JPH08207513A - Tire for two-wheeler - Google Patents
Tire for two-wheelerInfo
- Publication number
- JPH08207513A JPH08207513A JP7043568A JP4356895A JPH08207513A JP H08207513 A JPH08207513 A JP H08207513A JP 7043568 A JP7043568 A JP 7043568A JP 4356895 A JP4356895 A JP 4356895A JP H08207513 A JPH08207513 A JP H08207513A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- tread
- spring hardness
- hardness
- central portion
- 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.)
- Pending
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
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
- B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
- B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
-
- 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
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、直進時の抵抗が小さ
く、走行性に優れ、高速走行時にも微震がハンドルに伝
わり難く、また、ハンドルをとられることもなく、蛇行
が防止され、且つカーブ等では横滑りすることなく、安
全であり、更に、より少ない労力で登坂できる二輪車用
タイヤに関する。本発明の二輪車用タイヤは、一般の自
動二輪車及び自転車に用いることができるが、特にマウ
ンテンバイクのようにアップダウンが激しく、カーブの
多い悪路を走行するための二輪車用のタイヤとして好適
である。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has a small resistance when traveling straight ahead, is excellent in running performance, is hard to be transmitted to a steering wheel even at high speeds, and is not gripped by the steering wheel. The present invention relates to a two-wheeled vehicle tire which is safe without skidding on a curve or the like and can be climbed up with less effort. The motorcycle tire of the present invention can be used for general motorcycles and bicycles, but is particularly suitable as a tire for a motorcycle for traveling on a rough road with many curves, such as a mountain bike, which has a large ups and downs. .
【０００２】[0002]
【従来の技術】二輪車ではコーナリング時には相当に車
体を傾斜させて走行するため、タイヤのトレッド部の両
側部が接地することが多い。このようにコーナリング時
に接地するトレッド両側部と、直進時に接地するトレッ
ド中央部とでは、要求性能がかなり異なるため、従来よ
り両部位に対する要求性能を同時に満足するゴム組成物
の開発を目指して種々改良がなされている。2. Description of the Related Art In a two-wheeled vehicle, since the vehicle body inclines considerably during cornering, the two sides of the tread portion of the tire often come into contact with the ground. In this way, the required performance is significantly different between the both sides of the tread that comes into contact with the ground when cornering, and the center of the tread that comes into contact with the road when traveling straight ahead. Has been done.
【０００３】しかし、１種類のゴム組成物からなるトレ
ッドで直進時とコーナリング時、及び各種路面条件に対
応することは難しく、特にマウンテンバイクの競技のよ
うに、カーブ及び起伏の多い悪路をできるだけ高速で走
行するためには、これまでライダーは路面条件に合った
タイヤを選定して競技に臨んでいた。しかし、その走行
性能には限界があってまだまだ満足のいくものではな
く、転がり抵抗が大きい、コーナリング時に腰砕けが起
こる或いは高速時にタイヤブロックのヨレが発生する等
問題が多く、更なる改良が望まれている。However, it is difficult for a tread made of one kind of rubber composition to cope with straight running, cornering and various road surface conditions, and particularly in mountain biking competition, it is possible to avoid rough roads with many curves and undulations. In order to drive at high speeds, riders have hitherto selected the tires that match the road surface conditions before the competition. However, there is a limit to its running performance and it is still not satisfactory, and there are many problems such as large rolling resistance, hip breakage during cornering or tire block deviation at high speed, and further improvement is desired. ing.
【０００４】[0004]
【発明が解決しようとする課題】本発明は、上記従来の
問題点を解決するものであり、転がり抵抗が小さく、高
速走行性に優れることが必要とされるトレッド中央部を
構成するためのゴム組成物、及び適度な剛性を有し、タ
イヤにヨレが発生せず、グリップ力の大きいことが必要
とされるトレッド両側部を構成するためのゴム組成物、
の２種類のゴム組成物を使用することにより、直進時ば
かりでなく、コーナリング時にも安定した、優れた走行
性能が維持される二輪車用タイヤを提供するものであ
る。SUMMARY OF THE INVENTION The present invention solves the above-mentioned problems of the prior art, and is a rubber for forming the central portion of the tread which is required to have low rolling resistance and excellent high-speed running performance. A rubber composition for forming both sides of the tread, which has a composition, and an appropriate rigidity, does not cause twisting in the tire, and has a large grip force,
By using the above two types of rubber compositions, it is possible to provide a two-wheeled vehicle tire that maintains stable running performance not only when traveling straight ahead but also when cornering.
