JPH09300917A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH09300917A JPH09300917A JP8140900A JP14090096A JPH09300917A JP H09300917 A JPH09300917 A JP H09300917A JP 8140900 A JP8140900 A JP 8140900A JP 14090096 A JP14090096 A JP 14090096A JP H09300917 A JPH09300917 A JP H09300917A
- Authority
- JP
- Japan
- Prior art keywords
- block
- tire
- groove
- width direction
- tire width
- 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.)
- Granted
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
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
-
- 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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0374—Slant grooves, i.e. having an angle of about 5 to 35 degrees to the equatorial plane
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、タイヤトレッド面
に、斜め主溝等の傾斜溝を備えた空気入りタイヤにおい
て、特にその低周波域におけるノイズ性能の改良に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire having an inclined groove such as an oblique main groove on a tire tread surface, and more particularly to improvement of noise performance in a low frequency range.
【０００２】[0002]
【従来の技術】近年、乗用車用タイヤのラジアルの普及
と共に、タイヤの偏平化が急速に進展した。その間、タ
イヤのトレッドパターン、とりわけタイヤ周方向の主溝
は、ウェット時の排水性（耐ハイドロプレーニング性）
を改善すべく、ジクザク溝からストレート溝を経て斜め
主溝へと進化してきた。特に、近時では、ウェット時の
排水性と共にパターンノイズを改善した、斜め主溝を備
えるタイヤが種々提案されている（特開平４−２１８４
１０号、特開平５−１２４４０６号、特開平５−１７８
０１９号、特開平６−２４７１０９号）。2. Description of the Related Art In recent years, flattening of tires has progressed rapidly with the widespread use of radial tires for passenger cars. Meanwhile, the tread pattern of the tire, especially the main groove in the tire circumferential direction, has drainage properties when wet (hydroplaning resistance).
In order to improve the, it has evolved from a zigzag groove to a diagonal main groove via a straight groove. In particular, recently, various tires having diagonal main grooves have been proposed, which have improved pattern noise as well as drainage properties when wet (JP-A-4-2184).
No. 10, JP-A-5-124406, JP-A-5-178.
019, JP-A-6-247109).
【０００３】[0003]
【発明が解決しようとする課題】しかし近時の斜め主溝
を備えたタイヤは、従来のストレート主溝構成のトレッ
ドパターンの欠点である気柱管共鳴現象による１ＫＨｚ
付近の周波数域に発生するノイズの低減には効果を発揮
するが、低周波域のノイズの低減には必ずしも十分な効
果を奏するとはいえない。However, in recent years, a tire having an oblique main groove has a defect of 1 KHz due to the air columnar resonance phenomenon, which is a drawback of the tread pattern of the conventional straight main groove structure.
Although it is effective in reducing the noise generated in the nearby frequency range, it is not necessarily sufficient in reducing the noise in the low frequency range.
【０００４】本発明の課題は、ウェット時の排水性を保
持すると共に、１ＫＨｚ付近の周波数域に発生するノイ
ズを低減し、更に低周波域のノイズを低減することがで
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 maintaining drainage properties when wet, reducing noise generated in a frequency range near 1 KHz, and further reducing noise in a low frequency range. In point.
【０００５】[0005]
【課題を解決するための手段】上記課題を解決するため
に鋭意検討した結果、タイヤトレッドの最外部は接地圧
が最も高く、ノイズ性能に対する寄与が大きいこと、及
び低周波域のノイズはブロック剛性の不均一に起因して
いるとの知見に基づき、本発明は、タイヤトレッド面の
接地端寄りの最外部に位置するブロックの面積をほぼ等
しくして、ブロック剛性をできる限り均一にして低周波
域のノイズを低減する手段を採用した。すなわち、本請
求項１の発明は、タイヤトレッド面の接地端寄りの最外
部に位置し、上記接地端を境に、横溝と当該横溝に連結
する傾斜溝で囲まれた複数のブロックをタイヤ周方向に
備えた空気入りタイヤにおいて、上記ブロックのうち、
前記接地端を基準に、前記傾斜溝の同一辺上で隣り合う
タイヤ幅方向に長いＬブロックとタイヤ幅方向に短いＳ
ブロックの表面積をほぼ等しくする空気入りタイヤであ
る。これにより、ウェット時の排水性を保持すると共
に、１ＫＨｚ付近の周波数域に発生するノイズを低減
し、更に低周波域のノイズを低減することができる。As a result of intensive studies for solving the above-mentioned problems, as a result, the outermost part of the tire tread has the highest ground contact pressure and contributes greatly to the noise performance, and the noise in the low frequency range is caused by the block rigidity. Based on the finding that it is caused by the non-uniformity of the tire tread surface, the present invention makes the area of the outermost block of the tire tread surface near the ground contact end substantially equal, and makes the block rigidity as uniform as possible at a low frequency. The means to reduce the noise in the range is adopted. That is, the invention of Claim 1 is located at the outermost portion of the tire tread surface near the ground contact end, and a plurality of blocks surrounded by the lateral groove and the inclined groove connected to the lateral groove are bounded by the tire peripheral surface with the ground contact end as a boundary. In the pneumatic tire provided in the direction, of the above blocks,
Based on the ground contact end, L blocks that are long in the tire width direction and are adjacent to each other on the same side of the inclined groove are short S in the tire width direction.
