JP6240472B2 - Rubber composition for tire sound absorbing member - Google Patents

Description

The present invention relates to a rubber composition for a tire sound absorbing member, and more particularly to a rubber composition for a tire sound absorbing member that achieves both road noise reduction performance and low fuel consumption.

In tires, reduction of road noise is required for comfort. Road noise is noise generated when a running tire picks up unevenness on a road surface and the vibration is transmitted to vibrate air in the vehicle. This road noise includes low-frequency road noise having a peak in a frequency region of about 100 to 200 Hz and high-frequency road noise having a peak in a frequency region of about 250 to 400 Hz.
As a conventional method for reducing road noise, there is a technique for reducing road noise during running by attaching a sponge to a tire lumen (Patent Document 1).
However, in this technique, since it is necessary to separately provide a step of attaching a sponge after vulcanization of the tire, the work efficiency is inferior compared with normal tire manufacturing. Moreover, although the silencing effect depends on the pore shape due to foaming, it is difficult to control the pore shape, so that the effective sound range, that is, the target frequency is limited, and only a specific sound range can be silenced. Furthermore, since the sponge needs a certain thickness in order to exhibit a silent effect, there is a problem in terms of low fuel consumption.

JP 2003-48407 A

An object of the present invention is to solve the above-mentioned problems and to provide a rubber composition having both road noise reduction performance and low fuel consumption.

The present invention is compliant with JIS K6394 and has a tangent loss (tan δ) of 1.5 to 5 in a frequency range of 100 to 500 Hz measured at 30 ° C. under a dynamic strain of 14.432 N and a frequency of 1 to 100 Hz. This relates to a rubber composition for a tire sound-absorbing member having a tangent loss (tan δ) at a frequency of 10 Hz at 70 ° C. of 0.30 or less.

The rubber composition for a tire sound-absorbing member preferably contains a rubber component containing a norbornene polymer and an oil.

The norbornene polymer is preferably 80% by mass or more in 100% by mass of the rubber component.

The oil is preferably 30 parts by mass or more with respect to 100 parts by mass of the rubber component.

The rubber composition for a tire sound-absorbing member is preferably capable of being crosslinked with sulfur under the same conditions as the rubber composition containing a diene rubber.

The rubber composition having the sound absorbing performance has frequency dependency in tangent loss (tan δ) at 30 ° C. measured under the conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. It is preferable that it is the range of the following formula 1.
tan δ1 / tan δ2> 1.5 (Formula 1)
tan δ1: Tangent loss maximum value tan δ2 in a frequency range of 100 to 500 Hz tan δ at 10 Hz at 70 ° C.

The present invention also relates to a tire sound absorbing member formed from the rubber composition for a tire sound absorbing member.

The tire sound absorbing member is preferably formed without foaming the rubber composition for a tire sound absorbing member.

The present invention also relates to a tire having the tire sound absorbing member.

It is preferable that the tire has a tire sound absorbing member attached to the bottom of the tread.

The tire preferably has a tire sound-absorbing member attached to the inner side of the inner liner in the tire radial direction.

The tire preferably has a tire sound absorbing member attached between a belt and a ply.

The rubber composition of the present invention has a high tan δ at a frequency range of 100 to 500 Hz and a low tan δ at a frequency range of 10 Hz. By using this rubber composition, the tire has both low noise and low fuel consumption. Can be.

It is the figure which showed the frequency-tan-delta curve of the norbornene-type polymer 3 used in the Example.

The rubber composition for a tire sound-absorbing member of the present invention reduces road noise by making use of the impact absorbability of rubber, unlike the conventional technique of attaching a sponge, which is a technique for reducing road noise. The impact absorbability of rubber can be measured by a viscoelasticity test, and it can be said that the impact absorbability of rubber is higher as tan δ is higher. Road noise includes low-frequency road noise having a peak in a frequency region of about 100 to 200 Hz and high-frequency road noise having a peak in a frequency region of about 250 to 400 Hz. Therefore, road noise can be reduced by increasing tan δ in the frequency range of 100 to 500 Hz.

