JP6149349B2 - Rubber composition for tire - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a rubber composition for tires, in which the durability of a tire is improved to a conventional level or more while blending carbon black with controlled colloidal characteristics to reduce heat generation.

  The bead portion of the pneumatic tire has a gum finishing and / or rim cushion (hereinafter sometimes simply referred to as “rim cushion”) on its outer layer so that the tire is in close contact with the rim when the rim is assembled to the wheel. Is provided. The rim cushion must be in close contact with the rim flange to prevent rim displacement with respect to the rim and to maintain air sealing performance. However, the rim cushion suffers from problems such as cracking due to compression force and heat generation from the rim, and fatigue due to repeated deformation, resulting in a decrease in tire durability.

As a countermeasure, Patent Document 1 blends 40 to 60 parts by weight of carbon black having a nitrogen adsorption specific surface area of 90 m ² / g or more with respect to 100 parts by weight of a rubber component, and blends a sulfenamide vulcanization accelerator. It has been proposed to improve crack resistance by using a rubber composition. However, when the blending amount of carbon black having a nitrogen adsorption specific surface area of 90 m ² / g or more is increased, the crack resistance is improved, but there is a problem that the heat generation is increased.

  The increase in heat generation causes the rim cushion to become hot and lowers durability, and the rolling resistance of the pneumatic tire deteriorates. In particular, as the interest in global environmental problems is increasing, it is important to improve fuel efficiency, so it is important to reduce heat generation. Generally, 60 ° C. tan δ by dynamic viscoelasticity measurement is used as an index of exothermic property of the rubber composition. The smaller the tan δ (60 ° C.) of the rubber composition, the smaller the exothermic property.

  As a method for reducing the tan δ (60 ° C.) of the rubber composition, Patent Document 2 proposes blending silica and a silane coupling agent into a rubber component containing a modified butadiene. However, considering the recent desire to further reduce rolling resistance and balancing the above-mentioned tire durability (crack resistance) and higher order, the above-mentioned performance can be improved not only from the silica compounding system but also from carbon black. Is desired.

  As a method for reducing the tan δ (60 ° C.) of the rubber composition with carbon black, for example, the amount of carbon black is reduced, the specific surface area of carbon black is increased, or the size of the aggregate (aggregate) is reduced. Can be mentioned. However, this method is contrary to the method of increasing the blending amount of carbon black in order to improve the tire durability (crack resistance), and has a problem that the tire durability is lowered.

  For this reason, Patent Document 2 mainly reduces the rubber composition by blending carbon black adjusted in specific surface area (BET specific surface area, CTAB specific surface area, iodine adsorption index IA), DBP structure value, Stokes diameter Dst, and the like. It is proposed to generate heat. However, in this rubber composition, the effect of achieving both the low heat build-up of the rubber composition and the tire durability (crack resistance) is not always sufficient, and further improvement has been demanded.

JP 2005-171016 A JP 2010-132872 A Special table 2004-519552 gazette

  An object of the present invention is to provide a rubber composition for a tire which is improved in durability when it is made into a tire more than a conventional level while blending carbon black with controlled colloidal characteristics to reduce heat generation. is there.

The tire rubber composition of the present invention that achieves the above object is a tire rubber composition in which 65 to 110 parts by weight of carbon black is blended with 100 parts by weight of a diene rubber containing 40 to 80% by weight of butadiene rubber. In the mass distribution curve of the Stokes diameter of the carbon black aggregate, the mode diameter Dst is 145 nm or more, the nitrogen adsorption specific surface area N ₂ SA is more than 55 m ² / g and 62 m ² / g or less , the iodine adsorption amount IA (unit: mg / mg) The ratio N ₂ SA / IA of the nitrogen adsorption specific surface area N ₂ SA to g) is 1.01 to 1.27, the Stokes diameter mode diameter Dst satisfies the following formula (1), and the DBP absorption amount is 100 to 160 ml / 100 g.
Dst <1979 × (N ₂ SA) ^−0.61 (1)
(In the formula, Dst is the mode diameter (nm) in the mass distribution curve of the Stokes diameter of the aggregate, and N ₂ SA is the nitrogen adsorption specific surface area (m ² / g).)

