JPH04123907A - Tread pattern structure of tire - Google Patents
Tread pattern structure of tireInfo
- Publication number
- JPH04123907A JPH04123907A JP2245258A JP24525890A JPH04123907A JP H04123907 A JPH04123907 A JP H04123907A JP 2245258 A JP2245258 A JP 2245258A JP 24525890 A JP24525890 A JP 24525890A JP H04123907 A JPH04123907 A JP H04123907A
- Authority
- JP
- Japan
- Prior art keywords
- pattern elements
- tire
- pitch
- arrangement
- pattern
- 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 abstract description 33
- 238000004519 manufacturing process Methods 0.000 abstract description 8
- 230000000737 periodic effect Effects 0.000 abstract 1
- 230000003252 repetitive effect Effects 0.000 abstract 1
- 230000002411 adverse Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 239000006185 dispersion Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000004073 vulcanization Methods 0.000 description 2
- 229910001219 R-phase Inorganic materials 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000002087 whitening effect Effects 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、タイヤの１・１／ソドパターン構造に関する
。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a 1.1/sodo pattern structure for tires.
（従来の技術）
空気入りタイヤにおいては、タイヤが路」二を走行する
とき、路面とタイヤトレッドとの間において発生ずる騒
音（パターンノイズ）を低減さセることが重要であり、
この架台を解決するため、種々の提案がされている。(Prior Art) In pneumatic tires, it is important to reduce the noise (pattern noise) generated between the road surface and the tire tread when the tire runs on the road.
Various proposals have been made to solve this problem.
例えば、特開昭６２−２８３００３号公報に記載のもの
は、タイヤ中心線を介してその左右に、所定ピッチのト
レッドパターン要素を周方向に配列し、かつ、左右のパ
ターン要素の配列を異ならず事により、音響エネルギを
分散させて、タイヤ騒音を低減させるものであった。For example, in the tire disclosed in Japanese Patent Application Laid-Open No. 62-283003, tread pattern elements are arranged at a predetermined pitch in the circumferential direction on the left and right sides of the tire center line, and the arrangement of the left and right pattern elements is not different. This was intended to disperse acoustic energy and reduce tire noise.
又、特開昭１−１７８００５号公報に記載のものは、タ
イヤ中心線を介してその左右に、所定ピンチのトレッド
パターン要素を周方向に配列し、相対向する左右のパタ
ーン要素が、異なる領域と回し領域とを周方向に互いに
離して複数箇所設けることにより、パターン騒音をホマ
ノイトノイズ化しようとするものであった。Further, in the device described in Japanese Patent Application Laid-Open No. 1-178005, tread pattern elements of a predetermined pinch are arranged in the circumferential direction on the left and right sides of the tire center line, and the opposing left and right pattern elements are arranged in different areas. By providing a plurality of circumferentially spaced and rotating regions, the pattern noise is converted into homanoid noise.
（発明が解決しようとする課題）
ところで、空気入りタイヤにおいては、パターンノイズ
の低減の他に、乗り心地性（振動性）のｉ＋＋ ｌ、お
よび、加硫成形に使用する金型の製作費の低減という問
題も重要である。(Problem to be solved by the invention) By the way, in addition to reducing pattern noise, pneumatic tires also improve ride comfort (vibration) and manufacturing cost of molds used for vulcanization molding. The issue of reduction is also important.
しかし前記３つの問題点は、互いに相反する性質を有す
るものであり、従って、１１；Ｉ記従来のものは、これ
ら３つの要件をすべて満足させるにト分なものではなか
った。However, the above three problems are contradictory to each other, and therefore, the conventional device described in Section 11.I was not sufficient to satisfy all three requirements.
そこで、本発明は、前記３つの問題点を全て満足するこ
とができるタイヤのトレッドパターン構造を提供するこ
とをＬＩ的とする。Therefore, the LI objective of the present invention is to provide a tire tread pattern structure that can satisfy all of the above three problems.
