JPH0443107A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH0443107A JPH0443107A JP2149052A JP14905290A JPH0443107A JP H0443107 A JPH0443107 A JP H0443107A JP 2149052 A JP2149052 A JP 2149052A JP 14905290 A JP14905290 A JP 14905290A JP H0443107 A JPH0443107 A JP H0443107A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- density
- vibration
- rubber
- pneumatic 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.)
- Granted
Links
- 239000011324 bead Substances 0.000 claims abstract description 3
- 230000002265 prevention Effects 0.000 claims description 8
- 230000003449 preventive effect Effects 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 11
- 238000005516 engineering process Methods 0.000 description 5
- 230000012447 hatching Effects 0.000 description 5
- 239000000463 material Substances 0.000 description 5
- 238000012546 transfer Methods 0.000 description 4
- 238000013016 damping Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- JOYRKODLDBILNP-UHFFFAOYSA-N Ethyl urethane Chemical compound CCOC(N)=O JOYRKODLDBILNP-UHFFFAOYSA-N 0.000 description 1
- 241000976924 Inca Species 0.000 description 1
- 239000011358 absorbing material Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
- Soundproofing, Sound Blocking, And Sound Damping (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、自動車等に装着される空気入りタイヤに関す
る。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a pneumatic tire to be mounted on an automobile or the like.
従来、自動車等に装着される空気入りタイヤにおいては
２５０Ｈｚ付近のタイヤ内空洞共鳴振動が発生すること
が知られており、このタイヤ内空洞共鳴振動の低減技術
としては、以下の技術がすでに開示されている。Conventionally, it has been known that tire cavity resonance vibrations of around 250 Hz occur in pneumatic tires mounted on automobiles, etc., and the following technologies have already been disclosed as techniques for reducing tire cavity resonance vibrations. ing.
タイヤ内部に吸音材を設はタイヤ内の定在波の発生を抑
制する技術（特開昭６２−２１６８０３号公報、特開昭
６２−５０２０３号公報、特開昭６３−２７５４０４号
公報、特開昭６３−２９１７０８号公報、特開昭６４−
７８９０２号公報）。Providing sound absorbing material inside the tire is a technology to suppress the generation of standing waves inside the tire (Japanese Patent Application Laid-Open No. 62-216803, JP-A No. 62-50203, JP-A No. 63-275404, JP-A-63-275404, Publication No. 63-291708, JP-A-64-
78902).
タイヤ内部の空洞に隔壁を設ける技術（特開昭６３−１
３０４１２号公報、特開昭６３−１３７００５号公報）
。Technology for providing a partition wall in the cavity inside a tire (Japanese Patent Application Laid-Open No. 63-1
30412, JP-A-63-137005)
.
リムを加工することによりタイヤ内空洞の形状を変える
技術（特開昭６４−１６０１号公報、特開平１−１１５
７０１号公報、特開平１−１１５７０２号公報、特開平
１−１１５７０４号公報）。Technology to change the shape of the tire cavity by processing the rim (Japanese Patent Application Laid-Open No. 1601-1981, Japanese Patent Application Laid-open No. 1-115
701, JP-A-1-115702, JP-A-1-115704).
しかしながら、これらの従来技術においては、タイヤ内
の定在波の発生を抑制する効果は大きいものの、タイヤ
コストの」１昇や、製造が難しくなる等の不具合がある
。However, although these conventional techniques are highly effective in suppressing the generation of standing waves within the tire, they have drawbacks such as an increase in tire cost and difficulty in manufacturing.
〔発明が解決（７ようとする課題〕
本発明は」１記事実を考虎１２、リムとタイヤ内面で形
成されろタイヤ内部の空洞に対Ｉ２て手を加えずに、タ
イヤの空洞共鳴振動を抑えることができる空気入りり・
イヤを得ることが目的である。[Problems to be Solved by the Invention (7)] The present invention solves the following problems without modifying the cavity inside the tire, which is formed by the rim and the inner surface of the tire. An air-filled system that can suppress
The purpose is to get a sense of humor.
