JP3377407B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3377407B2 JP3377407B2 JP14858897A JP14858897A JP3377407B2 JP 3377407 B2 JP3377407 B2 JP 3377407B2 JP 14858897 A JP14858897 A JP 14858897A JP 14858897 A JP14858897 A JP 14858897A JP 3377407 B2 JP3377407 B2 JP 3377407B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- main groove
- groove
- noise
- wall surface
- 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.)
- Expired - Lifetime
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
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C2011/133—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising recesses
Landscapes
- Tires In General (AREA)
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、更に詳細には排水性等のタイヤ性能に悪影響を与え
ずに車外騒音の低減化を実現した空気入りタイヤに関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that reduces vehicle exterior noise without adversely affecting tire performance such as drainage.
【０００２】[0002]
【従来の技術】タイヤ騒音の原因としては、タイヤが接
地した際に、タイヤトレッド部が変形し、タイヤ円周方
向に配置された主溝の容積が変化するため、走行時、主
溝に閉じこめられている空気が圧縮・膨張を繰り返し、
そのときに主溝の空間より発生するエアーポンピング音
（主として気柱共鳴音及びヘルムホルツ音で構成されて
いる。）が知られている。2. Description of the Related Art The cause of tire noise is that when the tire touches the ground, the tire tread is deformed, and the volume of the main groove arranged in the tire circumferential direction changes, so that the tire is trapped in the main groove during running. The air being compressed repeats compression and expansion,
At that time, an air pumping sound (mainly composed of an air column resonance sound and a Helmholtz sound) generated from the space of the main groove is known.
【０００３】また、このエアーポンピング音のほかに
は、タイヤトレッド部が接地時に路面を叩くときに発生
する打撃音がタイヤ騒音の原因として大部分を占めてい
る。In addition to the air pumping noise, the impact noise generated when the tire tread portion hits the road surface at the time of contact with the ground occupies most of the cause of the tire noise.
【０００４】これらの問題を解決する技術として、気柱
共鳴音を小さくする観点から、溝の幅及び深さを変え、
溝容積を小さくすることにより、タイヤ騒音を低減しよ
うとする技術がある。As a technique for solving these problems, from the viewpoint of reducing the air column resonance sound, the width and depth of the groove are changed,
There is a technique for reducing tire noise by reducing the groove volume.
【０００５】また、タイヤ接地時に発生する打撃音を小
さくすべくブロックパターンをリブ化して振動音を低減
する技術が公知である。またトレッドパターンピッチの
サイズを微妙に変えると同時に、各種ピッチサイズの分
散配列に工夫を凝らし特定周波数での高いピークを示す
ノイズ発生を抑えるピッチバリエーションを駆使した方
法が公知となっている。Further, a technique is known in which the block pattern is ribbed to reduce the vibration noise in order to reduce the impact noise generated when the tire touches the ground. Further, there is known a method in which the size of the tread pattern pitch is subtly changed and, at the same time, a pitch variation that suppresses the occurrence of noise showing a high peak at a specific frequency is devised by devising a distributed arrangement of various pitch sizes.
【０００６】[0006]
【発明が解決しようとする課題】しかしながら、車外騒
音を低減するために最も有効な手法としては、上記の騒
音のうち気柱共鳴音を小さくすることであるが、タイヤ
溝容積を小さくすることはタイヤの排水性に大きく影響
を与えるため、ウェット性能が悪くなる点で好ましくな
い。従って、従来、車外騒音を溝容積を小さくする技術
には自ずから限界があった。However, the most effective method for reducing the noise outside the vehicle is to reduce the air column resonance noise among the above noises, but to reduce the tire groove volume. Since it greatly affects the drainage property of the tire, it is not preferable because the wet performance deteriorates. Therefore, conventionally, there has been a limit to the technology of reducing the volume of the groove outside the vehicle.
【０００７】本発明の課題は、ウェット走行時の排水性
やタイヤ耐久性等の基本性能を維持しつつ、車外騒音の
低騒音化を実現できる空気入りタイヤを提供する点にあ
る。An object of the present invention is to provide a pneumatic tire capable of reducing external noise while maintaining basic performance such as drainage property and tire durability during wet running.
【０００８】[0008]
【課題を解決するための手段】本発明者はかかる問題を
解決しようと鋭意検討した結果、タイヤトレッド部にタ
イヤ円周方向に伸びる主溝の溝側壁面だけに、タイヤト
レッド内面から表面方向に伸びる長穴を、タイヤ円周方
向に沿って、複数本設けることによって、ウェット走行
時の排水性やタイヤ耐久性等の基本性能を維持しつつ、
さらに騒音レベルも低減できることを見いだした。Means for Solving the Problems As a result of intensive studies to solve the above problems, the present inventor has found that only the groove side wall surface of the main groove extending in the tire circumferential direction in the tire tread portion extends from the inner surface of the tire tread to the surface direction. By providing a plurality of elongated holes along the tire circumferential direction, while maintaining basic performance such as drainage and tire durability during wet running,
Furthermore, they have found that the noise level can be reduced.
【０００９】本発明者が本発明を完成させるに至った経
緯は次の通りである。気柱共鳴音は、既述の通り、タイ
ヤが転動中にタイヤトレッドの任意の部分が接地すると
き、路面とパターンの主溝とで形成された管状の空気柱
において生じる共鳴による音であって、いわゆる気柱管
共鳴音と称されている。The process by which the present inventor completed the present invention is as follows. As described above, the air column resonance sound is a sound due to resonance generated in the tubular air column formed by the road surface and the main groove of the pattern when any part of the tire tread touches the ground while the tire is rolling. It is called the so-called columnar resonance sound.
