JP2009096231A

JP2009096231A - Tire and rim assembly for motorcycle

Info

Publication number: JP2009096231A
Application number: JP2007266908A
Authority: JP
Inventors: Mitsushige Dei; 光重出井
Original assignee: Sumitomo Rubber Industries Ltd
Current assignee: Sumitomo Rubber Industries Ltd
Priority date: 2007-10-12
Filing date: 2007-10-12
Publication date: 2009-05-07

Abstract

PROBLEM TO BE SOLVED: To effectively suppress removal of a rim while ensuring rim-assembling property. SOLUTION: The rim 13 is provided with a plurality of engagement bodies 25 arranged in parallel on respective rim seat surfaces 22 with an equal pitch interval P in a tire circumferential direction while being inclined at an angle θ relative to the tire circumferential direction. The tire 12 for the motorcycle is provided with engagement bodies 26 engaged with the engagement bodies 25 on respective bead bottom surface S1. The engagement bodies 25 and the engagement bodies 26 make the angle θ 15-80°, make the pitch interval P 0.4-5.0 mm and make depth or height h a range of 0.2-2.0 mm. The engagement body 25A arranged on the rim seat surface 22A at one side in a tire axial direction and the engagement body 25B arranged on the rim seat surface 22B at the other side in the tire axial direction are inclined to one side in the tire circumferential direction toward a tire equator side. COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、リム組性を確保しつつリム外れを効果的に抑制しうる自動二輪車用タイヤとリムとの組立体に関する。 The present invention relates to an assembly of a motorcycle tire and a rim that can effectively prevent rim disengagement while ensuring rim assembly.

周知の如く、自動自動二輪車は不安定な乗物であるため、走行中にリム外れが発生した場合、操縦性が損なわれ転倒等の事故に発展する危険性が大きい。この自動自動二輪車においてリム外れが発生するケースは、旋回時よりも直進時に多く、特に低内圧（例えば１００ｋＰａ以下）での走行状態において、大きな前後力がタイヤに作用した場合、とりわけ急制動時に荷重が集中する前輪において発生しやすい。 As is well known, since a motorcycle is an unstable vehicle, if the rim comes off during traveling, the maneuverability is impaired and there is a high risk of developing an accident such as a fall. In this motorcycle, there are many cases where rim disengagement occurs when going straight ahead rather than when turning, especially when a large longitudinal force is applied to the tire in a running state at a low internal pressure (for example, 100 kPa or less), especially during sudden braking. This is likely to occur on the front wheels where there is a lot of concentration.

ここで、低内圧状態のタイヤでは、図８に示すように、サイドウォール部ａの変形量が増すため、リムフランジ上端ｒｃを中心としたモーメントｍにより、ビード部ｂにはタイヤ軸方向内向きの力ｆが作用する。特に前輪では、急制動時、荷重が集中してサイドウォール部ａの変形量がさらに大きくなるため、前記内向きの力ｆはより大となる。しかも急制動時には、タイヤに大きな前後力が作用してタイヤとリムとの間に周方向のズレを誘発させる。そして、この周方向のズレと前記内向きの力ｆとによって、前記リム外れが発生すると考えられる。 Here, in the tire in the low internal pressure state, as shown in FIG. 8, the deformation amount of the sidewall portion a increases, so the moment m around the rim flange upper end rc causes the bead portion b to be inward in the tire axial direction. The force f is applied. In particular, in the front wheel, the load is concentrated and the amount of deformation of the sidewall portion a is further increased during sudden braking, so that the inward force f becomes larger. Moreover, during sudden braking, a large longitudinal force acts on the tire to induce a circumferential displacement between the tire and the rim. It is considered that the rim disengagement occurs due to the circumferential displacement and the inward force f.

なお、下記の特許文献１には、周方向のリムずれを防止して制動性能の低下を抑えるために、リムのリムシート面とタイヤのビード底面とに、互いに噛み合う条溝、凸条等からなる凹凸を、その中心線がタイヤ進行方向に対して所定角度で傾斜するように設けることが提案されている。 In addition, in Patent Document 1 below, in order to prevent circumferential rim displacement and suppress deterioration in braking performance, the rim rim seat surface and tire bead bottom surface are composed of grooves, ridges, and the like that mesh with each other. It has been proposed to provide the unevenness so that the center line thereof is inclined at a predetermined angle with respect to the tire traveling direction.

特開平６−１３５２０２号公報JP-A-6-135202

しかし、この特許文献１の場合、周方向のリムずれ抑制には充分な効果を発揮しうるものの、リム組み性を損ねたり、或いはリム外れ防止効果を不充分なものとするなど、そのままでは自動自動二輪車用タイヤのリム外れ防止のために採用することは難しい。 However, in the case of this Patent Document 1, although it can exert a sufficient effect for suppressing the rim displacement in the circumferential direction, the rim assembling property is deteriorated or the effect of preventing the rim from being removed is insufficient. It is difficult to adopt for preventing the rim from detaching a motorcycle tire.

