WO2016181941A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2016181941A1 WO2016181941A1 PCT/JP2016/063775 JP2016063775W WO2016181941A1 WO 2016181941 A1 WO2016181941 A1 WO 2016181941A1 JP 2016063775 W JP2016063775 W JP 2016063775W WO 2016181941 A1 WO2016181941 A1 WO 2016181941A1
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- WIPO (PCT)
- Prior art keywords
- tire
- convex portion
- pneumatic tire
- convex
- pneumatic
- Prior art date
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- 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
- B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
- B60C13/02—Arrangement of grooves or ribs
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- 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
- B60C3/00—Tyres characterised by the transverse section
- B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
Definitions
- each convex portion since the periodicity in the tire circumferential direction of each convex portion cancels the air flow along the tire side surface of the tire side portion, the sound pressure generated from each convex portion is caused by the difference in frequency. Noise can be reduced because they are dispersed or canceled out.
- the tire side portion outside the vehicle appears outside from the tire house when mounted on the vehicle, and therefore, by providing a convex portion on the tire side portion outside the vehicle, the air flow is controlled outside the vehicle. Therefore, the effect of reducing lift and air resistance can be remarkably obtained.
- the pneumatic tire according to the present invention can reduce lift and air resistance while maintaining good uniformity.
- FIG. 25 is an explanatory diagram of the operation of the pneumatic tire according to the embodiment of the present invention.
- FIG. 26 is an explanatory diagram of the operation of the pneumatic tire according to the embodiment of the present invention.
- FIG. 27 is a meridional sectional view of a part of the pneumatic tire according to the embodiment of the present invention.
- FIG. 28 is an enlarged view of a convex portion in which a groove is formed as viewed from a side surface of the pneumatic tire.
- 29 is a cross-sectional view taken along line AA in FIG.
- FIG. 30 is an enlarged view of another example of the convex portion in which the groove is formed as viewed from the side surface of the pneumatic tire.
- FIG. 1 is a meridional sectional view of a pneumatic tire according to this embodiment.
- FIG. 2 is an overall meridian cross-sectional view of the pneumatic tire according to the present embodiment.
- the tire equator line is a line along the tire circumferential direction of the pneumatic tire 1 on the tire equator plane CL.
- CL the same sign “CL” as that of the tire equator plane is attached to the tire equator line.
- the pneumatic tire 1 is mainly used for a passenger car. As shown in FIG. 1, as shown in FIG. 1, a tread portion 2, shoulder portions 3 on both sides thereof, a side wall portion 4 and a bead successively connected from each shoulder portion 3. Part 5.
- the pneumatic tire 1 includes a carcass layer 6, a belt layer 7, and a belt reinforcing layer 8.
- the tread portion 2 is made of a rubber material (tread rubber) and is exposed at the outermost side in the tire radial direction of the pneumatic tire 1, and the surface thereof is the contour of the pneumatic tire 1.
- a tread surface 21 is formed on the outer peripheral surface of the tread portion 2, that is, on the tread surface that contacts the road surface during traveling.
- the tread surface 21 is provided with a plurality of (four in this embodiment) main grooves 22 which are straight main grooves extending along the tire circumferential direction and parallel to the tire equator line CL.
- the tread surface 21 extends along the tire circumferential direction by the plurality of main grooves 22, and a plurality of rib-like land portions 23 parallel to the tire equator line CL are formed.
- the tread surface 21 is provided with a lug groove that intersects the main groove 22 in each land portion 23.
- the land portion 23 is divided into a plurality of portions in the tire circumferential direction by lug grooves.
- the lug groove is formed to open to the outer side in the tire width direction on the outermost side in the tire width direction of the tread portion 2.
- the lug groove may have either a form communicating with the main groove 22 or a form not communicating with the main groove 22.
- the shoulder portion 3 is a portion of the tread portion 2 on both outer sides in the tire width direction. Further, the sidewall portion 4 is exposed at the outermost side in the tire width direction of the pneumatic tire 1.
