DE102024103161A1 - TIRES - Google Patents

Abstract

There is provided a tire to which an electronic component is attached and which has improved durability during driving, and the provided tire is 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 shall satisfy the following relationship (Formula 1): $$70°\text{C}-\text{tan}\mathrm{\delta }-\text{SW}\times \text{LR}<1.2$$

Description

[TECHNICAL AREA]

The present invention relates to a tire in which electronic components, such as RFID, are embedded.

[STATE OF THE ART]

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]

• [PTL1] JP 2021-506676 A
• [PTL2] JP 2021-514891 A
• [PTL 3] JP 2021-084510 A
• [PTL4] JP 2021-127114 A

[SUMMARY OF THE INVENTION]

[PROBLEM TO BE SOLVED BY THE INVENTION]

However, since tires are constructed of various rubber elements, it is possible that air (oxygen, etc.) will gradually permeate the rubber elements. For this reason, there are concerns that oxygen permeating the rubber may deteriorate metal parts of the electronic components or reduce the adhesion of the electronic components to the surrounding rubber.

Such deterioration and decrease in adhesion of the electronic components may result in detachment of the electronic components from the rubber member due to impact loads during driving, which may reduce the durability of the tire.

An object of the present invention is therefore to provide a tire having an electronic component mounted thereon and having improved durability during driving.

[METHODS OF SOLVING THE PROBLEM]

The present invention is
a tyre 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 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 tyre 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): $$70°\text{C}-\text{tan}\mathrm{\delta }-\text{SW}\times \text{LR}<1.2$$

[EFFECT OF INVENTION]

According to the present invention, it is possible to improve the durability of a tire to which an electronic component is attached during driving.

[SHORT DESCRIPTION OF DRAWINGS]

• [ 1 ] is a schematic cross-sectional view showing a configuration of a tire according to an embodiment of the present invention.
• [ 2 ] is a schematic cross-sectional view showing a configuration of a tire according to an embodiment of the present invention.
• [ 3 ] is a schematic diagram that represents one form of an electronic component.
• [ 4 ] is a schematic cross-sectional view showing an embedded position of an electronic component in a comparative example.
• [ 5 ] is a schematic cross-sectional view showing an embedded position of an electronic component in a comparative example.

[EMBODIMENTS FOR CARRYING OUT THE INVENTION]

[1] Features of the tire according to the present invention

First, the features of the tire according to the present invention will be explained.

1.Overview

The tire according to the present invention is a tire having an inner liner layer, a carcass layer, and a tread portion, and an electronic component is provided between the carcass layer and the inner liner layer in an axial direction of the tire. 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 an inner cavity surface of the tire in a tire radial cross section is more than 0.4 mm. Further, 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. Further, 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 is the following (Formula 1): $$70°\text{C}-\text{tan}\mathrm{\delta }-\text{SW}\times \text{LR}<1.2$$

By having these features, as described later, it is possible to improve the durability of a tire to which an electronic component is attached during driving.

2. Mechanism of effect expression in the tire according to the present invention

The mechanism of the above-mentioned effect expression in the tire according to the present invention is assumed as follows.

As mentioned above, tires are constructed of various rubber elements, and since air (oxygen, etc.) can gradually permeate the rubber elements, the oxygen that permeates the rubber may deteriorate metal parts of an electronic component or reduce the adhesion of the electronic component to the surrounding rubber. This poses a risk that the durability of the tire may be reduced.

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

In other words, the carcass layer located outside the electronic components has the other rubber elements placed on the outside and is sufficiently far away from the outer surface of the tire. As a result, it is believed that the effect of air (oxygen) outside the tire on the electronic component can be reduced.

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

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 sufficiently suppressed and the durability of the tire cannot be sufficiently improved.

That is, in order to improve the durability of the tire, 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 thicker than a certain thickness. As a result of various studies, it is considered preferable to set the thickness D1 (mm) of the inner liner layer to more than 0.4 mm. It is more preferably 0.5 mm or more, still more preferably 0.6 mm or more, still more preferably 0.8 mm or more, and still more preferably 1.0 mm or more.

Furthermore, in order to improve the durability of the tire, it is necessary to take into account the air permeability coefficient and the thickness of the sidewall portion, and it is necessary to make the thickness DSW (mm) of the sidewall portion larger than a certain thickness. As a result of various studies, it is considered preferable that the thickness DSW (mm) of the sidewall portion measured on the extension line of the straight line L to the tire outer surface is more than 1 mm. It is more preferably 2.0 mm or more, more preferably 2.5 mm or more, and more preferably 3.0 mm or more.

Moreover, the present inventors considered that the increase in the difference in the amount of deformation occurring around the electronic components during running (the difference in the amount of deformation between the sidewall portion and the carcass layer) can be suppressed by reducing the phase difference between deformation/recovery in the sidewall portion in which the deformation of the tread portion is directly transmitted.

Specifically, for the sidewall portion, the phase difference between deformation/recovery in the sidewall portion is reduced by reducing the loss tangent 70°C-tanδ-SW 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. In other words, the loss tangent tanδ is a viscoelastic parameter indicating energy absorption performance, and as the value becomes smaller, more energy can be absorbed and the phase difference between deformation and recovery can be reduced. Therefore, it is considered that the amount of deformation transmitted from the tread portion can be reduced.

The relationship between 70°C tan δ SW and the length direction length LR (mm) of the electronic component was studied, and it was considered that the product of both is preferably smaller than a certain value. As a result of various studies, it is considered that by setting the product of both (70°C tan δ SW × LR) to less than 1.2, the phase difference between deformation/recovery in the sidewall portion is reduced, peeling of electronic components is suppressed, and the durability of electronic components attached to the tire during driving can be improved. It is more 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.

As described above, in the tire according to the present invention, an electronic component is provided between a carcass layer which is sufficiently far from the tire outer surface to reduce the influence of air (oxygen) outside the tire on electronic components and an inner liner layer which can sufficiently suppress the passage of air; thereby, the passage of air is sufficiently suppressed, and the thickness D1 of the inner liner layer, the thickness DSW of the sidewall portion and the 70°C tanδ SW × LR are appropriately controlled. As a result, It is believed that it is possible to improve the durability of tires to which an electronic component is attached while driving.

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

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 more preferably 17 × 10 ^-11 cm ³ · cm / (cm ² · s · cmHg) or less, more 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

The tire according to the present invention can obtain even greater effects by using the following embodiments.

1. Loss tangent of tread section

In the present invention, 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 preferably 0.25 or less, more preferably 0.20 or less, and still more preferably 0.15 or less. In this way, by setting the 30°C-tanδ-TR to a small value, it is possible to sufficiently maintain the rigidity of the tread portion and absorb energy during running, thereby reducing the occurrence of deformation in the carcass layer and clinch, and reducing the amount of deformation around the electronic component. As a result, it is believed that the durability of the tire to which an electronic component is attached during running can be further improved.

As mentioned above, the loss tangent tanδ is a viscoelastic parameter that indicates energy absorption performance, and as the value becomes larger, more energy is absorbed, more heat is generated, and more deformation occurs. Therefore, by setting 30°C-tanδ-TR to a small value, the tread maintains sufficient rigidity to absorb energy during driving. As a result, 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 to which an electronic component is attached during driving can be further improved.

At this time, 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 preferably 0.50 or more, and even more preferably 0.65 or more. In this way, by increasing the loss tangent tanδ at low temperatures, it is possible to absorb vibrations having a higher frequency than rolling on a tire surface during driving. It is believed 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 during driving can be further improved.

Note that the "tread portion" refers to a member in a region constituting a ground contact surface of a tire, and refers to a portion outside in a tire radial direction from a member including a fiber material such as a carcass, a belt layer, and a belt reinforcing layer. The tread portion may be formed of only one layer of a cap rubber layer, may be formed of two layers by providing a rubber base layer inside the cap rubber layer, may be formed of three layers, or may be formed of four or more layers. In this case, the thickness of the cap rubber layer over the entire tread portion is preferably 10% or more. Note that the thickness of the cap rubber layer in the entire tread portion is more preferably 70% or more.

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

Here, the "standardized rim" is a rim defined for each tire in a standard system containing 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 "Measuring Rim" described in "STANDARDS MANUAL", and in the case of TRA (The Tire and Rim Association, Inc.) "Design Rim" described in "YEAR BOOK". JATMA, ETRTO and TRA are referred to in order, and if there is an applicable size at the time of reference, the 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

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 having a small tire weight compared to the maximum load capacity of tires have relatively thin rubber, so that it is possible to sufficiently suppress the temperature rise of the entire tire and reduce the amount of deformation, and it is believed that the durability of tires to which an electronic component is attached during driving can be further improved.

Please note that “Tire weight (kg)” above refers to the weight of the tire alone excluding the weight of the rim.

$$\text{WL}=\mathrm{0,000011}\times \text{V}+100$$

And "maximum load capacity (kg)" can be determined as WL from the formula described below, where a tire section width measured in a standardized condition is Wt (mm), a tire section height is Ht (mm), and a tire outer diameter is Dt (mm). The tire section width Wt here is the maximum width between outer surfaces of sidewalls in a standardized condition excluding, if any, patterns or letters on the side surface of the tire. The tire section height Ht is 1/2 of the difference between the outer diameter of the tire and the nominal diameter of a rim. $$\text{V}=\left\{{\left(\text{Dt}/2\right)}^2-{\left(\text{Dt}/2-\text{Ht}\right)}^2\right\}\times \mathrm{\pi }\times \text{Wt}$$

$$\text{WL}=0.000011\times \text{V}+100$$

In the above description, the term "standardized condition" refers to a condition in which the tire is mounted on a standardized rim, filled with a standardized internal pressure, and under no load. It should be noted that the "standardized internal pressure" is the air pressure specified for each tire by each standard in the standards system that contains the standard on which a tire is based, and it is the maximum air pressure for JATMA, "INFLATION PRESSURE" for ETRTO, and the maximum value described in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" for TRA. JATMA, ETRTO, and TRA are referred to in order as with standardized rims, and if there is an applicable size at the time of reference, the standard is followed. In addition, 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 sulated internal pressures of 250 kPa or more are listed, reference is made to the minimum value below.

3. Relationship between innerliner layer thickness and loss tangent

When a tire is running, each element generates heat due to deformation such as rolling, and the temperature rises. Since the air in the tire's inner cavity expands as the temperature rises, the air pressure increases, making it easier for air to enter the tire.

