tire on the electronic components, and an inner liner layer capable of adequately suppressing airflow. This allows for sufficient airflow suppression and appropriate control of the inner liner layer's thickness (D1), the sidewall thickness (DSW), and the 70°C tanδ-SW × LR. Consequently, the durability of tires incorporating an electronic component can be improved during driving.

[0208] The tires according to the present invention can be used as tires for passenger cars, tires for large passenger cars, tires for large SUVs, tires for trucks and buses, tires for two-wheeled vehicles, tires for competitions, studless tires (winter tires), all-season tires, and run-flat tires. They are particularly preferred as tires for passenger cars. [EXAMPLES]

[0209] The following are examples which are considered preferred in implementation, but the scope of protection of the present invention is not limited to these examples.

[0210] Inner liner, tread and tire elements X are formed from rubber compositions for inner liner, rubber compositions for tread and rubber compositions for tire elements X (clinchs and sidewalls) made from the various bonding materials shown below and based on Tables 1 to 3.

[0211] Tires made from the inner liners, treads and tire elements X formed above, and other rubber elements (tire sizes 195 / 65R15, 155 / 60R16 and 215 / 50R17) are taken into consideration, and the results are shown in Tables 4 to 9. 1. Preparation of each rubber compound

[0212] A rubber composition for the inner liner, a rubber composition for the tread, and a rubber composition for tire element X are manufactured using various bonding materials shown below. (1) Connecting materials (a) rubber component (a-1) NR: TSR20 (a-2) SBR-1: Tuffden 3830, manufactured by Asahi Kasei Corporation (styrene content: 36 wt%, vinyl content: 31 wt%, 37.5% oil dilution) (a-3) SBR-2: S-SBR, obtained according to production example 1, which is described below (Styrene content: 25 wt%, Vinyl content: 59 wt%, Tg: -22 °C, weight mean molecular weight: 250,000, not oil-diluted) (a-4) BR: UBEPOL BR150B (Hicys BR), manufactured by Ube Industries, Ltd. (Mw: 440,000, cis-1,4 binding content: 96 wt%) (a-5) CL-IIR: CHLOROBUTYL 1066, manufactured by Nippon Butyl Co., Ltd. (chlorinated butyl rubber, Cl: 1.26%) (Production example 1: Production of SBR-2)

[0213] In a nitrogen-purged autoclave reactor, 600 ml of hexane, 75 g of 1,3-butadiene, 25 g of styrene, and 60 ml of tetrahydrofuran are placed and stirred at 40 °C. After adding 0.5 ml of 1 mol / l n-butyllithium / hexane solution for purging, 4 ml of 0.1 mol / l n-butyllithium / hexane solution is added, and the mixture is stirred at a speed of 130 rpm and a jacket temperature of 80 °C. After verifying the formation of a polymer with a molecular weight of 250,000 via GPC, the polymerization solution is poured into 4 l of ethanol, and the precipitate is collected. After drying the obtained precipitate with air, it is dried under reduced pressure at 80 °C / 10 Pa or lower until the loss on drying is 0.1% to obtain SBR-2. (b) Bonding materials other than rubber components (b-1) Soot-1: Show black N220, manufactured by Cabot Japan (Average particle size: 23 nm, N2 SA: 114 m)2 / G) (b-2) Soot-2: Show black N351, manufactured by Cabot Japan (b-3) Soot-3: Show black N550, manufactured by Cabot Japan (b-4) Soot-4: Show black N660, manufactured by Cabot Japan (b-5) Silicon dioxide: Ultrasil VN3, manufactured by Eponic Industries (N2SA: 175 m 2 / g, average primary particle diameter: 17 nm) (b-6) Silane coupling agent: Si266, manufactured by Eponic Industries (Bis(3-triethoxysilylpropyl) disulfide) (b-7) Resin-1: PROMIX400, manufactured by Flow Polymers (Mixed resin consisting of aliphatic resin and aromatic resin) (b-8) Resin-2: SP-1068, manufactured by Schenectady International (alkylphenol / formaldehyde condensation resin) (b-9) Resin-3: Sylvatraxx4401, manufactured by Clayton (α-Methylstyrene resin) (b-10) Wax: OZOACE-0355, manufactured by Nippon Seiro Co., Ltd. (Paraffin wax) (b-11) Antioxidant-1: Nocrac 6C, manufactured by Ouchi Shinko Chemical Industry Co., Ltd. (N-(1,3-Dimethylbutyl)-N'-phenyl-p-phenylenediamine) (b-12) Antioxidant-2: Nocrac RD, manufactured by Ouchi Shinko Chemical Industry Co., Ltd. (Poly(2,2,4-trimethyl-1,2-dihydroquinoline)) (b-13) Oil-1: Diana Process AH-24, manufactured by Idemitsu Kosan Co., Ltd. (Aroma oil) (b-14) Oil-2: Diana Process PS-32, manufactured by Idemitsu Kosan Co., Ltd. (Mineral oil) (b-15) Processing aid: ULTRAFLOW 440, manufactured by Performance Addibus Co., Ltd. (mixture of fatty acids and metal soaps) (b-16) Stearic acid: Stearic acid “Tsubaki”, manufactured by NOF Corporation (b-17) Zinc oxide: Zinc oxide No. 1, manufactured by Mitsui Mining & Smelting Co., Ltd. (b-18) Sulfur: Powdered sulfur, manufactured by Karuizawa Sulfur Co., Ltd. (b-19) Accelerator-1: Nocceler NS, manufactured by Ouchi Shinko Chemical Industry Co., Ltd. (N-tert-Butyl-2-benzothiazolylsulfenamide: TBBS) (b-20) Accelerator-2: Nocceler DM-P, manufactured by Ouchi Shinko Chemical Industry Co., Ltd. (Di-2-benzothiazolyl disulfide: DM) (b-21) Accelerator-3: Soxinol DG, manufactured by Sumitomo Chemical Co., Ltd. (1,3-Diphenylguanidine: DPG) (2) Rubber composition for inner liner

[0214] According to each formulation shown in Table 1, materials other than sulfur and the vulcanization accelerator are kneaded for 5 minutes at 150 °C using a Banbury mixer to obtain a kneaded product. It should be noted that each compound quantity is given in parts by mass.

