JP2014213731A - Pneumatic tire - Google Patents
Pneumatic tire Download PDFInfo
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- JP2014213731A JP2014213731A JP2013092677A JP2013092677A JP2014213731A JP 2014213731 A JP2014213731 A JP 2014213731A JP 2013092677 A JP2013092677 A JP 2013092677A JP 2013092677 A JP2013092677 A JP 2013092677A JP 2014213731 A JP2014213731 A JP 2014213731A
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- main groove
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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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
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- Engineering & Computer Science (AREA)
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Abstract
Description
本発明は、気柱管共鳴音を低減することでノイズ性能を向上できる空気入りタイヤに関する。 The present invention relates to a pneumatic tire that can improve noise performance by reducing air column resonance noise.
タイヤが接地した状態で回転すると、タイヤ周方向に延びる主溝と路面とにより形成された管状空間から気柱管共鳴音が発生することがある。気柱管共鳴音は、周波数が1kHz付近のノイズであり、ドライバーに不快感を与えるとともに車外音の原因にもなるため、気柱管共鳴音を低減しうる手法が従来から求められている。 When the tire rotates in a grounded state, air columnar resonance may be generated from a tubular space formed by a main groove extending in the tire circumferential direction and a road surface. The air column resonance sound is a noise having a frequency of about 1 kHz, which causes discomfort to the driver and also causes a sound outside the vehicle. Therefore, a method capable of reducing the air column resonance sound has been conventionally demanded.
本出願人による特許文献1〜3に記載の空気入りタイヤでは、主溝の側壁に多数の長穴を設けており、その長穴は、主溝の深さ方向に延び且つタイヤ周方向に間隔を設けて配置される。かかる構成によれば、主溝内を流れる空気の摩擦抵抗が増大し、気柱管共鳴音の低減を図ることができる。本発明者は、かかる手法を更に改善することで気柱管共鳴音を低減し、ノイズ性能を向上できることを見出した。 In the pneumatic tire described in Patent Documents 1 to 3 by the present applicant, a large number of long holes are provided in the side wall of the main groove, and the long holes extend in the depth direction of the main groove and are spaced in the tire circumferential direction. Is provided. According to such a configuration, the frictional resistance of the air flowing in the main groove is increased, and the air column resonance noise can be reduced. The present inventor has found that the air column resonance sound can be reduced and the noise performance can be improved by further improving the method.
本発明は上記実情に鑑みてなされたものであり、その目的は、気柱管共鳴音を低減することでノイズ性能を向上できる空気入りタイヤを提供することにある。 This invention is made | formed in view of the said situation, The objective is to provide the pneumatic tire which can improve noise performance by reducing an air column resonance sound.
上記目的は、下記の如き本発明により達成することができる。即ち、本発明に係る空気入りタイヤは、タイヤ周方向に沿って延びる主溝がトレッド面に設けられた空気入りタイヤにおいて、前記主溝の側壁に、穴または突起により構成される非平坦部が形成され、前記非平坦部が、前記主溝の深さ方向に延び且つタイヤ周方向に間隔を設けて配置された多数の第1の成分と、前記第1の成分よりも前記主溝の深さ方向に短い多数の第2の成分とを有し、前記第2の成分が、前記第1の成分よりもタイヤ周方向に長いとともに、前記第1の成分に接することなく前記第1の成分と交互に並ぶようにしてタイヤ周方向に配列されているものである。 The above object can be achieved by the present invention as described below. That is, the pneumatic tire according to the present invention is a pneumatic tire in which a main groove extending along a tire circumferential direction is provided on a tread surface, and a non-flat portion constituted by a hole or a protrusion is formed on a side wall of the main groove. A plurality of first components formed and extending in the depth direction of the main groove and spaced apart in the tire circumferential direction; and the depth of the main groove more than the first component. A plurality of second components that are short in the vertical direction, and the second component is longer in the tire circumferential direction than the first component, and is not in contact with the first component. And are arranged in the tire circumferential direction so as to be alternately arranged.
