JPH0114042B2 - - Google Patents
Info
- Publication number
- JPH0114042B2 JPH0114042B2 JP56191063A JP19106381A JPH0114042B2 JP H0114042 B2 JPH0114042 B2 JP H0114042B2 JP 56191063 A JP56191063 A JP 56191063A JP 19106381 A JP19106381 A JP 19106381A JP H0114042 B2 JPH0114042 B2 JP H0114042B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- carcass
- ply
- degrees
- cross
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000011324 bead Substances 0.000 claims description 14
- 230000003014 reinforcing effect Effects 0.000 claims description 13
- 239000000835 fiber Substances 0.000 claims description 5
- 239000004744 fabric Substances 0.000 description 3
- 239000004677 Nylon Substances 0.000 description 2
- 239000004760 aramid Substances 0.000 description 2
- 229920003235 aromatic polyamide Polymers 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 229920001778 nylon Polymers 0.000 description 2
- 229920000728 polyester Polymers 0.000 description 2
- 230000002787 reinforcement Effects 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 229920000297 Rayon Polymers 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000011521 glass Substances 0.000 description 1
- 239000012784 inorganic fiber Substances 0.000 description 1
- 239000002964 rayon Substances 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
- B60C15/0045—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width with ply turn-up up to the belt edges, i.e. folded around the bead core and extending to the belt edges
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/02—Carcasses
- B60C9/14—Carcasses built-up with sheets, webs, or films of homogeneous material, e.g. synthetics, sheet metal, rubber
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning 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
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Description
本発明は、自動二輪車用に一般に用いられてい
るクロスプライタイヤを前輪に、又特定の構成を
有するラジアルタイヤを後輪に装着することによ
り、旋回時の走行安定性、操縦安定性および振
動、乗心地を改善した自動二輪車に関する。
自動二輪車では旋回時の走行安定性、操縦安定
性、乗心地等の諸特性が要求されるが、これ等の
諸特性は主にタイヤ構造の寄与が大きいとされ、
従つて従来タイヤ自体の構造設計の観点からその
改善研究がなされてきた。しかし発明者は自動二
輪車のタイヤでは前輪と後輪ではその機能分担が
異り前輪、後輪に装着するタイヤの構造の組み合
せによつても前記諸特性は大きく変動することを
見出した。例えば操縦安定性に関して、前輪系か
ら発生するワブルモード（低速シミー）に対して
は前輪タイヤのコーナリングパワー及び横剛性を
後輪タイヤに比較して高くするのがよく、又後輪
系から発生するウイーグモード（高速振動）に対
しては後輪のコーナリングパワーを下げることが
効果的であることが判明した。そのためには後輪
にラジアルタイヤ又はセミラジアルタイヤを装着
するのが一応よいのであるが、従来のラジアル又
はセミラジアルタイヤはカーカスがタイヤ円周方
向中心面に対して略90゜ないし90゜に近い角度で配
着され従つて横剛性が過小となり、車体の傾斜を
回復する反力であるキヤンバースラストに劣るも
のであつた。なお従来の自動二輪車用タイヤはク
ロスプライ構造即ち隣接する各層のコードがタイ
ヤ円周方向中心面に対して約25〜45゜の角度で相
互に交錯する構造が採用されており、その結果横
剛性が過大であり前記要請を充足していない。そ
こで発明者はかかる二輪車特有の要求特性の改善
を種々検討した結果、カーカスの折返し端部をト
レツド端部相当位置より上方まで延在せしめ、さ
らに、該カーカスの折返し部とカーカス本体の間
に補強ゴムを介在させることによりキヤンバース
ラストを適性化できること、及び該構造のラジア
ルタイヤを後輪に装着するとともに前輪に従来の