（課題を解決するだめの手段） 前記目的を達成するため、本発明は次の手段を講した。(Failure to solve the problem) In order to achieve the above object, the present invention takes the following measures.
即ち、請求項１記載の本発明のタイヤのトレノ（ζパタ
ーン構造の特徴とするところは、タイヤ中心線を介して
その左右に、所定ピッチのトレッド−パターン要素が周
方向に配列され、該パターン要素のピッチは、少なくと
も２種類以上とされたものにおいζ、
前記パターン要素の最大ピッチ（Ｐｍａｘ）と最小ピッ
チ（Ｐｍｉｎ）は、
１．３≦Ｐｍａｘ ／ Ｐｍ１ｎ ≦１．７の関係
にあり、
前記左右のパターン要素の周方向配列は、一方が或位置
から時計回りに配列され、他方は、前記一方の配列と同
一配列のものが、前記或位置から位相差Ｒをもって反時
計回りに配列され、かつ、タイヤ１周のパターン要素の
配列には、周期性がない点にある。That is, the tread pattern structure of the tire of the present invention according to claim 1 is characterized in that tread pattern elements are arranged in the circumferential direction at a predetermined pitch on the left and right sides of the tire center line. The pitch of the elements is at least two types or more, the maximum pitch (Pmax) and the minimum pitch (Pmin) of the pattern elements are in the relationship of 1.3≦Pmax / Pm1n≦1.7, and the above-mentioned Regarding the circumferential arrangement of the left and right pattern elements, one is arranged clockwise from a certain position, and the other is arranged counterclockwise from the certain position with the same arrangement as the one arrangement, with a phase difference R, Moreover, there is no periodicity in the arrangement of pattern elements around one circumference of the tire.
請求項２記載の本発明の特徴とするところは、前記請求
項１記載の発明において、ｔ’＋ｊｊ記位相差Ｒが、
Ｒ＝ （Ｎ／ ｔ ） Ｘ （４５／３６０）但し、Ｎ
は、タイヤ１周分の左右いずれか半分のトレッドパター
ン要素の総数。The present invention according to claim 2 is characterized in that in the invention according to claim 1, the phase difference R expressed by t'+jj is R= (N/t) X (45/360), where N
is the total number of tread pattern elements on either the left or right half of one tire lap.
】は、擬似モード数。] is the number of pseudo modes.
とされている点にある。There is a point that is said to be.
また、請求項３記載の本発明の特徴とするところは、前
記請求項１または２記載の発明において、前記パターン
要素のピッチは、ｎ （ｎば５以上の整数）種類以上と
され、
左右の対向するパターン要素が断面方向に対向する領域
で最大ピッチと最小ピッチとが対向しないように配列さ
れている点にある。Further, the present invention according to claim 3 is characterized in that, in the invention according to claim 1 or 2, the pitch of the pattern elements is n (n is an integer of 5 or more) or more types, and The point is that the opposing pattern elements are arranged so that the maximum pitch and the minimum pitch do not oppose each other in the regions facing each other in the cross-sectional direction.
（作 用）
請求項１記載の本発明によれば、左右のパターン要素の
周方向配列は、一方が或位置から時計回りに配列され、
他方は、前記−・方の配列と同一配列のものが、前記或
位置から位相差Ｒをもって反時計回りに配列され、かつ
、タイヤ１周のパターン要素の配列には、周Ｊυ１性が
ないので、パターンノイズのホワイ１〜化が図られる。(Function) According to the present invention as set forth in claim 1, the left and right pattern elements are arranged in the circumferential direction such that one of them is arranged clockwise from a certain position,
On the other hand, the same arrangement as the one above is arranged counterclockwise from the certain position with a phase difference R, and the arrangement of pattern elements around one tire circumference has no circumference Jυ1 characteristic. , pattern noise is reduced to 1.