Furthermore, in the inner liner layer, molecular movement becomes more active as the temperature increases, and steric hindrance that inhibits air penetration decreases, allowing air to penetrate more easily into the tire interior.

In order to suppress such a temperature rise in the inner liner layer, the present inventors considered that the thickness of the inner liner layer must be at least a certain level to the loss tangent (tanδ), which is a viscoelastic parameter indicating energy absorption performance and is also a heat generation parameter. In other words, it was considered 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, infiltration of air into the electronic components can be suppressed, and the durability of tires to which an electronic component is attached during driving can be improved.

As a result of various studies, it is considered that when the ratio (D1/70°C-tanδ-IL), which is a 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 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, is 1.5 or more, the temperature rise of the inner liner layer can be suppressed and it is possible to prevent air from entering the electronic components. This is considered to be further preferable because the durability of the tire to which an electronic component is attached during driving can be improved. The ratio is more 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 air permeability coefficient of inner liner layer

1. (1) In the 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 center position of the electronic component to the tire section height H (mm) can be regarded as a parameter determining the position of the electronic component. It can be considered that the larger (D2/H) is, the farther outward an electronic component is located in the radial direction.

Since the tire is subjected to centrifugal force when the tire is running, it is believed that the air molecules inside the tire tend to be biased toward the outside in the radial direction of the tire when the tire is running.

That is, it is considered that the larger (D2/H) is, the easier the inner liner layer is affected by the air inside the tire. For this reason, it is preferable to control 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 be smaller than a certain value, particularly 10 or less. The product is more preferably 9.72 or less, even more preferably 9.68 or less, even more preferably 9.52 or less, even more preferably 9.39 or less, even more preferably 8.33 or less, even more preferably 8.28 or less, even more preferably 7.89 or less, even more preferably 7.53 or less, even more preferably 7.45 or less, even more preferably 7.37 or less, even more preferably 7.10 or less, even more preferably 6.60 or less, even more preferably 6.54 or less, even more preferably 6.36 or less, even more preferably 5.85 or less, even more preferably 5.52 or less, even more preferably 5.00 or less, even more preferably 4.34 or less.

Above, the “upper 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 width direction of the electronic component.

(2) In consideration of 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 straight distance D2 (mm) in the tire radial direction from the top end 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 preferable to control the product of (Rt + D2) and A1 (i.e., (Rt + D2) × A1) to be smaller than a certain value, particularly 10000 or smaller. 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

It can be considered, as mentioned above, that the larger (D2/H) is, the farther out an electronic component is located in the radial direction. At the same time, however, the amount of deformation of the tire during driving becomes larger, the heat generation of the inner liner layer also becomes larger, and air can penetrate it more easily.

Therefore, it is preferable to control the product of (D2/H) and 70°C tanδ IL (i.e., (D2/H) × 70°C tanδ IL) to be less than a certain value, particularly 0.13 or less. The product ((D2/H) × 70°C tanδ IL) is more preferably 0.119 or less, even more preferably 0.118 or less, even more preferably 0.117 or less, even more preferably 0.115 or less, even more preferably 0.110 or less, even more preferably 0.105 or less, even more preferably 0.099 or less, even more preferably 0.090 or less, and even more preferably 0.078 or less.

6. Tire components located on a surface side of the carcass layer

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

As a result of various investigations, the present inventors have focused 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 considered that when the ratio (D3/A2) of a thickness D3 (mm) of the tire member to an air permeability coefficient A2 (× 10 ^-11 cm ³ cm / (cm ² s cmHg)) of the tire member is 0.005 or more, the infiltration of air from the surface can be suppressed and the durability of the tire to which the electronic component is attached during driving can be further improved; therefore, it is preferable. It is more 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.

In the above, D3 is a value measured on the straight line L having the shortest distance from the center of the electronic component to the tire inner cavity surface.

7. Relationship between tire shape and position of electronic components

When (D2/H) is 0.5, the electronic component is placed 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 a shortest distance D4 (mm) from the electronic components to the outer surface of the tire in this section is made relatively small, air cooling during driving will be possible and the influence of water vapor from the inside will be reduced.

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

Conversely, the smaller (D2/H) is, the closer the electronic component is located to the rim. Since the rim easily transmits braking heat etc. during driving, it is necessary to prevent heat from being directly transferred from the rim. To do this, it is considered preferable to increase D4 as the position of the electronic component becomes closer to the rim ((D2/H) becomes smaller).

That is, it is preferable that D4 is increased before and after the minimum value of (D2 / H).

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

In the above, D4 is a value measured on the straight line L having the shortest distance from the center of the electronic component to the tire inner cavity surface.

8. Electronic component

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, management information, customer information, etc. can be stored in addition to data such as pressure and temperature, it is further preferable. Note that specific sensors include, for example, a pressure sensor, a temperature sensor, an acceleration sensor, a magnetic sensor, and a groove depth sensor.

Preferably, a surface of the electronic component is provided with an adhesive layer or a plating layer for improving adhesion to rubber. Thereby, peeling of electronic components can be sufficiently suppressed.

It is to be noted that as a specific adhesive layer, a known metal-rubber adhesive can be used and can be purchased from LORD Company or the like. The plating layer, for example, preferably contains copper and is preferably alloyed with tin, nickel, iron, zinc, cobalt, aluminum, magnesium or the like.

Further, it is preferable that an electronic component coating layer having a thickness of 0.5 mm or more is provided on the surface of the electronic component. In this way, by providing an appropriate distance between the electronic component and an adjacent sidewall portion or carcass layer, it is possible to make the electronic component less susceptible to deformation at an interface and sufficiently suppress peeling of the electronic component.

Furthermore, as a specific coating layer for electronic component, for example, a rubber composition or a thermoplastic elastomer composition can be used. As the example, a rubber composition described in this specification or a rubber composition known in the tire industry, etc. can be mentioned.

In the present invention, the length LR (including an antenna) of the electronic component in the longitudinal direction is preferably 80 mm or less, more preferably 70 mm or less. ger, still more preferably 60 mm or less, still more preferably 50 mm or less, and still more preferably 40 mm or less. It is believed that by selecting this size, it is possible to suppress the occurrence of localized stress concentration and to ensure that the electronic components are properly arranged and attached to the tire components, thereby sufficiently suppressing peeling.

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 peeling can be suppressed. It is more preferably 2.4 or less, and still more preferably 2.2 or less.

In the present invention, in consideration of the purpose and durability of the electronic component, the electronic component is preferably installed at 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 maximum tire width position to the lower end of the bead core is 0.3 or more and 1.7 or less. The ratio (D5/D6) is more preferably 0.69 or more, even more preferably 0.78 or more, even more preferably 0.82 or more, even more preferably 0.86 or more, even more preferably 0.92 or more, and even more preferably 0.95 or more. Moreover, it is more 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.

Above, the “lower end of the bead core” refers to a lower edge of the bead core in the tire radial direction.

[3] Embodiments

The present invention will be specifically described below based on embodiments.

1. Tires according to this embodiment

1 and 2 are each an example of schematic cross-sectional views showing the configuration of a tire according to an embodiment of the present invention. In 1 and 2 , 1 is a tire, 2 is a bead portion, 3 is a sidewall portion, 4 is a tread portion, 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 at the lower end of a bead core 21 along the bead core 21 and a bead pex 22 which constitute the bead portion 2, from an inner side to an outer side in a tire width direction, and is then bonded to the inner carcass layer 32. A chafer 24 is provided on the inner side of the bead portion 2 in the tire width direction, and a clinch 23 extending to the chafer 24 is provided on the outer side of the bead portion 2 in the tire width direction. In this embodiment, the clinch 23 or the sidewall 31 corresponds to the above-mentioned “tire element X”.

As in 1 and 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 that are opposite to the respective surfaces where they come into contact with each other. Cases in which the electronic component is embedded in the carcass layer or in the inner liner layer are included. For example, in 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 portion 2, and in 2 an electronic component 34 is provided between the carcass layer 32 and the inner liner layer 33 on the inner side in the tire width direction at the bead portion 2.

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 shown in 3(a) and 3(b) As shown, the electronic component 34 consists of a main body 34a of an IC chip and an antenna 34b.

With such a configuration, the inner liner layer 33, the tread portion 4 and the tire member X (clinch 23 or sidewall 31) satisfy each of the above-mentioned parameters, so that the durability of the tire to which an electronic component is attached during driving can be improved.

2. Rubber composition

In this embodiment, each rubber composition constituting the inner liner layer, the tread portion and the tire member X (hereinafter referred to as "rubber composition for inner liner", "rubber composition for tread" and "rubber composition for tire member X", respectively) 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

In each rubber composition, the rubber component is not particularly limited, and examples thereof 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 may be used alone or in combinations of two or more. For example, in the rubber composition for tire member X, it is preferable to use isoprene rubber and BR in combination. In the rubber composition for tread, it is preferable to use SBR and BR in combination, and it is further preferable to use three types of rubber, SBR, BR, and isoprene rubber, in combination. Furthermore, in the rubber composition for inner liners, it is preferable to use butyl rubber as the main rubber component and use it in combination with isoprene rubber because it has excellent air barrier properties and heat resistance.

(a-1) Isoprene-based rubber

Examples of the isoprene-based rubber include natural rubber (NR), isoprene rubber (IR), reformed NR, modified NR and modified IR, and NR is preferred because it has excellent strength.

As the NR, for example, those commonly used in the tire industry such as SVR-L, SIR20, RSS#3 and TSR20 can be used. The IR is not particularly limited, and for example, one commonly used in the tire industry such as IR2200 manufactured by Nippon Zeon Co., Ltd. can be used. Examples of the reformed NR include deproteinized natural rubber (DPNR) and high purity natural rubber (UPNR); examples of the modified NR include epoxidized natural rubber (ENR), hydrogenated natural rubber (HNR) and grafted natural rubber; and examples of the 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.

In the rubber composition for tire member X, the content of isoprene rubber in 100 parts by mass of the rubber component is preferably 5 parts by mass or more, and more preferably 10 parts by mass or more. Moreover, it is preferably 80 parts by mass or less, and more preferably 50 parts by mass or less.

In the rubber composition for inner liner, isoprene-based rubber in an amount of 5 parts by mass or more and 50 parts by mass or less in 100 parts by mass of the rubber component may be contained as required. Also in the rubber composition for tread, isoprene-based rubber in an amount of 5 parts by mass or more and 95 parts by mass or less in 100 parts by mass of the rubber component may be contained as required.

