Patent Application
20220250417
This application claims the benefit of foreign priority to Japanese Patent Application No. JP2021-018440, filed Feb. 8, 2021, which is incorporated by reference in its entirety.
The present disclosure relates to a motorcycle tire.
For example, Patent Document 1 below has proposed a motorcycle tire that improves the mountability performance on a rim and steering stability performance in a well-balanced manner by specifying an angle of the bead bottom surfaces with respect to the tire axial direction.
In recent years, further improvement in steering stability of motorcycle tires has been required. One of the means for improving steering stability of motorcycle tires is to improve rim-slip resistance performance. Unfortunately, increasing the rim-slip resistance performance tends to lead to deterioration of rim-mountability performance.
The present disclosure has been made in view of the above circumstance and has a major object to provide a motorcycle tire capable of improving rim-slip resistance performance and steering stability while maintaining rim-mountability performance.
In one aspect of the disclosure, a motorcycle tire includes a pair of bead portions each with a bead core therein, the pair of bead portions including a pair of rim contact surfaces that comes into contact with a standard wheel rim under a standard-rim mounted condition in which the tire is mounted onto the standard wheel rim and inflated to a standard pressure. Each rim contact surface includes a bead bottom surface located inwardly in a tire radial direction of the bead core and extending in a tire axial direction, a bead side surface located outwardly in the tire axial direction of the bead core and extending in the tire radial direction, and a bead heel surface connecting the bead bottom surface and the bead side surface. Under a virtual-rim mounted condition in which the tire is not mounted onto a rim but an axial width of the bead side surfaces of the pair of bead portions is held at a rim width of the standard wheel rim, in at least one of the pair of bead portions, a diameter of an intersection of a virtual first straight line that is expanded outwardly in the tire axial direction from the bead bottom surface and a virtual second straight line that is expanded inwardly in the radial direction from the bead side surface is 99.0% to 99.6% of a rim diameter of the standard wheel rim.
An embodiment of the present disclosure will be explained below with reference to the accompanying drawings.
As used herein, “standard-rim mounted condition” means a condition such that the tire is mounted onto a standard wheel rim R and inflated to a standard pressure. Unless otherwise noted, the measurements of respective portions of the tire are values measured under the standard-rim mounted condition.
As used herein, “standard wheel rim R” is a wheel rim officially approved for each tire by standards organizations on which the tire is based, wherein the standard wheel rim is the “standard wheel rim” specified in JATMA, the “Design Rim” in TRA, and the “Measuring Rim” in ETRTO, for example. If a tire is not based on a certain standard, the rim that can fully demonstrate the performance of the tire is used as the standard wheel rim, e.g., rims recommended by the manufacturer.
As used herein, “standard pressure” is a standard pressure officially approved for each tire by standards organizations on which the tire is based, wherein the standard pressure is the “maximum air pressure” in JATMA, the maximum pressure given in the “Tire Load Limits at Various Cold Inflation Pressures” table in TRA, and the “Inflation Pressure” in ETRTO, for example. If a tire is not based on a certain standard, the pressure that can fully demonstrate the performance of the tire is used as the standard pressure, e.g., the pressure recommended by the manufacturer.
As illustrated in
The tire 1 according to the present embodiment includes a carcass 6 extending from one of the bead portions 4 to the other one of the bead portions 4 through one of the sidewall portions 3, the tread portion 2, and the other one of the sidewall portions 3.
The carcass 6, for example, includes at least one carcass ply 6A having a plurality of carcass cords. The carcass 6 according to the present embodiment is configured to have a single carcass ply 6A. Alternatively, the carcass 6 may include a plurality of carcass plies that are superimposed. The carcass ply 6A includes a main portion 6a and a pair of turn-up portions 6b. The main portion 6a extends, through the tread portion 2 and the pair of sidewall portions 3, between the bead cores 5 of the bead portions 4. The turn-up portions 6b each are connected with the main portion 6a and are turned up around a respective one of the bead cores 5 from axially inside to the outside of the tire.
The tread portion 2, for example, includes a belt layer 7 and a band layer 8. The belt layer 7, for example, includes a band ply having a plurality of band cords that are oriented at an angle of from 10 to 45 degrees with respect to the tire circumferential direction. The belt layer 7 according to the present embodiment is configured to have a single belt ply, but may include a plurality of belt plies that are superimposed. The band layer 8, for example, includes a jointless band ply having a band cord that is spirally wound at an angle equal to or less than 5 degrees with respect to the tire circumferential direction. Such a belt layer 7 and such a band layer 8 may reinforce the tread portion 2 effectively.
Under the standard-rim mounted condition, the pair of bead portions 4 includes a pair of rim contact surfaces 10 that comes into contact with the standard wheel rim R.
