WO2010058603A1 - Pneu pour véhicule à moteur et à deux roues - Google Patents

Pneu pour véhicule à moteur et à deux roues Download PDF

Info

Publication number
WO2010058603A1
WO2010058603A1 PCT/JP2009/006291 JP2009006291W WO2010058603A1 WO 2010058603 A1 WO2010058603 A1 WO 2010058603A1 JP 2009006291 W JP2009006291 W JP 2009006291W WO 2010058603 A1 WO2010058603 A1 WO 2010058603A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
layer
tread
belt
belt layer
Prior art date
Application number
PCT/JP2009/006291
Other languages
English (en)
Japanese (ja)
Inventor
辰作 片山
Original Assignee
株式会社ブリヂストン
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 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Priority to CN200980146525.3A priority Critical patent/CN102224023B/zh
Priority to EP09827384.0A priority patent/EP2363305B1/fr
Priority to US13/129,910 priority patent/US8794285B2/en
Publication of WO2010058603A1 publication Critical patent/WO2010058603A1/fr

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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C9/2204—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre obtained by circumferentially narrow strip winding
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10765—Characterized by belt or breaker structure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10765—Characterized by belt or breaker structure
    • Y10T152/10801—Structure made up of two or more sets of plies wherein the reinforcing cords in one set lie in a different angular position relative to those in other sets