(a-2) SBR

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 mass%, more preferably more than 10 mass%, and even more preferably more than 20 mass%. In addition, it is preferably less than 50 mass%, more preferably less than 40 mass%, and even more preferably less than 35 mass%.

For example, the vinyl content (1,2-bonded butadiene unit amount) of SBR is preferably more than 5 mass%, more preferably more than 10 mass%, and even more preferably more than 15 mass%. In addition, it is preferably less than 70 mass%, more preferably less than 40 mass%, and even more preferably less than 30 mass%. Note that structural identification of SBR (measurement of styrene content and vinyl content) can be performed using, for example, a JNM-ECA series apparatus manufactured by JEOL Ltd.

The SBR is not particularly limited, 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 SBR or modified SBR. Further, hydrogenated SBR obtained by hydrogenating the butadiene portion in SBR can be used. The hydrogenated SBR can be obtained by subsequently hydrogenating the BR portion in SBR, or a similar structure can be obtained by copolymerizing styrene, ethylene, and butadiene.

The modified SBR is preferably an SBR having a functional group that interacts with a filler such as silica. Examples thereof include
end-modified SBR (end-modified SBR having the above functional group at the end), in which at least one end of the SBR is modified with a compound having the above functional group (modifying agent),

Main chain modified SBR with the functional group on the main chain,
main chain end-modified SBR having the functional group on the main chain and at the end (for example, a main chain end-modified SBR having the above functional group on the main chain and having 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.

Examples of the functional group 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. In addition, these functional groups may have a substituent.

Furthermore, as the modified SBR, for example, SBR modified with a compound (modifier) represented by the following formula can be used.

In the formula, R ¹ , R ² and R ³ are the same or different and each represent 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 each represent a water atom or an alkyl group. R ⁴ and R ⁵ can be combined to form a ring structure together with the nitrogen atom. Here, n represents an integer.

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

As R ¹ , R ² and R ^{3 ,} an alkoxy group (preferably an alkoxy group having 1 to 8 carbon atoms, more preferably an alkoxy group having 1 to 4 carbon atoms) is suitable. As R ⁴ and R ⁵ , an alkyl group (preferably an alkyl group having 1 to 3 carbon atoms) is suitable. Here, n is preferably 1 to 5, more preferably 2 to 4, and still more preferably 3. Further, when R ⁴ and R ⁵ are combined to form a ring structure together with a nitrogen atom, 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).

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 may be used alone or in combinations of two or more.

Further, as the modified SBR, a modified SBR modified with the following compound (modifier) can also be used. Examples of the modifier include
Polyglycidyl ethers of polyhydric alcohols, such as ethylene glycol diglycidyl ether, glycerin triglycidyl ether, trimethylolethane tetriglycidyl ether and trimethylolpropane triglycidyl ether;
Polyglycidyl ethers of aromatic compounds containing two or more phenol groups, such as diglycidylated bisphenol A;
Polyepoxy compounds such as 1,4-diglycidylbenzene, 1,3,5-triglycidylbenzene and polyepoxidized liquid polybutadiene;
Epoxy group-containing tertiary amines such as 4,4'-diglycidyldiphenylmethylamine and 4,4'-diglycidyldibenzylmethylamine;
Diglycidyl amino compounds such as diglycidylaniline, N,N'-diglycidyl-4-glycidyloxyaniline, diglycidylorthotoluidine, tetraglycidylmetaxylenediamine, tetraglycidylaminodiphenylmethane, tetraglycidyl-p-phenylenediamine, diglycidylaminomethylcyclohexane and tetraglycidyl-1,3-bisaminomethylcyclohexane;
Amino group-containing acid chlorides such as bis-(1-methylpropyl)carbamate chloride, 4-morpholinecarbonyl chloride, 1-pyrrolidinecarbonyl chloride, N,N-dimethylcarbamic acid chloride and N,N-diethylcarbamic acid chloride;
Epoxy group-containing silane compounds 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 propyleneimine;
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 having 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 having 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 Don;
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, 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 method.

As the SBR, for example, an 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. Note that the SBR can be used alone or in combination of two or more.

In the rubber composition for tread, the content of SBR 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 limited, it is preferably 95 parts by mass or less, and more preferably 90 parts by mass or less.

In the rubber composition for tire member X, the content of SBR 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. Moreover, it is preferably 95 parts by mass or less, and more preferably 70 parts by mass or less.

In the rubber composition for inner liners, SBR of 1 part by mass or more and less than 15 parts by mass in 100 parts by mass of the rubber component may be contained as required.

(a-3) BR

For example, the weight average molecular weight of BR is more than 100,000 and less than 2,000,000. For example, the vinyl content of BR is more than 1 mass% and less than 30 mass%. For example, the cis content (content of cis-1,4) of BR is more than 1 mass% and 98 mass% or less. For example, the trans content of BR is more than 1 mass% and less than 60 mass%. It should be noted that the cis content can be measured by infrared absorption spectroscopy.

The BR is not particularly limited, and a BR having a high cis content (cis content of 90% or more), a BR having a low cis content, a BR containing syndiotactic polybutadiene crystals, etc. can be used. The BR can be either an unmodified BR or a modified BR. As the modified BR, for example, a BR modified with a compound (modifier) represented by the following formula can be used.

In the formula, R ¹ , R ² and R ³ are 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 ⁵ can be combined to form a ring structure together with the nitrogen atom. Here, n represents an integer.

Examples of the modified BR modified with the compound (modifier) represented by the above formula include a BR whose polymerization terminal (active terminal) is modified with the compound represented by the above formula.

As R ¹ , R ² and R ^{3 ,} an alkoxy group (preferably an alkoxy group having 1 to 8 carbon atoms, more preferably an alkoxy group having 1 to 4 carbon atoms) is suitable. As R ⁴ and R ⁵ , an alkyl group (preferably an alkyl group having 1 to 3 carbon atoms) is suitable. Here, n is preferably 1 to 5, more preferably 2 to 4, and still more preferably 3. Further, when R ⁴ and R ⁵ are combined to form a ring structure together with a nitrogen atom, 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).

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 may be used alone or in combinations of two or more.

Further, as the modified BR, a modified BR modified with the following compound (modifier) can also be used. Examples of the modifier include
Polyglycidyl ethers of polyhydric alcohols, such as ethylene glycol diglycidyl ether, glycerin triglycidyl ether, trimethylolethane tetriglycidyl ether and trimethylolpropane triglycidyl ether;
Polyglycidyl ethers of aromatic compounds containing two or more phenol groups, such as diglycidylated bisphenol A;
Polyepoxy compounds such as 1,4-diglycidylbenzene, 1,3,5-triglycidylbenzene and polyepoxidized liquid polybutadiene;
Epoxy group-containing tertiary amines such as 4,4'-diglycidyldiphenylmethylamine and 4,4'-diglycidyldibenzylmethylamine;
Diglycidyl amino compounds such as diglycidylaniline, N,N'-diglycidyl-4-glycidyloxyaniline, diglycidylorthotoluidine, tetraglycidylmetaxylenediamine, tetraglycidylaminodiphenylmethane, tetraglycidyl-p-phenylenediamine, diglycidylaminomethylcyclohexane and tetraglycidyl-1,3-bisaminomethylcyclohexane;
Amino group-containing acid chlorides such as bis-(1-methylpropyl)carbamate chloride, 4-morpholinecarbonyl chloride, 1-pyrrolidinecarbonyl chloride, N,N-dimethylcarbamic acid chloride and N,N-diethylcarbamic acid chloride;
Epoxy group-containing silane compounds 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] s ulfide, (trimethylsilyl)[3-(methyldiethoxysilyl)propyl] sulfide, (trimethylsilyl)[3-(methyldipropoxysilyl)propyl] sulfide and (trimethylsilyl)[3-(methyldibutoxysilyl)propyl] sulfide;
N-substituted aziridine compounds such as ethyleneimine and propyleneimine;
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 having 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 having 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 pyrrolidone, 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 substance, 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-hept anon.

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

For example, products manufactured by Ube Industries, Ltd., ENEOS Materials Co., Ltd., Asahi Kasei, Nippon Zeon, etc. can be used as the BR.

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

In the rubber composition for tire member X, the content of BR in 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. Moreover, it is preferably 95 parts by mass or less, and more preferably 60 parts by mass or less.

The rubber composition for inner liners may further contain BR of 1 part by mass or more and less than 15 parts by mass in 100 parts by mass of the rubber component, as required.

(d) Butyl rubber

(a-4) Butyl rubber

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

As the butyl rubber, those commonly used in the tire industry can be suitably used. Specifically, in addition to normal butyl rubber (IIR), halogenated butyl rubber (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. Among them, Br-IIR is preferably used because sulfur crosslinking can easily be carried out even without containing natural rubber.

In addition, reclaimed butyl-based rubber can also be used in combination as the butyl rubber. Reclaimed butyl-based rubber generally has a high content of non-halogenated butyl rubber (regular butyl rubber), so when used in combination with halogenated butyl rubber, good air barrier properties and vulcanization rate 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 reclaimed butyl-based rubber, the performance balance between sheet processability and air barrier properties is synergistically significantly improved; therefore, it is preferred.

Reclaimed butyl-based rubber is the butyl rubber content of crushed rubber products containing a lot of butyl rubber, such as tire tubes and bladders used in the manufacture of tires or those that are heated and pressurized. This contains rubber components whose crosslinks are cut (desulfurization treatment) to make them vulcanizable again. Generally, about 50% by mass of the crushed material is reclaimed butyl-based rubber. Although sulfur is present in the reclaimed butyl-based rubber, it has been deactivated to such an extent that it does not participate in crosslinking.

Examples of butyl-based reclaimed rubber products that are commercially available include hose-reclaimed rubbers produced by heat-treating butyl hoses under pressure conditions manufactured by Muraoka Rubber Co., Ltd., and bladder-reclaimed rubbers produced by crushing bladders manufactured by Carquest Co., Ltd. produced with an extruder. These reclaimed butyl-based rubbers can be used alone or in combination of two or more.

In the rubber composition for inner liners, the content of butyl rubber 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 has excellent air barrier properties. The upper limit is not particularly limited and may be 100 parts by mass, but from the viewpoint of sheet processability, it is preferably 95 parts by mass or less, and more preferably 90 parts by mass or less.

Here, the content of the reclaimed 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, from the viewpoint of advantages of using reclaimed butyl-based rubber. In addition, the content is preferably 70 parts by mass or less, and more preferably 30 parts by mass or less, from the viewpoint of ensuring air barrier properties and vulcanization rate.

