JPH1178438A - Pneumatic tire for two-wheeler - Google Patents
Pneumatic tire for two-wheelerInfo
- Publication number
- JPH1178438A JPH1178438A JP9249092A JP24909297A JPH1178438A JP H1178438 A JPH1178438 A JP H1178438A JP 9249092 A JP9249092 A JP 9249092A JP 24909297 A JP24909297 A JP 24909297A JP H1178438 A JPH1178438 A JP H1178438A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- curved surface
- intersection
- surface portion
- radial direction
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は二輪車に装着される
二輪車用空気入りタイヤに係り、特に、旋回時の接地性
を向上し、安定した旋回力を確保して、旋回時の安全性
を向上し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 a motorcycle mounted on a motorcycle, and more particularly, to improving ground contact during turning and securing stable turning force to improve safety during turning. To a motorcycle pneumatic tire.
【０００２】[0002]
【従来の技術】従来、旋回力を向上する技術として、タ
イヤのサイド剛性を上げ、タイヤの横剛性を上げる手法
等がとられていたが、タイヤのサイド剛性を上げると、
二輪車用タイヤの場合、旋回時、図２に示すように、タ
イヤ１００のサイド１０２が曲げ変形し難くなるため、
ショルダー部の接地形状が悪化し、グリップ力が減少す
るため、効果相殺し、大幅な性能向上は発揮できないで
いた。2. Description of the Related Art Conventionally, as a technique for improving a turning force, a technique of increasing a tire's side rigidity to increase a tire's lateral rigidity has been adopted.
In the case of a motorcycle tire, when turning, as shown in FIG. 2, the side 102 of the tire 100 is less likely to be bent and deformed.
The ground contact shape of the shoulder part deteriorated, and the grip force was reduced, so the effects were offset, and a significant improvement in performance could not be exhibited.
【０００３】旋回力を向上するためには、単純に剛性を
上げるだけでは接地性の悪化により、効果的な性能向上
にはつながらない。In order to improve the turning force, simply increasing the rigidity does not lead to an effective improvement in performance due to deterioration of the grounding property.
【０００４】[0004]
【発明が解決しようとする課題】本発明は上記事実を考
慮し、旋回時の接地性を向上し、安定した旋回力を確保
して、旋回時の安全性を向上した二輪車用空気入りタイ
ヤを提供することが目的である。SUMMARY OF THE INVENTION In consideration of the above facts, the present invention provides a pneumatic tire for a two-wheeled vehicle that has improved ground contact during turning, secures stable turning force, and has improved safety during turning. The purpose is to provide.
【０００５】[0005]
【課題を解決するための手段】図１に示すように、二輪
車用空気入りタイヤのサイドウォールの外壁面は、トレ
ッド側に位置しタイヤ外側に曲率中心を有する曲率半径
がＲ1 とされた第１曲面部と、第１曲面部のタイヤ半径
方向内側に位置しタイヤ内側に曲率中心を有する曲率半
径がＲ2 とされた第２曲面部と、を有している。As shown in FIG. 1, an outer wall surface of a sidewall of a pneumatic tire for a motorcycle is located on a tread side and has a first radius of curvature R1 having a center of curvature outside the tire. It has a curved surface portion and a second curved surface portion which is located inside the first curved surface portion in the tire radial direction and has a center of curvature inside the tire and whose radius of curvature is R2.
【０００６】発明者らが鋭意検討した結果、旋回時の接
地性を向上するには、図１に示すように、曲げ変形が発
生しているＡ部及びＢ部の曲げ剛性を下げることが最も
効果的であり、極力横剛性を下げずに接地性を向上し、
旋回力を上げるには下記の様に設定するのが良いとの結
論に達した。As a result of the inventor's intensive studies, as shown in FIG. 1, it is most preferable to reduce the bending stiffness of the portions A and B where bending deformation occurs, in order to improve the contact property during turning. It is effective, improves the ground contact without lowering the lateral rigidity as much as possible,
It was concluded that the following settings should be made to increase the turning force.
【０００７】先ず、接地性を向上するためにＡ部及びＢ
部の曲げ剛性を低下させる手法としては、サイドウォー
ルの薄ゲージ化が最も効果的であり、サイドウォールの
ゲージ分布の最適化に注目した。[0007] First, in order to improve the grounding property, part A and part B
As a method of reducing the bending stiffness of the part, the thinning of the side wall gauge is the most effective, and attention has been paid to optimization of the gauge distribution of the side wall.