本発明は、このような状況に鑑みてなされたものであり、リム組性を確保しつつリム外れを効果的に抑制しうる自動二輪車用タイヤとリムとの組立体を提供することを目的としている。 The present invention has been made in view of such a situation, and an object of the present invention is to provide an assembly of a motorcycle tire and a rim that can effectively prevent rim disengagement while ensuring rim assembly. Yes.

前記目的を達成するために、本願請求項１の発明は、ウェル部のタイヤ軸方向一方側、他方側にリムシート面を設けたリムと、各前記リムシート面にビード底面が着座してリム組みされる自動二輪車用タイヤとからなる自動二輪車用タイヤとリムとの組立体であって、
前記リムは、各前記リムシート面に、タイヤ周方向に対して角度θで傾斜しかつタイヤ周方向に等ピッチ間隔Ｐで並置する条溝又は凸条からなる複数本の係止条体を具え、
かつ前記自動二輪車用タイヤは、各前記ビード底面に、前記係止条体とは互いに噛み合って係合する凸条又は条溝からなる複数本の係合条体を具えるとともに、
前記係止条体および係合条体は、前記角度θを１５〜８０°、前記ピッチ間隔Ｐを０．４〜５．０ｍｍ、かつ深さ又は高さｈを０．２〜２．０ｍｍの範囲とし、
しかもタイヤ軸方向一方側のリムシート面に配される係止条体と、タイヤ軸方向他方側のリムシート面に配される係止条体とは、タイヤ赤道側に向かってタイヤ周方向一方側に傾斜することを特徴としている。 In order to achieve the above object, the invention of claim 1 of the present application is a rim in which a rim seat surface is provided on one side and the other side in the tire axial direction of a well portion, and a bead bottom surface is seated on each rim seat surface. A motorcycle tire and rim assembly comprising:
The rim includes a plurality of locking strips made of strips or ridges that are inclined at an angle θ with respect to the tire circumferential direction and juxtaposed at equal pitch intervals P in the tire circumferential direction on each rim seat surface,
The motorcycle tire includes a plurality of engaging strips each including a protruding strip or a groove that engages with and engages with the locking strip on the bottom surface of each bead.
The locking strips and the engagement strips have an angle θ of 15 to 80 °, a pitch interval P of 0.4 to 5.0 mm, and a depth or height h of 0.2 to 2.0 mm. Range and
Moreover, the locking strip disposed on the rim seat surface on one side in the tire axial direction and the locking strip disposed on the rim seat surface on the other side in the tire axial direction are on the one side in the tire circumferential direction toward the tire equator side. It is characterized by tilting.

又請求項２の発明では、前記リムは、前輪用リムであって、タイヤ軸方向一方側のリムシート面に配される係止条体と、タイヤ軸方向他方側のリムシート面に配される係止条体とは、タイヤ赤道側に向かって反タイヤ回転方向側に傾斜することを特徴としている。 According to a second aspect of the present invention, the rim is a front wheel rim, and is a locking strip disposed on a rim seat surface on one side in the tire axial direction, and an engagement disposed on a rim seat surface on the other side in the tire axial direction. The stop body is characterized by inclining toward the tire equator side toward the anti-tire rotation direction side.

又請求項３の発明では、前記リムは、後輪用リムであって、タイヤ軸方向一方側のリムシート面に配される係止条体と、タイヤ軸方向他方側のリムシート面に配される係止条体とは、タイヤ赤道側に向かってタイヤ回転方向側に傾斜することを特徴としている。 According to a third aspect of the present invention, the rim is a rim for a rear wheel, and is arranged on a locking strip disposed on a rim seat surface on one side in the tire axial direction and on a rim seat surface on the other side in the tire axial direction. The locking strip is characterized by inclining toward the tire rotation direction toward the tire equator.

本発明は叙上の如く、リムシート面及びビード底面に、互いに噛み合って係合する条体を設けるとともに、該条体の周方向に対する角度θ、周方向のピッチ間隔Ｐ、及び深さ（又は高さ）ｈを所定範囲に規制している。 As described above, according to the present invention, the rim seat surface and the bead bottom surface are provided with strips that mesh and engage with each other, and the angle θ with respect to the circumferential direction of the strip, the pitch interval P in the circumferential direction, and the depth (or high). H) The h is regulated within a predetermined range.

