JP2010264934A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire that reduces the generation of cavernous resonance, without causing such disadvantages that the pneumatic tire with use of conventional sound absorbing material has difficulty in rim assembling and the effect is lost with lapse of time. <P>SOLUTION: In the pneumatic tire, a ridge, projecting into the tire inner cavity side, is formed at a position deviated toward the well side of the assembled rim from the tire equator on the surface in a tread portion, in a manner to extend toward the tire circumferential direction. The width of the ridge is 10-80 mm in the tire width direction. The thickness from an innermost carcass layer is 1.5-20 mm thicker than the thickness of the other area on the surface in the tread portion. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire in which cavity resonance noise is reduced.

  One of the noises generated by a pneumatic tire is cavity resonance sound caused by vibration of air filled in the tire. This cavity resonance sound is an air column resonance generated when the tread portion is repeatedly deformed when the tire rolls to vibrate the internal air and the air moves as an air column through an annular lumen. .

  As a method of reducing noise due to such cavity resonance phenomenon, many proposals have been made to arrange a sound absorbing material made of porous resin material such as urethane foam in the cavity formed between the tire and the rim of the wheel. (Patent Documents 1 and 2, etc.).

  However, the technical idea of this proposed technology is that the noise generated in the cavity is absorbed by the sound-absorbing material and does not suppress the generation of resonance sound in the cavity itself. If the material is not arranged, the effect cannot be obtained. Therefore, there is a problem that the sound absorbing material arranged in the tire may interfere with the rim assembly work.

  In addition, there has been a problem that the sound absorbing performance is deteriorated due to alteration of the sound absorbing material during long-term use and the noise prevention effect cannot be obtained.

International Publication No. 2005/012005 JP 2003-285607 A

  An object of the present invention is to provide a pneumatic tire that can reduce the generation of cavity resonance noise without causing the above-described conventional drawbacks.

The pneumatic tire of the present invention that achieves the above-described object has the following configuration (1).
(1) A ridge projecting toward the tire lumen side is formed at a position deviated from the tire equator on the inner surface of the tread portion toward the well side of the rim assembled with the rim so as to extend in the tire circumferential direction, and the tire width of the ridge A pneumatic tire having a direction width of 10 to 80 mm and a thickness from the innermost carcass layer of 1.5 to 20 mm thicker than other regions of the inner surface of the tread portion.
Moreover, in the pneumatic tire of the present invention, it is preferable to adopt any one of the following configurations (2) to (8).
(2) The low noise pneumatic tire according to the above (1), wherein the center of the ridge in the tire width direction is positioned at a distance of 5 mm or more from the tire equator.
(3) The air according to the above (1) or (2), wherein when the rim is assembled with a normal rim at a normal internal pressure, the outer end in the tire width direction of the ridge is set to a distance of 20 to 80 mm from the inner surface of the rim flange in the tire axial direction. Enter tire.
(4) The pneumatic tire according to (1), (2), or (3), wherein the ridge is disposed so as to face the center in the width direction of the well.
(5) The pneumatic tire according to any one of (1) to (4), wherein the ridge is formed by disposing an elastomer between an inner liner layer and an innermost carcass layer of the tire.
(6) The pneumatic tire according to (5), wherein a modulus at 100% elongation of the elastomer is lower than a modulus at 100% elongation of the inner liner layer, and tan δ is 0.15 or less.
(7) The pneumatic tire according to (5) or (6), wherein a modulus at 100% elongation of the elastomer is 0.1 to 1.2 MPa.
(8) The pneumatic tire according to any one of (1) to (7), which is a pneumatic tire for a passenger car.

  According to the present invention, the ridge protruding in the tire lumen side with a predetermined width and thickness extends in the tire circumferential direction at a position deviated from the tire equator on the inner surface of the tread portion toward the well side of the rim assembled with the rim. As a result, the effect of reducing air column resonance is obtained.

  The mechanism is formed by extending a ridge protruding in the tire lumen side with a predetermined width and thickness at a position deviated from the tire equator toward the well side of the rim assembled from the tire equator, Assuming that the tire lumen is an annular air column, the average circumference in the tire circumferential direction between the annular air column in the region including the well width and the annular air column in the other region due to the presence of the ridge is assumed. This is because the difference increases and the difference in the wavelength of the air column resonance generated in each annular air column increases, so that the peak of the air column resonance decreases and noise can be reduced.

1 is a meridian cross-sectional view of a tire / wheel assembly in which a pneumatic tire according to an embodiment of the present invention is assembled on a rim. FIG. 5 is a meridian cross-sectional view of a tire / wheel assembly in which a pneumatic tire according to another embodiment of the present invention is assembled with a rim.

  Hereinafter, the pneumatic tire of the present invention will be specifically described with reference to the embodiment shown in the drawings.

  In FIG. 1, reference numeral 1 denotes a pneumatic tire according to the present invention, and reference numeral 3 denotes a rim obtained by assembling the pneumatic tire 1 with a rim. The rim 3 is a structural part that forms the outer periphery of the wheel. The rim 3 is formed with rim flanges 3f at both ends in the axial direction, and a well 3w is formed at a position displaced from the center of the rim to the outside of the vehicle when the vehicle is mounted. Yes.

