JP2001055010A - Pneumatic tire for bicycle - Google Patents
Pneumatic tire for bicycleInfo
- Publication number
- JP2001055010A JP2001055010A JP11233755A JP23375599A JP2001055010A JP 2001055010 A JP2001055010 A JP 2001055010A JP 11233755 A JP11233755 A JP 11233755A JP 23375599 A JP23375599 A JP 23375599A JP 2001055010 A JP2001055010 A JP 2001055010A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- width direction
- area
- tread
- turning
- 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
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
-
- 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
-
- 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
- B60C2200/12—Tyres specially adapted for particular applications for bicycles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、直進時および旋回
時の走行安定性を向上させた二輪車用空気入りタイヤに
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire for a motorcycle having improved running stability when traveling straight and when turning.
【０００２】[0002]
【従来の技術】従来から自動二輪車の走行時の安定性を
高めるために、二輪車用空気入りタイヤでは接地面積を
増加させ、走行時にタイヤの踏面に発生するキャンバー
スラストを向上させることが図られてきた。接地面積を
増大させるために、トレッド断面形状、すなわち、トレ
ッド表面形状に工夫が施されてきた。2. Description of the Related Art Conventionally, in order to enhance the stability of a motorcycle during running, it has been attempted to increase the contact area of a pneumatic tire for a motorcycle and to improve camber thrust generated on the tread surface of the tire during running. Was. In order to increase the contact area, the tread cross-sectional shape, that is, the tread surface shape has been devised.
【０００３】例えば、二輪車用空気入りタイヤにおいて
直進時の走行安定性を高めたい場合には、タイヤ幅方向
断面においてトレッド表面を形成する赤道面近傍の曲率
半径を大きくし、直進時の接地面積を増加させている。
一方、旋回時の走行安定性を高めたい場合にはショルダ
ー部近傍の曲率半径を大きくし、旋回時の接地面積を増
加させている。For example, when it is desired to increase the running stability of a pneumatic tire for a motorcycle when traveling straight, the radius of curvature near the equatorial plane forming the tread surface in the cross section in the tire width direction is increased to reduce the contact area when traveling straight. Is increasing.
On the other hand, when it is desired to increase running stability during turning, the radius of curvature near the shoulder portion is increased to increase the contact area during turning.
【０００４】[0004]
【発明が解決しようとする課題】このように、直進時、
旋回時の走行安定性を高めるためには、それぞれ接地す
る部分（トレッド表面）の曲率半径を大きくするが、曲
率半径を大きくすると接地面内におけるタイヤ幅方向の
圧力（接地圧）分布にムラが発生（バックリング）する
おそれがあった。特に、旋回時に接地する部分の曲率半
径を大きくすると、遠心力の作用によって接地圧分布に
ムラが発生し、接地圧が抜けている部分のグリップ力が
極度に低下し、十分な横力（キャンバースラスト等）を
確保できなくなるおそれがあった。As described above, when going straight,
In order to improve running stability during turning, the radius of curvature of each contacting portion (tread surface) is increased. However, if the radius of curvature is increased, uneven distribution of pressure (contact pressure) in the tire width direction within the contacting surface. There was a risk of occurrence (buckling). In particular, if the radius of curvature of the portion that touches the ground when turning is increased, the distribution of the contact pressure becomes uneven due to the action of the centrifugal force, and the grip force in the portion where the contact pressure is lost is extremely reduced, and sufficient lateral force (camber Thrust, etc.).
【０００５】そこで、上記不都合を解決するために、直
進時および旋回時の走行安定性を確保する二輪車用空気
入りタイヤを提供することを目的とする。In view of the above, an object of the present invention is to provide a pneumatic tire for a two-wheeled vehicle that ensures running stability when traveling straight and turning.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
に請求項１記載の本発明は、１９９９年度版JATMA Year
Bookにおいて規定されたタイヤサイズに対応する標準
リムに組み付けられ、１９９９年度版JATMA Year Book
での適用サイズ・プライレーティングにおける最大負荷
能力に対応する最大空気圧で充填され、前記最大負荷能
力の５５％の荷重が作用した状態で、キャンバー角０度
および３０度の時に、それぞれ接地面内のタイヤ幅方向
距離が最大となる位置におけるタイヤ幅方向の接地圧変
化度合いＸが、Ｘ≦１０％であることを特徴とする。Means for Solving the Problems In order to achieve the above object, the present invention described in claim 1 is a JATMA Year 1999 edition.