〔課題を解決するための手段及び作用〕空気入りタイヤ
の振動は、タイヤ各部の減衰特性、質量、剛性の分布に
よって振動の状態が変化する。従って、タイヤ各部の減
衰特性、質量、剛性を変化させたときの、タイヤ内空洞
共鳴ピーク値に与える影響を調べたところ、第８図に示
される如く、質量の効果が最も大きいことがわかった。[Means and effects for solving the problem] The state of vibration of a pneumatic tire changes depending on the damping characteristics, mass, and rigidity distribution of each part of the tire. Therefore, when we investigated the effect on the tire cavity resonance peak value when changing the damping characteristics, mass, and rigidity of each part of the tire, we found that the effect of mass was the largest, as shown in Figure 8. .
また、タイヤ内空洞共鳴振動は、路面の凹凸によって、
特にタイヤのト）ノット部、サイド部が加振されて、タ
イヤ内空洞が共鳴することによって発生する。、また、
タイヤ内での共鳴は、タイヤの加振側と車軸を挟んで１
８０°の反対側で逆位相となる１次の共鳴のため、共鳴
による内圧変動が加振ノＪとなってタイヤを加振ずろと
き、上下の不均衡力を生じて、車軸に振動が発生］７、
車体を伝わって車室内の騒音となる。従ってタイヤ内空
洞共鳴振動の低減のためには、タイヤ内空洞共鳴振動の
ピーク周波数でのタイヤの伝達特性（伝達関数）を改善
することが必要である。In addition, internal tire cavity resonance vibration is caused by unevenness of the road surface.
In particular, this occurs when the knot and side parts of the tire are vibrated and the cavity inside the tire resonates. ,Also,
Resonance within the tire is 1 between the excitation side of the tire and the axle.
Because of the first-order resonance, which has an opposite phase on the opposite side of 80 degrees, internal pressure fluctuations due to resonance become vibrations and when the tire is vibrated, an unbalanced force is generated in the vertical direction, causing vibration in the axle. ]7,
The noise is transmitted through the car body and becomes the noise inside the car. Therefore, in order to reduce the tire cavity resonance vibration, it is necessary to improve the tire transfer characteristic (transfer function) at the peak frequency of the tire cavity resonance vibration.
タイヤ（タイヤコスト１８５／６０ Ｒ１４、内圧２
゜Ｏｋｇ／ｅＩ７１）の伝達特性（伝達関数）を、第９
図に示される如く、インパクトハンマー８０でタイヤ８
２のトレッド表面８２Ａを加振する、所謂ハンマリング
試験によって求めると、第１０図に示される如く、９〇
七付近のトレッドリングの偏心モードのピーク値Ｐ１と
、２５０Ｈｚ付近のタイヤ内空洞共鳴ピーク値Ｐ２が確
認できる。Tires (tire cost 185/60 R14, internal pressure 2
The transfer characteristic (transfer function) of ゜Okg/eI71) is expressed as
As shown in the figure, the tire 8 is
When determined by a so-called hammering test in which the tread surface 82A of No. 2 is vibrated, as shown in FIG. The value P2 can be confirmed.
また、過去に数多く報告されているように、タイヤ内に
ウレタンを充填して上記の如く伝達特性を測定すると、
第１１図の破線で示される如く、２５〇七付近にピーク
値が発生しない。従って、２５０Ｈｚ付近には、軸力に
反映するような構造的な振動ピークはなく、空洞共鳴に
よる内圧変動の加振力のピークが２５０Ｈｚのピークで
ある。In addition, as has been reported many times in the past, if the tire is filled with urethane and the transmission characteristics are measured as described above,
As shown by the broken line in FIG. 11, no peak value occurs near 2507. Therefore, there is no structural vibration peak that would be reflected in the axial force around 250 Hz, and the peak of the excitation force due to internal pressure fluctuation due to cavity resonance is the peak at 250 Hz.
従って、このときの振動モードは構造的な固有モードを
励振していることは明らかであり、このため、第１２図
に示される如く、２５０七においてもトレッドリングの
偏心するモードが生じている。Therefore, it is clear that the vibration mode at this time excites the structural eigenmode, and therefore, as shown in FIG. 12, an eccentric mode of the tread ring also occurs at 2507.