また、加硫モールドの金型製作に当たっては、」二型及
び下型を同一形状のものとして製作し、それを互いに対
向させることにより、トレッドパターン要素を時計方向
と反時計方向とに配置することができる。そして位相差
は、一方の金型を周方向にずらずことにより得られる。In addition, when manufacturing the vulcanization mold, the second mold and the lower mold are manufactured as having the same shape, and by making them face each other, the tread pattern elements are arranged in a clockwise direction and a counterclockwise direction. I can do it. The phase difference is obtained by shifting one of the molds in the circumferential direction.
従って、金型製作は同じものを２個作ればよいので、製
作費用の低減が図れる。Therefore, since it is sufficient to make two identical molds, manufacturing costs can be reduced.
更に、パターン要素の最大ピッチ（Ｐｍａｘ）と最小ピ
・７チ（Ｐｍｉｎ）を、
１．３≦Ｐｍａｘ ／ Ｐｍ１ｎ ≦１．７の関係
番こしているので、振動の発生が防止され、乗り心地が
良くなり、かつ、偏摩耗も生じない。Furthermore, since the maximum pitch (Pmax) and minimum pitch (Pmin) of the pattern elements are set in a relationship of 1.3≦Pmax/Pm1n≦1.7, vibrations are prevented from occurring and ride comfort is improved. It becomes better and uneven wear does not occur.
請求項２記載の発明によれば、音の周波数分散が更に良
くなり、ホワイトノイズ化が図れる。According to the second aspect of the invention, the frequency dispersion of the sound is further improved, and it is possible to make the sound into white noise.
また、請求項３記載の発明によれば、摩耗の不均一や振
動などのタイヤユニフォミティ−に悪影響を及ぼす影響
を少なくすることができる。Furthermore, according to the third aspect of the invention, it is possible to reduce the effects of uneven wear, vibration, etc. that adversely affect tire uniformity.
（実施例） 以下、本発明の実施例を図面に基づき説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第１図に示すものは、空気入りタイヤのトレンド部の展
開図であり、タイへ−１周分が示されている。第２図に
示すものは、その部分展開図であり、かつ、具体的なト
レッドパターン要素の形状が示されている。What is shown in FIG. 1 is a developed view of the trend part of a pneumatic tire, and -1 round to the tie is shown. What is shown in FIG. 2 is a partially developed view thereof, and also shows the specific shape of the tread pattern elements.
同図において、１はタイヤの中心線（クイヤトレッドの
赤道線）であり、該中心線Ｉを介してその左右両側に、
所定ピッチＰｉのトレッドパターン要素２が周方向に沿
って配列されている。In the figure, 1 is the center line of the tire (the equator line of the tire tread), and on both the left and right sides of the center line I,
Tread pattern elements 2 with a predetermined pitch Pi are arranged along the circumferential direction.
本実施例では、パターン要素２のピッチＰｉ は、５種
類とされている。ピッチの短いものからそのピッチ長さ
（ｃｍ）をＰｌ、ｌ）２．１）３、Ｐ４、■）５とする
。そして、ピッチの最小のものを、Ｐ ｍ１ｎ−Ｐｌと
し、最大のものを、Ｐｍａｘ ＝ Ｐ５とする。In this embodiment, there are five types of pitches Pi of the pattern elements 2. The pitch lengths (cm) from the shortest pitch are Pl, l)2.1)3, P4, ■)5. Then, the minimum pitch is set as P m1n-Pl, and the maximum pitch is set as Pmax = P5.
尚、以Ｆの説明において、ピッチ最小のものから最大の
もの５種類のパターン要素２を、ＳＳ、Ｓ、Ｍ、Ｌ、Ｔ
−、Ｉ−、と呼ふごとかある。またごの５種類のパター
ン要素２を、そのピンチの短いものから順に数字で、１
．２．３．４．５と呼ふこともある。In the following explanation, the five types of pattern elements 2 from the smallest pitch to the largest pitch are SS, S, M, L, T.