In the present invention, road noise is reduced by increasing tan δ in the frequency range of 100 to 500 Hz. On the other hand, by reducing tan δ in the 10 Hz region correlated with low fuel consumption, the cost of deterioration of low fuel consumption is reduced, and both road noise and low fuel consumption are achieved.

In the present invention, in order to increase tan δ in a specific frequency range, the rubber takes a tan δ peak in the vicinity of the glass transition temperature (Tg), and is converted from the tan δ-temperature relationship to the tan δ-frequency relationship. It was noted that it was possible. The tan δ is high in the 100 to 500 Hz region due to the road noise region described above, and the Tg of the rubber component is set so that tan δ is lowered in frequencies other than the 100 to 500 Hz region, particularly in the vicinity of 10 Hz related to low fuel consumption. Considered to design. The Tg of the rubber component is set so that the tangent loss (tan δ) at a frequency range of 100 to 500 Hz at 30 ° C. is in a predetermined range and the tangent loss (tan δ) at a frequency of 10 Hz at 70 ° C. is not more than a predetermined value. It has been found that the design can achieve both road noise reduction performance and low fuel consumption.

In the present invention, the rubber component was examined, and the norbornene-based polymer has a larger peak of tan δ than that of natural rubber or styrene butadiene rubber, and is excellent in impact resistance and vibration damping properties, and has a frequency dependency of tan δ. It was found that the rubber component is optimal as the rubber component.

Further, in the present invention, in order to impart good rubber physical properties to the norbornene-based polymer and adjust the frequency dependence, it is preferable to blend oil, and Tg shifts to a higher frequency side as more oil is contained. On the other hand, it was found that Tg moves to the low frequency side when the oil content is reduced. By such an action of the oil, the rubber composition for a tire sound absorbing member of the present invention can sufficiently control the sound absorption frequency dependency of the rubber composition in accordance with the kind of norbornene-based polymer and the required sound absorbing region. Is possible.

In addition, as described above, when using a sound absorbing member of sponge, it is necessary to provide a step of attaching the sponge after vulcanizing the tire. However, the norbornene-based polymer is vulcanized under the same conditions as the diene rubber and crosslinked. Therefore, the rubber composition of the present invention can be obtained by vulcanizing a tire after a rubber composition using a norbornene-based polymer molded into a sheet is attached to a predetermined position of the tire. Can be fixed to the tire, and a tire having a sound absorbing member can be manufactured. As described above, the rubber composition using the norbornene-based polymer is easy to be bonded, and durability and processability are improved by crosslinking.
Furthermore, a rubber composition containing a norbornene polymer and oil can exhibit road noise reduction performance and fuel efficiency without foaming, which is advantageous in terms of cost and workability. is there.

The rubber composition of the present invention has a tangent loss (tan δ) in a frequency range of 100 to 500 Hz at 30 ° C. when measured under conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. It is the range of 1.5-5.
As described above, within this range, excellent sound absorbing performance can be exhibited. The lower limit of tan δ is more preferably 2 or more, and most preferably 2.3 or more from the viewpoint of sound absorption performance. The upper limit of the tan δ is preferably 4 or less, and more preferably 3.5 or less, from the viewpoint of low fuel consumption.
The tan δ of the rubber composition of the present invention can be measured by the method described in the examples.

The rubber composition of the present invention has a tangent loss (tan δ) at a frequency of 10 Hz at 70 ° C. of 0.1 when measured under the conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. 30 or less. As described above, within this range, excellent fuel efficiency can be exhibited. The upper limit of tan δ is more preferably 0.25 or less from the viewpoint of low fuel consumption. Since the lower tan δ is better, the lower limit of tan δ is not particularly limited.
The tan δ of the rubber composition of the present invention can be measured by the method described in the examples.

The rubber composition of the present invention has the following frequency dependence in tangent loss (tan δ) at 30 ° C. measured under the conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. The range of Formula 1 is preferable. The lower limit of tan δ1 / tan δ2 is more preferably 2.0 (> 2.0). Since tan δ1 / tan δ2 is preferably as high as possible, the upper limit is not particularly limited.
tan δ1 / tan δ2> 1.5 (Formula 1)
tan δ1: Tangent loss maximum value tan δ2 in a frequency range of 100 to 500 Hz tan δ at 10 Hz at 70 ° C.
The tan δ of the rubber composition of the present invention can be measured by the method described in the examples.

