JP2011225180A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2011225180A
JP2011225180A JP2010099095A JP2010099095A JP2011225180A JP 2011225180 A JP2011225180 A JP 2011225180A JP 2010099095 A JP2010099095 A JP 2010099095A JP 2010099095 A JP2010099095 A JP 2010099095A JP 2011225180 A JP2011225180 A JP 2011225180A
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tire
tire inner
circumferential direction
sound absorbing
linear member
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JP5573328B2 (en
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Yuichi Suga
勇一 須賀
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire that is advantageous in suppressing deterioration in uniformity and in enhancing a comfortable ride.SOLUTION: The pneumatic tire 10 includes a tire body 12, a sound-absorption member 14, and a fixing part 16. The sound-absorption member 14 is extendedly situated over the entire circumference of the tire inner face 30. The fixing part 16 is for fixing the sound-absorption member 14 to the tire inner face 30. The fixing part 16 includes an elastically deformable linear member 32 for pressing the sound-absorption member 14 to the tire inner face 30, the linear member 32 being arranged inside of the sound-absorption member 14 in the tire radial direction and spirally wound along the circumferential direction of the tire inner face 30 and being diametrically reducible and enlargeable, With the sound-absorption member 14 fixed by the fixing part 16, the linear member 32 is wound for two rounds or more along the circumferential direction of the tire inner face 30.

Description

本発明は吸音部材を備える空気入りタイヤに関する。   The present invention relates to a pneumatic tire including a sound absorbing member.

空気入りタイヤにおいて、騒音（ロードノイズ）を発生させる原因の一つにタイヤ内部に充填された空気の振動による空洞共鳴音がある。
この空洞共鳴音は、タイヤを転動させたときにトレッド部が路面の凹凸によって振動し、トレッド部の振動がタイヤ内部の空気を振動させることによって生じるものである。 In a pneumatic tire, one of the causes of noise (road noise) is a cavity resonance sound caused by vibration of air filled in the tire.
The cavity resonance sound is generated when the tread portion vibrates due to road surface irregularities when the tire rolls, and the vibration of the tread portion vibrates the air inside the tire.

このような空洞共鳴現象による騒音を低減する手法として、トレッド部の内側に位置するタイヤ内面に沿って吸音部材を配置し、該吸音部材を円弧状固定具によってタイヤ内面に固定することが提案されている（特許文献１参照）。   As a technique for reducing noise due to such a cavity resonance phenomenon, it has been proposed to arrange a sound absorbing member along the inner surface of the tire located inside the tread portion, and fix the sound absorbing member to the inner surface of the tire with an arcuate fixture. (See Patent Document 1).

特開２００９−４６０１１号公報JP 2009-46011 A

しかしながら、上記円弧状固定具は、吸音部材をタイヤ内面に固定した状態で円弧状固定具の両端がタイヤ内面の周方向において離間しているという構造上、タイヤ内面の周方向における円弧状固定具の重量のアンバランスが生じることが避けられない。
そのため、タイヤのユニフォミティが低下して車両走行時の振動が増加し、乗り心地が低下することが懸念される。
本発明は、このような事情に鑑みてなされたものであり、その目的は、ユニフォミティの低下を抑制し乗り心地の向上を図る上で有利な空気入りタイヤを提供することを目的とする。 However, the arc-shaped fixture has a structure in which both ends of the arc-shaped fixture are separated from each other in the circumferential direction of the tire inner surface in a state where the sound absorbing member is fixed to the tire inner surface. It is inevitable that an imbalance of the weight of the product will occur.
For this reason, there is a concern that the uniformity of the tire will decrease, the vibration during vehicle travel will increase, and the riding comfort will decrease.
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a pneumatic tire that is advantageous in suppressing reduction in uniformity and improving ride comfort.

