WO2017010061A1 - Pneumatic tire for two-wheeled automotive vehicle - Google Patents
Pneumatic tire for two-wheeled automotive vehicle Download PDFInfo
- Publication number
- WO2017010061A1 WO2017010061A1 PCT/JP2016/003208 JP2016003208W WO2017010061A1 WO 2017010061 A1 WO2017010061 A1 WO 2017010061A1 JP 2016003208 W JP2016003208 W JP 2016003208W WO 2017010061 A1 WO2017010061 A1 WO 2017010061A1
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- tire
- block
- width direction
- narrow
- circumferential direction
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- 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
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1353—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom
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- 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
- B60C11/03—Tread patterns
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- 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
- B60C11/03—Tread patterns
- B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
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- 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
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- 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
- B60C2200/14—Tyres specially adapted for particular applications for off-road use
Definitions
- the present invention relates to a pneumatic tire for a motorcycle that is particularly effectively used as a pneumatic tire for a motorcycle for traveling on rough terrain.
- An object of the present invention is to provide a pneumatic tire for a motorcycle having both traction performance and cornering grip performance.
- the gist configuration of the present invention is as follows.
- the pneumatic tire for a motorcycle of the present invention has a plurality of blocks arranged on the tread tread, and the two regions closest to the tire equatorial plane when the developed width of the tread tread is divided into six equal parts in the tire width direction are centered.
- the two outermost regions in the tire width direction are shoulder regions, and the two regions located between the center region and the shoulder regions are intermediate regions, at least the center region and the intermediate region
- a wide block having a length in the tire width direction longer than a length in the tire circumferential direction is formed, and a narrow block having a length in the tire width direction shorter than the wide block is formed at least in the intermediate region.
- the width of the wide block in the tire circumferential direction is L1
- the tire width of the wide block is W2
- the tire width direction length of the narrow block is W2
- the tread area of the wide block is S1
- the tread area of the narrow block Where S2 is the area of the tread located in the intermediate region of the area S1
- S2M is the area of the tread located in the intermediate region of the area S2
- the following relational expressions (A) to (D) It is characterized by satisfying.
- tire circumferential lengths L1 and L2 refer to the projected length in the tire circumferential direction of the block in the development view of the tread tread
- tire width lengths W1 and W2 refer to tread treads. The projected length in the tire width direction of the block in the unfolded view.
- the tire circumferential direction substantially the same phase means that the tire circumferential direction length that overlaps when the wide block and the narrow block are projected in the tire width direction is the tire circumferential direction length L1 of the wide block. Or it shall say that it is 80% or more of the tire circumferential direction length L2 of a narrow block.
- the inclination angle of the wall surface with respect to the tire radial direction means, as shown in FIG. 5, the tire radial direction outer end in the tire radial direction range Y from the connection point with the tread surface to the surface of the block. Is an inclination angle ⁇ formed by a line segment connecting a tire radial direction outer end and a tire radial direction inner end of the wall surface with respect to the tire radial direction in an area Y1 in the tire radial direction of 80% from the tire radial direction to the tire radial direction. Shall.
- the “bottom part” means a tire radial direction range Y from the connection point with the tread surface to the surface of the block, from the tire radial direction inner end (connection point with the tread surface) to the tire radial direction outer side.
- the portion in the region Y2 in the tire radial direction of 20% shall be said.
- FIG. 1 is a development view showing a tread pattern of a pneumatic tire for a motorcycle according to an embodiment of the present invention.
- 1 is a schematic cross-sectional view in a tire width direction of a pneumatic tire for a motorcycle according to an embodiment of the present invention.
- FIG. 6 is a partial development view showing a part of a tread pattern of a pneumatic tire for a motorcycle according to another embodiment of the present invention.
- (A) It is a top view which compares and shows the wide block in the tread pattern of FIG. 1, and the wide block in the tread pattern of FIG.
- B It is a top view which compares and shows the narrow block in the tread pattern of FIG. 1, and the narrow block in the tread pattern of FIG. It is a figure for demonstrating the inclination angle of the wall surface of a block, and the curvature radius of a bottom part.
- FIG. 2 is a schematic cross-sectional view (AA cross-sectional view in FIG. 1) in the tire width direction of a pneumatic tire for a motorcycle (hereinafter also simply referred to as a tire) according to an embodiment of the present invention.
- the internal structure of the tire is not particularly limited.
- the tire 1 includes a pair of bead parts 2 and a pair of bead parts 2. It has the side wall part 3 and the tread part 4 which makes a toroid shape between both the side wall parts 3, and continues.
- this tire has one layer in the illustrated example on the outer side in the tire radial direction of the carcass 5 composed of two carcass plies in the illustrated example straddling between the pair of bead cores 2a embedded in the pair of bead portions 2 in the illustrated example.
- a belt 6 made of a belt layer is provided.
- the carcass structure may be a radial structure or a bias structure.
- FIG. 1 is a diagram showing a tread pattern of a pneumatic tire for a motorcycle according to an embodiment of the present invention.
- a plurality of blocks 7 are arranged on the tread surface 4a.
- a pattern that is line symmetric in the development view of the tread tread surface 4a with respect to the tire equatorial plane CL is formed on one side and the other side of the tread tread surface 4a with respect to the tire equatorial plane CL. They are shifted from each other in the tire circumferential direction between the direction halves.
- two rows are arranged in the tire width direction half of the tread tread surface 4a, and a total of four rows of block rows along the tire circumferential direction are arranged in the entire tread tread surface 4a.
- the two regions closest to the tire equatorial plane CL are centered when the development width of the tread tread surface 4a (between both tread ends TE) is equally divided into six in the tire width direction.
- the region C is defined as two regions on the outermost side in the tire width direction as shoulder regions S, and the two regions positioned between the center region C and shoulder region S are defined as intermediate regions M, respectively.
- the tire includes a wide block 7 a having a length in the tire width direction longer than a length in the tire circumferential direction, at least in the center region C and the intermediate region M, and a wide block having at least the intermediate region M.
- Center block rows in which narrow blocks 7b having a shorter length in the tire width direction than 7a are alternately arranged in the tire circumferential direction are shifted in phase in the tire circumferential direction between the half portions in the tire width direction, and a plurality of rows (FIG. In the illustrated example, one row is formed in each half of the tread width direction, and the entire tread surface 4a is formed in two rows in total.
- the width W1 of the wide block 7a in the tire width direction is about twice the tire width direction length W2 of the narrow block 7b adjacent in the tire circumferential direction in the center block row.
- the inner end of the block 7a in the tire width direction is located on the tire equatorial plane CL, and the outer end of the wide block 7a in the tire width direction is substantially the same position as the outer end of the narrow block 7b in the tire width direction.
- the wide block 7a in one half of the tire width direction and the narrow block 7b in the other half are substantially in the same position in the tire circumferential direction, and the wide block 7a in the other half
- the narrow block 7b in the one half is located at substantially the same position in the tire circumferential direction.
- the wide block 7a exists only in the center region C and the intermediate region M, but the outer end in the tire width direction of the wide block 7a may exist in the shoulder region S. Further, the inner end in the tire width direction of the wide block 7a may be located outside the tire equatorial plane CL in the center region C, and the other end in the tire width direction beyond the tire equatorial plane CL. It may exist in the half.
- the narrow block 7b exists only in the intermediate region M (that is, the entire narrow block 7b exists in the intermediate region M), but the inner end in the tire width direction thereof It may exist in the center area
- side blocks 7c that are present at least in the shoulder region S are formed in each half of the tire width direction
- a side block row in which a plurality of side blocks 7c are arranged in the tire circumferential direction is arranged in one row in the illustrated example (that is, two rows in the entire tread surface 4a).
- the two side block rows are aligned in the tire circumferential direction.
- the center block row and the side block row are arranged so that the wide block 7a or the narrow block 7b and the side block 7c do not have overlapping portions when projected in the tire width direction.
- the wide block 7a, the narrow block 7b, and the side block 7c are arranged point-symmetrically around the point X, and this point-symmetric pattern is It is the structure arranged repeatedly in the tire circumferential direction.
- the wide block 7a has a substantially rectangular shape in which the length in the tire width direction is longer than the length in the tire circumferential direction when the tread tread surface 4 a is developed.
- the wide block 7a has a single recess 8 at the center of the wide block in the tire width direction.
- the recessed part 8 is formed as the circumferential direction fine groove 8, and the circumferential direction fine groove 8 is extended to the tire circumferential direction both ends of this wide block 7a.
- the “center in the tire width direction” refers to the midpoint position in the tire width direction between the end on one side and the end on the other side of the wide block 7a in the tire width direction.
- one protrusion 9 is formed on each side of the circumferential narrow groove 8 formed in the wide block 7a in the illustrated example. As shown in FIG. 2, the portion where the protrusion 9 is formed is higher than the height of the other portion of the wide block 7a. Furthermore, in the development view of the tread surface 4a, the protrusion 9 has a horizontally long shape in which the length in the tire width direction is longer than the length in the tire circumferential direction. A protrusion peripheral recess 10 is formed on the periphery of the protrusion 9.
- the narrow block 7b has a substantially hexagonal shape with a shorter length in the tire width direction than the wide block 7a in a developed view of the tread surface 4a. There is no.
- one projection 9 is formed in the narrow block 7b in the illustrated example.
- the portion where the protrusion 9 is formed is higher than the height of the other portion of the narrow block 7b.
- the protrusion 9 has a substantially hexagonal shape that is substantially similar to the narrow block 7b in a developed view of the tread surface 4a.
- a protrusion peripheral recess 10 is formed on the periphery of the protrusion 9.
- the side block 7c has a substantially trapezoidal shape in a developed view of the tread surface 4a.
- one protrusion 9 is formed on the side block 7 c in the illustrated example.
- the portion where the protrusion 9 is formed is higher than the height of the other portion of the side block 7c.
- the protrusion 9 has a substantially trapezoidal shape that is substantially similar to the side block in a developed view of the tread surface 4a.
- a protrusion peripheral recess 10 is formed on the periphery of the protrusion 9.
- the tread tread surface 4 a is formed with a groove portion that partitions the block 7 and extends over the entire tread tread surface 4 a.
- a circumferential groove 11 that extends continuously in the tire circumferential direction between the center block row and the side block row in the tire width direction in each half of the tire width direction with the tire equatorial plane CL as a boundary.
- one piece is formed (that is, two pieces in the entire tread surface 4a).
- the tire circumferential direction length of the wide block 7a is L1
- the tire width direction length of the wide block 7a is W1
- the narrow block 7b is in a developed view of the tread surface.
- the length in the tire circumferential direction is L2
- the length in the tire width direction of the narrow block 7b is W2
- the area of the tread surface of the wide block 7a refers to the area surrounded by the periphery of the wide block 7a, the concave portion 8, the protrusion 9, S1 is an area of the tread surface of the narrow block 7b (including the protrusion 9 and the protrusion peripheral recess 10 is included).
- the wide block 7a satisfying the relationship of 1.5 ⁇ W1 / L1 ⁇ 4.0 is present in the center region C and the intermediate region M.
- a large edge component with respect to the direction can be ensured to improve the traction performance. That is, when the ratio W1 / L1 is less than 1.5, the edge component with respect to the tire circumferential direction decreases, so that the traction performance deteriorates.
- the ratio W1 / L1 is more than 4.0, the durability of the wide block 7a is deteriorated.
- the narrow block 7b satisfying the relationship of 0.5 ⁇ W2 / L2 ⁇ 1.5 exists at least in the intermediate region M, cornering grip performance can be ensured.
- the ratio W2 / L2 is more than 1.5, the clearance cannot be secured, and the width direction block rigidity becomes excessive, so that the proper collapse of the block in the tire width direction cannot be obtained. The grip performance will be reduced.
- the ratio W2 / L2 when the ratio W2 / L2 is less than 0.5, the edge component with respect to the tire circumferential direction decreases, so that the traction performance in the front-rear direction decreases. Even if the ratio W2 / L2 is greater than 1.5, if both W2 and L2 are reduced, the block stiffness in the tire width direction will not increase too much, but the edge component in the tire circumferential direction will decrease. Traction performance will be reduced. On the other hand, even if the ratio W2 / L2 is less than 0.5, if both W2 and L2 are increased, the edge component in the tire circumferential direction can be secured and the traction performance can be secured, but the tire circumferential direction can be secured.
- the block rigidity becomes excessive, and a proper collapse of the block in the tire circumferential direction cannot be obtained, so that the traction performance is deteriorated.
- the area S2 of the tread surface of the narrow block 7b and the area S2M of the tread surface of the portion of the narrow block 7b existing in the intermediate region M satisfy the relationship of 0.5 ⁇ S2M / S2 ⁇ 1.0. Therefore, it is possible to ensure grip performance during middle camber. That is, when the ratio S2M / S2 is less than 0.5, the ground contact area where the grip can be efficiently exhibited in the intermediate region M used during the middle camber is smaller than the area of the narrow block 7b. The grip performance during medium camber is reduced. As described above, according to the pneumatic tire for motorcycles of the present embodiment, both traction performance and cornering grip performance can be achieved.
