JP4993881B2 - Pneumatic tires for motorcycles - Google Patents

Pneumatic tires for motorcycles Download PDF

Info

Publication number
JP4993881B2
JP4993881B2 JP2005208832A JP2005208832A JP4993881B2 JP 4993881 B2 JP4993881 B2 JP 4993881B2 JP 2005208832 A JP2005208832 A JP 2005208832A JP 2005208832 A JP2005208832 A JP 2005208832A JP 4993881 B2 JP4993881 B2 JP 4993881B2
Authority
JP
Japan
Prior art keywords
tread
tread rubber
rubber
tire
layer
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 - Fee Related
Application number
JP2005208832A
Other languages
Japanese (ja)
Other versions
JP2007022388A (en
Inventor
隆 大塚
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.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
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 Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP2005208832A priority Critical patent/JP4993881B2/en
Publication of JP2007022388A publication Critical patent/JP2007022388A/en
Application granted granted Critical
Publication of JP4993881B2 publication Critical patent/JP4993881B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
    • 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
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like

Landscapes

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

Description

この発明は、自動二輪車、なかでもそれの後輪に適用して好適な二輪車用空気入りタイヤに関するものであり、とくには、高速耐久性と操縦性とを高い次元で両立させる技術を提案するものである。   The present invention relates to a pneumatic tire for a motorcycle that is suitable for application to a motorcycle, in particular, a rear wheel of the motorcycle. In particular, the present invention proposes a technique for achieving both high-speed durability and maneuverability at a high level. It is.

自動二輪車用空気入りタイヤの、高速耐久性と旋回安定性とを向上させるための従来技術としては、たとえば特許文献１に開示されたものがある。
この空気入りタイヤは「クラウン部の周方向に沿って螺旋状に巻き回されるスパイラルベルトの外周側に、クラウン部の周方向と直交する軸に対して０〜４５度の角度の向きでコードが延びるクロスベルトを配置し、このクロスベルトの中央部に開口部が形成され、この開口部を挟んだクロスベルトの内側端間の間隔をＬとし、クラウン部のタイヤ表面の円弧に沿った全幅をＴＷとしたときに、Ｌ／ＴＷの値を０．０４５＜Ｌ／ＴＷ＜０．５３の範囲に設定したことを特徴とする」ものであり、これによれば、クラウン部の周方向に沿って螺旋状に巻き回されるモノスパイラルベルトであるスパイラルベルトの外周側にクロスベルトを配置するとともに、このクロスベルトを中抜き構造とすることで、直進時の振動の吸収性等を悪化させずに、旋回時の旋回安定性を向上させることができるとする。
特開２００１−２０６００９号公報 As a conventional technique for improving high-speed durability and turning stability of a pneumatic tire for a motorcycle, there is one disclosed in Patent Document 1, for example.
This pneumatic tire is “cored at an angle of 0 to 45 degrees with respect to an axis perpendicular to the circumferential direction of the crown portion on the outer peripheral side of the spiral belt wound spirally along the circumferential direction of the crown portion. A cross belt is arranged, an opening is formed at the center of the cross belt, the interval between the inner ends of the cross belt sandwiching the opening is L, and the full width along the arc of the tire surface of the crown portion When TW is TW, the value of L / TW is set in a range of 0.045 <L / TW <0.53 ”. According to this, in the circumferential direction of the crown portion, A cross belt is arranged on the outer peripheral side of the spiral belt, which is a monospiral belt wound spirally along, and the cross belt has a hollow structure, thereby deteriorating the absorbability of vibration during straight travel. Without And it is possible to improve the turning stability during turning.
JP 2001-206209 A

しかるに、クロスベルトを中抜き構造としてなるこの従来技術にあっては、トレッドゴムの厚みが、クロスベルトの存在しないトレッド部中央域で厚くなり、タイヤの負荷転動に際しては、そのトレッド部中央域でのトレッドゴムの発熱量が他の部分のそれより多くなるため、そこでのトレッドゴムの発熱耐久性が必然的に低くなり、これが、タイヤの高速耐久性の低下の一因となるので、二輪車用タイヤに本来的に要求される、高速耐久性および安定性と操縦性とを十分に両立させることが困難であった。   However, in this conventional technology in which the cross belt is formed as a hollow structure, the thickness of the tread rubber becomes thicker in the central region of the tread portion where the cross belt does not exist. The tread rubber has a higher calorific value than the other parts, and the heat resistance of the tread rubber is inevitably lower, which contributes to the decrease in high-speed durability of the tire. It has been difficult to achieve both high-speed durability, stability and maneuverability that are originally required for a tire.

この発明は、従来技術が抱えるこのような問題点を解決することを課題としてなされたものであり、それの目的とするところは、高速耐久性および安定性を向上させて、それらの性能と操縦性とを高い次元で両立させることができる二輪車用空気入りタイヤを提供するにある。   The present invention has been made to solve such problems of the prior art, and the object of the present invention is to improve high-speed durability and stability, and to improve the performance and operation of the system. An object of the present invention is to provide a pneumatic tire for two-wheeled vehicles that can achieve a high level of performance.

