JP2007237816A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2007237816A
JP2007237816A JP2006060289A JP2006060289A JP2007237816A JP 2007237816 A JP2007237816 A JP 2007237816A JP 2006060289 A JP2006060289 A JP 2006060289A JP 2006060289 A JP2006060289 A JP 2006060289A JP 2007237816 A JP2007237816 A JP 2007237816A
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groove
grooves
lug
circumferential
pneumatic tire
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Atsushi Miyasaka
淳 宮坂
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Bridgestone Corp
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Bridgestone Corp
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Priority to JP2006060289A priority Critical patent/JP2007237816A/en
Priority to CN200710005637XA priority patent/CN101032917B/en
Publication of JP2007237816A publication Critical patent/JP2007237816A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of effectively reducing tire noise due to an air column resonance while ensuring drivability. <P>SOLUTION: The pneumatic tire is provided with rug grooves (circular arc shape rug grooves 13, first L-shape rug grooves 14, and second L-shape rug grooves 15) having different length of center lines wherein one end is opened to main grooves 11a to 11c and the other end side is terminated in the land part respectively on respective land parts 12a to 12c, and the groove width of the opening part of the rug grooves 13 to 15 is set to be wider than the groove width of the portion positioned on the land part side. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、空気入りタイヤに関するもので、特に、操縦安定性を損なうことなく、タイヤノイズの低減を図るためのトレッドパターンの改良に関する。   The present invention relates to a pneumatic tire, and more particularly to improvement of a tread pattern for reducing tire noise without impairing steering stability.

図５は、従来の空気入りタイヤのトレッドパターンを示す図で、５１ａ〜５１ｃはタイヤ周方向に沿って延びる主溝、５２ａ〜５２ｄは上記主溝により区画される陸部である。この陸部５２ａ〜５２ｄのうち、トレッド５０のサイド部に位置する陸部５２ａ，５２ｄには、当該陸部を貫通してブロックパターンを形成するラグ溝５３，５３と、このラグ溝に沿ったサイプ５４が設けられている。一方、中央部に位置する陸部５２ｂ，５２ｃはラグ溝が設けられていないリブ列で、ラグ溝に代えて、タイヤ周方向に沿って延びる周方向サイプ５５，５５が設けられている。また、タイヤの両サイド部には、第２の周方向サイプ５６，５６と、上記サイプ５４の延長方向に延長し、トレッド踏み面端５０Ｄに開口するサイド側サイプ５７，５７と、このサイド側サイプ５７，５７の間に設けられ、上記第２の周方向サイプ５６，５６に連通して終端する短かいサイプ５８，５８が設けられている（例えば、特許文献１参照）。
ところで、上記の主溝ようなタイヤ周方向に連続する周方向溝がある場合には、周方向溝の接地長さに対応する周波数の共鳴音（気柱管共鳴音）に起因するタイヤノイズが発生することが知られている。この気柱管共鳴音は、上記周方向溝が接地する際に、タイヤと路面との間に形成された管状の空洞の共鳴現象により発生するもので、気柱の長さ、すなわち、接地面内に内包される周方向溝の長さの２倍の波長で共鳴する。そこで、上記気柱管共鳴音を抑制するため、従来、周方向溝の本数や容積を減少させたり、あるいは、逆に周方向溝幅を広げる方法がある。
また、トレッドパターンを、中央に１本の幅広の周方向溝と、上記第２のラグ溝５３のような、一端が陸部内で終端する横溝とから成るパターンとし、上記パターンのシー／ランド比を制限することにより、ウエット特性を損なうことなく気柱管共鳴音を低減する方法などが提案されている（例えば、特許文献２，３参照）。
特開平９−２０２５号公報 特許第２６９８７３９号公報 特開平６−１４３９３２号公報 FIG. 5 is a diagram showing a tread pattern of a conventional pneumatic tire, in which 51a to 51c are main grooves extending along the tire circumferential direction, and 52a to 52d are land portions defined by the main grooves. Among the land portions 52a to 52d, the land portions 52a and 52d located on the side portions of the tread 50 are provided with lug grooves 53 and 53 that penetrate the land portion to form a block pattern, and the lug grooves. A sipe 54 is provided. On the other hand, the land portions 52b and 52c located in the central portion are rib rows not provided with lug grooves, and instead of lug grooves, circumferential sipes 55 and 55 extending along the tire circumferential direction are provided. Also, on both side portions of the tire, there are second circumferential sipes 56, 56, side sipe 57, 57 extending in the extending direction of the sipe 54 and opening to the tread tread edge 50D, Short sipes 58 and 58 are provided between the sipes 57 and 57 and terminate in communication with the second circumferential sipes 56 and 56 (see, for example, Patent Document 1).
By the way, when there is a circumferential groove continuous in the tire circumferential direction such as the main groove, tire noise caused by resonance sound (air column resonance sound) having a frequency corresponding to the contact length of the circumferential groove is present. It is known to occur. This air column resonance sound is generated by the resonance phenomenon of the tubular cavity formed between the tire and the road surface when the circumferential groove contacts the ground, and the length of the air column, that is, the contact surface Resonance occurs at a wavelength twice that of the circumferential groove included in the groove. Therefore, in order to suppress the above air columnar resonance noise, conventionally, there are methods of reducing the number and volume of the circumferential grooves, or conversely increasing the circumferential groove width.
Further, the tread pattern is a pattern composed of one wide circumferential groove at the center and a lateral groove having one end terminating in the land portion, such as the second lug groove 53, and the sea / land ratio of the pattern. For example, a method of reducing air columnar resonance without impairing the wet characteristics by restricting the above has been proposed (for example, see Patent Documents 2 and 3).
JP-A-9-2025 Japanese Patent No. 2698739 JP-A-6-143932