The norbornene polymer used in the present invention can be obtained by polymerizing a monomer component containing a compound having a norbornene ring structure (hereinafter also referred to as a norbornene monomer) as an essential component. It does not specifically limit as a polymerization method, It can carry out by a well-known method.
The norbornene-based monomer includes bicyclic compounds such as norbornene and norbornadiene; tricyclic compounds such as dicyclopentadiene (cyclopentadiene dimer) and dihydrodicyclopentadiene; tetracyclic compounds such as tetracyclododecene; cyclopentadiene trimer And pentacycles such as cyclopentadiene tetramers and the like.
These norbornene monomers are alkyl groups having 1 to 8 carbon atoms such as methyl, ethyl, propyl and butyl groups; alkenyl groups having 2 to 8 carbon atoms such as vinyl groups; and 2 to 2 carbon atoms such as ethylidene groups. 8 alkylidene group; may have a substituent such as an aryl group having 6 to 10 carbon atoms such as a phenyl group, a tolyl group, and a naphthyl group. Furthermore, these norbornene-based monomers may have a polar group such as an ester group, an ether group, a cyano group, or a halogen atom.

Specific examples of the norbornene-based monomer include dicyclopentadiene, tricyclopentadiene, cyclopentadiene-methylcyclopentadiene co-dimer, 5-ethylidene norbornene, norbornene, norbornadiene, 5-cyclohexenyl norbornene, 1,4,5, 8-dimethano-1,4,4a, 5,6,7,8,8a-octahydronaphthalene, 1,4-methano-1,4,4a, 5,6,7,8,8a-octahydronaphthalene, 6-ethylidene-1,4,5,8-dimethano-1,4,4a, 5,6,7,8,8a-octahydronaphthalene, 6-ethylidene-1,4-methano-1,4,4a, 5,6,7,8,8a-octahydronaphthalene, 1,4,5,8-dimethano-1,4,4a, 5,6,7,8,8a-hexahydride Naphthalene, ethylene bis (5-norbornene), and the like.
Norbornene monomers may be used alone or in combination of two or more.

Among the norbornene-based monomers, norbornene and norbornadiene are preferably used, and norbornene is particularly preferable because they are easily available and have excellent processability.

The monomer component as a raw material of the norbornene polymer may contain other monomers other than the norbornene monomer as long as it contains the norbornene monomer as an essential component. The norbornene-based monomer is preferably 80% by mass or more. More preferably, it is 90% by mass or more, and most preferably 100% by mass, that is, the monomer component consists of only a norbornene-based monomer.

The norbornene-based polymer is a polymer containing a cyclic structure in the main chain or side chain and formed from carbon and hydrogen. The norbornene-based polymer preferably has an unsaturated bond from the viewpoint that crosslinking with sulfur or other crosslinking agents is possible. Moreover, it is preferable to have an unsaturated bond on the main chain from the viewpoint of exhibiting good rubber properties when crosslinked.

The number average molecular weight (Mn) of the norbornene polymer is preferably Mn = 100,000 to 2,000,000, more preferably 200,000 to 1,800,000. If it is said range, the balance of a rubber physical property and sound absorption performance is favorable.

The norbornene-based polymer preferably has a weight average molecular weight (Mw) of 200,000 to 5,000,000, more preferably 300,000 to 3,000,000. If it is said range, the balance of a rubber physical property and sound absorption performance is favorable.

The number average molecular weight and the weight average molecular weight ratio (Mw / Mn) of the norbornene-based polymer are preferably 1.5 to 15. If it is said range, the balance of a rubber physical property and sound absorption performance is favorable.
The weight average molecular weight and number average molecular weight of the norbornene-based polymer of the present invention can be measured by the methods described in Examples.

The rubber component contained in the rubber composition for a tire sound absorbing member of the present invention may contain other polymers other than the norbornene polymer as long as it contains a norbornene polymer. The ratio of the polymer is preferably 80% by mass or more. More preferably, it is 90% by mass or more, and most preferably 100% by mass, that is, the rubber component is composed of only a norbornene polymer.

