JP2001063323A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2001063323A JP2001063323A JP23942799A JP23942799A JP2001063323A JP 2001063323 A JP2001063323 A JP 2001063323A JP 23942799 A JP23942799 A JP 23942799A JP 23942799 A JP23942799 A JP 23942799A JP 2001063323 A JP2001063323 A JP 2001063323A
- Authority
- JP
- Japan
- Prior art keywords
- sipe
- groove
- tire
- circumferential direction
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/032—Patterns comprising isolated recesses
- B60C11/0323—Patterns comprising isolated recesses tread comprising channels under the tread surface, e.g. for draining water
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
- B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、空気入りタイヤに
関し、更に詳しくは、エアポンピング音を低減した空気
入りタイヤに関する。The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire with reduced air pumping noise.
【０００２】[0002]
【従来技術】タイヤ騒音（タイヤノイズ）は、タイヤが
直接、間接に路面に作用して騒音を発生させるものであ
るが、その中で、トレッドパターンに起因するパターン
ノイズは、タイヤが転動する際タイヤ接地面と路面間で
発生するもので、エアポンピング音、打音あるいはすべ
り音等がある。2. Description of the Related Art Tire noise (tire noise) is a phenomenon in which a tire directly or indirectly acts on a road surface to generate noise. Among them, pattern noise caused by a tread pattern causes the tire to roll. This is generated between the tire contact surface and the road surface, and includes air pumping sound, hitting sound, slipping sound, and the like.
【０００３】このパターンノイズの１つであるエアポン
ピング音は、走行時、タイヤ接地面内のトレッド溝内空
気が圧縮・放出のポンピング作用を受けて発生する音で
あるが、このエアポンピング音を増大させるものの１つ
として、タイヤが接地した際に溝が狭まり、溝内の空気
が圧縮されることがあげられる。The air pumping sound, which is one of the pattern noises, is generated when the air in the tread groove in the tire contact surface is subjected to the compression / release pumping action during running. One of the reasons for the increase is that when the tire is in contact with the ground, the groove narrows and the air in the groove is compressed.
【０００４】上述のエアポンピング音を低減する方法と
して、例えば、特開平１−９５９１３号公報では次のよ
うな開示がなされている。即ち、オールシーズンタイヤ
又はスノータイヤでは、氷雪路における牽引力増強のた
めトレッド表面の各ブロックにサイプ（特開平１−９５
９１３号公報では、カーフと呼称）と呼ばれる幅の狭い
切込みが設けられているが、偏摩耗し易くなるのを防ぐ
ため、サイプの端部の底を浅くして剛性の均一化をはか
っている。しかし、これにともないサイプの中側に深い
部分が形成されるため、走行中、トレッド表面と路面と
の接触によりここに空気が包み込まれ、その空気が開放
されるとき音即ちエアポンピング音が発生する。このた
め、前記サイプの底に直径が該サイプの厚さより大きい
筒状空間を形成することにより、上記エアポンピング音
の発生を防止してエアポンピング音を低減させている。As a method for reducing the above-described air pumping noise, for example, Japanese Patent Application Laid-Open No. 1-95913 discloses the following. That is, in all-season tires or snow tires, each block on the tread surface is sipe (JP-A-1-9595) to increase traction on icy and snowy roads.
In Japanese Patent No. 913, a narrow cut called "kerf" is provided, but in order to prevent uneven wear, the bottom of the end of the sipe is made shallow to uniform the rigidity. . However, due to this, a deep part is formed on the inside of the sipe, so during traveling, the air is wrapped here by the contact between the tread surface and the road surface, and a sound, that is, an air pumping sound is generated when the air is released. I do. Therefore, by forming a cylindrical space having a diameter larger than the thickness of the sipe at the bottom of the sipe, the generation of the air pumping sound is prevented, and the air pumping sound is reduced.
