JP6434581B2 - tire - Google Patents

Description

  The present invention relates to a tire provided with an inner liner composed of a predetermined rubber composition for an inner liner.

  In recent years, the demand for lower fuel consumption of tires has become stronger, and an inner liner that is placed inside the tire and has the function of reducing air leakage from the inside to the outside of the pneumatic tire and improving air permeability. In addition, low fuel consumption is required.

  At present, the rubber composition for an inner liner is improved in air permeation resistance by using a rubber composition containing a rubber component mainly composed of butyl rubber. However, a rubber composition containing a large amount of butyl rubber has problems such as poor fuel economy and poor adhesion to other members.

  In Patent Document 1, it is possible to reduce the thickness of the inner liner by forming an inner liner using a polymer composition mainly composed of a polymer mixture containing a thermoplastic resin that has better air permeation resistance than butyl rubber. A technique for reducing the fuel consumption by reducing the weight of the tire is described. However, the inner liner mainly composed of a resin is generally poor in workability and inferior in adhesion to an adjacent member because the physical properties are greatly different from other tire members mainly composed of a rubber component such as a small elongation at break. In addition, there is a problem in resistance to bending crack growth.

  In Patent Documents 2 and 3, the amount of petroleum resources used is reduced by using a rubber composition mainly composed of natural rubber for the inner liner, which is environmentally friendly and has improved workability and flex crack growth resistance. Although an inner liner is described, there is room for improvement in fuel efficiency.

JP 2011-057788 A JP 2006-249147 A JP 2008-297462 A

  The present invention provides a tire provided with an inner liner composed of a rubber composition for an inner liner excellent in handling stability, fuel economy and physical property balance while maintaining air permeation resistance and durability. Objective.

The present invention contains a rubber component and an additive, and a dynamic elastic modulus E * (MPa) and a loss tangent tan δ measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2% are represented by the following formula (1): To (3), the air permeability coefficient is 12.00 × 10 ⁻¹⁴ cm ³ · cm / (cm ² · s · Pa) or less, and the breaking strength TB (MPa) measured according to JIS K6251 and The present invention relates to a tire provided with an inner liner composed of a rubber composition for an inner liner whose elongation EB (%) at break satisfies the following formulas (4) and (5).
Formula (1) E * / tan δ> 17
Formula (2) 2.5 <E * <5
Formula (3) tan δ <0.15
Formula (4) EB> 450
Formula (5) TB × EB> 10000

  It is preferable that rubber hardness Hs at 23 ° C. measured according to JIS K6253 type A method of the rubber composition is 60 or less.

  It is preferable that the additive contains silica.

The additive contains n types (n is an integer of 2 or more) of silica,
It is preferable that the silica content and the BET specific surface area satisfy the following formulas (6) and (7).
Formula (6) 10 <X1 + X2 + ... + Xn <40
Formula (7) 0.20 <X1 / Y1 + X2 / Y2 + ... + Xn / Yn <0.30
(In the formula, X1, X2,... Xn is the content (parts by mass) of each silica with respect to 100 parts by mass of rubber component, Y1, Y2,... Yn is the BET specific surface area (m ² / g) of each silica. Is shown.)

  It is preferable that the rubber component does not substantially contain butyl rubber.

  It is preferable that the additive does not substantially contain aroma oil and mineral oil.

  The rubber component preferably contains 50% by mass or more of a diene rubber having a functional group having an affinity for silica in the main chain.

  The additive preferably contains benzothiazolylsulfenimides.

  According to the present invention, the dynamic elastic modulus E * (MPa) and loss tangent tanδ measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2%, containing a rubber component and an additive The breaking strength TB (MPa) and the elongation at break EB (%) measured in accordance with JIS K6251 satisfy the predetermined formula. By providing a tire with an inner liner, an inner liner composed of a rubber composition for an inner liner excellent in handling stability, fuel efficiency, and physical property balance while maintaining air permeation resistance and durability is provided. Tires can be provided.

  The tire of the present invention contains a rubber component and an additive, and a dynamic elastic modulus E * (MPa) and a loss tangent tan δ measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2% have predetermined formulas. The breaking strength TB (MPa) and the elongation at break EB (%) measured in accordance with JIS K6251 satisfy the predetermined formula. An inner liner is provided.

The rubber composition for an inner liner according to the present invention has a dynamic elastic modulus E * (MPa) and a loss tangent tan δ measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2%. (3) is satisfied.
Formula (1) E * / tan δ> 17
Formula (2) 2.5 <E * <5
Formula (3) tan δ <0.15

  The inner liner depends on the external environment and running time, and is exposed to various use temperatures from below 0 ° C. to near 100 ° C. Generally, the temperature during running is often around 70 ° C., and butyl rubber The dynamic elasticity E * (MPa) and loss tangent measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2% are obtained because the followability with other tire members that do not contain carbon is low in temperature dependence. When tan δ satisfies the above formulas (1) to (3), it is possible to achieve compatibility between the other tire members and rubber properties with good followability and low fuel consumption.

