JPH1016516A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH1016516A JPH1016516A JP8169676A JP16967696A JPH1016516A JP H1016516 A JPH1016516 A JP H1016516A JP 8169676 A JP8169676 A JP 8169676A JP 16967696 A JP16967696 A JP 16967696A JP H1016516 A JPH1016516 A JP H1016516A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- angle
- cord
- inclined lug
- βmin
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、いわゆる非方向性
流れパターンにおいて、操縦安定性と騒音性能とを向上
でき、乗用車用として好ましく実施しうる空気入りタイ
ヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire which can improve steering stability and noise performance in a so-called non-directional flow pattern and can be preferably used for a passenger car.
【０００２】[0002]
【従来の技術】従来、図４（Ａ）に示す如く、トレッド
面のタイヤ赤道Ｃの両側に、左右のトレッド縁Ｅ、Ｅか
らタイヤ赤道Ｃに向けて傾斜してのびる左右の傾斜ラグ
溝ａを、タイヤ赤道上の点を中心とする略点対称位置に
配した非方向性流れパターンが提案されている。2. Description of the Related Art Conventionally, as shown in FIG. 4 (A), left and right inclined lug grooves a extending from the left and right tread edges E, E toward the tire equator C on both sides of the tire equator C on the tread surface. Has been proposed at a substantially point-symmetric position about a point on the tire equator.
【０００３】この非方向性流れパターンは、通常、車両
に装着される際の回転方向が特定されないパターンであ
って、傾斜ラグ溝ａがタイヤ周方向線となす傾斜角度β
は、通常５０°以上に設定されることが多い。[0003] This non-directional flow pattern is a pattern in which the direction of rotation when mounted on a vehicle is usually not specified, and the inclination angle β formed by the inclined lug groove a with the tire circumferential direction line.
Is often set to 50 ° or more.
【０００４】[0004]
【発明が解決しようとする課題】本発明者は、上記のよ
うな非方向性流れパターンについて、騒音特性や、排水
性能を向上するべく、図４（Ｂ）に示す如く、傾斜ラグ
溝ｂがタイヤ周方向線となす傾斜角度βを小さくする改
良、例えばβ≦４５°を試みた。In order to improve the noise characteristics and the drainage performance of the non-directional flow pattern as described above, the present inventor has found that the inclined lug groove b as shown in FIG. Attempts were made to improve the inclination angle β, which is a line with the tire circumferential direction, to reduce the angle, for example, β ≦ 45 °.
【０００５】そうすると、傾斜ラグ溝ｂ、ｂ間に形成さ
れたブロックｃは縦長状となり、ブロック剛性が低下す
ることによって、走行中の接地面内においてこれらのブ
ロックｃに滑りが生じることが判明した。[0005] Then, it has been found that the blocks c formed between the inclined lug grooves b, b have a vertically long shape, and that the rigidity of the blocks is reduced, so that the blocks c slide on the ground contact surface during running. .
【０００６】そして、このブロックの滑りは、操縦安定
性能を低下させる他、図３の実線で示すように、約１．
６ＫＨｚ近傍で鋭いピークｅを持つ「滑り音」を発生さ
せることにより騒音性能をも低下させるという問題を招
来する。[0006] The sliding of the block not only reduces the steering stability performance but also, as shown by the solid line in FIG.
The generation of a "slip noise" having a sharp peak e near 6 KHz causes a problem that the noise performance is also reduced.
【０００７】本発明者は、このような傾斜ラグ溝のタイ
ヤ周方向線に対する傾斜角度βを小さくした非方向性流
れパターンにおいて生じる特有の問題点について、鋭意
研究を重ねたところ、タイヤ半径方向の最外側に配され
ているベルトプライのコード角度と、傾斜ラグ溝とを相
互に関連づけて特定することによって、ブロックが縦長
状となっても接地面内の剛性を高めることにより上述の
ようなブロックの滑りを抑制しうるとの知見を得た。The inventor of the present invention has conducted intensive studies on a specific problem which occurs in such a non-directional flow pattern in which the inclination angle β of the inclined lug groove with respect to the tire circumferential line is reduced, and as a result, the radial direction of the tire has been studied. By specifying the cord angle of the outermost belt ply and the inclined lug groove in association with each other, the rigidity in the ground contact surface is increased even if the block is vertically elongated, so that the above-described block is formed. It has been found that the slippage can be suppressed.