In this invention, it is preferable to mix | blend oil with the said norbornene-type polymer. This makes it possible to provide good rubber elasticity and sufficient sound absorption performance at a specific frequency.
Oil may be added when the norbornene polymer is polymerized, or may be added when the norbornene polymer is kneaded.

The oil is not particularly limited, and preferably includes mineral oil, aroma oil, vegetable oil, animal fat and the like, and among them, mineral oil such as paraffin oil and naphthenic oil in terms of durability and compatibility with rubber, Aroma oils are preferred, naphthenic oils and aroma oils are particularly preferred, and aroma oils are most preferred from the viewpoint of sound absorption frequency dependence.

The blending amount of the oil is preferably 20 parts by mass or more, more preferably 30 parts by mass or more with respect to 100 parts by mass of the rubber component (preferably a norbornene polymer) included in the rubber composition for a tire sound absorbing member of the present invention. 50 parts by mass or more is most preferable. If the amount is less than 20 parts by mass, good rubber elasticity may not be obtained. The blending amount of the oil is desirably 500 parts by mass or less, and more desirably 400 parts by mass or less. When the amount is more than 500 parts by mass, there is a possibility that a problem may occur in molding as a tire member.

In the rubber composition of the present invention, various types of plasticizers such as carbon black and wax, stearic acid, various anti-aging agents, vulcanizing agents such as sulfur, vulcanization accelerators and the like generally used in the tire industry. Materials may be blended as appropriate.

Carbon black includes furnace black (furnace carbon black) such as SAF, ISAF, HAF, MAF, FEF, SRF, GPF, APF, FF, CF, SCF and ECF; acetylene black (acetylene carbon black); FT and MT Thermal black (thermal carbon black) such as: Channel black (channel carbon black) such as EPC, MPC and CC; Graphite and the like. These can be used alone or in combination of two or more.

The nitrogen adsorption specific surface area (N ₂ SA) of carbon black is preferably 50 m ² / g or more, and more preferably 90 m ² / g or more. If it is less than 50 m < ² > / g, there exists a possibility that sufficient reinforcement may not be obtained. The _N 2 SA is preferably 180 m ² / g or less, more preferably 130m ² / g. When it exceeds 180 m ² / g, it becomes difficult to disperse, and there is a tendency that low fuel consumption and workability are deteriorated.
Incidentally, _N 2 SA of carbon black, JIS K 6217-2: determined by 2001.

Carbon black usually has a dibutyl phthalate (DBP) absorption of 5 to 300 ml / 100 g, preferably a lower limit of 80 ml / 100 g and an upper limit of 180 ml / 100 g. When the DBP absorption amount of carbon black is less than the lower limit of the above range, the reinforcing effect is small, and when the upper limit of the above range is exceeded, dispersibility is poor, and hysteresis loss tends to increase and fuel efficiency tends to decrease. The DBP absorption is measured according to ASTM D2414-93. As a commercially available product, Dia Black I manufactured by Mitsubishi Chemical Co., Ltd., trade name Seast 6 manufactured by Tokai Carbon Co., Ltd., Seast 7HM, Seast KH, trade name CK3 manufactured by Degussa, Special Black 4A, and the like can be used.

The content of carbon black is preferably 2 parts by mass or more, more preferably 3 parts by mass or more, and preferably 50 parts by mass or less, more preferably 20 parts by mass or less, with respect to 100 parts by mass of the rubber component. More preferably, it is 15 parts by mass or less. When the carbon black content is less than 2 parts by mass, the reinforcing effect is small. On the other hand, if the carbon black content exceeds 50 parts by mass, the fuel efficiency tends to deteriorate.

Examples of the vulcanization accelerator include sulfenamide, thiazole, thiuram, thiourea, guanidine, dithiocarbamic acid, aldehyde-amine or aldehyde-ammonia, imidazoline, or xanthate vulcanization accelerators. Is mentioned. Of these, sulfenamide vulcanization accelerators are preferred.

Examples of the sulfenamide vulcanization accelerator include N-tert-butyl-2-benzothiazolylsulfenamide (TBBS), N-cyclohexyl-2-benzothiazolylsulfenamide (CBS), N, N And '-dicyclohexyl-2-benzothiazolylsulfenamide (DZ). Of these, TBBS is preferable.