【０００５】しかし、タイヤ周方向に繋がるリブを有す
るタイヤのように溝とリブが平行に配置されている構造
のものでは、図４に示すリブに該リブを分断する上述の
ような底部に筒状空間を形成したサイプ（径方向のサイ
プ）のみを設けたのでは、走行時、トレッド表面と路面
との接触部では、リブを挟んだ両溝内空気は共に圧縮さ
れた状態にあるため空気の開放ができず、上述のエアポ
ンピング音を増大させる溝内空気の圧縮力を下げること
が難しく、従って、エアポンピング音を低減することは
出来ない。[0005] However, in a tire having a structure in which grooves and ribs are arranged in parallel, such as a tire having ribs connected in the tire circumferential direction, a cylinder shown in FIG. If only the sipe (radial sipe) that forms the shape of space is provided, the air in both grooves sandwiching the ribs is compressed at the contact portion between the tread surface and the road surface during traveling because the air is compressed. Cannot be released, and it is difficult to reduce the compressive force of the air in the groove, which increases the above-described air pumping noise. Therefore, the air pumping noise cannot be reduced.
【０００６】[0006]
【発明が解決しようとする課題】本発明は、上述のエア
ポンピング音を増大させる原因の１つであるタイヤが接
地した際に、溝が狭まり溝内の空気が圧縮されることを
防止して、エアポンピング音を低減させることを課題と
する。SUMMARY OF THE INVENTION The present invention is to prevent the groove from being narrowed and the air in the groove from being compressed when the tire comes into contact with the ground, which is one of the causes for increasing the air pumping noise. Another object is to reduce air pumping noise.
【０００７】[0007]
【課題を解決するための手段】このため、上記課題を解
決すべく鋭意検討した結果、リブのタイヤ周方向にサイ
プ（以下、タイヤ周方向のサイプと称する）を設け、更
に該サイプから溝に繋がるサイプ（以下、溝に繋がるサ
イプと称する）を設けることにより、リブ内に空気の通
り道をつくり溝内空気を外部に逃がし、よって、溝内空
気の圧縮力を下げ、前記エアポンピング音を低減せしめ
ることを見出し本発明に至った。即ち、本発明は、前記
課題を解決するため、タイヤ周方向に繋がるリブを有す
る空気入りタイヤのパターンにおいて、少なくとも１つ
のリブにタイヤ周方向のサイプを設け、更に該サイプか
ら溝に繋がるサイプを設け、前記サイプの底部分が膨ら
みを有するとともにその膨らみの断面積Ｓが １ｍｍ2 ≦ Ｓ ≦ ２８ｍｍ2 であることを特徴とする空気入りタイヤを提供する。For this reason, as a result of intensive studies to solve the above-mentioned problems, a sipe (hereinafter referred to as a sipe in the tire circumferential direction) is provided on the rib in the tire circumferential direction, and further, the sipe is formed into a groove from the sipe. By providing a connecting sipe (hereinafter referred to as a sipe connecting to the groove), an air passage is formed in the rib to release the air in the groove to the outside, thereby reducing the compressive force of the air in the groove and reducing the air pumping noise. It has been found that the present invention has led to the present invention. That is, the present invention provides a pneumatic tire pattern having ribs connected in the tire circumferential direction, in which at least one rib is provided with a sipe in the tire circumferential direction, and a sipe connected from the sipe to the groove is provided. The pneumatic tire is provided, wherein a bottom portion of the sipe has a bulge, and a cross-sectional area S of the bulge is 1 mm 2 ≦ S ≦ 28 mm 2 .
【０００８】また、本発明は、溝に繋がるサイプのタイ
ヤ周方向の間隔Ｐが、タイヤを標準リムに装着し最高空
気圧に調整した条件下の最大負荷能力×０．５とした時
の最大接地長さＬに対し ０．５Ｌ ≦ Ｐ ≦ Ｌ である空気入りタイヤを提供する。Further, according to the present invention, the maximum contact capacity when the interval P in the circumferential direction of the sipe connected to the groove is set to 0.5 × the maximum load capacity under the condition that the tire is mounted on the standard rim and adjusted to the maximum air pressure × 0.5. Provided is a pneumatic tire that satisfies 0.5L ≦ P ≦ L with respect to a length L.