-, I-, it happens to be called. In addition, the five types of pattern elements 2 are numbered 1 in order from the one with the shortest pinch.
．． It is also called 2.3.4.5.
各パターン要素２の形状は、第２図に示すように相似形
とされている。The shapes of each pattern element 2 are similar as shown in FIG.
前記パターン要素２の最大ピッチＰｍａｘと最小ピッチ
Ｐ ｍｉｎの比は、１．３≦Ｐｍａｘ ／ Ｐｍ１ｎ≦
１．７とされている。The ratio of the maximum pitch Pmax and the minimum pitch Pmin of the pattern element 2 is 1.3≦Pmax/Pm1n≦
It is said to be 1.7.
即ち、音の分散をより良くするためには、最大ビ・ノチ
Ｐｍａｘと最小ピッチＰ ｍｉｎの比をできるだけ大き
くする必要がある。しかしこの比を、１．７以−ににす
ると同一断面上のベクーンブロノクの剛性差が同上にお
いて大きくなり、摩耗の不均一や振動などのタイヤユニ
フォミティ−に悪影響を及ぼす。That is, in order to improve sound dispersion, it is necessary to make the ratio between the maximum pitch Pmax and the minimum pitch Pmin as large as possible. However, if this ratio is set to 1.7 or more, the difference in rigidity between tires on the same cross section increases, which adversely affects tire uniformity such as uneven wear and vibration.
また、これらの悪影響を少なくするため、前記ピンチ比
を小さくし、１．３以下にすると、音の分散が不十分に
なる。Further, in order to reduce these adverse effects, if the pinch ratio is made small to 1.3 or less, sound dispersion becomes insufficient.
従って、ピッチ比は前記範囲に設定されているのである
。Therefore, the pitch ratio is set within the above range.
タイヤ中心線１の右側（第１図においては下側）のパタ
ーン要素２の周方向配列は、位置Ａをスター＋−点とし
て、時計回り （第１図では右方向）に所定の順序で配
列されている。第１図における位置Ｂは、位置Ａと同位
置であり、配列の終点を示す。The pattern elements 2 on the right side (lower side in Figure 1) of the tire center line 1 are arranged in the circumferential direction in a predetermined order clockwise (to the right in Figure 1) with position A as the star +- point. has been done. Position B in FIG. 1 is the same position as position A and indicates the end point of the array.
前記パターン要素２の配列順序は、タイヤ１周にわたっ
て、繰り返しがない（周期性がない）。The arrangement order of the pattern elements 2 is not repeated (has no periodicity) over one circumference of the tire.
即ち、パターン要素２の配列順序のモード数は、１であ
る。また、前記パターン要素２の配列順序において、同
一パターン要素２が、１又は２以上集まって、パターン
要素群３を構成している。That is, the number of modes in the arrangement order of pattern elements 2 is 1. Furthermore, in the arrangement order of the pattern elements 2, one or more of the same pattern elements 2 are assembled to form a pattern element group 3.
前記タイヤ中心線１の左側（第１図においてはに側）の
パターン要素２の配列は、前記右側の配列順序と同一の
配列順序で、位置Ｃから位置りにわたって反時計回り
（第１図においては左方向）に、配列されている。The arrangement of the pattern elements 2 on the left side of the tire center line 1 (on the side in FIG. 1) is in the same arrangement order as the arrangement order on the right side, counterclockwise from position C over the positions.
They are arranged in the left direction (in FIG. 1).
即ち、左側のパターン要素２の配列のスタート点Ｃと、
右側のスタート点へとは、位相差Ｒをもっている。That is, the starting point C of the array of pattern elements 2 on the left side,
There is a phase difference R to the starting point on the right side.