しかしながら、周方向溝の本数や容積を減少させると周方向溝による排水機能が低下することから、ハイドロプレーニング現象に代表されるウエット性能の低下をもたらす。逆に、周方向溝幅を広げた場合には、接地面積の大幅な減少並びに接地圧の幅方向分布に大きな段差が生じるため、トレッドパターンのシー／ランド比を制限した場合であっても、ドライ路面における操縦安定性が低下してしまうといった問題点があった。
また、周方向溝幅を広げた場合には、接地面積の大幅な減少並びに接地圧の幅方向分布に大きな段差が生じるため、トレッドパターンのシー／ランド比を制限した場合であっても、ドライ路面における操縦安定性、限界グリップ特性が低下してしまうといった問題点があった。 However, when the number and volume of the circumferential grooves are reduced, the drainage function by the circumferential grooves is lowered, and thus the wet performance represented by the hydroplaning phenomenon is lowered. On the contrary, when the circumferential groove width is widened, the ground contact area is greatly reduced and a large step is generated in the width direction distribution of the contact pressure, so even if the sea / land ratio of the tread pattern is limited, There was a problem that steering stability on a dry road surface was lowered.
In addition, when the circumferential groove width is widened, the ground contact area is significantly reduced and a large step is generated in the width direction distribution of the contact pressure. Therefore, even if the tread pattern sea / land ratio is limited, There was a problem that the steering stability and the limit grip characteristics on the road surface deteriorated.

本発明は、従来の問題点に鑑みてなされたもので、操縦安定性を確保しつつ、気柱管共鳴に起因するタイヤノイズを効果的に低減することのできる空気入りタイヤを提供することを目的とする。   The present invention has been made in view of the conventional problems, and provides a pneumatic tire capable of effectively reducing tire noise caused by air column resonance while ensuring steering stability. Objective.