[0215] Next, sulfur and a vulcanization accelerator are added to the kneaded product and then kneaded for 5 minutes at 80 °C using open rollers to obtain the rubber compositions for inner liners from IL-1 to IL-6. [Table 1] material IL-1 IL-2 IL-3 IL-4 IL-5 IL-6 (Recipe) NR 50 15 15 10 5 - CL-IIR 50 85 85 90 95 100 Soot-4 75 71 61 61 50 50 Harz-1 9,5 9,5 9,5 9,5 4,8 4,8 Harz-2 - - - - 3 3 Antioxidant-2 1,0 1,0 1,0 1,0 - - Öl-2 7,7 7,7 7,7 7,7 3,0 3,0 Stearic acid 1,0 1,0 1,5 1,5 1,0 1,0 zinc oxide 1,0 1,0 1,5 1,5 1,0 1,0 sulfur 0,40 0,40 0,48 0,48 0,53 0,53 Accelerator-2 1,05 1,05 1,25 1,25 1,25 1,25 (Physical properties) 70 °C-tanδ 0,28 0,28 0,24 0,24 0,18 0,18 Air permeability coefficient (× 1 0 -11 cm 3 · cm / (cm 2 · s · cmHg)) 50 20 20 17 15 10 (3) Preparation of rubber compound for tire element X

[0216] In parallel, based on each formulation shown in Table 2, rubber compositions for tire elements X TM-1 to TM-4 are obtained in the same manner as when preparing the rubber composition for inner liners. It should be noted that TM-1 and TM-2 are formulations for producing a sidewall as a tire element X, and TM-3 and TM-4 are formulations for producing a clinch as a tire element X. [Table 2] material TM-1 TM-2 TM-3 TM-4 (Recipe) NR 45 15 45 15 BR 55 85 55 85 Soot-2 - - 67 62 Soot-3 53 48 - - wax 1,2 1,2 1,2 1,2 Antioxidant-1 3,0 3,0 1,6 1,6 Antioxidant-2 1,0 1,0 1,4 1,4 Öl-1 10 5 10 5 Stearic acid 2,5 2,5 3,0 3,0 zinc oxide 3,0 3,0 1,7 1,7 sulfur 1,58 1,58 2,21 2,21 Accelerator-1 0,7 0,7 3,1 3,1 (Physical properties) Air permeability coefficient (× 1 0 -11 cm 3 · cm / (cm 2 · s · cmHg)) 220 175 220 175 (4) Preparation of rubber compound for tread

[0217] In parallel, based on each formulation shown in Table 3, rubber compositions for tread surfaces TR-1 to TR-3 are obtained in the same way as in the preparation of the rubber composition for inner liners. [Table 3] material TR-1 TR-2 TR-3 (Recipe) NR - - 12 SBR-1 25 33 - (Rubber content) (18) (24) (-) (Content of extender oil) (7) (9) (-) SBR-2 52 64 79 BR 30 12 9 Soot-1 30 15 5 silicon dioxide 53 62 66 Silane coupling agent 4,2 3,7 5,3 Harz-3 3 - - wax 1,8 1,7 1,7 Antioxidant-1 2,7 2,1 2,5 Antioxidant-2 0,9 0,9 0,8 Öl-1 2 5 4 Processing aids 2,0 3,0 1,0 Stearic acid 2,0 2,0 3,0 zinc oxide 2,0 2,2 2,0 sulfur 1,40 1,00 1,80 Accelerator-1 1,5 1,7 2,4 Accelerator-2 - 0,30 - Accelerator-3 1,3 1,0 2,1 (Physical properties) 30 °C-tanδ 0,25 0,20 0,15 0 °C tanδ 0,45 0,50 0,65 2. Shapes of inner liner, tire component X and tread

[0218] Next, each of the rubber compounds obtained above is formed into a predetermined shape of an inner liner, a tire element X (sidewall, clinch), and a tread. 3. Tire manufacturing

[0219] Next, the inner liner, tire element X, and tread obtained above are bonded with other tire elements according to the combinations shown in Tables 4 to 9 to form an unvulcanized tire, and then a press vulcanization is carried out under conditions of 170 °C for 10 minutes to produce each test tire shown in Tables 4 to 9.

[0220] Furthermore, during the formation of an unvulcanized tire, an electronic component (RFID) with the dimensions shown in Tables 4 to 9 (weight W (g) and longitudinal length L (mm)) is embedded at the embedding position shown in Tables 4 to 9. At this time, a plating layer containing copper and nickel, previously formed on the surface of the electronic component, and a 0.5 mm thick rubber coating layer are provided. In Tables 4 to 9, embedding position 1 indicates embedding the electronic component between the sidewall section and the carcass layer (see Fig. 4), Embedding position 2 indicates embedding the electronic component between the clinch section and the bead tapex (see Fig. 5), Embedding position 3 indicates embedding of the electronic component between the inner liner and the carcass layer above an inner bead in the tire width direction (see Fig.1), and embedding position 4 indicates embedding of the electronic component between the inner liner and the carcass layer on the inner bead in the tire width direction (see Fig. 2).

[0221] Among the physical properties listed in Tables 1 to 3, the 70°C tanδ, 30°C tanδ, and 0°C tanδ are determined by measuring a test piece cut from each tire to measure 20 mm in length × 4 mm in width × 1 mm in thickness, under conditions of a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, a tensile deformation mode, and at temperatures of 70°C, 30°C, and 0°C, respectively, using GABO's "Eplexor" (registered trademark). It should be noted that one longitudinal direction of the test piece is induced to coincide with one circumferential direction.

[0222] Furthermore, the thickness direction of the test piece is adjusted to align with the radial direction of the tire in the case of the tread and inner liner, and in the case of tire element X, it is adjusted to be parallel to the straight line L. If the thickness of each element is less than 1 mm, a test piece of a specific thickness must be taken from the thickest part of the element on the tire's equator plane. For example, when measuring an inner liner with a thickness of 2 mm on the tire's equator plane, a test piece measuring 20 mm in length × 4 mm in width × 1 mm in thickness is measured, and an inner liner with a thickness of 0.5 mm on the tire's equator plane must be measured. When measuring an inner liner with a thickness of 0.5 mm on the tire's equator plane, a test piece measuring 20 mm in length × 4 mm in width × 0.5 mm in thickness must be taken.