前記位相差Ｒは、タイヤ中心線１を介した左右いずれか
一方の、タイヤ１周分のパターン要素２の配列（基本配
列）を基に、コンピュータにより騒音発生をシュミレー
トし、該シュミレーションにより発生ずる基本周期分の
位相差をもたせるように決定される。The phase difference R is generated by simulating noise generation by a computer based on the arrangement (basic arrangement) of pattern elements 2 for one circumference of the tire on either the left or right side via the tire center line 1. It is determined to have a phase difference equal to the fundamental period.
即ち、前記パターン要素２の基本配列は、ｌｏｇ Ｐ
、 Ｉｏｇ Ｐ３ １ｏｇ Ｐ２
ｌｏｇ Ｐ。That is, the basic arrangement of the pattern elements 2 is log P
, Iog P3 1og P2
log P.
但し Ｃは定数 となるよう決定される。However, C is a constant It is determined that
これを一般弐で表わすと、
ｌｏｇ ７
前記式を満足するようなパターン要素２の基本配列を求
めることにより、この配列によるパターン要素２の総数
Ｎ（タイヤ１周分の左右いずれか半分のトレッドパター
ン要素の総数）を求めることができる。Expressing this in general terms, log 7 By finding a basic arrangement of pattern elements 2 that satisfies the above equation, the total number N of pattern elements 2 in this arrangement (the tread pattern of either the left or right half of one circumference of the tire) is obtained. The total number of elements) can be found.
そして、Ａｊｆｆ記位相差Ｒは、前記パターン要素２の
総数Ｎから次のようにして求める。Then, the Ajff phase difference R is obtained from the total number N of the pattern elements 2 as follows.
但しｉは擬似モード数
ここでいう「擬似モード数とは、
タイヤ１周（３６０°）上のピッチ長さの変化を、タイ
ヤ１周を周期とする関数とみなし、数学的に利用される
調和分析（フーリエ−展開）する時の１次〜１０次まで
の次数内で最大の絶対値をもつ次数を本件の擬似モート
゛数とする。However, i is the number of pseudo modes.The number of pseudo modes is a harmonic that is used mathematically to consider the change in pitch length over one tire rotation (360°) as a function whose period is one tire rotation. The order having the largest absolute value among the orders from 1st to 10th during analysis (Fourier expansion) is defined as the pseudo mode number in this case.
但し、同じ絶対値の次数がある場合は、その低い方の次
数を用いる。However, if there are orders with the same absolute value, the lower order is used.
今、Ｎ・７２ とした場合の、Ｒとｉの関係を第３図
に示す。Now, the relationship between R and i in the case of N·72 is shown in FIG.
この様にして求められた位相差Ｒが、今、Ｒ＝２とした
場合、第４図及び第５図に示すように、スタート位置Ａ
から右回り又は左回りのいずれにその位相差ＲをもうＧ
ノでもよい。If the phase difference R obtained in this way is now set to R=2, as shown in FIGS. 4 and 5, the start position A
The phase difference R can be changed clockwise or counterclockwise from
No is fine.
更に、前記位相差Ｒは、はぼ同−断面上で対向する左右
のパターン要素２．２の大きさを前記の数字表示したと
きの差が、３以下になるよう設定されている。例えば、
最大ビ・７チと最小ビ・ノチが対向したときは、５−１
＝４となるので、このような配置にならないように位相
差Ｒが設定される。Furthermore, the phase difference R is set so that the difference in size of the left and right pattern elements 2.2 facing each other on the same cross-section when expressed numerically is 3 or less. for example,
When the maximum Bi-7 and the minimum Bi-Nochi face each other, it is 5-1.
=4, so the phase difference R is set so as not to result in such an arrangement.
即ら、第７図に示す場合、最大ピ・ノチの５と最小ピッ
チの１とが路間−断面上で対向しているので、このよう
な配列は、本発明の範囲から除かれる。That is, in the case shown in FIG. 7, the maximum pitch notch 5 and the minimum pitch 1 face each other on the cross section, so such an arrangement is excluded from the scope of the present invention.
