JPH06297912A - Pneumatic tire for two wheeler - Google Patents
Pneumatic tire for two wheelerInfo
- Publication number
- JPH06297912A JPH06297912A JP5088906A JP8890693A JPH06297912A JP H06297912 A JPH06297912 A JP H06297912A JP 5088906 A JP5088906 A JP 5088906A JP 8890693 A JP8890693 A JP 8890693A JP H06297912 A JPH06297912 A JP H06297912A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- tire
- turning
- pneumatic tire
- crown radius
- 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.)
- Granted
Links
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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
-
- 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)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、二輪車用空気入りタイ
ヤに係り、特に、旋回性能の向上を図った二輪車用空気
入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire for motorcycles, and more particularly to a pneumatic tire for motorcycles having improved turning performance.
【０００２】[0002]
【従来の技術】従来の二輪車用空気入りタイヤにおける
踏面断面形状は、単一の曲率半径を有するもの、あるい
は、図５及び図６に示すような、大キャンバ角付与時の
接地面積の増大を狙った２つの曲率半径Ｒ１及び曲率半
径Ｒ３（＞Ｒ１）を有するものであった。2. Description of the Related Art A conventional pneumatic tire for a two-wheeled vehicle has a tread section having a single radius of curvature, or an increase in the ground contact area when a large camber angle is given as shown in FIGS. It had two target radii of curvature R1 and R3 (> R1).
【０００３】[0003]
【発明が解決しようとする課題】ところで、前記踏面断
面形状を有する溝有りの従来タイヤでは、ウエット路面
における限界使用域である、キャンバー角３５°（トレ
ッド部の１／４点近傍が接地するキャンバー角）近傍で
走行した場合、接地圧が低いがために、パターンによる
エッジ効果が十分に現れなかった。このため、満足のゆ
く排水性が得られず、グリップ力、旋回特性の点でも満
足できるものではなかった。By the way, in the conventional tire having the groove having the tread cross-sectional shape, the camber angle of 35 ° (the camber where the vicinity of 1/4 point of the tread portion comes into contact with the ground is a limit use area on the wet road surface). When driving in the vicinity of a corner, the edge effect due to the pattern did not sufficiently appear because the ground contact pressure was low. Therefore, satisfactory drainage was not obtained, and the grip and turning characteristics were not satisfactory.
【０００４】また、前記踏面断面形状を有した溝無しの
レース用タイヤ（所謂スリックタイヤ）が、レース用の
二輪車に用いられているが、更なるグリップ力、旋回力
の向上が求められている。Further, a race tire without a groove (so-called slick tire) having the above-mentioned tread cross-sectional shape is used for a motorcycle for racing, and further improvement in gripping force and turning force is required. .
【０００５】本発明は上記事実を考慮し、溝有りタイヤ
においては雨天時における限界使用キャンバー域のグリ
ップ力、旋回特性の向上、更には、直進走行時の摩耗
性、ハンドリングの向上を、レース用の溝無しタイヤに
おいてはグリップ力、旋回力の向上を図ることのできる
二輪車用空気入りタイヤを提供することが目的である。In consideration of the above facts, the present invention provides a grooved tire with improved grip power and turning characteristics in the limit use camber region in rainy weather, and further, wearability during straight running and improvement in handling. The object of the present invention is to provide a pneumatic tire for a motorcycle, which can improve gripping force and turning force of the grooveless tire.
【０００６】[0006]
【課題を解決するための手段】請求項１に記載の二輪車
用空気入りタイヤは、左右一対のビード部と、一方のビ
ード部から他方のビード部へ延びるカーカス層と、前記
カーカス層の半径方向外側に配設されるベルト層と、前
記ベルト層の半径方向外側に配設されるトレッド部と、
を備え、トレッドセンター部分のクラウン半径をＲ１、
トレッドの１／４点近傍のクラウン半径をＲ２、トレッ
ドショルダー部分のクラウン半径をＲ３としたときに、
Ｒ１、Ｒ２及びＲ３の関係をＲ２＜Ｒ１＜Ｒ３としたこ
とを特徴としている。A pneumatic tire for a motorcycle according to claim 1 has a pair of left and right bead portions, a carcass layer extending from one bead portion to the other bead portion, and a radial direction of the carcass layer. A belt layer disposed on the outer side, and a tread portion disposed on the outer side in the radial direction of the belt layer,
Equipped with the crown radius of the tread center portion is R1,
When the crown radius near the 1/4 point of the tread is R2 and the crown radius of the tread shoulder part is R3,
It is characterized in that the relationship between R1, R2 and R3 is R2 <R1 <R3.