このタイヤでは、穴または突起で構成される非平坦部が主溝の側壁に形成されるため、主溝内を流れる空気の摩擦抵抗が増大する。しかも、第1の成分と、それよりもタイヤ周方向に長い第2の成分とがタイヤ周方向に交互に並ぶため、タイヤ周方向における非平坦部のピッチがバリアブルになる。更に、第1の成分よりも主溝の深さ方向に短い第2の成分がタイヤ周方向に配列されるため、第2の成分が配列される高さと第2の成分が配列されない高さとで、非平坦部の繰り返しパターンが異なる。以上の結果、空気の乱流が発生しやすくなって気柱管共鳴音が低減し、しかもその度合いを主溝の深さ方向で異ならせることで周波数が分散されるため、ノイズ性能を向上することができる。 In this tire, the non-flat portion constituted by the hole or the protrusion is formed on the side wall of the main groove, so that the frictional resistance of the air flowing in the main groove increases. In addition, since the first component and the second component longer in the tire circumferential direction are alternately arranged in the tire circumferential direction, the pitch of the non-flat portions in the tire circumferential direction becomes variable. Furthermore, since the second component, which is shorter in the depth direction of the main groove than the first component, is arranged in the tire circumferential direction, the height at which the second component is arranged and the height at which the second component is not arranged. The repeating pattern of the non-flat part is different. As a result, air turbulence is likely to occur, air column resonance noise is reduced, and the frequency is dispersed by changing the degree of the sound in the depth direction of the main groove, thereby improving noise performance. be able to.
前記第1の成分と前記第2の成分の両方が穴により構成されていることが好ましい。これにより、主溝内で空気の乱流が発生しやすくなるとともに、その度合いが高められるため、気柱管共鳴音を低減するうえで都合がよい。 It is preferable that both the first component and the second component are constituted by holes. This facilitates air turbulence in the main groove and increases the degree thereof, which is convenient for reducing air column resonance noise.
複数の前記第2の成分が前記主溝の深さ方向に間隔を設けて配置されていることが好ましい。これにより、主溝の深さ方向における複数の箇所で第2の成分が配列され、それらの間に第2の成分が配列されない領域が設定される。その結果、繰り返しパターンの異なる非平坦部が主溝の深さ方向に交互に並ぶため、気柱管共鳴音の周波数が効果的に分散されて、ノイズ性能を良好に向上できる。 It is preferable that a plurality of the second components are arranged at intervals in the depth direction of the main groove. Thereby, the second component is arranged at a plurality of locations in the depth direction of the main groove, and a region where the second component is not arranged between them is set. As a result, the non-flat portions having different repetitive patterns are alternately arranged in the depth direction of the main groove, so that the frequency of the air column resonance sound is effectively dispersed and the noise performance can be improved satisfactorily.
気柱管共鳴音を効果的に低減するうえで、前記第1の成分と前記第2の成分が前記主溝の側壁の上縁から溝底側に離れて配置されていることが好ましい。また、前記第1の成分が前記主溝の深さ方向に対して傾斜する場合には、非平坦部の繰り返しパターンの位相が主溝の深さ方向において変化するため、主溝内を流れる空気の乱流が更に発生しやすくなり、気柱管共鳴音の低減効果を向上できる。 In order to effectively reduce air columnar resonance, it is preferable that the first component and the second component are arranged away from the upper edge of the side wall of the main groove toward the groove bottom. Further, when the first component is inclined with respect to the depth direction of the main groove, the phase of the non-flat portion repeating pattern changes in the depth direction of the main groove. Turbulence is more likely to occur, and the effect of reducing air columnar resonance can be improved.
以下、本発明の実施形態について図面を参照しながら説明する。図1に示すように、本実施形態の空気入りタイヤが備えるトレッド面TSには、タイヤ周方向CDに沿って延びる複数の(本実施形態では4本の)主溝3が設けられている。また、主溝3に加えて、主溝3と交差する方向に延びる横溝4も設けられており、それらがリブやブロックなどの陸部5を区分している。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, a plurality of (four in this embodiment) main grooves 3 extending along the tire circumferential direction CD are provided on the tread surface TS included in the pneumatic tire of the present embodiment. Further, in addition to the main groove 3, a lateral groove 4 extending in a direction intersecting with the main groove 3 is also provided, and these separate the land portions 5 such as ribs and blocks.
図2,3に示すように、主溝3の側壁3aには、穴により構成された非平坦部10が形成されている。これと対向する不図示の側壁にも、同様の非平坦部が形成されている。非平坦部10は、主溝3の深さ方向DDに延び且つタイヤ周方向CDに間隔S1を設けて配置された多数の長穴11(第1の成分の一例)と、その長穴11よりも主溝3の深さ方向DDに短い多数の丸穴12(第2の成分の一例)とを有する。即ち、主溝3の深さ方向DDにおける長穴11の長さL1と丸穴12の長さL2は、L1>L2の関係を満たす。 As shown in FIGS. 2 and 3, a non-flat portion 10 made of a hole is formed on the side wall 3 a of the main groove 3. A similar non-flat portion is formed on a side wall (not shown) opposite to this. The non-flat portion 10 includes a plurality of elongated holes 11 (an example of a first component) that extend in the depth direction DD of the main groove 3 and are spaced apart in the tire circumferential direction CD, and the elongated holes 11. Also has a large number of short round holes 12 (an example of the second component) in the depth direction DD of the main groove 3. That is, the length L1 of the long hole 11 and the length L2 of the round hole 12 in the depth direction DD of the main groove 3 satisfy the relationship L1> L2.