Attached to the standard rim corresponding to the tire size specified in the Book, the 1999 version of the JATMA Year Book
At the maximum air pressure corresponding to the maximum load capacity in the applicable size and ply rating, and when a load of 55% of the maximum load capacity is applied and the camber angles are 0 degree and 30 degrees, respectively, The contact pressure change degree X in the tire width direction at the position where the distance in the tire width direction is the maximum is X ≦ 10%.
【０００７】請求項１記載の発明の作用について説明す
る。The operation of the first aspect of the present invention will be described.
【０００８】本発明に係る二輪車用空気入りタイヤは、
ゴムの組成やカーカスおよびベルトの強度や配置等を調
整することによって、キャンバー角０度および３０度の
時に、接地面内においてタイヤ幅方向距離が最大となる
位置で接地圧変化度合いＸを１０％以内に抑えたもので
ある。ここで、接地圧変化度合いＸとは、タイヤ幅方向
における単位長さ当りの接地圧の増減の割合である。す
なわち、接地面内において最も接地圧分布のムラが発生
しやすいタイヤ幅方向距離が最大となる位置において、
タイヤ幅方向における単位長さ毎に区切られた任意の区
間の接地圧σnと前記任意の区間に隣接する区間の接地
圧σn+1によって、以下の関係式で示されるものであ
る。[0008] The pneumatic tire for a motorcycle according to the present invention comprises:
By adjusting the rubber composition and the strength and arrangement of the carcass and the belt, the contact pressure change degree X at the position where the distance in the tire width direction becomes maximum within the contact surface at the camber angles of 0 degree and 30 degrees is 10%. It is kept within. Here, the contact pressure change degree X is the rate of increase or decrease of the contact pressure per unit length in the tire width direction. That is, at the position where the distance in the tire width direction where unevenness of the contact pressure distribution is most likely to occur in the contact surface is the largest,
It is expressed by the following relational expression by the contact pressure σn of an arbitrary section divided for each unit length in the tire width direction and the contact pressure σn + 1 of the section adjacent to the arbitrary section.
【０００９】Ｘ＝（｜σn−σn+1｜／（σnとσn+1の大
きい方））×１００（％） すなわち、接地圧変化度合いＸが１０％以内とは、接地
圧が連続的に小さく変化することを意味する。X = (| σn-σn + 1 | / (larger of σn and σn + 1)) × 100 (%) That is, when the contact pressure change degree X is within 10%, the contact pressure continuously increases. It means a small change.
【００１０】ここで、接地圧変化度合いＸが１０％を越
えると、接地圧分布にムラが発生し、接地圧が抜け気味
の部分のグリップ力が低下するため、横力の不足が顕著
になる。Here, when the degree X of change in the contact pressure exceeds 10%, uneven distribution occurs in the contact pressure, and the grip force in the portion where the contact pressure tends to fall is reduced, so that the lateral force becomes insufficient. .
【００１１】したがって、接地圧変化度合いＸを１０％
以内とすることによって、接地面内における接地圧分布
のムラが抑制され、直進時（キャンバー角０度）および
旋回時（キャンバー角３０度）にグリップ力が確保さ
れ、横力を十分に発生させることができる。すなわち、
二輪車用空気入りタイヤの直進時および旋回時における
走行安定性が確保される。[0011] Therefore, the contact pressure change degree X is 10%.
By setting it within the range, unevenness of the contact pressure distribution in the contact surface is suppressed, gripping force is secured during straight running (0 ° camber angle) and turning (30 ° camber angle), and a sufficient lateral force is generated. be able to. That is,
The running stability of the pneumatic tire for a motorcycle when traveling straight and when turning is ensured.