本願の請求項１に記載の発明は、トレッド表面に設けられたタイヤ周方向に沿って延びる複数本の周方向溝と、この周方向溝により区画された複数の陸部列とを備えた空気入りタイヤであって、上記陸部列の少なくとも２列が、一端が周方向溝に開口し他端が陸部内で終端するラグ溝を有し、かつ、少なくとも２つの陸部列に設けられたラグ溝の中心線の長さが互いに異なっていることを特徴とするものである。
請求項２に記載の発明は、請求項１に記載の空気入りタイヤにおいて、上記ラグ溝を直線状、もしくは、円弧状、もしくは、Ｌ字状としたものである。
請求項３に記載の発明は、請求項１または請求項２に記載の空気入りタイヤにおいて、上記ラグ溝を、開口部の溝幅よりも広い溝幅を有する幅広部を有するラグ溝としたものである。
請求項４に記載の発明は、請求項１〜請求項３のいずれかに記載の空気入りタイヤにおいて、少なくとも２つの陸部列に設けられたラグ溝の中心線の長さの比を、同一ピッチ内で、１．１以上、１０．０以下としたものである。
請求項５に記載の発明は、請求項１〜請求項４のいずれかに記載の空気入りタイヤにおいて、上記ラグ溝の開口部側を、全て、当該陸部の車体装着側もしくは車体装着側とは反対側のいずれか一方に設けたものである。 The invention according to claim 1 of the present application is an air including a plurality of circumferential grooves provided on a tread surface and extending along a tire circumferential direction, and a plurality of land portion rows partitioned by the circumferential grooves. The at least two rows of the land portion rows have a lug groove having one end opened in a circumferential groove and the other end terminated in the land portion, and provided in at least two land portion rows. The lengths of the center lines of the lug grooves are different from each other.
According to a second aspect of the present invention, in the pneumatic tire according to the first aspect, the lug groove is linear, arcuate, or L-shaped.
The invention according to claim 3 is the pneumatic tire according to claim 1 or 2, wherein the lug groove is a lug groove having a wide portion having a groove width wider than the groove width of the opening. It is.
Invention of Claim 4 is the pneumatic tire in any one of Claims 1-3. WHEREIN: The ratio of the length of the centerline of the lug groove provided in the at least 2 land part row | line | column is the same Within the pitch, it is 1.1 or more and 10.0 or less.
According to a fifth aspect of the present invention, in the pneumatic tire according to any one of the first to fourth aspects, the opening side of the lug groove is entirely the vehicle body mounting side or the vehicle body mounting side of the land portion. Is provided on either one of the opposite sides.

本発明によれば、トレッド表面に設けられたタイヤ周方向に沿って延びる複数本の周方向溝と、この周方向溝により区画された複数の陸部列とを備えた空気入りタイヤにおいて、上記陸部列の少なくとも２列が、一端が周方向溝に開口し他端が陸部内で終端する、直線状、円弧状、あるいはＬ字状のラグ溝を有し、かつ、少なくとも２つの陸部列に設けられた上記ラグ溝の中心線の長さが互いに異なっているラグ溝を設けて、各周方向溝の気柱管共鳴音を周方向溝毎に分散させるようにしたので、気柱管共鳴音を効果的に分散させることができ、タイヤノイズを低減することができる。
このとき、上記ラグ溝に、開口部の溝幅よりも広い溝幅を有する幅広部を設けるようにすれば、陸部の剛性を高めることができるので、操縦安定性を向上させることができる。
また、互いに異なるラグ溝の中心線の長さの比を、同一ピッチ内で、１．１以上、１０．０以下とすれば、気柱管共鳴音を更に効果的に分散させることができる。 According to the present invention, in a pneumatic tire provided with a plurality of circumferential grooves extending along a tire circumferential direction provided on a tread surface and a plurality of land portion rows partitioned by the circumferential grooves, At least two of the land portion rows have linear, arc-shaped, or L-shaped lug grooves, one end of which is open to the circumferential groove and the other end is terminated in the land portion, and at least two land portions Since the lug grooves having different lengths of the center lines of the lug grooves provided in the row are provided so that the air column resonance sound of each circumferential groove is dispersed for each circumferential groove, the air column The pipe resonance sound can be effectively dispersed, and the tire noise can be reduced.
At this time, if the wide portion having a groove width wider than the groove width of the opening is provided in the lug groove, the rigidity of the land portion can be increased, and thus the steering stability can be improved.
Moreover, if the ratio of the lengths of the center lines of the different lug grooves is set to 1.1 or more and 10.0 or less within the same pitch, the air columnar resonance can be more effectively dispersed.

