JPS61215102A - Low noise pneumatic tire - Google Patents

Low noise pneumatic tire

Info

Publication number
JPS61215102A
JPS61215102A JP60057100A JP5710085A JPS61215102A JP S61215102 A JPS61215102 A JP S61215102A JP 60057100 A JP60057100 A JP 60057100A JP 5710085 A JP5710085 A JP 5710085A JP S61215102 A JPS61215102 A JP S61215102A
Authority
JP
Japan
Prior art keywords
groove
tire
noise
longitudinal
circumferential direction
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
Application number
JP60057100A
Other languages
Japanese (ja)
Inventor
Shoichi Fujii
省一 藤井
Kiichiro Kagami
紀一郎 各務
Takao Oosugi
大杉　隆男
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Rubber Industries Ltd
Original Assignee
Sumitomo Rubber Industries Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Priority to JP60057100A priority Critical patent/JPS61215102A/en
Priority to NZ21551586A priority patent/NZ215515A/en
Priority to AU54825/86A priority patent/AU584399B2/en
Priority to DE19863609248 priority patent/DE3609248A1/en
Publication of JPS61215102A publication Critical patent/JPS61215102A/en
Pending legal-status Critical Current

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
    • 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
    • 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
    • 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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
    • 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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C2011/1254—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

PURPOSE:To reduce the noise of a tire while maintaining its wet gripping performance, by forming a longitudinal main groove with a preset zigzag angle value and a longitudinal narrow groove with its preset width and depth values into a grooved bottom shape provided with a difference in levels in the tire circumferential direction. CONSTITUTION:Two longitudinal main grooves G with a zigzag angle theta of 0 to 30 deg. in a tire tread section and at least one longitudinal narrow groove g whose width W1 is less than 50% and 1mm or more of the width W2 of the longitudinal main groove G and that has a difference in levels in the tire circumferential direction. In this case, the depth d1 of the first step groove of the narrow groove g is set to one sixth to a half of the depth D of the main groove D. In addition, the sum of the circumferential length of the narrow groove g is set to one third to two thirds of the circumferential length of the main groove G. As a result of this structure, air pumping sound can be reduced and the noise of pneumatic tire can be reduced.

Description

【発明の詳細な説明】 （産業上の利用分野〕 本発明は、タイヤ周方向に延びる２本の縦主溝によって
トレッド部を複数のリブに分割したりプル状のトレッド
パターンを具え、ウェッ１．グリップ性を維持するとと
もに、騒音を軽減した低騒音空気入りタイヤに関する。Detailed Description of the Invention (Industrial Field of Application) The present invention provides a tire with a tread portion divided into a plurality of ribs by two longitudinal main grooves extending in the circumferential direction, or a pull-shaped tread pattern. ．Related to low-noise pneumatic tires that maintain grip and reduce noise.

〔従来の技術〕[Conventional technology]

最近、道路の整備化、自動車の高速化に伴い、自動車騒
音に対する規制が きびしくなっているが、ここで自動車騒音はエンジン音
、吸排気系の冷却ファン、及びタイヤ騒音が主要なもの
といわれており、タイヤ騒音は走行速度とともに増大す
るため、高速道路網の発達した今日では、その改善は極
めて重要な課題である。In recent years, with the improvement of roads and the speeding up of automobiles, regulations regarding automobile noise have become stricter, and it is said that the main sources of automobile noise are engine noise, intake/exhaust system cooling fans, and tire noise. Since tire noise increases with driving speed, improvement of tire noise is an extremely important issue in today's highly developed expressway network.

ここでタイヤ騒音を発生機構で大別すると次のごとくな
る。　　　　　　。Here, tire noise can be roughly classified according to its generating mechanism as follows. .

