JP2594621B2 - Pneumatic radial tires for motorcycles - Google Patents
Pneumatic radial tires for motorcyclesInfo
- Publication number
- JP2594621B2 JP2594621B2 JP63185877A JP18587788A JP2594621B2 JP 2594621 B2 JP2594621 B2 JP 2594621B2 JP 63185877 A JP63185877 A JP 63185877A JP 18587788 A JP18587788 A JP 18587788A JP 2594621 B2 JP2594621 B2 JP 2594621B2
- Authority
- JP
- Japan
- Prior art keywords
- tread
- belt
- tire
- pneumatic radial
- cord
- 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 - Lifetime
Links
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は空気入りラジアルタイヤ、特に、２輪車に装
着され良路を高速走行する２輪車用の空気入りラジアル
タイヤに関する。Description: TECHNICAL FIELD The present invention relates to a pneumatic radial tire, and more particularly to a pneumatic radial tire mounted on a two-wheeled vehicle and traveling at high speed on a good road.
（従来の技術） 一般に、２輪車においては、走行時の車両の走行特性
は装着されたタイヤの性能の影響が大きい。このため、
タイヤの性能特性と車両の走行特性とを合致させること
は重要なことである。(Prior Art) In general, in a two-wheeled vehicle, the traveling characteristics of the vehicle during traveling are greatly affected by the performance of the mounted tire. For this reason,
It is important to match the performance characteristics of the tire with the running characteristics of the vehicle.
従来の２輪車用の空気入りラジアルタイヤとしては、
例えば、カーカスのコードを放射方向に配置したラジア
ル構造で、カーカスの外側に、第４図に示すように、ベ
ルト１のコード２をタイヤ周方向にスパイラル状に巻き
つけたいわゆるモノスパイラルラジアル構造の空気入り
ラジアルタイヤがある。このような空気入りラジアルタ
イヤはベルトの特性により、タイヤの周方向強力は十分
に確保しつつ、タイヤ踏面部の断面曲げ剛性は小さくで
きる。このため、路面の凹凸等による衝撃吸収性は良
く、乗心地性は良好である。As a conventional pneumatic radial tire for motorcycles,
For example, a so-called mono-spiral radial structure in which a cord of a carcass is radially arranged and a cord 2 of a belt 1 is spirally wound around the outside of the carcass in a tire circumferential direction as shown in FIG. There are pneumatic radial tires. Such a pneumatic radial tire can reduce the cross-sectional bending rigidity of the tire tread while sufficiently securing the circumferential strength of the tire due to the characteristics of the belt. For this reason, the shock absorption due to the unevenness of the road surface is good, and the riding comfort is good.
しかしながら、これらの特性が原因となり旋回時に踏
面部の弱さによる踏面把持力が低下し、旋回性能が十分
でないという問題点がある。However, there is a problem that the tread surface gripping force due to the weakness of the tread portion decreases during turning due to these characteristics, and the turning performance is not sufficient.
従来、このようなスパイラルラジアル構造のタイヤの
問題点は、ベルトの構造を変えることによってタイヤの
性能を変えて車両の走行性能に合わせることはできない
と考えられていた。Conventionally, it has been considered that the problem with such a spiral radial tire is that it is not possible to change the performance of the tire by changing the structure of the belt to match the running performance of the vehicle.
そこで本発明は、スパイラルラジアル構造のタイヤに
おいて、乗心地性能は十分に維持するとともに、路面把
持力が十分で、かつ旋回性能が十分で車両の走行性能に
合致した２輪車用の空気入りラジアルタイヤを提供する
ことを目的とする。Accordingly, the present invention provides a pneumatic radial tire for a two-wheeled vehicle having a spiral radial structure tire that maintains a sufficient riding comfort, has a sufficient road surface gripping force, has a sufficient turning performance, and matches the running performance of the vehicle. The purpose is to provide tires.