以下、本発明の最良の形態について、図面に基づき説明する。
図１は、本発明の最良の形態に係る空気入りタイヤのトレッドパターンを示す図で、同図において、１１ａ〜１１ｄはタイヤ周方向に沿って延びる主溝（周方向溝）、１２ａ〜１２ｃは上記主溝により区画される陸部、１３はトレッド１０の車両装着側とは反対側のサイド部に位置する陸部１２ａに設けられた円弧状のラグ溝、１４は中央部の陸部１２ｂに設けられた第１のＬ字ラグ溝、１５は車両装着側のサイド部に位置する陸部１２ｃに設けられた第２のＬ字ラグ溝で、これらのラグ溝１３〜１５は、いずれも一端が主溝に開口し、他端側が当該陸部内で終端するラグ溝である。
また、１６ａ，１６ｂは各陸部１２ａ〜１２ｃに設けられたタイヤ周方向に沿って延びる周方向サイプ、１７ａ，１７ｂは上記ラグ溝１３に沿って設けられたサイプ、１７ｃは第１のＬ字ラグ溝に沿って設けられたサイプ、１８はタイヤの両サイド部に設けられた第２の周方向サイプ、１９ａは上記サイプ１６ａの延長方向に延長し、トレッド踏み面端１０Ｄに開口するサイド側サイプ、１９ｂはこのサイド側サイプ１９ａ，１９ａの間に設けられ、上記第２の周方向サイプ１８，１８に連通して終端する短サイプである。
なお、上記円弧状のラグ溝１３，第１及び第２のＬ字ラグ溝１４，１５の開口部は、全て陸部の１２ａ〜１２ｃの車体装着側とは反対側の主溝に開口している。また、上記円弧状のラグ溝１３の周方向サイプ１６ａとの接合部、上記第１のＬ字ラグ溝１４の周方向サイプ１６ｂとの接合部、及び、上記第１のＬ字ラグ溝１４の主溝１１ｃとの接合部は、図２（ａ），（ｂ）に示すように、それぞれ深さｈA〜ｈCの滑らかに面取りが成されている。 Hereinafter, the best mode of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a tread pattern of a pneumatic tire according to the best mode of the present invention, in which 11a to 11d are main grooves (circumferential grooves) extending along the tire circumferential direction, and 12a to 12c are The land portion defined by the main groove, 13 is an arc-shaped lug groove provided in the land portion 12a located on the side portion opposite to the vehicle mounting side of the tread 10, and 14 is in the land portion 12b in the central portion. The first L-shaped lug groove provided, 15 is a second L-shaped lug groove provided in the land portion 12c located on the side portion on the vehicle mounting side, and each of these lug grooves 13 to 15 is one end. Is a lug groove that opens into the main groove and the other end terminates in the land portion.
Further, 16a and 16b are circumferential sipes extending along the tire circumferential direction provided in the land portions 12a to 12c, 17a and 17b are sipes provided along the lug grooves 13, and 17c is a first L-shape. A sipe provided along the lug groove, 18 is a second circumferential sipe provided on both side portions of the tire, and 19a is a side that extends in the extending direction of the sipe 16a and opens to the tread tread edge 10D. A sipe 19b is a short sipe provided between the side sipe 19a and 19a and terminating in communication with the second circumferential sipe 18 and 18.
The arc-shaped lug grooves 13 and the first and second L-shaped lug grooves 14 and 15 are all opened in the main grooves on the opposite side of the vehicle body mounting side of the land portions 12a to 12c. Yes. Further, the arc-shaped lug groove 13 joined to the circumferential sipe 16a, the first L-shaped lug groove 14 joined to the circumferential sipe 16b, and the first L-shaped lug groove 14 As shown in FIGS. 2A and 2B, the joint portion with the main groove 11c is smoothly chamfered at depths h A to h C , respectively.