【０００７】請求項２に記載の二輪車用空気入りタイヤ
は、請求項１に記載の二輪車用空気入りタイヤにおい
て、直進走行時に、前記クラウン半径Ｒ２を有するトレ
ッドの１／４点近傍が接地することを特徴としている。The pneumatic tire for a motorcycle according to a second aspect is the pneumatic tire for a motorcycle according to the first aspect, in which the vicinity of ¼ point of the tread having the crown radius R2 is in contact with the ground when traveling straight ahead. Is characterized by.
【０００８】また、請求項３に記載の二輪車用空気入り
タイヤは、請求項１または請求項２に記載の二輪車用空
気入りタイヤにおいて、車両が旋回した際の大キャンバ
ー角付与時の接地部分において、前記クラウン半径Ｒ２
を有するトレッドの１／４点近傍が接地中心よりも旋回
半径方向外側にあることを特徴としている。Further, the pneumatic tire for a motorcycle according to claim 3 is the pneumatic tire for a motorcycle according to claim 1 or 2, wherein the ground contact portion is provided when a large camber angle is applied when the vehicle turns. , The crown radius R2
It is characterized in that the vicinity of the 1/4 point of the tread having is on the outer side in the turning radius direction with respect to the ground contact center.
【０００９】[0009]
【作用】請求項１に記載の二輪車用空気入りタイヤは、
トレッドセンター部分のクラウン半径をＲ１、トレッド
の１／４点近傍のクラウン半径をＲ２、トレッドショル
ダー部分のクラウン半径をＲ３としたときに、Ｒ１、Ｒ
２及びＲ３の関係がＲ２＜Ｒ１＜Ｒ３とされている。According to the pneumatic tire for a motorcycle of claim 1,
When the crown radius of the tread center portion is R1, the crown radius near the 1/4 point of the tread is R2, and the crown radius of the tread shoulder portion is R3, R1, R
The relationship between 2 and R3 is R2 <R1 <R3.
【００１０】溝無しタイヤの場合では、旋回により、キ
ャンバー角が０°から３５°に移行した場合、接地領域
はクラウン半径Ｒ１のトレッドセンター部分からクラウ
ン半径Ｒ２の１／４点近傍に移行して接地幅が狭くな
る。このため、従来タイヤよりも接地中心の接地面圧が
高くなり、また、接地長も伸びこれらの作用によって、
グリップ力が増して、旋回性能が向上する。In the case of a grooveless tire, when the camber angle shifts from 0 ° to 35 ° by turning, the ground contact region shifts from the tread center portion of the crown radius R1 to the vicinity of ¼ point of the crown radius R2. The ground contact width becomes narrow. Therefore, the contact surface pressure at the center of contact with the ground is higher than that of conventional tires, and the contact length is also increased by these actions.
Grip power increases and turning performance improves.
【００１１】また、一般的に二輪車がウエット路面で旋
回する際は、キャンバー角３５°付近が限界使用域であ
り、本二輪車用空気入りタイヤはこのときにトレッドの
１／４点近傍が接地することとなる。トレッドの１／４
点近傍は、トレッドの中でも最も小さい曲率半径を有し
ている部位であるため接地圧が高く、溝有りのタイヤで
はエッジ効果が及び排水性能が向上し、これによりウエ
ット路面でのグリップ力、旋回特性が向上する。Generally, when a two-wheeled vehicle turns on a wet road surface, a camber angle of about 35 ° is a limit use range, and in this pneumatic tire for a two-wheeled vehicle, at this time, a quarter of the tread is in contact with the ground. It will be. 1/4 of tread
Since the area near the point has the smallest radius of curvature in the tread, the ground contact pressure is high, and in the tire with grooves, the edge effect and drainage performance are improved, which results in grip force on the wet road surface and turning. The characteristics are improved.
【００１２】請求項２に記載の二輪車用空気入りタイヤ
では、直進走行時において、半径Ｒ１のトレッドセンタ
ー部分及びその両側の半径Ｒ２の１／４点近傍のトレッ
ドセンター部分寄りが接地することとなる。このため、
接地面のうちトレッドの中でも最も小さい曲率半径を有
している１／４点近傍の接地長が従来タイヤの１／４点
近傍の接地長よりも伸びることとなる。これにより、直
進安定性が向上し、ハンドリング性が向上する。なお、
接地面のうち１／４点近傍の領域の接地長が延びるの
は、タイヤの幅方向の変形が限界に近づくと、接地領域
がそれ以上拡大しないので、周方向の変形として逃げる
ためである。In the pneumatic tire for a two-wheeled vehicle according to the second aspect, when the vehicle runs straight, the tread center portion having the radius R1 and the tread center portions on both sides thereof near the 1/4 point of the radius R2 are grounded. . For this reason,
Among the treads, the tread length near the 1/4 point, which has the smallest radius of curvature in the tread, is longer than the tread length near the 1/4 point of the conventional tire. As a result, straight running stability is improved and handling is improved. In addition,
The ground contact length of the region near the 1/4 point on the ground contact surface is extended because when the deformation in the width direction of the tire approaches the limit, the ground contact region does not expand any further and escapes as deformation in the circumferential direction.
