JP2007276712A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2007276712A
JP2007276712A JP2006108162A JP2006108162A JP2007276712A JP 2007276712 A JP2007276712 A JP 2007276712A JP 2006108162 A JP2006108162 A JP 2006108162A JP 2006108162 A JP2006108162 A JP 2006108162A JP 2007276712 A JP2007276712 A JP 2007276712A
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tire
width
belt
protrusion
protrusions
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JP4984614B2 (en
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Katsumi Hirose
克己 広瀬
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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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
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
    • 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
    • B60C2013/026—Arrangement of grooves or ribs provided at the interior side only

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of reducing a load noise without excessive increase of mass or bad influences on tire performance. <P>SOLUTION: In an area X between a position 2/3 times as long as belt half width Wb from a width direction center position of a belt layer 6 buried in a tread portion 1 and a tire maximum width position P2, a plurality of projecting strips 11 extending in a radial direction while projecting out from a tire inner surface is formed at intervals in a tire circumferential direction. First end portions 11a of the projecting trips 11 are disposed between the position P1 2/3 times as long as the belt half width Wb from the width direction center position C of the belt layer 6 and a belt end position P3. Second end portions 11b of the projecting strips 11 are disposed between the tire maximum width position P2 and a position P4 0.2 times as long as tire cross sectional height from the tire maximum width position P2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、バットレス部のタイヤ内面に突条を設けた空気入りタイヤに関し、更に詳しくは、質量の過度な増加やタイヤ性能への悪影響を伴うことなくロードノイズを低減することを可能にした空気入りタイヤに関する。   The present invention relates to a pneumatic tire provided with a protrusion on the inner surface of a buttress portion, and more specifically, air that can reduce road noise without causing an excessive increase in mass or an adverse effect on tire performance. Related to tires.

近年の自動車の高級化及び静寂化に伴い、走行中の振動が車室内に伝達されることによって起こるロードノイズを低減することが要求されている。特に、２５０Ｈｚ〜４００Ｈｚの周波数帯域のロードノイズは、空気入りタイヤのベルト端位置の部分とタイヤ最大幅位置の部分とが節となり、その間のバットレス部が腹となる振動モードにより発生する。そのため、従来は振動の腹となるバットレス部の剛性を高めることにより、振動の発生を抑えてロードノイズを低減することが提案されている。バットレス部の剛性を高める手法として、例えば、ベルト幅を拡大したり、ベルトエッジカバーを追加することが行われているが、これら手法ではタイヤ質量が増加するばかりでなく操縦安定性等のタイヤ性能への影響が大きくなる。他の手法として、バットレス部のタイヤ内面にタイヤ周方向に延びる突起を設け、その突起によりバットレス部の剛性を高めてロードノイズを低減することが提案されている（例えば、特許文献１及び特許文献２参照）。   In recent years, with the upgrading and quietness of automobiles, it is required to reduce road noise caused by vibrations during traveling being transmitted to the passenger compartment. In particular, road noise in a frequency band of 250 Hz to 400 Hz is generated by a vibration mode in which a portion of the belt end position of the pneumatic tire and a portion of the tire maximum width position become nodes and the buttress portion between them becomes an antinode. For this reason, conventionally, it has been proposed to reduce the road noise by suppressing the occurrence of vibration by increasing the rigidity of the buttress portion that becomes the antinode of vibration. For example, expanding the belt width or adding a belt edge cover as a method to increase the rigidity of the buttress part, but these methods not only increase the tire mass but also improve tire performance such as steering stability. The impact on will be greater. As another method, it has been proposed to provide a protrusion extending in the tire circumferential direction on the tire inner surface of the buttress portion, and to increase the rigidity of the buttress portion by the protrusion to reduce road noise (for example, Patent Document 1 and Patent Document). 2).