- the bead unit 5 includes a bead core 51 and a bead filler 52.
- the bead core 51 is formed by winding a bead wire, which is a steel wire, in a ring shape.
- the bead filler 52 is a rubber material disposed in a space formed by folding the end portion in the tire width direction of the carcass layer 6 at the position of the bead core 51.
- the belt layer 7 has a multilayer structure in which at least two belts 71 and 72 are laminated, and is disposed on the outer side in the tire radial direction which is the outer periphery of the carcass layer 6 in the tread portion 2 and covers the carcass layer 6 in the tire circumferential direction. It is.
- the belts 71 and 72 are formed by coating a plurality of cords (not shown) arranged in parallel at a predetermined angle (for example, 20 ° to 30 °) with a coat rubber with respect to the tire circumferential direction.
- the cord is made of steel or organic fiber (polyester, rayon, nylon, etc.). Further, the overlapping belts 71 and 72 are arranged so that the cords intersect each other.
- the belt reinforcing layer 8 is disposed on the outer side in the tire radial direction which is the outer periphery of the belt layer 7 and covers the belt layer 7 in the tire circumferential direction.
- the belt reinforcing layer 8 is formed by coating a plurality of cords (not shown) arranged in parallel in the tire circumferential direction ( ⁇ 5 °) in the tire width direction with a coat rubber.
- the cord is made of steel or organic fiber (polyester, rayon, nylon, etc.).
- the belt reinforcing layer 8 shown in FIG. 1 is disposed so as to cover the end of the belt layer 7 in the tire width direction.
- the configuration of the belt reinforcing layer 8 is not limited to the above, and is not clearly shown in the figure.
- the belt reinforcing layer 8 is configured to cover the entire belt layer 7 or has two reinforcing layers, for example, on the inner side in the tire radial direction.
- the reinforcing layer is formed so as to be larger in the tire width direction than the belt layer 7 and is disposed so as to cover the entire belt layer 7, and the reinforcing layer on the outer side in the tire radial direction is disposed so as to cover only the end portion in the tire width direction of the belt layer 7.
- a configuration in which two reinforcing layers are provided and each reinforcing layer is disposed so as to cover only the end portion in the tire width direction of the belt layer 7 may be employed.
- FIG. 3 is a chart showing coefficients determined by the aspect ratio.
- FIG. 4 is a chart showing the specified rim width closest to the value obtained by the product with the coefficient determined by the chart of FIG.
- FIG. 5 is a side view of the pneumatic tire according to the embodiment of the present invention.
- FIG. 6 is an enlarged view of the convex portion as seen from the side surface of the pneumatic tire.
- FIG. 7 is a side view of the convex portion.
- 8 to 12 are side views of other examples of the pneumatic tire according to the present embodiment.
- 13 to 24 are sectional views of the convex portion in the short direction. 25 and 26 are explanatory views of the operation of the pneumatic tire according to the present embodiment.
- FIG. 1 is a chart showing coefficients determined by the aspect ratio.
- FIG. 4 is a chart showing the specified rim width closest to the value obtained by the product with the coefficient determined by the chart of FIG.
- FIG. 5 is a side view of the pneumatic tire according to the embodiment of the
- the total width SW is the design on the sidewall portion 4 when the pneumatic tire 1 is assembled on a regular rim and filled with a regular internal pressure (for example, 230 [kPa]) in an unloaded state. This is the distance between the sidewall portions 4 including the tire side patterns and characters.
- the outer diameter OD is the outer diameter of the tire at this time
- the inner diameter RD is the inner diameter of the tire at this time.
- the internal pressure of 230 [kPa] is selected in order to define the dimensions of the pneumatic tire such as the total width SW, and the parameters relating to the tire dimensions described in this specification are as follows. All are defined in an internal pressure of 230 [kPa] and no load.