【００１３】さらに、接地面のうちトレッドの最も小さ
い曲率半径を有している１／４点近傍の領域の接地圧が
高められているので、タイヤの接地中心から外側に行く
に従い生じる偏摩耗（径差によって生じる偏摩耗）が抑
制され、タイヤの耐摩耗性が向上する。Further, since the ground contact pressure is increased in the area near the 1/4 point having the smallest radius of curvature of the tread on the ground contact surface, the uneven wear generated from the center of the tire toward the outside ( The uneven wear caused by the diameter difference is suppressed, and the wear resistance of the tire is improved.
【００１４】また、請求項３に記載の二輪車用空気入り
タイヤは、大キャンバー角旋回時において、接地圧の高
い１／４点近傍が接地中心よりも旋回半径方向外側にあ
るため、復元トルクが増大する。これにより、タイヤ自
身の踏ん張り感が増し、旋回時の操縦安定性が向上し
て、旋回初期から大キャンバー域に至るまで旋回特性を
向上させることができる。Further, in the pneumatic tire for a two-wheeled vehicle according to the third aspect, at the time of turning at a large camber angle, since the vicinity of the 1/4 point where the ground contact pressure is high is outside the center of the ground contact in the turning radius direction, the restoring torque is large. Increase. As a result, the tread feeling of the tire itself is increased, the steering stability during turning is improved, and the turning characteristics can be improved from the initial turning to the large camber range.
【００１５】[0015]
〔第１実施例〕本発明の二輪車用空気入りタイヤの第１
実施例を図１乃至図３に従って説明する。[First Embodiment] A first pneumatic tire for a motorcycle according to the present invention
An embodiment will be described with reference to FIGS.
【００１６】図１に示すように、本実施例の二輪車用空
気入りタイヤ１０は、左右一対のビード部１２と、一方
のビード部１２から他方のビード部１２へサイド部１４
を経て延びる１枚のカーカスプライ１６よりなるカーカ
ス層１８と、このカーカス層１８の半径方向外側に配置
されたベルト層２０、ベルト層２０の半径方向外側に配
置されたトレッド部２２と、を備えている。As shown in FIG. 1, a pneumatic tire 10 for a motorcycle according to this embodiment has a pair of left and right bead portions 12 and a side portion 14 from one bead portion 12 to the other bead portion 12.
A carcass layer 18 formed of one carcass ply 16 extending through the belt, a belt layer 20 arranged radially outside the carcass layer 18, and a tread portion 22 arranged radially outside the belt layer 20. ing.
【００１７】カーカスプライ１６のナイロンコードはタ
イヤ赤道面ＣＬに対して９０°の角度で傾斜している。The nylon cord of the carcass ply 16 is inclined at an angle of 90 ° with respect to the tire equatorial plane CL.
【００１８】ベルト層２０は、半径方向内側の第１ベル
トプライ２０Ａと、第１ベルトプライ２０Ａの半径方向
外側に配置される第２ベルトプライ２０Ｂと、第２ベル
トプライ２０Ｂの半径方向外側に配置される第３ベルト
プライ２０Ｃとから構成されている。The belt layer 20 is arranged on the radially inner side of the first belt ply 20A, on the radially outer side of the first belt ply 20A, and on the radially outer side of the second belt ply 20B. And a third belt ply 20C that is formed.
【００１９】本実施例では、第１ベルトプライ２０Ａの
コードの材質がナイロンであり、第２ベルトプライ２０
Ｂ及び第３ベルトプライ２０Ｃのコードの材質がケブラ
ーである。In this embodiment, the material of the cord of the first belt ply 20A is nylon, and the cord of the second belt ply 20A is
The material of the cords of B and the third belt ply 20C is Kevlar.
【００２０】第１ベルトプライ２０Ａのコードは、タイ
ヤ赤道面ＣＬに対して２５°の角度で傾斜しており、第
２ベルトプライ２０Ｂのコードは、第１ベルトプライ２
０Ａのコードと交錯し、タイヤ赤道面ＣＬに対して第１
ベルトプライ２０Ａのコードと対称に２５°の角度で傾
斜している。The cord of the first belt ply 20A is inclined at an angle of 25 ° with respect to the tire equatorial plane CL, and the cord of the second belt ply 20B is the first belt ply 2.
It intersects with the code of 0A and is the first with respect to the tire equatorial plane CL
It is inclined at an angle of 25 ° symmetrically with the cord of the belt ply 20A.
