JPH03276802A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH03276802A JPH03276802A JP2197042A JP19704290A JPH03276802A JP H03276802 A JPH03276802 A JP H03276802A JP 2197042 A JP2197042 A JP 2197042A JP 19704290 A JP19704290 A JP 19704290A JP H03276802 A JPH03276802 A JP H03276802A
- Authority
- JP
- Japan
- Prior art keywords
- fin
- main groove
- pneumatic tire
- tire
- main
- 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
- 230000002093 peripheral effect Effects 0.000 abstract 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 7
- 230000000694 effects Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 230000006866 deterioration Effects 0.000 description 2
- 230000005489 elastic deformation Effects 0.000 description 2
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
- B60C11/0318—Tread patterns irregular patterns with particular pitch sequence
-
- 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
- B60C2011/1338—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising protrusions
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は空気入りタイヤに係り、特にトレッド部にタイ
ヤ周方向に沿った複数の主溝を備えた空気入りタイヤに
関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire having a tread portion with a plurality of main grooves along the tire circumferential direction.
従来、タイヤのウェット性能、特にハイドロプレーニン
グ防止性能を向上するために、第15図に示される如く
、トレッド部72にタイヤ周方向に沿って複数の主溝7
4を形成し、接地面内に侵入する水を主溝74によって
速やかに排水するよにした空気入りタイヤ70が知られ
ている。Conventionally, in order to improve the wet performance of a tire, especially the anti-hydroplaning performance, a plurality of main grooves 7 are provided in a tread portion 72 along the tire circumferential direction, as shown in FIG.
A pneumatic tire 70 is known in which a main groove 74 is formed so that water entering the ground contact surface is quickly drained away through a main groove 74.
特に最近の高性能空気入りタイヤにおいては、タイヤの
偏平化にともない、ハイドロプレーニングが極度に発生
し易くなっている。このため、主溝74の幅Nがかなり
大きく設定されている。Particularly in recent high-performance pneumatic tires, as the tires become flatter, hydroplaning is extremely likely to occur. For this reason, the width N of the main groove 74 is set to be quite large.
しかしながら、主溝74の幅Nを大きく設定した場合に
は、路面と主溝74によって形成される空気柱が太くな
る。このた約、これらの空気柱の共鳴現象により発生す
る接地時の騒音レベルが高くなるという不具合があった
。However, when the width N of the main groove 74 is set large, the air column formed by the road surface and the main groove 74 becomes thick. Due to this, there was a problem in that the noise level at the time of ground contact caused by the resonance phenomenon of these air columns increased.
本発明は上記事実を考慮し、ウェット性能の低下を招く
ことなく、接地時の騒音レベルを低減できる空気入りタ
イヤを得ることが目的である。The present invention has been made in consideration of the above facts, and an object of the present invention is to obtain a pneumatic tire that can reduce the noise level upon contact with the ground without causing a decrease in wet performance.
請求項(1)記載の本発明は、トレッド部にタイヤ周方
向に沿った複数の主溝を備えた空気入りタイヤであって
、前記トレッド部の正規内圧、正規荷重時のもとでの接
地面内に存在する前記各主溝内に少なくとも1つ以上か
つ前記主溝を塞ぐように突出され前記主溝の軸線方向に
弾性変形可能とされたひれ部を有することを特徴として
いる。The present invention as set forth in claim (1) is a pneumatic tire having a plurality of main grooves along the circumferential direction of the tire in a tread portion, wherein the tread portion has a contact surface under a normal internal pressure and under a normal load. It is characterized by having at least one fin part in each of the main grooves existing in the ground, which protrudes so as to close the main grooves and is elastically deformable in the axial direction of the main grooves.
また、請求項(2)記載の本発明は、前記主溝の開口側
端部と前記ひれ部との段差Wと前記主溝の深さDとの比
W/Dを0. 1〜0.5に設定したことを特徴として
いる。Further, in the present invention as set forth in claim (2), the ratio W/D of the step difference W between the opening side end of the main groove and the fin portion and the depth D of the main groove is 0. It is characterized by being set to 1 to 0.5.
また、請求項(3)記載の本発明は、前記ひれ部のタイ
ヤ周方向の厚さを前記主溝の幅以下に設定したことを特
徴としている。Further, the present invention as set forth in claim (3) is characterized in that the thickness of the fin portion in the tire circumferential direction is set to be equal to or less than the width of the main groove.
また、請求項(4)記載の本発明は、前記ひれ部が前記
主溝の中心線を挟んで設けられた2枚−対のひれで構成
されたことを特徴としている。Further, the present invention as set forth in claim (4) is characterized in that the fin portion is constituted by a pair of fins provided on both sides of the center line of the main groove.