（課題を解決するための手段） 本発明者らは、２輪車の直進時と旋回時とにおいて、
タイヤのトレッドの踏面部の使用範囲の差異およびタイ
ヤの要求性能の差異につき注目し、種々研究を重ねた。
すなわち、第２、３図に示すように、２輪車用のタイヤ
５は、直進走行時と車両が大きいバンク角度θで旋回す
る旋回時とでは、路面７に接地する踏面部がトレッド６
の中央部6aから側端部6b側に大きく変化する。一方、２
輪車用タイヤにおいては、直進走行時には乗心地性能お
よび直進走行安定性等が重視され、旋回時には旋回安定
性および路面把持性等が重視され、両者で要求性能が異
なる。そこで、トレッドの各部をそれぞれ各走行時の要
求性能に合ったものにするのに、ベルトのコードの打込
数を変えてトレッドの各部の曲げ剛性を変化させてベル
トの剛性分布を変えることによりできることを見出し
た。(Means for Solving the Problems) The inventors of the present invention have made the following points when the motorcycle goes straight and turns.
We focused on the difference in the range of use of the tread of the tread of the tire and the difference in required performance of the tire, and conducted various studies.
That is, as shown in FIGS. 2 and 3, the tire 5 for the two-wheeled vehicle has a tread 6 that contacts the road surface 7 during straight running and when the vehicle turns at a large bank angle θ.
From the center 6a to the side end 6b. Meanwhile, 2
In a wheel tire, when riding straight, riding comfort performance and straight running stability are emphasized, and when turning, importance is placed on turning stability and road surface gripping property. Therefore, in order to make each part of the tread match the required performance at each running, by changing the number of cords of the belt and changing the bending rigidity of each part of the tread, changing the rigidity distribution of the belt I found what I could do.
また、直進走行時と旋回時との接地踏面の境界は、ト
レッドのクラウン部の形状により変化するが、トレッド
中央Ｅからトレッド幅Ｌの約1/4の位置いわゆる1/4点Ｐ
の近傍にあることを見出した。Also, the boundary of the tread surface during straight running and turning varies depending on the shape of the crown portion of the tread, but at a position approximately 1/4 of the tread width L from the tread center E, a so-called 1/4 point P
Was found in the vicinity of.
本発明者らは、さらに種々の研究を重ね、本発明に到
達した。The present inventors have further conducted various studies, and reached the present invention.
すなわち、本発明に係る２輪車用空気入りラジアルタ
イヤは、タイヤの最大幅にわたるように形成されたトレ
ッドと、一対のビート間にトロイダル状にかつほぼ放射
方向に配置されたコードを有するカーカスと、トレッド
に被覆されるとともにカーカスのクランク部の外側でほ
ぼ周方向に延在するベルトと、を備えた２輪車用空気入
りラジアルタイヤにおいて、ベルトがほぼ周方向に延在
するコードを有する少なくとも１層のベルト層を備え、
ベルト層がトレッドの中央からトレッド幅の約1/4の位
置までの中央部と該中央部の両側に連なり該トレッド幅
の約1/4の位置からトレッド端までの一対の側端部とか
らなり、側端部のコードの打込数を中央部のコードの打
込数の1.4倍〜2.4倍の範囲にしたことを特徴としてい
る。また、ベルトが周方向にスパイラル状に延在するコ
ードを有するのが好ましい。なお、ベルトの中央部は、
トレッドの中央を中心にしてトレッド幅の約1/2の幅を
有することになる。That is, the pneumatic radial tire for a motorcycle according to the present invention includes a tread formed so as to cover the maximum width of the tire, and a carcass having a cord disposed in a toroidal shape and substantially in a radial direction between a pair of beats. A belt covered with a tread and extending substantially in the circumferential direction outside the crank portion of the carcass; and a belt having a cord in which the belt extends substantially in the circumferential direction. With one belt layer,
The belt layer extends from the center of the tread to the center of the tread width to a position about 1/4 of the tread width, and a pair of side ends from the position of about 1/4 of the tread width to the tread edge. That is, the number of cords at the side end is set to a range of 1.4 to 2.4 times the number of cords at the center. Further, it is preferable that the belt has a cord extending spirally in the circumferential direction. The center of the belt is
It will have a width of about 1/2 of the tread width centered on the center of the tread.