本発明によるトレッドパターンは、図１に示すように、各陸部１２ａ〜１２ｃにそれぞれ中心線長さの互いに異なるラグ溝（円弧状のラグ溝１３，第１のＬ字ラグ溝１４，第２のＬ字ラグ溝１５）を設けているのが特徴である。この中では、陸部１２ａに設けられた円弧状のラグ溝１３の中心線長さが最も長く、第２のＬ字ラグ溝１５の中心線長さが最も短い。上記各ラグ溝１３，１４，１５は、それぞれが開口する主溝１１ａ，１１ｂ，１１ｃにおいて発生する気柱管共鳴音をそれぞれ分散させるが、その分散の度合がそれぞれ異なるので、気柱管共鳴音は更に目立たなくなる。したがって、タイヤノイズを効果的に低減することができる。
このとき、ラグ溝各ラグ溝１３，１４，１５の中心線の長さの比を、同一ピッチ内で、１．１以上、１０．０以下とすることが肝要で、長さ比が１．１に満たない場合には、気柱管共鳴音の分散の度合があまり変わらないので、タイヤノイズの低減効果が少ない。また、気柱管共鳴音を効率よく分散させるための溝長さには制限があるので、長さ比が１０．０を超えると、気柱管共鳴音の分散効果が低いラグ溝が出てしまい、タイヤノイズを十分に低減することができないので、上記長さ比は１．１〜１０．０にする必要がある。
また、本例では、上記ラグ溝１３〜１５の全てにおいて、開口部の溝幅を陸部側に位置する部分の溝幅よりも広くしている。すなわち、円弧状のラグ溝１３では、陸部１２ｂの主溝１１ｂ側に行くほど溝幅を広くしており、第１及び第２のラグ溝１４，１５では、開口部を含む傾斜溝部の溝幅よりも、上記傾斜部から折れ曲がって周方向に延びる縦溝部の溝幅の方が広い。これにより、陸部の剛性を高めることができるので、操縦安定性を向上させることができる。 As shown in FIG. 1, the tread pattern according to the present invention includes lug grooves (arc-shaped lug grooves 13, first L-shaped lug grooves 14, and second lugs having different center line lengths in the land portions 12 a to 12 c, respectively. The L-shaped lug groove 15) is provided. Among them, the center line length of the arc-shaped lug groove 13 provided in the land portion 12a is the longest, and the center line length of the second L-shaped lug groove 15 is the shortest. The lug grooves 13, 14, and 15 disperse the air column resonance sound generated in the main grooves 11a, 11b, and 11c that are open to each other. Becomes less noticeable. Therefore, tire noise can be effectively reduced.
At this time, it is important that the ratio of the lengths of the center lines of the lug grooves 13, 14, and 15 is 1.1 or more and 10.0 or less within the same pitch. If it is less than 1, the degree of dispersion of the air column resonance sound does not change so much, so the effect of reducing tire noise is small. In addition, since there is a limitation on the length of the groove for efficiently dispersing the air column resonance sound, if the length ratio exceeds 10.0, a lug groove with a low air column resonance sound dispersion effect appears. Therefore, since the tire noise cannot be sufficiently reduced, the length ratio needs to be 1.1 to 10.0.
Moreover, in this example, in all the said lug grooves 13-15, the groove width of the opening part is made wider than the groove width of the part located in the land part side. That is, in the arc-shaped lug groove 13, the groove width is increased toward the main groove 11 b side of the land portion 12 b, and the first and second lug grooves 14 and 15 are grooves of the inclined groove portion including the opening. The groove width of the longitudinal groove portion that is bent from the inclined portion and extends in the circumferential direction is wider than the width. Thereby, since the rigidity of a land part can be improved, steering stability can be improved.