また、請求項(5)記載の本発明は、前記ひれ部が前言
己主溝の両壁面に夫々一枚づつ設けれた2枚一対のひれ
で構成され各ひれの前記主溝の中心線側端部がタイヤ周
方向に隙間を開けて重複するように設けられたことを特
徴としている。Further, in the present invention as set forth in claim (5), the fin portion is constituted by a pair of fins provided one on each side of the main groove, and each fin is on the center line side of the main groove. It is characterized in that the end portions are provided so as to overlap with each other with a gap in the tire circumferential direction.
請求項(1)記載の本発明では、トレッド部の正規内圧
、正規荷重時のもとでの接地面内に存在する各主溝内に
、ひれ部が少なくとも1つ以上かつ主溝を塞くように突
出されており、このひれ部は、主溝の軸線方向に弾性変
形可能とされている。In the present invention as set forth in claim (1), at least one fin portion is present in each main groove existing in the ground contact surface under normal internal pressure and normal load of the tread portion, and the fin portion closes the main groove. The fin portion protrudes like this, and this fin portion can be elastically deformed in the axial direction of the main groove.
従って、本発明の空気入りタイヤがドライ路面を走行し
た場合には、路面と主溝によって形成される空気柱内を
流れる空気の大部分がひれ部によって関止於られる。こ
のため、空気流量が減少すると共に空気流が乱れる。こ
れにより、空気柱の共鳴現象を抑制でき、共鳴現象によ
り発生する接地時の騒音レベルを低減することができる
。Therefore, when the pneumatic tire of the present invention runs on a dry road surface, most of the air flowing in the air column formed by the road surface and the main groove is stopped by the fins. As a result, the air flow rate decreases and the air flow becomes turbulent. Thereby, the resonance phenomenon of the air column can be suppressed, and the noise level at the time of ground contact caused by the resonance phenomenon can be reduced.
また、本発明の空気入りタイヤがウェット路面を走行し
た場合には、路面と主溝との間を流れる水の動水圧が前
記空気流の空気圧よりかなり大きいため、この動水圧に
よって、ひれ部が主溝の軸線方向、即ち動水圧の作用方
向に弾性変形する。Further, when the pneumatic tire of the present invention runs on a wet road surface, the hydraulic pressure of the water flowing between the road surface and the main groove is considerably higher than the air pressure of the air flow, so this hydraulic pressure causes the fins to It is elastically deformed in the axial direction of the main groove, that is, in the direction in which hydrodynamic pressure is applied.
従って、路面と主溝との間を流れる水流がひれ部によっ
て関止められることがなく、接地面内に侵入する水を主
溝によって速やかに排水することができる。このため、
ウェット性能の低下を招くことがない。Therefore, the water flow flowing between the road surface and the main groove is not blocked by the fins, and water entering the ground contact surface can be quickly drained away by the main groove. For this reason,
No deterioration in wet performance.
一方、主溝の開口側端部とひれ部との段差がない場合、
即ちひれ部高さがタイヤ表面と同一高さとされた場合に
は、ひれ部が接地する時、踏込部で打撃音が発生し、タ
イヤ回転数とひれ部のピッチで決定される周波数によっ
て耳障りな音を発生することがある。On the other hand, if there is no step between the opening end of the main groove and the fin,
In other words, if the height of the fin is the same as the tire surface, when the fin touches the ground, a striking sound will be generated at the stepping part, and the sound will be harsh depending on the frequency determined by the tire rotation speed and the pitch of the fin. May produce noise.
従って、請求項(2)記載の本発明では、ひれ部高さを
タイヤ表面と同一とせず、主溝の開口側端部とひれ部と
の段差Wと、主溝の深さDとの比W/Dを0.1〜0.
5に設定し、ひれ部が接地する時の踏込部での打撃音の
発生を防止している。Therefore, in the present invention as set forth in claim (2), the fin height is not the same as the tire surface, and the ratio of the step W between the opening side end of the main groove and the fin to the depth D of the main groove is W/D from 0.1 to 0.
5 to prevent the generation of impact noise at the stepping part when the fin touches the ground.
なお、比W/Dは0.1〜0. 5に設定することが好
ましく、W/Dが0. 1未満の場合には、正規荷重時
のトレンド部のタイヤ半径方向の圧縮歪みによって、ひ
れ部が接地し耳障りな音が発生ずることがあり、W/D
が0.5を超えた場合には、空気柱の共鳴現象の抑制が
不充分となる。Note that the ratio W/D is 0.1 to 0. It is preferable to set it to 5, and W/D is 0. If it is less than 1, the fin may touch the ground due to compressive strain in the tire radial direction at the trend section under the normal load, causing a harsh sound.
If it exceeds 0.5, the resonance phenomenon of the air column will be insufficiently suppressed.