丸穴12は、長穴11よりもタイヤ周方向CDに長く、且つ、長穴11に接することなく長穴11と交互に並ぶようにしてタイヤ周方向CDに配列されている。したがって、タイヤ周方向CDにおける長穴11の幅W1と丸穴12の幅W2は、W1<W2の関係を満たす。本実施形態では、多数の長穴11が互いに同一の形状を有し、タイヤ周方向CDに等間隔に配置されている。また、多数の丸穴12も互いに同一の形状を有し、タイヤ周方向CDに等間隔に配置されている。 The round holes 12 are longer in the tire circumferential direction CD than the elongated holes 11 and are arranged in the tire circumferential direction CD so as to be alternately arranged with the elongated holes 11 without contacting the elongated holes 11. Therefore, the width W1 of the long hole 11 and the width W2 of the round hole 12 in the tire circumferential direction CD satisfy the relationship of W1 <W2. In the present embodiment, a large number of the long holes 11 have the same shape, and are arranged at equal intervals in the tire circumferential direction CD. The large number of round holes 12 have the same shape and are arranged at equal intervals in the tire circumferential direction CD.
このような非平坦部10に基づく凹凸が側壁3aに設けられていることで、主溝3内を流れる空気の摩擦抵抗が増大し、気柱管共鳴音の低減に資する。しかも、長穴11と、それよりもタイヤ周方向CDに長い丸穴12とがタイヤ周方向CDに交互に並ぶため、タイヤ周方向CDにおける非平坦部10のピッチはバリアブルになる。即ち、丸穴12が配列される高さ(A位置及びC位置)では、図4のように穴のピッチが一定にならない。これに対し、図5のように長穴21のみからなる非平坦部20が側壁3aに設けられている場合には、図6のように非平坦部20のピッチが一定になる。 Since the unevenness based on such a non-flat portion 10 is provided on the side wall 3a, the frictional resistance of the air flowing in the main groove 3 is increased, which contributes to the reduction of air column resonance noise. Moreover, since the long holes 11 and the round holes 12 longer in the tire circumferential direction CD are alternately arranged in the tire circumferential direction CD, the pitch of the non-flat portions 10 in the tire circumferential direction CD becomes variable. That is, at the height (A position and C position) at which the round holes 12 are arranged, the pitch of the holes is not constant as shown in FIG. On the other hand, when the non-flat part 20 which consists only of the long hole 21 is provided in the side wall 3a like FIG. 5, the pitch of the non-flat part 20 becomes constant like FIG.
更に、本実施形態では、長穴11よりも主溝3の深さ方向DDに短い丸穴12がタイヤ周方向CDに配列される。そのため、丸穴12が配列される高さ(A位置及びC位置)と丸穴12が配列されない高さ(B位置)とでは、図4のように長穴11と丸穴12とからなる非平坦部10の繰り返しパターンが異なる。本実施形態では、丸穴12のない領域がタイヤ全周に亘って設けられている。これに対し、図5では、X位置,Y位置及びZ位置の各々において、図6のように非平坦部20の繰り返しパターンが同じである。 Furthermore, in the present embodiment, the round holes 12 shorter in the depth direction DD of the main groove 3 than in the long holes 11 are arranged in the tire circumferential direction CD. Therefore, the height at which the round holes 12 are arranged (position A and position C) and the height at which the round holes 12 are not arranged (position B) are not formed by the long holes 11 and the round holes 12 as shown in FIG. The repeating pattern of the flat part 10 is different. In this embodiment, the area | region without the round hole 12 is provided over the tire perimeter. On the other hand, in FIG. 5, the repetitive pattern of the non-flat portion 20 is the same as in FIG. 6 at each of the X position, the Y position, and the Z position.
