JPH0429565B2 - - Google Patents
Info
- Publication number
- JPH0429565B2 JPH0429565B2 JP58226118A JP22611883A JPH0429565B2 JP H0429565 B2 JPH0429565 B2 JP H0429565B2 JP 58226118 A JP58226118 A JP 58226118A JP 22611883 A JP22611883 A JP 22611883A JP H0429565 B2 JPH0429565 B2 JP H0429565B2
- Authority
- JP
- Japan
- Prior art keywords
- blocks
- central
- groove
- region
- tire
- 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.)
- Expired - Lifetime
Links
- 239000011295 pitch Substances 0.000 claims description 29
- 230000000052 comparative effect Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 101100509461 Arabidopsis thaliana JAR1 gene Proteins 0.000 description 1
- 101100504410 Oryza sativa subsp. japonica GH3.5 gene Proteins 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000010998 test 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
-
- 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
- B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
〔産業上の利用分野〕
本発明は、ブロツクパターンのタイヤにおい
て、騒音を軽減した低騒音タイヤに関する。
最近、高速道路網の整備化にともない、特にト
ラツク、バス等の大型車両用タイヤでは、タイヤ
周方向に延びる直線状の縦溝を基調とし、この縦
溝に交わる横溝を設けたブロツクパターンを採用
することによつて、高速旋回時の安定性、ブレー
キ性能の向上を図つている。
しかしこの種のブロツクパターンは必然的に走
行時の騒音が激しくなる。これは、タイヤ転動の
際、接地面との間で生じるブロツク間の溝中に含
まれる空気の周期的な圧縮、開放ごと、もしくは
その複数次ごとのパルス的振動によつて空気に粗
密波が生じ、いわゆるパンピング音に基づくパタ
ーンノイズが発生する。
このパターンノイズを軽減するため、パターン
ノイズを広い周波数域に分散させ騒音を緩和する
べく、ピツチエレメントの周方向の長さを変化す
ることが知られている。これは数種類の長さの異
なるピツチエレメントを用いることによつて、タ
イヤ転動時に発生するパルス的騒音及び振動の時
間間隔を変化させ、特定周波数への音の集中を防
止することが知られている。
しかし従来のものは、周方向に並ぶブロツクの
個数が各ブロツク群において同一であるなど、低
騒音についてさらに改善が望まれている。
なお低騒音化のために、ブロツク相互を分離す
る横溝の巾及び深さを減少することは、ウエツト
グリツプ性の低下を招来する。
本発明は、ブロツクパターンのタイヤにおい
て、低騒音化を図りうる新規な構成の低騒音タイ
ヤの提供を目的としている。
本発明は、ブロツクパターンのタイヤにおい
て、中央横溝Ｇ１のタイヤ軸方向に対する角度α
及び側域横溝Ｇ２のタイヤ軸方向に対する角度β
は15゜〜40゜の範囲であり、かつ各ブロツク群は、
各ブロツクを分離する中央横溝Ｇ１，Ｇ２の周方
向中心間の長さが異なる３種類のブロツクにより
形成し、しかも中央部CRのブロツク数を側域SR
よりも多くししかもブロツク長さ、個数を選択す
るとともに、バリアブルピツチでブロツクを配列
することを基本として、低騒音化を図つている。
以下本発明の低騒音タイヤの一実施例を図面に
基づき説明する。
第１図は、本発明の低騒音タイヤの一実施例を
示す部分平面図である。
図において本発明の低騒音タイヤは、トレツド
部Ｔを、タイヤ赤道面COの両側で周方向に延び
る２本の直線状の側部縦溝１，２によつて、タイ
ヤ赤道面COを含む中央域CRと、その両側の側域
SRとに分割するとともに、前記中央域CRを、タ
イヤ赤道面COに沿つてのびる直線状の中央縦溝
３でさらに２分割している。
中央域の巾WCは、トレツド巾WTの20％〜50
％、好ましくは28％〜38％の範囲であり、これに
より中央縦溝３を設けることと相まつて接地圧分
布とともに排水性が良好となり、ウエツトグリツ
プ性をうる。なお各溝巾はトレツド巾TWの４〜
８％の範囲とするなど、溝深さ、トレツド等の他
の諸元は当業者にとつて、求められるタイヤ性能
に応じて自在に選択できる。
また前記中央域CRには、中央縦溝３に交わり
前記側部縦溝１，２間を結ぶとともにタイヤ軸方
向に対して傾く中央横溝Ｇ１を設けている。これ
により、中央域CRには、実質的に略平行四辺形
状を有する中央のブロツクＡ…，Ｂ…がタイヤ周