  The pneumatic tire 1 has side portions 9 and bead portions 10 on both the left and right sides of the tread portion 2, and is configured to provide at least one carcass layer 6 on the inside thereof. The carcass layer 6 extends from the tread 2 to the left and right side portions 9 and the bead portion 10, and both end portions thereof are folded around the bead core 5 from the inside to the outside of the tire. A belt layer 7 composed of at least two layers is disposed on the outer periphery of the carcass layer 6, and an inner liner layer 8 is disposed as an air permeation preventing layer inside the innermost carcass layer 6.

  In the pneumatic tire 1, a ridge 4 is formed on the inner surface of the tread portion 2 so as to protrude toward the tire lumen at a position displaced from the tire equator C toward the well 3 w side of the rim 3. The ridge 4 has a width W in the tire width direction of 10 to 80 mm, preferably 25 to 70 mm, and a thickness D from the innermost carcass layer 6 is larger than other regions on the inner surface of the tread portion 2. It is formed to be 1.5 to 20 mm larger, preferably 1.8 to 15 mm, more preferably 2.0 to 12 mm larger.

  Thus, in the pneumatic tire 1 in which the ridge 4 is formed on the inner peripheral surface of the tread portion 2, air column resonance noise is reduced. The mechanism is considered as described above.

  In the present invention, it is necessary to form the ridge so that the thickness from the innermost carcass layer is 1.5 to 20 mm, preferably 1.8 to 15 mm thicker than other regions on the inner surface of the tread portion. If the difference in thickness is smaller than 1.5 mm, the effect of reducing the cavity resonance sound cannot be obtained. On the other hand, when it is larger than 20 mm, the out-of-plane bending rigidity in the circumferential direction of the tread portion is increased, so that riding comfort is deteriorated.

  Further, it is important that the width of the ridge in the tire width direction is approximately the same as the width of the wheel well, and is generally in the range of 10 to 80 mm. When the width of the ridge is smaller than 10 mm, the effect of reducing the cavity resonance noise cannot be obtained. When the width of the ridge is larger than 80 mm, the out-of-plane bending rigidity of the tread portion in the circumferential direction is increased, so that riding comfort is deteriorated.

  In the present invention, the position where the ridge is provided is preferably a position displaced from the tire equator on the inner surface of the tread portion toward the well side of the rim assembled with the rim. Usually, as shown in the figure, since the volume on the well side is larger, it is more effective to provide a ridge on the side having the well. In addition, the effect is most significant when a ridge is provided at a position corresponding to the well.

Further, it is preferable that the center of the ridge 4 in the tire width direction is at a position separated from the tire equator C by 5 mm or more. That is, as shown in FIG. 1, the distance L _{1 at} which the center of the ridge 4 in the tire width direction is separated from the tire equator C is preferably 5 mm or more, and more preferably, the width of the well 3w of the rim 3 as described above. It is better to match the center. When the separated distance L ₁ is less than 5 mm, the position of the ridge is close to the center in the width direction, and the effect is reduced.

Figure 2 is a pneumatic tire according to another embodiment of the present invention, less than the distance L ₁ when the tire / wheel assembly of Figure 1, the ridge is in a position close to the equator C side An example is shown.

In the tire of the present invention, when the rim is assembled to the regular rim prescribed in JATMA with the regular internal pressure, the outer end in the tire width direction of the ridge 4 is a distance of 20 to 80 mm from the inner surface of the rim flange to the tire axial direction (FIG. 1, The distance L ₂ ) shown in FIG. 2 is preferable. More preferably, it is preferable L ₂ is in the range of 25～75Mm. If the distance L ₂ is less than 20 mm, ridge there is a problem that the flexural rigidity of the tire too close to the shoulder portion will be up to the excess, if greater than 80 mm, the closer the position of the ridge in the widthwise center effect Becomes smaller.

  Furthermore, the ridge 4 is preferably arranged so as to face the center in the width direction of the well 3w. Arranging so as to face the center in the width direction of the well 3w means that the well 3w is arranged so that at least the ridge 4 exists on the center line in the width direction.

  The method for forming the ridge 4 is not particularly limited, but it is preferable to form the ridge 4 by placing an elastomer between the inner liner layer 8 and the innermost carcass layer 6 of the tire 1. The elastomer for forming the ridge 4 is preferably light in weight so as not to increase the overall weight, and preferably has a small modulus at 100% elongation in order to reduce the influence on the tread rigidity. More preferably, tan δ is as small as 0.15 or less because the rolling resistance of the tire can be reduced. Specifically, it is preferable to use foam rubber or the like having a lower specific gravity (specific gravity of about 0.5 to 1.0). Here, tan δ is a value measured using a viscoelastic spectrometer at a temperature of 60 ° C., an initial strain of 10%, a dynamic strain of ± 2%, and a frequency of 20 Hz.