  E * in the present specification indicates a dynamic elastic modulus at elongation measured by a viscoelastic spectrometer at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2%. Since the dynamic elastic modulus E * indicates the stress with respect to the periodically applied strain, the larger the value of E *, the better the rubber elasticity, and the rubber physical properties having good followability with other tire members. Represent. Further, tan δ in the present specification represents a loss tangent at the time of elongation measured by a viscoelastic spectrometer at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2%. The loss tangent tan δ indicates the amount of energy consumed in the process of applying strain, and this consumed energy is converted into heat. In other words, the smaller the value of tan δ, the better the low heat build-up and the better the fuel efficiency. Therefore, the larger the value of E * / tan δ in the formula (1), the better the rubber properties and the low fuel consumption are compatible.

  E * / tan δ in the formula (1) is more than 17 and is preferably 18 or more. When E * / tan δ satisfies the equation (1), both excellent rubber properties and low fuel consumption can be achieved.

  E * in the formula (2) is more than 2.5 MPa, and preferably 2.6 MPa or more. Further, E * is less than 5 MPa, and preferably 4.9 MPa or less. If E * is within the above range, processability is good and uniform rubber physical properties can be obtained. As a result, the balance between physical properties of the inner liner and the adjacent member is improved, and the inner liner has good followability with other tire members, so that the steering stability and durability of the tire are improved.

  In formula (3), tan δ is less than 0.150, preferably 0.145 or less, and more preferably 0.140 or less. Further, the lower limit of tan δ is not particularly limited. If tan δ is within the above range, excellent fuel efficiency can be obtained.

  As described above, the rubber composition for an inner liner according to the present invention satisfies the formulas (1) to (3), so that the rubber properties having good followability and low fuel consumption can be achieved with other tire members. Can do.

  Further, the rubber composition for an inner liner according to the present invention is formed so as to form the inner surface of a tire, and is excellent in being used for an inner liner that functions to reduce the air permeation amount and maintain the tire internal pressure. Air permeation resistance is required.

The air permeability coefficient of the rubber composition is 12.00 × 10 ⁻¹⁴ cm ³ · cm / (cm ² · s · Pa) or less because the excellent air permeability required for the inner liner can be obtained. Yes, 11.70 × 10 ⁻¹⁴ cm ³ · cm / (cm ² · s · Pa) or less is preferable.

Furthermore, the rubber composition for an inner liner according to the present invention is such that the elongation at break EB (%) and the breaking strength TB (MPa) measured according to JIS K6251 satisfy the following formulas (4) and (5). Features. Thereby, it can be set as the rubber composition excellent in the fracture resistance (durability).
Formula (4) EB> 450
Formula (5) TB × EB> 10000

  EB in this specification indicates the elongation at break measured according to JIS K6251. The elongation at break EB indicates the elongation (%) when the sample is pulled and broken, and the greater the value of EB, the better the fatigue resistance.

  The EB is more than 450% satisfying the formula (4), preferably 500% or more, and more preferably 550% or more. When EB is 450% or less, fatigue resistance characteristics tend not to be obtained sufficiently. Moreover, the upper limit of EB is not specifically limited.

  Moreover, TB in this specification shows the breaking strength measured according to JIS K6251. The breaking strength TB indicates a force (MPa) necessary for pulling and breaking the sample, and the larger the value of TB, the better the breaking strength.

  The TB × EB is more than 10,000 satisfying the formula (5), preferably 10500, and more preferably 11000. When TB × EB is 10,000 or less, sufficient fracture resistance tends not to be obtained. Moreover, the upper limit of TB × EB is not particularly limited.

  As described above, the rubber composition for an inner liner according to the present invention exhibits excellent fracture resistance (durability) by satisfying the formulas (4) and (5).

  The rubber hardness Hs of the rubber composition for an inner liner according to the present invention is preferably 30 or more, more preferably 35 or more, and further preferably 40 or more, from the viewpoint of processability and handling stability. Hs is preferably 60 or less, more preferably 55 or less, and even more preferably 50 or less, from the viewpoint of resistance to flex crack growth and fatigue resistance. In addition, the rubber hardness Hs of the rubber composition in the present specification is JIS-A hardness, and is a value measured under an environment of 23 ° C. according to JIS K6253.

  The rubber composition for an inner liner according to the present invention contains a rubber component and an additive.