この発明に係る二輪車用空気入りタイヤは、一方のビード部と他方のビード部との間に、一枚以上のカーカスプライからなるラジアルカーカスを、トレッド部を経てトロイダルに延在させて設け、そしてこのラジアルカーカスのクラウン域の外周側に、クラウン域の周方向に延びる、ゴム被覆した非伸長性コードを、一本もしくは複数本を単位として、そのクラウン域の幅方向に螺旋状に巻回してなるスパイラル巻回層の一層以上からなる主ベルトを、たとえば、クラウン域の幅のほぼ全幅にわたって配設し、また、上記クラウン域の両側部のそれぞれで、主ベルトの内周側もしくは外周側に、ゴム被覆した高弾性コードの複数本からなる補助ベルト層の少なくとも一層を、たとえば、タイヤ赤道面を中心として、トレッド部踏面の沿面幅の２０％〜５０％の相対間隔をおいて配設して、好ましくは、間隔をおくそれらの補助ベルト層の高弾性コードを相互に逆方向に延在させたところにおいて、トレッド部に、補助ベルト層の離隔部分に対応して位置して、たとえば、両補助ベルト層間をほぼ完全に埋め込む中央部分トレッドゴムと、この中央部分トレッドゴムの側部に、たとえばその側面に隙間なく隣接するそれぞれの側部部分トレッドゴムとをそれぞれ配設するとともに、中央部分トレッドゴムの、下記の式で表される総発熱指数Ｆｃを、側部部分トレッドゴム総発熱指数Ｆｓ以下の値とし、中央部分トレッドゴムおよび側部部分トレッドゴムのそれぞれをともに、相互に異なったゴム質からなり、半径方向の内外に隣接して位置するベースゴム層とキャップゴム層とで構成したものである。
記
総発熱指数Ｆ＝Σｔａｎδ×ｔ
ｔａｎδ：トレッドゴムの損失正接
ｔ：トレッドゴムの厚み（ｍｍ）

The pneumatic tire for a motorcycle according to the present invention is provided with a radial carcass made of one or more carcass plies provided between one bead portion and the other bead portion so as to extend to the toroid through the tread portion, and On the outer periphery of the crown area of this radial carcass, a non-extensible rubber-coated cord that extends in the circumferential direction of the crown area is spirally wound in the width direction of the crown area in units of one or more. A main belt composed of one or more spiral wound layers, for example, is disposed over substantially the entire width of the crown region, and is disposed on the inner peripheral side or the outer peripheral side of the main belt at each of both sides of the crown region. , At least one of the auxiliary belt layers made of a plurality of rubber-coated high elastic cords, for example, the creepage width of the tread surface with respect to the tire equator plane. Auxiliary belts are disposed in the tread portion at a position where the high elastic cords of the auxiliary belt layers spaced apart from each other and preferably spaced apart from each other are extended in opposite directions. For example, a central part tread rubber that lies almost completely between the two auxiliary belt layers, and each side adjacent to the side of the central part tread rubber without any gaps, for example. with respectively disposed part section the tread rubber and a central portion the tread rubber, the total heat index Fc represented by the following formula, the following values side portions tread rubber total heat index Fs, a central portion the tread rubber and Each of the side part tread rubbers is made of different rubber materials and consists of a base rubber layer and a cap rubber layer located adjacent to each other in the radial direction. Those were.
Record
Total heat index F = Σtanδ × t
tan δ: Loss tangent of tread rubber
t: Tread rubber thickness (mm)

ここにおいて、主ベルトのための非伸長性コードとは、スチールコードまたは、コード強力が１３０Ｎ以上の有機繊維コードをいうものとし、また、補助ベルト層のための高弾性コードとは、スチールコードまたは、コード強力が８０Ｎ以上の有機繊維コードをいうものとする。   Here, the non-extensible cord for the main belt means a steel cord or an organic fiber cord having a cord strength of 130 N or more, and the high elastic cord for the auxiliary belt layer means a steel cord or , An organic fiber cord having a cord strength of 80 N or more.

従って、このタイヤにおけるそれぞれの総発熱指数Ｆｃ，Ｆｓは、中央部分トレッドゴムを構成する単一もしくは複数のゴム層および、側部部分トレッドゴムを構成する単一もしくは複数のゴム層のそれぞれにつき、各ゴム層のゴムの損失正接と、そのゴム層の厚みとの積の総和として表わされることになる。   Therefore, the respective total heat generation indexes Fc and Fs in this tire are for each of the single or plural rubber layers constituting the central partial tread rubber and the single or plural rubber layers constituting the side partial tread rubber. This is expressed as the sum of products of the loss tangent of the rubber of each rubber layer and the thickness of the rubber layer.