【０００９】また、前記サイプの底部分の膨らみの断面
積Ｓが、タイヤ周方向のサイプから溝に繋がるサイプの
膨らみの断面積 ≦ タイヤ周方向のサイプの膨らみの
面積である空気入りタイヤを提供する。Further, a pneumatic tire is provided in which the cross-sectional area S of the bulge at the bottom portion of the sipe is the cross-sectional area of the bulge of the sipe leading from the sipe in the tire circumferential direction to the groove ≦ the swelling area of the sipe in the tire circumferential direction. I do.
【００１０】また、本発明は、溝に繋がるサイプのタイ
ヤ周方向のサイプに交差する角度αが ５０° ≦ α ≦ １３０° である空気入りタイヤを提供する。The present invention also provides a pneumatic tire in which the angle α intersecting the sipe in the circumferential direction of the sipe connected to the groove is 50 ° ≦ α ≦ 130 °.
【００１１】[0011]
【発明の実施の形態】以下、図面によって本発明を説明
する。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings.
【００１２】図１は、本発明の空気入りタイヤのトレッ
ド部の一例を示した断面斜視図である。本発明の空気入
りタイヤは、トレッド１を構成する複数のリブ２のう
ち、少なくとも１つ以上のリブ２に、図１に示すような
サイプ４を設けたものであって、該サイプ４は、タイヤ
周方向のサイプ４ａと該サイプ４ａから溝に繋がるサイ
プ４ｂとで構成される。該サイプ４の底部分は膨らみＦ
を有し、上記両サイプ４ａ、４ｂの膨らみＦは同じ高さ
位置で繋がっているが、繋がり部以外では浅いまたは深
い位置に配してもよいことは勿論である。FIG. 1 is a sectional perspective view showing an example of a tread portion of a pneumatic tire according to the present invention. The pneumatic tire of the present invention has a sipe 4 as shown in FIG. 1 provided on at least one or more of the plurality of ribs 2 constituting the tread 1, and the sipe 4 is It is composed of a sipe 4a in the tire circumferential direction and a sipe 4b connected to the groove from the sipe 4a. The bottom of the sipe 4 is bulged F
And the bulges F of both sipes 4a and 4b are connected at the same height position, but it goes without saying that they may be arranged at a shallow or deep position other than the connection portion.
【００１３】溝に繋がるサイプ４ｂは、リブ２を挟む一
方の溝３から他方の溝３まで直線的に設けても、周方向
のサイプ４ａの両側で独立に任意の位置に設けてあって
もよい。また、周方向溝が屈曲している場合は、周方向
のサイプ４ａは屈曲に沿って平行に配するのがよい。The sipe 4b connected to the groove may be provided linearly from one groove 3 sandwiching the rib 2 to the other groove 3, or may be independently provided at an arbitrary position on both sides of the circumferential sipe 4a. Good. When the circumferential groove is bent, the circumferential sipe 4a is preferably arranged in parallel along the bend.
【００１４】このように、リブ２にタイヤ周方向とこれ
と溝に繋がる形でサイプ４を設けることで、リブ２内に
空気の通り道をつくり、走行時、路面との接触部に生じ
た溝３内の圧縮空気を効果的に外部に逃がし、溝内空気
の圧縮力を下げ、エアポンピング音を低減することがで
きるのである。As described above, by providing the ribs 2 with the sipes 4 in the circumferential direction of the tire and connected to the grooves in the circumferential direction, a path for air is formed in the ribs 2 and the grooves formed at the contact portions with the road surface during running. Thus, the compressed air in the groove 3 can be effectively released to the outside, the compression force of the air in the groove can be reduced, and the air pumping noise can be reduced.