  As the rubber component, those generally used in the tire industry can be used, for example, diene rubbers such as natural rubber (NR), isoprene rubber (IR), butadiene rubber (BR), styrene butadiene rubber (SBR), and butyl rubber. (IIR), butyl rubber such as halogenated butyl rubber, and the like. These rubber components may be used alone or in combination of two or more.

  However, it is preferable that the butyl rubber is not substantially contained as the rubber component, and it is more preferable that the rubber component is not contained (0 part by mass). The phrase “substantially containing no butyl rubber” means that the content of the butyl rubber in the rubber component is 20% by mass or less. As described above, butyl rubber is very excellent in air permeation resistance, but has a problem of low fuel consumption and poor adhesion to adjacent members. However, the rubber composition for an inner liner according to the present invention can obtain the air permeation resistance required for the inner liner, and further has excellent adhesion and physical property balance with an adjacent member. It is less likely to occur and has excellent followability when the tire is bent, so steering stability is also improved.

  The diene rubber preferably contains a diene rubber having a functional group having an affinity for silica in the main chain from the viewpoint of low fuel consumption and adhesion to an adjacent member.

  Examples of the functional group having an affinity for silica include an epoxy group, a silyl group, an amino group, a hydroxyl group, a carboxyl group, an amide group, and a mercapto group. Among these, an epoxy group, a silyl group, and an amino group are more preferable, and an epoxy group is particularly preferable from the viewpoint of affinity with silica and ease of control of introduction into a polymer.

  As the diene rubber having a functional group having an affinity for silica in the main chain, a diene rubber having an epoxy group (epoxidized diene rubber) is preferable. Among them, epoxidized natural rubber (ENR), epoxidized butadiene, and the like. Rubber (EBR) is more preferable, and ENR is more preferable from the viewpoint of environmental consideration and air permeation resistance.

  The epoxidation rate of the epoxidized diene rubber is preferably 50 mol% or less, and more preferably 30 mol% or less. The epoxidation rate is preferably 1 mol% or more, more preferably 2 mol% or more. If the epoxidation rate is within the above range, both low fuel consumption and rubber strength can be achieved at a high level.

  The content in the rubber component in the case of containing a diene rubber having a functional group having an affinity for silica in the main chain is 50% by mass or more from the viewpoint of low fuel consumption, air permeation resistance and rubber strength. Preferably, 60% by mass or more is more preferable, 75% by mass or more is more preferable, and 100% by mass is most preferable.

  As the additive, generally used in the tire industry, reinforcing fillers, coupling agents, weak reinforcing fillers, zinc oxide, stearic acid, various anti-aging agents, vulcanizing agents such as plasticizers, waxes, sulfur, Various vulcanization accelerators and the like can be mentioned, and they can be appropriately blended.

  Examples of the reinforcing filler include silica and carbon black. These may be used alone or in combination of two or more. Especially, it is preferable to contain a silica from a viewpoint of coexistence of rubber intensity | strength and low-fuel-consumption property, and it is still more preferable to contain the n type (n is an integer greater than or equal to 2) silica from which BET specific surface area differs.

  As the silica, for example, silica (anhydrous silicic acid) prepared by a dry method, silica (hydrous silicic acid) prepared by a wet method, and the like can be used. Since there are many silanol groups on the surface and there are many reaction points with a silane coupling agent, it is preferable to use silica prepared by a wet method.

The BET specific surface area of silica is preferably 50 m ² / g or more, more preferably 60 m ² / g or more, because a sufficient silica reinforcing effect can be obtained. Further, BET specific surface area of silica is good dispersion of the silica, for the reason that excellent fuel economy, is preferably not more than 350 meters ² / g, more preferably at most 340m ² / g. In addition, the BET specific surface area of the silica in this specification is a value measured by BET method according to ASTM D3037-81.

  In the case of containing silica, the content with respect to 100 parts by mass of the rubber component is preferably 10 to 40 parts by mass, and more preferably 12 to 38 parts by mass from the viewpoint of achieving both low fuel consumption and rubber strength.

The silica content and BET specific surface area in the case of containing n types (n is an integer of 2 or more) of silica preferably satisfy the following formulas (6) and (7).
Formula (6) 10 <X1 + X2 + ... + Xn <40
Formula (7) 0.20 <X1 / Y1 + X2 / Y2 + ... + Xn / Yn <0.30
In the formula, X1, X2,... Xn represents the content (mass part) of each silica with respect to 100 parts by mass of rubber component, and Y1, Y2,... Yn represents the BET specific surface area (m ² / g) of each silica. Show.