このようなタイヤにおいて好ましくは、中央部分トレッドゴムと、側部部分トレッドゴムとを相互に異なる材質のゴムとし、総発熱指数については先の要件を満足するものとする。 In such a tire, preferably, the central part tread rubber and the side part tread rubber are made of different materials, and the total heat generation index satisfies the above requirement.

この一方で、トレッド部踏面の沿面幅の２５％の範囲に含まれる領域内での、主ベルトの非伸長性コードの打込み密度に対し、その領域より外側部分での非伸長性コードの打込み密度を８０％以下とすることもできる。   On the other hand, with respect to the driving density of the non-extensible cords of the main belt in the region included in the range of 25% of the creepage width of the tread surface, the driving density of the non-extensible cords in the portion outside the region. Can be made 80% or less.

この発明に係るタイヤは、トレッド部の中央部分トレッドゴムと側部部分トレッドゴムとの発熱性に着目して、それらのそれぞれの部分のトレッドゴムについての発熱指数という新たな概念を導入した結果物としてのタイヤであり、トレッド部の、中央部分トレッドゴムの総発熱指数Ｆｃを、側部部分トレッドゴムの総発熱指数Ｆｓ以下として、中央部分トレッドゴムの発熱量を有効に抑制することにより、補助ベルト層の存在しないトレッド部中央域に配設される中央部分トレッドゴムの厚みが、それぞれの側部部分トレッドゴムの厚みによりたとえ厚くなったとしても、その中央部分トレッドゴムの、発熱による熱劣化を効果的に緩和することができるので、トレッド部の高速耐久性および安定性を十分に向上させて、それらの性能と操縦性とを高い次元で両立させることができる。   The tire according to the present invention is a result of introducing a new concept called a heat generation index for the tread rubber of each of the tread rubbers, paying attention to the heat generation properties of the center part tread rubber and the side part tread rubber of the tread part. As a result, the total heat generation index Fc of the central partial tread rubber in the tread portion is set to be equal to or less than the total heat generation index Fs of the side partial tread rubber, thereby effectively suppressing the heat generation amount of the central partial tread rubber. Even if the thickness of the central part tread rubber arranged in the central area of the tread part where there is no belt layer becomes thicker due to the thickness of each side part tread rubber, the thermal deterioration of the central part tread rubber due to heat generation Can be effectively relieved, so that the high-speed durability and stability of the tread part can be sufficiently improved to improve their performance and operation. It is possible to achieve both sex at a high level.

なおここにおいて、それぞれの補助ベルト層の相対間隔を、たとえば、タイヤ赤道面を中心として、トレッド部踏面の沿面幅の２０％〜５０％の範囲とするのは、いわゆる、ツーリング系、スポーツ系と称されるカテゴリーの二輪車によるハードな走行において、車体を大きく傾けて旋回走行する、いわゆる大キャンバー走行では、±１５°〜５０°のキャンバー角が車体に付与されることになるとの知見の下で、それらの補助ベルト層を、このような大キャンバー走行に当ってトレッド接地面と対応する領域内に入り込ませてトレッド部側部域の横剛性の増加に寄与させることで、高度な高速旋回走行に対して、より高い安定性を確保するためである。   Here, the relative distance between the auxiliary belt layers is, for example, in the range of 20% to 50% of the creepage width of the tread portion tread centering on the tire equator plane, so-called touring and sports systems. Under the knowledge that the camber angle of ± 15 ° to 50 ° will be given to the vehicle body in the so-called large camber traveling in which the vehicle body is inclined with a large inclination in the hard driving with the motorcycle of the category called In addition, these auxiliary belt layers enter the region corresponding to the tread contact surface in such a large camber traveling, and contribute to the increase in the lateral rigidity of the side region of the tread portion, so that the advanced high-speed turning traveling This is to ensure higher stability.

またここで、非伸長性コードのスパイラル巻回層からなる主ベルトは、タイヤの高速回転に対して、トレッド部の、すぐれた径成長抑制機能を発揮して、高い走行安定性および耐久性を実現するべく作用する。   In addition, the main belt consisting of a spirally wound layer of non-extensible cords exhibits excellent diameter growth suppression function of the tread portion against high-speed rotation of the tire, and has high running stability and durability. It works to make it happen.

かかるタイヤにおいて、中央部分トレッドゴムと、側部部分トレッドとを異なる材質のゴムによって構成して、中央部分トレッドゴムの損失正接を小さくした場合には、それぞれの部分のトレッドゴム厚みを適正に維持しつつ、総発熱指数の、所期した通りの差等を容易に、かつ確実に実現することができる   In such a tire, when the central part tread rubber and the side part tread are made of different rubber materials, and the loss tangent of the central part tread rubber is reduced, the tread rubber thickness of each part is properly maintained. However, the expected difference in total exotherm index can be realized easily and reliably.

