JP2003011614A - Tire for two-wheeler - Google Patents
Tire for two-wheelerInfo
- Publication number
- JP2003011614A JP2003011614A JP2001202197A JP2001202197A JP2003011614A JP 2003011614 A JP2003011614 A JP 2003011614A JP 2001202197 A JP2001202197 A JP 2001202197A JP 2001202197 A JP2001202197 A JP 2001202197A JP 2003011614 A JP2003011614 A JP 2003011614A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- belt
- layer
- wound
- equator
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、直進走行性能、高
速性能、乗り心地、ユニフォミティ等のタイヤ諸性能を
損なうことなく、旋回操縦性能とベルト耐久性を向上さ
せた二輪車用タイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-wheeled vehicle tire having improved turning and steering performance and belt durability without impairing tire performance such as straight running performance, high speed performance, riding comfort and uniformity.
【０００２】[0002]
【従来の技術】１本乃至並列した複数本のコ−ドを被覆
ゴム中に埋設した帯状体を、略タイヤの周方向に向かう
角度で螺旋状にタイヤ回転軸方向に巻き回した、所謂ス
パイラルベルト層を二輪車用タイヤに採用すると、タイ
ヤの高速耐久性、直進安定性、ユニフォミティ性能等を
向上できる一方で、車両が旋回時に重要となるコ−ナリ
ングフォ−スや大キャンバ−角時のキャンバ−スラスト
が、従前の交錯ベルト構造に比較して小さくなる傾向が
ある為、この点を改良するべく従来より種々の工夫が試
みられて来た。2. Description of the Related Art A so-called spiral, in which a belt-like body having one or a plurality of parallel cords embedded in a coated rubber is spirally wound in a tire rotation axis direction at an angle substantially in the circumferential direction of the tire. If the belt layer is adopted for a two-wheeled vehicle tire, the high-speed durability, straight-line stability, uniformity performance, etc. of the tire can be improved, while the cornering force and the camber at large camber angles, which are important when the vehicle turns. Since the thrust tends to be smaller than that of the conventional cross belt structure, various attempts have been made to improve this point.
【０００３】例えば、ＥＰ０７５６９４９Ａの実施例に
おいて記述されている構造のタイヤがある。即ち、補強
コ−ドをほぼ周方向に配したベルト構造を有する二輪車
用空気入りラジアルタイヤにおいて、ベルト端に近い部
分のコード打ち込み本数を、センター領域対比で密にす
ることで、二輪車の旋回時の横剛性を高め、直進時の衝
撃吸収性と両立させるものである。しかしながら、この
ベルト端部近辺でのコード打ち込み本数を密にすること
は、ベルト端のゴムとコード間の界面剥離を起こし易く
し、この部分を核としてベルトセパレーション故障を引
き起こす原因になる。For example, there is a tire of the structure described in the examples of EP0756949A. That is, in a pneumatic radial tire for a motorcycle having a belt structure in which reinforcing cords are arranged substantially in the circumferential direction, when the number of cords to be driven near the belt end is made dense in comparison with the center region, when the motorcycle is turning. The lateral rigidity of the car is enhanced, and it is compatible with the shock absorption when traveling straight. However, if the number of cords to be driven in near the belt end portion is made dense, the interface peeling between the rubber at the belt end and the cord is likely to occur, and this portion becomes a core to cause a belt separation failure.
【０００４】又、トレッドゴムの硬度を調整して、上記
問題を解決しようとする試みもある。例えば、特開平４
−１９７８０５の実施例において記述されている構造の
タイヤがある。即ち、補強コ−ドをほぼ周方向に配した
ベルト構造を有する二輪車用空気入りラジアルタイヤに
おいて、大キャンバ−時の横力を大幅に改善することの
出来るトレッド構造として、３区域に分割されたトレッ
ド部の両側区域のトレッドの一部を内層ゴムと外層ゴム
の２層に形成し、内層ゴムのＪＩＳ硬度を外層ゴムのＪ
ＩＳ硬度より少なくとも５度以上大きくする様にしたタ
イヤが提案されている。There are also attempts to solve the above problems by adjusting the hardness of the tread rubber. For example, JP-A-4
There is a tire of the construction described in the example of -197805. That is, in a pneumatic radial tire for a motorcycle having a belt structure in which reinforcing cords are arranged substantially in the circumferential direction, a tread structure capable of greatly improving the lateral force at the time of a large camber is divided into three areas. Part of the tread on both sides of the tread is formed into two layers, an inner rubber layer and an outer rubber layer, and the JIS hardness of the inner rubber layer is set to J
Tires have been proposed that are at least 5 degrees larger than the IS hardness.
