JPS5953204A - Assembly body of tire and rim for motorcycle - Google Patents

Assembly body of tire and rim for motorcycle

Info

Publication number
JPS5953204A
JPS5953204A JP57165725A JP16572582A JPS5953204A JP S5953204 A JPS5953204 A JP S5953204A JP 57165725 A JP57165725 A JP 57165725A JP 16572582 A JP16572582 A JP 16572582A JP S5953204 A JPS5953204 A JP S5953204A
Authority
JP
Japan
Prior art keywords
tire
breaker
carcass
bead
radial
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.)
Pending
Application number
JP57165725A
Other languages
Japanese (ja)
Inventor
Yasuhiro Kubota
康弘 久保田
Kuraji Noda
野田 倉司
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.)
Sumitomo Rubber Industries Ltd
Original Assignee
Sumitomo Rubber Industries Ltd
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 Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Priority to JP57165725A priority Critical patent/JPS5953204A/en
Publication of JPS5953204A publication Critical patent/JPS5953204A/en
Pending legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C3/00Tyres characterised by the transverse section
    • B60C3/04Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile

Abstract

PURPOSE:To improve a degree of stability in time of running and circling at high speed, by making up a carcass for a tire bearing the above caption to be rectilinear in form ranging from the vicinity of the end part of a breaker arranged outside to the area contacting a bead core and also making up the breaker width to be smaller than the interval of beads. CONSTITUTION:A captioned tire 1 attached to a rim 2 is provided with a tread part 3, a side wall part 4 extending over the radial direction from both ends of the tread part and a bead part 5 situated at the inside end part in the radial direction of this side wall part 4. And, both ends of a carcass part 6 are turned up from inside to outside around a bead core 7 and this carcass part 6 is installed so as to be terminated at the bead part 5 or the side wall part 4. In this case, the carcass 6 is substantially made up in rectilinear form ranging from the vicinity of the end part of a breaker 8 to the range contacting the bead core 7. In addition, width WA of the breaker 8 is made up so as to be smaller than a bead interval WB.

Description

【発明の詳細な説明】 ヤとリムの組立体に関する。[Detailed description of the invention] Regarding the assembly of the ear and rim.

最近、道路の舗装整(苗化に伴ない車両の高速化がすす
められ、自動二輪車用タイヤも高速走行における緒特性
が要求されている。
Recently, with the improvement of road paving, the speed of vehicles has been increasing, and tires for motorcycles are also required to have strong performance characteristics for high-speed driving.

一般に自動二輪車用タイヤにはカーカス67クロスブラ
イ構造、即ちカーカスのコード角度を周方向に対して約
30°〜60°の角度で傾斜させプライ間で相互に交差
する配置が広く採用されている。これは自動二輪用タイ
ヤは乗用車等の四輪重用タイヤと比べて、特に旋回走行
時の運動機能が根本的に相違することによるものであり
、自動二輪中は旋回時、路面と垂直な面に対して大ぎ(
傾斜させ(大ぎなキャンバ−角な与えた方向に路面と水
平に力(キャンバ−スラスト)を生じ重体に働く遠心力
に対抗し安定な走行を維持するという特性が要求される
。したがって自動二輪車用タイヤは前述のクロスプライ
溝債のカーカスを用いることにより(黄方向剛1生を高
め、前記キャンパースラストの維持を図っており、横剛
性の劣るラジアル構造はJ二記観点からほとんど採用さ
れていない。しかしクロスプライ構造のタイヤは高I虫
走行時、タイヤにliV′i振れの振vJ(WKAV現
象)が発生するととももに耐久性の点で雑煮があり、そ
のためカーカスのコード角度を周方向に対して低くした
り、カーカスの険数を増加させるなど、タイヤ剛性を高
めて対策を施してきたが、クロスプライ構造を深川する
限りその構造に起因する欠点は完全に解消できない。
Generally, motorcycle tires have a carcass 67 cross-brie structure, in which the cord angle of the carcass is inclined at an angle of about 30° to 60° with respect to the circumferential direction, and the plies intersect with each other. This is due to the fact that motorcycle tires have a fundamentally different dynamic function, especially when turning, compared to four-wheel heavy duty tires for passenger cars. It's too big (
A large camber angle is required to produce a force (camber thrust) parallel to the road surface in a given direction, counteracting the centrifugal force acting on a heavy body and maintaining stable running.Therefore, for motorcycles. By using the above-mentioned cross-ply groove bond carcass, the tires are designed to increase yellow direction stiffness and maintain the above-mentioned camper thrust, and the radial structure, which has poor lateral stiffness, is rarely used from the viewpoint of J2. However, when tires with a cross-ply structure are driven with a high I, liV'i vibration vJ (WKAV phenomenon) occurs in the tire, and there are some problems in terms of durability. Countermeasures have been taken to increase tire rigidity, such as lowering the tire height and increasing the number of carcass bumps, but as long as the cross-ply structure is used, the drawbacks caused by that structure cannot be completely resolved.

