Patent Application
20230241926
The present technology relates to a pneumatic tire in which pitch variations are adopted in a tread pattern, and more specifically relates to a pneumatic tire that can provide a maintained effect of reducing “loudness” of pattern noise based on the pitch variations, reduced adjacent block integrated wear, and improved “abrasiveness” of the pattern noise.
In a pneumatic tire for a passenger vehicle, pitch variations are adopted in a tread pattern in order to reduce the “loudness” of pattern noise (see, for example, Japan Unexamined Patent Publication Nos. H07-156615 A, H07-156614 A, H08-020205 A, H10-166817 A and 2015-120449 A). However, when pitch variations are adopted, although the effect of reducing the “loudness” is obtained with the frequency dispersion of the pattern noise, temporal variation occurs in noise due to block sizes varying on the tire circumference, causing “abrasiveness” to appear in the pattern noise. The “abrasiveness” is a state in which a rough, harsh and unpleasant tone is perceived instead of ear-pleasing and smooth sound.
On the other hand, in areas where a driving pattern with almost no acceleration or deceleration is frequently repeated, a special wear mode (hereinafter referred to as, “adjacent block integrated wear”) in which blocks adjacent in the tire circumferential direction wear in an integrated manner may occur in a shoulder portion on the inner side of a pneumatic tire when mounted on the vehicle. Such adjacent block integrated wear is mainly due to the difference in rigidity between the blocks adjacent in the tire circumferential direction.
The present technology provides a pneumatic tire that can provide maintained effect of reducing “loudness” of pattern noise based on pitch variations, reduced adjacent block integrated wear, and improved “abrasiveness” of the pattern noise.
A pneumatic tire according to an embodiment of the present technology includes a shoulder land portion defined by a circumferential groove having a groove width of 3 mm or more on a tread portion and a plurality of width direction grooves provided in the shoulder land portion and extending in a tire width direction. The width direction grooves include a plurality of lug grooves having a groove width at a reference position at a center of the shoulder land portion in the tire width direction of 1.5 mm or more and a groove depth of 50% or more of a maximum groove depth of the width direction grooves on a tire circumference. A plurality of block-like land portions defined by the lug grooves has circumferential lengths varying at the reference position. A ratio of a maximum to minimum circumferential length of the block-like land portions being in a range of 1.2 or more and 1.8 or less.
In the pneumatic tire, the number of block-like land portions on the tire circumference is N, the circumferential lengths of the block-like land portions are sequentially P1, P2, . . . , PN along the tire circumferential direction, the circumferential length of any block-like land portion is Pi (i=1 to N), the number of block-like land portions satisfying Pi/min(Pi−1, Pi+1)≤0.95 is M1, the number of block-like land portions satisfying 2Pi/(Pi−1+Pi+1)≤0.95 is M2, an index R is R=(M1·M2)1/2/N, and the index R is in a range 0≤R≤0.2.
According to an embodiment of the present technology, in the pneumatic tire in which pitch variations are adopted in the shoulder land portion, the number of block-like land portions satisfying Pi/min(Pi−1, Pi+1)≤0.95 is M1, the number of block-like land portions satisfying 2Pi/(Pi−1+Pi+1)≤0.95 is M2, an index R is R=(M1·M2)1/2/N, and the index R in a range 0≤R≤0.2 reduces adjacent block integrated wear while maintaining the effect of reducing the “loudness” of pattern noise based on the pitch variations and can improve the “abrasiveness” of pattern noise.
According to an embodiment of the present technology, it is preferable that the index R is in the range 0≤R≤0.2 at any position of a specified region of from 30% to 70% from an inner edge in the tire width direction toward a ground contact edge of the shoulder land portion. This effectively reduces adjacent block integrated wear and can improve the effect of improving the “abrasiveness” of pattern noise.
It is preferable that a ratio M1/N of the number M1 to the number N of the block-like land portions is in a range 0≤M1/N≤0.15. This effectively reduces adjacent block integrated wear and can improve the effect of improving the “abrasiveness” of pattern noise.
It is preferable that the number of levels of the circumferential lengths of the block-like land portions is 3 or more, a maximum value of the circumferential length of the block-like land portions is Pmax, a minimum value of the circumferential length of the block-like land portions is Pmin, a sum of circumferential lengths of block-like land portions satisfying Pi<Pmin·(Pmax/Pmin)1/3 is PL, a sum of circumferential lengths of block-like land portions satisfying Pi>Pmin·(Pmax/Pmin)2/3 is PH, the following Mathematical Formulas (1) and (2) are satisfied, and a relationship of 0.4≤PH/PL≤3.0 is satisfied.
