JPS6145562B2 - - Google Patents
Info
- Publication number
- JPS6145562B2 JPS6145562B2 JP56136303A JP13630381A JPS6145562B2 JP S6145562 B2 JPS6145562 B2 JP S6145562B2 JP 56136303 A JP56136303 A JP 56136303A JP 13630381 A JP13630381 A JP 13630381A JP S6145562 B2 JPS6145562 B2 JP S6145562B2
- Authority
- JP
- Japan
- Prior art keywords
- circumferential
- grooves
- circumferential groove
- pneumatic tire
- outer circumferential
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000007704 transition Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000004308 accommodation Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0318—Tread patterns irregular patterns with particular pitch sequence
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—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)
Description
本発明は空気入りタイヤに関し、さらに詳しく
は、トレツド部に周方向溝と、この両側のシヨル
ダー部に複数のラグ溝からなるトレツドパターン
を備えた空気入りタイヤの改良に関するものであ
る。
一般にタイヤの諸性能は、そのトレツド構成特
にパターンに負うところが大きく、耐摩耗性はも
とより、操縦安定性や耐スキツド性に与える影響
は著しい。
そこで従来からトレツドパターンの設計に際し
ては、上述したような機能を如何に向上せしめる
かに最大の努力がなされているものの、設計の結
果得られたタイヤの走行時におけるパターンノイ
ズすなわち騒音について、必ずしも十分な配慮が
はらわれていたとは云えなかつた。
本発明の目的は、特にトレツド部に周方向溝
と、この両側のシヨルダー部に複数のラグ溝から
なるトレツドパターンを備えた空気入りタイヤ
の、走行時における騒音を軽減すると共に、乗心
地をも改善し得るようにした空気入りタイヤを提
供することにある。
以下本発明を実施例により図面を参照して詳細
に説明する。
第１図は本発明の実施例からなる空気入りタイ
ヤのトレツドパターンを示す平面視説明図、第２
図は第１図Ａ−Ａ矢視断面図、第３図ａ，ｂはそ
れぞれ本発明の他の実施例からなる空気入りタイ
ヤのトレツドパターンを示す平面視説明図、第４
図は本発明の空気入りタイヤと従来の空気入りタ
イヤの走行速度に対応する音圧レベルの変化を示
す図である。
図においてＥは本発明の実施例からなる空気入
りタイヤであつて、トレツド中央部Ａに設けた中
央周方向溝１と、前記トレツド中央部Ａとシヨル
ダー部Ｂとの間に配置した左右一対の外側周方向
溝２と、タイヤＥの両側のシヨルダー部Ｂに配置
した複数のラグ溝３とを備え、前記各周方向１及
び２は、同一ピツチＰ内において周方向溝幅ｔの
50〜100％断面方向にすぐれた赤道面に平行な２
つの直線部ｄとこの直線部ｄを連結する２つの移
行部ｅからなる千鳥形状をなしており、また前記
左右一対の外側周方向溝２は、各々の外側周方向
溝２が前記中央周方向溝１に対して周方向逆にず
れており、さらにこの該各外側周方向溝２のシヨ
ルダー側直線部d1の接地部における周方向区域Ｄ
内に、ラグ溝３を配置することにより構成されて
いる。
本発明における前記各周方向溝１及び２は、前
述したように、同一ピツチＰ内において周方向溝
幅ｔの50〜100％断面方向にずれた赤道面に平行
な２つの直線部ｄとこの直線部ｄを連結する２つ
の移行部ｅからなる千鳥形状をなすよう配置した
が、これは前記平行な２つの直線部ｄのずれ量ｈ
が周方向幅ｔの50％未満であると乗心地が悪化し
てしまい、またこのずれ量ｈが100％すなわち周
方向溝幅ｔを超えると走行時における騒音が増加
するので好ましくないからである。図示した本実
施例は、平行な２つの直線部ｄのずれ量ｈを周方
向溝幅ｔの100％すなわちｈ＝ｔとした場合であ
る。なお乗用車用タイヤでは周方向溝幅ｔを５〜
6.5mmとすることが好ましい。
また上述した平行な相対向する直線部ｄの周方
向における縁ずれ量ａは０〜2.0mmの範囲内とす
るのが好ましい。これは縁ずれ量ａが０未満つま
り逆の位置関係であると湿潤路走行時における排
水性が低下してしまい、縁ずれ量ａが２mmを超え
ると各周方向溝１及２によつて形成されるリブの
各凸部における剛性が低下してしまうからであ
る。
また本発明における前記左右一対の外側周方向
溝２は、前述のように各々外側周方向溝２が前記
中央周方向溝１に対して周方向逆にずれている
が、このづれ量ｂはピツチＰとの比で（ｂ／Ｐ）
0.20〜0.25の範囲内とするのが好ましい。ｂ／Ｐ
の値が0.20〜0.25の範囲以外であると走行時にお
ける騒音が増大し好ましくない。また外側周方向
溝２が中央周方向溝１に対し左右共に同一方向に
ずれているとこの場合も走行時における騒音が増
大し好ましくない。
さらに本発明においては、前述したように各外
側周方向溝２のシヨルダー側直線部d1の接地部に
おける周方向区域Ｄ内に、各ラグ溝３を配置して
あるが、これは各ラグ溝３が、左右各外側周方向
溝２の中央側直線部d2の接地部における周方向区
域Ｆ内に位置すると走行時における騒音が増大す
るので好ましくないからである。
また上述した本発明タイヤＥのトレツドパター
ンに加えて第３図ａ，ｂに示すように、カーフ４
を各リブ部５に配置すると、さらに乗心地及び排
水性を向上することができる。
特に第３図ｂに示すように、少なくとも周方向
溝１及び２によつて取りかこまれているリブ部５
ａに配置したカーフ４を、周方向溝１及び２ある
いはこれに連らなる切りかき溝６に連結するよう
に設けるとさらに騒音特性を向上することができ
る。
つづいて上述した本発明の空気入りタイヤＥと
従来の空気入りタイヤとの走行時における騒音の
実験結果を第４図に示す。
なお本実験に使用したタイヤの諸元は下記の通
りである。