以下本発明の第1実施例を第1図〜第6図に従って説明
する。A first embodiment of the present invention will be described below with reference to FIGS. 1 to 6.
第3図に示される如く、空気入りタイヤ10のトレッド
部12のトレッドパターンにおいては、タイヤ幅方向(
第3図の左右方向)に所定間隔を隔ててタイヤの周方向
(第3図の上下方向)に4本の主溝14が形成されてい
る。これらの周方向溝14の2本はトレッド部12の赤
道面13の近傍に赤道面13を挟んで形成されており、
他の2本はトレッド部12の正規内圧、正規荷重での接
地区域S(実質上のトレッド幅に相当)のタイヤ幅方向
両端部近傍に形成されている。As shown in FIG. 3, in the tread pattern of the tread portion 12 of the pneumatic tire 10, the width direction of the tire (
Four main grooves 14 are formed in the circumferential direction of the tire (vertical direction in FIG. 3) at predetermined intervals in the horizontal direction in FIG. 3). Two of these circumferential grooves 14 are formed near the equatorial plane 13 of the tread portion 12 with the equatorial plane 13 in between,
The other two are formed near both ends in the tire width direction of the ground contact area S (corresponding to the actual tread width) of the tread portion 12 under normal internal pressure and normal load.
また、各周方向溝14にはひれ部16が設けられている
。このひれ部16は、第4図に示される空気入りタイヤ
lOの正規内圧、正規荷重時のもとでの接地面18にお
いて、各周方向溝14に少なくとも1つ以上存在するよ
うに設けられている。Furthermore, each circumferential groove 14 is provided with a fin portion 16 . This fin portion 16 is provided so that at least one fin portion 16 is present in each circumferential groove 14 on the contact surface 18 of the pneumatic tire IO under normal internal pressure and normal load as shown in FIG. There is.
なお、ひれ部16は各主溝14毎にタイヤ周方向にずら
して形成しても良く、またひれ部16のタイヤ周方向の
ピッチも各主溝14毎に変えても良い。Note that the fin portions 16 may be formed to be shifted in the tire circumferential direction for each main groove 14, and the pitch of the fin portions 16 in the tire circumferential direction may also be changed for each main groove 14.
第1図及び第2図(A)に示される如く、ひれ部16は
、主溝14の軸線15を挟んで配置された右ひれ20、
左ひれ22の2枚で一対とされている。右ひれ20の一
方の端部2OAは、主溝14の一方の壁面14Aに固着
又は一体的に形成されている。また、左ひれ22の一方
の端部22Aは、主溝14の他方の壁面14Bに固着又
は一体的に形成されている。右ひれ20の他方の端部2
2Aと左ひれ22の他方の端部22Bとの間には隙間が
形成されている。従って、右ひれ20及び左ひれ22は
第2図(A)の想像線で示される如く、所定値以上の圧
力が作用した場合に、圧力の作用方向(矢印V方向)へ
弾性変形し、観音開きとなるようになっている。また、
これらの右ひれ20及び左ひれ22の厚さTは、主溝1
4の開口幅り以下(T≦L)とされている。As shown in FIGS. 1 and 2(A), the fin portion 16 includes a right fin 20 disposed across the axis 15 of the main groove 14,
The left fin 22 is considered to be a pair. One end 2OA of the right fin 20 is fixed to or integrally formed with one wall surface 14A of the main groove 14. Further, one end 22A of the left fin 22 is fixed to or integrally formed with the other wall surface 14B of the main groove 14. The other end 2 of the right fin 20
A gap is formed between 2A and the other end 22B of the left fin 22. Therefore, as shown by the imaginary lines in FIG. 2(A), the right fin 20 and the left fin 22 are elastically deformed in the direction of pressure application (in the direction of arrow V) when a pressure of a predetermined value or more is applied, and the right fin 20 and the left fin 22 are opened double-sided. It is designed to be. Also,
The thickness T of these right fin 20 and left fin 22 is the same as that of the main groove 1.
4 (T≦L).
第2図(B)に示される如く、主溝14の開口側端部1
4C(タイヤ表面部)と、右ひれ20及び左ひれ22と
の段差Wは、夫々主溝14の深さDに対してW/D、=
0.1〜0.5に設定されている。As shown in FIG. 2(B), the opening side end 1 of the main groove 14
4C (tire surface) and the right fin 20 and left fin 22, respectively, have a step W/D with respect to the depth D of the main groove 14, =
It is set between 0.1 and 0.5.
次に本実施例の作用について説明する。Next, the operation of this embodiment will be explained.
本実施例では、主溝14の軸線15を挟んで2枚一対で
設けれた右ひれ20及び左ひれ22の端部2OA、22
Aが、各主溝14の壁面14A114Bに夫々固着され
、右ひれ20及び左ひれ22が主溝14の軸15方向に
弾性変形可能とされている。In this embodiment, the ends 2OA, 22 of the right fin 20 and the left fin 22 are provided as a pair with the axis 15 of the main groove 14 in between.