[0223] Furthermore, the air permeability coefficient A1 (× 10 -11 cm3 · cm / (cm 2 · s · cmHg)) by measuring a test piece cut from a tire to measure 20 mm in length × 20 mm in width × 0.3 mm in thickness, using the differential pressure method in accordance with the method specified in JIS K6275-1:2009 in an environment of 40 °C. 4. Calculation of parameters

[0224] Next, the tire weight (kg), cross-sectional height H (mm), outer diameter Dt (mm), and sidewall thickness are measured for each test tire (which differs from the tire from which the test sample was taken), and the maximum load capacity (kg) is calculated based on these measurements. Simultaneously, each tire from D1 to D6 is measured.

[0225] Then 70 °C-tanδ-SW × LR, tire weight / maximum load capacity, D1 / 70 °C-tanδ-IL, (D2 / H) × A1, (Rt + D2) × A1, (D2 / H) × 70 °Ct anδ-IL, D3 / A2, D4 - 120 × (D2 / H- 0.5) 2+ 2.0}, D4 × W and D5 / D6 calculated. 5. Performance evaluation test (evaluation of tire durability during driving)(1) Test procedure

[0226] After installing each test tire on all wheels of a vehicle (a domestic FF vehicle with a 2000cc engine) and inflating them to an internal pressure of 230 kPa, the vehicle is driven on a test track under an overloaded condition. During the test, the vehicle repeatedly drives over road irregularities and behaves normally. The vehicle starts at a speed of 50 km / h and gradually increases the speed with each repetition. The speed immediately before the driver experiences any abnormality is recorded. (2) Assessment procedure