【００２１】また、第３ベルトプライ２０Ｃのコード
は、第２ベルトプライ２０Ｂのコードと交錯し、タイヤ
赤道面ＣＬに対して第２ベルトプライ２０Ｂのコードと
対称に２５°の角度で傾斜している。The cord of the third belt ply 20C intersects with the cord of the second belt ply 20B and is inclined at an angle of 25 ° symmetrically with the cord of the second belt ply 20B with respect to the tire equatorial plane CL. There is.
【００２２】トレッド部２２は、カーカス層１８のクラ
ウン外側にクラウン部中央からタイヤの最大幅をなす側
端位置１８Ａまで、略等しい厚みでカーカス輪郭に沿っ
て延びている。The tread portion 22 extends outside the crown of the carcass layer 18 from the center of the crown portion to the side end position 18A that forms the maximum width of the tire along the carcass contour with a substantially equal thickness.
【００２３】ここで、二輪車用空気入りタイヤ１０は、
トレッドセンター部分２２Ａのクラウン半径をＲ１、タ
イヤ赤道面ＣＬからタイヤ幅方向（矢印Ａ方向）外側へ
トレッド幅Ｗの１／４の幅分だけ離れた位置、いわゆる
トレッド部２２の１／４点２２Ｂ近傍のクラウン半径を
Ｒ２、トレッドショルダー部分２２Ｃのクラウン半径を
Ｒ３としたときに、Ｒ１、Ｒ２及びＲ３の関係ＧＡ２＜
Ｒ１＜Ｒ３とされており、さらに、直進走行時には１／
４点２２Ｂ近傍が接地し、大キャンバー角で旋回した時
には、１／４点２２Ｂ近傍が接地中心よりも旋回半径方
向外側に位置するようになっている。Here, the pneumatic tire 10 for a motorcycle is
The crown radius of the tread center portion 22A is R1, the position apart from the tire equatorial plane CL to the outside in the tire width direction (direction of arrow A) by a width of ¼ of the tread width W, that is, a quarter point 22B of the tread portion 22B. When the crown radius in the vicinity is R2 and the crown radius of the tread shoulder portion 22C is R3, the relation GA2 <R2 between R1, R2 and R3
R1 <R3, and 1 / when traveling straight ahead
When four points 22B and the vicinity are in contact with the ground and the vehicle makes a turn at a large camber angle, the one-fourth point 22B and the vicinity are located outside the center of the ground in the turning radius direction.
【００２４】本実施例では、クラウン半径Ｒ１を８８m
m、Ｒ２を７８mm、Ｒ３を１６０mmとしている。In this embodiment, the crown radius R1 is set to 88 m.
m, R2 is 78 mm and R3 is 160 mm.
【００２５】次に、本実施例の作用を説明する。本実施
例の二輪車用空気入りタイヤ１０は、直進走行時におい
ては、半径Ｒ１のトレッドセンター部分２２Ａ及びその
両側の半径Ｒ２の１／４点２２Ｂ近傍のうちトレッドセ
ンター部分２２Ａ寄りが接地することとなる。このた
め、本実施例の二輪車用空気入りタイヤ１０は、接地面
のうちトレッドの中でも最も小さい曲率半径を有してい
る１／４点２２Ｂ近傍のトレッドセンター部分２２Ａ寄
りの接地長が従来タイヤの接地長よりも伸びることとな
り、直進安定性が向上し、ハンドリング性が向上する。Next, the operation of this embodiment will be described. In the pneumatic tire 10 for a two-wheeled vehicle of this embodiment, when running straight, the tread center portion 22A having a radius R1 and the tread center portion 22A near both sides of the quarter point 22B of the radius R2 on both sides thereof are grounded. Become. Therefore, in the pneumatic tire 10 for a motorcycle of the present embodiment, the contact length of the tread center portion 22A near the 1/4 point 22B having the smallest curvature radius of the tread among the contact surfaces is the same as that of the conventional tire. It will be longer than the contact length, improving straight running stability and handling.
【００２６】また、旋回により、キャンバー角が０°か
ら３５°に移行した場合、接地領域はクラウン半径Ｒ１
のトレッドセンター部分２２Ａからクラウン半径Ｒ２の
１／４点２２Ｂ近傍に移行して接地幅が狭くなる。この
ため、本実施例の二輪車用空気入りタイヤ１０は、従来
タイヤよりも接地中心の接地面圧が高くなり、また、接
地長も伸び（図２（Ａ） （Ｂ）参照）、これらの作用
によって、グリップ力が増して、旋回性能が向上する。When the camber angle changes from 0 ° to 35 ° by turning, the ground contact area has a crown radius R1.