ここに、コードの打込数とは、コードのコード方向に
直交する方向において、一定の長さ当たりのコードの本
数をいう。Here, the number of inserted codes refers to the number of codes per fixed length in a direction orthogonal to the code direction of the codes.
また、側端部のコードの打込数は中央部のコードの打
込数の1.4倍〜2.4倍の範囲にすることが好ましく、さら
に好ましくはその範囲を1.8倍〜2.0倍とすることであ
る。ここに、範囲を1.4倍〜2.4倍としたのは、1.4倍未
満では側端部の曲げ剛性が小さ過ぎ、本発明の効果が十
分でなく、2.4倍を超えると側端部のコードの打込数が
大きくなり過ぎ、コード同志の接触が生ずるからであ
る。Also, the number of cords to be inserted at the side end is preferably in the range of 1.4 to 2.4 times the number of cords in the central portion, and more preferably the range is to be 1.8 to 2.0 times. . Here, the range was set to 1.4 times to 2.4 times. When the range is less than 1.4 times, the bending rigidity of the side end is too small, and the effect of the present invention is not sufficient. This is because the number of contacts becomes too large, and contact between codes occurs.
また、ベルトは第４図に示すように、１本のコードを
タイヤ周方向にスパイラル状に１層または２層に巻きつ
けたいわゆるモノスパイラルベルトが好ましい。また、
複数本のストランド状のものを巻つけたものでもよい。As shown in FIG. 4, the belt is preferably a so-called mono-spiral belt in which one cord is spirally wound in one or two layers in the tire circumferential direction. Also,
A plurality of strands may be wound.
また、ベルトのコードの部材はスチールコード、芳香
族ポリアミド繊維、ポリアミド繊維（ナイロン、ナイロ
ン66等）、ポリエステル繊維、ポリビニロン繊維等タイ
ヤ用コードが好ましい。Further, the cord member of the belt is preferably a tire cord such as a steel cord, an aromatic polyamide fiber, a polyamide fiber (nylon, nylon 66 or the like), a polyester fiber, or a polyvinylon fiber.
（作用） 本発明の２輪車用空気入りラジアルタイヤは、ベルト
がほぼ周方向に延在するコードを有し、ベルトの側端部
のコードの打込数が中央部のコードの打込数の特定倍だ
け大きいので、２輪車に装着し、直進時には、トレッド
の中央部の打込数が少なく曲げ剛性が小さい部分で接地
する。このため、凹凸路でも衝撃は小さく乗心地も良
く、直進安定性がよい。また、旋回時には車両は大きい
バンク角度θで旋回し、タイヤはトレッドの側端部の打
込数が中央部より多く、曲げ剛性が大きい部分で接地す
る。このため、路面把持性は優れ、旋回安定性は良好で
ある。(Operation) The pneumatic radial tire for a motorcycle according to the present invention has a cord in which the belt extends substantially in the circumferential direction, and the number of cords in the side end portion of the belt is the number of cords in the central portion. Therefore, when the motorcycle is mounted on a two-wheeled vehicle and goes straight, the tread is grounded at the portion where the number of hits is small and the bending rigidity is small. For this reason, impact is small even on an uneven road, riding comfort is good, and straight running stability is good. Also, when turning, the vehicle turns at a large bank angle θ, and the tire is grounded in a portion where the number of hits at the side end of the tread is greater than that at the center and where the bending rigidity is large. Therefore, the road surface gripping property is excellent, and the turning stability is good.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
