Patent Application
20160288586
The present application is based upon and claims the benefit of priority to Japanese Patent Application No. 2015-077310, filed Apr. 6, 2015, the entire contents of which are incorporated herein by reference.
1. Field of the Invention
The present invention relates to a pneumatic tire for a two-wheeled vehicle.
2. Description of Background Art
In order to achieve both good stability and good absorbability, various studies have been made regarding the rigidity of the side part. Japanese Patent Laid-Open Publication No. HEI 10-109507 describes an example of such studies. The entire contents of this publication are incorporated herein by reference.
According to one aspect of the present invention, a pneumatic tire for a two-wheeled vehicle includes a tread having a tread surface, a pair of side walls extending from the tread substantially inward in a radial direction such that the pair of side walls has a pair of side surfaces extending from edges of the tread surface substantially inward in the radial direction, respectively, and a pair of beads positioned on inner sides of the side walls in an axial direction, respectively, and each including a core and an apex extending from the core outward in the radial direction. When the pneumatic tire is mounted on a normal rim and is filled with air to a normal internal pressure, each of the side surfaces has a reference position which corresponds to a radial direction outer edge of each of the side surfaces in contact with the normal rim, and a reference line which is a straight line passing through the reference position and an edge of the tread surface such that the reference line is in contact with the normal rim at the reference position and that each of the side surfaces extends along the reference line in a zone between the reference position and a respective one of the edges of the tread surface, and the pneumatic tire satisfies that an absolute value of an angle formed by the reference line with respect to a bead base line is in a range of 45 degrees to 75 degrees and that a ratio of a radial direction height from the reference position to an outer edge of the apex, with respect to a radial direction height from the reference position to the edge of the tread surface, is 0.5 or more.
A more complete appreciation of the invention and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, wherein:
The embodiments will now be described with reference to the accompanying drawings, wherein like reference numerals designate corresponding or identical elements throughout the various drawings.
In
In
In an embodiment of the present invention, unless specifically mentioned, dimensions and angles of members of the tire 20 are measured in a state in which the tire 20 is mounted to a normal rim and air is filled in the tire 20 such that the tire 20 has a normal internal pressure. During measurement, a load is not applied to the tire 20.
The normal rim in the present specification means a rim prescribed in standards on which the tire 20 is based. A “Standard Rim” in JATMA standards, a “Design Rim” in TRA standards, and a “Measuring Rim” in ETRTO standards are normal rims.
The normal internal pressure in the present specification means an internal pressure prescribed in standards on which the tire 20 is based. A “Highest Air Pressure” in the JATMA standards, a “Maximum Value” published in “Tire Load Limits at Various Cold Inflation Pressures” in the TRA standards, and an “Inflation Pressure” in the ETRTO standards are normal internal pressures.
The tire 20 includes a tread 22, a pair of side walls 24, a pair of bead 26, a carcass 28, a band 30 and an inner liner 32. The tire 20 is of a tubeless type. The tire 20 is mounted to a two-wheeled vehicle. In particular, the tire 20 is for a rear wheel of a two-wheeled vehicle.
The tread 22 has a shape that is convex outward in the radial direction. The tread 22 has a tread surface 34 that is in contact with a road surface. The tread surface 34 is a portion of an outer surface 36 of the tire 20. The tread 22 is formed of a crosslinked rubber that is excellent in wear resistance, heat resistance and grip performance. Grooves are not engraved on the tread 22. It is also possible that grooves are engraved on the tread 22 to form a tread pattern.
The two-wheeled vehicle turns by inclining a vehicle body thereof. From a point of view of being easy to turn, the tread 22 has a small curvature radius.
In the tire 20, during straight traveling, a portion of the equatorial plane of the tread 22 (center zone) is in contact with the ground. During turning traveling, rather than the center zone, a zone on an axial direction outer side is in contact with the ground. A rider often turns a two-wheeled vehicle by inclining the two-wheeled vehicle to a limit. This state is referred to as “full bank.” In full bank, a portion of the tread 22 on an edge 20 (shoulder zone) is in contact with the ground. A zone between the center zone and the shoulder zone is referred to as a middle zone.
In
In
In the tire 20, a ratio of the cross-sectional height (H) with respect to the maximum width (W), that is, an aspect ratio, is 0.5 or more. As a result, the tread 22 can have a small curvature radius. The small curvature radius contributes to camber thrust. The tire 20 is excellent in turning performance. The aspect ratio is 0.8 or less. As a result, a too small curvature radius is prevented. In the tire 20, during straight traveling, the center zone is sufficiently in contact with the grounded. The tire 20 is excellent in traction performance.
In the tire 20, a ratio of the height (HT) with respect to the cross-sectional height (H) is 0.4 or more. As a result, a too small curvature radius is prevented. In the tire 20, during straight traveling, the center zone is sufficiently in contact with the grounded. The tire 20 is excellent in traction performance. The ratio is 0.6 or less. As a result, the tread 22 can have a small curvature radius. The small curvature radius contributes to camber thrust. The tire 20 is excellent in turning performance.
Each of the side walls 24 extends from the tread 22 substantially inward in the radial direction. The side walls 24 are formed of a crosslinked rubber that is excellent in cut resistance and weather resistance. The side walls 24 are positioned on outer sides of the carcass 28 in the axial direction. The side walls 24 prevent the carcass 28 from being damaged.
The beads 26 are respectively positioned on inner sides of the side walls 24 in an axial direction. As illustrated in the drawings, when the tire 20 is mounted to the rim (R), the beads 26 are positioned close to the rim (R). The beads 26 each include a core 38 and an apex 40.
The core 38 is in a ring shape and includes a wound non-stretchable wire. A typical material of the wire is steel.