しかも、タイヤ軸方向一方側のリムシート面（及びビード底面）に配される条体と、タイヤ軸方向他方側のリムシート面（及びビード底面）に配される条体とを、それぞれタイヤ赤道側に向かってタイヤ周方向一方側に傾斜させている。特に、リム外れの傾向が強い前輪においては、それぞれの条体を、タイヤ赤道側に向かって反タイヤ回転方向側に傾斜させている。便宜上、この傾斜をＶ字状傾斜と呼ぶ場合がある。ここで急制動時、タイヤには、リムに対してタイヤ回転方向に位置ずれする向きの力（前後力）が作用する。このとき、前記条体が前記Ｖ字状傾斜をなすことにより、係止条体に沿う外向きの分力が生まれ、ビード部をフランジ側に押し付けることができるため、前輪のリム外れを効果的に抑制できる。 In addition, the strip disposed on the rim seat surface (and the bottom surface of the bead) on one side in the tire axial direction and the strip disposed on the rim seat surface (and the bottom surface of the bead) on the other side in the tire axial direction are respectively disposed on the tire equator side. The tire is inclined toward one side in the tire circumferential direction. In particular, in the front wheel where the tendency of rim removal is strong, each strip is inclined toward the tire equator side in the anti-tire rotation direction side. For convenience, this inclination may be referred to as a V-shaped inclination. Here, at the time of sudden braking, a force (front-rear force) is applied to the tire so as to be displaced in the tire rotation direction with respect to the rim. At this time, when the strip has the V-shaped inclination, an outward component force is generated along the locking strip, and the bead portion can be pressed against the flange side. Can be suppressed.

他方、駆動輪である後輪の場合、制動時には荷重が低減されるなど前後力が小さくなるためリム外れしにくく、むしろ駆動時において、リムに対して反タイヤ回転方向に位置ずれする向きの力が常時作用するため、リム外れしやすくなる。即ち後輪では、駆動時（特に急加速時）にリム外れが発生しやすい。従って、後輪の場合には、前輪とは逆に、それぞれの条体を、タイヤ赤道側に向かってタイヤ回転方向側に傾斜させる。便宜上、この傾斜をハ字状傾斜と呼ぶ場合がある。 On the other hand, in the case of the rear wheel, which is a driving wheel, the front / rear force is reduced, for example, the load is reduced during braking, so the rim does not easily come off. Since it always works, it becomes easy to remove the rim. In other words, the rear wheel tends to be detached from the rim during driving (particularly during rapid acceleration). Accordingly, in the case of the rear wheel, each strip is inclined toward the tire rotation direction side toward the tire equator side, contrary to the front wheel. For convenience, this inclination may be referred to as a C-shaped inclination.

ここで前記条体が前記ハ字状傾斜をなす場合、駆動時、後輪に作用する反タイヤ回転方向に位置ずれする向きの力により、タイヤ軸方向外側に向く分力が生まれる。従って、後輪においては、駆動時にビード部をフランジ側に押し付けることができるため、後輪のリム外れを効果的に抑制しうる。 Here, when the strip has the C-shaped inclination, a component force toward the outer side in the tire axial direction is generated due to the force that is displaced in the anti-tire rotation direction acting on the rear wheel during driving. Therefore, in the rear wheel, the bead portion can be pressed against the flange side during driving, so that rim removal of the rear wheel can be effectively suppressed.

以下、本発明の実施の一形態を、図示例とともに説明する。図１は本発明の自動二輪車用タイヤとリムとの組立体を示す断面図である。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a sectional view showing an assembly of a motorcycle tire and rim according to the present invention.

図１に示すように、本実施形態の自動二輪車用タイヤ１２とリム１３との組立体１において、前記自動二輪車用タイヤ１２は、トレッド部２からサイドウォール部３をへてビード部４のビードコア５に至るカーカス６を具える。なお前記トレッド部２の外表面であるトレッド面２Ｓは、タイヤ赤道Ｃからトレッド端Ｔｅに向かって小さな曲率半径を有して凸円弧状に湾曲してのびるとともに、前記トレッド端Ｔｅ、Ｔｅ間のタイヤ軸方向巾（トレッド巾ＴＷ）がタイヤ最大巾をなすことにより、大きなバンク角での旋回走行を可能としている。 As shown in FIG. 1, in the motorcycle tire 12 and rim 13 assembly 1 according to this embodiment, the motorcycle tire 12 includes a bead core of a bead portion 4 from a tread portion 2 to a sidewall portion 3. Carcass 6 leading to 5. The tread surface 2S which is the outer surface of the tread portion 2 has a small radius of curvature from the tire equator C toward the tread end Te and is curved in a convex arc shape, and between the tread ends Te and Te. Since the tire axial width (tread width TW) is the maximum tire width, turning at a large bank angle is enabled.