- the pneumatic tire 1 according to the present invention exhibits the effect of the present invention as long as it is filled with an internal pressure in a range that is normally used, and is filled with an internal pressure of 230 [kPa]. It should be noted that this is not essential for practicing the present invention.
- the tire side portion S is a surface that is uniformly continuous in a range from the ground contact end T of the tread portion 2 to the tire width direction outer side and from the rim check line R to the tire radial direction outer side.
- the ground contact T is a tread surface 21 of the tread portion 2 of the pneumatic tire 1 when the pneumatic tire 1 is assembled on a regular rim and filled with a regular internal pressure and 70% of the regular load is applied. In the region where the road contacts the road surface, it means both outermost ends in the tire width direction and continues in the tire circumferential direction.
- the rim check line R is a line for confirming whether or not the rim assembly of the tire is normally performed.
- the outer side in the tire radial direction than the rim flange is shown as an annular convex line that continues in the tire circumferential direction along the portion that is in the vicinity of the rim flange.
- the tire maximum width position H is the end of the tire cross-sectional width HW, and is the largest position in the tire width direction.
- the tire cross-sectional width HW refers to the pattern / characters on the tire side from the tire total width SW that is the largest in the tire width direction when the pneumatic tire 1 is assembled on a regular rim and filled with a regular internal pressure in an unloaded state.
- the width excluding.
- the rim protect bar is the largest portion in the tire width direction.
- the tire cross-sectional width HW defined in the present embodiment excludes the rim protect bar.
- the regular rim is a “standard rim” defined by JATMA, a “Design Rim” defined by TRA, or a “Measuring Rim” defined by ETRTO.
- the normal internal pressure is “maximum air pressure” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO.
- the normal load is “maximum load capacity” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO.
- the ratio of the total width SW and the outer diameter OD satisfies the relationship SW / OD ⁇ 0.3.
- the ratio between the inner diameter RD and the outer diameter OD satisfies the relationship of RD / OD ⁇ 0.7.
- the rim used in the present embodiment has a rim diameter adapted to the inner diameter of the pneumatic tire 1 and is assembled with a nominal Sn of the tire cross-sectional width and the rim in accordance with ISO4000-1: 2001.
- the convex portion 9 is not limited to a curved shape, and may be formed in a straight shape in a side view of the pneumatic tire 1, bent in a dogleg shape, or formed in an S shape, Even if it is configured to meander, it may be formed in a zigzag shape.
- the intermediate portion 9A includes a maximum position hH having a protruding height h from the tire side surface Sa. Further, the distal end portion 9B includes a minimum position hL of the protruding height h from the tire side surface Sa.
- the protrusion height h in the extending direction of the convex portion 9 gradually increases from one end 9D toward the center 9C, and gradually decreases from the center 9C toward the other end 9D.
- the maximum position hH of the protrusion height h coincides with the center 9C
- the minimum position hL coincides with the end of the tip 9B at a position 5% of the length L from the end 9D.
- the protrusion height h in the extending direction of the convex portion 9 is shown as changing in an arc shape, but is not limited to this, and may be changing in a linear shape. Further, the maximum position hH may be the entire intermediate portion 9A. In this case, the protrusion height h of the tip end portion 9B gradually decreases from the intermediate portion 9A.
- the convex portion 9 includes a plurality of radially outer convex portions 91 disposed on the outer side in the tire radial direction from the tire maximum width position H in the range of the tire side portion S, and a tire maximum width position.
- a plurality of radially inner convex portions 92 disposed on the inner side in the tire radial direction from H.
- a large number of radially outer convex portions 91 and radially inner convex portions 92 are arranged at predetermined intervals in the tire circumferential direction.
- a part of the radially outer convex portion 91 may extend inward in the tire radial direction from the tire maximum width position H.
- the intermediate portion 9A is disposed on the outer side in the tire radial direction from the tire maximum width position H, and at least one tip portion 9B (or a range of 5% of the length L from the end 9D) exceeds the tire maximum width position H. Extending inward in the tire radial direction.
