JP2008044448A - Pneumatic radial tire for motorcycle - Google Patents

Pneumatic radial tire for motorcycle Download PDF

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JP2008044448A
JP2008044448A JP2006220008A JP2006220008A JP2008044448A JP 2008044448 A JP2008044448 A JP 2008044448A JP 2006220008 A JP2006220008 A JP 2006220008A JP 2006220008 A JP2006220008 A JP 2006220008A JP 2008044448 A JP2008044448 A JP 2008044448A
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rubber layer
rubber
cap
pneumatic radial
tire
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JP4842047B2 (en
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Eiko Nakagawa
英光 中川
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Bridgestone Corp
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    • 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
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • 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
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
    • 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
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0075—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different base rubber layers in the axial direction
    • 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

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

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic radial tire for a motorcycle which makes longer wear life and a grip force highly compatible with high-speed durability, and enhances stability in traveling without impairing linear characteristics in handling by reducing a difference in rigidity between a center part and a shoulder part at a tread part. <P>SOLUTION: The pneumatic radial tire for the motorcycle has a carcass 1 and a belt layer 2. The tread part 13 has cap base structure composed of a cap rubber layer 4 and a base rubber layer displaced in at least crown center part region of the lower layer of the cap rubber layer 4, and divided structure where the cap rubber layer is divided in to different kinds of rubbers 4a, 4b at the crown center part and the pair of shoulder parts. The inner side end in the tire width direction of the shoulder part rubber 4c of the cap rubber layer 4 is laminated on the base rubber layer 3. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は自動二輪車用空気入りラジアルタイヤ（以下、単に「タイヤ」とも称する）に関し、詳しくは、トレッド部の改良に係る自動二輪車用空気入りラジアルタイヤに関する。   The present invention relates to a pneumatic radial tire for a motorcycle (hereinafter, also simply referred to as “tire”), and more particularly to a pneumatic radial tire for a motorcycle according to an improvement in a tread portion.

従来、二輪車用空気入りラジアルタイヤのトレッド部には、摩耗ライフとグリップ力とを両立させるために、図６に示すように、クラウンセンター部に耐摩耗性が良く耐久性に優れた剛性が高めのコンパウンド２１を配し、ショルダー部にグリップ力の高いソフトなコンパウンド２２を配したいわゆるサクト（ＳＡＣＴ）構造が採用されている。また、近年の車両の高速化により、タイヤにはハイレベルな高速耐久性が要求されるようになってきており、補強層として、補強コードを周方向に巻回してなり、高速耐久性に優れたモノスパイラルベルトが採用されるようになってきている。   Conventionally, in the tread portion of a pneumatic radial tire for a motorcycle, in order to achieve both wear life and grip force, the crown center portion has high wear resistance and excellent rigidity as shown in FIG. A so-called SACT (SACT) structure in which a soft compound 22 having a high grip force is arranged on the shoulder portion is employed. In addition, with the recent increase in speed of vehicles, tires are required to have a high level of high-speed durability. As a reinforcing layer, a reinforcing cord is wound in the circumferential direction, and excellent in high-speed durability. Mono-spiral belts are increasingly being adopted.