- the relational expression 0.25 ⁇ N2 / N1 ⁇ 4.0 is satisfied. It is preferable to satisfy.
- the ratio N2 / N1 is less than 0.25, the number of the narrow blocks 7b existing in the intermediate region M decreases, and the cornering grip performance decreases.
- the ratio N2 / N1 exceeds 4.0, the number of wide blocks 7a existing in the intermediate region M decreases, and the traction performance decreases. More preferably, it is preferable to satisfy 0.30 ⁇ N2 / N1 ⁇ 3.0.
- the wide block 7a and the narrow block 7b are provided in pairs (one at a time) at positions substantially in phase with the tire circumferential direction. It is preferable that the wide block 7a and the narrow block 7b, which are positioned in substantially the same phase in the tire circumferential direction, are located in different halves in the tire width direction with the tire equatorial plane CL as a boundary.
- the clearance in the embodiment shown in FIG.
- the width of the clearance existing between the wide block 7a and the narrow block 7b in the tire width direction is approximately the same as the width W2 of the narrow block 7b in the tire width direction.
- the edge component in the tire circumferential direction is secured, and the traction performance is further secured. This is because the traction performance and the cornering grip performance can be further made compatible.
- the recess 8 is preferably a circumferential narrow groove 8 extending in the tire circumferential direction as in the present embodiment. This is because the edge component in the tire width direction can be further secured to further ensure cornering grip performance.
- the wide block 7a may be provided with a widthwise narrow groove extending in the tire width direction as a recess. Furthermore, a plurality of recesses 8 may be provided.
- the protrusions 9 are formed on both sides in the tire width direction of the concave portion 8 of the wide block 7a as in the present embodiment. This is because it is possible to further secure the edge component in the tire circumferential direction and further improve the traction performance. Moreover, it is because the edge component with respect to the tire width direction can be further secured, and the cornering grip performance can be further secured.
- the protrusions 9 are provided on both sides of the recess 8, but the protrusions 9 may be provided only on one side.
- the narrow blocks 7b and the side blocks 7c are also preferably provided with protrusions 9, and the protrusion peripheral edge recesses 10 are preferably provided at the periphery of the protrusions 9.
- the length of the protrusion in the tire circumferential direction refers to the length of the portion that becomes the maximum length when the dimension of the protrusion is measured along the tire circumferential direction in the development view of the tread surface.
- “Length of protrusion in the tire width direction” In the development view of the tread surface, the length of the portion that becomes the maximum length when the dimension of the protrusion is measured along the tire width direction.
- the recess 8 is the circumferential narrow groove 8, and the depth / block height of the circumferential narrow groove 8 is 0. It is preferably 6 or less, and more preferably 0.35 or less. This is because the occurrence of cracks from the groove bottom of the circumferential narrow groove 8 can be suppressed to ensure the durability of the wide block 7a.
- FIG. 3 is a partial development view showing a part of a tread pattern of a pneumatic tire for a motorcycle according to another embodiment of the present invention.
- the wide block 7a exists in the center region C and the intermediate region M in one half of the tire width direction centered on the tire equator surface CL, and crosses the tire equator surface CL. 1 is different from the tread pattern shown in FIG. 1 in that it is also present in the center region C of the other half in the tire width direction.
- the tire of the embodiment shown in FIG. 3 is a recess that exists in the center region C and the intermediate region M in the tire width direction and exists between the wide block 7a and the narrow block 7b in the tire circumferential direction. 1 is different from the tread pattern shown in FIG.
- the recess 12 is inclined with respect to the tire width direction such that the side adjacent to the wide block 7 a is separated from the wide block 7 a by a distance in the tire circumferential direction toward the inner side in the tire width direction.
- the recessed part 12 has comprised the shape which has the substantially triangular shape of planar view which protrudes in the tire circumferential direction by the side of the narrow block 7b in the tire width direction inner side from the tire width direction center position.
- FIG. 4A is a plan view showing a comparison between the wide block in the tread pattern of FIG. 1 and the wide block in the tread pattern of FIG. 4B is a plan view showing the narrow block in the tread pattern of FIG. 1 and the narrow block in the tread pattern of FIG. 3 in comparison.
- FIGS. 3, 4 (a) and 4 (b) in the embodiment shown in FIG. 3, the wall surfaces on both sides in the tire circumferential direction of the wide block 7 a (wall surfaces extending in the tire width direction) with respect to the tire radial direction.
- the inclination angle gradually increases toward the inner side in the tire width direction in the half portion of the tire width direction with the wide block 7a bounded by at least the tire equatorial plane CL existing in the center region C and the intermediate region M.
- the wide block 7a has a curvature at the bottom of the wall surface on both sides in the tire circumferential direction of the wide block 7a in the tire circumferential cross section. 7a is gradually increased toward the inner side in the tire width direction in the tire width direction half portion bordering on the tire equatorial plane CL existing in at least the center region C and the intermediate region M.
- tires on the wall surfaces (wall surfaces extending in the tire width direction) on both sides in the tire circumferential direction of the narrow block 7 b The inclination angle with respect to the radial direction gradually increases toward the inner side in the tire width direction.
- the bottoms of the wall surfaces on both sides in the tire circumferential direction of the narrow block 7b have a curvature, and the curvature radius R of the bottom increases gradually toward the inside in the tire width direction. Yes.
- the rigidity of the wide block 7a and the narrow block 7b can be secured on the tire equatorial plane side where the input from the road surface is large, and the durability of the block can be further improved.
- the inclination angle of at least one of the wall surfaces of the wide block 7a in the tire circumferential direction with respect to the tire radial direction is the tire equator where the wide block 7a exists at least in the center region C and the intermediate region M. It is preferable that the tire width gradually increases as it goes inward in the tire width direction at the half portion in the tire width direction with the surface CL as a boundary.
- the inclination angle is varied by 5 to 25 ° between the outer end in the tire width direction and the inner end in the tire width direction in the tire width direction half of the wall surface in the tire circumferential direction of the wide block 7a.
- the bottom of at least one wall surface of the wide block 7a in the tire circumferential direction has a curvature, and the wide block 7a exists at least in the center region C and the intermediate region M.
- the curvature radius R of the bottom is preferably gradually increased toward the inner side in the tire width direction.
- the curvature radius R is different by 1 to 7 mm between the outer end in the tire width direction and the inner end in the tire width direction in the tire width direction half of the wall surface in the tire circumferential direction of the wide block 7a.
- the inclination angle of at least one of the wall surfaces in the tire circumferential direction of the narrow block 7b with respect to the tire radial direction gradually increases toward the inner side in the tire width direction.
- the inclination angle is preferably different by 5 to 20 ° between the outer end in the tire width direction and the inner end in the tire width direction of the wall surface in the tire circumferential direction of the narrow block 7b.
- the bottom of at least one wall surface of the narrow block 7b in the tire circumferential direction has a curvature, and the curvature radius R of the bottom increases toward the inner side in the tire width direction.
- the radius of curvature R is preferably different by 1 to 5 mm between the outer end in the tire width direction and the inner end in the tire width direction of the wall surface in the tire circumferential direction of the narrow block 7b.
- Example 1 In order to confirm the effects of the present invention, the tires according to Invention Examples 1 to 11 and the tires according to Comparative Examples 1 to 5 were prototyped and tested to evaluate the performance of the tire. The specifications of each tire are shown in Table 1 below. As shown in FIGS. 1 and 2, each tire has a plurality of blocks 7 arranged on the tread tread surface 4a, and specifications not shown in Table 1 are common to the tires.
- Example 2 Next, the block durability was evaluated regarding cracks generated in the block.
- the evaluation method for block baldness is as follows, and the specifications of each tire are shown in Table 2 below. Regarding the inventive examples 12 to 16, the specifications not shown in Table 2 are the same as those of the inventive example 1.
- ⁇ Crack generated in block The total number of cracks generated in the wide block and the narrow block of each tire when the vehicle equipped with each tire was run on a rough test course for a certain period of time was evaluated. The evaluation results indicate that the block has higher durability when the total number of cracks is smaller.
- Invention Example 12 to Invention Example 16 each have a smaller total number of cracks generated in the block and higher durability of the block than Invention Example 1. Furthermore, it can be seen that Invention Examples 12 to 16 can exhibit traction performance and cornering grip performance superior to those of Comparative Example 1. In addition, the evaluation result of Invention Example 1 also shows that the durability of the block has no problem for provision to the market. Moreover, in Table 2, it shows by the relative value which set the evaluation result of Example 1 to 100. For convenience, the numerical values in Table 1 have been converted to 100 again for the traction performance and cornering grip performance in Table 2.
- the pneumatic tire for motorcycles of the present invention is particularly effectively used as a pneumatic tire for motorcycles for traveling on rough terrain.
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Abstract
This pneumatic tire for a two-wheeled automotive vehicle has a plurality of blocks disposed in a tread surface, wide blocks that are longer in the tire width direction than in the tire circumference direction are formed in at least a center area and intermediate areas, narrow blocks are formed in at least the intermediate areas, and the following relational expressions hold: 1.5 ≤ W1/L1 ≤ 4.0 ···(A), 0.5 ≤ W2/L2 ≤ 1.5 ···(B), 0.3 ≤ S1M/S1 ≤ 0.6 ···(C), 0.5 ≤ S2M/S2 ≤ 1.0 ···(D).
Description
本発明は、不整地走行用の自動二輪車用空気入りタイヤとして特に効果的に用いられる自動二輪車用空気入りタイヤに関するものである。
The present invention relates to a pneumatic tire for a motorcycle that is particularly effectively used as a pneumatic tire for a motorcycle for traveling on rough terrain.
従来、不整地、特に泥濘地での走行を目的とした自動二輪車用空気入りタイヤとして、トレッド踏面に複数のブロックを配置したものがある(例えば、特許文献1参照)。
Conventionally, as a pneumatic tire for a motorcycle for traveling on rough terrain, particularly muddy ground, there is a tire in which a plurality of blocks are arranged on a tread surface (for example, refer to Patent Document 1).
上記のような自動二輪車用空気入りタイヤにおいては、トラクション性能やコーナリンググリップ性能を両立させることが求められている。
In the pneumatic tires for motorcycles as described above, it is required to satisfy both traction performance and cornering grip performance.
本発明は、トラクション性能及びコーナリンググリップ性能を両立させた自動二輪車用空気入りタイヤを提供することを目的とする。
An object of the present invention is to provide a pneumatic tire for a motorcycle having both traction performance and cornering grip performance.
本発明の要旨構成は、以下の通りである。
本発明の自動二輪車用空気入りタイヤは、トレッド踏面に複数のブロックが配置され、前記トレッド踏面の展開幅をタイヤ幅方向に6等分した際の、タイヤ赤道面に最も近い2つの領域をセンター領域とし、タイヤ幅方向最外側の2つの領域をそれぞれショルダー領域とし、前記センター領域と前記ショルダー領域との間に位置する2つの領域をそれぞれ中間領域とするとき、少なくとも前記センター領域及び前記中間領域に存在する、タイヤ幅方向の長さがタイヤ周方向の長さより長い幅広ブロックが形成され、少なくとも前記中間領域に存在する、前記幅広ブロックよりタイヤ幅方向の長さが短い幅狭ブロックが形成され、前記トレッド踏面の展開視において、前記幅広ブロックのタイヤ周方向長さをL1、前記幅広ブロックのタイヤ幅方向長さをW1、前記幅狭ブロックのタイヤ周方向長さをL2、前記幅狭ブロックのタイヤ幅方向長さをW2、前記幅広ブロックの踏面の面積をS1、前記幅狭ブロックの踏面の面積をS2、前記面積S1のうち中間領域に位置する踏面の面積をS1M、前記面積S2のうち中間領域に位置する踏面の面積をS2Mとするとき、以下の関係式(A)~(D)を満たすことを特徴とするものである。
1.5≦W1/L1≦4.0 …(A)
0.5≦W2/L2≦1.5 …(B)
0.3≦S1M/S1≦0.6 …(C)
0.5≦S2M/S2≦1.0 …(D) The gist configuration of the present invention is as follows.
The pneumatic tire for a motorcycle of the present invention has a plurality of blocks arranged on the tread tread, and the two regions closest to the tire equatorial plane when the developed width of the tread tread is divided into six equal parts in the tire width direction are centered. When the two outermost regions in the tire width direction are shoulder regions, and the two regions located between the center region and the shoulder regions are intermediate regions, at least the center region and the intermediate region A wide block having a length in the tire width direction longer than a length in the tire circumferential direction is formed, and a narrow block having a length in the tire width direction shorter than the wide block is formed at least in the intermediate region. In the development view of the tread surface, the width of the wide block in the tire circumferential direction is L1, and the tire width of the wide block The direction length is W1, the tire circumferential direction length of the narrow block is L2, the tire width direction length of the narrow block is W2, the tread area of the wide block is S1, the tread area of the narrow block Where S2 is the area of the tread located in the intermediate region of the area S1, and S2M is the area of the tread located in the intermediate region of the area S2, the following relational expressions (A) to (D) It is characterized by satisfying.