【０００８】また、接地性の代替メジャーとして、縦ば
ね定数を考えた場合（タイヤの縦ばね定数が低い方が接
地性は良い。）、縦ばね定数に対するサイドウォール各
部の感度解析を行った結果、Ａ部及びＢ部は感度が高い
が、Ａ部とＢ部と間に交点Ｓ（第１曲面部と第２曲面部
との交点）付近は感度が低いことが判明した。Further, when the longitudinal spring constant is considered as an alternative measure of the ground contact property (the lower the vertical spring constant of the tire, the better the contact property), the result of the sensitivity analysis of each part of the sidewall to the longitudinal spring constant is performed. , A and B have high sensitivity, but the sensitivity is low near the intersection S (the intersection of the first curved surface and the second curved surface) between the A and B portions.
【０００９】以上より、極力タイヤの横剛性を下げずに
接地性を向上する（縦ばね定数を低くする）ためには、
交点Ｓのゲージを下げずに、Ａ部及びＢ部のゲージを下
げるのが好ましく、リムに装着した時のリムフランジ上
端部を通りタイヤ回転軸と平行とされた基準線から第１
曲面部と第２曲面部との交点Ｓまたは第１曲面部の延長
線と第２曲面部の延長線との交点Ｓ’までのタイヤ半径
方向に沿って計測した寸法をＨs 、基準線から第１曲面
部とトレッド踏面との交点Ｔe までのタイヤ半径方向に
沿って計測した寸法をＨ0 としたときに、０．４≦Ｈs
／Ｈ0 ≦０．７となるように交点Ｓ又は交点Ｓ’を配置
し、Ａ部及びＢ部のゲージを薄くするのが良いとの結論
を得た。As described above, in order to improve the contact property without lowering the lateral rigidity of the tire as much as possible (lowering the vertical spring constant),
It is preferable to lower the gauges of the portions A and B without lowering the gauge of the intersection S, and the first from a reference line which is parallel to the tire rotation axis through the upper end of the rim flange when mounted on the rim.
Hs is the dimension measured along the tire radial direction up to the intersection S between the curved surface portion and the second curved surface portion or the intersection S ′ between the extension line of the first curved surface portion and the extension line of the second curved surface portion. When the dimension measured along the tire radial direction up to the intersection Te between the one curved surface portion and the tread surface is H0, 0.4 ≦ Hs
It was concluded that the intersection point S or the intersection point S 'was arranged so that / H0 ≤ 0.7, and the gauges at the portions A and B should be thinned.
【００１０】さらに、交点Ｓでのサイドウォールのゴム
ゲージをｔs 、交点Ｓからタイヤ半径方向外側へ０．１
〜０．２Ｈ0 の範囲における第１曲面部でのゴムゲージ
をｔu 、交点Ｓからタイヤ半径方向内側へ０．１〜０．
２Ｈ0 の範囲における第２曲面部でのゴムゲージをｔd
、としたときに０．８≦ｔu ／ｔs ≦１．１、０．８
≦ｔd ／ｔs ≦１．１とするのが良いとの結論を得た。[0010] Further, the rubber gauge of the sidewall at the intersection S is set to ts, and 0.1 g from the intersection S outward in the tire radial direction.
The rubber gauge at the first curved surface portion in the range of .about.0.2H0 is tu, and 0.1.
The rubber gauge at the second curved surface in the range of 2H0 is td
0.8 ≦ tu / ts ≦ 1.1, 0.8
It was concluded that ≤td / ts ≤1.1 should be satisfied.