トレッドゴムに複数のゴム種を適用したタイヤについては、例えば、特許文献１に、トレッドセンター部からショルダー部のカーカス側を経て連続状に、またはショルダー部を除き不連続状に低ｔａｎδのトレッドゴムを配置し、ショルダー部には高ｔａｎδのトレッドゴムを配置した二輪自動車用タイヤが開示されている。また、特許文献２には、硬質ゴムと軟質ゴムの二種類のゴムで構成されるトレッド部を、センター部と両ショルダー部とに３分割してなり、センター部を硬質ゴムの単層で構成するとともに、ショルダー部については、硬質ゴムを下層とし、軟質ゴムを上層とするキャップアンドベース構造で構成し、かつ、軟質ゴムのゴム厚さをセンター部側でトレッド端側に比べて厚くした二輪自動車用空気入りタイヤが開示されている。さらに、特許文献３には、ショルダー部において高硬度架橋ゴムからなる内層と低硬度架橋ゴムからなる外層とが積層され、クラウン部が高硬度架橋ゴムからなる自動二輪車用タイヤが開示されている。
特開昭６０−９４８０４号公報（特許請求の範囲等） 特開平１１−１８９０１０号公報（特許請求の範囲等） 特開２００５−２７１７６０号公報（特許請求の範囲等） For a tire in which a plurality of rubber types are applied to the tread rubber, for example, Patent Document 1 discloses a tread rubber having a low tan δ continuously from the tread center portion through the carcass side of the shoulder portion or discontinuously excluding the shoulder portion. Is disclosed, and a tire for a motorcycle is disclosed in which a tread rubber having a high tan δ is disposed in a shoulder portion. Patent Document 2 discloses that a tread portion composed of two types of rubber, hard rubber and soft rubber, is divided into a center portion and both shoulder portions, and the center portion is composed of a single layer of hard rubber. At the same time, the shoulder part has a cap and base structure with a hard rubber as a lower layer and a soft rubber as an upper layer, and the rubber thickness of the soft rubber is thicker at the center side than at the tread end side. An automotive pneumatic tire is disclosed. Further, Patent Document 3 discloses a motorcycle tire in which an inner layer made of high-hardness crosslinked rubber and an outer layer made of low-hardness crosslinked rubber are laminated at the shoulder portion, and a crown portion is made of high-hardness crosslinked rubber.
JP-A-60-94804 (Claims etc.) JP-A-11-189010 (Claims etc.) JP 2005-271760 A (Claims etc.)

上記のように、自動二輪車用空気入りラジアルタイヤにおいては、摩耗ライフおよびグリップ力と高速耐久性とを両立させるために、トレッドへのサクト構造の適用や周方向ベルトの適用などが行われてきている。しかしながら、図６に示すような従来のサクト構造では、センター部とショルダー部とにそれぞれ適用される２種類のコンパウンドの剛性段差が大きくなるため、二輪車の場合、旋回時にキャンバー角（ＣＡ）変化に応じて接地する領域がセンターからショルダーへずれていく過程での剛性変化が分割部において不均一化することで、ハンドリングのリニア性が悪化し、走行時の安定性が損なわれる傾向があった。   As described above, in pneumatic radial tires for motorcycles, in order to achieve both wear life, grip force and high-speed durability, application of a sac structure to a tread and application of a circumferential belt have been performed. Yes. However, in the conventional sac structure shown in FIG. 6, the rigidity difference between the two types of compounds applied to the center portion and the shoulder portion increases, so that in a two-wheeled vehicle, the camber angle (CA) changes when turning. Accordingly, the rigidity change in the process of shifting the grounding region from the center to the shoulder becomes non-uniform in the divided portion, so that the linearity of the handling is deteriorated and the stability during running tends to be impaired.

そこで本発明の目的は、摩耗ライフおよびグリップ力と高速耐久性とを高度に両立させるとともに、トレッド部におけるセンター部とショルダー部との間の剛性段差を低減して、ハンドリングのリニア性が損なわれないようにすることで走行時の安定を高めた自動二輪車用空気入りラジアルタイヤを提供することにある。   Therefore, the object of the present invention is to achieve a high balance between wear life, grip force and high-speed durability, and to reduce the rigidity step between the center portion and the shoulder portion in the tread portion, thereby impairing the linearity of handling. An object of the present invention is to provide a pneumatic radial tire for a motorcycle that has improved stability during traveling by avoiding such a situation.

本発明者は、上記課題を解決するために鋭意検討した結果、トレッドを所定の分割構造とすることで、上記課題を解決できることを見出して、本発明を完成するに至った。   As a result of intensive studies to solve the above problems, the present inventor has found that the above problems can be solved by making the tread a predetermined divided structure, and has completed the present invention.

