JPS6056604A - Tyre for motorcycle - Google Patents
Tyre for motorcycleInfo
- Publication number
- JPS6056604A JPS6056604A JP58164010A JP16401083A JPS6056604A JP S6056604 A JPS6056604 A JP S6056604A JP 58164010 A JP58164010 A JP 58164010A JP 16401083 A JP16401083 A JP 16401083A JP S6056604 A JPS6056604 A JP S6056604A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- tread
- carcass
- sidewall
- angle
- 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
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
-
- 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
【発明の詳細な説明】
本発明は自動二輪車用タイヤ、特にサイドウオール部と
トレッド部の接合部分に発生ずるクラックあるいは、セ
パレーションを簡単かつ確実に抑制したラジアルタイヤ
に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a motorcycle tire, and particularly to a radial tire that easily and reliably suppresses cracks or separations that occur at the joint between a sidewall portion and a tread portion.
最近、道路の舗装整備化に伴ない車両の高速化がすすめ
られ、自動二輪車用タイヤも高速走行における緒特性が
要求されている。Recently, as roads have become more paved, vehicles have become faster, and tires for motorcycles are also required to have better performance during high-speed driving.
一般に自動二輪車はカーカスにクロスプライ構造、即ち
カーカスプライのコード角度を周方向に対して約30°
〜60’の角度で傾斜させプライ間で相互に交差する配
置が広く採用されている。Generally, motorcycles have a cross-ply structure in the carcass, that is, the cord angle of the carcass ply is approximately 30° with respect to the circumferential direction.
An arrangement that is angled at an angle of ~60' and crosses each other between the plies is widely employed.
これは自動二輪車用タイヤは乗用車等の四輪車用タイヤ
と較べて、特に旋回走行時の運動機能が根本的に相違す
ることによるものであり、自動二輪車は旋回時、路面と
垂直な面に対して大きく傾斜させ(大きなキャンバ−角
を与え)、そのときタイヤにはキャンバ−角を与えた方
向に路面と水平に力(キャンバ−スラスト)が生じ車体
に働く遠心力に対抗し安定な走行を維持するという特性
が要求される。したがって自動二輪車用タイヤは前述の
クロスプライ構造のカーカスを用いることにより横方向
剛性を高め、前記キャンバ−スラストの維持を図ってお
り、横剛性の劣るラジアル構造は上記観点からほとんど
採用されていない。しかしクロスプライ構造のタイヤは
高速走行時、タイヤのコーナリングパワーと横剛性に起
因する車体の横方向の振動(WEAVE現象)が発生す
ること及び耐摩耗性の点で難点があり、そのためカーカ
スのコード角度を周方向に対して低くしたり、カーカス
プライの枚数を増加させるなど、タイヤ剛性を高めて対
策を施してきたが、クロスプライ構造を採用する限りそ
の構造に起因する欠点は完全に解消できない。This is due to the fact that motorcycle tires are fundamentally different from tires for passenger cars and other four-wheeled vehicles in terms of their dynamic function, especially when turning. At this time, the tire is tilted significantly (gives a large camber angle) to the road surface, and a force (camber thrust) is generated in the tire horizontally to the road surface in the direction of the camber angle, counteracting the centrifugal force acting on the car body, resulting in stable running. The property of maintaining the Therefore, motorcycle tires use a carcass with the above-mentioned cross-ply structure to increase lateral rigidity and maintain the camber thrust, and radial structures with poor lateral rigidity are rarely adopted from the above viewpoint. However, tires with a cross-ply structure have disadvantages in terms of wear resistance and the generation of lateral vibration of the vehicle body (WEAVE phenomenon) due to the tire's cornering power and lateral rigidity when driving at high speeds. Countermeasures have been taken to increase tire rigidity, such as lowering the angle relative to the circumferential direction and increasing the number of carcass plies, but as long as a cross-ply structure is adopted, the defects caused by that structure cannot be completely eliminated. .
そこで本発明者は自動二輪車用タイヤに従来はとんど試
みられなかったラジアル構造についてカーカス補強層及
びブレーカ−について、構造、配置関係、及び材料につ
いて種々検討を重ねた結果、キャンバ−スラストをクロ
スプライ構造のタイヤと同程度まで改善し、しかもラジ
アルタイヤの利点である耐摩耗性、路面保持性及び高速
走行性能を発現しうる事が判明し新規なラジアル構造を
提案した。Therefore, the inventor of the present invention has conducted various studies on the structure, arrangement, and materials of the carcass reinforcing layer and breaker for the radial structure, which has rarely been tried in the past for motorcycle tires. A new radial structure was proposed as it was found to be improved to the same degree as tires with ply structure, while also exhibiting the advantages of radial tires in terms of wear resistance, road holding performance, and high-speed running performance.