1.5 ≦ W1 / L1 ≦ 4.0 (A)
0.5 ≦ W2 / L2 ≦ 1.5 (B)
0.3 ≦ S1M / S1 ≦ 0.6 (C)
0.5 ≦ S2M / S2 ≦ 1.0 (D)
本発明の自動二輪車用空気入りタイヤは、トレッド踏面に複数のブロックが配置され、前記トレッド踏面の展開幅をタイヤ幅方向に6等分した際の、タイヤ赤道面に最も近い2つの領域をセンター領域とし、タイヤ幅方向最外側の2つの領域をそれぞれショルダー領域とし、前記センター領域と前記ショルダー領域との間に位置する2つの領域をそれぞれ中間領域とするとき、少なくとも前記センター領域及び前記中間領域に存在する、タイヤ幅方向の長さがタイヤ周方向の長さより長い幅広ブロックが形成され、少なくとも前記中間領域に存在する、前記幅広ブロックよりタイヤ幅方向の長さが短い幅狭ブロックが形成され、前記トレッド踏面の展開視において、前記幅広ブロックのタイヤ周方向長さをL1、前記幅広ブロックのタイヤ幅方向長さをW1、前記幅狭ブロックのタイヤ周方向長さをL2、前記幅狭ブロックのタイヤ幅方向長さをW2、前記幅広ブロックの踏面の面積をS1、前記幅狭ブロックの踏面の面積をS2、前記面積S1のうち中間領域に位置する踏面の面積をS1M、前記面積S2のうち中間領域に位置する踏面の面積をS2Mとするとき、以下の関係式(A)~(D)を満たすことを特徴とするものである。
1.5≦W1/L1≦4.0 …(A)
0.5≦W2/L2≦1.5 …(B)
0.3≦S1M/S1≦0.6 …(C)
0.5≦S2M/S2≦1.0 …(D) The gist configuration of the present invention is as follows.
The pneumatic tire for a motorcycle of the present invention has a plurality of blocks arranged on the tread tread, and the two regions closest to the tire equatorial plane when the developed width of the tread tread is divided into six equal parts in the tire width direction are centered. When the two outermost regions in the tire width direction are shoulder regions, and the two regions located between the center region and the shoulder regions are intermediate regions, at least the center region and the intermediate region A wide block having a length in the tire width direction longer than a length in the tire circumferential direction is formed, and a narrow block having a length in the tire width direction shorter than the wide block is formed at least in the intermediate region. In the development view of the tread surface, the width of the wide block in the tire circumferential direction is L1, and the tire width of the wide block The direction length is W1, the tire circumferential direction length of the narrow block is L2, the tire width direction length of the narrow block is W2, the tread area of the wide block is S1, the tread area of the narrow block Where S2 is the area of the tread located in the intermediate region of the area S1, and S2M is the area of the tread located in the intermediate region of the area S2, the following relational expressions (A) to (D) It is characterized by satisfying.
1.5 ≦ W1 / L1 ≦ 4.0 (A)
0.5 ≦ W2 / L2 ≦ 1.5 (B)
0.3 ≦ S1M / S1 ≦ 0.6 (C)
0.5 ≦ S2M / S2 ≦ 1.0 (D)
ここで、「タイヤ周方向長さL1、L2」は、トレッド踏面の展開視における、ブロックのタイヤ周方向投影長さをいうものとし、「タイヤ幅方向長さW1、W2」は、トレッド踏面の展開視における、ブロックのタイヤ幅方向投影長さをいうものとする。
Here, “tire circumferential lengths L1 and L2” refer to the projected length in the tire circumferential direction of the block in the development view of the tread tread, and “tire width lengths W1 and W2” refer to tread treads. The projected length in the tire width direction of the block in the unfolded view.
本明細書において、「タイヤ周方向略同位相」とは、幅広ブロック及び幅狭ブロックとを互いにタイヤ幅方向に投影した際に重なるタイヤ周方向長さが、幅広ブロックのタイヤ周方向長さL1又は幅狭ブロックのタイヤ周方向長さL2の80%以上であることをいうものとする。
In the present specification, “the tire circumferential direction substantially the same phase” means that the tire circumferential direction length that overlaps when the wide block and the narrow block are projected in the tire width direction is the tire circumferential direction length L1 of the wide block. Or it shall say that it is 80% or more of the tire circumferential direction length L2 of a narrow block.
本明細書において、「壁面のタイヤ径方向に対する傾斜角度」とは、図5に示すように、トレッド踏面との接続点からブロックの表面までのタイヤ径方向範囲Yのうち、タイヤ径方向外側端からタイヤ径方向内側に80%のタイヤ径方向の領域Y1における、該壁面のタイヤ径方向外側端とタイヤ径方向内側端とを結んだ線分がタイヤ径方向に対してなす傾斜角度θをいうものとする。
In this specification, “the inclination angle of the wall surface with respect to the tire radial direction” means, as shown in FIG. 5, the tire radial direction outer end in the tire radial direction range Y from the connection point with the tread surface to the surface of the block. Is an inclination angle θ formed by a line segment connecting a tire radial direction outer end and a tire radial direction inner end of the wall surface with respect to the tire radial direction in an area Y1 in the tire radial direction of 80% from the tire radial direction to the tire radial direction. Shall.
本明細書において、「底部」とは、トレッド踏面との接続点からブロックの表面までのタイヤ径方向範囲Yのうち、タイヤ径方向内側端(トレッド踏面との接続点)からタイヤ径方向外側に20%のタイヤ径方向の領域Y2における部分をいうものとする。
In this specification, the “bottom part” means a tire radial direction range Y from the connection point with the tread surface to the surface of the block, from the tire radial direction inner end (connection point with the tread surface) to the tire radial direction outer side. The portion in the region Y2 in the tire radial direction of 20% shall be said.
本発明によれば、トラクション性能及びコーナリンググリップ性能を両立させた自動二輪車用空気入りタイヤを提供することができる。
According to the present invention, it is possible to provide a pneumatic tire for a motorcycle that has both traction performance and cornering grip performance.
以下、本発明の実施形態について、図面を参照して詳細に例示説明する。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
図2は、本発明の一実施形態にかかる自動二輪車用空気入りタイヤ(以下、単にタイヤとも称する)のタイヤ幅方向概略断面図(図1のA-A断面図)である。本発明においては、タイヤの内部構造は、特に限定されるものではないが、一例として、図2に示すように、このタイヤ1は、一対のビード部2と、該ビード部2に連なる一対のサイドウォール部3と、両サイドウォール部3間にトロイド状をなして連なるトレッド部4と、を有している。また、このタイヤは、一対のビード部2に埋設された一対のビードコア2a間にトロイダル状に跨る図示例で2枚のカーカスプライからなるカーカス5のタイヤ径方向外側に、図示例で1層のベルト層からなるベルト6を有している。なお、カーカス構造は、ラジアル構造としても良く、あるいは、バイアス構造としても良い。
FIG. 2 is a schematic cross-sectional view (AA cross-sectional view in FIG. 1) in the tire width direction of a pneumatic tire for a motorcycle (hereinafter also simply referred to as a tire) according to an embodiment of the present invention. In the present invention, the internal structure of the tire is not particularly limited. As an example, as shown in FIG. 2, the tire 1 includes a pair of bead parts 2 and a pair of bead parts 2. It has the side wall part 3 and the tread part 4 which makes a toroid shape between both the side wall parts 3, and continues. In addition, this tire has one layer in the illustrated example on the outer side in the tire radial direction of the carcass 5 composed of two carcass plies in the illustrated example straddling between the pair of bead cores 2a embedded in the pair of bead portions 2 in the illustrated example. A belt 6 made of a belt layer is provided. The carcass structure may be a radial structure or a bias structure.
図1は、本発明の一実施形態にかかる自動二輪車用空気入りタイヤのトレッドパターンを示す図である。
FIG. 1 is a diagram showing a tread pattern of a pneumatic tire for a motorcycle according to an embodiment of the present invention.
図1に示すように、このタイヤ1では、トレッド踏面4aに複数のブロック7が配置されている。図示例では、タイヤ赤道面CLを境にしてトレッド踏面4aのタイヤ幅方向一方側と他方側に、該タイヤ赤道面CLに対して、トレッド踏面4aの展開視で線対称なパターンが、タイヤ幅方向半部間でタイヤ周方向に相互にずらされて配置されている。そして、トレッド踏面4aのタイヤ幅方向各半部に2列ずつ、トレッド踏面4a全体で計4列のタイヤ周方向に沿うブロック列が配置されている。
As shown in FIG. 1, in the tire 1, a plurality of blocks 7 are arranged on the tread surface 4a. In the illustrated example, a pattern that is line symmetric in the development view of the tread tread surface 4a with respect to the tire equatorial plane CL is formed on one side and the other side of the tread tread surface 4a with respect to the tire equatorial plane CL. They are shifted from each other in the tire circumferential direction between the direction halves. In addition, two rows are arranged in the tire width direction half of the tread tread surface 4a, and a total of four rows of block rows along the tire circumferential direction are arranged in the entire tread tread surface 4a.
ここで、図1、図2に示すように、トレッド踏面4aの展開幅(両トレッド端TE間)をタイヤ幅方向に6等分した際の、タイヤ赤道面CLに最も近い2つの領域をセンター領域Cとし、タイヤ幅方向最外側の2つの領域をそれぞれショルダー領域Sとし、センター領域Cとショルダー領域Sとの間に位置する2つの領域をそれぞれ中間領域Mとする。
Here, as shown in FIGS. 1 and 2, the two regions closest to the tire equatorial plane CL are centered when the development width of the tread tread surface 4a (between both tread ends TE) is equally divided into six in the tire width direction. The region C is defined as two regions on the outermost side in the tire width direction as shoulder regions S, and the two regions positioned between the center region C and shoulder region S are defined as intermediate regions M, respectively.
図1に示すように、このタイヤは、少なくともセンター領域C及び中間領域Mに存在する、タイヤ幅方向長さがタイヤ周方向長さより長い幅広ブロック7aと、少なくとも中間領域Mに存在する、幅広ブロック7aよりタイヤ幅方向の長さが短い幅狭ブロック7bとが、タイヤ周方向に交互に配列されたセンターブロック列が、タイヤ幅方向半部間でタイヤ周方向に位相をずらし、複数列(図示例では、トレッド幅方向各半部に1列ずつ、トレッド踏面4a全体で計2列)形成されている。本実施形態では、幅広ブロック7aのタイヤ幅方向長さW1が、センターブロック列においてタイヤ周方向に隣り合う幅狭ブロック7bのタイヤ幅方向長さW2の約2倍であり、図示例では、幅広ブロック7aのタイヤ幅方向内側端部は、タイヤ赤道面CL上に位置し、幅広ブロック7aのタイヤ幅方向外側端部は、幅狭ブロック7bのタイヤ幅方向外側端部とタイヤ幅方向略同位置に存在する。また、図示例では、タイヤ幅方向一方の半部における幅広ブロック7aと他方の半部における幅狭ブロック7bとが、タイヤ周方向の略同位置にあり、上記他方の半部における幅広ブロック7aと上記一方の半部における幅狭ブロック7bとも、タイヤ周方向の略同位置にある。なお、図示例では、幅広ブロック7aは、センター領域C及び中間領域Mのみに存在しているが、幅広ブロック7aのタイヤ幅方向外側端部は、ショルダー領域S内に存在していても良い。また、幅広ブロック7aのタイヤ幅方向内側端部は、センター領域C内でタイヤ赤道面CLよりタイヤ幅方向外側に位置していても良く、また、タイヤ赤道面CLを越えてタイヤ幅方向他方の半部に存在していても良い。また、図示例では、幅狭ブロック7bは、中間領域Mのみに存在している(すなわち、幅狭ブロック7b全体が中間領域M内に存在している)が、そのタイヤ幅方向内側端部がセンター領域C内に存在していてもよく、また、そのタイヤ幅方向外側端部がショルダー領域S内に存在していてもよい。
As shown in FIG. 1, the tire includes a wide block 7 a having a length in the tire width direction longer than a length in the tire circumferential direction, at least in the center region C and the intermediate region M, and a wide block having at least the intermediate region M. Center block rows in which narrow blocks 7b having a shorter length in the tire width direction than 7a are alternately arranged in the tire circumferential direction are shifted in phase in the tire circumferential direction between the half portions in the tire width direction, and a plurality of rows (FIG. In the illustrated example, one row is formed in each half of the tread width direction, and the entire tread surface 4a is formed in two rows in total. In the present embodiment, the width W1 of the wide block 7a in the tire width direction is about twice the tire width direction length W2 of the narrow block 7b adjacent in the tire circumferential direction in the center block row. The inner end of the block 7a in the tire width direction is located on the tire equatorial plane CL, and the outer end of the wide block 7a in the tire width direction is substantially the same position as the outer end of the narrow block 7b in the tire width direction. Exists. In the illustrated example, the wide block 7a in one half of the tire width direction and the narrow block 7b in the other half are substantially in the same position in the tire circumferential direction, and the wide block 7a in the other half The narrow block 7b in the one half is located at substantially the same position in the tire circumferential direction. In the illustrated example, the wide block 7a exists only in the center region C and the intermediate region M, but the outer end in the tire width direction of the wide block 7a may exist in the shoulder region S. Further, the inner end in the tire width direction of the wide block 7a may be located outside the tire equatorial plane CL in the center region C, and the other end in the tire width direction beyond the tire equatorial plane CL. It may exist in the half. In the illustrated example, the narrow block 7b exists only in the intermediate region M (that is, the entire narrow block 7b exists in the intermediate region M), but the inner end in the tire width direction thereof It may exist in the center area | region C, and the tire width direction outer side edge part may exist in the shoulder area | region S. FIG.