[0227] Next, the results for comparison example 1-1, comparison example 2-1, and comparison example 3-1 (referred to as "Comparison Example" in the formula below) are set to 100, and the results are indexed based on the formulas below to evaluate the tire's durability while driving. The higher the value, the better the tire's durability while driving. Tire durability while driving = [(results of test tires) / (results of comparison example)]×100 [Table 4] Example 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 Tires Tire size 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 Tire weight (kg) 8,0 8,0 8,0 7,5 7,2 7,1 7,1 7,4 7,5 7,1 Cutting height H (mm) Outer diameter Dt (mm) Maximum load capacity (kg) 534 534 534 534 534 534 534 534 534 534 Recipe Innerliner IL-2 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 IL-6 IL-2 IL-2 side wall section SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 tire element SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 TM-3 TM-4 TM-4 TM-3 tread TR-2 TR-1 TR-1 TR-1 TR-2 TR-2 TR-2 TR-2 TR-2 TR-3 Physical properties A1 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 20 20 17 15 10 10 10 10 20 20 A2 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 220 220 220 220 220 220 220 175 175 220 70 °C-tanδ-IL 0,28 0,24 0,24 0,18 0,18 0,18 0,18 0,18 0,28 0,28 30 °C-tanδ-TR 0,20 0,25 0,25 0,25 0,20 0,20 0,20 0,20 0,20 0,15 0 °C-tanδ-TR 0,50 0,45 0,45 0,45 0,50 0,50 0,50 0,50 0,50 0,65 70 °C-tan-δ-SW 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 Size Inner liner thickness D1 (mm) 0,5 0,5 0,5 0,6 0,6 0,8 0,8 1,0 1,0 1,0 Tire cross-sectional height H (mm) 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 Sidewall thickness DSW (mm) 2,0 2,0 2,0 2,5 2,5 2,5 3,0 3,0 3,0 3,0 Tire element thickness D3 (mm) 2,0 2,0 2,0 2,5 1,5 2,5 2,0 3,0 1,5 3,0 Rim diameter Rt (mm) 381 381 381 381 381 381 381 381 381 381 D6 (mm) 58 58 58 58 58 58 58 58 58 58 Electronic components Embedding position 3 3 3 3 3 3 4 4 4 4 Weight W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Length direction LR (mm) 100 80 80 70 70 60 50 40 40 40 D4 (mm) 6,5 6,5 6,0 6,0 6,5 6,0 6,5 6,0 6,5 5,5 D2 (mm) 70 70 70 70 70 70 70 55 45 50 D5 (mm) 65 65 65 65 65 65 65 50 40 45 parameter 70 °C-tanδ-SW × LR 1.000 0,800 0,800 0,700 0,700 0,600 0,500 0,400 0,400 0,400 Tire weight / maximum load capacity 0,0150 0,0150 0,0150 0,0141 0,0135 0,0133 0,0133 0,0139 0,0141 0,0133 D1 / 70 °C-tanδ-IL 1,79 2,08 2,08 3,33 3,33 4,44 4,44 5,56 3,57 3,57 (D2 / H) × A1 11,05 11,05 9,39 8,28 5,52 5,52 5,52 4,34 7,10 7,89 (Rt + D2) × A1 9020 9020 7667 6765 4510 4510 4510 4360 8520 8620 (D2 / H) × 70 °C-tanδ-IL 0,155 0,133 0,133 0,099 0,099 0,099 0,099 0,078 0,099 0,110 D3 / A2 0,0091 0,0091 0,0091 0,0114 0,0068 0,0114 0,0091 0,0171 0,0086 0,0136 D4 - {20 × (D2 / H -0,5) 2 + 2,0} 4,4 4,4 3,9 3,9 4,4 3,9 4,4 3,9 4,1 3,3 D4 × W 2,6 2,6 2,4 2,4 2,6 2,4 2,6 2,4 2,6 2,2 D5 / D6 1,12 1,12 1,12 1,12 1,12 1,12 1,12 0,86 0,69 0,78 Evaluation results (durability of tires while driving) Result 115 120 130 145 135 150 140 145 135 150 [Table 5] comparative example 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 Tires Tire size 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 195 / 6 5R15 Tire weight (kg) 7,5 7,2 7,1 7,3 7,2 7,1 7,2 7,8 7,5 8,0 Cutting height H (mm) Outer diameter Dt (mm) Maximum load capacity (kg) 534 534 534 534 534 534 534 534 534 534 Recipe Innerliner IL-1 IL-1 IL-2 IL-1 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 side wall section SW-1 SW-2 SW-1 SW-2 SW-2 SW-1 SW-2 SW-2 SW-2 SW-2 tire element SW-1 SW-2 SW-1 TM-4 TM-4 TM-4 SW-2 SW-2 SW-2 TM-4 tread TR-1 TR-3 TR-1 TR-2 TR-1 TR-3 TR-1 TR-1 TR-3 TR-1 Physical properties A1 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 50 50 20 50 20 17 15 10 10 10 A2 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 220 175 220 175 175 175 175 175 175 175 70 °C-tanδ-IL 0,28 0,28 0,28 0,28 0,24 0,24 0,18 0,18 0,18 0,18 30 °C-tanδ-TR 0,25 0,15 0,25 0,20 0,25 0,15 0,25 0,25 0,15 0,25 0 °C-tanδ-TR 0,45 0,65 0,45 0,50 0,45 0,65 0,45 0,45 0,65 0,45 70 °C-tan-δ-SW 0,01 0,02 0,01 0,02 0,02 0,01 0,02 0,02 0,02 0,02 Size Inner liner thickness D1 (mm) 0,8 0,4 1,0 0,5 0,5 0,4 0,6 0,5 0,5 0,8 Tire cross-sectional height H (mm) 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 Sidewall thickness DSW (mm) 1,0 1,5 1,0 1,0 1,0 1,5 0,5 1,0 0,5 1,0 Tire element thickness D3 (mm) 1,0 2,0 1,0 1,0 1,5 1,0 1,5 2,0 3,0 4,0 Rim diameter Rt (mm) 381 381 381 381 381 381 381 381 381 381 D6 (mm) 58 58 58 58 58 58 58 58 58 58 Electronic components Embedding position 3 1 1 4 2 2 1 1 1 2 Weight W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Length direction LR (mm) 40 40 120 80 40 40 40 40 40 60 D4 (mm) 6,0 5,5 6,5 6,0 6,0 5,5 5,5 5,5 5,5 5,5 D2 (mm) 70 70 70 70 70 70 70 70 70 55 D5 (mm) 65 65 65 65 65 65 65 65 65 50 parameter 70 °C-tanδ-SW × LR 0,400 0,800 1,200 1.600 0,800 0,400 0,800 0,800 0,800 1,200 Tire weight / maximum load capacity 0,0141 0,0135 0,0133 0,0137 0,0135 0,0133 0,0135 0,0146 0,0141 0,0150 D1 / 70 °C-tanδ-IL 2,86 1,43 3,57 1,79 2,08 1,67 3,33 2,78 2,78 4,44 (D2 / H) × A1 27,61 27,61 11,05 27,61 11,05 9,39 8,28 5,52 5,52 4,34 (Rt + D2) × A1 22550 22550 9020 22550 9020 7667 6765 4510 4510 4360 (D2 / H)× 70°C-tanδ-IL 0,155 0,155 0,155 0,155 0,133 0,133 0,099 0,099 0,099 0,078 D3 / A2 0,0045 0,0114 0,0045 0,0057 0,0086 0,0057 0,0086 0,0114 0,0171 0,0229 D4 - {20 × (D2 / H - 0,5) 2 + 2,0} 