即ち、本発明の自動二輪車用空気入りラジアルタイヤは、一対のビード部と、該ビード部に連なる一対のサイドウォール部と、両サイドウォール部間にトロイド状をなして連なるトレッド部とを備え、これら各部を前記ビード部相互間にわたり補強する少なくとも１層のカーカスと、該カーカスのタイヤ半径方向外側に配置され、補強コードが周方向に螺旋状に巻回されてなるベルト層とを有する自動二輪車用空気入りラジアルタイヤにおいて、
前記トレッド部が、キャップゴム層と、該キャップゴム層の下層の少なくともクラウンセンター部領域に配置されたベースゴム層とからなるキャップ・ベース構造をなし、かつ、前記キャップゴム層がクラウンセンター部と一対のショルダー部とで異なる種類のゴムに分割された分割構造をなし、
前記キャップゴム層のショルダー部ゴムのタイヤ幅方向内側端が前記ベースゴム層上に積層されてなることを特徴とするものである。 That is, a pneumatic radial tire for a motorcycle according to the present invention includes a pair of bead portions, a pair of sidewall portions that are continuous to the bead portions, and a tread portion that is continuous in a toroidal shape between the sidewall portions. A motorcycle having at least one layer of carcass that reinforces each portion between the bead portions and a belt layer that is disposed outside the carcass in the tire radial direction and in which a reinforcing cord is spirally wound in the circumferential direction. For pneumatic radial tires
The tread portion has a cap-base structure including a cap rubber layer and a base rubber layer disposed in at least a crown center portion region below the cap rubber layer, and the cap rubber layer includes a crown center portion. A split structure divided into different types of rubber with a pair of shoulder parts,
The inner end in the tire width direction of the shoulder rubber of the cap rubber layer is laminated on the base rubber layer.

本発明においては、前記積層されている部分がタイヤ幅方向に５ｍｍ以上存在することが好ましい。また、前記キャップゴム層が３分割以上に分割されていてもよく、前記ベースゴム層も３分割以上に分割されていてもよい。さらに、前記キャップゴム層のクラウンセンター部ゴムの３００％モジュラス（３００Ｍ２）が１１〜１７ＭＰａ、前記ベースゴム層のゴムの３００％モジュラス（３００Ｍ１）が１４〜２０ＭＰａ、前記キャップゴム層のショルダー部ゴムの３００％モジュラス（３００Ｍ３）が８〜１４ＭＰａであることが好ましく、さらに好ましくは前記３００Ｍ１と、前記３００Ｍ２と、前記３００Ｍ３とが次式、
３００Ｍ１＞３００Ｍ２＞３００Ｍ３
で表される関係を満足するようにする。 In the present invention, it is preferable that the laminated portion is 5 mm or more in the tire width direction. The cap rubber layer may be divided into three or more parts, and the base rubber layer may be divided into three or more parts. Further, the crown rubber of the cap rubber layer has a 300% modulus (300M2) of 11 to 17 MPa, the rubber of the base rubber layer has a 300% modulus (300M1) of 14 to 20 MPa, and the shoulder rubber of the cap rubber layer. The 300% modulus (300M3) is preferably 8 to 14 MPa, more preferably the 300M1, the 300M2, and the 300M3 are represented by the following formulas:
300M1>300M2> 300M3
To satisfy the relationship expressed by

本発明の自動二輪車用空気入りラジアルタイヤによれば、摩耗ライフおよびグリップ力と高速耐久性とを高度に両立させるとともに、トレッド部におけるセンター部とショルダー部との間の剛性段差が低減され、その結果、ハンドリングのリニア性が損なわれることなく走行時の安定を高めることが可能となる。   According to the pneumatic radial tire for a motorcycle of the present invention, the wear life, the grip force, and the high-speed durability are highly compatible, and the rigidity step between the center portion and the shoulder portion in the tread portion is reduced. As a result, it is possible to increase the stability during traveling without impairing the linearity of handling.

以下、本発明の好適な実施の形態について詳細に説明する。
図１に、本発明の一好適実施形態に係る自動二輪車用空気入りラジアルタイヤの断面図を示す。図示するように、本発明のタイヤは、一対のビード部１１と、それに連なる一対のサイドウォール部１２と、両サイドウォール部間にトロイド状をなして連なるトレッド部１３とを備え、これら各部をビード部相互間にわたり補強する少なくとも１層、図示例では２層のカーカス１と、そのタイヤ半径方向外側に配置され、補強コードが周方向に螺旋状に巻回されてなるベルト層２とを有している。 Hereinafter, preferred embodiments of the present invention will be described in detail.
FIG. 1 shows a sectional view of a pneumatic radial tire for a motorcycle according to a preferred embodiment of the present invention. As shown in the figure, the tire of the present invention includes a pair of bead portions 11, a pair of side wall portions 12 connected to the bead portions 11, and a tread portion 13 connected in a toroidal shape between both side wall portions. The carcass 1 has at least one layer that is reinforced between the bead portions, in the illustrated example, two layers, and a belt layer 2 that is disposed on the outer side in the tire radial direction and in which the reinforcing cord is spirally wound in the circumferential direction. is doing.