しかしながら、バットレス部のタイヤ内面にタイヤ周方向に延びる突起を設けた場合、タイヤの振動を抑える効果が必ずしも十分ではなく、ロードノイズの低減効果を得るには突起のボリュームを大きくする必要があり、結局、タイヤ質量の増加やタイヤ性能への悪影響を避けることができないのが現状である。
特開平６−２０６４０２号公報 特開２００１−１７２６号公報 However, when the protrusion extending in the tire circumferential direction is provided on the tire inner surface of the buttress portion, the effect of suppressing the vibration of the tire is not necessarily sufficient, and in order to obtain the effect of reducing road noise, it is necessary to increase the volume of the protrusion. After all, the current situation is that an increase in tire mass and an adverse effect on tire performance cannot be avoided.
JP-A-6-206402 Japanese Patent Laid-Open No. 2001-1726

本発明の目的は、質量の過度な増加やタイヤ性能への悪影響を伴うことなくロードノイズを低減することを可能にした空気入りタイヤを提供することにある。   An object of the present invention is to provide a pneumatic tire capable of reducing road noise without causing an excessive increase in mass and an adverse effect on tire performance.

上記目的を達成するための本発明の空気入りタイヤは、トレッド部に埋設されたベルト層の幅方向中心位置からベルト半幅の２／３倍の位置とタイヤ最大幅位置との間の領域に、タイヤ内面から突出しつつラジアル方向に延在する複数本の突条をタイヤ周方向に間隔をおいて形成し、前記突条の一方の端部をベルト層の幅方向中心位置からベルト半幅の２／３倍の位置とベルト端位置との間に配置し、前記突条の他方の端部をタイヤ最大幅位置と該タイヤ最大幅位置からタイヤ断面高さの０．２倍の位置との間に配置したことを特徴とするものである。   In order to achieve the above object, the pneumatic tire of the present invention has a belt layer embedded in the tread portion in the region between the center position in the width direction and a position half the belt half width and the tire maximum width position. A plurality of ridges extending in the radial direction while projecting from the inner surface of the tire are formed at intervals in the tire circumferential direction, and one end of the ridge is extended from the center position in the width direction of the belt layer to 2 / Between the position of 3 times the belt end position and the other end of the ridge between the tire maximum width position and a position of 0.2 times the tire cross-section height from the tire maximum width position. It is characterized by the arrangement.

本発明では、ベルト層の幅方向中心位置からベルト半幅の２／３倍の位置とタイヤ最大幅位置との間の領域にて規定されるバットレス部に、タイヤ内面から突出しつつラジアル方向に延在する複数本の突条をタイヤ周方向に間隔をおいて形成する。つまり、２５０Ｈｚ〜４００Ｈｚの周波数帯域のロードノイズは、空気入りタイヤのベルト端位置の部分とタイヤ最大幅位置の部分とが節となり、その間のバットレス部が腹となる振動モードにより発生するという知見に鑑みて、バットレス部にラジアル方向に延在する突条を設けることにより、最小限の補強部材でロードノイズを効果的に低減することができる。そのため、従来の手法に比べて、質量の過度な増加やタイヤ性能への悪影響を伴うことなくロードノイズを低減することが可能になる。   In the present invention, the belt layer extends in the radial direction while projecting from the inner surface of the tire to a buttress portion defined by a region between a position that is 2/3 times the belt half width and the tire maximum width position from the center position in the width direction of the belt layer. A plurality of protrusions to be formed are formed at intervals in the tire circumferential direction. In other words, road noise in the frequency band of 250 Hz to 400 Hz is generated by a vibration mode in which the portion of the belt end position of the pneumatic tire and the portion of the tire maximum width position become nodes and the buttress portion between them becomes an antinode. In view of this, road noise can be effectively reduced with a minimum number of reinforcing members by providing protrusions extending in the radial direction on the buttress portion. Therefore, it is possible to reduce road noise without causing an excessive increase in mass and an adverse effect on tire performance as compared with the conventional method.

本発明において、突条はラジアル方向に延在するものであるが、その延長方向はラジアル方向に対して−３０°〜＋３０°の範囲から選択すれば良い。このような角度範囲であればロードノイズを効果的に低減することができる。   In the present invention, the protrusions extend in the radial direction, but the extension direction may be selected from a range of −30 ° to + 30 ° with respect to the radial direction. In such an angle range, road noise can be effectively reduced.

また、質量の増加を最小限にしながらロードノイズの低減効果を得るために、突条の最も突出量が大きい部分のタイヤ内面からの高さを２ｍｍ以上とし、突条のタイヤ内面と接する部分の幅を３ｍｍ以上とすることが好ましい。同様の理由から、突条のタイヤ周方向の間隔を２０ｍｍ〜３０ｍｍとすることが好ましい。   In addition, in order to obtain an effect of reducing road noise while minimizing an increase in mass, the height of the protrusion with the largest protrusion amount from the tire inner surface is set to 2 mm or more, and the portion of the protrusion in contact with the tire inner surface is The width is preferably 3 mm or more. For the same reason, it is preferable that the interval between the protrusions in the tire circumferential direction is 20 mm to 30 mm.