From the tread center portion 22A to the vicinity of the quarter point 22B of the crown radius R2, the ground contact width becomes narrow. Therefore, the pneumatic tire 10 for a motorcycle according to the present embodiment has a higher contact surface pressure at the center of contact with the ground than the conventional tire, and also has a longer contact length (see FIGS. 2 (A) and 2 (B)). As a result, the grip power is increased and the turning performance is improved.
【００２７】さらに、急旋回、高速旋回等により、キャ
ンバー角が３５°よりもさらに大角度に移行した場合に
は、図３に示すように、接地面圧のピーク２４が、接地
中心（Ｒ３領域）２６から旋回半径方向外側（矢印Ｂ方
向）にずれると共に接地面圧のピーク領域（Ｒ２領域）
での接地長が従来タイヤよりも伸びることとなり、これ
らの作用によりグリップ力が増し、旋回力が向上する。
さらに、この場合には、復元トルクが向上するのでタイ
ヤ自身の踏ん張り感が増し、旋回時の操縦安定性が向上
する。Furthermore, when the camber angle shifts to a larger angle than 35 ° due to a sudden turn, a high-speed turn, etc., as shown in FIG. 3, the peak 24 of the contact surface pressure is at the center of contact (R3 region). ) 26 outside the turning radius direction (direction of arrow B) and the peak area of the contact surface pressure (R2 area)
The ground contact length at the tire becomes longer than that of the conventional tire, and the grip force is increased by these actions, and the turning force is improved.
Further, in this case, since the restoring torque is improved, the feeling of pushing the tire itself is increased, and the steering stability during turning is improved.
【００２８】このように、本実施例の二輪車用空気入り
タイヤ１０は、旋回初期から大キャンバー域に至るまで
旋回特性が向上する。As described above, the pneumatic tire 10 for a motorcycle according to this embodiment has improved turning characteristics from the initial turning to the large camber range.
【００２９】さらに、本実施例の二輪車用空気入りタイ
ヤ１０は、接地面のうち１／４点２２Ｂ近傍の領域の接
地圧が高められているので、タイヤの接地中心から外側
に行くに従い生じる偏摩耗（径差により生じる偏摩耗）
が抑制され、耐摩耗性が向上する。Further, in the pneumatic tire 10 for a two-wheeled vehicle of this embodiment, the ground contact pressure is increased in the area near the 1/4 point 22B of the ground contact surface, so that the deviation generated from the ground contact center of the tire to the outer side. Wear (uneven wear caused by diameter difference)
Is suppressed and wear resistance is improved.
【００３０】〔第２実施例〕本発明の二輪車用空気入り
タイヤの第２実施例を図４に従って説明する。なお、第
１実施例と同一構成に関しては同一符号を付し、その説
明は省略する。[Second Embodiment] A second embodiment of the pneumatic tire for a motorcycle according to the present invention will be described with reference to FIG. The same components as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.
【００３１】図４に示すように、本実施例の二輪車用空
気入りタイヤ１０は、第１実施例の二輪車用空気入りタ
イヤ１０に周方向溝３０を設けた例である。As shown in FIG. 4, the motorcycle pneumatic tire 10 of this embodiment is an example in which the circumferential groove 30 is provided in the motorcycle pneumatic tire 10 of the first embodiment.
【００３２】周方向溝３０は、トレッドセンター部分２
２Ａのタイヤ赤道面ＣＬ上、１／４点２２Ｂ近傍及び１
／４点２２Ｂとトレッド端部１８Ａの中間部に設けられ
ている。なお、その他の構成は第１実施例と同様であ
る。The circumferential groove 30 is formed in the tread center portion 2.
On the tire equatorial plane CL of 2A, near 1/4 point 22B and 1
It is provided at an intermediate portion between the / 4 point 22B and the tread end portion 18A. The rest of the configuration is the same as in the first embodiment.