前記カーカス６は、カーカスコードをタイヤ周方向に対して７０〜９０°の角度で配列させた１枚以上、本例では１枚のカーカスプライ６Ａからなる。このカーカスプライ６Ａは、前記ビードコア５、５間に跨るプライ本体部６ａの両端に、ビードコア５の廻りをタイヤ軸方向内側から外側に折り返して係止されるプライ折返し部６ｂを一連に具える。なおプライ本体部６ａの半径方向内側には、ブチルゴム、ハロゲン化ブチルゴム等の耐空気不透過性ゴムからなインナーライナゴム層８が配され、このインナーライナゴム層８が、タイヤ内腔面をなすことにより、タイヤ内圧を気密に保持しうる。 The carcass 6 includes at least one carcass ply 6A in this example, in which carcass cords are arranged at an angle of 70 to 90 ° with respect to the tire circumferential direction. This carcass ply 6A is provided with a series of ply turn-up portions 6b that are fixed by turning the bead core 5 from the inner side to the outer side in the tire axial direction at both ends of the ply main body portion 6a straddling the bead cores 5 and 5. An inner liner rubber layer 8 made of an air-impermeable rubber such as butyl rubber or halogenated butyl rubber is disposed on the inner side in the radial direction of the ply main body portion 6a. The inner liner rubber layer 8 forms a tire lumen surface. As a result, the tire internal pressure can be kept airtight.

又前記カーカス６の半径方向外側かつトレッド部２の内部には、本例では、ベルト層７が配される。このベルト層７は、ベルトコードをタイヤ周方向に対して１０〜３０°の角度で配列した２枚以上、本例では２枚のベルトプライ７Ａ、７Ｂからなり、各ベルトコードがプライ間相互で交差することにより、ベルト剛性を高め、トレッド部２を強固に補強する。なお要求するタイヤ性能に応じて、前記ベルト層７に代えて、バンドコードをタイヤ周方向に対して５°以下の角度で螺旋状に巻回させたバンド層（図示しない）を形成することもでき、さらには、ベルト層７の外側にバンド層を形成することもできる。 In the present example, a belt layer 7 is disposed outside the carcass 6 in the radial direction and inside the tread portion 2. The belt layer 7 is composed of two or more belt plies arranged in an angle of 10 to 30 ° with respect to the tire circumferential direction, in this example, two belt plies 7A and 7B. By intersecting, the belt rigidity is increased and the tread portion 2 is reinforced strongly. Depending on the required tire performance, a band layer (not shown) in which a band cord is spirally wound at an angle of 5 ° or less with respect to the tire circumferential direction may be formed instead of the belt layer 7. In addition, a band layer can be formed outside the belt layer 7.

次に、前記リム１３は、図１の如く、リム組時にビード部４を落とし込むための中央側のウェル部２１と、このウェル部２１にタイヤ軸方向一方側、他方側に連なりかつ前記ビード部４のビード底面Ｓ１を着座させるリムシート面２２と、各リムシート面２２のタイヤ軸方向外端に円弧状のヒール部２３を介して連なりかつ前記ビード部４の外側面Ｓ２を支承するフランジ部２４とを有する周知の断面形状で形成される。 Next, as shown in FIG. 1, the rim 13 includes a central well portion 21 for dropping the bead portion 4 when the rim is assembled, and the well portion 21 is connected to one side and the other side in the tire axial direction, and the bead portion A rim seat surface 22 on which the bead bottom surface S1 is seated, and a flange portion 24 connected to the outer end in the tire axial direction of each rim seat surface 22 via an arc-shaped heel portion 23 and supporting the outer surface S2 of the bead portion 4. It is formed with a well-known cross-sectional shape.

そして図２に、リム組前の前輪用の自動二輪車用タイヤ１２とリム１３とを略示するように、前記リム１３には、タイヤ軸方向一方側のリムシート面２２Ａおよびタイヤ軸方向他方側のリムシート面２２Ｂに、それぞれタイヤ周方向に対して角度θ（図３に示す）で傾斜しかつタイヤ周方向に等ピッチ間隔Ｐで並置する複数本の係止条体２５を設けている。なお前記係止条体２５は、図３の如く、リムシート面２２のタイヤ軸方向巾Ｗａの少なくとも５０％以上、好ましくは６０％以上の巾領域Ｙに形成される。 In FIG. 2, the rim 13 includes a rim seat surface 22A on one side in the tire axial direction and a rim seat surface 22A on the other side in the tire axial direction so as to schematically show the motorcycle tire 12 and the rim 13 for the front wheels before the rim assembly. A plurality of locking strips 25 that are inclined at an angle θ (shown in FIG. 3) with respect to the tire circumferential direction and juxtaposed at equal pitch intervals P in the tire circumferential direction are provided on the rim seat surface 22B. As shown in FIG. 3, the locking strip 25 is formed in a width region Y of at least 50% or more, preferably 60% or more of the tire axial width Wa of the rim seat surface 22.