かかる構成に基づき、この空気入りタイヤでは、主溝3内で空気の乱流が発生しやすく、その主溝3内を流れる空気の粒子速度が不均一となるため、気柱管共鳴音を低減することができる。丸穴12を長穴11に接触させないことは、空気の乱流を発生させるうえで都合がよい。しかも、主溝3の深さ方向DDにおいて側壁3aの断面形状を変化させ、乱流が発生しやすい度合いを深さ方向DDで異ならせていることから、気柱管共鳴音の周波数を分散してノイズ性能を効果的に向上できる。 Based on this configuration, in this pneumatic tire, air turbulence is likely to occur in the main groove 3, and the velocity of air particles flowing in the main groove 3 is non-uniform, thereby reducing air column resonance noise. can do. It is convenient to prevent the round hole 12 from contacting the elongated hole 11 in order to generate air turbulence. In addition, since the cross-sectional shape of the side wall 3a is changed in the depth direction DD of the main groove 3 and the degree of turbulence is easily changed in the depth direction DD, the frequency of the air column resonance sound is dispersed. Noise performance can be improved effectively.
主溝3の深さ方向DDにおける長穴11の長さL1は、主溝3の深さD3の50%以上が好ましく、60%以上がより好ましい。長さL1を深さD3の50%以上にすることで、気柱管共鳴音の低減効果を確保しやすい。また、長さL1は、主溝3の深さD3の90%以下が好ましく、80%以下がより好ましい。長さL1を深さD3の90%以下にすることで、陸部5の剛性を確保してタイヤ性能の悪化を防止できる。主溝3の深さD3は、例えば7.0〜20.0mmである。 The length L1 of the long hole 11 in the depth direction DD of the main groove 3 is preferably 50% or more of the depth D3 of the main groove 3, and more preferably 60% or more. By making the length L1 50% or more of the depth D3, it is easy to ensure the effect of reducing the air columnar resonance noise. The length L1 is preferably 90% or less of the depth D3 of the main groove 3, and more preferably 80% or less. By setting the length L1 to 90% or less of the depth D3, the rigidity of the land portion 5 can be secured and deterioration of tire performance can be prevented. The depth D3 of the main groove 3 is, for example, 7.0 to 20.0 mm.
主溝3の深さ方向DDにおける丸穴12の長さL2は、主溝3の深さD3の10%以上が好ましい。長さL2を深さD3の10%以上にすることで、気柱管共鳴音の低減効果を確保しやすい。また、長さL2は、長穴11の長さL1の50%以下が好ましく、40%以下がより好ましい。長さL2を長さL1の50%以下にすることで、乱流が発生しやすい度合いを深さ方向DDで異ならせるうえで都合がよい。 The length L2 of the round hole 12 in the depth direction DD of the main groove 3 is preferably 10% or more of the depth D3 of the main groove 3. By making the length L2 10% or more of the depth D3, it is easy to ensure the effect of reducing the air columnar resonance noise. The length L2 is preferably 50% or less of the length L1 of the long hole 11, and more preferably 40% or less. By setting the length L2 to 50% or less of the length L1, it is convenient to vary the degree of turbulent flow in the depth direction DD.
タイヤ周方向CDにおける長穴11の幅W1は、0.2mm以上が好ましく、0.5mm以上がより好ましい。幅W1を0.2mm以上にすることで、気柱管共鳴音の低減効果を確保しやすい。また、幅W1は、5.0mm以下が好ましく、3.0mm以下がより好ましい。幅W1を5.0mm以下にすることで、主溝3内を流れる空気の摩擦抵抗を適切に高められる。幅W1は長さL1よりも小さく、長穴11は細長く形成される。 The width W1 of the long hole 11 in the tire circumferential direction CD is preferably 0.2 mm or more, and more preferably 0.5 mm or more. By reducing the width W1 to 0.2 mm or more, it is easy to ensure the effect of reducing the air column resonance noise. Further, the width W1 is preferably 5.0 mm or less, and more preferably 3.0 mm or less. By setting the width W1 to 5.0 mm or less, the frictional resistance of the air flowing in the main groove 3 can be appropriately increased. The width W1 is smaller than the length L1, and the elongated hole 11 is formed to be elongated.
長穴11の間隔S1は、1.0mm以上が好ましく、2.0mm以上がより好ましい。間隔S1を1.0mm以上にすることで、適度な大きさの丸穴12を配置しやすくなる。間隔S1は、幅W1はよりも大きく設定される。また、間隔S1は、10.0mm以下が好ましく、8.0mm以下がより好ましい。間隔S1を10.0mm以下にすることで、長穴11及び丸穴12の配置密度が高められ、気柱管共鳴音を低減するうえで都合がよい。 The interval S1 between the long holes 11 is preferably 1.0 mm or more, and more preferably 2.0 mm or more. By setting the interval S1 to 1.0 mm or more, it becomes easy to arrange the round holes 12 having an appropriate size. The interval S1 is set larger than the width W1. Further, the interval S1 is preferably 10.0 mm or less, and more preferably 8.0 mm or less. By setting the interval S1 to 10.0 mm or less, the arrangement density of the long holes 11 and the round holes 12 is increased, which is convenient for reducing the air column resonance noise.