本発明は自助二輪用タイヤに従来はとんど試みられなか
ったラジアル構造についてカーカスプロファイル四にブ
レーカ−の構造、配置関係、及び材料について種々検討
を市ねた結果、−、’2””−4、、’   −: −
−′、−キャンパースラスt−?クロスプライi[’f
f tj!jのタイヤと同程度まで改善し、しかもラジ
アルタイヤの利点である高速性能を発現しうろこkが判
明し、木冗明に到ネしたのである。
The present invention was developed as a result of various studies on the carcass profile, breaker structure, arrangement, and materials for the radial structure, which had rarely been attempted in the past for self-help two-wheel tires. 4,,' −: −
-', -camper thrust t-? Cross ply i['f
ftj! It was discovered that the new tire was improved to the same level as the J tire, and also exhibited the high-speed performance that is the advantage of radial tires.

ラジアルタイヤは−j没にキャンパースラストが小さい
原因はおもにカーカスのコード呪列、剛性の高いブレー
カ−のll!ii! +tffに起因し、走行時に1l
iii心現象を生ずることによる。ここで1綿心現象と
は第1図に示す川く荷重負荷時に接地領域の変形に伴な
い接地しない領域のタイヤ半径が増大し、タイヤ中心が
偏心する現象をいう。この1描心現象によりタイヤは旋
回時tこ路面との接地状態における剪断変゛形が小さく
なる。つまり第2図に示す如くタイヤに一定のキャンパ
ー角(θ)をiiえた場合、荷「「負荷状態でのタイヤ
変形41(A部分の面積で表わされる)は無偏心状態の
変形kl(B部分の面積で表わされる)よりも小さく、
この変形量(剪断変形)の差は剪断変形、即ちキャンパ
ースラストの差を示すものである。したがってラジアル
タイヤにおいてキャンバ−スラストを改善するため1こ
はL記偏心現象を軽減することが必要であるが、本発明
はタイヤの断面形状tこ改良を行なうことにより」二記
問題点を解決したものである。
For radial tires, the cause of the small camper thrust is mainly due to the cord curse of the carcass and the highly rigid breaker! ii! Due to +tff, 1l when driving
iii.by producing mental phenomena. Here, the one-center phenomenon refers to a phenomenon in which the radius of the tire in the non-contact area increases due to the deformation of the contact area when a heavy load is applied, as shown in FIG. 1, and the center of the tire becomes eccentric. Due to this single centroid phenomenon, the tire undergoes less shear deformation when turning and when in contact with the road surface. In other words, when the tire has a constant camper angle (θ) as shown in Fig. 2, the tire deformation 41 under load (represented by the area of section A) is the deformation kl in the non-eccentric state (section B ) is smaller than
This difference in the amount of deformation (shear deformation) indicates the difference in shear deformation, that is, the difference in camper thrust. Therefore, in order to improve the camber thrust in a radial tire, it is necessary to reduce the eccentricity phenomenon (1), but the present invention solves the two problems by improving the cross-sectional shape of the tire. It is something.