そしてまた、中央部分トレッドゴムと、側部部分トレッドゴムとのそれぞれをともに、相互に異なったゴム質からなるベースゴム層とキャップゴム層とで構成したときは、それらのそれぞれのトレッドゴムの、所期した通りのそれぞれの総発熱指数Ｆｃ，Ｆｓを、タイヤの各種の性能に及ぼす影響を極力小さくして、簡易・迅速にかつ正確に実現することができ、このことは、たとえば、それぞれのベースゴム層のゴムの損失正接をともに小さい値とし、それぞれのベースゴム層の厚みを相互に均等なものとすることによって行うことができる。   Moreover, when each of the central portion tread rubber and the side portion tread rubber is composed of a base rubber layer and a cap rubber layer made of different rubber materials, the respective tread rubbers, The respective total heat generation indexes Fc and Fs as expected can be realized simply, quickly and accurately with the least influence on the various performances of the tire. This can be done by setting both the loss tangents of the rubber of the base rubber layer to a small value and making the thicknesses of the respective base rubber layers equal to each other.

そしてこれらのことは、中央部分トレッドゴムだけを、相互に異ったゴム質からなるベースゴム層とキャップゴム層とで構成し、そのベースゴム層を損失正接の小さいゴムにて形成する場合にもまた同様である。   And these are the cases where only the central part tread rubber is composed of a base rubber layer and a cap rubber layer made of rubbers different from each other, and the base rubber layer is made of rubber with a small loss tangent. The same is true.

図１はこの発明の実施の形態を示すタイヤ幅方向の断面図であり、ここに示す二輪車用空気入りタイヤは、たとえば偏平率が６５％以下のものであって、後輪に適用して好適なものである。   FIG. 1 is a cross-sectional view in the tire width direction showing an embodiment of the present invention. The pneumatic tire for a motorcycle shown here has a flatness ratio of 65% or less, and is suitable for application to a rear wheel. It is a thing.

このタイヤは、一対のサイドウォール部１、それらの両サイドウォール部１にトロイダルに連なるトレッド部２および、各サイドウォール部１の内周側に設けたビード部３とを具えるものにおいて、たとえば、タイヤ赤道面Ｅに対して７５°〜９０°の範囲の角度で相互に平行に延在する複数本の有機繊維コードからなる一枚以上、図では一枚のカーカスプライからなるラジアルカーカス４を、トレッド部２を経てトロイダルに延在させて設けるとともに、このラジアルカーカス４のそれぞれの側部部分を、各ビード部３に埋設配置した円環状のビードコア５の周りに、タイヤ幅方向の内側から外側に向けて巻上げて係止し、また、このようなラジアルカーカス４のクラウン域ＣＲの外周側に、ゴム被覆を施した非伸長性コード６、たとえばアラミド繊維コードを、そのクラウン域ＣＲの周方向への延在姿勢で、一本もしくは複数本を単位として、それの幅方向に螺旋状に巻回してなるスパイラル巻回層の一層以上、図では一層からなる主ベルト７を配設し、この主ベルト７をもって、クラウン域ＣＲをそれのほぼ全幅、たとえば９０％を越える幅にわたって覆ってなるものである。   The tire includes a pair of sidewall portions 1, a tread portion 2 connected to the toroidal on both sidewall portions 1, and a bead portion 3 provided on the inner peripheral side of each sidewall portion 1. One or more of a plurality of organic fiber cords extending in parallel with each other at an angle in a range of 75 ° to 90 ° with respect to the tire equatorial plane E, a radial carcass 4 including a single carcass ply in the figure. The radial carcass 4 is provided extending from the inner side in the tire width direction around the annular bead core 5 embedded in each bead portion 3. A non-extensible cord 6 having a rubber coating on the outer peripheral side of the crown region CR of the radial carcass 4 such as an arm One or more spiral wound layers formed by spirally winding a ramid fiber cord in the width direction of one or a plurality of ramid fiber cords in an extending posture in the circumferential direction of the crown region CR. A main belt 7 composed of a single layer is provided, and the main belt 7 covers the crown region CR over almost the entire width thereof, for example, a width exceeding 90%.

またこのタイヤでは、ラジアルカーカス４のクラウン域ＣＲの両側部部分のそれぞれで、主ベルト７の内周側もしくは外周側、図では外周側に、たとえば、タイヤ赤道面Ｅに対して４０°〜９０°の範囲、好適には４５°〜６０°の範囲の角度で延在する、複数本のゴム被覆高弾性コードからなる補助ベルト層８の少なくとも一層、ここでは一層を配設し、これらのそれぞれの補助ベルト層８の相互の、トレッド部踏面９に沿う間隔を、たとえばタイヤ赤道面Ｅを中心として、その踏面９の沿面幅ＴＷの２０％〜５０％の範囲とする。   Further, in this tire, at each of both side portions of the crown region CR of the radial carcass 4, on the inner peripheral side or the outer peripheral side of the main belt 7, in the drawing, on the outer peripheral side, for example, 40 ° to 90 ° with respect to the tire equatorial plane E At least one auxiliary belt layer 8 composed of a plurality of rubber-coated high-elastic cords extending at an angle in the range of °, preferably 45 ° to 60 °, here one layer, An interval between the auxiliary belt layers 8 along the tread portion tread surface 9 is set to a range of 20% to 50% of the creepage width TW of the tread surface 9 with the tire equatorial plane E as a center, for example.