【００１２】請求項２記載の発明は、請求項１記載の発
明において、１９９９年度版JATMAYear Bookにおいて規
定されたタイヤサイズに対応する標準リムに組み付けら
れ、１９９９年度版JATMA Year Bookでの適用サイズ・
プライレーティングにおける最大負荷能力に対応する最
大空気圧で充填された状態で、タイヤ幅方向において、
赤道面からショルダー部に至るトレッド展開半幅のう
ち、タイヤ赤道面からトレッド展開幅の０％〜３５％を
センター領域、３５％〜６５％を中間領域、６５％〜１
００％をショルダー領域し、各領域の平均曲率半径をＲ
Ｃ、ＲＭ、ＲＳとすると、平均曲率半径ＲＣ、ＲＭ、Ｒ
Ｓに、以下の関係が成立することを特徴とする。[0012] The invention according to claim 2 is the invention according to claim 1, which is mounted on a standard rim corresponding to the tire size specified in the 1999 JATMA Year Book, and is applied to the size applicable in the 1999 JATMA Year Book.
In the state filled with the maximum air pressure corresponding to the maximum load capacity in the ply rating, in the tire width direction,
Of the tread development half width from the equatorial plane to the shoulder, 0% to 35% of the tread development width from the tire equatorial plane is the center area, 35% to 65% is the middle area, and 65% to 1%.
00% in the shoulder region, and the average radius of curvature of each region is R
Let C, RM, and RS be the average radii of curvature RC, RM, R
The following relationship is established for S.
【００１３】 ０．６≦ＲＭ／ＲＣ≦０．９ ０．６≦ＲＳ／ＲＭ≦０．９ 請求項２記載の発明の作用について説明する。0.6 ≦ RM / RC ≦ 0.9 0.6 ≦ RS / RM ≦ 0.9 The operation of the invention according to claim 2 will be described.
【００１４】トレッドのセンター領域、中間領域、ショ
ルダー領域の平均曲率半径ＲＣ、ＲＭ、ＲＳの関係は、
ＲＭ／ＲＣ、ＲＳ／ＲＭが０．９よりも大きくなると、
中間領域やショルダー領域が接地する旋回時に接地面積
を十分に確保することができるが、接地圧の圧力分布の
ムラが大きくなり、走行安定性が低下してしまう。一
方、ＲＭ／ＲＣ、ＲＳ／ＲＭが０．６よりも小さくなる
と、中間領域およびショルダー領域の接地圧分布のムラ
を抑制することができるが、接地面積が小さくなり過
ぎ、走行安定性が低下する。したがって、ＲＭ／ＲＣ、
ＲＳ／ＲＭがそれぞれ０．６以上０．９以下とされるこ
とによって、接地圧分布のムラを抑制（接地圧変化度合
いを１０％以内と）しつつ最大限の接地面積を確保で
き、良好な走行安定性を確保することができる。The relationship between the average radii of curvature RC, RM, and RS of the tread center region, intermediate region, and shoulder region is as follows.
When RM / RC and RS / RM are larger than 0.9,
Although a sufficient contact area can be ensured at the time of turning where the intermediate region and the shoulder region make contact with the ground, unevenness of the pressure distribution of the contact pressure becomes large, and running stability is reduced. On the other hand, if RM / RC and RS / RM are smaller than 0.6, the unevenness of the contact pressure distribution in the intermediate region and the shoulder region can be suppressed, but the contact area becomes too small and the running stability decreases. . Therefore, RM / RC,
By setting RS / RM to be 0.6 or more and 0.9 or less, it is possible to secure the maximum contact area while suppressing uneven contact pressure distribution (with the contact pressure change degree being within 10%). Driving stability can be ensured.
【００１５】[0015]
【発明の実施の形態】本発明の一実施形態に係る二輪車
用空気入りタイヤについて図１および図２を参照して説
明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS A pneumatic tire for a motorcycle according to an embodiment of the present invention will be described with reference to FIGS.
【００１６】二輪車用空気入りタイヤ１０は、図１に示
すように、一対のビード部１２と、両ビード部１２に跨
がって延びるトロイド状のカーカス１４と、カーカス１
４のクラウン部に位置する複数（本実施形態では２枚）
のベルト層１６と、ベルト層１６の上部に形成されたト
レッド部１８とを備える。As shown in FIG. 1, the pneumatic tire 10 for a motorcycle includes a pair of bead portions 12, a toroidal carcass 14 extending over both bead portions 12, and a carcass 1.
4 (two in this embodiment) located in the crown portion
And a tread portion 18 formed on the belt layer 16.