方向に並ぶブロツク群１０，１１が形成されてい
る。
また側域SRにもトレツド縁からのびかつその
トレツド縁に近い各側部縦溝１，２に至ることに
より、トレツド縁と、各側部縦溝１，２との間を
結ぶとともにタイヤ軸方向に対して傾く側域横溝
Ｇ２を設ける。その結果、側域SRにも、実質的
に略平行四辺形状を有する中央ブロツクＣ…，Ｄ
…がタイヤ周方向に並ぶブロツク群１２，１３が
形成されている。
これにより、トレツド部Ｔは、ブロツクパター
ンとなる。
前記中央横溝Ｇ１のタイヤ軸方向に対する角度
αを第１図に示すように、15゜〜40゜の範囲とす
る。角度αが15゜よりも小さい場合、ブロツクの
前後面がタイヤ軸方向に近づき接地時の衝撃が大
となり、かつ騒音低下を図り難くし、又40゜をこ
えるとき、ブロツク角度が鋭角となり、該角部の
剛性低下による偏摩耗が激しくなるとともに、高
速走行特性が低下するため好ましくない。
なお本実施例では、各中央のブロツクＡ，Ｂの
周方向にのびる側面の中央部に、両側の広巾部分
を介して前記中央横溝Ｇ１と同じ傾斜角度の短寸
法の細横溝ｇ１を配置し、ブロツク片Ａ１，Ａ
２，Ｂ１，Ｂ２を形成している。この細横溝ｇ１
はウエツトグリツプを高めるのに役立つ。この細
横溝ｇ１は、各側面に近い部分は中央横溝Ｇ１と
略同巾であるが、中央部分ではＺ字に折曲がり、
この中央部分の１／10倍程度の巾としている。ま
か深さは、ブロツクＡ，Ｂが夫々実質的に一体と
して作用し、騒音源とならない程度の、例えば横
溝Ｇ１の深さの１／３倍程度とする。
側域横溝Ｇ２のタイヤ軸方向に対する角度βも
15゜〜40゜の範囲とする。これは中央横溝Ｇ１の場
合と同様に偏摩耗、騒音の観点から設定されるも
のであるが、前記傾斜角度αと傾斜角度βは同じ
でないものとする。なお角度差は５〜15゜程度で
あつて、この角度差を設けることにより、踏み込
み、けり出し時の音の分散化に役立つ。なお図で
は左右の各側域横溝Ｇ２はいずれも同一方向に傾
斜しているものを示すが、左右において反対方向
になるように設定してもよい。
なお各ブロツクＣ，Ｄは、中央のブロツクＡ，
Ｂと同様に、タイヤ周方向のほぼ中央部に、ブロ
ツクＣ，Ｄを部分的に分離し、ブロツク片Ｃ１，
Ｃ２，Ｄ１，Ｄ２とする細横溝ｇ２を配置してい
る。また中央のブロツクＡ，Ｂと側のブロツク
Ｃ，Ｄには、図示するごとく、ブロツクを部分的
に切断するサイピングｇ３を配置し、ウエツトグ
リツプ性を向上している。
前記中央域CR及び側域SRの前記ブロツク群１
０，１１，１２，１３は、各ブロツクを周方向に
分離する中央横溝Ｇ１、および側部横溝Ｇ２の周
方向中心間の長さとして定義されるピツチ長さ
PL，PM，PSが異なる３種類のブロツクから
夫々形成され、しかもピツチ長さPL，PM，PS
が異なる３種類のブロツクは、各ブロツク群にお
いてランダムに、即ちバリアブルピツチで配列さ
れる。
又中央部CRのブロツク群１０，１１のブロツ
クの個数であるピツチ個数ｎ１、側域SRのブロ
ツク群１２，１３のピツチ個数ｎ２はともに40〜
70程度であつて、かつ中央部CRのブロツク群１
０，１１のブロツクの個数であるピツチ個数ｎ
１、側域SRのブロツク群１２，１３のピツチ個
数ｎ２よりも多くする。
３種類のピツチ長さのブロツクを用いるのは、
タイヤ転動時のパターンノイズがブロツクごとに
周期的に接地面で生じるパンピング音に起因する
が、このブロツクによる音は夫々の１次、２次、
３次音等の音において、鋭いピークが生じ、耳ざ
わりな騒音となるものである。従つて鋭いピーク
音の発生を緩和するためピツチ長さを異ならしめ
て、しかもバリアブルピツチで配列することによ
りピーク音の分散を図るものである。
また中央域CRの周方向に並ぶ各ブロツク群１
０，１１のブロツクの個数であるピツチ個数ｎ１
を、側域SRブロツク群１２，１３のピツチ個数
ｎ２よりも多くする理由は、中央域と側域相互間
のピーク音の分散を一層効果的にするためであ
り、このためには個数差は10％程度とするのがよ
い。
又中央域CRのブロツクを多くするのは、側域
SRでは摩耗が大であるためにブロツクの長さを
増しその剛性を高めるとともに、側域SRは周囲
への騒音の影響が大きく、これらのために中央域
のピツチ個数を多くしている。
さらに、中央域CR及び側域SRにおける３種類
の異なるピツチ長さのブロツクにおいて、長さが
小なる短ブロツクのピツチ長さPS、長さが中間
のブロツクのピツチ長さPM、長さが大なるブロ
ツクのピツチ長さPLは各ブロツク群において、
次の関係を満足させる。
0.8PM≦PS≦0.9PM
1.1PM≦PL≦1.2PM
これは、３種類のブロツクの長さPS、PM、
PLの相互の割合を制限することにより、ブロツ
ク相互間の剛性のバラツキを抑制し偏摩耗を防止
する必要があるからである。又各ブロツクは１周
において約同個数に近づけ、かつ周期性をもたな
いようにランダムに配列する。
側部縦溝１，２は、ウエツトグリツプ性を維持
するために巾広とすることが必要であるが、一方
中央縦溝３は、巾広の溝とすることは、むしろ耐
摩耗性を低下させるため好ましくない。従つて中
央縦溝３の溝巾Ｗ３は側部縦溝Ｗ１よりも小さく
形成される。
なお中央域、側域におけるブロツクの各ピツチ
長さPS、PM、PLは、横溝Ｇ１，Ｇ２の溝巾を
同一とし、各ブロツクの周方向長さを変えても、
又反対に、ブロツクを分離する中央横溝Ｇ１、側
部横溝Ｇ２の溝巾を変えてもよい。
実施例
タイヤサイズP225／75R 15で第１図に示すト
レツドパターンのタイヤと第２図に示す比較例の