This disperses the circumferential lengths of the block-like land portions so as not to be biased to a specific circumferential length, thus effectively reduces the “loudness” based on the pitch variations, and can enhance the effect of improving the “abrasiveness” of pattern noise.
It is preferable that narrow grooves having a groove width of 1 mm or more and 2 mm or less and a groove depth of 10% or more and less than 50% of the maximum depth of the lug grooves are disposed in the shoulder land portion at an angle of 35° or less with respect to the tire circumferential direction. Providing the narrow grooves oriented in the tire circumferential direction in this way reduces the rigidity of the shoulder land portion without adversely affecting the pattern noise and can further reduce the pattern noise.
It is preferable that at least one sipe which extends in the tire width direction and has a groove width of less than 1.5 mm and a groove depth of 50% or more and less than 100% of a maximum groove depth of the lug grooves is disposed in each of the block-like land portions of the shoulder land portion. Providing the sipes that have little effect on the pattern noise in this way reduces the rigidity of each of the block-like land portions of the shoulder land portion and can further reduce the pattern noise.
It is preferable that a ratio Pmax/Pmin of the maximum value Pmax to the minimum value Pmin of the circumferential lengths of the block-like land portions is 1.4 or more, and the number Mi of sipes disposed in block-like land portions satisfying Pi>Pmin·(Pmax/Pmin)2/3 is larger than the number Mmin of sipes disposed in block-like land portions having the minimum value Pmin. Increasing the number of sipes in such block-like land portions having a large land portion length reduces the difference in rigidity between the block-like land portions and can effectively reduce the adjacent block integrated wear.
When mi (mi≥2) sipes are disposed in any block-like land portion crossing the reference position, the block-like land portion is partitioned into three or more small land portions by the mi sipes, and circumferential lengths of the small land portions at the reference position are sequentially S1, S2, . . . , Smi+1 along the tire circumferential direction, relationships min(S1, Smi+1)≥0.95·max(S2, S3, . . . Sm) and max(S1, Smi+1)≤1.5·min(S2, S3, . . . , Smi) are preferably satisfied. Specifying the relationship between the circumferential lengths of the three or more small land portions defined in the block-like land portions in this way reduces the difference in rigidity between the small land portions, can effectively reduce the adjacent block integrated wear, and enhance the pattern noise reduction effect.
In an embodiment of the present technology, the reference position of the center of the shoulder land portion in the tire width direction is a position in the tire width direction that is a midpoint between the inner edge in the tire width direction and the ground contact edge of the shoulder land portion. However, when a circumferential groove with a groove width of less than 3 mm is at this position, the position is 5 mm away from the circumferential groove with a groove width of less than 3 mm to the outer side in the tire width direction. The ground contact edge of the tread portion is located at the outermost side in the tire axial direction of the ground contact shape measured under the condition that the tire is mounted on a regular rim, filled with regular internal pressure, placed vertically on a flat surface, and applied with a regular load. “Regular rim” refers to a rim defined by a standard for each tire according to a system of standards that includes standards with which tires comply, and is “standard rim” defined by Japan Automobile Tyre Manufacturers Association (JATMA), “Design Rim” defined by The Tire and Rim Association, Inc. (TRA), or “Measuring Rim” defined by European Tire and Rim Technical Organization (ETRTO), for example. “Regular internal pressure” is 230 kPa. “Regular load” is a load equivalent to 75% of the maximum load capacity determined for each tire by each standard in a standard system including the standard on which the tire is based.
Configurations of embodiments of the present technology will be described in detail below with reference to the accompanying drawings. Note that the present technology is not limited to the following embodiments. Additionally, constituents of the embodiments include constituents that are substitutable and are obviously substitutes while maintaining consistency with the embodiments of the technology. Additionally, a plurality of modified examples described in the embodiments can be combined in a discretionary manner within the scope apparent to one skilled in the art.
As illustrated in
A carcass layer 4 is mounted between the pair of bead portions 3, 3. The carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction and is folded back around a bead core 5 disposed in each of the bead portions 3 from a tire inner side to a tire outer side. A bead filler 6 having a triangular cross-sectional shape and formed of a rubber composition is disposed on the outer circumference of the bead core 5.
On the other hand, a plurality of belt layers 7 is embedded on an outer circumferential side of the carcass layer 4 in the tread portion 1. Each of the belt layers 7 includes a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are disposed so as to intersect each other between the layers. In the belt layers 7, the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set to fall within a range of from 10° to 40°, for example. Steel cords are preferably used as the reinforcing cords of the belt layers 7. To improve high-speed durability, at least one belt cover layer 8, formed by disposing reinforcing cords at an angle of, for example, 5° or less with respect to the tire circumferential direction, is disposed on an outer circumferential side of the belt layers 7. Organic fiber cords such as nylon and aramid are preferably used as the reinforcing cords of the belt cover layer 8.