ここで、これらのそれぞれの補助ベルト層８の相互間においては、それぞれの高弾性コードの延在方向を、相互に交差する方向、たとえば、タイヤ赤道面Ｅに対して逆向きになる方向とすることが好ましい。   Here, between the respective auxiliary belt layers 8, the extending directions of the high elastic cords are made to intersect with each other, for example, the direction opposite to the tire equatorial plane E. It is preferable.

そしてここでは、トレッド部２に、補助ベルト層８の離隔部分に対応して位置して、図では、両補助ベルト層間をほぼ完全に埋め込む中央部分トレッドゴム１０を配設するとともに、この中央部分トレッドゴム１０のそれぞれの側部に、その側面に隙間なく隣接してそこに突き合わせ接合されるそれぞれの側部部分トレッドゴム１１を配設して、それらのトレッドゴム１０，１１を異なった材質のゴムによって形成することで、
（ｔａｎ δ×ｔ）の総和
ｔａｎ δ：トレッドゴムの損失正接
ｔ：トレッドゴムの厚み（ｍｍ）
として定義される総発熱指数を、中央部分トレッドゴム１０で、側部部分トレッドゴム１１の値以下とする。 In this case, the tread portion 2 is positioned corresponding to the separated portion of the auxiliary belt layer 8, and in the figure, a central portion tread rubber 10 that substantially completely embeds both auxiliary belt layers is disposed. Each side part of the tread rubber 10 is provided with a side part tread rubber 11 which is adjacent to the side face of the tread rubber 10 with no gap and is butt-joined therewith, and the tread rubbers 10 and 11 are made of different materials. By forming with rubber,
Sum of (tan δ x t)
tan δ: Loss tangent of tread rubber
t: Tread rubber thickness (mm)
The total exothermic index defined as is equal to or less than the value of the side partial tread rubber 11 at the central partial tread rubber 10.

より具体的には、中央部分トレッドゴム１０の損失正接をｔａｎ δｃ１、それの全幅にわたる平均厚みをｔｃ１とし、側部部分トレッドゴム１１の損失正接をｔａｎ δｓ１，それの全幅にわたる平均厚みをｔｓ１とした場合に、トレッドゴム１０の総発熱指数Ｆｃ（＝ｔａｎ δｃ１×ｔｃ１）を、トレッドゴム１１の総発熱指数Ｆｓ（＝ｔａｎ δｓ１×ｔｓ１）以下の値とする。 More specifically, the loss tangent of the central portion tread rubber 10 is tan δ c1 , the average thickness over the entire width thereof is t c1, and the loss tangent of the side portion tread rubber 11 is tan δ s1 , the average thickness over the entire width thereof. T s1 , the total heat generation index Fc (= tan δ c1 × t c1 ) of the tread rubber 10 is set to a value equal to or less than the total heat generation index Fs (= tan δ s1 × t s1 ) of the tread rubber 11.

かかる構成によれば、先にも述べたように、中央部分トレッドゴム１０の厚みｔｃ１が、側部部分トレッドゴム１１の厚みｔｓ１よりたとえ厚くなっても、タイヤの負荷転動に際する、中央部分トレッドゴム１０の発熱量を少なく抑えて、そのトレッドゴム１０の熱劣化を有効に緩和することができ、トレッド部２の耐久性を、従来技術に比して大きく高めることができる。 According to such a configuration, as described above, even when the thickness t c1 of the central portion tread rubber 10 is larger than the thickness t s1 of the side portion tread rubber 11, the load rolling of the tire occurs. In addition, the calorific value of the central tread rubber 10 can be suppressed to a small extent, and the thermal deterioration of the tread rubber 10 can be effectively mitigated, and the durability of the tread portion 2 can be greatly enhanced as compared with the prior art.

図２は他の実施形態を示す、図１と同様の幅方向断面図であり、このタイヤはとくに、中央部分トレッドゴム１０を、いわゆるキャップアンドベース構造とした点で、前述したタイヤとは構造を異にするものである。   FIG. 2 is a cross-sectional view in the width direction similar to FIG. 1 showing another embodiment, and this tire is structurally different from the above-described tire in that the center portion tread rubber 10 has a so-called cap-and-base structure. Are different.