突条のタイヤ周方向の間隔をタイヤ周上で均等にした場合、突条に起因する質量のアンバランスを回避することができる。その一方で、突条のタイヤ周方向の間隔をタイヤ周上で不均等にし、トレッド部の溝面積が相対的に大きい部位では突条の本数を相対的に多くした場合、溝面積の変動に起因する質量のアンバランスを打ち消し、タイヤのユニフォミティーを向上することができる。   When the intervals in the tire circumferential direction of the ridges are made uniform on the tire circumference, mass imbalance caused by the ridges can be avoided. On the other hand, if the spacing in the tire circumferential direction of the ridges is uneven on the tire circumference, and the number of ridges is relatively large at the portion where the groove area of the tread portion is relatively large, the groove area may vary. The resulting mass imbalance can be canceled and the tire uniformity can be improved.

以下、本発明の構成について添付の図面を参照しながら詳細に説明する。   Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings.

図１及び図２は本発明の実施形態からなる空気入りタイヤを示すものである。図１において、１はトレッド部、２はサイドウォール部、３はビード部である。左右一対のビード部３，３間には２層のカーカス層４が装架され、これらカーカス層４の端部がビードコア５の廻りにタイヤ内側から外側に折り返されている。トレッド部１におけるカーカス層４の外周側には、２層のベルト層６がタイヤ全周にわたって配置されている。これらベルト層６は、タイヤ周方向に対して傾斜する補強コードを含み、かつ層間で補強コードが互いに交差するように配置されている。更に、ベルト層６の外周側にはベルトカバー層７が配置されている。ベルトカバー層７はタイヤ周方向に配向する補強コードを含み、その補強コードをタイヤ周方向に連続的に巻回したものである。   1 and 2 show a pneumatic tire according to an embodiment of the present invention. In FIG. 1, 1 is a tread portion, 2 is a sidewall portion, and 3 is a bead portion. Two carcass layers 4 are mounted between the pair of left and right bead portions 3 and 3, and end portions of the carcass layers 4 are folded around the bead core 5 from the inside to the outside of the tire. On the outer peripheral side of the carcass layer 4 in the tread portion 1, two belt layers 6 are disposed over the entire circumference of the tire. These belt layers 6 include reinforcing cords that are inclined with respect to the tire circumferential direction, and are arranged such that the reinforcing cords cross each other between the layers. Further, a belt cover layer 7 is disposed on the outer peripheral side of the belt layer 6. The belt cover layer 7 includes a reinforcing cord oriented in the tire circumferential direction, and the reinforcing cord is continuously wound in the tire circumferential direction.

上記空気入りタイヤにおいて、最大幅を有するベルト層４の幅方向中心位置Ｃからベルト半幅Ｗｂの２／３倍の位置Ｐ１とタイヤ断面幅Ｗが最大となるタイヤ最大幅位置Ｐ２との間の領域Ｘには、タイヤ内面から突出しつつラジアル方向に延在する複数本の突条１１がタイヤ周方向に任意の間隔をおいて形成されている（図２参照）。ここで言うラジアル方向とはタイヤ子午線方向を意味する。突条１１はタイヤ加硫時にタイヤ内面において一体的に形成されることが望ましいが、加硫後にタイヤ内面に接着剤等を用いて貼り合わされたものであっても良い。   In the pneumatic tire, a region between a position P1 that is 2/3 times the belt half width Wb and a tire maximum width position P2 at which the tire cross-sectional width W is maximum from the center position C in the width direction of the belt layer 4 having the maximum width. In X, a plurality of ridges 11 projecting from the tire inner surface and extending in the radial direction are formed at arbitrary intervals in the tire circumferential direction (see FIG. 2). As used herein, the radial direction means the tire meridian direction. The ridges 11 are desirably formed integrally on the inner surface of the tire during vulcanization of the tire, but may be bonded to the inner surface of the tire after vulcanization using an adhesive or the like.