第１２図に示される如＜、トレッドリング８４が偏心す
るときの、変位（ｅ）が最も大きい部分での断面形状は
、第１３図のようにタイヤ８６の最大重Ｗでの振幅りが
最も大きくなることが推測される。従って、タイヤサイ
ド部の振動を抑制することができれば、タイヤ内の空洞
に手を加えることをぜずに２５０Ｈｚ付近のタイヤ空洞
共鳴のピーク値を低減することが可能である。As shown in FIG. 12, when the tread ring 84 is eccentric, the cross-sectional shape at the part where the displacement (e) is the largest is as shown in FIG. It is assumed that it will become larger. Therefore, if vibrations in the tire side parts can be suppressed, it is possible to reduce the peak value of tire cavity resonance around 250 Hz without modifying the cavity inside the tire.
即ち、タイヤの最大幅位置での質Ｎが増すと、慣性力の
増加のため変位が抑えられ、タイヤの振動が低減するた
め、タイヤ内の空洞で共鳴が発生しても、車軸に伝わる
２ ５０Ｈｚの振動は低減される。In other words, when the tire quality N at the maximum width position increases, displacement is suppressed due to an increase in inertia force, and tire vibration is reduced, so even if resonance occurs in the cavity inside the tire, it will not be transmitted to the axle. 50Hz vibrations are reduced.
また、第１４図に示される如く、タイヤ断面内でサイド
部の質量を一定量増加（サイド部を５分割し、各部のザ
イドゴムの密度を１５％増加）させたときの、ピーク値
低減率を比べると、最大幅で最も効果の大きいことが確
認できた。In addition, as shown in Figure 14, when the mass of the side part is increased by a certain amount within the tire cross section (the side part is divided into 5 parts and the density of Zyde rubber in each part is increased by 15%), the peak value reduction rate is By comparing, it was confirmed that the effect was greatest at the maximum width.
従って、最大幅付近に付加する質量を集中させることで
、最小のタイヤの重量増加で最大の効果を得ることがで
きることがわかる。Therefore, it can be seen that by concentrating the added mass near the maximum width, the maximum effect can be obtained with the minimum increase in tire weight.
本発明は、以」二の理由からタイヤサイド部の振動とタ
イヤ内空洞共鳴が大きく関連していることに着目し、サ
イド部にサイド部を構成するザイドゴムより密度の高い
振動防止部材を有することを特徴としている。さらに、
タイヤサイド部の振動は最大振幅となる最大幅付近の質
量に関係が強いことを見出したものである。The present invention focuses on the fact that the vibration of the tire side part and the tire cavity resonance are significantly related for the following two reasons, and the present invention has a vibration prevention member in the side part that has a higher density than the Zyde rubber that constitutes the side part. It is characterized by moreover,
It was discovered that the vibration of the tire side part is strongly related to the mass near the maximum width, where the maximum amplitude occurs.
即ち、第１４図に示される如（、タイヤ断面内でサイド
部の質量を一定量増加させたときの、ピーク値低減率最
大の効果Ａ１に対して、ピーク値低減率Ａ２が０．３Ａ
１以上の効果が得られる範囲は、付加する質量の中心り
がセクンヨンハイトＨの１１５Ｈ＜ｈ＜４１５Ｈにある
ときであることが明らかとなった。That is, as shown in FIG. 14 (when the mass of the side part is increased by a certain amount within the tire cross section, the peak value reduction rate A2 is 0.3A for the maximum effect A1 of the peak value reduction rate).
It has become clear that the range in which an effect of 1 or more can be obtained is when the center of the added mass is in the range of 115H<h<415H of the Sekunyong height H.
また、付加する振動防止部材の位置りはタイヤのセクシ
ョンハイトＨの１１５Ｈ＜ｈ＜４１５Ｈで効果が期待で
きるが、最大の効果が得られる最大中部の質量を増した
場合に対して８０％程度の効果を確保するには、１／２
Ｈ±１／ＩＯＨ程度が好ましい。また付加する振動防止
部材の厚さＴは、振動防止部材がサイド部から突出する
場合には、サイドゴムの厚さと同等程度が製造上好まし
い。また付加する振動防止部材の幅は、サイド部の剛性
の上昇による乗り心地の悪化を防ぐため、理論的には、
０であることが最良であるが、実際的には１／ＩＯＨ程
度が好ましい。従って、振動防止部材の密度はサイドゴ
ムの密度の１１０％以上が好ましい。In addition, the effect can be expected when the position of the added vibration prevention member is 115H < h < 415H of the tire section height H, but it is about 80% of the case where the maximum mass is increased at the center where the maximum effect can be obtained. To ensure effectiveness, 1/2
Approximately H±1/IOH is preferable. Further, when the vibration prevention member to be added protrudes from the side portion, the thickness T of the vibration prevention member to be added is preferably about the same as the thickness of the side rubber in terms of manufacturing. In addition, the width of the vibration prevention member to be added is theoretically determined to prevent deterioration of ride comfort due to increased rigidity of the side part.