- a part of all the radially outer convex portions 91 extends inward in the tire radial direction beyond the tire maximum width position H, but may be a part of many. Further, as shown in FIG.
- a part of the radially inner convex portion 92 may extend outward in the tire radial direction from the tire maximum width position H.
- the intermediate portion 9A is disposed on the inner side in the tire radial direction from the tire maximum width position H, and at least one tip portion 9B (or a range of 5% of the length L from the end 9D) exceeds the tire maximum width position H. Extending outward in the tire radial direction.
- some of all the radially inner convex portions 92 extend outward in the tire radial direction beyond the tire maximum width position H, but may be a portion of many.
- the convex portion 9 includes a plurality of radially outer convex portions 91 whose main (intermediate portion 9A) is arranged on the outer side in the tire radial direction from the tire maximum width position H, and the main (intermediate portion).
- 9A) includes a plurality of radially inner convex portions 92 disposed on the inner side in the tire radial direction from the tire maximum width position H.
- the radial outer convex portion 91 and the radial inner convex portion 92 are arranged in the tire circumferential direction and the tire.
- the inclination of the extending direction with respect to the radial direction is the same.
- the radially outer convex portion 91 and the radially inner convex portion 92 may have the inclinations in the tire circumferential direction and the extending direction with respect to the tire radial direction reversed.
- each radial direction outer convex part 91 and each radial direction inner side convex part 92 may differ in the inclination of the extending direction with respect to a tire circumferential direction and a tire radial direction.
- one of each radially outer convex portion 91 or each radially inner convex portion 92 (each radially inner convex portion 92 in FIG. 12) extends in the tire circumferential direction and the tire radial direction.
- the inclination of the direction may be different.
- the same number of radially outer convex portions 91 and radially inner convex portions 92 may be arranged in the tire circumferential direction, as shown in FIGS. 5, 10, and 11. In addition, a different number may be arranged in the tire circumferential direction.
- the convex portion 9 shown in FIG. It is made into a shape. 14 has a triangular cross-sectional shape in the short direction.
- the convex part 9 shown in FIG. 15 the cross-sectional shape of a transversal direction is made trapezoid.
- the cross-sectional area is the largest at the maximum position hH of the protruding height h in the intermediate portion 9A, and the protruding height h in the tip portion 9B.
- the cross-sectional area is small at the minimum position hL.
- the width W in the short direction may or may not change so as to be the largest at the maximum position hH and the smallest at the minimum position hL in accordance with the change in the protrusion height h.
- the pneumatic tire 1 is disposed in the tire house 101 of the vehicle 100 when it is mounted on the rim 50 and mounted on the vehicle 100.
- the vehicle 100 travels in the direction Y2.
- the air flow is stagnated around the pneumatic tire 1.
- the flow which the air which goes upwards from the downward direction in the tire house 101 arises so that this stagnation may be avoided, and the lift which is the force which lifts the vehicle 100 upwards generate
- in order to avoid stagnation air swells away from the vehicle 100 on the outside of the tire house 101, resulting in air resistance.
- the convex portion 9 that rotates and moves in the rotational direction Y1 turbulently circulates the surrounding air, and the air described above.
- the air flow from the lower side to the upper side in the tire house 101 is increased by increasing the air flow velocity flowing through the bottom of the vehicle 100.
- the upward air pressure is suppressed. As a result, lift can be suppressed.
- This suppression of lift increases downforce, improves the ground contact property of the pneumatic tire 1, and contributes to the improvement of the steering stability performance that is the running performance of the vehicle 100.
- a turbulent boundary layer is generated in the upper part of the pneumatic tire 1 during rotation (above the rotation axis P), and the air flow in the pneumatic tire 1 is promoted.
- the spread of the passing air is suppressed, and the air resistance of the pneumatic tire 1 can be reduced.