Note that the tire internal structure described above represents a typical example for a pneumatic tire, but the pneumatic tire is not limited thereto.
As illustrated in
In each of the center land portions 20, a plurality of terminating grooves 21 having one end communicating with the shoulder main groove 12 and the other end terminating within the center land portion 20 is formed at intervals in the tire circumferential direction. On the other hand, as illustrated in
Here, the position in the tire width direction, which is the midpoint between the inner edge Eg in the tire width direction and the ground contact edge E of the shoulder land portion 30, is defined as the reference position P of the center in the tire width direction of the shoulder land portion 30. When the position of the shoulder main groove 12 in the tire width direction varies along the tire circumferential direction, the inner edge Eg in the tire width direction of the shoulder land portion 30 is set to the position that protrudes most inward in the tire width direction. The lug grooves 31 have a groove width of 1.5 mm or more, preferably 3 mm or more and 6 mm or less, measured in the tire circumferential direction at the reference position P of the center of the shoulder land portion 12 in the tire width direction. The groove depth of the lug grooves 31 at the reference position P may vary along the tire circumferential direction, but in any case, the groove depth is 50% or more of the maximum depth of the width direction grooves extending in the tire width direction in the shoulder land portion 30 (the maximum depth of the lug grooves 31 in the embodiment illustrated in
The circumferential length Pi of the block-like land portion 32 at the reference position P of the center of the shoulder land portion 30 in the tire width direction varies along the tire circumferential direction. The ratio of a maximum to minimum circumferential length Pi of the block-like land portion 32 (the ratio of the maximum value P max to the minimum value Pmin) is set within the range of 1.2 or more and 1.8 or less. That is, pitch variations are applied to the block-like land portions 32 of the shoulder land portion 30.
In the pneumatic tire described above, when the number of block-like land portions 32 on the tire circumference is N, the circumferential lengths of the block-like land portions 32 are sequentially P1, P2, . . . , PN along the tire circumferential direction, the circumferential length of any block-like land portion is Pi (i=1 to N), the number of block-like land portions satisfying Pi/min(Pi−1Pi+1)≤0.95 is M1, the number of block-like land portions satisfying 2Pi/(Pi−1+Pi+1)≤0.95 is M2, and an index R is R=(M1·M2)1/2/N, the index R is set in the range 0≤R≤0.2. Here, i−1=N when i=1, and i+1=1 when i=N.
The index R defined in this way can be controlled, for example, by adjusting the ratio of the circumferential lengths Pi of adjacent block-like land portions 32, adjusting the number of levels of the circumferential lengths Pi of the block-like land portions 32, or changing the arrangement of the block-like land portions 32.
In the pneumatic tire employing the pitch variations in the shoulder land portions 30 as described above, when the number of block-like land portions satisfying Pi/min(Pi−1, Pi+1)≤0.95 is M1, the number of block-like land portions satisfying 2Pi/(Pi−1+Pi+1)≤0.95 is M2, and the index R is R=(M1·M2)1/2/N, the index R is in the range 0≤R≤0.2. As a result, it is possible to suppress adjacent block integrated wear while maintaining the effect of reducing the “loudness” of pattern noise based on pitch variations and improve “abrasiveness” of pattern noise.
According to the findings of the present inventors, as illustrated in
In particular, the index R may be in the range 0≤R≤0.2 at any position of a specified region of from 30% to 70% from the inner edge Eg in the tire width direction toward the ground contact edge E of the shoulder land portion 30 (that is, a belt-shaped region around the reference position P and having a width corresponding to 40% of the distance L from the inner edge Eg in the tire width direction to the ground contact edge E of the shoulder land portion 30). Satisfying 0≤R≤0.2 in a wide specified region including the reference position P in this way effectively reduces adjacent block integrated wear and can enhance the effect of improving the “abrasiveness” of the pattern noise.
In the pneumatic tire described above, when the number of levels of the circumferential length of the block-like land portion 32 is 3 or more, a maximum value of the circumferential length of the block-like land portion 32 is Pmax, a minimum value of the circumferential length of the block-like land portion 32 is Pmin, a sum of the circumferential lengths of the block-like land portions 32 satisfying Pi<Pmin·(Pmax/Pmin)1/3 is PL, and a sum of the circumferential lengths of the block-like land portions 32 satisfying Pi>Pmin·(Pmax/Pmin)2/3 is PH, the following expressions (1) and (2) may be satisfied and a relationship of 0.4≤PH/PL≤3.0 may be satisfied.