タイヤ周方向CDにおける丸穴12の幅W2は、長穴11の幅W1の1.1倍以上が好ましく、1.2倍以上がより好ましい。幅W2を幅W1の1.1倍以上にすることで、非平坦部10のピッチを適度なバリアブルにするうえで都合がよい。また、幅W2は、長穴11の間隔S1の0.9倍以下が好ましく、0.8倍以下がより好ましい。幅W2を間隔S1の0.9倍以下にすることで、長穴11に接しないように丸穴12を配置しやすい。 The width W2 of the round hole 12 in the tire circumferential direction CD is preferably 1.1 times or more, and more preferably 1.2 times or more the width W1 of the long hole 11. By making the width W2 1.1 times or more the width W1, it is convenient to make the pitch of the non-flat portions 10 appropriately variable. Further, the width W2 is preferably 0.9 times or less, more preferably 0.8 times or less of the interval S1 of the long holes 11. By making the width W2 0.9 times or less of the interval S1, the round holes 12 can be easily arranged so as not to contact the long holes 11.
長穴11の深さD1及び丸穴12の深さD2は、例えば0.2〜3.0mmに設定される。本実施形態では、深さD1と深さD2を同じ寸法にしているが、これらを異ならせても構わない。それらを異ならせる場合には、陸部5の剛性低下を抑えてタイヤ性能の悪化を防止する観点から、深さD1よりも深さD2を大きくすることが好ましい。 The depth D1 of the long hole 11 and the depth D2 of the round hole 12 are set to 0.2 to 3.0 mm, for example. In the present embodiment, the depth D1 and the depth D2 are the same size, but they may be different. When making them different, it is preferable to make the depth D2 larger than the depth D1 from the viewpoint of suppressing deterioration of the rigidity of the land portion 5 and preventing deterioration of tire performance.
長穴11は、主溝3の側壁3aの上縁3bから溝底3c側に離れて配置され、上縁3bに到達することなく閉塞端11aにて終端している。同様に、丸穴12も、側壁3aの上縁3bから溝底3c側に離れて配置されている。このように、長穴11と丸穴12が陸部5の頂面に開口しないことで、気柱管共鳴音を効果的に低減できる。また、長穴11は、主溝3の溝底3cから上縁3b側に離れて配置され、溝底3cに到達することなく閉塞端11bにて終端しており、これは溝底3cでのクラックを防止するうえで都合がよい。同様に、丸穴12も、溝底3cから上縁3b側に離れて配置されている。 The long hole 11 is disposed away from the upper edge 3b of the side wall 3a of the main groove 3 toward the groove bottom 3c, and terminates at the closed end 11a without reaching the upper edge 3b. Similarly, the round hole 12 is also arranged away from the upper edge 3b of the side wall 3a toward the groove bottom 3c. In this way, air columnar resonance noise can be effectively reduced because the long hole 11 and the round hole 12 do not open to the top surface of the land portion 5. The long hole 11 is arranged away from the groove bottom 3c of the main groove 3 toward the upper edge 3b, and terminates at the closed end 11b without reaching the groove bottom 3c. This is convenient for preventing cracks. Similarly, the round hole 12 is also arranged away from the groove bottom 3c toward the upper edge 3b.
この非平坦部10では、複数の(本実施形態では2つの)丸穴12が主溝3の深さ方向DDに間隔S2を設けて配置されている。それ故、深さ方向DDにおける複数の箇所(A位置及びC位置)で丸穴12が配列され、それらの間(B位置)に丸穴12が配列されない領域が設定される。A位置とC位置では非平坦部10のピッチがバリアブルであり、それによって空気の乱流が発生しやすくなるが、そのA位置とC位置の間に、それらとは繰り返しパターンが異なる領域が介在することで、気柱管共鳴音の周波数が効果的に分散され、ノイズ性能を良好に向上できる。 In the non-flat portion 10, a plurality of (two in the present embodiment) round holes 12 are arranged with an interval S <b> 2 in the depth direction DD of the main groove 3. Therefore, the round holes 12 are arranged at a plurality of locations (A position and C position) in the depth direction DD, and an area where the round holes 12 are not arranged is set between them (B position). In the A position and the C position, the pitch of the non-flat portion 10 is variable, so that air turbulence is likely to occur. However, between the A position and the C position, a region having a different repeated pattern is interposed. By doing so, the frequency of the air column resonance sound is effectively dispersed, and the noise performance can be improved satisfactorily.