第６図に示すものは、第１，２図に示す本発明の実施例
タイヤと、第８図に示す従来例タイヤの騒音を比較した
グラフである。尚、第８図に示す従来例のタイヤは、位
相差Ｒ＝ ０のものである。What is shown in FIG. 6 is a graph comparing the noise of the example tire of the present invention shown in FIGS. 1 and 2 and the conventional example tire shown in FIG. The conventional tire shown in FIG. 8 has a phase difference R=0.
ごの第６図から本発明の実施例のものは、従来のものに
比べてノイズヘレルが低いことが判る。It can be seen from FIG. 6 that the embodiment of the present invention has a lower noise level than the conventional one.
（発明の効果）
本発明によれば、タイヤ中心線】を介してその左右のパ
ターン要素の周方向配列は、一方が或位置へから時計回
りに配列され、他方は、前記−・方の配列と同一配列の
ものが、前記或位置Ａから位相差Ｒをもって反時計回り
に配列され、かつ、タイヤ１周のパターン要素の配列に
は、周期性がないのでバクーンノイズのホワイト化が図
られる。(Effects of the Invention) According to the present invention, the circumferential arrangement of pattern elements on the left and right sides of the tire center line is such that one is arranged clockwise from a certain position, and the other is arranged clockwise from a certain position. are arranged counterclockwise from the certain position A with a phase difference R, and since there is no periodicity in the arrangement of pattern elements around one circumference of the tire, whitening of the background noise is achieved.
また、加硫モー月Ｎ・の金型製作に当っては、上型及び
下型を同一形状のものとして製作し、それを互いに対向
させるごとにより、トレッドパターン要素を時計方向と
反時計方向とに配置することができる。そして位相差は
、一方の金型を周方向にずらずことにより得られる。従
って、金型製作は同じものを２個作ればよいので、製作
費用の低減が図れる。In addition, when manufacturing molds for vulcanizing mozuki N., the upper mold and lower mold are manufactured as having the same shape, and by making them face each other, the tread pattern elements can be rotated clockwise and counterclockwise. can be placed in The phase difference is obtained by shifting one of the molds in the circumferential direction. Therefore, since it is sufficient to make two identical molds, manufacturing costs can be reduced.
更に、パターン要素の最大ピッチ（Ｐ ｍａｘ）と最小
ピッチ（Ｐｍｉｎ）を、
１．３≦Ｐｍａｘ ／ Ｐｍ１ｎ ≦１．７の関係
にしているので、振動の発生が防止され、乗り心地が良
くなり、かつ、偏摩耗も生じない。Furthermore, since the maximum pitch (P max) and minimum pitch (Pmin) of the pattern elements are set to the relationship of 1.3≦Pmax/Pm1n≦1.7, vibrations are prevented from occurring, and the riding comfort is improved. Moreover, uneven wear does not occur.
即ち、本発明によれば、偏摩耗や振動特性等のタイヤト
レッドの基本特性を犠牲にすることなく、タイヤ騒音の
低減を図ることができる。更に、金型製作コストの低減
を図ることができる。That is, according to the present invention, tire noise can be reduced without sacrificing the basic characteristics of the tire tread, such as uneven wear and vibration characteristics. Furthermore, it is possible to reduce mold manufacturing costs.