In the tire rubber composition of the present invention, the mode diameter Dst in the mass distribution curve of the Stokes diameter of the carbon black aggregate is 145 nm or more with respect to 100 parts by weight of the diene rubber containing 40 to 80% by weight of butadiene rubber, and the nitrogen adsorption ratio. The surface area N ₂ SA is more than 55 m ² / g and not more than 62 m ² / g , and the ratio N ₂ SA / IA of the nitrogen adsorption specific surface area N ₂ SA to the iodine adsorption amount IA (unit: mg / g) is 1.01 to 1.27. Since the Stokes diameter mode diameter Dst satisfies the above formula (1) and the DBP absorption amount is 100 to 160 ml / 100 g, carbon black is blended in excess of 60 parts by weight and 110 parts by weight or less. While reducing the tan δ (60 ° C) of the product and reducing the heat build-up, the durability such as crack resistance and fatigue resistance when used in tires exceeds the conventional level. It can be.

  The rubber composition for tires of the present invention is preferably used in a portion where a bead portion and a rim of a pneumatic tire are in contact with each other. Pneumatic tires that use this rubber composition for tires where the bead and rim contact each other have improved durability such as crack resistance and fatigue resistance while reducing rolling resistance and improving fuel efficiency. This can be improved. Examples of the bead portion include gum finishing and / or rim cushion.

It is sectional drawing which illustrates the structure of the bead part of the pneumatic tire for passenger cars. It is sectional drawing which illustrates the structure of the bead part of the pneumatic tire for trucks and buses.

  The rubber composition for tires of the present invention can be suitably used for constituting pneumatic tires for passenger cars and trucks / buses. Particularly, it is suitable for constituting a portion of the bead portion of the pneumatic tire that comes into contact with the rim, that is, a rim cushion and / or gum finishing.

  FIG. 1 is an explanatory view illustrating a cross-sectional configuration of a bead portion of a pneumatic tire for a passenger car, and FIG. In addition, the rim | limb R which mounts a pneumatic tire was shown with the dashed-dotted line.

  In FIG. 1, a bead portion and a sidewall portion of a pneumatic tire for a passenger car are denoted by 1. Between the pair of left and right bead portions 1, a carcass layer 5 having a cord angle with respect to the tire circumferential direction of substantially 90 ° is mounted, and both end portions of the carcass layer 5 are embedded in the bead portions 1. The bead filler 4 is wound up from the inside to the outside so as to wrap around the bead filler 4. Further, a gum finishing 7 is disposed on the inner surface of the bead portion 1 in the tire radial direction, and a rim cushion 6 is disposed on the outer surface of the bead portion 1 in the tire width direction. It is configured.

  In FIG. 2, 1 is a bead part, 2 is a side wall part. A carcass layer 5 in which a plurality of steel cords are arranged is mounted between the left and right bead portions 1 of the pneumatic tire for trucks and buses. The carcass layer 5 is wound up from the tire inner side to the outer side around a pair of left and right bead cores 3 embedded in the bead portion 1. In the bead portion 1, a fiber reinforcement layer 8 formed by aligning a plurality of steel cords is disposed along the carcass layer 5. A lower bead filler 4a is disposed outside the bead core 3 in the tire radial direction, and an upper bead filler 4b is disposed adjacent to the lower bead filler 4a. Further, a gum finishing 7 is disposed on the inner surface of the bead portion 1 in the tire radial direction, and a rim cushion 6 is disposed on the outer surface of the bead portion 1 in the tire width direction. The tire is configured to be in close contact with the rim R when the rim is assembled.

  In the present specification, the rim cushion and the gum finishing are not limited to the members having such names, and as illustrated in FIGS. It shall include the member of the name. The rim cushion and gum finishing can be configured independently as illustrated above. Moreover, a rim cushion and gum finishing can be comprised integrally. The name of the member formed integrally with the rim cushion and the gum finishing may be a rim cushion, gum finishing or other names.