【０００５】[0005]
【発明が解決しようとする課題】しかるに、前記公報の
発明技術を本願の対象とする所謂スパイラルベルト構造
のラジアルタイヤに適応した場合は、タイヤ接地面に於
いて、接地面に平行するトレッド、ベルト、プライカ−
カス等を積層したタイヤ部材をその面内で曲げる変形に
対する剛性（即ち、接地面で遠心力に対抗する摩擦力を
受ける時、タイヤはこの様な面内での曲げ変形を受け
る。以後面内曲げ剛性と呼称する。）が十分に大きくな
らずスパイラルベルト構造の欠点である旋回時の操縦性
能低下を挽回し得ないこと、更には前記両側区域のトレ
ッドの一部を内層ゴムと外層ゴムの２層に形成するた
め、タイヤ製造上の煩雑さが免れないという問題点があ
った。However, when the invention of the above publication is applied to a radial tire having a so-called spiral belt structure to which the present invention is applied, a tread and a belt that are parallel to the ground contact surface at the tire ground contact surface. , Pliers
Rigidity against deformation of bending a tire member in which dust and the like are laminated within the plane (that is, when the tire is subjected to frictional force against the centrifugal force at the ground contact surface, the tire is subjected to such bending deformation within the plane. (It is referred to as bending rigidity) is not sufficiently large, and it is not possible to recover the reduction in steering performance at the time of turning, which is a drawback of the spiral belt structure. Since it is formed in two layers, there is a problem in that the complexity of tire manufacturing is inevitable.
【０００６】本発明は、周方向のコ−ド角度を持つスパ
イラル巻きベルト構造の二輪車用タイヤの操縦性能特に
コ−ナリングフォ−ス及び大キャンバ−時のキャンバ−
スラストで代表される旋回性能を、他のタイヤ性能を損
なうことなく向上させた二輪車用タイヤを提供すること
を目的としている。The present invention relates to the steering performance of a two-wheeled vehicle tire having a spiral winding belt structure having a code angle in the circumferential direction, particularly a cornering force and a camber at the time of a large camber.
It is an object of the present invention to provide a two-wheeled vehicle tire in which the turning performance represented by thrust is improved without impairing the performance of other tires.
【０００７】[0007]
【課題を解決するための手段】上記目的を達成する為
に、本発明の解決手段は次の通りである。
＜１＞ カーカス層のクラウン部のタイヤ径方向外側
に、１本乃至並列した複数本のコ−ドを被覆ゴム中に埋
設した帯状体を、略タイヤ赤道方向に向かう角度をなし
て螺旋状にタイヤ回転軸方向に巻き回し、コードがカー
カス層円弧上に沿ってタイヤ幅方向に並列して配設され
てなるスパイラルベルト層を有する二輪車用タイヤであ
って、該スパイラルベルト層が、タイヤ回転軸を含むタ
イヤ断面上で、中央区域（ＡからＤ）では１層で、両肩
区域（ＡからＢ及びＣからＤ）では２層構造をなし、且
つ、一方のベルト端（Ｂ）とタイヤ赤道との間のある位
置（Ａ）から上記帯状体を巻き始めて、まずタイヤ赤道
から離れる方向に順次巻き付け、該ベルト端（Ｂ）で折
り返して、次いで該ベルト端（Ｂ）から他方のベルト端
（Ｃ）まで巻き付け、このベルト端（Ｃ）で折り返して
再び赤道に向かって巻き付け、最後にこのベルト端
（Ｃ）とタイヤ赤道との間のある位置（Ｄ）で巻き終わ
るように構成されている、ことを特徴とする二輪車用タ
イヤ。
＜２＞ 上記帯状体に埋設されているコードが、スチー
ル繊維コードである上記<１>に記載の二輪車用タイヤ。
＜３＞ 上記帯状体に埋設されているコードが、有機繊
維コードである上記<１>に記載の二輪車用タイヤ。
＜４＞ 上記帯状体に埋設されているコードが、スチー
ル繊維と有機繊維を組み合わせたコードである上記<１>
に記載の二輪車用タイヤ。
＜５＞ 上記スパイラルベルト層の２層構造をなす区域
の割合が、全区域の１５〜７０％である請求項１から４
のいずれかに記載の二輪車用タイヤ。Means for Solving the Problems In order to achieve the above object, the means for solving the present invention are as follows. <1> A belt-shaped body, in which one or a plurality of parallel cords are embedded in a coated rubber, is spirally formed at an outer side of a crown portion of a carcass layer in a tire radial direction at an angle toward a tire equatorial direction. A two-wheeled vehicle tire having a spiral belt layer wound in a tire rotation axis direction and having cords arranged in parallel in a tire width direction along a carcass layer arc, wherein the spiral belt layer is a tire rotation axis. On the tire cross section including, a single layer is formed in the central area (A to D) and a double layer structure is formed in both shoulder areas (A to B and C to D), and one belt end (B) and the tire equator are formed. Starting from a certain position (A) between the belt end (B) and the belt end (B), and then the belt end (B). Wrap up to C), The belt end (C) is folded back and wound again toward the equator, and finally the winding is finished at a position (D) between the belt end (C) and the tire equator. Tires for motorcycles. <2> The two-wheeled vehicle tire according to <1>, wherein the cord embedded in the strip is a steel fiber cord. <3> The motorcycle tire according to <1>, wherein the cord embedded in the belt-shaped body is an organic fiber cord. <4> The cord embedded in the strip is a cord formed by combining steel fibers and organic fibers <1>
A motorcycle tire as described in. <5> The ratio of the area forming the two-layer structure of the spiral belt layer is 15 to 70% of the total area.