これは、中央部分トレッドゴム１０を、主ベルト７の外周側に隣接して位置するベースゴム層１０ａと、このベースゴム層１０ａの外周側に隣接して位置するキャップゴム層１０ｂとで構成して、この中央部分トレッドゴム１０の総発熱指数Ｆｃを、側部部分トレッドゴム１１の総発熱指数Ｆｓの値以下としたものである。   This comprises a central part tread rubber 10 composed of a base rubber layer 10a located adjacent to the outer peripheral side of the main belt 7 and a cap rubber layer 10b located adjacent to the outer peripheral side of the base rubber layer 10a. The total heat generation index Fc of the central partial tread rubber 10 is set to be equal to or less than the value of the total heat generation index Fs of the side partial tread rubber 11.

これがためここでは、ベースゴムの損失正接をｔａｎ δｃ２，それの、全幅にわたる平均厚みをｔｃ２とするとともに、キャップゴムの損失正接をｔａｎ δｃ３，それの、全幅にわたる平均厚みをｔｃ３とし、また、側部部分トレッドゴム１１の損失正接をｔａｎ δｓ２，それの、全幅にわたる平均厚みをｔｓ２とした場合に、中央部分トレッドゴム１０の総発熱指数Ｆｃ（＝ｔａｎ δｃ２×ｔｃ２＋ｔａｎ δｃ３×ｔｃ３）を、たとえば、ベースゴム層１０ａのｔａｎ δｃ２を小さくすることに基き、側部部分トレッドゴム１１の総発熱指数Ｆｓ（＝ｔａｎ δｓ２×ｔｓ２）以下の値とする。 For this reason, the loss tangent of the base rubber is tan δ c2 , its average thickness over the entire width is t c2, and the loss tangent of the cap rubber is tan δ c3 , and its average thickness over the entire width is t c3. Further, tan [delta] s2 loss tangent of side portions tread rubber 11, it, in the case where the average thickness over the entire width was t s2, total heat index Fc of the central portion the tread rubber 10 (= tan δ c2 × t c2 + Tan δ c3 × t c3 ), for example, based on reducing tan δ c2 of the base rubber layer 10a, and a value equal to or less than the total heat generation index Fs (= tan δ s2 × t s2 ) of the side portion tread rubber 11 To do.

以上この発明に係るタイヤの実施形態を図面に示すところに基いて説明したが、側部部分トレッドゴムだけをキャップアンドベース構造とすること、または、中央部分トレッドゴムおよび側部部分トレッドゴムの両者をともにキャップアンドベース構造とすることも可能である。
なお、これらのいずれにあっても、中央部分トレッドゴムの総発熱指数を、側部部分トレッドゴムのそれ以下とすることはもちろんである。 Although the embodiment of the tire according to the present invention has been described based on the drawings, only the side portion tread rubber has a cap-and-base structure, or both the center portion tread rubber and the side portion tread rubber have been described. Both of them can have a cap-and-base structure.
Of course, in any of these, the total exothermic index of the central partial tread rubber is made lower than that of the side partial tread rubber.

サイズが１９０／５０ Ｒ１７ Ｍ／Ｃのタイヤにつき、ラジアルカーカスを、タイヤ赤道面に対して９０°の角度で延在させたナイロン繊維コード（１４００ｄｔｅｘ）からなるカーカスプライの一枚で形成し、主ベルトを、タイヤ赤道面に対して１°以下の角度で延在させたアラミド繊維コード（１６５０ｄｔｅｘ）からなる一層のスパイラル巻回層により形成し、そして、各一層の補助ベルト層を、タイヤ赤道面に対して４５°の角度で延在させたアラミド繊維コード（１６５０ｄｔｅｘ）で形成するとともに、補助ベルト層の厚みを１ｍｍ、両補助ベルト層の相対間隔を、踏面の沿面幅の３０％とし、さらに、表１に示す寸法諸元を有する実施例タイヤおよび従来タイヤのそれぞれを、二輪車の後輪に装着して、ラストドライバーにおる実車走行によって、ハンドリング性能および高速安定性のそれぞれをフィーリング評価したところ、同表の下段に示す結果を得た。
また、高速耐久性は、ドラム耐久試験をもって、トレッド部故障が発生するまでの走行距離を測定することにより評価した。
なお、フィーリング評価および高速耐久性の評価指数値はいずれも、大きいほどすぐれた結果を示すものとした。 For a tire having a size of 190/50 R17 M / C, a radial carcass is formed by one piece of a carcass ply made of a nylon fiber cord (1400 dtex) extended at an angle of 90 ° with respect to the tire equatorial plane. The belt is formed by a single spiral wound layer made of an aramid fiber cord (1650 dtex) extended at an angle of 1 ° or less with respect to the tire equatorial plane, and each auxiliary belt layer is formed on the tire equatorial plane. And an aramid fiber cord (1650 dtex) extended at an angle of 45 ° with respect to the thickness of the auxiliary belt layer is 1 mm, and the relative distance between both auxiliary belt layers is 30% of the creepage width of the tread, Each of the example tires and the conventional tires having the dimensions shown in Table 1 are mounted on the rear wheels of the two-wheeled vehicle and used by the last driver. The vehicle traveling, the respective handling performance and high-speed stability was feeling evaluation gave the results shown in the lower part of the table.
The high-speed durability was evaluated by measuring the travel distance until the tread failure occurred in a drum durability test.
It should be noted that both the feeling evaluation and the evaluation index value of high-speed durability were shown to be superior as they were larger.