The content of the reclaimed butyl-based rubber in 100 parts by mass of the entire butyl rubber is preferably 7 parts by mass or more, and more preferably 10 parts by mass or more. In addition, it is preferably 75 parts by mass or less, and more preferably 35 parts by mass or less.

(a-5) Other rubber components

In the present embodiment, each rubber composition may contain a rubber (polymer) commonly used for making tires, such as nitrile rubber (NBR), as another rubber component.

(b) Joining materials other than rubber components

(b-1) Filler

In this embodiment, each rubber composition preferably contains carbon black, silica or the like which is a reinforcing agent as a filler. In addition to the above-mentioned carbon black and silica, examples of the filler include calcium carbonate, talc, alumina, clay, aluminum hydroxide and mica. When using silica, it is preferable to use it together with a silane coupling agent.

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. Moreover, from the viewpoint of dispersibility in the rubber composition, the amount is preferably 150 parts by mass or less, and more preferably 140 parts by mass or less.

(i) Soot

Carbon black is used for the purpose of improving crack growth resistance, durability, resistance to UV deterioration, etc. of tires.

For example, from the viewpoint of reinforcing property for rubber, a nitrogen adsorption specific surface area (N ₂ SA) of carbon black is preferably 30 m ² /g or more, more preferably 50 m ² /g or more, and still more preferably 60 m ² /g or more. In addition, from the viewpoint of heat generation, the area is preferably 250 m ² /g or less, more preferably 150 m ² /g or less, and still more preferably 120 m ² /g or less. The amount of dibutyl phthalate (DBP) absorbed by carbon black (DBP absorption amount) is preferably 50 ml/100 g or more, and more preferably 100 ml/100 g or more, from the viewpoint of rubber rigidity, for example. In addition, from the viewpoint of adaptability to rubber deformation, the amount is preferably 250 ml/100 g or less, and still more preferably 150 ml/100 g or less. It should be noted that the nitrogen adsorption specific surface area of carbon black is measured according to ASTM D4820-93 and the DBP absorption amount is measured according to ASTM D2414-93.

The carbon black is not particularly limited, and examples thereof include furnace black such as SAF, ISAF, HAF, MAF, FEF, SRF, GPF, APF, FF, CF, SCF and ECF; acetylene black; thermal black such as FT and MT; and channel black such as EPC, MPC and CC. These may be used alone or in combinations of two or more. Among them, FEF is preferred from the viewpoint of extrusion processability and shock absorbing ability.

The specific carbon black is not particularly limited, and examples thereof include N134, N110, N220, N234, N219, N339, N330, N326, N351, N550, and N762. Commercially available products include, for example, products of 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.

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

In the rubber composition for tire member X, the content of carbon black 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. Moreover, it is preferably 100 parts by mass or less, and more preferably 80 parts by mass or less.

Further, in the rubber composition for inner liner, the content of carbon black based on 100 parts by mass of the rubber component is, for example, preferably 40 parts by mass or more, and more preferably 45 parts by mass or more. Moreover, it is preferably 85 parts by mass or less, and more preferably 80 parts by mass or less.

(ii) Silicon dioxide

Since silica is not electrically conductive, when it is used as a reinforcing material, the dielectric constant can be lowered and the reading range of electronic components can be extended. Furthermore, since the hydration water contained in silica and the functional groups on the surface can capture ozone, ozone resistance can be improved and tire durability can be improved.

For the silica, it is preferable to use a silica having a diameter of more than 8 nm because the processability deteriorates when the average primary particle diameter is too small. The thickness is more preferably 9 nm or more, and still more preferably 10 nm or more. In addition, from the viewpoint of ensuring reinforcing properties of the rubber and ensuring steering stability on wet roads during driving, the thickness is preferably 25 nm or less, more preferably 20 nm or less, and still more preferably 17 nm or less.

The average primary particle diameter of silica means the average value of the values obtained by observing the smallest particle unit of silica forming the agglomerated structure as a circle and measuring the absolute maximum length of the smallest particle as the diameter of the circle. It can be determined by observing with a transmission or scanning electron microscope, measuring 400 or more primary particles of silica observed within the field of view, and averaging them.

A BET specific surface area of the silica is preferably more than 100 m ² /g, and more preferably more than 130 m ² /g from the viewpoint of obtaining good durability performance. Moreover, it is preferably less than 250 m ² /g, and more preferably less than 200 m ² /g. The above-mentioned BET specific surface area is the value of N ₂ SA measured by the BET method according to ASTM D3037-93.

Examples of the silica include a dry silica (anhydrous silica), a wet silica (hydrous silica) and a colloidal silica. Among them, a wet silica is preferable because it contains hydration water, contains a large amount of silanol groups and can effectively capture ozone. Furthermore, a hydrous glass silica or the like and a silicon dioxide from biomass materials such as rice husks, etc.

As the silicon dioxide, for example, products from Evonik Industries, Rhodia Co., Ltd., Tosoh Silica Co., Ltd., Solvay Japan Co., Ltd., Tokuyama Corporation, etc. can be used.

In the rubber composition for tread, the content of silica 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. Moreover, from the viewpoint of dispersibility in the rubber composition, the content is preferably 120 parts by mass or less, and more preferably 80 parts by mass or less.

In the rubber composition for tire member X and in the rubber composition for inner liner, silica of 5 parts by mass or more and 40 parts by mass or less in 100 parts by mass of the rubber component may be contained as required; whereby sufficient extrusion processability and ozone resistance can be obtained.

(iii) Silane coupling agents

When silica is used as a filler, it is preferable to use a silane coupling agent in combination to improve the dispersibility of the silica by reacting with the silica and to improve mechanical properties and formability.

The silane coupling agent is not particularly limited. Examples of the silane coupling agent include
diejenigen auf Sulfid-Basis, wie beispielsweise Bis(3-triethoxysilylpropyl)tetrasulfid, Bis(2-triethoxysilylethyl)tetrasulfid, Bis(4-triethoxysilylbutyl)tetrasulfid, Bis(3-trimethoxysilylpropyl)tetrasulfid, Bis(2-trimethoxysilylethyl)tetrasulfid, Bis(2-triethoxysilylethyl)trisulfid, Bis(4-trimethoxysilylbutyl)trisulfid, Bis(3-triethoxysilylpropyl)disulfid, Bis(2-triethoxysilylethyl)disulfid, Bis(4-triethoxysilylbutyl)disulfid, Bis(3-trimethoxysilylpropyl)disulfid, Bis(2-trimethoxysilylethyl)disulfid, Bis(4-trimethoxysilylbutyl)disulfid, 3-Trimethoxysilylpropyl-N,N-dimethylthiocarbamoyltetrasulfid, 2-triethoxysilylethyl-N,N-dimethylthiocarbamoyltetrasulfide and 3-triethoxysilylpropylmethacrylate monosulfide;
those based on mercapto, such as 3-mercaptopropyltrimethoxysilane, 2-mercaptoethyltriethoxysilane, and NXT and NXT-Z manufactured by Momentive;
those based on vinyl, such as vinyltriethoxysilane and vinyltrimethoxysilane;
those based on amino, 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 having a thiocarbonyl group such as the above-mentioned NXT is preferred. These may be used alone or in combinations of two or more.

As the silane coupling agent, for example, products of Evonik Industries, Momentive Co., Ltd., Shin-Etsu Silicone Co., Ltd., Tokyo Chemical Industry Co., Ltd., Azmax Co., Dow Corning Toray Co., Ltd., etc. can be used.

For example, the content of the silane coupling agent is preferably more than 3 parts by mass, and more preferably 5 parts by mass or more based on 100 parts by mass of silica. Moreover, it is preferably less than 15 parts by mass, and more preferably 10 parts by mass or less.

(iv) Other fillers

In addition to the carbon black and silica mentioned above, each rubber composition may further contain other fillers commonly used in the tire industry, such as graphite, calcium carbonate, talc, alumina, clay, aluminum hydroxide, mica and magnesium sulfate. For example, the content of these fillers is 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

In consideration of appropriate dispersion of a powder material during kneading, it is preferable to use a plasticizer component in each rubber composition as needed. Note that here, the plasticizer component refers to a component that plasticizes the rubber composition, such as process oil, extending oil for rubber component, liquid rubber, and a resin component.

In each rubber composition, the content of the softening component is preferably 2 parts by mass or more, and more preferably more than 3 parts by mass based on 100 parts by mass of the rubber component. In addition, it is preferably 80 parts by mass or less, and more preferably 20 parts by mass or less.

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

(i) Oil

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

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 may be used alone or in combinations of two or more.

In addition, from the perspective of environmental impact, lubricating oil used in mixers and motors of rubber mixers, waste cooking oil used in restaurants, etc. can be appropriately refined and used as these oils.

Examples of vegetable oils include linseed oil, canola 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.

Furthermore, vegetable oils also include refined oils (salad oil, etc.) obtained by refining any of the above oils, interesterified oils obtained by interesterification, hydrogenated oils, thermopolymerized oils obtained by thermal polymerization, oxidized polymerized oils obtained by oxidation, waste cooking oils recovered from edible oils, and the like. Note that the vegetable oil may be a liquid or a solid at room temperature (25°C). These may be used alone or in combinations of two or more.

As the vegetable oil, acylglycerol is preferable, and triacylglycerol is more preferable. Note that acylglycerol refers to a compound in which a hydroxy group of glycerin and a carboxylic acid form an ester bond. The acylglycerol is not particularly limited, and may be 1-monoacylglycerol, 2-monoacylglycerol, 1,2-diacylglycerol, 1,3-diacylglycerol, or triacylglycerol. Further, the acylglycerol may be a monomer, a dimer, a trimer, or more. The acylglycerol having a dimer or more can be obtained by thermal polymerization, oxidative polymerization, or the like. Moreover, the acylglycerol may be a liquid or a solid at room temperature (25°C).

The method for checking whether acylglycerol is contained in the rubber composition is not particularly limited, but it can be checked by ¹ H-NMR measurement. 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 H-NMR is measured at room temperature, signals near 5.26 ppm, near 4.28 ppm, and near 4.15 ppm are observed when the signal of tetramethylsilane (TMS) is set to 0.00 ppm. Since the signals are considered as signals generated by the hydrogen atom attached to the carbon atom adjacent to the oxygen atom of the ester group, If the acylglycerol content is suspected to be from a substance bound to a certain olefin atom, the acylglycerol content can be checked. It should be noted that "near" here refers to a range of +0.10 ppm.

