CN108688408A - 摩托车轮胎 - Google Patents
摩托车轮胎 Download PDFInfo
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Abstract
本发明涉及一种摩托车轮胎。该摩托车轮胎包括:胎体,该胎体在一对胎圈部之间延伸,越过胎面部和一对胎侧部;以及带,该带布置在所述胎面部中,位于所述胎体的径向外侧,其中:所述带由具有螺旋卷绕的钢带帘线的帘布层构成;并且所述钢带帘线的抗压刚度不大于500N/mm,所述钢带帘线的抗弯刚度不大于15.0g·cm,并且所述钢带帘线的在49N时的伸长率为0.5%至2.5%。
Description
技术领域
本发明涉及摩托车轮胎,更具体地,涉及胎面增强带,所述胎面增强带能够在确保良好的操纵稳定性的同时提高轮胎的耐久性。
背景技术
已提出了设有带的摩托车轮胎,该带利用钢帘线,以便在直线行驶期间保持良好高速稳定性的同时提高转向性能。
在此,“带”是指胎面增强帘布层,在该胎面增强帘布层中,增强帘线相对于轮胎圆周方向的角度较小,例如,小于10度,通常,小于约5度。
当钢帘线用作摩托车轮胎的此胎面增强带的帘线时,因为钢帘线的抗压刚度高,所以可能在制造摩托车轮胎时在带帘线上出现弯折。摩托车轮胎的胎面的曲率半径较小,并且与在轮胎赤道侧相比,轮胎的外径在胎面边缘侧变小。因此,由于轮胎外径的差异,当带材料的原料条的胎面边缘侧向下施加至诸如胎体的底层结构时,胎面边缘侧的带帘线受到压缩力。如果带帘线的抗压刚度高并且当它可能在纵向上不能再被压缩时,出现弯折。由于压缩疲劳,这种弯曲会在行驶期间降低带帘线的耐久性。
日本专利申请公报第2013-139165号公开了一种设有由螺旋卷绕的带帘线形成的带的摩托车轮胎。因此,没有使用待向下施加至底层结构的带材料的原料条,并且因而,可以避免在轮胎制造期间出现弯折。在该公报中,为了防止带的起伏以提高操纵稳定性,带帘线由五根钢丝制成,这五根钢丝具有0.2mm的相同直径并扭结在一起,形成1×5×0.2的结构,其中这五根钢丝包括成形丝,并且带帘线具有从200至400N/mm的抗压刚度。然而,在此轮胎中,在以较大倾斜角转弯以使得胎面的边缘部与地面接触期间,仍有弯折的可能性。因此,在防止带帘线弯折方面存在提高空间。
发明内容
因此,本发明的目的是提供一种摩托车轮胎,其中,通过抑制弯折的出现,在不牺牲操纵稳定性的情况下提高耐久性。
根据本发明,一种摩托车轮胎包括:胎体,该胎体在一对胎圈部之间延伸,经过胎面部和一对胎侧部;以及带,该带在所述胎面部中布置在所述胎体的径向外侧,其中:所述带由具有螺旋卷绕的钢带帘线的帘布层构成;并且所述钢带帘线的抗压刚度不大于500N/mm,所述钢带帘线的抗弯刚度不大于15.0g·cm,并且所述钢带帘线的在49N的载荷下的伸长率为0.5%至2.5%。
优选的是,所述钢带帘线具有1×4扭结结构,在该扭结结构中,包括至少一根成形钢丝(shaped filament)的四根钢丝扭结在一起。
附图说明
图1是示出了根据本发明的实施方式的摩托车轮胎的剖视图。
图2是示出了带条的立体图。
图3是示出了带帘线的实施例的横截面图。
图4是概念性示出成形钢丝的侧视图。
图5(A)是示出用于测量抗压刚度的带帘线的样品的示意图。
图5(B)是示出带帘线的载荷-压缩量曲线的图。
图6是用于说明一种用于测量帘线的抗弯刚度的示意图。
[参考标记说明]
1 摩托车轮胎
2 胎面部
