JPH11208211A - Pneumatic tire for two-wheeled vehicle - Google Patents
Pneumatic tire for two-wheeled vehicleInfo
- Publication number
- JPH11208211A JPH11208211A JP10011710A JP1171098A JPH11208211A JP H11208211 A JPH11208211 A JP H11208211A JP 10011710 A JP10011710 A JP 10011710A JP 1171098 A JP1171098 A JP 1171098A JP H11208211 A JPH11208211 A JP H11208211A
- Authority
- JP
- Japan
- Prior art keywords
- cord
- ply
- tire
- pneumatic tire
- motorcycle
- 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.)
- Granted
Links
Landscapes
- Tires In General (AREA)
- Yarns And Mechanical Finishing Of Yarns Or Ropes (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動二輪車用空気
入りタイヤに関し、詳しくは、耐久性を損なうことな
く、振動乗り心地性および操縦安定性を向上させ、安全
性に優れた自動二輪用空気入りタイヤに関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire for a motorcycle, and more particularly, to a pneumatic tire for a motorcycle which has improved vibration riding comfort and steering stability without impairing durability, and is excellent in safety. It is related to a tire with a tire.
【０００２】[0002]
【従来の技術】従来、自動二輪車用空気入りタイヤは、
振動乗り心地性（接地感）の向上を図るため、トレッド
ゴムの弾性率を低下させてタイヤクラウン部の曲げ剛性
を低下させ、タイヤの縦ばね定数を低くするなどの他
に、コード径の細いプライコードを使用してタイヤ全体
の剛性を下げる手法が採られてきた。2. Description of the Related Art Conventionally, pneumatic tires for motorcycles are:
In order to improve the riding comfort (feeling of contact with the ground), the elastic modulus of the tread rubber is reduced to lower the bending rigidity of the tire crown, and the longitudinal spring constant of the tire is reduced. A technique of reducing the rigidity of the entire tire by using a ply cord has been adopted.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、振動乗
り心地性を向上させるためにコード径の細いプライコー
ドを使用すると耐久性に対する安全率が低下し、特に、
低内圧にて走行した場合の安全性を著しく損なう傾向に
あった。However, when a ply cord having a small cord diameter is used in order to improve the riding comfort, the safety factor for durability is reduced.
There was a tendency that safety when driving at low internal pressure was significantly impaired.
【０００４】そこで本発明の目的は、耐久性を損なうこ
となく、振動乗り心地性および操縦安定性を向上させ、
安全性に優れた自動二輪用空気入りタイヤを提供するこ
とにある。Accordingly, an object of the present invention is to improve vibration riding comfort and steering stability without impairing durability,
An object of the present invention is to provide a pneumatic motorcycle tire excellent in safety.
【０００５】[0005]
【課題を解決するための手段】本発明者らは、耐久性を
損なうことなく、走行時の振動乗り心地性と操縦安定性
を向上させるべく鋭意検討した結果、少なくとも２層の
カーカスプライを有するラジアルタイヤにおいて、一対
の相隣接するラジアルプライカーカスの内層プライと外
層プライの強度（引張り剛性）の総和を変えずに、即ち
減少させずに夫々異なる所定のコードを用いることによ
り上記目的を達成し得ることを見出し、本発明を完成す
るに至った。Means for Solving the Problems The inventors of the present invention have made intensive studies to improve the riding comfort and driving stability during running without impairing the durability, and as a result, have at least two layers of carcass plies. In a radial tire, the above object is achieved by using different predetermined cords without changing, that is, without reducing, the total sum of the strength (tensile stiffness) of the inner layer ply and the outer layer ply of a pair of adjacent radial ply carcass. It was found that the present invention was obtained, and the present invention was completed.
【０００６】即ち、本発明の自動二輪車用空気入りタイ
ヤは、左右一対のビード部と、該ビード部間でトロイド
状に延びるラジアル配列コードの少なくとも２層のプラ
イからなるカーカスと、該カーカスのクラウン部に配置
されたベルト層とを備えた自動二輪車用空気入りタイヤ
において、一対の相隣接するラジアルプライカーカス
が、製品タイヤでのコードヤング率が３００〜６００ｋ
ｇｆ／ｍｍ２のテキスタイルコードから選ばれる、各々
異種コード層よりなり、かつ内層プライと外層プライと
の引張り剛性比（Ｘ）が次式、 １＜Ｘ＜１０または１／１０＜Ｘ＜１ で表される範囲に設定されていることを特徴とするもの
である。That is, a pneumatic tire for a motorcycle according to the present invention includes a carcass comprising a pair of right and left bead portions, at least two plies of a radial array cord extending in a toroidal shape between the bead portions, and a crown of the carcass. In a pneumatic tire for a motorcycle having a belt layer disposed in a portion, a pair of adjacent radial ply carcass has a cord Young's modulus of 300 to 600 k in a product tire.
gf / mm 2 , each of which is composed of different kinds of cord layers, and the tensile stiffness ratio (X) between the inner layer ply and the outer layer ply is as follows: 1 <X <10 or 1/10 <X <1 It is characterized in that it is set in the range shown.