このように、本最良の形態によれば、各陸部１２ａ〜１２ｃに、一端が主溝１１ａ〜１１ｃに開口し、他端側が当該陸部内で終端する、中心線長さの互いに異なるラグ溝（円弧状のラグ溝１３，第１のＬ字ラグ溝１４，第２のＬ字ラグ溝１５）をそれぞれ設けて、それぞれのラグ溝１３〜１５が開口する主溝１１ａ，１１ｂ，１１ｃに発生する気柱管共鳴音をそれぞれ分散させるようにしたので、気柱管共鳴音は更に目立たなくなり、タイヤノイズを効果的に低減することができる。
また、上記ラグ溝１３〜１４の開口部の溝幅を陸部側に位置する部分の溝幅よりも広く設定することにより、主溝部の剛性を高めるようにしたので、操縦安定性を向上させることができる。 Thus, according to this best mode, each land portion 12a to 12c has lug grooves with different center line lengths, one end opening to the main groove 11a to 11c and the other end terminating in the land portion. (Arc-shaped lug groove 13, first L-shaped lug groove 14, second L-shaped lug groove 15) are provided, and are generated in main grooves 11a, 11b, and 11c in which the respective lug grooves 13 to 15 are opened. Since the air column resonance sound to be distributed is dispersed, the air column resonance sound is less noticeable, and the tire noise can be effectively reduced.
Moreover, since the groove width of the opening of the lug grooves 13 to 14 is set wider than the groove width of the portion located on the land portion side, the rigidity of the main groove portion is increased, so that the steering stability is improved. be able to.

なお、上記最良の形態では、それぞれの陸部１２ａ〜１２ｃに円弧状のラグ溝１３とＬ字状のラグ溝１４、１５とをそれぞれ設けたが、各陸部１２ａ〜１２ｃに設けるラグ溝の中心線長さが異なっていれば、全てのラグ溝を円弧状のラグ溝またはＬ字状のラグ溝としてもよい。また、ラグ溝として直線状あるいはＹ字状のラグ溝を加えて、各陸部１２ａ〜１２ｃのラグ溝をすべて異なる形状としてもよい。
また、上記例では、上記ラグ溝１３〜１５の開口部側を、全て、当該陸部の車体装着側とは反対側に設けたが、車体装着側に設けてもよい。
また、上記例では、円弧状のラグ溝１３のピッチとＬ字状のラグ溝１４，１５のピッチを同じくしたが、図３に示すように、上記第１及び第２のＬ字状のラグ溝１４，１５に代えて、縦溝部の長いの第３及び第４のＬ字状のラグ溝２１，２２を設けて、第３及び第４のＬ字状のラグ溝２１，２５のピッチを円弧状のラグ溝１３のピッチよりも大きく（ここでは、２倍）してもよい。なお、第４のラグ溝２２に沿ってサイプ１７ｄを設けるようにすれば、制動特性を更に向上させることができる。なお、この例でも、上記円弧状のラグ溝１３の周方向サイプ１６ａとの接合部、上記第３のＬ字ラグ溝２１の周方向サイプ１６ｂとの接合部、及び、上記第３のＬ字ラグ溝２１の主溝１１ｃとの接合部は、図４（ａ）〜（ｃ）に示すように、それぞれ深さがｈA〜ｈCの滑らかに面取りが成されている。また、上記第３のＬ字ラグ溝２１は、周方向溝１１ｃ側に幅ｗ、深さｈDの面取り部が形成されている。 In the above-mentioned best mode, the arc-shaped lug grooves 13 and the L-shaped lug grooves 14 and 15 are provided in the land portions 12a to 12c, respectively, but the lug grooves provided in the land portions 12a to 12c If the center line lengths are different, all the lug grooves may be arc-shaped lug grooves or L-shaped lug grooves. Further, a linear or Y-shaped lug groove may be added as the lug groove, and the lug grooves of the land portions 12a to 12c may all have different shapes.
Moreover, in the said example, although all the opening part sides of the said lug grooves 13-15 were provided in the opposite side to the vehicle body mounting side of the said land part, you may provide in the vehicle body mounting side.
In the above example, the pitch of the arc-shaped lug grooves 13 and the pitch of the L-shaped lug grooves 14 and 15 are the same. However, as shown in FIG. 3, the first and second L-shaped lugs are used. In place of the grooves 14 and 15, third and fourth L-shaped lug grooves 21 and 22 having long longitudinal grooves are provided, and the pitch of the third and fourth L-shaped lug grooves 21 and 25 is set. The pitch may be larger (double here) than the pitch of the arc-shaped lug grooves 13. If the sipe 17d is provided along the fourth lug groove 22, the braking characteristics can be further improved. In this example, the arc-shaped lug groove 13 is joined to the circumferential sipe 16a, the third L-shaped lug groove 21 is joined to the circumferential sipe 16b, and the third L-shaped. As shown in FIGS. 4A to 4C, the joint portion of the lug groove 21 with the main groove 11 c is smoothly chamfered with a depth of h A to h C , respectively. Further, the third L-shaped lug groove 21 has a chamfered portion having a width w and a depth h D on the circumferential groove 11c side.