【０００５】[0005]
【課題を解決するための手段】第１発明の二輪車用タイ
ヤは、二色押出成形により形成される中央部と両側部と
からなるゴム製トレッドを備え、該中央部のスプリング
硬さ（ＪＩＳ Ａ）が５５〜６５°であり、該両側部の
スプリング硬さ（ＪＩＳ Ａ）が６５〜７５°であっ
て、且つ上記中央部と上記両側部との上記硬さの差が５
°以上であることを特徴とする。A two-wheeled vehicle tire according to a first aspect of the present invention includes a rubber tread having a central portion and both side portions formed by two-color extrusion molding, and the spring hardness (JIS A) of the central portion. ) Is 55 to 65 °, the spring hardness (JIS A) of the both side portions is 65 to 75 °, and the difference in hardness between the central portion and the both side portions is 5
It is characterized by being at least °.
【０００６】また、第３発明の二輪車用タイヤは、二色
押出成形により形成される中央部と両側部とからなるゴ
ム製トレッドを備え、該中央部の３００％伸長時の引張
応力が４０〜８０ｋｇ／ｃｍ2 であり、該両側部の３０
０％伸長時の引張応力が１００〜１６０ｋｇ／ｃｍ2 で
あることを特徴とする。尚、第４発明は、第１発明の特
定の硬さと、第３発明の特定の引張応力とを併せ有す
る、より高性能の二輪車用タイヤに関する。The two-wheeled vehicle tire of the third invention is provided with a rubber tread having a central portion and both side portions formed by two-color extrusion molding, and the tensile stress at 300% elongation of the central portion is 40 to 40. 80 kg / cm 2 , 30 on both sides
The tensile stress at 0% elongation is 100 to 160 kg / cm 2 . The fourth invention relates to a higher performance two-wheeled vehicle tire having both the specific hardness of the first invention and the specific tensile stress of the third invention.
【０００７】更に、第５発明の二輪車用タイヤは、二色
押出成形により形成される中央部と両側部とからなるゴ
ム製トレッドを備え、該中央部の幅が３〜３０ｍｍであ
り、且つ該中央部の３０℃において測定した反発弾性が
６０〜８０であって、その３００％伸長時の引張応力が
４０〜８０ｋｇ／ｃｍ2 であり、該両側部の０℃におい
て測定したＴａｎδ値が０．１４〜０．４０であって、
その３００％伸長時の引張応力が１００〜１６０ｋｇ／
ｃｍ2 であることを特徴とする。Further, the motorcycle tire of the fifth invention comprises a rubber tread having a central portion and both side portions formed by two-color extrusion molding, and the central portion has a width of 3 to 30 mm, and The impact resilience measured at 30 ° C. in the central part is 60 to 80, the tensile stress at 300% elongation is 40 to 80 kg / cm 2 , and the Tan δ value measured at 0 ° C. on both sides is 0. 14 to 0.40,
The tensile stress at 300% elongation is 100 to 160 kg /
It is characterized in that it is cm 2 .
【０００８】上記「ゴム製トレッド」は図１に示すよう
にタイヤ１の接地面であり、その「中央部」とはタイヤ
の幅方向（回転方向と直角の方向）の中心部のことであ
り、図１においては２１で表される。その幅はトレッド
２の全幅にほぼ比例して設定すればよいが、３〜３０ｍ
ｍ、好ましくは５〜２５ｍｍ程度の幅とすればよく、通
常、この中央部は、タイヤの全周に渡って一定の幅の帯
状に構成されている。また、上記「両側部」とは、トレ
ッドの上記中央部を除く両側部のことであり、図１にお
いては２２で表され、中央部同様タイヤの全周に渡って
一定の幅の帯状に構成されている。The "rubber tread" is the ground contact surface of the tire 1 as shown in FIG. 1, and the "center" is the center of the tire in the width direction (direction perpendicular to the rotation direction). 1, which is represented by 21 in FIG. The width may be set in proportion to the total width of the tread 2, but 3 to 30 m
The width may be about m, preferably about 5 to 25 mm. Usually, the central portion is formed in a belt shape having a constant width over the entire circumference of the tire. Further, the "side portions" are both side portions of the tread excluding the central portion, which is represented by 22 in FIG. 1, and like the central portion, is configured in a belt shape having a constant width over the entire circumference of the tire. Has been done.