3,9 3,4 4,4 3,9 3,9 3,4 3,4 3,4 3,4 3,4 D4 × W 2,4 2,2 2,6 2,4 2,4 2,2 2,2 2,2 2,2 2,2 D5 / D6 1,12 1,12 1,12 1,12 1,12 1,12 1,12 1,12 1,12 0,86 Evaluation results (durability of tires while driving) Result 100 90 90 90 90 95 90 90 95 85 [Table 6] Example 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 Tires Tire size 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 Tire weight (kg) 5,3 5,3 5,2 5,1 5,0 5,1 5,0 5,3 5,2 5,1 Cutting height H (mm) 93 93 92 92 94 93 95 94 93 93 Outer diameter Dt (mm) 592 594 593 592 594 590 595 594 593 592 Maximum load capacity (kg) 349 351 350 348 351 345 353 351 350 348 Recipe Innerliner IL-2 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 IL-6 IL-2 IL-2 side wall section SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 tire element SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 TM-3 TM-4 TM-4 TM-3 tread TR-2 TR-1 TR-1 TR-1 TR-2 TR-2 TR-2 TR-2 TR-2 TR-3 Physical properties A1 (×10 -11 cm 3 ·cm / (cm 2 ·s·c mHg)) 20 20 17 15 10 10 10 10 20 20 A2 (×10 -11 cm 3 ·cm / (cm 2 ·s·c mHg)) 220 220 220 220 220 220 220 175 175 220 70 °C-tanδ-IL 0,28 0,24 0,24 0,18 0,18 0,18 0,18 0,18 0,28 0,28 30 °C-tanδ-TR 0,20 0,25 0,25 0,25 0,20 0,20 0,20 0,20 0,20 0,15 0 °C-tanδ-TR 0,50 0,45 0,45 0,45 0,50 0,50 0,50 0,50 0,50 0,65 70 °C-tan-δ-SW 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 Size Inner liner thickness D1 (mm) 0,5 0,5 0,5 0,6 0,6 0,8 0,8 1,0 1,0 1,0 Tire cross-sectional height H (mm) 93 93 92 92 94 93 95 94 93 93 Sidewall thickness DSW (mm) 2,0 2,0 2,0 2,5 2,5 2,5 3,0 3,0 3,0 3,0 Tire element thickness D3 (mm) 2,0 2,0 2,0 2,5 1,5 2,5 2,0 3,0 1,5 3,0 Rim diameter Rt (mm) 406 406 406 406 406 406 406 406 406 406 D6 (mm) 42 42 42 42 42 42 42 42 42 42 Electronic components Embedding position 3 3 3 3 3 3 4 4 4 4 Weight W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Length direction LR (mm) 100 80 80 70 70 60 50 40 40 40 D4 (mm) 6,5 6,5 6,0 6,0 6,5 6,0 6,5 6,0 6,5 5,5 D2 (mm) 70 70 70 70 70 70 70 55 45 50 D5 (mm) 65 65 65 65 65 65 65 50 40 45 parameter 70 °C-tanδ-SW × LR 1.000 0,800 0,800 0,700 0,700 0,600 0,500 0,400 0,400 0,400 Tire weight / maximum load capacity 0,0152 0,0151 0,0149 0,0146 0,0142 0,0148 0,0142 0,0151 0,0149 0,0146 D1 / 70°C-tanδ-IL 1,79 2,08 2,08 3,33 3,33 4,44 4,44 5,56 3,57 3,57 (D2 / H)×A1 15,05 15,05 12,93 11,41 7,45 7,53 7,37 5,85 9,68 10,75 (Rt+D2)×A1 9528 9528 8099 7146 4764 4764 4764 4614 9028 9128 (D2 / H)×70°C-tanδ-IL 0,211 0,181 0,183 0,137 0,134 0,135 0,133 0,105 0,135 0,151 D3 / A2 0,0091 0,0091 0,0091 0,0114 0,0068 0,0114 0,0091 0,0171 0,0086 0,0136 D4-{20×(D2 / H-0,5) 2 +2,0} 3,2 3,2 2,6 2,6 3,3 2,7 3,4 3,9 4,5 3,5 D4 × W 2,6 2,6 2,4 2,4 2,6 2,4 2,6 2,4 2,6 2,2 D5 / D6 1,55 1,55 1,55 1,55 1,55 1,55 1,55 1,19 0,95 1,07 Evaluation results (durability of tires while driving) Result 115 120 130 135 140 145 140 145 135 140 [Table 7] comparative example 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 Tires Tire size 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 155 / 6 0R16 Tire weight (kg) 5,3 5,2 5,2 5,2 5,2 5,3 5,2 5,2 5,2 5,3 Cutting height H (mm) 95 95 93 95 93 95 93 95 93 95 Outer diameter Dt (mm) 594 593 593 592 594 592 593 592 594 592 Maximum load capacity (kg) 351 350 350 348 351 348 350 348 351 348 Recipe Innerliner IL-1 IL-1 IL-2 IL-1 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 side wall section SW-1 SW-2 SW-1 SW-2 SW-2 SW-1 SW-2 SW-2 SW-2 SW-2 tire element SW-1 SW-2 SW-1 TM-4 TM-4 TM-4 SW-2 SW-2 SW-2 TM-4 tread TR-1 TR-3 TR-1 TR-2 TR-1 TR-3 TR-1 TR-1 TR-3 TR-1 Physical properties A1 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 50 50 20 50 20 17 15 10 10 10 A2 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 220 175 220 175 175 175 175 175 175 175 70 °C-tanδ-IL 0,28 0,28 0,28 0,28 0,24 0,24 0,18 0,18 0,18 0,18 30 °C-tanδ-TR 0,25 0,15 0,25 0,20 0,25 0,15 0,25 0,25 0,15 0,25 0 °C-tanδ-TR 0,45 0,65 0,45 0,50 0,45 0,65 0,45 0,45 0,65 0,45 70 °C-tan-δ-SW 0,01 0,02 0,01 0,02 0,02 0,01 0,02 0,02 0,02 0,02 Size Inner liner thickness D1 (mm) 0,8 0,4 1,0 0,5 0,5 0,4 0,6 0,5 0,5 0,8 Tire cross-sectional height H (mm) 95 95 93 95 93 95 93 95 93 95 Sidewall thickness DSW (mm) 1,0 1,5 1,0 1,0 1,0 1,5 0,5 1,0 0,5 1,0 Tire element thickness D3 (mm) 1,0 2,0 1,0 1,0 1,5 1,0 1,5 2,0 3,0 4,0 Rim diameter Rt (mm) 406 406 406 406 406 406 406 406 406 406 D6 (mm) 42 42 42 42 42 42 42 42 42 42 Electronic components Embedding position 3 1 1 4 2 2 1 1 1 2 Weight W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Length direction LR (mm) 40 40 120 80 40 40 40 40 40 60 D4 (mm) 6,0 5,5 6,5 6,0 6,0 5,5 5,5 5,5 5,5 5,5 D2 (mm) 70 70 70 70 70 70 70 70 70 55 D5 (mm) 65 65 65 65 65 65 65 65 65 50 parameter 70 °C-tanδ-SW × LR 0,400 0,800 1,200 1.600 0,800 0,400 0,800 0,800 0,800 1,200 Tire weight / maximum load capacity 0, 0151 0,0149 0,0149 0,0149 0,0148 0,0152 0,0149 0,0149 0,0148 0,0152 D1 / 70 °C-tanδ-IL 2,86 1,43 3,57 1,79 2,08 1,67 3,33 2,78 2,78 4,44 (D2 / H) × A1 36,84 36,84 15,05 36,84 15,05 12,53 11,29 7,37 7,53 5,79 (Rt + D2) × A1 23820 23820 9528 23820 9528 8099 7146 4764 4764 4614 (D2 / H) × 70 °C-tanδ-IL 0,206 0,206 0,211 0,206 0,181 0,177 0,135 0,133 0,135 0,104 D3 / A2 0,0045 0,0114 0,0045 0,0057 0,0086 0,0057 0,0086 0,0114 0,0171 0,0229 D4 - {20 × (D2 / H - 0,5) 2 + 2,0} 2,9 2,4 3,2 2,9 2,7 2,4 2,2 2,4 2,2 3,4 D4 × W 2,4 2,2 2,6 2,4 2,4 2,2 2,2 2,2 2,2 2,2 D5 / D6 1,55 1,55 1,55 1,55 1,55 1,55 1,55 1,55 1,55 1,19 Evaluation results (durability of tires while driving) Result 100 90 80 80 85 75 80 90 90 80 [Table 8] Example 3-1 3-2 3-3 3 -4 3 -5 3 -6 3-7 3 -8 3 -9 3-10 Tires Tire size 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 Tire weight (kg) 8,0 7,8 7,7 7,9 7,5 7,1 7,1 7,0 7,5 7,2 Cutting height H (mm) 108 106 106 108 110 107 106 110 108 105 Outer diameter Dt (mm) 647 645 647 647 649 650 648 646 646 647 Maximum load capacity (kg) 531 526 531 531 536 538 534 529 529 531 Recipe Innerliner IL-2 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 IL-6 IL-2 IL-2 side wall section SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 tire element SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 TM-3 TM-4 TM-4 TM-3 tread TR-2 TR-1 TR-1 TR-1 TR-2 TR-2 TR-2 TR-2 TR-2 TR-3 Physical properties A1 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 20 20 17 15 10 10 10 10 20 20 A2 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 220 220 220 220 220 220 220 175 175 220 70 °C-tanδ-IL 0,28 0,24 0,24 0,18 0,18 0,18 0,18 0,18 0,28 0,28 30 °C-tanδ-TR 0,20 0,25 0,25 0,25 0,20 0,20 0,20 0,20 0,20 0,15 0 °C-tanδ-TR 0,50 0,45 0,45 0,45 0,50 0,50 0,50 0,50 0,50 0,65 70 °C-tan-δ-SW 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 0,01 Size Inner liner thickness D1 (mm) 0,5 0,5 0,5 0,6 0,6 0,8 0,8 1,0 1,0 1,0 Tire cross-sectional height H (mm) 108 106 106 108 110 107 106 110 108 105 Sidewall thickness DSW (mm) 2,0 2,0 2,0 2,5 2,5 2,5 3,0 3,0 3,0 3,0 Tire element thickness D3 (mm) 2,0 2,0 2,0 2,5 1,5 2,5 2,0 3,0 1,5 3,0 Rim diameter Rt (mm) 432 432 432 432 432 432 432 432 432 432 D6 (mm) 49 49 49 49 49 49 49 49 49 49 Electronic components Embedding position 3 3 3 3 3 3 4 4 4 4 Weight W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Length direction LR (mm) 100 80 80 70 70 60 50 40 40 40 D4 (mm) 6,5 6,5 6,0 6,0 6,5 6,0 6,5 6,0 6,5 5,5 D2 (mm) 70 70 70 70 70 70 70 55 45 50 D5 (mm) 65 65 65 65 65 65 65 50 40 45 parameter 70 °C-tanδ-SW × LR 1.000 0,800 0,800 0,700 0,700 0,600 0,500 0,400 0,400 0,400 Tire weight / maximum load capacity 0,0151 0,0148 0,0145 0,0149 0,0140 0,0132 0,0133 0,0132 0,0142 0,0136 D1 / 70 °C-tanδ-IL 1,79 2,08 2,08 3,33 3,33 4,44 4,44 5,56 3,57 3,57 (D2 / H) × A1 13,02 13,21 11,23 9,72 6,36 6,54 6,60 5,00 8,33 9,52 (Rt + D2) × A1 10036 10036 8531 7527 5018 5018 5018 4868 9536 9636 (D2 / H) × 70 °C-tanδ-IL 0,182 0,158 0,158 0,117 0,115 0,118 0,119 0,090 0,117 0,133 D3 / A2 0,0091 0,0091 0,0091 0,0114 0,0068 0,0114 0,0091 0,0171 0,0086 0,0136 D4 - {20 × (D2 / H - 0,5) 2 + 2,0} 4,0 4,0 3,5 3,6 4,1 3,5 4,0 4,0 4,4 3,5 D4 × W 2,6 2,6 2,4 2,4 2,6 2,4 2,6 2,4 2,6 2,2 D5 / D6 1,33 1,33 1,33 1,33 1,33 1,33 1,33 1,02 0,82 0,92 Evaluation results (durability of tires while driving) Result 115 120 130 145 140 150 140 150 135 140 [Table 9] comparative example 3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8 3-9 3-10 Tires Tire size 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 215 / 5 0R17 Tire weight (kg) 7,5 7,2 7,1 7,3 7,2 7,1 7,2 7,8 7,5 7,8 Cutting height H (mm) 105 108 108 105 106 106 107 108 108 107 Outer diameter Dt (mm) 648 648 646 645 647 647 648 646 647 647 Maximum load capacity (kg) 534 534 529 526 531 531 534 529 531 531 Recipe Innerliner IL-1 IL-1 IL-2 IL-1 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 side wall section SW-1 SW-2 SW-1 SW-2 SW-2 SW-1 SW-2 SW-2 SW-2 SW-2 tire element SW-1 SW-2 SW-1 TM-4 TM-4 TM-4 SW-2 SW-2 SW-2 TM-4 tread TR-1 TR-3 TR-1 TR-2 TR-1 TR-3 TR-1 TR-1 TR-3 TR-1 Physical properties A1 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 50 50 20 50 20 17 15 10 10 10 A2 (× 10 -11 cm 3 · cm / (cm 2 · s · c mHg)) 220 175 220 175 175 175 175 175 175 175 70 °C-tanδ-IL 0,28 0,28 0,28 0,28 0,24 0,24 0,18 0,18 0,18 0,18 30 °C-tanδ-TR 0,25 0,15 0,25 0,20 0,25 0,15 0,25 0,25 0,15 0,25 0 °C-tanδ-TR 0,45 0,65 0,45 0,50 0,45 0,65 0,45 0,45 0,65 0,45 70 °C-tan-δ-SW 0,01 0,02 0,01 0,02 0,02 0,01 0,02 0,02 0,02 0,02 Size Inner liner thickness D1 (mm) 0,8 0,4 1,0 0,5 0,5 0,4 0,6 0,5 0,5 0,8 Tire cross-sectional height H (mm) 105 108 108 105 106 106 107 108 108 107 Sidewall thickness DSW (mm) 1,0 1,5 1,0 1,0 1,0 1,5 0,5 1,0 0,5 1,0 Tire element thickness D3 (mm) 1,0 2,0 1,0 1,0 1,5 1,0 1,5 2,0 3,0 4,0 Rim diameter Rt (mm) 432 432 432 432 432 432 432 432 432 432 D6 (mm) 49 49 49 49 49 49 49 49 49 49 Electronic components Embedding position 3 1 1 4 2 2 1 1 1 2 Weight W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Length direction LR (mm) 40 40 120 80 40 40 40 40 40 60 D4 (mm) 6,0 5,5 6,5 6,0 6,0 5,5 5,5 5,5 5,5 5,5 D2 (mm) 70 70 70 70 70 70 70 70 70 55 D5 (mm) 65 65 65 65 65 65 65 65 65 50 parameter 70 °C-tanδ-SW × LR 0,400 0,800 1,200 1.600 0,800 0,400 0,800 0,800 0,800 1,200 Tire weight / maximum load capacity 0,0141 0,0135 0,0134 0,0139 0,0136 0,0134 0,0135 0,0147 0,0141 0,0147 D1 / 70 °C-tanδ-IL 2,86 1,43 3,57 1,79 2,08 1,67 3,33 2,78 2,78 4,44 (D2 / H) × A1 33,33 32,41 12,96 33,33 13,21 11,23 9,81 6,48 6,48 5,14 (Rt + D2) × A1 25090 25090 10036 25090 10036 8531 7527 5018 5018 4868 (D2 / H)×70°C-tanδ-IL 0,187 0,181 0,181 0,187 0,158 0,158 0,118 0,117 0,117 0,093 D3 / A2 0,0045 0,0114 0,0045 0,0057 0,0086 0,0057 0,0086 0,0114 0,0171 0,0229 D4 - {20 × (D2 / H - 0,5) 2 + 2,0} 3,4 3,1 4,1 3,4 3,5 3,0 3,0 3,1 3,1 3,5 D4 × W 2,4 2,2 2,6 2,4 2,4 2,2 2,2 2,2 2,2 2,2 D5 / D6 1,33 1,33 1,33 1,33 1,33 1,33 1,33 1,33 1,33 1,02 Evaluation results (durability of tires while driving) Result 100 90 75 75 80 80 85 85 90 80