It should be noted that the carboxylic acid is not particularly limited and can be an unsaturated fatty acid 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.

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

Liquid rubber is a polymer that is in a liquid state 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.

The farnesene-based polymer is a polymer obtained by polymerizing farnesene and has a structural unit based on farnesene. Farnesene 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).

The farnesene-based polymer can be a homopolymer of farnesene (farnesene homopolymer) or a copolymer of farnesene and a vinyl monomer (farnesene-vinyl monomer copolymer).

Examples of the liquid diene polymer 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).

The liquid diene polymer has a polystyrene equivalent weight average molecular weight (Mw) measured by, for example, 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).

For example, the content of liquid rubber (total content of farnesene-based liquid polymer, liquid diene polymer, etc.) is 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.

As the liquid rubber, for example, products manufactured by K uraray Co., Ltd., Clay Valley Co., Ltd., etc. can be used.

(iii) Resin component

The resin component also functions as a tackifying component and may be a solid or a liquid at room temperature. Specific examples of the resin component include rosin-based resin, styrene resin, coumarone-based resin, terpene resin, C5 resin, C9 resin, C5C9 resin and acrylic resin, and two or more types may 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.

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 modification, and can be classified into unmodified rosin (unmodified rosin) and modified rosin (rosin derivative). Examples of unmodified rosin include tall rosin (also known as tall oil rosin), balsam rosin, wood rosin, disproportionated rosin, polymerized rosin, hydrogenated rosin, and other chemically modified rosin. The modifi Modified rosin is a modified version of unmodified rosin, and examples thereof include rosin esters, unsaturated carboxylic acid modified rosin, unsaturated carboxylic acid modified rosin esters, amide compounds of rosin, and amine salts of rosin.

The styrene resin is a polymer using a styrene monomer as a monomer component, and examples thereof include a polymer obtained by polymerizing a styrene monomer as a main component (50 mass % or more). Specifically, the polymer includes homopolymers obtained by individually polymerizing 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.

Examples of the 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 acid anhydrides thereof such as maleic anhydride.

Among coumarone-based resins, coumarone-indene resin is preferred. Coumarone-indene resin is a resin containing coumarone and indene as monomer components constituting the skeleton (main chain) of the resin. In addition to coumarone and indene, a monomer component such as styrene, α-methylstyrene, methylindene and vinyltoluene may be contained in the skeleton.

For example, the content of the coumarone-indene resin in each rubber composition is preferably more than 1.0 part by mass and less than 50.0 parts by mass based on 100 parts by mass of the rubber component.

For example, the hydroxyl value (OH value) of coumarone-indene resin is more than 15 mgKOH/g and less than 150 mgKOH/g. The OH value is the amount of potassium hydroxide required to neutralize acetic acid bonded 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).

For example, a softening point of the coumarone-indene resin is higher than 30 °C and lower than 160 °C. The softening point is the temperature at which a ball falls when the softening point defined in JIS K 6220-1: 2001 is measured by a ring-ball type softening point measuring device.

Examples of terpene resins include polyterpenes, terpene phenols, and aromatic-modified terpene resins. Polyterpene is a resin obtained by polymerizing a terpene compound and a hydrogenated product thereof. The terpene compound is a hydrocarbon having a composition of (C ₅ H ₈ )" or an oxygen-containing derivative thereof, which is a compound having a terpene classified as monoterpenes (C ₁₀ H ₁₆ ), sesquiterpenes (C ₁₅ H ₂₄ ), diterpenes (C ₂₀ H ₃₂ ), etc. as the basic skeleton. Examples thereof 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.

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

The "C5 resin" refers to a resin obtained by polymerizing a C5 fraction. Examples of the C5 fraction include petroleum fractions having 4 to 5 carbon atoms such as cyclopentadiene, pentene, pentadiene and isoprene. As the C5-based petroleum resin, a dicyclopentadiene resin (DCPD resin) is preferably used.

The “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 having 8 to 10 carbon atoms such as vinyltoluene, alkylstyrene, indene and methylindene. As the specific examples, a coumarone-indene resin, a coumarone resin, an indene resin and an aromatic vinyl resin are preferably used. As the aromatic vinyl-based 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 excellent in heat generation. A copolymer of α-methylstyrene and styrene is further preferred. As the aromatic vinyl-based resin, for example, those commercially available from Clayton Co., Eastman Chemical Co., etc. can be used.

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

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

As the solvent-free acrylic resin, a (meth)acrylic resin (polymer) obtained by a high-temperature continuous lump polymerization method (a process used 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 TREND2000 No. 3, p42-45 , and the like) without using polymerization initiators, chain transfer agents, organic solvents, etc. as much as possible as auxiliary raw materials. In the present invention, (meth)acrylic means methacrylic and acrylic.

Examples of the monomer component constituting 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.

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

The acrylic resin may be a resin composed only of a (meth)acrylic component or a resin also having a component other than the (meth)acrylic component. Further, the acrylic resin may have a hydroxyl group, a carboxyl group, a silanol group or the like.

Examples of the resin component that can be used include products of 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

Each rubber composition preferably contains a curable resin component such as a modified resorcinol resin or a modified phenol resin as a heat resistance improver to suppress changes in E* at high temperatures.

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.

The content of the curable resin component is, for example, 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, from the viewpoint of sufficiently improving a complex elastic modulus and obtaining a large reaction force during deformation. In addition, the content is preferably 10 parts by mass or less, and more preferably 8 parts by mass or less, from the viewpoint of maintaining fracture strength.

When a modified resorcinol resin is used, it is preferable to also contain a methylene donor as a curing agent. Examples of the methylene donor include hexamethylenetetramine (HMT), hexamethoxymethylolmelamine (HMMM), and hexamethylolmelamine pentamethyl ether (HMMPME). It is preferably contained in an amount of 5 parts by mass or more, and more preferably about 15 parts by mass. If it is too little, a sufficient complex modulus may not be obtained. On the other hand, if the amount is too large, the viscosity of the rubber may increase and processability may deteriorate.

As a specific methylene donor, for example, Sumikanol 507 manufactured by Taoka Chemical Industry Co., Ltd. can be used.

(b-4) Lubricant (stearic acid)

Each rubber composition may also contain a lubricant. As the lubricant, a lubricant based on a fatty acid derivative such as stearic acid may preferably be used. As the stearic acid, conventionally known stearic acids may be used. Specifically, stearic acids manufactured by NOF Corporation, Kao Corporation, Fujifilm Wako Pure Chemical Industries, Ltd., Chiba Fatty Acid Co., Ltd., etc. may be used. Furthermore, Structol WB16 manufactured by Structol Co., Ltd., and the like may also be used.

For example, the content of stearic acid 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

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

The fatty acid constituting the fatty acid metal salt is not particularly limited, but preferably contains saturated or unsaturated fatty acids having 6 to 28 carbon atoms, more preferably 10 to 25 carbon atoms, and still more preferably 14 to 20 carbon atoms. Specific examples thereof include lauric acid, myristic acid, palmitic acid, stearic acid, oleic acid, linoleic acid, linolenic acid, arachidic acid, behenic acid, and nervonic acid. These may be used alone or in combination of two or more. Among them, saturated fatty acids are preferred, and saturated fatty acids having 14 to 20 carbon atoms are further preferred.

Examples of the metal forming fatty acid metal salt include alkali metals such as potassium and sodium; alkaline earth metals such as magnesium, calcium and barium; and zinc, nickel and molybdenum. Among them, zinc and calcium are preferred.

The fatty acid amide may be a saturated fatty acid amide or an unsaturated fatty acid amide. Examples of the saturated fatty acid amide include N-(1-oxooctadecyl)sarcosine, stearic acid amide and behenic acid amide. In addition, examples of unsaturated fatty acid amides include oleic acid amide and erucic acid amide.

In each rubber composition, the content of the processing aid based on 100 parts by mass of the rubber component is preferably 0.8 parts by mass or more, and more preferably 1.0 parts by mass or more. Furthermore, it is preferably 3.5 parts by mass or less, and more preferably 3.0 parts by mass or less.

(b-6) Antioxidants

Each rubber composition may also contain an antioxidant. The content of the antioxidant is, 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.

Examples of the antioxidant 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; monophenolic antioxidants such as 2,6-di-t-butyl-4-methylphenol and styrenated phenol; and bis-, tris- or polyphenolic antioxidants such as tetrakis[methylene-3-(3',5'-di-t-butyl-4'-hydroxyphenyl)propionate]methane. These may be used alone or in combinations of two or more.

As specific antioxidants, for example, products from Seiko Chemical Co., Ltd., Sumitomo Chemical Co., Ltd., Ouchi Shinko Chemical Industry Co., Ltd., Flexsys Co., Ltd., etc. can be used.

(b-7) Zinc oxide

Any rubber composition may contain zinc oxide. The content of zinc oxide is, 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. As the zinc oxide, those conventionally known such as products of Mitsui Metal & Smelting Co., Ltd., Toho Zinc Co., Ltd., Hakusui Tech Co., Ltd., Shodo Chemical Industry Co., Ltd., Sakai Chemical Industry Co., Ltd., etc. can be used.

(b-8) Wax

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

The wax is not particularly limited, and examples thereof include petroleum waxes such as paraffin wax and microcrystalline wax; natural waxes such as vegetable waxes and animal waxes; and synthetic waxes such as polymers of ethylene or propylene. These may be used alone or in combinations of two or more.

For example, products from Ouchi Shinko Chemical Industry Co., Ltd., Nippon Seiro Co., Ltd. and Seiko Kagaku Co., Ltd. can be used as the wax.

(b-9) Crosslinking agents and vulcanization accelerators

Each rubber composition preferably contains a crosslinking agent such as sulfur. The content of the crosslinking agent is, for example, more than 0.1 part by mass and less than 10.0 parts by mass based on 100 parts by mass of the rubber component. Note that the sulfur content is the pure sulfur content, and when insoluble sulfur is used, it is the content other than the oil content.

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

As the sulfur, for example, products of 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.

Crosslinking agents other than sulfur may be used. Specific examples of the crosslinking agent 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.

Each rubber composition preferably contains a vulcanization accelerator. For example, the content of the vulcanization accelerator is 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.