タイヤを夫々試作してノイズテストとウエツトグ
リツプ性の評価を行つた。試作タイヤの詳細な仕
様は第１表の通りである。
騒音試験は内圧2.4Kgｆ／cm2、荷重530Kgｆのド
ラム走行条件下で集音マイクをタイヤの真横でタ
イヤ巾の中心より100cmを隔てかつ接地面より25
cmの高さに設定し、無響室内で測定した（JASO.
C606規定のタイヤ騒音試験法準拠）。そのノイズ
レベルと走行速度との関係を第３図に示す。
本発明のタイヤはノイズレベルの低減が認めら
れる。
又ウエツトグリツプ性はJAR1の湿潤路面で実
車走行による路面とタイヤの摩擦係数μ（ロツク
時）を測定し、その速度との関係を第４図に示
す。第４図から実線で示す本発明のタイヤは比較
例タイヤよりもウエツトグリツプ性が向上してい
ることが判る。
叙上のごとく本発明のタイヤは、ブロツクパタ
ーンのタイヤでブロツク形状、ピツチ個数等を特
定することによりウエツトグリツプ性、耐摩耗性
を損なうことなく低騒音しうる。
[Industrial Field of Application] The present invention relates to a block pattern tire with reduced noise. Recently, with the development of expressway networks, tires for large vehicles such as trucks and buses have adopted a block pattern that is based on straight vertical grooves extending in the circumferential direction of the tire and horizontal grooves that intersect with these vertical grooves. By doing so, we aim to improve stability and braking performance during high-speed turns. However, this type of block pattern inevitably produces a lot of noise when running. When a tire rolls, compression waves occur in the air due to periodic compression and release of the air contained in the grooves between the blocks that occur between the tires and the ground contact surface, or due to pulse vibrations at multiple times. This causes pattern noise based on so-called pumping sound. In order to reduce this pattern noise, it is known to vary the circumferential length of the pitch element in order to disperse the pattern noise over a wide frequency range and alleviate the noise. It is known that by using several types of pitch elements with different lengths, the time interval of pulse noise and vibration generated when tires are rolled is changed, and the concentration of sound at specific frequencies is prevented. There is. However, in the conventional type, the number of blocks arranged in the circumferential direction is the same in each block group, and further improvements in terms of low noise are desired. Note that reducing the width and depth of the lateral grooves separating the blocks from each other in order to reduce noise leads to a decrease in wet grip performance. An object of the present invention is to provide a low-noise tire with a novel structure capable of reducing noise in block pattern tires. The present invention provides a block pattern tire with an angle α of the central lateral groove G1 with respect to the tire axial direction.