【０００９】第１発明において、上記トレッド中央部の
スプリング硬さが５５°未満では、走行時に進行方向に
発生するしなりに対する復元力が弱く、転がり抵抗が大
きくなって、走行により多くのエネルギーを要し、ま
た、６５°を越える場合は、特に直進走行時のタイヤの
緩衝性が低下して乗り心地が悪くなる。更に、トレッド
両側部のスプリング硬さが６５°未満では、剛性が不足
してタイヤにヨレが発生し、この変形の繰り返しのため
にタイヤ寿命が短くなり、また、７５°を越える場合
は、剛性が高くなりすぎ、コーナリング時のタイヤのグ
リップ力が低下し、横滑りを生じることがあり、場合に
よってはゴムが欠け落ちることがある。In the first aspect of the present invention, when the spring hardness of the central portion of the tread is less than 55 °, the restoring force against the bending generated in the traveling direction during traveling is weak, the rolling resistance is large, and more energy is required for traveling. In addition, if the angle exceeds 65 °, the cushioning property of the tire particularly when traveling straight ahead deteriorates and the riding comfort deteriorates. Furthermore, if the spring hardness of both sides of the tread is less than 65 °, the rigidity will be insufficient and the tire will be twisted, and the tire life will be shortened due to this repeated deformation. Becomes too high, the grip force of the tire during cornering decreases, skidding may occur, and in some cases the rubber may fall off.
【００１０】また、上記中央部と両側部の硬さの差が５
°未満では、実走時に乗員が硬さの差を体感できるほど
の走行性能の違いが発現されない。この硬さの差は、通
常、５〜２０°であり、特に７〜１５°の範囲であれ
ば、トレッドの中央部と両側部それぞれの優れた特性が
より十分に発揮され、良好な走行性能が実現される。Further, the difference in hardness between the central portion and both side portions is 5
If the angle is less than °, the difference in running performance that allows passengers to experience the difference in hardness during actual running will not appear. The difference in hardness is usually 5 to 20 °, and particularly in the range of 7 to 15 °, the excellent characteristics of the central portion and both side portions of the tread are more sufficiently exhibited, and good running performance is obtained. Is realized.
【００１１】尚、この硬さは、第２発明にあるように、
トレッド中央部の硬さが５８〜６２°であり、両側部の
硬さが６８〜７２°であることが好ましく、両部位の硬
さがこの範囲であれば、前記のそれぞれの特性が効果的
に発現され、特にマウンテンバイク等の過酷な走行を余
儀なくされる二輪車用のタイヤとして好適である。Incidentally, this hardness is, as in the second invention,
The hardness of the central part of the tread is preferably 58 to 62 °, and the hardness of both side parts is preferably 68 to 72 °. If the hardness of both parts is within this range, the above respective characteristics are effective. It is suitable as a tire for a two-wheeled vehicle, which is particularly expressed in a mountain bike and is forced to run harshly such as a mountain bike.