Although it is best that the ratio is 0, it is actually preferably about 1/IOH. Therefore, the density of the vibration prevention member is preferably 110% or more of the density of the side rubber.
以下本発明の一実施例を第１図〜第７図に従って説明す
る。An embodiment of the present invention will be described below with reference to FIGS. 1 to 7.
第１図は本発明の第１実施例の空気入りタイヤ１０を示
している。この空気入りタイヤ１０は、タイヤ規格の最
大幅までの余裕がないタイヤである。このため、路面を
構成するトレッド１２とビード部１４との間のサイド部
１６の外側を構成するサイドゴム（ゴム厚さＴｌ）１８
を、セクションハイ）Ｈ方向に３分割し、中央部１８Ａ
の密度をサイドゴム１８の密度より１０％以上高くした
構造とされている。FIG. 1 shows a pneumatic tire 10 according to a first embodiment of the present invention. This pneumatic tire 10 is a tire that does not have a margin up to the maximum width of the tire standard. For this reason, the side rubber (rubber thickness Tl) 18 that constitutes the outside of the side portion 16 between the tread 12 and the bead portion 14 that constitute the road surface
Section High) is divided into three parts in the H direction, and the central part 18A
The density of the side rubber 18 is 10% or more higher than that of the side rubber 18.
なお、密度を高くした中央部１８Ａの幅Ｂ１は１／ＩＯ
Ｈ，中央部１８Ａの中央の高さｈは１／２Ｈである。Note that the width B1 of the central portion 18A with increased density is 1/IO
H, the height h of the center of the central portion 18A is 1/2H.
第２図は本発明の第２実施例の空気入りタイヤ２０を示
している。この空気入りタイヤ２０は、タイヤ規格の最
大幅までの余裕があるタイヤである。このため、サイド
ゴム１８の最大幅部１８Ｂを突出させ突出部２２とし、
突出部２２のみの密度を高くした構造とされている。FIG. 2 shows a pneumatic tire 20 according to a second embodiment of the present invention. This pneumatic tire 20 is a tire that has a margin up to the maximum width of the tire standard. For this reason, the maximum width part 18B of the side rubber 18 is made to protrude as a protrusion part 22,
The structure is such that only the protrusions 22 have a high density.
なお、突出部２２の幅Ｂ１は１／ｌ０Ｈ１突出部２２の
中央の高さｈは１／２Ｈであり、突出部２２の断面形状
は台形としたが、突出部２２の断面形状は台形である必
要はなく半円形、矩形等の他の形状でもよい。また、突
出部２２の厚さはサイドゴム１８の厚さＴ１に等しい。Note that the width B1 of the protrusion 22 is 1/10H1, the height h of the center of the protrusion 22 is 1/2H, and the cross-sectional shape of the protrusion 22 is trapezoidal; however, the cross-sectional shape of the protrusion 22 is trapezoidal. It is not necessary, and other shapes such as a semicircle or a rectangle may be used. Further, the thickness of the protrusion 22 is equal to the thickness T1 of the side rubber 18.
第３図は本発明の第３実施例の空気入りタイヤ２６を示
している。この空気入りタイヤ２６は、タイヤ規格の最
大幅までの余裕があるタイヤである。このため、サイド
ゴム１８の最大幅部を突出させサイドゴム１８の最大幅
部を含む突出部２８とし、突出部２８の密度を高くした
構造とされている。FIG. 3 shows a pneumatic tire 26 according to a third embodiment of the present invention. This pneumatic tire 26 is a tire that has a margin up to the maximum width of the tire standard. For this reason, the maximum width part of the side rubber 18 is made to protrude to form a protrusion 28 that includes the maximum width part of the side rubber 18, and the density of the protrusion 28 is increased.