突条１１のトレッドセンター側の端部１１ａはベルト層６の幅方向中心位置Ｃからベルト半幅Ｗｂの２／３倍の位置Ｐ１とベルト端位置Ｐ３との間に配置されている。また、突条１１のビード側の端部１１ｂはタイヤ最大幅位置Ｐ２と該タイヤ最大幅位置Ｐ２からタイヤ断面高さＨの０．２倍の位置Ｐ４との間に配置されている。   The end portion 11a on the tread center side of the protrusion 11 is disposed between a position P1 that is 2/3 times the belt half width Wb from the center position C in the width direction of the belt layer 6 and the belt end position P3. Further, the bead side end 11b of the protrusion 11 is disposed between the tire maximum width position P2 and a position P4 that is 0.2 times the tire cross-section height H from the tire maximum width position P2.

このように領域Ｘにて規定されるバットレス部に、タイヤ内面から突出しつつラジアル方向に延在する複数本の突条１１をタイヤ周方向に間隔をおいて形成することにより、空気入りタイヤのベルト端位置Ｐ３の部分とタイヤ最大幅位置Ｐ２の部分とが節となり、その間のバットレス部が腹となる振動を最小限の補強部材で抑制することができる。そのため、質量の過度な増加やタイヤ性能への悪影響を伴うことなく２５０Ｈｚ〜４００Ｈｚの周波数帯域のロードノイズを低減することができる。   Thus, the belt of a pneumatic tire is formed on the buttress portion defined by the region X by forming a plurality of ridges 11 projecting from the tire inner surface and extending in the radial direction at intervals in the tire circumferential direction. The end position P3 portion and the tire maximum width position P2 portion become nodes, and vibrations in which the buttress portion is an antinode can be suppressed with a minimum reinforcing member. Therefore, road noise in a frequency band of 250 Hz to 400 Hz can be reduced without causing an excessive increase in mass or an adverse effect on tire performance.

ここで、突条１１の端部１１ａがベルト層６の幅方向中心位置Ｃからベルト半幅Ｗｂの２／３倍の位置Ｐ１よりもトレッドセンター側に位置すると、ロードノイズの低減効果が得られるものの質量増加により転がり抵抗が悪化する。また、突条１１の端部１１ａがベルト端位置Ｐ３よりもビード側に位置すると、ロードノイズの低減効果が不十分になる。一方、突条１１の端部１１ｂがタイヤ最大幅位置Ｐ２よりもビード側に位置すると、ロードノイズの低減効果が得られるものの質量増加により転がり抵抗が悪化する。また、突条１１の端部１１ｂがタイヤ最大幅位置Ｐ２からタイヤ断面高さＨの０．２倍の位置Ｐ４よりもトレッドセンター側に位置すると、ロードノイズの低減効果が不十分になる。   Here, when the end portion 11a of the protrusion 11 is located on the tread center side from the position P1 which is 2/3 times the belt half width Wb from the center position C in the width direction of the belt layer 6, an effect of reducing road noise can be obtained. Rolling resistance deteriorates due to the increase in mass. Further, when the end portion 11a of the protrusion 11 is located on the bead side with respect to the belt end position P3, the effect of reducing road noise becomes insufficient. On the other hand, when the end portion 11b of the protrusion 11 is positioned on the bead side with respect to the tire maximum width position P2, the rolling resistance is deteriorated due to an increase in mass although an effect of reducing road noise is obtained. If the end 11b of the ridge 11 is located on the tread center side from the position P4 which is 0.2 times the tire cross-section height H from the tire maximum width position P2, the effect of reducing road noise becomes insufficient.

突条１１はラジアル方向に延在するものであるが、その延長方向はラジアル方向に対して−３０°〜＋３０°の範囲から選択することができる。突条１１の延長方向が上記範囲から外れると振動の抑制に有効か剛性を確保することが困難になる。また、突条１１は上記角度範囲において波状に蛇行させても良い。   The ridge 11 extends in the radial direction, and the extension direction can be selected from a range of −30 ° to + 30 ° with respect to the radial direction. If the extending direction of the ridge 11 deviates from the above range, it is difficult to ensure the rigidity or effectiveness in suppressing the vibration. Further, the protrusion 11 may meander in a wavy manner in the above angle range.