【００１０】従って、気柱管共鳴音を減らすためには、
溝壁と空気との摩擦抵抗をできる限り大きくすることが
重要であり、これによって共鳴音は低減し、騒音レベル
は低減する。換言すれば、気柱共鳴音を低減するには管
状の空気中内で通過する空気の流れ速度を小さくするこ
とが重要な手段となる。Therefore, in order to reduce the air columnar resonance noise,
It is important to maximize the frictional resistance between the groove wall and air as much as possible, thereby reducing the resonance noise and reducing the noise level. In other words, in order to reduce the air column resonance sound, it is an important means to reduce the flow velocity of the air passing through the tubular air.
【００１１】かかる手段として、例えば、タイヤ円周方
向に伸びる主溝の溝側壁面と溝底壁面の両方に窪み乃至
穴をタイヤ円周方向に沿って複数本設けることが考えら
れる。しかし、タイヤ円周方向に伸びる主溝の溝底壁面
に複数個の窪み乃至穴を設けると、主溝の溝底のゴム層
の厚みが薄くなることから、タイヤトレッド部のクラッ
クや、トレッドゴム下に位置するベルトのセパレーショ
ンなどの問題を引き起こしやすく、タイヤ耐久性の点で
好ましくない。As such means, for example, it is possible to provide a plurality of depressions or holes along the tire circumferential direction on both the groove side wall surface and the groove bottom wall surface of the main groove extending in the tire circumferential direction. However, when a plurality of depressions or holes are provided on the groove bottom wall surface of the main groove extending in the tire circumferential direction, the thickness of the rubber layer at the groove bottom of the main groove becomes thin, so that cracks in the tire tread portion and tread rubber Problems such as separation of the belt located below are likely to occur, which is not preferable in terms of tire durability.
【００１２】従って、溝壁と空気との摩擦を引き起こす
窪み乃至穴は、主溝の溝側壁面だけに多数形成すること
が望ましいといえるが、実際のところ、かかる窪み乃至
穴を主溝の溝側壁面だけに形成して気柱共鳴音を低減す
るには、どのような形状乃至構造の穴をどのようにして
配置するかが問題となる。Therefore, it can be said that it is desirable to form a large number of depressions or holes which cause friction between the groove wall and air, only in the groove side wall surface of the main groove, but in reality, such depressions or holes are formed in the groove of the main groove. In order to reduce the air column resonance noise by forming only on the side wall surface, a problem is how to arrange the holes of what shape or structure.
【００１３】本発明は、溝壁と空気との摩擦を引き起こ
すと考えられる数々の窪み乃至穴にについて検討を加え
た結果、タイヤトレッド内面から表面方向に伸びる長穴
が好ましいことを見出した。請求項１の発明は、タイヤ
トレッド部にタイヤ円周方向に伸びる主溝を備えた空気
入りタイヤにおいて、上記主溝の溝側壁面だけに、タイ
ヤトレッド内面から表面方向に伸びる長穴を、タイヤ円
周方向に沿って、複数本設けたことを特徴とする空気入
りタイヤである。In the present invention, as a result of studying various depressions or holes which are considered to cause friction between the groove wall and the air, it was found that an elongated hole extending from the inner surface of the tire tread toward the surface is preferable. According to the invention of claim 1, in a pneumatic tire having a main groove extending in a tire circumferential direction in a tire tread portion, a long hole extending in a surface direction from an inner surface of a tire tread is provided only in a groove sidewall surface of the main groove. The pneumatic tire is characterized in that a plurality of tires are provided along the circumferential direction.
【００１４】従って、本発明のタイヤは、主溝の溝側壁
面だけに長穴を形成しているだけであるが、接地時、主
溝の溝内における空気の流路断面積がタイヤの転動中に
大きく変動するため空気流れに対して十分なエネルギー
損失をもたらす結果、発生する気柱管共鳴音が減少する
と共に、排水性及びタイヤ耐久性も良好に保有してい
る。Therefore, in the tire of the present invention, the elongated hole is formed only on the groove side wall surface of the main groove. Since it fluctuates greatly during operation, it causes sufficient energy loss to the air flow, and as a result, the air columnar resonance noise generated is reduced, and the drainage property and tire durability are maintained well.
【００１５】しかし、更に検討した結果、その長穴につ
いてもその配置や大きさなどにおいて適値が存在するこ
とを見出した。概略的にいえば、長穴はその長手方向の
中心線をタイヤ接地面に対する法線に対して垂直にすれ
ばするほど、主溝の溝内に流れる空気に対して摩擦抵抗
を与えにくくなる。また、長穴の容積をあまりに大きく
することは、タイヤトレッド部の剛性に悪影響を与え、
操縦安定性能の低下をきたすほか、特に重要なことは、
かえって、気柱共鳴音を増大させることとなる。一方、
長穴の容積が小さすぎる場合は、タイヤ回転時における
気柱共鳴音に代表されるエアーポンピング音を低減する
ことは困難である。したがって、タイヤの打撃音と気柱
共鳴音とのバランスを調整し、最も騒音レベルが低くな
る長穴については適値が存在している。However, as a result of further examination, it was found that there is an appropriate value for the arrangement and size of the elongated holes. Generally speaking, the longer the centerline of the longitudinal direction of the elongated hole is perpendicular to the normal line to the tire ground contact surface, the less likely it is that frictional resistance will be imparted to the air flowing in the groove of the main groove. Also, increasing the volume of the slot too much adversely affects the rigidity of the tire tread,
In addition to the deterioration of steering stability performance, the most important thing is
On the contrary, the air column resonance sound is increased. on the other hand,
If the volume of the long hole is too small, it is difficult to reduce the air pumping noise represented by the air column resonance noise during tire rotation. Therefore, there is an appropriate value for the long hole with the lowest noise level by adjusting the balance between the tire striking sound and the air column resonance sound.