上記目的を達成するために、本発明は、トレッド部の内側に位置するタイヤ内面に沿って配置された吸音部材と、前記吸音部材をタイヤ内面に固定する固定具とを備える空気入りタイヤであって、前記固定具は、タイヤ半径方向において前記吸音部材の内側に配置されタイヤ内面の周方向に沿ってらせん状に巻回され前記吸音部材をタイヤ内面に押し付ける弾性変形可能な線状部材で構成され、前記固定具が前記吸音部材を固定した状態で、前記線状部材はタイヤ内面の周方向に沿って２周以上巻回され、かつ、前記線状部材の両端がタイヤ内面の周方向において重複する距離が２０ｍｍ以内あるいは前記線状部材の両端がタイヤ内面の周方向において離間する距離が２０ｍｍ以内であることを特徴とする。   In order to achieve the above object, the present invention is a pneumatic tire comprising a sound absorbing member disposed along an inner surface of a tire located inside a tread portion, and a fixture for fixing the sound absorbing member to the inner surface of the tire. The fixing device is an elastically deformable linear member that is disposed inside the sound absorbing member in the tire radial direction and spirally wound along the circumferential direction of the tire inner surface to press the sound absorbing member against the tire inner surface. In the state where the fixing member fixes the sound absorbing member, the linear member is wound two or more times along the circumferential direction of the tire inner surface, and both ends of the linear member are in the circumferential direction of the tire inner surface. The overlapping distance is within 20 mm, or the distance at which both ends of the linear member are separated in the circumferential direction of the tire inner surface is within 20 mm.

本発明の空気入りタイヤによれば、タイヤ内面の周方向における固定具の重量のアンバランスを抑制することができるので、空気入りタイヤのユニフォミティの低下を抑制し乗り心地の向上を図る上で有利となる。   According to the pneumatic tire of the present invention, since the imbalance of the weight of the fixture in the circumferential direction of the tire inner surface can be suppressed, it is advantageous in improving the ride comfort by suppressing the decrease in uniformity of the pneumatic tire. It becomes.

本実施の形態の空気入りタイヤ１０をそのタイヤ軸線を含む平面で破断した断面図である。It is sectional drawing which fractured | ruptured the pneumatic tire 10 of this Embodiment in the plane containing the tire axial line. 固定具１６の斜視図である。FIG. 6 is a perspective view of the fixture 16. 線状部材３２の両端３２Ａがタイヤ内面３０の周方向において同一の箇所に位置している固定具の平面図である。FIG. 3 is a plan view of a fixture in which both ends 32A of a linear member 32 are located at the same location in the circumferential direction of the tire inner surface 30. 線状部材３２の両端３２Ａがタイヤ内面３０の周方向において重複している固定具１６の平面図である。3 is a plan view of the fixture 16 in which both ends 32A of the linear member 32 overlap in the circumferential direction of the tire inner surface 30. FIG. 線状部材３２の両端３２Ａがタイヤ内面３０の周方向において離間している固定具１６の平面図である。3 is a plan view of the fixture 16 in which both ends 32A of the linear member 32 are separated from each other in the circumferential direction of the tire inner surface 30. FIG. 本発明に係る空気入りタイヤの従来例、実施例、比較例の実験結果を示す図である。It is a figure which shows the experimental result of the prior art example, Example, and comparative example of the pneumatic tire which concerns on this invention.

次に本発明の実施の形態について図面を参照して説明する。
図１に示すように、本実施の形態に係る空気入りタイヤ１０は、タイヤ本体１２と、吸音部材１４と、固定具１６とを備えている。
タイヤ本体１２は、トレッド部１８と、トレッド部１８の両側部からタイヤ半径方向内方に延びる一対のサイドウォール部２０と、各サイドウォール部２０の内周側に連続する一対のビード部２２とを備えている。
カーカス層２４が一対のビード部２２間に掛け渡されている。
トレッド部１８の内部でカーカス層２４の外側にベルト層２６が配置されている。
インナーライナー２８はタイヤ本体１２の内面に配置されている。本実施の形態では、トレッド部１８の内側に位置するタイヤ内面３０がインナーライナー２８で形成されている。 Next, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the pneumatic tire 10 according to the present embodiment includes a tire body 12, a sound absorbing member 14, and a fixture 16.
The tire body 12 includes a tread portion 18, a pair of sidewall portions 20 that extend inward in the tire radial direction from both side portions of the tread portion 18, and a pair of bead portions 22 that are continuous to the inner peripheral side of each sidewall portion 20. It has.
A carcass layer 24 is spanned between the pair of bead portions 22.
A belt layer 26 is disposed inside the tread portion 18 and outside the carcass layer 24.
The inner liner 28 is disposed on the inner surface of the tire body 12. In the present embodiment, the tire inner surface 30 positioned inside the tread portion 18 is formed by the inner liner 28.