【００１７】図２には、二輪車用空気入りタイヤ１０が
１９９９年度版JATMA Year Bookにおいて規定されるタ
イヤサイズに対応する標準リムに組み付けられ、１９９
９年度版JATMA Year Bookでの適用サイズ・プライレー
ティングにおける最大負荷能力に対応する最大空気圧が
充填された状態を示す。また、二輪車用空気入りタイヤ
１０はこの状態で、タイヤ幅方向断面において、トレッ
ド部１８の表面に沿って赤道面ＣＬからショルダー部１
８Ａに至るトレッド展開半幅のうち、赤道面ＣＬからト
レッド展開半幅の０％〜３５％をセンター領域ＣＡ、３
５％〜６５％を中間領域ＭＡ、６５％〜１００％をショ
ルダー領域ＳＡとすると、各領域の平均曲率半径がそれ
ぞれＲＣ、ＲＭ、ＲＳとされている。FIG. 2 shows a pneumatic tire 10 for a motorcycle mounted on a standard rim corresponding to a tire size specified in the 1999 edition of the JATMA Year Book.
This shows the state where the maximum air pressure corresponding to the maximum load capacity in the applicable size and ply rating in the 9th edition JATMA Year Book is filled. In this state, the pneumatic tire 10 for a motorcycle has a cross section along the surface of the tread portion 18 from the equatorial plane CL to the shoulder portion 1 in the cross section in the tire width direction.
8A, 0% to 35% of the tread development half width from the equatorial plane CL is the center area CA, 3D.
Assuming that 5% to 65% is the intermediate area MA and 65% to 100% is the shoulder area SA, the average radii of curvature of the respective areas are RC, RM, and RS, respectively.
【００１８】ここで、各平均曲率半径ＲＣ、ＲＭ、ＲＳ
の関係は、以下の関係を満たすように形成されている。Here, each average radius of curvature RC, RM, RS
Is formed so as to satisfy the following relationship.
【００１９】 ０．６≦ＲＭ／ＲＣ≦０．９ （１） ０．６≦ＲＳ／ＲＭ≦０．９ （２） ここで、平均曲率半径ＲＣは、直進時に十分な接地面積
を確保して、走行安定性を確保できる曲率半径とされて
いる。0.6 ≦ RM / RC ≦ 0.9 (1) 0.6 ≦ RS / RM ≦ 0.9 (2) Here, the average radius of curvature RC is such that a sufficient ground contact area is secured when the vehicle goes straight. And a radius of curvature that can ensure running stability.
【００２０】なお、タイヤ幅方向において赤道面ＣＬか
らショルダー部１８Ｂに至るトレッド展開半幅について
も同様に形成されている。The half width of the tread development from the equatorial plane CL to the shoulder portion 18B in the tire width direction is similarly formed.
【００２１】このように構成される二輪車用空気入りタ
イヤ１０の作用について説明する。The operation of the pneumatic tire 10 for a motorcycle constructed as described above will be described.
【００２２】ＲＭ／ＲＣ、ＲＳ／ＲＭが０．９を越える
と、旋回時に接地する中間領域ＭＡ、ショルダー領域Ｓ
Ａの接地面積が増大するものの、接地圧分布にムラが発
生してしまい、走行安定性を損なう。一方、ＲＭ／Ｒ
Ｃ、ＲＳ／ＲＭが０．６を下回ると、旋回時における接
地圧分布のムラは抑制されるものの、中間領域ＭＡ、シ
ョルダー領域ＳＡの曲率半径の減少に伴なって、旋回時
の接地面積が著しく減少して走行安定性を損なう。If RM / RC and RS / RM exceed 0.9, the intermediate area MA and the shoulder area S that touch the ground when turning.
Although the contact area of A increases, the contact pressure distribution becomes uneven, and the running stability is impaired. On the other hand, RM / R
C, when RS / RM is less than 0.6, the unevenness of the contact pressure distribution at the time of turning is suppressed, but the contact area at the time of turning is reduced as the radius of curvature of the intermediate area MA and the shoulder area SA decreases. It is significantly reduced, and the running stability is impaired.
