JPH01314610A - Pneumatic tire for passenger car - Google Patents
Pneumatic tire for passenger carInfo
- Publication number
- JPH01314610A JPH01314610A JP63145420A JP14542088A JPH01314610A JP H01314610 A JPH01314610 A JP H01314610A JP 63145420 A JP63145420 A JP 63145420A JP 14542088 A JP14542088 A JP 14542088A JP H01314610 A JPH01314610 A JP H01314610A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- pitch
- circumferential direction
- ratio
- length
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000011295 pitch Substances 0.000 claims abstract description 48
- 230000000694 effects Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 2
- 241000018344 Ehrlichia sp. 'CGE agent' Species 0.000 description 1
- 239000013078 crystal Substances 0.000 description 1
- 230000000593 degrading effect Effects 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 238000000691 measurement method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0318—Tread patterns irregular patterns with particular pitch sequence
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、パターンノイズの低減されたトレッドパター
ンを有する乗用車用空気入りタイヤく以下、単にタイヤ
という）に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a pneumatic tire for passenger cars (hereinafter simply referred to as a tire) having a tread pattern with reduced pattern noise.
タイヤの走行時に発生する音、一般にパターンノイズと
呼称されている音は、主としてトレンドのパターンに影
響されるところが大きい。The sound generated when tires run, generally referred to as pattern noise, is largely influenced by trending patterns.
このトレッドパターンに起因する騒音を低減するだめの
多くの堤案の中で、たとえばピッチ配列を変化させる方
法やピッチの長さの種類を変化させる方法等があるが、
市販の乗用車の性能の向上に伴い、少なくとも他の各種
タイヤ性能はこれを低下させることなく、パターンノイ
ズを低減させたタイヤの提供に対する要望はまずます高
くなっている。Among the many methods to reduce the noise caused by this tread pattern, there are methods such as changing the pitch arrangement and changing the type of pitch length.
As the performance of commercially available passenger cars improves, there is an increasing demand for tires that can reduce pattern noise without degrading at least other tire performances.
本発明の目的は、上記タイヤの各種性能、特に耐偏摩耗
性を低下させないで、上記パターンノイズを低減した乗
用車用タイヤを提供することである。An object of the present invention is to provide a tire for a passenger car in which the pattern noise described above is reduced without reducing various performances of the tire, particularly uneven wear resistance.
本発明は、タイヤ周上に、タイヤ周方向の長さの異なる
大小２つのブロックから構成された少なくとも３種類の
ピッチを、このピッチを構成する小ブロックに対する大
ブロックの周方向長さの比が大きいピッチの順に配列し
、かつ該ピッチの最小ピッチ長に対する最大ピッチ長の
比率を１．２〜１．６としたトレッドパターンを設しり
たことを特徴とする。The present invention provides at least three types of pitches on the tire circumference, each consisting of two large and small blocks having different lengths in the tire circumferential direction, such that the ratio of the circumferential length of the large block to the small block constituting the pitch is The tread pattern is arranged in descending order of pitch, and has a tread pattern in which the ratio of the maximum pitch length to the minimum pitch length is 1.2 to 1.6.
以下、晶面′、」つい、本発明、）、誉ヤを詳細に説明
する。Hereinafter, the crystal surface ′, ``the present invention,'' and the honor layer will be explained in detail.
第１図は、本発明のタイヤのトレッドパターンの１例を
示す平面図である。図に示すように、このトレッドパタ
ーンは、タイヤ周方向Ｅ−Ｅ゛に延びる縦溝ｌ、タイヤ
周方向を横□切る方向に設けられた横溝２、これら縦ａ
１と横溝２により区画されたブロック３からなっている
。FIG. 1 is a plan view showing an example of the tread pattern of the tire of the present invention. As shown in the figure, this tread pattern consists of vertical grooves 1 extending in the tire circumferential direction E-E', lateral grooves 2 provided in a direction that crosses the tire circumferential direction, and these longitudinal grooves a
1 and a block 3 partitioned by a horizontal groove 2.