つまり、自動二輪車用タイヤとして、発明者の提案した
ラジアル構造のタイヤは第1図に示す如り、トレッド部
(2)と、その両端からラジアル方向内方に向けて延び
るサイドウオール部(3)と、該サイドウオール部(3
)と、該サイドウオール部のラジアル方向内側端部に位
置するビード部(4)を有し、タイヤのラジアル方向に
対してほぼ平行に延びるコードよりなり、その両端がビ
ードコアのまわりに折り返されるトロイド状カーカスく
5)と、このカーカスのラジアル方向外側に配置され、
コード角度がタイヤ周方向に対して浅い角度で配置され
るブレーカ−(7)と、前記カーカスとその折り返し部
の間でビードコア隣接位置からサイドウオール方向に延
びる硬いゴムのビードエーペックス(9)を備えた自動
二輪車用タイヤである。In other words, as shown in FIG. 1, the tire with the radial structure proposed by the inventor as a motorcycle tire has a tread portion (2) and sidewall portions (3) extending radially inward from both ends of the tread portion (2). and the side wall part (3
) and a bead part (4) located at the radially inner end of the sidewall part, the toroid is made of a cord extending approximately parallel to the radial direction of the tire, and both ends of which are folded back around the bead core. shaped carcass 5) and arranged on the radially outer side of this carcass,
A breaker (7) whose cord angle is arranged at a shallow angle with respect to the tire circumferential direction, and a hard rubber bead apex (9) extending from a position adjacent to the bead core toward the sidewall between the carcass and its folded part. This is a motorcycle tire.
そしてサイドウオール部(3)の上端部(3a)は、ト
レッド部(2a)の下端部で接合される。The upper end (3a) of the sidewall part (3) is joined to the lower end of the tread part (2a).
ここでサイドウオール部は、耐屈曲性に富むJIS硬度
45″〜55°のゴムが使用され、トレッド部は、耐摩
耗性、グリップ性等の優れたJIS硬度55°〜85°
のゴムが使用される。ここで両者のゴムは異質材料であ
るためその接合部は構造的断層が形成され、これがタイ
ヤ移動時の繰り返し変形歪と相俟って、接合面がタイヤ
外表面と交わることによって形成される環状境界線(A
)にしばしばクラック、あるいは七ノ(ジーションが発
生することがある。そこで本発明は、ラジアル構造のタ
イヤ各部の走行時の変形歪を測定したところトレッド部
と、サイドウオール部の接合部近傍で大きな変形歪を受
けていることが判明した。Here, the sidewall part uses rubber with a JIS hardness of 45" to 55°, which has excellent bending resistance, and the tread part uses rubber with a JIS hardness of 55" to 85°, which has excellent abrasion resistance and grip properties.
rubber is used. Since the two rubbers are different materials, a structural fault is formed at the joint, and this, combined with repeated deformation strain during tire movement, creates an annular shape where the joint surface intersects with the outer surface of the tire. Boundary line (A
), cracks or jishons may often occur in tires with a radial structure.When the deformation strain of each part of a tire with a radial structure was measured during running, a large amount was found near the joint between the tread and sidewall. It was found that it had undergone deformation strain.
第1表
発明者はタイヤサイズ120/90 R18で第1表に
示す仕様で第12図に示す断面構造のラジアルタイヤを
試作し、内圧2.25 kg/ cnf、負荷435k
g/ 1本の条件でタイヤ表面の歪分布を測定した。第
1図において、タイヤの表面位置をトレッド端部から6
mm間隔で番号を付けて特定し、タイヤ転勤に伴なう歪
変化を第2図にグラフとして示す。Table 1 The inventor prototyped a radial tire with a tire size of 120/90 R18 and the cross-sectional structure shown in Fig. 12 with the specifications shown in Table 1, and the internal pressure was 2.25 kg/cnf and the load was 435 k.
g/ The strain distribution on the tire surface was measured under the condition of one tire. In Figure 1, the surface position of the tire is 60 degrees from the tread edge.