また、図1に示すように、このタイヤ1では、タイヤ幅方向各半部に、少なくともショルダー領域Sに存在する(この例では、ショルダー領域Sのみに位置する)側方ブロック7cが形成され、該側方ブロック7cがタイヤ周方向に複数配置されてなる側方ブロック列が、図示例で1列(すなわち、トレッド踏面4a全体では2列)配置されている。本実施形態においては、2列の側方ブロック列は、タイヤ周方向の位相が揃っている。一方で、センターブロック列と側方ブロック列とは、幅広ブロック7a又は幅狭ブロック7bと、側方ブロック7cとがタイヤ幅方向に投影した際に、互いに重なる部分を有しないように、タイヤ周方向に位相差を設けて配置されており、これにより、コーナリング時に作用する周方向に対するエッジ成分を確保して、コーナリンググリップ性能を確保することができる。
Further, as shown in FIG. 1, in the tire 1, side blocks 7c that are present at least in the shoulder region S (in this example, located only in the shoulder region S) are formed in each half of the tire width direction, A side block row in which a plurality of side blocks 7c are arranged in the tire circumferential direction is arranged in one row in the illustrated example (that is, two rows in the entire tread surface 4a). In the present embodiment, the two side block rows are aligned in the tire circumferential direction. On the other hand, the center block row and the side block row are arranged so that the wide block 7a or the narrow block 7b and the side block 7c do not have overlapping portions when projected in the tire width direction. By arranging a phase difference in the direction, it is possible to secure an edge component with respect to the circumferential direction that acts during cornering, and to ensure cornering grip performance.
なお、図1に示すように、本実施形態では、幅広ブロック7a、幅狭ブロック7b及び側方ブロック7cが、点Xを中心とした点対称な配置となっており、この点対称なパターンがタイヤ周方向に繰り返し配列されている構成となっている。
As shown in FIG. 1, in this embodiment, the wide block 7a, the narrow block 7b, and the side block 7c are arranged point-symmetrically around the point X, and this point-symmetric pattern is It is the structure arranged repeatedly in the tire circumferential direction.
次に、幅広ブロック7aについて詳細に説明する。図1に示すように、幅広ブロック7aは、トレッド踏面4aの展開視で、タイヤ幅方向の長さがタイヤ周方向の長さより長い、略矩形状の形状をなしている。また、図1に示すように、幅広ブロック7aには、幅広ブロックのタイヤ幅方向中心に、1つの凹部8が形成されている。図示例では、凹部8は周方向細溝8として形成されており、周方向細溝8は、該幅広ブロック7aのタイヤ周方向両端まで延びている。なお、「タイヤ幅方向中心」とは、幅広ブロック7aのタイヤ幅方向の一方側の端部と他方側の端部とのタイヤ幅方向の中点位置をいう。
Next, the wide block 7a will be described in detail. As shown in FIG. 1, the wide block 7 a has a substantially rectangular shape in which the length in the tire width direction is longer than the length in the tire circumferential direction when the tread tread surface 4 a is developed. As shown in FIG. 1, the wide block 7a has a single recess 8 at the center of the wide block in the tire width direction. In the example of illustration, the recessed part 8 is formed as the circumferential direction fine groove 8, and the circumferential direction fine groove 8 is extended to the tire circumferential direction both ends of this wide block 7a. The “center in the tire width direction” refers to the midpoint position in the tire width direction between the end on one side and the end on the other side of the wide block 7a in the tire width direction.
また、図1に示すように、幅広ブロック7aに形成された周方向細溝8の両側には、図示例でそれぞれ1つの突起9が形成されている。図2に示すように、突起9が形成された部分は、幅広ブロック7aの他の部分の高さより高くなっている。さらに、トレッド踏面4aの展開視において、突起9は、タイヤ周方向長さよりタイヤ幅方向長さの方が長い、横長の形状をなしている。また、突起9の周縁には、突起周縁凹部10が形成されている。
Further, as shown in FIG. 1, one protrusion 9 is formed on each side of the circumferential narrow groove 8 formed in the wide block 7a in the illustrated example. As shown in FIG. 2, the portion where the protrusion 9 is formed is higher than the height of the other portion of the wide block 7a. Furthermore, in the development view of the tread surface 4a, the protrusion 9 has a horizontally long shape in which the length in the tire width direction is longer than the length in the tire circumferential direction. A protrusion peripheral recess 10 is formed on the periphery of the protrusion 9.
また次に、幅狭ブロック7bについて、図1に示すように、幅狭ブロック7bは、トレッド踏面4aの展開視で、幅広ブロック7aよりタイヤ幅方向の長さが短い、略六角形状の形状をなしている。そして、図1に示すように、幅狭ブロック7bには、図示例で1つの突起9が形成されている。図2に示すように、突起9が形成された部分は、幅狭ブロック7bの他の部分の高さより高くなっている。さらに、トレッド踏面4aの展開視で、突起9は、幅狭ブロック7bに略相似な、略六角形状の形状をなしている。また、突起9の周縁には、突起周縁凹部10が形成されている。
Next, with respect to the narrow block 7b, as shown in FIG. 1, the narrow block 7b has a substantially hexagonal shape with a shorter length in the tire width direction than the wide block 7a in a developed view of the tread surface 4a. There is no. As shown in FIG. 1, one projection 9 is formed in the narrow block 7b in the illustrated example. As shown in FIG. 2, the portion where the protrusion 9 is formed is higher than the height of the other portion of the narrow block 7b. Furthermore, the protrusion 9 has a substantially hexagonal shape that is substantially similar to the narrow block 7b in a developed view of the tread surface 4a. A protrusion peripheral recess 10 is formed on the periphery of the protrusion 9.
また次に、側方ブロック7cについて、図1に示すように、側方ブロック7cは、トレッド踏面4aの展開視で、略台形状の形状をなしている。そして、図1に示すように、側方ブロック7cには、図示例で1つの突起9が形成されている。図2に示すように、突起9が形成された部分は、側方ブロック7cの他の部分の高さより高くなっている。さらに、トレッド踏面4aの展開視で、突起9は、側方ブロックに略相似な、略台形状の形状をなしている。また、突起9の周縁には、突起周縁凹部10が形成されている。
Next, with respect to the side block 7c, as shown in FIG. 1, the side block 7c has a substantially trapezoidal shape in a developed view of the tread surface 4a. As shown in FIG. 1, one protrusion 9 is formed on the side block 7 c in the illustrated example. As shown in FIG. 2, the portion where the protrusion 9 is formed is higher than the height of the other portion of the side block 7c. Furthermore, the protrusion 9 has a substantially trapezoidal shape that is substantially similar to the side block in a developed view of the tread surface 4a. A protrusion peripheral recess 10 is formed on the periphery of the protrusion 9.
ここで、図1に示すように、このタイヤ1は、トレッド踏面4aにおいて、ブロック7を区画する、トレッド踏面4a全体に跨る溝部が形成されている。本実施形態では、タイヤ赤道面CLを境界とするタイヤ幅方向各半部において、センターブロック列と側方ブロック列とのタイヤ幅方向の間に、タイヤ周方向に連続して延びる周方向溝11が、それぞれ1本ずつ(すなわち、トレッド踏面4a全体では2本)形成されている。
Here, as shown in FIG. 1, in the tire 1, the tread tread surface 4 a is formed with a groove portion that partitions the block 7 and extends over the entire tread tread surface 4 a. In the present embodiment, a circumferential groove 11 that extends continuously in the tire circumferential direction between the center block row and the side block row in the tire width direction in each half of the tire width direction with the tire equatorial plane CL as a boundary. However, one piece is formed (that is, two pieces in the entire tread surface 4a).
さて、本実施形態の自動二輪車用空気入りタイヤは、トレッド踏面の展開視において、幅広ブロック7aのタイヤ周方向長さをL1、幅広ブロック7aのタイヤ幅方向長さをW1、幅狭ブロック7bのタイヤ周方向長さをL2、幅狭ブロック7bのタイヤ幅方向長さをW2、幅広ブロック7aの踏面の面積(幅広ブロック7aの周縁で囲まれた部分の面積を指し、凹部8、突起9、突起周縁凹部10を含む)をS1、幅狭ブロック7bの踏面の面積(幅狭ブロック7bの周縁で囲まれた部分の面積を指し、突起9、突起周縁凹部10を含む)をS2、面積S1のうち中間領域に位置する踏面の面積をS1M、面積S2のうち中間領域に位置する踏面の面積をS2Mとするとき、
以下の関係式(A)~(D)を満たしている。
1.5≦W1/L1≦4.0 …(A)
0.5≦W2/L2≦1.5 …(B)
0.3≦S1M/S1≦0.6 …(C)
0.5≦S2M/S2≦1.0 …(D)
以下、本実施形態の自動二輪車用空気入りタイヤの作用効果について説明する。 Now, in the pneumatic tire for a motorcycle according to the present embodiment, the tire circumferential direction length of thewide block 7a is L1, the tire width direction length of the wide block 7a is W1, and the narrow block 7b is in a developed view of the tread surface. The length in the tire circumferential direction is L2, the length in the tire width direction of the narrow block 7b is W2, the area of the tread surface of the wide block 7a (refers to the area surrounded by the periphery of the wide block 7a, the concave portion 8, the protrusion 9, S1 is an area of the tread surface of the narrow block 7b (including the protrusion 9 and the protrusion peripheral recess 10 is included). When the area of the tread located in the middle region is S1M, and the area of the tread located in the middle region of the area S2 is S2M,
The following relational expressions (A) to (D) are satisfied.
1.5 ≦ W1 / L1 ≦ 4.0 (A)
0.5 ≦ W2 / L2 ≦ 1.5 (B)
0.3 ≦ S1M / S1 ≦ 0.6 (C)
0.5 ≦ S2M / S2 ≦ 1.0 (D)
Hereinafter, the effect of the pneumatic tire for motorcycles of this embodiment is explained.
以下の関係式(A)~(D)を満たしている。
1.5≦W1/L1≦4.0 …(A)
0.5≦W2/L2≦1.5 …(B)
0.3≦S1M/S1≦0.6 …(C)
0.5≦S2M/S2≦1.0 …(D)
以下、本実施形態の自動二輪車用空気入りタイヤの作用効果について説明する。 Now, in the pneumatic tire for a motorcycle according to the present embodiment, the tire circumferential direction length of the
The following relational expressions (A) to (D) are satisfied.
1.5 ≦ W1 / L1 ≦ 4.0 (A)
0.5 ≦ W2 / L2 ≦ 1.5 (B)
0.3 ≦ S1M / S1 ≦ 0.6 (C)
0.5 ≦ S2M / S2 ≦ 1.0 (D)
Hereinafter, the effect of the pneumatic tire for motorcycles of this embodiment is explained.