【０００７】本発明において、前記内層プライのコード
と前記外層プライのコードのコード径比（Ｄ）を次式、 １／３＜Ｄ＜１または１＜Ｄ＜３ で表される範囲に設定することが好ましい。In the present invention, the cord diameter ratio (D) of the cord of the inner layer ply and the cord of the outer layer ply is set to a range represented by the following equation: 1/3 <D <1 or 1 <D <3. Is preferred.
【０００８】また、最内層プライのコード断面方向に測
った２５．４ｍｍ幅当たりの打込み数を７本以上とする
ことが好ましい。Further, it is preferable that the number of shots per 25.4 mm width measured in the cord cross-section direction of the innermost layer ply is 7 or more.
【０００９】[0009]
【発明の実施の形態】本発明を以下に具体的に説明す
る。本発明においては、少なくとも２層のカーカスプラ
イを有するラジアルタイヤにおいて、一対の相隣接する
ラジアルプライカーカスの内層プライと外層プライの強
度（引張り剛性）の総和を減少させないようにするため
に、製品タイヤでのコードヤング率が３００〜６００ｋ
ｇｆ／ｍｍ２のテキスタイルコードから選ばれるコード
層を用いる。コードヤング率が３００ｋｇｆ／ｍｍ２未
満であると耐久性に劣り、一方６００ｋｇｆ／ｍｍ２を
超えると振動乗り心地性を向上させることが困難とな
る。BEST MODE FOR CARRYING OUT THE INVENTION The present invention will be specifically described below. In the present invention, in a radial tire having at least two layers of carcass plies, in order not to reduce the total strength (tensile rigidity) of inner and outer plies of a pair of adjacent radial ply carcass, a product tire Cord Young's modulus is 300-600k
A code layer selected from gf / mm 2 textile codes is used. If the cord Young's modulus is less than 300 kgf / mm 2 , the durability will be poor, while if it exceeds 600 kgf / mm 2 , it will be difficult to improve the vibration riding comfort.
【００１０】なお、テキスタイルコードの材質、撚り条
件および接着剤処理条件等は特に制限されるべきもので
はなく、上記コードヤング率を満たすものを適宜選択す
ればよいが、材質として好ましくは、６，６−ナイロン
等のポリアミドが挙げられる。また、コーティングゴム
としては、例えば、１００％伸長時の弾性率が約３０ｋ
ｇｆ／ｃｍ２のものを用いることができる。The material of the textile cord, twisting conditions, adhesive treatment conditions, and the like are not particularly limited, and those that satisfy the above-mentioned cord Young's modulus may be appropriately selected. Examples thereof include polyamides such as 6-nylon. As the coating rubber, for example, the elastic modulus at 100% elongation is about 30 k.
gf / cm 2 can be used.
【００１１】また、本発明においては、一対の相隣接す
るラジアルプライカーカスの内層プライ（１Ｐ）と外層
プライ（２Ｐ）を各々異種コード層より構成し、かかる
内層プライ（１Ｐ）と外層プライ（２Ｐ）との引張り剛
性比（Ｘ）を次式、 １＜Ｘ＜１０または１／１０＜Ｘ＜１ で表される範囲に設定する必要がある。この点に関し、
以下に詳述する。In the present invention, the inner ply (1P) and the outer ply (2P) of a pair of adjacent radial ply carcass are respectively composed of different kinds of code layers, and the inner ply (1P) and the outer ply (2P) are formed. ) Must be set in a range represented by the following equation: 1 <X <10 or 1/10 <X <1. In this regard,
Details will be described below.