【００１２】また、第３発明において、トレッド中央部
の３００％伸長時の引張応力が４０ｋｇ／ｃｍ2 未満で
は、転がり抵抗が大きくなって走行性能が低下し、ま
た、８０ｋｇ／ｃｍ2 を越える場合は、中央部が硬くな
りすぎ、走行時に滑りが発生したり、グリップ力が低下
したりする。更に、トレッド両側部の３００％伸長時の
引張応力が１００ｋｇ／ｃｍ2 未満では、グリップ力に
は優れるものの、コーナリング時にタイヤにヨレが発生
し、この変形の繰り返しのためにタイヤ寿命が短くな
り、また、１６０ｋｇ／ｃｍ2 を越える場合は、コーナ
リング時のタイヤのグリップ力が低下し、横滑りを生じ
る恐れがある。Further, in the third invention, when the tensile stress at 300% elongation of the tread central portion is less than 40 kg / cm 2 , rolling resistance becomes large and running performance is deteriorated, and when it exceeds 80 kg / cm 2. In the case of, the center portion becomes too hard, slipping occurs during traveling, and the grip force decreases. Furthermore, when the tensile stress at the time of 300% elongation of both sides of the tread is less than 100 kg / cm 2 , the grip is excellent, but the tire is twisted during cornering, and the tire life is shortened due to repeated deformation, On the other hand, if it exceeds 160 kg / cm 2 , the grip force of the tire during cornering may be reduced, and skidding may occur.
【００１３】また、本発明の二輪車用タイヤでは、第４
発明のように、トレッド中央部が第１発明の特定のスプ
リング硬さと、第３発明の特定の引張応力とを併せ持
ち、且つ両側部が第１発明の特定のスプリング硬さと、
第３発明の特定の引張応力とを併せ有する場合には、よ
り安定した直進走行性及び高速コーナリング性が実現さ
れ好ましい。Further, in the motorcycle tire of the present invention,
As in the invention, the tread central portion has both the specific spring hardness of the first invention and the specific tensile stress of the third invention, and both side portions have the specific spring hardness of the first invention,
When it has the specific tensile stress of the third invention together, more stable straight running performance and high-speed cornering property are realized, which is preferable.
【００１４】更に、第５発明において、トレッド中央部
と両側部の引張応力が上限、下限を外れた場合の問題点
は、それぞれ第３発明と同様であり、また、トレッド中
央部の幅が３ｍｍ未満では、中央部に特定のゴム組成物
を使用し、特定の性能を付与したことによる特有の効果
が十分ではなく、３０ｍｍを越える場合は、両側部に特
定のゴム組成物を使用し、特定の性能を付与したことに
よる効果が十分に発現されない。Further, in the fifth invention, the problems when the tensile stresses at the center and both sides of the tread deviate from the upper and lower limits are the same as in the third invention, and the width of the tread center is 3 mm. If it is less than 30 mm, a specific rubber composition is used in the central portion, and the specific effect of imparting specific performance is not sufficient, and if it exceeds 30 mm, the specific rubber composition is used in both sides, The effect of imparting the above performance is not sufficiently expressed.
【００１５】また、トレッド中央部の３０℃において測
定した反発弾性が６０未満では、転がり抵抗が大きくな
って走行性能が低下し、この反発弾性はタイヤの走行性
能上は高いほど好ましいが、８０を越える場合は、タイ
ヤを加工する面で問題を生ずる。更に、両側部の０℃に
おいて測定したＴａｎδ値が０．１４未満では、グリッ
プ力が低下して横滑りを生じる恐れがあり、このＴａｎ
δ値も高いほどよいが、０．４０を越える場合は、転が
り低下が大きくなる。この反発弾性は７０〜８０、Ｔａ
ｎδ値は０．３０〜０．４０の範囲であることがより好
ましく、これら範囲であれば直進時及びコーナリング時
いずれにおいても優れた走行性能を有するタイヤが得ら
れ、このような構造及び特性のトレッドを有する二輪車
用タイヤは、競技用のマウンテンバイクのタイヤとして
特に好適である。When the impact resilience measured at 30 ° C. in the central portion of the tread is less than 60, rolling resistance increases and running performance deteriorates. This impact resilience is more preferable in terms of running performance of the tire. If it exceeds the above range, a problem occurs in terms of tire processing. Further, if the Tan δ value measured at 0 ° C. on both sides is less than 0.14, the grip force may decrease and skidding may occur.
The higher the δ value is, the better, but if it exceeds 0.40, the rolling decrease becomes large. This impact resilience is 70-80, Ta
The nδ value is more preferably in the range of 0.30 to 0.40, and if it is in this range, a tire having excellent running performance is obtained in both straight running and cornering. A two-wheeled tire having a tread is particularly suitable as a tire for a competitive mountain bike.