  Furthermore, it is preferable to use an elastomer forming the ridge 4 whose modulus at 100% elongation is smaller than the modulus at 100% elongation of the inner liner layer. tan δ is more preferably 0.1 or less. The modulus at 100% elongation of the elastomer is preferably 0.1 MPa to 1.2 MPa, more preferably 0.2 to 0.9 MPa. In order to lower the modulus at 100% elongation of the elastomer, the amount of carbon to be added may be reduced.

  The ridge 4 can be formed by placing an elastomer between the innermost carcass layer 6 and the inner liner layer 8 or by forming the ridge 4 by increasing the thickness of the inner liner layer 8 at that location. Alternatively, a sheet-like material forming a ridge may be disposed between the carcass layer 6 and the inner liner layer 8.

  It is preferable to arrange an elastomer or a sheet forming a ridge inside the innermost carcass layer 6. If the inner side is arranged inside the carcass layer, the length of the carcass layer or the belt layer in the tire width direction is increased. This is because it can be manufactured easily and at a low cost.

  In addition, it is preferable to form the outer surface of the inner liner layer 8 so that the surface of the ridge 4 (the surface exposed to the lumen side) is acoustically effective in achieving the effect of reducing the cavity resonance sound. It is important that it is an interface. Therefore, it is preferably formed between the inner liner layer 8 and the innermost carcass layer 6, and in particular, an elastomer or a sheet having a sound absorbing characteristic is exposed on the tire inner surface. Therefore, it is not preferable to form the ridge 4.

  The cross-sectional shape of the ridge of the tire meridian direction is substantially a trapezoidal shape as shown in FIGS. 1 and 2, or an isosceles triangle shape having a moderate height, and a right triangle shape having a moderate height. Either a rectangular shape or a half-moon shape may be used, but a trapezoidal shape, an isosceles triangle shape with a moderate height, an arc shape, a substantially rectangular shape, and the like are preferable in terms of manufacturing stability and long-term maintenance of performance.

  The pneumatic tire of the present invention is particularly effective when used in the field of passenger car tires where it is more strongly desired to prevent the generation of cavity resonance noise.

  In terms of the flatness of the pneumatic tire, the flatness is 65% to 30%, and even more preferably 45% to 30%, which is effective when employed for a pneumatic tire with a relatively low flatness. The smaller the flatness of the tire, the smaller the volume of the lumen, so that the ratio of the shape change due to the ridge of the same shape is large, and the effect of the present invention is remarkable.

Examples 1-2 and Comparative Examples 1-5
In either case, the tire size is 215 / 50R17, and the presence or absence of a ridge is different in each tire. Further, even in the case where there is a ridge, the arrangement position and dimensions thereof are different, and the pneumatic tire 2 according to the present invention. A total of 7 types of tires including a seed and 5 types of pneumatic tires other than the present invention were prepared, and a rim was assembled on a 17 × 7 J wheel and filled with air at a regular internal pressure according to JATMA. In the examples and comparative examples, the ridge was formed of foamed rubber (specific gravity 0.55), and in both cases, the ridge was arranged outside the inner liner layer as shown in FIGS.

  Details of each tire are shown in Table 1.

  The result of measuring the cavity resonance sound peak (dB) in each pneumatic tire is as shown in Table 1. In the pneumatic tire according to the present invention, it is about 2.5 than that of Comparative Examples 1-5. It can be seen that the reduction effect of medium frequency road noise noise is remarkable by ˜3 dB.

1: Pneumatic tire 2: Tread part 3: Rim 3f: Rim flange 3w: Rim well 4: Ridge 5: Bead core 6: Carcass layer 7: Belt layer 8: Inner liner layer 9: Side part 10: Bead part C: Pneumatic Tire equator D: Ridge thickness from the innermost carcass layer W: Ridge width in the tire width direction

Claims (8)

  A ridge projecting toward the tire lumen side is formed to extend in the tire circumferential direction at a position deviated from the tire equator on the inner surface of the tread to the well side of the rim assembled with the rim, and the width of the ridge in the tire width direction is formed. 10 to 80 mm, and the thickness from the innermost carcass layer is 1.5 to 20 mm thicker than other regions on the inner surface of the tread portion.   The low-noise pneumatic tire according to claim 1, wherein the center of the ridge in the tire width direction is located at a distance of 5 mm or more from the tire equator.   The pneumatic tire according to claim 1 or 2, wherein when the rim is assembled to the normal rim with normal internal pressure, the outer end in the tire width direction of the ridge is set to a distance of 20 to 80 mm from the inner surface of the rim flange in the tire axial direction.   The pneumatic tire according to claim 1, 2 or 3, wherein the ridge is disposed so as to face the center in the width direction of the well.   The pneumatic tire according to any one of claims 1 to 4, wherein the ridge is formed by disposing an elastomer between an inner liner layer and an innermost carcass layer of the tire.   The pneumatic tire according to claim 5, wherein the modulus of the elastomer at 100% elongation is lower than the modulus at 100% elongation of the inner liner layer, and the tan δ value is 0.15 or less.   The pneumatic tire according to claim 5 or 6, wherein a modulus at 100% elongation of the elastomer is 0.1 to 1.2 MPa.   It is a pneumatic tire for passenger cars, The pneumatic tire in any one of Claims 1-7.

Images