本発明においては、図示するように、トレッド部１３は、キャップゴム層４と、該キャップゴム層の下層の少なくともクラウンセンター部領域に配置されたベースゴム層３とからなるキャップ・ベース構造をなす。また、キャップゴム層４は、クラウンセンター部と一対のショルダー部とで異なる種類のゴム４ａ、４ｂに分割された分割構造をなす。さらに、キャップゴム層４のショルダー部ゴム４ｂのタイヤ幅方向内側端はベースゴム層３上に積層されている。このトレッド部１３のみを取り出して示す概略断面図を図２に示す。   In the present invention, as shown in the figure, the tread portion 13 has a cap-base structure comprising a cap rubber layer 4 and a base rubber layer 3 disposed in at least the crown center region of the lower layer of the cap rubber layer. . The cap rubber layer 4 has a divided structure in which the crown center portion and the pair of shoulder portions are divided into different types of rubbers 4a and 4b. Further, the inner end in the tire width direction of the shoulder rubber 4 b of the cap rubber layer 4 is laminated on the base rubber layer 3. A schematic cross-sectional view showing only the tread portion 13 is shown in FIG.

トレッド部１３のキャップゴム層４は、摩耗ライフ、耐久性およびグリップ性能を兼ね備えたタイヤとするためにサクト構造を適用し、クラウンセンター部に耐摩耗性に優れた高弾性率のクラウンセンター部ゴム４ａを配置するとともに、旋回時に接地するショルダー部にはグリップ力の高い低弾性率のショルダー部ゴム４ｂを配置する。また、キャップゴム層４のショルダー部ゴム４ｂのタイヤ幅方向内側端をベースゴム層３上に積層させることにより、センター部とショルダー部の剛性変化が小さくなりハンドリングのリニア性が確保され、走行時の安定を高めることが可能となる。かかるハンドリングのリニア性を十分に確保するには、ショルダー部ゴム４ｂのベースゴム層３への積層部分をタイヤ幅方向に５ｍｍ以上存在させることが好ましい。   The cap rubber layer 4 of the tread portion 13 employs a sac structure in order to obtain a tire having wear life, durability and grip performance, and a crown center portion rubber having a high elastic modulus and excellent wear resistance in the crown center portion. 4a is disposed, and a low elastic modulus shoulder rubber 4b having a high grip force is disposed on the shoulder portion that is grounded during turning. Also, by laminating the inner end in the tire width direction of the shoulder rubber 4b of the cap rubber layer 4 on the base rubber layer 3, the rigidity change between the center portion and the shoulder portion is reduced, and the linearity of handling is ensured. It is possible to increase the stability of the image. In order to sufficiently secure such handling linearity, it is preferable that the laminated portion of the shoulder rubber 4b on the base rubber layer 3 is 5 mm or more in the tire width direction.

また、本発明においては、キャップゴム層４のクラウンセンター部ゴム４ａの３００％モジュラス（３００Ｍ２）が１１〜１７ＭＰａ、ベースゴム層３のゴムの３００％モジュラス（３００Ｍ１）が１４〜２０ＭＰａ、キャップゴム層４のショルダー部ゴム４ｂの３００％モジュラス（３００Ｍ３）が８〜１４ＭＰａであることが好ましい。   In the present invention, the crown rubber rubber 4a of the cap rubber layer 4 has a 300% modulus (300M2) of 11 to 17 MPa, the rubber of the base rubber layer 3 has a 300% modulus (300M1) of 14 to 20 MPa, and the cap rubber layer. It is preferable that the 300% modulus (300M3) of the No. 4 shoulder rubber 4b is 8 to 14 MPa.

クラウンセンター部ゴム４ａの３００Ｍ２が１１ＭＰａ未満であると耐摩耗性が低くなり、一方、１７ＭＰａを超えると振動吸収性が損なわれてしまうおそれがある。また、ショルダー部ゴム４ｂの３００Ｍ３が８ＭＰａ未満であると、ショルダー部の摩耗肌が著しく悪化するためにグリップ力が低下し、一方、１４ＭＰａを超えるとグリップ力が確保できなくなるおそれがある。さらに、ベースゴム層３のゴムの３００Ｍ１が１４ＭＰａ未満であると耐摩耗性が低くなり、一方２０ＭＰａを超えると振動吸収性が損なわれてしまうおそれがある。   If 300M2 of the crown center rubber 4a is less than 11 MPa, the wear resistance is lowered, whereas if it exceeds 17 MPa, the vibration absorbability may be impaired. Further, if 300M3 of the shoulder rubber 4b is less than 8 MPa, the wear skin of the shoulder part is remarkably deteriorated, so that the grip force is lowered. On the other hand, if it exceeds 14 MPa, the grip force may not be secured. Furthermore, if 300M1 of the rubber of the base rubber layer 3 is less than 14 MPa, the wear resistance is lowered, while if it exceeds 20 MPa, vibration absorption may be impaired.