【００１５】図２は、本発明に係わるリブ部の一例を示
す断面斜視図である。本図において、リブ２にタイヤ周
方向サイプ４ａが、そして、これと交差する形でリブ２
を分断するサイプ４ｂが設けられている。そして、両サ
イプ４ａ、４ｂの底部は膨らみＦを有しており、同じ高
さ位置で繋がっている。該膨らみＦの位置は、リブ表面
から溝底までの間にあって、膨らみＦがすべてリブ２内
に形成されるようにあればよいが、更に好ましくは、膨
らみＦの底部の位置が主溝に設けられるスリップサイン
を示す面（溝底から１．６ｍｍ底上げしたタイヤ周方向
６ケ所以上に設けられるサイン）から溝底までの間にあ
るのがよい。このような位置に配することにより、タイ
ヤの摩耗が進みスリップサインが現れるまで、常にサイ
プ底部の膨らみＦは残り空気の通り道として機能する。
該膨らみＦの形状は、その断面が円形状か多角形状等い
ずれでもよいが、実用上の観点から円形状であることが
好ましい。FIG. 2 is a sectional perspective view showing an example of the rib portion according to the present invention. In this figure, a tire circumferential sipe 4a is provided on the rib 2, and the rib 2
Is provided. The bottoms of both sipes 4a and 4b have bulges F and are connected at the same height. The position of the bulge F may be between the rib surface and the groove bottom and may be such that the bulge F is entirely formed in the rib 2. More preferably, the position of the bottom of the bulge F is provided in the main groove. It is preferable to be between the surface indicating the slip sign to be obtained (signs provided at six or more places in the tire circumferential direction raised by 1.6 mm from the groove bottom) to the groove bottom. By arranging in such a position, the bulge F at the bottom of the sipe always functions as a passage for the remaining air until the tire wear progresses and a slip sign appears.
The bulge F may have a circular or polygonal cross section, but is preferably a circular shape from a practical viewpoint.
【００１６】本発明のサイプ４の底部の膨らみＦの断面
積Ｓは、１ｍｍ2 ≦ Ｓ ≦ ２８ｍｍ2 であるのが
よく、更に好ましくは、２ｍｍ2 ≦ Ｓ ≦ ２０ｍ
ｍ2である。ここで膨らみＦの断面積Ｓは、サイプ４の
長手方向に垂直な面の面積を言う。１ｍｍ2未満では、
圧縮空気を逃がす効果が乏しく、また、２８ｍｍ2超で
は、製造時加硫タイヤが金型からとれ難くなるからであ
る。The cross-sectional area S of the bulge F at the bottom of the sipe 4 of the present invention is preferably 1 mm 2 ≦ S ≦ 28 mm 2 , and more preferably 2 mm 2 ≦ S ≦ 20 m.
m 2 . Here, the cross-sectional area S of the bulge F refers to the area of a plane perpendicular to the longitudinal direction of the sipe 4. If less than 1 mm 2 ,
This is because the effect of releasing compressed air is poor, and if it exceeds 28 mm 2 , the vulcanized tire is difficult to remove from the mold during production.
【００１７】このように、底部に上記断面積Ｓの膨らみ
Ｆを有するサイプ４を設けることにより、走行時、路面
との接触によりリブ２が変形してリブ表面から底部膨ら
みＦまでの間のサイプが閉じても、底部の膨らみＦは閉
じることなく、リブ２内に空気の通り道となる空間を保
持することが出来るのである。As described above, by providing the sipe 4 having the bulge F having the above-mentioned cross-sectional area S at the bottom, the rib 2 is deformed by contact with the road surface during traveling, and the sipe 4 from the rib surface to the bulge F at the bottom is provided. Is closed, the bulge F at the bottom is not closed, and a space serving as an air passage in the rib 2 can be held.
【００１８】また、タイヤ周方向のサイプの底部膨らみ
Ｆは、溝に繋がるサイプのそれより同等か大きいことが
望ましい。このことにより、溝方向から入ってきた空気
は、周方向のサイプを通って容易に外部へ抜けることが
できる。It is desirable that the bulge F at the bottom of the sipe in the tire circumferential direction is equal to or larger than that of the sipe connected to the groove. This allows air entering from the groove direction to easily escape to the outside through the circumferential sipe.