and the angle β of the side area lateral groove G2 with respect to the tire axial direction.
is in the range of 15° to 40°, and each block group is
It is formed by three types of blocks with different lengths between the circumferential centers of central lateral grooves G1 and G2 that separate each block, and moreover, the number of blocks in the center CR is smaller than that in the side regions SR.
The aim is to reduce noise by selecting the length and number of blocks and arranging the blocks at variable pitches. An embodiment of the low-noise tire of the present invention will be described below based on the drawings. FIG. 1 is a partial plan view showing an embodiment of the low-noise tire of the present invention. In the figure, the low-noise tire of the present invention has a tread portion T formed by two linear side longitudinal grooves 1 and 2 extending in the circumferential direction on both sides of the tire equatorial plane CO. area CR and the lateral areas on both sides of it
SR, and the central region CR is further divided into two by a straight central longitudinal groove 3 extending along the tire equatorial plane CO. The width of the central area WC is 20% to 50% of the tread width WT.
%, preferably in the range of 28% to 38%, and this, together with the provision of the central longitudinal groove 3, improves the ground pressure distribution and drainage performance, and provides wet grip performance. In addition, each groove width is 4 to 4 of the tread width TW.
Those skilled in the art can freely select other specifications such as groove depth and tread, such as a range of 8%, depending on the desired tire performance. Further, the center region CR is provided with a center lateral groove G1 that intersects with the center longitudinal groove 3, connects the side longitudinal grooves 1 and 2, and is inclined with respect to the tire axial direction. As a result, block groups 10 and 11 are formed in the central region CR, in which central blocks A, B, substantially having a substantially parallelogram shape are lined up in the tire circumferential direction. In addition, by extending from the tread edge to the side region SR and reaching each side longitudinal groove 1, 2 near the tread edge, it connects the tread edge and each side longitudinal groove 1, 2, and in the axial direction of the tire. A side area lateral groove G2 is provided which is inclined to the side area. As a result, the side regions SR also have central blocks C...,D having a substantially parallelogram shape.
Block groups 12 and 13 are formed in which blocks 12 and 13 are arranged in the circumferential direction of the tire. As a result, the tread portion T becomes a block pattern. As shown in FIG. 1, the angle α of the central lateral groove G1 with respect to the tire axial direction is in the range of 15° to 40°. If the angle α is smaller than 15°, the front and rear surfaces of the block will approach the axial direction of the tire, increasing the impact upon contact with the ground and making it difficult to reduce noise.If the angle α exceeds 40°, the block angle will become acute and the This is undesirable because uneven wear becomes severe due to a decrease in the rigidity of the corners, and high-speed running characteristics deteriorate. In this embodiment, a short narrow lateral groove g1 having the same inclination angle as the central lateral groove G1 is arranged in the center of the circumferentially extending side surface of each central block A, B, with wide width portions on both sides interposed therebetween. Block piece A1, A
2, B1, and B2. This narrow horizontal groove g1
helps increase wet grip. This narrow lateral groove g1 has approximately the same width as the central lateral groove G1 at the portions near each side, but is bent into a Z-shape at the central portion.
