JP2020168981A - Tire for motorcycle - Google Patents

Tire for motorcycle Download PDF

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JP2020168981A
JP2020168981A JP2019072325A JP2019072325A JP2020168981A JP 2020168981 A JP2020168981 A JP 2020168981A JP 2019072325 A JP2019072325 A JP 2019072325A JP 2019072325 A JP2019072325 A JP 2019072325A JP 2020168981 A JP2020168981 A JP 2020168981A
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tire
rubber layer
reinforcing rubber
radial direction
motorcycle
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JP7287073B2 (en
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謙太郎 尾花
Kentaro Obana
謙太郎 尾花
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Priority to JP2019072325A priority Critical patent/JP7287073B2/en
Priority to PCT/JP2020/013361 priority patent/WO2020203562A1/en
Priority to CN202080017685.4A priority patent/CN113508043B/en
Publication of JP2020168981A publication Critical patent/JP2020168981A/en
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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
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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

Abstract

To provide a tire for a motorcycle that can improve hand-push performance of a vehicle while maintaining rolling resistance performance.SOLUTION: A tire 100 for a motorcycle has a pair of bead cores 3, 3, a carcass layer 2 which is folded back to an outer side in a tire width direction from an inner side in the tire width direction around respective ones of the pair of bead cores 3, 3 in a tire meridian cross-section and thereafter wound up to a sidewall part 6 on the outer side in the tire radial direction from the inner side in the tire radial direction, and a tread part 5 arranged on the outer side in the tire radial direction of the carcass layer 2, and includes a reinforced rubber layer 7 provided in an area straddling a tire equatorial surface CL on a tire inner cavity side of the tread part 5. The reinforced layer 7 has a rubber hardness larger than a rubber hardness of the tread part 5.SELECTED DRAWING: Figure 1

Description

本発明は、自動二輪車用タイヤに関する。 The present invention relates to tires for motorcycles.

十分な剛性を確保しつつ、転がり抵抗が低減された二輪自動車用タイヤとして特許文献１に開示されたものが知られている。特許文献１においては、フルバンクの旋回走行において、トレッドのショルダー領域が路面に接地するため、ショルダー領域の半径方向内側に補強ゴム層を設けている。この補強ゴム層は、旋回時のサイドウォールの剛性を高めている。また、タイヤ赤道面を挟んだ一方のタイヤサイド部から他方のタイヤサイド部まで延在するサイド補強ゴム層を設けたランフラットタイヤとして特許文献２に開示されたものが知られている。 A tire disclosed in Patent Document 1 is known as a tire for a two-wheeled vehicle in which rolling resistance is reduced while ensuring sufficient rigidity. In Patent Document 1, a reinforcing rubber layer is provided inside the shoulder region in the radial direction so that the shoulder region of the tread touches the road surface in a full bank turning run. This reinforcing rubber layer increases the rigidity of the sidewall when turning. Further, there is known a run-flat tire disclosed in Patent Document 2 as a run-flat tire provided with a side reinforcing rubber layer extending from one tire side portion sandwiching the tire equatorial plane to the other tire side portion.

特開２０１６−３７１２６号公報Japanese Unexamined Patent Publication No. 2016-37126 特許第６４１１０５９号公報Japanese Patent No. 6411059

ところで、自動二輪車は、タイヤに内圧を充填していない状態でも手押しによる移動が可能であるという四輪自動車とは異なる特徴がある。特に、悪路などを走行中にタイヤがパンクして走行できなくなった場合に、手押しによって車両を移動することがある。車両の手押しが可能であるとはいえ、内圧を充填していない状態では、車両を押し難いという課題がある。また、手押しによって車両を移動する場合においても、転がり抵抗性能が問題となる。 By the way, a motorcycle has a feature different from that of a four-wheeled vehicle in that it can be moved by hand even when the tires are not filled with internal pressure. In particular, when a tire punctures while traveling on a rough road and the vehicle cannot travel, the vehicle may be moved by hand. Although it is possible to push the vehicle by hand, there is a problem that it is difficult to push the vehicle when the internal pressure is not applied. Further, even when the vehicle is moved by hand, the rolling resistance performance becomes a problem.

本発明は、上記に鑑みてなされたものであって、その目的は転がり抵抗性能を維持しつつ、車両の手押し性能を改善できる自動二輪車用タイヤを提供することである。 The present invention has been made in view of the above, and an object of the present invention is to provide a tire for a motorcycle that can improve the hand-pushing performance of a vehicle while maintaining the rolling resistance performance.

上述した課題を解決し、目的を達成するために、本発明のある態様による自動二輪車用タイヤは、一対のビードコアと、タイヤ子午断面において、前記一対のビードコアそれぞれの廻りにタイヤ幅方向内側からタイヤ幅方向外側に折り返された後、タイヤ径方向内側からタイヤ径方向外側にサイドウォール部まで巻き上げられたカーカス層と、前記カーカス層のタイヤ径方向外側に設けられたトレッド部とを有する自動車二輪用タイヤであって、前記トレッド部のタイヤ内腔側のタイヤ赤道面を跨ぐ領域に設けられ、前記トレッド部のゴム硬度よりも大きいゴム硬度を有する補強ゴム層を含む。 In order to solve the above-mentioned problems and achieve the object, the tire for a motorcycle according to an embodiment of the present invention has a pair of bead cores and a tire from the inside in the tire width direction around each of the pair of bead cores in the tire meridional cross section. For automobile motorcycles having a carcass layer that is folded outward in the width direction and then wound up from the inside in the tire radial direction to the sidewall portion in the tire radial direction, and a tread portion provided on the tire radial outside of the carcass layer. The tire includes a reinforcing rubber layer provided in a region of the tread portion on the tire cavity side straddling the tire equatorial plane and having a rubber hardness higher than the rubber hardness of the tread portion.