第１図は本発明の実施例を示し、タイヤ１周分のトレッ
ドパターンの展開図、第２図は第１図の部分拡大図、第
３図は位相差Ｒ，！：擬似モードｊとの関係を示すグラ
フ、第４図及び第５図は本発明のタイヤを製作するため
のモールドにおけるパターン要素配列図、第６図は本発
明の実施例のタイヤと従来例のタイヤの騒音性能を示す
グラフ、第７図は本発明の範囲に含まれないパターン要
素の配列図、第８図は従来例のパターン要素配列の展開
図である。
１−タイヤ中心線、２−パターン要素、３−パターン要
素群、Ｒ−位相差。FIG. 1 shows an embodiment of the present invention, in which a developed view of the tread pattern for one rotation of the tire, FIG. 2 is a partially enlarged view of FIG. 1, and FIG. 3 is a phase difference R,! : A graph showing the relationship with pseudo mode j, FIGS. 4 and 5 are pattern element arrangement diagrams in a mold for manufacturing the tire of the present invention, and FIG. 6 is a graph showing the relationship between the tire of the embodiment of the present invention and the conventional tire. A graph showing the noise performance of a tire, FIG. 7 is an arrangement diagram of pattern elements not included in the scope of the present invention, and FIG. 8 is a developed diagram of a conventional pattern element arrangement. 1-tire center line, 2-pattern element, 3-pattern element group, R-phase difference.
Claims (3)
トレッドパターン要素が周方向に配列され、該パターン
要素のピッチは、少なくとも２種類以上とされたものに
おいて、 前記パターン要素の最大ピッチ（Ｐｍａｘ）と最小ピッ
チ（Ｐｍｉｎ）は、 １．３≦Ｐｍａｘ／Ｐｍｉｎ≦１．７ の関係にあり、 前記左右のパターン要素の周方向配列は、一方が或位置
から時計回りに配列され、他方は、前記一方の配列と同
一配列のものが、前記或位置から位相差Ｒをもって反時
計回りに配列され、かつ、タイヤ１周のパターン要素の
配列には、周期性がないことを特徴とするタイヤのトレ
ッドパターン構造。(1) In a tire in which tread pattern elements are arranged in the circumferential direction at a predetermined pitch on the left and right sides of the tire center line, and the pitch of the pattern elements is at least two or more types, the maximum pitch of the pattern elements ( Pmax) and the minimum pitch (Pmin) have a relationship of 1.3≦Pmax/Pmin≦1.7, and the circumferential arrangement of the left and right pattern elements is such that one is arranged clockwise from a certain position and the other is arranged clockwise from a certain position. , wherein the elements in the same arrangement as the one arrangement are arranged counterclockwise from the certain position with a phase difference R, and the arrangement of pattern elements around one circumference of the tire has no periodicity. tread pattern structure.
ドパターン要素の総数。 ｉは、擬似モード数。 とされていることを特徴とするタイヤのトレッドパター
ン構造。(2) In the tread pattern structure according to claim 1, the phase difference R is: R=(N/i)×(45/360) where N is the tread pattern element of either the left or right half of one circumference of the tire. total number of i is the number of pseudo modes. A tire tread pattern structure characterized by:
おいて、 左右の対向するパターン要素が断面方向に対向する領域
で最大ピッチと最小ピッチとが対向しないように配列さ
れていることを特徴とするタイヤのトレッドパターン構
造。(3) The tread pattern structure according to claim 1 or 2, wherein the left and right opposing pattern elements are arranged so that the maximum pitch and the minimum pitch do not oppose each other in opposing areas in the cross-sectional direction. tread pattern structure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2245258A JP2709184B2 (en) | 1990-09-14 | 1990-09-14 | Tire tread pattern structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2245258A JP2709184B2 (en) | 1990-09-14 | 1990-09-14 | Tire tread pattern structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04123907A true JPH04123907A (en) | 1992-04-23 |
| JP2709184B2 JP2709184B2 (en) | 1998-02-04 |
Family
ID=17131007
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2245258A Expired - Lifetime JP2709184B2 (en) | 1990-09-14 | 1990-09-14 | Tire tread pattern structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2709184B2 (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5769990A (en) * | 1994-06-21 | 1998-06-23 | Michelin Recherche Et Technique S.A. | Method of making tire with tire tread pitch bands |