  In formula (6), X1 + X2 +... + Xn indicate the total content (parts by mass) with respect to 100 parts by mass of the rubber component of each of the n types of silica. The total content of n types of silica with respect to 100 parts by mass of the rubber component in the case of containing n types of silica is preferably more than 10 parts by mass, more preferably 20 parts by mass or more, further preferably 25 parts by mass or more, 30 parts by mass or more is more preferable, and 35 parts by mass or more is most preferable. Further, the total content of the n types of silica is preferably less than 40 parts by mass. When the total content of the n types of silica is within the above range, that is, when the formula (6) is satisfied, both rubber strength and fuel efficiency can be achieved.

  X1 / Y1 + X2 / Y2 +... + Xn / Yn in the formula (7) represents the total of “content / BET specific surface area relative to 100 parts by mass of rubber component” of each of the n types of silica. The total value in the formula (7) in the case of containing n kinds of silica is preferably more than 0.20, more preferably 0.21 or more, and further preferably 0.22 or more. Moreover, it is preferable that this sum in Formula (7) is less than 0.30. When the total of “content per 100 parts by mass of rubber component / BET specific surface area” of each silica satisfies the formula (7), the fuel economy, fracture resistance, and flex resistance can be improved in a balanced manner.

  Moreover, it is preferable to contain carbon black as a reinforcing filler from the viewpoint of reinforcing properties and antistatic properties. As carbon black, for example, those generally used in the tire industry such as GPF, HAF, ISAF, and SAF can be used, and these may be used alone or in combination of two or more.

The nitrogen adsorption specific surface area (N ₂ SA) of carbon black is preferably 10 m ² / g or more, more preferably 20 m ² / g or more, because a sufficient reinforcing effect can be obtained. Also, N ₂ SA of carbon black is in terms of fuel economy, preferably is 200 meters ² / g or less, more preferably ^{150m 2 / g, 100m 2 /} g more preferably below 80 m ² / g or less is more 50 m ² / g or less is most preferable. In addition, N ₂ SA of carbon black is a value measured according to A method of JIS K6217.

  In the case of containing carbon black, the content with respect to 100 parts by mass of the rubber component is preferably 1 part by mass or more and more preferably 3 parts by mass or more from the viewpoints of weather resistance, antistatic properties, and improvement of rubber strength. In addition, the content of carbon black is preferably 20 parts by mass or less, and more preferably 15 parts by mass or less, from the viewpoint of low fuel consumption.

  As said coupling agent, a silane coupling agent etc. are mentioned, When it contains a silica, it is preferable to use a silane coupling agent with a silica. Any silane coupling agent conventionally used in combination with silica can be used, such as bis (3-triethoxysilylpropyl) tetrasulfide, bis (2-triethoxysilylethyl) tetrasulfide, bis (4- Triethoxysilylbutyl) tetrasulfide, bis (3-trimethoxysilylpropyl) tetrasulfide, bis (2-trimethoxysilylethyl) tetrasulfide, bis (4-trimethoxysilylbutyl) tetrasulfide, bis (3-triethoxy Silylpropyl) trisulfide, bis (2-triethoxysilylethyl) trisulfide, bis (4-triethoxysilylbutyl) trisulfide, bis (3-trimethoxysilylpropyl) trisulfide, bis (2-trimethoxysilylethyl) Trisl Bis (4-trimethoxysilylbutyl) trisulfide, bis (3-triethoxysilylpropyl) disulfide, bis (2-triethoxysilylethyl) disulfide, bis (4-triethoxysilylbutyl) disulfide, bis ( 3-trimethoxysilylpropyl) disulfide, bis (2-trimethoxysilylethyl) disulfide, bis (4-trimethoxysilylbutyl) disulfide, 3-trimethoxysilylpropyl-N, N-dimethylthiocarbamoyl tetrasulfide, 3- Triethoxysilylpropyl-N, N-dimethylthiocarbamoyl tetrasulfide, 2-triethoxysilylethyl-N, N-dimethylthiocarbamoyl tetrasulfide, 2-trimethoxysilylethyl-N, N-dimethylthiocarbamo Sulfides such as tetratetrasulfide, 3-trimethoxysilylpropylbenzothiazolyl tetrasulfide, 3-triethoxysilylpropylbenzothiazole tetrasulfide, 3-triethoxysilylpropyl methacrylate monosulfide, 3-trimethoxysilylpropyl methacrylate monosulfide Mercapto series such as 3-mercaptopropyltrimethoxysilane, 3-mercaptopropyltriethoxysilane, 2-mercaptoethyltrimethoxysilane, 2-mercaptoethyltriethoxysilane, 3-octanoylthio-1-propyltriethoxysilane, vinyl Vinyl compounds such as triethoxysilane and vinyltrimethoxysilane, 3-aminopropyltriethoxysilane, 3-aminopropyltrimethoxysilane, 3 -(2-aminoethyl) aminopropyltriethoxysilane, 3- (2-aminoethyl) aminopropyltrimethoxysilane and other amino-based, γ-glycidoxypropyltriethoxysilane, γ-glycidoxypropyltrimethoxysilane , Glycidoxy type such as γ-glycidoxypropylmethyldiethoxysilane, γ-glycidoxypropylmethyldimethoxysilane, nitro type such as 3-nitropropyltrimethoxysilane, 3-nitropropyltriethoxysilane, 3-chloropropyl Examples include chloro-based compounds such as trimethoxysilane, 3-chloropropyltriethoxysilane, 2-chloroethyltrimethoxysilane, and 2-chloroethyltriethoxysilane. Product names include Si69, Si266, Si363 (manufactured by EVONIK-DEGUSSA), NXT, NXT-LV, NXTULV, NXT-Z (manufactured by Momentive). These coupling agents may be used alone or in combination of two or more.