主溝3の深さ方向DDにおける2又は3箇所で丸穴12が配列されることが好ましく、それにより丸穴12を適度な大きさで形成しやすい。気柱管共鳴音の周波数を分散する効果を確保するうえで、主溝3の深さ方向DDにおける丸穴12の間隔S2は、主溝3の深さD3の5〜20%が好ましい。本実施形態の丸穴12は、長穴11の閉塞端11aよりも溝底3c側に配置され、長穴11の閉塞端11bよりも上縁3b側に配置されている。 It is preferable that the round holes 12 are arranged at two or three places in the depth direction DD of the main groove 3, thereby easily forming the round holes 12 with an appropriate size. In order to secure the effect of dispersing the frequency of the air column resonance sound, the interval S2 between the round holes 12 in the depth direction DD of the main groove 3 is preferably 5 to 20% of the depth D3 of the main groove 3. The round hole 12 of the present embodiment is disposed closer to the groove bottom 3 c than the closed end 11 a of the elongated hole 11, and is disposed closer to the upper edge 3 b than the closed end 11 b of the elongated hole 11.
本実施形態では、主溝3の深さ方向DDに並ぶ丸穴12が互いに同一の形状を有しているが、これらの形状や大きさを異ならせても構わない。なお、図7に示した非平坦部30のように、主溝3の深さ方向DDにおける1箇所で丸穴12がタイヤ周方向CDに配列される構造でも構わない。 In the present embodiment, the round holes 12 aligned in the depth direction DD of the main groove 3 have the same shape, but these shapes and sizes may be different. In addition, like the non-flat part 30 shown in FIG. 7, the structure by which the round hole 12 is arranged in the tire circumferential direction CD in one place in the depth direction DD of the main groove 3 may be sufficient.
主溝3の両側の側壁3aに非平坦部10を形成している場合には、その一方の側壁3aにおける非平坦部10の繰り返しパターンの位相を、他方の側壁3aにおける非平坦部10の繰り返しパターンの位相に対して、タイヤ周方向CDにずらしていることが好ましい。それにより、気柱管共鳴音の周波数を分散する効果が高められ、ノイズ性能を向上するうえで都合がよい。 In the case where the non-flat portions 10 are formed on the side walls 3a on both sides of the main groove 3, the phase of the non-flat portion 10 on the one side wall 3a is repeated, and the non-flat portions 10 on the other side wall 3a are repeated. It is preferable to shift in the tire circumferential direction CD with respect to the pattern phase. This enhances the effect of dispersing the frequency of the air column resonance sound, which is convenient for improving noise performance.
図8に示した非平坦部40では、長穴11が主溝3の深さ方向DDに対して傾斜しており、それ故、非平坦部40の繰り返しパターンの位相が深さ方向DDにおいて変化する。即ち、非平坦部40の繰り返しパターンの位相は、図9のようにD位置、E位置及びF位置において互いに相違する。このため、主溝3内を流れる空気の乱流が更に発生しやすくなり、気柱管共鳴音の低減効果を向上できる。深さ方向DDに対する長穴11の傾斜角度θは、気柱管共鳴音を低減するうえで45度以内が好ましい。 In the non-flat portion 40 shown in FIG. 8, the elongated holes 11 are inclined with respect to the depth direction DD of the main groove 3, and therefore the phase of the repetitive pattern of the non-flat portion 40 changes in the depth direction DD. To do. That is, the phase of the repetitive pattern of the non-flat portion 40 is different from each other at the D position, the E position, and the F position as shown in FIG. For this reason, the turbulent flow of the air flowing in the main groove 3 is more likely to occur, and the effect of reducing the air column resonance noise can be improved. The inclination angle θ of the elongated hole 11 with respect to the depth direction DD is preferably within 45 degrees in order to reduce air columnar resonance noise.
前述の実施形態では、非平坦部が穴により構成された例を示したが、本発明では非平坦部が突起により構成されていても構わない。即ち、第1の成分及び第2の成分の両方または片方が、主溝3の側壁3aから突出した突起であってもよく、その好ましい寸法や間隔などは、穴の場合と同じである。但し、主溝内の空気に乱流を発生させる度合いや、主溝における排水性を考慮すると、前述の実施形態のように非平坦部を穴により構成することが好ましい。 In the above-described embodiment, the example in which the non-flat portion is configured by the hole has been described. However, in the present invention, the non-flat portion may be configured by the protrusion. That is, both or one of the first component and the second component may be a protrusion protruding from the side wall 3a of the main groove 3, and preferred dimensions and intervals thereof are the same as in the case of the hole. However, in consideration of the degree of generating turbulent flow in the air in the main groove and the drainage property in the main groove, it is preferable to form the non-flat portion with a hole as in the above-described embodiment.