In the tire rubber composition of the present invention, the diene rubber necessarily contains butadiene rubber. The content of the butadiene rubber is at least 15 to 80% by weight in 100% by weight of the diene rubber , but in the present invention, it is 40 to 80% by weight , and preferably the upper limit is 70% by weight. If the butadiene rubber content is less than 15% by weight, tire durability, particularly fatigue resistance, cannot be improved sufficiently. On the other hand, when the content of butadiene rubber exceeds 80% by weight, rubber hardness and strength required as a tire rubber composition constituting the bead portion may be lowered.

  The diene rubber other than butadiene rubber may be any rubber usually used in tire rubber compositions, and examples thereof include natural rubber, isoprene rubber, styrene-butadiene rubber, and acrylonitrile-butadiene rubber. Of these, natural rubber, isoprene rubber, and styrene-butadiene rubber are preferable. These diene rubbers can be used alone or as any blend.

In the tire rubber composition of the present invention, the ratio N of the nitrogen adsorption specific surface area to the mode diameter Dst, DBP absorption, nitrogen adsorption specific surface area N ₂ SA and iodine adsorption IA in the Stokes diameter mass distribution curve of a specific aggregate. ₂ By blending a new carbon black with limited SA / IA, it is possible to reduce the tan δ (60 ° C) of the rubber composition using carbon black having a large particle size, while maintaining the crack resistance and resistance to the tire. Durability such as fatigue can be maintained and improved. The amount of carbon black is preferably at least 60 parts by weight and not more than 110 parts by weight based on 100 parts by weight of the diene rubber, but in the present invention, it is particularly preferably in the range of 65 to 110 parts by weight , preferably 65 to 100 parts. Weight part. When the blending amount of carbon black is 60 parts by weight or less, the rubber hardness and elastic modulus of the rubber composition are deteriorated, and durability such as crack resistance and fatigue resistance when the tire is formed is deteriorated. On the other hand, when the blending amount of carbon black exceeds 110 parts by weight, tan δ (60 ° C.) increases and tensile elongation at break decreases, and durability such as crack resistance and fatigue resistance when tired is deteriorated. .

Carbon black used in the present invention is a nitrogen adsorption specific surface area N ₂ SA is in the range of at least 45~70m ² / g, in particular less 55m ² / g Ultra 62m ² / g. When N ₂ SA is less than 40 m ² / g, durability such as crack resistance and fatigue resistance when the tire is formed is lowered. When N ₂ SA exceeds 70 m ² / g, tan δ (60 ° C.) increases. N ₂ SA shall be measured according to JIS K6217-2.

The ratio N ₂ SA / IA of the nitrogen adsorption specific surface area N ₂ SA to the iodine adsorption amount IA (unit: mg / g) of carbon black is at least in the range of 1.00 to 1.40. 01 to 1.27. When the colloidal characteristic ratio N ₂ SA / IA is less than 1.00, tan δ (60 ° C.) of the rubber composition cannot be reduced. On the other hand, when the ratio N ₂ SA / IA exceeds 1.40, the surface activity is too high and the mixing property is deteriorated. The iodine adsorption amount IA is measured according to JIS K6217-1.

  The DBP absorption amount of carbon black is 100 to 160 ml / 100 g, preferably 110 to 150 ml / 100 g. When the DBP absorption amount is less than 100 ml / 100 g, durability such as crack resistance and fatigue resistance when the tire is formed decreases. Further, since the molding processability of the rubber composition is lowered and the dispersibility of the carbon black is deteriorated, the reinforcing performance of the carbon black cannot be sufficiently obtained. When the DBP absorption exceeds 160 ml / 100 g, durability such as crack resistance and fatigue resistance when tired is deteriorated. In addition, workability deteriorates due to an increase in viscosity. The DBP absorption amount shall be measured according to JIS K6217-4 oil absorption amount A method.