The width is about 1/10 times that of this central part. The depth is set to such a level that the blocks A and B act substantially as one and do not become a source of noise, for example, about 1/3 times the depth of the lateral groove G1. The angle β of the side area lateral groove G2 with respect to the tire axial direction is also
The angle should be between 15° and 40°. This is set from the viewpoint of uneven wear and noise as in the case of the central lateral groove G1, but the inclination angle α and the inclination angle β are not the same. The angular difference is approximately 5 to 15 degrees, and providing this angular difference helps disperse the sound when stepping in and kicking out. In addition, although the left and right side area lateral grooves G2 are shown as being inclined in the same direction in the figure, they may be set to be in opposite directions on the left and right. In addition, each block C, D is the center block A,
Similarly to B, blocks C and D are partially separated approximately at the center in the circumferential direction of the tire, and block pieces C1,
Narrow lateral grooves g2 labeled C2, D1, and D2 are arranged. Furthermore, as shown in the figure, siping g3 for partially cutting the blocks is arranged in the central blocks A and B and the side blocks C and D to improve wet grip properties. The block group 1 of the central region CR and side region SR
0, 11, 12, and 13 are pitch lengths defined as the lengths between the circumferential centers of the central lateral groove G1 and the side lateral grooves G2 that separate each block in the circumferential direction.
PL, PM, and PS are each formed from three different types of blocks, and the pitch lengths PL, PM, and PS are
The three types of blocks with different values are arranged randomly in each block group, that is, with variable pitch. Also, the number of pitches n1, which is the number of blocks in block groups 10 and 11 in the central region CR, and the number of pitches n2 in block groups 12 and 13 in the side region SR are both 40 to 40.
Block group 1 of about 70 and central CR
Pitch number n, which is the number of blocks of 0 and 11
1. The number of pitches in the block groups 12 and 13 of the side area SR is greater than n2. Using blocks with three different pitch lengths is
The pattern noise when tires are rolling is caused by the pumping noise that occurs periodically on the ground plane for each block, but the sound caused by this block is caused by the respective primary, secondary,
Sharp peaks occur in sounds such as tertiary sounds, resulting in harsh noise. Therefore, in order to alleviate the occurrence of sharp peak sounds, the pitch lengths are made different and the pitches are arranged in variable pitches to disperse the peak sounds. In addition, each block group 1 arranged in the circumferential direction of the central region CR
Pitch number n1 which is the number of blocks of 0 and 11
The reason why is made larger than the pitch number n2 of the side area SR block groups 12 and 13 is to make the dispersion of the peak sound between the center area and the side area more effective. It is best to set it at around 10%. Also, it is the lateral areas that increase the number of blocks in the central area CR.
In SR, the wear is large, so the length of the block is increased to increase its rigidity, and the side area SR has a large impact of noise on the surroundings, so the number of pitches in the center area is increased. Furthermore, among blocks with three different pitch lengths in the central area CR and side area SR, the pitch length PS of the short block is small, the pitch length PM of the medium block, and the pitch length PM of the block with the large length. The pitch length PL of each block is
Satisfy the following relationship. 0.8PM≦PS≦0.9PM 1.1PM≦PL≦1.2PM This is the length of three types of blocks PS, PM,
This is because by limiting the mutual ratio of PL, it is necessary to suppress variations in rigidity between blocks and prevent uneven wear. Further, each block is arranged randomly so that the number of blocks approaches the same in one round and has no periodicity. The side longitudinal grooves 1 and 2 need to be wide in order to maintain wet grip properties, but on the other hand, making the central longitudinal groove 3 a wide groove would rather reduce wear resistance. Therefore, it is undesirable. Therefore, the groove width W3 of the central longitudinal groove 3 is formed smaller than the side longitudinal groove W1. Note that the pitch lengths PS, PM, and PL of the blocks in the center region and side regions are the same even if the widths of the lateral grooves G1 and G2 are the same and the circumferential length of each block is changed.
Conversely, the groove widths of the central lateral groove G1 and the side lateral grooves G2 that separate the blocks may be changed. EXAMPLE A tire with a tread pattern shown in FIG. 1 and a tire of a comparative example shown in FIG. 2 with tire size P225/75R 15 were manufactured as prototypes, and noise tests and wet grip properties were evaluated. Detailed specifications of the prototype tire are shown in Table 1. The noise test was conducted under drum running conditions with an internal pressure of 2.4 kgf/cm 2 and a load of 530 kgf, with a sound-collecting microphone placed directly next to the tire, 100 cm from the center of the tire width, and 25 mm from the ground contact surface.
cm height and measured in an anechoic chamber (JASO.