前述の実施形態では第2の成分が丸形状である例を示したが、これに限られるものではなく、第2の成分は、四角形状や三角形状、台形状、平行四辺形状など他の形状でも構わない。但し、主溝の側壁でのクラックを防止するうえで、第2の成分は、上記のような丸穴や丸突起であることが好ましい。 In the above-described embodiment, an example in which the second component has a round shape has been described. However, the present invention is not limited to this, and the second component may have other shapes such as a square shape, a triangular shape, a trapezoidal shape, and a parallelogram shape. It doesn't matter. However, in order to prevent cracks on the side walls of the main groove, the second component is preferably a round hole or a round protrusion as described above.
本発明では、上記の如き非平坦部を、トレッド面内の全ての主溝の側壁に対して形成することができるが、トレッド面内の一部の主溝の側壁に対してだけ形成しても構わない。また、トレッド面内の主溝の側壁のうち、横溝が開口せずにタイヤ周方向に連続して環状をなす側壁に非平坦部が形成されてあれば、ノイズ性能の向上効果は大きくなる。 In the present invention, the non-flat portion as described above can be formed on the side walls of all the main grooves in the tread surface, but only on the side walls of some main grooves in the tread surface. It doesn't matter. In addition, if the non-flat portion is formed on the side wall of the main groove in the tread surface that is continuously opened in the tire circumferential direction without opening the lateral groove, the effect of improving the noise performance is increased.
本発明の空気入りタイヤは、タイヤ成形型に設けられる主溝形成用の骨部に、上記の如き非平坦部を成形するための凹凸を設ける程度の改変で、その他は従来のタイヤ製造工程と同様にして製造を行うことができる。 The pneumatic tire of the present invention is a modification to the extent that the irregularities for forming the non-flat portion as described above are formed in the bone portion for forming the main groove provided in the tire mold, and the rest is a conventional tire manufacturing process. Manufacture can be performed in the same manner.
本発明の空気入りタイヤは、上記の如き非平坦部を主溝の側壁に形成すること以外は、通常の空気入りタイヤと同等であり、従来公知の材料、形状、構造などが何れも本発明に採用できる。 The pneumatic tire of the present invention is the same as an ordinary pneumatic tire except that the non-flat portion as described above is formed on the side wall of the main groove, and any conventionally known material, shape, structure, etc. Can be adopted.
本発明は上述した実施形態に何ら限定されるものではなく、本発明の趣旨を逸脱しない範囲内で種々の改良変更が可能である。 The present invention is not limited to the embodiment described above, and various improvements and modifications can be made without departing from the spirit of the present invention.
本発明の構成と効果を具体的に示すため、ノイズ性能を評価したので説明する。ノイズ性能の評価は、JASO−C606に準拠してタイヤ単体での台上試験を実施し、時速80kmでの1/3オクターブバンドの1kHz気柱管共鳴音レベルを測定することで行った。比較例1の結果を基準としたタイヤ騒音差で評価し、マイナス値が大きいほどノイズ性能に優れることを示す。 In order to show concretely the configuration and effect of the present invention, the noise performance was evaluated and will be described. The noise performance was evaluated by performing a bench test using a single tire in accordance with JASO-C606 and measuring the 1 kHz air column resonance sound level of 1/3 octave band at 80 km / h. The tire noise difference is evaluated based on the result of Comparative Example 1, and the larger the negative value, the better the noise performance.
評価に供したタイヤのサイズは225/45R17であり、全ての主溝の側壁に対して、図5,6の非平坦部を形成したものを比較例1、図3,4の非平坦部を形成したものを実施例1、図8,9の非平坦部を形成したものを実施例2とした。主溝の側壁に関する構成を除いて、各例におけるタイヤ構造やゴム配合は共通であり、主溝の深さは8mm、穴の深さは0.3mmである。評価結果を表1に示す。比較例1の間隔S1は、図5のように一つ置きに測定される値である。 The size of the tire used for the evaluation was 225 / 45R17, and the non-flat portions of FIGS. 5 and 6 were formed as the non-flat portions of FIGS. What was formed was Example 1, and what was formed with the non-flat portion of FIGS. Except for the configuration related to the side wall of the main groove, the tire structure and the rubber composition in each example are common, the depth of the main groove is 8 mm, and the depth of the hole is 0.3 mm. The evaluation results are shown in Table 1. The interval S1 of Comparative Example 1 is a value measured every other interval as shown in FIG.