The content of the vulcanization accelerator is preferably 0.2 parts by mass or more, more preferably 0.3 parts by mass or more, and preferably 3 parts by mass or less, more preferably 100 parts by mass of the rubber component. Is 2 parts by mass or less, more preferably 1.5 parts by mass or less. By adjusting within the above range, it is possible to prepare a rubber excellent in the performance balance of road noise reduction performance and fuel efficiency.

The rubber composition of the present invention is used as a sound absorbing member for a tire. The rubber composition of the present invention can be crosslinked in the same manner as a normal tire rubber composition (that is, a rubber composition containing a diene rubber), and thus can be installed on a tire without using a special adhesion method. is there.

Moreover, it is preferable that the sound absorbing member of the present invention is installed in a lower portion of the tread (inner side in the tire radial direction) of the tire. As a result, it is possible to achieve both sound absorption performance, low fuel consumption, and steering stability in a well-balanced manner. The lower part of the tread refers to the structure of a general pneumatic tire. Between the cap tread and the under tread, between the under tread and the belt, between the belt and the ply, between the ply and the inner liner, the outermost wall of the tire lumen (the tire radius of the inner liner) (Inward direction). Moreover, since favorable tire durability is obtained, it is preferably located on the inner side of the inner liner in the tire radial direction, and more preferably on the inner side of the inner liner in the tire radial direction in contact with the inner liner. If the sound absorbing member of the present invention is installed on the outer side in the tire radial direction from the inner liner, the durability performance may be deteriorated due to the waviness of the belt.
In addition, high sound absorption can be obtained by attaching the sound absorbing member of the present invention between the belt and the ply.

A cap tread is a surface layer portion of a tread having a multilayer structure. For example, a tread having a two-layer structure (a surface layer (cap tread) and an inner surface layer (base tread)) is a surface layer.
The under tread is a member that is located between the tread and the breaker (belt) and covers the tire surface side portion of the breaker. Specifically, it is a member shown by FIG. 1 etc. of Unexamined-Japanese-Patent No. 2009-191132.
The belt (breaker) is a member arranged inside the tread and radially outside the carcass (ply), and specifically, a member shown in FIG. 3 of Japanese Patent Application Laid-Open No. 2003-94918. is there.
The ply (carcass) is a member disposed inside the tread and on the radially outer side of the inner liner. Specifically, the ply (carcass) is a member shown in FIG. 1 of JP-A-2004-67027.
The inner liner is a member formed so as to form a tire lumen surface, and by this member, the air permeation amount can be reduced and the tire internal pressure can be maintained. Specifically, it is a member shown in FIG. 1 of JP 2008-291091 A, FIGS. 1-2 of JP 2007-160980 A, and the like.

The shape of the sound absorbing member of the present invention is not particularly limited. A sheet shape, a thin ribbon shape, a net shape and the like are preferably used, but a sheet shape having a width of 10 to 100% with respect to the tread width is particularly preferable.

As a method for producing the rubber composition of the present invention, an ordinary method can be used. For example, the above components are kneaded using a rubber kneader such as an open roll or a Banbury mixer, and then vulcanized. Can be manufactured.

Furthermore, as another embodiment of the present invention, a liquid rubber composition of the present invention can be applied and used.

A pneumatic tire using the rubber composition of the present invention is produced by a usual method using the rubber composition. That is, a rubber composition containing various additives as necessary is extruded in accordance with the shape of an appropriate sound absorbing member at an unvulcanized stage, and molded by a normal method on a tire molding machine, After bonding together with other tire members to form an unvulcanized tire, the tire can be manufactured by heating and pressing in a vulcanizer.