Examples of vulcanization accelerator 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-benzothiazolesulfenamide, Nt-butyl-2-benzothiazolylsulfenamide, N-oxyethylene-2-benzothiazolesulfenamide, N-oxyethylene-2-benzothiazolesulfenamide and N,N'-diisopropyl-2-benzothiazolesulfenamide; and guanidine-based vulcanization accelerators such as diphenylguanidine, di-ortho-tolylguanidine and ortho-tolylbiguanidine. These may be used alone or in combinations of two or more.

(b-10) Other

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

In the inner liner rubber composition and the tread rubber composition, 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

Each rubber composition is prepared using a conventional method. For example, it can be produced by a production method comprising 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.

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

A kneading temperature of the basic kneading step is, for example, higher than 50 °C and lower than 200 °C, and a kneading time is, for example, more than 30 seconds and less than 30 minutes. In the basic kneading process, in addition to the above components, coupling agents conventionally used in the rubber industry, such as plasticizers such as oil, stearic acid, zinc oxide, antioxidants, waxes, and vulcanization accelerators, may be appropriately added and kneaded as needed.

In the final kneading step, the kneaded product obtained in the basic kneading step and the crosslinking agent are kneaded. A kneading temperature of the final kneading step is, for example, higher than room temperature and lower than 80°C, and a kneading time is, for example, longer than 1 minute and shorter than 15 minutes. In the final kneading step, in addition to the above components, a vulcanization accelerator, zinc oxide and the like may be appropriately added and kneaded as needed.

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

3. Tire manufacturing

The tire according to this embodiment can be manufactured by a conventional method except for embedding an electronic component during molding. First, each rubber composition obtained above is molded into a predetermined shape to produce an inner liner, a tread and a tire member X (clinch or sidewall). Next, they are combined with other rubber members on a tire molding machine to produce an unvulcanized tire.

Specifically, on a molding drum, the inner liner as a member for ensuring the airtightness of the tire, the carcass as a member for withstanding the load, impact and inflation air pressure received by the tire, and a belt member as a member for strongly tensioning the carcass so that the rigidity of the tread is increased, etc. are wound, both ends of the carcass are attached to both side edges, a bead portion as a member for attaching the tire to the rim is arranged, and they are formed into a ring shape. Then, the tread is bonded in the center of the outer circumference, and the sidewall portion is bonded in the radial direction on the outside to form a side part, so that an unvulcanized tire is produced. In this unvulcanized tire manufacturing process, an electronic component is embedded in a predetermined position.

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

As mentioned above, in the obtained tire, an electronic component is provided between a carcass layer that is sufficiently far from the tire outer surface to reduce the influence of air (oxygen) outside the tire on electronic components and an inner liner layer that can sufficiently suppress the passage of air; thereby, the passage of air can be sufficiently suppressed, and the thickness D1 of the inner liner layer, the thickness DSW of the sidewall portion, and the 70°C tanδ SW × LR are appropriately controlled. As a result, the durability of tires to which an electronic component is attached during driving can be improved.

The tires according to the present invention can be suitably 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 preferably used as tires for passenger cars.

[EXAMPLES]

In the following, examples which are considered preferable in implementation are shown, but the scope of the present invention is not limited to these examples.

Innerliners, treads and tire elements X are formed from rubber compositions for innerliners, rubber compositions for treads and rubber compositions for tire elements X (clinches and sidewalls) made from the various bonding materials shown below and based on Tables 1 to 3.

Tires made of the inner liners, treads and tire elements X formed above and other rubber elements (tire sizes 195/65R15, 155/60R16 and 215/50R17) are considered, and the results are shown in Tables 4 to 9.

1. Preparation of each rubber composition

A rubber composition for inner liner, a rubber composition for tread and a rubber composition for tire element X are prepared using various compound materials shown below.

• (1) Connecting materials
  1. (a) Rubber component
  2. (a-1) NO: TSR20
  3. (a-2) SBR-1: Tuffden 3830, manufactured by Asahi Kasei Corporation (styrene content: 36 mass%, vinyl content: 31 mass%, 37.5% oil extension)
  4. (a-3) SBR-2: S-SBR obtained according to Production Example 1 described below (styrene content: 25 mass %, vinyl content: 59 mass %, Tg: -22 °C, weight average molecular weight: 250,000, non-oil extended)
  5. (a-4) BR: UBEPOL BR150B (Hicys BR), manufactured by Ube Industries, Ltd. (Mw: 440,000, cis-1,4-bond content: 96 mass%)
  6. (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)

Into an autoclave reactor purged with nitrogen, 600 mL of hexane, 75 g of 1,3-butadiene, 25 g of styrene and 60 mL of tetrahydrofuran are charged and stirred at 40 °C. After adding 0.5 mL of 1 mol/L n-butyllithium/hexane solution for purging treatment, 4 mL of 0.1 mol/L n-butyllithium/hexane solution is added and the contents in the reactor are stirred at a stirring speed of 130 rpm and a jacket temperature of 80 °C. After checking the formation of a polymer with a Mw 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 drying loss is 0.1% to obtain SBR-2.

• (b) Joining materials other than rubber components
• (b-1) Carbon black-1: Show black N220, manufactured by Cabot Japan (Average particle size: 23 nm, N ₂ SA: 114 m ² /g)
• (b-2) Carbon black-2: Show black N351, manufactured by Cabot Japan
• (b-3) Carbon black-3: Show black N550, manufactured by Cabot Japan
• (b-4) Carbon black-4: Show black N660, manufactured by Cabot Japan
• (b-5) Silica: Ultrasil VN3, manufactured by Eponic Industries (N ₂ SA: 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 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 innerliner

According to each recipe shown in Table 1, materials other than sulfur and the vulcanization accelerator are kneaded at 150 °C for 5 minutes using a Banbury mixer to obtain a kneaded product. Note that each compound amount is in parts by mass.

Next, sulfur and a vulcanization accelerator are added to the kneaded product and then kneaded for 5 minutes at 80 °C using open rolls to obtain the rubber compositions for inner liners of IL-1 to IL-6.
[Table 1] material IL-1 IL-2 IL-3 IL-4 IL-5 IL-6 (Recipe) NO 50 15 15 10 5 - CL-IIR 50 85 85 90 95 100 Soot-4 75 71 61 61 50 50 Resin-1 9.5 9.5 9.5 9.5 4.8 4.8 Resin-2 - - - - 3 3 Antioxidant-2 1.0 1.0 1.0 1.0 - - Oil-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 composition for tire element X

In parallel, based on each recipe shown in Table 2, rubber compositions for tire members X TM-1 to TM-4 are obtained in the same manner as in the preparation of the rubber composition for inner liner. Note that TM-1 and TM-2 are recipes for producing a sidewall as a tire member X, and TM-3 and TM-4 are recipes for producing a clinch as a tire member X.
[Table 2] material TM-1 TM-2 TM-3 TM-4 (Recipe) NO 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 Oil-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 composition for tread

In parallel, on the basis of each recipe shown in Table 3, rubber compositions for treads TR-1 to TR-3 are obtained in the same manner as in the preparation of the rubber composition for inner liners.
[Table 3] material TR-1 TR-2 TR-3 (Recipe) NO - - 12 SBR-1 25 33 - (rubber content) (18) (24) (-) (Extender oil content) (7) (9) (-) SBR-2 52 64 79 BR 30 12 9 Soot-1 30 15 5 Silicon dioxide 53 62 66 Silane coupling agents 4.2 3.7 5.3 Resin-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 Oil-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. Forming of innerliner, tire component X and tread

Next, each of the obtained rubber compositions obtained above is molded into a predetermined shape of an inner liner, a tire member X (sidewall, clinch) and a tread.

3. Tire manufacturing

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

In addition, when forming an unvulcanized tire, an electronic component (RFID) having the sizes shown in Tables 4 to 9 (weight W (g) and longitudinal direction 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 coating layer for rubber having a thickness of 0.5 mm are provided. In Tables 4 to 9, embedding position 1 indicates embedding of the electronic component between the sidewall portion and the carcass layer (see 4 ), Embedding position 2 indicates embedding of the electronic component between the clinch section and the bead stapex (see 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 1 ), and embedding position 4 indicates embedding of the electronic component between the inner liner and the carcass layer at the inner bead in the tire width direction (see 2 ).

Among the physical properties listed in Tables 1 to 3, 70 °C-tanδ, 30 °C-tanδ and 0 °C-tanδ are determined by measuring a test piece cut out from each tire to have a size of 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 a temperature of 70 °C, 30 °C and 0 °C, respectively, using "Eplexor (registered trademark)" manufactured by GABO. Note that a longitudinal direction of the test piece is made to coincide with a circumferential direction.

Further, a thickness direction of the test piece is made to coincide with the radial direction of the tire in the case of the tread and the inner liner, and is made to be parallel to the straight line L in the case of the tire element X. When the thickness of each element is less than 1 mm, a test piece of a certain thickness must be taken from the thickest part on a tire equator plane of the element. When measuring an inner liner with a thickness of 2 mm on the tire equator plane, for example, a test piece of 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 equator plane must be measured. When measuring an inner liner with a thickness of 0.5 mm on the tire equator plane, a test piece of 20 mm in length × 4 mm in width × 0.5 mm in thickness must be measured.

In addition, the air permeability coefficient A1 (× 10 ^-11 cm ³ cm / (cm ² s cmHg)) is determined by measuring a test piece cut from a tire to be 20 mm in length × 20 mm in width × 0.3 mm in thickness by 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

Next, the tire weight (kg), section height H (mm), outer diameter Dt (mm) and a sidewall thickness are measured for each test tire (different from the tire from which the test piece was taken), and based on them, the maximum load capacity (kg) is calculated. At the same time, each of D1 to D6 is measured.

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 are calculated.

5. Performance evaluation test (evaluation of tire durability during driving)

(1) Test procedure

After installing each test tire on all wheels of a vehicle (domestic FF vehicle, displacement 2000cc) and filling it with air so that the internal pressure becomes 230 kPa, the vehicle runs on a test track in an overloaded state. In the test, the vehicle repeatedly runs on bumps on the road and runs normally. The vehicle starts running at a speed of 50 km/h and gradually increases the speed with each repetition. The running speed immediately before a driver feels an abnormality is recorded.