そして、本発明タイヤのピッチＡはタイヤ周方向の長さ
がａ、およびす、である大小２つのブロックから構成さ
れ、ピッチ長Ｂはタイヤ周方向の長さがａ２およびｂ２
である大小２つのブロックから、ピッチ長Ｃはタイヤ周
方向に於ける長さがａ３およびｂ３である大小２つのブ
ロックからそれぞれ構成されている。The pitch A of the tire of the present invention is composed of two large and small blocks whose circumferential lengths are a and b, and the pitch length B is composed of two blocks having circumferential lengths a2 and b2.
The pitch length C is composed of two large and small blocks whose lengths in the tire circumferential direction are a3 and b3.
これらピッチＡ、 ＢおよびＣは、各ピッチを構成す
る小ブロックに対する大ブロックの周方向長さの比（ａ
ｔ／ｌｚ 、ａｘ／ｂｚおよびａ３／ｂ３）の大きさの
順にタイヤ周方向に沿って配列され、１ピッチ内の小ブ
ロックに対する大ブロックの周方向長さの比率はピッチ
の大きいものほど大きく、小さいものほど小さくなって
いる。These pitches A, B, and C are determined by the ratio of the circumferential length of the large block to the small block constituting each pitch (a
t/lz, ax/bz, and a3/b3) are arranged along the tire circumferential direction in order of size, and the ratio of the circumferential length of the large block to the small block within one pitch is larger as the pitch is larger. The smaller the size, the smaller the size.
これは、ピッチの小さいもので、」−δ己フ゛１コック
比を大きくすると、小ブロックの大きさが小さくなり過
ぎて偏摩耗等を生じ易くなるし、他方、ピッチの大きい
ものでも上記ブロック比を大きくし過ぎると、大ブロッ
クが大きくなり過ぎて小ブロックとの剛性がアンバラン
スとなり、偏摩耗等を発生ずる。したがって、この１ピ
ツチにおりる小ブロック長に対する大ブロック長の比は
、大ピツチでは約１．６程度、小ピ、ソチでは約１．２
程度にすることが望ましい。This is because the pitch is small, and if the cock ratio is increased, the size of the small block becomes too small and uneven wear is likely to occur.On the other hand, even with a large pitch, the above block ratio If it is made too large, the large block becomes too large and the rigidity with the small block becomes unbalanced, causing uneven wear and the like. Therefore, the ratio of the large block length to the small block length in one pitch is about 1.6 for large pitches, and about 1.2 for small pitches and Sochi.
It is desirable to keep it at a certain level.
さらに、該ピッチの最小ピッチ長（図では、 。Furthermore, the minimum pitch length of the pitch (in the figure).
ｂｚ）に対する最大ピッチ長（図では、ａ＋）の比率を
１．２〜１．６とすることが必要である。It is necessary that the ratio of the maximum pitch length (a+ in the figure) to bz) be 1.2 to 1.6.
この比率が１．２よりも小さくなると、騒音の低減の効
果が小さいし、１．６よりも大きいと、ブロック剛性が
アンバランスとなり、偏摩耗を生じ易くなるから好まし
くない。If this ratio is smaller than 1.2, the effect of noise reduction will be small, and if it is larger than 1.6, the block rigidity will be unbalanced and uneven wear will likely occur, which is not preferable.
さらに、本発明タイヤのノイズをより一層低減させる上
では、第１図に示すように、そのトレッドパターンを点
対称デザインとし、■ピッチの大小ブロックを上型と下
型とでクロス（交差）させ、タイヤの周方向に対して左
右両側のピッチ配列を異ならしめることが望ましい。Furthermore, in order to further reduce the noise of the tire of the present invention, as shown in Fig. 1, the tread pattern has a point-symmetrical design, and ■ large and small pitch blocks are crossed between the upper and lower molds. It is desirable to make the pitch arrangement on both the left and right sides different in the circumferential direction of the tire.
本発明のタイヤにおいて、タイヤ周方向に延びる縦溝お
よびこれを横切る横溝の形状、溝幅、講深さ等は特に限
定されるものではない。In the tire of the present invention, the shapes, groove widths, groove depths, etc. of the longitudinal grooves extending in the tire circumferential direction and the lateral grooves crossing the longitudinal grooves are not particularly limited.