本実施形態の自動二輪車用空気入りタイヤによれば、まず、1.5≦W1/L1≦4.0の関係を満たす幅広ブロック7aが、センター領域C及び中間領域Mに存在するため、タイヤ周方向に対するエッジ成分を大きく確保して、トラクション性能を向上させることができる。すなわち、比W1/L1が1.5未満だと、タイヤ周方向に対するエッジ成分が減少するため、トラクション性能が悪化する。また、比W1/L1が4.0超だと、幅広ブロック7aの耐久性が悪化する。なお、比W1/L1を1.5未満としても、W1とL1とを共に大きくすればタイヤ周方向に対するエッジ成分は確保することができるものの、周方向ブロック剛性が過大となり、ブロックのタイヤ周方向への適度な倒れ込みが得られなくなって、トラクション性能が低下してしまう。また、比W1/L1を4.0超としても、W1とL1とを共に小さくすれば耐久性を確保することができるものの、タイヤ周方向に対するエッジ成分が減少して、トラクション性能が悪化してしまう。
さらに、幅広ブロック7aの踏面の面積S1と、面積S1のうち中間領域Mに位置する踏面の面積S1Mとが、0.3≦S1M/S1≦0.6の関係を満たすことにより、旋回時と直進時の両方でトラクション性能を向上させることができる。すなわち、比S1M/S1が、0.3未満の場合には、旋回時のトラクション性能が悪化する。また、比S1M/S1が、0.6超の場合には、センター領域Cに存在する幅広ブロック7a部分が減少するため、直進方向のトラクションが十分に発揮できない場合がある。
ここで、自動二輪車用空気入りタイヤでは、コーナリング時にタイヤを取り付けた車体を傾斜させるため、中間領域Mにおけるエッジ成分の寄与が大きい。
本実施形態では、0.5≦W2/L2≦1.5の関係を満たす幅狭ブロック7bが、少なくとも中間領域Mに存在するため、コーナリンググリップ性能を確保することができる。コーナリンググリップ性能を向上させるためには、中間領域Mに存在するブロック(本実施形態では幅狭ブロック7b)のタイヤ幅方向両側に、ブロックが存在しない領域(クリアランス)が存在するのが効果的であるため、中間領域Mには、アスペクト比で見て横長でないブロックを設ける必要がある。比W2/L2が1.5超の場合には、上記クリアランスを確保することができないことに加え、幅方向ブロック剛性が過大となり、ブロックのタイヤ幅方向への適度な倒れ込みが得られなくなり、コーナリンググリップ性能が低下してしまう。一方、比W2/L2が0.5未満の場合には、タイヤ周方向に対するエッジ成分が減少するため、前後方向のトラクション性能が低下する。なお、比W2/L2が1.5超であっても、W2とL2とを共に小さくすればタイヤ幅方向のブロック剛性が大きくなり過ぎることはないものの、タイヤ周方向に対するエッジ成分が減少してトラクション性能が低下してしまう。一方、比W2/L2が0.5未満であっても、W2とL2とを共に大きくすれば、タイヤ周方向に対するエッジ成分を確保してトラクション性能を確保することができるものの、タイヤ周方向のブロック剛性が過大となり、ブロックのタイヤ周方向への適度な倒れ込みが得られなくなって、トラクション性能が悪化してしまう。
さらに、幅狭ブロック7bの踏面の面積S2と、幅狭ブロック7bのうち中間領域Mに存在する部分の踏面の面積S2Mとが、0.5≦S2M/S2≦1.0の関係を満たすことにより、中キャンバー時のグリップ性能を確保することができる。すなわち、比S2M/S2が0.5未満になると、中キャンバー時に使用される中間領域Mに、幅狭ブロック7bの面積に比して、効率的にグリップを発揮できる接地面積が少なくなるので、中キャンバー時のグリップ性能が低下する。
以上のように、本実施形態の自動二輪車用空気入りタイヤによれば、トラクション性能及びコーナリンググリップ性能を両立させることができる。 According to the pneumatic tire for a motorcycle of the present embodiment, first, thewide block 7a satisfying the relationship of 1.5 ≦ W1 / L1 ≦ 4.0 is present in the center region C and the intermediate region M. A large edge component with respect to the direction can be ensured to improve the traction performance. That is, when the ratio W1 / L1 is less than 1.5, the edge component with respect to the tire circumferential direction decreases, so that the traction performance deteriorates. On the other hand, if the ratio W1 / L1 is more than 4.0, the durability of the wide block 7a is deteriorated. Even if the ratio W1 / L1 is less than 1.5, if both W1 and L1 are increased, the edge component in the tire circumferential direction can be secured, but the circumferential block rigidity becomes excessive, and the tire circumferential direction of the block As a result, it will not be possible to obtain a proper fall, and the traction performance will deteriorate. Even if the ratio W1 / L1 exceeds 4.0, if both W1 and L1 are made small, the durability can be secured, but the edge component in the tire circumferential direction is reduced and the traction performance is deteriorated. End up.
Further, when the area S1 of the tread of thewide block 7a and the area S1M of the tread located in the intermediate region M of the area S1 satisfy the relationship of 0.3 ≦ S1M / S1 ≦ 0.6, Traction performance can be improved both when traveling straight ahead. That is, when the ratio S1M / S1 is less than 0.3, the traction performance during turning deteriorates. Further, when the ratio S1M / S1 is greater than 0.6, the wide block 7a portion existing in the center region C is reduced, so that the traction in the straight direction may not be sufficiently exhibited.
Here, in the pneumatic tire for a motorcycle, the vehicle body to which the tire is attached is tilted during cornering, so that the contribution of the edge component in the intermediate region M is large.
In the present embodiment, since thenarrow block 7b satisfying the relationship of 0.5 ≦ W2 / L2 ≦ 1.5 exists at least in the intermediate region M, cornering grip performance can be ensured. In order to improve cornering grip performance, it is effective that there are areas (clearances) where no blocks exist on both sides in the tire width direction of the blocks existing in the intermediate area M (the narrow block 7b in this embodiment). Therefore, it is necessary to provide a block that is not horizontally long in the aspect ratio in the intermediate area M. When the ratio W2 / L2 is more than 1.5, the clearance cannot be secured, and the width direction block rigidity becomes excessive, so that the proper collapse of the block in the tire width direction cannot be obtained. The grip performance will be reduced. On the other hand, when the ratio W2 / L2 is less than 0.5, the edge component with respect to the tire circumferential direction decreases, so that the traction performance in the front-rear direction decreases. Even if the ratio W2 / L2 is greater than 1.5, if both W2 and L2 are reduced, the block stiffness in the tire width direction will not increase too much, but the edge component in the tire circumferential direction will decrease. Traction performance will be reduced. On the other hand, even if the ratio W2 / L2 is less than 0.5, if both W2 and L2 are increased, the edge component in the tire circumferential direction can be secured and the traction performance can be secured, but the tire circumferential direction can be secured. The block rigidity becomes excessive, and a proper collapse of the block in the tire circumferential direction cannot be obtained, so that the traction performance is deteriorated.
Furthermore, the area S2 of the tread surface of thenarrow block 7b and the area S2M of the tread surface of the portion of the narrow block 7b existing in the intermediate region M satisfy the relationship of 0.5 ≦ S2M / S2 ≦ 1.0. Therefore, it is possible to ensure grip performance during middle camber. That is, when the ratio S2M / S2 is less than 0.5, the ground contact area where the grip can be efficiently exhibited in the intermediate region M used during the middle camber is smaller than the area of the narrow block 7b. The grip performance during medium camber is reduced.
As described above, according to the pneumatic tire for motorcycles of the present embodiment, both traction performance and cornering grip performance can be achieved.
さらに、幅広ブロック7aの踏面の面積S1と、面積S1のうち中間領域Mに位置する踏面の面積S1Mとが、0.3≦S1M/S1≦0.6の関係を満たすことにより、旋回時と直進時の両方でトラクション性能を向上させることができる。すなわち、比S1M/S1が、0.3未満の場合には、旋回時のトラクション性能が悪化する。また、比S1M/S1が、0.6超の場合には、センター領域Cに存在する幅広ブロック7a部分が減少するため、直進方向のトラクションが十分に発揮できない場合がある。
ここで、自動二輪車用空気入りタイヤでは、コーナリング時にタイヤを取り付けた車体を傾斜させるため、中間領域Mにおけるエッジ成分の寄与が大きい。
本実施形態では、0.5≦W2/L2≦1.5の関係を満たす幅狭ブロック7bが、少なくとも中間領域Mに存在するため、コーナリンググリップ性能を確保することができる。コーナリンググリップ性能を向上させるためには、中間領域Mに存在するブロック(本実施形態では幅狭ブロック7b)のタイヤ幅方向両側に、ブロックが存在しない領域(クリアランス)が存在するのが効果的であるため、中間領域Mには、アスペクト比で見て横長でないブロックを設ける必要がある。比W2/L2が1.5超の場合には、上記クリアランスを確保することができないことに加え、幅方向ブロック剛性が過大となり、ブロックのタイヤ幅方向への適度な倒れ込みが得られなくなり、コーナリンググリップ性能が低下してしまう。一方、比W2/L2が0.5未満の場合には、タイヤ周方向に対するエッジ成分が減少するため、前後方向のトラクション性能が低下する。なお、比W2/L2が1.5超であっても、W2とL2とを共に小さくすればタイヤ幅方向のブロック剛性が大きくなり過ぎることはないものの、タイヤ周方向に対するエッジ成分が減少してトラクション性能が低下してしまう。一方、比W2/L2が0.5未満であっても、W2とL2とを共に大きくすれば、タイヤ周方向に対するエッジ成分を確保してトラクション性能を確保することができるものの、タイヤ周方向のブロック剛性が過大となり、ブロックのタイヤ周方向への適度な倒れ込みが得られなくなって、トラクション性能が悪化してしまう。
さらに、幅狭ブロック7bの踏面の面積S2と、幅狭ブロック7bのうち中間領域Mに存在する部分の踏面の面積S2Mとが、0.5≦S2M/S2≦1.0の関係を満たすことにより、中キャンバー時のグリップ性能を確保することができる。すなわち、比S2M/S2が0.5未満になると、中キャンバー時に使用される中間領域Mに、幅狭ブロック7bの面積に比して、効率的にグリップを発揮できる接地面積が少なくなるので、中キャンバー時のグリップ性能が低下する。
以上のように、本実施形態の自動二輪車用空気入りタイヤによれば、トラクション性能及びコーナリンググリップ性能を両立させることができる。 According to the pneumatic tire for a motorcycle of the present embodiment, first, the
Further, when the area S1 of the tread of the
Here, in the pneumatic tire for a motorcycle, the vehicle body to which the tire is attached is tilted during cornering, so that the contribution of the edge component in the intermediate region M is large.
In the present embodiment, since the
Furthermore, the area S2 of the tread surface of the
As described above, according to the pneumatic tire for motorcycles of the present embodiment, both traction performance and cornering grip performance can be achieved.
ここで、中間領域Mに存在する幅広ブロック7aの個数をN1、中間領域Mに存在する幅狭ブロック7bの個数をN2とするとき、関係式、0.25≦N2/N1≦4.0を満たすことが好ましい。比N2/N1が、0.25未満になると、中間領域Mに存在する幅狭ブロック7bの個数が少なくなるため、コーナリンググリップ性能が低下する。比N2/N1が、4.0超になると、中間領域Mに存在する幅広ブロック7aの個数が少なくなるため、トラクション性能が低下する。さらに好ましくは、0.30≦N2/N1≦3.0を満たすことが好ましい。N2とN1の割合をこのように設定することにより、コーナリンググリップ性能とトラクション性能のバランスを良好に保つことができる。
Here, when the number of wide blocks 7a existing in the intermediate region M is N1, and the number of narrow blocks 7b existing in the intermediate region M is N2, the relational expression 0.25 ≦ N2 / N1 ≦ 4.0 is satisfied. It is preferable to satisfy. When the ratio N2 / N1 is less than 0.25, the number of the narrow blocks 7b existing in the intermediate region M decreases, and the cornering grip performance decreases. When the ratio N2 / N1 exceeds 4.0, the number of wide blocks 7a existing in the intermediate region M decreases, and the traction performance decreases. More preferably, it is preferable to satisfy 0.30 ≦ N2 / N1 ≦ 3.0. By setting the ratio of N2 and N1 in this way, it is possible to maintain a good balance between cornering grip performance and traction performance.
また、本発明の自動二輪車用空気入りタイヤにおいては、図1に示すように、幅広ブロック7aと幅狭ブロック7bとがタイヤ周方向略同位相の位置に対で(1つずつ)設けられ、タイヤ周方向の略同位相の位置する幅広ブロック7a及び幅狭ブロック7bは、タイヤ赤道面CLを境界としてタイヤ幅方向の互いに異なる半部に位置することが好ましい。タイヤ周方向略同位相に位置するブロックの1つを幅狭ブロック7bとすることにより、中間領域Mに存在するブロックのタイヤ幅方向両側に、上記クリアランス(図1に示す実施形態では、対となる幅広ブロック7aと幅狭ブロック7bとの間に存在するクリアランスのタイヤ幅方向の長さは、幅狭ブロック7bのタイヤ幅方向長さW2と略同一である)を設けてコーナリンググリップ性能をより確保することができ、一方で、タイヤ周方向略同位相に位置するブロックの他の1つを幅広ブロック7aとすることにより、タイヤ周方向に対するエッジ成分を確保して、トラクション性能をより確保することができ、従って、トラクション性能及びコーナリンググリップ性能をさらに両立させることができるからである。そして、タイヤ赤道面CLを対称とするタイヤ幅方向半部間での剛性やエッジ成分のバランスを取るため、図1に示すように、タイヤ幅方向半部の1つに着目した際に、幅広ブロック7aと幅狭ブロック7bとがタイヤ周方向に交互に位置するように、タイヤ周方向に隣接する幅広ブロック7aと幅狭ブロック7bとの対を配置することが好ましい。
In the pneumatic tire for motorcycles of the present invention, as shown in FIG. 1, the wide block 7a and the narrow block 7b are provided in pairs (one at a time) at positions substantially in phase with the tire circumferential direction. It is preferable that the wide block 7a and the narrow block 7b, which are positioned in substantially the same phase in the tire circumferential direction, are located in different halves in the tire width direction with the tire equatorial plane CL as a boundary. By making one of the blocks located in substantially the same phase in the tire circumferential direction a narrow block 7b, the clearance (in the embodiment shown in FIG. The width of the clearance existing between the wide block 7a and the narrow block 7b in the tire width direction is approximately the same as the width W2 of the narrow block 7b in the tire width direction. On the other hand, by making the other block located in substantially the same phase in the tire circumferential direction the wide block 7a, the edge component in the tire circumferential direction is secured, and the traction performance is further secured. This is because the traction performance and the cornering grip performance can be further made compatible. Then, in order to balance the rigidity and edge components between the tire width direction halves symmetrical to the tire equatorial plane CL, as shown in FIG. It is preferable to arrange a pair of a wide block 7a and a narrow block 7b adjacent in the tire circumferential direction so that the blocks 7a and the narrow blocks 7b are alternately positioned in the tire circumferential direction.