【００１２】内層プライ（１Ｐ）と外層プライ（２Ｐ）
の引張り剛性の比を変更したときのタイヤの縦ばね定数
（振動乗り心地性の指標）およびコーナリングパワー
（Ｃ．Ｐ．値）（操縦安定性の指標）との関係を有限要
素法（ＦＥＭ）にて計算したところ、夫々図１および図
２に示すように、両層の剛性比の差分を大きくすればす
る程、振動乗り心地性および操縦安定性が共に向上する
ことが判明した。図１において、縦ばね定数は低いほど
振動乗心地性が良好である。また、図２において、Ｃ．
Ｐ．値が高い程、応答性が良好となり、操縦安定性が向
上する。しかし、縦ばね定数は、下げ過ぎると路面内で
の変形が大きくなり、転動時のヒステリシスロスが大き
くなるため燃費が悪くなるなどの弊害が発生することか
ら、引張り剛性比（Ｘ）を次式、 １＜Ｘ＜１０または１／１０＜Ｘ＜１ 好ましくは、次式、 １＜Ｘ＜４または１／４＜Ｘ＜１ で表される範囲に設定することが要求される。Inner layer ply (1P) and outer layer ply (2P)
The relationship between the longitudinal spring constant (index of vibration riding comfort) and the cornering power (CP value) (index of steering stability) when the ratio of the tensile stiffness of the tire was changed was determined by the finite element method (FEM). As shown in FIGS. 1 and 2, respectively, it was found that the greater the difference between the rigidity ratios of the two layers, the more the vibration riding comfort and the steering stability were improved. In FIG. 1, the lower the longitudinal spring constant, the better the vibration riding comfort. Further, in FIG.
P. The higher the value, the better the responsiveness and the better the steering stability. However, if the longitudinal spring constant is too low, the deformation on the road surface becomes large, and the hysteresis loss at the time of rolling becomes large, causing adverse effects such as poor fuel economy. Formula 1 <X <10 or 1/10 <X <1 Preferably, it is required to be set in a range represented by the following formula: 1 <X <4 or 1/4 <X <1.
【００１３】また、内層プライ（１Ｐ）と外層プライ
（２Ｐ）とのコード径比（Ｄ）も、大き過ぎると、一方
のコードが他方のコードの間に侵入し、フレッティング
によるコード切れ（ＣＢＵ）が発生し易くなるため、コ
ード径比（Ｄ）を次式、 １／３＜Ｄ＜１または１＜Ｄ＜３ で表される範囲に設定することが好ましく、より好まし
くは、次式、 １／２．２＜Ｄ＜１または１＜Ｄ＜２．２ である。If the cord diameter ratio (D) between the inner ply (1P) and the outer ply (2P) is too large, one cord penetrates between the other cords and the cord breaks due to fretting (CBU). ) Easily occurs, it is preferable to set the cord diameter ratio (D) to a range represented by the following formula: 1/3 <D <1 or 1 <D <3. More preferably, the following formula: 1 / 2.2 <D <1 or 1 <D <2.2.
【００１４】さらに、タイヤラジアルタイヤ方向最内層
のプライの打込み数は、多い程内層のプライの引張り剛
性を大きくし、一方少な過ぎるとインナーライナーがコ
ード間に侵入し易くなり、コード出等の製造上の問題が
発生するため、当該内層プライのコード断面方向に測っ
た２５．４ｍｍ（１インチ）幅当たりの打込み数を７本
以上とすることが好ましい。Further, as the number of plies in the innermost layer in the tire radial tire direction increases, the tensile stiffness of the inner layer plies increases, whereas when the number is too small, the inner liner easily penetrates between the cords, and production of cords and the like occurs. Because of the above problem, it is preferable that the number of shots per 25.4 mm (1 inch) width measured in the cord cross-section direction of the inner layer ply be 7 or more.
【００１５】なお、縦ばね定数は、タイヤに静的垂直荷
重を掛けた状態での縦たわみから求められ、また、Ｃ．
Ｐ．値は、ドラムにて同一速度同一荷重で正負のスリッ
プアングルを付けてコーナリングフォースを測定し、次
式によって求められる値である。 ＣＰ＝｛ＣＦ（１°）＋ＣＦ（２°）／２＋ＣＦ（３
°）／３＋ＣＦ（４°）／４｝／４ ここで、ＣＦ（１°）、ＣＦ（２°）、ＣＦ（３°）お
よびＣＦ（４°）は、それぞれスリップアングルが１
度、２度、３度および４度のときのコーナリングフォー
スの値である。The longitudinal spring constant is determined from the longitudinal deflection in a state where a static vertical load is applied to the tire.