【００１１】請求項１に記載の二輪車用空気入りタイヤ
は、上記事実に鑑みて成されたものであって、タイヤ回
転軸に沿った断面形状において、サイドウォールの外壁
面は、トレッド側に位置しタイヤ外側に曲率中心を有す
る曲率半径がＲ1 とされた第１曲面部と、前記第１曲面
部のタイヤ半径方向内側に位置しタイヤ内側に曲率中心
を有する曲率半径がＲ2 とされた第２曲面部と、を有
し、リムに装着した時のリムフランジ上端部を通りタイ
ヤ回転軸と平行とされた基準線から前記第１曲面部と前
記第２曲面部との交点Ｓまたは前記第１曲面部の延長線
と前記第２曲面部の延長線との交点Ｓ’までのタイヤ半
径方向に沿って計測した寸法をＨs 、前記基準線から前
記第１曲面部とトレッド踏面との交点Ｔe までのタイヤ
半径方向に沿って計測した寸法をＨ0 、交点Ｓでの前記
サイドウォールのゴムゲージをｔs、交点Ｓからタイヤ
半径方向外側へ０．１〜０．２Ｈ0 の範囲における第１
曲面部でのゴムゲージをｔu 、交点Ｓからタイヤ半径方
向内側へ０．１〜０．２Ｈ0の範囲における第２曲面部
でのゴムゲージをｔd 、としたときに下式（１）乃至
（３）を満足することを特徴としている。The pneumatic tire for a motorcycle according to the first aspect has been made in view of the above fact, and the outer wall surface of the sidewall is located on the tread side in the cross-sectional shape along the tire rotation axis. A first curved surface portion having a center of curvature outside the tire and having a radius of curvature R1; and a second curved portion located inside the first curved surface portion in the tire radial direction and having a center of curvature inside the tire and having a radius of curvature R2. An intersection point S of the first curved surface portion and the second curved surface portion from a reference line passing through the upper end of the rim flange when mounted on the rim and being parallel to the tire rotation axis. The dimension measured along the tire radial direction up to the intersection S ′ of the extension of the curved surface and the extension of the second curved surface is Hs, from the reference line to the intersection Te between the first curved surface and the tread surface. Along the tire radial direction The dimensions H0, first in the region of the 0.1~0.2H0 the rubber gauge of the sidewall ts, from the intersection S to the radially outer side at the intersection S
Assuming that the rubber gauge at the curved surface portion is tu and the rubber gauge at the second curved surface portion in the range of 0.1 to 0.2 H0 inward from the intersection S in the tire radial direction is td, the following expressions (1) to (3) are obtained. It is characterized by satisfaction.
【００１２】 ０．４≦Ｈs ／Ｈ0 ≦０．７・・・・（１） ０．８≦ｔu ／ｔs ≦１．１・・・・（２） ０．８≦ｔd ／ｔs ≦１．１・・・・（３） 次に、請求項１に記載の二輪車用空気入りタイヤの作用
を説明する。0.4 ≦ Hs / H0 ≦ 0.7 (1) 0.8 ≦ tu / ts ≦ 1.1 (2) 0.8 ≦ td / ts ≦ 1.1 (3) Next, the operation of the pneumatic tire for a motorcycle according to claim 1 will be described.
【００１３】請求項１に記載の二輪車用空気入りタイヤ
では、リムに装着した時のリムフランジ上端部を通りタ
イヤ回転軸と平行とされた基準線から第１曲面部と第２
曲面部との交点Ｓまたは第１曲面部の延長線と第２曲面
部の延長線との交点Ｓ’までのタイヤ半径方向に沿って
計測した寸法をＨs 、基準線から第１曲面部とトレッド
踏面との交点Ｔe までのタイヤ半径方向に沿って計測し
た寸法をＨ0 、交点Ｓでのサイドウォールのゴムゲージ
をｔs 、交点Ｓからタイヤ半径方向外側へ０．１〜０．
２Ｈ0 の範囲における第１曲面部でのゴムゲージをｔu
、交点Ｓからタイヤ半径方向内側へ０．１〜０．２Ｈ0
の範囲における第２曲面部でのゴムゲージをｔd 、と
したときに、０．４≦Ｈs ／Ｈ0 ≦０．７、０．８≦ｔ
u ／ｔs ≦１．１及び０．８≦ｔd ／ｔs ≦１．１を満
足するようにサイドウォールを構成したので、横剛性を
下げずに縦ばね定数を低くすることができる。この結
果、旋回時の接地性が向上し、旋回力が向上する。In the pneumatic tire for a motorcycle according to the first aspect, the first curved surface portion and the second curved surface portion extend from a reference line which passes through the upper end of the rim flange when mounted on the rim and is parallel to the tire rotation axis.
Hs is the dimension measured along the tire radial direction up to the intersection S with the curved surface or the intersection S 'of the extension of the first curved surface with the extension of the second curved surface, and the first curved surface and the tread from the reference line. The dimension measured along the tire radial direction up to the intersection Te with the tread is H0, the rubber gauge of the sidewall at the intersection S is ts, and 0.1 to 0.
The rubber gauge at the first curved surface in the range of 2H0 is tu
0.1 to 0.2 H0 inward from the intersection S in the tire radial direction
Where Td is the rubber gauge at the second curved surface portion in the range of 0.4 ≦ Hs / H0 ≦ 0.7, 0.8 ≦ t
Since the sidewalls are configured so as to satisfy u / ts ≦ 1.1 and 0.8 ≦ td / ts ≦ 1.1, the vertical spring constant can be reduced without lowering the lateral rigidity. As a result, the contact property during turning is improved, and the turning force is improved.