Compliant with tire noise test method stipulated by C606). FIG. 3 shows the relationship between the noise level and the running speed. The tires of the present invention are found to have reduced noise levels. Wet grip performance was determined by measuring the friction coefficient μ (when locked) between the tire and the road surface by driving an actual vehicle on a wet road surface of JAR1, and the relationship with the speed is shown in Figure 4. It can be seen from FIG. 4 that the tire of the present invention, indicated by the solid line, has improved wet grip performance compared to the comparative tire. As described above, the tire of the present invention has a block pattern, and by specifying the block shape, number of pitches, etc., it is possible to achieve low noise without impairing wet grip performance and wear resistance.
【表】【table】
第１図は本発明のタイヤの部分断面図、第２図
は比較例タイヤの部分平面図、第３図はノイズレ
ベルと速度の関係を示すグラフ、第４図は摩擦係
数μと速度の関係を示すグラフである。
１，２…側部縦溝、３…中央縦溝、CR…中央
域、SR…側域、Ａ，Ｂ，Ｃ，Ｄ…ブロツク、Ｇ
１…中央横溝、Ｇ２…側域横溝、ｇ１，ｇ２…細
横溝。
Figure 1 is a partial sectional view of the tire of the present invention, Figure 2 is a partial plan view of a comparative tire, Figure 3 is a graph showing the relationship between noise level and speed, and Figure 4 is the relationship between friction coefficient μ and speed. This is a graph showing. 1, 2...Side longitudinal groove, 3...Central longitudinal groove, CR...Central region, SR...Side region, A, B, C, D...Block, G
1...Central lateral groove, G2...lateral lateral groove, g1, g2...narrow lateral groove.
Claims (1)
に延びる２本の直線状の側部縦溝１，２によつて
トレツド部をタイヤ赤道を含む中央域CRとその
両側の側域SRに分割し、 かつ前記中央域CRを、タイヤ赤道面Ｃに沿つ
た直線状の中央縦溝３で２分割するとともに、 前記中央域CRに、中央縦溝３に交わり前記側
部縦溝１，２間を結ぶ中央横溝Ｇ１を設け、かつ
側域SRに、トレツド縁と各側部縦溝１，２とを
結ぶ側域横溝Ｇ２を設けることにより、中央域
CR、側域SRを、前記側部縦溝１，２、中央縦溝
３、中央横溝Ｇ１、側域横溝Ｇ２により区分した
ブロツクが周方向に並ぶブロツク群を設けたブロ
ツクパターンとし、 前記中央横溝Ｇ１のタイヤ軸方向に対する角度
α及び側域横溝Ｇ２のタイヤ軸方向に対する角度
βは15゜〜40゜の範囲であり、 前記中央域CR及び側域SRの前記ブロツク群
は、各ブロツクを分離する各中央横溝Ｇ１、側域
横溝Ｇ２の周方向中心間の長さとして定義される
ピツチ長さが異なる３種類の長さのブロツクをバ
リアブルピツチで配列することにより形成される
とともに、 中央域CRのブロツク群の周方向に並ぶブロツ
クの個数であるピツチ個数ｎ１は側域SRのブロ
ツク群のピツチ個数ｎ２よりも多く、 しかも中央域CR及び側域SRにおける３種類の
異なる長さのブロツクにおいて、長さが小なる短
ブロツクのピツチ長さPS、長さが中間のブロツ
クのピツチ長さPM、長さが大なるブロツクのピ
ツチ長さPLは各ブロツク群において、次の関係
を満足する低騒音タイヤ。 0.8PM≦PS≦0.9PM 1.1PM≦PL≦1.2PM[Scope of Claims] 1. The tread portion is defined by two linear side longitudinal grooves 1 and 2 extending in the circumferential direction on both sides of the tire equatorial plane C, so that the tread portion is connected to the central region CR including the tire equator and both sides thereof. The central region CR is divided into two by a straight central longitudinal groove 3 along the tire equatorial plane C, and the central region CR intersects with the central longitudinal groove 3 and the side region SR is divided into two parts. By providing a central horizontal groove G1 connecting the vertical grooves 1 and 2, and providing a side horizontal groove G2 connecting the tread edge and each side vertical groove 1 and 2 in the side area SR, the central area