  The content with respect to 100 parts by mass of silica in the case of containing a silane coupling agent is preferably 0.5 parts by mass or more, more preferably 1.5 parts by mass or more, because silica can be dispersed well. 2.5 parts by mass or more is more preferable. In addition, the content of the silane coupling agent is 20% because the silica dispersion effect corresponding to the increase in cost is obtained, the scorch time is not too short, and the processability in the kneading process and the extrusion process is good. It is preferably no greater than 15 parts by mass, more preferably no greater than 15 parts by mass, and even more preferably no greater than 10 parts by mass.

  Examples of the weak reinforcing filler include bituminous coal pulverized material, talc (non-flat normal talc, flat talc), mica, hard clay, and the like. These may be used alone or in combination of two or more. good. Since these weakly reinforcing fillers do not form a polymer gel during the kneading step, good sheet processability can be obtained by containing them. Among these, from the viewpoint of sheet processability and cost, bituminous coal pulverized material, usually talc, and hard clay are preferable, and mica and flat talc having a large flatness ratio are preferable from the viewpoint of air permeation resistance.

  The average particle diameter of talc is preferably 50 μm or less, more preferably 30 μm or less, from the viewpoint of low fuel consumption. The lower limit of the average particle diameter of talc is not particularly limited, but is preferably 1 μm or more.

  The average particle diameter of mica is preferably 50 μm or less, more preferably 30 μm or less, from the viewpoint of low fuel consumption. The lower limit of the average particle diameter of mica is not particularly limited, but is preferably 1 μm or more.

  The average particle size of the hard clay is preferably 50 μm or less, and more preferably 30 μm or less, from the viewpoint of low fuel consumption. The lower limit of the average particle size of the hard clay is not particularly limited, but is preferably 1 μm or more.

  In addition, the average particle diameter of the weak reinforcing filler in this specification is a mass-based average particle diameter calculated from the particle size distribution measured according to JIS Z 8815-1994.

  The content relative to 100 parts by mass of the rubber component in the case of containing a weak reinforcing filler (total content when used in combination) is preferably 3 parts by mass or more from the viewpoint of sheet processability and air permeation resistance, and 8 parts by mass. The above is more preferable. Further, the content of the weak reinforcing filler is preferably 45 parts by mass or less, and more preferably 40 parts by mass or less, because sufficient elongation at break can be obtained.

  Although it does not specifically limit as said plasticizer, From a viewpoint of coexistence of rubber intensity | strength and low fuel consumption, it is preferable not to contain aroma oil and mineral oil substantially, and not containing (0 mass part) is more preferable. "Aroma oil and mineral oil are not substantially contained" means that the content of aroma oil and / or mineral oil is 10 parts by mass or less with respect to 100 parts by mass of the rubber component.

  As the plasticizer, it is preferable to use a plasticizer other than aroma oil and mineral oil. As plasticizers other than aroma oil and mineral oil, liquid polymers, liquid resins, vegetable oils, ester plasticizers, and the like can be used. Of these, ester plasticizers are preferable from the viewpoints of low fuel consumption and processability. Examples of ester plasticizers include dibutyl adipate (DBA), diisobutyl adipate (DIBA), dioctyl adipate (DOA), di-2-ethylhexyl azelate (DOZ), dibutyl sebacate (DBS), diisononyl adipate (DINA). ), Diethyl phthalate (DEP), dioctyl phthalate (DOP), diundecyl phthalate (DUP), dibutyl phthalate (DBP), di-2-ethylhexyl sebacate (DOS), tributyl phosphate (TBP), phosphorus Examples include trioctyl acid (TOP), triethyl phosphate (TEP), trimethyl phosphate (TMP), thymidine triphosphate (TTP), tricresyl phosphate (TCP), and trixylenyl phosphate (TXP), which are excellent in fuel efficiency. For this reason, DOS is preferred.