Ｔｌ）　　パターンノイズ 一般にトレンドデザインは、Ｉ−レッドデザイン要素を
周方向に連続させた繰り返し模様として構成されている
ため、タイヤトレッド部の溝の中に含まれる空気がタイ
ヤ転勤に伴い、圧縮、開放される。又タイヤ転勤に伴っ
てトレッドデザイン要素から発せられるパルス的振動が
繰り返し行われる結果、その付近の空気に粗密波が生じ
いわゆるパターンノイズといわれる騒音が発生する。Tl) Pattern noise In general, trend designs are configured as a repeating pattern in which I-Red design elements are continued in the circumferential direction, so the air contained in the grooves of the tire tread compresses and releases as the tire moves. be done. Further, as a result of repeated pulse vibrations emitted from the tread design elements as the tire rotates, compression waves are generated in the air in the vicinity, generating noise called pattern noise.

従来このようなパターンノイズを広い周波数帯域に分散
させ、騒音を目立たなくさせかつ共振による騒音の増大
を防止するため、トレッドデザインの繰り返し模様の最
小単位であるピッチ配列を改良したバリアプルピッチ法
が知られている。Conventionally, in order to disperse such pattern noise over a wide frequency band, make the noise less noticeable, and prevent noise from increasing due to resonance, a barrier-pull pitch method has been developed that improves the pitch arrangement, which is the smallest unit of repeating patterns in tread designs. Are known.

（２）弾性振動音 道路の凹凸、タイヤの不均一性（トレッドゴム厚み、周
方向曲率の変化）からタイヤ回転の際、路面から周期的
な衝撃を受け、タイヤが振動し、周囲の空気に疎密波を
生じさせて騒音が発生する。(2) Elastic vibration sound Due to the unevenness of the road and unevenness of the tire (changes in tread rubber thickness and circumferential curvature), when the tire rotates, it receives periodic shocks from the road surface, causing the tire to vibrate and absorb into the surrounding air. Noise is generated by causing compression waves.

（３）　　きしみ音、すべり音 タイヤの転勤時、タイヤ接地面でトレッド部の動きに伴
う路面との滑りによる音あるいはタイヤ接地部の前後の
トレッド部の変形に伴う路面との滑りによるきしみ音が
発生する。(3) Squeaking and sliding noises When tires are transferred, there are noises caused by the movement of the tread on the tire's contact surface and the sliding on the road surface, or squeaking noises caused by the sliding on the road surface due to deformation of the tread sections before and after the tire's contact surface. Occur.

従来から、これらの騒音を低減するため、リブパターン
のタイヤにおいては、 ■　周方向に延びる縦主溝の本数を減少する、■　縦主
溝のジグザグ角度を小さくする、■　縦主溝の巾を狭く
するとともに溝の深さを浅くする方法等が考えられてい
る。しかし縦主溝の本数及びその溝巾、溝深さ等を減少
することはウェットグリップ性を犠牲にすることとなり
限界がある。Traditionally, in order to reduce these noises, in rib pattern tires, the following methods have been used: ■ Reduce the number of longitudinal main grooves extending in the circumferential direction; ■ Reduce the zigzag angle of the longitudinal main grooves; ■ Reduce the width of the longitudinal main grooves. Methods such as narrowing the groove and reducing the depth of the groove are being considered. However, reducing the number of longitudinal main grooves, their groove width, groove depth, etc. sacrifices wet grip performance, and there is a limit.

〔解決しようとする問題点〕[Problem to be solved]

本発明は、リブパターンのタイヤにおいてウェットグリ
ップ性を維持しながら騒音レベルを軽減した低騒音空気
入りタイヤに関する。The present invention relates to a low-noise pneumatic tire that reduces noise level while maintaining wet grip performance in a rib pattern tire.

〔技術的手段〕[Technical means]

タイヤ周方向に０°〜３０°のジグザグ角度で延びる２
本の縦主溝とタイヤ周方向に延びる少なくとも１本の縦
細溝を具え、該縦細溝はその巾が縦主溝の中の５０％以
下で１鶴以上であり、さらに周方向に段差を有する溝底
形状で構成されたトレンド部を具えていることを特徴と
する低騒音空気入リタイヤである。2 extending at a zigzag angle of 0° to 30° in the tire circumferential direction
The tire has a main longitudinal groove and at least one longitudinal narrow groove extending in the circumferential direction of the tire, and the width of the vertical groove is 50% or less of the longitudinal main groove and is one or more widths, and there is a step difference in the circumferential direction. This is a low-noise pneumatic tire characterized by having a trend part configured with a groove bottom shape.