【００１６】すなわち、上記主溝の溝側壁面に形成する
長穴は、その長手方向の中心線がタイヤ接地面に対する
法線に対して−４５度以上４５度以下の角度で設けるこ
とによって溝壁と空気との摩擦抵抗を最大限に引き起こ
し、気柱共鳴音を低減させることができることを見出し
た。本請求項２の発明は長穴はその長手方向の中心線が
タイヤ接地面に対する法線に対して−４５度以上４５度
以下の角度で設けられている請求項１記載の空気入りタ
イヤである。That is, the elongated hole formed on the groove side wall surface of the main groove is such that the center line in the longitudinal direction thereof is provided at an angle of −45 ° or more and 45 ° or less with respect to the normal to the tire ground contact surface. It was found that the air column resonance noise can be reduced by maximizing the frictional resistance between the air and the air. The invention according to claim 2 is the pneumatic tire according to claim 1, wherein the long hole has a center line in the longitudinal direction formed at an angle of −45 ° or more and 45 ° or less with respect to the normal to the tire ground contact surface. .
【００１７】上記主溝の溝側壁面に形成する長穴が、−
４５度未満或いは４５度を越える場合は、空気流に対す
る長穴の長手方向の中心線との角度が浅くなるため、空
気流が実質的に通過する長穴の幅が少なく、共鳴音低減
の効果を十分になさない。また、車両重量による上下方
向の剛性にも劣るため、気柱共鳴音を増大させることに
なる。The elongated hole formed in the side wall surface of the main groove is-
When the angle is less than 45 degrees or more than 45 degrees, the angle with the center line in the longitudinal direction of the oblong hole with respect to the air flow becomes shallow, so the width of the oblong hole through which the air flow practically passes is small and the effect of reducing resonance noise is achieved. Does not do enough. Further, since the vertical rigidity due to the vehicle weight is poor, the air column resonance sound is increased.
【００１８】また、上記主溝の溝側壁面に形成する長穴
は、主溝の幅Ｗに対して、その最大深さ（ｄ）を０．１
Ｗ＜ｄ＜０．３Ｗとしたときに、気柱共鳴音の低減と排
水性能のバランスが良好な空気入りタイヤとすることを
できることを見出した。本請求項３の発明は、主溝の幅
Ｗに対して、当該主溝に形成する長穴は、最大深さ
（ｄ）が０．１Ｗ＜ｄ＜０．３Ｗである請求項２記載の
空気入りタイヤである。The elongated hole formed on the side wall surface of the main groove has a maximum depth (d) of 0.1 with respect to the width W of the main groove.
It has been found that when W <d <0.3 W, a pneumatic tire having a good balance between air column resonance noise reduction and drainage performance can be obtained. According to the invention of claim 3, the maximum depth (d) of the elongated hole formed in the main groove is 0.1W <d <0.3W with respect to the width W of the main groove. It is a pneumatic tire.
【００１９】上記主溝の溝側壁面に形成する長穴が、溝
の幅Ｗに対して、その最大深さ（ｄ）が０．１Ｗ以下で
あるときは、主溝の溝内に流れる空気に対して摩擦抵抗
を充分与えることができず、気柱共鳴音を低減し難い。
一方、同長穴が溝の幅Ｗに対してその最大深さ（ｄ）が
０．３Ｗ以上の場合は排水性能が低下すると共に、タイ
ヤトレッド部の剛性に悪影響を与え、気柱共鳴音を増大
させる点で車外騒音を却って低減し難い。When the maximum depth (d) of the elongated hole formed on the side wall surface of the main groove is 0.1 W or less with respect to the width W of the groove, the air flowing in the groove of the main groove is formed. However, it is difficult to reduce the air column resonance noise.
On the other hand, when the maximum depth (d) of the same elongated hole is 0.3 W or more with respect to the width W of the groove, drainage performance is deteriorated, the rigidity of the tire tread portion is adversely affected, and air column resonance noise is generated. It is difficult to reduce outside noise rather than increase it.
【００２０】また、上記主溝の溝側壁面に形成する長穴
は、主溝の幅Ｗ及び溝の深さＨに対して、その最大長さ
（ｈ）を０．５Ｈ＜ｈ＜０．８Ｈ、最大幅（ｗ）を０．
１Ｗ＜ｗ＜０．３Ｗに設定することによって、気柱共鳴
音の低減と排水性能のバランスが良好な空気入りタイヤ
とすることをできることを見出した。本請求項４の発明
は、主溝の幅Ｗ及び溝の深さＨに対して、当該主溝に形
成する長穴は、最大長さ（ｈ）が０．５Ｈ＜ｈ＜０．８
Ｈ、最大幅（ｗ）が０．１Ｗ＜ｗ＜０．３Ｗである請求
項３記載の空気入りタイヤである。The elongated hole formed on the side wall surface of the main groove has a maximum length (h) of 0.5H <h <0. 8H, maximum width (w) of 0.
