JP2008179289A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of reducing air columnar resonance sound and pitch noise when a vehicle travels by realizing an appropriate shape of a resonator arranged on a tread surface of a tread part and the appropriate arrangement position. <P>SOLUTION: The pneumatic tire comprises at least one circumferential groove 7 extending substantially in the tire circumferential direction and formed in a tread surface 6 of a tread part, and a resonator 1 for reducing the noise generated by the columnar resonance formed by the circumferential groove 7 and a road surface. The resonator 1 is connected to a branch groove part 2 branched and extending from the circumferential groove 7, and an air chamber part 3 connected to the branch groove part 2, having the sectional area in the tire circumferential direction larger than that of the branched groove part 2 and opened in the tread surface 6 of the tread part. The air chamber part 3 is branched to two or more sub air chamber parts 8 adjacent to each other in the tire circumferential direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  According to the present invention, the tread surface includes at least one circumferential groove extending substantially in the tire circumferential direction, and a resonator that reduces noise generated by resonance in the pipe formed by the circumferential groove and the road surface. The present invention relates to a pneumatic tire, and aims to reduce noise generated from the pneumatic tire.

  In recent years, with the quietness of vehicles, the contribution to automobile noise resulting from load rolling of pneumatic tires has increased, and reduction thereof has been demanded. Among them, tire noise at a high frequency, particularly around 1000 Hz, is a main cause of noise outside the vehicle, and countermeasures for reducing the noise are also required in response to environmental problems.

  The tire noise around 1000 Hz is mainly generated by air column resonance. The air column resonance sound is noise generated by resonance of air in a pipe surrounded by a circumferential groove continuously extending in the circumferential direction of the tread portion tread surface and a road surface, and is 800 to 1200 Hz in a general passenger car. It is often observed to a certain extent, and since the peak sound pressure level is high and the frequency band is wide, it accounts for most of the noise generated from pneumatic tires.

  In addition, since human hearing is particularly sensitive in the frequency band (A characteristic) around 1000 Hz, the reduction of such air column resonance sound is also effective in improving the quietness of the feeling during running. It is valid.

  Therefore, in order to reduce the air column resonance noise, the number and the volume of the circumferential grooves are widely reduced, and as disclosed in Patent Document 1, only one circumferential groove is provided. It has been proposed to provide a long lateral groove that is open at the other end and terminates in the land portion at the other end, and to reduce air column resonance using anti-resonance in the lateral groove. In addition, as described in Patent Documents 2 to 4, a technique for reducing air column resonance by using a Helmholtz resonator and using anti-resonance has been proposed.

International Publication No. 04/103737 Pamphlet Japanese Patent Laid-Open No. 5-338411 JP 2000-118207 A JP 2001-191734 A

  However, like a tire in which the groove volume of the circumferential groove is reduced, the groove volume of the circumferential groove is insufficient, and the drainage performance may be reduced. Further, in the tire described in Patent Document 1, since it is essential to dispose a long lateral groove, the degree of freedom in designing the tread pattern may be impaired, and the rigidity of the land portion may not be sufficiently ensured.

  On the other hand, the pneumatic tire described in Patent Document 2 is an effective means for absorbing the energy in the vicinity of the resonance frequency of the air column resonance sound by the Helmholtz resonator without the disadvantages as in the prior art. Although it can be said, there are general performance problems of pneumatic tires (for example, pitch noise generated when the resonator touches the road surface, deterioration of rigidity of the land area around the air chamber), possibility of mass production of pneumatic tires, etc. In consideration of the above, it is difficult to say that a specific and effective arrangement method of the tread portion of the Helmholtz resonator is disclosed, and it has not yet been put into practical use. In the pneumatic tires described in Patent Documents 3 and 4, the pitch noise due to the collision with the road surface of the Helmholtz resonator is generated because the Helmholtz resonator is disposed so as not to come into contact with the road surface when the tire is rolling. However, since there is a spatial restriction on the arrangement of the Helmholtz resonator and the shape and dimensions thereof are limited, there is a possibility that the air column resonance sound cannot be sufficiently canceled out.

  Accordingly, an object of the present invention is to provide a pneumatic tire that reduces air column resonance sound and pitch noise during traveling by optimizing the shape and position of the resonator disposed on the tread surface. There is to do.