As a result, since the circumferential lengths of the block-like land portions 32 are dispersed and are not biased toward a specific circumferential length, it is possible to effectively reduce the “loudness” based on pitch variations and enhancing the effect of improving the “abrasiveness” of pattern noise.
Here, when the sum PL of the circumferential lengths of the block-like land portions 32 satisfying Pi<Pmin·(Pmax/Pmin)1/3 or the sum PH of the circumferential lengths of the block-like land portions 32 satisfying Pi>Pmin·(Pmax/Pmin)2/3 is too large or small for the whole, the circumferential length of the block-like land portions 32 will be biased and the effect of improving the “abrasiveness” of the pattern noise is reduced. Similarly, when the value of PH/PL is out of the above-described range, the circumferential length of the block-like land portion 32 is biased, and the effect of improving the “abrasiveness” of pattern noise is reduced. In particular, it is desirable to satisfy the relationship of 0.7≤PH/PL≤2.2.
In addition, when the number of levels of the circumferential length of the block-like land portion 32 is less than 3, the change in the circumferential length between levels becomes large, and the effect of improving adjacent block integrated wear and the “abrasiveness” of pattern noise is reduced. In particular, the number of levels of the circumferential lengths of the block-like land portions 32 is preferably 5 or more, and the upper limit thereof is preferably 40% or less of the number N of block-like land portions 32 on the tire circumference. Even the number of levels exceeding 40% of the number N has no difference in the effect.
In
In
The sipe 34 is preferably disposed such that a straight line connecting both ends thereof is at an angle of 30° or less with respect to the tire width direction. In this case, the rigidity in the front-rear direction of each block-like land portion 32 can be efficiently reduced. The sipe 34 is preferably disposed so that at least a portion of the sipe 34 overlaps a specified region of from 30% to 70% from the inner edge Eg in the tire width direction of the shoulder land portion 30 toward the ground contact edge E. More preferably, the sipe 34 is disposed crossing a position (the reference position P) of 50% from the inner edge Eg in the tire width direction toward the ground contact edge E of the shoulder land portion 30. Disposing the sipes 34 in this way reduces the rigidity near the center portion of each block-like land portion 32, thus efficiently reducing the rigidity of each block-like land portion 32 in the front-rear direction.
In addition, when the sipes 34 are disposed crossing the position (the reference position P) of 50% from the inner edge Eg in the tire width direction toward the ground contact edge E of the shoulder land portion 30, and each block-like land portion 32 is partitioned into a plurality of small land portions 35 by the sipes 34, the ratio of the larger one of the circumferential length of the small land portions 35 located at both ends in the tire circumferential direction of each block-like land portion 32 to the smaller one of the circumferential length is preferably 1.2 or less. As a result, the rigidity on the leading side and the trailing side when each block-like land portion 32 contacts the ground during rolling of the tire is balanced and the adjacent block integrated wear can be effectively suppressed.
In the above-described pneumatic tire, it is preferable that the ratio Pmax/Pmin of the maximum value Pmax to the minimum value Pmin of the circumferential length of the block-like land portion 32 is 1.4 or more, and the number Mi of sipes 34 disposed in the block-like land portion 32 satisfying Pi>Pmin·(Pmax/Pmin)2/3 is larger than the number Mmin of sipes 34 disposed in the block-like land portion 32 having the minimum value Pmin. Increasing the number of sipes 34 in such a block-like land portion 32 having a relatively large land portion length reduces the difference in rigidity between the block-like land portions 32 and can effectively reduce the adjacent block integrated wear. However, when the difference in the number of sipes 34 between the block-like land portions 32 is too large, a difference in rigidity will occur. Thus, the upper limit of the number Mi of sipes 34 is preferably set to Mmin·(Pmax/Pmin)+1.
In the above-described pneumatic tire, it is preferable that when mi (mi≥2) sipes are disposed in any block-like land portion 32 crossing the reference position P, the block-like land portion 32 is partitioned into three or more small land portions 35 by the mi sipes, and the circumferential lengths of the small land portions 35 at the reference position P are sequentially S1, S2, . . . , Smi+1 along the tire circumferential direction, a relationship of min(S1, Smi+1)≥0.95·max(S2, S3, . . . Sm) and max(S1, Smi+1)≤1.5·min(S2, S3, . . . Smi) is satisfied.