In the present disclosure, under a virtual-rim mounted condition in which the tire 1 is not mounted onto a rim but an axial width of the bead side surfaces 12 of the pair of bead portions 4 is held at a rim width of the standard wheel rim R, a diameter D2 of an intersection 20 of a virtual first straight line 16 that is expanded outwardly in the tire axial direction from the bead bottom surface 11 and a virtual second straight line 17 expanded inwardly in the radial direction from the bead side surface 12 is 99.0% to 99.6% of a rim diameter D1 (shown in
The tire 1 according to the present disclosure, by adopting the above configuration, can improve the rim-slip resistance performance and steering stability while maintaining rim-mountability performance. The reason for this is presumed to be the following mechanism.
As a result of various experiments, the inventor has found that the rim-mountability performance of a tire depends not only on a size of the diameter of the bead baseline BL but also on an angle of the bead side surface 12 with respect to the tire radial direction. When the tire is mounted onto the rim, each bead portion 4 must get over a hump of the rim. At this time, it is considered that the larger the angle of each bead side surface 12, the easier the inner diameter of each bead portion 4 expands larger, and the better the rim-mountability performance.
In addition, the inventor has found that the rim-slip resistance performance of a tire depends not only on a size of the diameter of the bead baseline BL but also on an angle of the bead bottom surface 11 with respect to the tire axial direction. It is considered that the larger the angle of each bead bottom surface 11, the more each bead portion 4 is mounted firmly on the rim, so that the rim-slip resistance performance can be improved.
As a result of further experiments, for improving both the rim-mountability performance and the rim-slip resistance performance, it has found to be important that the diameter D2 of the intersection 20 of the virtual first straight line 16 and the virtual second straight line 17 be defined within a certain range in order to set angles of the bead side surfaces 12 and the bead bottom surfaces 11 appropriately. In the present disclosure, by setting the diameter D2 to 99.0% to 99.6% of the rim diameter D1 of the standard wheel rim, it is possible to improve the rim-slip resistance performance while maintaining rim-mountability performance. In addition, by improving the rim-slip resistance performance, operations by drivers are accurately transmitted to the tire, which can improve steering stability.
Hereinafter, a more detailed configuration of the present embodiment will be described. Note that each configuration described below shows a specific aspect of the present embodiment. Thus, the present disclosure can exert the above-mentioned effects even if the tire does not include the configuration described below. Further, even if any one of the configurations described below is applied independently to the tire of the present disclosure having the above-mentioned characteristics, the performance improvement according to each additional configuration can be expected. Furthermore, when some of the configurations described below are applied in combination, it is expected that the performance of the additional configurations will be improved. Unless otherwise noted, the configuration of the present embodiment described below is measured in the above-mentioned virtual-rim mounted condition.
In some preferred embodiments, the diameter D2 is set in a range of 99.3% to 99.5% of the rim diameter D1 of the standard wheel rim R. In addition, an angle θ1 between the virtual first straight line 16 and the virtual second straight line 17, for example, is in a range of 90 to 110 degrees, preferably 95 to 105 degrees.
Each bead core 5 according to the present embodiment, in a cross-sectional view of the tire, has a rectangular cross-sectional shape surrounded by two first sides 5a and two second sides 5b. In addition, corners of the cross-sectional shape where the first sides 5a and the second sides 5b are connected are curved in an arc shape. The first sides 5a extend along the tire axial direction. The second sides 5b extend along the tire radial direction. An angle difference between two second sides 5b, for example, is equal to or less than 10 degrees, preferably equal to or less than 5 degrees. In some more preferred embodiments, the second sides 5b extend in substantially parallel with each other. Such a bead core 5 can suppress lateral deformation of the bead portions 4, helping to improve steering stability.
Each bead bottom surface 11 includes a first bottom surface 21 inclined with respect to the tire axial direction, and a second bottom surface 22 located inwardly in the tire axial direction of, and connected to the first bottom surface 21. In addition, the second bottom surface 22 has an angle with respect to the tire axial direction greater than that of the first bottom surface 21. Such a bead bottom surface 11 including the first bottom surface 21 and the second bottom surface 22 can improve rim-mountability performance and rim-slip presentation performance in a well-balanced manner.
In a tire cross-section under the virtual-rim mounted condition, the first bottom surface 21 according to the present embodiment extends straight. An angle of the first bottom surface 21 with respect to the tire axial direction, for example, is equal to or less than 15 degrees, preferably equal to or less than 10 degrees, more preferably equal to or less than 7 degrees. Specifically, the above-mentioned angle of the first bottom surface 21 is in a range of 3 to 7 degrees. In some more preferred embodiments, an angle between the first bottom surface 21 and the first sides 5a of the bead core 5 which is adjacent to the first bottom surface 21 may be in a range of 0 to 10 degrees. In the present embodiment, the angle of the first bottom surface 21 is equal to an angle of the virtual first straight line 16 with respect to the tire axial direction.
In a tire cross-section under the virtual-rim mounted condition, the second bottom surface 22 according to the present embodiment extends straight. An angle of the second bottom surface 22 with respect to the tire axial direction, for example, is equal to or less than 30 degrees, preferably equal to or less than 24 degrees. Specifically, the above-mentioned angle of the second bottom surface 22 is in a range of 18 to 24 degrees. Such a second bottom surface 22 can improve rim-slip presentation performance while maintaining rim-mountability performance.