【００３３】一般に、二輪車のウエット路面での旋回に
おけるキャンバー角は、３５°付近が限界使用域であ
る。本実施例の二輪車用空気入りタイヤ１０では、キャ
ンバー角３５°付近において接地される１／４点２２Ｂ
近傍に周方向溝３０が設けられており、この１／４点２
２Ｂ近傍の接地圧が高められているため、キャンバー角
３５°付近の限界使用域においてエッジ効果を上げて排
水性能を向上させることができ、ウエット路面でのグリ
ップ力、旋回性能を向上させることができる。 〔試験例〕本発明の効果を確認するために、図１に示す
本発明に係る二輪車用空気入りタイヤ（第１実施例の二
輪車用空気入りタイヤ１０）、図４に示す本発明に係る
二輪車用空気入りタイヤ（第２実施例の二輪車用空気入
りタイヤ１０）及び従来の二輪車用空気入りタイヤ２種
の合計４種のテストタイヤを用意し、各テストタイヤを
排気量２５０ｃｃの２輪自動車のリヤに装着してテスト
ライダーによるフィーリングテスト行った。なお、フロ
ントには、従来のタイヤを装着した。Generally, the camber angle of a two-wheeled vehicle when turning on a wet road surface is in the limit use range near 35 °. In the pneumatic tire 10 for a motorcycle of the present embodiment, the 1/4 point 22B grounded at a camber angle of around 35 °
A circumferential groove 30 is provided in the vicinity, and this quarter point 2
Since the ground contact pressure near 2B is increased, it is possible to improve the drainage performance by improving the edge effect in the limit use range near the camber angle of 35 °, and improve the grip force on the wet road surface and the turning performance. it can. [Test Example] In order to confirm the effect of the present invention, the pneumatic tire for a motorcycle according to the present invention shown in FIG. 1 (pneumatic tire 10 for a motorcycle according to the first embodiment), the motorcycle according to the present invention shown in FIG. Pneumatic tires for motorcycles (pneumatic tires 10 for motorcycles of the second embodiment) and two conventional pneumatic tires for motorcycles were prepared, a total of four types of test tires, and each test tire was used for a two-wheeled vehicle having a displacement of 250 cc. I mounted it on the rear and did a feeling test by a test rider. A conventional tire was attached to the front.
【００３４】テストは、溝有りタイヤと溝無しタイヤ
（スリックタイヤ）とで分けて行い、溝有りタイヤで
は、ウエット路面での直進安定性及び操縦安定性をテス
トし、溝なしタイヤでは乾燥路面での旋回性をテストし
た。The test is carried out separately for a grooved tire and an ungrooved tire (slick tire). The grooved tire is tested for straight running stability and steering stability on a wet road surface, and the ungrooved tire is tested on a dry road surface. Was tested for turning ability.
【００３５】以下の表１には溝有りタイヤのテスト結果
を示し、表２には溝なしタイヤのテスト結果を示す。テ
スト結果は、１０点法で採点し、数値が大きいものほど
性能に優れていることを示す。Table 1 below shows the test results for the tire with grooves, and Table 2 shows the test results for the tire without grooves. The test results are scored by the 10-point method, and the larger the value, the better the performance.
【００３６】ここで、テストに用いた従来の二輪車用空
気入りタイヤについて簡単に説明する。従来の二輪車用
空気入りタイヤの一方は図５に示す溝無しの二輪車用空
気入りタイヤ１００であり、他方は図６に示す溝有りの
二輪車用空気入りタイヤ１１０であり、共にトレッドセ
ンター部分２２Ａのクラウン半径Ｒ１が８０mm、トレッ
ドセンター部分２２Ａの両側のショルダー部分２２Ｃの
曲率半径Ｒ３が１１０mmである。Here, the conventional pneumatic tire for a motorcycle used in the test will be briefly described. One of the conventional pneumatic tires for two-wheeled vehicles is a non-grooved pneumatic tire for two-wheeled vehicles 100 shown in FIG. 5, and the other is a pneumatic tire for two-wheeled vehicles 110 shown in FIG. 6, both of which are of the tread center portion 22A. The crown radius R1 is 80 mm, and the radius of curvature R3 of the shoulder portions 22C on both sides of the tread center portion 22A is 110 mm.
【００３７】また、従来の溝有りの二輪車用空気入りタ
イヤ１１０には、図６に示すようにトレッドセンター部
分２２Ａのタイヤ赤道面ＣＬ上、１／４点２２Ｂ近傍及
び１／４点２２Ｂとトレッド端部１８Ａとの中間部に第
２実施例と同様の周方向溝３０が設けられている。Further, in the conventional pneumatic tire 110 for a motorcycle with a groove, as shown in FIG. 6, on the tire equatorial plane CL of the tread center portion 22A, near the 1/4 point 22B and the 1/4 point 22B and the tread. A circumferential groove 30 similar to that of the second embodiment is provided in the middle of the end portion 18A.
【００３８】なお、試験条件は以下の通りである。 「試験条件」 タイヤサイズ： フロント １２５／６００−Ｒ１７ リヤ １６５／６２０−Ｒ１７ 内圧： フロント ２．１kg/cm2 リヤ ２．３kg/cm2 負荷荷重：１名乗車条件The test conditions are as follows. "Test conditions" Tire size: Front 125 / 600-R17 Rear 165 / 620-R17 Internal pressure: Front 2.1kg / cm 2 Rear 2.3kg / cm 2 Load: 1 passenger
【００３９】[0039]
【表１】 [Table 1]
【００４０】[0040]
【表２】 [Table 2]
【００４１】以上の試験結果からも、本発明の適用され
た溝有りタイヤではウエット路面での直進安定性、操縦
安定性が向上し、溝無しタイヤでは旋回性が向上してい
ることは明らかである。From the above test results, it is clear that the grooved tire to which the present invention is applied has improved straight running stability and steering stability on a wet road surface, and the grooveless tire has improved turning performance. is there.