前記係止条体２５は、図４（Ａ）、（Ｂ）に示すように、深さｈａが０．２〜２．０ｍｍの条溝２５ａ、又は高さｈｂが０．２〜２．０ｍｍの凸条２５ｂから形成される。本例では、前記係止条体２５の断面形状として、先細状の台形形状のものを例示しているが、これ以外に、例えば矩形形状（正方形状を含む）、三角形状、Ｕ字形状など、種々の断面形状のものを採用することができる。 As shown in FIGS. 4A and 4B, the locking strip 25 has a strip 25a having a depth ha of 0.2 to 2.0 mm, or a height hb of 0.2 to 2.0 mm. The ridges 25b are formed. In this example, as the cross-sectional shape of the locking strip 25, a tapered trapezoidal shape is illustrated, but other than this, for example, a rectangular shape (including a square shape), a triangular shape, a U shape, etc. Various cross-sectional shapes can be employed.

この係止条体２５は、図２、３に示すように、タイヤ周方向に対する前記角度θが１５〜８０°の範囲、かつ前記周方向のピッチ間隔Ｐが０．４〜５．０ｍｍの範囲であり、しかも、前記一方側のリムシート面２２Ａに形成される係止条体２５Ａと、他方側のリムシート面２２Ｂに形成される係止条体２５Ｂとは、それぞれタイヤ赤道側に向かってタイヤ周方向一方側に傾斜している。特に前記図２、３の如く、前記リム１３が前輪用の場合には、一方側の係止条体２５Ａと他方側の係止条体２５Ａとは、それぞれ、タイヤ赤道Ｃ側に向かって反タイヤ回転方向側に傾斜している。この場合、係止条体２５Ａ、２５Ｂは、その間隔が、タイヤ回転方向側に向かってＶ字状に広がる向きに傾斜するため、便宜上、この係止条体２５Ａ、２５Ｂの傾斜をＶ字状傾斜と呼ぶ場合がある。 As shown in FIGS. 2 and 3, the locking strip 25 has a range in which the angle θ with respect to the tire circumferential direction is 15 to 80 ° and a pitch interval P in the circumferential direction is 0.4 to 5.0 mm. In addition, the locking strip 25A formed on the one side rim seat surface 22A and the locking strip 25B formed on the other side rim seat surface 22B are respectively arranged in the tire circumference toward the tire equator side. Inclined in one direction. In particular, as shown in FIGS. 2 and 3, when the rim 13 is used for a front wheel, the locking rim body 25A on one side and the locking rim body 25A on the other side are respectively opposite to the tire equator C side. Inclined toward the tire rotation direction. In this case, since the intervals between the locking strips 25A and 25B are inclined in a V-shaped direction toward the tire rotation direction, the locking strips 25A and 25B are inclined in a V-shape for convenience. Sometimes called slope.

又自動二輪車用タイヤ１２においては、前記図２に示す如く、前記リムシート面２２Ａ、２２Ｂに着座するビード部４のビード底面Ｓ１Ａ、Ｓ１Ｂに、前記係止条体２５とは互いに噛み合って係合する凸条２６ｂ又は条溝２６ａ（図４（Ａ）、（Ｂ）に示す）からなる複数本の係合条体２６を具える。この係合条体２６は、前記係止条体２５と互いに噛み合うことから、その高さｈｂ又は深さｈａは０．２〜２．０ｍｍの範囲であり、又タイヤ周方向に対する角度θは１５〜８０°の範囲であり、又周方向のピッチ間隔Ｐは０．４〜５．０ｍｍの範囲であり、しかも一方側のビード底面Ｓ１Ａに形成される係合条体２６Ａと、他方側のビード底面Ｓ１Ｂに形成される係合条体２６Ｂとは、それぞれ、タイヤ赤道側に向かって一方側（前輪の場合、反タイヤ回転方向側）に傾斜している。 In the motorcycle tire 12, as shown in FIG. 2, the locking strip 25 is engaged with and engaged with the bead bottom surfaces S1A and S1B of the bead portion 4 seated on the rim seat surfaces 22A and 22B. There are provided a plurality of engaging strips 26 formed of convex strips 26b or strips 26a (shown in FIGS. 4A and 4B). Since this engaging strip 26 meshes with the locking strip 25, its height hb or depth ha is in the range of 0.2 to 2.0 mm, and the angle θ with respect to the tire circumferential direction is 15. And the pitch interval P in the circumferential direction is in the range of 0.4 to 5.0 mm, and the engaging strip 26A formed on the bead bottom surface S1A on one side and the bead on the other side. Each of the engagement strips 26B formed on the bottom surface S1B is inclined toward one side (in the case of a front wheel, on the side opposite to the tire rotation direction) toward the tire equator side.