第１図は本発明に係る２輪車用空気入りラジアルタイ
ヤの一実施例を示す図であり、タイヤサイズは170/60VR
18である。第１図において、11は空気入りラジアルタイ
ヤであり、空気入りラジアルタイヤ11は、一対のビード
12間にトロイダル状にかつ放射方向、すなわち周方向に
対してコード角度ほぼ90℃に配置されゴム被覆されたナ
イロンコード13を有するカーカス15を備えている。ナイ
ロンコード13のコード角度は90゜〜70゜でもよい。ナイ
ロンコード13はコードの太さ1260d/2でコード径は0.61m
mである。また、空気入りラジアルタイヤ11は、カーカ
ス15のクラウン部15aの外側にほぼ周方向に延在するベ
ルト16と、ベルト16の外側を被覆するトレッド17とを備
えている。トレッド17の幅W17は200mmである。ベルト16
は、コード太さ1500d/2、コード径0.63mmの芳香族ポリ
アミド繊維であるケブラーコードを一方のトレッド端17
aから他方のトレッド端17bまでほぼタイヤ周方向に、す
なわち周方向とのなす角度０℃でスパイラル状に１層に
巻つけたベルト層16Aを有している。ベルト層16Aはタイ
ヤ赤道面Ｅを中心とする中央部16aと中央部16b両側に連
なる一対の側端部16bからなり、中央部16aの幅W16はト
レッド17の幅W17の1/2の100mmで側端部16bの幅W16bほ50
mmであり、中央部16aと側端部16bはトレッド17のタイヤ
赤道面Ｅからトレッド幅W17の約1/4の位置、いわゆる1/
4点Ｐで連なっている。ベルト層16aのコードの打込数は
６本/10mmであり、側端部16bのコード打込数は12本/10m
mで中央部16aの打込数を指数100とすると、側端部16bの
打込数は指数で200であり、中央部16aのコードの打込数
の0.2倍である。このため、側端部16bの曲げ剛性は中央
部16aの曲げ剛性より大きく旋回時の安定性に優れ路面
把持力が大きい。一方、中央部16aの曲げ剛性は小さく
凹凸路面での衝突も小さく乗心地性がよい、18はリムで
ある。FIG. 1 is a view showing one embodiment of a pneumatic radial tire for a motorcycle according to the present invention, and the tire size is 170 / 60VR.
It is 18. In FIG. 1, reference numeral 11 denotes a pneumatic radial tire, and the pneumatic radial tire 11 has a pair of beads.
A carcass 15 having a rubber-coated nylon cord 13 is disposed between the cords 12 in a toroidal manner and at a cord angle of about 90 ° with respect to the radial direction, that is, the circumferential direction. The cord angle of the nylon cord 13 may be 90 ° to 70 °. The nylon cord 13 has a cord thickness of 1260d / 2 and a cord diameter of 0.61m
m. Further, the pneumatic radial tire 11 includes a belt 16 extending substantially in the circumferential direction outside the crown portion 15a of the carcass 15, and a tread 17 covering the outside of the belt 16. The width W 17 of the tread 17 is 200 mm. Belt 16
Kevlar cord, which is an aromatic polyamide fiber with a cord thickness of 1500 d / 2 and a cord diameter of 0.63 mm, has one tread end 17
A belt layer 16A is wound around the tire from the a to the other tread end 17b substantially in the tire circumferential direction, that is, in a spiral shape at an angle of 0 ° with respect to the circumferential direction. The belt layer 16A includes a central portion 16a centered on the tire equatorial plane E and a pair of side ends 16b connected to both sides of the central portion 16b, and the width W 16 of the central portion 16a is 1/2 of the width W 17 of the tread 17. 100mm, side end 16b width W 16b approximately 50
mm, the central portion 16a and the side end portions 16b are located at a position about 1/4 of the tread width W17 from the tire equatorial plane E of the tread 17 , so-called 1 /.