  The carbon black used in the present invention has a mode diameter Dst (hereinafter sometimes referred to as “Stokes diameter Dst”) in the mass distribution curve of the Stokes diameter of the aggregates of 145 nm or more, preferably 150 nm or more. By setting the Stokes diameter Dst to 145 nm or more, it is possible to maintain and improve durability such as crack resistance and fatigue resistance when the tire is made while reducing tan δ (60 ° C.) of the rubber composition. In the present invention, the mode diameter Dst in the mass distribution curve of the Stokes diameter of the aggregate refers to the mode diameter of the maximum frequency in the mass distribution curve of the Stokes diameter of the aggregate obtained by centrifugal sedimentation of carbon black. In the present invention, Dst is measured according to the method for obtaining the aggregate distribution by JIS K6217-6 disc centrifugal light sedimentation method.

The upper limit of the Stokes diameter Dst is Ru or determined in relation to the nitrogen adsorption specific surface area N ₂ SA of the carbon black. For example, when the N ₂ SA of the carbon black is 45 m ² / g or more 55m ² / g or less, the Stokes diameter Dst is preferably may is 180nm or less. Since the present invention is N ₂ SA of the carbon black exceeds 55m ² / g, the Stokes diameter Dst is satisfying a relation of the following Symbol formula (1).
Dst <1979 × (N ₂ SA) ^−0.61 (1)
(In Formula (1), Dst is the mode diameter (nm) in the mass distribution curve of the Stokes diameter of the aggregate, and N ₂ SA is the nitrogen adsorption specific surface area (m ² / g).)

  By setting the upper limit of the Stokes diameter Dst of the carbon black within the above-described range, both the productivity and cost of the carbon black can be achieved.

That is, in the present invention, when N ₂ SA is in the range of more than 55 m ² / g and not more than 62 m ² / g , the ratio N ₂ SA / IA is 1.01 to 1.27 , the DBP absorption is 100 to 160 ml / 100 g, Stokes Dst. A specific carbon black having a thickness of 145 nm or more and satisfying the above formula (1) is used. Such carbon black has a large Stokes diameter of the aggregate, reduces the tan δ (60 ° C.) of the rubber composition, and increases the reinforcement performance against rubber. The durability such as the above can be improved to a level higher than the conventional level.

  Carbon black having the colloidal characteristics described above is, for example, feedstock introduction conditions, fuel oil and feedstock supply rate, fuel oil combustion rate, reaction time (combustion from the last feedstock introduction position to reaction stoppage) in the carbon black production furnace. The production conditions such as gas residence time) can be adjusted.

  In the present invention, a reinforcing filler other than carbon black having the specific colloidal characteristics described above can be blended, and the balance between tan δ of the rubber composition and mechanical properties such as rubber hardness and strength can be adjusted. it can. When the reinforcing filler is blended in this way, the reinforcing filler containing carbon black described above is preferably more than 60 parts by weight and 110 parts by weight or less, more preferably 70 to 100 parts by weight with respect to 100 parts by weight of the diene rubber. Blend. When the compounding amount of the reinforcing filler is 60 parts by weight or less, the reinforcing property of the rubber composition cannot be sufficiently obtained. Moreover, when the compounding quantity of a reinforcing filler exceeds 110 weight part, rolling resistance when it is set as a tire will become large.

  Examples of the reinforcing filler include carbon black other than the above-described carbon black, silica, clay, mica, talc, calcium carbonate, aluminum oxide, titanium oxide, activated zinc white and the like. Of these, carbon black, silica, and clay are preferable.

  In the rubber composition of the present invention, it is particularly preferable to add silica as a reinforcing filler. By blending silica together with the carbon black having the specific colloidal characteristics described above, the heat resistance of the rubber composition can be further reduced and the rolling resistance when the tire is made can be further reduced. The compounding quantity of silica is 0-50 weight part with respect to 100 weight part of rubber components, More preferably, it is good to set it as 10-40 weight part. By setting the blending amount of silica in such a range, the low exothermic property of the rubber composition and the durability when made into a tire are compatible. If the amount of silica exceeds 50 parts by weight, the durability of the tire is reduced.