Definitions

  • the present invention relates to a pneumatic tire for a motorcycle (hereinafter, also simply referred to as “tire”), and more specifically, improves the steering stability performance at high speed, and particularly when accelerating from deep cornering that greatly depresses a vehicle (motorcycle).
  • the present invention relates to a pneumatic tire for a motorcycle that can improve traction performance and stability when the vehicle body is collapsed.
  • a tire structure has been developed in which a reinforcing member (spiral member) made of organic fiber or steel is wound around the tread portion of the tire so as to be substantially parallel to the tire equatorial plane.
  • spiral member used for the spiral belt layer examples include nylon fiber, aromatic polyamide (trade name: Kevlar), and steel.
  • aromatic polyamide and steel have recently been attracting attention because they can suppress expansion of the tread portion without stretching even at high temperatures.
  • a so-called “tangle” effect the tire crown portion is restrained by the spiral member so that the tire is inflated by centrifugal force even when the tire rotates at a high speed.
  • Patent Documents 1 to 5 A number of techniques for improving these spiral members have been proposed so far (for example, Patent Documents 1 to 5). .
  • the end of one side of the tread of the tire comes into contact with the grip to generate a grip.
  • the grounding state as shown in FIG. 7 is obtained.
  • the deformation state of the tread differs between the ground shape near the center and the ground shape near the tread end.
  • the deformation of the tread in the tire rotation direction also referred to as the tire equator direction or the tire front-rear direction
  • the driving state means that when the wheel is cut along the tire equator direction, the deformation of the tread is caused by the lower surface of the tread (the surface in contact with the skeleton member inside the tire) being sheared rearward in the tire traveling direction.
  • This is a shearing state in which the tread surface that is in contact with the ground is deformed forward in the tire traveling direction, which is a deformation that occurs when a driving force is applied to the tire.
  • the braking state is the reverse of the driving state, and the deformation of the tread is a sheared state in which the tire inner side (belt) is sheared forward, and the tread surface that is in contact with the road surface is deformed rearward, This is the movement of the tire when braking.
  • the speed of the belt (when the tire is in contact with the road surface, it means the speed in the tire equator direction along the road surface; the belt radius multiplied by the tire angular speed) is The RA part with a larger radius is faster.
  • the tread surface of the tire is not sheared in the front-rear direction at the moment of contact with the road surface, but proceeds with the rotation of the tire while in contact with the road surface, and undergoes shear deformation in the front-rear direction when leaving the road surface.
  • Such extra deformation during turning causes the tread to undergo forward and backward reverse shear deformation, which includes useless behavior and wasteful tire grip force during turning.
  • the gripping force will be maximum, but the excessive deformation as described above will occur, and depending on the grounding location, the gripping force may be It may not occur.
  • the driving force is applied to the tire, but the tread near the center already in the driving state exhibits the driving grip as soon as the driving force is applied to the tire.
  • the tread at the tread end already in the braking state cannot easily contribute to the driving force because the braking deformation once returns to neutral and then shifts to the deformation on the driving side.
  • a large traction force is required to bring the tread end into the driving state.
  • the tread deformation of the tire shoulder portion (tread end portion) on the braking side is set to the driving side as much as possible, the traction force can be exerted greatly at the tread end portion.
  • One solution is to increase the belt speed at the tread edge.
  • the belt speed is determined by the belt radius as described above, and if the belt radius is increased, the belt cannot be used as a tire for a motorcycle. Therefore, it is conceivable to increase the belt speed at the end of the tread by making the belt easily extend in the equator direction after grounding.
  • the center half of the grounding shape has a structure in which the belt does not extend in the equator direction, and if the belt is extended in the equator direction for the half on the tread end side, then the tread after grounding.
  • the belt speed on the tread end side is increased, and braking deformation on the tread end side can be reduced.
  • the traction acceleration from a turn with a large tilt of the motorcycle at the time of large CA is improved.
  • the spiral belt layer is usually wound around the entire tread area.
  • the belt of the shoulder portion of the tread cannot be extended in the equator direction. Therefore, if the spiral belt layer is arranged only on the center side without being wound around the tread edge, the belt speed at the tread edge increases at the time of large CA, that is, at the time of turning with a large camber angle. Thus, the traction grip can be improved.
  • the belt speed of the tread shoulder portion increases at the time of large CA, it means that the belt speed of the tread shoulder portion approaches the belt speed on the tread center side, and this causes an extra movement of the tread that is grounded. It is suppressed.
  • the tread that has been sheared in the reverse direction until now has the shear in the same direction, and unnecessary movement is eliminated, and the occurrence of uneven wear can be suppressed.
  • an object of the present invention is to improve the steering stability performance at high speed, and at the same time, improve the traction performance especially when accelerating from deep cornering that greatly defeats the vehicle (bike) and the stability when the vehicle body is collapsed.
  • the object is to provide a pneumatic tire for a motorcycle.
  • the present inventor has found that the above problem can be solved by defining the radius of curvature of the portion where the spiral belt layer is not wound, and has completed the present invention.
  • the pneumatic tire for a motorcycle of the present invention is a pneumatic tire for a motorcycle including a tread portion formed in an annular shape.
  • a spiral belt layer having an angle with respect to the tire equator direction of 0 to 5 degrees and an arrangement width of 0.5 to 0.8 times the tread width is provided on the inner side of the tread portion in the radial direction of the tire.
  • the center of the belt layer in the width direction and the tire equator are arranged so that the radius of curvature (R1) from the end of the spiral belt layer to the end of the tread portion is the end of the spiral belt layer.
  • R2 radius of curvature
  • the shoulder portion reinforcing belt layer when the width of the tread portion where the spiral belt layer is not disposed is W, the shoulder portion reinforcing belt layer is disposed at the portion where the spiral belt layer is not disposed.
  • the shoulder portion reinforcing belt layer is disposed at 5 to 2.0 W adjacent to the spiral belt layer, and an angle of the shoulder portion reinforcing belt layer is 10 degrees or more and 90 degrees or less with respect to a tire equator direction.
  • the shoulder portion reinforcing belt layer is arranged in line symmetry with respect to the tire equator.