In order to improve rim-mountability performance and rim-slip presentation performance in a well-balanced manner, an angle θ2 between the first bottom surface 21 and the second bottom surface 22 is preferably equal to or more than 150 degrees, more preferably equal to or more than 160 degrees, but preferably equal to or less than 175 degrees, more preferably equal to or less than 170 degrees.
The angle θ2 between the first bottom surface 21 and the second bottom surface 22 is greater than an angle θ1 between the virtual first straight line 16 and the virtual second straight line 17. The difference between the angles θ1 and θ2, for example, is in a range of 60 to 80 degrees, more preferably 65 to 75 degrees. As a result, the pressure of the bead side surface 12 acting on the rim and the pressure of the second bottom surface 22 acting on the rim can be improved in a well-balanced manner, and excellent steering stability can be exhibited.
In a tire cross-sectional view, a boundary 25 between the first bottom surface 21 and the second bottom surface 22, for example, is located within a region where the bead core 5 is virtually expanded inwardly in the tire radial direction. In addition, the boundary 25 is preferably located inwardly in the tire axial direction than the center location of the bead core 5 in the tire axial direction. A distance in the tire axial direction between the boundary 25 and the center location of the bead core 5 for example, is in a range of 25% to 35% of a width in the tire axial direction of the bead core 5. As a result, the second bottom surface 22 can be in contact with the rim firmly, improving durability of the bead portions 4.
In a tire cross-sectional view, each bead side surface 12 includes a portion that extends straight from the bead heel surface 13. This portion, for example, has an angle equal to or less than 5 degrees with respect to the second side 5b of the bead core 5 that is adjacent to the portion.
At a tire radial location of the center in the tire radial direction of the bead core 5, a rubber thickness that is located outwardly in the tire axial direction of the bead core 5 is preferably equal to or less than 3.0 mm. This makes it easier for the bead portions 4 to get over the humps of the rim and can further improve rim-mountability performance.
While the particularly preferable embodiments of the motorcycle tire in accordance with the present disclosure have been described in detail, the present disclosure is not limited to the illustrated embodiments, but can be modified and carried out in various aspects within the scope of the disclosure.
Motorcycle tires (for front wheel) having a size of 120/70ZR17 with the basic structure shown in
Rim size: MT3.50
Tire inner pressure: 250 kPa
Test motorcycle displacement: 1000 cc
During a process of the tire being mounted onto the rim, the maximum internal pressure when the bead portions of each test tire overcame the humps of the rim was measured while the tire internal pressure increased. The test results are the reciprocal of the maximum internal pressure, and are shown by an index with Comparative Example 1 as 100. The larger the value, the smaller the maximum internal pressure and the better the rim-mountability performance.
In accordance with JIS-D4230, a lateral load was applied to the bead portions of each test tire that was mounted onto the rim and that was not inflated, and resistance force was measured when the bead portions came off the rim. The test results are shown by an index with the resistance force of Comparative Example 1 as 100, and the larger the value, the better the rim-slip presentation performance.
The steering stability when driving on a circuit with a test motorcycle equipped with each test tires was evaluated by the driver's sensuality. The test results are scores with Comparative Example 1 as 100, and the larger the value, the better the steering stability.
Tables 1 and 2 show the test results.
As a result of the test, it was confirmed that the tires of the examples improved rim-slip resistance performance and the steering stability while maintaining rim-mountability performance.
The following clauses are disclosed regarding the above-described embodiments.
A motorcycle tire comprising:
a pair of bead portions each with a bead core therein, the pair of bead portions comprising a pair of rim contact surfaces that comes into contact with a standard wheel rim under a standard-rim mounted condition in which the tire is mounted onto the standard wheel rim and inflated to a standard pressure,
wherein
each rim contact surface comprises
under a virtual-rim mounted condition in which the tire is not mounted onto a rim but an axial width of the bead side surfaces of the pair of bead portions is held at a rim width of the standard wheel rim, in at least one of the pair of bead portions, a diameter of an intersection of a virtual first straight line that is expanded outwardly in the tire axial direction from the bead bottom surface and a virtual second straight line that is expanded inwardly in the radial direction from the bead side surface is 99.0% to 99.6% of a rim diameter of the standard wheel rim.
The motorcycle tire according to clause 1, wherein
the bead bottom surface comprises a first bottom surface, and a second bottom surface located inwardly in the tire axial direction of, and connected to the first bottom portion, and
the second bottom surface has an angle with respect to the tire axial direction greater than that of the first bottom surface.
The motorcycle tire according to clause 2, wherein
an angle of the first bottom surface with respect to the tire axial direction is equal to or less than 7 degrees.
The motorcycle tire according to clause 2 or 3, wherein
an angle of the second bottom surface with respect to the tire axial direction is equal to or less than 24 degrees.
The motorcycle tire according to any one of clauses 1 to 4, wherein
at a tire radial location of a center in the tire radial direction of the bead core, a rubber thickness that is located outwardly in the tire axial direction of the bead core is equal to or less than 3.0 mm.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2021-018440 | Feb 2021 | JP | national |