ここで、急制動時、図５に概念的に示すように、自動二輪車用タイヤ１２には、リム１３に対してタイヤ回転方向に位置ずれする向きの力Ｆが作用する。このとき、前記係止条体２５Ａ、２５Ｂが前記Ｖ字状傾斜をなすため、前記力Ｆにより前記係止条体２５Ａ、２５Ｂに沿う外向きの分力Ｆｘが生まれる。その結果、ビード部４をフランジ側に押し付けることができ、前輪タイヤのリム外れを抑制することができる。 Here, at the time of sudden braking, as conceptually shown in FIG. 5, a force F is applied to the motorcycle tire 12 so as to be displaced in the tire rotation direction with respect to the rim 13. At this time, since the locking strips 25A and 25B have the V-shaped inclination, an outward component force Fx along the locking strips 25A and 25B is generated by the force F. As a result, the bead portion 4 can be pressed against the flange side, and rim detachment of the front wheel tire can be suppressed.

前記係止条体２５及び係合条体２６において、その高さｈｂ又は深さｈａが０．２ｍｍ未満では、係合が不充分となってリム外れ抑制効果が期待できず、逆に２．０ｍｍを超えるとリム組性を阻害する。なおリム組性には、リム組み時、エアー充填によってタイヤとリムとを嵌合させる際のエアー充填性（所謂エアーイン性）を含み、前記高さｈｂ（又は深さｈａ）が２．０ｍｍを超えると、エアーイン時の空気漏れが大となって前記嵌合を困難とする、或いは嵌合までの時間が掛かるなどエアーイン性を低下させる。又前記周方向のピッチ間隔Ｐが０．４ｍｍ未満ではリム組性（エアーイン性を含む）を阻害し、逆に５．０ｍｍを超えるとリム外れ抑制効果が期待できない。又前記角度θが１５°未満では、リム外れ抑制効果はあるものの、周方向のリムずれを抑いて制動性や駆動性を阻害し、逆に８０°を超えるとリムずれ抑制効果はあるものの、リム外れ抑制効果が期待できなくなる。このような観点から、前記高さｈｂ又は深さｈａでは、その下限値は０．５ｍｍ以上が好ましく、又上限値は１．５ｍｍ以下が好ましい。前記ピッチ間隔Ｐでは、その下限値は１．０ｍｍ以上が好ましく、又上限値は３．０ｍｍ以下が好ましい。前記角度θでは、その下限値は３０°以上が好ましく、又上限値は６０°以下が好ましい。なお前記係止条体２５及び係合条体２６の巾Ｗは、その上限は前記ピッチ間隔Ｐ以下であり、又下限値は、リムずれ及びリム外れ抑制のために０．２ｍｍ以上、さらには０．４ｍｍ以上が好ましい。 If the height hb or the depth ha of the locking strip 25 and the engagement strip 26 is less than 0.2 mm, the engagement is insufficient and the effect of suppressing the rim disengagement cannot be expected. If it exceeds 0 mm, rim assembly is inhibited. The rim assembly includes air filling (so-called air-in property) when the tire and the rim are fitted by air filling when the rim is assembled, and the height hb (or depth ha) is 2.0 mm. Exceeding the air-in property causes a large air leak during air-in, making the fitting difficult, or reducing the air-in property such as taking time to fitting. If the pitch pitch P in the circumferential direction is less than 0.4 mm, the rim assembly (including air-in property) is hindered. Also, if the angle θ is less than 15 °, there is an effect of suppressing rim detachment, but the rim displacement in the circumferential direction is suppressed to inhibit braking performance and drivability, while if it exceeds 80 °, there is an effect of suppressing rim displacement, The effect of suppressing rim detachment cannot be expected. From such a viewpoint, at the height hb or the depth ha, the lower limit is preferably 0.5 mm or more, and the upper limit is preferably 1.5 mm or less. In the pitch interval P, the lower limit is preferably 1.0 mm or more, and the upper limit is preferably 3.0 mm or less. In the angle θ, the lower limit is preferably 30 ° or more, and the upper limit is preferably 60 ° or less. The upper limit of the width W of the locking strip 25 and the engaging strip 26 is equal to or less than the pitch interval P, and the lower limit is 0.2 mm or more in order to suppress rim displacement and rim detachment. 0.4 mm or more is preferable.

なお前記係止条体２５と係合条体２６とが互いに係合しうるのであれは、一方側の係止条体２５Ａと他方側の係止条体２５Ｂとで、前記高さｈｂ（又は深さｈａ）、ピッチ間隔Ｐ、角度θのうちの少なくとも一つを違えても良い。 In addition, as long as the locking strip 25 and the engaging strip 26 can be engaged with each other, the height hb (or the locking strip 25A on one side and the locking strip 25B on the other side are the same. At least one of the depth ha), the pitch interval P, and the angle θ may be different.