It was found that by setting 1W <w <0.3W, it is possible to obtain a pneumatic tire having a good balance between air column resonance noise reduction and drainage performance. According to the invention of claim 4, with respect to the width W of the main groove and the depth H of the groove, the maximum length (h) of the elongated hole formed in the main groove is 0.5H <h <0.8.
The pneumatic tire according to claim 3, wherein H and the maximum width (w) are 0.1W <w <0.3W.
【００２１】上記主溝の溝側壁面に形成する長穴が、主
溝の幅Ｗ及び溝の深さＨに対して、その最大長さ（ｈ）
を０．５Ｈ以下、或いは最大幅（ｗ）を０．１Ｗ以下と
した場合も、主溝の溝内に流れる空気に対して摩擦抵抗
を充分与えることができず、気柱共鳴音を低減し難い。
一方、同長穴が、主溝の幅Ｗ及び溝の深さＨに対して、
その最大長さ（ｈ）を０．８Ｈ以上、或いは最大幅
（ｗ）を０．３Ｗ以上に設定すると、排水性能が低下す
ると共に、タイヤトレッド部の剛性に悪影響を与え、路
面に対する気柱共鳴音を増大させる点で車外騒音を却っ
て低減し難い。The long hole formed on the side wall surface of the main groove has a maximum length (h) with respect to the width W and the depth H of the main groove.
Is 0.5 H or less, or even if the maximum width (w) is 0.1 W or less, sufficient frictional resistance cannot be given to the air flowing in the main groove, and air column resonance noise is reduced. hard.
On the other hand, with respect to the width W of the main groove and the depth H of the groove,
If the maximum length (h) is set to 0.8H or more, or the maximum width (w) is set to 0.3W or more, drainage performance is deteriorated and the tire tread rigidity is adversely affected, causing air column resonance with the road surface. It is difficult to reduce the noise outside the vehicle in terms of increasing the sound.
【００２２】従って、本発明は、タイヤトレッド部にタ
イヤ円周方向に伸びる主溝を備えた空気入りタイヤにお
いて、上記主溝の溝側壁面だけに、タイヤトレッド表面
方向に伸びる長穴を、タイヤ円周方向に沿って複数本設
け、上記長穴を、その長手方向の中心線がタイヤ接地面
に対する法線に対して−４５度以上４５度以下の角度で
設けると共に、当該主溝の幅Ｗ及び溝の深さＨに対し
て、その最大深さ（ｄ）を０．１Ｗ＜ｄ＜０．３Ｗ、最
大長さ（ｈ）を０．５Ｈ＜ｈ＜０．８Ｈ、最大幅（ｗ）
を０．１Ｗ＜ｗ＜０．３Ｗとした場合に、気柱管共鳴音
及び振動音のいずれもが低減することになり、車外騒音
の総合的な低減化を図ることができるものである。しか
も、上記範囲に長穴を設定することによって、タイヤ耐
久性、排水性等のタイヤ性能とのバランスも良好とな
る。Therefore, according to the present invention, in a pneumatic tire having a main groove extending in the tire circumferential direction in a tire tread portion, an elongated hole extending in the tire tread surface direction is formed only in the groove side wall surface of the main groove. A plurality of elongated holes are provided along the circumferential direction, and the longitudinal center line of the elongated hole is provided at an angle of −45 ° or more and 45 ° or less with respect to the normal to the tire ground contact surface, and the width W of the main groove. And the depth H of the groove, the maximum depth (d) is 0.1W <d <0.3W, the maximum length (h) is 0.5H <h <0.8H, and the maximum width (w).
When 0.1W <w <0.3W, both the air columnar resonance noise and the vibration noise are reduced, and the noise outside the vehicle can be comprehensively reduced. Moreover, by setting the long holes in the above range, the balance with tire performance such as tire durability and drainage becomes good.
【００２３】[0023]
【発明の実施の形態】図１は、本発明にかかる空気入り
タイヤの一実施形態を示す要部拡大部分断面斜視図であ
る。図１において、１はタイヤトレッド部、２はタイヤ
トレッド部１においてタイヤ円周方向に伸びる主溝であ
る。３は隣接する主溝２、２によって構成されたリブで
ある。２ａは主溝２の溝側壁面であり、２ｂは主溝２の
溝底壁面である。４は主溝２の溝側壁面２ａに形成され
たタイヤトレッド表面方向に伸びる略長方形状の長穴で
あり、この略長方形状の長穴４は図示の通りタイヤ円周
方向に沿って多数本形成されているが、主溝２の溝底壁
面２ｂには形成されていない。なお、５はタイヤトレッ
ド部１のゴム下に配置されたベルト部である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an enlarged partial cross-sectional perspective view of an essential part showing an embodiment of a pneumatic tire according to the present invention. In FIG. 1, reference numeral 1 is a tire tread portion, and 2 is a main groove in the tire tread portion 1 extending in the tire circumferential direction. Reference numeral 3 is a rib formed by the adjacent main grooves 2 and 2. Reference numeral 2a denotes a groove side wall surface of the main groove 2, and 2b denotes a groove bottom wall surface of the main groove 2. Reference numeral 4 denotes a substantially rectangular long hole formed in the groove side wall surface 2a of the main groove 2 and extending in the tire tread surface direction. The substantially rectangular long holes 4 are many along the tire circumferential direction as illustrated. Although formed, it is not formed on the groove bottom wall surface 2b of the main groove 2. Reference numeral 5 denotes a belt portion arranged below the rubber of the tire tread portion 1.