【０００８】以上のように、本発明は、傾斜ラグ溝のタ
イヤ周方向線に対する傾斜角度βを小さくした非方向性
流れパターンにおいて、ブロックの滑りを抑制すること
によってノイズ性能と操縦安定性とを高めうる空気入り
タイヤの提供を目的としている。As described above, according to the present invention, in the non-directional flow pattern in which the inclination angle β of the inclined lug groove with respect to the tire circumferential direction is reduced, the noise performance and the steering stability can be improved by suppressing the slip of the block. The aim is to provide pneumatic tires that can be enhanced.
【０００９】[0009]
【課題を解決するための手段】本発明のうち、請求項１
の発明は、トレッド部からサイドウォール部を経てビー
ド部のビードコアの周りで折り返されて係止されるカー
カスと、トレッド部内方かつ前記カーカスのタイヤ半径
方向外側に配され、しかもコードをタイヤ赤道に対して
１０〜３５°の角度で傾けて配列した少なくとも２枚の
ベルトプライを前記コードが互いに交差する向きに重ね
合わせたベルト層とを具えた空気入りタイヤであって、
前記トレッド部は、タイヤ赤道の両側に、左右のトレッ
ド縁からタイヤ赤道に向けて傾斜してのびる左右の傾斜
ラグ溝を、タイヤ赤道上の点を中心とする略点対称位置
に配した非方向性流れパターンを形成するとともに、前
記傾斜ラグ溝は、前記ベルト層の半径方向最外側に配さ
れた外のベルトプライのコードと逆方向に傾斜し、かつ
傾斜ラグ溝がタイヤ周方向線となす傾斜角度βの傾斜ラ
グ溝の全長さにおける最小角度βmin が４５°以下であ
り、しかも前記最小角度βmin と前記外のベルトプライ
のコードがタイヤ周方向線となすコード角度αとは ｜βmin −α｜≦２５° の関係を満足することを特徴とする空気入りタイヤであ
る。Means for Solving the Problems In the present invention, claim 1 is provided.
The invention is directed to a carcass that is folded back around the bead core of the bead portion from the tread portion through the sidewall portion and locked, and disposed inside the tread portion and outside the carcass in the tire radial direction, and furthermore, the cord is arranged at the tire equator. A pneumatic tire comprising a belt layer in which at least two belt plies arranged at an angle of 10 to 35 ° with respect to each other are overlapped in a direction in which the cords cross each other,
The tread portion is provided on both sides of the tire equator with left and right inclined lug grooves inclined from the left and right tread edges toward the tire equator, and arranged in a substantially point symmetrical position about a point on the tire equator. And the inclined lug grooves are inclined in the opposite direction to the cords of the outer belt plies arranged on the outermost side in the radial direction of the belt layer, and the inclined lug grooves form a tire circumferential direction line. The minimum angle βmin in the total length of the inclined lug grooves having the inclination angle β is 45 ° or less, and the minimum angle βmin and the cord angle α formed by the cord of the outer belt ply with the tire circumferential direction are: | βmin−α | P <25 ° is a pneumatic tire.
【００１０】又請求項２の発明では、前記傾斜ラグ溝の
最小角度βと、前記外のベルトプライのコード角度αと
は ｜βmin −α｜≦２０° の関係を満足することを特徴としている。Further, the invention of claim 2 is characterized in that the minimum angle β of the inclined lug groove and the cord angle α of the outer belt ply satisfy a relation of | βmin−α | ≦ 20 °. .
【００１１】さらに、請求項３記載の発明では、前記傾
斜ラグ溝は、トレッド縁からタイヤ赤道側に向けてタイ
ヤ周方向線となす前記傾斜角度βが漸減することを特徴
としている。Further, the invention according to claim 3 is characterized in that the inclined angle β formed by the inclined lug groove and the tire circumferential direction line from the tread edge toward the tire equator gradually decreases.
【００１２】[0012]
【発明の実施の形態】以下本発明の実施の一形態を図面
に基づき説明する。図１において、空気入りタイヤ１
は、本例では、トレッド部２からサイドウォール部３を
へてビード部４のビードコア５の廻りで折り返されて係
止されるカーカス６と、このカーカス６の半径方向外側
かつトレッド部２の内方に配されることにより、前記カ
ーカス６にタガ効果を付与する強靱なベルト層７とを具
えた乗用車用ラジアルタイヤを例示している。DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, a pneumatic tire 1
In this example, the carcass 6 is folded back around the bead core 5 of the bead portion 4 from the tread portion 2 to the sidewall portion 3 through the sidewall portion 3, and the carcass 6 is radially outside the carcass 6 and inside the tread portion 2. This illustrates a radial tire for a passenger car having a tough belt layer 7 that gives the carcass 6 a hoop effect by being disposed on the side.