さらに好ましくは３００Ｍ１と、３００Ｍ２と、３００Ｍ３とが次式、
３００Ｍ１＞３００Ｍ２＞３００Ｍ３
で表される関係を満足するようにする。これにより、摩耗ライフおよびグリップ力と高速耐久性とを両立させることが可能となるとともに、センター部とショルダー部の剛性変化が小さくなりハンドリングのリニア性を良好に確保することができる。 More preferably, 300M1, 300M2, and 300M3 are represented by the following formulas:
300M1>300M2> 300M3
To satisfy the relationship expressed by Accordingly, it is possible to achieve both wear life and grip force and high-speed durability, and the change in rigidity between the center portion and the shoulder portion can be reduced, so that the linearity of handling can be ensured satisfactorily.

キャップゴム層４のクラウンセンター部ゴム４ａおよびショルダー部ゴム４ｂのより具体的な配置箇所としては、ショルダー部ゴム４ｂのタイヤ幅方向外側の終端部Ａが、サイドウォール領域に存在するよう配置することが好ましい。ショルダー部ゴム４ｂの外側終端部Ａがクラウン表面部に入ってくると、剛性が高く、グリップ力が比較的低いクラウンセンター部ゴム４ａが旋回時に接地する領域に入ってくることになるため、グリップ性能の低下をもたらすおそれがある。   As a more specific location of the crown center rubber 4a and the shoulder rubber 4b of the cap rubber layer 4, the end A of the shoulder rubber 4b on the outer side in the tire width direction is located in the sidewall region. Is preferred. When the outer end portion A of the shoulder rubber 4b enters the crown surface portion, the crown center rubber 4a having high rigidity and relatively low grip force enters the region where it contacts the ground during turning. There is a risk of performance degradation.

さらに、摩耗ライフを確保する観点からは、ショルダー部ゴム４ｂは、そのタイヤ幅方向内側の終端部Ｂが、車両直進走行時にタイヤが接地する領域に含まれないように、その外側に位置するよう配置することが好ましい。なお、ベースゴム層３のゴム厚さについては、クラウンセンター部ゴム４ａのゴム厚さの２０〜２００％の範囲内が所望の効果を得る上で好ましい。   Furthermore, from the viewpoint of ensuring the wear life, the shoulder rubber 4b is positioned outside the end B of the tire width direction so that it is not included in the region where the tire contacts the ground when the vehicle is traveling straight ahead. It is preferable to arrange. The rubber thickness of the base rubber layer 3 is preferably 20 to 200% of the rubber thickness of the crown center rubber 4a in order to obtain a desired effect.

本発明においては、図３〜５に示すように、ショルダー部ゴム４ｂを適宜形態で分割し、２種以上のゴム４ｂ、４ｃなどとすることによりキャップゴム層４を３分割以上に分割してもよく、これによりトレッド部におけるセンター部とショルダー部との間の剛性段差をより低減させることができる。   In the present invention, as shown in FIGS. 3 to 5, the shoulder rubber 4 b is divided in an appropriate form, and the cap rubber layer 4 is divided into three or more parts by using two or more kinds of rubbers 4 b, 4 c and the like. As a result, the rigidity step between the center portion and the shoulder portion in the tread portion can be further reduced.

さらに、図示はしないが、ベースゴム層３を３分割以上に分割し、これによりセンター部とショルダー部との間の剛性段差の一層の低減を図ることもできる。   Further, although not shown, the base rubber layer 3 can be divided into three or more parts, thereby further reducing the rigidity step between the center part and the shoulder part.

本発明においては、トレッド部を上記分割構造とした点のみが重要であり、それ以外のタイヤ構造の詳細や材料などについては特に制限されるものではない。   In the present invention, only the point that the tread portion has the above-described divided structure is important, and the details and materials of the tire structure other than that are not particularly limited.