Silica preferably has a CTAB specific surface area of 80 to 300 m ² / g. If the CTAB of silica is less than 80 m ² / g, the reinforcing property to the rubber composition is insufficient, and the durability when the tire is made is insufficient. On the other hand, if the CTAB of silica exceeds 300 m ² / g, the heat generation is deteriorated and the rolling resistance is increased when the tire is formed. Note that the CTAB specific surface area of silica is determined according to ISO 9277.

  The silica used in the present invention is not limited as long as it has the above-described characteristics, and may be appropriately selected from those manufactured, or may be manufactured to have the above-described characteristics by a normal method. . As the type of silica, for example, wet method silica, dry method silica, or surface-treated silica can be used.

  In the rubber composition of the present invention, when silica is used, a silane coupling agent may be blended together with silica, so that the dispersibility of silica can be improved and the reinforcement with the rubber component can be further enhanced. When mix | blending a silane coupling agent, Preferably it is 3-20 weight% with respect to a silica compounding quantity, More preferably, it is good to mix | blend 5-15 weight%. When the compounding amount of the silane coupling agent is less than 3% by weight of the silica weight, the effect of improving the dispersibility of the silica cannot be sufficiently obtained. Moreover, when the compounding quantity of a silane coupling agent exceeds 20 weight%, silane coupling agents will condense and it will become impossible to acquire a desired effect.

  The silane coupling agent is not particularly limited, but a sulfur-containing silane coupling agent is preferable, for example, bis- (3-triethoxysilylpropyl) tetrasulfide, bis- (3-triethoxysilylpropyl) disulfide. Examples include sulfide, 3-trimethoxysilylpropylbenzothiazole tetrasulfide, γ-mercaptopropyltriethoxysilane, 3-octanoylthiopropyltriethoxysilane, and the like.

  Various additives commonly used in tire rubber compositions, such as vulcanization or crosslinking agents, vulcanization accelerators, various inorganic fillers, various oils, anti-aging agents, and plasticizers, for tire rubber compositions These additives can be kneaded by a general method to form a rubber composition, which can be used for vulcanization or crosslinking. As long as the amount of these additives is not contrary to the object of the present invention, a conventional general amount can be used. The rubber composition for tires of the present invention can be produced by mixing the above components using a normal rubber kneading machine such as a Banbury mixer, a kneader, or a roll.

  The rubber composition for tires of the present invention is suitably used for constituting a portion that comes into contact with a rim of a bead portion of a pneumatic tire, that is, a rim cushion or gum finishing. Since the pneumatic tire in which the bead portion is composed of the rubber composition for tires of the present invention has low heat generation during running, it can reduce rolling resistance and improve fuel efficiency. At the same time, tire durability such as crack resistance and fatigue resistance is excellent, and the life of the tire can be made longer than the conventional level.

  EXAMPLES Hereinafter, although an Example demonstrates this invention further, the scope of the present invention is not limited to these Examples.

17 kinds of rubber compositions (Examples 1 and 2, Reference Examples 1 to 6 , Comparative Examples 1 to 9) were prepared using 8 kinds of carbon blacks (CB1 to CB8). Of these, three types of carbon black (CB1, CB2, CB4) are commercially available grades, and five types of carbon black (CB3, CB5 to CB8) are prototypes, and their colloidal characteristics are shown in Table 1.