前記補強ゴム層は、タイヤ周方向に連続して設けられていることが好ましい。 It is preferable that the reinforcing rubber layer is continuously provided in the tire circumferential direction.

前記補強ゴム層の厚さが最大値となる最大厚さ位置は、前記トレッド部のトレッド展開幅のうち、タイヤ赤道面を含む、１／３の領域内に存在することが好ましい。 The maximum thickness position where the thickness of the reinforcing rubber layer reaches the maximum value is preferably located in a region of 1/3 of the tread development width of the tread portion, including the tire equatorial plane.

前記補強ゴム層は、前記タイヤ赤道面上においてタイヤ径方向の厚さが最大であることが好ましい。 The reinforcing rubber layer preferably has the maximum thickness in the tire radial direction on the equatorial plane of the tire.

前記トレッド部のトレッド展開幅の端部とトレッド展開幅の中心位置とのタイヤ径方向の距離をＤとした場合に、前記補強ゴム層のタイヤ径方向内側の端部の位置は、前記トレッド展開幅の端部を基準とするタイヤ径方向内側またはタイヤ径方向外側の±１／４×Ｄの範囲内に存在することが好ましい。 When the distance in the tire radial direction between the end of the tread expansion width of the tread portion and the center position of the tread expansion width is D, the position of the inner end portion of the reinforcing rubber layer in the tire radial direction is the tread expansion. It is preferably present within ± 1/4 × D of the tire radial inner side or the tire radial outer side with respect to the end of the width.

前記補強ゴム層の最大厚さは、前記タイヤ赤道面上において前記カーカス層よりタイヤ径方向外側のゴム層の厚さの５０％以下の厚さであることが好ましい。 The maximum thickness of the reinforcing rubber layer is preferably 50% or less of the thickness of the rubber layer on the equatorial plane of the tire on the outer side in the tire radial direction from the carcass layer.

前記補強ゴム層の厚さは、１．０［ｍｍ］以上であることが好ましい。 The thickness of the reinforcing rubber layer is preferably 1.0 [mm] or more.

前記補強ゴム層のゴム硬度は、６０以上８０以下であることが好ましい。 The rubber hardness of the reinforcing rubber layer is preferably 60 or more and 80 or less.

前記カーカス層の内腔側に設けられたインナーライナをさらに含み、前記補強ゴム層は前記インナーライナに接触して設けられ、かつ、前記補強ゴム層は前記インナーライナのタイヤ内腔側に設けられることが好ましい。 The inner liner provided on the inner liner side of the carcass layer is further included, the reinforcing rubber layer is provided in contact with the inner liner, and the reinforcing rubber layer is provided on the tire inner line side of the inner liner. Is preferable.

前記カーカス層の内腔側に設けられたインナーライナをさらに含み、前記補強ゴム層は前記インナーライナに接触して設けられ、かつ、前記補強ゴム層は前記インナーライナの外側に設けられていてもよい。 Even if the inner liner provided on the lumen side of the carcass layer is further included, the reinforcing rubber layer is provided in contact with the inner liner, and the reinforcing rubber layer is provided outside the inner liner. Good.

本発明にかかる自動二輪車用タイヤは、転がり抵抗性能を維持しつつ、車両の手押し性能を改善できる。 The motorcycle tire according to the present invention can improve the hand pushing performance of the vehicle while maintaining the rolling resistance performance.

図１は、本発明の実施形態による自動二輪車用タイヤを示す図である。FIG. 1 is a diagram showing a tire for a motorcycle according to an embodiment of the present invention. 図２は、補強ゴム層の位置などを説明する図である。FIG. 2 is a diagram for explaining the position of the reinforcing rubber layer and the like. 図３は、本発明の他の実施形態による自動二輪車用タイヤを示す図である。FIG. 3 is a diagram showing a tire for a motorcycle according to another embodiment of the present invention.

以下に、本発明の実施形態を図面に基づいて詳細に説明する。なお、この実施形態によりこの発明が限定されるものではない。また、この実施形態の構成要素には、当業者が置換可能かつ容易なもの、あるいは実質的に同一のものが含まれる。また、この実施形態に記載された複数の変形例は、当業者自明の範囲内にて任意に組み合わせが可能である。また、一部の構成要素を用いない場合もある。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment. In addition, the components of this embodiment include those that can be easily replaced by those skilled in the art, or those that are substantially the same. Further, the plurality of modifications described in this embodiment can be arbitrarily combined within a range self-evident by those skilled in the art. In addition, some components may not be used.