例えば、ベルト層２は、１本のコードをゴムで被覆した長尺状のゴム被覆コード（図示せず）または複数本のコードをゴムで被覆した帯状プライ（図示せず）を螺旋状に巻き回して形成され、コード方向が実質的にタイヤ周方向とされた、いわゆるスパイラルベルトであり、補強コードとしては、スチールコードの他、芳香族ポリアミド（アラミド、例えば、デュポン社製 商品名ケブラー）、ポリエチレンナフタレート（ＰＥＮ）、ポリエチレンテレフタレート（ＰＥＴ）、レーヨン、ザイロン（登録商標）（ポリパラフェニレンベンゾビスオキサゾール（ＰＢＯ）繊維）、脂肪族ポリアミド（ナイロン）等の有機繊維、さらにはグラスファイバーやカーボンファイバー等の材質のものを適宜選択して用いることができるが、摩耗ライフおよび高速耐久性を高いレベルに確保するためには、剛性が高く踏面の動きを安定化させることができるスチールコードを補強コードとして用いることが好ましい。   For example, the belt layer 2 is formed by spirally winding a long rubber-coated cord (not shown) in which one cord is covered with rubber or a belt-like ply (not shown) in which a plurality of cords are covered with rubber. It is a so-called spiral belt that is formed by turning and the cord direction is substantially the tire circumferential direction, and as a reinforcing cord, in addition to steel cord, aromatic polyamide (aramid, for example, trade name Kevlar manufactured by DuPont), Organic fibers such as polyethylene naphthalate (PEN), polyethylene terephthalate (PET), rayon, Zylon (registered trademark) (polyparaphenylenebenzobisoxazole (PBO) fiber), aliphatic polyamide (nylon), glass fiber and carbon A material such as fiber can be selected and used as appropriate. To ensure a fine high-speed durability at a high level, it is preferable to use a steel cord capable of rigidity to high stabilizing the movement of the tread surface as the reinforcing cord.

また、例えば、図示するように、本発明のタイヤの一対のビード部１１には夫々ビードコア５が埋設され、カーカス１はこのビードコア５の周りにタイヤ内側から外側に折り返して係止されている。さらに、トレッド部１３の表面には適宜トレッドパターンが形成されており、また、最内層にはインナーライナー（図示せず）が形成されている。   For example, as shown in the figure, a bead core 5 is embedded in each of the pair of bead portions 11 of the tire of the present invention, and the carcass 1 is folded around the bead core 5 from the inside of the tire to the outside and locked. Further, a tread pattern is appropriately formed on the surface of the tread portion 13, and an inner liner (not shown) is formed in the innermost layer.

本発明のタイヤは、自動二輪車のフロントタイヤおよびリアタイヤのいずれとしても適用可能である。   The tire of the present invention can be applied as both a front tire and a rear tire of a motorcycle.

以下、本発明を、実施例を用いてより詳細に説明する。
図１に示す断面構造を有する自動二輪車用空気入りラジアルタイヤを、タイヤサイズＭＣＲ１８０／５５ＺＲ１７Ｍ／Ｃにて、クラウンセンター部ゴム４ａ（厚さ：４．０ｍｍ）の３００Ｍ２を１４ＭＰａ、ショルダー部ゴム４ｂの３００Ｍ３を１１ＭＰａ、さらにベースゴム層３のゴム（厚さ：３．０ｍｍ）の３００Ｍ１を１７ＭＰａとし、かつ、下記の表１中に示すように、ショルダー部ゴム４ｂのベースゴム層３への積層部分の幅（分割のずれ量）を変えて製造した。カーカス１は１層とし、補強コードにはＰＥＴを用いた。また、ベルト層２には、ゴム被覆スチールコードを螺旋状に巻回してなるモノスパイラルベルトを用いた。 Hereinafter, the present invention will be described in more detail with reference to examples.
The pneumatic radial tire for a motorcycle having the cross-sectional structure shown in FIG. 1 is obtained by changing the tire size MCR180 / 55ZR17M / C from 300M2 of the crown center rubber 4a (thickness: 4.0 mm) to 14 MPa and the shoulder rubber 4b. 300M3 is 11 MPa, and base rubber layer 3 rubber (thickness: 3.0 mm) 300M1 is 17 MPa, and as shown in Table 1 below, the shoulder rubber 4b is laminated on the base rubber layer 3. Were manufactured with different widths (dividing deviations). The carcass 1 is a single layer, and PET is used as the reinforcing cord. For the belt layer 2, a monospiral belt formed by spirally winding a rubber-coated steel cord was used.