- This reduction in air resistance contributes to an improvement in the fuel consumption of the vehicle 100. As shown in FIG. 26, such an effect can be obtained even when the inclination of the convex portion 9 with respect to the tire circumferential direction and the tire radial direction is reversed opposite to FIG. 25.
- the convex portion 9 has the maximum position of the protruding height h from the tire side surface Sa in the extending direction that intersects the tire circumferential direction and the tire radial direction. Since each tip 9B including hH and provided at both ends in the extending direction of the intermediate portion 9A includes the minimum position hL of the protrusion height h from the tire side surface Sa, a convex portion is formed at the tip 9B. The mass of 9 is reduced. As a result, since a rapid mass change with the tire side surface Sa side in the vicinity of the tip end portion 9B of the convex portion 9 is suppressed, uniformity in the tire circumferential direction is improved, so that uniformity can be improved.
- the pneumatic tire 1 of this embodiment in addition to satisfy
- the air flow in the part can be turbulent, and the effect of reducing the air resistance can be maintained.
- the pneumatic tire 1 of the present embodiment it is possible to reduce lift and air resistance while maintaining good uniformity.
- the radially outer convex portion 91 has the intermediate portion 9A and the tip portion 9B disposed on the outer side in the tire radial direction from the tire maximum width position H.
- the radially inner convex portion 92 has the intermediate portion 9A and the distal end portion 9B disposed on the inner side in the tire radial direction from the tire maximum width position H.
- the amount of variation in the tire circumferential direction of the mass of the convex portion 9 per deg in the tire circumferential direction cut from the rotation axis P in the tire radial direction is increased. It is preferably 0.2 g / deg or less.
- the uniformity in the tire circumferential direction is improved by regulating the change in the mass in the tire circumferential direction including the convex portion 9, so that the effect of improving the uniformity can be remarkably obtained.
- the protruding height h of the intermediate portion 9A is less than 1 mm, it is difficult to increase the air flow velocity flowing through the bottom of the vehicle 100 or to generate a turbulent boundary layer.
- the protruding height h of the intermediate portion 9A exceeds 10 mm, the air flow tends to increase due to an increase in the flow of air that collides with the convex portion 9. For this reason, in order to obtain the effect of reducing the lift and reducing the air resistance, it is preferable to set the protrusion height h of the intermediate portion 9A to 1 mm or more and 10 mm or less.
- the convex part 9 is a tire meridian section in a no-load state when it is incorporated in a regular rim and filled with a regular internal pressure, as shown in FIG. It is preferable to project from the tire cross-sectional width HW to the outside in the tire width direction within a range of 5 mm or less.
- the protruding dimension G of the convex portion 9 from the reference line HL extending in the tire radial direction with respect to the tire side surface Sa at the tire maximum width position H to the outer side in the tire width direction is as follows. It is preferable that it is 5 mm or less.
- the convex portion 9 is provided beyond the range of 5 mm from the tire cross-sectional width HW at the tire maximum width position H to the outside in the tire width direction, the flow of air that collides with the convex portion 9 increases. Prone to resistance. Therefore, by defining the arrangement range from the tire cross-sectional width HW at the tire maximum width position H of the convex portion 9 to the outer side in the tire width direction, the air generated by the convex portion 9 is suppressed while suppressing an increase in air resistance due to the convex portion 9. The effect of improving the stagnation of the flow can be remarkably obtained. In order to obtain this effect remarkably, it is preferable that the tire does not protrude outward in the tire width direction from the tire cross-sectional width HW at the tire maximum width position H, and may be 0 mm or less.
- a plurality of grooves 9E are provided at a predetermined interval with respect to the length L so as to intersect the extending direction of the convex portion 9.
- the angle ⁇ intersecting the extending direction of the convex portion 9 of the groove 9E is not particularly specified, but the same for each groove 9E can cause an extreme mass change in the extending direction of the convex portion 9. It is preferable in terms of suppression.