It is connected at 4 points P. The number of cords to be applied to the belt layer 16a is 6 / 10mm, and the number of cords to be applied to the side end 16b is 12 / 10m.
Assuming that the number of hits at the central portion 16a is m and the index is 100, the number of hits at the side end 16b is 200 as an index, which is 0.2 times the number of hits at the central portion 16a. For this reason, the bending rigidity of the side end portion 16b is larger than the bending rigidity of the central portion 16a, the stability at the time of turning is excellent, and the road surface gripping force is large. On the other hand, the center portion 16a has a small bending stiffness, has a small collision on uneven road surfaces, and has good ride comfort. Reference numeral 18 denotes a rim.
前述以外は通常の空気入りラジアルタイヤであり、詳
細は省略する。Other than the above are ordinary pneumatic radial tires, and details are omitted.
次に、試験タイヤを４種類（供試例、比較例３）を準
備し、本発明の効果を確認した。Next, four types of test tires (test example and comparative example 3) were prepared, and the effect of the present invention was confirmed.
試験タイヤの供試例は第１図の示す前述の実施例と同
じ、比較例１のタイヤは、前述の実施例において、ベル
ト中央部16aおよび側端部16bのコードの打込数が等し
く、共に実施例の中央部16aの打込数と等しく、指数で
共に100のものである。比較例２のタイヤは前述の実施
例において、ベルトの中央部16aおよび側端部16bのコー
ドの打込数が等しく、共に実施例の側端部16bの打込数
と等しく、指数で共に200のものである。比較例３のタ
イヤは前述の実施例において、ベルトの側端部16bのコ
ードの打込数が中央部16aの打込数の半分で小さく、指
数で50のものである。The test example of the test tire is the same as the above-mentioned embodiment shown in FIG. 1, and the tire of Comparative Example 1 has the same number of cords as the belt center portion 16a and the side end portions 16b in the above-described embodiment. Both are equal to the number of shots in the central portion 16a of the embodiment, and both have an index of 100. The tire of Comparative Example 2 has the same number of cords as the cords at the central portion 16a and the side end portions 16b of the belt in the above-described embodiment, and the same number as the number of cords at the side end portions 16b of the embodiment. belongs to. In the tire of Comparative Example 3, the number of cords in the side end portion 16b of the belt in the above-described embodiment is half of the number of cords in the central portion 16a, which is small, and has an index of 50.
試験は直進安定性、旋回安定性、路面把持性および乗
心地性について実施した。これらの試験は試験タイヤを
排気量750ccの２輪車に装着し、テストコートをテスト
ドラバーにより所定速度で走行し、車両の走行特性との
関連で実車フィーリング試験により比較した。直進安定
性は直進走行時に横方向への外力が加ったときのおさま
り具合等、安定した走行の可能性をフィーリングにより
比較した。旋回安定性はカーブを旋回時の大きいバンク
角度をとるためのいわゆる寝かしこみ、および立ち上が
りの滑らかさ、外力が加ったときの安定性等をフィーリ
ングにより比較した。路面把持性は直進時の制動力、駆
動力、特に旋回時の路面把持力、キャンバースラスト、
コーナリングフォースに対するハンドルの手応え等をフ
ィーリングにより比較した。乗心地性は凹凸路面を走行
時の衝撃の吸収性、乗心地をフィーリングにより比較し
た。これらの試験結果は比較例１のタイヤの評価結果を
100として比較し指数にて次表に示した。数値は大きい
程良いことを示す。The tests were conducted for straight running stability, turning stability, road surface gripping properties, and ride comfort. In these tests, the test tires were mounted on a two-wheeled vehicle with a displacement of 750 cc, the test coat was run at a predetermined speed by a test driver, and comparisons were made by actual vehicle feeling tests in relation to the running characteristics of the vehicle. The straight running stability was compared with the feeling of the possibility of stable running, such as the degree of subsidence when a lateral external force was applied during straight running. The turning stability was determined by comparing the so-called laying down to take a large bank angle when turning a curve, the smoothness of rising, the stability when an external force was applied, and the like. The road surface grip performance is the braking force and driving force when traveling straight, especially the road surface grip force when turning, camber thrust,
The response of the steering wheel to the cornering force was compared by feeling. Ride comfort was compared by shock absorption and ride comfort by running on uneven road surfaces. These test results show the evaluation results of the tire of Comparative Example 1.