P. The value is a value obtained by measuring the cornering force by applying a positive and negative slip angle at the same speed and the same load on the drum and obtaining the following formula. CP = ｛CF (1 °) + CF (2 °) / 2 + CF (3
°) / 3 + CF (4 °) / 4 ° / 4 where CF (1 °), CF (2 °), CF (3 °) and CF (4 °) each have a slip angle of 1
It is the value of the cornering force at the time of degree, degree 2, degree 3, and degree 4.
【００１６】本発明の自動二輪車用空気入りタイヤは、
カーカスプライの改良に係るものであり、他の部分の構
造および材質等は従来のタイヤと何等変更を要するもの
ではなく、既知の構造等を採用することができる。The pneumatic tire for a motorcycle according to the present invention comprises:
The present invention relates to improvement of a carcass ply, and the structure, material, and the like of other portions do not require any change from the conventional tire, and a known structure or the like can be adopted.
【００１７】[0017]
【実施例】次に本発明を実施例に基づき具体的に説明す
る。内層プライコードと外層プライコードとして、下記
の表１に示す各種テキスタイルコードを製造した。表１
中、カーカス（Ａ）における内層プライと外層プライの
引張り剛性比（Ｘ）は２．３、コード径比（Ｄ）は１．
５であり、カーカス（Ｂ）においてはともに１．０であ
る。Next, the present invention will be specifically described based on examples. Various textile cords shown in Table 1 below were produced as inner layer ply cords and outer layer ply cords. Table 1
In the middle and the carcass (A), the tensile stiffness ratio (X) of the inner ply and the outer ply is 2.3, and the cord diameter ratio (D) is 1.
5 and 1.0 in the carcass (B).
【００１８】[0018]
【表１】 [Table 1]
【００１９】実施例１〜４，比較例１〜４ 実施例１および比較例１として、上記表１に示す２層の
プライからなるカーカス（Ａ１）および（Ｂ）を用い
て、図１に示す如き夫々ＭＣＲ１２０／７０ＺＲ１７サ
イズの自動二輪車用空気入りタイヤを試作した。かかる
試作タイヤ１は、左右一対のビードコア５間でトロイド
状に延びる２層プライのカーカス４（内層４ａ、外層４
ｂ）、このカーカス４のクラウン部のタイヤ径方向外側
に配置した２層のベルト３およびこのベルト３のタイヤ
径方向外側に配置したトレッド２を具備する。ベルト３
のコードとしては、ケブラー繊維（アラミド繊維の商品
名）を用いた。 Examples 1 to 4 and Comparative Examples 1 to 4 As Examples 1 and Comparative Example 1, carcass (A1) and (B) each composed of two plies shown in Table 1 above were used, and the results are shown in FIG. A prototype of a pneumatic motorcycle tire of MCR120 / 70ZR17 size was manufactured. The prototype tire 1 includes a two-layer ply carcass 4 (inner layer 4a, outer layer 4) that extends in a toroidal shape between a pair of left and right bead cores 5.
b), a two-layer belt 3 disposed radially outward of the crown portion of the carcass 4 in the tire radial direction, and a tread 2 disposed radially outward of the belt 3 in the tire radial direction. Belt 3
Kevlar fiber (trade name of aramid fiber) was used.
【００２０】実施例２および比較例２として、上記表１
に示す内層および外層のプライからなるカーカス（Ａ
１）および（Ｂ）の他に、さらに半径方向最外層に図２
に示す如きプライ４ｃ（コード角度は赤道に対し７０〜
９０°）を用いて、夫々ＭＣＲ１２０／７０ＺＲ１７サ
イズの自動二輪車用空気入りタイヤを試作した。As Example 2 and Comparative Example 2, Table 1
Carcass (A)
In addition to 1) and (B), FIG.
Ply 4c (cord angle is 70 to the equator)
(90 °), pneumatic tires for motorcycles of MCR120 / 70ZR17 size were produced.
【００２１】実施例３および比較例３として、上記表１
に示す２層のプライ（但し、１層はキャップに入れてあ
る）からなるカーカス（Ａ１）および（Ｂ）を用いて、
図３に示す如き夫々ＭＣＲ１２０／７０ＺＲ１７サイズ
の自動二輪車用空気入りタイヤを試作した。As Example 3 and Comparative Example 3, Table 1
Using carcass (A1) and (B) consisting of two plies (where one layer is in a cap) shown in
As shown in FIG. 3, prototypes of motorcycle pneumatic tires of MCR120 / 70ZR17 size were manufactured.