【００２４】図１中、Ｗは主溝の幅、Ｈは主溝の深さで
ある。この実施形態においては、タイヤ円周方向の主溝
側壁面２ａに形成された長穴４は、その配置角度がタイ
ヤ接地面に対する法線に対して０度となっている。In FIG. 1, W is the width of the main groove and H is the depth of the main groove. In this embodiment, the elongated holes 4 formed in the main groove side wall surface 2a in the tire circumferential direction have an arrangement angle of 0 degree with respect to the normal to the tire ground contact surface.
【００２５】また、この実施形態で採用した略長方形状
の長穴４のサイズは、図２に示した要部拡大斜視図の通
り定義される。なお、図２において、２は主溝、３はリ
ブ、Ｗは主溝の幅、Ｈは主溝２の深さ、ｄは長穴４の最
大深さ、ｗは長穴４の最大幅、ｈは長穴４の最大高さで
ある。長穴４のサイズは、車外騒音の低減を考慮する
と、それぞれ０．５Ｈ＜ｈ＜０．８Ｈ、０．１Ｗ＜ｗ＜
０．３Ｗ、０．１Ｗ＜ｄ＜０．３Ｗの範囲内で形成され
ている。これらの範囲より小さいと、十分な共鳴音の低
減を図ることができず、これらの範囲より大きくなる
と、タイヤリブの剛性が維持できなくなり、かえって振
動音、気柱共鳴音が増大するために車外騒音が大きくな
る。具体的な大きさはタイヤサイズによって任意に定め
ることができる。The size of the oblong hole 4 having a substantially rectangular shape adopted in this embodiment is defined as shown in the enlarged perspective view of the main part shown in FIG. In FIG. 2, 2 is a main groove, 3 is a rib, W is the width of the main groove, H is the depth of the main groove 2, d is the maximum depth of the slot 4, w is the maximum width of the slot 4, h is the maximum height of the long hole 4. The size of the long holes 4 is 0.5H <h <0.8H and 0.1W <w <, respectively, in consideration of reducing the noise outside the vehicle.
It is formed within a range of 0.3 W and 0.1 W <d <0.3 W. If it is smaller than these ranges, it is not possible to sufficiently reduce the resonance sound, and if it is larger than these ranges, the rigidity of the tire ribs cannot be maintained, and on the contrary, vibration noise and air column resonance sound increase, which causes noise outside the vehicle. Grows larger. The specific size can be arbitrarily determined depending on the tire size.
【００２６】長穴４の主溝２の溝側壁面２ａへの配置の
箇所は特に限定されるものではない。具体的には長穴４
の最大高さｈとの関係で個別的に決定すればよいが、タ
イヤの使用に伴う摩耗を考慮すると、主溝２の溝底壁面
２ｂに近い箇所に設けることが好ましい。The location of the elongated hole 4 on the side wall surface 2a of the main groove 2 is not particularly limited. Specifically, long hole 4
It may be determined individually in relation to the maximum height h of the above, but in consideration of wear due to use of the tire, it is preferable to provide the main groove 2 at a position close to the groove bottom wall surface 2b.
【００２７】長穴４の配置方向は、図２に示す様に、長
穴４の長手方向の中心線Ｃ、Ｃと、図１及び図２に示す
様に、タイヤの放線Ｎ、Ｎとの角度θは−４５度〜４５
度の範囲内にあることが好ましく、本実施形態では既述
の通り０度となっている。As shown in FIG. 2, the elongated holes 4 are arranged in the longitudinal center lines C and C of the elongated holes 4 and the tire radial lines N and N as shown in FIGS. Angle θ is -45 degrees to 45
It is preferably within the range of 0 degree, and in the present embodiment, it is 0 degree as described above.
【００２８】図３は長穴４の配置方向を変更した他の実
施形態を示す要部拡大部分断面斜視図である。同図にお
ける符号は、図１及び図２に示すものと同じである。こ
の例では、長穴４はその長手方向の中心線Ｃ、Ｃがタイ
ヤ接地面に対する法線Ｎ、Ｎとなす角度θがタイヤ回転
方向と逆方向に３０度となっている。FIG. 3 is an enlarged partial sectional perspective view of an essential part showing another embodiment in which the arrangement direction of the elongated holes 4 is changed. The reference numerals in the figure are the same as those shown in FIGS. 1 and 2. In this example, the elongated hole 4 has a center line C in the longitudinal direction, and an angle θ formed by the normal lines N and N with respect to the tire ground contact surface is 30 degrees in the direction opposite to the tire rotation direction.
【００２９】なお、長穴４は、主溝２を構成する一方の
溝側壁面２ａにはタイヤ回転方向と逆方向に傾斜した配
置とし、同主溝２を構成する他方の溝側壁面２ａにはタ
イヤ回転方向に傾斜した配置として、組み合わせて配置
することもできる。The elongated holes 4 are arranged on one of the groove side walls 2a forming the main groove 2 so as to be inclined in the direction opposite to the tire rotation direction, and on the other groove side wall 2a forming the main groove 2. Can also be arranged in combination as an arrangement inclined to the tire rotation direction.