吸音部材１４は、タイヤ転動時の空洞共鳴音を抑制する、いわゆる騒音低減材として使用されるものである。
吸音部材１４としては、発泡ウレタン、吸音フェルト、発泡アルミニウムなど従来公知のさまざまな材料が使用可能であるが、吸音効果を確保しつつ欠け・裂け等の破損や圧縮（へたり）等の変形を有効に抑制する上で、軟質ポリウレタンフォームが好ましい。
吸音部材１４は、タイヤ内面３０の全周にわたって延在している。
吸音部材１４の形状は、特に制限されるものではないが、本実施の形態では、吸音部材１４は均一な幅と均一な厚さを有する帯状を呈している。
なお、吸音部材１４の幅とは、吸音部材１４をタイヤ内面３０に装着した時におけるタイヤ軸線方向の長さである。 The sound absorbing member 14 is used as a so-called noise reducing material that suppresses cavity resonance noise during tire rolling.
As the sound absorbing member 14, various conventionally known materials such as urethane foam, sound absorbing felt, and foamed aluminum can be used. However, the sound absorbing member 14 can be damaged such as chipping or tearing or deformed such as compression (sagging) while ensuring a sound absorbing effect. In terms of effective suppression, flexible polyurethane foam is preferred.
The sound absorbing member 14 extends over the entire circumference of the tire inner surface 30.
The shape of the sound absorbing member 14 is not particularly limited, but in the present embodiment, the sound absorbing member 14 has a strip shape having a uniform width and a uniform thickness.
The width of the sound absorbing member 14 is the length in the tire axial direction when the sound absorbing member 14 is mounted on the tire inner surface 30.

固定具１６は、吸音部材１４をタイヤ内面３０に固定するものである。
固定具１６は、図１、図２に示すように、タイヤ半径方向において吸音部材１４の内側に配置されタイヤ内面３０の周方向に沿ってらせん状に巻回され、縮径可能かつ拡径可能であり、吸音部材１４をタイヤ内面３０に押し付ける弾性変形可能な線状部材３２で構成されている。図２において符号３２Ａは線状部材３２の両端を示す。
このような線状部材３２として固定具１６の軽量化を図る観点から合成樹脂材料が好ましいが、金属材料も無論使用可能である。
このような合成樹脂材料として、例えば、ポリプロピレン樹脂など従来公知のさまざまな合成樹脂材料が使用可能である。
また、線状部材３２が合成樹脂材料で形成されている場合、直径５ｍｍ以上１０ｍｍ以下であることが、固定具１６が吸音部材１４をタイヤ内面３０に押し付ける押し付け力を確保しつつ固定具１６の軽量化を図る上で好ましい。
線状部材３２の直径が５ｍｍに満たないと、固定具１６が吸音部材１４をタイヤ内面３０に押し付ける押し付け力が不足し、装着時にタイヤ内面で固定できにくい不利がある。
線状部材３２の直径が１０ｍｍを超えると、固定具１６の軽量化を図る上で不利がある。 The fixture 16 fixes the sound absorbing member 14 to the tire inner surface 30.
As shown in FIGS. 1 and 2, the fixture 16 is disposed inside the sound absorbing member 14 in the tire radial direction and is spirally wound along the circumferential direction of the tire inner surface 30 so that the diameter can be reduced and the diameter can be increased. It is comprised by the linear member 32 which can elastically deform and press the sound-absorbing member 14 against the tire inner surface 30. In FIG. 2, reference numeral 32 </ b> A indicates both ends of the linear member 32.
A synthetic resin material is preferable as the linear member 32 from the viewpoint of reducing the weight of the fixture 16, but a metal material can of course be used.
As such a synthetic resin material, for example, various conventionally known synthetic resin materials such as polypropylene resin can be used.
Further, when the linear member 32 is formed of a synthetic resin material, the diameter of 5 mm or more and 10 mm or less means that the fixing tool 16 has a pressing force for pressing the sound absorbing member 14 against the tire inner surface 30 while securing the pressing tool 16. This is preferable for reducing the weight.
If the diameter of the linear member 32 is less than 5 mm, there is a disadvantage that the fixing tool 16 does not have enough pressing force to press the sound absorbing member 14 against the tire inner surface 30 and is difficult to be fixed on the tire inner surface at the time of mounting.
If the diameter of the linear member 32 exceeds 10 mm, there is a disadvantage in reducing the weight of the fixture 16.