クロスプライタイヤを装着した自動二輪車は優れ
た諸特性を有することを見出した。
本発明は旋回時の走行安定性、操縦安定性、乗
心地に優れた二輪車を提供することを目的とし、
以下その一実施例を図面に基づき説明する。
第１図は本発明の自動二輪車の後輪に使用する
ラジアルタイヤ１をリムに装置した状態の断面図
を示す。図においてラジアルタイヤ１のトロイド
状カーカス２はゴム引きした有機繊維よりなるす
だれ折りタイヤコード（フアブリツク）をタイヤ
円周方向中心面に対して70〜90゜の角度で配置さ
れる少なくとも１層の補強層を用いて構成され、
トレツド部を通りかつ１対のビードコア４，４で
折返されるとともに、その端部３，３がトレツド
端相当位置即ちトレツド端（TE）を通る法線
（LT）よりも上方まで延在している。また該トロ
イド状カーカス２のクラウン部にはタイヤ円周方
向中心面に対してコードが10〜30゜の比較的浅い
角度で傾斜するように、しかも両端部が前記トロ
イド状カーカス２の端部３と重合するように該端
部３の上側にベルト補強層５が配置されている。
更に前記カーカス２の本体とその折返し部に囲ま
れる領域には一方のビード部からトレツド部を通
り他方のビード部に亘り延長する補強ゴム層６が
介在している。この補強ゴム層６は、両側のビー
ドコア４，４の上部からサイドウオール部を経て
前記トレツド端相当位置で終端させてもよい。
前記カーカス２は有機繊維コード、例えばナイ
ロン、芳香族ポリアミド、ポリエステル等のコー
ドよりなるすだれ織りタイヤコード（フアブリツ
ク）にゴム引きしたカーカスプライより構成され
る。またカーカス２は１プライのほか２層以上に
も形成でき、この場合少くとも１プライの折返し
部の端部３がトレツド端相当位置より半径方向外
側まで延在せしめるとともに、他のプライの折返
し部の両端好ましくは内側のプライの折返し部の
端部３はリムフランジ近傍に位置させるのもよ
い。
前記ベルト補強層５のコードはタイヤ円周方向
中心面に対して比較的浅い角度即ち40゜以下、好
ましくは10゜〜30゜の角度で配置しトレツド面の剛
性を高めることにより直進の走行安定性が一層改
善される。
該ベルト補強層５はナイロン、ポリエステル、
レーヨン、芳香族ポリアミド等の有機繊維コード
のほか、スチール、グラス、カーボン等の無機繊
維コードよりなるすがれ織タイヤコード（フアブ
リツク）にゴム引きしたベルトプライにより構成
される。
次に前記補強ゴム層６は少なくとも２mmの厚さ
でJISA硬度65〜95゜好ましくは70゜〜90゜の範囲の
ゴムをビード部から少なくともトレツド端相当位
置より半径方向外側まで延長させビード部からシ
ヨルダー部にかけての横剛性を高めるが、該補強
ゴム層６は第１図に示す如く一方のビード部から
他方のビード部に亘つて一体的に配置することに
よりタイヤ全体にわたつて剛性の均一性を保持す
る。補強ゴム層６をビード部からトレツド端相当
位置までほぼ同厚に構成することにより該領域の
横剛性をさらに均一にするのが好ましい。
然して前記構造のラジアルタイヤ１は、カーカ
ス２とトレツド端相当位置より半径方向外側まで
延びるその折返し部の端部３の間に比較的硬い補
強ゴム層６を配置したため、折返し部の端部３が
低く位置している場合に較べて容積効果によりサ
イド部がより効果的に補強されることになる。そ
の結果ラジアルタイヤ本来のタイヤ耐摩耗性、低
燃費をそのまま備えながらラジアルタイヤの欠点
とされていたキヤンバースラストが効果的に改善
できる。
次に第２図に本発明の自動二輪車前輪のリムに
クロスプライタイヤ１１を装着した状態の断面図
を示す。図においてクロスプライタイヤ１１のカ
ーカス１２は有機繊維よりなるコードをタイヤ円
周方向の中心面に対して20〜60゜の角度で配置さ
れる少なくとも２層のプライからなり、その両端
１３は一対のビードコア１４のまわりを折り返さ
れリムフランジ近傍１５で終端する。前記プライ
はコードが相互に交叉するように配置され、いわ
ゆるクロスプライを構成している。かかる構成の
タイヤは横剛性に強く従来から専ら自動二輪車タ
イヤに採用されている。
本発明の自動二輪車は前記ラジアルタイヤ又は
セミラジアルタイヤを後輪に、また前記クロスプ
ライタイヤを前輪に使用することを特徴とするも
のであり、キヤンバースラスト従つて横剛性が相
対的に小さいラジアルタイヤを後輪に装着したた
め高速振動を改善し更に前輪には横剛性が高くし
かもコーナリングパワーの高いクロスプライタイ
ヤを装着している為低速シミーも改善され、高
速、低速領域における操縦安定性が大巾に改善で
きる。しかもラジアルタイヤ特有の効果である耐
摩耗性低、燃費性を保持できる。
実施例 １
第１表に示す仕様で製造したタイヤサイズ
130／90V−18のタイヤの横剛性及び耐摩耗性を
測定し、同第１表に示す。又タイヤＡを前輪にタ
イヤＢを後輪に装着した自動二輪車（実施例１）、
タイヤＡを前輪にタイヤＣを後輪に装着したもの
（実施例２）、更にタイヤＡを前輪及び後輪に装着
した自動二輪車（比較的１）についてそれぞれ実
車走行試験を行つた。その結果を第２表に示す。
The present invention provides running stability, steering stability, and vibration during turning by mounting a cross-ply tire commonly used for motorcycles on the front wheel and a radial tire with a specific configuration on the rear wheel. Regarding motorcycles with improved riding comfort. Motorcycles are required to have various characteristics such as running stability when turning, steering stability, and ride comfort, and these characteristics are said to be largely influenced by the tire structure.