本発明はトレッド部と、その両端からラジアル方向内方
に向けて延びるサイドウオール部と、核サイドウオール
部のラジアル方向内側端部に位置するビード部を有し、
タイヤのラジアル方向をこ対してはほぼ平行に延びるコ
ードよりなり、その両端がビードコアーまわりに折り返
されるカーカスと、このカーカスのラジアル方向外側に
配置されるブレーカ−を備えたラジアルタイヤをリムに
装着するとともに内圧を充填した状態のタイヤ断面tこ
おいて (イ)前記カーカスはブレーカ一端近傍からビードコア
ーを二当接する領域1r至るまで実′a的に直線状で構
成され (ロ)ブレーカ−の幅(WA )はビード間隔(WB)
よリモ小さく構成されていることを特徴とする自動二:
pa If用ゲタイヤリムの組立体である。以F本発明
の一実施例を図面にしたがって説明する一第3図は本発
明の組立体のl祈面図であるm−において本発明の組立
体はタイヤ(11をリム(21)−tこ装着して構成さ
れ一前記タイヤ!1)はトレッド部(5)と、その両端
からラジアル方向に向けて延びるサイドウオール部(4
)と、該サイドウオール部のラジアル方向内側端部に位
置するビード部(5)を1liiiえている。そしてカ
ーカス(61は複数のプライで構成され、その両端はい
ずれもビードコアC)のまわりを内側から外側方向に折
り返されビード部(5)またはサイドウオール部(4)
に終端する。
The present invention includes a tread portion, a sidewall portion extending radially inward from both ends of the tread portion, and a bead portion located at the radially inner end of the core sidewall portion,
A radial tire is mounted on a rim, comprising a carcass consisting of cords extending almost parallel to each other in the radial direction of the tire, both ends of which are folded back around the bead core, and a breaker placed outside the carcass in the radial direction. (a) The carcass is substantially linear from the vicinity of one end of the breaker to the area 1r where the two bead cores contact, and (b) the width of the breaker ( WA) is the bead spacing (WB)
Automatic 2, which is characterized by a compact structure:
This is an assembly of the Geta rim for pa If. Hereinafter, one embodiment of the present invention will be explained according to the drawings. Fig. 3 is a side view of the assembly of the present invention. The above-mentioned tire!1) includes a tread part (5) and sidewall parts (4) extending in the radial direction from both ends of the tread part (5).
) and a bead portion (5) located at the radially inner end of the sidewall portion. Then, the carcass (61 is composed of a plurality of plies, both ends of which are folded back from the inside to the outside around the bead core C) to form a bead part (5) or a sidewall part (4).
terminates in

こ、−でカーカス(6)はブレーカ−(8)の端部近傍
からビードコアー(7)に当接する領域に至るまで実′
a的tこ直線状に構成されている。従来のタイヤのカー
カスのトロイド状に構成され側壁部は膨出形状とされて
おり、そのためタイヤの半径方向の寸法に偏位が生じや
すく前記偏心現象の問題があった。そこで本発明は側壁
部のカーカス形状をほぼ直線状としたため荷重負荷時の
偏心境縁を有効に防止しつる。ここで直線状とはブレー
カ一端部(BE)からビードコア(ハのIEM(!(7
alに至るまでのカー力スライヤの距!’1tのi’l
ij記両社間のcG線距蝉に対する比が104〜100
係、好ましくは102〜100%の範囲のものをいう。
In this case, the carcass (6) is actually cut from the vicinity of the end of the breaker (8) to the area where it contacts the bead core (7).
It is constructed in a straight line. The carcass of a conventional tire has a toroidal shape with a bulging sidewall, which tends to cause deviation in the radial dimension of the tire, resulting in the problem of eccentricity. Therefore, in the present invention, since the carcass shape of the side wall portion is made substantially straight, eccentric edges can be effectively prevented when a load is applied. Here, linear means from one end of the breaker (BE) to the bead core (IEM (! (7)
The distance of Kariki Suraiya to reach al! '1t i'l
ij: The ratio between the two companies is 104 to 100.
%, preferably in the range of 102 to 100%.