It is a pneumatic tire in which the surface areas of blocks are almost equal. As a result, it is possible to maintain the drainage property when wet, reduce the noise generated in the frequency range near 1 KHz, and further reduce the noise in the low frequency range.
【０００６】なお、本発明でいう「傾斜溝」は、主に斜
め主溝を示すが、当該斜め主溝より溝深さが浅いか及び
又は溝幅が狭い斜め細溝も含む概念である。従って、斜
め主溝と斜め細溝とが連結して傾斜溝を構成している場
合にも適用され、また斜め主溝の溝幅が変化する傾斜溝
も含まれる。また本発明でいう「傾斜溝」は、請求項１
記載の通り、同一辺上でタイヤ幅方向に長いＬブロック
とタイヤ幅方向に短いＳブロックを区切るものである
が、完全に同一辺でなくても、実質的に同一辺と認めら
れる場合も含まれる。The "inclined groove" in the present invention mainly indicates an oblique main groove, but is a concept including an oblique fine groove having a shallower groove depth and / or a narrower groove width than the oblique main groove. Therefore, the invention is also applied to the case where the slant main groove and the slender thin groove are connected to each other to form the slant groove, and the slant groove in which the groove width of the slant main groove changes is also included. The "tilted groove" referred to in the present invention is defined by claim 1.
As described, the L block that is long in the tire width direction and the S block that is short in the tire width direction are separated from each other on the same side. However, even if they are not completely the same side, they are considered to be substantially the same side. Be done.
【０００７】また、本発明で、タイヤ幅方向に長いＬブ
ロックとタイヤ幅方向に短いＳブロックの表面積を「ほ
ぼ等しくする」とは、製造工程上の誤差範囲を含めて両
面積を同等にすることのほかに、ブロック剛性をできる
限り均一にする範囲まで含むものである。従って、特
に、その好ましい範囲としては、タイヤ幅方向に長いＬ
ブロックの表面積（Ｌ）とタイヤ幅方向に短いＳブロッ
クの表面積（Ｓ）との比（Ｌ／Ｓ）で示せば、１．０〜
１．２とすることが最適である。請求項２の発明は、タ
イヤ幅方向に長いＬブロックの表面積（Ｌ）とタイヤ幅
方向に短いＳブロックの表面積（Ｓ）との比（Ｌ／Ｓ）
が１．０〜１．２である請求項１記載の空気入りタイヤ
である。タイヤ幅方向に長いＬブロックの表面積（Ｌ）
とタイヤ幅方向に短いＳブロックの表面積（Ｓ）との面
積比（Ｌ／Ｓ）が１．２を超えると、タイヤ幅方向に長
いＬブロックとタイヤ幅方向に短いＳブロックの剛性差
が大きくなり、１／２次ピッチピークレベルが悪化す
る。またタイヤ幅方向に長いＬブロックの表面積（Ｌ）
とタイヤ幅方向に短いＳブロックの表面積（Ｓ）との比
（Ｌ／Ｓ）が１．０未満であると、ブロックの周方向長
さの差が大きくなり、耐偏摩耗性能が低下する。In the present invention, "to make the surface areas of the L block long in the tire width direction and the S block short in the tire width direction" substantially equal "makes both areas equal, including the error range in the manufacturing process. In addition to the above, it includes a range in which the block rigidity is made as uniform as possible. Therefore, in particular, the preferable range is L that is long in the tire width direction.
If the ratio (L / S) of the surface area (L) of the block to the surface area (S) of the S block, which is short in the tire width direction, is 1.0 to
The optimum value is 1.2. In the invention of claim 2, the ratio (L / S) of the surface area (L) of the L block that is long in the tire width direction and the surface area (S) of the S block that is short in the tire width direction.