The tire for a motorcycle according to any one of 1.
【０００８】[0008]
【作用】以下に、本発明の作用と効果につき説明する。
一般に、１本乃至並列した複数本のコ−ドを被覆ゴム中
に埋設した帯状体を、略タイヤ赤道方向に向かう角度を
なして螺旋状にタイヤ回転軸方向に巻き回した、所謂ス
パイラルベルト層を積層したベルト構造に於ては、該コ
−ドが略タイヤ赤道方向に向いているためタイヤ周方向
の伸張に対する剛性は高いが、他方、コ−ドが並列に配
設されている回転軸を含む断面内においては、前記スパ
イラルベルト層の屈曲に対する剛性（面内曲げ剛性）が
非常に小さくなる。二輪車が旋回時に遠心力に対抗する
接地面の摩擦力はこの面内曲げ剛性の多寡に連動してい
るので、従来通常のスパイラルベルト層を有する二輪車
用タイヤでは、接地面の摩擦力に基ずくコ−ナリングフ
ォ−ス及びキャンバ−スラストが小さくなってしまう。The function and effect of the present invention will be described below.
Generally, a so-called spiral belt layer in which a belt-like body in which one or a plurality of parallel cords are embedded in a coated rubber is spirally wound in a tire rotation axis direction at an angle toward the tire equatorial direction. In the belt structure in which the cords are laminated, since the cords are oriented substantially in the tire equatorial direction, the rigidity against expansion in the tire circumferential direction is high, while on the other hand, the rotating shafts in which the cords are arranged in parallel are provided. In the cross section including, the rigidity of the spiral belt layer against bending (in-plane bending rigidity) becomes extremely small. Since the frictional force of the contact surface against the centrifugal force when the motorcycle turns is linked to the amount of in-plane bending rigidity, conventional motorcycle tires with a spiral belt layer are based on the frictional force of the contact surface. Cornering force and camber thrust are reduced.
【０００９】本発明では、スパイラルベルト構造の二輪
車用タイヤのこの欠点を改善するために、図４に例示す
るように、タイヤ回転軸を含むタイヤ断面上で、両肩区
域（ＡからＢ及びＣからＤ）ではスパイラルベルト層を
２層構造となし、且つ、両肩区域では、下層のスパイラ
ルベルト層は赤道からベルト層端部に向かって螺旋状に
巻き回わされ、該ベルト端部で折り返して、上層スパイ
ラルベルト層は逆にベルト層端部からタイヤ赤道に向か
って螺旋状に巻き回わされているので、上下スパイラル
ベルト層が互いに交錯する相乗効果を齎し、上述の面内
曲げ剛性を高く設定できるので、路面との密着性（路面
の凹凸を包み込む能力）を高めると同時に、外部からの
入力に対し部材内部でのエネルギ−吸収量を大きくして
接地面での摩擦力の発生を増加させるように作用して、
タイヤのコ−ナリングフォ−ス及びキャンバ−スラスト
が高い値となり、実車走行特に旋回時に所謂腰の強い、
路面に対して踏ん張りの効く、強いグリップ力を発揮で
きる二輪車用タイヤを得ることが出来る。According to the present invention, in order to improve this drawback of the motorcycle tire having the spiral belt structure, as shown in FIG. 4, both shoulder regions (A to B and C) on the tire cross section including the tire rotation axis. In D to D), the spiral belt layer has a two-layer structure, and in both shoulder regions, the lower spiral belt layer is spirally wound from the equator toward the belt layer end and folded back at the belt end. On the contrary, the upper spiral belt layer is spirally wound from the end of the belt layer toward the tire equator, resulting in a synergistic effect of the upper and lower spiral belt layers intermingling with each other, thereby improving the in-plane bending rigidity. Since it can be set high, the adhesion to the road surface (ability to wrap the unevenness of the road surface) is enhanced, and at the same time, the amount of energy absorbed inside the member against external input is increased and the friction force on the ground contact surface is increased. Generated acts to increase,
The cornering force and the camber thrust of the tires have high values, and the so-called stiffness is strong when the vehicle actually runs, especially when turning.