図３、図４、図５に示すように、固定具１６が吸音部材１４を固定した状態で、線状部材３２はタイヤ内面３０の周方向に沿って２周以上巻回されている。
そして、図４に示すように、線状部材３２の両端３２Ａがタイヤ内面３０の周方向において重複する距離Ｌ１は２０ｍｍ以内である。
あるいは、図５に示すように、線状部材３２の両端３２Ａがタイヤ内面３０の周方向において離間する距離Ｌ２は２０ｍｍ以内である。
あるいは、図３に示すように、線状部材３２の両端３２Ａがタイヤ内面３０の周方向において同一の箇所に位置している。言い換えると、線状部材３２の両端３２Ａが同一のタイヤ子午線Ｍと一致している。
前記の距離Ｌ１あるいは距離Ｌ２が２０ｍｍ以内であると、タイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制する上で有利となる。
また、線状部材３２の両端３２Ａがタイヤ内面３０の周方向において同一の箇所に位置していると、タイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制する上でより有利となる。
なお、前記の距離Ｌ１が２０ｍｍを上回ると、タイヤ内面３０の周方向において両端３２Ａが重複した部分の重量が他の部分よりも重くなることから、タイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制する上で不利となる。
また、前記の距離Ｌ２が２０ｍｍを上回ると、タイヤ内面３０の周方向において両端３２Ａが離間した部分の重量が他の部分よりも軽くなることから、タイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制する上で不利となる。 As shown in FIGS. 3, 4, and 5, the linear member 32 is wound two or more times along the circumferential direction of the tire inner surface 30 with the fixture 16 fixing the sound absorbing member 14.
And as shown in FIG. 4, the distance L1 which both ends 32A of the linear member 32 overlap in the circumferential direction of the tire inner surface 30 is less than 20 mm.
Or as shown in FIG. 5, the distance L2 which both ends 32A of the linear member 32 spaces apart in the circumferential direction of the tire inner surface 30 is within 20 mm.
Alternatively, as shown in FIG. 3, both ends 32 </ b> A of the linear member 32 are located at the same location in the circumferential direction of the tire inner surface 30. In other words, both ends 32A of the linear member 32 coincide with the same tire meridian M.
When the distance L1 or the distance L2 is within 20 mm, it is advantageous in suppressing the weight imbalance of the fixture 16 in the circumferential direction of the tire inner surface 30.
Further, when both ends 32 </ b> A of the linear member 32 are located at the same location in the circumferential direction of the tire inner surface 30, it is more advantageous in suppressing the weight imbalance of the fixture 16 in the circumferential direction of the tire inner surface 30. Become.
If the distance L1 exceeds 20 mm, the weight of the portion where both ends 32A overlap in the circumferential direction of the tire inner surface 30 becomes heavier than the other portions. It is disadvantageous in suppressing the unbalance.
Further, when the distance L2 exceeds 20 mm, the weight of the portion where both ends 32A are spaced apart in the circumferential direction of the tire inner surface 30 becomes lighter than the other portions, so the weight of the fixture 16 in the circumferential direction of the tire inner surface 30 is reduced. It is disadvantageous in suppressing the unbalance.