The results are shown in the following table by index when compared with 100. The larger the value, the better.
試験結果は前表に示すように、実施例は比較例１〜３
に比較し、乗心地性を十分に維持するとともに、直進安
定性、旋回安定性、路面把持性において優れた結果を示
した。 The test results are shown in the preceding table, and the examples are Comparative Examples 1 to 3.
As compared with the above, the results showed that the riding comfort was sufficiently maintained, and that the straight running stability, the turning stability, and the road surface gripping property were excellent.
（効果） 以上説明したように、本発明によれば、スパイラルラ
ジアル構造のタイヤにおいて、乗心地性能は十分に維持
するとともに、路面把持力が十分で、かつ旋回性能が十
分で車両の走行性能に合致した２輪車用の空気入りラジ
アルタイヤを提供することができる。(Effects) As described above, according to the present invention, in the tire having the spiral radial structure, the riding comfort performance is sufficiently maintained, the road surface gripping force is sufficient, the turning performance is sufficient, and the running performance of the vehicle is improved. A matched pneumatic radial tire for a motorcycle can be provided.
第１図は本発明に係る２輪車用空気入りラジアルタイヤ
の一実施例いを示す一部断面図である。第２、３図はそ
れぞれ２輪車用タイヤの直進時および旋回時における踏
面部の接地状態を示す概念断面図である。第４図はベル
トの斜視図である。 11……空気入りラジアルタイヤ、 12……ビート、 15……カーカス、 16……ベルト、 16A……ベルト層、 16a……中央部、 16b……側端部、 17……トレッド。FIG. 1 is a partial sectional view showing one embodiment of a pneumatic radial tire for a motorcycle according to the present invention. FIGS. 2 and 3 are conceptual cross-sectional views showing the contact state of the tread portion when the motorcycle tire goes straight and turns. FIG. 4 is a perspective view of the belt. 11 ... pneumatic radial tire, 12 ... beat, 15 ... carcass, 16 ... belt, 16A ... belt layer, 16a ... central part, 16b ... side edge part, 17 ... tread.
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭54−126305（ＪＰ，Ａ) 特開 昭61−85203（ＪＰ，Ａ) 特開 昭62−113605（ＪＰ，Ａ) 特開 昭62−203803（ＪＰ，Ａ) 特開 昭61−60303（ＪＰ，Ａ) 特開 昭55−8966（ＪＰ，Ａ) 特開 昭61−60305（ＪＰ，Ａ) 特開 昭60−234002（ＪＰ，Ａ) 特開 昭60−213505（ＪＰ，Ａ) 実開 昭62−153102（ＪＰ，Ｕ) 実開 昭58−160805（ＪＰ，Ｕ) 特公 昭44−17801（ＪＰ，Ｂ１) 特公 平５−39803（ＪＰ，Ｂ２) 特公 平７−112763（ＪＰ，Ｂ２) ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-54-126305 (JP, A) JP-A-61-85203 (JP, A) JP-A-62-113605 (JP, A) JP-A 62-113605 203803 (JP, A) JP-A-61-60303 (JP, A) JP-A-55-8966 (JP, A) JP-A-61-60305 (JP, A) JP-A-60-234002 (JP, A) JP-A-60-213505 (JP, A) JP-A-62-153102 (JP, U) JP-A-58-160805 (JP, U) JP-B-44-17801 (JP, B1) JP-B 5-39803 (JP, B2) Japanese Patent Publication No. 7-112763 (JP, B2)
Claims (2)
トレッドと、一対のビード間にトロイダル状にかつほぼ
放射方向に配置されたコードを有するカーカスと、トレ
ッドに被覆されるとともにカーカスのクラウン部の外側
でほぼ周方向に延在するベルトと、を備えた２輪車用空
気入りラジアルタイヤにおいて、 ベルトがほぼ周方向に延在するコードを有する少なくと
も１層のベルト層を備え、ベルト層がトレッドの中央か
らトレッド幅の約1/4の位置までの中央部と該中央部の
両側に連なり該トレッド幅の約1/4の位置からトレッド
端まで一対の側端部とからなり、側端部のコードの打込
数を中央部のコードの打込数の1.4倍〜2.4倍の範囲にし