【００１６】尚、本発明においては、上記の各物性は下
記の方法によって測定することができる。 硬さ及び引張応力；ＪＩＳ Ｋ ６３０１に準ずる。 反発弾性（指数）；東洋精機株式会社製のレジリエンス
テスター（ＢＳ規格）を使用し、温度３０℃において測
定した。 Ｔａｎδ値；セイコー電子工業株式会社製の粘弾性スペ
クトロメーターを使用し、引張の動歪＝１％、周波数＝
１０ＨＺ、温度＝０℃の条件で、厚さ１ｍｍ、幅５ｍｍ
のシートを試片として、挟み間隔＝２０ｍｍ、初期荷重
＝３０ｇで測定した。このＴａｎδ値はタイヤのブレー
キング特性（コーナリング特性）を表す指標であり、こ
の数値が高いほどブレーキング特性に優れる。In the present invention, the above physical properties can be measured by the following methods. Hardness and tensile stress: According to JIS K 6301. Impact resilience (index): Measured at a temperature of 30 ° C. using a resilience tester (BS standard) manufactured by Toyo Seiki Co., Ltd. Tan δ value; using a viscoelasticity spectrometer manufactured by Seiko Denshi Kogyo Co., Ltd., dynamic strain of tension = 1%, frequency =
Thickness of 1 mm and width of 5 mm under the conditions of 10 HZ and temperature = 0 ° C.
The sheet was used as a test piece, and the measurement was performed at a sandwiching interval of 20 mm and an initial load of 30 g. This Tan δ value is an index representing the braking characteristic (cornering characteristic) of the tire, and the higher this value, the better the braking characteristic.
【００１７】本発明の二輪車用タイヤのトレッドを構成
する素材ゴムとしては、スチレン・ブタジエン共重合ゴ
ム、ブタジエンゴム及びイソプレンゴム等、乗用車等も
含め、一般に車両用タイヤとして使用されているものを
特に制限されず用いることができる。この素材ゴムに、
加硫剤、加硫促進剤、カーボンブラック等の他、必要に
応じて熱安定剤、酸化防止剤、光安定剤、難燃剤等を添
加し、トレッド中央部と両側部を構成するためのゴム組
成物を同時に押出し、タイヤの他の部分とともに成形
し、その後、加硫することにより製品とすることができ
る。The material rubber composing the tread of the two-wheeled vehicle tire of the present invention includes styrene / butadiene copolymer rubber, butadiene rubber and isoprene rubber, and those commonly used as vehicle tires including passenger cars. It can be used without limitation. This material rubber,
In addition to vulcanizing agents, vulcanization accelerators, carbon black, etc., rubbers for forming the central part and both sides of the tread by adding heat stabilizers, antioxidants, light stabilizers, flame retardants, etc. as required. The composition can be extruded at the same time, molded with the rest of the tire and then vulcanized into a product.
【００１８】本発明では、上記のようにしてタイヤを製
造する際に、特に加硫剤、カーボンブラック等の種類及
びその配合量等の組成を適宜設定することにより、得ら
れるタイヤトレッドのスプリング硬さ、引張応力、反発
弾性及びＴａｎδ値を、第１〜５発明に特定される範囲
とすることができ、これにより優れた走行性能等を有す
る二輪車用タイヤを得ることができる。尚、上記各特性
は加硫条件を適宜調整することによっても変化させるこ
とができる。In the present invention, when the tire is manufactured as described above, the spring hardness of the tire tread obtained by appropriately setting the composition such as the type of vulcanizing agent, carbon black and the like and the blending amount thereof is particularly appropriate. The tensile stress, the impact resilience, and the Tan δ value can be set within the ranges specified in the first to fifth inventions, whereby a motorcycle tire having excellent running performance and the like can be obtained. The above-mentioned characteristics can be changed by appropriately adjusting the vulcanization conditions.