In Table 1, each abbreviation represents the following colloidal characteristics.
N ₂ SA: Nitrogen adsorption specific surface area measured based on JIS K6217-2 IA: Iodine adsorption amount measured based on JIS K6217-1 CTAB: CTAB adsorption measured based on JIS K6217-3 Specific surface area DBP: DBP absorption measured based on JIS K6217-4 (uncompressed sample) 24M4: 24M4-DBP absorption measured based on JIS K6217-4 (compressed sample) Dst: JIS K6217 Mode diameter which is the maximum value of the mass distribution curve of the Stokes diameter of the aggregate by the disc centrifugal photoprecipitation method measured based on -6. ΔD50: by the disc centrifugal photoprecipitation method measured based on JIS K6217-6 In the mass distribution curve of the Stokes diameter of the aggregate, the distribution width when the mass frequency is half the maximum point (Half width)
Α: Coefficient α when Dst and N ₂ SA described above are applied to the relationship of the following formula (2)
Dst = α × (N ₂ SA) ^−0.61 (2)
(In the formula, Dst is the mode diameter (nm) in the mass distribution curve of the Stokes diameter of the aggregate, and N ₂ SA is the nitrogen adsorption specific surface area (m ² / g).)
N ₂ SA / IA: Ratio of nitrogen adsorption specific surface area N ₂ SA and iodine adsorption amount IA

In Table 1, carbon blacks CB1, CB2, and CB4 represent the following commercial grades, respectively. Carbon blacks CB3, CB5-CB8 were prepared by the following manufacturing method.
・ CB1: Seest KH made by Tokai Carbon Co., Ltd.
-CB2: Tokai Carbon Co., Ltd. Seest 116HM
・ CB4: Toast Carbon Co., Ltd. Seast F

Production of carbon black CB3, CB5 to CB8 Using a cylindrical reactor, as shown in Table 2, the total air supply amount, fuel oil introduction amount, fuel oil combustion rate, raw material oil introduction amount, reaction time were changed and carbon was changed. Black CB3, CB5-CB8 were produced.

Preparation and Evaluation of Tire Rubber Composition 17 kinds of rubber compositions (Examples 1 and 2 and Reference Example 1) having the composition shown in Tables 3 and 4 using the above-mentioned 8 kinds of carbon blacks (CB1 to CB8). In preparing Comparative Examples 1 to 9), components excluding sulfur and a vulcanization accelerator were weighed and kneaded in a 55 L kneader for 15 minutes, and then the master batch was discharged and cooled to room temperature. This master batch was subjected to a 55 L kneader, and sulfur and a vulcanization accelerator were added and mixed to obtain a tire rubber composition.

  Each of the obtained tire rubber compositions was vulcanized in a mold having a predetermined shape at 150 ° C. for 30 minutes to prepare a test piece. By the methods described below, heat generation, fatigue resistance and crack resistance were obtained. evaluated.

Exothermic property The obtained test piece was measured according to JIS K6394, using a viscoelastic spectrometer manufactured by Toyo Seiki Seisakusho Co., Ltd. under the conditions of an initial strain of 10%, an amplitude of ± 2%, and a frequency of 20 Hz. Tan δ was measured. The results obtained, the inverse of the value of Table 3 and 4 Comparative Example 1 as 100 are shown in the column of "heating" of Tables 3 and 4. The larger the index, the lower the heat generation, and the lower the rolling resistance and the better the fuel efficiency when using a pneumatic tire.

Fatigue resistance In accordance with JIS K6270, a test piece of dumbbell shape No. 3 (distance between marked lines 20 mm) was produced. For fatigue characteristics, 100% strain was repeatedly applied to each test piece, and the number of repetitions until the test piece broke (hereinafter referred to as “number of breaks”) was measured. The number of breaks was measured at n = 6, and the 50% residual probability based on the normal probability distribution was determined from the number of breaks. The obtained results are shown in the column of “Fatigue resistance” in Tables 3 and 4 with the index of Comparative Example 1 being 100. The larger this index, the longer the fatigue life and the better the fatigue resistance.

Crack resistance In accordance with JIS K6260, a dematcher bent crack growth test piece was produced. Using this test piece, crack growth [unit: mm] after a stroke of 57 mm, a speed of 300 ± 10 rpm, and a flexion number of 100,000 was measured. The obtained results are shown in the “crack resistance” column of Tables 3 and 4 as an index for setting the reciprocal of Comparative Example 1 to 100. Larger index means smaller crack growth and better crack resistance.