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

Various polymers and chemicals used in the following examples and comparative examples are as follows.
Polynorbornene: Northorex manufactured by Nippon Zeon
Norbornene polymer 1: polynorbornene (Mn = 840,000, Mw = 3,000,000, Mw / Mn = 10.8, norbornene polymer having a double bond in the main chain) 100 parts by mass of aroma oil 50 parts by mass Part-blended norbornene polymer 2: 100 parts by mass of polynorbornene 100 parts by weight of aroma oil 100 parts by weight of norbornene-based polymer 3: 100 parts by weight of polynorbornene 100 parts by weight of aroma oil-containing norbornene-based polymer 4: Polynorbornene 100 Norbornene-based polymer 5 blended with 300 parts by weight of aroma oil in part by mass: 200 parts by weight of naphthenic oil blended with 100 parts by weight of polynorbornene TSR: NR (TSR)
SBR: Buna VSL2525-0 manufactured by LANXESS (styrene content 25 mol%, vinyl content 25 mol%)
BR: UBEPOL BR150B manufactured by Ube Industries, Ltd. (cis content 97% by mass, ML1 + 4 (100 ° C.) 40, Mw / Mn3.3)
IIR: Exxon Mobil Chemical Co., Ltd. Butyl Rubber Carbon Black: Mitsubishi Chemical Co., Ltd. Dia Black I (ISAF carbon, average particle size 23 nm, N ₂ SA 114 m ² / g, DBP oil absorption 114 ml / 100 g)
Silica: Ultrasil VN3 manufactured by Degussa (N ₂ SA: 175 m ² / g)
Silane coupling agent: Si69 manufactured by Degussa
Stearic acid: Beads manufactured by NOF Corporation Zinc stearate Zinc oxide: Zinc oxide type 2 anti-aging agent manufactured by Mitsui Mining & Smelting Co., Ltd. 6C: NOCRACK 6C manufactured by Ouchi Shinsei Chemical Co., Ltd. (N-phenyl) -N '-(1,3-dimethylbutyl) -p-phenylenediamine) (6PPD)
Wax: Ozoace 0355 manufactured by Nippon Seiwa Co., Ltd.
Aroma oil: Process X-140 (aromatic process oil) manufactured by Japan Energy (same as blended with norbornene polymers 1 to 4 above)
Sulfur: Powder sulfur vulcanization accelerator containing 5% oil manufactured by Tsurumi Chemical Industry Co., Ltd .: Noxeller NS (N-tert-butyl-2-benzothiazolylsulfenamide) manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.

The weight average molecular weight and number average molecular weight of the polynorbornene were measured by the following methods.
<Measurement method of molecular weight and molecular weight distribution (Mw / Mn)>
The weight average molecular weight (Mw) and the number average molecular weight (Mn) were measured by gel permeation chromatography (GPC) method under the following conditions (1) to (8), and the molecular weight distribution (Mw / Mn) was determined.
(1) Apparatus: HLC-8220 manufactured by Tosoh Corporation
(2) Separation column: Tosoh HM-H (two in series)
(3) Measurement temperature: 40 ° C
(4) Carrier: Tetrahydrofuran (5) Flow rate: 0.6 mL / min (6) Injection volume: 5 μL
(7) Detector: Differential refraction (8) Molecular weight standard: Standard polystyrene

Examples and Comparative Examples (1) Preparation of Rubber Composition According to the formulation shown in Table 1, a rubber composition of the present invention (Example formulation) and a comparative rubber composition (Comparative formulation example) were prepared. The comparative blending example is a general tire member blending for comparing the performance of the rubber composition of the present invention, and is a rubber composition for a tire tread, a case, and an inner liner in order from the comparative blending example 1.

(2) Performance Evaluation of Rubber Composition The following performance evaluation was performed using the rubber composition of the present invention of the example and the comparative rubber composition of the comparative example.
1. Rubber strip test <road noise performance>
Loss tangent (tan δ) was measured using a rubber test piece in accordance with “JIS K6394”. The measurement conditions are as follows.
Viscoelastic spectrometer: Trade name “VA4500” manufactured by Metraviv
Dynamic strain: 14.432N
Frequency: 1-100Hz
Deformation mode: Shear measurement temperature: -10 ° C, 0 ° C, 10 ° C, 20 ° C, 30 ° C, 40 ° C, 50 ° C, 60 ° C, 70 ° C, 80 ° C. The master curve was prepared on the basis of 30 ° C., and tan δ of 30 ° C. at 1 to 10,000 Hz was obtained. Table 1 shows the maximum tan δ value in the range of 100 to 500 Hz.
The larger the value, the better the road noise performance.