図１は、本実施形態に係る自動二輪車用タイヤ１００（以下、適宜、タイヤ１００と呼ぶ）の子午断面図である。以下の説明において、タイヤ径方向とは、タイヤ１００の回転軸（図示せず）と直交する方向をいい、タイヤ径方向内側とはタイヤ径方向において回転軸に向かう側、タイヤ径方向外側とはタイヤ径方向において回転軸から離れる側をいう。また、タイヤ周方向とは、上記回転軸を中心軸とする周り方向をいう。また、タイヤ幅方向とは、上記回転軸と平行な方向をいい、タイヤ幅方向内側とはタイヤ幅方向においてタイヤ赤道面（タイヤ赤道線）ＣＬに向かう側、タイヤ幅方向外側とはタイヤ幅方向においてタイヤ赤道面ＣＬから離れる側をいう。タイヤ赤道面ＣＬとは、タイヤ１００の上記回転軸に直交するとともに、タイヤ１００のタイヤ幅の中心を通る平面である。タイヤ幅は、タイヤ幅方向の外側に位置する部分同士のタイヤ幅方向における幅、つまり、タイヤ幅方向においてタイヤ赤道面ＣＬから最も離れている部分間の距離である。タイヤ赤道線とは、タイヤ赤道面ＣＬ上にあってタイヤ１００のタイヤ周方向に沿う線をいう。本実施形態では、タイヤ赤道線にタイヤ赤道面と同じ符号「ＣＬ」を付す。 FIG. 1 is a meridional cross-sectional view of a motorcycle tire 100 (hereinafter, appropriately referred to as a tire 100) according to the present embodiment. In the following description, the tire radial direction means a direction orthogonal to the rotation axis (not shown) of the tire 100, the tire radial inner side is the tire radial direction side toward the rotation axis, and the tire radial direction outer side. The side away from the axis of rotation in the tire radial direction. The tire circumferential direction refers to a circumferential direction centered on the rotation axis. The tire width direction means a direction parallel to the rotation axis, the inside in the tire width direction is the side toward the tire equatorial plane (tire equatorial line) CL in the tire width direction, and the outside in the tire width direction is the tire width direction. Refers to the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is orthogonal to the rotation axis of the tire 100 and passes through the center of the tire width of the tire 100. The tire width is the width in the tire width direction between the portions located outside in the tire width direction, that is, the distance between the portions farthest from the tire equatorial plane CL in the tire width direction. The tire equatorial line is a line on the tire equatorial plane CL and along the tire circumferential direction of the tire 100. In the present embodiment, the tire equatorial line is designated by the same code "CL" as the tire equatorial plane.

図１において、本実施形態に係るタイヤ１００は、ビード部１と、カーカス層２と、インナーライナ４と、トレッド部５と、サイドウォール部６とを備える。ビード部１は、ビードコア３を含む。カーカス層２は、１枚以上のカーカスを含む。本例のカーカス層２は、２枚のカーカス２１、２２を含む。カーカス２１、２２は、複数並設されたカーカスコード（図示せず）が、コートゴムで被覆されたものである。カーカスコードは、スチールまたは有機繊維（ポリエステルやレーヨンやナイロンなど）からなる。インナーライナ４は、カーカス層２の内腔側に設けられる。サイドウォール部６は、ビード部１とトレッド部５との間の領域である。 In FIG. 1, the tire 100 according to the present embodiment includes a bead portion 1, a carcass layer 2, an inner liner 4, a tread portion 5, and a sidewall portion 6. The bead portion 1 includes a bead core 3. The carcass layer 2 contains one or more carcass. The carcass layer 2 of this example includes two carcass 21 and 22. In the carcass 21 and 22, a plurality of carcass cords (not shown) arranged side by side are coated with coated rubber. The carcass cord is made of steel or organic fibers (such as polyester, rayon or nylon). The inner liner 4 is provided on the lumen side of the carcass layer 2. The sidewall portion 6 is an area between the bead portion 1 and the tread portion 5.

図１においては、左右一対のビード部１、１に２枚のカーカス２１、２２が装架されている。タイヤ１００は、ビード部１、１におけるビードコア３，３の廻りにカーカス２１、２２のそれぞれの端部がタイヤ内側から外側に折り返して巻き上げたターンアップ構造を有する。カーカス２１および２２は、それぞれのカーカスコードがタイヤ周方向に対して９０度未満の角度で傾斜しているバイアス構造をなしている。このためサイドウォール部６，６では巻き上げられる前のカーカス２１、２２と巻き上げられた後のカーカス２１、２２との４枚が重なってそれぞれのカーカス２１、２２のカーカスコードが互いに交差するクロスプライ構造をなしている。また、トレッド部５では、２枚のカーカス２１、２２が重なってそれぞれのカーカスコードが互いに交差する。 In FIG. 1, two carcass 21 and 22 are mounted on a pair of left and right bead portions 1, 1. The tire 100 has a turn-up structure in which the ends of the carcass 21 and 22 are folded back from the inside to the outside of the tire around the bead cores 3 and 3 in the bead portions 1 and 1. The carcass 21 and 22 have a bias structure in which the carcass cords are inclined at an angle of less than 90 degrees with respect to the tire circumferential direction. For this reason, the sidewall portions 6 and 6 have a cross-ply structure in which the carcass 21 and 22 before being wound and the carcass 21 and 22 after being wound are overlapped and the carcass cords of the carcass 21 and 22 intersect with each other. Is doing. Further, in the tread portion 5, the two carcass 21 and 22 overlap and the carcass cords intersect each other.

図１において、タイヤ１００は、図示しないリムにリム組みされる。タイヤ１００は、チェーファー８を有する。チェーファー８は、図示しないリムとの摩擦からカーカス層２を保護する補強層である。 In FIG. 1, the tire 100 is rim-assembled on a rim (not shown). Tire 100 has a chafer 8. The chafer 8 is a reinforcing layer that protects the carcass layer 2 from friction with a rim (not shown).

トレッド部５は、ゴム材（トレッドゴム）からなり、タイヤ１００のタイヤ径方向の最も外側で露出し、その表面がタイヤ１００の輪郭となる。トレッド部５の外周表面、つまり、走行時に路面と接触する踏面には、図示しない溝を備えている。 The tread portion 5 is made of a rubber material (tread rubber) and is exposed on the outermost side of the tire 100 in the tire radial direction, and the surface thereof is the contour of the tire 100. A groove (not shown) is provided on the outer peripheral surface of the tread portion 5, that is, the tread surface that comes into contact with the road surface during traveling.