なお、サイドゴム１８の最大幅部を含む突出部２８の幅
Ｂ１は１／ＩＯＨ，突出部２８の中央の高さｈは１／２
Ｈであり、突出部２８の断面形状は台形である必要はな
く半円形、矩形等の他の形状でもよい。また、突出部２
８の厚さＴ２はサイドゴム１８の厚さＴ１の２倍である
。Note that the width B1 of the protrusion 28 including the maximum width part of the side rubber 18 is 1/IOH, and the height h at the center of the protrusion 28 is 1/2.
H, and the cross-sectional shape of the protrusion 28 need not be trapezoidal, but may be other shapes such as a semicircle or a rectangle. In addition, the protrusion 2
8 is twice the thickness T1 of the side rubber 18.
また、タイヤサイドから見た場合の、第１実施例の空気
入りタイヤ１０、第２実施例の空気入りタイヤ２０及び
第３実施例の空気入りタイヤ２６の各密度を高くした部
分１８．２２．２８の形状は第４図（Ａ）に示される如
く、プレーン状（リング状）とされている。なお、この
密度を高くした部分１８．２２．２８のタイヤサイドか
ら見た場合の形状は第４図（Ａ＞に示されるブレーン状
に限らず、第４図（Ｂ）に示される如く、サイド部の剛
性の変化を抑え、乗り心地の変化を減少するために、ラ
ジアル方向にサイプ３０を設けた形状としても良く、ま
た第４図（Ｃ）に示される如く、ブロック状に分断した
形状としても良い。In addition, the portions 18, 22, and 22 of the pneumatic tire 10 of the first embodiment, the pneumatic tire 20 of the second embodiment, and the pneumatic tire 26 of the third embodiment each have a higher density when viewed from the tire side. The shape of 28 is a plain shape (ring shape) as shown in FIG. 4(A). The shape of the high-density portion 18, 22, 28 when viewed from the tire side is not limited to the brane shape shown in Figure 4 (A>), but also the side shape as shown in Figure 4 (B). In order to suppress changes in the rigidity of the parts and reduce changes in riding comfort, the shape may be such that sipes 30 are provided in the radial direction, or the shape may be divided into blocks as shown in FIG. 4(C). Also good.
第５図は本発明の第４実施例の空気入りタイヤ３２を示
している。この空気入りタイヤ３２は、タイヤ規格の最
大幅までの余裕がないタイヤである。このため、サイド
ゴム１８の最大幅内面のインナライナゴム３５との間に
密度が高いゴム材３４を追加した構造とされている。FIG. 5 shows a pneumatic tire 32 according to a fourth embodiment of the present invention. This pneumatic tire 32 is a tire that does not have a margin up to the maximum width of the tire standard. For this reason, a high-density rubber material 34 is added between the side rubber 18 and the inner liner rubber 35 on the inner side with the maximum width.
なお、密度が高いゴム材３４の幅Ｂ３は１／ＩＯＨ１密
度が高いゴム材３４の中央の高さｈは１／２Ｈ１厚さＴ
３はインナライナゴム３５の厚さＴ４の２倍程度である
。In addition, the width B3 of the rubber material 34 with high density is 1/IOH1 The height h at the center of the rubber material 34 with high density is 1/2H1 Thickness T
3 is approximately twice the thickness T4 of the inner liner rubber 35.
この第４実施例の空気入りタイヤ３２においては、密度
が高いゴム材３４がサイドゴム１８の最大幅内面に設け
られるため、耐カット性、耐候性、外観を１０な・５１
″、となしに、空洞共鳴振動を抑えることができる。In the pneumatic tire 32 of this fourth embodiment, the high-density rubber material 34 is provided on the widest inner surface of the side rubber 18, so that cut resistance, weather resistance, and appearance are improved to 10.51.
'', it is possible to suppress cavity resonance vibration.
第６図は本発明の第５実施例の空気入りタイヤ３６を示
１．ている。この空気入りタイヤ３６は、タイヤ規格の
最大幅までの余裕がないタイヤである。（二のためサイ
ドゴム１８を２＠構造とし内側のインカサイドゴム３８
の密度を高くした構造とされている。FIG. 6 shows a pneumatic tire 36 according to a fifth embodiment of the present invention.1. ing. This pneumatic tire 36 is a tire that does not have a margin up to the maximum width of the tire standard. (For the second time, the side rubber 18 has a 2@ structure and the inner Inca side rubber 38
It is said to have a structure with high density.