The present invention relates to a pneumatic tire, and more particularly to an improvement in a pneumatic tire having a tread pattern consisting of a circumferential groove in the tread portion and a plurality of lug grooves in the shoulder portions on both sides of the circumferential groove. In general, the various performances of a tire are largely dependent on its tread configuration, particularly its pattern, which has a significant effect not only on wear resistance but also on handling stability and skid resistance. Therefore, when designing tread patterns, the greatest effort has been made to improve the above-mentioned functions. It cannot be said that sufficient consideration was given. The purpose of the present invention is to reduce the noise during running of a pneumatic tire having a tread pattern consisting of a circumferential groove in the tread portion and a plurality of lug grooves in the shoulder portions on both sides, and to improve riding comfort. It is an object of the present invention to provide a pneumatic tire which can also improve the air pressure. Hereinafter, the present invention will be explained in detail by way of examples with reference to the drawings. FIG. 1 is an explanatory plan view showing a tread pattern of a pneumatic tire according to an embodiment of the present invention, and FIG.
The figures are a sectional view taken along the line A-A in FIG. 1, FIGS.
The figure is a diagram showing changes in sound pressure level corresponding to running speed of a pneumatic tire of the present invention and a conventional pneumatic tire. In the figure, E denotes a pneumatic tire according to an embodiment of the present invention, which includes a central circumferential groove 1 provided in the tread center part A, and a pair of left and right grooves arranged between the tread center part A and the shoulder part B. It is provided with an outer circumferential groove 2 and a plurality of lug grooves 3 disposed in the shoulder portion B on both sides of the tire E, and each of the circumferential directions 1 and 2 has a circumferential groove width t within the same pitch P.
50-100% parallel to the equatorial plane with excellent cross-sectional direction 2
It has a zigzag shape consisting of two straight portions d and two transition portions e that connect the straight portions d, and the pair of left and right outer circumferential grooves 2 have a zigzag shape with each outer circumferential groove 2 extending in the central circumferential direction. It is offset in the opposite circumferential direction with respect to the groove 1, and furthermore, the circumferential area D at the ground contact part of the shoulder side straight part d1 of each outer circumferential groove 2 is
It is constructed by arranging a lug groove 3 inside. As described above, each of the circumferential grooves 1 and 2 in the present invention has two straight parts d parallel to the equatorial plane that are shifted in the cross-sectional direction by 50 to 100% of the circumferential groove width t within the same pitch P. The arrangement is such that it forms a staggered shape consisting of two transition parts e that connect the straight parts d, but this is due to the deviation h of the two parallel straight parts d.