3 胎侧部
4 胎圈部
5 胎圈芯
6 胎体
7 带
7A 带帘布层
10 带帘线
12 钢丝
12A 成形钢丝
具体实施方式
现在将结合附图详细地说明本发明的实施方式。
根据本发明,如图1所示,摩托车轮胎1包括:胎面部2;一对轴向间隔开的胎圈部4,每个胎圈部在其中具有胎圈芯5;在胎面边缘和胎圈部之间延伸的一对胎侧部3;胎体6,该胎体在胎圈部4之间延伸,通过胎面部2和胎侧部3;以及胎面增强带7,该胎面增强带在胎面部2中布置在胎体6的径向外侧。
作为摩托车轮胎的特征,胎面部2(包括胎体6、带7以及位于其上的胎面橡胶)凸形弯曲,使得胎面边缘Te之间的胎面2S像径向向外隆起的弧线一样弯曲,并且轮胎1的最大横截面宽度出现在胎面边缘Te之间,即,等于轴向胎面宽度TW。
胎体6由帘线的至少一个帘布层构成,所述帘线以相对于轮胎圆周方向成在60至90度范围内的角径向地布置。在该实施方式中,胎体6由单个帘布层6A构成。关于胎体帘线,优选地利用有机纤维帘线,例如,尼龙、聚酯、人造纤维等。
胎体帘布层6A在胎圈部4之间延伸,通过胎面部2和胎侧部3,并且在该实施方式中,胎体帘布层从轮胎的轴向内侧围绕每个胎圈部4中的胎圈芯5向轮胎的轴向外侧翻起,以形成一对翻起部6b和位于翻起部之间的主体部6a。
在每个胎圈部4中,在主体部6a和翻起部6b之间布置有胎圈三角橡胶8,该胎圈三角橡胶以渐缩的方式从胎圈芯5向外径向延伸,从而增强胎圈部。
带7由在轮胎圆周方向上螺旋地卷绕的至少一根带帘线10构成。
在该实施方式中,上述的至少一根带帘线10卷绕在单个帘布层7A中。带帘布层7A通过螺旋地卷绕带条11而形成。如图2所示,带条11为长窄条的生拔顶橡胶(raw toppingrubber)G,其中单根帘线10或平行的帘线10沿其长度嵌在所述生拔顶橡胶中。
每个带帘线10是由扭结在一起的多根(N)钢丝12制成的钢帘线。关于扭结结构,可以采用:表示为1×N结构的单扭结帘线,其中,多根(N)钢丝12最终扭结成帘线;以及表示为m×n结构(m>1,m+n=N)的多扭结帘线,其中,多根(n)股线最终扭结成帘线,每根股线都通过首先扭结多根(m)钢丝12而形成。例如,可以采用图3中示出的1×4结构,1×5结构,3×3结构等。
在任何情况下,待扭结成帘线的多根(N)钢丝12包括至少一根成形钢丝12A。成形钢丝12A在扭结之前被成形为非线性形状。图4放大地示出了成形钢丝12A的实施例。该实施例被成形为在平面中重复波峰和波谷的二维波浪形,尤其是Z字形。
根据本发明,带帘线10被构造为具有不大于500N/mm的抗压刚度,不大于15.0g·cm的抗弯刚度,具有在49N的载荷下的不小于0.5%且不大于2.5%的伸长率。
如下测量抗压刚度。首先,准备直径为25mm且高度为25mm的两个圆柱形橡胶块g。用作样品K1的其中一个橡胶块具有切割成25mm长的带帘线10,该带帘线沿块的圆柱形的中心线嵌入,该中心线在高度方向上延伸,如图5(A)所示。不具有带帘线10的另一个橡胶块用作控制器K2(未示出)。橡胶块K1和K2在165摄氏度的温度下被硫化,硫化时间为18分钟。
然后,使用测试机,以2.0mm/min的速率在高度方向上压缩每个块K1,K2,同时测量压缩载荷和压缩量。样品K1的测量数据通过使用控制器K2的测量数据来修正,并且获得如图5(B)中示出的带帘线10的载荷-压缩曲线。从所获得的曲线的中间部分的梯度,确定抗压刚度(N/mm)。