  In view of the above, in order to achieve the above-described object, the present invention provides a resonance in a pipe formed by at least one circumferential groove extending substantially in the tire circumferential direction on the tread portion tread surface, and the circumferential groove and the road surface. In a pneumatic tire including a resonator that reduces noise generated by the above-described resonator, the resonator is branched from the circumferential groove and extends to the branch groove portion, and is connected to the branch groove portion along the tire circumferential direction from the branch groove portion. The cross-sectional area measured in this way is large, and has an air chamber portion that opens to the tread portion tread surface, and the air chamber portion is branched into two or more auxiliary air chamber portions adjacent to each other in the tire circumferential direction. It is a pneumatic tire. In such a pneumatic tire, when the tire is rolling, the resonator reduces the air column resonance noise, but the resonator has a branched air chamber portion at the sub air chamber portion. It is possible to reduce the pitch noise by effectively dispersing the input when contacting the road surface. Here, the “substantially tire circumferential direction” means not only a groove extending linearly in the tire circumferential direction but also a groove extending in a zigzag shape or a wave shape and making one round in the tire circumferential direction as a whole tire.

  The resonator preferably has a resonance frequency in the range of 700 to 1400 Hz.

として表すことができる。なお、上記式中における枝溝部２端の補正は、通常は、実験によって求められるものであり、その値は、文献によって相違することになるも、ここでは、１．３ｒを用いるものとする。この場合、枝溝部２の断面が円形でないときは、枝溝部２の断面積から円形を仮定したｒを算出して使用するものとする。従って、共鳴器１の共鳴周波数ｆ_０は、枝溝部２の断面積Ｓ、気室部３の容積Ｖ等を選択することで、所要に応じて変化させることができる。そして、この発明に従う共鳴器のように、気室部が副気室部に分岐している場合には、副気室部を含めた気室部の体積Ｖを計算し、上記の数式に適応して共鳴周波数を算出することができる。 Although the kind of resonator is not limited, For example, it can be set as a Helmholtz type resonator. In this case, the resonance frequency f ₀ is generally expressed as a shape as shown in FIG. 1. The radius of the branch groove 2 is r, the length is l ₀ , the cross-sectional area of the branch groove is S, and the air chamber 3 When the volume is V and the sound velocity is c,

Can be expressed as Note that the correction of the end of the branch groove portion 2 in the above formula is usually obtained by experiments, and the value thereof varies depending on the literature, but 1.3r is used here. In this case, when the cross section of the branch groove portion 2 is not circular, r assuming the circular shape from the cross sectional area of the branch groove portion 2 is used. Therefore, the resonance frequency f ₀ of the resonator 1, by selecting the branch groove 2 cross-sectional area S, volume V and the like of the air chamber portion 3, can be changed if desired. When the air chamber part branches into the sub air chamber part as in the resonator according to the present invention, the volume V of the air chamber part including the sub air chamber part is calculated and applied to the above formula. Thus, the resonance frequency can be calculated.

Further, as shown in FIG. 2, the air chamber portion 3 and the branch groove portion 2 of the resonator 1 are regarded as the first conduit 4 and the second conduit 5, respectively, and are connected to each other. It is also possible to use an attached type resonator, and the resonance frequency f _{0 in} this case can be obtained as follows.

For the stepped resonator, the tire circumferential cross-sectional area of the first pipeline is S ₁ , the tire circumferential cross-sectional area of the second pipeline is S ₂ , and the acoustic impedance on the first pipeline 4 side at the boundary is Z _12. When the acoustic impedance of the second conduit 5 side at the boundary and Z _21, the following expression is derived from a continuous condition.
Z ₂₁ = (S ₂ / S ₁ ) · Z ₁₂
The sound pressure distribution P ₂ of the second conduit 5, a boundary condition, and the distance from an opening portion in the circumferential groove of the first conduit and x, V _{2 =} V ₀ at x = 0 e ^jwt When x = l ₂ and P ₂ / V ₂ = Z ₂ , the following equation is derived.
_{P 2 = Z s · {Z} 21 cos (k (l 2 -x)) + jZ c sin (k (l 2 -x)) / Z c cos (kl 2) + jZ 21 sin (kl 2)} · V ₀ e ^jwt
At this time, V ₂ represents the particle velocity distribution of the second pipe 5, V ₀ represents the particle velocity at the input point, j represents the imaginary unit, and Zc represents ρc (ρ: density of air, c: sound velocity). ing.
The sound pressure distribution P ₁ of the first pipeline 4 is derived by the following equation when the boundary conditions are x = l ₁ and V ₁ = 0, and x = l ₂ and P ₂ / V ₂ = Z _21. .
_{P 1 = Z s · [Z} 21 cos (k (l 2 -x)) / cos (kl 1) · {Z c co (kl 2) + jZ 21 sin (kl 2)}] · V 0 e jwt