【００２２】実施例４および比較例４として、上記表１
に示す２層のプライからなるカーカス（Ａ２）および
（Ｂ）を用いて、図１に示す如き夫々ＭＣＲ１２０／７
０ＺＲ１７サイズの自動二輪車用空気入りタイヤを試作
した。これら試作タイヤについて、縦ばね定数、横剛
性、振動乗り心地性および耐久性について評価を行なっ
た。得られた結果を下記の表２に示す。As Example 4 and Comparative Example 4, Table 1
The carcass (A2) and (B) composed of two layers of plies shown in FIG.
A 0ZR17 size pneumatic motorcycle tire was prototyped. These prototype tires were evaluated for longitudinal spring constant, lateral rigidity, ride comfort and durability. The results obtained are shown in Table 2 below.
【００２３】[0023]
【表２】 １）縦ばね定数：供試タイヤをＪＡＴＭＡ標準リムに装
着し、内圧を２．０ｋｇｆ／ｃｍ２として平板上に置
き、キャンバー角０°で１１０ｋｇｆの静的垂直荷重を
掛けた状態での縦たわみを求め、夫々の従来例を１００
として指数にて表示した。数値が小さい程縦ばね定数が
小さいことを示す。 ２）振動乗り心地性：熟練ドライバーによるフィーリン
グ評価を行い、夫々の従来例を１００として指数にて表
示した。数値が大きい程振動乗り心地が良好であること
を示す。 ３）耐久性：内圧１．４ｋｇｆ／ｃｍ２、速度８１ｋｍ
／時、荷重２３０ｋｇの条件下でドラム走行させ、ＣＢ
Ｕの発生有無を調べ、夫々の従来例を１００として指数
にて表示した。数値が大きい程耐久性が良好であること
を示す。前記実施例はいずれもＭＣＲ１２０／７０ＺＲ
１７サイズの自動二輪車用空気入りタイヤに関するもの
であるが、ＭＣＲ１８０／５５ＺＲ１７サイズ（ＭＳＢ
構造）の自動二輪車用空気入りタイヤにおいても同様の
結果が得られた。[Table 2] 1) Longitudinal spring constant: The test tire was mounted on a JATMA standard rim, the internal pressure was set to 2.0 kgf / cm 2 , placed on a flat plate, and subjected to a vertical deflection of 110 kgf at a camber angle of 0 ° under a static vertical load of 110 kgf. And calculate each conventional example as 100
It was indicated by an index. The smaller the numerical value, the smaller the longitudinal spring constant. 2) Vibration riding comfort: Feeling evaluation was performed by a skilled driver, and each conventional example was expressed as an index, with 100 being taken as an index. The larger the value, the better the vibration riding comfort. 3) Durability: Internal pressure 1.4 kgf / cm 2 , speed 81 km
/ Hour, run the drum under the condition of a load of 230 kg,
The presence or absence of U was examined, and each conventional example was represented by an index with 100 being set. The larger the value, the better the durability. The above embodiments are all MCR120 / 70ZR
It relates to a pneumatic tire for motorcycles with a size of 17 MCR180 / 55ZR17 (MSB180 / 55ZR).
The same result was obtained with the pneumatic tire for a motorcycle having the above structure.
【００２４】[0024]
【発明の効果】以上説明してきたように、本発明の自動
二輪車用空気入りタイヤにおいては、耐久性を損なうこ
となく、振動乗り心地性および操縦安定性を向上させる
ことができ、安全性に優れている。As described above, in the pneumatic tire for a motorcycle according to the present invention, the riding comfort and the steering stability can be improved without impairing the durability, and the safety is excellent. ing.
【図１】実施例１における自動二輪車用空気入りタイヤ
の部分断面図である。FIG. 1 is a partial sectional view of a pneumatic motorcycle tire according to a first embodiment.
【図２】実施例２における自動二輪車用空気入りタイヤ
の部分断面図である。FIG. 2 is a partial sectional view of a pneumatic motorcycle tire according to a second embodiment.
【図３】実施例３における自動二輪車用空気入りタイヤ
の部分断面図である。FIG. 3 is a partial sectional view of a motorcycle pneumatic tire according to a third embodiment.
【図４】内外層プライの剛性比（Ｘ）と縦ばね定数との
関係を示すグラフである。FIG. 4 is a graph showing the relationship between the rigidity ratio (X) of the inner and outer layer plies and the longitudinal spring constant.
【図５】内外層プライの剛性比（Ｘ）とＣＰ値との関係
を示すグラフである。FIG. 5 is a graph showing the relationship between the rigidity ratio (X) of the inner and outer plies and the CP value.