ここで、タイヤ１００は、自動二輪車用タイヤであるため、タイヤ断面高さＳＨに対する、トレッド展開幅ＴＷの端部５１とトレッド展開幅ＴＷの中心位置とのタイヤ径方向の距離Ｄの比Ｄ／ＳＨは、例えば、１０％以上５０％以下である。なお、トレッド展開幅ＴＷは、トレッド部５の端部５１、５１間の外面の展開長さである。 Here, since the tire 100 is a tire for a motorcycle, the ratio D / of the distance D in the tire radial direction between the end portion 51 of the tread deployment width TW and the center position of the tread deployment width TW with respect to the tire cross-sectional height SH. SH is, for example, 10% or more and 50% or less. The tread expansion width TW is the expansion length of the outer surface between the ends 51 and 51 of the tread portion 5.

（補強ゴム層）
図１において、タイヤ１００は、補強ゴム層７を備えている。補強ゴム層７は、トレッド展開幅ＴＷの両端部５１、５１の範囲内において、インナーライナ４に接触して設けられる。本実施形態において、補強ゴム層７は、インナーライナ４の内腔側に設けられている。補強ゴム層７は、トレッド部５のタイヤ内腔側のタイヤ赤道面ＣＬを跨ぐ領域に設けられている。トレッド部５のタイヤ内腔側に補強ゴム層７を備えることにより、内圧無充填時のトレッド部５の中央が路面から浮き上がる所謂バックリングを抑止でき、良好な押し心地性能を実現できる。 (Reinforcing rubber layer)
In FIG. 1, the tire 100 includes a reinforcing rubber layer 7. The reinforcing rubber layer 7 is provided in contact with the inner liner 4 within the range of both end portions 51, 51 of the tread development width TW. In the present embodiment, the reinforcing rubber layer 7 is provided on the lumen side of the inner liner 4. The reinforcing rubber layer 7 is provided in a region of the tread portion 5 on the tire cavity side across the tire equatorial plane CL. By providing the reinforcing rubber layer 7 on the tire cavity side of the tread portion 5, it is possible to suppress the so-called buckling in which the center of the tread portion 5 rises from the road surface when the internal pressure is not filled, and good pushing comfort performance can be realized.

また、補強ゴム層７は、タイヤ周方向に連続して設けられていることが好ましい。補強ゴム層７が途切れることなくタイヤ周方向に連続して設けられていることにより、トレッド部５の接地面の剛性を保ち、トレッド部５のバックリングを抑止し、押し心地性能が向上する。 Further, it is preferable that the reinforcing rubber layer 7 is continuously provided in the tire circumferential direction. Since the reinforcing rubber layer 7 is continuously provided in the tire circumferential direction without interruption, the rigidity of the ground contact surface of the tread portion 5 is maintained, the buckling of the tread portion 5 is suppressed, and the pushing comfort performance is improved.

図２は、補強ゴム層７の位置などを説明する図である。図２において、補強ゴム層７の端部７１の位置は、補強ゴム層７のタイヤ径方向の最も内側の位置である。トレッド展開幅ＴＷの端部５１とトレッド展開幅ＴＷの中心位置であるタイヤ赤道面ＣＬとのタイヤ径方向の距離Ｄとすると、補強ゴム層７の端部７１の位置は、トレッド展開幅ＴＷの端部５１を基準とするタイヤ径方向内側の１／４×Ｄである範囲Ｃin内、または、タイヤ径方向外側の１／４×Ｄである範囲Ｃout内の位置であることが好ましい。つまり、トレッド部５のトレッド展開幅ＴＷの端部とトレッド展開幅ＴＷの中心位置とのタイヤ径方向の距離をＤとした場合に、補強ゴム層７のタイヤ径方向内側の端部７１の位置は、トレッド展開幅ＴＷの端部５１を基準とするタイヤ径方向内側またはタイヤ径方向外側の±１／４×Ｄの範囲内に存在することが好ましい。端部７１が範囲Ｃin内または範囲Ｃout内に存在していることにより、パンク時においてトレッド部５のバックリングを抑止し、良好な押し心地が得られる。端部７１が範囲Ｃ外に存在していると、トレッド部５のバックリングを有効に抑止できず、良好な押し心地が得られないため好ましくない。 FIG. 2 is a diagram for explaining the position of the reinforcing rubber layer 7. In FIG. 2, the position of the end portion 71 of the reinforcing rubber layer 7 is the innermost position of the reinforcing rubber layer 7 in the tire radial direction. Assuming that the distance D in the tire radial direction between the end portion 51 of the tread expansion width TW and the tire equatorial plane CL which is the center position of the tread expansion width TW, the position of the end portion 71 of the reinforcing rubber layer 7 is the position of the tread expansion width TW. The position is preferably within the range Cin which is 1/4 × D inside the tire radial direction with respect to the end portion 51, or within the range Cout which is 1/4 × D outside the tire radial direction. That is, when the distance in the tire radial direction between the end of the tread development width TW of the tread portion 5 and the center position of the tread development width TW is D, the position of the end portion 71 inside the tire radial direction of the reinforcing rubber layer 7 Is preferably within a range of ± 1/4 × D on the inner side in the tire radial direction or the outer side in the tire radial direction with respect to the end portion 51 of the tread development width TW. Since the end portion 71 is present in the range Cin or the range Cout, the buckling of the tread portion 5 is suppressed at the time of a puncture, and a good pressing comfort can be obtained. If the end portion 71 is outside the range C, the buckling of the tread portion 5 cannot be effectively suppressed, and a good pressing comfort cannot be obtained, which is not preferable.