It is possible to obtain a two-wheeled vehicle tire that exerts a strong grip on the road surface and exerts a strong grip.
【００１０】又、本発明のスパイラルベルト層は、上述
のように、ベルト端（Ｂ）及び（Ｃ）において、切断さ
れずに折り返されて上層に連続しているので、従来のス
パイラルベルト層の端部にしばしば見られたような、コ
ードの切断点付近の応力集中に起因する亀裂の核発生を
防止することができる、ベルト耐久性能を大幅に改善す
ることが可能となる。Further, as described above, the spiral belt layer of the present invention is folded back at the belt ends (B) and (C) without being cut and is continuous with the upper layer. It is possible to greatly improve the belt durability performance, which can prevent the nucleation of cracks due to the stress concentration near the cutting point of the cord which is often seen at the end portion, which can be prevented.
【００１１】尚、二輪車が通常の直進走行をする場合に
は、主としてタイヤの中央区域で路面と接地するが、本
発明では、図４に例示するように、タイヤ回転軸を含む
タイヤ断面上で、中央区域（ＡからＤ）では１層だけの
スパイラルベルト層で構成されているので、周方向伸張
に対する剛性はある程度高いが、面内における曲げ剛性
は小さく、直進走行時の安定性と振動或いは衝撃吸収に
優れ快適な乗り心地が得られる。Incidentally, when the two-wheeled vehicle normally travels straight, it mainly contacts the road surface in the central area of the tire, but in the present invention, as shown in FIG. 4, on the tire cross section including the tire rotation axis. Since the central area (A to D) is composed of only one spiral belt layer, the rigidity against circumferential stretching is high to some extent, but the bending rigidity in the plane is small, and the stability and vibration during straight running or It excels in shock absorption and provides a comfortable ride.
【００１２】[0012]
【発明の実施の形態】以下に、本発明の実施の形態を、
図１〜図４に基ずいて詳細に説明する。本発明の二輪車
用タイヤは、図４に示すように、１対のビードコア−１
４にトロイド状をなして跨るタイヤカーカス層１２のク
ラウン部のタイヤ径方向外側に、１本乃至並列した複数
本のコ−ドを被覆ゴム中に埋設した帯状体を、略タイヤ
赤道方向に向かう角度をなして螺旋状にタイヤ回転軸方
向に巻き回し、コードがカーカス層円弧上に沿ってタイ
ヤ幅方向に並列して配設されてなるスパイラルベルト層
を有する二輪車用タイヤ１０であって、該スパイラルベ
ルト層が、タイヤ回転軸を含むタイヤ断面上で、中央区
域（ＡからＤ）では１層で、両肩区域（ＡからＢ及びＣ
からＤ）では２層構造をなし、且つ、図１に示すよう
に、一方のベルト端（Ｂ）とタイヤ赤道（ＣＬ）との間
のある位置（Ａ）から上記帯状体を巻き始めて、まずタ
イヤ赤道から離れる方向に順次巻き付け、該ベルト端
（Ｂ）で折り返して、次いで図２から図３に示すよう
に、該ベルト端（Ｂ）から他方のベルト端（Ｃ）まで巻
き付け、このベルト端（Ｃ）で折り返して再び赤道に向
かって巻き付け、図４に示すように、最後にこのベルト
端（Ｃ）とタイヤ赤道との間のある位置（Ｄ）で巻き終
わるように構成されている、ことを特徴としている。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below.
This will be described in detail with reference to FIGS. The motorcycle tire of the present invention has a pair of bead cores-1 as shown in FIG.
4, a belt-shaped body in which one or a plurality of parallel cords are embedded in a covering rubber is provided in a tire radial direction outer side of a crown portion of a tire carcass layer 12 straddling a toroidal shape, and extends substantially in the tire equator direction. A two-wheeled vehicle tire 10 having a spiral belt layer which is spirally wound in the tire rotation axis direction at an angle and in which cords are arranged in parallel in the tire width direction along a carcass layer arc, The spiral belt layer is one layer in the central area (A to D) on the tire cross section including the tire rotation axis, and is in both shoulder areas (A to B and C).
1 to D) has a two-layer structure, and as shown in FIG. 1, the belt-shaped body is first wound from a position (A) between one belt end (B) and the tire equator (CL), and The belt is wound in the direction away from the equator, folded at the belt end (B), and then wound from the belt end (B) to the other belt end (C) as shown in FIGS. It is configured to be folded back at (C) and wound again toward the equator, and finally to be wound at a position (D) between the belt end (C) and the tire equator, as shown in FIG. It is characterized by that.