図３は図１の要部拡大図であり、図４は図３のＡ−Ａ矢視断面図である。図３に示すように、突条１１はタイヤ内面からの突出量が長手方向の両端部から中央部に向かって徐々に大きくなっている。勿論、突条１１の突出量は全長にわたって均一であっても良い。図４に示すように、突条１１は頂点側が円弧状となる横断面形状を有している。突条１１の横断面形状は特に限定されるものではなく、台形等の場合も同様の効果が得られる。   3 is an enlarged view of a main part of FIG. 1, and FIG. 4 is a cross-sectional view taken along the line AA of FIG. As shown in FIG. 3, the protruding amount of the protrusion 11 from the tire inner surface gradually increases from both ends in the longitudinal direction toward the center. Of course, the protrusion amount of the protrusion 11 may be uniform over the entire length. As shown in FIG. 4, the protrusion 11 has a cross-sectional shape in which the apex side is an arc shape. The cross-sectional shape of the ridge 11 is not particularly limited, and the same effect can be obtained in the case of a trapezoid or the like.

突条１１の最も突出量が大きい部分のタイヤ内面からの高さｈは２ｍｍ以上にすると良い。高さｈが２ｍｍ未満であるとロードノイズの低減効果が不十分になる。また、高さｈが５ｍｍを超えると質量増加により転がり抵抗が悪化する。そのため、高さｈの好ましい範囲は２ｍｍ〜５ｍｍである。   The height h from the inner surface of the tire where the protrusion 11 has the largest protrusion amount is preferably 2 mm or more. If the height h is less than 2 mm, the effect of reducing road noise is insufficient. On the other hand, if the height h exceeds 5 mm, the rolling resistance deteriorates due to an increase in mass. Therefore, the preferable range of the height h is 2 mm to 5 mm.

突条１１のタイヤ内面と接する部分の幅ｗは３ｍｍ以上とすると良い。幅ｗが３ｍｍ未満であるとロードノイズの低減効果が不十分になる。また、幅ｗが１０ｍｍを超えると質量増加により転がり抵抗が悪化する。そのため、幅ｗの好ましい範囲は３ｍｍ〜１０ｍｍである。   The width w of the portion of the ridge 11 in contact with the tire inner surface is preferably 3 mm or more. If the width w is less than 3 mm, the effect of reducing road noise becomes insufficient. On the other hand, if the width w exceeds 10 mm, the rolling resistance deteriorates due to the increase in mass. Therefore, the preferable range of the width w is 3 mm to 10 mm.

突条１１のタイヤ周方向の間隔は２０ｍｍ〜３０ｍｍとすると良い。この間隔が２０ｍｍ未満であると質量増加により転がり抵抗が悪化し、逆に３０ｍｍを超えるとロードノイズの低減効果が不十分になる。突条１１のタイヤ周方向の間隔はタイヤ周上で均等であっても良く、不均等であっても良い。   The interval between the protrusions 11 in the tire circumferential direction is preferably 20 mm to 30 mm. If this distance is less than 20 mm, the rolling resistance deteriorates due to an increase in mass. Conversely, if it exceeds 30 mm, the effect of reducing road noise becomes insufficient. The intervals in the tire circumferential direction of the protrusions 11 may be uniform on the tire circumference or may be non-uniform.

突条１１のタイヤ周方向の間隔をタイヤ周上で均等にした場合、突条１１に起因する質量のアンバランスを回避することができる。また、トレッド部１の溝面積の変動を加味して突条１１のタイヤ周方向の間隔をタイヤ周上で不均等にしても良い。   When the intervals in the tire circumferential direction of the ridges 11 are made uniform on the tire circumference, mass unbalance due to the ridges 11 can be avoided. Further, in consideration of the change in the groove area of the tread portion 1, the intervals in the tire circumferential direction of the protrusions 11 may be made uneven on the tire circumference.

図５はトレッド部の溝面積の変動とその変動を加味して配置された突条との関係を示すものである。図５において、一点鎖線の上側は溝１２が形成されたトレッド部に相当し、一点鎖線の下側は突条１１が形成されたバットレス部に相当する。図５に示すように、トレッド部の溝面積が相対的に大きい部位において突条１１の本数を相対的に多くすると、溝面積の変動に起因する質量のアンバランスを打ち消し、タイヤのユニフォミティーを向上することができる。このように突条１１を単なる振動抑制手段として用いるだけでなくユニフォミティーの改善手段として活用することも可能である。   FIG. 5 shows the relationship between the change in the groove area of the tread portion and the protrusions arranged in consideration of the change. In FIG. 5, the upper side of the alternate long and short dash line corresponds to a tread portion where the groove 12 is formed, and the lower side of the alternate long and short dash line corresponds to a buttress portion where the ridge 11 is formed. As shown in FIG. 5, when the number of the protrusions 11 is relatively increased in the portion where the groove area of the tread portion is relatively large, the mass imbalance caused by the change in the groove area is canceled, and the tire uniformity is reduced. Can be improved. Thus, the protrusion 11 can be used not only as a vibration suppressing means but also as a uniformity improving means.