A is fixed to the wall surfaces 14A and 114B of each main groove 14, respectively, and the right fin 20 and left fin 22 are elastically deformable in the direction of the axis 15 of the main groove 14.
また、これらの右ひれ20及び左ひれ22は接地面18
内に存在する主溝14内に少なくとも一対存在するよう
に設けられている。Further, these right fin 20 and left fin 22 are connected to the ground plane 18.
At least one pair of main grooves 14 are provided within the main groove 14 .
従って、本実施例の空気入りタイヤ10がドライ路面を
走行した場合には、路面と主溝14によって形成される
空気柱内を流れる空気の大部分が右ひれ20及び左ひれ
22によって関止められ、空気流量が減少すると共に空
気流が乱れる。このため、これらの空気柱の共鳴現象が
抑制でき、共鳴現象により発生する接地時の騒音レベル
を低減することができる。Therefore, when the pneumatic tire 10 of this embodiment runs on a dry road surface, most of the air flowing within the air column formed by the road surface and the main groove 14 is blocked by the right fin 20 and the left fin 22. , the air flow rate decreases and the air flow becomes turbulent. Therefore, the resonance phenomenon of these air columns can be suppressed, and the noise level during ground contact caused by the resonance phenomenon can be reduced.
また、主溝14の開口側端部14Cと、右ひれ20及び
左ひれ22との段差Wは、主溝14の深さDに対してW
/D=0.1〜0.5に設定されている。このため、タ
イヤ転勤時、右ひれ20及び左ひれ22が接地すること
がなく、右ひれ20及び左ひれ22の踏込部での打撃音
の発生を防止することができる。Further, the step W between the opening side end 14C of the main groove 14 and the right fin 20 and left fin 22 is W with respect to the depth D of the main groove 14.
/D=0.1 to 0.5. Therefore, when the tires are transferred, the right fin 20 and the left fin 22 do not touch the ground, and it is possible to prevent the generation of impact noise at the stepping portions of the right fin 20 and left fin 22.
一方、本実施例の空気入りタイヤ1oがウェット路面を
走行した場合には、路面と主溝14との間を流れる水の
動水圧が前記空気流の空気圧よりかなり大きいため、こ
の動水圧によって、右ひれ20及び左ひれ22が動水圧
の作用する方向(第2図(A)の矢印V方向)へ弾性変
形し、右ひれ20及び左ひれ22が観音開きとなる。On the other hand, when the pneumatic tire 1o of this embodiment runs on a wet road surface, the hydraulic pressure of the water flowing between the road surface and the main groove 14 is considerably higher than the air pressure of the air flow, so that due to this hydraulic pressure, The right fin 20 and the left fin 22 are elastically deformed in the direction in which the hydrodynamic pressure acts (the direction of the arrow V in FIG. 2(A)), and the right fin 20 and the left fin 22 become double-sided.
従って、路面と主溝14との間を流れる水流が右ひれ2
0及び左ひれ22によって関止められることがなく、接
地面内に侵入する水を主溝14によって速やかに排水す
ることができるため、ウェ:ント性能の低下を招くこと
がない。Therefore, the water flow flowing between the road surface and the main groove 14 is
Since the main groove 14 is not blocked by the zero and left fins 22 and the water that enters the ground contact surface can be quickly drained away by the main groove 14, there is no deterioration in wet performance.
次に、本発明の第2実施例を第5図及び第6図に従って
説明する。Next, a second embodiment of the present invention will be described with reference to FIGS. 5 and 6.
なお、第1実施例と同一部材については同一符号を付し
て説明を省略する。Note that the same members as those in the first embodiment are given the same reference numerals and the description thereof will be omitted.
第5図及び第6図に示される如く、右ひれ24及び左ひ
れ26の主溝14の底部14C側端部24C126Cは
夫々主溝14の底部14Cに達していない。このた約、
主溝14の底部14C近傍に隙間27が形成されている
。また、右ひれ24及び左ひれ2Gの位置、厚さT、及
び段差Wは第1実施例の右ひれ20及び左ひれ22と同
一とされている。As shown in FIGS. 5 and 6, the ends 24C and 126C on the bottom 14C side of the main groove 14 of the right fin 24 and the left fin 26 do not reach the bottom 14C of the main groove 14, respectively. This covenant,
A gap 27 is formed near the bottom 14C of the main groove 14. Further, the positions, thicknesses T, and steps W of the right fin 24 and left fin 2G are the same as those of the right fin 20 and left fin 22 of the first embodiment.