次に、駆動輪である後輪の場合、図６に示すように、前輪の場合とは逆に、一方側の係止条体２５Ａと他方側の係止条体２５Bとを、それぞれ、タイヤ赤道Ｃ側に向かってタイヤ回転方向側に傾斜させている。この場合、係止条体２５Ａ、２５Ｂは、その間隔が、タイヤ回転方向側に向かってハ字状に狭まる向きに傾斜するため、便宜上、この係止条体２５Ａ、２５Ｂの傾斜をハ字状傾斜と呼ぶ場合がある。 Next, in the case of a rear wheel that is a drive wheel, as shown in FIG. 6, on the contrary to the case of the front wheel, one side locking strip 25 A and the other side locking strip 25 B are respectively connected to tires. The tire is inclined toward the tire rotation direction side toward the equator C side. In this case, since the interval between the locking strips 25A and 25B is inclined in a direction of narrowing toward the tire rotation direction, the locking strips 25A and 25B are inclined in a C shape for convenience. Sometimes called slope.

ここで、駆動時、図７に概念的に示すように、自動二輪車用タイヤ１２には、リム１３に対してタイヤ反回転方向に位置ずれする向きの力Ｆが作用する。このとき、前記係止条体２５Ａ、２５Ｂが前記ハ字状傾斜をなすため、前記力Ｆにより前記係止条体２５Ａ、２５Ｂに沿う外向きの分力Ｆｘが生まれる。その結果、ビード部４をフランジ側に押し付けることができ、後輪タイヤのリム外れを抑制することができる。 Here, at the time of driving, as conceptually shown in FIG. 7, a force F is applied to the motorcycle tire 12 in such a direction that the rim 13 is displaced in the tire counter-rotating direction. At this time, since the locking strips 25A and 25B are inclined in a letter C shape, an outward component force Fx along the locking strips 25A and 25B is generated by the force F. As a result, the bead portion 4 can be pressed against the flange side, and rim detachment of the rear wheel tire can be suppressed.

以上、本発明の特に好ましい実施形態について詳述したが、本発明は図示の実施形態に限定されることなく、種々の態様に変形して実施しうる。 As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

タイヤサイズ１２０／７０Ｒ１７、リムサイズ１７×３．５０の前輪用のタイヤとリムとの組立体を表１の仕様で試作するとともに、各組立体における耐リム外れ性、リム組性についてテストし、その結果を表１に記載した。なおリムシート面およびビード底面に形成した係止条体および係合条体は、断面台形状をなしかつ、タイヤ回転方向にV字状傾斜している。 A tire and rim assembly for a front wheel having a tire size of 120 / 70R17 and a rim size of 17 × 3.50 was prototyped according to the specifications shown in Table 1 and tested for rim resistance and rim assembly. The results are shown in Table 1. The locking strips and the engaging strips formed on the rim seat surface and the bead bottom surface have a trapezoidal cross section and are inclined in a V shape in the tire rotation direction.

（１）耐リム外れ性；
タイヤとリムとの組立体を自動二輪車（１０００ｃｃ）の前輪に装着し、内圧０ｋＰａ、２０ｋＰａの減圧状態において、速度５０ｋｍ／ｈからの急制動を行った。これを１０回連続して行い、リム外れが１回でも発生すればＸ、発生がなければ○とした。 (1) Rim detachment resistance;
The tire and rim assembly was mounted on the front wheel of a motorcycle (1000 cc), and sudden braking was performed from a speed of 50 km / h in a reduced pressure state with an internal pressure of 0 kPa and 20 kPa. This was carried out 10 times continuously, and X was given if the rim disengagement occurred even once, and ◯ if none occurred.

（２）リム組性：
リム組とエアーインの容易さとを作業者の官能評価により○−−−良好、△−−−悪い、×−−−リム組み困難、の３段階で評価した。 (2) Rim assembly:
The rim assembly and the ease of air-in were evaluated according to the operator's sensory evaluation in three stages: ○ --- good, Δ --- poor, x --- difficult to rim assembly.

表の如く、実施例のタイヤとリムとの組立体は、リム組性を確保しながら、耐リム外れ性を大幅に向上しうるのが確認できる。 As shown in the table, it can be confirmed that the assembly of the tire and the rim of the example can significantly improve the rim detachment resistance while ensuring the rim assemblability.