タイヤサイズ２１５／６０Ｒ１６ ９５Ｈの空気入りタイヤにおいて、タイヤ内面形状を種々異ならせた従来例１〜２、実施例１〜３及び比較例１〜５のタイヤをそれぞれ作製した。   In a pneumatic tire having a tire size of 215 / 60R16 95H, tires of Conventional Examples 1-2, Examples 1-3, and Comparative Examples 1-5 having different tire inner surface shapes were produced.

従来例１のタイヤは、バットレス部のタイヤ内面に突条を設けていないものである。従来例２のタイヤは、バットレス部のタイヤ内面に突条を設けずに従来例１よりもベルト幅を１０ｍｍ広げたものである。   The tire of Conventional Example 1 has no protrusion on the tire inner surface of the buttress portion. The tire of Conventional Example 2 has a belt width 10 mm wider than that of Conventional Example 1 without providing protrusions on the tire inner surface of the buttress portion.

実施例１〜３及び比較例１〜５はバットレス部のタイヤ内面に突条を設け、その位置や寸法を表１のように設定したものである。なお、突条のトレッドセンター側端部の位置はベルト半幅Ｗｂを指標とするベルト幅方向中心位置Ｃからの距離にて示し、突条のビード側端部の位置はタイヤ断面高さＨを指標とするタイヤ最大幅位置Ｐ２からの距離にて示し、突条の延長方向はラジアル方向に対する角度にて示した。   In Examples 1 to 3 and Comparative Examples 1 to 5, protrusions are provided on the tire inner surface of the buttress portion, and the positions and dimensions thereof are set as shown in Table 1. The position of the end of the ridge on the tread center side is indicated by the distance from the center position C in the belt width direction using the belt half width Wb as an index, and the position of the end of the ridge on the bead side indicates the tire cross-section height H. The distance from the tire maximum width position P2 is shown, and the extending direction of the ridge is shown by an angle with respect to the radial direction.

これら試験タイヤについて、下記試験方法により、ロードノイズ、操縦安定性、転がり抵抗を評価し、その結果を表１に併せて示した。   For these test tires, road noise, steering stability, and rolling resistance were evaluated by the following test methods, and the results are also shown in Table 1.

ロードノイズ：
試験タイヤをリムサイズ１６×７ＪＪのホイールに組付け、内圧２００ｋＰａに調整して排気量２０００ｃｃの試験車両（前輪駆動車）に装着した。そして、計測器を搭載した試験車両において２名乗車相当の荷重条件を設定し、運転席窓側位置にマイクロフォンを設置し、テストコースにて速度６０ｋｍで走行する際に発生する周波数３１５Ｈｚのロードノイズ〔ｄＢ（Ａ）〕を計測した。 Road noise:
The test tire was assembled on a wheel having a rim size of 16 × 7 JJ, adjusted to an internal pressure of 200 kPa, and mounted on a test vehicle (front wheel drive vehicle) having a displacement of 2000 cc. Then, load conditions equivalent to two passengers are set in a test vehicle equipped with a measuring instrument, a microphone is installed at the driver's seat window side position, and a road noise with a frequency of 315 Hz generated when traveling at a speed of 60 km on the test course [ dB (A)] was measured.

操縦安定性：
試験タイヤをリムサイズ１６×７ＪＪのホイールに組付け、内圧２００ｋＰａに調整して排気量２０００ｃｃの試験車両（前輪駆動車）に装着した。そして、レーンチェンジ性や旋回性を含む操縦安定性についてテストドライバーによる官能試験を実施し、操縦安定性を１０点法により採点した。この評価点が大きいほど操縦安定性が優れていることを意味する。 Steering stability:
The test tire was assembled on a wheel having a rim size of 16 × 7 JJ, adjusted to an internal pressure of 200 kPa, and mounted on a test vehicle (front wheel drive vehicle) having a displacement of 2000 cc. Then, a sensory test was conducted by a test driver for handling stability including lane changeability and turning ability, and the handling stability was scored by a 10-point method. The larger this evaluation point, the better the steering stability.