Is 1.0 to 1.2. The pneumatic tire according to claim 1. Surface area of L block (L) that is long in the tire width direction
When the area ratio (L / S) between the surface area (S) of the tire and the S block that is short in the tire width direction exceeds 1.2, the difference in rigidity between the L block that is long in the tire width direction and the S block that is short in the tire width direction is large. And the 1/2 pitch pitch peak level deteriorates. Also, the surface area (L) of the L block that is long in the tire width direction
When the ratio (L / S) between the surface area (S) of the S block that is short in the tire width direction is less than 1.0, the difference in the circumferential length of the block becomes large, and the uneven wear resistance performance deteriorates.
【０００８】また、本発明の前記タイヤ幅方向に長いＬ
ブロックとタイヤ幅方向に短いＳブロックとの組み合わ
せは、２種のブロックがその組み合わせにおいてタイヤ
周方向に繰り返して形成されているのみならず、それ以
上の種類のブロックの組み合わせがタイヤ周方向に繰り
返す場合も含まれる。また、一組の前記Ｌブロックと前
記Ｓブロックと一組の前記Ｌブロックと前記Ｓブロック
との間に、他のブロック又は非ブロック面が介在してい
る場合も含まれる。これらの場合でも、傾斜溝の同一辺
上で隣り合うタイヤ幅方向に長いＬブロックとタイヤ幅
方向に短いＳブロックの表面積をほぼ等しくすれば差し
支えない。[0008] Also, the L which is long in the tire width direction of the present invention.
The combination of blocks and S blocks that are short in the tire width direction is not limited to two types of blocks that are repeatedly formed in the tire circumferential direction, and combinations of more types of blocks are repeated in the tire circumferential direction. The case is also included. In addition, a case is also included in which another block or non-blocking surface is interposed between a set of the L block and the S block and a set of the L block and the S block. Even in these cases, it is sufficient to make the surface areas of the L blocks that are long in the tire width direction and the S blocks that are short in the tire width direction that are adjacent to each other on the same side of the inclined groove substantially equal to each other.
【０００９】[0009]
【発明の実施の形態】図１は本発明の一実施形態を示す
トレッドパターンの概略図である。図１において、１は
タイヤトレッド面、２はタイヤトレッド面１の両接地端
ｅ、ｅからパターンセンターｃ、ｃ方向に略Ｖ字状に形
成された傾斜溝である。この傾斜溝２は横溝３を横切っ
て、斜め主溝として形成されている。すなわち、本実施
形態の傾斜溝２は、図示の様に、横溝３ａに開始端とし
て連結されており、２つの横溝３ｂ及び横溝３ｃと交差
している。そして次の傾斜溝２がこの横溝３ｃを開始端
として、横溝３ｄ及び横溝３ｅと交差し、以下順次同じ
ようなサイクルで繰り返されている。４は接地端寄りの
最外部に位置するブロックであり、上記横溝３と当該横
溝３に連結する傾斜溝２で囲まれて形成されている。こ
のブロック４は、図示の通り、前記接地端ｅ、ｅを基準
に、前記傾斜溝２の同一辺上で隣り合うタイヤ幅方向に
長いＬブロック４ａと、タイヤ幅方向に短いＳブロック
４ｂとで構成されている。このＬブロック４ａとＳブロ
ック４ｂはその表面積がほぼ同一で、Ｌブロック４ａの
表面積（Ｌ）とＳブロック４ｂの表面積（Ｓ）との比
（Ｌ／Ｓ）が１．０〜１．２となる様に形成されてい
る。そして、その組み合わせにおいて、Ｌブロック４ａ
とＳブロック４ｂは、タイヤ周方向に繰り返し形成され
ている。なお、L1はＳブロック４ｂのタイヤ周方向の周
長であり、L2はＬブロック４ａのタイヤ周方向の周長で
ある。1 is a schematic view of a tread pattern showing an embodiment of the present invention. In FIG. 1, 1 is a tire tread surface, 2 is an inclined groove formed in a substantially V shape from both ground contact ends e of the tire tread surface 1 in the pattern center c, c direction. The inclined groove 2 crosses the lateral groove 3 and is formed as an oblique main groove. That is, the inclined groove 2 of this embodiment is connected to the lateral groove 3a as a starting end and intersects the two lateral grooves 3b and 3c as shown in the figure. Then, the next inclined groove 2 intersects the lateral groove 3d and the lateral groove 3e with the lateral groove 3c as a starting end, and the same cycle is repeated thereafter. A block 4 is located at the outermost portion near the ground contact end, and is formed by being surrounded by the lateral groove 3 and the inclined groove 2 connected to the lateral groove 3. As shown in the figure, the block 4 includes an L block 4a that is long on the same side of the inclined groove 2 and that is long in the tire width direction, and an S block 4b that is short in the tire width direction, based on the ground contact ends e, e. It is configured. The surface areas of the L block 4a and the S block 4b are almost the same, and the ratio (L / S) of the surface area (L) of the L block 4a and the surface area (S) of the S block 4b is 1.0 to 1.2. Is formed. Then, in that combination, the L block 4a
The S block 4b and the S block 4b are repeatedly formed in the tire circumferential direction. Note that L1 is the circumferential length of the S block 4b in the tire circumferential direction, and L2 is the circumferential length of the L block 4a in the tire circumferential direction.