従って、隙間27を形成したことによって、動水圧によ
る右ひれ24及び左ひれ26の弾性変形が円滑となる。Therefore, by forming the gap 27, elastic deformation of the right fin 24 and the left fin 26 due to hydrodynamic pressure becomes smooth.
また、この隙間27によって、空気柱の共鳴現象により
発生する接地時の騒音レベルが向上することは殆どない
。Moreover, this gap 27 hardly improves the noise level at the time of ground contact, which is caused by the resonance phenomenon of the air column.
次に、本発明の第3実施例を第7図及び第8図に従って
説明する。Next, a third embodiment of the present invention will be described with reference to FIGS. 7 and 8.
なお、第1実施例と同一部材については同一符号を付し
て説明を省略する。Note that the same members as those in the first embodiment are given the same reference numerals and the description thereof will be omitted.
第7図及び第8図に示される如く、右ひれ28及び左ひ
れ30は、夫々主溝14の深さ方向に沿って、スリット
29によって上部28A、30A。As shown in FIGS. 7 and 8, the right fin 28 and the left fin 30 are formed by slits 29 along the depth direction of the main groove 14, respectively, in the upper portions 28A, 30A.
中部28B、30B、下部28C,30Cに3分割(2
分割、4分割等でも良い)されており、下部28C13
0C(7)主溝14の底部14CffiJm部は夫々主
溝14の底部14Cに達していない。このため、主溝1
4の底部14C近傍に隙間31が形成されている。また
右ひれ28及び左ひれ30の位置、厚さT、及び段差W
は第1実施例の右ひれ20及び左ひれ22と同一とされ
ている。Divided into 3 parts (2
(It may be divided into four parts, etc.), and the lower part is 28C13.
0C(7) The bottom portions 14CffiJm of the main groove 14 do not reach the bottom portion 14C of the main groove 14, respectively. For this reason, main groove 1
A gap 31 is formed near the bottom 14C of 4. Also, the position, thickness T, and step W of the right fin 28 and left fin 30
are the same as the right fin 20 and left fin 22 of the first embodiment.
従って、スリット29によって右ひれ28及び左ひれ3
0を分割したたt、動水圧による右ひれ28及び左ひれ
30の弾性変形が円滑となる。また、スリット29及び
隙間31によって、空気柱の共鳴現象により発生する接
地時の騒音レベルが増大することは殆どない。Therefore, the slit 29 allows the right fin 28 and the left fin 3 to
By dividing 0, the elastic deformation of the right fin 28 and left fin 30 due to hydrodynamic pressure becomes smooth. Moreover, the slit 29 and the gap 31 hardly increase the noise level at the time of ground contact, which is caused by the resonance phenomenon of the air column.
次に、本発明の第4実施例を第9図、第10図(A)及
び第10図(B)に従って説明する。Next, a fourth embodiment of the present invention will be described with reference to FIGS. 9, 10(A), and 10(B).
なお、第1実施例と同一部材については同一符号を付し
て説明を省略する。Note that the same members as those in the first embodiment are given the same reference numerals and the description thereof will be omitted.
第9図及び第10図(A)に示される如く、ひれ部16
は、主溝140両壁面14A、14Bに、夫々一枚づつ
設けられた右ひれ32及び左ひれ34で構成されている
。これら右ひれ32及び左ひれ34の各一方の端部32
A及び34Aは夫々主溝14の両壁面14A、1.IB
に固着又は一体的に形成されている。一方、これら右ひ
れ32及び左ひれ34の各他方の端部32B及び34B
は夫々タイヤ周方向に隙間Cを開けて重複している。As shown in FIGS. 9 and 10 (A), the fin portion 16
The main groove 140 is composed of a right fin 32 and a left fin 34 provided on both wall surfaces 14A and 14B, respectively. One end 32 of each of these right fin 32 and left fin 34
A and 34A are both wall surfaces 14A and 1.A of the main groove 14, respectively. IB
is fixed to or integrally formed with. On the other hand, the other ends 32B and 34B of these right fin 32 and left fin 34
overlap each other with a gap C in the tire circumferential direction.
また、右ひれ32及び左ひれ34は、第10図(A)の
想像線で示される如く、所定値以上の圧力が作用した場
合に、圧力の作用方向(矢印V方向)へ弾性変形するよ
うになっている。Furthermore, as shown by the phantom lines in FIG. 10(A), the right fin 32 and the left fin 34 are configured to elastically deform in the direction of pressure application (in the direction of arrow V) when a pressure of a predetermined value or more is applied. It has become.