更に本発明ではブレーカ−の幅(WA)をビード間隔(
WB)よりも小小さくし断面を略台形状にしたため横剛
性が改善され旋回時の操縦安定性が一層向上する。ここ
でブレーカ−の幅(WA)のビード間隔(WE)に対す
る比(WA /WB )は乗心地、操縦安定性及び偏心
現象の防止等の)現点から10〜13好ましくは10〜
11の範囲に設定する。ここでビード間隔(WB)はカ
ーカス(61のビード底部tこおける間隔をいい、カー
カスがビードコア(ハの外側から内側に巻き返されるl
jA 造ではビードコア底部外側における間隔で定義さ
れる。
Furthermore, in the present invention, the width (WA) of the breaker is determined by the bead spacing (
Since it is smaller than the WB) and has a substantially trapezoidal cross section, lateral rigidity is improved and steering stability when turning is further improved. Here, the ratio (WA/WB) of the breaker width (WA) to the bead spacing (WE) is 10 to 13, preferably 10 to
Set to a range of 11. Here, the bead interval (WB) refers to the interval between the bead bottoms of the carcass (61), and the carcass is wound back from the outside to the inside of the bead core (61).
jA structure, it is defined by the interval on the outside of the bottom of the bead core.

本発明において、前記カーカスのコードはタイヤのラジ
アル方向に平行またはほぼ平行に曜列される。ここでほ
ぼ平行とはコードがラジアル方向なこ2O2以内の角度
で幀斜しているものをa味し、20°ヲ・1式えた構成
を採用するとラジアルタイヤの特峨である浸れた高速走
行特性は得られない。またカーカスのコードに用いられ
る電離はナイロン、ホリエステル、レーヨンあるいは芳
香族ポリアミド戎維等の有機繊維が用いられる。なお本
発明ではカーカスのプライは11夕以に用いられるが、
ビードコア(ハのまわりでの折りJ l、構造は図に示
す如く内側から外側に折り返す構造のほか、外側力)ら
内側に折り返す描込、あるいは両折の併用も1釆用しつ
るが、図は帰1閃な例として内側から外側へ折り返した
構造を示すものである。
In the present invention, the cords of the carcass are arranged parallel or substantially parallel to the radial direction of the tire. Here, "almost parallel" means that the cord is inclined at an angle within 202 degrees in the radial direction, and if a configuration with 20 degrees is adopted, it will achieve the unique high-speed running characteristics of radial tires. cannot be obtained. In addition, organic fibers such as nylon, polyester, rayon, or aromatic polyamide fibers are used for the cord of the carcass. In addition, in the present invention, the carcass ply is used after 11 days,
Bead core (folding around C) In addition to the structure of folding from the inside to the outside as shown in the figure, folding inward from the outside force or a combination of both folds can also be used in one pot, but the structure shown in the figure This is a simple example of a structure folded from the inside to the outside.

次に本発明のタイヤにおけるブレーカ−(3)はトレッ
ド部の全ll福にこ亘る幅で1鼎置され、トレッド部の
だが効+1!:を高める。ここでブレーカ−のコードは
タイヤ周方向eこ対して10°〜35°の角度、特に望
ましくは2「〜25°の角度でC配置される。コード角
度が余り小さすぎるとトレツ1−゛剛性を高め路面に散
乱する石又は路面の凹凸に対して衝撃が大ざく走行安定
性、f心地を阻害し、一方コード角度が大きすぎると高
速走行時の操縦安定性を阻害する。
Next, the breaker (3) in the tire of the present invention is placed at a width that spans the entire width of the tread, increasing the effectiveness of the tread by 1! : Increase. Here, the cord of the breaker is arranged at an angle of 10° to 35°, particularly preferably at an angle of 2° to 25° with respect to the tire circumferential direction.If the cord angle is too small, the If the cord angle is too large, the impact from stones scattered on the road surface or unevenness of the road surface will be large, impeding driving stability and f-comfort.On the other hand, if the cord angle is too large, it will impede steering stability when driving at high speeds.