なお、インナサイドゴム３８の中央の高さｈは１／２Ｈ
，＊さＴ５はサイドゴム１８の厚さＴ１の１／２程度、
幅Ｂ４は４ ／ ５ Ｈ程度である。この場合、大幅な
重量増加となるため、インナサイドゴム３８の密度をあ
まり高くしないことが好ましい。Note that the height h of the center of the inner side rubber 38 is 1/2H.
, *The thickness T5 is about 1/2 of the thickness T1 of the side rubber 18,
The width B4 is approximately 4/5H. In this case, it is preferable not to make the density of the inner side rubber 38 too high because the weight increases significantly.
この第５実施例の空気入りタイヤ３６においては、密度
が高いインナサイドゴム３８がサイドゴム１８の内側に
設けられるため、耐カット性、耐候性、外観を損なうこ
となしに、空洞共鳴振動を抑えることができる。In the pneumatic tire 36 of this fifth embodiment, since the inner side rubber 38 with high density is provided inside the side rubber 18, cavity resonance vibration can be suppressed without impairing cut resistance, weather resistance, or appearance. can.
（実験例）
第２図に示される第２実施例のタイヤ（タイヤサイズ１
８５／６０ １４、内圧２． ０ｋｇ／ｅｎｆ、Ｉ−（
＝ １１５ｍｍ５ｈ＝ ６０ｍｍ、 Ｔ ２ ＝ ５ｍ
ｍ、Ｂｌ＝１８ｍｍ、Ｂ２＝２０市）を試作し、この試
作タイヤにおいて、ロードノイズの発生する荒れた路面
を時速５０ｋｍ／ｈで走行したときの運転席での車内騒
音を測定した。この場合の、サイドゴム１８の密度は１
．０９ｇ／ｃｄであり、付加したゴム２８の密度は１．
２０ｇ、／ＣＩ＋！であって、タイヤ総重量に対して３
．８％の増加とした。(Experimental example) The tire of the second example shown in Fig. 2 (tire size 1
85/60 14, internal pressure 2. 0kg/enf, I-(
= 115mm5h=60mm, T2 = 5m
m, Bl = 18 mm, B2 = 20 cities), and using this prototype tire, the noise inside the car from the driver's seat was measured when driving at 50 km/h on a rough road surface where road noise occurs. In this case, the density of the side rubber 18 is 1
．． 09 g/cd, and the density of the added rubber 28 is 1.
20g, /CI+! 3 for the total tire weight
．． This represents an 8% increase.
この試作タイヤの車内音と、突出部を追加しない従来タ
イヤの車内音とを比較すると、第７図に示される如く、
突出部２２を追加することによって、２５〇七付近のピ
ーク値Ｐ３が１．７ｄＢ改善されたことが確認された。Comparing the in-vehicle sound of this prototype tire with the in-vehicle sound of a conventional tire without additional protrusions, as shown in Figure 7,
It was confirmed that by adding the protrusion 22, the peak value P3 near 2507 was improved by 1.7 dB.
本発明は上記の構成としたので、リムとタイヤ内面で形
成されるタイヤ内部の空洞に対して手を加えずに、タイ
ヤの空洞共鳴振動を抑えることができるという優れた効
果を有する。Since the present invention has the above configuration, it has the excellent effect of suppressing the cavity resonance vibration of the tire without modifying the cavity inside the tire formed by the rim and the inner surface of the tire.