【００１４】ここで、Ｈs ／Ｈ0 が０．４未満になる
と、タイヤの横剛性が下がり、サイドウォールの曲げ剛
性が下がり過ぎるし、０．７を越えてもタイヤの横剛性
は下がるし、サイドウォールの曲げ剛性も下がり過ぎ
る。Here, when Hs / H0 is less than 0.4, the lateral rigidity of the tire decreases, the bending rigidity of the sidewall becomes too low, and when it exceeds 0.7, the lateral rigidity of the tire decreases. The bending stiffness of the wall is too low.
【００１５】ｔu ／ｔs 及びｔd ／ｔs の値がそれぞれ
０．８未満になると、横剛性の低下の影響が顕著にあら
れ、効果が相殺される。When the values of tu / ts and td / ts are less than 0.8, the effect of the reduction in the lateral rigidity is remarkable, and the effects are offset.
【００１６】ｔu ／ｔs 及びｔd ／ｔs の値がそれぞれ
１．１を超える部分が存在するような形状に設定する
と、効果的な接地性向上効果が発揮されない。If the shape is such that there are portions where the values of tu / ts and td / ts exceed 1.1, respectively, an effective grounding effect cannot be exhibited.
【００１７】請求項２に記載の発明は、請求項１に記載
の二輪車用空気入りタイヤにおいて、２mm≦ｔs ＜５mm
としたことを特徴としている。According to a second aspect of the present invention, there is provided the pneumatic tire for a motorcycle according to the first aspect, wherein 2 mm ≦ ts <5 mm
It is characterized by having.
【００１８】次に、請求項２に記載の二輪車用空気入り
タイヤの作用を説明する。ｔs が２mm未満になると、サ
イドウォールにサイドクラック等が発生し易くなり、耐
久性が悪化する。Next, the operation of the pneumatic tire for a motorcycle according to the second aspect will be described. If ts is less than 2 mm, side cracks and the like are likely to occur on the sidewall, and the durability is deteriorated.
【００１９】一方、ｔs が５mm以上にすると、サイドウ
ォール全体の剛性が高くなり過ぎ、サイドウォールの形
状を規定したことの効果が薄れ、効果的に機能しなくな
る。したがって、２mm≦ｔs ＜５mmとする。On the other hand, if ts is 5 mm or more, the rigidity of the entire sidewall becomes too high, and the effect of defining the shape of the sidewall is weakened, and the sidewall cannot function effectively. Therefore, 2 mm ≦ ts <5 mm.
【００２０】[0020]
【発明の実施の形態】本発明の二輪車用空気入りタイヤ
の一実施形態を図１にしたがって説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a pneumatic tire for a motorcycle according to the present invention will be described with reference to FIG.
【００２１】図１には、リム１２に装着された本実施形
態の二輪車用空気入りタイヤ１０のタイヤ回転軸に沿っ
た断面形状の片側が示されている。FIG. 1 shows one side of a cross-sectional shape along a tire rotation axis of a pneumatic tire 10 for a motorcycle according to the present embodiment mounted on a rim 12.
【００２２】この二輪車用空気入りタイヤ１０は、いわ
ゆるラジアルタイヤであり、タイヤ赤道面ＣＬに対して
実質的に９０°の角度で配列したコードがゴムコーティ
ングされた第１カーカスプライ１４Ａ及び第２カーカス
プライ１４Ｂの２枚のカーカスプライから構成されたカ
ーカス１４を備えている。The pneumatic tire 10 for a motorcycle is a so-called radial tire. The first carcass ply 14A and the second carcass 14A are rubber-coated with cords arranged substantially at 90 ° to the tire equatorial plane CL. The carcass 14 includes two carcass plies of the ply 14B.
【００２３】第１カーカスプライ１４Ａ及び第２カーカ
スプライ１４Ｂは、トレッド１６及びサイドウォール１
８を補強し、その両端部が、ビード部２０に埋設された
ビードコア２２の周りにタイヤ内側から外側に向かって
巻き上げられている。The first carcass ply 14A and the second carcass ply 14B
8, and both ends are wound up from the inside of the tire to the outside around a bead core 22 embedded in the bead portion 20.