Therefore, conventional research has been conducted to improve tires from the viewpoint of structural design. However, the inventor has discovered that in a motorcycle tire, the functions assigned to the front wheel and the rear wheel are different, and the above-mentioned characteristics vary greatly depending on the combination of the structures of the tires mounted on the front wheel and the rear wheel. For example, regarding steering stability, it is best to increase the cornering power and lateral rigidity of the front tires compared to the rear tires in order to prevent wobble mode (low-speed shimmy) occurring from the front wheels. It has been found that reducing the cornering power of the rear wheels is effective against (high-speed vibration). For this purpose, it is best to install a radial tire or semi-radial tire on the rear wheel, but with conventional radial or semi-radial tires, the carcass is approximately 90 degrees or close to 90 degrees with respect to the center plane in the circumferential direction of the tire. As a result, the lateral rigidity was too low, and the camber thrust, which is the reaction force that recovers the tilt of the vehicle body, was inferior. Conventional motorcycle tires employ a cross-ply structure, that is, a structure in which the cords of each adjacent layer intersect with each other at an angle of about 25 to 45 degrees with respect to the tire circumferential center plane, resulting in improved lateral rigidity. is excessive and does not meet the above requirements. Therefore, as a result of various studies on improving the required characteristics unique to two-wheeled vehicles, the inventor made the folded end of the carcass extend above the position corresponding to the tread end, and further reinforced the space between the folded part of the carcass and the carcass body. It was discovered that the camber thrust can be optimized by interposing rubber, and that a motorcycle equipped with a radial tire of this structure on the rear wheel and a conventional cross-ply tire on the front wheel has excellent characteristics. . The purpose of the present invention is to provide a two-wheeled vehicle with excellent running stability, handling stability, and riding comfort when turning.
One embodiment will be described below based on the drawings. FIG. 1 shows a cross-sectional view of a radial tire 1 used for the rear wheel of a motorcycle according to the present invention installed on a rim. In the figure, a toroidal carcass 2 of a radial tire 1 is made up of at least one reinforcing layer of cross-folded tire cord (fabric) made of rubberized organic fibers arranged at an angle of 70 to 90 degrees with respect to the center plane in the circumferential direction of the tire. Constructed using layers,
It passes through the tread portion and is folded back by a pair of bead cores 4, 4, and its end portions 3, 3 extend to a position corresponding to the tread end, that is, above the normal line (LT) passing through the tread end (TE). There is. Further, the crown portion of the toroidal carcass 2 has a cord inclined at a relatively shallow angle of 10 to 30° with respect to the center plane in the circumferential direction of the tire, and both ends are connected to the end portions of the toroidal carcass 2. A belt reinforcing layer 5 is arranged above the end portion 3 so as to overlap with the belt reinforcing layer 5.