(2) Assessment procedures

[Tabelle 4] Beispiel 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 Reifen Reifengröße 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 Reifengewicht (kg) 8,0 8,0 8,0 7,5 7,2 7,1 7,1 7,4 7,5 7,1 Schnitthöhe H (mm) Außendurchmesser Dt (mm) Maximale Lastkapazität (kg) 534 534 534 534 534 534 534 534 534 534 Rezeptur Innerliner IL-2 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 IL-6 IL-2 IL-2 Seitenwandabschnitt SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 Reifenelement SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 TM-3 TM-4 TM-4 TM-3 Lauffläche TR-2 TR-1 TR-1 TR-1 TR-2 TR-2 TR-2 TR-2 TR-2 TR-3 Physikalische Eigenschaften A1 (× 10^-11 cm³ · cm / (cm² · s · c mHg)) 20 20 17 15 10 10 10 10 20 20 A2 (× 10^-11 cm³ · cm / (cm² · 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 Größe Innerlinerdicke D1 (mm) 0,5 0,5 0,5 0,6 0,6 0,8 0,8 1,0 1,0 1,0 Reifenquerschnittshöhe H (mm) 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 Seitenwanddicke DSW (mm) 2,0 2,0 2,0 2,5 2,5 2,5 3,0 3,0 3,0 3,0 Reifenelementdicke D3 (mm) 2,0 2,0 2,0 2,5 1,5 2,5 2,0 3,0 1,5 3,0 Felgendurchmesser Rt (mm) 381 381 381 381 381 381 381 381 381 381 D6 (mm) 58 58 58 58 58 58 58 58 58 58 Elektronische Komponenten Einbettungsposition 3 3 3 3 3 3 4 4 4 4 Gewicht W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Längenrichtungslänge 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 Reifengewicht / maximale Lastkapazitä t 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 Bewertungsergebnisse (Haltbarkeit von Reifen während Fahren) Ergebnis 115 120 130 145 135 150 140 145 135 150 [Tabelle 5] Vergleichsbeispiel 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 Reifen Reifengröße 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 Reifengewicht (kg) 7,5 7,2 7,1 7,3 7,2 7,1 7,2 7,8 7,5 8,0 Schnitthöhe H (mm) Außendurchmesser Dt (mm) Maximale Lastkapazität (kg) 534 534 534 534 534 534 534 534 534 534 Rezeptur Innerliner IL-1 IL-1 IL-2 IL-1 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 Seitenwandabschnitt SW-1 SW-2 SW-1 SW-2 SW-2 SW-1 SW-2 SW-2 SW-2 SW-2 Reifenelement SW-1 SW-2 SW-1 TM-4 TM-4 TM-4 SW-2 SW-2 SW-2 TM-4 Lauffläche TR-1 TR-3 TR-1 TR-2 TR-1 TR-3 TR-1 TR-1 TR-3 TR-1 Physikalische Eigenschaften A1 (× 10^-11 cm³ · cm / (cm² · s · c mHg)) 50 50 20 50 20 17 15 10 10 10 A2 (× 10^-11 cm³ · cm / (cm² · 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 Größe Innerlinerdicke D1 (mm) 0,8 0,4 1,0 0,5 0,5 0,4 0,6 0,5 0,5 0,8 Reifenquerschnittshöhe H (mm) 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 126,75 Seitenwanddicke DSW (mm) 1,0 1,5 1,0 1,0 1,0 1,5 0,5 1,0 0,5 1,0 Reifenelementdicke D3 (mm) 1,0 2,0 1,0 1,0 1,5 1,0 1,5 2,0 3,0 4,0 Felgendurchmesser Rt (mm) 381 381 381 381 381 381 381 381 381 381 D6 (mm) 58 58 58 58 58 58 58 58 58 58 Elektronische Komponenten Einbettungsposition 3 1 1 4 2 2 1 1 1 2 Gewicht W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Längenrichtungslänge 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 Reifengewicht / maximale Lastkapazitä t 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 Bewertungsergebnisse (Haltbarkeit von Reifen während Fahren) Ergebnis 100 90 90 90 90 95 90 90 95 85 [Tabelle 6] Beispiel 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 Reifen Reifengröße 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 Reifengewicht (kg) 5,3 5,3 5,2 5,1 5,0 5,1 5,0 5,3 5,2 5,1 Schnitthöhe H (mm) 93 93 92 92 94 93 95 94 93 93 Außendurchmesser Dt (mm) 592 594 593 592 594 590 595 594 593 592 Maximale Lastkapazität (kg) 349 351 350 348 351 345 353 351 350 348 Rezeptur Innerliner IL-2 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 IL-6 IL-2 IL-2 Seitenwandabschnitt SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 Reifenelement SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 TM-3 TM-4 TM-4 TM-3 Lauffläche TR-2 TR-1 TR-1 TR-1 TR-2 TR-2 TR-2 TR-2 TR-2 TR-3 Physikalische Eigenschaften A1 (×10^-11cm³·cm/(cm²·s·c mHg)) 20 20 17 15 10 10 10 10 20 20 A2 (×10^-11cm³·cm/(cm²·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 Größe Innerlinerdicke D1(mm) 0,5 0,5 0,5 0,6 0,6 0,8 0,8 1,0 1,0 1,0 Reifenquerschnittshöhe H (mm) 93 93 92 92 94 93 95 94 93 93 Seitenwanddicke DSW (mm) 2,0 2,0 2,0 2,5 2,5 2,5 3,0 3,0 3,0 3,0 Reifenelementdicke D3 (mm) 2,0 2,0 2,0 2,5 1,5 2,5 2,0 3,0 1,5 3,0 Felgendurchmesser Rt (mm) 406 406 406 406 406 406 406 406 406 406 D6 (mm) 42 42 42 42 42 42 42 42 42 42 Elektronische Komponenten Einbettungsposition 3 3 3 3 3 3 4 4 4 4 Gewicht W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Längenrichtungslänge 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 Reifengewicht / maximale Lastkapazitä t 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 Bewertungsergebnisse (Haltbarkeit von Reifen während Fahren) Ergebnis 115 120 130 135 140 145 140 145 135 140 [Tabelle 7] Vergleichsbeispiel 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 Reifen Reifengröße 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 Reifengewicht (kg) 5,3 5,2 5,2 5,2 5,2 5,3 5,2 5,2 5,2 5,3 Schnitthöhe H (mm) 95 95 93 95 93 95 93 95 93 95 Außendurchmesser Dt (mm) 594 593 593 592 594 592 593 592 594 592 Maximale Lastkapazität (kg) 351 350 350 348 351 348 350 348 351 348 Rezeptur Innerliner IL-1 IL-1 IL-2 IL-1 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 Seitenwandabschnitt SW-1 SW-2 SW-1 SW-2 SW-2 SW-1 SW-2 SW-2 SW-2 SW-2 Reifenelement SW-1 SW-2 SW-1 TM-4 TM-4 TM-4 SW-2 SW-2 SW-2 TM-4 Lauffläche TR-1 TR-3 TR-1 TR-2 TR-1 TR-3 TR-1 TR-1 TR-3 TR-1 Physikalische Eigenschaften A1 (× 10^-11 cm³ · cm / (cm² · s · c mHg)) 50 50 20 50 20 17 15 10 10 10 A2 (× 10^-11 cm³ · cm / (cm² · 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 Größe Innerlinerdicke D1 (mm) 0,8 0,4 1,0 0,5 0,5 0,4 0,6 0,5 0,5 0,8 Reifenquerschnittshöhe H (mm) 95 95 93 95 93 95 93 95 93 95 Seitenwanddicke DSW (mm) 1,0 1,5 1,0 1,0 1,0 1,5 0,5 1,0 0,5 1,0 Reifenelementdicke D3 (mm) 1,0 2,0 1,0 1,0 1,5 1,0 1,5 2,0 3,0 4,0 Felgendurchmesser Rt (mm) 406 406 406 406 406 406 406 406 406 406 D6 (mm) 42 42 42 42 42 42 42 42 42 42 Elektronische Komponenten Einbettungsposition 3 1 1 4 2 2 1 1 1 2 Gewicht W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Längenrichtungslänge 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 Reifengewicht / maximale Lastkapazitä t 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 Bewertungsergebnisse (Haltbarkeit von Reifen während Fahren) Ergebnis 100 90 80 80 85 75 80 90 90 80 [Tabelle 8] Beispiel 3-1 3-2 3-3 3 -4 3 -5 3 -6 3-7 3 -8 3 -9 3-10 Reifen Reifengröße 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 Reifengewicht (kg) 8,0 7,8 7,7 7,9 7,5 7,1 7,1 7,0 7,5 7,2 Schnitthöhe H (mm) 108 106 106 108 110 107 106 110 108 105 Außendurchmesser Dt (mm) 647 645 647 647 649 650 648 646 646 647 Maximale Lastkapazität (kg) 531 526 531 531 536 538 534 529 529 531 Rezeptur Innerliner IL-2 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 IL-6 IL-2 IL-2 Seitenwandabschnitt SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 Reifenelement SW-1 SW-1 SW-1 SW-1 SW-1 SW-1 TM-3 TM-4 TM-4 TM-3 Lauffläche TR-2 TR-1 TR-1 TR-1 TR-2 TR-2 TR-2 TR-2 TR-2 TR-3 Physikalische Eigenschaften A1 (× 10^-11 cm³ · cm / (cm² · s · c mHg)) 20 20 17 15 10 10 10 10 20 20 A2 (× 10^-11 cm³ · cm / (cm² · 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 Größe Innerlinerdicke D1 (mm) 0,5 0,5 0,5 0,6 0,6 0,8 0,8 1,0 1,0 1,0 Reifenquerschnittshöhe H (mm) 108 106 106 108 110 107 106 110 108 105 Seitenwanddicke DSW (mm) 2,0 2,0 2,0 2,5 2,5 2,5 3,0 3,0 3,0 3,0 Reifenelementdicke D3 (mm) 2,0 2,0 2,0 2,5 1,5 2,5 2,0 3,0 1,5 3,0 Felgendurchmesser Rt (mm) 432 432 432 432 432 432 432 432 432 432 D6 (mm) 49 49 49 49 49 49 49 49 49 49 Elektronische Komponenten Einbettungsposition 3 3 3 3 3 3 4 4 4 4 Gewicht W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Längenrichtungslänge 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 Reifengewicht / maximale Lastkapazitä t 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 Bewertungsergebnisse (Haltbarkeit von Reifen während Fahren) Ergebnis 115 120 130 145 140 150 140 150 135 140 [Tabelle 9] Vergleichsbeispiel 3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8 3-9 3-10 Reifen Reifengröße 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 Reifengewicht (kg) 7,5 7,2 7,1 7,3 7,2 7,1 7,2 7,8 7,5 7,8 Schnitthöhe H (mm) 105 108 108 105 106 106 107 108 108 107 Außendurchmesser Dt (mm) 648 648 646 645 647 647 648 646 647 647 Maximale Lastkapazität (kg) 534 534 529 526 531 531 534 529 531 531 Rezeptur Innerliner IL-1 IL-1 IL-2 IL-1 IL-3 IL-4 IL-5 IL-6 IL-6 IL-6 Seitenwandabschnitt SW-1 SW-2 SW-1 SW-2 SW-2 SW-1 SW-2 SW-2 SW-2 SW-2 Reifenelement SW-1 SW-2 SW-1 TM-4 TM-4 TM-4 SW-2 SW-2 SW-2 TM-4 Lauffläche TR-1 TR-3 TR-1 TR-2 TR-1 TR-3 TR-1 TR-1 TR-3 TR-1 Physikalische Eigenschaften A1 (× 10^-11 cm³ · cm / (cm² · s · c mHg)) 50 50 20 50 20 17 15 10 10 10 A2 (× 10^-11 cm³ · cm / (cm² · 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 Größe Innerlinerdicke D1 (mm) 0,8 0,4 1,0 0,5 0,5 0,4 0,6 0,5 0,5 0,8 Reifenquerschnittshöhe H (mm) 105 108 108 105 106 106 107 108 108 107 Seitenwanddicke DSW (mm) 1,0 1,5 1,0 1,0 1,0 1,5 0,5 1,0 0,5 1,0 Reifenelementdicke D3 (mm) 1,0 2,0 1,0 1,0 1,5 1,0 1,5 2,0 3,0 4,0 Felgendurchmesser Rt (mm) 432 432 432 432 432 432 432 432 432 432 D6 (mm) 49 49 49 49 49 49 49 49 49 49 Elektronische Komponenten Einbettungsposition 3 1 1 4 2 2 1 1 1 2 Gewicht W(g) 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 0,4 Längenrichtungslänge 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 Reifengewicht / maximale Lastkapazitä t 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 Bewertungsergebnisse (Haltbarkeit von Reifen während Fahren) Ergebnis 100 90 75 75 80 80 85 85 90 80 Next, the results of Comparative Example 1-1, Comparative Example 2-1, and Comparative Example 3-1 (referred to as "Comparative Example" in the formula below) are set as 100, and the results are indexed based on the formulas below to evaluate the durability of the tire during running. The larger the value, the better the durability of tires during running. $$\begin{array}{l}\text{Durability of tires w}\ddot{\text{a}}\text{while driving}\\ =\left[\left(\text{Results of test tires}\right)/\left(\text{Results of comparison example}\right)\right]\\ \times 100\end{array}$$