【００２３】したがって、平均曲率半径ＲＣ、ＲＭ、Ｒ
Ｓの関係を（１）（２）式を満たすようにトレッド部１
８を形成することによって、接地面内における接地圧分
布のムラを抑制しつつ、最大限の接地面積を確保するこ
とができる。特に、遠心力が作用することによって接地
圧分布にムラが発生しやすい旋回時に接地する中間領域
ＭＡ、ＳＡの平均曲率半径ＲＭ、ＲＳをセンター領域Ｃ
Ａの平均曲率ＲＣに対して所定の割合で減じていくこと
によって、接地圧分布のムラを抑制して、十分な横力を
確保することができる。Therefore, the average radii of curvature RC, RM, R
The tread portion 1 is set so that the relationship of S satisfies the expressions (1) and (2)
By forming 8, a maximum contact area can be ensured while suppressing unevenness of the contact pressure distribution in the contact surface. In particular, the average radiuses of curvature RM and RS of the intermediate areas MA and SA that contact the ground during turning where the contact pressure distribution tends to cause unevenness due to the centrifugal force are set to the center area C.
By reducing the average curvature RC of A at a predetermined rate, it is possible to suppress unevenness in the contact pressure distribution and secure a sufficient lateral force.
【００２４】ここで、接地圧分布のムラの抑制とは、接
地圧変化度合いＸを１０％以内とすることである。接地
圧変化度合いＸとは、接地面内においてタイヤ幅方向距
離が最大となる位置で、タイヤ幅方向において単位長さ
（１ｃｍ）で区切られた区間の接地圧を計測した場合の
隣接する２区間の接地圧の変化率をいう。すなわち、任
意の区間と、その任意の区間に隣接する区間の接地圧を
それぞれσn、σn+1とするとき、下記式を満たすものを
いう。Here, the suppression of the unevenness of the contact pressure distribution means that the contact pressure change degree X is kept within 10%. The contact pressure change degree X is a position where the distance in the tire width direction is maximum in the contact surface, and two adjacent sections when the contact pressure is measured in a section divided by a unit length (1 cm) in the tire width direction. Means the rate of change of the ground pressure. That is, when the contact pressures of an arbitrary section and an adjacent section to the arbitrary section are set to σn and σn + 1, respectively, it means that the following equation is satisfied.
【００２５】Ｘ＝（｜σn−σn+1｜／（σnとσn+1の大
きい方））×１００（％） すなわち、隣接する区間に対する接地圧の増減程度が１
０％以内とうことである。 （試験例）本発明の作用について確認するために、以下
のような試験を行なった。試験に用いた比較例１、２お
よび実施例１〜４の二輪車用タイヤは、実施形態と同様
の形状でタイヤサイズがＭＣＲ１９０／５５ＺＲ１７で
あり、それぞれ平均曲率半径ＲＣ、ＲＭ、ＲＳが異なる
のみである。X = (| σn-σn + 1 | / (larger of σn and σn + 1)) × 100 (%) That is, the degree of increase or decrease of the contact pressure with respect to the adjacent section is 1
It is within 0%. (Test Example) In order to confirm the action of the present invention, the following test was conducted. The motorcycle tires of Comparative Examples 1 and 2 and Examples 1 to 4 used in the test have the same shape as the embodiment and the tire size is MCR190 / 55ZR17, and differ only in the respective average radii of curvature RC, RM, and RS. is there.
【００２６】このような比較例１、２および実施例１〜
４の二輪車用タイヤを装着した自動二輪車を走行させ、
熟練ライダーに直進安定性と旋回安定性についてフィー
リング評価をしてもらった。指数が大きい方が良好であ
ることを示す。結果を表１に示す。Such Comparative Examples 1 and 2 and Examples 1 to
Run a motorcycle equipped with a motorcycle tire of No. 4,
Skilled riders were asked to evaluate the feeling of straight running stability and turning stability. A larger index indicates better. Table 1 shows the results.
【００２７】[0027]
【表１】 [Table 1]
【００２８】比較例１、２と実施例１〜４を比較する
と、比較例１、２の旋回安定性が著しく低い。これは、
接地圧変化度合いＸが１０％以上であるため、接地圧分
布のムラが発生し、走行安定性、特に旋回安定性を損ね
たものと考えられる。When the comparative examples 1 and 2 are compared with the examples 1 to 4, the turning stability of the comparative examples 1 and 2 is remarkably low. this is,
It is considered that since the contact pressure change degree X is 10% or more, uneven contact pressure distribution occurs, and running stability, particularly turning stability, is impaired.