<Low fuel consumption (rolling resistance)>
The value of tan δ at 70 ° C. in the above viscoelasticity measurement was shown. The higher the value, the better the rolling resistance.

<Processing performance>
About the obtained unvulcanized rubber composition, it measured at 130 degreeC according to the measuring method of the Mooney viscosity based on JISK6300. The Mooney viscosity (ML1 + 4) of Comparative Formulation Example 1 was set to 100, and indexed by the following formula (Mooney viscosity index). The larger the index, the higher the Mooney viscosity and the better the workability.
(Mooney viscosity index) = (ML1 + 4 of Comparative Formulation Example 1) / (ML1 + 4 of each formulation) × 100

Table 1 shows the results of the test with the rubber pieces.
Polynorbornene was evaluated using different types of oil and different oil contents.
The oil content was evaluated as 50 parts, 100 parts, 200 parts, and 300 parts. When the content of oil is large, the molecular chains of rubber are easy to move, collision between rubbers increases and tan δ increases, and road noise reduction performance is improved. On the other hand, as the oil content increases, the viscosity decreases and the workability deteriorates. Therefore, it was confirmed that the optimum point was when 200 parts of oil was contained.
For reference, a frequency-tan δ curve of the norbornene polymer 3 is shown in FIG.
Two types of oil, aroma oil and naphthenic oil, are used. It was confirmed that tan δ was larger when aroma oil was used, and the effect of reducing road noise was effective.

2. Evaluation in tires The rubber compositions of Formulation Examples 1 to 5 were molded into a sheet of 60 mm width and 2 mm thickness, and placed in the tire radial direction inside of the inner liner in the tire circumferential direction in a state of being in contact with the inner liner. The tire having the sound absorbing member of the present invention was manufactured by vulcanization and shown in Examples 6 to 10 in Table 2.
Moreover, the result when a rubber composition used in Example Formulation Example 3 was attached to each position of the tire is shown in Examples 11 to 14 in Table 2.
A tire in which a urethane sponge sound absorbing member of the same size was attached with a width of 3 mm and a thickness of 10 mm was defined as Comparative Example 4.
The tires of Examples 6 to 14 and Comparative Example 4 were compared in terms of sound absorption performance and fuel efficiency in actual vehicles by the following methods. The results are shown in Table 2.
In Table 2, the inner means the inner liner, and the inner outer side means that the inner liner is located on the inner side in the tire radial direction in contact with the inner liner.

<Road noise performance: actual vehicle evaluation>
The test tire, rim (15 × 6JJ), attached to all the wheels of the internal pressure domestic FF passenger cars at (230kPa) (exhaust amount 2000cm ^3), was traveling on a smooth road surface at a speed of 50km / h, the driver's seat left ear The noise level (dB) of the 315 Hz band of 1/3 octave was measured at the position, and the noise level of Comparative Example 4 was taken as 100, and an index table was shown. The larger the index, the better the road noise performance.

<Low fuel consumption: tire evaluation>
A rolling resistance tester was used to measure the rolling resistance when the test tire was run at a rim (15 × 6JJ), internal pressure (230 kPa), load (3.43 kN), speed (80 km / h), and a comparative example. Expressed as an index when 4 is 100. A larger index is better (low fuel consumption).

<Durability: Tire evaluation>
The test tire was run on a drum at a speed of 20 km / h under the condition of 230% load of the maximum load (maximum internal pressure condition) of JIS standard, and the travel distance until the tire was damaged was measured. And the durability index of the tire of the comparative example 4 was set to 100, and the running distance of each tire was displayed as an index by the following calculation formula. In addition, it shows that durability is excellent and it is favorable, so that a durability index is large.
(Durability index) = (mileage of each tire) / (mileage of tire of Comparative Example 4) × 100

From the results shown in Table 2, when the rubber composition of the present invention is used, road noise is reduced more than that of the urethane sponge sound absorbing member while maintaining the same fuel efficiency and durability as when the urethane sponge sound absorbing member is used. It was confirmed that the performance was excellent. Further, it was confirmed that excellent road noise reduction performance was exhibited even when the rubber composition of the present invention was attached to a place other than the inner side of the inner liner in the tire radial direction. In addition, in a comprehensive evaluation that combines low fuel consumption and durability, urethane is applied between the ply and the inner liner, between the belt and the ply, and between the undertread and the belt. It was confirmed that this was superior to the case where the sponge sound absorbing member was affixed to the inside of the inner liner in the tire radial direction.