  In the case of containing a plasticizer, the content with respect to 100 parts by mass of the rubber component is preferably 3 parts by mass or more, and more preferably 4 parts by mass or more, from the viewpoint of achieving both low fuel consumption and processability. Further, the content of the plasticizer is preferably 40 parts by mass or less, and more preferably 35 parts by mass or less, from the viewpoint of suppressing a decrease in rubber strength.

  Examples of the vulcanization accelerator include benzothiazoles, benzothiazolylsulfenamides, and benzothiazolylsulfenimides. Among these, N-tert-butyl-2-benzothiazolylsulfenimide (TBSI) is preferable from the viewpoint of excellent vulcanization characteristics and consideration for the environment. As the vulcanization accelerator, benzothiazolyl sulfenimides may be used in combination with other vulcanization accelerators, but benzothiazolyl sulfenimides are used alone for the purpose of achieving both low fuel consumption and rubber strength. It is preferable to use in.

  In the case where benzothiazolylsulfenimides are contained as a vulcanization accelerator, the content relative to 100 parts by mass of the rubber component is 0.5 parts by mass or more because the vulcanization speed is moderate and sufficient vulcanization is possible. Preferably, 1.0 mass part or more is more preferable, and 1.5 mass part or more is further more preferable. Further, the content of benzothiazolylsulfenimides is preferably 4.0 parts by mass or less, and more preferably 3.0 parts by mass or less, because the vulcanization rate becomes appropriate and scorching is difficult.

  It does not specifically limit as a manufacturing method of the rubber composition for inner liners which concerns on this invention, A well-known method can be used. For example, each of the above components can be produced by a method of kneading using a rubber kneader such as an open roll, a Banbury mixer, a closed kneader, and then vulcanizing.

  The rubber composition for an inner liner according to the present invention is used for, for example, the inner liner shown in FIG. 1 of JP-A-2008-291091, FIGS. 1-2 of JP-A-2007-160980, and the like. .

  The tire of the present invention is produced by a usual method using the rubber composition for an inner liner according to the present invention. That is, a predetermined rubber composition is extruded in accordance with the shape of the inner liner at an unvulcanized stage, and is molded together with other tire members by a normal method on a tire molding machine, whereby an unvulcanized tire Is molded. The tire of the present invention can be obtained by heating and pressurizing the unvulcanized tire in a vulcanizer.

  The tire of the present invention is preferably used as a tire for passenger cars, a tire for trucks and buses, a tire for two-wheeled vehicles, a tire for competitions, and the like, and more preferably used as a tire for passenger cars.

  The present invention will be specifically described based on examples, but the present invention is not limited to these examples.

Hereinafter, various chemicals used in Examples and Comparative Examples will be described together.
ENR25: Epoxidized natural rubber (epoxidation rate 25 mol%) manufactured by Kumpulan Guthrie Berhad (Malaysia)
ENR5: ENR produced in the following production example (epoxidation rate 5 mol%)
NR: TSR20
Chlorobutyl rubber: Chlorobutyl HT1066 manufactured by ExxonMobil
Silica 1: ZEOSIL 115GR (BET: 112 m ² / g) manufactured by Rhodia
Silica 2: Ultrasil VN3 (BET: 210 m ² / g) manufactured by Evonik Degussa
Carbon Black: Show Black N550 (N ₂ SA: 40 m ² / g) manufactured by Cabot Japan
Mica: Mica (Mica) S-200HG manufactured by Rebco (Frogobite, average particle size 50 μm, aspect ratio 55)
Silane coupling agent 1: Si266 (bis (3-triethoxysilylpropyl) disulfide) manufactured by EVONIK-DEGUSSA
Silane coupling agent 2: NXT (3-octanoylthio-1-propyltriethoxysilane) manufactured by Momentive
Ester plasticizer: Sansosizer DOS (di-2-ethylhexyl sebacate) manufactured by Shin Nippon Rika Co., Ltd.
Liquid polymer: LIR-410 manufactured by Kuraray Co., Ltd.
Mineral oil: Diana Process Oil PA32 manufactured by Idemitsu Kosan Co., Ltd.
Anti-aging agent 1: NOCRACK 6C (N- (1,3-dimethylbutyl) -N-phenyl-p-phenylenediamine, 6PPD) manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.
Anti-aging agent 2: Nocrack 224 (2,2,4-trimethyl-1,2-dihydroquinoline polymer, TMQ) manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.
Calcium stearate: Calcium stearate manufactured by NOF Corporation
Zinc oxide: Zinc oxide manufactured by Mitsui Mining & Smelting Co., Ltd. Sulfur: Sulfur powder vulcanization accelerator manufactured by Tsurumi Chemical Co., Ltd. 1: Santocure TBSI (N-tert-butyl-2 manufactured by Flexis Co., Ltd.) -Benzothiazolylsulfenimide, TBSI)
Vulcanization accelerator 2: Noxeller NS (N-tert-butyl-2-benzothiazylsulfenamide, TBBS) manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.
SIBS: Shibstar SIBSTAR 102 (styrene-isobutylene-styrene triblock copolymer) manufactured by Kaneka Corporation
PA: UBESTA XPA 9040 (polyamide polymer) manufactured by Ube Industries, Ltd.