They are identified by numbering them at mm intervals, and strain changes due to tire transfer are shown as a graph in Figure 2.
第2図において、歪はタイヤの接地中心で最も高くなっ
ており、しかも、トレッド端(TE)から■の領域で歪
が高くなることが判る。そこで本発明は、トレッド部と
サイドウオール部の接合部を、この領域から外して■〜
■の領域、つまりトレッド端(TE)を中心に、タイヤ
断面輪郭に沿ってトレッド中心方向あるいは、ザイドウ
ォール方向に5mm以内の範囲に位置せしめることによ
り、接合部の歪を軽減し、該部分のクラック、あるいは
セパレーションを有効に防止するものである。In FIG. 2, it can be seen that the strain is highest at the center of the tire's contact with the ground, and moreover, the strain is higher in the area marked ■ from the tread edge (TE). Therefore, the present invention removes the joint between the tread part and the sidewall part from this area.
By locating the area within 5mm from the tread edge (TE) in the tread center direction or the side wall direction along the tire cross-sectional contour, strain at the joint can be reduced and This effectively prevents cracks or separation.
以下本発明の一実施例を図面にしたがって説明する。An embodiment of the present invention will be described below with reference to the drawings.
第3図は本発明の自動二輪車用タイヤの部分断面図を示
す。図において本発明のタイヤく1)はトレッド部(2
)と、その両端からラジアル方向内方に向けて延びるサ
イドウオール部(3)と、該サイドウオール部のラジア
ル方向内側端部に位置するビード部(4)を有している
。ここでトレッド部(2)はカーカスのクラウン上にそ
の輪郭とほぼ平行にクラウン中央から両端方向へ延び、
その直線幅(W t )は通常サイドウオー11部最大
幅(Ws)を越える断面形状で構成され、これによって
タイヤが傾斜したときのキャンノイースラストが維持さ
れる。FIG. 3 shows a partial sectional view of the motorcycle tire of the present invention. In the figure, the tire of the present invention (1) has a tread portion (2).
), a sidewall portion (3) extending radially inward from both ends thereof, and a bead portion (4) located at the radially inner end of the sidewall portion. Here, the tread portion (2) extends on the crown of the carcass approximately parallel to its contour from the center of the crown toward both ends,
The straight width (W t ) of the tire is usually configured in a cross-sectional shape that exceeds the maximum width (Ws) of the sidewall 11, thereby maintaining canny thrust when the tire is tilted.
次に本発明のタイヤのカーカス(5)は2枚のプライで
構成され、その両端はいずれもビードコア(6)のまわ
りを内側から外側方向に折り返されビード部(4)また
はサイドウオール部(3)に終端する。ここでビード部
外側に位置する折り返し端(5a)はビード部内側に位
置する折り返し端(5b)よりも高い位置まで延長し、
前記内側の折り返し端を完全に被覆し、該端部での応力
集中を緩和することが望ましい。更にサイドウオール部
を補強するため前記内側の折り返し部(5b)及び外側
の折り返し部(5a)のビードベース部からのそれぞれ
の高さくHb)(Ha)はサイドウオール部最大幅位置
のビードペース部からの高さくH)の50%〜70%及
び70〜130%の範囲に設定されることが望ましい。Next, the carcass (5) of the tire of the present invention is composed of two plies, both ends of which are folded back from the inside to the outside around the bead core (6) and either the bead part (4) or the sidewall part (3). ) terminates in Here, the folded end (5a) located on the outside of the bead portion extends to a higher position than the folded end (5b) located on the inside of the bead portion,
It is desirable to completely cover the inner folded end to relieve stress concentration at the end. Furthermore, in order to reinforce the sidewall part, the respective heights of the inner folded part (5b) and the outer folded part (5a) from the bead base part (Hb) (Ha) are the bead pace part at the maximum width position of the sidewall part. It is desirable to set the height to a range of 50% to 70% and 70% to 130% of the height H).