たことを特徴とする２輪車用空気入りラジアルタイヤ。1. A tread formed to span the maximum width of a tire, a carcass having a cord disposed in a toroidal and substantially radial direction between a pair of beads, and a crown portion of the carcass covered by the tread. A pneumatic radial tire for motorcycles, comprising: a belt extending substantially in the circumferential direction outside the belt; and a belt having at least one belt layer having a cord extending substantially in the circumferential direction, wherein the belt layer has A central portion from the center of the tread to a position about 1/4 of the tread width, and a pair of side ends extending from a position about 1/4 of the tread width to a tread end, and a pair of side ends. The pneumatic radial tire for motorcycles, wherein the number of cords to be driven is 1.4 to 2.4 times the number of cords to be inserted in the center.
コードを有することを特徴とする請求項（１）記載の２
輪車用空気入りラジアルタイヤ。2. The belt according to claim 1, wherein the belt has a cord extending spirally in a circumferential direction.
Pneumatic radial tire for wheels.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63185877A JP2594621B2 (en) | 1988-07-25 | 1988-07-25 | Pneumatic radial tires for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63185877A JP2594621B2 (en) | 1988-07-25 | 1988-07-25 | Pneumatic radial tires for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0234403A JPH0234403A (en) | 1990-02-05 |
| JP2594621B2 true JP2594621B2 (en) | 1997-03-26 |
Family
ID=16178441
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63185877A Expired - Lifetime JP2594621B2 (en) | 1988-07-25 | 1988-07-25 | Pneumatic radial tires for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2594621B2 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1283351B1 (en) † | 1996-07-29 | 1998-04-17 | Pirelli | TIRE WITH HIGH TRANSVERSAL CURVATURE IN PARTICULAR FOR FRONT WHEELS |
| JP2008254623A (en) * | 2007-04-06 | 2008-10-23 | Sumitomo Rubber Ind Ltd | Radial tire for motorcycle |
| FR2939719B1 (en) * | 2008-12-17 | 2010-12-31 | Michelin Soc Tech | PNEUMATIC VEHICLE COMPRISING A BEARING BELT CONSISTING OF MULTIPLE MIXTURES AND A LAYER OF CIRCUMFERENTIAL REINFORCING ELEMENTS WITH NOT VARIABLE |
| FR2939721B1 (en) * | 2008-12-17 | 2010-12-31 | Michelin Soc Tech | PNEUMATIC FOR CARCASS VEHICLES INTERRUPTED AND COMPRISING A LAYER OF CIRCUMFERENTIAL REINFORCING ELEMENTS |
| JP7268434B2 (en) * | 2019-03-22 | 2023-05-08 | 住友ゴム工業株式会社 | motorcycle tire |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1093433B (en) * | 1978-03-09 | 1985-07-19 | Pirelli | IMPROVEMENT OF THE ANNULAR STRUCTURE OF REINFORCEMENT FOR RADIAL TIRES |
| JPS6185203A (en) * | 1984-10-02 | 1986-04-30 | Bridgestone Corp | Pneumatic radial tire for motorcycle |
-
1988
- 1988-07-25 JP JP63185877A patent/JP2594621B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0234403A (en) | 1990-02-05 |
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