第１図は本発明の第１実施例による空気入りタイヤを示
す一部ハッチングを省略した幅方向に沿って切断した右
半分断面図、第２図は本発明の第２実施例による空気入
りタイヤを示す一部ハッチングを省略した幅方向に沿っ
て切断した右半分断面図、第３図は本発明の第３実施例
による空気入りタイヤを示す一部ハンチングを省略した
幅方向に沿って切断した右半分断面図、第４図（Ａ）第
４図（Ｂ）第４図（Ｃ）は本発明の第１実施例〜第３実
施例による空気入りタイヤを示す概略側面図、第５図は
本発明の第４実施例による空気入りタイヤを示す一部ハ
ッチングを省略した幅方向に沿って切断した右半分断面
図、第６図は本発明の第５実施例による空気入りタイヤ
を示す一部ハツヂングを省略した幅方向に沿って切断し
た右半分ワ
断面図、第１図は本発明の空気入りタイヤの周波数と車
内音との関係を示すグラフ、第８図は空気入りタイヤの
減衰特性、質量、剛性とタイヤ内空洞共鳴ピーク低減率
との関係を示すグラフ、第９図はハンマリング試験を示
す概略図、第１ａ図及び第１１図は空気入りタイヤの周
波数と伝達率との関係を示すグラフ、第１２図はトレッ
ドリングの偏心を示す概略図、第１３図はトレッドリン
グの偏心時の断面形状を示す線図、第１４図はタイヤ断
面内でのサイド部の質量増加位置とピーク値低減率との
関係を示すグラフである。
１０．２Ｄ、２６．３２．３６・・・空気入りタイヤ、
１６・ ・ ・サイド部、
１８・・・サイドゴム、
２２．２８・・・突出部、
３４・・・密度が高いゴム材、
３８・・・インナサイドゴム。FIG. 1 is a right half sectional view taken along the width direction with partial hatching omitted, showing a pneumatic tire according to a first embodiment of the present invention, and FIG. 2 is a pneumatic tire according to a second embodiment of the present invention. FIG. 3 is a right half sectional view cut along the width direction with some hatching omitted, and FIG. 3 is a right half sectional view cut along the width direction with some hatching omitted, and FIG. The right half sectional view, FIG. 4(A), FIG. 4(B), and FIG. 4(C) are schematic side views showing pneumatic tires according to the first to third embodiments of the present invention, and FIG. A right half sectional view taken along the width direction with partial hatching omitted showing a pneumatic tire according to a fourth embodiment of the present invention, and FIG. 6 is a partial cross-sectional view showing a pneumatic tire according to a fifth embodiment of the present invention. A cross-sectional view of the right half cut along the width direction with the hatching omitted, FIG. 1 is a graph showing the relationship between the frequency of the pneumatic tire of the present invention and the sound inside the car, and FIG. 8 is the damping characteristics of the pneumatic tire. A graph showing the relationship between mass, rigidity, and tire cavity resonance peak reduction rate. Figure 9 is a schematic diagram showing a hammering test. Figures 1a and 11 are graphs showing the relationship between frequency and transmissibility of a pneumatic tire. Fig. 12 is a schematic diagram showing the eccentricity of the tread ring, Fig. 13 is a diagram showing the cross-sectional shape of the tread ring when it is eccentric, Fig. 14 shows the mass increase position and peak of the side part within the tire cross section. It is a graph showing the relationship with the value reduction rate. 10.2D, 26.32.36...Pneumatic tire, 16...Side part, 18...Side rubber, 22.28...Protrusion part, 34...High density rubber material, 38.・Inner side rubber.
Claims (3)
部との間のサイド部とを備えた空気入りタイヤであって
、前記サイド部に前記サイド部を構成するサイドゴムよ
り密度の高い振動防止部材を有することを特徴とする空
気入りタイヤ。(1) A pneumatic tire comprising a tread constituting a tread and a side portion between the tread bead portion, the side portion having a vibration-preventing member having a higher density than the side rubber constituting the side portion. A pneumatic tire characterized by having:
の１１０％以上としたことを特徴とする請求項（１）記
載の空気入りタイヤ。(2) The pneumatic tire according to claim 1, wherein the density of the vibration prevention member is 110% or more of the density of the side rubber.