【００２９】一方、実施例１〜４は接地圧変化度合いＸ
が１０％以内であるため、接地圧分布のムラを抑制する
と共に、十分な接地面積を確保することができ、直進安
定性および旋回安定性とも良好であることが確認され
た。On the other hand, in the first to fourth embodiments, the contact pressure change degree X
Is within 10%, it was confirmed that the unevenness of the contact pressure distribution can be suppressed, a sufficient contact area can be secured, and both the straight running stability and the turning stability are good.
【００３０】なお、実施例４は、実施例１〜３と比較し
て旋回安定性が低い。これは、接地圧分布のムラは抑制
できる（Ｘ＝３）ものの、ＲＭ／ＲＣ＝０．５７（＜
０．６０）が小さいため、接地面積が小さくなり過ぎ、
旋回安定性を損ねたものと考えられる。The turning stability of the fourth embodiment is lower than those of the first to third embodiments. This is because although the unevenness of the ground pressure distribution can be suppressed (X = 3), RM / RC = 0.57 (<
0.60) is small, so the contact area is too small,
It is considered that the turning stability was impaired.
【００３１】一方、実施例１〜３はＲＳ／ＲＭ、ＲＭ／
ＲＣが所定範囲内であるため、接地圧分布のムラを抑制
すると共に、十分な接地面積を確保することができ、直
進安定性および旋回安定性とも良好であることが確認さ
れた。On the other hand, in Examples 1 to 3, RS / RM and RM /
Since RC was within the predetermined range, it was confirmed that unevenness in the contact pressure distribution was suppressed, a sufficient contact area was secured, and both straight running stability and turning stability were good.
【００３２】なお、本実施形態では、トレッド部１８を
形成する平均曲率半径ＲＣ、ＲＭ、ＲＳの関係によって
接地圧分布のムラを抑制したが、トレッドゴムの組成や
カーカスやベルトの配置、強度などを調整することによ
って接地圧分布のムラを抑制することも可能である。In this embodiment, the unevenness of the contact pressure distribution is suppressed by the relationship between the average radii of curvature RC, RM, and RS forming the tread portion 18. However, the composition of the tread rubber, the arrangement of the carcass and the belt, the strength, etc. It is also possible to suppress unevenness in the contact pressure distribution by adjusting.
【００３３】[0033]
【発明の効果】本発明に係る二輪車用空気入りタイヤで
は、直進時および旋回時における接地圧分布のムラを抑
制できるため、十分なグリップ力を確保できると共に、
旋回時の遠心力に対抗する横力を発生させることがで
き、走行安定性を向上させることができる。In the pneumatic tire for a motorcycle according to the present invention, unevenness in the contact pressure distribution during straight running and cornering can be suppressed, so that a sufficient grip force can be ensured.
A lateral force opposing the centrifugal force at the time of turning can be generated, and running stability can be improved.
【図１】本発明の一実施形態に係る二輪車用空気入りタ
イヤの断面図である。FIG. 1 is a cross-sectional view of a pneumatic tire for a motorcycle according to an embodiment of the present invention.
【図２】本発明の一実施形態に係る二輪車用空気入りタ
イヤの断面説明図である。FIG. 2 is an explanatory cross-sectional view of a pneumatic tire for a motorcycle according to an embodiment of the present invention.
１０ 二輪車用空気入りタイヤ １８ トレッド部 10 Pneumatic tire for motorcycle 18 Tread
Claims (2)
て規定されたタイヤサイズに対応する標準リムに組み付
けられ、１９９９年度版JATMA Year Bookでの適用サイ
ズ・プライレーティングにおける最大負荷能力に対応す
る最大空気圧で充填され、前記最大負荷能力の５５％の
荷重が作用した状態で、 キャンバー角０度および３０度の時に、それぞれ接地面
内のタイヤ幅方向距離が最大となる位置におけるタイヤ
幅方向の接地圧変化度合いＸが、 Ｘ≦１０％ であることを特徴とする二輪車用空気入りタイヤ。(1) Installed on a standard rim corresponding to the tire size specified in the 1999 JATMA Year Book, and filled with the maximum air pressure corresponding to the maximum load capacity in the applicable size and ply rating in the 1999 JATMA Year Book In the state where a load of 55% of the maximum load capacity is applied, when the camber angle is 0 degree and 30 degrees, the degree of change in the contact pressure in the tire width direction at the position where the distance in the tire width direction in the contact surface is maximum. X is X ≦ 10%, The pneumatic tire for motorcycles characterized by the above-mentioned.