隙間Cは空気入りタイヤ10の正規内圧、正規荷重時の
接地面内に存在する主溝14のタイヤ周方向の最短長さ
M(第4図参照)の1/4より小さく (C<M/4)
設定されている。また、第10図(A>及び第10図(
B)に示される如く、右ひれ32及び左ひれ34の厚さ
T、及び段差Wは第1実施例の右ひれ2D及び左ひれ2
2と同一とされている。The gap C is smaller than 1/4 of the shortest length M in the tire circumferential direction of the main groove 14 (see Fig. 4) that exists in the contact surface of the pneumatic tire 10 under normal internal pressure and normal load (C<M/ 4)
It is set. In addition, Fig. 10 (A> and Fig. 10 (
As shown in B), the thickness T and the step W of the right fin 32 and left fin 34 are different from those of the right fin 2D and left fin 2 of the first embodiment.
It is considered to be the same as 2.
従って、右ひれ32、左ひれ34に矢印V方向へ所定値
以上の圧力が作用した場合には、第10図(A)の想像
線で示される如く、右ひれ32、左ひれ34が矢印V方
向へ開くようになっている。Therefore, when a pressure of more than a predetermined value acts on the right fin 32 and the left fin 34 in the direction of the arrow V, the right fin 32 and the left fin 34 move in the direction of the arrow V, as shown by the phantom line in FIG. 10(A). It opens in the direction.
このため、第1実施例と同等の効果が得られる。Therefore, effects equivalent to those of the first embodiment can be obtained.
次に、本発明の第5実施例を第11図、第12図(A)
及び第12図(B)に従って説明する。Next, the fifth embodiment of the present invention is shown in FIGS. 11 and 12 (A).
and will be explained according to FIG. 12(B).
なお、第1実施例と同一部材については同一符号を付し
て説明を省略する。Note that the same members as those in the first embodiment are given the same reference numerals and the description thereof will be omitted.
第11図及び第12図(A)に示される如く、ひれ部1
6は、主溝14の一方の壁面14B(又は他方の壁面1
4A)に設けられた一枚のひれ36で構成されている。As shown in FIGS. 11 and 12 (A), the fin 1
6 is one wall surface 14B of the main groove 14 (or the other wall surface 1
4A) is composed of a single fin 36.
このひれ36の一方の端部36Aは主溝14の壁面14
Bに固着又は一体的に形成されている。一方、このひれ
36の各他方の端部36Bは、主溝14の他方の壁面1
4A近傍に達している。One end 36A of this fin 36 is attached to the wall surface 14 of the main groove 14.
It is fixed to or integrally formed with B. On the other hand, each other end 36B of this fin 36 is connected to the other wall surface 1 of the main groove 14.
It has reached around 4A.
このため、ひれ36は第12図(A)の想像線で示され
る如く、所定値以上の圧力が作用した場合に、圧力の作
用方向く矢印V方向)へ弾性変形するようになっている
。Therefore, as shown by the imaginary line in FIG. 12(A), the fin 36 is elastically deformed in the direction of the pressure (in the direction of arrow V) when a pressure of a predetermined value or more is applied.
従って、動水圧により矢印V方向へ所定値以上の圧力が
作用した場合には、第12図(A)の想像線で示される
如く、ひれ36が矢印V方向へ開くようになっている。Therefore, when a pressure of a predetermined value or more is applied in the direction of arrow V due to hydrodynamic pressure, the fins 36 open in the direction of arrow V, as shown by the imaginary line in FIG. 12(A).
また、第12図(A)及び第12図(B)に示される如
く、ひれ36の厚さT1及び段差Wは第1実施例の右ひ
れ20及び左ひれ22と同一とされている。Further, as shown in FIGS. 12(A) and 12(B), the thickness T1 and step W of the fin 36 are the same as those of the right fin 20 and left fin 22 of the first embodiment.
このため、第1実施例と同等の効果が得られる。Therefore, effects equivalent to those of the first embodiment can be obtained.
なお、上記第4実施例及び第5実施例においても、第2
実施例と同様に主溝14の底部14C近傍に隙間を設け
ても良く、また第3実施例と同様に各ひれを主溝14の
深さ方向に分割しても良い。In addition, in the fourth and fifth embodiments described above, the second
As in the embodiment, a gap may be provided near the bottom 14C of the main groove 14, and as in the third embodiment, each fin may be divided in the depth direction of the main groove 14.
また、第13図(A)及び第13図(B)に示される如
く、右ひれ40.44及び左ひれ42.46を予め、動
水圧の作用方向(矢印V方向)へ傾斜させても良い。Furthermore, as shown in FIGS. 13(A) and 13(B), the right fin 40.44 and the left fin 42.46 may be tilted in advance in the direction of action of hydrodynamic pressure (direction of arrow V). .