Claims (17)

In accordance with JIS K6394, the tangent loss (tan δ) in the frequency range of 100 to 500 Hz at 30 ° C. measured under the conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz is in the range of 1.5 to 5. A pneumatic tire having a tire sound-absorbing member formed from a rubber composition for a tire sound-absorbing member having a tangent loss (tan δ) at a frequency of 10 Hz at 70 ° C of 0.30 or less. The tire noise absorbing member for the rubber composition, a pneumatic tire according to claim 1 comprising a rubber component and an oil containing a norbornene-based polymer. The pneumatic tire according to claim 2 , wherein in the rubber composition for a tire sound absorbing member, the norbornene-based polymer content is 80% by mass or more in 100% by mass of the rubber component. The tire at the sound absorbing member for a rubber composition, the content of the oil is, the pneumatic tire with respect to 100 parts by mass of the rubber component, according to claim 2 or 3, wherein at least 30 parts by weight. The pneumatic tire according to any one of claims 1 to 4, wherein the rubber composition for a tire sound-absorbing member is capable of crosslinking with sulfur under the same conditions as the rubber composition containing a diene rubber. The tire sound-absorbing member rubber composition has frequency dependency in tangent loss (tan δ) at 30 ° C. measured under the conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. The pneumatic tire according to any one of claims 1 to 5, which is in the range of the following formula 1.
tan δ1 / tan δ2> 1.5 (Formula 1)
tan δ1: Tangent loss maximum value tan δ2 in a frequency range of 100 to 500 Hz tan δ at 10 Hz at 70 ° C. The pneumatic tire according to claim 1, wherein the rubber composition for a tire sound absorbing member contains 2 to 20 parts by mass of carbon black with respect to 100 parts by mass of the rubber component. The tire noise absorbing member, the pneumatic tire according to claim 1, in which is formed without foaming the tire noise absorbing member for a rubber composition. Tire noise absorbing member, the pneumatic tire according to claim 1 in which attached under the tread. Tire noise absorbing member, the pneumatic tire according to claim 1 in which attached to the tire radial direction inner side of the innerliner. Tire noise absorbing member, the pneumatic tire according to claim 1 in which attached between the belt and the ply. The rubber composition for a tire sound absorbing member has a tangent loss (tan δ) in a frequency range of 100 to 500 Hz at 30 ° C. measured under conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. The pneumatic tire according to any one of claims 1 to 11, which is 2 or more. The rubber composition for a tire sound absorbing member has a tangent loss (tan δ) in a frequency range of 100 to 500 Hz at 30 ° C. measured under conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. The pneumatic tire according to any one of claims 1 to 12, which is 2.3 or more. The rubber composition for a tire sound absorbing member has a tangent loss (tan δ) in a frequency range of 100 to 500 Hz at 30 ° C. measured under conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. The pneumatic tire according to any one of claims 1 to 13, which is 4 or less. The rubber composition for a tire sound absorbing member has a tangent loss (tan δ) in a frequency range of 100 to 500 Hz at 30 ° C. measured under conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. It is 3.5 or less, The pneumatic tire in any one of Claims 1-14. The tire sound-absorbing member rubber composition has frequency dependence in tangent loss (tan δ) at 30 ° C. measured under the conditions of dynamic strain of 14.432 N and frequency of 1 to 100 Hz in accordance with JIS K6394. It is the range of following formula 1-1, The pneumatic tire in any one of Claims 1-15.
tan δ1 / tan δ2> 2.0 (Formula 1-1)
tan δ1: Maximum tangent loss in the frequency range 100 to 500 Hz
tan δ2: tan δ at 10 Hz at 70 ° C. The rubber composition for a tire sound-absorbing member has a tangent loss (tan δ) of a frequency of 10 Hz at 70 ° C. measured at a dynamic strain of 14.432 N and a frequency of 1 to 100 Hz in accordance with JIS K6394. The pneumatic tire according to claim 1, which is the following.

Images