  • a belt crossing layer made of organic fibers adjacent to the spiral belt layer and wider than the spiral belt layer and having an angle with respect to the tire equator direction of 30 degrees or more and less than 85 degrees.
  • a belt made of an organic fiber cord in contact with the tread layer and having an angle of 85 degrees to 90 degrees with respect to the tire equator direction between the tread layer and the spiral belt layer.
  • the reinforcing layer is preferably disposed with a width of 90% or more and 110% or less of the tread width, and further, a thickness of 0 is provided on the inner side in the tire radial direction of the belt reinforcing layer and adjacent to the belt reinforcing layer. It is preferable that a buffer rubber of 3 to 1.5 mm is provided.
  • the above configuration enhances the steering stability performance at high speeds, and particularly improves the traction performance when accelerating from the deep cornering that greatly defeats the vehicle (bike) and the stability when the vehicle body is collapsed. It becomes possible to provide a pneumatic tire for a motorcycle that can be improved.
  • FIG. 1 is a cross-sectional view in the width direction showing a pneumatic tire for a motorcycle according to a preferred example of the present invention. It is a width direction sectional view showing a pneumatic tire for two-wheeled vehicles concerning other suitable examples of the present invention.
  • FIG. 5 is a cross-sectional view in the width direction showing a pneumatic tire for a motorcycle according to still another preferred embodiment of the present invention.
  • FIG. 5 is a cross-sectional view in the width direction showing a pneumatic tire for a motorcycle according to still another preferred embodiment of the present invention.
  • FIG. 5 is a cross-sectional view in the width direction showing a pneumatic tire for a motorcycle according to still another preferred embodiment of the present invention.
  • FIG. 1 is a cross-sectional view in the width direction of a pneumatic tire for a motorcycle according to a preferred embodiment of the present invention.
  • the pneumatic tire for a motorcycle of the present invention includes a tread portion 11 formed in an annular shape, a pair of sidewall portions 12 disposed on the inner side in the tire radial direction from both sides thereof, and the sidewall portions 12. At least one piece extending between a pair of bead cores (made up of bead wires 1 in the illustrated example) embedded in the bead parts 13 respectively.
  • two carcass 2 are provided.
  • the angle with respect to the tire equator direction is 0 to 5 degrees inside the crown portion of the tread portion 11 in the radial direction of the tire, and the arrangement width is 0.5 to 0.5 of the tread width.
  • a spiral belt layer 3 that is 0.8 times is disposed.
  • the tread width is the distance of the curved surface from the tread end on one side to the tread end on the opposite side along the surface of the tire.
  • the grounds for setting the width are based on the ground contact portion in the vicinity of 50 degrees CA where the motorcycle falls most, and the ground contact portion at the position where the motorcycle is slightly raised.
  • the above upper limit is an ideal value for ground contact when the bike falls most.
  • the motorcycle accelerates it has the feature that it starts accelerating from the most collapsed position and gradually raises the vehicle body, that is, the ground contact portion of the tire gradually moves from the center.
  • the bike accelerates most in the range of 30 to 45 degrees CA than when the bike fell most at 50 degrees CA.
  • the width of the spiral belt layer is narrower than the above 0.8 times width. Therefore, 0.5 times is set as the lower limit of the spiral belt layer width.
  • the spiral belt layer width is 0.5 times the tread width, the end portion of the spiral belt layer is located at the center in the width direction of the ground contact portion at CA 30 to 40 degrees. If the spiral belt layer width is less than 0.5 times, the position is shifted from the center in the width direction of the grounding shape of CA 30 to 40 degrees, which is not preferable. That is, the spiral belt layer is too narrow.
  • the width of the spiral belt layer 3 is 0.8 times the tread width that is the upper limit
  • the end of the spiral label layer can be located at the center of the ground contact shape near CA 50 degrees where the motorcycle falls most
  • the grip improvement effect becomes high at the beginning of acceleration.
  • the effect is high at a low-speed corner where a motorcycle is greatly defeated (it is possible to greatly defeat a motorcycle at a low-speed corner).
  • the arrangement width of the spiral belt layer 3 is 0.5 times the tread width which is the lower limit
  • the end of the spiral belt layer can be arranged at the center of the ground shape when the motorcycle is slightly raised (CA30).
  • the grip improvement effect can be demonstrated in the middle of the acceleration when the vehicle body is slightly raised. In addition, it demonstrates the effect of increasing the grip at high-speed corners that do not overwhelm the bike.
  • the spiral belt layer 3 is disposed so that the center in the width direction coincides with the tire equator. This makes it possible to match the left and right reinforcement directions when the vehicle body is folded down.
  • the cord constituting the spiral belt layer 3 may be an organic fiber cord or a steel cord.
  • organic fiber cords for example, twisted cords such as aromatic polyamide (trade name: Kevlar), nylon, and aromatic polyketone can be used.
  • Kevlar aromatic polyamide
  • nylon nylon
  • aromatic polyketone can be used in the case of a steel cord.
  • steel cord for example, five steel single wires having a wire diameter of 0.2 mm or five steel single wires having a wire diameter of 0.4 mm can be used without being twisted.
  • the radius of curvature (R1, also referred to as “SCR”) from the end of the spiral belt layer 3 to the end of the tread portion 11 is from the end of the spiral belt layer 3 to the tire equatorial plane C.
  • the diameter must be larger than the radius of curvature (R2, also referred to as “CCR”).
  • a sudden grip change occurs when the vehicle body is brought down, and there arises a problem that the rider feels a step difference of the tire and cannot bring down the vehicle body.
  • the radius of curvature (SCR) of the portion where the spiral belt layer does not exist is increased to obtain a flatter surface shape.
  • SCR radius of curvature
  • the curvature of the surface shape becomes large, so it is necessary to bend more when it comes to ground and flattened, and the rider may feel that the rigidity is low due to the amount of deformation.
  • the SCR from the end of the spiral belt layer 3 to the end of the tread portion 11 has a larger diameter than any CCR distributed from the end of the spiral belt layer 3 to the tire equatorial plane C.
  • the SRC may have a larger diameter as a single R than the CCR, or may have a shape that gradually increases in diameter toward the end of the tread portion 11.
  • SCR / CCR which is the ratio of SCR to CCR
  • FIG. 2 shows a motorcycle pneumatic tire according to another preferred embodiment of the present invention.
  • at least one shoulder portion reinforcing belt layer 4 is disposed in a portion of the tread portion 11 where the spiral belt layer 3 is not disposed.
  • 0.5 W is a lower limit value at which an effect is obtained.
  • the upper limit value when it is 1.0 W or more, it is arranged at the tire side portion, and the effect is small, but even if it is small, the effect can be obtained.
  • the range is preferably 0.6W to 1.2W.