て規定されたタイヤサイズに対応する標準リムに組み付
けられ、１９９９年度版JATMA Year Bookでの適用サイ
ズ・プライレーティングにおける最大負荷能力に対応す
る最大空気圧で充填された状態で、 タイヤ幅方向において、赤道面からショルダー部に至る
トレッド展開半幅のうち、タイヤ赤道面からトレッド展
開幅の０％〜３５％をセンター領域、３５％〜６５％を
中間領域、６５％〜１００％をショルダー領域し、各領
域の平均曲率半径をＲＣ、ＲＭ、ＲＳとすると、 平均曲率半径ＲＣ、ＲＭ、ＲＳに、以下の関係が成立す
ることを特徴とする請求項１記載の二輪車用空気入りタ
イヤ。 ０．６≦ＲＭ／ＲＣ≦０．９ ０．６≦ＲＳ／ＲＭ≦０．９2. Assembled on a standard rim corresponding to the tire size specified in the 1999 JATMA Year Book, and filled with the maximum air pressure corresponding to the maximum load capacity in the applicable size and ply rating in the 1999 JATMA Year Book In the tire width direction, in the width direction of the tread from the equatorial plane to the shoulder in the tire width direction, 0% to 35% of the tread development width from the tire equatorial plane is the center area, and 35% to 65% is the middle area. 2. The following relationship is established between the average radii of curvature RC, RM, and RS, where% to 100% is a shoulder region, and the average radii of curvature of the respective regions are RC, RM, and RS. 3. Pneumatic tire for motorcycles. 0.6 ≦ RM / RC ≦ 0.9 0.6 ≦ RS / RM ≦ 0.9
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11233755A JP2001055010A (en) | 1999-08-20 | 1999-08-20 | Pneumatic tire for bicycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11233755A JP2001055010A (en) | 1999-08-20 | 1999-08-20 | Pneumatic tire for bicycle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001055010A true JP2001055010A (en) | 2001-02-27 |
Family
ID=16960082
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11233755A Pending JP2001055010A (en) | 1999-08-20 | 1999-08-20 | Pneumatic tire for bicycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001055010A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005247061A (en) * | 2004-03-02 | 2005-09-15 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| JP2014133439A (en) * | 2013-01-08 | 2014-07-24 | Bridgestone Corp | Pneumatic tire for motorcycle |
| JP2017030523A (en) * | 2015-07-31 | 2017-02-09 | 株式会社ブリヂストン | Tire for motorcycle |
| CN111094016A (en) * | 2017-07-31 | 2020-05-01 | 倍耐力轮胎股份公司 | Bicycle tyre |
| EP4223558A1 (en) * | 2022-02-02 | 2023-08-09 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire pair |
| EP4253089A1 (en) * | 2022-03-30 | 2023-10-04 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire pair |
-
1999
- 1999-08-20 JP JP11233755A patent/JP2001055010A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005247061A (en) * | 2004-03-02 | 2005-09-15 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| JP2014133439A (en) * | 2013-01-08 | 2014-07-24 | Bridgestone Corp | Pneumatic tire for motorcycle |
| JP2017030523A (en) * | 2015-07-31 | 2017-02-09 | 株式会社ブリヂストン | Tire for motorcycle |
| CN111094016A (en) * | 2017-07-31 | 2020-05-01 | 倍耐力轮胎股份公司 | Bicycle tyre |
| US11535061B2 (en) | 2017-07-31 | 2022-12-27 | Pirelli Tyre S.P.A. | Bicycle tyre |
| EP4223558A1 (en) * | 2022-02-02 | 2023-08-09 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire pair |
| EP4253089A1 (en) * | 2022-03-30 | 2023-10-04 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire pair |
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