【００３０】また、長穴４の配置は、主溝２の溝側壁面
２ａの全周上にわたり配置してもよいし、周上の一部分
にのみ設けることもできる。また、タイヤトレッド部に
複数の主溝を有するタイヤに対しては、すべての主溝に
対して設けてもよいし一部の主溝のみに設けることもで
きる。また、本実施形態のタイヤは、リブパターンのタ
イヤに適用しているが、ブロックパターンでも同様に適
用できる。The elongated holes 4 may be arranged over the entire circumference of the groove side wall surface 2a of the main groove 2, or may be provided only on a part of the circumference. Further, for a tire having a plurality of main grooves in the tire tread portion, it may be provided in all the main grooves or may be provided in only some of the main grooves. Further, the tire according to the present embodiment is applied to a tire having a rib pattern, but a tire having a block pattern can be similarly applied.
【００３１】また、長穴４は、図１に示す様に主溝２の
溝側壁面２ａに同一の形状、寸法及び配置方向で設ける
こともできるが、図４に示す様に、上記範囲内でランダ
ムに変化させることもできる。The elongated hole 4 can be provided in the groove side wall surface 2a of the main groove 2 in the same shape, size and arrangement direction as shown in FIG. 1, but as shown in FIG. You can also change it at random.
【００３２】また、長穴の数は主溝総面積の約３０〜７
０％が長穴の表面積になるように設けることが好まし
い。この割合よりも少ない場合は、共鳴音の十分な低減
を図ることができず、一方この割合より多い場合はリブ
の剛性が維持できなくなり、かえって振動音、気柱共鳴
音が増大するために車外騒音が大きくなる。The number of slots is about 30 to 7 of the total area of the main groove.
It is preferable that the surface area of the long hole is 0%. If it is less than this ratio, it is not possible to sufficiently reduce the resonance sound. On the other hand, if it is more than this ratio, the rigidity of the ribs cannot be maintained and the vibration sound and air column resonance sound are increased, and the outside of the vehicle is increased. The noise is loud.
【００３３】なお、本発明の長穴は、本実施形態の様に
略長方形状の長穴が好ましいが、その他楕円形状等でも
よく、要するに小凹の窪みとして構成されていることが
重要である。なお、本発明でいう長穴は、長手方向の両
端を含む全体形状において周囲が閉塞した穴形状であれ
ば足りる。従って、一端がタイヤトレッド表面に開口し
ている溝形状は含まれないが、溝底に到達している長穴
は含まれる。但し、本発明の長穴は、クラックの発生を
防止する見地等からすれば、溝底から離して形成するこ
とが好ましい。The elongated hole of the present invention is preferably an oblong hole having a substantially rectangular shape as in the present embodiment, but may be an elliptical shape or the like, and in short, it is important that the elongated hole is formed as a concave recess. . The elongated hole referred to in the present invention is sufficient if it has a hole shape with a closed periphery in the overall shape including both ends in the longitudinal direction. Therefore, the groove shape having one end open to the tire tread surface is not included, but the elongated hole reaching the groove bottom is included. However, from the standpoint of preventing the occurrence of cracks, the elongated hole of the present invention is preferably formed apart from the groove bottom.
【００３４】[0034]
【実施例】表１に示すタイヤサイズ６．５０Ｒ１６の実
施例及び比較例の各タイヤを用いて、台上タイヤ単体騒
音及び、実車走行により操縦安定性を評価した。なお、
実施例、比較例の各タイヤとも図５に示す同じトレッド
パターンを使用している。図５において、図１と同符号
は同じ意味を示している。また主溝２の溝側壁面２ａに
形成する穴は、実施例１では図１に示す形状、寸法及び
図４に示すランダム配置で長穴４として形成されてい
る。実施例２では図１に示す形状、寸法で、図４に示す
ランダム配置でなおかつ図３に示すように角度を付して
長穴を形成している。実施例３では図１に示す形状、寸
法で、図３に示すように角度を付して均一に長穴を形成
している。比較例１は主溝２の溝側壁面２ａに穴を形成
しない従来のタイヤをである。また比較例２では主溝２
の溝側壁面２ａに形成する穴は、図１に示す配置条件で
主溝２の溝側壁面２ａだけに形成され、かつ表１で特定
される丸穴（ディンプル）として形成されている。な
お、各実施例、比較例の各タイヤのベルト補強層は同部
材、同構造及び同配置で構成している。[Examples] Using the tires of Examples and Comparative Examples having a tire size of 6.50R16 shown in Table 1, the stand-alone tire noise and the steering stability were evaluated by actual vehicle running. In addition,
The same tread pattern shown in FIG. 5 is used for each tire of the example and the comparative example. 5, the same reference numerals as those in FIG. 1 indicate the same meanings. Further, in the first embodiment, the holes formed in the groove side wall surface 2a of the main groove 2 are formed as elongated holes 4 in the shape and size shown in FIG. 1 and in the random arrangement shown in FIG. In the second embodiment, the elongated holes are formed in the shape and size shown in FIG. 1 in the random arrangement shown in FIG. 4 and at an angle as shown in FIG. In the third embodiment, the elongated holes are formed uniformly with the shape and size shown in FIG. 1 at an angle as shown in FIG. Comparative Example 1 is a conventional tire in which no hole is formed in the groove side wall surface 2a of the main groove 2. In Comparative Example 2, the main groove 2
The hole formed in the groove side wall surface 2a is formed only in the groove side wall surface 2a of the main groove 2 under the arrangement conditions shown in FIG. 1, and is formed as a round hole (dimple) specified in Table 1. The belt reinforcing layer of each tire of each of the examples and comparative examples has the same member, the same structure, and the same arrangement.