  • the angle of the shoulder portion reinforcing belt layer 4 is preferably 10 degrees or more and 90 degrees or less with respect to the tire equator direction, and when the angle of the shoulder portion reinforcing belt layer 4 is less than 90 degrees
  • the shoulder portion reinforcing belt layer 4 is preferably arranged symmetrically with respect to the tire equator.
  • the rigidity step that is felt when the vehicle body is tilted is caused by the absence of the spiral belt layer 3.
  • a single shoulder layer reinforcing belt layer of organic fibers with an angle can be sufficiently effective.
  • the upper limit value of the shoulder portion reinforcing belt layer angle is set to 90 degrees.
  • the lower limit value of the angle of the shoulder portion reinforcing belt layer 4 is set to 10 degrees that does not significantly inhibit the elongation of the shoulder region.
  • the shoulder portion reinforcing belt layer 4 is It is preferable to arrange them symmetrically.
  • FIG. 3 shows a pneumatic tire for a motorcycle according to another preferred embodiment of the present invention.
  • a belt made of organic fibers adjacent to the spiral belt layer 3 and wider than the spiral belt layer and having an angle with respect to the tire equator direction of 30 degrees or more and less than 85 degrees. It is preferable that the crossing layer 5 is provided. This is because if the belt crossing layer 5 is not present at the left and right shoulder portions where the spiral belt is not wound, the shear rigidity of the belt is lowered, the belt is too weak, and the grip force during turning is low. It is because it falls.
  • the belt of the shoulder portion is 85 degrees or more, it is not possible to obtain a sufficient crossing effect as the belt crossing layer 5 (an effect of increasing the in-plane shear rigidity of the belt by superimposing belts in opposite directions), The in-plane rigidity of the shoulder belt is insufficient, and a sufficient turning grip cannot be obtained.
  • the angle 45 degrees or more is more preferable because the skeleton member easily extends in the equator direction.
  • 80 degrees or less is more preferable also in exhibiting shear rigidity. Therefore, it is more preferably 45 degrees or more and 80 degrees or less.
  • the material of the belt crossing layer 5 is an organic fiber cord. This is because if a cord having rigidity in the compression direction of the cord as in the case of a steel cord is arranged as a skeleton member, the skeleton member has a characteristic that it is difficult to bend out of the plane, the ground contact area is reduced, and the gripping force is reduced. If it is an organic fiber cord, it does not have a great rigidity for compression in the cord direction, it can reduce the out-of-plane rigidity of the skeleton member and increase the ground contact area, and it is very strong in the tension direction of the cord This is because the rigidity can be effectively increased due to the rigidity.
  • the belt intersection layer 5 may be disposed on the outer side in the tire radial direction of the spiral belt layer 3 as shown in FIG. As long as it is arranged (not shown) adjacent to the spiral belt layer 3, there is no particular limitation on the arrangement order.
  • the angle with respect to the tire equator direction is between 85 degrees and 90 degrees between the tread layer of the tread portion 11 and the spiral belt layer 3 and adjacent to the tread layer. It is also preferable to dispose a belt reinforcing layer 6 made of an organic fiber cord.
  • the rigidity step at the boundary between the portion where the spiral belt layer 3 exists and the portion where the spiral belt layer 3 does not exist is large. In order to alleviate the level difference, it is possible to make it difficult to feel the level difference by continuing from the tire center to the tire shoulder as a belt arranged adjacent to the tread layer, that is, in the outermost layer.
  • the reason why the angle of the belt reinforcing layer 6 is set to 90 degrees with respect to the tire equator direction is that the step is most effectively prevented from being felt by arranging the cords along the width direction.
  • the reason why the angle is given a width of 85 degrees to 90 degrees includes a manufacturing error.
  • the arrangement width of the belt reinforcing layer 6 is 90% to 110% of the entire width of the tread.
  • the purpose of the belt reinforcing layer 6 is to prevent the step from being felt, that is, the end of the spiral belt is covered with a member so that the outermost belt is not divided. Therefore, it is preferable to widen the arrangement width and cover the entire area of the tread.
  • the step of the spiral belt can be sufficiently covered.
  • it exceeds 110% there will be a 90-degree belt in the sidewall of the tire, and the sidewall will not bend easily, and the tire will be hard (that is, the tire will not bend easily and will be comfortable to ride).
  • the upper limit was made 110%.
  • the belt reinforcing layer 6 is made of organic fibers because the motorcycle tire has a very round cross section, and if steel with rigidity is used on the compression side of the cord in the tire width direction, the tire will not bend easily. This is because the ground contact area is reduced. Organic fibers have low rigidity on the compression side of the cord, and there is no risk of reducing the ground contact area.
  • the diameter of the cord of the belt reinforcing layer 6 is preferably 0.5 mm or greater and 1.2 mm or less.
  • the belt crossing layer 5 since the belt crossing layer 5 may be provided inside or outside the spiral belt layer 3, the belt crossing layer 5 is spiral as the arrangement order of these and the belt reinforcing layer 6.
  • a belt reinforcing layer 6 When present inside the belt layer 3, a belt reinforcing layer 6 is disposed just outside the spiral belt layer 3 (see FIG. 4).
  • the belt reinforcing layer 6 is disposed just outside the outer belt crossing layer 5 of the two belt crossing layers 5 (not shown). ) In any case, it is necessary to dispose the belt reinforcing layer 6 immediately inside the tread portion 11 and adjacent to the tread portion 11.
  • FIG. 5 shows a cross-sectional view of a pneumatic tire for a motorcycle according to still another preferred embodiment of the present invention.
  • a buffer having a thickness of 0.3 to 1.5 mm is provided on the inner side in the tire radial direction of the belt reinforcing layer 6 and adjacent to the belt reinforcing layer 6. It is also preferable to dispose the rubber layer 7.
  • the buffer rubber layer 7 has an effect of suppressing wear of the tread of the shoulder portion.
  • FIG. 7 shows the behavior in the tread width direction when the tire turns at 50 degrees CA.
  • the tread end portion of FIG. And the tread center area are different. This is because the belt speed is different between the area near the center of the ground contact shape and the area near the tread end of the ground contact shape.
  • the tire of a motorcycle has a large roundness in the cross section in the width direction. Therefore, the belt radius, which is the distance from the rotating shaft to the belt, is larger in the region near the tread center. Therefore, the belt speed, that is, the belt speed until the tread is separated from the road surface after the tread contacts the road surface until the tread moves away from the road surface is higher in the region near the tread center.
  • the belt speed is obtained by multiplying the belt radius by the rotational angular velocity of the tire. Due to the speed difference in the circumferential direction of the belt, the tread is in the driving state near the center of the tire, and the braking state is in the region near the end of the tread of the tire (described above).