(実験例)
タイヤサイズ205/60R15,4本の主溝(ストレ
ートグループタイプトレッド)14を有する乗用車タイ
ヤでは、4本のストレートグループの接地面上における
最小長さMが160Mで、これに対し、0.36倍に当
たる円周ピンチ58闘にて、厚みTが2mll1とし、
第1図に示される如く、右ひれ20及び左ひれ22 (
段差Wと主溝14の深さDとの比W/D=0.3)を配
設した供試タイヤを試作し、ひれのない場合と音圧レベ
ルの比較を行って第14図に示す成績が得られた。(Experiment example) In a passenger car tire with tire size 205/60R15 and four main grooves (straight group type tread) 14, the minimum length M on the contact surface of the four straight groups is 160M, and on the other hand, In the circumferential pinch 58, which is 0.36 times, the thickness T is 2ml1,
As shown in FIG. 1, a right fin 20 and a left fin 22 (
A test tire with a ratio of the step W to the depth D of the main groove 14 (W/D = 0.3) was manufactured as a prototype, and the sound pressure level was compared with that without fins, as shown in Figure 14. I got the results.
なお、この例で4本のストレートグループの各開口幅り
は7闘、深さDは8mmであった。In this example, the opening width of each of the four straight groups was 7mm, and the depth D was 8mm.
第14図より、この発明による、700七〜1100H
z付近での音圧レベルの低減は明らかである。From FIG. 14, 7007 to 1100H according to this invention
The reduction in sound pressure level near z is obvious.
本発明は上記の構成としたので、ウェット性能の低下を
招くことなく、接地時の騒音レベルを低減できるという
優れた効果を有する。Since the present invention has the above-described configuration, it has an excellent effect of reducing the noise level at the time of ground contact without causing a decrease in wet performance.
第1図は本発明の第1実施例による空気入りタイヤのひ
れ部を示す斜視図、第2図(A)は本発明の第1実施例
による空気入りタイヤのひれ部を示す平面図、第2図(
B)は第2図(A)の■−■線に沿った断面図、第3図
は本発明の第1実施例による空気入りタイヤのトレッド
路面を示す平面図、第4図は本発明の第1実施例による
空気入りタイヤの接地面を示す図、第5図は本発明の第
2実施例による空気入りタイヤのひれ部を示す斜視図、
第6図は第5図のVl−Vl線に沿った断面図、第7図
は本発明の第3実施例による空気入りタイヤのひれ部を
示す斜視図、第8図は第7図の■■線に沿った断面図、
第9図は本発明の第4実施例による空気入りタイヤのひ
れ部を示す斜視図、第10図(A)は本発明の第4実施
例による空気入りタイヤのひれ部を示す平面図、第10
図(B)は第10図(A)のX−X線に沿った断面図、
第11図は本発明の第5実施例による空気入りタイヤの
ひれ部を示す斜視図、第12図(A)は本発明の第5実
施例による空気入りタイヤのひれ部を示す平面図、第1
2図(B)は第12図(A)のxn−xn線に沿った断
面図、第13図(A)及び第13図(B)は本発明の他
の実施例による空気入りタイヤのひれ部を示す平面図、
第14図は1/3オクタ一ブ中心周波数と音圧レベルと
の関係を示すグラフ、第15図は従来の空気入りタイヤ
のトレッド踏面を示す平面図である。
10・・・空気入りタイヤ、
12・・・トレッド部、
14・・・主溝、
15・・・軸線、
16・・・ひれ部、
20.24.28.32・・・右ひれ、22.26.3
0.34・・・左ひれ、36・・・ひれ。FIG. 1 is a perspective view showing a fin of a pneumatic tire according to a first embodiment of the present invention, FIG. 2(A) is a plan view showing a fin of a pneumatic tire according to a first embodiment of the present invention, and FIG. Figure 2 (
B) is a sectional view taken along the line ■-■ of FIG. 2(A), FIG. 3 is a plan view showing the tread surface of the pneumatic tire according to the first embodiment of the present invention, and FIG. 4 is a cross-sectional view of the pneumatic tire according to the first embodiment of the present invention. FIG. 5 is a perspective view showing the fin of the pneumatic tire according to the second embodiment of the present invention;
FIG. 6 is a sectional view taken along the line Vl-Vl in FIG. 5, FIG. 7 is a perspective view showing the fin of a pneumatic tire according to a third embodiment of the present invention, and FIG. ■Cross-sectional view along the line,
FIG. 9 is a perspective view showing a fin of a pneumatic tire according to a fourth embodiment of the present invention, FIG. 10(A) is a plan view showing a fin of a pneumatic tire according to a fourth embodiment of the present invention, and FIG. 10
Figure (B) is a sectional view taken along the line X-X of Figure 10 (A),
FIG. 11 is a perspective view showing a fin of a pneumatic tire according to a fifth embodiment of the present invention, FIG. 12(A) is a plan view showing a fin of a pneumatic tire according to a fifth embodiment of the present invention, and FIG. 1
2(B) is a sectional view taken along the xn-xn line of FIG. 12(A), and FIGS. 13(A) and 13(B) are fins of a pneumatic tire according to another embodiment of the present invention. A plan view showing the part,
FIG. 14 is a graph showing the relationship between 1/3 octave center frequency and sound pressure level, and FIG. 15 is a plan view showing the tread surface of a conventional pneumatic tire. DESCRIPTION OF SYMBOLS 10... Pneumatic tire, 12... Tread part, 14... Main groove, 15... Axis line, 16... Fin part, 20.24.28.32... Right fin, 22. 26.3
0.34...left fin, 36...fin.