なお、端部７１の位置は、トレッド展開幅ＴＷの端部５１を基準とするタイヤ径方向外側の範囲Ｃout内に存在することがより好ましい。トレッド展開幅ＴＷの端部５１を基準とするタイヤ径方向外側の範囲Ｃoutに端部７１が存在することは、端部５１同士の間、すなわち展開幅ＴＷ内の内腔側に端部７１が存在することを意味する。端部７１の位置がタイヤ径方向外側の範囲Ｃout内に存在することにより、タイヤ径方向内側の範囲Ｃin内に存在する場合よりも、タイヤ１００を軽量にすることができる。 It is more preferable that the position of the end portion 71 exists within the range Cout outside the tire radial direction with respect to the end portion 51 of the tread development width TW. The existence of the end 71 in the range Cout outside the tire radial direction with respect to the end 51 of the tread deployment width TW means that the end 71 is located between the ends 51, that is, on the lumen side in the deployment width TW. It means that it exists. Since the position of the end portion 71 exists in the range Cout on the outer side in the tire radial direction, the tire 100 can be made lighter than the case where it exists in the range Cin on the inner side in the tire radial direction.

また、本実施形態において、補強ゴム層７の厚さＡが最大値となる位置（すなわち最大厚さ位置）は、トレッド展開幅ＴＷのうち、タイヤ赤道面ＣＬを含む、１／３の領域ＴＷｃ内に存在する。領域ＴＷｃは、トレッド展開幅ＴＷを３等分した場合の中央の１／３の領域である。この領域ＴＷｃ内に補強ゴム層７の最大厚さ位置が存在すれば、内圧が０であるパンク時においてトレッド部５のバックリングを抑止でき、良好な押し心地が得られる。補強ゴム層７は、タイヤ赤道面ＣＬ上において最大厚さ位置であることがさらに好ましい。このような位置に補強ゴム層７の最大厚さ位置があれば、トレッド部５のバックリングを有効に抑止でき、良好な押し心地が得られる。 Further, in the present embodiment, the position where the thickness A of the reinforcing rubber layer 7 becomes the maximum value (that is, the maximum thickness position) is the region TWc of 1/3 of the tread development width TW including the tire equatorial plane CL. Exists in. The region TWc is a central 1/3 region when the tread expansion width TW is divided into three equal parts. If the maximum thickness position of the reinforcing rubber layer 7 exists in this region TWc, the buckling of the tread portion 5 can be suppressed at the time of a puncture when the internal pressure is 0, and a good pressing comfort can be obtained. It is more preferable that the reinforcing rubber layer 7 has a maximum thickness position on the tire equatorial plane CL. If the maximum thickness position of the reinforcing rubber layer 7 is located at such a position, the buckling of the tread portion 5 can be effectively suppressed, and a good pressing comfort can be obtained.

補強ゴム層７の厚さＡの最大値（すなわち最大厚さ）は、タイヤ赤道面ＣＬ上においてカーカス層２よりタイヤ径方向外側のゴム層の厚さＢの５０％以下であることが好ましい。このような厚さの補強ゴム層７を採用することにより、トレッド部５のバックリングを有効に抑止でき、良好な押し心地が得られる。補強ゴム層７の厚さを厚さＢの５０％を超える厚さとしても、トレッド部５のバックル抑止効果が大きく改善することはなく、また必要以上に重量が増加すると押し心地性能の妨げになるため好ましくない。なお、タイヤ赤道面ＣＬ上において、トレッド部５に溝が設けられている場合もある。その場合には、その溝が無いものとして、厚さＢが測定される。つまり、トレッド部５のプロファイルを基準として厚さＢが測定される。 The maximum value (that is, the maximum thickness) of the thickness A of the reinforcing rubber layer 7 is preferably 50% or less of the thickness B of the rubber layer outside the carcass layer 2 in the tire radial direction on the tire equatorial plane CL. By adopting the reinforcing rubber layer 7 having such a thickness, the buckling of the tread portion 5 can be effectively suppressed, and a good pressing comfort can be obtained. Even if the thickness of the reinforcing rubber layer 7 exceeds 50% of the thickness B, the buckle suppressing effect of the tread portion 5 is not significantly improved, and if the weight increases more than necessary, the pushing comfort performance is hindered. Therefore, it is not preferable. A groove may be provided in the tread portion 5 on the tire equatorial plane CL. In that case, the thickness B is measured assuming that there is no groove. That is, the thickness B is measured with reference to the profile of the tread portion 5.

補強ゴム層７の厚さＡは、１．０［ｍｍ］以上であることが好ましい。補強ゴム層７の厚さＡが１．０［ｍｍ］未満であると、パンク時においてトレッド部５のバックリングを抑止できず、良好な押し心地が得られない。 The thickness A of the reinforcing rubber layer 7 is preferably 1.0 [mm] or more. If the thickness A of the reinforcing rubber layer 7 is less than 1.0 [mm], the buckling of the tread portion 5 cannot be suppressed at the time of a puncture, and a good pressing comfort cannot be obtained.