固定具１６を用いた吸音部材１４のタイヤ内面３０への固定は次のような手順で行う。
まず、吸音部材１４をリム孔からタイヤ本体１２の内側に入れてタイヤ内面３０の全周に沿って配置する。
次いで、縮径する方向に弾性変形させた固定具１６をリム孔からタイヤ本体１２の内側に入れたのち、弾性によって固定具１６を拡径させる。これにより、固定具１６を構成する線状部材３２はタイヤ内面３０の全周に沿って２周以上巻回され、図１に示すように、吸音部材１４はタイヤ内面３０に押し付けられ、固定具１６によってタイヤ内面３０の全周にわたって確実に固定される。
この場合、線状部材３２は、タイヤ内面３０の周方向に沿って２周以上巻回されているため、線状部材３２を吸音部材１４の幅方向の全域において幅方向に間隔をおいて当接するように配置することができる。したがって、吸音部材１４をタイヤ内面３０に確実に固定する上で有利となる。 The sound absorbing member 14 is fixed to the tire inner surface 30 using the fixture 16 in the following procedure.
First, the sound absorbing member 14 is placed inside the tire body 12 through the rim hole and disposed along the entire circumference of the tire inner surface 30.
Next, after the fixing tool 16 elastically deformed in the direction of reducing the diameter is inserted into the tire body 12 from the rim hole, the fixing tool 16 is expanded in diameter by elasticity. Thereby, the linear member 32 which comprises the fixing tool 16 is wound 2 or more times along the perimeter of the tire inner surface 30, and as shown in FIG. 1, the sound absorption member 14 is pressed against the tire inner surface 30, and a fixing tool 16 is securely fixed over the entire circumference of the tire inner surface 30.
In this case, since the linear member 32 is wound two or more times along the circumferential direction of the tire inner surface 30, the linear member 32 is spaced across the entire width direction of the sound absorbing member 14 in the width direction. It can arrange so that it may touch. Therefore, it is advantageous for securely fixing the sound absorbing member 14 to the tire inner surface 30.

以上説明したように本実施の形態の空気入りタイヤ１０によれば、固定具１６が、タイヤ内面３０の周方向に沿って２周以上巻回され、かつ、両端３２Ａがタイヤ内面３０の周方向において重複する距離Ｌ１を２０ｍｍ以内あるいは両端３２Ａがタイヤ内面３０の周方向において離間する距離Ｌ２を２０ｍｍ以内とした弾性変形可能な線状部材３２で構成されている。
そのため、タイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制することができるので、空気入りタイヤ１０のユニフォミティの低下を抑制して車両走行時の振動を低減し、乗り心地の向上を図る上で有利となる。 As described above, according to the pneumatic tire 10 of the present embodiment, the fixture 16 is wound two or more times along the circumferential direction of the tire inner surface 30, and both ends 32 </ b> A are circumferential in the tire inner surface 30. The distance L1 is 20 mm or less, or the distance L2 at which both ends 32A are separated in the circumferential direction of the tire inner surface 30 is 20 mm or less.
Therefore, since the imbalance of the weight of the fixture 16 in the circumferential direction of the tire inner surface 30 can be suppressed, a decrease in uniformity of the pneumatic tire 10 is suppressed, and vibration during vehicle traveling is reduced, thereby improving riding comfort. This is advantageous in achieving this.

以下、本発明の実施例を比較例と比較しつつ説明する。
図６は本発明に係る空気入りタイヤ用静音具１０の従来例、実施例、比較例の実験結果を示す図である。
２０５／６０Ｒ１６のＰＣタイヤ（一般乗用車用タイヤ）に固定具１６を用いて吸音部材１４を装着した空気入りタイヤ１０についてユニフォミティ測定を行うと共に、この空気入りタイヤ１０を実車に装着して振動の有無を測定した。
試験条件は以下の通りである。
評価車両：国産ＦＲ車
空気圧：２３０ｋＰａ／２３０ｋＰａ
評価場所：テストコース
速度：１００ｋｍ／ｈ Hereinafter, examples of the present invention will be described in comparison with comparative examples.
FIG. 6 is a diagram showing experimental results of conventional examples, examples, and comparative examples of the silencer 10 for a pneumatic tire according to the present invention.
Uniformity measurement is performed on the pneumatic tire 10 in which the sound absorbing member 14 is attached to the PC tire (general passenger car tire) of 205 / 60R16 using the fixture 16, and the pneumatic tire 10 is attached to an actual vehicle to check for vibration. Was measured.
The test conditions are as follows.
Evaluation vehicle: Domestic FR car Air pressure: 230kPa / 230kPa
Evaluation place: Test course Speed: 100km / h