Therefore, the conditional expression of the resonance frequency f ₀ is derived as the following expression when the resonance condition is x = 0 and P ₂ = 0. Based on this resonance conditional expression, k, l ₁ , l ₂ , S ₂ , S ₁ , and c can be determined to obtain the resonance frequency f ₀ .
tan (kl ₁ ) tan (kl ₂ ) − (S ₂ / S ₁ ) = 0 (where k = 2πf ₀ / c)

  When the air chamber portion branches into the sub air chamber portion as in the resonator according to the present invention, the volume V of the air chamber portion including the sub air chamber portion is calculated, and the air chamber portion and the branch are calculated. By measuring the air chamber length L from the joint portion of the groove portion to the farthest peripheral end position of the sub air chamber portion, the tire circumferential cross-sectional area S is obtained as V / L, and the resonance frequency is adapted to the above formula. Can be calculated.

  Furthermore, it is preferable that the length of the auxiliary air chamber portion in the tire width direction is in the range of 50 to 90% of the length of the air chamber portion in the tire width direction. Here, “the length in the tire width direction of the auxiliary air chamber portion” refers to the length in the width direction of the auxiliary air chamber portion which is a branched portion branched in the air chamber.

  Furthermore, it is preferable that the length of the auxiliary air chamber portion in the tire circumferential direction is within a range of 20 to 80% of the length of the air chamber portion in the tire circumferential direction. Here, “the length in the tire circumferential direction of the auxiliary air chamber portion” refers to the total length of the circumferential lengths of all branched auxiliary air chamber portions.

  In addition, the resonators are preferably arranged at a plurality of tire circumferential pitches.

  In addition, it is preferable that the number of the circumferential grooves is two or more, and the resonators opened in the circumferential grooves adjacent in the tire width direction are arranged so as to be shifted in the tire circumferential direction. Here, “displaced in the tire circumferential direction” means that the starting point of the arrangement pitch in the tire circumferential direction of the resonator adjacent in the tire width direction is different, and the circumferential end of the resonator is in the tire width direction. It shall be said that it arrange | positions so that it may not correspond between the resonators adjacent to.

  According to the present invention, it is possible to provide a pneumatic tire in which air column resonance noise and pitch noise during traveling are reduced by optimizing the shape of the resonator disposed on the tread portion tread and the arrangement position thereof. Is possible.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 3 is a development view of a part of a tread portion of a typical pneumatic tire (hereinafter referred to as “tire”) according to the present invention, and FIGS. 4a and 4b are perspective views of the resonator according to the present invention. 5 to 7 are development views of a part of a tread portion of another typical tire according to the present invention.

  As shown in FIG. 3, the tire according to the present invention is formed on the tread portion tread surface 6 by resonance in the pipe formed by at least one circumferential groove 7 extending substantially in the tire circumferential direction, the circumferential groove 7 and the road surface. And a resonator 1 for reducing generated noise. Further, the resonator 1 is connected to the branch groove part 2 extending from the circumferential groove 7 and to the branch groove part 2, and has a larger tire circumferential cross-sectional area than the branch groove part 2 and is open to the tread part tread 6. The air chamber portion 3 includes a chamber portion 3 and branches into two sub air chamber portions 8 and 8 adjacent to each other in the tire circumferential direction. In such a tire, the air chamber portion 3 of the resonator 1 is branched into a plurality of sub air chamber portions 8 and 8 while the air column resonance noise is reduced by the resonator 1 at the time of tire load rolling. Therefore, when the resonator 1 is grounded to the road surface, the stepped ends of the auxiliary air chamber portions 8 and 8 distribute and bear the input, and accordingly, the stepped ends are mainly grounded to the road surface. Thus, it is possible to reduce the pitch noise generated. At this time, it can be arbitrarily set according to various conditions such as the shape and size of the resonator 1. For example, the air chamber 3 can be branched into three or more sub air chambers 8. Since the basic function of the resonator 1 is not affected, the branch groove portion 2 does not have to be opened in the tread portion tread surface 6 as shown in FIG. 4a, and as shown in FIG. 4b. The tread portion tread 6 may be open.

  The resonator 1 preferably has a resonance frequency in the range of 700 to 1400 Hz. This is because when the resonance frequency of the resonator 1 is outside the range of the resonance frequency, it deviates from the main frequency band of the air column resonance sound, and the air column resonance sound is effectively generated by the resonance frequency of the resonator 1. This is because there is a possibility that the noise generated from the tire cannot be sufficiently reduced.