【００１０】このように、本実施形態のタイヤは、傾斜
溝２の形成により、ウェット時の排水性を保持し、１Ｋ
Ｈｚ付近の周波数域に発生するノイズを低減する一方
で、接地圧が最も高いタイヤトレッド最外部のＬブロッ
ク４ａとＳブロック４ｂの剛性差をできる限りなくし、
ブロック剛性を均一となるようにしていることから、低
周波域のノイズをも低減することができる。また、本実
施形態のタイヤは、Ｌブロック４ａの表面積（Ｌ）とＳ
ブロック４ｂの表面積（Ｓ）との比（Ｌ／Ｓ）が１．０
以上であるため、ブロックの周方向長さの差（L1−L2）
が少なく、耐偏摩耗性能の低下を防止することができ
る。As described above, the tire according to the present embodiment maintains the drainage property when wet due to the formation of the inclined groove 2 and is 1K.
While reducing the noise generated in the frequency range around Hz, the difference in rigidity between the L block 4a and the S block 4b, which are the outermost parts of the tire tread with the highest ground pressure, is eliminated as much as possible.
Since the block rigidity is made uniform, it is possible to reduce noise in the low frequency range as well. Further, the tire according to the present embodiment has the surface area (L) of the L block 4a and the S
The ratio (L / S) to the surface area (S) of the block 4b is 1.0
Because of the above, the difference in the circumferential length of the block (L1-L2)
It is possible to prevent deterioration of uneven wear resistance.
【００１１】図２は本発明の他の実施形態を示すトレッ
ドパターンの概略図である。本実施形態では、パターン
センター領域に直線の主溝５を備え、タイヤトレッド面
６の接地端ｅ、ｅ寄りの最外部に位置するブロック７
は、上記接地端ｅ、ｅを境に、溝幅がパターンセンター
ｃ、ｃ方向に向かって狭くなる横溝８ａ、８ｂと、横溝
８ｂとの連結部分で最も溝幅が大きくなる傾斜溝９とで
構成されている。この傾斜溝９は、前記実施形態の傾斜
溝２と同じく斜め主溝として構成されているが、開始端
は横溝８ａから更にタイヤ幅方向に長いＬブロック７ａ
内に入り込んでおり、当該Ｌブロック７ａ内で閉塞して
いる。なお、７ｂは、前記実施形態と同様、タイヤ幅方
向に短いＳブロックである。Ｌブロック７ａ及びＳブロ
ック７ｂは、前記実施形態のタイヤと同様、傾斜溝９の
同一辺上で隣り合って形成されている。このタイヤのＬ
ブロック７ａとＳブロック７ｂとの面積比（Ｌ／Ｓ）も
１．０〜１．２となる様に形成されている。このタイヤ
はパターンセンター領域に直線の主溝５を備え、Ｌブロ
ック７ａ内に入り込んだ傾斜溝９を有するタイヤである
が、前記実施形態のタイヤと同様に、Ｌブロック７ａ及
びＳブロック７ｂの面積をほぼ等しくしているため、接
地圧が最も高いタイヤトレッド最外部のＬブロック７ａ
とＳブロック７ｂの剛性差をできる限りなくし、ブロッ
ク剛性を均一となるようにしており、低周波域のノイズ
の低減を図っている。FIG. 2 is a schematic view of a tread pattern showing another embodiment of the present invention. In the present embodiment, the block 7 is provided with a straight main groove 5 in the pattern center region and is located at the outermost end of the tire tread surface 6 near the ground contact points e and e.
Is a horizontal groove 8a, 8b whose groove width becomes narrower in the pattern centers c, c direction with the ground contact ends e, e as a boundary, and an inclined groove 9 which has the largest groove width at the connecting portion with the horizontal groove 8b. It is configured. The inclined groove 9 is configured as an oblique main groove like the inclined groove 2 of the above-mentioned embodiment, but the starting end is an L block 7a that is longer than the lateral groove 8a in the tire width direction.