If it is less than 50% of the circumferential width t, the riding comfort will deteriorate, and if the deviation h exceeds 100%, that is, the circumferential groove width t, noise during running will increase, which is not desirable. . In the illustrated embodiment, the amount of deviation h between the two parallel straight portions d is 100% of the circumferential groove width t, that is, h=t. In addition, for passenger car tires, the circumferential groove width t is 5~
Preferably, it is 6.5 mm. Further, it is preferable that the amount of edge deviation a in the circumferential direction of the above-mentioned parallel opposing straight line portions d is within the range of 0 to 2.0 mm. This is because if the amount of edge deviation a is less than 0, that is, if the positional relationship is reversed, drainage performance will decrease when driving on a wet road, and if the amount of edge deviation a exceeds 2 mm, the grooves formed by each circumferential groove 1 and 2 will deteriorate. This is because the rigidity of each convex portion of the rib is reduced. Further, in the pair of left and right outer circumferential grooves 2 of the present invention, each of the outer circumferential grooves 2 is offset from the center circumferential groove 1 in the opposite direction in the circumferential direction as described above. In ratio to P (b/P)
It is preferably within the range of 0.20 to 0.25. b/P
If the value is outside the range of 0.20 to 0.25, noise during driving increases, which is not preferable. Furthermore, if the outer circumferential groove 2 is shifted in the same direction on both the left and right sides with respect to the central circumferential groove 1, this is also undesirable because noise during running increases. Furthermore, in the present invention, as described above, each lug groove 3 is arranged within the circumferential area D of the ground contact part of the shoulder side straight part d 1 of each outer circumferential groove 2; 3 is located within the circumferential area F of the ground contact portion of the center straight portion d2 of the left and right outer circumferential grooves 2, which is not preferable because noise during running increases. In addition to the tread pattern of the tire E of the present invention described above, as shown in FIGS.
By arranging these on each rib portion 5, riding comfort and drainage performance can be further improved. In particular, as shown in FIG. 3b, the rib portion 5 is surrounded by at least the circumferential grooves 1 and 2.
The noise characteristics can be further improved by providing the kerf 4 located at point a so as to be connected to the circumferential grooves 1 and 2 or the cut grooves 6 connected thereto. Next, FIG. 4 shows experimental results of noise during running of the pneumatic tire E of the present invention described above and a conventional pneumatic tire. The specifications of the tires used in this experiment are as follows.
【表】
また本実験に使用したタイヤは、本発明の空気
入りタイヤＥの場合、上述した構成に加えて、前
述したように各周方向溝１及び２により形成され
るリブ部５に、周方向溝１及び２あるいは切りか
き溝６に連結する複数のカーフ４が配置してあ
り、またラグ溝３が配置されているシヨルダー側
のリブには前記周方向溝２あるいは切りかき溝６
に連結する複数のカーフ及び独立した複数のカー
フが配置されている。また従来の空気入りタイヤ
の場合、ラグ溝を有し、各周方向溝はジグザグ状
溝であり、また各周方向溝により形成されるリブ
部にはジグザグ状の周方向溝あるいは切りかき溝
に連結しない独立した複数のカーフと連結したカ
ーフの両方のカーフが配置してある。
第４図は上述した本発明のラジアルタイヤＥ
（実線で示す）と従来のラジアルタイヤ（点線で
示す）の走行時における騒音の実験結果を示す図
であつて、横軸には速度（Km/h）を、縦軸には
音圧レベル（dB）が取つてある。
なお使用タイヤサイズは、185SR14、リム５1/
２Ｊ−14、実験条件は、空気圧3.25Kg/cm3、荷重
660Kgである。
第４図を見ると明らかなように全速度域におい
て本発明の空気入りタイヤＥは従来の空気入りタ
イヤと比較して、走行時における騒音を軽減する
ことができることがわかる。
本発明は上述のように構成したから、特にトレ
ツド中央部に設けた中央周方向溝と、トレツド中
央部とシヨルダー部間に設けた左右一対の外側周
方向溝と、両側のシヨルダー部に位置する複数の
ラグ溝からなるトレツドパターンを備えた空気入
りタイヤの、走行時における騒音を大きく軽減す
ることができると共に、乗心地を含む居住性能を
大巾に改善することができる。[Table] In addition, in the case of the pneumatic tire E of the present invention, the tire used in this experiment has, in addition to the above-mentioned configuration, a rib portion 5 formed by each circumferential groove 1 and 2 as described above. A plurality of kerfs 4 connected to the directional grooves 1 and 2 or the cut groove 6 are arranged, and the rib on the shoulder side where the lug groove 3 is arranged has the circumferential groove 2 or the cut groove 6.
A plurality of kerfs connected to the kerf and a plurality of independent kerfs are arranged. In addition, conventional pneumatic tires have lug grooves, each circumferential groove is a zigzag groove, and the rib portion formed by each circumferential groove has a zigzag circumferential groove or a cut groove. Both a plurality of independent kerfs that are not connected and kerfs that are connected are arranged. FIG. 4 shows the radial tire E of the present invention described above.