１ 自動二輪車用空気入りタイヤ ２ トレッド ３ ベルト ４ カーカス ４ａ 内層 ４ｂ 外層 ５ ビードコア Reference Signs List 1 Pneumatic tire for motorcycle 2 Tread 3 Belt 4 Carcass 4a Inner layer 4b Outer layer 5 Bead core
Claims (3)
トロイド状に延びるラジアル配列コードの少なくとも２
層のプライからなるカーカスと、該カーカスのクラウン
部に配置されたベルト層とを備えた自動二輪車用空気入
りタイヤにおいて、 一対の相隣接するラジアルプライカーカスが、製品タイ
ヤでのコードヤング率が３００〜６００ｋｇｆ／ｍｍ２
のテキスタイルコードから選ばれる、各々異種コード層
よりなり、かつ内層プライと外層プライとの引張り剛性
比（Ｘ）が次式、 １＜Ｘ＜１０または１／１０＜Ｘ＜１ で表される範囲に設定されていることを特徴とする自動
二輪車用空気入りタイヤ。At least two of a pair of right and left bead portions and a radially arranged cord extending in a toroidal shape between the bead portions.
In a motorcycle pneumatic tire including a carcass composed of plies of layers and a belt layer disposed on a crown portion of the carcass, a pair of adjacent radial ply carcass has a cord Young's modulus of 300 in a product tire. ~600kgf / mm 2
Each of which is composed of different kinds of cord layers, and wherein the tensile stiffness ratio (X) between the inner layer ply and the outer layer ply is represented by the following formula: 1 <X <10 or 1/10 <X <1 A pneumatic tire for a motorcycle, wherein the tire is set to:
イのコードのコード径比（Ｄ）が次式、 １／３＜Ｄ＜１または１＜Ｄ＜３ で表される範囲に設定されている請求項１記載の自動二
輪車用空気入りタイヤ。2. A cord diameter ratio (D) between the cord of the inner layer ply and the cord of the outer layer ply is set in a range represented by the following formula: 1/3 <D <1 or 1 <D <3. The pneumatic tire for a motorcycle according to claim 1.
２５．４ｍｍ幅当たりの打込み数が７本以上である請求
項１記載の自動二輪車用空気入りタイヤ。3. The pneumatic motorcycle tire according to claim 1, wherein the number of hits per 25.4 mm width of the innermost ply measured in the cord cross-sectional direction is 7 or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP01171098A JP4127887B2 (en) | 1998-01-23 | 1998-01-23 | Pneumatic tires for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP01171098A JP4127887B2 (en) | 1998-01-23 | 1998-01-23 | Pneumatic tires for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11208211A true JPH11208211A (en) | 1999-08-03 |
| JP4127887B2 JP4127887B2 (en) | 2008-07-30 |
Family
ID=11785612
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP01171098A Expired - Fee Related JP4127887B2 (en) | 1998-01-23 | 1998-01-23 | Pneumatic tires for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4127887B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102781684A (en) * | 2010-03-05 | 2012-11-14 | 米其林集团总公司 | Vehicle tire comprising a tread consisting of a plurality of compounds and a radial ply carcass reinforcement consisting of at least two layers |
| JP2014094644A (en) * | 2012-11-08 | 2014-05-22 | Bridgestone Corp | Tire for motorcycle |
| CN111566254A (en) * | 2017-12-18 | 2020-08-21 | 米其林集团总公司 | Ground and related equipment and method |
-
1998
- 1998-01-23 JP JP01171098A patent/JP4127887B2/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102781684A (en) * | 2010-03-05 | 2012-11-14 | 米其林集团总公司 | Vehicle tire comprising a tread consisting of a plurality of compounds and a radial ply carcass reinforcement consisting of at least two layers |
| JP2013521187A (en) * | 2010-03-05 | 2013-06-10 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Vehicle tire having a tread comprising a plurality of blends and a radial ply carcass reinforcement comprising at least two layers |
| JP2014094644A (en) * | 2012-11-08 | 2014-05-22 | Bridgestone Corp | Tire for motorcycle |
| CN111566254A (en) * | 2017-12-18 | 2020-08-21 | 米其林集团总公司 | Ground and related equipment and method |
| CN111566254B (en) * | 2017-12-18 | 2023-03-24 | 米其林集团总公司 | Ground and related equipment and method |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4127887B2 (en) | 2008-07-30 |
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