It has entered inside and is blocked in the L block 7a. Note that 7b is an S block that is short in the tire width direction, as in the above embodiment. The L block 7a and the S block 7b are formed adjacent to each other on the same side of the inclined groove 9 as in the tire of the above embodiment. L of this tire
The area ratio (L / S) between the block 7a and the S block 7b is also formed to be 1.0 to 1.2. This tire is a tire having a straight main groove 5 in the pattern center region and an inclined groove 9 that is inserted into the L block 7a. However, similar to the tire of the above embodiment, the areas of the L block 7a and the S block 7b are the same. Are almost equal to each other, the outermost L block 7a of the tire tread having the highest ground contact pressure
The difference in rigidity between the S block 7b and the S block 7b is eliminated as much as possible, and the block rigidity is made uniform to reduce noise in the low frequency range.
【００１２】その他、図３に示す様に、Ｌブロック１０
を、接地端ｅ、ｅを境にして、溝幅の大きい斜め主溝１
２と横溝１１ａ及び横溝１１ｂで構成し、Ｓブロック１
３を、接地端ｅ、ｅを境にして、前記斜め主溝１２に連
結した斜め細溝１４と横溝１１ａ及び１１ｂで構成する
タイヤ、要するに傾斜溝を斜め主溝１２と斜め細溝１４
とで構成するタイヤについても、前記実施形態のタイヤ
と同様に、Ｌブロック１０とＳブロック１３の表面積を
ほぼ等しくすることにより、低周波域のノイズの低減を
図ることができる。なお、１５はタイヤトレッド面であ
る。In addition, as shown in FIG. 3, the L block 10
At the ground contact ends e, e as a boundary, the diagonal main groove 1 having a large groove width
2 and lateral groove 11a and lateral groove 11b, and S block 1
3 is a tire composed of diagonal narrow grooves 14 connected to the diagonal main grooves 12 and lateral grooves 11a and 11b with the ground contact ends e, e as boundaries, in short, the inclined grooves are the diagonal main grooves 12 and the diagonal narrow grooves 14.
Similarly to the tire of the above-described embodiment, the tire configured of and can also reduce the noise in the low frequency range by making the surface areas of the L block 10 and the S block 13 substantially equal to each other. In addition, 15 is a tire tread surface.
【００１３】上述の実施形態のタイヤは、いずれも左右
対称のトレッド溝を備えたタイヤであるが、図４に示す
様に、本発明は非対称のトレッド溝を有するタイヤにつ
いても適用されるものである。すなわち、図４に示す様
に、タイヤトレッド面１８左側の接地端ｅ、ｅ寄りの最
外部に位置するブロック１６ａ、１６ｂ、１６ｃについ
て、前記実施形態のタイヤと同様に、傾斜溝１７の同一
辺上で隣り合うタイヤ幅方向に長いＬブロックとタイヤ
幅方向に短いＳブロックの表面積をほぼ等しくしてい
る。この実施形態において、タイヤ幅方向に長いＬブロ
ックは、ブロック１６ａをタイヤ幅方向に短いＳブロッ
クとした場合にブロック１６ｂとなり、またタイヤ幅方
向に長いＬブロックをブロック１６ｃとした場合に短い
Ｓブロックはブロック１６ｂとなる。なお１８はタイヤ
トレッド面である。これらのブロック１６ａ、１６ｂ、
１６ｃを一組として、タイヤ周方向に繰り返し形成する
ことにより、前記実施形態のタイヤと同様に、低周波域
のノイズの低減を図ることができる。なお、本発明は上
述の実施形態に限定されるものではない。例えば本発明
は、タイヤトレッド溝の方向性の有無にかかわらず適用
される。Although the tires of the above-described embodiments are tires having symmetrical tread grooves, the present invention is also applicable to tires having asymmetrical tread grooves as shown in FIG. is there. That is, as shown in FIG. 4, as for the blocks 16a, 16b, 16c located on the outermost portion of the ground contact end e on the left side of the tire tread surface 18 and near the e, the same side of the inclined groove 17 as in the tire of the above embodiment. The surface areas of the L blocks that are long in the tire width direction and the S blocks that are short in the tire width direction that are adjacent to each other are substantially equal. In this embodiment, an L block that is long in the tire width direction becomes a block 16b when the block 16a is an S block that is short in the tire width direction, and a short S block when an L block that is long in the tire width direction is a block 16c. Becomes block 16b. Reference numeral 18 is a tire tread surface. These blocks 16a, 16b,
By repeatedly forming 16c as a set in the tire circumferential direction, it is possible to reduce noise in the low frequency range, as in the tire according to the above embodiment. The present invention is not limited to the above embodiment. For example, the present invention is applied regardless of the directionality of the tire tread groove.