以下本発明の一実施例を図面に基づき説明する。An embodiment of the present invention will be described below based on the drawings.

本発明のタイヤは周方向にジグザグ状に延びる縦主溝Ｇ
とその軸方向外側に縦細溝ｇを具えている。前記縦主溝
Ｇは、タイヤ周方向に対するジグザグ角度θは０°〜３
０°の範囲である。縦主溝Ｇのジグザグ角度θと騒音レ
ベルの関係を示す第５図のグラフから明らかなごとくθ
は、３０°を越えると騒音レベルは急激に増大する。な
お第５図における縦軸はプレーンタイヤとの騒音レベル
の差を示す。The tire of the present invention has a vertical main groove G extending in a zigzag shape in the circumferential direction.
and a vertical groove g on the outside in the axial direction. The longitudinal main groove G has a zigzag angle θ of 0° to 3 with respect to the tire circumferential direction.
The range is 0°. As is clear from the graph in Figure 5 showing the relationship between the zigzag angle θ of the longitudinal main groove G and the noise level, θ
When the angle exceeds 30°, the noise level increases rapidly. Note that the vertical axis in FIG. 5 indicates the difference in noise level from a plain tire.

前記縦細溝の溝巾Ｗ１は縦主溝の溝巾Ｗ２の５０％以下
でしかも１鶴以上であることを必要とする。つまりＷｌ
／Ｗ２Ｘ１００が５０％をこえるとエアーボンピング音
の影響が大きくなり、騒音、レベルが上昇する。一方縦
細溝の溝巾が１１１１１未満になるとサイピング特有の
スキル音が発生するため好ましくない、第６図にＷ１／
Ｗ２とノイズレベルとの関係を示すごと＜Ｗ１／Ｗ２が
３分の１でノイズレベルは最も低く、Ｗ１／Ｗ２が３分
の１より増加あるいは減少するとともに、ノイズレベル
は増加傾向にある。なお縦軸はブレーンタイヤを標準と
しその差を示す。The groove width W1 of the longitudinal narrow groove is required to be 50% or less of the groove width W2 of the longitudinal main groove, and more than one width. In other words, Wl
When /W2X100 exceeds 50%, the influence of air bombing noise increases, and the noise level increases. On the other hand, if the width of the vertical narrow groove is less than 11111 mm, it is undesirable because the skill sound peculiar to siping will occur.
The relationship between W2 and noise level is shown below. When W1/W2 is 1/3, the noise level is the lowest, and as W1/W2 increases or decreases from 1/3, the noise level tends to increase. The vertical axis shows the difference using Blaine tires as the standard.

次に本発明では前記縦細溝ｇはタイヤ周方向に段差を有
する溝底形状で構成されている。第１図のＤ−Ｄ断面図
を示す第２図において縦細溝は周方向に３段の溝で構成
されており、第１段溝の溝深さｄｌは縦主溝の溝深さの
６分の１〜２分の１の範囲であることが望ましい。エア
ーポンピング音を減少するには溝深さを浅くするのが効
果的であるが、あまり浅くするとウェットグリップ性が
損なわれる。従って縦細溝を複数段にするとともに、第
１段溝の深さを前記範囲に設定することによりウェット
グリップ性と低騒音化の要請の調整を図ったものである
。なお縦細溝を複数段にする方法として第２図のごとく
３段溝形状のほか、第３図のごとく３種類の深さくｄｉ
、ｄ２、ｄ３）の溝周方向に異なった位置に形成するこ
ともでき、又第４図のごとく２段溝とすることも可能で
ある。Next, in the present invention, the vertical narrow groove g has a groove bottom shape having a step in the circumferential direction of the tire. In Fig. 2, which shows a sectional view taken along line D-D in Fig. 1, the vertical narrow groove is composed of three grooves in the circumferential direction, and the groove depth dl of the first groove is equal to the groove depth of the longitudinal main groove. A range of 1/6 to 1/2 is desirable. It is effective to reduce the groove depth to reduce air pumping noise, but if the groove depth is too shallow, wet grip performance will be impaired. Therefore, by providing a plurality of vertical narrow grooves and setting the depth of the first groove within the above-mentioned range, it is possible to adjust the requirements for wet grip performance and noise reduction. In addition, as a method of forming vertical narrow grooves in multiple stages, in addition to the three-stage groove shape as shown in Figure 2, there are also three types of depths as shown in Figure 3.
, d2, d3) can be formed at different positions in the circumferential direction, or two-stage grooves can be formed as shown in FIG.