【００１３】上述の帯状体の巻き付け過程において、位
置（Ａ）からベルト端（Ｂ）にかけての区域及び位置
（Ｄ）からベルト端（Ｃ）にかけての区域では、下層の
スパイラルベルト層は、ベルト端（Ｂ）或いはベルト端
（Ｃ）において、帯状体即ちコードは切断されずに折り
返されて上層スパイラルベルト層に連続していること
が、本発明の特徴である。In the winding process of the above-mentioned strip, in the area from the position (A) to the belt end (B) and the area from the position (D) to the belt end (C), the lower spiral belt layer is At (B) or at the belt end (C), it is a feature of the present invention that the strip-shaped body, that is, the cord, is not cut but is folded back and is continuous with the upper spiral belt layer.
【００１４】本発明で上記帯状体に埋設されるコードと
しては、特に制限はなく二輪車両及びその使用条件に応
じて適宜選択されるが、周方向剛性を特に高く設定する
ことが重要な二輪車タイヤ用には、スチール繊維からな
るコードを用いるのが好ましい。一方、周方向剛性より
もタイヤ重量を軽量化することが重要視される二輪車タ
イヤ用には、有機繊維からなるコードを用いるのが好ま
しい。又、両性能とも重要視する二輪車タイヤには、ス
チール繊維と有機繊維とを（帯状体の内で）組み合わせ
たコードを用いるのが好ましい。The cord embedded in the strip in the present invention is not particularly limited and may be appropriately selected according to the two-wheeled vehicle and its usage conditions, but it is important to set the circumferential rigidity particularly high. For use, it is preferable to use a cord made of steel fiber. On the other hand, for motorcycle tires where it is important to reduce the weight of the tire rather than the circumferential rigidity, it is preferable to use a cord made of an organic fiber. In addition, it is preferable to use a cord in which steel fibers and organic fibers are combined (within a band) for a two-wheeled vehicle tire in which both performances are important.
【００１５】前記スチール繊維からなるコードとして
は、例えば、タイヤ及びベルト部材等の補強用に通常用
いられるスチール繊維コードを挙げることができ、特に
高い抗張力を得るためには、少なくとも０．７質量％の
炭素、好ましくは少なくとも０．８質量％の炭素を含有
する鋼材繊維コードが望ましい。Examples of the steel fiber cords include steel fiber cords usually used for reinforcing tires, belt members and the like. To obtain a particularly high tensile strength, at least 0.7 mass% Of steel, preferably at least 0.8 wt.% Carbon, is desirable.
【００１６】前記有機繊維からなるコードとしては、例
えば、ポリアミド繊維、ポリエステル繊維、アラミド繊
維、レイヨン繊維等のタイヤ部材補強用に通常用いられ
る有機繊維コードを挙げることができ、これらの中でも
特に、芳香族ポリアミド繊維（商品名「ケブラー」）や
ポリエチレン−２，６−ナフタレート及び高弾性率ポリ
エステル繊維からなるコードが、その引張り弾性率の高
さ故に好ましい。Examples of the cord made of the organic fiber include organic fiber cords which are usually used for reinforcing tire members such as polyamide fiber, polyester fiber, aramid fiber and rayon fiber. Cords made of group polyamide fibers (trade name "Kevlar"), polyethylene-2,6-naphthalate and high modulus polyester fibers are preferred because of their high tensile modulus.
【００１７】尚、本発明において、前記スパイラルベル
ト層の２層構造をなす区域のスパイラルベルト層全域に
対する割合は、１５〜７０％であることが好ましい。こ
の２層構造区域の割合が、１５％未満であると、旋回時
の面内剛性が不足することがあり、一方７０％を超える
と、直進走行時の振動或いは衝撃吸収能が低下すること
がある。In the present invention, the ratio of the two-layer structure area of the spiral belt layer to the entire spiral belt layer is preferably 15 to 70%. If the proportion of the two-layer structure area is less than 15%, the in-plane rigidity at the time of turning may be insufficient, while if it exceeds 70%, the vibration or shock absorbing ability at the time of straight running may be reduced. is there.
【００１８】[0018]
【実施例】以下に、本発明を実施例を用いて具体的に説
明する。第４図の１０は、本発明に従うスパイラルベル
ト層を有する二輪車用タイヤのタイヤ回転軸を含む子午
線断面図を示し、本タイヤのサイズは１８０／５５ＺＲ
１７である。１対のビードコア−１４にトロイド状をな
して跨るタイヤカーカス層１２を補強する本発明の前記
スパイラルベルト層は、カーカス層のクラウン部のタイ
ヤ径方向外側に、２本の並列したコ−ドを被覆ゴム中に
埋設した帯状体を、略タイヤ赤道方向に向かう角度をな
して螺旋状にタイヤ回転軸方向に巻き回し、コードがカ
ーカス円弧上に沿ってタイヤ幅方向に並列して配置さ
れ、中央区域（ＡからＤ）では１層で、両肩区域（Ａか
らＢ及びＣからＤ）では２層構造をなして配設されてい
る。EXAMPLES The present invention will be specifically described below with reference to examples. 10 of FIG. 4 is a meridional sectional view including a tire rotation axis of a motorcycle tire having a spiral belt layer according to the present invention, and the size of the tire is 180 / 55ZR.