転がり抵抗：
試験タイヤをリムサイズ１６×７ＪＪのホイールに組付け、内圧２００ｋＰａに調整して転がり抵抗試験機に装着し、速度８０ｋｍ／ｈにて転がり抵抗を測定した。評価結果は、測定値の逆数を用い、従来例１を１００とする指数にて示した。この指数値が大きいほど転がり抵抗が小さいことを意味する。
Rolling resistance:
The test tire was assembled on a wheel having a rim size of 16 × 7 JJ, adjusted to an internal pressure of 200 kPa and mounted on a rolling resistance tester, and the rolling resistance was measured at a speed of 80 km / h. The evaluation results are shown as an index with the conventional example 1 as 100 using the reciprocal of the measured value. It means that rolling resistance is so small that this index value is large.

Figure 2007276712
Figure 2007276712

この表１に示すように、実施例１〜３のタイヤは、従来例１と同等のタイヤ性能を維持しながら、ロードノイズを効果的に低減することができた。従来例２のタイヤは、ロードノイズの低減効果が僅かに認められるものの操縦安定性が低下していた。比較例１〜３，５のタイヤは、いずれもロードノイズの低減効果が不十分であった。比較例４のタイヤは、ロードノイズの低減効果が認められるものの転がり抵抗が悪化していた。   As shown in Table 1, the tires of Examples 1 to 3 were able to effectively reduce road noise while maintaining tire performance equivalent to that of Conventional Example 1. In the tire of Conventional Example 2, although the reduction effect of road noise was slightly recognized, the steering stability was lowered. The tires of Comparative Examples 1 to 3 and 5 were insufficient in reducing road noise. In the tire of Comparative Example 4, although the reduction effect of road noise was recognized, the rolling resistance was deteriorated.

本発明の実施形態からなる空気入りタイヤを示す子午線半断面図である。It is a meridian half section view showing a pneumatic tire according to an embodiment of the present invention. 図１の空気入りタイヤを示す斜視断面図である。It is a perspective sectional view showing the pneumatic tire of FIG. 図１の要部拡大図である。It is a principal part enlarged view of FIG. 図３のＡ−Ａ矢視断面図である。It is AA arrow sectional drawing of FIG. トレッド部の溝面積の変動とその変動を加味して配置された突条との関係を示す説明図である。It is explanatory drawing which shows the relationship between the change of the groove area of a tread part, and the protrusion arranged considering the change.

符号の説明Explanation of symbols

１ トレッド部
２ サイドウォール部
３ ビード部
４ カーカス層
５ ビードコア
６ ベルト層
７ ベルトカバー層
１１ 突条
１２ 溝
DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 4 Carcass layer 5 Bead core 6 Belt layer 7 Belt cover layer 11 Projection 12 Groove

Claims (6)