  • the belt in the portion where the spiral belt layer is not disposed is extended along with the grounding in the circumferential direction, and the belt speed is improved. As described above, this is relaxed. However, reducing the width of the spiral belt layer to alleviate it does not completely eliminate the unnecessary deformation.
  • the shock absorbing rubber layer 7 When the shock absorbing rubber layer 7 is provided on the inner side in the tire radial direction of the belt reinforcing layer 6, the shock absorbing rubber layer 7 shears and deforms in the circumferential direction. Directional deformation is further mitigated. On the other hand, since the shock absorbing rubber layer 7 has the belt reinforcing layer 6 along the tire width direction on the upper surface thereof, it is not easily sheared and deformed in the tire width direction. Therefore, the deformation of the tread is not replaced with respect to the tire width direction, and the transverse shear deformation of the tread remains large even when the buffer rubber layer 7 is disposed.
  • the shock absorbing rubber layer 7 shoulders deformation only in the tire circumferential direction, and further reduces grip deformation by reducing deformation in the tread circumferential direction.
  • deformation in the tire width direction does not replace shoulder side deformation of the tread.
  • the deformation is kept large and the lateral force can be kept high.
  • the belt reinforcing layer 6 and the shock absorbing rubber layer 7 are preferably arranged widely, particularly in the range of 90% or more (particularly 110% or less) of the tread width.
  • the carcass 2 that forms the skeleton of the tire of the present invention is composed of at least one carcass ply formed by arranging relatively highly elastic textile cords in parallel with each other.
  • the number of carcass plies may be one or two, or three or more.
  • both ends of the carcass 2 may be sandwiched and locked by the bead wire 1 from both sides as shown in FIG. 1 or the like, or may be folded around the bead core from the inside of the tire to the outside (not shown). Any fixing method may be used.
  • an inner liner is disposed on the innermost layer of the tire (not shown), and a tread pattern is appropriately formed on the surface of the tread portion 11 (not shown).
  • the present invention is applicable not only to radial tires but also to bias tires.
  • Example 1 A pneumatic tire for a motorcycle having a cross-sectional structure as shown in FIG. 1 was manufactured with a tire size of 190 / 50ZR17 in accordance with the following conditions.
  • the test tire includes a carcass composed of two carcass plies (body plies) extending across a toroid between a pair of bead cores.
  • nylon fiber was used for the carcass ply.
  • the angle of the two carcass was set to the radial direction (the angle with respect to the equator direction was 90 degrees). Further, as shown in the figure, the end portion of the carcass ply was sandwiched and locked by bead wires from both sides in the bead portion.
  • a spiral belt layer was arranged on the outer side of the carcass in the radial direction of the tire.
  • the spiral belt layer was formed by spirally winding a steel cord in which a steel single wire having a diameter of 0.18 mm was twisted in a 1 ⁇ 5 type in the equator direction, that is, spirally wound.
  • the spiral belt layer is a method in which a belt-like body in which a single parallel cord is embedded in a coated rubber is wound in a spiral direction along the tire equator direction in the tire rotation axis direction. Formed with.
  • the total width of the spiral belt layer is 170 mm, which corresponds to 0.71 times the total tread width of 240 mm.
  • the tire surface shape in which the radius of curvature (SCR) from the end of the spiral belt layer to the end of the tread is larger than the radius of curvature (CCR) from the end of the spiral belt layer to the tire equatorial plane. It has become.
  • a belt reinforcing layer made of aromatic polyamide fibers having an angle with respect to the equator direction of 90 degrees is arranged on the outer side in the tire radial direction of the spiral belt layer.
  • Aromatic polyamide fibers were twisted to form a cord having a diameter of 0.7 mm, and the cord was driven into 50 cords / 50 mm and arranged at 90 degrees with respect to the equator direction.
  • the width is the same as the tread width.
  • a tread layer having a thickness of 7 mm is disposed outside the belt reinforcing layer in the tire radial direction.
  • Example 2 A tire of Example 2 was produced in the same manner as Example 1 except that the spiral belt width was 120 mm (0.5 times the total tread width).
  • Example 3 A pneumatic tire for a motorcycle having a cross-sectional structure as shown in FIG. 3 was produced according to the following conditions.
  • One carcass ply was arranged in the radial direction (90 degrees with respect to the equator direction).
  • a spiral belt layer exists outside the carcass ply in the radial direction.
  • the material and driving of the spiral belt layer are the same as in the first embodiment.
  • Two belt crossing layers (abbreviated as “crossing layers” in Tables 1 and 2) are arranged on the outer side in the radial direction of the spiral belt layer.
  • the belt crossing layer was formed by twisting aromatic polyamide into a cord having a diameter of 0.5 mm and placing it at 50 pieces / 50 mm.
  • the angle of the belt crossing layer is 60 degrees with respect to the equator direction, and crosses each other.
  • the width of the belt crossing layer was 250 mm on the first sheet (inner side) and 230 mm on the second sheet (outer side).
  • a belt reinforcing layer of 90 degrees with respect to the equator direction is not provided outside the belt crossing layer in the radial direction.
  • the tire of Example 3 was manufactured in the same manner as Example 1 except for the above.
  • Example 4 A pneumatic tire for a motorcycle having a cross-sectional structure as shown in FIG. 4 was produced according to the following conditions. One carcass ply was placed in the radial direction. In addition, two belt crossing layers similar to those in Example 3 were disposed on the inner side in the tire radial direction of the spiral belt layer. Therefore, in this case, the belt crossing layer exists immediately outside the carcass in the tire radial direction, and the spiral belt layer exists outside the belt crossing layer in the tire radial direction. The configuration of the spiral belt layer is the same as that of Example 3.
  • a belt reinforcing layer (abbreviated as “outermost reinforcing layer” in Tables 1 and 2) having an angle with respect to the tire equator direction of 90 degrees exists outside the spiral belt layer in the tire radial direction.
  • the outermost belt reinforcing layer has the same configuration as in the first embodiment.
  • a tread exists on the outer side in the tire radial direction of the outermost belt reinforcing layer.
  • Example 5 A tire of Example 5 was produced in the same manner as in Example 4 except that the belt reinforcing layer on the outer side in the radial direction of the spiral belt layer of Example 4 was removed.
  • Example 6 A pneumatic tire for a motorcycle having a cross-sectional structure as shown in FIG. 5 was produced according to the following conditions.
  • a buffer rubber layer having a thickness of 0.6 mm (abbreviated as “rubber layer” in Tables 1 and 2) is arranged on the inner side in the tire radial direction of the outermost belt reinforcing layer.
  • the material of the buffer rubber layer is the same as the coating rubber used for the belt reinforcing layer.