【００１９】[0019]
【作用】二輪車はコーナリング時、特に速度が大きい場
合は車体をかなり傾斜させて走行することにより、遠心
力とのバランスをとりながら車体の安定を保っている。
そのため、タイヤの接地面であるトレッドの両側部が接
地することが多いが、トレッドの中央部と両側部とで
は、力の加わる方向及び大きさ等が異なるため、両部位
に対する要求性能には大きな違いがある。そこで、従来
より、１種類のゴム組成物によって、これら両性能の両
立を目指した改良が進められてきた。In the two-wheeled vehicle, when the vehicle is cornering, especially when the vehicle speed is high, the vehicle body is inclined while traveling so as to keep the vehicle body stable while balancing the centrifugal force.
Therefore, both sides of the tread, which is the contact surface of the tire, often come into contact with the ground, but since the direction and size of the force applied are different between the center and both sides of the tread, the required performance for both parts is large. There is a difference. Therefore, conventionally, improvements have been made with the aim of achieving both of these performances with one type of rubber composition.
【００２０】例えば、硬さが５２〜６３°、摩耗指数が
８０〜３００程度の幅広い物性範囲において、トレッド
形成のためのゴム組成物が開発されてきたが、未だ上記
異なった要求性能の双方に十分応えられる製品は得られ
ていない。そこで本発明では、トレッド中央部を、直進
時に重要な転がり抵抗の小さいものとすることのできる
ゴム組成物で構成し、両側部を、コーナリング時に重要
なグリップ力の大きいものとすることのできるゴム組成
物で構成することにより、上記異なる所要性能の両立を
図ったものである。For example, a rubber composition for forming a tread has been developed in a wide range of physical properties having a hardness of 52 to 63 ° and an abrasion index of about 80 to 300. No product has been obtained that can fully meet the needs. Therefore, in the present invention, the central portion of the tread is made of a rubber composition that can have a small rolling resistance that is important when going straight, and both side portions can have a large grip force that is important when cornering. By comprising the composition, the different required performances described above are achieved.
【００２１】[0021]
【実施例】以下、本発明を実施例により更に詳しく説明
する。 製造例 マウンテンバイク用タイヤを製造する従来の方法におい
て、スチレン・ブタジエン共重合ゴム等のゴム成分に、
特定の種類のカーボンブラック、加硫剤、加硫助剤、酸
化防止剤等を所定量配合した２種類のゴム配合物を準備
し、この配合物をそれぞれ２軸混練機で所定時間混練し
て分散、調製し、得られた２種類のゴム組成物を二色押
出成形機に供給して、成形温度８０℃で同時に押出成形
してトレッドを形成し、このトレッド部を更にタイヤの
他の部分とも同時成形して一体とし、その後、加硫管
中、１６０℃で１０分間加硫することにより、トレッド
の中央部と両側部とが異なったゴム組成物により構成さ
れた６種類のタイヤを得た。それらトレッドの中央部及
び両側部のスプリング硬さを、問題点等とともに表１に
示す。EXAMPLES The present invention will now be described in more detail by way of examples. Production Example In a conventional method for producing a mountain bike tire, in a rubber component such as styrene / butadiene copolymer rubber,
Two types of rubber compounds were prepared by mixing a specified amount of carbon black, a vulcanizing agent, a vulcanization aid, an antioxidant, etc., and kneading the compounds with a biaxial kneader for a predetermined time. The two kinds of rubber compositions obtained by dispersing and preparing are supplied to a two-color extrusion molding machine and simultaneously extruded at a molding temperature of 80 ° C. to form a tread. Simultaneously molded together to form one body, and then vulcanized in a vulcanizing tube at 160 ° C. for 10 minutes to obtain six types of tires having different rubber compositions in the center and both sides of the tread. It was Table 1 shows the spring hardness of the tread in the center and both sides thereof together with problems and the like.