【００２４】カーカス１４のタイヤ半径方向外側には、
トレッド１６との間に、平行に並べられたコードがゴム
コーティングされた第１ベルト層２４Ａ及び第２ベルト
層２４Ｂからなるベルト２４が配置されている。Outside the carcass 14 in the tire radial direction,
Between the tread 16 and the tread 16, a belt 24 composed of a first belt layer 24A and a second belt layer 24B coated with cords arranged in parallel with rubber is disposed.
【００２５】サイドウォール１８の外壁面は、トレッド
１６側に位置する第１曲面部１８Ａと、この第１曲面部
１８Ａのタイヤ半径方向内側に位置する第２曲面部１８
Ｂとを有している。The outer wall surface of the sidewall 18 has a first curved surface portion 18A located on the tread 16 side and a second curved surface portion 18 located radially inward of the first curved surface portion 18A in the tire radial direction.
B.
【００２６】第１曲面部１８Ａは、タイヤ外側に曲率中
心を有し、その曲率半径がＲ1 とされている。The first curved surface portion 18A has a center of curvature outside the tire, and has a radius of curvature R1.
【００２７】一方、第２曲面部１８Ｂは、タイヤ内側に
曲率中心を有し、その曲率半径がＲ2 とされている。On the other hand, the second curved surface portion 18B has a center of curvature inside the tire, and its radius of curvature is R2.
【００２８】リム１２のリムフランジ上端部１２Ａを通
るタイヤ回転軸と平行とされた基準線ＢＬから第１曲面
部１８Ａと第２曲面部１８Ｂとの交点Ｓまでのタイヤ半
径方向に沿って計測した寸法をＨs 、同じく、基準線Ｂ
Ｌから第１曲面部１８Ａとトレッド踏面１６Ａとの交点
（トレッド端）Ｔe までのタイヤ半径方向に沿って計測
した寸法をＨ0 としたときに、０．４≦Ｈs ／Ｈ0 ≦
０．７である。Measurement was taken along the tire radial direction from a reference line BL, which is parallel to the tire rotation axis passing through the upper end portion 12A of the rim flange 12A, to the intersection S of the first curved surface portion 18A and the second curved surface portion 18B. Dimension is Hs, also reference line B
Assuming that the dimension measured along the tire radial direction from L to the intersection (tread end) Te of the first curved surface portion 18A and the tread surface 16A is H0, 0.4 ≦ Hs / H0 ≦
0.7.
【００２９】サイドウォール１８のゴムゲージ（カーカ
ス１４のタイヤ外側部分のゴムゲージ）は、交点Ｓでの
ゴムゲージをｔs 、交点Ｓからタイヤ半径方向外側へ
０．１〜０．２Ｈ0 の範囲における第１曲面部１８Ａで
のゴムゲージをｔu 、交点Ｓからタイヤ半径方向内側へ
０．１〜０．２Ｈ0 の範囲における第２曲面部１８Ｂで
のゴムゲージをｔd としたときに、０．８≦ｔu ／ｔs
≦１．１、０．８≦ｔd／ｔs ≦１．１に設定される。The rubber gauge of the side wall 18 (the rubber gauge of the carcass 14 outside the tire) has a rubber gauge at the intersection S of ts and a first curved surface portion in the range of 0.1 to 0.2 H0 from the intersection S to the outside in the tire radial direction. Assuming that the rubber gauge at 18A is tu and that the rubber gauge at the second curved surface portion 18B in the range of 0.1 to 0.2H0 in the radial direction of the tire from the intersection S is td, 0.8 ≦ tu / ts
.Ltoreq.1.1, 0.8.ltoreq.td/ts.ltoreq.1.1.
【００３０】なお、第１カーカスプライ１４Ａの折返端
１４ＡＥ及び第２カーカスプライ１４Ｂの折返端１４Ｂ
Ｅは、上記ゴムゲージｔd の測定部位よりもビードコア
２２側に位置している。The folded end 14AE of the first carcass ply 14A and the folded end 14B of the second carcass ply 14B
E is located closer to the bead core 22 than the measurement site of the rubber gauge td.
【００３１】また、交点Ｓでのゴムゲージｔs は、２mm
≦ｔs ＜５mmとすることが好ましい。The rubber gauge ts at the intersection S is 2 mm
.Ltoreq.ts <5 mm.
【００３２】さらに、Ｒ1 ／Ｒ2 ＝０．２〜０．４５が
好適範囲である。Ｒ1 ／Ｒ2 が０．２未満になると、サ
イドウォール１８の曲げ剛性が低下し過ぎる。Ｒ1 ／Ｒ
2 が０．４５を越えると、サイドウォール１８の曲げ剛
性の下げ効果が小さ過ぎる。Further, R1 / R2 = 0.2 to 0.45 is a preferable range. When R1 / R2 is less than 0.2, the bending stiffness of the sidewall 18 is too low. R1 / R
When 2 exceeds 0.45, the effect of lowering the bending rigidity of the sidewall 18 is too small.