Production example of ENR5 1750 g of high ammonia type natural rubber latex (Hytex manufactured by Nomura Trading Co., Ltd., solid content 60%) is put in a 5 L glass container and stirred with a stirring blade so that the solid content becomes 30%. Distilled water 1500g was added and diluted. To this, 21 g of a nonionic emulsifier (Emulgen 106 manufactured by Kao Corporation) was added with stirring. Next, in a separate container, 108 g of hydrogen peroxide (hydrogen peroxide manufactured by Wako Pure Chemical Industries, Ltd., reagent grade 1, active ingredient 35%) and acetic anhydride (acetic anhydride manufactured by Wako Pure Chemical Industries, Reagent grade 1, active ingredient 93%) 115 g were reacted to prepare peracetic acid, and the prepared peracetic acid was slowly added to the 5 L glass container. After the addition, the mixture was reacted at room temperature for 30 minutes, neutralized with ammonia (ammonia water manufactured by Wako Pure Chemical Industries, Ltd., reagent grade 1, active ingredient 25%), and only the rubber component was coagulated with methanol. Then, it was washed with tap water and dried to prepare ENR5. The epoxidation rate of the obtained ENR5 was 5 mol%.

Measurement of epoxidation rate (unit: mol%)
The obtained dry rubber (ENR) was dissolved in deuterated chloroform and analyzed by nuclear magnetic resonance spectroscopy using NMR (JNM-ECA series manufactured by JEOL Ltd.). It calculated from the ratio of the integral value h (ppm) of a family part using the following formula.
Epoxidation rate (mol%) = 3 × h (2.69) / (3 × h (2.69) + 3 × h (5.14) + h (0.87)) × 100

Examples 1 to 7 and Comparative Examples 1 and 2
According to the formulation shown in Tables 1 and 2, using a 1.7 L Banbury mixer, chemicals other than sulfur and a vulcanization accelerator were kneaded at a discharge temperature of 150 ° C. for 5 minutes to obtain a kneaded product. Next, using an open roll, sulfur and a vulcanization accelerator were added to the obtained kneaded material and kneaded for 3 minutes to obtain an unvulcanized rubber composition. Furthermore, the obtained unvulcanized rubber composition was press vulcanized at 150 ° C. for 30 minutes to obtain a test vulcanized rubber sheet.

Comparative Example 3
After the polymer mixture and softener according to the formulation shown in Table 1 were put into the rotary rotor (100 rpm, length 1 m) of the injection press and blended, a 13 cm x 13 cm x 2 mm thick mold was attached to the press. The resin sheet of Comparative Example 3 was produced by extrusion under the conditions of a mold head pressure of 100 kgf, a head temperature of 220 ° C., an injection speed of 80 mm / second, and a rotor rotation speed of 100 rpm.

  In addition, each unvulcanized rubber composition or resin sheet obtained is molded into the shape of an inner liner, bonded together with other tire members on a tire molding machine, and press-pressed for 30 minutes at 150 ° C. The test tire (tire size: 195 / 65R15) was obtained.

  Using the obtained test vulcanized rubber sheet, resin sheet and test tire, evaluation was performed by the following method. The evaluation results are shown in Tables 1 and 2.

<Viscoelasticity test>
Using a viscoelastic spectrometer VES manufactured by Iwamoto Seisakusho Co., Ltd., dynamics of vulcanized rubber sheet and resin sheet for each test under the conditions of temperature 70 ° C., frequency 10 Hz, initial strain 10%, dynamic strain 2% The elastic modulus E * and loss tangent tan δ were measured. From the obtained value, the value of E * / tan δ in the formula (1) was calculated.

<Air permeability coefficient>
According to ASTM D-1434-75M method, the air permeation amount of each vulcanized rubber sheet for test and resin sheet was measured, and the air permeation coefficient was calculated. A smaller air permeability coefficient indicates better air permeation resistance.

<Tensile test>
In accordance with JIS K6251 “Vulcanized rubber and thermoplastic rubber-Determination of tensile properties”, tensile tests were conducted using No. 3 dumbbell-shaped test pieces made of vulcanized rubber sheets for test and resin sheets. The rupture elongation EB and the rupture strength TB of the vulcanized rubber sheet and resin sheet were measured. From the obtained value, the TB × EB value in the formula (5) was calculated.