Specifying the relationship of the circumferential lengths of the three or more small land portions 35 defined in the block-like land portion 32 in this way reduces the difference in rigidity between the small land portions 35, can effectively reduce the adjacent block integrated wear, and enhance the pattern noise reduction effect. Here, when the minimum value of the circumferential lengths S1, Smi+1 of the small land portions 35 located at both ends in the tire circumferential direction of the block-like land portion 32 is smaller than 0.95 times the maximum value of the circumferential lengths S2, S3, . . . , Sm of the other small land portions 35, the difference in rigidity between the small land portions 35 becomes excessive and the desired effect cannot be obtained. In addition, when the minimum value of the circumferential lengths (S1, Smi+1) of the small land portions 35 located at both ends in the tire circumferential direction of the block-like land portion 32 is larger than 1.5 times the maximum value of the circumferential lengths (S2, S3, . . . , Sm) of the other small land portions 35, the difference in rigidity between the small land portions 35 becomes excessive and the desired effect cannot be obtained.
A pitch variation that satisfies the specific requirements described above can be applied to at least one shoulder land portion of a pneumatic tire and may be applied to both shoulder land portions. Further, in a pneumatic tire having a specified mounting direction with respect to a vehicle, it is preferable to apply a pitch variation that satisfies the above-described specific requirements to the shoulder land portion on the vehicle mounting inner side.
Pneumatic tires of Conventional Example and Examples 1 to 11 were manufactured. The tires have a size of 225/55R17, and include a tread portion provided with a shoulder land portion defined by a circumferential groove having a groove width of 3 mm or more, the shoulder land portion includes a plurality of width direction grooves extending in a tire width direction, the width direction grooves include a plurality of lug grooves having a groove width at a reference position at a center of the shoulder land portion in the tire width direction of 1.5 mm or more and a groove depth of 50% or more of a maximum groove depth of the width direction grooves on a tire circumference, and a pitch variation is employed in which a plurality of block-like land portions defined by the lug grooves has circumferential lengths varying at the reference position. In the tires, the number N of block-like land portions on the tire circumference is 54, the number of levels of the circumferential lengths of the block-like land portions is 7, the ratio Pmax/Pmin of the maximum value Pmax to the minimum value Pmin of the circumferential lengths of the block-like land portions is 1.5, and the other configurations are set as illustrated in Table 1.
As the arrangement of the block-like land portions, one of A to D illustrated in
Furthermore, in Conventional Example and Examples 1 to 11, the index R at the reference position, the maximum value of the index R in the specified region, M1/N, PH/PL, the presence of narrow grooves, the number of sipes in a small block-like land portion, the number of sipes in a large block-like land portion, and the ratio of the circumferential length of small land portions located at both ends in the tire circumferential direction of the block-like land portion to the circumferential length of the small land portion located in an intermediate portion in the tire circumferential direction of the block-like land portion were varied. In Conventional Example and Example 1, the angle of the lug grooves is changed according to the circumferential length of the block-like land portion. In Examples 2 to 11, the angle of the lug grooves was constant regardless of changes in the circumferential length of the block-like land portions.
These test tires were evaluated for uneven wear resistance and pattern noise performance by the following test methods, and the results are also shown in Table 1.
Uneven Wear Resistance:
Each test tire was assembled on a wheel with a rim size of 17×7.5J, mounted on a front wheel drive vehicle with an engine displacement of 2 liters, and inflated to an air pressure of 220 kPa. After running 20,000 km on a dry road surface, a circumferential profile of the shoulder land portion on the vehicle mounting inner side of each of the four wheels was measured at the reference position. The number of sections where adjacent block integrated wear occurred was counted, and a total number for four wheels was obtained. The evaluation results are expressed as index values using the reciprocal of the total number of wear occurrence sections with the value of Conventional Example being defined as 100. Larger index values indicate the smaller number of sections where adjacent block integrated wear occurred and superior uneven wear resistance.
Pattern Noise Performance:
Each test tire was assembled on a wheel with a rim size of 17×7.5J, mounted on a front wheel drive vehicle with an engine displacement of 2 liters, and inflated to an air pressure of 220 kPa. Feeling evaluation was conducted for the “loudness” and the “abrasiveness” with regard to noise (pattern noise) in the cabin when running on a dry and smooth asphalt road surface at a speed of 60 km/h. The evaluation results were scored with index values with the value of Conventional Example being defined as 100. Larger index values indicate superior pattern noise performance.
As can be seen from Table 1, the tires of Examples 1 to 11 could suppress adjacent block integrated wear while maintaining the effect of reducing the “loudness” of pattern noise based on pitch variations and improve “abrasiveness” of pattern noise.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-093554 | May 2020 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2021/018546 | 5/17/2021 | WO |