次に前記カーカスのコードはタイヤのラジアル方向に平
行またはほぼ平行に配列される。ここでほぼ平行とはコ
ードがラジアル方向に10°以内の角度で傾斜している
ものを意味し、10°を越えた構成を採用するとラジア
ルタイヤの特徴である優れた高速走行特性は得られない
。またカーカスのコードに用いられる繊維はナイロン、
ポリエステル、レーヨンあるいは芳香族ポリアミド繊維
等の有機繊維が用いられる。なお本発明ではカーカスの
プライは1枚以上用いられるが、ビードコア(6)のま
わりでの折り返し構造は図に示す如く内側から外側に折
り返す構造のほか、外側から内側に折り返す構造、ある
いは両者の併用も採用しうるが、図は最適な例として内
側から外側へ折り返した構造を示すものである。The cords of the carcass are then arranged parallel or substantially parallel to the radial direction of the tire. Here, "almost parallel" means that the cords are inclined at an angle of 10 degrees or less in the radial direction; if a configuration that exceeds 10 degrees is adopted, the excellent high-speed running characteristics that are characteristic of radial tires will not be obtained. . In addition, the fibers used for the carcass cord are nylon,
Organic fibers such as polyester, rayon or aromatic polyamide fibers are used. In the present invention, one or more carcass plies are used, but the folding structure around the bead core (6) can be folded from the inside to the outside as shown in the figure, or folded from the outside to the inside, or a combination of both. However, the figure shows a structure folded from the inside to the outside as an optimal example.
次に本発明のタイヤにおけるブレーカ−(7)はトレッ
ド部のほぼ全幅に亘る幅で配置され、トレッド部のだが
効果を高める。ここでブレーカ−のコードはタイヤ周方
向に刻して5°〜45°の角度、特に望ましく10°〜
30°の角度で配置される。コード角度が余り小さすぎ
るとトレッド剛性を高め路面に散乱する石又は路面の凹
凸に対して衝撃が大きく走行安定性、乗心地を阻害し、
一方コード角度が大きすぎると高速走行時の操縦安定性
を阻害する。な右ブレーカ−(7)は通常2プライで構
成されるが小なくとも1プライの幅はトレッドの円弧幅
(WT)と実質的に同じ幅で形成する。そしてブレーカ
−に用いる繊維コードは前記補強層に用いたコード材料
と同じものを使用できるが、特に芳香族ポリアミド繊維
コードで強度10g/d以上、初期モジュラス250
g/d以上のものを用いこれを300%モジュラスが1
20〜240kg/ca!のゴムに平行に埋設したもの
が好適である。Next, the breaker (7) in the tire of the present invention is arranged with a width that spans almost the entire width of the tread portion, thereby increasing the effectiveness of the tread portion. Here, the breaker cord is carved in the circumferential direction of the tire at an angle of 5° to 45°, preferably 10° to 45°.
placed at an angle of 30°. If the cord angle is too small, the tread rigidity will be increased and the impact will be large against stones scattered on the road surface or unevenness of the road surface, which will impede running stability and ride comfort.
On the other hand, if the cord angle is too large, the steering stability during high-speed driving will be impaired. The right breaker (7) is usually composed of two plies, and the width of at least one ply is formed to be substantially the same as the arc width (WT) of the tread. The fiber cord used for the breaker can be the same as the cord material used for the reinforcing layer, but is especially made of aromatic polyamide fiber cord with a strength of 10 g/d or more and an initial modulus of 250.
g/d or more, and the 300% modulus is 1
20~240kg/ca! It is preferable to embed it parallel to the rubber.
次に本発明ではサイドウオール部の上端と、トレッド部
の接合部のタイヤ外表面と交わることによって形成され
る環状境界線(A)はトレンド部表面上でかつ、トレッ
ド端(TE)からトレッド中心方向に6mm以内の領域
に位置している。なお環状境界線(A)が6mmを越え
て、トレッド中心方向に位置した場合環状境界線(A)
付近の歪が大きくなりクラックが激しくなるとともに耐
摩耗性に劣るサイドウオール部のゴムが接地面側に位置
することによる不利益が無視できなくなる。また、環状
境界線(A)は同様に歪を軽減するためトレッド端(T
E)からサイドウオール部方向に6印を越えて位置しな
いことが必要である。Next, in the present invention, the annular boundary line (A) formed by intersecting the upper end of the sidewall part and the outer surface of the tire at the joint part of the tread part is on the trend part surface and extends from the tread edge (TE) to the tread center. It is located in an area within 6 mm in the direction. In addition, if the annular boundary line (A) exceeds 6 mm and is located toward the center of the tread, the annular boundary line (A)
Distortion in the vicinity increases, cracks become more severe, and the disadvantages due to the fact that the rubber of the sidewall portion, which has poor wear resistance, is located on the ground contact surface side cannot be ignored. In addition, the annular boundary line (A) is also placed at the tread edge (T) to reduce distortion.