[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) Outside 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 Innerliner thickness D1 (mm) 0.5 0.5 0.5 0.6 0.6 0.8 0.8 1.0 1.0 1.0 Tire section 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 during driving) Result 115 120 130 145 135 150 140 145 135 150 [Table 5] Comparison 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) Outside 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 Innerliner thickness D1 (mm) 0.8 0.4 1.0 0.5 0.5 0.4 0.6 0.5 0.5 0.8 Tire section 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 during 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 Outside 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 Innerliner thickness D1(mm) 0.5 0.5 0.5 0.6 0.6 0.8 0.8 1.0 1.0 1.0 Tire section 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 during driving) Result 115 120 130 135 140 145 140 145 135 140 [Table 7] Comparison 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 Outside 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 Innerliner thickness D1 (mm) 0.8 0.4 1.0 0.5 0.5 0.4 0.6 0.5 0.5 0.8 Tire section 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 length 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 during 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 Outside 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 Innerliner thickness D1 (mm) 0.5 0.5 0.5 0.6 0.6 0.8 0.8 1.0 1.0 1.0 Tire section 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 during driving) Result 115 120 130 145 140 150 140 150 135 140 [Table 9] Comparison 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 Outside 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 Innerliner thickness D1 (mm) 0.8 0.4 1.0 0.5 0.5 0.4 0.6 0.5 0.5 0.8 Tire section 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 during driving) Result 100 90 75 75 80 80 85 85 90 80

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

The present invention (1) is
a tyre 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 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 tyre 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 (Formula 1): $$70°\text{C}-\text{tan}\mathrm{\delta }-\text{SW}\times \text{LR}<1.2$$

The present invention (2) is
the tire according to the present invention (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.

The present invention (3) is
the tire according to the present invention (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.

The present invention (4) is
the tire according to the present invention (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.

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): $$\text{Tire weight}/\text{maximum load capacity}\ddot{\text{a}}\text{t}<0.0150$$

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): $$\text{Tire weight}/\text{maximum load capacity}\ddot{\text{a}}\text{t}<0.0135$$

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 difference method according to the method specified in JIS K6275-1:2009 at a temperature of 40°C is 20 × 10 ^-11 cm ³ · cm / (cm ² · s · cmHg) or less.

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): $$\text{D1}/70°\text{C}-\text{tan}\mathrm{\delta -}\text{IL}\geqq 1.5$$

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 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): $$\left(\text{D2}/\text{H}\right)\times \text{A1}\leqq 10$$

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 straight line 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): $$\left(\text{Rt}+\text{D}2\right)\times \text{A}1\leqq 10000$$

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 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): $$\left(\text{<figure-callout id="2" label="D" filenames="DE102024103161A1\_0031.png,DE102024103161A1\_0032.png" state="{{state}}">D</figure-callout>}2/\text{H}\right)\times 70°\text{C}+\text{tan}\mathrm{\delta }-\text{IL}\leqq 0.13$$

The present invention (12) is
the tire of any combination of the present inventions (1) to (11), wherein, with respect to a tire member having a largest thickness on the straight line L among tire members disposed closer to a tire surface side than the carcass layer, a thickness D3 (mm) of the tire member on the straight line L and an air permeability coefficient A2 (× 10 ^-11 cm ³ cm / (cm ² s cmHg)) of the tire member 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): $$\text{<figure-callout id="3" label="D" filenames="DE102024103161A1\_0031.png,DE102024103161A1\_0032.png" state="{{state}}">D</figure-callout>}3/\text{A}2\geqq 0.005$$

The present invention (13) is
the tire of any combination of the present inventions (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): $$\text{<figure-callout id="4" label="D" filenames="DE102024103161A1\_0031.png,DE102024103161A1\_0032.png" state="{{state}}">D</figure-callout>}4\geqq 20\times {\left(\text{<figure-callout id="2" label="D" filenames="DE102024103161A1\_0031.png,DE102024103161A1\_0032.png" state="{{state}}">D</figure-callout>}2/\text{H}-0.5\right)}^2+2.0$$

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 tire outer surface satisfy the following (Formula 10): $$\text{<figure-callout id="4" label="D" filenames="DE102024103161A1\_0031.png,DE102024103161A1\_0032.png" state="{{state}}">D</figure-callout>}4\times \text{W}\leqq 2.5$$

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.

The present invention (16) is
the tire of any combination of the present inventions (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.

The present invention (17) is
the tire of any combination of the present inventions (1) to (16),
wherein an electronic component coating layer having a thickness of 0.5 mm or more covering the electronic component is provided.

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

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.

The present invention (20) is
the tire of any combination of the present inventions (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): $$0.3\leqq \text{D}5/\text{D}6\leqq 1.7$$

[Description of reference symbols]

1

Tires

2

Bead section

3

Side wall section

4

Tread section

21

Bead core

22

Bead Apex

23

clinch

24

Bead band

31

Side wall

32

Carcass layer

33

Innerliner layer

34

Electronic component

34a

Main body

34b

antenna

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. 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

• 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

• Toa Synthetic Research Annual Report TREND2000 No. 3, p42-45 [0167]

Claims (20)

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): $$70°\text{C}-\text{tan}\mathrm{\delta }-\text{SW}\times \text{LR}<1.2$$

Tires after 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. Tires after 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. Tires after 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. Tires according to one of the Claims 1 until 4 , where a tire weight (kg) and a maximum load capacity (kg) of the tire satisfy the following (Formula 2): $$\text{Tire weight}/\text{maximum load capacity}\ddot{\text{a}}\text{t}<0.0150$$

Tires after Claim 5 , where the tire weight (kg) and the maximum load capacity (kg) of the tire satisfy the following (Formula 3): $$\text{Tire weight}/\text{maximum load capacity}\ddot{\text{a}}\text{t}<0.0135$$

Tires according to one of the Claims 1 until 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 cm ³ · cm / (cm ² · s · cmHg) or less. Tires according to one of the Claims 1 until 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): $$\text{D}1/70°\text{C}-\text{tan}\mathrm{\delta }-\text{IL}\geqq 1.5$$

Tires according to one of the Claims 1 until 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): $$\left(\text{D}2/\text{H}\right)\times \text{A}1\leqq 10$$

Tires according to one of the Claims 1 until 9 , wherein a tire rim diameter Rt (mm), a straight line 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): $$\left(\text{Rt}+\text{D2}\right)\times \text{A}1\leqq 10000$$

Tires according to one of the Claims 1 until 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): $$\left(\text{D}2/\text{H}\right)\times 70°\text{C}-\text{tan}\mathrm{\delta }-\text{IL}\leqq 0.13$$

Tires according to one of the Claims 1 until 11 wherein, with respect to a tire element having a largest 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 ^-11 cm ³ cm / (cm ² 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): $$\text{D}3/\text{A}2\geqq 0.005$$

Tires according to one of the Claims 1 until 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): $$\text{D}4\geqq 20\times {\left(\text{D}2/\text{H}-0.5\right)}^2+2.0$$

Tires according to one of the Claims 1 until 13 , where 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): $$\text{D}4\times \text{W}\leqq 2.5$$

Tires according to one of the Claims 1 until 14 , where the electronic component is an RFID tag or a sensor. Tires according to one of the Claims 1 until 15 wherein an adhesive layer for improving adhesion to rubber or a plating layer is provided on a surface of the electronic component. Tires according to one of the Claims 1 until 16 wherein an electronic component coating layer having a thickness of 0.5 mm or more covering the electronic component is provided. Tires according to one of the Claims 1 until 17 , where a length LR (mm) of the electronic component in a longitudinal direction is 80 mm or less. Tires after Claim 18 , where the length LR (mm) of the electronic component in the longitudinal direction is 50 mm or less. Tires according to one of the Claims 1 until 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): $$0.3\leqq \text{D}5/\text{D}6\leqq 1.7$$

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