【００３５】[0035]
【表１】 [Table 1]
【００３６】表１に各実施例及び比較例の台上タイヤ単
体騒音、操縦安定性の試験結果を示した。なお、台上タ
イヤ単体騒音はＪＡＳＯ−Ｃ６０６に準拠して試験し
た。速度は５０ｋｍ／ｈである。表１の台上タイヤ単体
騒音は、１／３オクターブバンドの１ＫＨｚ気柱共鳴音
レベルを測定し、比較例１のタイヤとの間におけるタイ
ヤ騒音差で示している。騒音のマイナス値が大きくなれ
ばなるほどタイヤ騒音が低減していることを示す。Table 1 shows the test results of the stand-alone tire unit noise and steering stability of each example and comparative example. The stand-alone tire noise was tested according to JASO-C606. The speed is 50 km / h. The stand-alone tire noise in Table 1 is represented by the tire noise difference between the tire of Comparative Example 1 and the 1 KHz air column resonance sound level of the 1/3 octave band. The larger the negative value of noise is, the lower the tire noise is.
【００３７】ウェット時における操縦安定性はテストコ
ースにおいて専用ドライバーによる官能評価を行い、比
較例１を基準にして評価した。The steering stability when wet was evaluated by a sensory evaluation by a dedicated driver on a test course, and was evaluated based on Comparative Example 1.
【００３８】表１より、比較例２の丸形ディンプルを主
溝の溝側壁及び溝底壁に付したタイヤは、比較例１の穴
を付さないタイヤに較べて、車外騒音はわずかに低減し
ているが、タイヤ騒音の低減の観点からは十分な効果を
奏していない。一方、長穴４を設けた実施例のタイヤは
いずれも比較例１及び比較例２のタイヤよりも、２ｄＢ
以上のタイヤ騒音の低減化がみられた。また、実施例の
タイヤはいずれも操縦安定性が比較例１と同様に基準並
であった。From Table 1, the tire with the circular dimples of Comparative Example 2 attached to the groove side wall and the groove bottom wall of the main groove has a slightly reduced exterior noise as compared to the tire without the hole of Comparative Example 1. However, it is not sufficiently effective from the viewpoint of reducing tire noise. On the other hand, the tires of the examples provided with the long holes 4 are 2 dB more than the tires of the comparative examples 1 and 2.
The above-mentioned reduction in tire noise was observed. In addition, the steering stability of each of the tires of the examples was about the same as the reference, as in Comparative Example 1.
【００３９】また、比較例４乃至６のように、長穴のサ
イズ、配置角度、配置数が十分でないと、車外騒音の低
減化が必ずしも充分でない。これらのタイヤはタイヤの
振動音及び気柱共鳴音が増長されたため、車外騒音の低
減化が十分とならなかったものと推量される。Further, as in Comparative Examples 4 to 6, if the size, the arrangement angle, and the number of the elongated holes are not sufficient, the noise outside the vehicle cannot be sufficiently reduced. It is speculated that these tires did not sufficiently reduce the noise outside the vehicle because the vibration noise and air column resonance noise of the tires were increased.
【００４０】実施例１のタイヤと比較例１及び６のタイ
ヤと較べ、速度がタイヤ騒音に与える影響を考慮するた
めに、低速から高速までの１／３オクターブバンドの１
ＫＨｚタイヤ騒音のレベルを測定した。その結果を図６
に示す。図６より、実施例１のタイヤは比較例タイヤに
比していずれもタイヤ騒音の低減化が認められる。Compared with the tire of Example 1 and the tires of Comparative Examples 1 and 6, in order to consider the effect of speed on tire noise, 1/3 octave band from low speed to high speed was used.
The level of KHz tire noise was measured. The result is shown in Figure 6.
Shown in. From FIG. 6, it is recognized that the tires of Example 1 have a lower tire noise than the comparative tires.
【００４１】[0041]
【発明の効果】以上の通り、本発明はタイヤトレッド部
にタイヤ円周方向に伸びる主溝を備えた空気入りタイヤ
において、上記主溝の溝側壁面だけに、タイヤトレッド
表面方向に伸びる長穴を、タイヤ円周方向に沿って、複
数本設けた空気入りタイヤであるので、ウェット走行時
の排水性やタイヤ耐久性等の基本性能を維持しつつ、車
外騒音の低騒音化を実現することができる。As described above, according to the present invention, in a pneumatic tire having a main groove extending in the tire circumferential direction in a tire tread portion, a long hole extending in the tire tread surface direction is formed only in the groove side wall surface of the main groove. Since it is a pneumatic tire provided with a plurality of tires along the circumferential direction of the tire, it is possible to reduce external noise while maintaining basic performance such as drainage performance and tire durability during wet running. You can
【図１】発明にかかる空気入りタイヤの一実施形態を示
す要部拡大部分断面斜視図である。FIG. 1 is an enlarged partial cross-sectional perspective view of essential parts showing an embodiment of a pneumatic tire according to the present invention.
【図２】同要部拡大斜視図である。FIG. 2 is an enlarged perspective view of the relevant part.
【図３】同他の実施形態を示す要部拡大部分断面斜視図
である。FIG. 3 is an enlarged partial cross-sectional perspective view of an essential part showing the other embodiment.
【図４】同他の実施形態を示す要部拡大部分断面斜視図
である。FIG. 4 is an enlarged partial sectional perspective view of an essential part showing the other embodiment.
【図５】同実施例に係るトレッドパターンの概略図であ
る。FIG. 5 is a schematic view of a tread pattern according to the example.
【図６】走行速度と１ＫＨｚの車外騒音のレベルとの関
係を示すグラフである。FIG. 6 is a graph showing the relationship between the traveling speed and the level of noise outside the vehicle at 1 KHz.