【００２２】[0022]
【表１】 [Table 1]
【００２３】表１に示すトレッドを有するタイヤを使用
して実走した結果によれば、第１発明の範囲内である製
造例１では、優れた走行性能が実現された。また、中央
部の硬さが小さい製造例２では、転がり抵抗が大きく、
走行に多くのエネルギーを要し、この硬さが大きすぎる
製造例３では、特に直進時の乗り心地が低下した。更
に、両側部の硬さが小さい製造例４では、剛性が不足し
てタイヤにヨレが発生し、この硬さが大きすぎる製造例
５では、コーナリング時のグリップ力が低下した。ま
た、両部位の硬さの差が小さい製造例６では、乗員が硬
さの差を走行性能の差として体感できるほどの効果が表
れなかった。According to the results of actual running using the tires having the tread shown in Table 1, excellent running performance was realized in Production Example 1 within the scope of the first invention. Further, in Production Example 2 in which the hardness of the central portion is small, the rolling resistance is large,
A large amount of energy was required for running, and in Production Example 3 where the hardness was too large, the riding comfort particularly when traveling straight ahead deteriorated. Further, in Production Example 4 in which the hardness of both side portions is small, rigidity is insufficient and the tire is twisted, and in Production Example 5 in which the hardness is too large, the grip force during cornering is reduced. Further, in Production Example 6 in which the difference in hardness between the two parts was small, the effect that the occupant could feel the difference in hardness as a difference in running performance was not exhibited.
【００２４】[0024]
【発明の効果】第１発明の二輪車用タイヤによれば、直
進時には少ないエネルギーで優れた走行性等が得られ、
また、コーナリグ時にはグリップ力が大きく、且つ滑り
を発生することがなく、優れた高速安定性が実現され
る。特にトレッドの硬さが第２発明に特定された範囲で
あれば、より上記性能に優れたタイヤが得られる。ま
た、第３発明に特定される物性を有する場合にも、第１
発明と同様優れた性能のタイヤが得られる。更に、第４
発明のように、第１発明及び第３発明に特定された物性
を併せ有する場合、及び第５発明のように、トレッド中
央部が特定の幅を有し、且つ中央部及び両側部がそれぞ
れ特定の物性を有する場合には、より優れた性能のタイ
ヤを得ることができる。According to the tire for a two-wheeled vehicle of the first aspect of the present invention, excellent running performance and the like can be obtained with little energy when traveling straight ahead.
Further, when cornering, the grip force is large, slippage does not occur, and excellent high-speed stability is realized. In particular, if the hardness of the tread is within the range specified in the second aspect of the invention, a tire with more excellent performance can be obtained. In addition, even when it has the physical properties specified in the third invention,
As with the invention, a tire having excellent performance can be obtained. Furthermore, the fourth
As in the invention, when the physical properties specified in the first invention and the third invention are combined, and as in the fifth invention, the tread central part has a specific width, and the central part and both side parts are respectively specified. When it has the above physical properties, a tire with more excellent performance can be obtained.
【図１】図１は、本発明の二輪車用タイヤの模式的な横
断面図である。FIG. 1 is a schematic cross-sectional view of a motorcycle tire of the present invention.
１；二輪車用タイヤ、２；トレッド部、２１；トレッド
の中央部、２２；トレッドの両側部、３；ショルダー
部、４；サイドウォール部。DESCRIPTION OF SYMBOLS 1; Tire for a motorcycle, 2; Tread portion, 21; Central portion of tread, 22; Both sides of tread, 3; Shoulder portion, 4; Sidewall portion.
Claims (5)
両側部とからなるゴム製トレッドを備え、該中央部のス
プリング硬さ（ＪＩＳ Ａ）が５５〜６５°であり、該
両側部のスプリング硬さ（ＪＩＳ Ａ）が６５〜７５°
であって、且つ上記中央部と上記両側部との上記硬さの
差が５°以上であることを特徴とする二輪車用タイヤ。1. A rubber tread comprising a central portion and two side portions formed by two-color extrusion molding, wherein the spring hardness (JIS A) of the central portion is 55 to 65 °, Spring hardness (JIS A) is 65-75 °
And a difference in hardness between the central portion and both side portions of 5 ° or more.
Ａ）が５８〜６２°であり、上記両側部のスプリング硬
さ（ＪＩＳ Ａ）が６８〜７２°である請求項１記載の
二輪車用タイヤ。2. The spring hardness of the central portion (JIS
The tire for a motorcycle according to claim 1, wherein A) is 58 to 62 ° and spring hardness (JIS A) of the both side portions is 68 to 72 °.