It is necessary that the position does not exceed mark 6 from E) in the direction of the sidewall section.
更に本発明ではカーカス及びその折り返し端部に囲まれ
る部分にビードコア(6)からサイドウオール方向に厚
さを漸減してのびる硬質ゴムよりなるビードエーペック
ス(9)を配置することにより、ビード部からサイドウ
オール方向へ至る間の横剛性を強化することができる。Furthermore, in the present invention, by arranging a bead apex (9) made of hard rubber that extends from the bead core (6) with a gradually decreasing thickness in the direction of the sidewall in a portion surrounded by the carcass and its folded end, It is possible to strengthen the lateral rigidity in the direction of the wall.
このビードエーペックス(9)は好ましくは、ブレーカ
−両端と重なり合う位置まで延び、そのJIS硬度は6
5°〜95°の範囲である。This bead apex (9) preferably extends to a position where it overlaps both ends of the breaker, and its JIS hardness is 6.
The angle ranges from 5° to 95°.
次に本発明は第4図に示す如く前記カーカスのラジアル
方向の外側に、一方のビード部から他方のビード部に至
り、その両端はビードコアのまわりに折り返されること
なく終端する繊維コードの補強層(8)が配置されても
よい。該補強層(8)はカーカスコードと一定角度で交
差してサイドウオール部の補強機能を有するものである
が、乗心地を阻害することなくコーナリング特性を向上
するためにはサイドウオール部の縦バネ定数を高めるこ
となく横バネ定数を高くする必要があり、そのためコー
ド角度を周方向に対して45°〜85゜好ましくは60
〜80°に配列する必要がある。Next, the present invention provides a reinforcing layer of fiber cords extending from one bead part to the other bead part on the outside of the carcass in the radial direction as shown in FIG. (8) may be arranged. The reinforcing layer (8) intersects the carcass cord at a certain angle and has the function of reinforcing the sidewall section, but in order to improve cornering characteristics without impeding ride comfort, the longitudinal springs of the sidewall section are It is necessary to increase the lateral spring constant without increasing the constant, so the cord angle should be set at 45° to 85° with respect to the circumferential direction, preferably 60°.
It is necessary to align at ~80°.
また補強層の両端部はビード部において前記カーカスの
折り返し端(5a) (5b)と相互に重複する構成と
し該領域での応力集中を緩和することが望ましい。なお
補強層に用いられる繊維コードはナイロン、ポリエステ
ル、レーヨン、芳香族ポリアミド等の有機繊維のコード
のばかスチールコードも使用できる。Further, it is desirable that both ends of the reinforcing layer overlap the folded ends (5a) and (5b) of the carcass at the bead portion to alleviate stress concentration in these regions. As the fiber cord used for the reinforcing layer, organic fiber cords such as nylon, polyester, rayon, and aromatic polyamide, and steel cords can also be used.
なお前記補強層(8)は後述のビードエーペックスく9
)を配置する場合は図の如く該ビードエーペックス(9
)の外側と折り返し端部(5a)(5b)の間に介在さ
せる構造を採用することもできるが、ビードエーペック
ス(9)の内側とカーカスプライの間に介在させる構造
も同様に採用しうる。Note that the reinforcing layer (8) is made of bead apex 9, which will be described later.
), place the bead apex (9) as shown in the figure.
) and the folded end portions (5a) (5b), but a structure in which the bead apex (9) is interposed between the inside and the carcass ply may be similarly adopted.
しかして本発明の自動二輪車用タイヤはカーカスにラジ
アル構造を採用するとともにブレーカ−を配置したため
、ラジアル構造本来の特性である高速耐久性、即ちスク
ンティングウエーブの発生限界速度が高くなるとともに
転勤抵抗が小さくなる。そしてサイドウオール部の上、
端とトレッド部の接合面が、タイヤ外表面と交わること
によって形成される、環状境界線(A>を特定の位置に
配置したため、この部分において生ずるクラックが有効
に防止できる。However, since the motorcycle tire of the present invention adopts a radial structure in the carcass and has a breaker arranged therein, the high-speed durability inherent to the radial structure, that is, the critical speed at which scunting waves occur is increased, and the rolling resistance is improved. becomes smaller. And above the sidewall section,
Since the annular boundary line (A>, which is formed by the intersection of the joint surface of the end and the tread portion with the outer surface of the tire) is placed at a specific position, cracks occurring at this portion can be effectively prevented.