如下确定抗弯刚度。夹住带帘线10的两端,以使得两端之间的带帘线长度变成145mm,例如使用由TABER公司(美国)制造的刚度测量器(例如,150-D型)。然后如图6所示,将带帘线10(朝一侧)弯曲+15度并且(朝另一侧)弯曲-15度,同时在相应角时测量弯矩。由在+15度和-15度时测量的弯矩,将抗弯刚度(g·cm)确定为上述两弯矩的平均值。
通过将49N的拉伸载荷施加至帘线10并且测量伸长(单位:%)来确定在载荷为49N时的伸长率。
可以通过改变扭结次数、每根钢丝12的直径d、钢丝12的数量N、成形钢丝12A的数量、成形高度h(在图4中示出)以及成形节线长P(在图4中示出)来调节带帘线10的抗压刚度、抗弯刚度以及伸长率。例如,(A)通过增加扭结次数,减小抗压刚度,减小抗弯刚度,并且增加伸长率。(B)通过增加钢丝12的数量,增加抗压刚度,增加抗弯刚度,并且减小伸长率。(C)通过增加钢丝12的直径d,增加抗压刚度,增加抗弯刚度,并且减小伸长率。(D)通过增加成形钢丝12A的数量,减小抗压刚度,增加抗弯刚度,并且增加伸长率。(E)通过增加成形高度h,减小抗压刚度,增加抗弯刚度,并且增加伸长率。(F)通过增加节线长P,增加抗压刚度,减小抗弯刚度,并且增加伸长率。
关于扭结结构,1×4结构、1×5结构以及3×3结构是优选的。尤其是,从抗压刚度和抗弯刚度之间的平衡的角度看,1×4结构是优选的。
关于扭结(最终扭结)的数量,从帘线的强度和耐疲劳性的角度来看,优选的是,将该扭结的数量设定在8至12圈/10厘米的范围内。
关于每根钢丝12的直径d,从帘线的强度和刚度的角度来看,优选的是,将该直径设定在0.15至0.25mm的范围内。
关于成形高度h,从橡胶侵入帘线和帘线的刚度的角度来看,优选的是,将该成形高度设定在0.15至0.25mm的范围内。
关于成形节线长P,从橡胶侵入帘线和帘线的刚度的角度来看,优选的是,将成形节线长设定在2.5至5.0mm的范围内。
如上所述,因为带帘线10的抗压刚度不大于500N/mm,所以容易分散钢丝12上的压缩应力,并且抑制弯折的出现,由此可以提高耐压缩疲劳性。在这种场合,因为抗弯刚度不大于15.0g·cm,所以压缩应力的方向转向钢丝12的弯曲方向,因此,进一步减小钢丝12的压缩应力。因而,可以增加耐压缩疲劳性。
如上所解释的,压缩应力部分地转化成钢丝12上的弯曲应力。然而,因为钢丝12的耐弯曲疲劳性是优良的,并且进一步,带帘线10的耐弯曲疲劳性因抗弯刚度设定在不大于15.0g·cm的范围内而是充足的且优良的,所以可以增加耐压缩疲劳性以提高轮胎的耐久性,同时抑制在弯折方向上增大应力对于耐久性的不利影响。
另外,因为带帘线10具有在帘线载荷为49N的情况下不大于2.5%的伸长率,所以可以保持良好的操纵响应性。此外,因为伸长率不小于0.5%,所以可以保持良好的道路附着性。因此,可以获得优良的机动性。
如果抗压刚度超过500N/mm,存在耐压缩疲劳性变得不足的可能性,并且带帘线10在行驶期间被损坏,因此,降低轮胎的耐久性。如果抗压刚度太低,则轮胎缺乏刚度感,降低了操纵稳定性。从此角度来看,抗压刚度优选地不小于200N/mm,更优选地不小于300N/mm,并且优选地不大于450N/mm。
如果抗弯刚度超过15.0g·cm,则降低了耐弯曲疲劳性,并且还降低了提高耐压缩疲劳性的效果。因此,带帘线10变得在行驶期间易受损,由此降低了轮胎的耐久性。如果抗弯刚度太低,轮胎缺乏刚度感,降低了操纵稳定性。从此角度来看,抗弯刚度优选地不小于5.0g·cm,更优选地不小于8.0g·cm,并且优选地不大于14.5g·cm。