なおブレーカ−(8)はi[fl常2プライがトレッド
幅とほぼ一致するようtこ構成されるが第4図に示す如
く第1プライ、即ちカーカス(6)に隣接して配置され
るプライはトレッド部からサイドウオール部′?:1山
りビード部に達して終端することもできる。この第1プ
ライ(8a1はカーカスと一定角度で交差してサイドウ
オール部の補強の機能をも有し特に前記角度範囲に設定
することでサイドウオール部の縦バネ定数を高めること
なく儀バネ定数を高め、コーナリング特性を一層向トす
ることができる。この場合カーカスはブレーカ−の第2
プライの端部がら直線状に構成される。なお第1プライ
(8a)のF端部はビード部で前杷カーカスの折り返し
端部(6a、6b]と相互に重なり合う構成とすること
が応力集中の起点を少なくする観点から好まし51また
第2プライ(8b)はトレッド部の幅とほぼ同程度であ
り専らトレッド部の補強に寄与1゛る。したがって前記
第1プライ及び第2プライの波曲に応じてコード角度を
前者は周方向に対して比較的大きな角度、例えば35〜
45°の角度、後者は周方向eこ対して比較的小さな角
度、例えば10〜35の角度で配置することが好ましい
。しかし本発明では2以上のプライな第1プライイと1
司じ′t41戊にしてもよいが、この場合フ。
The breaker (8) is usually constructed so that the two plies almost match the tread width, but as shown in Fig. 4, the first ply, that is, the ply located adjacent to the carcass (6) Is it from the tread part to the sidewall part'? : It is also possible to reach the bead part and terminate. This first ply (8a1) also has the function of reinforcing the sidewall part by intersecting the carcass at a certain angle, and by setting it in the above angle range, the vertical spring constant of the sidewall part can be increased without increasing the longitudinal spring constant. In this case, the carcass is placed in the second position of the breaker.
The ends of the ply are constructed in a straight line. In addition, it is preferable that the F end of the first ply (8a) overlaps the folded ends (6a, 6b) of the loquat carcass at the bead part from the viewpoint of reducing the starting point of stress concentration. The second ply (8b) is approximately the same width as the tread portion and contributes exclusively to reinforcing the tread portion.Therefore, the cord angle is adjusted in accordance with the wave curvature of the first ply and the second ply in the circumferential direction. relatively large angle, e.g. 35~
The latter is preferably arranged at an angle of 45°, the latter at a relatively small angle with respect to the circumferential direction e, for example from 10 to 35°. However, in the present invention, the first ply which is two or more plies and the first ply
The control may be set to 41, but in this case, it is set to 41.

ライ間を交′riに交差するように積層する必要がある
。またビードエーペックス(9)をビ装置する場合は図
の如くプライを、該ビードエーペックス(9)の内側と
カーカス(6)の間に介在させる構造を採用することも
できるが、ビードエーペックス(91の外側と折り返し
端部(6al(6blの間に介在させる構造も同様に採
用しつる。ブレーカ−に用いられる繊維は前記カーカス
に用いられる有凶絨荊1のほか、スチール、ガラス等の
無機繊維も同様に使用できるが、特に芳香族ポリアミド
繊組で強度1og/a以」二でモジュラスが500 L
q / t1以上のものが好適である。
It is necessary to stack the layers so that the lines cross each other. In addition, when the bead apex (9) is installed in a bead apex (9), it is possible to adopt a structure in which a ply is interposed between the inside of the bead apex (9) and the carcass (6) as shown in the figure. A structure interposed between the outer side and the folded end (6al (6bl) is also adopted. The fibers used for the breaker include the fibers used for the carcass, as well as inorganic fibers such as steel and glass. It can be used in the same way, but especially aromatic polyamide fibers with a strength of 1 og/a or more and a modulus of 500 L.
q/t1 or more is preferred.