【００１４】[0014]
【実施例】Ｌブロック４ａの表面積（Ｌ）とＳブロック
４ｂの表面積（Ｓ）との面積比（Ｌ／Ｓ）が次の表１に
示す前記図１のタイヤを試作して、低周波域のノイズの
指標となる１／２次ピッチピークレベル、及びＬブロッ
ク４ａとＳブロック４ｂ間の段差摩耗量を測定した。使
用タイヤはタイヤサイズ２１５／４５ＺＲ１７のラジア
ルタイヤである。また、Ｓブロック４ｂのタイヤ周方向
の周長L1は３２ｍｍ、Ｌブロック４ａのタイヤ周方向の
周長L2は２３ｍｍ、横溝３の溝幅５ｍｍ、溝深さ７ｍ
ｍ、傾斜溝２の溝幅８ｍｍ、溝深さ８ｍｍである。横溝
３の傾斜角度θ1 は１５度、傾斜溝２が横溝３となす傾
斜角度θ2 は５０度である。EXAMPLE The tire of FIG. 1 whose area ratio (L / S) between the surface area (L) of the L block 4a and the surface area (S) of the S block 4b is shown in the following Table 1 was manufactured as a trial, and the low frequency range was obtained. The ½-order pitch peak level, which is an index of the noise, and the amount of step wear between the L block 4a and the S block 4b were measured. The tire used is a radial tire with a tire size of 215 / 45ZR17. Further, the circumferential length L1 of the S block 4b in the tire circumferential direction is 32 mm, the circumferential length L2 of the L block 4a in the tire circumferential direction is 23 mm, the groove width of the lateral groove 3 is 5 mm, and the groove depth is 7 m.
m, the groove width of the inclined groove 2 is 8 mm, and the groove depth is 8 mm. The inclination angle θ 1 of the lateral groove 3 is 15 degrees, and the inclination angle θ 2 formed by the inclined groove 2 and the lateral groove 3 is 50 degrees.
【００１５】１／２次ピッチピークレベルはＪＡＳＯ−
Ｃ６０６に準拠して行った。なお、表１中、Ｖ＝６０
は、時速６０Ｋｍを示している。ブロック間の段差摩耗
量は、１万キロ実車走行後のタイヤを取り外してＬブロ
ック４ａとＳブロック４ｂ間の摩耗量の差（ｍｍ）の平
均値で示している。The 1 / 2th pitch peak level is JASO-
It carried out based on C606. In Table 1, V = 60
Indicates a speed of 60 km / h. The amount of step wear between blocks is indicated by the average value of the difference (mm) in the amount of wear between the L block 4a and the S block 4b after removing the tire after running the actual vehicle for 10,000 km.
【００１６】[0016]
【表１】 [Table 1]
【００１７】上記表１に示す様に、ＬブロックとＳブロ
ックとの面積比（Ｌ／Ｓ）が１．０未満の場合も、１．
２を超える場合もいずれも１／２次ピッチピークレベル
は増大しているが、１．０〜１．２の範囲であれば、１
／２次ピッチピークレベルは低下し低周波域のノイズの
低減が認められる。またＬブロックとＳブロックとの面
積比（Ｌ／Ｓ）が１．０未満の場合はブロック間の段差
摩耗が増大している。この結果、ＬブロックとＳブロッ
クとの面積比（Ｌ／Ｓ）は１．０〜１．２が最適範囲で
ある。As shown in Table 1 above, when the area ratio (L / S) between the L block and the S block is less than 1.0, 1.
When the value exceeds 2, the 1 / 2-order pitch peak level is increased in both cases, but within the range of 1.0 to 1.2, 1
The / 2nd pitch peak level is lowered, and reduction of low frequency noise is recognized. When the area ratio (L / S) between the L block and the S block is less than 1.0, the step wear between the blocks increases. As a result, the optimum area ratio (L / S) between the L block and the S block is 1.0 to 1.2.
【００１８】[0018]
【発明の効果】本発明は、タイヤトレッド面の接地端寄
りの最外部に位置し、上記接地端を境に、横溝と当該横
溝に連結する傾斜溝で囲まれた複数のブロックをタイヤ
周方向に備えた空気入りタイヤにおいて、上記ブロック
のうち、前記接地端を基準に、前記傾斜溝の同一辺上で
隣り合うタイヤ幅方向に長いＬブロックとタイヤ幅方向
に短いＳブロックの表面積をほぼ等しくするタイヤなの
で、ウェット時の排水性を保持すると共に、１ＫＨｚ付
近の周波数域に発生するノイズを低減し、更に低周波域
のノイズを低減することができる。According to the present invention, a plurality of blocks, which are located on the outermost portion of the tire tread surface near the ground contact end and are surrounded by the lateral groove and the inclined groove connected to the lateral groove, are arranged in the tire circumferential direction with the ground contact end as a boundary. In the pneumatic tire provided for, among the blocks, the surface areas of the L blocks that are long in the tire width direction and the S blocks that are short in the tire width direction that are adjacent to each other on the same side of the inclined groove are substantially equal to each other with reference to the ground contact end. Since it is a tire that can be used, it is possible to maintain the drainage property when wet, reduce the noise generated in the frequency range near 1 KHz, and further reduce the noise in the low frequency range.