トレッド部に埋設されたベルト層の幅方向中心位置からベルト半幅の２／３倍の位置とタイヤ最大幅位置との間の領域に、タイヤ内面から突出しつつラジアル方向に延在する複数本の突条をタイヤ周方向に間隔をおいて形成し、前記突条の一方の端部をベルト層の幅方向中心位置からベルト半幅の２／３倍の位置とベルト端位置との間に配置し、前記突条の他方の端部をタイヤ最大幅位置と該タイヤ最大幅位置からタイヤ断面高さの０．２倍の位置との間に配置した空気入りタイヤ。   A plurality of protrusions extending in the radial direction while protruding from the inner surface of the tire in a region between the center position in the width direction of the belt layer embedded in the tread portion and a position 2/3 times the belt half width and the maximum tire width position. A strip is formed at intervals in the tire circumferential direction, and one end of the projection is disposed between a position that is 2/3 times the belt half width from the center position in the width direction of the belt layer and the belt end position; The pneumatic tire which has arrange | positioned the other edge part of the said protrusion between the tire maximum width position and the position 0.2 times the tire cross-section height from this tire maximum width position. 前記突条の延長方向をラジアル方向に対して−３０°〜＋３０°の範囲にした請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein an extending direction of the ridge is in a range of -30 ° to + 30 ° with respect to a radial direction. 前記突条の最も突出量が大きい部分のタイヤ内面からの高さを２ｍｍ以上とし、前記突条のタイヤ内面と接する部分の幅を３ｍｍ以上とした請求項１又は請求項２に記載の空気入りタイヤ。   The pneumatic according to claim 1 or 2, wherein a height from a tire inner surface of a portion having the largest protruding amount of the protrusion is set to 2 mm or more, and a width of a portion contacting the tire inner surface of the protrusion is set to 3 mm or more. tire. 前記突条のタイヤ周方向の間隔を２０ｍｍ〜３０ｍｍとした請求項１〜３のいずれかに記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 3, wherein a distance between the protrusions in the tire circumferential direction is 20 mm to 30 mm. 前記突条のタイヤ周方向の間隔をタイヤ周上で均等にした請求項１〜４のいずれかに記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 4, wherein intervals between the protrusions in the tire circumferential direction are made uniform on the tire circumference. 前記突条のタイヤ周方向の間隔をタイヤ周上で不均等にし、トレッド部の溝面積が相対的に大きい部位では前記突条の本数を相対的に多くした請求項１〜４のいずれかに記載の空気入りタイヤ。
The distance between the protrusions in the tire circumferential direction is made uneven on the tire periphery, and the number of the protrusions is relatively increased in a portion where the groove area of the tread portion is relatively large. The described pneumatic tire.
JP2006108162A 2006-04-11 2006-04-11 Pneumatic tire Expired - Fee Related JP4984614B2 (en)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110220264A1 (en) * 2010-03-12 2011-09-15 Toyo Tire & Rubber Co., Ltd. Pneumatic tire and method of manufacturing of the same
JP2011235667A (en) * 2010-05-06 2011-11-24 Yokohama Rubber Co Ltd:The Tire noise reducing device and pneumatic tire equipped therewith
JP2012218470A (en) * 2011-04-04 2012-11-12 Toyo Tire & Rubber Co Ltd Pneumatic tire
JP2013014141A (en) * 2012-10-09 2013-01-24 Toyo Tire & Rubber Co Ltd Method of manufacturing pneumatic tire
JP2014141109A (en) * 2013-01-22 2014-08-07 Sumitomo Rubber Ind Ltd Pneumatic tire
US20150367587A1 (en) * 2013-02-20 2015-12-24 Bridgestone Corporation Tire, tire manufacturing apparatus, and tire manufacturing method

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5413106A (en) * 1977-06-27 1979-01-31 Goodyear Tire & Rubber Pneumatic tire
WO1996030221A1 (en) * 1995-03-24 1996-10-03 The Yokohama Rubber Co., Ltd. Pneumatic tire
JP2000127709A (en) * 1998-10-19 2000-05-09 Bridgestone Corp Pneumatic tire
JP2002301912A (en) * 2001-04-03 2002-10-15 Sumitomo Rubber Ind Ltd Pneumatic tire

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5413106A (en) * 1977-06-27 1979-01-31 Goodyear Tire & Rubber Pneumatic tire
WO1996030221A1 (en) * 1995-03-24 1996-10-03 The Yokohama Rubber Co., Ltd. Pneumatic tire
JP2000127709A (en) * 1998-10-19 2000-05-09 Bridgestone Corp Pneumatic tire
JP2002301912A (en) * 2001-04-03 2002-10-15 Sumitomo Rubber Ind Ltd Pneumatic tire

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110220264A1 (en) * 2010-03-12 2011-09-15 Toyo Tire & Rubber Co., Ltd. Pneumatic tire and method of manufacturing of the same
JP2011235667A (en) * 2010-05-06 2011-11-24 Yokohama Rubber Co Ltd:The Tire noise reducing device and pneumatic tire equipped therewith
JP2012218470A (en) * 2011-04-04 2012-11-12 Toyo Tire & Rubber Co Ltd Pneumatic tire
JP2013014141A (en) * 2012-10-09 2013-01-24 Toyo Tire & Rubber Co Ltd Method of manufacturing pneumatic tire
JP2014141109A (en) * 2013-01-22 2014-08-07 Sumitomo Rubber Ind Ltd Pneumatic tire
US20150367587A1 (en) * 2013-02-20 2015-12-24 Bridgestone Corporation Tire, tire manufacturing apparatus, and tire manufacturing method

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