【００４２】[0042]
【発明の効果】請求項１に記載の二輪車用空気入りタイ
ヤは上記構成としたので、溝無しタイヤの場合では、キ
ャンバー角が０°から３５°に移行した場合に従来タイ
ヤよりも接地中心の接地面圧が高くなって接地長も伸び
るため、グリップ力が増して、旋回性能が向上するとい
う優れた効果を有し、また、溝有りタイヤの場合には、
キャンバー角３５°付近の限界使用域においてエッジ効
果及び排水性が上がり旋回性能が向上するという優れた
効果を有する。Since the pneumatic tire for a motorcycle according to claim 1 has the above-mentioned constitution, in the case of the grooveless tire, when the camber angle shifts from 0 ° to 35 °, the center of contact with the ground is more than that of the conventional tire. Since the contact pressure increases and the contact length also increases, it has an excellent effect that the grip force increases and the turning performance is improved, and in the case of a grooved tire,
In the marginal use range near the camber angle of 35 °, it has an excellent effect that the edge effect and drainage performance are improved and the turning performance is improved.
【００４３】請求項２に記載の二輪車用空気入りタイヤ
は上記構成としたので、直進安定性が向上し、ハンドリ
ング性が向上すると共に耐摩耗性が向上するという優れ
た効果有する。Since the pneumatic tire for a motorcycle according to claim 2 has the above-mentioned constitution, it has an excellent effect that the straight running stability is improved, the handling property is improved and the abrasion resistance is improved.
【００４４】また、請求項３に記載の二輪車用空気入り
タイヤは上記構成としたので、大キャンバー角旋回時の
操縦安定性が向上し、旋回初期から大キャンバー域に至
るまで、旋回特性を向上できるという優れた効果有す
る。Further, since the pneumatic tire for a motorcycle according to claim 3 has the above-mentioned constitution, the steering stability at the time of turning at a large camber angle is improved, and the turning characteristics are improved from the initial turning to the large camber range. It has an excellent effect that it can.
【図１】本発明の第１実施例に係る二輪車用空気入りタ
イヤの断面図である。FIG. 1 is a cross-sectional view of a pneumatic tire for a motorcycle according to a first embodiment of the present invention.
【図２】（Ａ）は、キャンバー角３５°における第１実
施例の二輪車用空気入りタイヤの接地面形状であり、
（Ｂ）は、キャンバー角３５°における従来の二輪車用
空気入りタイヤの接地面形状である。FIG. 2A is a ground contact surface shape of the pneumatic tire for a motorcycle according to the first embodiment at a camber angle of 35 °,
(B) is a ground contact surface shape of a conventional pneumatic tire for a motorcycle at a camber angle of 35 °.
【図３】第１実施例の二輪車用空気入りタイヤの大キャ
ンバ角時における接地面形状と接地圧分布を示す説明図
である。FIG. 3 is an explanatory diagram showing a contact surface shape and a contact pressure distribution when the pneumatic tire for a motorcycle according to the first embodiment has a large camber angle.
【図４】本発明の第２実施例に係る二輪車用空気入りタ
イヤの断面図である。FIG. 4 is a sectional view of a pneumatic tire for a motorcycle according to a second embodiment of the present invention.
【図５】従来の溝無しの二輪車用空気入りタイヤの断面
図である。FIG. 5 is a cross-sectional view of a conventional pneumatic tire for a motorcycle without grooves.
【図６】従来の溝有りの二輪車用空気入りタイヤの断面
図である。FIG. 6 is a cross-sectional view of a conventional pneumatic tire for a motorcycle having a groove.
１０ 二輪車用空気入りタイヤ １２ ビード部 １８ カーカス層 ２０ ベルト層 ２２ トレッド部 ２２Ａ トレッドセンター部分 ２２Ｂ １／４点 ２２Ｃ トレッドショルダー部分 10 Pneumatic Tires for Motorcycles 12 Bead Part 18 Carcass Layer 20 Belt Layer 22 Tread Part 22A Tread Center Part 22B 1/4 Point 22C Tread Shoulder Part
Claims (3)
と、 前記カーカス層の半径方向外側に配設されるベルト層
と、 前記ベルト層の半径方向外側に配設されるトレッド部
と、を備え、 トレッドセンター部分のクラウン半径をＲ１、トレッド
の１／４点近傍のクラウン半径をＲ２、トレッドショル
ダー部分のクラウン半径をＲ３としたときに、Ｒ１、Ｒ
２及びＲ３の関係をＲ２＜Ｒ１＜Ｒ３としたことを特徴
とする二輪車用空気入りタイヤ。1. A pair of left and right bead portions, a carcass layer extending from one bead portion to the other bead portion, a belt layer arranged radially outside of the carcass layer, and a radial outer side of the belt layer. And a tread portion disposed on the tread center, where R1 is the crown radius of the tread center portion, R2 is the crown radius near the 1/4 point of the tread, and R3 is the crown radius of the tread shoulder portion.