  Furthermore, as shown in FIG. 3, the tire width direction length L1 of the auxiliary air chamber portion 8 is preferably in the range of 50 to 90% of the tire width direction length L2 of the air chamber portion 3, and more preferably. Is in the range of 80-90%. This is because when the length L1 of the auxiliary air chamber portion 8 in the tire width direction is less than 50% of the length L2 of the air chamber portion 3 in the tire width direction, the length L1 of the auxiliary air chamber portion 8 in the tire width direction is small. Therefore, when the tire is rolling, the input when the resonator 1 touches the road surface is fully borne by the auxiliary air chambers 8 and cannot be effectively distributed, and the pitch noise is sufficient. On the other hand, if the length L1 of the auxiliary air chamber portion 8 in the tire width direction exceeds 90% of the length L2 of the air chamber portion 3 in the tire width direction, the vehicle branches off. The plurality of auxiliary air chamber portions 8 resonate separately, making it difficult to function the auxiliary air chamber portions 8 together as a single air chamber portion 3, and thus may not achieve a desired resonance frequency. Because there is.

Furthermore, the tire circumferential direction length D1 of the auxiliary air chamber portion 8 is preferably in the range of 20 to 80% of the tire circumferential direction length D2 of the air chamber portion 3, and more preferably 30 to 50%. Is in range. This is because when the tire circumferential direction length D1 of the auxiliary air chamber portion 8 is less than 20% of the tire circumferential direction length D2 of the air chamber portion 3, the tire circumferential direction length D1 of the auxiliary air chamber portion 8 is small. Therefore, the volume of the auxiliary air chamber portion may not be sufficiently secured, and the effect of the present invention due to branching to the auxiliary air chamber portion may not be obtained in the first place. When the circumferential length D1 exceeds 80% of the tire circumferential direction length D2 of the air chamber portion 3, the tire circumferential direction length D1 of the auxiliary air chamber portion 8 becomes too large, and the auxiliary air chamber portion 8 This is because the rigidity of the land portion 9 in the meantime cannot be sufficiently secured, and the land portion 8 applied during tire load rolling may be destroyed by baldness or the like. In addition, although the tire circumferential direction length in each of the sub air chamber parts 8 and 8 adjacent to a tire circumferential direction in an air chamber is the same in FIG. 3, you may make it mutually differ.

  In addition, as shown in FIG. 5, the resonators 1 are preferably disposed at a plurality of tire circumferential pitches, that is, at so-called variable pitches. This is because when the resonators 1 are all arranged at the same circumferential pitch, the pitch noises of the resonators 1 adjacent to each other in the tire circumferential direction resonate and amplify during tire load rolling. Because there is a possibility of becoming.

  In addition, as shown in FIG. 6, there are two or more circumferential grooves 7, and the resonator 1 that opens in the circumferential grooves 7 adjacent to each other in the tire width direction is arranged so as to be shifted in the tire circumferential direction. It is preferable. This is because, when the resonators 1 adjacent to each other in the tire width direction are arranged side by side in the tire circumferential direction, pitch noise may resonate and amplify with each other during tire load rolling, resulting in noise. Because.

  The above description shows only a part of the embodiment of the present invention, and these configurations can be combined alternately or various changes can be made without departing from the gist of the present invention. For example, as shown in FIG. 7, it is possible to set a wide range of anti-resonant frequencies by varying the resonance frequencies of the plurality of resonators 1 arranged on the tread surface 6. Although not shown in the drawings, the lengths in the tire width direction of the auxiliary air chamber portions 8 adjacent to each other in the tire circumferential direction in the air chamber portion 1 are made different from each other, and the input in each auxiliary air chamber portion 8 is changed. The burden may be arbitrarily changed.

  Next, a tire (conventional example tire) having a tread pattern of the prior art in which only circumferential grooves are arranged, a tire (comparative example tire) having a resonator of the prior art, and a tire of this invention (example tires 1 to 1) No. 5) was manufactured as a radial tire for passenger cars having a tire size of 195 / 65R15 and performance evaluation was performed, and will be described below.

  Although the conventional tire is not shown, the conventional tire has a tread pattern in which four circumferential grooves similar to those of the conventional tire and the example tire are arranged, and the comparative tire has a conventional technique as shown in FIG. And have the specifications shown in Table 1.