なおウェットグリップ性を維持するには、第１段溝の周
方向長さの総和はｈＩＩＩｌｌ溝の周方向全長さの３分
の１〜３分の２の範囲であることが必要である。Note that in order to maintain wet grip properties, the total circumferential length of the first step grooves needs to be in the range of one-third to two-thirds of the total circumferential length of the hIIIll grooves.

実施例 タイヤサイズ７．００−１５Ｌ　／Ｔタイヤについてト
レッドパターンとして第７図、第８図に示す２種類のも
のを使用し、第１表に示す各仕様でタイヤを試作した。EXAMPLE Tires having a size of 7.00-15L/T were manufactured using the two types of tread patterns shown in FIGS. 7 and 8, and with the specifications shown in Table 1.

第１表 過騒音テストを実施し、その結果を第９図に示す。Table 1 An excessive noise test was conducted and the results are shown in Figure 9.

図から本発明の実施品は４０〜５５　ｋｍ　／　ｈの走
行速度の範囲で騒音レベルの低減が認められる。From the figure, it can be seen that the product according to the present invention reduces the noise level in the range of running speeds of 40 to 55 km/h.

〔発明の効果〕〔Effect of the invention〕

叙上のごとく本発明のタイヤはリブパターンにおいて周
方向に延びる縦細溝を周方向に複数の段差で形成したた
め、ウェットグリップ性を維持しながら低騒音化を達成
することができる。As described above, since the tire of the present invention has a plurality of steps formed in the circumferential direction in the rib pattern, the tire can achieve low noise while maintaining wet grip performance.

【図面の簡単な説明】[Brief explanation of drawings]

第１図はタイヤのトレンド部の右半分の部分正面図、第
２〜４図は第１図のＤ−Ｄ断面図、第５図は縦細溝のジ
グザグ角度とノイズレベルの関係を示すグラフ、第６図
はＷ　１　／Ｗ　２とノイズレベルの関係を示すグラフ
、＠７図、第８図はトレッド部の部分正面図、第９図は
速度とノイズレベルの関係を示すグラフである。 特　許　出　願　人　　住友ゴム工業株式会社代理人　
弁理士　　　　苗　　村　　　　　正−譬個■−一１ｍ
１−−□１１、わ□、い、１１１１１．１９．１゜□１
−＋■　８．、−秋ハ′Ｃし棟 −〇Figure 1 is a partial front view of the right half of the trend section of the tire, Figures 2 to 4 are sectional views taken along line DD in Figure 1, and Figure 5 is a graph showing the relationship between the zigzag angle of vertical grooves and the noise level. , FIG. 6 is a graph showing the relationship between W 1 /W 2 and noise level, FIGS. 7 and 8 are partial front views of the tread portion, and FIG. 9 is a graph showing the relationship between speed and noise level. Patent applicant Agent: Sumitomo Rubber Industries, Ltd.
Patent Attorney Tadashi Naemura - 11m
1--□11, wa□, i, 11111.19.1゜□1
−+■ 8. , -Autumn Ha'C building-〇

Claims (3)