【００１９】本発明の溝に繋がるサイプ４ｂのタイヤ周
方向の間隔Ｐは、タイヤを標準リムに装着し最高空気圧
に調整した条件下の最大負荷能力×０．５とした時の最
大接地長さＬに対し、０．５Ｌ ≦ Ｐ ≦ Ｌである
のが好ましい。ここで、標準リム、最高空気圧および最
大負荷能力は、１９９９年度 ＪＡＴＭＡ ＹＥＡＲＢ
ＯＯＫによる。Ｐを０．５Ｌ以上、Ｌ以下とすることに
より、リブ２の剛性低下による偏摩耗の心配もなく、良
好な空気の通り道が確保される。The circumferential distance P of the sipe 4b connected to the groove of the present invention in the tire circumferential direction is the maximum contact length when the tire is mounted on a standard rim and adjusted to the maximum air pressure × 0.5. It is preferable that L is 0.5L ≦ P ≦ L. Here, the standard rim, the maximum air pressure and the maximum load capacity are as shown in JATMA YEARB 1999
According to OOK. By setting P to 0.5 L or more and L or less, there is no fear of uneven wear due to a decrease in the rigidity of the rib 2 and a good air passage is secured.
【００２０】本発明の溝に繋がるサイプ４ｂのタイヤ周
方向のサイプ４ａに交差する角度αは、５０°≦ α
≦ １３０°であることが好ましい。ここで、角度αと
は両サイプが交差してなす２つの角度のうち、どちらか
一方を角度αとすればよい。角度αが５０°未満あるい
は１３０°を超えると、溝に繋がるサイプ４ｂによりリ
ブ２に形成される鋭角部分（図３にＲで表示した部分）
がより鋭くなるため、この部分の剛性が低下し、偏摩耗
を生じ易くなるからである。The angle α at which the sipe 4b connected to the groove of the present invention intersects the sipe 4a in the tire circumferential direction is 50 ° ≦ α.
It is preferred that ≦ 130 °. Here, the angle α may be any one of the two angles formed by the two sipes intersecting with each other. When the angle α is less than 50 ° or more than 130 °, an acute angle portion (a portion indicated by R in FIG. 3) formed on the rib 2 by the sipe 4b connected to the groove
Is sharper, the rigidity of this portion is reduced, and uneven wear is likely to occur.
【００２１】本発明の底部に膨らみＦを有するサイプ４
の形成方法としては、タイヤ加硫用金型のリブ部にサイ
プ４が形成されるようにステンレス製薄板を設けておけ
ばよく、タイヤ加硫時リブ部にサイプ４が形成される。A sipe 4 having a bulge F at the bottom according to the present invention.
As a method for forming the tire, a stainless steel thin plate may be provided so that the sipe 4 is formed on the rib portion of the tire vulcanizing mold, and the sipe 4 is formed on the rib portion during tire vulcanization.
【００２２】[0022]
【実施例】以下、実施例および比較例によって本発明を
具体的に説明するが、本発明はこれらに限られるもので
はない。EXAMPLES The present invention will be described below in more detail with reference to examples and comparative examples, but the present invention is not limited to these examples.
【００２３】タイヤサイズを１１Ｒ２２．５ １４Ｐ
Ｒ，４本溝リブパターンとし、トレッドの幅方向中央に
位置するリブ１本にサイプを形成し、サイプの厚さＴを
０．７ｍｍ、サイプの膨らみ底部の位置を溝底から１．
６ｍｍとした。The tire size is 11R22.5 14P
R, four groove rib pattern, a sipe is formed on one rib located at the center in the width direction of the tread, the thickness T of the sipe is 0.7 mm, and the position of the bulge bottom of the sipe is 1.
6 mm.
【００２４】以上を共通とし、表１に記載の通り、膨ら
みの面積Ｓ、溝に繋がるサイプの周方向の間隔Ｐおよび
サイプの交差する角度αを異ならせて、従来例と比較例
１〜４、実施例１〜７の１２種類のタイヤを製作した。
なお、本評価タイヤの標準リムに装着し最高空気圧に調
整した条件下の最大負荷能力×０．５の時の周方向接地
長さＬは、１７０ｍｍであった。As described in Table 1, the above is common, and as shown in Table 1, the area S of the bulge, the interval P in the circumferential direction of the sipe connected to the groove, and the angle α at which the sipe intersect are different from each other, and And 12 types of tires of Examples 1 to 7 were manufactured.
The circumferential contact length L at the time of the maximum load capacity × 0.5 under the condition that the tire was mounted on the standard rim and adjusted to the maximum air pressure was 170 mm.