また、本発明の自動二輪車用空気入りタイヤにおいては、幅広ブロック7aに凹部8を設けることが好ましい。これにより、幅広ブロック7aの剛性を緩和してコーナリンググリップ性能をさらに両立させることができるからである。さらに、本発明の自動二輪車用空気入りタイヤにあっては、凹部8は、本実施形態のように、タイヤ周方向に延びる周方向細溝8であることが好ましい。タイヤ幅方向に対するエッジ成分をさらに確保して、コーナリンググリップ性能をさらに確保することができるからである。なお、タイヤ周方向に対するエッジ成分を確保してトラクション性能をさらに向上させるべく、凹部として、幅広ブロック7aにタイヤ幅方向に延びる幅方向細溝を設けることもできる。さらに、凹部8が複数個設けられてもよい。
Further, in the pneumatic tire for motorcycles of the present invention, it is preferable to provide the recess 8 in the wide block 7a. This is because the rigidity of the wide block 7a can be relaxed to further improve the cornering grip performance. Furthermore, in the pneumatic tire for motorcycles of the present invention, the recess 8 is preferably a circumferential narrow groove 8 extending in the tire circumferential direction as in the present embodiment. This is because the edge component in the tire width direction can be further secured to further ensure cornering grip performance. In addition, in order to secure the edge component with respect to the tire circumferential direction and further improve the traction performance, the wide block 7a may be provided with a widthwise narrow groove extending in the tire width direction as a recess. Furthermore, a plurality of recesses 8 may be provided.
ここで、本発明の自動二輪車用空気入りタイヤにおいては、本実施形態のように、幅広ブロック7aの凹部8のタイヤ幅方向両側に、突起9が形成されてなることが好ましい。タイヤ周方向に対するエッジ成分をさらに確保して、さらにトラクション性能を向上させることができるからである。また、タイヤ幅方向に対するエッジ成分をさらに確保して、さらにコーナリンググリップ性能を確保することができるからである。本実施形態では凹部8の両側に突起9が設けられているが、片側のみに突起9が設けられてもよい。なお、本実施形態にように、幅狭ブロック7b及び側方ブロック7cにも、突起9を設けることが好ましく、突起9の周縁に、突起周縁凹部10を設けることが好ましい。
Here, in the pneumatic tire for a motorcycle of the present invention, it is preferable that the protrusions 9 are formed on both sides in the tire width direction of the concave portion 8 of the wide block 7a as in the present embodiment. This is because it is possible to further secure the edge component in the tire circumferential direction and further improve the traction performance. Moreover, it is because the edge component with respect to the tire width direction can be further secured, and the cornering grip performance can be further secured. In the present embodiment, the protrusions 9 are provided on both sides of the recess 8, but the protrusions 9 may be provided only on one side. As in the present embodiment, the narrow blocks 7b and the side blocks 7c are also preferably provided with protrusions 9, and the protrusion peripheral edge recesses 10 are preferably provided at the periphery of the protrusions 9.
ここで、「突起のタイヤ周方向長さ」とは、トレッド踏面の展開視において、当該突起の寸法をタイヤ周方向に沿って測定した際に最大長さとなる部分の長さをいうものとし、「突起のタイヤ幅方向長さ」トレッド踏面の展開視において、当該突起の寸法をタイヤ幅方向に沿って測定した際に最大長さとなる部分の長さをいうものとする。
Here, “the length of the protrusion in the tire circumferential direction” refers to the length of the portion that becomes the maximum length when the dimension of the protrusion is measured along the tire circumferential direction in the development view of the tread surface. “Length of protrusion in the tire width direction” In the development view of the tread surface, the length of the portion that becomes the maximum length when the dimension of the protrusion is measured along the tire width direction.
また、本発明の自動二輪車用空気入りタイヤにあっては、本実施形態のように、凹部8は周方向細溝8であり、周方向細溝8の深さ/ブロック高さは、0.6以下であることが好ましく、0.35以下であることがより好ましい。周方向細溝8の溝底からの亀裂発生を抑制して幅広ブロック7aの耐久性を確保することができるからである。
Further, in the pneumatic tire for motorcycles of the present invention, as in the present embodiment, the recess 8 is the circumferential narrow groove 8, and the depth / block height of the circumferential narrow groove 8 is 0. It is preferably 6 or less, and more preferably 0.35 or less. This is because the occurrence of cracks from the groove bottom of the circumferential narrow groove 8 can be suppressed to ensure the durability of the wide block 7a.
図3は、本発明の他の実施形態にかかる自動二輪車用空気入りタイヤのトレッドパターンの一部を示す部分展開図である。
図3に示す実施形態では、まず、幅広ブロック7aが、タイヤ赤道面CLを中心とする一方のタイヤ幅方向半部では、センター領域Cと中間領域Mとに存在し、タイヤ赤道面CLを横断して他方のタイヤ幅方向半部のセンター領域Cにも存在している点で、図1に示すトレッドパターンと異なっている。 FIG. 3 is a partial development view showing a part of a tread pattern of a pneumatic tire for a motorcycle according to another embodiment of the present invention.
In the embodiment shown in FIG. 3, first, thewide block 7a exists in the center region C and the intermediate region M in one half of the tire width direction centered on the tire equator surface CL, and crosses the tire equator surface CL. 1 is different from the tread pattern shown in FIG. 1 in that it is also present in the center region C of the other half in the tire width direction.
図3に示す実施形態では、まず、幅広ブロック7aが、タイヤ赤道面CLを中心とする一方のタイヤ幅方向半部では、センター領域Cと中間領域Mとに存在し、タイヤ赤道面CLを横断して他方のタイヤ幅方向半部のセンター領域Cにも存在している点で、図1に示すトレッドパターンと異なっている。 FIG. 3 is a partial development view showing a part of a tread pattern of a pneumatic tire for a motorcycle according to another embodiment of the present invention.
In the embodiment shown in FIG. 3, first, the
また、図3に示す実施形態のタイヤは、タイヤ幅方向においてセンター領域Cと中間領域Mとに存在し、かつ、タイヤ周方向において幅広ブロック7aと幅狭ブロック7bとの間に存在する、凹部12を複数有している点で、図1に示すトレッドパターンと異なっている。
図3に示すように、凹部12は、幅広ブロック7aに隣接する辺が、タイヤ幅方向内側ほど、幅広ブロック7aとのタイヤ周方向の距離が離間するように、タイヤ幅方向に対して傾斜している。また、凹部12は、そのタイヤ幅方向中心位置よりタイヤ幅方向内側において、幅狭ブロック7b側のタイヤ周方向に突出する、平面視略三角形状の突出部を有する形状をなしている。 Further, the tire of the embodiment shown in FIG. 3 is a recess that exists in the center region C and the intermediate region M in the tire width direction and exists between thewide block 7a and the narrow block 7b in the tire circumferential direction. 1 is different from the tread pattern shown in FIG.
As shown in FIG. 3, therecess 12 is inclined with respect to the tire width direction such that the side adjacent to the wide block 7 a is separated from the wide block 7 a by a distance in the tire circumferential direction toward the inner side in the tire width direction. ing. Moreover, the recessed part 12 has comprised the shape which has the substantially triangular shape of planar view which protrudes in the tire circumferential direction by the side of the narrow block 7b in the tire width direction inner side from the tire width direction center position.
図3に示すように、凹部12は、幅広ブロック7aに隣接する辺が、タイヤ幅方向内側ほど、幅広ブロック7aとのタイヤ周方向の距離が離間するように、タイヤ幅方向に対して傾斜している。また、凹部12は、そのタイヤ幅方向中心位置よりタイヤ幅方向内側において、幅狭ブロック7b側のタイヤ周方向に突出する、平面視略三角形状の突出部を有する形状をなしている。 Further, the tire of the embodiment shown in FIG. 3 is a recess that exists in the center region C and the intermediate region M in the tire width direction and exists between the
As shown in FIG. 3, the
図4(a)は、図1のトレッドパターンにおける幅広ブロックと、図3のトレッドパターンにおける幅広ブロックと、を対比して示す平面図である。図4(b)は、図1のトレッドパターンにおける幅狭ブロックと、図3のトレッドパターンにおける幅狭ブロックと、を対比して示す平面図である。
図3、図4(a)(b)に示すように、図3に示す実施形態では、幅広ブロック7aのタイヤ周方向の両側の壁面(タイヤ幅方向に延在する壁面)のタイヤ径方向に対する傾斜角度が、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれて漸増している。
また、図3に示す実施形態において、幅広ブロック7aは、タイヤ周方向断面において、幅広ブロック7aのタイヤ周方向の両側の壁面の底部が曲率を有し、該底部の曲率半径Rは、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれて漸増している。
さらに、図3、図4(a)(b)に示すように、図3に示す実施形態では、幅狭ブロック7bのタイヤ周方向の両側の壁面(タイヤ幅方向に延在する壁面)のタイヤ径方向に対する傾斜角度が、タイヤ幅方向内側に向かうにつれて漸増している。また、タイヤ周方向断面において、幅狭ブロック7bのタイヤ周方向の両側の壁面の底部が曲率を有し、該底部の曲率半径Rは、タイヤ幅方向内側に向かうにつれて曲率半径Rが漸増している。 4A is a plan view showing a comparison between the wide block in the tread pattern of FIG. 1 and the wide block in the tread pattern of FIG. 4B is a plan view showing the narrow block in the tread pattern of FIG. 1 and the narrow block in the tread pattern of FIG. 3 in comparison.
As shown in FIGS. 3, 4 (a) and 4 (b), in the embodiment shown in FIG. 3, the wall surfaces on both sides in the tire circumferential direction of thewide block 7 a (wall surfaces extending in the tire width direction) with respect to the tire radial direction. The inclination angle gradually increases toward the inner side in the tire width direction in the half portion of the tire width direction with the wide block 7a bounded by at least the tire equatorial plane CL existing in the center region C and the intermediate region M.
Further, in the embodiment shown in FIG. 3, thewide block 7a has a curvature at the bottom of the wall surface on both sides in the tire circumferential direction of the wide block 7a in the tire circumferential cross section. 7a is gradually increased toward the inner side in the tire width direction in the tire width direction half portion bordering on the tire equatorial plane CL existing in at least the center region C and the intermediate region M.
Further, as shown in FIGS. 3, 4 (a) and 4 (b), in the embodiment shown in FIG. 3, tires on the wall surfaces (wall surfaces extending in the tire width direction) on both sides in the tire circumferential direction of thenarrow block 7 b. The inclination angle with respect to the radial direction gradually increases toward the inner side in the tire width direction. Further, in the tire circumferential section, the bottoms of the wall surfaces on both sides in the tire circumferential direction of the narrow block 7b have a curvature, and the curvature radius R of the bottom increases gradually toward the inside in the tire width direction. Yes.
図3、図4(a)(b)に示すように、図3に示す実施形態では、幅広ブロック7aのタイヤ周方向の両側の壁面(タイヤ幅方向に延在する壁面)のタイヤ径方向に対する傾斜角度が、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれて漸増している。
また、図3に示す実施形態において、幅広ブロック7aは、タイヤ周方向断面において、幅広ブロック7aのタイヤ周方向の両側の壁面の底部が曲率を有し、該底部の曲率半径Rは、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれて漸増している。
さらに、図3、図4(a)(b)に示すように、図3に示す実施形態では、幅狭ブロック7bのタイヤ周方向の両側の壁面(タイヤ幅方向に延在する壁面)のタイヤ径方向に対する傾斜角度が、タイヤ幅方向内側に向かうにつれて漸増している。また、タイヤ周方向断面において、幅狭ブロック7bのタイヤ周方向の両側の壁面の底部が曲率を有し、該底部の曲率半径Rは、タイヤ幅方向内側に向かうにつれて曲率半径Rが漸増している。 4A is a plan view showing a comparison between the wide block in the tread pattern of FIG. 1 and the wide block in the tread pattern of FIG. 4B is a plan view showing the narrow block in the tread pattern of FIG. 1 and the narrow block in the tread pattern of FIG. 3 in comparison.