【００３３】本実施形態の空気入りタイヤ１０は、上記
のようにサイドウォール１８の形状及びゴムゲージを設
定したので、横剛性を下げずに縦ばね定数を低くするこ
とができ、これにより旋回時の接地性が向上し、旋回力
が向上する。In the pneumatic tire 10 of the present embodiment, since the shape of the sidewall 18 and the rubber gauge are set as described above, the vertical spring constant can be reduced without lowering the lateral rigidity. The contact property is improved, and the turning force is improved.
【００３４】なお、本実施形態では、サイドウォール１
８の外表面にて、曲率中心をタイヤ外側に有すると第１
曲面部１８Ａと曲率中心をタイヤ内側に有する第２曲面
部１８Ｂとを有し、両曲面部同士が直接的に連続してい
たが、本発明はこれに限らず、第１曲面部１８Ａと第２
曲面部１８Ｂとの間に、他の曲面や平面が存在すること
もあり得る。この場合、第１曲面部１８Ａの延長線と第
２曲面部１８Ｂの延長線との交点Ｓ’が本実施形態の交
点Ｓの代わりとなる。（試験例）本発明の効果を確かめ
るために、従来例のタイヤ３種、実施例のタイヤ３種及
び比較例のタイヤ１種を用意し、縦ばね定数、横剛性を
測定すると共に、旋回性試験及び耐久性試験を行った。In this embodiment, the sidewall 1
8 having the center of curvature on the outside of the tire,
It has a curved surface portion 18A and a second curved surface portion 18B having a center of curvature inside the tire, and both curved surface portions are directly continuous. However, the present invention is not limited to this, and the first curved surface portion 18A and the 2
Another curved surface or flat surface may exist between the curved surface portion 18B. In this case, an intersection S ′ between the extension of the first curved surface 18A and the extension of the second curved surface 18B serves as the intersection S in the present embodiment. (Test Example) In order to confirm the effects of the present invention, three types of conventional tires, three types of tires of the example, and one type of tire of the comparative example were prepared, and the longitudinal spring constant and the lateral rigidity were measured. A test and a durability test were performed.
【００３５】各タイヤの諸元は以下の表１に示す通りで
ある。実施例のタイヤ１、比較例のタイヤ１及び従来例
のタイヤ１は、セミラジアル構造のタイヤ（共にタイヤ
サイズ：１１０／８０−１７）である。The specifications of each tire are as shown in Table 1 below. The tire 1 of the example, the tire 1 of the comparative example, and the tire 1 of the conventional example are tires having a semi-radial structure (both tire sizes: 110 / 80-17).
【００３６】実施例のタイヤ２及び比較例のタイヤ２
は、ラジアル構造のタイヤ（共にタイヤサイズ：１２０
／７０ＺＲ１７）である。Tire 2 of Example and Tire 2 of Comparative Example
Is a radial tire (both tire size: 120
/ 70ZR17).
【００３７】実施例のタイヤ３及び比較例のタイヤ３
は、ラジアル構造のタイヤ（共にタイヤサイズ：１８０
／５５ＺＲ１７）である。Tire 3 of Example and Tire 3 of Comparative Example
Is a radial tire (both tire size: 180
/ 55ZR17).
【００３８】なお、実施例のタイヤ２及び従来例のタイ
ヤ２のベルトは、各々のコード方向がタイヤ赤道面に対
して傾斜しかつ互いのコード方向が交差する２枚のベル
ト層からなる（所謂クロスベルト）。The belts of the tire 2 of the embodiment and the tire 2 of the conventional example are each composed of two belt layers in which each cord direction is inclined with respect to the tire equatorial plane and each cord direction intersects (so-called belt layer). Cross belt).
【００３９】一方、実施例のタイヤ３及び従来例のタイ
ヤ３のベルトは、コードをタイヤ赤道面対して実質的に
平行に螺旋巻回したベルト層を有する（所謂モノスパイ
ラルベルト）。On the other hand, the belts of the tire 3 of the embodiment and the tire 3 of the conventional example have a belt layer in which a cord is spirally wound substantially parallel to the tire equatorial plane (a so-called monospiral belt).