補強ゴム層７のゴム硬度は、トレッド部５のゴム硬度よりも大きいことが好ましい。これにより、パンク時においてトレッド部５のバックリングを抑止でき、良好な押し心地が得られる。補強ゴム層７のゴム硬度は、６０以上８０以下であることが好ましい。補強ゴム層７のゴム硬度がこの範囲であることにより、パンク時においてトレッド部５のバックリングを抑止でき、良好な押し心地が得られる。なお、上記における硬度はＪＩＳ−Ａ硬さであり、ＪＩＳ Ｋ−６２５３に準拠して、Ａタイプのデュロメータを用いて温度２０℃の条件にて測定されるデュロメータ硬さである。 The rubber hardness of the reinforcing rubber layer 7 is preferably larger than the rubber hardness of the tread portion 5. As a result, the buckling of the tread portion 5 can be suppressed at the time of a flat tire, and a good pressing comfort can be obtained. The rubber hardness of the reinforcing rubber layer 7 is preferably 60 or more and 80 or less. When the rubber hardness of the reinforcing rubber layer 7 is within this range, the buckling of the tread portion 5 can be suppressed at the time of a puncture, and a good pressing comfort can be obtained. The hardness in the above is JIS-A hardness, which is a durometer hardness measured under the condition of a temperature of 20 ° C. using an A type durometer in accordance with JIS K-6253.

（他の実施形態）
図３は、他の実施形態に係るタイヤ１００の子午断面図である。図３において、補強ゴム層７ａは、インナーライナ４に接触して設けられている。補強ゴム層７ａは、インナーライナ４の外側に設けられている。補強ゴム層７ａは、カーカス２１とインナーライナ４との間に設けられている。本実施形態においても、補強ゴム層７ａの最大厚さ位置は、トレッド展開幅ＴＷのうち、タイヤ赤道面ＣＬを含む、１／３の領域ＴＷｃ内に存在する。このように補強ゴム層７ａを配置すれば、良好な押し心地性能を実現できる。 (Other embodiments)
FIG. 3 is a meridional cross-sectional view of the tire 100 according to another embodiment. In FIG. 3, the reinforcing rubber layer 7a is provided in contact with the inner liner 4. The reinforcing rubber layer 7a is provided on the outside of the inner liner 4. The reinforcing rubber layer 7a is provided between the carcass 21 and the inner liner 4. Also in this embodiment, the maximum thickness position of the reinforcing rubber layer 7a exists in the region TWc of 1/3 of the tread development width TW including the tire equatorial plane CL. By arranging the reinforcing rubber layer 7a in this way, good pushing comfort performance can be realized.

（まとめ）
自動二輪車は、タイヤに内圧を充填していない状態でも手押しによる移動が可能という四輪自動車とは異なる特徴がある。しかし、車両の手押しによる移動が可能であるとはいえ、内圧を充填していない状態では、車両を押し難いという課題があった。また、補強ゴム層７を配置することで車両の押し易さ向上に繋がるが、補強ゴム層７、７ａの配置や厚さによっては、押し心地性能が悪化する懸念もある。そこで、上記のように適切な位置に補強ゴム層７、７ａを設けることにより、タイヤの空気圧が充填されない状態でのタイヤの潰れ量を低減し、車両の手押し性能を改善した自動二輪車用タイヤを実現できる。 (Summary)
Motorcycles are different from four-wheeled vehicles in that they can be moved by hand even when the tires are not filled with internal pressure. However, although it is possible to move the vehicle by hand, there is a problem that it is difficult to push the vehicle when the internal pressure is not applied. Further, although the arrangement of the reinforcing rubber layer 7 leads to the improvement of the pushability of the vehicle, there is a concern that the pushing comfort performance may be deteriorated depending on the arrangement and thickness of the reinforcing rubber layers 7 and 7a. Therefore, by providing the reinforcing rubber layers 7 and 7a at appropriate positions as described above, the amount of crushed tires when the tire pressure is not filled is reduced, and the tires for motorcycles with improved hand-pushing performance of the vehicle are provided. realizable.

本実施例では、条件が異なる複数種類の自動二輪車用タイヤについて、押し心地性能および転がり抵抗性能について評価した。タイヤサイズ９０／９０−１２の自動二輪車タイヤを、正規リムにリム組みし、試験車両に装着した。 In this example, the pushing comfort performance and rolling resistance performance of a plurality of types of motorcycle tires having different conditions were evaluated. Motorcycle tires with tire sizes 90 / 90-12 were rim-assembled on regular rims and mounted on test vehicles.

転がり抵抗性能の評価については、ドラム式タイヤ転がり抵抗試験機を用い、下記の測定条件で転がり抵抗を測定した。すなわち、タイヤの内圧を２５０［ｋＰａ］、荷重を１．６６［ｋＮ］、速度８０［ｋｍ／ｈ］の条件にて試験タイヤの転がり抵抗係数が算出された。この評価は、従来例１を基準（１００）とした指数評価により行われ、その数値が大きいほど好ましい。 For the evaluation of rolling resistance performance, the rolling resistance was measured under the following measurement conditions using a drum type tire rolling resistance tester. That is, the rolling resistance coefficient of the test tire was calculated under the conditions that the internal pressure of the tire was 250 [kPa], the load was 1.66 [kN], and the speed was 80 [km / h]. This evaluation is performed by an index evaluation based on Conventional Example 1 (100), and the larger the value, the more preferable.

車両の押し心地性能の評価については、タイヤを車両に装着し、内圧が無充填状態で、車両を手押ししたときのモニターによる押し心地の官能評価を行った。押し心地性能を１０段階で評価し、数値で表す。数値が大きいほど押し易く、押し心地がよい。なお、タイヤに正規内圧を充填した状態の押し心地性能を１０とする。 Regarding the evaluation of the pushing comfort performance of the vehicle, the sensory evaluation of the pushing comfort was performed by a monitor when the vehicle was manually pushed with the tires attached to the vehicle and the internal pressure was not filled. Pushing comfort performance is evaluated on a scale of 10 and expressed numerically. The larger the value, the easier it is to push and the more comfortable it is to push. The pushing comfort performance when the tire is filled with the regular internal pressure is 10.