更に本発明ではカーカス及びその折り返し端部にこ囲ま
れる部分にビードコア(6)からサイドウオール方向に
厚さを漸減して延びるイ1(質ゴムよりなるビードエー
ペックス(9)を配置することにより、ビード部からサ
イドウオール方向へ至る間の横剛性を強化することがで
きる。このビードエーペックス(9)は好ましくはL端
がサイドウオールの最大幅近傍まで延び、そのJIS硬
度は65°〜95°のt頭囲である。なお本発明に於て
トレッド部(3)はカーカスのクラウン上にその輪郭と
ほぼ平行pこクラウン中央から両端方向へ延び、その幅
(it)と通常ビード間隔(WBlと同程度の断面形状
で構成され、これによってタイヤが傾斜したときのキャ
ンバ−スラストがa 持すれる。
Furthermore, in the present invention, by arranging the bead apex (9) made of quality rubber, which extends from the bead core (6) in the direction of the sidewall with a gradually decreasing thickness, in the area surrounded by the carcass and its folded end, It is possible to strengthen the lateral rigidity from the bead part to the sidewall direction.The L end of this bead apex (9) preferably extends to near the maximum width of the sidewall, and its JIS hardness is 65° to 95°. In the present invention, the tread portion (3) extends on the crown of the carcass approximately parallel to its outline from the center of the crown toward both ends, and has a width (it) and a normal bead interval (WBl). They are constructed with approximately the same cross-sectional shape, which maintains camber thrust when the tire is tilted.

しかして本発明の組立体はタイヤの断面形状において側
壁部のカーカスをほぼ直線状とするとともにビード部間
隔をブレーカ−間隔よりも広くしたためラジアルタイヤ
の欠点である制心現象が効果的に防止できキャンバ−ス
ラストが1 高くなり安定な旋回走行な可能とし、しかもス・タンデ
ィングウェーブの発生限界庫度が一層高くなる。
However, in the assembly of the present invention, in the cross-sectional shape of the tire, the side wall carcass is made almost straight, and the bead part interval is wider than the breaker interval, so that the restraining phenomenon, which is a drawback of radial tires, can be effectively prevented. The camber thrust is increased by 1, making stable turning possible, and furthermore, the limit degree of standing wave generation is further increased.

【図面の簡単な説明】[Brief explanation of the drawing]

第1図はタイヤの偏心現象を示す概略図、第2図はタイ
ヤにキャンバ−角を与えた場合の変形状態を示す図、第
3図、第4図は本発明の組立体の断面図を示す。 特πF出願人 住友ゴム工業株式会社 代1ll1人 弁ITlI士 仲 村 義 平2 第 1 図 ;;13図
Fig. 1 is a schematic diagram showing the eccentricity phenomenon of a tire, Fig. 2 is a diagram showing a deformation state when a camber angle is given to the tire, and Figs. 3 and 4 are cross-sectional views of the assembly of the present invention. show. Patent πF applicant Sumitomo Rubber Industries Co., Ltd. Representative 1ll1 person Valent ITlI specialist Yoshihei Nakamura 2 Figure 1; Figure 13

Claims (2)

【特許請求の範囲】[Claims] (1)トレッド部と、その両端からラジアル方向内方に
向けて延びるサイドウオール部と、該すひ イドウオール部のラジアル方向1111端部にに位置す
るビード部を有し、タイヤのラジアル方向に対してほぼ
平行に延びるコードよりなり、その両端がビードコアの
まわりに折り返されるカーカスと、このカーカスのラジ
アル方向外側に配・tlサレるブレーカ−を備えたラジ
アルタイヤをリムに接着するとともに内圧を充填した状
態において、 (イ1前記カーカスはブレーカ一端近傍からピードコア
ーtこ当接する領域に至るまで実質的に直線状で構成さ
れ (ローブレーカ−の1111! (−#A)はピード間
隔(WB)、!:Qモ小さく構成されていることを特徴
とする自動二輪車用タイヤとリムの組立体。
(1) It has a tread part, a sidewall part extending inward in the radial direction from both ends of the tread part, and a bead part located at the radial direction 1111 end of the sidewall part, with respect to the radial direction of the tire. A radial tire consisting of cords extending almost parallel to each other, with both ends folded back around the bead core, and a radial tire equipped with a breaker placed on the radial outside of this carcass, is bonded to the rim and filled with internal pressure. In the state, (1) The carcass is formed in a substantially straight line from the vicinity of one end of the breaker to the area where the peed core contacts (1111! (-#A) of the low breaker is the peed interval (WB), ! :A motorcycle tire and rim assembly characterized by a small structure.
(2)ブレーカ−は芳否族ポリアミド電維コードよりな
る特許請求の範囲第1項記俄の組立体。 (3]ブレーカ−のコードはタイヤの周方向に対して1
0°〜35°の角度で装置される特許請求の範囲に安キ
嚇第11項および第2項記城の組立体。
(2) The assembly according to claim 1, wherein the breaker is made of an aromatic polyamide electric fiber cord. (3) The breaker cord is 1 in the circumferential direction of the tire.
An assembly of the castles according to claims 11 and 2 arranged at an angle of 0° to 35°.
JP57165725A 1982-09-22 1982-09-22 Assembly body of tire and rim for motorcycle Pending JPS5953204A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57165725A JPS5953204A (en) 1982-09-22 1982-09-22 Assembly body of tire and rim for motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57165725A JPS5953204A (en) 1982-09-22 1982-09-22 Assembly body of tire and rim for motorcycle