【００４０】なお、従来例のタイヤ１〜３は、サイドウ
ォール外表面の曲率半径が連続して変化しており、ゴム
ゲージｔs ，ｔu ，ｔd は各々実施例のタイヤと同一部
位で測定した値を記載している。In the tires 1 to 3 of the conventional example, the radius of curvature of the outer surface of the sidewall continuously changes, and the rubber gauges ts, tu, and td are values measured at the same site as the tire of the example. It has been described.
【００４１】次に測定方法及び試験方法を説明する。 縦ばね定数：リム組みしたタイヤに内圧２．８kg/cm2を
充填し、キャンバー角３０°を付与し、１１０kgf の荷
重負荷下での縦たわみを測定した。結果は、従来例のタ
イヤを１００とする指数で表しており、数値が大きいほ
ど縦ばね定数が大きいことを表す。Next, a measurement method and a test method will be described. Longitudinal spring constant: A rim-assembled tire was filled with an internal pressure of 2.8 kg / cm 2 , a camber angle of 30 ° was given, and the vertical deflection under a load of 110 kgf was measured. The results are expressed as an index with the conventional tire set as 100, and the larger the numerical value, the larger the longitudinal spring constant.
【００４２】横剛性：リム組みしたタイヤに内圧２．８
kg/cm2を充填し、キャンバー角３０°を付与し、１１０
kgf の荷重負荷下で５mm横移動させたときの横方向の力
を測定した。結果は、従来例のタイヤを１００とする指
数で表しており、数値が大きいほど横剛性大きいことを
表す。Lateral rigidity: 2.8 internal pressure applied to rim-assembled tire
kg / cm 2 , giving a camber angle of 30 °, 110
The lateral force was measured when the sample was moved 5 mm laterally under a load of kgf. The result is represented by an index with the conventional tire set as 100, and the larger the value, the greater the lateral rigidity.
【００４３】旋回性試験：試験タイヤを実車に装着しテ
ストコースを走行させた。結果は、テストドライバーに
よるフィーリング評価であり、従来例のタイヤを１００
とする指数で表している。なお、数値が大きいほど旋回
性が良いことを表す。Turning test: The test tire was mounted on an actual vehicle and allowed to run on a test course. The result is a feeling evaluation by a test driver.
It is expressed by an index. Note that the larger the numerical value, the better the turning performance.
【００４４】耐久性：試験タイヤを実車に装着し、一般
道１万km走行後にサイドウォールのサイドクラック発生
の有無を測定した。結果は、従来例のタイヤを１００と
する指数で表しており、数値が大きいほどサイドクラッ
クの発生が少なく、耐久性が良いことを表す。Durability: The test tire was mounted on an actual vehicle, and after traveling 10,000 km on a general road, the occurrence of side cracks on the sidewall was measured. The results are expressed as an index with the tire of the conventional example being 100, and the larger the value, the smaller the occurrence of side cracks and the better the durability.
【００４５】[0045]
【表１】 [Table 1]
【００４６】試験の結果、実施例のタイヤ１は、従来例
のタイヤ１及び比較例のタイヤ１に比較して旋回性が向
上しており、実施例のタイヤ２は従来例のタイヤ２に比
較して旋回性が向上しており、実施例のタイヤ３は従来
例のタイヤ３に比較して旋回性が向上している。As a result of the test, the turning property of the tire 1 of the example is improved as compared with the tire 1 of the conventional example and the tire 1 of the comparative example, and the tire 2 of the example is compared with the tire 2 of the conventional example. Thus, the turning property is improved, and the turning property of the tire 3 of the example is improved as compared with the tire 3 of the conventional example.
【００４７】[0047]
【発明の効果】以上説明したように、請求項１に記載の
二輪車用空気入りタイヤは上記の構成としたので、横剛
性を下げずに縦ばね定数を低くすることにより二輪車の
旋回時の接地性を向上させ、旋回力を向上させることが
できる、という優れた効果を有する。これにより、旋回
時の安全性が向上する。As described above, the pneumatic tire for a motorcycle according to the first aspect of the present invention has the above-described structure. Therefore, by lowering the vertical spring constant without lowering the lateral rigidity, the grounding during turning of the motorcycle can be achieved. This has an excellent effect that the performance can be improved and the turning force can be improved. Thereby, safety at the time of turning improves.
【００４８】また、請求項２に記載の二輪車用空気入り
タイヤは上記の構成としたので、サイドクラックの発生
を抑え、耐久性を向上することができる、という優れた
効果を有する。Further, the pneumatic tire for a motorcycle according to the second aspect has the above-described configuration, and therefore has an excellent effect that occurrence of side cracks can be suppressed and durability can be improved.