両側部とからなるゴム製トレッドを備え、該中央部の３
００％伸長時の引張応力が４０〜８０ｋｇ／ｃｍ2 であ
り、該両側部の３００％伸長時の引張応力が１００〜１
６０ｋｇ／ｃｍ2 であることを特徴とする二輪車用タイ
ヤ。3. A rubber tread comprising a central portion and two side portions formed by two-color extrusion molding, and the rubber tread of the central portion is provided.
The tensile stress at 00% elongation is 40 to 80 kg / cm 2 , and the tensile stress at 300% elongation at both sides is 100 to 1
A two-wheeled vehicle tire having a weight of 60 kg / cm 2 .
Ａ）が５５〜６５°であり、且つ３００％伸長時の引張
応力が４０〜８０ｋｇ／ｃｍ2 であって、上記両側部の
スプリング硬さ（ＪＩＳ Ａ）が６５〜７５°であり、
且つ３００％伸長時の引張応力が１００〜１６０ｋｇ／
ｃｍ2 である請求項１又は３記載の二輪車用タイヤ。4. The spring hardness (JIS
A) is 55 to 65 °, the tensile stress at 300% elongation is 40 to 80 kg / cm 2 , and the spring hardness (JIS A) of both sides is 65 to 75 °,
And the tensile stress at 300% elongation is 100-160kg /
The tire for a motorcycle according to claim 1 or 3, which has a cm 2 .
両側部とからなるゴム製トレッドを備え、該中央部の幅
が３〜３０ｍｍであり、且つ該中央部の３０℃において
測定した反発弾性が６０〜８０であって、その３００％
伸長時の引張応力が４０〜８０ｋｇ／ｃｍ2 であり、該
両側部の０℃において測定したＴａｎδ値が０．１４〜
０．４０であって、その３００％伸長時の引張応力が１
００〜１６０ｋｇ／ｃｍ2 であることを特徴とする二輪
車用タイヤ。5. A rubber tread having a central portion and both side portions formed by two-color extrusion molding, the width of the central portion is 3 to 30 mm, and the repulsion measured at 30 ° C. of the central portion. Elasticity is 60-80, 300% of that
The tensile stress during extension is 40 to 80 kg / cm 2 , and the Tan δ value measured at 0 ° C. on both sides is 0.14 to
0.40 and the tensile stress at 300% elongation is 1
A two-wheeled vehicle tire characterized by having a weight of 0 to 160 kg / cm 2 .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7043568A JPH08207513A (en) | 1995-02-07 | 1995-02-07 | Tire for two-wheeler |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7043568A JPH08207513A (en) | 1995-02-07 | 1995-02-07 | Tire for two-wheeler |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH08207513A true JPH08207513A (en) | 1996-08-13 |
Family
ID=12667358
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7043568A Pending JPH08207513A (en) | 1995-02-07 | 1995-02-07 | Tire for two-wheeler |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH08207513A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006327256A (en) * | 2005-05-23 | 2006-12-07 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| EP1785285A2 (en) * | 2005-11-09 | 2007-05-16 | Sumtiomo Rubber Industries Ltd | Tire for motorcycle and method for manufacturing the same |
| EP3825144A1 (en) * | 2019-11-25 | 2021-05-26 | Sumitomo Rubber Industries, Ltd. | Tire for a motorcycle |
-
1995
- 1995-02-07 JP JP7043568A patent/JPH08207513A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006327256A (en) * | 2005-05-23 | 2006-12-07 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| EP1785285A2 (en) * | 2005-11-09 | 2007-05-16 | Sumtiomo Rubber Industries Ltd | Tire for motorcycle and method for manufacturing the same |
| EP1785285A3 (en) * | 2005-11-09 | 2008-01-16 | Sumtiomo Rubber Industries Ltd | Tire for motorcycle and method for manufacturing the same |
| EP3825144A1 (en) * | 2019-11-25 | 2021-05-26 | Sumitomo Rubber Industries, Ltd. | Tire for a motorcycle |
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