  • the width of the buffer rubber layer is also the same as the width 240 mm of the belt reinforcing layer. Otherwise, the tire of Example 6 was made in the same manner as Example 4.
  • Example 7 A pneumatic tire for a motorcycle having a cross-sectional structure as shown in FIG. 2 was produced according to the following conditions.
  • Example 7 is obtained by adding a shoulder portion reinforcing belt layer to Example 4, and is made of an aromatic polyamide fiber (Kevlar) having an angle with respect to the equator direction of 45 degrees in a portion where there is no spiral belt layer on the tread end side.
  • One shoulder portion reinforcing belt layer was disposed.
  • a shoulder portion reinforcing belt layer was disposed on both ends of the tread at a portion where the spiral belt layer was not present and in a reverse C shape with respect to the tire rotation direction at both ends of the tread.
  • the type of the reinforcing belt is changed.
  • a pneumatic tire for a motorcycle having a cross-sectional structure as shown in FIG. 6 was produced according to the following conditions.
  • One carcass ply was placed in the radial direction.
  • a belt crossing layer was disposed outside the carcass in the radial direction of the tire.
  • the material of the belt crossing layer is the same as in Example 3.
  • One spiral belt layer is disposed outside the belt crossing layer in the tire radial direction.
  • the spiral belt is a steel belt, and driving is 50 pieces / 50 mm.
  • Comparative Example 2 A tire of Comparative Example 2 was produced in the same manner as Comparative Example 1 except that the spiral belt layer width was 100 mm.
  • Example 13 A tire of Example 13 was made in the same manner as Example 7 except that the width W of the shoulder portion reinforcing belt layer was 0.49 W.
  • Example 14 A tire of Example 14 was produced in the same manner as Example 7, except that the angle of the shoulder portion reinforcing belt (organic fiber cord) was 0 degree.
  • Tables 1 and 2 summarize the tire structures of Examples 1 to 14, Comparative Examples 1 and 2, and Conventional Examples 1 and 2.
  • the letter C in the shoulder belt reinforcement belt column and the reverse letter C mean that the angle of the reinforcement belt in the shoulder part is arranged in either a letter C or a letter C reverse to the tire rotation direction. It expresses.
  • sandpaper was pasted on a drum with a diameter of 3 m, and the surface of the sandpaper was likened to the road surface.
  • the drum was rolled at a speed of 150 km / h, and a tire was pressed onto the drum at a CA of 35 degrees and a CA of 50 degrees.
  • Each test tire was filled with an internal pressure of 240 kPa and pressed with a load of 1.47 kPa.
  • the tire has a chain that transmits power to the rotating shaft, and a driving force can be applied.
  • the driving force was applied using a motor.
  • the tire was rotated at 80 km / h, and driving force was applied to accelerate the tire linearly to 120 km / h in a time of 3 seconds. At this time, since the drum rolls at 80 km / h, the driving force is applied to the tire, and the traction can be measured with the vehicle body tilted.
  • the force acting in the direction parallel to the tire rotation axis (that is, the tire width direction) and the force acting in the direction perpendicular to the tire rotation axis are measured by a force sensor installed at the center of the tire wheel, and these forces are measured by the camber.
  • the force in the drum width direction and the drum rotation direction are decomposed according to the angle, the force in the drum width direction is Fy, and the force in the drum rotation direction is Fx (Fx and Fy are coordinates with respect to the ground). That is, Fy indicates a lateral force for turning the motorcycle, and Fx indicates a driving force for accelerating the motorcycle.
  • the grip performance of a tire in a traction state can be evaluated by applying a driving force to the tire to accelerate the rotation of the tire. With time, the waveform of the graph moves in the positive direction of Fx.
  • the maximum value of Fx can be said to be an index of traction grip.
  • test tire was mounted on a 1000cc sports-type motorcycle, and the vehicle was run on a test course.
  • the steering stability (cornering performance) was comprehensively evaluated by a 10-point method based on the feeling of the test rider.
  • the test items are low-speed corner traction performance (acceleration performance from a state where the vehicle body is largely defeated at a speed of 50 km / h), high-speed corner traction performance (acceleration performance from a state where the vehicle body is slightly defeated at a speed of 120 km / h),
  • the grip stability discontinuity when the car body is tilted down.
  • Table 3 The test results obtained are summarized in Table 3.
  • Example 1 there is no crossing belt. Therefore, manufacturing costs can be saved.
  • the Fx index of the CA 35 degree and the CA 50 degree is improved in the example 1, and the traction performance is improved in the actual vehicle test in both the low speed corner and the high speed corner. I understand that.
  • Examples 3 and 5 have two crossing belts. Compared with the prior art examples 1 and 2, the traction performance is significantly improved.
  • Example 4 shows that the traction performance is improved by the buffer rubber layer.
  • Example 7 From the comparison between Example 4 and Example 7, the effect of the reinforcing belt layer in the shoulder portion can be seen. By adding a reinforcing belt, the stability at the time of collapse is further increased.
  • the arrangement width of the shoulder portion reinforcing belt layer is effective if there is a reinforcement of about 0.6 W with respect to the width W of the portion where the spiral belt is not arranged. However, if it is less than 0.5 W, almost no effect is obtained. In the case of 2.0 W, the effect is larger than 1.0 W, but the effect is greater than 1.0 W. Therefore, a wider arrangement is effective in reducing the rigidity step. From this result, it can be said that the arrangement width of the reinforcing belt layer is preferably about 0.5 W to 2.0 W.
  • Example 7 From the relationship between Example 7, Example 10, Example 11 and Example 14, the influence of the angle of the reinforcing belt layer of the shoulder portion can be seen. Even if the angle is 90 degrees, there is an effect of relaxing the rigidity step. Further, as the angle is decreased, the effect of reducing the rigidity step is increased. However, when the spiral belt is 0 degree, the increase in the belt speed of the shoulder portion is hindered, so that the driving performance is greatly deteriorated. Therefore, the angle of the reinforcing belt layer is effectively 10 to 90 degrees.
  • Example 7 From the relationship between Example 7 and Example 12, the influence of the direction of the reinforcing belt layer on the rotation direction can be seen. If it is line-symmetric with respect to the tire equator, it does not affect the stability when it is folded down, regardless of the orientation, and the effect of improving the stability is not changed in either orientation. .
  • Example 6 is obtained by adding an outermost belt reinforcing layer and a buffer rubber layer to the CR shape of the present invention.
  • both the traction performance and the stability performance when collapsed are the best results, and it can be seen that performance improvement at a much higher level can be achieved compared to the conventional example.
  • the leaning stability performance of the vehicle body exceeds the conventional example in which the spiral belt layer is disposed up to the end, and it can be seen that more excellent effects can be obtained by combining the present invention.