【００２５】上記１２種類のタイヤについて、下記の測
定法により単体騒音と偏摩耗性を測定し、表１の結果を
得た。With respect to the twelve types of tires, single noise and uneven wear were measured by the following measurement methods, and the results shown in Table 1 were obtained.
【００２６】単体騒音の測定方法 本測定は、ＪＡＳＯ．Ｃ−６０６−８１に準拠した測定
法により、速度４０ｋｍ／ｈ時にて行った。測定時のそ
の他の諸条件は以下の通りである。空気圧：７００ｋＰ
ａ、荷重：２６．７２ｋＮ、リム：２２．５×８．２５
（１９９９年度ＪＡＴＭＡ ＹＥＡＲ ＢＯＯＫ ３−
０７ Ｃ０２−２記載条件）。 Measurement method of unit noise This measurement was performed according to JASO. The measurement was performed at a speed of 40 km / h by a measurement method based on C-606-81. Other conditions at the time of measurement are as follows. Air pressure: 700 kP
a, load: 26.72 kN, rim: 22.5 × 8.25
(1999 JATMA YEAR BOOK 3-
07 C02-2).
【００２７】単体騒音は、従来例を１００とする指数で
表示し、指数が小さいほど音が小さく効果があることを
示す。The single noise is represented by an index with the conventional example being 100, and the smaller the index is, the smaller the sound is and the more effective it is.
【００２８】偏摩耗性評価方法 車両総重量（ＧＶＷ）２０ｔ車に装着し、高速路を含む
一般路を１万ｋｍ走行後、最も程度の悪いところの段差
を測定した。 Method of Evaluating Uneven Abrasion Resistance The vehicle was mounted on a vehicle having a total vehicle weight (GVW) of 20 tons, and after traveling 10,000 km on a general road including a high-speed road, the worst step was measured.
【００２９】[0029]
【表１】 [Table 1]
【００３０】表１から明らかなように、タイヤ周方向の
サイプのみ設けた比較例１、リブを分断して両溝に繋が
るサイプのみ設けた比較例２およびサイプの底部膨らみ
の面積Ｓが０．５ｍｍ2と小さい比較例３では、従来タ
イヤに比べて単体騒音の改善がみられず、また、サイプ
の底部膨らみＳが４０ｍｍ2と大きい比較例４では、単
体騒音の低減効果は大きいものの偏摩耗の顕著な発生が
みられた。これに対して、実施例１〜７のタイヤは、従
来タイヤに比べて単体騒音が低減した良好な結果が得ら
れた。また、偏摩耗についても０．５ｍｍ以下の実質上
問題ないレベルかほぼこれに近いレベルが維持されてい
る。As is clear from Table 1, Comparative Example 1 in which only the sipe in the tire circumferential direction was provided, Comparative Example 2 in which only the sipe connected to both grooves by dividing the rib, and the area S of the bulge at the bottom of the sipe were 0. In Comparative Example 3 as small as 5 mm 2 , no improvement in single noise was observed compared to the conventional tire, and in Comparative Example 4 where the swelling S of the bottom of the sipe was as large as 40 mm 2 , the effect of reducing single noise was large, but uneven wear was observed. Remarkable occurrence was observed. On the other hand, in the tires of Examples 1 to 7, good results were obtained in which the unit noise was reduced as compared with the conventional tire. In addition, uneven wear is maintained at a level of 0.5 mm or less, which is substantially no problem, or almost the same level.
【００３１】[0031]
【発明の効果】本発明は以上のように、リブに底部が膨
らみを有するサイプを設けることにより、エアポンピン
グ音を増大させるタイヤ接地時の溝の狭まりにより圧縮
された溝内空気を、該サイプを通じて逃がし、よってエ
アポンピング音を低減することができる。As described above, according to the present invention, by providing a sipe having a swelling bottom at the rib, the air in the groove compressed by the narrowing of the groove when the tire is in contact with the ground, which increases the air pumping noise, is removed. , The air pumping noise can be reduced.
【図１】リブに本発明のサイプを設けた一例を示すトレ
ッド部の断面斜視図FIG. 1 is a cross-sectional perspective view of a tread portion showing an example in which a sipe of the present invention is provided on a rib.