[0228] Although the present invention has been described above based on the embodiments, the present invention is not limited to the embodiments described above. Various modifications can be made to the embodiments described above within the same and equivalent scope of protection of the present invention.

[0229] The present invention (1) is a tire with an inner liner layer, a carcass layer and a tread section, wherein an electronic component is provided between the carcass layer and the inner liner layer in a tire axial direction, a thickness D1 (mm) of the inner liner layer, measured on a straight line L, which has a shortest distance from a center of the electronic component to a tire inner cavity surface, in a radial tire cross-section, is more than 0.4 mm, a thickness DSW (mm) of a sidewall section, measured on an extension line of the straight line L to a tire outer surface, is more than 1 mm, and a loss tangent 70 °C-tanδ-SW of the side wall section, measured under conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode, and a length LR (mm) of the electronic component in a longitudinal direction satisfying the following (formula 1): 70°C−tanδ−SW×LR<1.2

[0230] The present invention (2) is the tire according to the present invention (1), where a loss tangent 30 °C-tanδ-TR of the running surface section, measured under conditions of a temperature of 30 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode, is 0.25 or less.

[0231] The present invention (3) is the tire according to the present invention (2), where the loss tangent 30 °C-tanδ-TR of the running surface section, measured under conditions of a temperature of 30 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode, is 0.15 or less.

[0232] The present invention (4) is the tire according to the present invention (2) or (3), where a loss tangent 0 °C-tanδ-TR of the running surface section, measured under conditions of a temperature of 0 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode, is 0.50 or more.

[0233] The present invention (5) is the tire of any combination of the present inventions (1) to (4), where a tire weight (kg) and a maximum load capacity (kg) of the tire satisfy the following (Formula 2): Tire weight / maximum load capacity <0.0150

[0234] The present invention (6) is the tire according to the present invention (5), where the tire weight (kg) and the maximum load capacity (kg) of the tire satisfy the following (Formula 3): Tire weight / maximum load capacity <0.0135

[0235] The present invention (7) is the tire of any combination of the present inventions (1) to (6), wherein an air permeability coefficient A1 of the inner liner layer, measured by a pressure differential method according to the method specified in JIS K6275-1:2009 at a temperature of 40°C, 20 × 10 -11 cm 3 · cm / (cm 2 · s · cmHg) or less.

[0236] The present invention (8) is the tire of any combination of the present inventions (1) to (7), where the D1 (mm) and a loss tangent 70 °C-tanδ-IL of the inner liner layer, measured under the conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode, satisfy the following (formula 4): D1 / 70°C−tanδ−IL≧1.5

[0237] The present invention (9) is the tire of any combination of the present inventions (1) to (8), wherein a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a central position of the electronic component, a tire cross-sectional height H (mm) and an air permeability coefficient A1 of the inner liner layer, measured by a differential pressure method according to the method specified in JIS K6275-1:2009 at a temperature of 40 °C, satisfy the following (formula 5): (D2 / H)×A1≦10

[0238] The present invention (10) is the tire of any combination of the present inventions (1) to (9), wherein a tire rim diameter Rt (mm), a direct distance D2 (mm) in the tire radial direction from an upper end of a bead core to a center position of the electronic component and an air permeability coefficient A1 of the inner liner layer, measured by a differential pressure method according to the method specified in JIS K6275-1:2009 at a temperature of 40 °C, satisfy the following (formula 6): (Rt+D2)×A1≦10000

[0239] The present invention (11) is the tire of any combination of the present inventions (1) to (10), wherein a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a central position of the electronic component, a tire cross-sectional height H (mm) and a loss tangent 70 °C-tanδ-IL of the inner liner layer, which is measured under the conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode which satisfies the following (formula 7): (D2 / H)×70°C+tanδ−IL≦0.13

[0240] The present invention (12) is the tire of any combination of the present inventions (1) to (11), wherein, with respect to a tire element with a maximum thickness on the straight line L, among tire elements located closer to a tire surface side than the carcass layer, a thickness D3 (mm) of the tire element on the straight line L and an air permeability coefficient A2 (× 10 -11cm 3 · cm / (cm 2 · s · cmHg)) of the tire element, which is measured by a differential pressure method according to the method specified in JIS K6275-1:2009 at a temperature of 40 °C, which meet the following (Formula 8): D3 / A2≧0.005

[0241] The present invention (13) is the tire of any combination of the present inventions (1) to (12), where a distance D4 (mm) from the electronic component to the outer surface of the tire, a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a central position of the electronic component and a tire cross-sectional height H (mm) satisfy the following (formula 9): D4≧20×(D2 / H−0.5)2+2.0

[0242] The present invention (14) is the tire of any combination of the present inventions (1) to (13), wherein a weight W (g) of the electronic component and a shortest distance D4 (mm) from the electronic component to the outer surface of the tire satisfy the following (formula 10): D4×W≦2.5

[0243] The present invention (15) is the tire of any combination of the present inventions (1) to (14), where the electronic component is an RFID tag or a sensor.

[0244] The present invention (16) is the tire of any combination of the present inventions (1) to (15), wherein an adhesive layer is provided to improve adhesion to rubber or a plating layer is provided on a surface of the electronic component.

[0245] The present invention (17) is the tire of any combination of the present inventions (1) to (16), wherein a coating layer for electronic components with a thickness of 0.5 mm or more, covering the electronic component, is provided.

[0246] The present invention (18) is the tire of any combination of the present inventions (1) to (17), where the length LR (mm) of the electronic component in a longitudinal direction is 80 mm or less.

[0247] The present invention (19) is the tire according to the present invention (18), where the length LR (mm) of the electronic component in the longitudinal direction is 50 mm or less.