Publications (1)

Publication Number Publication Date
JPS5953204A true JPS5953204A (en) 1984-03-27

Family

ID=15817884

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57165725A Pending JPS5953204A (en) 1982-09-22 1982-09-22 Assembly body of tire and rim for motorcycle

Country Status (1)

Country Link
JP (1) JPS5953204A (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0249135A2 (en) * 1986-06-09 1987-12-16 PIRELLI COORDINAMENTO PNEUMATICI Società per Azioni Motorcycle tyres
EP0344668A2 (en) * 1988-06-03 1989-12-06 The Yokohama Rubber Co., Ltd. Pneumatic radial tire
EP0346047A2 (en) * 1988-06-10 1989-12-13 Sumitomo Rubber Industries Limited Motor-cycle radial tyre
JP2599164B2 (en) * 1986-05-16 1997-04-09 住友ゴム工業 株式会社 Radial tires for four-wheeled vehicles
US6443201B1 (en) * 2000-06-13 2002-09-03 The Goodyear Tire & Rubber Company Pneumatic tire with extended load carrying capacity
US6892779B2 (en) 2000-06-22 2005-05-17 Bridgestone Corporation Assembly of a pneumatic tire and a rim, a pneumatic tire and a rim for a pneumatic tire
EP3240700A4 (en) * 2014-12-30 2018-08-08 Bridgestone Americas Tire Operations, LLC Tire with concave sidewalls

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2599164B2 (en) * 1986-05-16 1997-04-09 住友ゴム工業 株式会社 Radial tires for four-wheeled vehicles
EP0249135A2 (en) * 1986-06-09 1987-12-16 PIRELLI COORDINAMENTO PNEUMATICI Società per Azioni Motorcycle tyres
US4802520A (en) * 1986-06-09 1989-02-07 Pirelli Coordinamento Pneumatici S.P.A. Motorcycle tires
EP0344668A2 (en) * 1988-06-03 1989-12-06 The Yokohama Rubber Co., Ltd. Pneumatic radial tire
EP0346047A2 (en) * 1988-06-10 1989-12-13 Sumitomo Rubber Industries Limited Motor-cycle radial tyre
JPH01311901A (en) * 1988-06-10 1989-12-15 Sumitomo Rubber Ind Ltd Radial tire for motorcycle
US6443201B1 (en) * 2000-06-13 2002-09-03 The Goodyear Tire & Rubber Company Pneumatic tire with extended load carrying capacity
US6892779B2 (en) 2000-06-22 2005-05-17 Bridgestone Corporation Assembly of a pneumatic tire and a rim, a pneumatic tire and a rim for a pneumatic tire
EP3240700A4 (en) * 2014-12-30 2018-08-08 Bridgestone Americas Tire Operations, LLC Tire with concave sidewalls
US10882364B2 (en) 2014-12-30 2021-01-05 Bridgestone Americas Tire Operations, Llc Tire with concave sidewalls

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