- the groove 9E having a groove width of 2 mm or less affects the aerodynamic influence, that is, the action of increasing the flow velocity of air flowing through the bottom of the vehicle 100 or generating a turbulent boundary layer. Is preferable.
- the groove 9 ⁇ / b> E has the groove depth d ⁇ b> 1 equal to or less than the protrusion height h of the convex portion 9, and the air flowing through the bottom of the vehicle 100 without dividing the convex portion 9 in the middle. This is preferable for obtaining an effect of increasing the flow velocity or generating a turbulent boundary layer.
- the groove depth d1 of the groove 9E is preferably 90% or less of the protruding height h of the convex portion 9, for example.
- the triangular shape of the cross section of the short part direction of the convex part 9 in FIG. 29 is an example.
- the recessed part 9F is provided with two or more by predetermined spacing along the extension direction of the convex part 9, as shown in FIG.
- the concave portion 9F changes in size according to the change in the width W, which causes an extreme mass change in the extending direction of the convex portion 9. It is preferable in terms of suppression.
- the recess 9F has an opening diameter of 2 mm or less, which affects the aerodynamic influence, that is, the action of increasing the air flow velocity flowing through the bottom of the vehicle 100 or generating a turbulent boundary layer. Is preferable.
- the recess 9F has a groove depth d2 that is equal to or less than the protrusion height h of the protrusion 9, and the air flowing through the bottom of the vehicle 100 without dividing the protrusion 9 in the middle. This is preferable for obtaining an effect of increasing the flow velocity or generating a turbulent boundary layer.
- the groove depth d2 of the concave portion 9F is preferably 90% or less of the protruding height h of the convex portion 9, for example.
- the triangular shape of the cross section of the short part direction of the convex part 9 in FIG. 32 is an example.
- the position where the concave portion 9F is provided is not limited to the top portion of the convex portion 9, but may be a side portion.
- the opening shape and depth shape of the recess 9F are not limited to a circular shape, and may be various shapes. However, if the opening edge or the bottom is formed with an arc, an element in which a crack occurs in the convex portion 9 can be removed.
- the convex part 9 can suppress the fall of the uniformity by the mass increase of the tire side part S.
- channel 9E and the recessed part 9F are provided alternately along the extension direction of the convex part 9 in FIG. 33, it may not be restricted to this but may be mixed suitably.
- the intervals in the tire circumferential direction of the convex portions 9 are not uniform.
- interval of the convex part 9 is the side view of the pneumatic tire 1, and draws an auxiliary line (not shown) from the edge 9D of the convex part 9 to a tire radial direction, and between the auxiliary lines in each convex part 9 It is shown as an angle about the rotation axis P.
- This interval is an interval in the tire circumferential direction between the radially outer convex portions 91, between the radially inner convex portions 92, or between the radially outer convex portion 91 and the radially inner convex portion 92.
- each convex part 9 it intersects with the shape (projection height h, width W, length L of the extending direction), tire circumferential direction, and tire radial direction of the convex part 9.
- Changing the pitch in the tire circumferential direction with the same inclination, changing the shape (projection height h, width W, length L in the extending direction), inclination intersecting the tire circumferential direction and the tire radial direction It can be implemented by changing.
- the inside / outside direction of the vehicle when the vehicle is mounted is specified, and it is preferable that the convex portion 9 is formed at least on the tire side portion S which is the outside of the vehicle.
- the directions with respect to the inside and outside of the vehicle 100 are specified in the tire width direction.
- the designation of the direction is not clearly shown in the figure, but is indicated by, for example, an index provided on the sidewall portion 4.
- the side facing the inside of the vehicle 100 is the inside of the vehicle
- the side facing the outside of the vehicle 100 is the outside of the vehicle.
- the designation of the inside of the vehicle and the outside of the vehicle is not limited to the case where the vehicle 100 is mounted.
- the orientation of the rim 50 see FIGS. 25 and 26
- the orientation with respect to the vehicle inner side and the vehicle outer side is designated in the tire width direction.