更にブレーカ−、カーカスの折・り返し部及び補強層を
特定の構造で配置したためラジアル構造のタイヤ特有の
欠点である横剛性が強化されキャンバ−スラストが高く
なり安定な旋回走行を可能とし、更にいわゆる腰くだけ
現象も有効に防止しうる。Furthermore, the breaker, carcass folds and reinforcing layers are arranged in a specific structure, which strengthens the lateral rigidity, which is a drawback peculiar to radial structure tires, increases camber thrust, and enables stable cornering. The so-called waist-sagging phenomenon can also be effectively prevented.
第1図は自動二輪車用ラジアルタイヤの断面図の左半分
、第2図はタイヤ各部の歪分布を示すグラフ、第3図、
第4図は本発明の自動二輪車用ラジアルタイヤの断面図
の左半分を示す。
1 タイヤ 6 ビートコア
2 トレッド部 7 −・−ブレーカ−3サイドウオー
ルa 8 補強層
4 ビート部 9 ビートニー
5 カーカス ペックス
10 バンド
特許出願人 住友ゴム工業株式会社
代 理 人 弁理士 仲村義平
第1図
第3図
第4図Figure 1 is the left half of a cross-sectional view of a radial tire for motorcycles, Figure 2 is a graph showing strain distribution in each part of the tire, Figure 3 is
FIG. 4 shows the left half of a sectional view of the radial tire for a motorcycle according to the present invention. 1 Tire 6 Beat core 2 Tread portion 7 -・- Breaker 3 Side wall a 8 Reinforcement layer 4 Beat portion 9 Beat knee 5 Carcass Spex 10 Band patent applicant Sumitomo Rubber Industries Co., Ltd. Agent Patent attorney Yoshihira Nakamura, Figure 1, Figure 3 Figure 4
Claims (1)
向けて、延びるサイドウオール部と、該サイドウオール
部のラジアル方向内側端部に位置するビード部を有し、
タイヤのラジアル方向に対してほぼ平行に延びるコード
よりなり、その両端がビードコアのまわりに折り返され
るトロイド状カーカスと、このカーカスのラジアル方向
外側に配置され、コード角度がタイヤ周方向に対して浅
い角度で配置される少なくとも2枚のブレーカ−と、前
記カーカスとその折り返し部の間でビードコア隣接位置
からサイドウオール方向に延びる硬いゴムのビードエー
ペックス(9)とを備え、前記サイドウオール部の上端
のトレッド部との接合面がタイヤ外表面と交わることに
よって形成される環状境界線(A)がトレッド端(TE
)を中心に、タイヤ断面輪郭に沿って、トレッド中心方
向あるいはサイドウオール方向に5mm以内の範囲に位
置することを特徴とする自動二輪車用タイヤ。 (2〉ブレーカ−は芳香族ポリアミド繊維コードよりな
る特許請求の範囲第1項記載のタイヤ。 (3)ブレーカ−のコードはタイヤの周方向に対して5
6〜45°の角度で配置される特許請求の範囲第1項及
び第2項記載のタイヤ。 (4)トレッド部と、その両端からラジアル方向内方に
向けて、延びるサイドウオール部と、該サイドウオール
部のラジアル方向側端部に位置するビード部を有し、タ
イヤのラジアル方向に対してほぼ平行に延びるコードよ
りなり、その両端がビードコアのまわりに折り返される
トロイド状カーカスと、このカーカスのラジアル方向外
側に配置され、一方のビード部から他方のビード部に至
り、その両端はビードコアに折り返されることなく終端
しておりコード角度が、タイヤ周方向に対して45°〜
85°に配置される繊維コード補強層と、該補強層の外
側にコード角度がタイヤ周方向に対して浅い角度で配置
される少なくとも2枚のブレーカ−とを備え、前記サイ
ドウオール部の上端のトレッド部との接合面がタイヤ外
表面と交わることによって形成される環状境界線(A)
が、トレッド部(TE)を中心にタイヤ断面輪郭に沿っ
て、トレッド中心方向あるいは、サイドウオール方向に
6mm以内の範囲に位置することを特徴とする自動二輪
用タイヤ。 (5)補強層のコード角度はタイヤ周方向に60’〜8
0°の範囲である特許請求の範囲第1項記載のタイヤ。[Scope of Claims] (1) having a tread portion, a sidewall portion extending radially inward from both ends of the tread portion, and a bead portion located at the radially inner end of the sidewall portion;
A toroidal carcass consisting of cords that extend almost parallel to the radial direction of the tire, with both ends folded around the bead core, and a cord that is placed outside the carcass in the radial direction and has a shallow angle with respect to the tire circumferential direction. and a hard rubber bead apex (9) extending in the sidewall direction from a position adjacent to the bead core between the carcass and its folded part, and a tread at the upper end of the sidewall part. The annular boundary line (A) formed by the intersection of the joint surface with the tire outer surface is the tread edge (TE
), the tire is located within a range of 5 mm or less in the tread center direction or sidewall direction along the tire cross-sectional contour. (2> The tire according to claim 1, in which the breaker is made of an aromatic polyamide fiber cord. (3) The breaker cord is 5 mm in the circumferential direction of the tire.