【００１３】前記カーカス６は、カーカスコードをタイ
ヤ赤道Ｃに対して７５゜〜９０゜の角度で配列したラジ
アル構造の１枚以上のプライからなる。前記カーカスコ
ードは、好ましくは、ナイロン、レーヨン若しくはポリ
エステル等の有機繊維コードが採用されるが、必要に応
じてスチールコードをも採用しうる。The carcass 6 comprises one or more plies having a radial structure in which carcass cords are arranged at an angle of 75 ° to 90 ° with respect to the tire equator C. The carcass cord is preferably an organic fiber cord such as nylon, rayon or polyester, but may be a steel cord if necessary.
【００１４】また、前記カーカス６は、本例では、トレ
ッド部２からサイドウォール部３をへてビード部４のビ
ードコア５に至る本体部６ａと、この本体部に連なりか
つ前記ビードコア５の廻りで折り返される折り返し部６
ｂとを有した１枚のプライからなり、かつ前記折り返し
部６ｂの端部をタイヤ断面高さの半分よりも外側に位置
させたいわゆる（１−０）ハイターンアップで形成され
る。In the present embodiment, the carcass 6 has a main body 6a extending from the tread portion 2 to the bead core 5 of the bead portion 4 through the sidewall portion 3 and a main body 6a connected to the main body portion and around the bead core 5. The folded part 6 to be folded
b) and is formed by so-called (1-0) high turn-up in which the end of the folded portion 6b is located outside half of the tire section height.
【００１５】なお、カーカス６の本体部６ａと折り返し
部６ｂとの間には、前記ビードコア５からタイヤ半径方
向外側にのびかつ硬質ゴムからなるビードエーペックス
８が配され、ビード部を補強している。A bead apex 8 extending from the bead core 5 in the tire radial direction and made of hard rubber is disposed between the main body 6a and the turn-back portion 6b of the carcass 6 to reinforce the bead. .
【００１６】また、前記ベルト層７は、トレッド部２の
内方かつ前記カーカス６のタイヤ半径方向外側に配さ
れ、しかもコードをタイヤ赤道に対して１０〜３５°の
角度で傾けて配列した少なくとも２枚、本例では内、外
のベルトプライ７Ａ、７Ｂを前記コードが互いに交差す
る向きに重ね合わせて構成されている。The belt layer 7 is disposed inside the tread portion 2 and radially outside the carcass 6 in the tire radial direction, and has a cord inclined at an angle of 10 to 35 ° with respect to the tire equator. In this example, two belt plies 7A and 7B are overlapped in the direction in which the cords cross each other.
【００１７】前記ベルトコードは、高弾性、例えばスチ
ール等の金属コードを好ましく採用しうるが、カーカス
コードと同様に、アラミド、レーヨン等の高弾性の有機
繊維コードをも必要に応じて用いうる。As the belt cord, a metal cord having high elasticity, for example, steel or the like can be preferably used. However, similarly to the carcass cord, a high elasticity organic fiber cord such as aramid or rayon can be used if necessary.
【００１８】また、本実施形態では、前記ベルト層７の
タイヤ半径方向外側には、低弾性の有機繊維コード、例
えばナイロンコードをタイヤ周方向線に対して実質的に
平行に配列したバンド層１０が設けられている。このバ
ンド層１０は、高速走行時においてベルト層両縁がリフ
ティングするのを抑制して高速耐久性を向上しうる。In this embodiment, a band layer 10 in which a low-elasticity organic fiber cord, for example, a nylon cord, is arranged substantially parallel to the tire circumferential direction is provided on the outer side of the belt layer 7 in the tire radial direction. Is provided. This band layer 10 can improve high-speed durability by suppressing lifting of both edges of the belt layer during high-speed running.
【００１９】前記バンド層１０は、例えば、ベルト層７
の左右のエッジ領域のみを覆う小巾のエッジバンド１０
Ａと、このエッジバンド１０Ａの外に配されてほぼベル
ト層７の全幅を覆うフルバンド１０Ｂとから構成され
る。なお、バンド層１０は、いわゆるテープ状のプライ
を螺旋に巻き付けたジョイントレスバンドとすることも
でき、また省略しても良い。The band layer 10 includes, for example, a belt layer 7.
Edge band 10 covering only the left and right edge areas
A and a full band 10B disposed outside the edge band 10A and covering almost the entire width of the belt layer 7. Note that the band layer 10 may be a jointless band in which a so-called tape-like ply is spirally wound, or may be omitted.