図１及び図２に示した、本発明によるトレッドパターンを有するタイヤ（本発明１，２）と、図５に示した従来のタイヤ（従来例）とをそれぞれ試験車両に装着して走行試験を行い、ウエット操縦安定性、ドライ操縦安定性、及び、タイヤノイズについて評価した。
タイヤサイズはＰＳＲ２２５／５５Ｒ１７サイズで、トレッド幅は１７６ｍｍである。なお、各タイヤのトレッドパターンの寸法は下記の表１〜表３に示す通りで、各溝の番号は図１〜図３の当該溝の符号に一致させてある。
なお、走行試験でのタイヤ内圧は２２０ｋＰａとし、荷重については実車２名乗車相当とした。
本発明１のパターン寸法

Figure 2007237816
本発明２のパターン寸法
Figure 2007237816
 従来例のパターン寸法
Figure 2007237816
 ウエット操縦安定性テストは、ウエット状態のサーキットコースを各種走行モードにてスポーツ走行したときのテストドライバーのフィーリングで評価した。
ドライ操縦安定性テストは、ドライ状態のサーキットコースを各種走行モードにてスポーツ走行したときのテストドライバーのフィーリングで評価した。
また、タイヤノイズについては、平滑路を各種モードで走行したときの車内音のフィーリングで評価した。
その結果を以下の表４に示す。なお、これらの評価項目については、従来タイヤの値を１００とし、その値が大きい方が優れた結果を示すものとする。
Figure 2007237816
 表４から明らかなように、本発明のタイヤ１，２はいずれも、従来のタイヤと同等の操縦安定性を確保することができるとともに、タイヤノイズを低減することができることが確認された。
なお、本発明２のパターンでは、ノイズフィーリングが本発明１のパターンよりも小さいが、これは、本発明２のパターンでは、ラグ溝間の長さの差が小さいために気柱管共鳴音の分散効果が本発明１のパターンよりも劣るためと考えられる。 The tire having the tread pattern according to the present invention shown in FIGS. 1 and 2 (present inventions 1 and 2) and the conventional tire shown in FIG. The wet steering stability, the dry steering stability, and the tire noise were evaluated.
The tire size is PSR225 / 55R17 size, and the tread width is 176 mm. In addition, the dimension of the tread pattern of each tire is as shown in the following Table 1 to Table 3, and the number of each groove is made to correspond to the code | symbol of the said groove | channel of FIGS.
In the running test, the tire internal pressure was 220 kPa, and the load was equivalent to two passengers.
Pattern dimensions of the present invention 1
Figure 2007237816
 Pattern dimension of the present invention 2
Figure 2007237816
 Conventional pattern dimensions
Figure 2007237816
 The wet maneuvering stability test was evaluated based on the feeling of the test driver when driving on a wet circuit course in various driving modes.
The dry maneuvering stability test was evaluated by the feeling of the test driver when driving on the circuit course in the dry state in various driving modes.
In addition, tire noise was evaluated based on the feeling of in-vehicle sound when running on a smooth road in various modes.
The results are shown in Table 4 below. In addition, about these evaluation items, the value of a conventional tire shall be 100, and the one where the value is larger will show the outstanding result.
Figure 2007237816
 As is clear from Table 4, it was confirmed that the tires 1 and 2 of the present invention can ensure the steering stability equivalent to that of the conventional tire and can reduce the tire noise.
In the pattern of the present invention 2, the noise feeling is smaller than that of the pattern of the present invention 1. This is because the difference in the length between the lug grooves is small in the pattern of the present invention 2, so This is probably because the dispersion effect is inferior to that of the pattern of the first invention.