As shown in FIGS. 3, 4 (a) and 4 (b), in the embodiment shown in FIG. 3, the wall surfaces on both sides in the tire circumferential direction of the
Further, in the embodiment shown in FIG. 3, the
Further, as shown in FIGS. 3, 4 (a) and 4 (b), in the embodiment shown in FIG. 3, tires on the wall surfaces (wall surfaces extending in the tire width direction) on both sides in the tire circumferential direction of the
図3に示す実施形態によれば、路面からの入力の大きいタイヤ赤道面側において幅広ブロック7a及び幅狭ブロック7bの剛性を確保してブロックの耐久性をより一層向上させることができる。
このような観点から、本発明では、幅広ブロック7aのタイヤ周方向の少なくともいずれか一方の壁面のタイヤ径方向に対する傾斜角度は、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれ漸増することが好ましい。
この場合、例えば、幅広ブロック7aのタイヤ周方向の壁面の上記タイヤ幅方向半部におけるタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記傾斜角度を5~25°異ならせることが好ましい。
また、本発明では、タイヤ周方向断面において、幅広ブロック7aのタイヤ周方向の少なくともいずれか一方の壁面の底部が曲率を有し、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、該底部の曲率半径Rは、タイヤ幅方向内側に向かうにつれて漸増することが好ましい。
この場合、例えば、幅広ブロック7aのタイヤ周方向の壁面の上記タイヤ幅方向半部におけるタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記曲率半径Rを1~7mm異ならせることが好ましい。 According to the embodiment shown in FIG. 3, the rigidity of thewide block 7a and the narrow block 7b can be secured on the tire equatorial plane side where the input from the road surface is large, and the durability of the block can be further improved.
From such a viewpoint, in the present invention, the inclination angle of at least one of the wall surfaces of thewide block 7a in the tire circumferential direction with respect to the tire radial direction is the tire equator where the wide block 7a exists at least in the center region C and the intermediate region M. It is preferable that the tire width gradually increases as it goes inward in the tire width direction at the half portion in the tire width direction with the surface CL as a boundary.
In this case, for example, it is preferable that the inclination angle is varied by 5 to 25 ° between the outer end in the tire width direction and the inner end in the tire width direction in the tire width direction half of the wall surface in the tire circumferential direction of thewide block 7a.
Further, in the present invention, in the tire circumferential cross section, the bottom of at least one wall surface of thewide block 7a in the tire circumferential direction has a curvature, and the wide block 7a exists at least in the center region C and the intermediate region M. In the half of the tire width direction with the equator plane CL as a boundary, the curvature radius R of the bottom is preferably gradually increased toward the inner side in the tire width direction.
In this case, for example, it is preferable that the curvature radius R is different by 1 to 7 mm between the outer end in the tire width direction and the inner end in the tire width direction in the tire width direction half of the wall surface in the tire circumferential direction of thewide block 7a.
このような観点から、本発明では、幅広ブロック7aのタイヤ周方向の少なくともいずれか一方の壁面のタイヤ径方向に対する傾斜角度は、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれ漸増することが好ましい。
この場合、例えば、幅広ブロック7aのタイヤ周方向の壁面の上記タイヤ幅方向半部におけるタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記傾斜角度を5~25°異ならせることが好ましい。
また、本発明では、タイヤ周方向断面において、幅広ブロック7aのタイヤ周方向の少なくともいずれか一方の壁面の底部が曲率を有し、幅広ブロック7aが少なくともセンター領域C及び中間領域Mに存在するタイヤ赤道面CLを境界とするタイヤ幅方向半部において、該底部の曲率半径Rは、タイヤ幅方向内側に向かうにつれて漸増することが好ましい。
この場合、例えば、幅広ブロック7aのタイヤ周方向の壁面の上記タイヤ幅方向半部におけるタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記曲率半径Rを1~7mm異ならせることが好ましい。 According to the embodiment shown in FIG. 3, the rigidity of the
From such a viewpoint, in the present invention, the inclination angle of at least one of the wall surfaces of the
In this case, for example, it is preferable that the inclination angle is varied by 5 to 25 ° between the outer end in the tire width direction and the inner end in the tire width direction in the tire width direction half of the wall surface in the tire circumferential direction of the
Further, in the present invention, in the tire circumferential cross section, the bottom of at least one wall surface of the
In this case, for example, it is preferable that the curvature radius R is different by 1 to 7 mm between the outer end in the tire width direction and the inner end in the tire width direction in the tire width direction half of the wall surface in the tire circumferential direction of the
また、上記と同様の観点から、本発明では、幅狭ブロック7bのタイヤ周方向の少なくともいずれか一方の壁面のタイヤ径方向に対する傾斜角度は、タイヤ幅方向内側に向かうにつれて漸増することが好ましい。
この場合、例えば、幅狭ブロック7bのタイヤ周方向の壁面のタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記傾斜角度を5~20°異ならせることが好ましい。
また、本発明では、タイヤ周方向断面において、幅狭ブロック7bのタイヤ周方向の少なくともいずれか一方の壁面の底部が曲率を有し、該底部の曲率半径Rは、タイヤ幅方向内側に向かうにつれて漸増することが好ましい。
この場合、例えば、幅狭ブロック7bのタイヤ周方向の壁面のタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記曲率半径Rを1~5mm異ならせることが好ましい。 Further, from the same viewpoint as described above, in the present invention, it is preferable that the inclination angle of at least one of the wall surfaces in the tire circumferential direction of thenarrow block 7b with respect to the tire radial direction gradually increases toward the inner side in the tire width direction.
In this case, for example, the inclination angle is preferably different by 5 to 20 ° between the outer end in the tire width direction and the inner end in the tire width direction of the wall surface in the tire circumferential direction of thenarrow block 7b.
In the present invention, in the cross section in the tire circumferential direction, the bottom of at least one wall surface of thenarrow block 7b in the tire circumferential direction has a curvature, and the curvature radius R of the bottom increases toward the inner side in the tire width direction. It is preferable to increase gradually.
In this case, for example, the radius of curvature R is preferably different by 1 to 5 mm between the outer end in the tire width direction and the inner end in the tire width direction of the wall surface in the tire circumferential direction of thenarrow block 7b.
この場合、例えば、幅狭ブロック7bのタイヤ周方向の壁面のタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記傾斜角度を5~20°異ならせることが好ましい。
また、本発明では、タイヤ周方向断面において、幅狭ブロック7bのタイヤ周方向の少なくともいずれか一方の壁面の底部が曲率を有し、該底部の曲率半径Rは、タイヤ幅方向内側に向かうにつれて漸増することが好ましい。
この場合、例えば、幅狭ブロック7bのタイヤ周方向の壁面のタイヤ幅方向外側端とタイヤ幅方向内側端とで、上記曲率半径Rを1~5mm異ならせることが好ましい。 Further, from the same viewpoint as described above, in the present invention, it is preferable that the inclination angle of at least one of the wall surfaces in the tire circumferential direction of the
In this case, for example, the inclination angle is preferably different by 5 to 20 ° between the outer end in the tire width direction and the inner end in the tire width direction of the wall surface in the tire circumferential direction of the
In the present invention, in the cross section in the tire circumferential direction, the bottom of at least one wall surface of the
In this case, for example, the radius of curvature R is preferably different by 1 to 5 mm between the outer end in the tire width direction and the inner end in the tire width direction of the wall surface in the tire circumferential direction of the
<実施例1>
本発明の効果を確かめるため、発明例1~11にかかるタイヤと、比較例1~5にかかるタイヤとを試作して、タイヤの性能を評価する試験を行った。上記各タイヤの諸元は、以下の表1に示している。各タイヤは、図1、図2に示すように、トレッド踏面4aに複数のブロック7が配置され、表1に示さない諸元については、各タイヤで共通している。 <Example 1>
In order to confirm the effects of the present invention, the tires according to Invention Examples 1 to 11 and the tires according to Comparative Examples 1 to 5 were prototyped and tested to evaluate the performance of the tire. The specifications of each tire are shown in Table 1 below. As shown in FIGS. 1 and 2, each tire has a plurality of blocks 7 arranged on thetread tread surface 4a, and specifications not shown in Table 1 are common to the tires.
本発明の効果を確かめるため、発明例1~11にかかるタイヤと、比較例1~5にかかるタイヤとを試作して、タイヤの性能を評価する試験を行った。上記各タイヤの諸元は、以下の表1に示している。各タイヤは、図1、図2に示すように、トレッド踏面4aに複数のブロック7が配置され、表1に示さない諸元については、各タイヤで共通している。 <Example 1>
In order to confirm the effects of the present invention, the tires according to Invention Examples 1 to 11 and the tires according to Comparative Examples 1 to 5 were prototyped and tested to evaluate the performance of the tire. The specifications of each tire are shown in Table 1 below. As shown in FIGS. 1 and 2, each tire has a plurality of blocks 7 arranged on the
<トラクション性能>
上記各タイヤを装着した車両で不整地のテストコースを実車走行したときのトラクション性能をライダーの官能評価により評価した。評価結果は、比較例1を100とする指数で相対評価し、数値が大きい程、トラクション性能が優れていることを示す。
<コーナリンググリップ性能>
上記各タイヤを装着した車両で不整地のテストコースを実車走行したときのコーナリンググリップ性能をライダーの官能評価により評価した。評価結果は、比較例1を100とする指数で相対評価し、数値が大きい程、コーナリンググリップ性能が優れていることを示す。
これらの評価結果をタイヤの諸元とともに以下の表1に示している。 <Traction performance>
The traction performance was evaluated by rider's sensory evaluation when the vehicle with the above tires was run on a rough test course. The evaluation results are evaluated relative to an index with Comparative Example 1 being 100, and the larger the value, the better the traction performance.
<Cornering grip performance>
The cornering grip performance when the vehicle with the above tires was run on a rough test course was evaluated by the rider's sensory evaluation. The evaluation results are evaluated relative to an index with Comparative Example 1 as 100, and the larger the value, the better the cornering grip performance.
These evaluation results are shown in Table 1 below together with tire specifications.
上記各タイヤを装着した車両で不整地のテストコースを実車走行したときのトラクション性能をライダーの官能評価により評価した。評価結果は、比較例1を100とする指数で相対評価し、数値が大きい程、トラクション性能が優れていることを示す。
<コーナリンググリップ性能>
上記各タイヤを装着した車両で不整地のテストコースを実車走行したときのコーナリンググリップ性能をライダーの官能評価により評価した。評価結果は、比較例1を100とする指数で相対評価し、数値が大きい程、コーナリンググリップ性能が優れていることを示す。
これらの評価結果をタイヤの諸元とともに以下の表1に示している。 <Traction performance>
The traction performance was evaluated by rider's sensory evaluation when the vehicle with the above tires was run on a rough test course. The evaluation results are evaluated relative to an index with Comparative Example 1 being 100, and the larger the value, the better the traction performance.
<Cornering grip performance>
The cornering grip performance when the vehicle with the above tires was run on a rough test course was evaluated by the rider's sensory evaluation. The evaluation results are evaluated relative to an index with Comparative Example 1 as 100, and the larger the value, the better the cornering grip performance.
These evaluation results are shown in Table 1 below together with tire specifications.
表1に示すように、発明例1~11にかかるタイヤは、いずれも比較例1~5にかかるタイヤと比較して、トラクション性能及びコーナリンググリップ性能を両立することができていることがわかる。
As shown in Table 1, it can be seen that the tires according to Invention Examples 1 to 11 can achieve both traction performance and cornering grip performance as compared with the tires according to Comparative Examples 1 to 5.
<実施例2>
次に、ブロック耐久性について、ブロックに発生するクラックに関する評価を行った。
ブロックもげの評価方法は、以下の通りであり、各タイヤの諸元は、以下の表2に示している。なお、発明例12~16について、表2に示さない諸元については、発明例1と同様である。 <Example 2>
Next, the block durability was evaluated regarding cracks generated in the block.
The evaluation method for block baldness is as follows, and the specifications of each tire are shown in Table 2 below. Regarding the inventive examples 12 to 16, the specifications not shown in Table 2 are the same as those of the inventive example 1.
次に、ブロック耐久性について、ブロックに発生するクラックに関する評価を行った。
ブロックもげの評価方法は、以下の通りであり、各タイヤの諸元は、以下の表2に示している。なお、発明例12~16について、表2に示さない諸元については、発明例1と同様である。 <Example 2>
Next, the block durability was evaluated regarding cracks generated in the block.