Further, in a region surrounded by the main body of the carcass 2 and its folded portion, there is interposed a reinforcing rubber layer 6 extending from one bead portion through the tread portion to the other bead portion. The reinforcing rubber layer 6 may extend from the upper portions of the bead cores 4 on both sides, pass through the sidewall portions, and terminate at a position corresponding to the tread end. The carcass 2 is composed of a rubberized carcass ply of a blind weave tire cord (fabric) made of an organic fiber cord, such as a cord of nylon, aromatic polyamide, or polyester. In addition, the carcass 2 can be formed not only with one ply but also with two or more layers. In this case, the end 3 of the folded part of at least one ply extends radially outward from the position corresponding to the tread end, and the folded part of the other ply Both ends of the ply, preferably the ends 3 of the folded portions of the inner ply, may be located near the rim flange. The cords of the belt reinforcing layer 5 are arranged at a relatively shallow angle with respect to the center plane in the circumferential direction of the tire, that is, at an angle of 40° or less, preferably at an angle of 10° to 30°, to increase the rigidity of the tread surface and thereby stabilize straight running. performance is further improved. The belt reinforcing layer 5 is made of nylon, polyester,
In addition to organic fiber cords such as rayon and aromatic polyamide, it is composed of belt plies coated with rubber on a woven tire cord (fabric) made of inorganic fiber cords such as steel, glass, and carbon. Next, the reinforcing rubber layer 6 is made of rubber having a thickness of at least 2 mm and a JISA hardness of 65 to 95 degrees, preferably 70 to 90 degrees, extending from the bead portion to at least a position corresponding to the tread end and radially outward. The reinforcing rubber layer 6 increases the lateral rigidity in the shoulder area, but by disposing the reinforcing rubber layer 6 integrally from one bead part to the other bead part as shown in FIG. hold. It is preferable that the reinforcing rubber layer 6 has approximately the same thickness from the bead portion to the position corresponding to the tread end, thereby making the lateral rigidity of this region more uniform. However, in the radial tire 1 having the above structure, since the relatively hard reinforcing rubber layer 6 is disposed between the carcass 2 and the end 3 of the folded part extending radially outward from the position corresponding to the tread end, the end 3 of the folded part is The side portions are reinforced more effectively due to the volume effect than if they were located lower. As a result, the camber thrust, which has been considered a drawback of radial tires, can be effectively improved while maintaining the tire wear resistance and low fuel consumption inherent to radial tires. Next, FIG. 2 shows a sectional view of the cross-ply tire 11 mounted on the rim of the front wheel of the motorcycle of the present invention. In the figure, a carcass 12 of a cross-ply tire 11 consists of at least two plies of cords made of organic fibers arranged at an angle of 20 to 60 degrees with respect to the center plane in the circumferential direction of the tire. It is folded back around the bead core 14 and terminates near the rim flange 15. The plies are arranged so that the cords cross each other, forming a so-called cross ply. Tires with such a configuration have strong lateral rigidity and have been used exclusively for motorcycle tires. The motorcycle of the present invention is characterized in that the radial tire or semi-radial tire is used for the rear wheel, and the cross-ply tire is used for the front wheel. The tires are mounted on the rear wheels, which improves high-speed vibration, and the front wheels are equipped with cross-ply tires that have high lateral rigidity and cornering power, which improves low-speed shimmy and greatly improves handling stability in high-speed and low-speed ranges. It can be greatly improved. Furthermore, it is possible to maintain low wear resistance and fuel efficiency, which are characteristics unique to radial tires. Example 1 Tire size manufactured according to the specifications shown in Table 1
The lateral rigidity and wear resistance of 130/90V-18 tires were measured and are shown in Table 1. Also, a motorcycle (Example 1) with tire A installed on the front wheel and tire B installed on the rear wheel,
Actual vehicle running tests were conducted on a vehicle equipped with Tire A on the front wheel and Tire C on the rear wheel (Example 2), and a motorcycle (Comparative 1) equipped with Tire A on the front and rear wheels. The results are shown in Table 2.
【表】【table】
【表】
段階評価方法を採用した。
[Table] A graded evaluation method was adopted.
第１図はラジアルタイヤをリムに装着した状態
の断面図、第２図はクロスプライタイヤをリムに
装着した状態の断面図を示す。
１……ラジアルタイヤ、２……トロイド状カー
カス、３……端部、４……ビードコア、５……ベ
ルト補強層、６……補強ゴム層、１１……クロス
プライタイヤ、１４……ビードコア。
FIG. 1 is a sectional view of a radial tire mounted on a rim, and FIG. 2 is a sectional view of a cross-ply tire mounted on a rim. DESCRIPTION OF SYMBOLS 1... Radial tire, 2... Toroidal carcass, 3... End, 4... Bead core, 5... Belt reinforcement layer, 6... Reinforcement rubber layer, 11... Cross-ply tire, 14... Bead core.
Claims (1)
対して20〜60゜の角度で配置された少なくとも２
層のカーカスプライからなり、該プライが相互に
交叉するとともにその両側が一対のビードコアで
折返した構造のカーカスを具えたクロスプライタ
イヤを前輪に装着する一方、有機繊維コードをタ
イヤ円周方向中心面に対して70〜90゜の角度で配
置した少なくとも１層のカーカスプライから構成
され、トレツド部を通りかつビードコアで折返さ
れるとともに折返し部の端部がトレツド端相当位
置より半径方向外側まで延在する構造のカーカス
と、該カーカスのクラウン部にタイヤ円周方向中
心面に対して10〜30゜の比較的浅い角度で傾斜す
るように配置された繊維コードからなるベルト補
強層と、カーカスの本体とその折返し部の間でビ
ードコア上部から少なくともトレツド端相当位置
の半径方向外側に延在する少なくとも２mmの厚さ
の補強ゴム層を具えたラジアルタイヤを後輪に装
着したことを特徴とする自動二輪車。1 At least two organic fiber cords arranged at an angle of 20 to 60 degrees with respect to the circumferential center plane of the tire.