Claims (5)
備えた空気入りタイヤであって、前記トレツド部の正規
内圧、正規荷重時のもとでの接地面内に存在する前記各
主溝内に少なくとも1つ以上かつ前記主溝を塞ぐように
突出され前記主溝の軸線方向に弾性変形可能とされたひ
れ部を有することを特徴とする空気入りタイヤ。(1) A pneumatic tire having a plurality of main grooves along the circumferential direction of the tire in the tread portion, each of the main grooves existing in the contact surface under the normal internal pressure of the tread portion and the normal load. A pneumatic tire characterized by having at least one fin portion within a groove that protrudes so as to close the main groove and is elastically deformable in the axial direction of the main groove.
前記主溝の深さDとの比W/Dを0.1〜0.5に設定
したことを特徴とする請求項(1)記載の空気入りタイ
ヤ。(2) A claim characterized in that a ratio W/D of the step W between the opening side end of the main groove and the fin portion to the depth D of the main groove is set to 0.1 to 0.5. The pneumatic tire described in item (1).
以下に設定したことを特徴とする請求項(1)記載の空
気入りタイヤ。(3) The pneumatic tire according to claim 1, wherein the thickness of the fin portion in the tire circumferential direction is set to be less than or equal to the width of the main groove.
た2枚一対のひれで構成されたことを特徴とする請求項
(1)記載の空気入りタイヤ。(4) The pneumatic tire according to claim (1), wherein the fin portion is composed of a pair of fins provided on both sides of the center line of the main groove.
けれた2枚一対のひれで構成され各ひれの前記主溝の中
心線側端部がタイヤ周方向に隙間を開けて重複するよう
に設けられたことを特徴とする請求項(1)記載の空気
入りタイヤ。(5) The fin portion is composed of a pair of fins, one on each side of the main groove, and the ends of each fin on the center line side of the main groove are spaced apart in the tire circumferential direction. The pneumatic tire according to claim 1, characterized in that the tires are provided in an overlapping manner.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2197042A JPH03276802A (en) | 1990-03-05 | 1990-07-25 | Pneumatic tire |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP5296990 | 1990-03-05 | ||
JP2-52969 | 1990-03-05 | ||
JP2197042A JPH03276802A (en) | 1990-03-05 | 1990-07-25 | Pneumatic tire |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH03276802A true JPH03276802A (en) | 1991-12-09 |
Family
ID=26393652
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP2197042A Pending JPH03276802A (en) | 1990-03-05 | 1990-07-25 | Pneumatic tire |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH03276802A (en) |
Cited By (42)
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US6119744A (en) * | 1997-10-06 | 2000-09-19 | Bridgestone Corporation | Heavy duty pneumatic tires including protrusions |
JP2005297698A (en) * | 2004-04-09 | 2005-10-27 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
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JPH05155203A (en) * | 1991-12-09 | 1993-06-22 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
JPH07232514A (en) * | 1993-12-27 | 1995-09-05 | Hirohisa Fukada | Tire for vehicle |
JPH092020A (en) * | 1995-06-15 | 1997-01-07 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
US6119744A (en) * | 1997-10-06 | 2000-09-19 | Bridgestone Corporation | Heavy duty pneumatic tires including protrusions |
JP2005297698A (en) * | 2004-04-09 | 2005-10-27 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
JP2006035968A (en) * | 2004-07-26 | 2006-02-09 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP4587284B2 (en) * | 2004-07-26 | 2010-11-24 | 東洋ゴム工業株式会社 | Pneumatic tire |
JP2006051844A (en) * | 2004-08-10 | 2006-02-23 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP4540102B2 (en) * | 2004-08-10 | 2010-09-08 | 東洋ゴム工業株式会社 | Heavy duty pneumatic tire |
JP2006056480A (en) * | 2004-08-23 | 2006-03-02 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP4589058B2 (en) * | 2004-08-23 | 2010-12-01 | 東洋ゴム工業株式会社 | Pneumatic tire |
US9266398B2 (en) * | 2007-02-09 | 2016-02-23 | Bridgestone Corporation | Pneumatic tire having turbulence generating protrusions provided inside a groove |
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