本発明のタイヤとリムとの組立体の一実施例の断面図である。It is sectional drawing of one Example of the assembly of the tire and rim | limb of this invention. リム組前の前輪用のタイヤとリムとを示す斜視図である。It is a perspective view which shows the tire and rim for front wheels before a rim assembly. リムの外周面を平面に展開して示す展開図である。It is an expanded view which expands and shows the outer peripheral surface of a rim in a plane. （Ａ）、（Ｂ）は、係止条体および係合条体を例示する断面図である。(A), (B) is sectional drawing which illustrates a locking strip and an engagement strip. 前輪の場合の係止条体および係合条体の作用効果を説明する線図である。It is a diagram explaining the effect of a locking strip and an engagement strip in the case of a front wheel. リム組前の後輪用のタイヤとリムとを示す斜視図である。It is a perspective view which shows the tire and rim for rear wheels before a rim assembly. 後輪の場合の係止条体および係合条体の作用効果を説明する線図である。It is a diagram explaining the effect of a locking strip and an engagement strip in the case of a rear wheel. リム外れのメカニズムを説明するタイヤとリムとの組立体の断面図である。It is sectional drawing of the assembly of a tire and a rim explaining the mechanism of rim removal.

符号の説明Explanation of symbols

１２自動二輪車用タイヤ
１３リム
２１ウェル部
２２リムシート面
２５係止条体
２６係合条体
Ｓ１ビード底面 12 Motorcycle Tire 13 Rim 21 Well 22 Rim Seat Surface 25 Locking Strip 26 Engaging Strip S1 Bead Bottom

Claims

ウェル部のタイヤ軸方向一方側、他方側にリムシート面を設けたリムと、各前記リムシート面にビード底面が着座してリム組みされる自動二輪車用タイヤとからなる自動二輪車用タイヤとリムとの組立体であって、
前記リムは、各前記リムシート面に、タイヤ周方向に対して角度θで傾斜しかつタイヤ周方向に等ピッチ間隔Ｐで並置する条溝又は凸条からなる複数本の係止条体を具え、
かつ前記自動二輪車用タイヤは、各前記ビード底面に、前記係止条体とは互いに噛み合って係合する凸条又は条溝からなる複数本の係合条体を具えるとともに、
前記係止条体および係合条体は、前記角度θを１５〜８０°、前記ピッチ間隔Ｐを０．４〜５．０ｍｍ、かつ深さ又は高さｈを０．２〜２．０ｍｍの範囲とし、
しかもタイヤ軸方向一方側のリムシート面に配される係止条体と、タイヤ軸方向他方側のリムシート面に配される係止条体とは、タイヤ赤道側に向かってタイヤ周方向一方側に傾斜することを特徴とする自動二輪車用タイヤとリムとの組立体。 A tire for a motorcycle and a rim including a rim having a rim seat surface on one side and the other side in the tire axial direction of the well portion, and a motorcycle tire on which a rim seat is seated and seated on each rim seat surface. An assembly comprising:
The rim includes a plurality of locking strips made of strips or ridges that are inclined at an angle θ with respect to the tire circumferential direction and juxtaposed at equal pitch intervals P in the tire circumferential direction on each rim seat surface,
The motorcycle tire includes a plurality of engaging strips each including a protruding strip or a groove that engages with and engages with the locking strip on the bottom surface of each bead.
The locking strips and the engagement strips have an angle θ of 15 to 80 °, a pitch interval P of 0.4 to 5.0 mm, and a depth or height h of 0.2 to 2.0 mm. Range and
Moreover, the locking strip disposed on the rim seat surface on one side in the tire axial direction and the locking strip disposed on the rim seat surface on the other side in the tire axial direction are on the one side in the tire circumferential direction toward the tire equator side. An assembly of a tire and a rim for a motorcycle characterized by being inclined.

前記リムは、前輪用であって、タイヤ軸方向一方側のリムシート面に配される係止条体と、タイヤ軸方向他方側のリムシート面に配される係止条体とは、タイヤ赤道側に向かって反タイヤ回転方向側に傾斜することを特徴とする請求項１記載の自動二輪車用タイヤとリムとの組立体。 The rim is for a front wheel, and the locking strip disposed on the rim seat surface on one side in the tire axial direction and the locking strip disposed on the rim seat surface on the other side in the tire axial direction are the tire equator side. 2. The motorcycle tire and rim assembly according to claim 1, wherein the assembly is inclined in the direction opposite to the tire rotation direction toward the vehicle.

前記リムは、後輪用であって、タイヤ軸方向一方側のリムシート面に配される係止条体と、タイヤ軸方向他方側のリムシート面に配される係止条体とは、タイヤ赤道側に向かってタイヤ回転方向側に傾斜することを特徴とする請求項１記載の自動二輪車用タイヤとリムとの組立体。 The rim is for a rear wheel, and a locking strip disposed on the rim seat surface on one side in the tire axial direction and a locking strip disposed on the rim seat surface on the other side in the tire axial direction are a tire equator. The motorcycle tire and rim assembly according to claim 1, wherein the tire tire and the rim are inclined toward the tire rotation direction.