Figure 0004993881
Figure 0004993881

表１に示すところによれば、実施例タイヤはいずれも、トレッドゴムの全体を一種類のゴムにて構成した従来タイヤに比し、高速耐久性および高速安定性のそれぞれを大きく向上させ得ることが明らかである。   According to the results shown in Table 1, each of the tires of Examples can greatly improve the high-speed durability and the high-speed stability as compared with the conventional tire in which the entire tread rubber is composed of one kind of rubber. Is clear.

この発明の実施の形態を示すタイヤ幅方向断面図である。1 is a sectional view in the tire width direction showing an embodiment of the present invention. 他の実施形態を示す図１と同様の図である。It is a figure similar to FIG. 1 which shows other embodiment.

符号の説明Explanation of symbols

１ サイドウォール部
２ トレッド部
３ ビード部
４ ラジアルカーカス
５ ビードコア
６ 非伸長性コード
７ 主ベルト
８ 補助ベルト層
９ トレッド部踏面
１０ 中央部分トレッドゴム
１０ａ ベースゴム層
１０ｂ キャップゴム層
１１ 側部部分トレッドゴム
Ｅ タイヤ赤道面
ＣＲ クラウン域
ＴＷ トレッド部踏面の沿面幅 DESCRIPTION OF SYMBOLS 1 Side wall part 2 Tread part 3 Bead part 4 Radial carcass 5 Bead core 6 Non-extensible cord 7 Main belt 8 Auxiliary belt layer 9 Tread part tread 10 Center part tread rubber 10a Base rubber layer 10b Cap rubber layer 11 Side part tread rubber E Tire equatorial plane CR Crown area TW Creeping width of tread

Claims (3)

一方のビード部と他方のビード部との間に、一枚以上のカーカスプライからなるラジアルカーカスを、トレッド部を経てトロイダルに延在させて設け、ラジアルカーカスのクラウン域の外周側に、そのクラウン域の周方向に延びる非伸長性コードのスパイラル巻回層の一層以上からなる主ベルトを配設し、上記クラウン域の両側部部分のそれぞれで、主ベルトの内周側もしくは外周側に、高弾性コードからなる補助ベルト層の少なくとも一層を、トレッド部踏面の沿面幅の２０％〜５０％の相対間隔をおいて配設してなる二輪車用空気入りタイヤにおいて、
トレッド部に、補助ベルト層の離隔部分に対応して位置する中央部分トレッドゴムと、この中央部分トレッドゴムの側部に隣接するそれぞれの側部部分トレッドゴムとのそれぞれを配設するとともに、中央部分トレッドゴムの、下記の総発熱指数Ｆｃを、側部部分トレッドゴムの総発熱指数Ｆｓ以下の値とし、
中央部分トレッドゴムおよび側部部分トレッドゴムのそれぞれをともに、相互に異なったゴム質からなり、半径方向の内外に隣接して位置するベースゴム層とキャップゴム層とで構成してなる二輪車用空気入りタイヤ。
記
総発熱指数Ｆ＝Σ ｔａｎ δ×ｔ
ｔａｎ δ：トレッドゴムの損失正接
ｔ：トレッドゴムの厚み（ｍｍ） A radial carcass composed of one or more carcass plies is provided between one bead portion and the other bead portion so as to extend to the toroidal through the tread portion, and on the outer peripheral side of the crown region of the radial carcass, the crown A main belt composed of one or more spiral wound layers of a non-extensible cord extending in the circumferential direction of the region, and at each of both side portions of the crown region, In a pneumatic tire for a motorcycle, at least one of the auxiliary belt layers made of an elastic cord is disposed at a relative interval of 20% to 50% of the creeping width of the tread surface.
In the tread portion, a central portion tread rubber positioned corresponding to the separation portion of the auxiliary belt layer and each side portion tread rubber adjacent to the side portion of the central portion tread rubber are arranged, and the center The following total heat generation index Fc of the partial tread rubber is set to a value not more than the total heat generation index Fs of the side partial tread rubber,
Two-wheeled vehicle air composed of a base rubber layer and a cap rubber layer, which are made of mutually different rubber materials and are located adjacent to each other in the radial direction, both in the center portion tread rubber and the side portion tread rubber. Enter tire.
Record
Total exothermic index F = Σ tan δ × t
tan δ: Loss tangent of tread rubber
t: Tread rubber thickness (mm) 中央部分トレッドゴムと、側部部分トレッドゴムとを相互に異質のものとしてなる請求項１に記載の二輪車用空気入りタイヤ。The pneumatic tire for a motorcycle according to claim 1, wherein the center partial tread rubber and the side partial tread rubber are different from each other. タイヤ赤道面から、トレッド部踏面の沿面幅の２５％の範囲に含まれる領域内での、主ベルトの非伸長性コードの打込み密度に対し、その領域より外側部分での非伸長性コードの打込み密度を８０％以下としてなる請求項１または２に記載の二輪車用空気入りタイヤ。Driving the non-extensible cord from the tire equatorial plane to the outer area of the main belt in the area included in the range of 25% of the creepage width of the tread surface. The pneumatic tire for a motorcycle according to claim 1 or 2, wherein the density is 80% or less.
JP2005208832A 2005-07-19 2005-07-19 Pneumatic tires for motorcycles Expired - Fee Related JP4993881B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2005208832A JP4993881B2 (en) 2005-07-19 2005-07-19 Pneumatic tires for motorcycles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005208832A JP4993881B2 (en) 2005-07-19 2005-07-19 Pneumatic tires for motorcycles