表１および表２に示す実施例１から実施例１１の自動二輪車用タイヤは、トレッド部５のタイヤ内腔側のタイヤ赤道面を跨ぐ領域に、トレッド部５のゴム硬度よりも大きいゴム硬度を有する補強ゴム層を含む自動二輪車用タイヤである。カーカス層２に含まれるカーカスの枚数は１枚以上である。 The motorcycle tires of Examples 1 to 11 shown in Tables 1 and 2 have a rubber hardness higher than that of the tread portion 5 in a region straddling the tire equatorial plane on the tire cavity side of the tread portion 5. It is a tire for a motorcycle including a reinforcing rubber layer. The number of carcass contained in the carcass layer 2 is one or more.

表１および表２に示す実施例１から実施例９の自動二輪車用タイヤは、補強ゴム層がタイヤ周方向に連続して設けられているものとそうでないもの、タイヤ赤道面ＣＬを含む、１／３の領域内に補強ゴム層７の最大厚さの位置が存在するものとそうでないもの、補強ゴム層７のタイヤ径方向の厚さがタイヤ赤道面上において最大であるものとそうでないもの、補強ゴム層７の端部７１が範囲Ｃinまたは範囲Ｃout内に存在するものとそうでないもの、補強ゴム層７の最大厚さが、タイヤ赤道面上においてカーカス層２よりタイヤ径方向外側のゴム層の厚さの５０％以下の厚さであるものとそうでないもの、補強ゴム層７の厚さが１．０［ｍｍ］以上であるものとそうでないもの、である。 The tires for motorcycles of Examples 1 to 9 shown in Tables 1 and 2 include tires having a reinforcing rubber layer continuously provided in the tire circumferential direction and tires having no reinforcing rubber layer, and tire equatorial tire CL. Those with and without the position of the maximum thickness of the reinforcing rubber layer 7 in the region of / 3, and those having the maximum thickness of the reinforcing rubber layer 7 in the tire radial direction with and without the maximum thickness on the tire equatorial plane. , The end 71 of the reinforcing rubber layer 7 exists in the range Cin or the range Cout and does not exist, and the maximum thickness of the reinforcing rubber layer 7 is the rubber outside the carcass layer 2 in the tire radial direction on the tire equatorial plane. Those having a thickness of 50% or less of the thickness of the layer and those having no thickness, and those having a thickness of the reinforcing rubber layer 7 of 1.0 [mm] or more and those having no thickness.

表１において、従来例のタイヤは、補強ゴム層を有しておらず、カーカスの枚数が２枚の自動二輪車用タイヤである。表１において、比較例のタイヤは、トレッド部５のタイヤ内腔側のタイヤ赤道面を跨がない領域に、補強ゴム層を有するタイヤである。 In Table 1, the tire of the conventional example is a tire for a motorcycle that does not have a reinforcing rubber layer and has two carcass. In Table 1, the tire of the comparative example is a tire having a reinforcing rubber layer in a region of the tread portion 5 on the tire cavity side that does not straddle the tire equatorial plane.

表１および表２の実施例１から実施例９を参照すると、補強ゴム層７を有し、補強ゴム層がタイヤ周方向に連続して設けられている場合、タイヤ赤道面ＣＬを含む、１／３の領域内に補強ゴム層７の最大厚さの位置が存在する場合、補強ゴム層７のタイヤ径方向の厚さがタイヤ赤道面上において最大である場合、補強ゴム層７の端部７１が範囲Ｃinまたは範囲Ｃout内に存在する場合、補強ゴム層７の最大厚さが、タイヤ赤道面上においてカーカス層２よりタイヤ径方向外側のゴム層の厚さの５０％以下の厚さである場合、補強ゴム層７の厚さが１．０［ｍｍ］以上である場合に、良好な結果が得られることがわかる。補強ゴム層７を設けることによって、自動二輪車用タイヤの重量が増加するものの、内圧が無充填状態においてもトレッド部５のバックリングを抑止できるため、転がり抵抗性能を低下させずに、車両の押し心地性能を向上させることができる。 Referring to Examples 1 to 9 in Tables 1 and 2, when the reinforcing rubber layer 7 is provided and the reinforcing rubber layers are continuously provided in the tire circumferential direction, the tire equatorial plane CL is included. When the position of the maximum thickness of the reinforcing rubber layer 7 exists in the region of / 3, and the thickness of the reinforcing rubber layer 7 in the tire radial direction is the maximum on the tire equatorial plane, the end portion of the reinforcing rubber layer 7 When 71 is present in the range Cin or the range Cout, the maximum thickness of the reinforcing rubber layer 7 is 50% or less of the thickness of the rubber layer outside the carcass layer 2 in the tire radial direction on the tire equatorial plane. In some cases, it can be seen that good results can be obtained when the thickness of the reinforcing rubber layer 7 is 1.0 [mm] or more. Although the weight of the motorcycle tire is increased by providing the reinforcing rubber layer 7, the buckling of the tread portion 5 can be suppressed even when the internal pressure is not filled, so that the rolling resistance performance is not deteriorated and the vehicle is pushed. Comfort performance can be improved.