【００２０】次に、前記トレッド部２は、図２に例示す
るように、トレッド面２Ａのタイヤ赤道Ｃの両側に、左
右のトレッド縁Ｅ、Ｅからタイヤ赤道Ｃに向けて傾斜し
てのびる左右の傾斜ラグ溝１２Ｌ、１２Ｒ（総称すると
きには傾斜ラグ溝１２という）を、タイヤ赤道Ｃ上の点
を中心とする略点対称位置に配した、本例では図示左上
側から右下側へと流れる非方向性流れパターンを形成し
ている。Next, as shown in FIG. 2, the tread portion 2 is provided on both sides of the tire equator C on the tread surface 2A so as to extend from left and right tread edges E, E toward the tire equator C. The inclined lug grooves 12L and 12R (referred to collectively as the inclined lug grooves 12) are arranged at substantially point symmetric positions with respect to a point on the tire equator C. In the present example, the inclined lug grooves flow from the upper left side to the lower right side in the figure. Forming a non-directional flow pattern.
【００２１】そして、本実施形態では、タイヤ赤道Ｃの
近傍位置かつその両側にタイヤ周方向に沿ってのびるス
トレート溝１３、１３が配されており、前記傾斜ラグ溝
１２は、このストレート溝１３、１３に開口して終端し
ている。そして、このストレート溝１３、１３間にスト
レートリブ１４を形成している。なお、ストレート溝１
３は、例えば、溝巾が４〜２０mm、溝深さが５〜１０mm
程度のものを好ましく採用しうる。In the present embodiment, straight grooves 13, 13 extending in the circumferential direction of the tire are arranged at positions near the tire equator C and on both sides thereof. 13 and terminates. A straight rib 14 is formed between the straight grooves 13. In addition, straight groove 1
3 is, for example, a groove width of 4 to 20 mm and a groove depth of 5 to 10 mm
The degree can be preferably adopted.
【００２２】前記各傾斜ラグ溝１２Ｌ、１２Ｒは、本例
では、トレッド縁Ｅからの全長さＬにおいて、トレッド
縁Ｅからタイヤ赤道Ｃ側に向けてタイヤ周方向線となす
前記傾斜角度βが漸減、つまり図示の如くβ１＞β２＞
…＞βmin となるように傾斜したものを示しており、傾
斜ラグ溝１２の最小角度βmin が、４５°以下、好まし
くは１５〜４０°、より好ましくは２０°〜３５°に設
定される。In the present embodiment, each of the inclined lug grooves 12L and 12R has a gradually decreasing inclination angle β which forms a tire circumferential direction line from the tread edge E toward the tire equator C in the total length L from the tread edge E. That is, as shown, β1>β2>
..> Βmin, and the minimum angle βmin of the inclined lug groove 12 is set to 45 ° or less, preferably 15 to 40 °, more preferably 20 ° to 35 °.
【００２３】これによって、コーナリングに影響するト
レッド部２のショルダ領域での傾斜角度βを大きく確保
することができ、傾斜ラグ溝１２間に形成されるブロッ
クなどの剛性を高めて操縦安定性を向上しうると同時
に、接地圧の高いトレッド部２のクラウン領域において
傾斜角度を小さくすることができるから、排水性を高め
うるのに役立つ。As a result, it is possible to secure a large inclination angle β in the shoulder region of the tread portion 2 which affects the cornering, and to increase the rigidity of a block formed between the inclined lug grooves 12 to improve the steering stability. At the same time, the inclination angle can be reduced in the crown region of the tread portion 2 having a high contact pressure, which helps to improve drainage.
【００２４】なお傾斜ラグ溝１２の全長さＬは、トレッ
ド半巾ｔＷの５５〜１００％、好ましくは６０〜９０
％、さらに好ましくは７０〜８５％とする。The total length L of the inclined lug groove 12 is 55 to 100% of the half width tW of the tread, preferably 60 to 90%.
%, More preferably 70 to 85%.
【００２５】また、トレッド面２Ａは、タイヤ周方向に
隣り合う傾斜ラグ溝１２、１２間を継ぐ補助溝１５、細
溝１６を適宜設けることによって、傾斜ラグ溝１２間に
ブロック１７、１９を区画形成しうる。The tread surface 2A has blocks 17 and 19 defined between the inclined lug grooves 12 by appropriately providing auxiliary grooves 15 and narrow grooves 16 for connecting the inclined lug grooves 12 adjacent to each other in the tire circumferential direction. Can be formed.
【００２６】さらに、傾斜ラグ溝１２は、前記ベルト層
７の半径方向最外側に配された外のベルトプライ７Ｂの
コード７Ｃと逆方向に傾斜することによって、該コード
７Ｃと交差するように配設される。Further, the inclined lug grooves 12 are arranged so as to intersect with the cords 7C by being inclined in a direction opposite to the cords 7C of the outer belt plies 7B arranged on the outermost side in the radial direction of the belt layer 7. Is established.