Seventeen. The spiral belt layer of the present invention which reinforces the tire carcass layer 12 straddling the pair of bead cores 14 in a toroidal shape has two parallel cords on the tire radial outside of the crown portion of the carcass layer. A belt-like body embedded in the coated rubber is spirally wound in the tire rotation axis direction at an angle toward the tire equatorial direction, and the cords are arranged in parallel in the tire width direction along the carcass arc, and are arranged at the center. The areas (A to D) are arranged in a single layer, and the shoulder areas (A to B and C to D) are arranged in a double layer structure.
【００１９】実施例１の上記帯状体内のコードは、１５
００ｄの芳香族ポリアミド繊維（商品名「ケブラ−」）
の２本撚りコードであり、実施例２の帯状体内コード
は、０．２１φのスチール繊維の１×５撚りコードであ
る。また、実施例１の各層内のコード打ち込み本数は、
中央領域も両肩領域も３２本／５０ｍｍであり、実施例
２の層内コード打ち込み本数は、中央領域も両肩領域も
２０本／５０ｍｍである。The cord in the strip in Example 1 is 15
00d aromatic polyamide fiber (trade name "Kevlar")
The two-strand cord of Example 2 is a 1 × 5 twist cord of 0.21φ steel fiber. In addition, the number of cords to be imbedded in each layer of Example 1 is
Both the central region and both shoulder regions are 32/50 mm, and the number of intra-layer cords of Example 2 is 20/50 mm in both the central region and both shoulder regions.
【００２０】尚、第５図に示す比較例１〜４のタイヤの
スパイラルベルト層は、同じく２本の並列したコ−ドを
被覆ゴム中に埋設した帯状体を、略タイヤ赤道方向に向
かう角度をなして螺旋状にタイヤ回転軸方向に巻き回
し、コードがカーカス円弧上に沿ってタイヤ幅方向に並
列して配置されているが、中央区域も両肩区域も１層で
構成され、本発明の特定する条件から外れるものであ
る。又、比較例１、２、４のコードは、実施例１と同じ
ケブラートコードを使用し、比較例３のコードは実施例
２と同じスチールコードを使用し、コードの打ち込み本
数は、表１に記入されている。In the spiral belt layers of the tires of Comparative Examples 1 to 4 shown in FIG. 5, the belt-like body in which two parallel cords are embedded in the covering rubber is the angle which is directed substantially in the tire equator direction. The cords are spirally wound in the tire rotation axis direction, and the cords are arranged in parallel in the tire width direction along the carcass arc, but the central region and both shoulder regions are formed of one layer. It is outside the conditions specified by. Further, the cords of Comparative Examples 1, 2, and 4 use the same keblate cord as that of Example 1, the cord of Comparative Example 3 uses the same steel cord as that of Example 2, and the number of cords to be driven is shown in Table 1. Is filled in.
【００２１】次に、本発明の二輪車用タイヤの性能改善
効果を確認するために、実施例、比較例のタイヤを実際
に試作し、耐久性能と操縦性能を比較試験した結果を説
明する。表１には、各試作タイヤについて、完全摩耗時
のベルト端剥離と実車走行時の二輪車タイヤとしての操
縦性能を試験した評価結果を示した。Next, in order to confirm the effect of improving the performance of the two-wheeled vehicle tire of the present invention, the tires of Examples and Comparative Examples were actually prototyped and the results of a comparative test of durability performance and steering performance will be described. Table 1 shows the evaluation results of each trial tire, which was tested for belt end separation at the time of complete wear and steering performance as a two-wheel vehicle tire at the time of actual vehicle running.
【００２２】評価方法を次に記す。
＜完摩時のベルト端剥離試験＞供試タイヤを正規リムに
組み付け、２５０ｋＰａの内圧を充填してテスト用二輪
車（後輪）に装着し、一般道路を完摩に至るまで走行さ
せた後、該タイヤを解剖してベルトの端縁に発生してい
る亀裂の長さを測定した。The evaluation method will be described below. <Belt end peeling test at the time of complete abrasion> After mounting the test tire on the regular rim, filling it with an internal pressure of 250 kPa and mounting it on the test motorcycle (rear wheel), and running it on the general road until complete abrasion, The tire was dissected and the length of cracks occurring at the edge of the belt was measured.