A tire according to claims 1 and 2 arranged at an angle of 6 to 45 degrees. (4) A tread portion, a sidewall portion extending radially inward from both ends of the tread portion, and a bead portion located at the radial side end portion of the sidewall portion, with respect to the radial direction of the tire. A toroidal carcass consisting of cords extending almost parallel to each other, both ends of which are folded back around the bead core, and a toroidal carcass that is placed radially outward of this carcass, extending from one bead to the other, and both ends of which are folded back around the bead core. The cord angle is 45° to the circumferential direction of the tire.
A fiber cord reinforcing layer arranged at an angle of 85 degrees, and at least two breakers arranged outside the reinforcing layer so that the cord angle is shallow with respect to the tire circumferential direction, Annular boundary line (A) formed by the intersection of the joint surface with the tread part and the outer surface of the tire
is located within a range of 6 mm or less in the tread center direction or sidewall direction along the cross-sectional contour of the tire around the tread portion (TE). (5) The cord angle of the reinforcing layer is 60' to 8' in the tire circumferential direction.
The tire according to claim 1, which is in the range of 0°.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58164010A JPS6056604A (en) | 1983-09-05 | 1983-09-05 | Tyre for motorcycle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58164010A JPS6056604A (en) | 1983-09-05 | 1983-09-05 | Tyre for motorcycle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6056604A true JPS6056604A (en) | 1985-04-02 |
Family
ID=15785050
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP58164010A Pending JPS6056604A (en) | 1983-09-05 | 1983-09-05 | Tyre for motorcycle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6056604A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62137701U (en) * | 1986-02-19 | 1987-08-31 | ||
JP2010195059A (en) * | 2009-02-20 | 2010-09-09 | Bridgestone Corp | Tire for motorcycle and method of manufacturing the same |
JP2013139191A (en) * | 2011-12-29 | 2013-07-18 | Sumitomo Rubber Ind Ltd | Motorcycle tire for uneven terrain |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5777207A (en) * | 1980-10-31 | 1982-05-14 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
JPS5820503A (en) * | 1981-07-29 | 1983-02-07 | Bridgestone Corp | Pneumatic radial tire for motorcycle |
JPS59179406A (en) * | 1983-03-30 | 1984-10-12 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for motorcycle |
JPS59179410A (en) * | 1983-03-30 | 1984-10-12 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for motorcycle |
-
1983
- 1983-09-05 JP JP58164010A patent/JPS6056604A/en active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5777207A (en) * | 1980-10-31 | 1982-05-14 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
JPS5820503A (en) * | 1981-07-29 | 1983-02-07 | Bridgestone Corp | Pneumatic radial tire for motorcycle |
JPS59179406A (en) * | 1983-03-30 | 1984-10-12 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for motorcycle |
JPS59179410A (en) * | 1983-03-30 | 1984-10-12 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for motorcycle |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62137701U (en) * | 1986-02-19 | 1987-08-31 | ||
JP2010195059A (en) * | 2009-02-20 | 2010-09-09 | Bridgestone Corp | Tire for motorcycle and method of manufacturing the same |
JP2013139191A (en) * | 2011-12-29 | 2013-07-18 | Sumitomo Rubber Ind Ltd | Motorcycle tire for uneven terrain |
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