【００２７】一般に、ラジアルタイヤのベルト層は、重
なり合うベルトプライのコードを互いに交差させること
によって、剛性を高め、タイヤ接地時における変形を防
止しているが、これと同様に、接地面における傾斜ラグ
溝１２と、ベルト層７の最外側のベルトプライ７Ｂのコ
ード７Ｃとを交差させることによって、傾斜ラグ溝１
２、１２間のブロック１９などの向きと、コード７Ｃの
向きとを交差させることができるから接地面の剛性が増
し、従来生じていた１．６ＫＨｚ付近にピークを持つ
「滑り音」の発生を防止しうる。In general, a belt layer of a radial tire has a structure in which the cords of overlapping belt plies cross each other to increase rigidity and prevent deformation when the tire is in contact with the ground. By intersecting the groove 12 and the cord 7C of the outermost belt ply 7B of the belt layer 7, the inclined lug groove 1
Since the direction of the block 7 and the like between the points 2 and 12 and the direction of the cord 7C can be crossed, the rigidity of the grounding surface is increased, and the generation of the “slip noise” having a peak at about 1.6 KHz, which has conventionally occurred, is generated. Can be prevented.
【００２８】なお、このとき、傾斜ラグ溝１２の最小角
度βmin と、前記外のベルトプライ７Ｂのコード７Ｃが
タイヤ周方向線となすコード角度αとは、 ｜βmin −α｜≦２５° の関係を満足することが必要である。At this time, the relationship between the minimum angle βmin of the inclined lug groove 12 and the cord angle α that the cord 7C of the outer belt ply 7B makes with the tire circumferential direction is: | βmin−α | ≦ 25 °. It is necessary to satisfy
【００２９】前記｜βmin −α｜が２５°を上回ると、
タイヤの接地面の剛性を向上させる効果に劣り、前記滑
り音を低減し得ず、しかも操縦安定性能をも低下させる
ため採用できない。When | βmin−α | exceeds 25 °,
The effect of improving the rigidity of the ground contact surface of the tire is inferior, the slip noise cannot be reduced, and the steering stability is also reduced, so that it cannot be adopted.
【００３０】なお好ましくは、前記傾斜ラグ溝の最小角
度βと、前記外のベルトプライのコード角度αとは、 ｜βmin −α｜≦２０° の関係を満足することが望ましく、下限値は０である。Preferably, the minimum angle β of the inclined lug groove and the cord angle α of the outer belt ply satisfy a relation of | βmin−α | ≦ 20 °, and the lower limit is 0. It is.
【００３１】また、傾斜ラグ溝１２は、トレッド縁Ｅに
て測定した溝巾Ｇｅが、４mm以上かつ２５mm以下を満す
ものが好ましく、本例では約６mm巾として形成されたも
のを例示する。また、傾斜ラグ溝１２は、溝深さが、好
ましくは４mm以上かつ１０mm以下、本例では約８mmの均
一深さで形成するものが好ましい。The inclined lug groove 12 preferably has a groove width Ge measured at the tread edge E of not less than 4 mm and not more than 25 mm. In this example, the groove is formed to have a width of about 6 mm. The inclined lug groove 12 preferably has a groove depth of preferably 4 mm or more and 10 mm or less, and approximately 8 mm in this example.
【００３２】そして、本例では、前記の如く、タイヤ赤
道Ｃに向かうにつれて傾斜ラグ溝１２の傾斜角度βを漸
減させたことに対応して、傾斜ラグ溝１２の溝巾も、ト
レッド縁Ｅからタイヤ赤道Ｃに向かうにつれて漸減さ
せ、最もタイヤ赤道側の端部では約２５％にまで減少さ
せたものを例示する。これによって、タイヤ赤道Ｃ側の
ブロックの著しい剛性低下を防止しうる。In the present embodiment, as described above, the groove width of the inclined lug groove 12 also increases from the tread edge E in response to the inclination angle β of the inclined lug groove 12 gradually decreasing toward the tire equator C. An example is shown in which the value gradually decreases toward the tire equator C, and is reduced to about 25% at the tire equatorial end. This can prevent the rigidity of the block on the tire equator C side from being significantly reduced.
【００３３】以上説明したが、本発明の空気入りタイヤ
は、傾斜ラグ溝１２が、一方のトレッド縁Ｅから他方の
トレッド縁Ｅに亘って連続して形成することもでき、ま
たブロックの形状なども、図示した実施形態以外にも適
宜変形しうる。As described above, in the pneumatic tire of the present invention, the inclined lug grooves 12 can be formed continuously from one tread edge E to the other tread edge E, and the shape of the block and the like can be improved. Can be appropriately modified other than the illustrated embodiment.
【００３４】[0034]
【実施例】タイヤサイズが、１９５／６５Ｒ１５であ
り、図１の構造、図２に示すようなトレッドパターンを
有するラジアルタイヤ各種試作し（実施例１〜７）、性
能をテストした。また、傾斜ラグ溝と外のベルトプライ
のコードとが同方向に傾斜する従来タイヤ（従来例）、
さらには本発明外のタイヤ（比較例１〜３）についても
併せて試作しテストを行った。テスト方法は、次の通り
である。EXAMPLES Various tires having a tire size of 195 / 65R15 and having a structure shown in FIG. 1 and a tread pattern as shown in FIG. 2 were manufactured (Examples 1 to 7), and the performance was tested. Also, a conventional tire (conventional example) in which the inclined lug groove and the cord of the outer belt ply are inclined in the same direction,
Furthermore, tires other than the present invention (Comparative Examples 1 to 3) were also prototyped and tested. The test method is as follows.
【００３５】イ）操縦安定性、乗り心地テスト 試供タイヤを１５×６−ＪＪのホイールリムに内圧２０
０ｋｐａ（前後同一）でリム組み後、２５００ｃｃの前
輪駆動車の４輪に装着し、ドライバーのみの１名乗車で
タイヤテストコースを走行し、ドライバーの官能評価に
より、従来例を６としてそれぞれ１０点法で評価した。
数値が大きいほど良好である。A) Maneuvering stability and ride comfort test A test tire was applied to a 15 × 6-JJ wheel rim with an internal pressure of 20
After assembling the rim at 0 kpa (same fore and aft), it was mounted on four wheels of a 2,500 cc front wheel drive vehicle, traveled on a tire test course with only one driver riding alone, and according to the sensory evaluation of the driver, 10 points each of the conventional example as 6 It was evaluated by the method.
The higher the value, the better.
【００３６】ロ）車外騒音テスト ＪＡＳＯ／Ｚ１０１−８３に準拠し、直線状のテストコ
ース（ＩＳＯ路面）を通過速度６０km／ｈで５０ｍの距
離を惰行走行させるとともに、コースの中間点において
走行中心線から側方に７．５ｍ、かつ路面から１．２ｍ
の位置に設置した定置マイクロフォンにより通過騒音の
レベルを測定し、最大音圧レベルｄＢ（Ａ）と、１．６
ＫＨｚの音圧レベルｄＢ（Ａ）を比較した。結果は、従
来例をともに０とする相対値で表示し、マイナスは、騒
音の低下、プラスは同増加を示す。テストの結果を表１
に示す。(B) Outside noise test According to JASO / Z101-83, the vehicle is coasted on a straight test course (ISO road surface) for a distance of 50 m at a passing speed of 60 km / h and a running center line at an intermediate point of the course. 7.5m to the side from and 1.2m from the road
The level of the passing noise is measured by the stationary microphone installed at the position of the maximum sound pressure level dB (A) and 1.6.
The sound pressure level dB (A) at KHz was compared. The results are expressed as relative values, both of which are 0 in the conventional example. A minus indicates a decrease in noise and a plus indicates an increase. Table 1 shows the test results.
Shown in
【００３７】[0037]
【表１】 [Table 1]
【００３８】テストの結果、実施例は、いずれも従来例
よりも騒音性能に優れることが確認できた。特に、実施
例１〜３については、｜βmin −α｜が、１０°以下で
あるため、接地面内の剛性がより高められた結果、いず
れも操縦安定性に優れるとともに、１．６ＫＨｚの音圧
レベル、つまり、「滑り音」が大巾に減少していること
が確認できた。なお実施例１の騒音について、周波数分
析を行ったところ、図３の鎖線で示す如く、１．６ＫＨ
ｚのピークは見られなかった。また、この「滑り音」を
低下させたことにより、騒音全体の最大レベルも大きく
減少させることができた。したがって、｜βmin −α｜
は、１０°以下とするのが好ましい。As a result of the test, it was confirmed that each of the examples had better noise performance than the conventional example. In particular, in Examples 1 to 3, since | βmin−α | was 10 ° or less, the rigidity in the ground contact surface was further increased. As a result, all of the steering stability was excellent and the sound of 1.6 KHz was obtained. It was confirmed that the pressure level, that is, the “slip noise” was greatly reduced. The noise of Example 1 was subjected to frequency analysis to find that the noise was 1.6 KH as indicated by the chain line in FIG.
No z peak was observed. Also, by reducing the "slip noise", the maximum level of the entire noise could be greatly reduced. Therefore, | βmin -α |
Is preferably 10 ° or less.
【００３９】[0039]
【発明の効果】叙上の如く、本発明は、非方向性流れパ
ターンを有する空気入りタイヤにおいて、傾斜ラグ溝の
傾斜の向きを、前記ベルト層の半径方向最外側に配され
た外のベルトプライのコードと逆方向に傾斜させ、しか
も前記傾斜ラグ溝の傾斜の最小角度βmin と前記外のベ
ルトプライのコードがタイヤ周方向線となすコード角度
αとは｜βmin −α｜≦２５°の関係を満足させること
によって、トレッド接地面の剛性を増し、操縦安定性を
高めうるとともに、１．６ＫＨｚ付近にピークを持つ
「滑り音」の発生を防止して、騒音性能をも向上しう
る。As described above, according to the present invention, in a pneumatic tire having a non-directional flow pattern, the inclination direction of the inclined lug groove is changed to the outer belt disposed radially outermost of the belt layer. The minimum angle βmin of the inclination of the inclined lug groove and the cord angle α formed by the cord of the outer belt ply with the tire circumferential direction are | βmin−α | ≦ 25 °. By satisfying the relationship, the rigidity of the tread contact surface can be increased, the steering stability can be improved, and the generation of “slip noise” having a peak near 1.6 KHz can be prevented, so that the noise performance can be improved.
【図１】本発明の実施の形態を示す空気入りタイヤの断
面図である。FIG. 1 is a cross-sectional view of a pneumatic tire showing an embodiment of the present invention.
【図２】図１の空気入りタイヤのトレッドパターンを展
開して示す平面図である。FIG. 2 is a developed plan view showing a tread pattern of the pneumatic tire of FIG. 1;
【図３】騒音計測結果を示すグラフである。FIG. 3 is a graph showing noise measurement results.
【図４】（Ａ）、（Ｂ）は従来の技術を示すトレッドパ
ターンの平面図である。FIGS. 4A and 4B are plan views of tread patterns showing a conventional technique.
２ トレッド部 ３ サイドウォール部 ４ ビード部 ５ ビードコア ６ カーカス ７ ベルト層 ７Ｂ 外のベルトプライ １２ 傾斜ラグ溝 Ｅ トレッド縁 Ｃ タイヤ赤道 β 傾斜ラグ溝の傾斜角度 βmin 最小角度 α 外のベルトプライのコード角度 2 Tread part 3 Side wall part 4 Bead part 5 Bead core 6 Carcass 7 Belt layer 7B Outside belt ply 12 Inclined lug groove E Tread edge C Tire equator β Inclined angle of inclined lug βmin Minimum angle α Cord angle of external belt ply
Claims (3)
ード部のビードコアの周りで折り返されて係止されるカ
ーカスと、 トレッド部内方かつ前記カーカスのタイヤ半径方向外側
に配され、しかもコードをタイヤ赤道に対して１０〜３
５°の角度で傾けて配列した少なくとも２枚のベルトプ
ライを前記コードが互いに交差する向きに重ね合わせた
ベルト層とを具えた空気入りタイヤであって、 前記トレッド部は、タイヤ赤道の両側に、左右のトレッ
ド縁からタイヤ赤道に向けて傾斜してのびる左右の傾斜
ラグ溝を、タイヤ赤道上の点を中心とする略点対称位置
に配した非方向性流れパターンを形成するとともに、 前記傾斜ラグ溝は、前記ベルト層の半径方向最外側に配
された外のベルトプライのコードと逆方向に傾斜し、か
つ傾斜ラグ溝がタイヤ周方向線となす傾斜角度βの傾斜
ラグ溝の全長さにおける最小角度βmin が４５°以下で
あり、 しかも前記最小角度βmin と前記外のベルトプライのコ
ードがタイヤ周方向線となすコード角度αとは ｜βmin −α｜≦２５° の関係を満足することを特徴とする空気入りタイヤ。1. A carcass which is folded back and locked around a bead core of a bead portion from a tread portion through a sidewall portion, and is disposed inside the tread portion and outside of the carcass in the tire radial direction. 10-3
A pneumatic tire comprising a belt layer in which at least two belt plies arranged at an angle of 5 ° are overlapped with each other in a direction in which the cords cross each other, wherein the tread portion is provided on both sides of a tire equator. Forming a non-directional flow pattern in which left and right inclined lug grooves extending inclining from the left and right tread edges toward the tire equator are arranged at substantially point symmetric positions centered on a point on the tire equator, and The lug grooves are inclined in the opposite direction to the cords of the outer belt plies arranged on the outermost side in the radial direction of the belt layer, and the total length of the inclined lug grooves having an inclination angle β formed by the inclined lug grooves and the tire circumferential direction line. Is less than 45 °, and the minimum angle βmin and the cord angle α that the cord of the outer belt ply forms with the tire circumferential direction line satisfy the relationship of | βmin−α | ≦ 25 °. A pneumatic tire characterized by Rukoto.
ベルトプライのコード角度αとは ｜βmin −α｜≦２０° の関係を満足することを特徴とする請求項１記載の空気
入りタイヤ。2. The air according to claim 1, wherein a minimum angle β of the inclined lug groove and a cord angle α of the outer belt ply satisfy a relation of | βmin−α | ≦ 20 °. Containing tires.
赤道側に向けてタイヤ周方向線となす前記傾斜角度βが
漸減することを特徴とする請求項１又は２記載の空気入
りタイヤ。3. The pneumatic tire according to claim 1, wherein the inclined angle β formed by the inclined lug groove and a tire circumferential direction line from the tread edge toward the tire equator gradually decreases.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8169676A JP3058590B2 (en) | 1996-06-28 | 1996-06-28 | Pneumatic tire |
| EP97304541A EP0816130B1 (en) | 1996-06-28 | 1997-06-26 | Pneumatic tyre |
| DE69732451T DE69732451T2 (en) | 1996-06-28 | 1997-06-26 | tire |
| US08/884,646 US6343636B1 (en) | 1996-06-28 | 1997-06-27 | Pneumatic tire including non-directional tread pattern |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8169676A JP3058590B2 (en) | 1996-06-28 | 1996-06-28 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1016516A true JPH1016516A (en) | 1998-01-20 |
| JP3058590B2 JP3058590B2 (en) | 2000-07-04 |
Family
ID=15890849
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8169676A Expired - Lifetime JP3058590B2 (en) | 1996-06-28 | 1996-06-28 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3058590B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015024797A (en) * | 2013-07-29 | 2015-02-05 | 住友ゴム工業株式会社 | Pneumatic tire |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5839438A (en) * | 1981-09-02 | 1983-03-08 | Toyo Tire & Rubber Co Ltd | Manufacture of radial tire for passenger car |
| JPS5945203A (en) * | 1982-09-03 | 1984-03-14 | Ohtsu Tire & Rubber Co Ltd | Spike tyre |
| JPS59230807A (en) * | 1983-06-15 | 1984-12-25 | Yokohama Rubber Co Ltd:The | Radial tire for passenger car |
| JPH04208608A (en) * | 1990-11-30 | 1992-07-30 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JPH04271906A (en) * | 1991-02-27 | 1992-09-28 | Bridgestone Corp | Pneumatic tire |
| JPH04271905A (en) * | 1991-02-27 | 1992-09-28 | Bridgestone Corp | Pneumatic tire |
| JPH0752612A (en) * | 1993-05-31 | 1995-02-28 | Pirelli Coordinamento Pneumatici Spa | Tire for car |
| JPH07186631A (en) * | 1993-12-28 | 1995-07-25 | Bridgestone Corp | Pneumatic tire |
| JPH07246806A (en) * | 1994-03-11 | 1995-09-26 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
-
1996
- 1996-06-28 JP JP8169676A patent/JP3058590B2/en not_active Expired - Lifetime
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5839438A (en) * | 1981-09-02 | 1983-03-08 | Toyo Tire & Rubber Co Ltd | Manufacture of radial tire for passenger car |
| JPS5945203A (en) * | 1982-09-03 | 1984-03-14 | Ohtsu Tire & Rubber Co Ltd | Spike tyre |
| JPS59230807A (en) * | 1983-06-15 | 1984-12-25 | Yokohama Rubber Co Ltd:The | Radial tire for passenger car |
| JPH04208608A (en) * | 1990-11-30 | 1992-07-30 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JPH04271906A (en) * | 1991-02-27 | 1992-09-28 | Bridgestone Corp | Pneumatic tire |
| JPH04271905A (en) * | 1991-02-27 | 1992-09-28 | Bridgestone Corp | Pneumatic tire |
| JPH0752612A (en) * | 1993-05-31 | 1995-02-28 | Pirelli Coordinamento Pneumatici Spa | Tire for car |
| JPH07186631A (en) * | 1993-12-28 | 1995-07-25 | Bridgestone Corp | Pneumatic tire |
| JPH07246806A (en) * | 1994-03-11 | 1995-09-26 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015024797A (en) * | 2013-07-29 | 2015-02-05 | 住友ゴム工業株式会社 | Pneumatic tire |
| WO2015016005A1 (en) * | 2013-07-29 | 2015-02-05 | 住友ゴム工業株式会社 | Pneumatic tire |
| US10245896B2 (en) | 2013-07-29 | 2019-04-02 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3058590B2 (en) | 2000-07-04 |
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