- the width W in the short direction of the convex portion 9 is 0.5 mm or more and 10.0 mm or less. If the width W in the short direction of the convex portion 9 is less than the above range, the range in which the convex portion 9 is in contact with the air flow is small. Therefore, it is difficult to obtain the effect of improving the stagnation of the air flow by the convex portion 9. Become. On the other hand, if the width W of the convex portion 9 in the short direction exceeds the above range, the convex portion 9 has a large range in contact with the air flow. It may cause an increase in weight. Therefore, the effect of improving the stagnation of the air flow by the convex portion 9 can be significantly obtained by optimizing the width W in the short direction of the convex portion 9.
- the convex portion 9 may have a pitch in the tire circumferential direction that is equal to or different from a pitch in the tire circumferential direction of the lug groove of the tread portion 2.
- the pitch of the convex portion 9 in the tire circumferential direction is made different from the pitch of the lug groove in the tread portion 2 in the tire circumferential direction, the sound pressure generated from the convex portion 9 and the sound pressure due to the lug groove are frequencies. Therefore, the pattern noise generated by the lug grooves can be reduced.
- the lug groove which makes the pitch of the convex part 9 differ in the tire circumferential direction includes all the lug grooves in the rib-like land portion 23 formed in a plurality of sections in the tire width direction by the plurality of main grooves 22.
- the tire circumferential direction of the convex portions 9 with respect to the pitch of the outermost lug grooves arranged closest to the convex portions 9 It is preferable to vary the pitch at.
- the tests of the lift reduction performance and the air resistance reduction performance were conducted in a wind tunnel when traveling at a traveling speed equivalent to 80 km / h in a simulation of a vehicle model in which a tire model having a tire size of 195 / 65R15 was mounted on a body model of a motor-assisted passenger car.
- the aerodynamic characteristics were calculated using the fluid analysis software based on the lattice Boltzmann method based on the aerodynamic resistance coefficient, and the conventional example was set as the standard (100) based on the calculation results. Index evaluation is performed. These index evaluations indicate that the larger the numerical value, the better the lift reduction performance and the air resistance reduction performance.
- the test of ride comfort performance is carried out by mounting the test tire on the test vehicle, running on a straight-line test course with unevenness of 10 mm in level at 50 km / h, and performing a ride comfort feeling test by three panelists. Then, an index evaluation is performed in which an average of three test results is expressed as an index using the conventional example as a reference (100). This index evaluation indicates that the larger the value, the better the ride comfort performance.
- the sound pressure level reduction performance test measures the sound pressure level (sound pressure level reduction performance) of outside noise when the test tire is mounted on the test vehicle and the vehicle travels at a running speed of 80 km / h. Based on the above, index evaluation with the conventional example as the standard (100) is performed. This coefficient evaluation indicates that the larger the numerical value, the better the sound pressure level reduction performance.
- the pneumatic tire of the conventional example has a ratio SW / OD of the total width SW and the outer diameter OD of 0.33, and is in the form shown in FIG.
- the convex portion 10 has a triangular cross-sectional shape as shown in FIG. 14 and extends along the tire radial direction
- the protruding portion 10 has a protruding height and a short-side width. It is formed uniformly in the extending direction, is provided so as to cross the tire maximum width position H, and is arranged at equal intervals in the tire circumferential direction.
- the pneumatic tire of Comparative Example 1 has a ratio SW / OD of the total width SW to the outer diameter OD of 0.24, but is provided with a convex portion similar to the conventional example.
- the pneumatic tire of Comparative Example 2 has the form shown in FIG. 5, and the cross-sectional shape of the convex portion in the short direction is the triangular shape shown in FIG. 14 and includes the convex portion shown in FIG. And the ratio SW / OD of the outer diameter OD is 0.33.