このように、本発明によれば、操縦安定性を確保しつつ、気柱管共鳴による通過騒音レベルを低減することのできる空気入りタイヤを提供することができる。   Thus, according to the present invention, it is possible to provide a pneumatic tire capable of reducing the passing noise level due to air column resonance while ensuring steering stability.

本発明の最良の形態に係る空気入りタイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of the pneumatic tire which concerns on the best form of this invention. ラグ溝の断面の一例を示す図である。It is a figure which shows an example of the cross section of a lug groove. 本発明の空気入りタイヤのトレッドパターンの他の例を示す図である。It is a figure which shows the other example of the tread pattern of the pneumatic tire of this invention. ラグ溝の断面の一例を示す図である。It is a figure which shows an example of the cross section of a lug groove. 従来のトレッドパターンの展開図である。It is a development view of a conventional tread pattern.

符号の説明Explanation of symbols

１０ トレッド、１０Ｄ トレッド踏み面端、１１ａ〜１１ｄ 主溝、
１２ａ〜１２ｃ 陸部、１３円弧状のラグ溝、１４ 第１のＬ字ラグ溝、
１５ 第２のＬ字ラグ溝、１６ａ，１６ｂ 周方向サイプ、
１７ａ，１７ｂ，１７ｃ サイプ、１８ 第２の周方向サイプ、
１９ａ サイド側サイプ、１９ｂ 短サイプ。

10 tread, 10D tread tread edge, 11a to 11d main groove,
12a-12c Land part, 13 arc-shaped lug groove, 14 1st L-shaped lug groove,
15 second L-shaped lug groove, 16a, 16b circumferential sipe,
17a, 17b, 17c sipes, 18 second circumferential sipes,
19a Side sipe, 19b Short sipe.

Claims (5)

トレッド表面に設けられたタイヤ周方向に沿って延びる複数本の周方向溝と、この周方向溝により区画された複数の陸部列とを備えた空気入りタイヤであって、上記陸部列の少なくとも２列が、一端が周方向溝に開口し他端が陸部内で終端するラグ溝を有し、かつ、少なくとも２つの陸部列に設けられたラグ溝の中心線の長さが互いに異なっていることを特徴とする空気入りタイヤ。   A pneumatic tire comprising a plurality of circumferential grooves provided along a tire circumferential direction provided on a tread surface, and a plurality of land portion rows partitioned by the circumferential grooves, At least two rows have lug grooves that have one end opened in the circumferential groove and the other end terminated in the land portion, and the lengths of the center lines of the lug grooves provided in the at least two land portion rows are different from each other. A pneumatic tire characterized by 上記ラグ溝は直線状、もしくは、円弧状、もしくは、Ｌ字状であることを特徴とする請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein the lug groove is linear, arcuate, or L-shaped. 上記ラグ溝は、開口部の溝幅よりも広い溝幅を有する幅広部を有することを特徴とする請求項１または請求項２に記載の空気入りタイヤ。   The pneumatic tire according to claim 1 or 2, wherein the lug groove has a wide portion having a groove width wider than the groove width of the opening. 少なくとも２つの陸部列に設けられたラグ溝の中心線の長さの比は、同一ピッチ内で、１．１以上、１０．０以下であることを特徴とする請求項１〜請求項３のいずれかに記載の空気入りタイヤ。   The ratio of the lengths of the center lines of the lug grooves provided in at least two land portion rows is 1.1 or more and 10.0 or less within the same pitch. The pneumatic tire according to any one of the above. 上記ラグ溝の開口部側を、全て、当該陸部の車体装着側もしくは車体装着側とは反対側のいずれか一方に設けたことを特徴とする請求項１〜請求項４のいずれかに記載の空気入りタイヤ。
The opening part side of the said lug groove was provided in any one of the vehicle body mounting side of the said land part, or the opposite side to a vehicle body mounting side, The claim 1 characterized by the above-mentioned. Pneumatic tires.
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