<Rubber hardness Hs measurement>
According to JIS K6253, using a durometer type A, the rubber hardness Hs at a temperature of 23 ° C. of each vulcanized rubber sheet for test and resin sheet was measured.

<Steering stability test>
Each test tire was attached to all wheels of domestic FF2000cc and the vehicle was run on the test course. The steering stability immediately after the start of the test and 30 minutes after the start of the meandering was evaluated by sensory evaluation of the driver. The above evaluation was comprehensively performed, and relative evaluation was performed with the handling stability of Comparative Example 1 as 100 points. The higher the score, the better the steering stability.

<Tire durability test>
Each test tire was assembled into a JIS standard rim 15 × 6 JJ, and was run on a φ1707 mm drum at a speed of 80 km / h at room temperature (38 ° C.) under test conditions of an air pressure of 150 kPa and a load of 6.96 kN. If there were cracks in the inner liner, air leakage due to peeling, and blistering on the overview sidewall, it was stopped. The distance until the occurrence of the swelling was measured, and the durability of the tire was evaluated according to the following evaluation criteria. ○ The above is the performance target.
○: The side wall did not bulge even when traveling over 30,000 km. Δ: The side wall swelled when traveling distance was 10,000 km or more and less than 30,000 km. X: Side wall when traveling distance was less than 10,000 km. Swelling occurred

<Tire air retention>
Each test tire was assembled into a JIS standard rim 15 × 6 JJ, filled with an initial air pressure of 300 kPa, and left at room temperature for 90 days. Thereafter, the rate of decrease in air pressure (%) was measured, and the rate of decrease in air pressure per month (% / month) was calculated. The air retention of the tire was evaluated according to the following evaluation criteria. ○ The above is the performance target.
◎: 4% / month or less ○: Over 4% / month, 5% / month or less ×: Over 5% / month

<Low fuel consumption index>
Using a rolling resistance tester, the rolling resistance when each test tire was run at a rim (15 × 6JJ), internal pressure (230 kPa), load (3.43 kN), speed (80 km / h) was measured, Comparative example 1 was taken as 100 and displayed as an index. The larger the fuel efficiency index, the better the fuel efficiency.

  From the results shown in Tables 1 and 2, the dynamic elastic modulus E * (MPa) and loss tangent tan δ, which contained a rubber component and an additive and were measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2%, were predetermined. The breaking strength TB (MPa) and the elongation at break EB (%) measured in accordance with JIS K6251 are composed of a rubber composition satisfying the following formula: It can be seen that the tire including the inner liner is excellent in handling stability, fuel efficiency and physical property balance while maintaining air permeation resistance and tire durability.

Claims (9)

Contains rubber components and additives,
The dynamic elastic modulus E * (MPa) and loss tangent tan δ measured at a temperature of 70 ° C., an initial strain of 10%, and a dynamic strain of 2% satisfy the following formulas (1) to (3),
The air permeability coefficient is 12.00 × 10 ⁻¹⁴ cm ³ · cm / (cm ² · s · Pa) or less,
A tire provided with an inner liner composed of a rubber composition for an inner liner in which a breaking strength TB (MPa) and an elongation at break EB (%) measured according to JIS K6251 satisfy the following formulas (4) and (5).
Formula (1) E * / tan δ> 17
Formula (2) 2.5 <E * <5
Formula (3) tan δ <0.15
Formula (4) EB> 450
Formula (5) TB × EB> 10000 2. The tire according to claim 1, wherein the rubber composition has a rubber hardness Hs of 60 or less at 23 ° C. measured according to JIS K6253 type A method. The tire according to claim 1 or 2, wherein the additive contains silica. The additive contains n types (n is an integer of 2 or more) of silica,
The tire according to claim 1 or 2, wherein the silica content and the BET specific surface area satisfy the following formulas (6) and (7).
Formula (6) 10 <X1 + X2 + ... + Xn <40
Formula (7) 0.20 <X1 / Y1 + X2 / Y2 + ... + Xn / Yn <0.30
(In the formula, X1, X2,... Xn is the content (parts by mass) of each silica with respect to 100 parts by mass of rubber component, Y1, Y2,... Yn is the BET specific surface area (m ² / g) of each silica. Is shown.) The tire according to any one of claims 1 to 4, wherein the rubber component does not substantially contain a butyl rubber. The tire according to any one of claims 1 to 5, wherein the additive does not substantially contain aroma oil and mineral oil. The tire according to any one of claims 1 to 6, wherein the rubber component contains 50% by mass or more of a diene rubber having a functional group having an affinity for silica in the main chain. The tire according to any one of claims 1 to 7, wherein the additive contains benzothiazolylsulfenimides. The tire according to any one of claims 1 to 8, wherein the additive contains carbon black, and the content of carbon black with respect to 100 parts by mass of a rubber component is 1 to 20 parts by mass.