Figure 2020168981
Figure 2020168981

Figure 2020168981
Figure 2020168981

１ ビード部
２ カーカス層
３ ビードコア
４ インナーライナ
５ トレッド部
６ サイドウォール部
７、７ａ 補強ゴム層
８ チェーファー
２１、２２ カーカス
１００ 自動二輪車用タイヤ
ＣＬ タイヤ赤道面
ＴＷ トレッド展開幅 1 Bead part 2 Carcass layer 3 Bead core 4 Inner liner 5 Tread part 6 Side wall part 7, 7a Reinforcing rubber layer 8 Chafer 21, 22 Carcass 100 Motorcycle tire CL Tire Equatorial surface TW Tread development width

Claims (10)

一対のビードコアと、タイヤ子午断面において、前記一対のビードコアそれぞれの廻りにタイヤ幅方向内側からタイヤ幅方向外側に折り返された後、タイヤ径方向内側からタイヤ径方向外側にサイドウォール部まで巻き上げられたカーカス層と、前記カーカス層のタイヤ径方向外側に設けられたトレッド部とを有する自動二輪車用タイヤであって、
前記トレッド部のタイヤ内腔側のタイヤ赤道面を跨ぐ領域に設けられ、前記トレッド部のゴム硬度よりも大きいゴム硬度を有する補強ゴム層を含む自動二輪車用タイヤ。 In the pair of bead cores and the tire meridional cross section, the pair of bead cores were folded back from the inside in the tire width direction to the outside in the tire width direction around each of the pair of bead cores, and then wound up from the inside in the tire radial direction to the outside in the tire radial direction to the sidewall portion. A tire for a motorcycle having a carcass layer and a tread portion provided on the outer side of the carcass layer in the tire radial direction.
A tire for a motorcycle, which is provided in a region straddling the tire equatorial plane on the tire cavity side of the tread portion and includes a reinforcing rubber layer having a rubber hardness higher than the rubber hardness of the tread portion. 前記補強ゴム層は、タイヤ周方向に連続して設けられている請求項１に記載の自動二輪車用タイヤ。 The motorcycle tire according to claim 1, wherein the reinforcing rubber layer is continuously provided in the tire circumferential direction. 前記補強ゴム層の厚さが最大値となる最大厚さ位置は、前記トレッド部のトレッド展開幅のうち、タイヤ赤道面を含む、１／３の領域内に存在する請求項１または請求項２に記載の自動二輪車用タイヤ。 Claim 1 or claim 2 exists in a region of 1/3 of the tread development width of the tread portion, including the tire equatorial plane, at the maximum thickness position where the thickness of the reinforcing rubber layer becomes the maximum value. Tires for motorcycles described in. 前記補強ゴム層は、前記タイヤ赤道面上においてタイヤ径方向の厚さが最大である請求項１から請求項３のいずれか１つに記載の自動二輪車用タイヤ。 The motorcycle tire according to any one of claims 1 to 3, wherein the reinforcing rubber layer has the maximum thickness in the tire radial direction on the equator surface of the tire. 前記トレッド部のトレッド展開幅の端部とトレッド展開幅の中心位置とのタイヤ径方向の距離をＤとした場合に、前記補強ゴム層のタイヤ径方向内側の端部の位置は、前記トレッド展開幅の端部を基準とするタイヤ径方向内側またはタイヤ径方向外側の±１／４×Ｄの範囲内に存在する請求項１から請求項４のいずれか１つに記載の自動二輪車用タイヤ。 When the distance in the tire radial direction between the end of the tread expansion width of the tread portion and the center position of the tread expansion width is D, the position of the inner end portion of the reinforcing rubber layer in the tire radial direction is the tread expansion. The tire for a motorcycle according to any one of claims 1 to 4, which exists within a range of ± 1/4 × D on the inner side in the tire radial direction or the outer side in the tire radial direction with respect to the end of the width. 前記補強ゴム層の最大厚さは、前記タイヤ赤道面上において前記カーカス層よりタイヤ径方向外側のゴム層の厚さの５０％以下の厚さである請求項１から請求項５のいずれか１つに記載の自動二輪車用タイヤ。 The maximum thickness of the reinforcing rubber layer is any one of claims 1 to 5, which is a thickness of 50% or less of the thickness of the rubber layer on the equatorial plane of the tire on the outer side in the tire radial direction from the carcass layer. Tires for motorcycles listed in 1. 前記補強ゴム層の厚さは、１．０［ｍｍ］以上である請求項１から請求項６のいずれか１つに記載の自動二輪車用タイヤ。 The motorcycle tire according to any one of claims 1 to 6, wherein the reinforcing rubber layer has a thickness of 1.0 [mm] or more. 前記補強ゴム層のゴム硬度は、６０以上８０以下である請求項１から請求項７のいずれか１つに記載の自動二輪車用タイヤ。 The tire for a motorcycle according to any one of claims 1 to 7, wherein the rubber hardness of the reinforcing rubber layer is 60 or more and 80 or less. 前記カーカス層の内腔側に設けられたインナーライナをさらに含み、前記補強ゴム層は前記インナーライナに接触して設けられ、かつ、前記補強ゴム層は前記インナーライナのタイヤ内腔側に設けられる請求項１から請求項８のいずれか１つに記載の自動二輪車用タイヤ。 The inner liner provided on the lumen side of the carcass layer is further included, the reinforcing rubber layer is provided in contact with the inner liner, and the reinforcing rubber layer is provided on the tire cavity side of the inner liner. The tire for a motorcycle according to any one of claims 1 to 8. 前記カーカス層の内腔側に設けられたインナーライナをさらに含み、前記補強ゴム層は前記インナーライナに接触して設けられ、かつ、前記補強ゴム層は前記インナーライナの外側に設けられる請求項１から請求項８のいずれか１つに記載の自動二輪車用タイヤ。 Claim 1 further includes an inner liner provided on the lumen side of the carcass layer, the reinforcing rubber layer is provided in contact with the inner liner, and the reinforcing rubber layer is provided outside the inner liner. The tire for a motorcycle according to any one of claims 8.
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