【特許請求の範囲】[Claims] （１）タイヤ周方向に０°〜３０°のジグザグ角度で廷
びる２本の縦主溝とタイヤ周方向に延びる少なくとも１
本の縦細溝を具え、該縦細溝はその巾が縦主溝の巾の５
０％以下で１ｍｍ以上であり、さらに周方向に段差を有
する溝底形状で構成されたトレッド部を具えていること
を特徴とする低騒音空気入りタイヤ。(1) Two longitudinal main grooves extending in the tire circumferential direction at a zigzag angle of 0° to 30° and at least one longitudinal groove extending in the tire circumferential direction
The book has a narrow vertical groove, the width of which is 5 times the width of the main vertical groove.
A low-noise pneumatic tire characterized by having a tread portion having a groove bottom shape of 0% or less and 1 mm or more and having a step in the circumferential direction. （２）縦細溝の第１段溝の溝深さｄ１は縦主溝の溝深さ
Ｄの６分の１〜２分の１の範囲であることを特徴とする
特許請求の範囲第１項記載のタイヤ。(2) The groove depth d1 of the first step groove of the vertical narrow groove is in the range of 1/6 to 1/2 of the groove depth D of the longitudinal main groove. Tires listed in section. （３）縦細溝の第１段溝の周方向長さの総和は縦細溝の
周方向全長さの３分の１〜３分の２の範囲である特許請
求の範囲第１項記載のタイヤ。(3) The total circumferential length of the first step grooves of the vertical narrow grooves is in the range of one-third to two-thirds of the total circumferential length of the vertical narrow grooves. tire.
JP60057100A 1985-03-19 1985-03-19 Low noise pneumatic tire Pending JPS61215102A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP60057100A JPS61215102A (en) 1985-03-19 1985-03-19 Low noise pneumatic tire
NZ21551586A NZ215515A (en) 1985-03-19 1986-03-18 Pneumatic tyre tread divided by two zig-zag circumferential grooves and a narrow groove with stepped bottom
AU54825/86A AU584399B2 (en) 1985-03-19 1986-03-18 A pneumatic tire having a reduced noise generation
DE19863609248 DE3609248A1 (en) 1985-03-19 1986-03-19 Pneumatic tyre with reduced running noise

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60057100A JPS61215102A (en) 1985-03-19 1985-03-19 Low noise pneumatic tire

Publications (1)

Publication Number Publication Date
JPS61215102A true JPS61215102A (en) 1986-09-24

Family

ID=13046080

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60057100A Pending JPS61215102A (en) 1985-03-19 1985-03-19 Low noise pneumatic tire

Country Status (4)

Country Link
JP (1) JPS61215102A (en)
AU (1) AU584399B2 (en)
DE (1) DE3609248A1 (en)
NZ (1) NZ215515A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007314029A (en) * 2006-05-25 2007-12-06 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2009248756A (en) * 2008-04-07 2009-10-29 Bridgestone Corp Pneumatic tire
JP2016040156A (en) * 2014-08-12 2016-03-24 住友ゴム工業株式会社 Pneumatic tire
JP2016145009A (en) * 2015-02-09 2016-08-12 住友ゴム工業株式会社 Pneumatic tire

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JP3901743B2 (en) * 1993-12-22 2007-04-04 住友ゴム工業株式会社 Pneumatic tire
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007314029A (en) * 2006-05-25 2007-12-06 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2009248756A (en) * 2008-04-07 2009-10-29 Bridgestone Corp Pneumatic tire
JP2016040156A (en) * 2014-08-12 2016-03-24 住友ゴム工業株式会社 Pneumatic tire
CN106183651A (en) * 2014-08-12 2016-12-07 住友橡胶工业株式会社 Pneumatic tire
JP2016145009A (en) * 2015-02-09 2016-08-12 住友ゴム工業株式会社 Pneumatic tire

Also Published As

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AU5482586A (en) 1986-09-25
AU584399B2 (en) 1989-05-25
DE3609248A1 (en) 1986-10-16
NZ215515A (en) 1988-03-30

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