A cross-ply tire is installed on the front wheel, and has a carcass structure consisting of two layers of carcass ply, in which the plies intersect with each other and both sides are folded back by a pair of bead cores. Consisting of at least one layer of carcass ply arranged at an angle of 70 to 90 degrees to A carcass having a structure of A motorcycle characterized in that a radial tire is attached to the rear wheel, the radial tire having a reinforcing rubber layer with a thickness of at least 2 mm extending radially outward from the top of the bead core to at least a position corresponding to the tread end between the folded part of the bead core. .
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56191063A JPS5893606A (en) | 1981-11-27 | 1981-11-27 | Motorcycle |
| DE19823242323 DE3242323A1 (en) | 1981-11-27 | 1982-11-16 | Pneumatic tyres for motor cycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56191063A JPS5893606A (en) | 1981-11-27 | 1981-11-27 | Motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5893606A JPS5893606A (en) | 1983-06-03 |
| JPH0114042B2 true JPH0114042B2 (en) | 1989-03-09 |
Family
ID=16268258
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56191063A Granted JPS5893606A (en) | 1981-11-27 | 1981-11-27 | Motorcycle |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS5893606A (en) |
| DE (1) | DE3242323A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999015347A1 (en) * | 1997-09-24 | 1999-04-01 | Bridgestone Corporation | Method of fitting offroad bicycle tire and offroad bicycle tire |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58185304A (en) * | 1982-04-23 | 1983-10-29 | Bridgestone Corp | Pneumatic tire for motorcycle |
| JPS59169202U (en) * | 1983-06-09 | 1984-11-13 | 本田技研工業株式会社 | Single steering wheel vehicle |
| JPS6033105A (en) * | 1983-08-01 | 1985-02-20 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| JPS6038212A (en) * | 1983-08-11 | 1985-02-27 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| GB8607889D0 (en) * | 1986-04-01 | 1986-05-08 | Sp Tyres Uk Ltd | Radial tyre for vehicles |
| FR2611599A1 (en) * | 1987-02-23 | 1988-09-09 | Michelin & Cie | PAIR OF TIRES FOR TWO WHEELS |
| JPH0415103A (en) * | 1990-05-07 | 1992-01-20 | Sumitomo Rubber Ind Ltd | Radial tire for motorcycle |
| DE69107133T2 (en) * | 1990-07-11 | 1995-06-08 | Sumitomo Rubber Ind | Radial pneumatic tire for a motorcycle. |
| JP2702835B2 (en) * | 1990-10-29 | 1998-01-26 | 住友ゴム工業株式会社 | Radial tires for motorcycles |
| JPH04278891A (en) * | 1991-03-06 | 1992-10-05 | Sumitomo Rubber Ind Ltd | Motorcycle |
| JPH04283187A (en) * | 1991-03-07 | 1992-10-08 | Sumitomo Rubber Ind Ltd | Motorcycle |
| JP2553977B2 (en) * | 1991-09-30 | 1996-11-13 | 住友ゴム工業株式会社 | Pneumatic radial tires |
| US5361820A (en) * | 1991-09-30 | 1994-11-08 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire |
| GB9418963D0 (en) * | 1994-09-21 | 1994-11-09 | Sumitomo Rubber Ind | Motorcycle radial tyre |
| FR2729762A1 (en) * | 1995-01-23 | 1996-07-26 | Sgs Thomson Microelectronics | COMPENSATED VOLTAGE DETECTION CIRCUIT IN TECHNOLOGY AND TEMPERATURE |
| JP3079049B2 (en) * | 1996-11-21 | 2000-08-21 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP4109468B2 (en) * | 2002-03-05 | 2008-07-02 | 住友ゴム工業株式会社 | Radial tires for motorcycles |
| JP6363904B2 (en) * | 2014-08-06 | 2018-07-25 | 住友ゴム工業株式会社 | Tires for motorcycles |
-
1981
- 1981-11-27 JP JP56191063A patent/JPS5893606A/en active Granted
-
1982
- 1982-11-16 DE DE19823242323 patent/DE3242323A1/en not_active Withdrawn
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999015347A1 (en) * | 1997-09-24 | 1999-04-01 | Bridgestone Corporation | Method of fitting offroad bicycle tire and offroad bicycle tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5893606A (en) | 1983-06-03 |
| DE3242323A1 (en) | 1983-06-01 |
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