【００２３】＜操縦性能試験＞上記の供試タイヤを、４
００ｃｃのスポーツタイプの二輪車に装着して、テスト
コースで実車走行させ、直進走行時と旋回走行時におけ
る操縦性、安定性、制動性、振動吸収性等を、テストド
ライバーのフィーリングによる１０点法で総合評価をし
た。テストドライバーの評価コメントも付記して、結果
を表１に示した。<Driving performance test> Four test tires were used.
It is mounted on a 00cc sports type two-wheeled vehicle, and is actually driven on a test course. The 10-point method is used to test the maneuverability, stability, braking, vibration absorption, etc. during straight running and turning. I made a comprehensive evaluation. The results are shown in Table 1 along with the evaluation comments of the test driver.
【００２４】[0024]
【表１】 [Table 1]
【００２５】表１の結果から、本発明に従う実施例のタ
イヤは、直進走行時の安定性と乗り心地が良く、旋回走
行時の操縦安定性に優れ、ベルト耐久性も十分に確保さ
れていることが確認された。From the results shown in Table 1, the tires of the examples according to the present invention have good stability and riding comfort in straight running, excellent steering stability in turning, and sufficient belt durability. It was confirmed.
【００２６】[0026]
【発明の効果】本発明の二輪車用タイヤに於ては、赤道
方向コ−ド角度のスパイラルベルト構造に付随する面内
剛性低下という欠点を、スパイラルベルト構造に本来期
待される安定した直進走行性能と高速耐久性能等を損な
うことなく改善して、旋回時の操縦安定性能に優れた高
性能二輪車用タイヤを提供することができる。EFFECTS OF THE INVENTION In the two-wheeled vehicle tire of the present invention, the drawback of the in-plane rigidity reduction associated with the spiral belt structure of the code angle in the equatorial direction is that stable straight running performance originally expected in the spiral belt structure is obtained. Thus, it is possible to provide a high-performance two-wheeled vehicle tire which is improved in high-speed durability without impairing the steering stability when turning.
【図１】 本発明に係わる二輪車用タイヤのスパイラ
ルベルト層の構成を順次説明する子午線断面図である。FIG. 1 is a meridional cross-sectional view sequentially illustrating the structure of a spiral belt layer of a motorcycle tire according to the present invention.
【図２】 本発明に係わる二輪車用タイヤのスパイラ
ルベルト層の構成を順次説明する子午線断面図である。FIG. 2 is a meridional cross-sectional view for sequentially explaining the configuration of the spiral belt layer of the motorcycle tire according to the present invention.
【図３】 本発明に係わる二輪車用タイヤのスパイラ
ルベルト層の構成を順次説明する子午線断面図である。FIG. 3 is a meridional cross-sectional view for sequentially explaining the configuration of the spiral belt layer of the motorcycle tire according to the present invention.
【図４】 本発明に係わる二輪車用タイヤの子午線断
面図である。FIG. 4 is a meridional sectional view of a motorcycle tire according to the present invention.
【図５】 従来の二輪車用タイヤの子午線断面図であ
る。FIG. 5 is a meridian sectional view of a conventional motorcycle tire.
１０ 二輪車用タイヤ １２ カーカス層 １４ ビードコア− １６ トレッド 10 motorcycle tires 12 carcass layer 14 Bead Core 16 treads
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｂ６０Ｃ 9/18 Ｂ６０Ｃ 9/18 Ｊ ─────────────────────────────────────────────────── ─── Continued Front Page (51) Int.Cl. 7 Identification Code FI Theme Coat (Reference) B60C 9/18 B60C 9/18 J
Claims (5)
外側に、１本乃至並列した複数本のコ−ドを被覆ゴム中
に埋設した帯状体を、略タイヤ赤道方向に向かう角度を
なして螺旋状にタイヤ回転軸方向に巻き回し、コードが
カーカス層円弧上に沿ってタイヤ幅方向に並列して配設
されてなるスパイラルベルト層を有する二輪車用タイヤ
であって、該スパイラルベルト層が、 タイヤ回転軸を含むタイヤ断面上で、中央区域（Ａから
Ｄ）では１層で、両肩区域（ＡからＢ及びＣからＤ）で
は２層構造をなし、且つ、 一方のベルト端（Ｂ）とタイヤ赤道との間のある位置
（Ａ）から上記帯状体を巻き始めて、まずタイヤ赤道か
ら離れる方向に順次巻き付け、該ベルト端（Ｂ）で折り
返して、次いで該ベルト端（Ｂ）から他方のベルト端
（Ｃ）まで巻き付け、このベルト端（Ｃ）で折り返して
再び赤道に向かって巻き付け、最後にこのベルト端
（Ｃ）とタイヤ赤道との間のある位置（Ｄ）で巻き終わ
るように構成されている、 ことを特徴とする二輪車用タイヤ。1. A belt-shaped body, in which one or a plurality of parallel cords are embedded in a coated rubber, on the outer side of the crown portion of a carcass layer in the tire radial direction, is spiraled at an angle substantially toward the equatorial direction of the tire. A tire for a two-wheeled vehicle having a spiral belt layer that is wound in the tire rotation axis direction and is arranged in parallel in the tire width direction along the carcass layer arc, wherein the spiral belt layer is a tire. On the tire cross section including the rotation axis, one layer is formed in the central area (A to D) and two layers are formed in both shoulder areas (A to B and C to D), and one belt end (B) is formed. The belt is started to be wound from a position (A) between the tire equator, first wound in the direction away from the tire equator, folded back at the belt end (B), and then from the belt end (B) to the other belt. Wind up to the end (C) It is configured so that it is wrapped around the belt end (C) and wound again toward the equator, and finally ends at a position (D) between the belt end (C) and the tire equator. A characteristic motorcycle tire.