Publications (2)

Publication Number Publication Date
JP2007022388A JP2007022388A (en) 2007-02-01
JP4993881B2 true JP4993881B2 (en) 2012-08-08

Family

ID=37783702

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2005208832A Expired - Fee Related JP4993881B2 (en) 2005-07-19 2005-07-19 Pneumatic tires for motorcycles

Country Status (1)

Country Link
JP (1) JP4993881B2 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4377934B2 (en) * 2007-08-03 2009-12-02 住友ゴム工業株式会社 Pneumatic tire
JP5015730B2 (en) * 2007-11-13 2012-08-29 株式会社ブリヂストン Pneumatic tires for motorcycles
FR2939720B1 (en) * 2008-12-17 2010-12-31 Michelin Soc Tech PNEUMATIC VEHICLE COMPRISING AN INTERRUPTED CARCASS REINFORCEMENT AND A BEARING BELT CONSISTING OF SEVERAL MIXTURES.
JP6911496B2 (en) * 2017-05-01 2021-07-28 住友ゴム工業株式会社 Motorcycle tires
JP7000886B2 (en) 2018-02-01 2022-01-19 住友ゴム工業株式会社 Motorcycle tires

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0872505A (en) * 1994-09-07 1996-03-19 Sumitomo Rubber Ind Ltd Radial tire for metorcycle
JP3513332B2 (en) * 1996-08-09 2004-03-31 住友ゴム工業株式会社 Radial tires for motorcycles
JP4118391B2 (en) * 1998-06-17 2008-07-16 株式会社ブリヂストン Pneumatic radial tire for motorcycles
JP2000059709A (en) * 1998-08-12 2000-02-25 Toshiba Corp Osd circuit and osd display method

Also Published As

Publication number Publication date
JP2007022388A (en) 2007-02-01

Similar Documents

Publication Publication Date Title
JP5138923B2 (en) Motorcycle tires
EP2206612B1 (en) Tire for motor-bicycle
WO2006088048A1 (en) Pneumatic tire for motorcycle
JP4904974B2 (en) Pneumatic tire
JP2009035228A (en) Tire for motorcycle
JP4993881B2 (en) Pneumatic tires for motorcycles
JP2008143327A (en) Tire for motorcycle
JP6717674B2 (en) Tire for tricycle
JPH0684121B2 (en) Radial tires for passenger cars with excellent high-speed steering stability
JP2001277824A (en) Pneumatic run flat tire
WO2012176912A1 (en) Motorcycle pneumatic tire
JP6053550B2 (en) Pneumatic tire
JP5788217B2 (en) Pneumatic tires for motorcycles
JP5015730B2 (en) Pneumatic tires for motorcycles
JP5023602B2 (en) Pneumatic tire
EP2095973A1 (en) Pneumatic tire for two-wheeled vehicle
JP5868040B2 (en) Tires for motorcycles
WO2019012965A1 (en) Pneumatic tire for motorcycle
JP2011073648A (en) Pneumatic tire
CN114789627A (en) Tire for motorcycle
JP2013035364A (en) Pneumatic radial tire
JP4070269B2 (en) Pneumatic tire
JP6192491B2 (en) Pneumatic tire
WO2020203562A1 (en) Motorbike tire
JP2009061920A (en) Tire for motorcycle and its manufacturing method

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20080523

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20101222

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20110104

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20110303

RD03 Notification of appointment of power of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7423

Effective date: 20110303

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20111108

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20120202

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20120227

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A821

Effective date: 20120227

A911 Transfer to examiner for re-examination before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20120319

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20120410

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20120508

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20150518

Year of fee payment: 3

R150 Certificate of patent or registration of utility model

Ref document number: 4993881

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

LAPS Cancellation because of no payment of annual fees