１ タイヤトレッド部 ２ 主溝 ２ａ 溝側壁面 ２ｂ 溝底壁面 ３ リブ ４ 長穴 1 tire tread 2 main groove 2a Groove side wall surface 2b Groove bottom wall 3 ribs 4 slots
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平３−157208（ＪＰ，Ａ) 特開 平10−76812（ＪＰ，Ａ) 特開 平９−2018（ＪＰ，Ａ) 特開 平７−17217（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 11/00,11/04,11/13 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-3-157208 (JP, A) JP-A-10-76812 (JP, A) JP-A-9-2018 (JP, A) JP-A-7- 17217 (JP, A) (58) Fields investigated (Int.Cl. 7 , DB name) B60C 11 / 00,11 / 04,11 / 13
Claims (4)
びる主溝を備えた空気入りタイヤにおいて、上記主溝の
溝側壁面だけに、タイヤトレッド内面から表面方向に伸
び、長手方向の両端を含む全体形状において周囲が閉塞
した長穴を、タイヤ円周方向に沿って、複数本設けたこ
とを特徴とする空気入りタイヤ。1. A pneumatic tire having a main groove extending in the tire circumferential direction in a tire tread portion, only the groove side wall surface of the main groove, Shin toward the surface from the tire tread inner surface
And the periphery is closed in the entire shape including both ends in the longitudinal direction
A plurality of such elongated holes are provided along the tire circumferential direction.
地面に対する法線に対して−４５度以上４５度以下の角
度で設けられている請求項１記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein a center line in the longitudinal direction of the long hole is provided at an angle of −45 ° or more and 45 ° or less with respect to a normal to the tire ground contact surface.
る長穴は、最大深さ（ｄ）が０．１Ｗ＜ｄ＜０．３Ｗで
ある請求項２記載の空気入りタイヤ。3. The pneumatic tire according to claim 2, wherein the maximum depth (d) of the elongated hole formed in the main groove is 0.1 W <d <0.3 W with respect to the width W of the main groove. .
当該主溝に形成する長穴は、最大長さ（ｈ）が０．５Ｈ
＜ｈ＜０．８Ｈ、最大幅（ｗ）が０．１Ｗ＜ｗ＜０．３
Ｗである請求項３記載の空気入りタイヤ。4. With respect to the width W of the main groove and the depth H of the main groove,
The long hole formed in the main groove has a maximum length (h) of 0.5H.
<H <0.8H, maximum width (w) is 0.1W <w <0.3
The pneumatic tire according to claim 3, which is W.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14858897A JP3377407B2 (en) | 1997-05-21 | 1997-05-21 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14858897A JP3377407B2 (en) | 1997-05-21 | 1997-05-21 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10315711A JPH10315711A (en) | 1998-12-02 |
| JP3377407B2 true JP3377407B2 (en) | 2003-02-17 |
Family
ID=15456115
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14858897A Expired - Lifetime JP3377407B2 (en) | 1997-05-21 | 1997-05-21 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3377407B2 (en) |
Families Citing this family (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7011126B2 (en) * | 2003-10-17 | 2006-03-14 | The Goodyear Tire & Rubber Company | Progressive tire tread wear indicator |
| JP4527968B2 (en) * | 2003-11-26 | 2010-08-18 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP4522790B2 (en) * | 2004-08-31 | 2010-08-11 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP4921889B2 (en) * | 2006-08-23 | 2012-04-25 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP5129470B2 (en) * | 2006-08-24 | 2013-01-30 | 住友ゴム工業株式会社 | Pneumatic tire |
| US7819153B2 (en) * | 2006-11-08 | 2010-10-26 | Bridgestone Americas Tire Operations, Llc | Tire including concave recesses in a circumferential tread |
| US9079459B2 (en) * | 2007-02-07 | 2015-07-14 | Bridgestone Firestone North American Tire, Llc | Tire with tread including rib having chamfered surface |
| JP5134879B2 (en) * | 2007-07-30 | 2013-01-30 | 株式会社ブリヂストン | Pneumatic tire |
| JP4748810B2 (en) | 2007-09-05 | 2011-08-17 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP4711314B2 (en) * | 2007-09-28 | 2011-06-29 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP4812039B2 (en) | 2007-10-01 | 2011-11-09 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP4755163B2 (en) * | 2007-11-22 | 2011-08-24 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP4431178B2 (en) * | 2008-01-15 | 2010-03-10 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP4759004B2 (en) * | 2008-02-01 | 2011-08-31 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP5207449B2 (en) * | 2008-02-07 | 2013-06-12 | 東洋ゴム工業株式会社 | Automotive tires |
| JP5117238B2 (en) * | 2008-03-25 | 2013-01-16 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP2010105591A (en) * | 2008-10-31 | 2010-05-13 | Bridgestone Corp | Pneumatic tire |
| JP5980583B2 (en) * | 2012-06-15 | 2016-08-31 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP6091872B2 (en) | 2012-12-10 | 2017-03-08 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP6124667B2 (en) * | 2013-04-25 | 2017-05-10 | 東洋ゴム工業株式会社 | Pneumatic tire |
| CN116021927A (en) * | 2022-12-24 | 2023-04-28 | 山东玲珑轮胎股份有限公司 | Tire with knurled tread groove wall |
-
1997
- 1997-05-21 JP JP14858897A patent/JP3377407B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH10315711A (en) | 1998-12-02 |
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