(shown by the solid line) and a conventional radial tire (shown by the dotted line). The horizontal axis shows the speed (Km/h), and the vertical axis shows the sound pressure level ( dB) is set. The tire size used is 185SR14, rim 51/
2J-14, the experimental conditions were air pressure 3.25Kg/cm 3 and load.
It is 660Kg. As is clear from FIG. 4, it can be seen that the pneumatic tire E of the present invention can reduce noise during running in all speed ranges compared to the conventional pneumatic tire. Since the present invention is configured as described above, in particular, the central circumferential groove provided at the center of the tread, the pair of left and right outer circumferential grooves provided between the center of the tread and the shoulder portions, and the shoulder portions on both sides. To greatly reduce the noise during running of a pneumatic tire having a tread pattern consisting of a plurality of lug grooves, and to greatly improve the accommodation performance including riding comfort.
第１図は本発明の実施例からなる空気入りタイ
ヤのトレツドパターンを示す平面視説明図、第２
図は第１図Ａ−Ａ矢視断面図、第３図ａ，ｂはそ
れぞれ本発明の他の実施例からなる空気入りタイ
ヤのトレツドパターンを示す平面視説明図、第４
図は本発明の空気入りタイヤと従来の空気入りタ
イヤの走行速度に対応する音圧レベルの変化を示
す図である。
１……中央周方向溝、２……外側周方向溝、３
……ラグ溝、Ａ……トレツド中央部、Ｂ……シヨ
ルダー部、ｄ……直線部、ｅ……移行部、Ｄ……
周方向区域。
FIG. 1 is an explanatory plan view showing a tread pattern of a pneumatic tire according to an embodiment of the present invention, and FIG.
The figures are a sectional view taken along the line A-A in FIG. 1, FIGS.
The figure is a diagram showing changes in sound pressure level corresponding to running speed of a pneumatic tire of the present invention and a conventional pneumatic tire. 1... Central circumferential groove, 2... Outer circumferential groove, 3
...Lug groove, A...Tread center part, B...Shoulder part, d...Straight line part, e...Transition part, D...
Circumferential area.
Claims (1)
レツド中央部とシヨルダー部間に設けた左右一対
の外側周方向溝と、両側のシヨルダー部に位置す
る複数のラグ溝とからなる空気入りタイヤにおい
て、前記各周方向溝は、同一ピツチ内において周
方向溝幅（ｔ）の50〜100％断面方向にずれた赤
道面に平行な２つの直線部と該直線部を連結する
２つの移行部からなる千鳥形状をなしており、ま
た前記左右一対の外側周方向溝は、各々の外側周
方向が前記中央周方向溝に対して周方向逆にずれ
ており、さらに該各外側周方向溝のシヨルダー側
直線部の接地部における周方向区域内に、ラグ溝
を有することを特徴とする空気入りタイヤ。1 In a pneumatic tire consisting of a central circumferential groove provided in the center of the tread, a pair of left and right outer circumferential grooves provided between the center of the tread and the shoulder, and a plurality of lug grooves located in the shoulder on both sides. , each of the circumferential grooves consists of two straight parts parallel to the equatorial plane that are shifted in the cross-sectional direction by 50 to 100% of the circumferential groove width (t) within the same pitch, and two transition parts connecting the straight parts. The pair of left and right outer circumferential grooves have respective outer circumferential directions that are offset in the opposite circumferential direction from the center circumferential groove, and the shoulders of the respective outer circumferential grooves A pneumatic tire characterized by having lug grooves in a circumferential area of a ground contact portion of a side straight portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56136303A JPS5836707A (en) | 1981-08-31 | 1981-08-31 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56136303A JPS5836707A (en) | 1981-08-31 | 1981-08-31 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5836707A JPS5836707A (en) | 1983-03-03 |
| JPS6145562B2 true JPS6145562B2 (en) | 1986-10-08 |
Family
ID=15172031
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56136303A Granted JPS5836707A (en) | 1981-08-31 | 1981-08-31 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5836707A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0431841Y2 (en) * | 1985-08-30 | 1992-07-30 | ||
| JPS62168703A (en) * | 1986-01-21 | 1987-07-25 | Bridgestone Corp | Off-road running tire |
| JPH063055B2 (en) * | 1986-11-29 | 1994-01-12 | 段谷産業株式会社 | Partition wall |
| JP4671550B2 (en) * | 2001-07-17 | 2011-04-20 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP2021091298A (en) * | 2019-12-10 | 2021-06-17 | 住友ゴム工業株式会社 | tire |
-
1981
- 1981-08-31 JP JP56136303A patent/JPS5836707A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5836707A (en) | 1983-03-03 |
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