表1に示すように、実施例1,2では比較例1よりも気柱管共鳴音を低減できており、中でも実施例2の改善効果が大きい。 As shown in Table 1, the air columnar resonance noise can be reduced in Examples 1 and 2 compared to Comparative Example 1, and the improvement effect of Example 2 is particularly great.
3 主溝
3a 側壁
3b 上縁
3c 溝底
10 非平坦部
11 長穴(第1の成分の一例)
12 丸穴(第2の成分の一例)
3 main groove 3a side wall 3b upper edge 3c groove bottom 10 non-flat part 11 long hole (example of first component)
12 round holes (example of second component)
Claims (5)
前記主溝の側壁に、穴または突起により構成される非平坦部が形成され、
前記非平坦部が、前記主溝の深さ方向に延び且つタイヤ周方向に間隔を設けて配置された多数の第1の成分と、前記第1の成分よりも前記主溝の深さ方向に短い多数の第2の成分とを有し、
前記第2の成分が、前記第1の成分よりもタイヤ周方向に長いとともに、前記第1の成分に接することなく前記第1の成分と交互に並ぶようにしてタイヤ周方向に配列されていることを特徴とする空気入りタイヤ。 In the pneumatic tire in which the main groove extending along the tire circumferential direction is provided on the tread surface,
A non-flat portion constituted by a hole or a protrusion is formed on the side wall of the main groove,
The non-flat portion extends in the depth direction of the main groove and is arranged at intervals in the tire circumferential direction, and the depth direction of the main groove is greater than the first component. A number of short second components,
The second component is longer in the tire circumferential direction than the first component, and is arranged in the tire circumferential direction so as to be alternately arranged with the first component without contacting the first component. A pneumatic tire characterized by that.
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Cited By (6)
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JP2018052152A (en) * | 2016-09-26 | 2018-04-05 | 住友ゴム工業株式会社 | tire |
EP3437898A1 (en) * | 2017-08-03 | 2019-02-06 | Sumitomo Rubber Industries, Ltd. | Tire |
JP2019026241A (en) * | 2017-08-03 | 2019-02-21 | 住友ゴム工業株式会社 | tire |
JP2019111838A (en) * | 2017-12-20 | 2019-07-11 | 住友ゴム工業株式会社 | tire |
EP3611040A1 (en) * | 2018-08-13 | 2020-02-19 | Hankook Tire Co., Ltd. | Tire with reduced noise |
EP4393724A1 (en) * | 2022-12-27 | 2024-07-03 | Sumitomo Rubber Industries, Ltd. | Retreaded tire |
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CN105216539A (en) * | 2015-08-14 | 2016-01-06 | 太仓市璜泾新海农机专业合作社 | A kind of sower driving wheel |
JP7089419B2 (en) * | 2018-06-29 | 2022-06-22 | Toyo Tire株式会社 | Pneumatic tires |
KR102283846B1 (en) * | 2019-11-12 | 2021-08-03 | 한국타이어앤테크놀로지 주식회사 | Tires with noise-reducing main grooves |
KR102267902B1 (en) * | 2019-11-12 | 2021-06-24 | 한국타이어앤테크놀로지 주식회사 | Tires with resonators for noise reduction |
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JPH0717217A (en) * | 1993-06-22 | 1995-01-20 | Bridgestone Corp | Pneumatic tire |
JPH10315711A (en) * | 1997-05-21 | 1998-12-02 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP2006117080A (en) * | 2004-10-21 | 2006-05-11 | Yokohama Rubber Co Ltd:The | Pneumatic tire, design method for pneumatic tire, and its manufacturing method |
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Cited By (8)
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JP2018052152A (en) * | 2016-09-26 | 2018-04-05 | 住友ゴム工業株式会社 | tire |
EP3437898A1 (en) * | 2017-08-03 | 2019-02-06 | Sumitomo Rubber Industries, Ltd. | Tire |
JP2019026241A (en) * | 2017-08-03 | 2019-02-21 | 住友ゴム工業株式会社 | tire |
US11214100B2 (en) | 2017-08-03 | 2022-01-04 | Sumitomo Rubber Industries, Ltd. | Tire |
JP2019111838A (en) * | 2017-12-20 | 2019-07-11 | 住友ゴム工業株式会社 | tire |
JP7027873B2 (en) | 2017-12-20 | 2022-03-02 | 住友ゴム工業株式会社 | tire |
EP3611040A1 (en) * | 2018-08-13 | 2020-02-19 | Hankook Tire Co., Ltd. | Tire with reduced noise |
EP4393724A1 (en) * | 2022-12-27 | 2024-07-03 | Sumitomo Rubber Industries, Ltd. | Retreaded tire |
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