The types of raw materials used in Tables 3 and 4 are shown below.
NR: natural rubber, RSS # 3
SBR: styrene-butadiene rubber, Nipol 1502 manufactured by Nippon Zeon
BR: butadiene rubber, Nipol BR1220 manufactured by Nippon Zeon
CB1 to CB8: Carbon black aroma oil shown in Table 1 above: Process X-140 manufactured by Japan Energy
Zinc Hana: Zinc Oxide 3 types manufactured by Shodo Chemical Industry Co., Ltd. Stearic acid: NOF Co., Ltd. Beads stearic acid wax: Ouchi Shinsei Chemical Industry Co., Ltd. Sunnock anti-aging agent: Flexis Corporation SANTOFLEX 6PPD
Vulcanization accelerator: Nouchira NS-P manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.
Sulfur: Tsurumi Chemical Industries oil processing sulfur

As is apparent from Tables 3 and 4, it was confirmed that the rubber compositions for tires of Examples 1 and 2 were improved in low heat buildup, fatigue resistance and crack resistance to the conventional level or higher.

As apparent from Table 3, the rubber composition of Comparative Example 1, since the N ₂ SA of the carbon black CB1 is 70m ² / g Ultra and Stokes diameter Dst is less than 145 nm, tire rubber composition of Example 1 As compared with the above, the balance between low heat generation, fatigue resistance and crack resistance is inferior. In the rubber composition of Comparative Example 2, since the Stokes diameter Dst of the carbon black CB2 is less than 145 nm and the ratio N ₂ SA / IA is less than 1.00, fatigue resistance and crack resistance are deteriorated. In the rubber composition of Comparative Example 3, since the DBP absorption amount of carbon black CB3 exceeds 160 ml / 100 g, fatigue resistance and crack resistance are deteriorated. In the rubber composition of Comparative Example 4, since N ₂ SA of carbon black CB4 is less than 45 m ² / g and the ratio N ₂ SA / IA is less than 1.00, fatigue resistance and crack resistance are deteriorated.

  As is apparent from Table 4, the rubber composition of Comparative Example 5 does not contain butadiene rubber, and therefore fatigue resistance is deteriorated. In the rubber composition of Comparative Example 6, the fatigue resistance deteriorates because the blending amount of butadiene rubber is less than 15 parts by weight. In the rubber composition of Comparative Example 7, the amount of butadiene rubber exceeds 80 parts by weight, so that the crack resistance deteriorates.

  In the rubber composition of Comparative Example 8, since the blending amount of carbon black CB6 is 60 parts by weight or less, the crack resistance is deteriorated. In the rubber composition of Comparative Example 9, since the compounding amount of carbon black CB6 exceeds 110 parts by weight, the heat generation is deteriorated and the fatigue resistance is not effective.

Claims (4)

A rubber composition for a tire in which 65 to 110 parts by weight of carbon black is blended with 100 parts by weight of a diene rubber containing 40 to 80% by weight of butadiene rubber, and a mass distribution curve of the Stokes diameter of the carbon black aggregate mode diameter Dst is above 145nm in a nitrogen adsorption specific surface area N ₂ SA is 55m ² / g ultra 62m ² / g or less, the ratio of the nitrogen adsorption specific surface area N ₂ SA for iodine adsorption amount IA (units mg / g) N ₂ SA / IA is 1.01-1.27, the Stokes diameter mode diameter Dst satisfies the following formula (1), and the DBP absorption is 100-160 ml / 100 g. Composition.
Dst <1979 × (N ₂ SA) ^−0.61 (1)
(In the formula, Dst is the mode diameter (nm) in the mass distribution curve of the Stokes diameter of the aggregate, and N ₂ SA is the nitrogen adsorption specific surface area (m ² / g).) 2. The rubber composition for a tire according to claim 1 , which is used in a portion where a bead portion and a rim of a pneumatic tire are in contact with each other. A pneumatic tire comprising a portion of the rubber composition for a tire according to claim 1 or 2 that comes into contact with a rim of a bead portion. The pneumatic tire according to claim 3 , wherein a portion of the bead portion that contacts the rim is a gum finishing and / or a rim cushion.

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