Landscapes

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

Abstract

L'invention porte sur un pneu pour un véhicule à moteur et à deux roues, lequel pneu améliore la performance de stabilité de conduite durant un déplacement à vitesse élevée, possède une performance de traction améliorée lorsque le véhicule (véhicule à moteur et à deux roues) accélère après un virage dans lequel le véhicule est fortement incliné, et possède une stabilité améliorée lorsque le véhicule est incliné. Selon l'invention, un pneu pour un véhicule à deux roues comporte une section de bande de roulement formée d'une manière annulaire (11). Une couche de ceinture en spirale (3) est disposée vers l'intérieur d'une section de couronne de la section de bande de roulement (11) par rapport à la direction radiale du pneu, de telle manière que le centre de la couche de ceinture en spirale (3), par rapport à la direction de la largeur de celle-ci, coïncide avec l'équateur du pneu. La couche de ceinture en spirale (3) est disposée à un angle se situant dans la plage de 0 ° à 5 ° par rapport à l'équateur du pneu et possède une largeur de 0,5 à 0,8 fois la largeur de la section de bande de roulement. Le rayon de courbure (R1) d'une partie s'étendant d'une extrémité de la couche de ceinture en spirale (3) à une extrémité de la section de bande de roulement (11) est supérieur au rayon de courbure (R2) d'une partie s'étendant à partir de l'extrémité de la couche de ceinture en spirale (3) à travers une surface de l'équateur du pneu (C).
PCT/JP2009/006291 2008-11-21 2009-11-20 Pneu pour véhicule à moteur et à deux roues WO2010058603A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN200980146525.3A CN102224023B (zh) 2008-11-21 2009-11-20 机动二轮车用充气轮胎
EP09827384.0A EP2363305B1 (fr) 2008-11-21 2009-11-20 Pneu pour véhicule à moteur et à deux roues
US13/129,910 US8794285B2 (en) 2008-11-21 2009-11-20 Pneumatic tire for motorcycle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008-298786 2008-11-21
JP2008298786A JP5327957B2 (ja) 2008-11-21 2008-11-21 自動二輪車用空気入りタイヤ

Publications (1)

Publication Number Publication Date
WO2010058603A1 true WO2010058603A1 (fr) 2010-05-27

Family

ID=42198046

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2009/006291 WO2010058603A1 (fr) 2008-11-21 2009-11-20 Pneu pour véhicule à moteur et à deux roues

Country Status (5)

Country Link
US (1) US8794285B2 (fr)
EP (1) EP2363305B1 (fr)
JP (1) JP5327957B2 (fr)
CN (1) CN102224023B (fr)
WO (1) WO2010058603A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014034283A (ja) * 2012-08-08 2014-02-24 Bridgestone Corp 自動二輪車用空気入りタイヤ
EP4253087A1 (fr) * 2022-03-28 2023-10-04 Sumitomo Rubber Industries, Ltd. Pneumatique pour moto

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5985199B2 (ja) * 2012-02-15 2016-09-06 株式会社ブリヂストン 二輪車用空気入りタイヤ
US9254717B2 (en) 2012-10-22 2016-02-09 The Goodyear Tire & Rubber Company Motorcycle tire having a hybrid construction
JP6083303B2 (ja) * 2013-04-03 2017-02-22 横浜ゴム株式会社 空気入りタイヤ
US20150020943A1 (en) * 2013-07-22 2015-01-22 Bridgestone Americas Tire Operations, Llc Low-Metal Tire
JP6313108B2 (ja) * 2014-04-25 2018-04-18 株式会社ブリヂストン 空気入りタイヤ
CN114083940B (zh) * 2021-11-30 2023-09-15 蓉驿时代科技有限公司 一种全方位防护自修复轮胎及其制备方法
JP2023183269A (ja) 2022-06-15 2023-12-27 住友ゴム工業株式会社 自動二輪車用タイヤ

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09226319A (ja) 1995-12-19 1997-09-02 Bridgestone Corp 二輪車用空気入りラジアルタイヤ
JPH1053007A (ja) * 1996-08-09 1998-02-24 Sumitomo Rubber Ind Ltd 自動二輪車用ラジアルタイヤ
JP2002316512A (ja) 2001-04-23 2002-10-29 Bridgestone Corp 二輪車用ラジアルタイヤ
JP2003011614A (ja) 2001-07-03 2003-01-15 Bridgestone Corp 二輪車用タイヤ
JP2004010005A (ja) * 2002-06-11 2004-01-15 Bridgestone Corp 二輪車用空気入りタイヤ
JP2004067059A (ja) 2002-08-09 2004-03-04 Bridgestone Corp 自動二輪車用空気入りタイヤ
JP2004067058A (ja) 2002-08-09 2004-03-04 Bridgestone Corp 自動二輪車用空気入りタイヤ
JP2008114816A (ja) * 2006-11-08 2008-05-22 Bridgestone Corp 自動二輪車用空気入りタイヤ
JP2008149991A (ja) * 2006-12-20 2008-07-03 Bridgestone Corp 二輪車用空気入りタイヤ
JP2008162355A (ja) * 2006-12-27 2008-07-17 Sumitomo Rubber Ind Ltd 自動二輪車用タイヤ