如果帘线的伸长率超过2.5%,则操纵响应性变得不足。如果伸长率小于0.5%,则轮胎的接地区域的长度变得减小,并且道路附着性变得不足。在任一情况下,都损害操纵稳定性。从此角度来看,帘线的伸长率优选地不大于2.0%并且优选地不小于0.8%。
优选的是,带7的帘线数在带7的宽度方向上处于30至45头/5厘米宽度的范围内。
如果需要的话,摩托车轮胎1可以在带7和胎体6之间设有带束帘布层。带束帘布层为具有平行的带束帘线的帘布层,所述带束帘线以相对于轮胎圆周方向成较小角度(例如,在10至60度的范围内)布置。关于带束帘线,合适的话,可以采用有机纤维帘线和钢帘线。
虽然已对本发明的优选实施方式进行了详细说明,但是本发明可以以多种形式实施,而不限于示例的实施方式。
对比测试
为了确认本发明的有利效果,实验性地制造了具有图1中示出的内部结构的尺寸为190/50ZR17的摩托车轮胎(用于后轮),并且为了耐久性和操纵稳定性对其进行了测试。
除了带帘线之外,测试轮胎具有相同的规格,表1中列出了所述规格。
相同的规格如下:
胎体:1880分特克斯/2人造丝帘线的单帘布层(帘线数:50头/5厘米宽度)
带:带帘线的单帘布层(帘线数:36头/5厘米宽度)
钢丝的材料:高碳钢丝
(1)耐久性测试
每个测试轮胎安装在轮辋(尺寸为MT6.00×17)上并充气至200kPa,并且使用轮胎测试鼓以45度的倾斜角、在7.0KN的载荷下、以80km/h的速度行驶,其中轮胎测试鼓在其外表面上设有在圆周方向上间隔开的四个突起,每个突起的横截面形状是半径为0.5英寸的半圆形。在行驶10000公里之后,将轮胎切开,进行检查,以查看帘线断裂的出现。
表1中给出了结果,其中:
“O”表示未出现帘线断裂;以及
“X”表示出现帘线断裂。
(2)操纵稳定性测试
安装在尺寸为MT6.00×17的轮辋上并充气至200kPa的每个测试轮胎作为后轮附接至1000cc的摩托车,并且在具有轮胎测试线路的干沥青路行驶。在以120km/h的速度行驶期间,变换车道时的操纵稳定性通过测试骑手被评价为三个等级,其中等级1是差的且不可接受的,等级3是良好的且可接受的,并且等级2为中等的且不可接受的。
表1
如表1所示,确认:通过在确保优良的操纵稳定性的同时防止带帘线的断裂,可以在耐久性方面提高根据本发明的轮胎。
Claims (2)
1.一种摩托车轮胎,包括:
胎体,该胎体在一对胎圈部之间延伸,经过胎面部和一对胎侧部;以及
带,该带在所述胎面部中布置在所述胎体的径向外侧,
其中:
所述带由具有螺旋卷绕的钢带帘线的帘布层构成;并且
所述钢带帘线的抗压刚度不大于500N/mm,所述钢带帘线的抗弯刚度不大于15.0g·cm,并且所述钢带帘线的在载荷为49N时的伸长率为0.5%至2.5%。
2.根据权利要求1所述的摩托车轮胎,其中,所述钢带帘线具有1×4扭结结构,在该扭结结构中,包括至少一根成形钢丝的四根钢丝扭结在一起。
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EP1486354B1 (en) * | 2003-06-12 | 2007-08-22 | Sumitomo Rubber Industries Ltd. | Radial tire |
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