本発明タイヤのパターンのノイズの発′生防止、偏摩耗
性の改良効果の面から横溝角度θ（第１図）は、好まし
くは５０°〜７０°とするのがよい。The lateral groove angle θ (FIG. 1) is preferably 50° to 70° in order to prevent the occurrence of noise in the pattern of the tire of the present invention and to improve uneven wear characteristics.
以下、実施例ｂｉより、本発明の効果を具体的に説明す
る。Hereinafter, the effects of the present invention will be specifically explained using Example bi.
なお、騒音レベルは次の測定法により評価した。Note that the noise level was evaluated using the following measurement method.
騒音レベル：
、ＩＡＳＯＣ’ ６０６の規格に基づいて室内単体騒音
を次の条件下で測定した。Noise level: Indoor unit noise was measured under the following conditions based on the IASOC' 606 standard.
空気圧２．１０Ｋｇｆ／ｃ’ｍ２、荷重４００に、 、
リム６．５−ＪＪ Ｘ１５゜
実施例１〜２、比較例１〜３
第１図に示すように、上型ピッチ配列（左イ則）が、（
Ａａ Ｉ ＋へｂ＋＋’Ｂａｚ＋ Ｂｂｚ＋ Ｃａ３＋
ｃｂｌ、 Ｂａ２、 Ｂｂ２．＾ａｌ＋ Ａｂ＋）で
あり、下型ピッチ配列（右イ則）が、〔八ｂ＋＋ 八ａ
＋＋’ Ｂｂｚ、 Ｂａｚ＋ Ｃｔ＋：＋、 Ｃａ３゜
Ｂｂ２． Ｂａｚ＋ Ａｂ＋、八ａｔ）である１−レッ
ドパターンを有し、最小ピッチ長に対する最大ピッチ長
の比（Ａピッチ長／Ｃピッチ長）が１．３３であり、Ａ
、ＢおよびＣの各ピッチ長、大小各ブロック長並びに小
ブロックに対する大ブロックの比がそれぞれ表に示す通
りの、タイヤサイズ２０５／６５Ｒ１５のタイヤ（本発
明タイヤ）を作成し、６．５−ＪＪＸ１５のリムに装着
して、前記騒音レベルを測定した。また、本発明タイヤ
においてブロック長が全て同一（大小ブロック長比は１
．００）である以外、他は本発明タイヤと同じタイヤ（
従来タイヤ）を作成し、その騒音レベルを測定した。第
２図にその結果を示した。Air pressure 2.10Kgf/c'm2, load 400,
Rim 6.5-JJ
Aa I + to b++'Baz+ Bbz+ Ca3+
cbl, Ba2, Bb2. ^al+ Ab+), and the lower die pitch arrangement (right A rule) is [8b++ 8a
++' Bbz, Baz+ Ct+:+, Ca3°Bb2. Baz+ Ab+, 8 at), the ratio of maximum pitch length to minimum pitch length (A pitch length/C pitch length) is 1.33, and A
, B and C pitch lengths, large and small block lengths, and the ratio of large blocks to small blocks as shown in the table, tires of tire size 205/65R15 (tires of the present invention) were prepared, and 6.5-JJX15 The noise level was measured by attaching it to the rim of the vehicle. In addition, in the tires of the present invention, all block lengths are the same (large/small block length ratio is 1).
．． 00), which is otherwise the same as the tire of the present invention (
We created a conventional tire) and measured its noise level. Figure 2 shows the results.
図から本発明タイヤは全速度領域において騒音レベルか
従来タイへ・よりも低いことが判る。From the figure, it can be seen that the noise level of the tire of the present invention is lower than that of the conventional tire in the entire speed range.