The CR and side region SR are made into a block pattern in which blocks divided by the side longitudinal grooves 1 and 2, the center longitudinal groove 3, the center lateral groove G1, and the side region lateral groove G2 are arranged in a circumferential direction, and the center lateral groove The angle α of G1 with respect to the tire axial direction and the angle β of the side region lateral groove G2 with respect to the tire axial direction are in the range of 15° to 40°, and the blocks of the central region CR and side region SR are separated from each other. It is formed by arranging blocks of three different lengths with variable pitches, each having a pitch length defined as the length between the circumferential centers of each center lateral groove G1 and side region lateral groove G2. The number of pitches n1, which is the number of blocks arranged in the circumferential direction of the block group, is greater than the number of pitches n2 of the block group in the side region SR, and the length of the blocks of three different lengths in the central region CR and the side region SR is The pitch length PS of short blocks with small length, the pitch length PM of blocks with medium length, and the pitch length PL of blocks with large length are for each group of low noise tires that satisfy the following relationship. . 0.8PM≦PS≦0.9PM 1.1PM≦PL≦1.2PM
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58226118A JPS60116511A (en) | 1983-11-30 | 1983-11-30 | Low noise tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58226118A JPS60116511A (en) | 1983-11-30 | 1983-11-30 | Low noise tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60116511A JPS60116511A (en) | 1985-06-24 |
| JPH0429565B2 true JPH0429565B2 (en) | 1992-05-19 |
Family
ID=16840115
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58226118A Granted JPS60116511A (en) | 1983-11-30 | 1983-11-30 | Low noise tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60116511A (en) |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60161204A (en) * | 1984-01-31 | 1985-08-22 | Yokohama Rubber Co Ltd:The | Aired tire |
| JPS626803A (en) * | 1985-07-03 | 1987-01-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPS62110501A (en) * | 1985-11-07 | 1987-05-21 | Sumitomo Rubber Ind Ltd | Noiseless tire |
| JPS62122805A (en) * | 1985-11-21 | 1987-06-04 | Sumitomo Rubber Ind Ltd | Low noise tire |
| JP2574750B2 (en) * | 1985-12-27 | 1997-01-22 | 住友ゴム工業 株式会社 | Snow tires |
| JP2805472B2 (en) * | 1986-12-23 | 1998-09-30 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2795378B2 (en) * | 1989-10-02 | 1998-09-10 | 住友ゴム工業 株式会社 | Pneumatic all season tires |
| JPH04189605A (en) * | 1990-11-21 | 1992-07-08 | Toyo Tire & Rubber Co Ltd | Low noise pneumatic tire |
| US5388625A (en) * | 1991-09-19 | 1995-02-14 | Michelin Recherche Et Technique S.A. | Tire having tread with improved wear resistance |
| JP2643065B2 (en) * | 1992-10-19 | 1997-08-20 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP2989758B2 (en) * | 1995-07-03 | 1999-12-13 | 住友ゴム工業株式会社 | Pneumatic tire |
| KR100425834B1 (en) * | 2001-06-30 | 2004-04-03 | 금호타이어 주식회사 | Tire for military use improving in discharging soil and stability of trveling |
| JP3930391B2 (en) * | 2002-07-29 | 2007-06-13 | 住友ゴム工業株式会社 | Pneumatic tire |
| FR2904790B1 (en) * | 2006-08-08 | 2008-10-10 | Michelin Soc Tech | TREAD SCULPTURE FOR VEHICLES FOR TRANSPORTING HEAVY LOADS. |
| JP5798414B2 (en) * | 2011-08-30 | 2015-10-21 | 住友ゴム工業株式会社 | Pneumatic tire |
| DE102012109712A1 (en) * | 2012-10-11 | 2014-04-17 | Continental Reifen Deutschland Gmbh | Vehicle tires |
| JP5952797B2 (en) * | 2013-10-18 | 2016-07-13 | 住友ゴム工業株式会社 | Pneumatic tire |
-
1983
- 1983-11-30 JP JP58226118A patent/JPS60116511A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60116511A (en) | 1985-06-24 |
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