評価項目は以下の２項目である。
（１）ユニフォミティ（ＵＦ）
ユニフォミティ試験機を用いて測定したＲＦＶ（ラジアルフォースバリエーション）の測定結果に基づいて○、△、×の３段階で評価した。
○はRFVが従来例よりも10%以上の良化が見られたことを示す。
△はRFVが従来例よりも10%以下の良化しか見られなかったことを示す。
×はRFVが従来例より良化が見られなかったことを示す。
（２）車両振動
運転者の官能評価により、○、×の２段階で評価した。
○は振動が少なく乗り心地がよいという評価を示す。
×は振動が多く乗り心地が悪いという評価を示す。 The evaluation items are the following two items.
(1) Uniformity (UF)
Based on the measurement result of RFV (radial force variation) measured using a uniformity testing machine, it evaluated in three steps, (circle), (triangle | delta), and x.
○ indicates that the RFV was improved by 10% or more than the conventional example.
Δ indicates that the RFV was improved only 10% or less than the conventional example.
X indicates that RFV was not improved as compared with the conventional example.
(2) Vehicle vibration It was evaluated in two stages of ○ and × by the driver's sensory evaluation.
○ indicates that there is little vibration and that the ride is comfortable.
X shows the evaluation that there is much vibration and the ride comfort is bad.

従来例１は、従来技術における円弧状固定具２を用いて吸音部材１４をタイヤ内面３０に固定したものであり、円弧状固定具２の両端４がタイヤ内面３０の周方向において離間している。
実施例１は、線状部材３２の両端３２Ａがタイヤ内面３０の周方向において同一の箇所、すなわち同一のタイヤ子午線Ｍ上に位置している。
実施例２は、距離Ｌ１または距離Ｌ２が２０ｍｍである。
比較例は、距離Ｌ１または距離Ｌ２が３０ｍｍである。
なお、図６では、図示を簡略化するために実施例１、２、比較例の距離Ｌ１のみを図示し、距離Ｌ２については図示を省略している。 In Conventional Example 1, the sound absorbing member 14 is fixed to the tire inner surface 30 using the arc-shaped fixture 2 in the prior art, and both ends 4 of the arc-shaped fixture 2 are separated in the circumferential direction of the tire inner surface 30. .
In Example 1, both ends 32 </ b> A of the linear member 32 are located in the same location in the circumferential direction of the tire inner surface 30, that is, on the same tire meridian M.
In Example 2, the distance L1 or the distance L2 is 20 mm.
In the comparative example, the distance L1 or the distance L2 is 30 mm.
In FIG. 6, only the distance L1 of Examples 1 and 2 and the comparative example is illustrated to simplify the illustration, and the illustration of the distance L2 is omitted.

図６から明らかなように、従来例１では、両端４がタイヤ内面３０の周方向において離間した円弧状固定具２を用いているため、タイヤ内面３０の周方向における円弧状固定具２の重量がアンバランスとなり、ユニフォミティの低下を抑制して車両走行時の振動を低減する上で不利であることがわかる。
また、比較例では、距離Ｌ１または距離Ｌ２が２０ｍｍを上回っていることからタイヤ内面３０の周方向における固定具１６の重量がアンバランスとなり、ユニフォミティの低下を抑制して車両走行時の振動を低減する上で不利であることがわかる。
また、実施例１では、線状部材３２の両端３２Ａが同一のタイヤ子午線Ｍ上に位置していることからタイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制する上で最も有利となり、空気入りタイヤ１０のユニフォミティの低下を抑制して車両走行時の振動を低減する上で有利であることがわかる。
また、実施例２では、距離Ｌ１または距離Ｌ２が２０ｍｍであることからタイヤ内面３０の周方向における固定具１６の重量のアンバランスを抑制する上で実施例１よりも若干不利であるものの、従来例１、比較例に比較して空気入りタイヤ１０のユニフォミティの低下を抑制して車両走行時の振動を低減する上で有利であることがわかる。
したがって、実施例１、２は、従来例１、比較例に比較して、ユニフォミティの低下を抑制して車両走行時の振動を低減し、乗り心地の向上を図る上で有利であることがわかる。 As apparent from FIG. 6, in the conventional example 1, since the arc-shaped fixture 2 having both ends 4 spaced apart in the circumferential direction of the tire inner surface 30 is used, the weight of the arc-shaped fixture 2 in the circumferential direction of the tire inner surface 30 is used. Is unbalanced, which is disadvantageous in terms of suppressing the decrease in uniformity and reducing vibration during vehicle travel.
Further, in the comparative example, since the distance L1 or the distance L2 exceeds 20 mm, the weight of the fixture 16 in the circumferential direction of the tire inner surface 30 becomes unbalanced, and the decrease in uniformity is suppressed to reduce vibration during vehicle travel. It turns out that it is disadvantageous to do.
Moreover, in Example 1, since both ends 32A of the linear member 32 are located on the same tire meridian M, it is most advantageous in suppressing the imbalance of the weight of the fixture 16 in the circumferential direction of the tire inner surface 30. Thus, it can be seen that it is advantageous in reducing the vibration during traveling of the vehicle by suppressing the decrease in uniformity of the pneumatic tire 10.
Further, in the second embodiment, the distance L1 or the distance L2 is 20 mm, which is slightly disadvantageous compared to the first embodiment in suppressing the imbalance in the weight of the fixture 16 in the circumferential direction of the tire inner surface 30. Compared with Example 1 and the comparative example, it turns out that it is advantageous in suppressing the fall of the uniformity of the pneumatic tire 10, and reducing the vibration at the time of vehicle travel.
Therefore, it can be seen that the first and second embodiments are more advantageous than the conventional example 1 and the comparative example in that the decrease in uniformity is suppressed and the vibration during vehicle traveling is reduced to improve the riding comfort. .