＜評価条件＞
得られた各供試タイヤをリムサイズＭＴ５．５×１７のリムに取り付けて、１０００ｃｃのバイクのリアタイヤに装着し、内圧２５０ｋＰａを適用した。フロントタイヤには、タイヤサイズＭＣＲ１２０ＺＲ１７Ｍ／Ｃの市販タイヤを用いた。各供試タイヤにつき、プロのライダーによる実車走行をテストコースで行い、ハンドリング性につき、フィーリングにより評価した。具体的には、直進から旋回にかけてのキャンバー角（ＣＡ）変化に応じたタイヤの挙動の変化がリニアであるかを評価し、途中あるいは深いＣＡで挙動が変わると不良となる。その評価結果を、指数にて下記の表１中に示す。なお、評価結果は、数値が大きいほど性能が優れている。 <Evaluation conditions>
Each of the obtained test tires was attached to a rim having a rim size of MT 5.5 × 17 and attached to a rear tire of a 1000 cc motorcycle, and an internal pressure of 250 kPa was applied. A commercially available tire having a tire size MCR120ZR17M / C was used as the front tire. For each test tire, a real ride by a professional rider was performed on the test course, and handling was evaluated by feeling. Specifically, it is evaluated whether the change in the behavior of the tire according to the change in the camber angle (CA) from the straight traveling to the turning is linear, and if the behavior changes in the middle or deep CA, it becomes defective. The evaluation results are shown in Table 1 below as indices. In addition, as the evaluation result is larger, the performance is better.

Figure 2008044448
Figure 2008044448

上記表１に示すように、キャップゴム層４のショルダー部ゴム４ｂのタイヤ幅方向内側端をベースゴム層３上に積層させることにより、センター部とショルダー部の剛性変化が小さくなり、ハンドリングのリニア性が高まることが確かめられた。   As shown in Table 1 above, by laminating the inner end in the tire width direction of the shoulder rubber 4b of the cap rubber layer 4 on the base rubber layer 3, the change in rigidity between the center portion and the shoulder portion is reduced, and handling linearity is reduced. It was confirmed that the nature would increase.

本発明の一実施の形態に係る自動二輪車用空気入りラジアルタイヤの幅方向断面図である。1 is a cross-sectional view in the width direction of a pneumatic radial tire for a motorcycle according to an embodiment of the present invention. 本発明の一実施の形態に係る自動二輪車用空気入りラジアルタイヤのトレッド部構造を示す概略断面図である。1 is a schematic cross-sectional view showing a tread portion structure of a pneumatic radial tire for a motorcycle according to an embodiment of the present invention. 本発明の他の一実施の形態に係る自動二輪車用空気入りラジアルタイヤのトレッド部構造を示す概略断面図である。FIG. 3 is a schematic cross-sectional view showing a tread portion structure of a pneumatic radial tire for a motorcycle according to another embodiment of the present invention. 本発明の他の一実施の形態に係る自動二輪車用空気入りラジアルタイヤのトレッド部構造を示す概略断面図である。FIG. 3 is a schematic cross-sectional view showing a tread portion structure of a pneumatic radial tire for a motorcycle according to another embodiment of the present invention. 本発明の他の一実施の形態に係る自動二輪車用空気入りラジアルタイヤのトレッド部構造を示す概略断面図である。FIG. 3 is a schematic cross-sectional view showing a tread portion structure of a pneumatic radial tire for a motorcycle according to another embodiment of the present invention. 従来の自動二輪車用空気入りラジアルタイヤに係るトレッド部構造を示す概略断面図である。FIG. 6 is a schematic cross-sectional view showing a tread portion structure according to a conventional pneumatic radial tire for a motorcycle.