【図２】本発明のリブ部の断面斜視図FIG. 2 is a sectional perspective view of a rib portion of the present invention.
【図３】本発明の溝に繋がるサイプのタイヤ周方向のサ
イプに交差する角度αの一例を示すリブ部の断面斜視図FIG. 3 is a sectional perspective view of a rib portion showing an example of an angle α intersecting a sipe in a tire circumferential direction of a sipe connected to a groove according to the present invention.
【図４】リブを分断するサイプのみを設けた比較例のリ
ブ部の断面斜視図FIG. 4 is a cross-sectional perspective view of a rib portion of a comparative example in which only a sipe for dividing a rib is provided.
１ トレッド部 ２ リブ ３ 溝 ４ サイプ ４ａタイヤ周方向のサイプ ４ｂ溝に繋がるサイプ Ｆ サイプ底部の膨らみ Ｐ 溝に繋がるサイプのタイヤ周方向の間隔 Ｒ リブに形成される鋭角部分 Ｔ サイプの厚さ α 溝に繋がるサイプがタイヤ周方向サイプと交差する
角度Reference Signs List 1 tread portion 2 rib 3 groove 4 sipe 4a tire sipe 4b sipe connected to groove 4b sipe bottom swelling P sipe connected to groove P circumferential interval of sipe connected to groove R acute angle portion formed on rib T sipe thickness α The angle at which the sipe leading to the groove intersects the tire circumferential sipe
Claims (4)
りタイヤのパターンにおいて、少なくとも１つのリブに
タイヤ周方向のサイプを設け、更に該サイプから溝に繋
がるサイプを設け、前記サイプの底部分が膨らみを有す
るとともにその膨らみの断面積Ｓが １ｍｍ2 ≦ Ｓ ≦ ２８ｍｍ2 であることを特徴とする空気入りタイヤ。In a pneumatic tire pattern having ribs connected in the tire circumferential direction, at least one rib is provided with a sipe in the tire circumferential direction, and a sipe is provided from the sipe to a groove. A pneumatic tire having a bulge and having a cross-sectional area S of 1 mm 2 ≦ S ≦ 28 mm 2 .
サイプのタイヤ周方向の間隔Ｐが、タイヤを標準リムに
装着し最高空気圧に調整した条件下の最大負荷能力×
０．５とした時の最大接地長さＬに対し ０．５Ｌ ≦ Ｐ ≦ Ｌ である請求項１に記載の空気入りタイヤ。2. A tire circumferential direction interval P between a sipe extending from a tire circumferential direction sipe to a groove is defined as a maximum load capacity under conditions in which a tire is mounted on a standard rim and adjusted to a maximum air pressure.
2. The pneumatic tire according to claim 1, wherein 0.5L ≦ P ≦ L with respect to the maximum contact length L when 0.5 is set. 3.
が、 タイヤ周方向のサイプから溝に繋がるサイプの膨らみの
断面積 ≦ タイヤ周方向のサイプの膨らみの断面積で
ある請求項１又は２に記載の空気入りタイヤ。3. A cross-sectional area S of a bulge at a bottom portion of the sipe.
3. The pneumatic tire according to claim 1, wherein: a cross-sectional area of a sipe bulge extending from the sipe in the tire circumferential direction to the groove ≦ a cross-sectional area of a sipe bulge in the tire circumferential direction. 4.
プのタイヤ周方向のサイプに交差する角度αが ５０° ≦ α ≦ １３０° である請求項１〜３のいずれか１項に記載の空気入りタ
イヤ。4. The air according to claim 1, wherein an angle α intersecting the sipe in the tire circumferential direction from the sipe in the tire circumferential direction to the groove from the circumferential direction of the tire is 50 ° ≦ α ≦ 130 °. Containing tires.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23942799A JP2001063323A (en) | 1999-08-26 | 1999-08-26 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23942799A JP2001063323A (en) | 1999-08-26 | 1999-08-26 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001063323A true JP2001063323A (en) | 2001-03-13 |
Family
ID=17044622
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23942799A Pending JP2001063323A (en) | 1999-08-26 | 1999-08-26 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001063323A (en) |
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