[0248] The present invention (20) is the tire of any combination of the present inventions (1) to (19), where, in a tire radial direction, a distance D5 (mm) from a center position of the electronic component to a lower end of a bead core and a distance D6 (mm) from a position with maximum tire width to the lower end of the bead core satisfy the following (formula 11): 0.3≦D5 / D6≦1.7 [Description of reference symbols] 1 tire 2 bead section 3 Side wall section 4. Tread section 21 bead core 22 Bead Tape 23 Clinch 24 bead tape 31 Side wall 32 Carcass layers 33 Inner liner layer 34 Electronic Component 34a Main body 34b antenna QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2021506676 A

[0002] JP 2021514891 A

[0002] JP 2021127114 A

[0002] JP 2010111753 A

[0083] US 4414370 B

[0167] JP 846207 A

[0167] JP 9358805 A

[0167] JP 89313522 A

[0167] US 5010166 B

[0167] Cited non-patent literature

[0000] Toa Synthetic Research Annual Report TREND2000 No. 3, p42-45

[0167]

Claims

A tire having an inner liner layer, a carcass layer, and a tread portion, wherein an electronic component is provided between the carcass layer and the inner liner layer in a tire axial direction, a thickness D1 (mm) of the inner liner layer, measured on a straight line L having a shortest distance from a center of the electronic component to a tire inner cavity surface, in a tire radial cross-section, is more than 0.4 mm, a thickness DSW (mm) of a sidewall portion, measured on an extension line of the straight line L to a tire outer surface, is more than 1 mm, and a loss tangent 70°C-tanδ-SW of the sidewall portion, measured under conditions of a temperature of 70°C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode,and a length LR (mm) of the electronic component in a longitudinal direction satisfy the following equation (Formula 1): 70 ° C − tan δ − SW × LR < 1.2, A tire according to claim 1, wherein a loss tangent 30 °C-tanδ-TR of the tread portion measured under conditions of a temperature of 30 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode is 0.25 or less. A tire according to claim 2, wherein the loss tangent 30 °C-tanδ-TR of the tread portion measured under the conditions of a temperature of 30 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode is 0.15 or less. A tire according to claim 2 or 3, wherein a loss tangent 0 °C-tanδ-TR of the tread portion measured under conditions of a temperature of 0 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode is 0.50 or more. Tire according to one of claims 1 to 4, wherein a tire weight (kg) and a maximum load capacity (kg) of the tire satisfy the following (Formula 2): Tire weight / maximum load capacity a ¨ t < 0.0150 Tire according to claim 5, wherein the tire weight (kg) and the maximum load capacity (kg) of the tire satisfy the following (Formula 3): Tire weight / maximum load capacity a ¨ t < 0.0135 A tire according to any one of claims 1 to 6, wherein an air permeability coefficient A1 of the inner liner layer measured by a pressure difference method according to the method specified in JIS K6275-1:2009 at a temperature of 40°C is 20 × 10-11 cm3·cm / (cm2·s·cmHg) or less. Tire according to one of claims 1 to 7, wherein the D1 (mm) and a loss tangent 70 °C-tanδ-IL of the inner liner layer measured under the conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1% and a tensile deformation mode satisfy the following (Formula 4): D 1 / 70 °C − tan δ − IL ≧ 1.5 A tire according to any one of claims 1 to 8, wherein a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a center position of the electronic component, a tire section height H (mm), and an air permeability coefficient A1 of the inner liner layer measured by a differential pressure method according to the method specified in JIS K6275-1:2009 at a temperature of 40°C satisfy the following (Formula 5): ( D 2 / H ) × A 1 ≦ 10 A tire according to any one of claims 1 to 9, wherein a tire rim diameter Rt (mm), a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a center position of the electronic component, and an air permeability coefficient A1 of the inner liner layer measured by a differential pressure method according to the method specified in JIS K6275-1:2009 at a temperature of 40°C satisfy the following (Formula 6): ( Rt + D2 ) × A 1 ≦ 10000 A tire according to any one of claims 1 to 10, wherein a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a center position of the electronic component, a tire section height H (mm), and a loss tangent 70 °C-tanδ-IL of the inner liner layer measured under the conditions of a temperature of 70 °C, a frequency of 10 Hz, an initial strain of 5%, a dynamic strain rate of 1%, and a tensile deformation mode satisfy the following (Formula 7): ( D 2 / H ) × 70 °C − tan δ − IL ≦ 0.13 A tire according to any one of claims 1 to 11, wherein, with respect to a tire element having a largest thickness on the straight line L among tire elements arranged closer to a tire surface side than the carcass layer, a thickness D3 (mm) of the tire element on the straight line L and an air permeability coefficient A2 (× 10-11 cm3 cm / (cm2 s cmHg)) of the tire element measured by a differential pressure method according to the method specified in JIS K6275-1:2009 at a temperature of 40°C satisfy the following (Formula 8): D 3 / A 2 ≧ 0.005 A tire according to any one of claims 1 to 12, wherein a distance D4 (mm) from the electronic component to the tire outer surface, a direct distance D2 (mm) in a tire radial direction from an upper end of a bead core to a center position of the electronic component, and a tire section height H (mm) satisfy the following (Formula 9): D 4 ≧ 20 × ( D 2 / H − 0.5 ) 2 + 2.0 A tire according to any one of claims 1 to 13, wherein a weight W (g) of the electronic component and a shortest distance D4 (mm) from the electronic component to the tire outer surface satisfy the following (Formula 10): D 4 × W ≦ 2.5 Tire according to one of claims 1 to 14, wherein the electronic component is an RFID tag or a sensor. A tire according to any one of claims 1 to 15, wherein an adhesive layer for improving adhesion to rubber or a plating layer is provided on a surface of the electronic component. A tire according to any one of claims 1 to 16, wherein an electronic component coating layer having a thickness of 0.5 mm or more covering the electronic component is provided. A tire according to any one of claims 1 to 17, wherein a length LR (mm) of the electronic component in a longitudinal direction is 80 mm or less. A tire according to claim 18, wherein the length LR (mm) of the electronic component in the longitudinal direction is 50 mm or less. A tire according to any one of claims 1 to 19, wherein in a tire radial direction, a distance D5 (mm) from a center position of the electronic component to a lower end of a bead core and a distance D6 (mm) from a maximum tire width position to the lower end of the bead core satisfy the following (Formula 11): 0.3 ≦ D 5 / D 6 ≦ 1.7

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