| US5865921A (en) * | 1996-02-26 | 1999-02-02 | Bridgestone/Firestone, Inc. | Tire noise treatment |
| JPH11254913A (en) * | 1998-01-08 | 1999-09-21 | Bridgestone Corp | Treatment for tire tread noise |
| US7006930B2 (en) | 2001-08-22 | 2006-02-28 | Bridgestone/Firestone North American Tire, Llc | Method of analyzing tire pitch sequence based on lug stiffness variations |
| US7769567B2 (en) | 2002-11-01 | 2010-08-03 | Bridgestone Americas Tire Operations, Llc | Method for designing tire noise pitch sequence |
| JP2014221569A (en) * | 2013-05-13 | 2014-11-27 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2014221568A (en) * | 2013-05-13 | 2014-11-27 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2014221567A (en) * | 2013-05-13 | 2014-11-27 | 横浜ゴム株式会社 | Pneumatic tire |
| US9327558B2 (en) | 2010-01-27 | 2016-05-03 | Bridgestone Americas Tire Operations, Llc | Tire with noise-reducing tread pattern |
| CN115443222A (en) * | 2020-05-28 | 2022-12-06 | 横滨橡胶株式会社 | Pneumatic tire |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6116108A (en) * | 1984-06-30 | 1986-01-24 | Yokohama Rubber Co Ltd:The | Inflated tyre |
| JPH01178005A (en) * | 1987-12-29 | 1989-07-14 | Bridgestone Corp | Tread pattern costruction of pneumatic tire |
-
1990
- 1990-09-14 JP JP2245258A patent/JP2709184B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6116108A (en) * | 1984-06-30 | 1986-01-24 | Yokohama Rubber Co Ltd:The | Inflated tyre |
| JPH01178005A (en) * | 1987-12-29 | 1989-07-14 | Bridgestone Corp | Tread pattern costruction of pneumatic tire |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5769990A (en) * | 1994-06-21 | 1998-06-23 | Michelin Recherche Et Technique S.A. | Method of making tire with tire tread pitch bands |
| US5865921A (en) * | 1996-02-26 | 1999-02-02 | Bridgestone/Firestone, Inc. | Tire noise treatment |
| JPH11254913A (en) * | 1998-01-08 | 1999-09-21 | Bridgestone Corp | Treatment for tire tread noise |
| JP4554733B2 (en) * | 1998-01-08 | 2010-09-29 | 株式会社ブリヂストン | Treatment of tire tread noise |
| US7006930B2 (en) | 2001-08-22 | 2006-02-28 | Bridgestone/Firestone North American Tire, Llc | Method of analyzing tire pitch sequence based on lug stiffness variations |
| US7769567B2 (en) | 2002-11-01 | 2010-08-03 | Bridgestone Americas Tire Operations, Llc | Method for designing tire noise pitch sequence |
| US9597928B2 (en) | 2002-11-01 | 2017-03-21 | Bridgestone Americas Tire Operations, Llc | Tire with tread pattern having pre-selected variations in lug stiffnesses to improve tire noise |
| US9327558B2 (en) | 2010-01-27 | 2016-05-03 | Bridgestone Americas Tire Operations, Llc | Tire with noise-reducing tread pattern |
| US9937756B2 (en) | 2010-01-27 | 2018-04-10 | Bridgestone Americas Tire Operations, Llc | Tire with noise-reducing tread pattern |
| JP2014221567A (en) * | 2013-05-13 | 2014-11-27 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2014221568A (en) * | 2013-05-13 | 2014-11-27 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2014221569A (en) * | 2013-05-13 | 2014-11-27 | 横浜ゴム株式会社 | Pneumatic tire |
| CN115443222A (en) * | 2020-05-28 | 2022-12-06 | 横滨橡胶株式会社 | Pneumatic tire |
| CN115443222B (en) * | 2020-05-28 | 2024-02-23 | 横滨橡胶株式会社 | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2709184B2 (en) | 1998-02-04 |
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