【図１】本発明の一実施形態を示すトレッドパターンの
概略図である。FIG. 1 is a schematic view of a tread pattern showing an embodiment of the present invention.
【図２】同他一実施形態を示すトレッドパターンの概略
図である。FIG. 2 is a schematic view of a tread pattern showing another embodiment of the present invention.
【図３】同他一実施形態を示すトレッドパターンの概略
図である。FIG. 3 is a schematic view of a tread pattern showing another embodiment of the present invention.
【図４】同他一実施形態を示すトレッドパターンの概略
図である。FIG. 4 is a schematic view of a tread pattern showing another embodiment of the present invention.
１ タイヤトレッド面 ２ 傾斜溝 ３ 横溝 ４ ブロック ４ａ Ｌブロック ４ｂ Ｓブロック ６ タイヤトレッド面 ７ ブロック ７ａ Ｌブロック ７ｂ Ｓブロック ８ 横溝 ９ 傾斜溝 １０ Ｌブロック １１ａ 横溝 １１ｂ 横溝 １２ 斜め主溝 １３ Ｓブロック １４ タイヤトレッド面 １５ タイヤトレッド面 １６ ブロック １６ａ ブロック １６ｂ ブロック １６ｃ ブロック １７ 傾斜溝 １８ タイヤトレッド面 ｅ 接地端 ｃ パターンセンター DESCRIPTION OF SYMBOLS 1 tire tread surface 2 inclined groove 3 lateral groove 4 block 4a L block 4b S block 6 tire tread surface 7 block 7a L block 7b S block 8 lateral groove 9 inclined groove 10 L block 11a lateral groove 11b lateral groove 12 diagonal main groove 13 S block 14 tire Tread surface 15 Tire tread surface 16 block 16a block 16b block 16c block 17 inclined groove 18 tire tread surface e ground contact end c pattern center
Claims (3)
に位置し、上記接地端を境に、横溝と当該横溝に連結す
る傾斜溝で囲まれた複数のブロックをタイヤ周方向に備
えた空気入りタイヤにおいて、上記ブロックのうち、前
記接地端を基準に、前記傾斜溝の同一辺上で隣り合うタ
イヤ幅方向に長いＬブロックとタイヤ幅方向に短いＳブ
ロックの表面積をほぼ等しくすることを特徴とする空気
入りタイヤ。1. An air which is located at an outermost portion of a tire tread surface near a ground contact end and has a plurality of blocks surrounded by a lateral groove and an inclined groove connected to the lateral groove in a tire circumferential direction with the ground contact end as a boundary. In the filled tire, the surface areas of an L block that is long in the tire width direction and an S block that is short in the tire width direction that are adjacent to each other on the same side of the inclined groove are substantially equal to each other with respect to the ground contact end. And pneumatic tires.
（Ｌ）とタイヤ幅方向に短いＳブロックの表面積（Ｓ）
との面積比（Ｌ／Ｓ）が１．０〜１．２である請求項１
記載の空気入りタイヤ。2. The surface area (L) of an L block that is long in the tire width direction and the surface area (S) of an S block that is short in the tire width direction.
The area ratio (L / S) with is 1.0 to 1.2.
The pneumatic tire as described.