１０……空気入りタイヤ、１４……吸音部材、１６……固定具、１８……トレッド部、３０……タイヤ内面、３２……線状部材、３２Ａ……両端。   DESCRIPTION OF SYMBOLS 10 ... Pneumatic tire, 14 ... Sound absorption member, 16 ... Fixing tool, 18 ... Tread part, 30 ... Tire inner surface, 32 ... Linear member, 32A ... Both ends.

Claims (3)

トレッド部の内側に位置するタイヤ内面に沿って配置された吸音部材と、
前記吸音部材をタイヤ内面に固定する固定具とを備える空気入りタイヤであって、
前記固定具は、タイヤ半径方向において前記吸音部材の内側に配置されタイヤ内面の周方向に沿ってらせん状に巻回され前記吸音部材をタイヤ内面に押し付ける弾性変形可能な線状部材で構成され、
前記固定具が前記吸音部材を固定した状態で、前記線状部材はタイヤ内面の周方向に沿って２周以上巻回され、かつ、前記線状部材の両端がタイヤ内面の周方向において重複する距離が２０ｍｍ以内あるいは前記線状部材の両端がタイヤ内面の周方向において離間する距離が２０ｍｍ以内である、
ことを特徴とする空気入りタイヤ。 A sound absorbing member disposed along the tire inner surface located inside the tread portion;
A pneumatic tire provided with a fixture for fixing the sound absorbing member to the tire inner surface,
The fixing device is configured by an elastically deformable linear member that is disposed inside the sound absorbing member in the tire radial direction and spirally wound along the circumferential direction of the tire inner surface and presses the sound absorbing member against the tire inner surface,
With the fixing member fixing the sound absorbing member, the linear member is wound two or more times along the circumferential direction of the tire inner surface, and both ends of the linear member overlap in the circumferential direction of the tire inner surface. The distance is within 20 mm or the distance at which both ends of the linear member are separated in the circumferential direction of the tire inner surface is within 20 mm.
A pneumatic tire characterized by that. 前記線状部材の両端がタイヤ内面の周方向において同一の箇所に位置している、
ことを特徴とする請求項１記載の空気入りタイヤ。 Both ends of the linear member are located at the same location in the circumferential direction of the tire inner surface,
The pneumatic tire according to claim 1. 前記線状部材は合成樹脂材料で形成され、直径５ｍｍ以上１０ｍｍ以下である、
ことを特徴とする請求項１または２記載の空気入りタイヤ。 The linear member is formed of a synthetic resin material and has a diameter of 5 mm or more and 10 mm or less.
The pneumatic tire according to claim 1 or 2, characterized in that.
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JP2009046011A (en) * 2007-08-20 2009-03-05 Bridgestone Corp Fixing method of sound absorption member to pneumatic tire
JP2009274621A (en) * 2008-05-15 2009-11-26 Yokohama Rubber Co Ltd:The Storage method for pneumatic tire, and tire inner surface protection device

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JP2009046011A (en) * 2007-08-20 2009-03-05 Bridgestone Corp Fixing method of sound absorption member to pneumatic tire
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JP2017178179A (en) * 2016-03-31 2017-10-05 横浜ゴム株式会社 Tire noise reduction device and pneumatic tire including the same
WO2017170154A1 (en) * 2016-03-31 2017-10-05 横浜ゴム株式会社 Tire noise reduction device and pneumatic tire provided with same
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