  In addition, as shown in FIG. 9, Example tires 1 to 5 are provided with a resonator throughout the tread portion, and the air chamber portion of the resonator is branched into two sub air chamber portions, The resonators adjacent to each other in the tire width direction are shifted in the tire circumferential direction and have the specifications shown in Table 1, respectively.

  Each of these test tires is attached to a rim of size 15.0 × 6.0JJ to form a tire wheel, air pressure: 210 kPa (relative pressure), tire load load of 4.0 kN, and an indoor drum at a speed of 80 km / h. Measure the tire side sound when running on a test machine under the conditions defined by JASO C606 standard, calculate the partial overall value in the 1/3 octave center frequency 800-1000-1200Hz band, The sound was evaluated. The resonance frequency of the resonator in the embodiment is calculated as a Helmholtz type resonator with a sound speed c condition of 343.7 m / s. In addition, evaluation of pitch noise evaluated the pitch primary band value (partial overall value in pitch primary peak frequency +/- 20Hz) as a relative value with respect to a comparative example tire by making the reduction effect of 2 dB or more into a desired level. Moreover, the evaluation of the air column resonance sound was evaluated as a relative value with respect to the conventional tire. The results are shown in Table 2.

  As is clear from the results in Table 2, Example Tires 1 to 5 have significantly reduced air column resonance noise compared to the conventional tires, and the pitch noise is not as great as that of the comparative tires. Reduced. Further, in the example tires 1 to 5, the air column resonance sound is equally reduced as compared with the comparative example tire, but the pitch noise is greatly reduced. At this time, the pitch noise is reduced in proportion to the ratio of the length in the tire width direction of the auxiliary air chamber portion to the length in the tire width direction of the air chamber portion of the example tire. It turns out that it is satisfy | filled in example tires 2-5. Therefore, the example tire 5 in which the pitch noise is most reduced and the air column resonance is sufficiently reduced is most preferable.

  As is apparent from the above, the present invention reduces the air column resonance sound and pitch noise during traveling by optimizing the shape of the resonator disposed on the tread surface and the position of the resonator. It became possible to provide pneumatic tires.

It is a figure which shows typically a Helmholtz type resonator. It is a figure which shows a stepped type resonator typically. 1 is a development view of a part of a tread portion of a typical tire according to the present invention. 1 is a perspective view of a part of a tread portion of a typical tire according to the present invention. 1 is a perspective view of a part of a tread portion of a typical tire according to the present invention. FIG. 5 is a development view of a part of a tread portion of another typical tire according to the present invention. FIG. 5 is a development view of a part of a tread portion of another typical tire according to the present invention. FIG. 5 is a development view of a part of a tread portion of another typical tire according to the present invention. FIG. 6 is a development view of a part of a tread portion of a conventional tire. 2 is a development view of a part of a tread portion of a comparative tire 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Resonator 2 Branch groove part 3 Air chamber part 4 1st pipe line 5 2nd pipe line 6 Tread part tread 7 Circumferential groove 8 Sub air chamber part 9 Land part between sub air chamber parts

Claims (6)

In a pneumatic tire having a tread portion tread surface including at least one circumferential groove extending substantially in the tire circumferential direction and a resonator for reducing noise generated by resonance in a pipe formed by the circumferential groove and a road surface. ,
The resonator includes a branch groove portion that branches off from the circumferential groove, and an air chamber portion that is connected to the branch groove portion, has a tire circumferential cross-sectional area larger than the branch groove portion, and opens to a tread portion tread surface,
The pneumatic tire is characterized in that the air chamber portion is branched into two or more sub air chamber portions adjacent in the tire circumferential direction.   The pneumatic tire according to claim 1, wherein the resonator has a resonance frequency in a range of 700 to 1400 Hz.   The pneumatic tire according to claim 1 or 2, wherein a length in the tire width direction of the auxiliary air chamber portion is in a range of 50 to 90% of a length in the tire width direction of the air chamber portion. The pneumatic tire according to any one of claims 1 to 3, wherein a tire circumferential direction length of the auxiliary air chamber portion is in a range of 20 to 80% of a tire circumferential direction length of the air chamber portion. . The pneumatic resonator according to any one of claims 1 to 4, wherein the resonators are arranged at a plurality of tire circumferential pitches. The said circumferential groove | channel is 2 or more, The said resonator opened to the circumferential groove | channel adjacent to a tire width direction is shifted | deviated and arrange | positioned in the tire circumferential direction. The described pneumatic tire.

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