２記載の空気入りタイヤ。3. The pneumatic tire according to claim 1, wherein the inclined groove is an oblique main groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14090096A JP3657353B2 (en) | 1996-05-10 | 1996-05-10 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14090096A JP3657353B2 (en) | 1996-05-10 | 1996-05-10 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09300917A true JPH09300917A (en) | 1997-11-25 |
| JP3657353B2 JP3657353B2 (en) | 2005-06-08 |
Family
ID=15279417
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14090096A Expired - Fee Related JP3657353B2 (en) | 1996-05-10 | 1996-05-10 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3657353B2 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1238827A1 (en) * | 2001-03-06 | 2002-09-11 | Continental Aktiengesellschaft | Tread pattern |
| JP2002283812A (en) * | 2001-03-29 | 2002-10-03 | Bridgestone Corp | Studless tire |
| US6499520B1 (en) * | 1999-08-11 | 2002-12-31 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with wide central groove |
| WO2009153821A1 (en) * | 2008-06-20 | 2009-12-23 | Pirelli Tyre S.P.A. | Motorcycle tyre |
| WO2012053227A1 (en) * | 2010-10-22 | 2012-04-26 | 株式会社ブリヂストン | Heavy-duty pneumatic tire for construction vehicles |
| WO2012159256A1 (en) * | 2011-05-23 | 2012-11-29 | 厦门正新橡胶工业有限公司 | Tread pattern structure of tire |
| CN104044409A (en) * | 2013-03-15 | 2014-09-17 | 住友橡胶工业株式会社 | Pneumatic tire |
| EP3130480A4 (en) * | 2014-04-11 | 2017-04-12 | Bridgestone Corporation | Pneumatic tire |
| WO2018153568A1 (en) * | 2017-02-24 | 2018-08-30 | Continental Reifen Deutschland Gmbh | Pneumatic vehicle tyre |
| JP2019034694A (en) * | 2017-08-21 | 2019-03-07 | 住友ゴム工業株式会社 | tire |
| EP4338984A1 (en) * | 2022-09-15 | 2024-03-20 | The Goodyear Tire & Rubber Company | Tire with variable number of lateral blocks per pitch |
-
1996
- 1996-05-10 JP JP14090096A patent/JP3657353B2/en not_active Expired - Fee Related
Cited By (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6499520B1 (en) * | 1999-08-11 | 2002-12-31 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with wide central groove |
| US6691753B2 (en) | 2001-03-06 | 2004-02-17 | Continental Ag | Pneumatic tire including circumferential grooves and slanting grooves |
| EP1238827A1 (en) * | 2001-03-06 | 2002-09-11 | Continental Aktiengesellschaft | Tread pattern |
| JP2002283812A (en) * | 2001-03-29 | 2002-10-03 | Bridgestone Corp | Studless tire |
| WO2009153821A1 (en) * | 2008-06-20 | 2009-12-23 | Pirelli Tyre S.P.A. | Motorcycle tyre |
| CN102066135A (en) * | 2008-06-20 | 2011-05-18 | 倍耐力轮胎股份公司 | Motorcycle tyre |
| JP2011524837A (en) * | 2008-06-20 | 2011-09-08 | ピレリ・タイヤ・ソチエタ・ペル・アツィオーニ | Motorcycle tires |
| US8919397B2 (en) | 2008-06-20 | 2014-12-30 | Pirelli Tyre S.P.A. | Motorcycle tyre |
| US9038681B2 (en) | 2010-10-22 | 2015-05-26 | Bridgestone Corporation | Heavy load pneumatic tire for construction vehicles |
| WO2012053227A1 (en) * | 2010-10-22 | 2012-04-26 | 株式会社ブリヂストン | Heavy-duty pneumatic tire for construction vehicles |
| JP5727502B2 (en) * | 2010-10-22 | 2015-06-03 | 株式会社ブリヂストン | Heavy duty pneumatic tires for construction vehicles |
| WO2012159256A1 (en) * | 2011-05-23 | 2012-11-29 | 厦门正新橡胶工业有限公司 | Tread pattern structure of tire |
| JP2014177238A (en) * | 2013-03-15 | 2014-09-25 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| CN104044409A (en) * | 2013-03-15 | 2014-09-17 | 住友橡胶工业株式会社 | Pneumatic tire |
| EP2777950B1 (en) * | 2013-03-15 | 2019-03-13 | Sumitomo Rubber Industries Limited | Pneumatic tire |
| EP3130480A4 (en) * | 2014-04-11 | 2017-04-12 | Bridgestone Corporation | Pneumatic tire |
| US10603960B2 (en) | 2014-04-11 | 2020-03-31 | Bridgestone Corporation | Pneumatic tire |
| WO2018153568A1 (en) * | 2017-02-24 | 2018-08-30 | Continental Reifen Deutschland Gmbh | Pneumatic vehicle tyre |
| US11318796B2 (en) | 2017-02-24 | 2022-05-03 | Continental Reifen Deutschland Gmbh | Pneumatic commercial vehicle tire |
| JP2019034694A (en) * | 2017-08-21 | 2019-03-07 | 住友ゴム工業株式会社 | tire |
| EP4338984A1 (en) * | 2022-09-15 | 2024-03-20 | The Goodyear Tire & Rubber Company | Tire with variable number of lateral blocks per pitch |
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| JP3657353B2 (en) | 2005-06-08 |
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