The evaluation method for block baldness is as follows, and the specifications of each tire are shown in Table 2 below. Regarding the inventive examples 12 to 16, the specifications not shown in Table 2 are the same as those of the inventive example 1.
<ブロックに発生するクラック>
各タイヤを装着した車両で不整地のテストコースを一定時間走行した際の、各タイヤそれぞれの幅広ブロックおよび幅狭ブロックに発生するクラックの総数を評価した。評価結果は、クラックの総数が少ない方がブロックの耐久性が高いことを示す。 <Crack generated in block>
The total number of cracks generated in the wide block and the narrow block of each tire when the vehicle equipped with each tire was run on a rough test course for a certain period of time was evaluated. The evaluation results indicate that the block has higher durability when the total number of cracks is smaller.
各タイヤを装着した車両で不整地のテストコースを一定時間走行した際の、各タイヤそれぞれの幅広ブロックおよび幅狭ブロックに発生するクラックの総数を評価した。評価結果は、クラックの総数が少ない方がブロックの耐久性が高いことを示す。 <Crack generated in block>
The total number of cracks generated in the wide block and the narrow block of each tire when the vehicle equipped with each tire was run on a rough test course for a certain period of time was evaluated. The evaluation results indicate that the block has higher durability when the total number of cracks is smaller.
表2に示すように、発明例12~発明例16は、いずれも発明例1よりも、ブロックに発生したクラックの総数が少なく、ブロックの耐久性が高いことがわかる。さらに、発明例12~発明例16は、いずれも比較例1より優れたトラクション性能及びコーナリンググリップ性能を発揮することができることがわかる。
なお、発明例1の評価結果も市場への提供には問題のないブロックの耐久性であることを示している。
また、表2においては、発明例1の評価結果を100とした相対値で示している。この便宜上、表2におけるトラクション性能及びコーナリンググリップ性能に関しては、表1における数値を改めて100に換算してある。 As shown in Table 2, it can be seen that Invention Example 12 to Invention Example 16 each have a smaller total number of cracks generated in the block and higher durability of the block than Invention Example 1. Furthermore, it can be seen that Invention Examples 12 to 16 can exhibit traction performance and cornering grip performance superior to those of Comparative Example 1.
In addition, the evaluation result of Invention Example 1 also shows that the durability of the block has no problem for provision to the market.
Moreover, in Table 2, it shows by the relative value which set the evaluation result of Example 1 to 100. For convenience, the numerical values in Table 1 have been converted to 100 again for the traction performance and cornering grip performance in Table 2.
なお、発明例1の評価結果も市場への提供には問題のないブロックの耐久性であることを示している。
また、表2においては、発明例1の評価結果を100とした相対値で示している。この便宜上、表2におけるトラクション性能及びコーナリンググリップ性能に関しては、表1における数値を改めて100に換算してある。 As shown in Table 2, it can be seen that Invention Example 12 to Invention Example 16 each have a smaller total number of cracks generated in the block and higher durability of the block than Invention Example 1. Furthermore, it can be seen that Invention Examples 12 to 16 can exhibit traction performance and cornering grip performance superior to those of Comparative Example 1.
In addition, the evaluation result of Invention Example 1 also shows that the durability of the block has no problem for provision to the market.
Moreover, in Table 2, it shows by the relative value which set the evaluation result of Example 1 to 100. For convenience, the numerical values in Table 1 have been converted to 100 again for the traction performance and cornering grip performance in Table 2.
本発明の自動二輪車用空気入りタイヤは、不整地走行用の自動二輪車用空気入りタイヤとして特に効果的に用いられる。
The pneumatic tire for motorcycles of the present invention is particularly effectively used as a pneumatic tire for motorcycles for traveling on rough terrain.
1:タイヤ、 2:ビード部、 2a:ビードコア、
3:サイドウォール部、4:トレッド部、
4a:トレッド踏面、 5:カーカス、 6:ベルト、
7:ブロック、 7a:幅広ブロック、
7b:幅狭ブロック、 7c:側方ブロック、
8:周方向細溝(凹部)、 9:突起、
10:突起周縁凹部、 11:周方向溝、
12:凹部、13:壁面、CL:タイヤ赤道面、
TE:トレッド端、C:センター領域、
M:中間領域、S:ショルダー領域 1: tire, 2: bead part, 2a: bead core,
3: Side wall part, 4: Tread part,
4a: tread surface, 5: carcass, 6: belt,
7: block, 7a: wide block,
7b: narrow block, 7c: side block,
8: circumferential narrow groove (recess), 9: protrusion,
10: protrusion peripheral recess, 11: circumferential groove,
12: recessed portion, 13: wall surface, CL: tire equator surface,
TE: tread edge, C: center region,
M: middle region, S: shoulder region
3:サイドウォール部、4:トレッド部、
4a:トレッド踏面、 5:カーカス、 6:ベルト、
7:ブロック、 7a:幅広ブロック、
7b:幅狭ブロック、 7c:側方ブロック、
8:周方向細溝(凹部)、 9:突起、
10:突起周縁凹部、 11:周方向溝、
12:凹部、13:壁面、CL:タイヤ赤道面、
TE:トレッド端、C:センター領域、
M:中間領域、S:ショルダー領域 1: tire, 2: bead part, 2a: bead core,
3: Side wall part, 4: Tread part,
4a: tread surface, 5: carcass, 6: belt,
7: block, 7a: wide block,
7b: narrow block, 7c: side block,
8: circumferential narrow groove (recess), 9: protrusion,
10: protrusion peripheral recess, 11: circumferential groove,
12: recessed portion, 13: wall surface, CL: tire equator surface,
TE: tread edge, C: center region,
M: middle region, S: shoulder region
Claims (7)
- トレッド踏面に複数のブロックが配置された自動二輪車用空気入りタイヤであって、
前記トレッド踏面の展開幅をタイヤ幅方向に6等分した際の、タイヤ赤道面に最も近い2つの領域をセンター領域とし、タイヤ幅方向最外側の2つの領域をそれぞれショルダー領域とし、前記センター領域と前記ショルダー領域との間に位置する2つの領域をそれぞれ中間領域とするとき、
少なくとも前記センター領域及び前記中間領域に存在する、タイヤ幅方向の長さがタイヤ周方向の長さより長い幅広ブロックが形成され、
少なくとも前記中間領域に存在する、前記幅広ブロックよりタイヤ幅方向の長さが短い幅狭ブロックが形成され、
前記トレッド踏面の展開視において、前記幅広ブロックのタイヤ周方向長さをL1、前記幅広ブロックのタイヤ幅方向長さをW1、前記幅狭ブロックのタイヤ周方向長さをL2、前記幅狭ブロックのタイヤ幅方向長さをW2、前記幅広ブロックの踏面の面積をS1、前記幅狭ブロックの踏面の面積をS2、前記面積S1のうち中間領域に位置する踏面の面積をS1M、前記面積S2のうち中間領域に位置する踏面の面積をS2Mとするとき、
以下の関係式(A)~(D)を満たすことを特徴とする、自動二輪車用空気入りタイヤ。
1.5≦W1/L1≦4.0 …(A)
0.5≦W2/L2≦1.5 …(B)
0.3≦S1M/S1≦0.6 …(C)
0.5≦S2M/S2≦1.0 …(D) A pneumatic tire for a motorcycle having a plurality of blocks arranged on a tread surface,
When the developed width of the tread surface is divided into six equal parts in the tire width direction, two areas closest to the tire equator plane are defined as center areas, and two outermost areas in the tire width direction are defined as shoulder areas, respectively. When the two regions located between the shoulder region and the shoulder region are respectively intermediate regions,
A wide block that is present in at least the center region and the intermediate region and whose length in the tire width direction is longer than the length in the tire circumferential direction is formed,
A narrow block having a length in the tire width direction shorter than the wide block is present at least in the intermediate region,
In a developed view of the tread surface, the width of the wide block in the tire circumferential direction is L1, the width of the wide block in the tire width direction is W1, the length of the narrow block in the tire circumferential direction is L2, and the width of the narrow block is The width in the tire width direction is W2, the area of the tread of the wide block is S1, the area of the tread of the narrow block is S2, the area of the tread located in the middle region of the area S1 is S1M, and the area of S2 When the area of the tread located in the intermediate region is S2M,
A pneumatic tire for a motorcycle, characterized by satisfying the following relational expressions (A) to (D):
1.5 ≦ W1 / L1 ≦ 4.0 (A)
0.5 ≦ W2 / L2 ≦ 1.5 (B)
0.3 ≦ S1M / S1 ≦ 0.6 (C)
0.5 ≦ S2M / S2 ≦ 1.0 (D) - 前記中間領域に存在する前記幅広ブロックの個数をN1、前記中間領域に存在する前記幅狭ブロックの個数をN2とするとき、
関係式、0.25≦N2/N1≦4.0を満たすことを特徴とする、請求項1に記載の自動二輪車用空気入りタイヤ。 When the number of the wide blocks present in the intermediate region is N1, and the number of the narrow blocks present in the intermediate region is N2,
The pneumatic tire for a motorcycle according to claim 1, wherein the relational expression, 0.25 ≦ N2 / N1 ≦ 4.0, is satisfied. - 前記幅広ブロックと前記幅狭ブロックとがタイヤ周方向略同位相の位置に対で設けられ、
タイヤ周方向の略同位相に位置する前記幅広ブロック及び前記幅狭ブロックは、タイヤ赤道面を境界としてタイヤ幅方向の互いに異なる半部に位置する、請求項1又は2に記載の自動二輪車用空気入りタイヤ。 The wide block and the narrow block are provided in pairs at substantially the same phase in the tire circumferential direction,
3. The motorcycle air according to claim 1, wherein the wide block and the narrow block positioned in substantially the same phase in the tire circumferential direction are positioned in different halves in the tire width direction with the tire equatorial plane as a boundary. Enter tire. - 前記幅広ブロックのタイヤ周方向の少なくともいずれか一方の壁面のタイヤ径方向に対する傾斜角度は、前記幅広ブロックが少なくとも前記センター領域及び前記中間領域に存在するタイヤ赤道面を境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれ漸増する、請求項1~3のいずれか一項に記載の自動二輪車用空気入りタイヤ。 The inclination angle of at least one wall surface in the tire circumferential direction of the wide block with respect to the tire radial direction is a half portion in the tire width direction with the wide block as a boundary at a tire equatorial plane existing in at least the center region and the intermediate region. The pneumatic tire for a motorcycle according to any one of claims 1 to 3, wherein the tire gradually increases inward in the tire width direction.
- タイヤ周方向断面において、前記幅広ブロックのタイヤ周方向の少なくともいずれか一方の壁面の底部は、曲率を有し、
前記底部の曲率半径は、前記幅広ブロックが少なくとも前記センター領域及び前記中間領域に存在するタイヤ赤道面を境界とするタイヤ幅方向半部において、タイヤ幅方向内側に向かうにつれて漸増する、請求項1~4のいずれか一項に記載の自動二輪車用空気入りタイヤ。 In the tire circumferential cross section, the bottom of at least one wall surface of the wide block in the tire circumferential direction has a curvature,
The radius of curvature of the bottom portion gradually increases toward the inner side in the tire width direction at least in the tire width direction half portion bounded by the tire equatorial plane existing in the center region and the intermediate region at the wide block. The pneumatic tire for a motorcycle according to any one of 4. - 前記幅狭ブロックのタイヤ周方向の少なくともいずれか一方の壁面のタイヤ径方向に対する傾斜角度は、タイヤ幅方向内側に向かうにつれ漸増する、請求項1~5のいずれか一項に記載の自動二輪車用空気入りタイヤ。 The motorcycle for motorcycle according to any one of claims 1 to 5, wherein an inclination angle of at least one wall surface of the narrow block in a tire circumferential direction with respect to a tire radial direction gradually increases toward an inner side in the tire width direction. Pneumatic tire.
- タイヤ周方向断面において、前記幅狭ブロックのタイヤ周方向の少なくともいずれか一方の壁面の底部は、曲率を有し、
前記底部の曲率半径は、タイヤ幅方向内側に向かうにつれて漸増する、請求項1~6のいずれか一項に記載の自動二輪車用空気入りタイヤ。 In the tire circumferential cross section, the bottom of at least one wall surface in the tire circumferential direction of the narrow block has a curvature,
The pneumatic tire for a motorcycle according to any one of claims 1 to 6, wherein the curvature radius of the bottom portion gradually increases toward the inside in the tire width direction.
Priority Applications (3)
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CN201680041143.4A CN107848339B (en) | 2015-07-15 | 2016-07-05 | Pneumatic tire for bicycle |
US15/739,943 US10780744B2 (en) | 2015-07-15 | 2016-07-05 | Motorcycle pneumatic tire |
EP16824047.1A EP3323636B1 (en) | 2015-07-15 | 2016-07-05 | Pneumatic tire for two-wheeled automotive vehicle |
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JP2016057513A JP6637804B2 (en) | 2015-07-15 | 2016-03-22 | Pneumatic tires for motorcycles |
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