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3053287B2 (ja) * 1991-12-26 2000-06-19 住友ゴム工業株式会社 自動二輪車用ラジアルタイヤ
CN100539202C (zh) * 2004-06-01 2009-09-09 独立行政法人科学技术振兴机构 光电转换元件
JP2006298082A (ja) * 2005-04-19 2006-11-02 Bridgestone Corp 二輪車用空気入りタイヤ
JP2008087627A (ja) * 2006-10-02 2008-04-17 Bridgestone Corp 二輪車用空気入りタイヤ
JP2009051361A (ja) 2007-08-27 2009-03-12 Bridgestone Corp 二輪車用空気入りタイヤ
JP5063304B2 (ja) 2007-11-14 2012-10-31 株式会社ブリヂストン 自動二輪車用空気入りタイヤ

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09226319A (ja) 1995-12-19 1997-09-02 Bridgestone Corp 二輪車用空気入りラジアルタイヤ
JPH1053007A (ja) * 1996-08-09 1998-02-24 Sumitomo Rubber Ind Ltd 自動二輪車用ラジアルタイヤ
JP2002316512A (ja) 2001-04-23 2002-10-29 Bridgestone Corp 二輪車用ラジアルタイヤ
JP2003011614A (ja) 2001-07-03 2003-01-15 Bridgestone Corp 二輪車用タイヤ
JP2004010005A (ja) * 2002-06-11 2004-01-15 Bridgestone Corp 二輪車用空気入りタイヤ
JP2004067059A (ja) 2002-08-09 2004-03-04 Bridgestone Corp 自動二輪車用空気入りタイヤ
JP2004067058A (ja) 2002-08-09 2004-03-04 Bridgestone Corp 自動二輪車用空気入りタイヤ
JP2008114816A (ja) * 2006-11-08 2008-05-22 Bridgestone Corp 自動二輪車用空気入りタイヤ
JP2008149991A (ja) * 2006-12-20 2008-07-03 Bridgestone Corp 二輪車用空気入りタイヤ
JP2008162355A (ja) * 2006-12-27 2008-07-17 Sumitomo Rubber Ind Ltd 自動二輪車用タイヤ

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014034283A (ja) * 2012-08-08 2014-02-24 Bridgestone Corp 自動二輪車用空気入りタイヤ
US9975382B2 (en) 2012-08-08 2018-05-22 Bridgestone Corporation Pneumatic tire for motorcycle
EP4253087A1 (fr) * 2022-03-28 2023-10-04 Sumitomo Rubber Industries, Ltd. Pneumatique pour moto

Also Published As

Publication number Publication date
CN102224023A (zh) 2011-10-19
EP2363305B1 (fr) 2018-09-05
US20110214792A1 (en) 2011-09-08
EP2363305A1 (fr) 2011-09-07
EP2363305A4 (fr) 2014-02-19
JP2010120613A (ja) 2010-06-03
CN102224023B (zh) 2016-05-04
JP5327957B2 (ja) 2013-10-30
US8794285B2 (en) 2014-08-05

Similar Documents

Publication Publication Date Title
JP5063304B2 (ja) 自動二輪車用空気入りタイヤ
JP5327957B2 (ja) 自動二輪車用空気入りタイヤ
JP4943830B2 (ja) 二輪車用空気入りタイヤ
EP1950059B1 (fr) Pneumatique pour vehicule a deux roues
JP4860621B2 (ja) 二輪車用空気入りタイヤ
JP2007131228A (ja) 二輪車用空気入りタイヤ
JP5179803B2 (ja) 二輪車用空気入りタイヤ
JP2010247744A (ja) 自動二輪車用空気入りタイヤ
WO2010119959A1 (fr) Bandage pneumatique pour véhicule à moteur à deux roues
JP2010120436A (ja) 自動二輪車用空気入りタイヤ
JP2009113604A (ja) 自動二輪車用空気入りタイヤ
JP2010120437A (ja) 自動二輪車用空気入りタイヤ
JP2010126005A (ja) 自動二輪車用空気入りタイヤ
JP2009051361A (ja) 二輪車用空気入りタイヤ
JP2009056899A (ja) 二輪車用空気入りタイヤ
JP2007084025A (ja) 二輪車用空気入りタイヤ
JP2010126003A (ja) 自動二輪車用空気入りタイヤ
JP2010126004A (ja) 自動二輪車用空気入りタイヤ
JP2009001080A (ja) 二輪車用空気入りタイヤ
JP5009722B2 (ja) 二輪車用空気入りタイヤ
JP5455185B2 (ja) 自動二輪車用空気入りタイヤ
JP4889019B2 (ja) 自動二輪車用空気入りタイヤ
JP2010120614A (ja) 自動二輪車用空気入りタイヤ
JP2010120438A (ja) 自動二輪車用空気入りタイヤ
JP2009113603A (ja) 自動二輪車用空気入りタイヤ

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 200980146525.3

Country of ref document: CN

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09827384

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 13129910

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 2009827384

Country of ref document: EP