- the pneumatic tires of Examples 1 to 13 have a ratio SW / OD of the total width SW to the outer diameter OD of 0.24, which is the form shown in FIG. 14 has a triangular shape as shown in FIG. 14 and includes a radially outer convex portion and a radially inner convex portion shown in FIG.
- the pneumatic tire of Example 14 has the form shown in FIG. 8, and the cross-sectional shape of the convex portion in the short direction is the triangular shape shown in FIG. 14, and the radially outer convex portion and the radially inner side shown in FIG. 7. Protrusions are provided.
- the pneumatic tire of Example 15 has the form shown in FIG.
- the pneumatic tire of each example has improved lift reduction performance, air resistance reduction performance, uniformity, convex endurance performance, riding comfort performance, and sound pressure level reduction performance. I understand that
Abstract
Description
9 凸部
9A 中間部
9B 先端部
9E 溝
9F 凹部
91 径方向外側凸部
92 径方向内側凸部
S タイヤサイド部
Sa タイヤサイド面
SW 総幅
OD 外径
Claims (10)
- タイヤサイド部のタイヤサイド面に沿ってタイヤ周方向およびタイヤ径方向に交差して延在する複数の凸部を備え、
前記凸部は、延在方向における中間部が前記タイヤサイド面からの突出高さの最大位置を含み、かつ前記中間部の延在方向の両端側に設けられた各先端部が前記タイヤサイド面からの突出高さの最小位置を含んでおり、タイヤ最大幅位置よりタイヤ径方向外側に少なくとも前記中間部が配置される径方向外側凸部と、タイヤ最大幅位置よりタイヤ径方向内側に少なくとも前記中間部が配置される径方向内側凸部と、を備え、さらに総幅SWと外径ODとの比が、SW/OD≦0.3の関係を満たすことを特徴とする空気入りタイヤ。 - 前記径方向外側凸部は、タイヤ最大幅位置よりタイヤ径方向外側に前記中間部および前記先端部が配置されていることを特徴とする請求項1に記載の空気入りタイヤ。
- 前記径方向内側凸部は、タイヤ最大幅位置よりタイヤ径方向内側に前記中間部および前記先端部が配置されていることを特徴とする請求項1または2に記載の空気入りタイヤ。
- タイヤ周方向に1degあたりの各前記凸部の質量のタイヤ周方向での変動量が0.2g/deg以下であることを特徴とする請求項1~3のいずれか1つに記載の空気入りタイヤ。
- 前記凸部は、前記中間部の突出高さが1mm以上10mm以下であることを特徴とする請求項1~4のいずれか1つに記載の空気入りタイヤ。
- 前記凸部は、正規リムに組み込んで正規内圧を充填した場合の無負荷状態の子午断面において、タイヤ最大幅位置におけるタイヤ断面幅からタイヤ幅方向外側に5mm以下の範囲で突出して設けられていることを特徴とする請求項1~5のいずれか1つに記載の空気入りタイヤ。
- 前記凸部の表面に溝を形成することを特徴とする請求項1~6のいずれか1つに記載の空気入りタイヤ。
- 前記凸部の表面に凹部を形成することを特徴とする請求項1~7のいずれか1つに記載の空気入りタイヤ。
- 各前記凸部のタイヤ周方向における間隔が不均一であることを特徴とする請求項1~8のいずれか1つに記載の空気入りタイヤ。
- 車両装着時での車両内外の向きが指定されており、少なくとも車両外側となるタイヤサイド部に前記凸部が形成されていることを特徴とする請求項1~9のいずれか1つに記載の空気入りタイヤ。
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DE112016002182.8T DE112016002182T5 (de) | 2015-05-14 | 2016-05-09 | Luftreifen |
US15/571,256 US10864779B2 (en) | 2015-05-14 | 2016-05-09 | Pneumatic tire |
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JP2013060181A (ja) | 2011-09-15 | 2013-04-04 | Yokohama Rubber Co Ltd:The | 空気入りタイヤ及びその製造方法 |
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