【図１】本発明の一実施形態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 an embodiment of the present invention.
【図２】旋回時のタイヤの断面図である。FIG. 2 is a cross-sectional view of the tire at the time of turning.
１０ 二輪車用空気入りタイヤ １２ リム １２Ａ リムフランジ上端部 １８ サイドウォール １８Ａ 第１曲面部 １８Ｂ 第２曲面部 Ｓ 交点 Ｔe 交点 Reference Signs List 10 Pneumatic tire for motorcycle 12 Rim 12A Rim flange upper end portion 18 Side wall 18A First curved surface portion 18B Second curved surface portion S Intersection Te Intersection
Claims (2)
て、サイドウォールの外壁面は、トレッド側に位置しタ
イヤ外側に曲率中心を有する曲率半径がＲ1 とされた第
１曲面部と、前記第１曲面部のタイヤ半径方向内側に位
置しタイヤ内側に曲率中心を有する曲率半径がＲ2 とさ
れた第２曲面部と、を有し、 リムに装着した時のリムフランジ上端部を通りタイヤ回
転軸と平行とされた基準線から前記第１曲面部と前記第
２曲面部との交点Ｓまたは前記第１曲面部の延長線と前
記第２曲面部の延長線との交点Ｓ’までのタイヤ半径方
向に沿って計測した寸法をＨs 、 前記基準線から前記第１曲面部とトレッド踏面との交点
Ｔe までのタイヤ半径方向に沿って計測した寸法をＨ0
、 交点Ｓでの前記サイドウォールのゴムゲージをｔs 、 交点Ｓからタイヤ半径方向外側へ０．１〜０．２Ｈ0 の
範囲における第１曲面部でのゴムゲージをｔu 、 交点Ｓからタイヤ半径方向内側へ０．１〜０．２Ｈ0 の
範囲における第２曲面部でのゴムゲージをｔd 、とした
ときに下式（１）乃至（３）を満足することを特徴とす
る二輪車用空気入りタイヤ。 ０．４≦Ｈs ／Ｈ0 ≦０．７・・・・（１） ０．８≦ｔu ／ｔs ≦１．１・・・・（２） ０．８≦ｔd ／ｔs ≦１．１・・・・（３）In a cross-sectional shape along a tire rotation axis, an outer wall surface of a sidewall has a first curved surface portion located on a tread side and having a center of curvature outside the tire and having a radius of curvature R1; A second curved surface portion having a radius of curvature of R2 having a center of curvature inside the tire and having a center of curvature inside the tire in a radial direction of the curved surface portion, and a tire rotation axis passing through an upper end of a rim flange when mounted on a rim. A tire radial direction from a parallel reference line to an intersection S of the first curved surface portion and the second curved surface portion or an intersection S ′ of an extension line of the first curved surface portion and an extension line of the second curved surface portion. The dimension measured along the tire radial direction from the reference line to the intersection Te between the first curved surface portion and the tread surface is H0.
The rubber gauge of the sidewall at the intersection S is ts, the rubber gauge of the first curved surface portion in the range of 0.1 to 0.2H0 from the intersection S to the tire radial outside is tu, and the rubber gauge of the sidewall from the intersection S to the tire radial inside is 0. A pneumatic tire for a motorcycle, wherein the following formulas (1) to (3) are satisfied when the rubber gauge at the second curved surface portion in the range of 0.1 to 0.2H0 is td. 0.4 ≦ Hs / H0 ≦ 0.7 (1) 0.8 ≦ tu / ts ≦ 1.1 (2) 0.8 ≦ td / ts ≦ 1.1 ...・ (3)
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 motorcycle according to claim 1, wherein 2 mm ≦ ts <5 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24909297A JP3934755B2 (en) | 1997-09-12 | 1997-09-12 | Pneumatic tires for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24909297A JP3934755B2 (en) | 1997-09-12 | 1997-09-12 | Pneumatic tires for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1178438A true JPH1178438A (en) | 1999-03-23 |
| JP3934755B2 JP3934755B2 (en) | 2007-06-20 |
Family
ID=17187869
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24909297A Expired - Fee Related JP3934755B2 (en) | 1997-09-12 | 1997-09-12 | Pneumatic tires for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3934755B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007038943A (en) * | 2005-08-05 | 2007-02-15 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
-
1997
- 1997-09-12 JP JP24909297A patent/JP3934755B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3934755B2 (en) | 2007-06-20 |
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