本発明によれば、１ピッチが大きさの異なる大小２つの
ブロックから構成されているため、実質的にピッチの種
類が増加し、パターンノイズが同一周波数帯に集中する
のを避け、ノイズを低減することができる。また、本発
明のパターンを点対称デザインにすることにより、１ピ
ツチの大小ブロックが上型と下型でクロスしく第１図参
照）、ピッチ配列が上型と下型（タイヤ左右）で相違す
ることになり、騒音の分散がさらに良くなり、より一層
のノイズ低減効果を奏するよ・うになる。According to the present invention, since one pitch is composed of two large and small blocks of different sizes, the variety of pitches is substantially increased, pattern noise is prevented from concentrating on the same frequency band, and noise is reduced. can do. In addition, by making the pattern of the present invention point symmetrical, the large and small blocks of one pitch are crossed between the upper and lower molds (see Figure 1), and the pitch arrangement is different between the upper and lower molds (left and right of the tire). As a result, noise dispersion becomes even better, resulting in even more noise reduction effects.
第１図は本発明のタイヤのトレッドパターンの１例を示
す平面図、第２図ばタイヤ騒音テス１−におりる走行速
度と騒音レベルとの関係を示すグラフである。
４・・・ブロック、Ａ、Ｂ、Ｃ・・・ピッチ、”ｌ＋ｂ
１、ａ２＋ｂ２、ａ：＋＋ｂ：＋ ”’ピッチＡ、 Ｂ
、 Ｃを構成する各ブロックの長さ。
代理人 弁理士 小 川 信 −FIG. 1 is a plan view showing an example of the tread pattern of the tire of the present invention, and FIG. 2 is a graph showing the relationship between running speed and noise level in tire noise test 1-. 4...Block, A, B, C...Pitch, "l+b"
1, a2+b2, a:++b:+'''Pitch A, B
, the length of each block making up C. Agent Patent Attorney Nobuo Ogawa −
Claims (1)
ブロックから構成された少なくとも３種類のピッチを、
このピッチを構成する小ブロックに対する大ブロックの
周方向長さの比が大きいピッチの順に配列し、かつ該ピ
ッチの最小ピッチ長に対する最大ピッチ長の比率を１．
２〜１．６としたトレッドパターンを設けた乗用車用空
気入りタイヤ。At least three types of pitches are arranged on the tire circumference, each consisting of two large and small blocks with different lengths in the circumferential direction of the tire.
The pitches are arranged in descending order of the circumferential length ratio of the large blocks to the small blocks constituting this pitch, and the ratio of the maximum pitch length to the minimum pitch length of the pitch is 1.
A pneumatic tire for passenger cars with a tread pattern of 2 to 1.6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63145420A JP2860548B2 (en) | 1988-06-13 | 1988-06-13 | Pneumatic tires for passenger cars |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63145420A JP2860548B2 (en) | 1988-06-13 | 1988-06-13 | Pneumatic tires for passenger cars |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01314610A true JPH01314610A (en) | 1989-12-19 |
| JP2860548B2 JP2860548B2 (en) | 1999-02-24 |
Family
ID=15384837
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63145420A Expired - Fee Related JP2860548B2 (en) | 1988-06-13 | 1988-06-13 | Pneumatic tires for passenger cars |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2860548B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05193308A (en) * | 1991-08-20 | 1993-08-03 | General Tire Inc | Tire with few noise and method for decreasing noise of tire |
| US7625456B2 (en) * | 1998-12-28 | 2009-12-01 | Sumitomo Rubber Industries, Ltd. | Method of designing tread pattern having three-dimensional design units |
| JP2011148361A (en) * | 2010-01-20 | 2011-08-04 | Bridgestone Corp | Pneumatic tire |
-
1988
- 1988-06-13 JP JP63145420A patent/JP2860548B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05193308A (en) * | 1991-08-20 | 1993-08-03 | General Tire Inc | Tire with few noise and method for decreasing noise of tire |
| US7625456B2 (en) * | 1998-12-28 | 2009-12-01 | Sumitomo Rubber Industries, Ltd. | Method of designing tread pattern having three-dimensional design units |
| JP2011148361A (en) * | 2010-01-20 | 2011-08-04 | Bridgestone Corp | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2860548B2 (en) | 1999-02-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |