JPS60121103A - Low noise pneumatic tire - Google Patents
Low noise pneumatic tireInfo
- Publication number
- JPS60121103A JPS60121103A JP58228636A JP22863683A JPS60121103A JP S60121103 A JPS60121103 A JP S60121103A JP 58228636 A JP58228636 A JP 58228636A JP 22863683 A JP22863683 A JP 22863683A JP S60121103 A JPS60121103 A JP S60121103A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- weir plate
- tire
- weir
- 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.)
- Pending
Links
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
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
- B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
-
- 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
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
- B60C11/0309—Patterns comprising block rows or discontinuous ribs further characterised by the groove cross-section
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】 この発明は、低騒音閂気入すタイヤに関する。[Detailed description of the invention] TECHNICAL FIELD This invention relates to a low-noise bolt-inflating tire.
タイヤのトレッド面に、その周方向に連続する少なくと
も２本の縦溝を有する自動車用の空気入りタイヤにおい
て、その走行時に上記縦溝のボンピング作用によって発
生するパターンノイズを低減するために、上記Ｉｆ＆溝
の溝壁に複数個のせき板を溝幅方向に突設することによ
り、接地時のポンピング作用による気流の速度を緩和す
る一方、上記の縦溝が形成する気柱共鳴管の周波数を分
散してＶ、感レベルを低下させるようにしたものか知ら
れている（実開昭５８ ２２８０１ｖ公報参照）。In a pneumatic tire for automobiles having at least two vertical grooves continuous in the circumferential direction on the tread surface of the tire, the above If & By installing multiple weir plates protruding in the groove width direction on the groove walls of the groove, the speed of the airflow due to the pumping action when touching the ground is reduced, while the frequency of the air column resonance tube formed by the above-mentioned vertical grooves is dispersed. It is known to lower the V sensitivity level (see Japanese Utility Model Application Publication No. 58-22801v).
しかしながら、上記公知の低騒音空気入りタイヤは、せ
き板の突出長が大きく、その先端が縦溝の溝中心線以上
に延びており、かつ溝底近傍に接する部分においてもそ
の上方部分と同じ突出長さに形成されるので、湿潤路を
走行する際に縦溝の −排水性が妨けられて走行安定性
が低下し、また接地の際にせき板と溝底との接続部に応
力か集中してこの接続部に亀裂が発生し、これが生長し
てタイヤ寿命ｔｔ短くするという欠点がある。However, in the above-mentioned known low-noise pneumatic tire, the protruding length of the weir plate is large, the tip of which extends beyond the center line of the longitudinal groove, and the part that touches the vicinity of the groove bottom has the same protruding length as the upper part. Because of this, when driving on a wet road, drainage of the vertical groove is obstructed and running stability is reduced, and stress is applied to the connection between the weir plate and the groove bottom when touching the ground. There is a drawback that cracks are generated in a concentrated manner in this connection, and these cracks grow, shortening the tire life tt.
こ、の発明は、上記の縦溝にせき板を設けた低騒音空気
入りタイヤにおいて、−わゆろパターンノイズを上記公
知の低騒音空気入りタイヤと同程度に保ちながら、しか
も湿潤路の走行管魔性を向上し、かつせき板と溝底近傍
との接続部に亀裂が発生し難くなるようにしてタイヤ寿
命が延びるようにしたものである。This invention provides a low-noise pneumatic tire in which a weir plate is provided in the longitudinal groove, while keeping the wavy pattern noise to the same level as the known low-noise pneumatic tire, and moreover, This improves the durability of the tire and makes it difficult for cracks to occur at the connection between the weir plate and the vicinity of the groove bottom, thereby extending the life of the tire.
すなわち、この発明は、タイヤ周方向に連続する少なく
とも２本の縦溝を有し、この縦溝の溝壁に複数個のせき
板を溝幅方向に突設した低騒音空気入りタイヤにおいて
、上記のせき板が溝底近傍に近接した下部領域と該下部
領域を除く上部領域とからなり、溝深さ方向の任意の位
置における上記上部領域の突出長さが上記の任意の位置
における溝幅の田〜４８饅であり、上記下部領域の先端
が上部領域の先端から溝壁側に凹み溝底近傍に接する曲
線状に形成されており、せき板の平均厚みがタイヤ表面
におけるせき板の突出長さの２０〜８０襲である仁とを
特徴とする低騒音空気入りタイヤである。That is, the present invention provides a low-noise pneumatic tire having at least two longitudinal grooves continuous in the circumferential direction of the tire and having a plurality of weir plates protruding from the groove walls of the longitudinal grooves in the groove width direction. The weir plate consists of a lower region close to the groove bottom and an upper region excluding the lower region, and the protrusion length of the upper region at any position in the groove depth direction is equal to the groove width at any position. The tip of the lower region is recessed from the tip of the upper region toward the groove wall, and is formed in a curved shape that touches the vicinity of the groove bottom, and the average thickness of the weir plate is equal to the protruding length of the weir plate on the tire surface. It is a low-noise pneumatic tire characterized by a pitch of 20 to 80 strokes.
以下にこの発明の実施例を図面によって説明するＯ
第１図において、ＩＦｉ空気入りタイヤのトレン、ド、
２はタイヤショルダ、８は縦溝、Ｐは赤道であり、上記
の縦溝８の溝壁８ａにせき板４か突設される。このせき
板４は、第２図に示すように、先端が直線状に形成され
た上部領域４＆と、先端が曲線状に形成された下部領域
４ｂとからなり、下部領域４ｂの先端は、上部領域４＆
の先端から溝壁８＆側へ凹んで溝底８ｂに内接している
。Embodiments of the present invention will be described below with reference to the drawings. In FIG.
2 is a tire shoulder, 8 is a longitudinal groove, and P is an equator, and a weir plate 4 is provided to protrude from the groove wall 8a of the longitudinal groove 8. As shown in FIG. 2, this weir plate 4 consists of an upper region 4 & whose tip is formed in a straight line, and a lower region 4b whose tip is formed in a curved shape. Area 4&
It is recessed from the tip toward the groove wall 8 & side and is inscribed in the groove bottom 8b.
一般にタイヤが負荷状態で回転すると、トレッドｌの各
部は、１回転ごとに接地をくり返し、上記縦溝８の溝底
８ｂ近傍には上記の接地ごとに大きな剪断歪が生じ、ま
た地面から離れたときは大きな引張歪が生じ、この部分
に従来のせき板のような突出部が存在するときは、この
突出部の基部に応力が集中してクラックが発生し易くな
るか、上記実施例のせき板４には、突出長が上部領域４
ａよりも短い下部領域４ｂが設けられているので、上記
応力の集中が軽減され、上記クラックの発生が減少して
タイヤ寿命が延長される。そして、上記下部領域４ｂが
存在するので、トレッド１が接地し縦溝８の溝ｍが縮小
してせき板４の上部領域４−が縦溝８の大半を塞いだ際
にも溝底８ｂに近接した部分祉閉塞されることなく開い
ており、そのため湿潤路走行時の排水が容易になり、走
行安定性ｔ：確保される。Generally, when a tire rotates under load, each part of the tread 1 repeatedly contacts the ground every rotation, and a large shear strain is generated near the bottom 8b of the vertical groove 8 each time the tire contacts the ground, and when the tire is separated from the ground. When a large tensile strain occurs, and when there is a protrusion like a conventional weir plate in this area, stress may be concentrated at the base of the protrusion and cracks may easily occur, or the weir in the above example may The plate 4 has a protruding length in the upper region 4.
Since the lower region 4b is provided, which is shorter than a, the concentration of stress is reduced, the occurrence of cracks is reduced, and the life of the tire is extended. Since the lower region 4b exists, even when the tread 1 is in contact with the ground and the groove m of the longitudinal groove 8 is reduced and the upper region 4- of the weir plate 4 closes most of the longitudinal groove 8, the groove bottom 8b remains. Adjacent parts are open without being blocked, making drainage easy when driving on wet roads, and driving stability is ensured.
上記せき板４の上部領域４＆の突出長さは、縦溝８の溝
幅の加〜４８−に設定される。すなわち、溝深さ方向の
任意の位置における上部領域４＆の突出長さｂが、上記
の任意の位置における溝幅Ｂの加〜４８外に設定される
。上記の突出長さｂが溝幅Ｂの２０％未満では、小さ過
ぎて気柱振動に対する振動波の節が生じ離＜、そのため
気柱振動周波数の変化が起きず、低騒音化の効果が得ら
れない。The protruding length of the upper region 4& of the weir plate 4 is set to the width of the vertical groove 8 -48-. That is, the protrusion length b of the upper region 4 & at an arbitrary position in the groove depth direction is set outside the groove width B at the above-mentioned arbitrary position. If the above-mentioned protrusion length b is less than 20% of the groove width B, it is too small and vibration wave nodes for air column vibration occur and separation occurs.Therefore, no change in the air column vibration frequency occurs, and the effect of reducing noise is obtained. I can't do it.
反対に４８％を超えた場合には、トレッド１の接地の際
の溝幅Ｂの縮小に伴って縦溝８の大半が塞がれて湿潤路
走行の際の排水抵抗が増大し、走行安定性が低下すると
共に、せき板４０間隔りが短いときは、接地の際のせき
板４．４間の空気圧力の成されゐ気柱管の外へせき板４
を押し曲げて気流が前後の一方向に急激に噴出されるた
め、高周波音が発生して騒音が低下しない。なお、せき
板４は、赤道Ｐ側またはタイヤショルダ２側のいずれの
溝壁８瓢に突設してもよいか、赤道Ｐ側に突設したとき
は、タイヤ成型の際に加硫が終って成型用金型からタイ
ヤを取出すときせき板４とその付近の損傷が少なくて加
工が容易であり、タイヤショルダ２側に突設したときは
せき板４の存在に伴う溝底近傍の疲労が少ない。On the other hand, if it exceeds 48%, most of the vertical grooves 8 are blocked due to the reduction of the groove width B when the tread 1 contacts the ground, increasing drainage resistance when running on a wet road, and resulting in unstable running. When the distance between the weir plates 40 decreases and the distance between the weir plates 40 is short, the air pressure between the weir plates 4 and 4 at the time of grounding is generated and the sheath plates 4 are forced out of the air column pipe.
Since the airflow is suddenly ejected in one direction, front and rear, high-frequency sound is generated and the noise level does not decrease. It should be noted that the weir plate 4 may be provided protruding from either the groove wall 8 on the equator P side or the tire shoulder 2 side, or if it is provided protruding on the equator P side, the vulcanization is completed during tire molding. When the tire is removed from the molding mold, there is less damage to the weir plate 4 and its vicinity, making processing easier. When the weir plate 4 is protruded from the tire shoulder 2 side, fatigue near the groove bottom due to the presence of the weir plate 4 is reduced. few.
上記せき板４の上部領域の高さｄ（溝深さ方向の長さ）
社、ｍ深さＤの８０〜８０％、特に４０〜７０外か好ま
しい。上記上部領域４＆の高さｄが溝深さＤの８０％未
満の場合は、せき板４を設けた効果が失なわれて低騒音
化の目的を達することができず、反対に８０−を超えた
場合は、ノー路走行時の排水性が低下すると共に１溝底
部分に疲労によるクラックが発生し易くなる。Height d of the upper region of the weir plate 4 (length in groove depth direction)
80 to 80% of the depth D, particularly preferably 40 to 70%. If the height d of the upper region 4& is less than 80% of the groove depth D, the effect of providing the weir plate 4 will be lost and the purpose of noise reduction will not be achieved; If it exceeds the limit, drainage performance during no-road driving will deteriorate and cracks will likely occur at the bottom of one groove due to fatigue.
せき板４の横断面形状は、第８図に示される厚さ一定の
長方形状、第４図に示される厚さ不均一の台形状等、任
意の層状でよいが、その平均厚さｔは、トレッド１０表
面におけるせき板４の突出長さｂｏ（＠２図参照）の２
０〜８０％に設定される。The cross-sectional shape of the weir plate 4 may be any layered shape, such as a rectangular shape with a constant thickness as shown in FIG. 8, or a trapezoidal shape with an uneven thickness as shown in FIG. 4, but the average thickness t is , 2 of the protrusion length bo of the weir plate 4 on the surface of the tread 10 (see @2 figure)
It is set between 0 and 80%.
上記の平均厚さｔが２０％未満の場合は、せき板４０曲
は剛性か低くなり、縦溝８内の気流圧力に対する抵抗か
不足し゛て気柱振動に対する振動波の節が生じ難くなり
、反対に８０％を超えた場合は、上記の曲は剛性が高く
なり過ぎ、湿潤路走行時の排水抵抗が過大になって走行
安定性が低下すると共に、溝ｆｆ１ａ＆との接続部に応
力集中が起きてクラックが発生し易くなる。また、せき
板４の曲げ剛性が過大になると、気流に対する抵抗も大
きくなり、せき板４０間隔りか接地長よりも短く設定さ
れている場合祉、接地によって溝容積か縮小されたとき
に溝内圧力が高くなり、一部の空気が強制的に排出され
て外部で急瀘に膨張し、また渦流を発生し・周囲の空気
を振動させてパターンノイズの高周波成分を増加させる
結果、騒音レベルの低下が得られない。なお、せき板４
０基部に丸みを付すことはもちろんであり、これにより
せき板４と溝ａ！８１との接続部の歪が減少し、クラン
クの発生が防止される。If the above average thickness t is less than 20%, the rigidity of the weir plate 40 will be low, and the resistance to the airflow pressure in the vertical groove 8 will be insufficient, making it difficult for vibration wave nodes to occur due to air column vibration. On the other hand, if it exceeds 80%, the rigidity of the above-mentioned curve becomes too high, and the drainage resistance when running on a wet road becomes excessive, reducing running stability, and stress concentration occurs at the connection with the groove ff1a&. This makes it easier for cracks to occur. In addition, if the bending rigidity of the weir plates 4 becomes excessive, the resistance to airflow will also increase, and if the weir plates are set at intervals of 40 or shorter than the contact length, the pressure inside the groove will increase when the groove volume is reduced due to contact with the ground. As the noise level increases, some of the air is forced out and expands rapidly outside, generating eddy currents and vibrating the surrounding air, increasing the high frequency components of pattern noise, resulting in a decrease in the noise level. is not obtained. In addition, weir plate 4
Of course, the 0 base is rounded, and this makes the weir plate 4 and the groove a! 81 is reduced, and cranking is prevented.
上記せき板４０周方向間隔Ｌ（第１図参照）は、タイヤ
が接地した際に、その接地長の中に拉は１個のせき板４
が含まれるように設定することか好ましい。すなわち、
タイヤ接地長の中に１個のせき板４が含まれる場合は、
タイヤの転勤に伴ってせき板４が接地長に対して相対的
に移動する際に、その接地長の中に常に１個のせき板４
が存在し、このせき板４と縦溝８および路面とで構成さ
れる２個の気柱管の長さが常に連続的に変化するので、
上記気柱管から発する共鳴音の周波数も常に変化して広
い範囲に分散される。換言すれば、上記の周方向間隔り
は、タイヤ外径の６〜３５％が好ましく、５％未満では
接地長の中に２個以上のせき板が含まれるため、湿潤路
を走行する際の排水性が悪くなり、反対に３５％を超え
ると一端閉鎖一端開放の気柱管が形成されないときが生
じて騒音低下の効果が得られにくい。The distance L in the circumferential direction of the weir plates 40 (see Fig. 1) is such that when the tire touches the ground, there is only one weir plate 4 within the contact length of the tire.
It is preferable to set it so that it is included. That is,
If one weir plate 4 is included in the tire ground contact length,
When the weir plate 4 moves relative to the ground contact length due to tire transfer, one shear plate 4 always remains within the ground contact length.
exists, and the length of the two air columns made up of the weir plate 4, the vertical groove 8, and the road surface always changes continuously.
The frequency of the resonance sound emitted from the air column also changes constantly and is dispersed over a wide range. In other words, the above circumferential spacing is preferably 6 to 35% of the tire outer diameter, and if it is less than 5%, two or more weir plates will be included in the contact length, making it difficult to drive on wet roads. Drainage performance deteriorates, and on the other hand, if it exceeds 35%, an air column with one end closed and one end open may not be formed, making it difficult to obtain the effect of reducing noise.
上記の実施例は、縦溝８の片側の溝壁８＆にせき板４を
突設したものであるが、両側の溝壁８＆、８＆のはは対
向する位置にせき板４．４を対をなすように設けて（第
５図参照）騒音を一層低下させることができる。ただし
、対をなすせき板４．４の溝中心ＳＯ方向のずれＳは、
せき板４を設けた位置の溝幅Ｂｏ以下に小さく設定する
ことが好ましく、上記のずれＳが溝ｄＩｉＡＢｏを超え
たときは、２個のせき板４．４を対として設けた効果が
ない。In the above embodiment, the weir plate 4 is provided protruding from the groove wall 8& on one side of the vertical groove 8, but a pair of weir plates 4.4 are provided at opposite positions of the groove walls 8&, 8& on both sides. (see FIG. 5), the noise can be further reduced. However, the deviation S of the pair of weir plates 4.4 in the direction of the groove center SO is:
It is preferable to set the width smaller than the groove width Bo at the position where the weir plates 4 are provided, and when the above-mentioned deviation S exceeds the groove dIiABo, there is no effect of providing the two weir plates 4.4 as a pair.
また、上記のせき板４．４を対向状に設ける場合、一方
の突出長を短く、他方の突出長を長く設定してもよく（
第６図参照）、特にタイ、ヤショルダ２側を短く、赤道
Ｐ側を長く設定したどきは、タイヤ製造時の加硫処理後
に成型用金型からタイヤを取出すとき、せき板４および
その付近の損傷が少な−。In addition, when the above-mentioned weir plates 4.4 are provided oppositely, the protrusion length of one may be set short and the protrusion length of the other may be set long (
(See Figure 6), especially when the tie and shoulder 2 side are set short and the equator P side is set long, when removing the tire from the mold after vulcanization during tire manufacturing, the weir plate 4 and its vicinity Less damage.
次に実験例によって効果を更に具体的に説明する０
実験例１
第１！ｉ４のトレッドパターンを有し、サイズが１０．
００−２０１４ Ｐ Ｒの空気入りタイヤについて１せ
き板４の厚みを溝幅の３ＣＩ％に固定し、突出長すを種
々に閣えてＪ工Ｓ標準リムに装着し、基準空′気圧でＪ
工Ｓ最大荷重を負荷し１．ＴＡＳＯ−０６０６に基づき
速度２０〜１００ｋＪｎ／ｈの台上試験を行ない、平均
騒音レベルを測定して第７［ｉ４のグラフを得た。Next, the effect will be explained in more detail using an experimental example0 Experimental Example 1 1st! It has an i4 tread pattern and a size 10.
For 00-2014 PR pneumatic tires, the thickness of the weir plate 4 was fixed at 3CI% of the groove width, and the protruding length was adjusted in various ways and installed on the J-engine S standard rim, and the J
Apply the maximum load to the machine S. 1. A bench test was conducted at a speed of 20 to 100 kJn/h based on TASO-0606, the average noise level was measured, and the graph of No. 7 [i4] was obtained.
このグラフは、上記の突出長すと溝幅Ｂとの比（支））
を横軸にとり、騒音レベル指数（ただし、ｂ／Ｂ＝加％
のときの騒音レベルを１００とする）を縦軸にとったも
のであり、曲線人はせき板４が片側のもの、曲ＭＢはせ
き板４が両側のものである。また、せき板４か片側のも
のについて疲労耐久性（せき板４０基部にクランクが発
生するまでのタイヤ回転数の合計）を測定し、ｂ／Ｂ
＝嬰％のときの疲労耐久性を１００とする指数（曲ＭＸ
）で示した。この第７図を見て明らかなように、せき板
４の突出長さｂが溝幅Ｂの加％よりも小さくなると、騒
音レベルが急激に上昇する。反対に、上記突出長さｂが
上記の２０％から増大すると、騒音レベルは上記突出長
さｂが溝幅Ｂの５〜田％の付近で最低となって以後除々
に増大するが、これは前記のように気流に対するせき板
４の抵抗が大きくなるためと考えられる。また、上記の
突出長さす、ｚ４Ｂ％を超えると、疲労耐久性指数か慈
激に低下する。This graph shows the ratio of the above protrusion length to the groove width B (support)
is taken on the horizontal axis, and the noise level index (b/B = addition %
The vertical axis is taken as the noise level at the time of 100), and the curved person has the weir plate 4 on one side, and the curved person has the weir plate 4 on both sides. In addition, the fatigue durability (total number of tire rotations until a crank occurs at the base of the weir plate 40) was measured for one side of the weir plate 4, and b/B
= Index of fatigue durability at 100% (song MX
). As is clear from FIG. 7, when the protrusion length b of the weir plate 4 becomes smaller than the addition percentage of the groove width B, the noise level rises rapidly. On the other hand, when the protrusion length b increases from the above 20%, the noise level reaches its lowest when the protrusion length b is 5% to 1% of the groove width B, and then gradually increases. This is thought to be because the resistance of the weir plate 4 to the airflow increases as described above. Moreover, if the above-mentioned protrusion length exceeds z4B%, the fatigue durability index decreases drastically.
実験例２
実験例１のタイヤにおいて、せき板４の厚みを種々にＲ
，ｔてノイズレベル指数および湿潤路での制動距離を比
較し、その結果を第１表に示す。たたし、せき板４の突
出長１と溝幅Ｂとの比、せき板４０間隔とタイヤ外径と
の比、およびせき板４の上部領域の高さｄと溝深さｐと
の比をそれぞれに外、７％および６０％に統一した。な
お、ノイズレベルおよび湿潤路での制動距離は、実施例
１の数値を１００として指数で表わしたものであり、ノ
イズレベルおよび制動距離ともその値が小さいほど良い
ことを表わす。また、湿潤路での制動距離は、一定の深
さの水膜を表面にもつ平滑な路面（テストコース）にお
いて、車軸のすべてに同一タイヤを装着した車輌を４０
１ｂ／ｈで走行させ、タイヤを急激にｐツク状態にした
ときにロック時点から車輌が路面を滑り、遂に祉停止す
るまでの距離を表わす。Experimental Example 2 In the tire of Experimental Example 1, the thickness of the sheath plate 4 was varied in R.
, t, the noise level index and braking distance on a wet road were compared, and the results are shown in Table 1. However, the ratio between the protruding length 1 of the weir plate 4 and the groove width B, the ratio between the weir plate 40 interval and the tire outer diameter, and the ratio between the height d of the upper region of the weir plate 4 and the groove depth p. were standardized to 7% and 60%, respectively. Note that the noise level and braking distance on a wet road are expressed as an index based on the numerical value of Example 1 as 100, and the smaller the value of both the noise level and braking distance, the better. In addition, the braking distance on a wet road is 40% on a smooth road surface (test course) with a water film of a certain depth on the surface of a vehicle with the same tires on all axles.
It represents the distance from the time the vehicle locks to when the vehicle slides on the road surface and finally comes to a halt when the vehicle is traveling at 1 b/h and the tires are suddenly put into a p-tuck state.
第 １ 表
この第１表によって明ちかなように、せき板４の厚みか
小さく設定された比較例１１比較例８およびせき板４の
ない比較例５は、ノイズレベルカ；高くなり、上記厚み
が大きく設定された比較例２および比較例４は、ノイズ
レベルが高く、湿潤路での制動距離も大きくなる傾向に
ある。そして、上記の厚みが所定の範囲に設定された実
施例１、実施例２および実施例８社、ノイズレベルおよ
び湿潤路での制動性能の双方が優れている。Table 1 As is clear from Table 1, in Comparative Example 11, Comparative Example 8, in which the thickness of the weir plate 4 is set to be small, and Comparative Example 5, in which the weir plate 4 is not provided, the noise level is high, and the above thickness is Comparative Examples 2 and 4, in which the noise level is set to a large value, tend to have a high noise level and a long braking distance on a wet road. In addition, in Examples 1, 2, and 8, in which the above-mentioned thickness was set within a predetermined range, both the noise level and the braking performance on a wet road were excellent.
第１図はこの発明の実施例のトレッドの表面図、第２図
社級溝の断面図、幀８図および第４図はせき板の断面図
、第６図は変形例の表面図、第６図り他の変形例の表面
図、第７図は実験例１におけるせき板の突出長と騒音レ
ベルとの関係グラフである０
１ニドレツド、２：タイヤショルダ、８：縦溝１８＆；
溝壁、８）；１１Ｉ底、４；せき板、４＆；上部領域、
４ｂ ：下部領域、Ｆ：赤道、ｂ＋突出長さ、Ｂ：溝深
さ方向の任意位置における溝幅。
特許出願人 東洋ゴム工業株式会社
代理人 弁理士 坂 野 威 夫
吉 １） 了 司Fig. 1 is a surface view of a tread according to an embodiment of the present invention, Fig. 2 is a sectional view of company-grade grooves, Fig. 8 and Fig. 4 are sectional views of a weir plate, Fig. 6 is a surface view of a modified example, Figure 6 is a surface view of another modified example, and Figure 7 is a graph of the relationship between the protrusion length of the weir plate and the noise level in Experimental Example 1.
Groove wall, 8); 11I bottom, 4; weir plate, 4 &; upper region,
4b: Lower region, F: Equator, b+protrusion length, B: Groove width at any position in the groove depth direction. Patent applicant Toyo Rubber Industries Co., Ltd. Agent Patent attorney Takeshi Sakano Fuyoshi 1) Tsukasa Ryo
Claims (1)
有し、この縦溝の溝壁に複数個のせき板を溝幅方向罠突
設した低騒音空気入りタイヤにおいて、上記のせき板か
溝底近傍に近接した下部領域と該下部領域を除く上部領
域とからなり、溝深さ方向の任意の位置における上記上
部領域の突出長さが上記の任意の位置における溝幅の加
〜４８％であり、上記下部領域の先端か上部領域の先端
から溝壁側に凹み溝底近傍に接する曲線状に形成されて
おり、せき板の平均厚みがタイヤ表面におけるせき板の
突出長さの２０〜８０％であることを特徴とする低騒音
空気入りタイヤ。 〔２〕せき板か両溝壁のｆよは対向する位置から対をな
して突設されている特許請求の範曲第１項記載の低騒音
空気入りタイヤ。[Scope of Claims] [1] A low-noise pneumatic tire having at least two longitudinal grooves continuous in the circumferential direction of the tire, and a plurality of weir plates protruding from the groove walls of the longitudinal grooves in the groove width direction. The weir plate is composed of a lower region close to the groove bottom and an upper region excluding the lower region, and the protrusion length of the upper region at any position in the groove depth direction is The groove width is increased by ~48%, and it is formed in a curved shape that is recessed from the tip of the lower region or the tip of the upper region to the groove wall side and touches the vicinity of the groove bottom, and the average thickness of the weir plate is the same as that of the weir plate on the tire surface. A low-noise pneumatic tire characterized in that the protrusion length is 20 to 80% of the protrusion length of the tire. [2] A low-noise pneumatic tire according to claim 1, wherein the weir plates or both groove walls are provided in pairs protruding from opposing positions f.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58228636A JPS60121103A (en) | 1983-12-02 | 1983-12-02 | Low noise pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58228636A JPS60121103A (en) | 1983-12-02 | 1983-12-02 | Low noise pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60121103A true JPS60121103A (en) | 1985-06-28 |
Family
ID=16879444
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58228636A Pending JPS60121103A (en) | 1983-12-02 | 1983-12-02 | Low noise pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60121103A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61113504A (en) * | 1984-11-07 | 1986-05-31 | Bridgestone Corp | Pneumatic tire for car |
| KR20000038739A (en) * | 1998-12-09 | 2000-07-05 | 조충환 | Pneumatic tire with decreased noises |
| US6119744A (en) * | 1997-10-06 | 2000-09-19 | Bridgestone Corporation | Heavy duty pneumatic tires including protrusions |
| JP2008174198A (en) * | 2007-01-22 | 2008-07-31 | Bridgestone Corp | Pneumatic tire |
| JP2012061899A (en) * | 2010-09-14 | 2012-03-29 | Bridgestone Corp | Tire |
| FR2983431A1 (en) * | 2011-12-05 | 2013-06-07 | Michelin Soc Tech | IMPROVED NOISE REDUCING DEVICE FOR TIRE |
| JP2015501747A (en) * | 2011-11-18 | 2015-01-19 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Resonant noise suppression device for tires |
| WO2017208466A1 (en) * | 2016-05-31 | 2017-12-07 | Compagnie Generale Des Etablissements Michelin | Molding element for manufacturing a noise reducing tread |
-
1983
- 1983-12-02 JP JP58228636A patent/JPS60121103A/en active Pending
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61113504A (en) * | 1984-11-07 | 1986-05-31 | Bridgestone Corp | Pneumatic tire for car |
| US6119744A (en) * | 1997-10-06 | 2000-09-19 | Bridgestone Corporation | Heavy duty pneumatic tires including protrusions |
| KR20000038739A (en) * | 1998-12-09 | 2000-07-05 | 조충환 | Pneumatic tire with decreased noises |
| JP2008174198A (en) * | 2007-01-22 | 2008-07-31 | Bridgestone Corp | Pneumatic tire |
| JP2012061899A (en) * | 2010-09-14 | 2012-03-29 | Bridgestone Corp | Tire |
| JP2015501747A (en) * | 2011-11-18 | 2015-01-19 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Resonant noise suppression device for tires |
| FR2983431A1 (en) * | 2011-12-05 | 2013-06-07 | Michelin Soc Tech | IMPROVED NOISE REDUCING DEVICE FOR TIRE |
| WO2013083428A1 (en) * | 2011-12-05 | 2013-06-13 | Compagnie Generale Des Etablissements Michelin | Improved noise-reducing device for a tire |
| JP2015500165A (en) * | 2011-12-05 | 2015-01-05 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Noise reduction equipment for tires |
| US9770952B2 (en) | 2011-12-05 | 2017-09-26 | Compagnie Generale Des Etablissements Michelin | Noise-reducing device for a tire |
| WO2017208466A1 (en) * | 2016-05-31 | 2017-12-07 | Compagnie Generale Des Etablissements Michelin | Molding element for manufacturing a noise reducing tread |
| US11247366B2 (en) | 2016-05-31 | 2022-02-15 | Compagnie Generale Des Etablissements Michelin | Molding element for manufacturing a noise reducing tread |
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