が、スチール繊維コードである請求項１に記載の二輪車
用タイヤ。2. The tire for a motorcycle according to claim 1, wherein the cord embedded in the strip is a steel fiber cord.
が、有機繊維コードである請求項１に記載の二輪車用タ
イヤ。3. The tire for a motorcycle according to claim 1, wherein the cord embedded in the belt-shaped body is an organic fiber cord.
が、スチール繊維と有機繊維を組み合わせたコードであ
る請求項１に記載の二輪車用タイヤ。4. The tire for a motorcycle according to claim 1, wherein the cord embedded in the belt-shaped body is a cord formed by combining steel fiber and organic fiber.
なす区域の割合が、全区域の１５〜７０％である請求項
１から４のいずれかに記載の二輪車用タイヤ。5. The two-wheeled vehicle tire according to claim 1, wherein the ratio of the area having the two-layer structure of the spiral belt layer is 15 to 70% of the total area.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001202197A JP2003011614A (en) | 2001-07-03 | 2001-07-03 | Tire for two-wheeler |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001202197A JP2003011614A (en) | 2001-07-03 | 2001-07-03 | Tire for two-wheeler |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003011614A true JP2003011614A (en) | 2003-01-15 |
Family
ID=19039043
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001202197A Pending JP2003011614A (en) | 2001-07-03 | 2001-07-03 | Tire for two-wheeler |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2003011614A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005070705A1 (en) * | 2004-01-26 | 2005-08-04 | Bridgestone Corporation | Pneumatic radial tire for motorcycle |
| WO2008075737A1 (en) | 2006-12-20 | 2008-06-26 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| WO2009028504A1 (en) | 2007-08-27 | 2009-03-05 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| WO2009063935A1 (en) | 2007-11-14 | 2009-05-22 | Bridgestone Corporation | Pneumatic tire for motor-bicycle |
| WO2010058603A1 (en) | 2008-11-21 | 2010-05-27 | 株式会社ブリヂストン | Pneumatic tire for two-wheeled motor vehicle |
| US8127813B2 (en) | 2005-11-11 | 2012-03-06 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| JP2020097261A (en) * | 2018-12-17 | 2020-06-25 | 株式会社ブリヂストン | tire |
-
2001
- 2001-07-03 JP JP2001202197A patent/JP2003011614A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005070705A1 (en) * | 2004-01-26 | 2005-08-04 | Bridgestone Corporation | Pneumatic radial tire for motorcycle |
| JPWO2005070705A1 (en) * | 2004-01-26 | 2007-09-06 | 株式会社ブリヂストン | Pneumatic radial tire for motorcycles |
| US8127813B2 (en) | 2005-11-11 | 2012-03-06 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| WO2008075737A1 (en) | 2006-12-20 | 2008-06-26 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| WO2009028504A1 (en) | 2007-08-27 | 2009-03-05 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| WO2009063935A1 (en) | 2007-11-14 | 2009-05-22 | Bridgestone Corporation | Pneumatic tire for motor-bicycle |
| WO2010058603A1 (en) | 2008-11-21 | 2010-05-27 | 株式会社ブリヂストン | Pneumatic tire for two-wheeled motor vehicle |
| US8794285B2 (en) | 2008-11-21 | 2014-08-05 | Bridgestone Corporation | Pneumatic tire for motorcycle |
| JP2020097261A (en) * | 2018-12-17 | 2020-06-25 | 株式会社ブリヂストン | tire |
| WO2020129970A1 (en) * | 2018-12-17 | 2020-06-25 | 株式会社ブリヂストン | Tire |
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