符号の説明Explanation of symbols

１ カーカス
２ ベルト層
３ ベースゴム層
４ キャップゴム層
４ａ クラウンセンター部ゴム
４ｂ ショルダー部ゴム
４ｃ ショルダー部ゴム
５ ビードコア
１１ ビード部
１２ サイドウォール部
１３ トレッド部 1 Carcass 2 Belt layer 3 Base rubber layer 4 Cap rubber layer 4a Crown center rubber 4b Shoulder rubber 4c Shoulder rubber 5 Bead core 11 Bead part 12 Side wall part 13 Tread part

Claims (6)

一対のビード部と、該ビード部に連なる一対のサイドウォール部と、両サイドウォール部間にトロイド状をなして連なるトレッド部とを備え、これら各部を前記ビード部相互間にわたり補強する少なくとも１層のカーカスと、該カーカスのタイヤ半径方向外側に配置され、補強コードが周方向に螺旋状に巻回されてなるベルト層とを有する自動二輪車用空気入りラジアルタイヤにおいて、
前記トレッド部が、キャップゴム層と、該キャップゴム層の下層の少なくともクラウンセンター部領域に配置されたベースゴム層とからなるキャップ・ベース構造をなし、かつ、前記キャップゴム層がクラウンセンター部と一対のショルダー部とで異なる種類のゴムに分割された分割構造をなし、
前記キャップゴム層のショルダー部ゴムのタイヤ幅方向内側端が前記ベースゴム層上に積層されてなることを特徴とする自動二輪車用空気入りラジアルタイヤ。 A pair of bead portions, a pair of sidewall portions that are continuous to the bead portions, and a tread portion that is continuous in a toroidal shape between the sidewall portions, and at least one layer that reinforces each of the portions across the bead portions A pneumatic radial tire for a motorcycle having a carcass and a belt layer in which a reinforcing cord is spirally wound in a circumferential direction and disposed on the outer side in the tire radial direction of the carcass.
The tread portion has a cap-base structure including a cap rubber layer and a base rubber layer disposed in at least a crown center portion region below the cap rubber layer, and the cap rubber layer includes a crown center portion. A split structure divided into different types of rubber with a pair of shoulder parts,
A pneumatic radial tire for a motorcycle, wherein an inner end in a tire width direction of a shoulder rubber of the cap rubber layer is laminated on the base rubber layer. 前記積層されている部分がタイヤ幅方向に５ｍｍ以上存在する請求項１記載の自動二輪車用空気入りラジアルタイヤ。   The pneumatic radial tire for a motorcycle according to claim 1, wherein the laminated portion is present in a width direction of 5 mm or more. 前記キャップゴム層が３分割以上に分割されている請求項１または２記載の自動二輪車用空気入りラジアルタイヤ。   The pneumatic radial tire for a motorcycle according to claim 1 or 2, wherein the cap rubber layer is divided into three or more parts. 前記ベースゴム層が３分割以上に分割されている請求項１〜３のうちいずれか一項記載の自動二輪車用空気入りラジアルタイヤ。   The pneumatic radial tire for a motorcycle according to any one of claims 1 to 3, wherein the base rubber layer is divided into three or more parts. 前記キャップゴム層のクラウンセンター部ゴムの３００％モジュラス（３００Ｍ２）が１１〜１７ＭＰａ、前記ベースゴム層ゴムの３００％モジュラス（３００Ｍ１）が１４〜２０ＭＰａ、前記キャップゴム層のショルダー部ゴムの３００％モジュラス（３００Ｍ３）が８〜１４ＭＰａである請求項１〜４のうちいずれか一項記載の自動二輪車用空気入りラジアルタイヤ。   300% modulus (300M2) of the crown center rubber of the cap rubber layer is 11 to 17 MPa, 300% modulus (300M1) of the base rubber layer rubber is 14 to 20 MPa, and 300% modulus of the shoulder rubber of the cap rubber layer. The pneumatic radial tire for a motorcycle according to any one of claims 1 to 4, wherein (300M3) is 8 to 14 MPa. 前記３００Ｍ１と、前記３００Ｍ２と、前記３００Ｍ３とが次式、
３００Ｍ１＞３００Ｍ２＞３００Ｍ３
で表される関係を満足する請求項５記載の自動二輪車用空気入りラジアルタイヤ。 The 300M1, the 300M2, and the 300M3 are represented by the following equations:
300M1>300M2> 300M3
The pneumatic radial tire for a motorcycle according to claim 5, satisfying a relationship represented by:
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JP2012228995A (en) * 2011-04-27 2012-11-22 Bridgestone Corp Pneumatic tire for automatic two-wheeled vehicle

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