A pneumatic tire for a motorcycle, wherein the relationship between 2 and R3 is R2 <R1 <R3.
有するトレッドの１／４点近傍が接地することを特徴と
する請求項１に記載の二輪車用空気入りタイヤ。2. The pneumatic tire for a two-wheeled vehicle according to claim 1, wherein a portion of the tread having the crown radius R2 near the 1/4 point is in contact with the ground when traveling straight ahead.
時の接地部分において、前記クラウン半径Ｒ２を有する
トレッドの１／４点近傍が接地中心よりも旋回半径方向
外側にあることを特徴とする請求項１又は請求項２に記
載の二輪車用空気入りタイヤ。3. A tread having a crown radius R2 in the vicinity of a 1/4 point of the tread having the crown radius R2 is outside the center of the tread in the turning radial direction at the ground contact portion when a large camber angle is applied when the vehicle turns. The pneumatic tire for a motorcycle according to claim 1 or 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP08890693A JP3245252B2 (en) | 1993-04-15 | 1993-04-15 | Pneumatic tires for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP08890693A JP3245252B2 (en) | 1993-04-15 | 1993-04-15 | Pneumatic tires for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06297912A true JPH06297912A (en) | 1994-10-25 |
| JP3245252B2 JP3245252B2 (en) | 2002-01-07 |
Family
ID=13955997
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP08890693A Expired - Lifetime JP3245252B2 (en) | 1993-04-15 | 1993-04-15 | Pneumatic tires for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3245252B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0790142A1 (en) | 1996-02-14 | 1997-08-20 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tyre |
| JP2007038943A (en) * | 2005-08-05 | 2007-02-15 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| JP2011521835A (en) * | 2008-05-28 | 2011-07-28 | ピレリ・タイヤ・ソチエタ・ペル・アツィオーニ | Motorcycle tires |
| JP2014525363A (en) * | 2011-08-09 | 2014-09-29 | ピレリ・タイヤ・ソチエタ・ペル・アツィオーニ | Motorcycle tires |
| JP2017030506A (en) * | 2015-07-31 | 2017-02-09 | 株式会社ブリヂストン | Tire for two-wheeled motor vehicle |
| EP3162591A4 (en) * | 2014-06-26 | 2017-12-13 | Bridgestone Corporation | Non-pneumatic tire |
| CN111094016A (en) * | 2017-07-31 | 2020-05-01 | 倍耐力轮胎股份公司 | Bicycle tyre |
-
1993
- 1993-04-15 JP JP08890693A patent/JP3245252B2/en not_active Expired - Lifetime
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0790142A1 (en) | 1996-02-14 | 1997-08-20 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tyre |
| US5803999A (en) * | 1996-02-14 | 1998-09-08 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire with specified tread profile |
| JP2007038943A (en) * | 2005-08-05 | 2007-02-15 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| JP4675710B2 (en) * | 2005-08-05 | 2011-04-27 | 住友ゴム工業株式会社 | Motorcycle tires |
| JP2011521835A (en) * | 2008-05-28 | 2011-07-28 | ピレリ・タイヤ・ソチエタ・ペル・アツィオーニ | Motorcycle tires |
| JP2014525363A (en) * | 2011-08-09 | 2014-09-29 | ピレリ・タイヤ・ソチエタ・ペル・アツィオーニ | Motorcycle tires |
| EP3162591A4 (en) * | 2014-06-26 | 2017-12-13 | Bridgestone Corporation | Non-pneumatic tire |
| JP2017030506A (en) * | 2015-07-31 | 2017-02-09 | 株式会社ブリヂストン | Tire for two-wheeled motor vehicle |
| CN111094016A (en) * | 2017-07-31 | 2020-05-01 | 倍耐力轮胎股份公司 | Bicycle tyre |
| CN111094016B (en) * | 2017-07-31 | 2022-05-24 | 倍耐力轮胎股份公司 | Bicycle tyre |
| US11535061B2 (en) | 2017-07-31 | 2022-12-27 | Pirelli Tyre S.P.A. | Bicycle tyre |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3245252B2 (en) | 2002-01-07 |
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