ハイトＨの１／５Ｈ＜ｈ＜４／５Ｈとしたことを特徴と
する請求項（１）記載の空気入りタイヤ。(3) The pneumatic tire according to claim 1, wherein the position h of the vibration prevention member is set to 1/5H<h<4/5H of the section height H of the tire.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2149052A JP3043777B2 (en) | 1990-06-07 | 1990-06-07 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2149052A JP3043777B2 (en) | 1990-06-07 | 1990-06-07 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0443107A true JPH0443107A (en) | 1992-02-13 |
| JP3043777B2 JP3043777B2 (en) | 2000-05-22 |
Family
ID=15466608
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2149052A Expired - Lifetime JP3043777B2 (en) | 1990-06-07 | 1990-06-07 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3043777B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09109622A (en) * | 1995-10-24 | 1997-04-28 | Bridgestone Corp | Radial tire |
| JP2001047819A (en) * | 1999-08-03 | 2001-02-20 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2001163005A (en) * | 1999-12-09 | 2001-06-19 | Bridgestone Corp | Radial tire |
| JP2009279954A (en) * | 2008-05-19 | 2009-12-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20130075007A1 (en) * | 2011-09-28 | 2013-03-28 | The Yokohama Rubber Co., Ltd. | Pneumatic Tire |
| JP2017094838A (en) * | 2015-11-20 | 2017-06-01 | 横浜ゴム株式会社 | Pneumatic tire |
| WO2023095370A1 (en) * | 2021-11-25 | 2023-06-01 | 株式会社ブリヂストン | Pneumatic tire |
| WO2023095371A1 (en) * | 2021-11-25 | 2023-06-01 | 株式会社ブリヂストン | Pneumatic tire |
| WO2024111138A1 (en) * | 2022-11-24 | 2024-05-30 | 株式会社ブリヂストン | Tire |
-
1990
- 1990-06-07 JP JP2149052A patent/JP3043777B2/en not_active Expired - Lifetime
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09109622A (en) * | 1995-10-24 | 1997-04-28 | Bridgestone Corp | Radial tire |
| JP2001047819A (en) * | 1999-08-03 | 2001-02-20 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2001163005A (en) * | 1999-12-09 | 2001-06-19 | Bridgestone Corp | Radial tire |
| JP2009279954A (en) * | 2008-05-19 | 2009-12-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20130075007A1 (en) * | 2011-09-28 | 2013-03-28 | The Yokohama Rubber Co., Ltd. | Pneumatic Tire |
| US9579931B2 (en) * | 2011-09-28 | 2017-02-28 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| JP2017094838A (en) * | 2015-11-20 | 2017-06-01 | 横浜ゴム株式会社 | Pneumatic tire |
| WO2023095370A1 (en) * | 2021-11-25 | 2023-06-01 | 株式会社ブリヂストン | Pneumatic tire |
| WO2023095371A1 (en) * | 2021-11-25 | 2023-06-01 | 株式会社ブリヂストン | Pneumatic tire |
| WO2024111138A1 (en) * | 2022-11-24 | 2024-05-30 | 株式会社ブリヂストン | Tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3043777B2 (en) | 2000-05-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP1092567B1 (en) | Wheel structure | |
| US7694706B2 (en) | Tire wheel assembly | |
| KR101598903B1 (en) | Anti-vibration wheel for vehicles | |
| JP2002234304A (en) | Rim wheel with core and tire rim wheel assembly | |
| JP4102756B2 (en) | Rim wheel, tire / rim assembly | |
| JPS62216803A (en) | Tyre resonance preventing material | |
| JPH0443107A (en) | Pneumatic tire | |
| JP2014201205A (en) | Vehicular wheel structure | |
| JP3776722B2 (en) | Rim wheel | |
| JPH04159101A (en) | Tire wheel structure of vehicle | |
| JP2009029348A (en) | Vehicular wheel | |
| JPS63121503A (en) | Radial tire for passenger car | |
| JP4367598B2 (en) | Tire / wheel assembly | |
| JP3992566B2 (en) | Manufacturing method of rim wheel | |
| JPS63291709A (en) | Pneumatic tire | |
| JP4412278B2 (en) | Tire / wheel assembly and run-flat support | |
| JPS63137005A (en) | Assembly of tire and rim | |
| JP2004148978A (en) | Support body, and pneumatic run-flat tire | |
| JPH0118404Y2 (en) | ||
| JPS6250203A (en) | Low noise tyre wheel | |
| JP3942485B2 (en) | Rim wheel and manufacturing method thereof | |
| JP2006347477A (en) | Vehicle wheel | |
| JPH01115701A (en) | Low noise tyre wheel | |
| JPH04283104A (en) | Tire wheel structure of vehicle | |
| JP2002234305A (en) | Rim wheel |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080310 Year of fee payment: 8 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090310 Year of fee payment: 9 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090310 Year of fee payment: 9 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100310 Year of fee payment: 10 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100310 Year of fee payment: 10 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110310 Year of fee payment: 11 |
|
| EXPY | Cancellation because of completion of term | ||
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110310 Year of fee payment: 11 |