The apex 40 extends from the core 38 outward in the radial direction. As illustrated in the drawings, the apex 40 tapers from a bottom 42 toward an outer edge 44. The apex 40 is formed of a high-hardness crosslinked rubber.
The carcass 28 includes a carcass ply 46. The carcass ply 46 extends between the beads 22 on both sides. The carcass ply 46 extends along the treads 22 and the side walls 24. The carcass ply 46 is folded back around the core 38 from an inner side toward an outer side in the axial direction. Due to the folding back, a main part 48 and a folding-back part 50 are formed in the carcass ply 46. An edge of the folding-back part 50 of the tire 20 is positioned close to the edge (PT) of the tread surface 34 in the radial direction.
The carcass ply 46 is formed of a large number of parallel-aligned cords and a topping rubber. An absolute value of an angle formed by each of the cords with respect to the equatorial plane ranges from 75 degrees to 90 degrees. In other words, the carcass 28 has a radial structure. The cords are formed of organic fibers. Examples of preferred organic fibers include polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers and aramid fibers. The carcass 28 may also be formed from two or more layers of the carcass plies 46.
The band 30 is positioned on a radial direction inner side of the tread 22. The band 30 is laminated with the carcass 28. The band 30 reinforces the carcass 28. Although not illustrated in the drawings, the band 30 is formed of cords and a topping rubber. The cords are spirally wound. The band 30 has a so-called jointless structure. The cords extend substantially in the circumferential direction. An angle of each of the cords with respect to the circumferential direction is 5 degrees or less, and further, 2 degrees or less. The band 30 contributes to the rigidity of the tire 20 in the radial direction. The band 30 suppresses an influence of a centrifugal force that acts on the tire during traveling. The tire 20 is excellent in high-speed stability. The cords are formed of organic fibers. Examples of preferred organic fibers include nylon fibers, polyester fibers, rayon fibers, polyethylene naphthalate fibers and aramid fibers.
The inner liner 32 is positioned on an inner side of the carcass 28. The inner liner 32 is bonded to an inner surface of the carcass 28. The inner liner 32 is formed of a crosslinked rubber that is excellent in air impermeability. A typical base material rubber of the inner liner 32 is a butyl rubber or a halogenated butyl rubber. The inner liner 32 maintains the inner pressure of the tire 20.
The outer surface 36 of the tire 20 includes side surfaces 52 in addition to the tread surface 34. In other words, the outer surface 36 includes the tread surface 34 and the pair of the side surfaces 52. In the tire 20, of the outer surface 36, a zone from the edge (PT) of the tread surface 34 to a toe 54 of the tire 20 is referred to as a side surface 52. The side surfaces 52 respectively extend from the edges (PT) of the tread surface 34 substantially inward in the radial direction.
In
In the tire 20, in a zone (hereinafter, referred to as a reference zone) between the edge (PT) of the tread surface 34 and the reference position (PR), the side surface 52 extends along the reference line (L1). In other words, in the reference zone, the side surface 52 has a shape of a straight line.
In
In the present application, the above-described “shape of a straight line” means that a maximum value of the deviation amount (X) is 0.05 times or less of the length (LB). In other words, in the reference zone, when the maximum value of the deviation amount (X) is 0.05 times or less of the length (LB), the side surface 52 has a shape of a straight line.
In the tire 20, in the reference zone, the side surface 52 extends along the reference line (L1) that obliquely intersects the bead base line and is in contact with the rim (R). In the side part 56 that has the side surface 52, an action resisting a force in the compression direction is smaller than that in the side part 4 of the conventional tire 2. The side part 56 is easier to flex than the side part 4 of the conventional tire 2. In addition, the side surface 52 has a shape of a straight line. Therefore, in the reference zone, as compared to a side part of a tire having a side surface that is curved outwardly or inwardly in the axial direction, the side part 56 of the tire 20 as a whole flexibly flexes. The side surface 52 of the tire 20 contributes to flexure while properly maintaining the rigidity of the side part 56. In the tire 20 having the side surface 52, absorbability is improved while appropriate stability is maintained.
In
In the tire 20, an absolute value of the inclination angle (θ) is 75 degrees or less. As a result, the side surface 52 effectively contributes to the flexure of the side part 56. The tire 20 is excellent in absorbability. From this point of view, the absolute value of the inclination angle (θ) is preferably 70 degrees or less and more preferably 65 degrees or less.
In the tire 20, the absolute value of the inclination angle (θ) is 45 degrees or more. As a result, the side surface 52 effectively contributes to the reinforcement of the side part 56. In the tire 20, the stability is properly maintained. From this point of view, the absolute value of the inclination angle (θ) is preferably 50 degrees or more and more preferably 55 degrees or more.
In
The side surface 52 of the tire 20 affects the stability while contributes to the absorbability. The bead 26 is positioned near the rim (R). Therefore, in a radial direction inner side portion of the reference zone, sufficient rigidity is ensured. On the other hand, in a radial direction outer side portion of the reference zone, there is a risk that the rigidity is insufficient. In particular, in the tire 20, in the reference zone, the side surface 52 has a shape of a straight line. Therefore, the rigidity of the radial direction outer side portion of the reference zone has a surprisingly large influence on the stability.
In the tire 20, a position of the outer edge 44 of the apex 40 in the radial direction coincides with a position of the straight line (L2), or, the outer edge 44 of the apex 40 is positioned on a radial direction outer side of the straight line (L2). In other words, a ratio of the height (HA) with respect to the height (HS) is 0.5 or more. The apex 40 has an appropriate height. As described above, the apex 40 is formed of a high-hardness crosslinked rubber. The apex 40 of the tire 20 effectively contributes to the rigidity of the side part 56, in particular, the rigidity of a radial direction outer side portion of the reference zone. In the tire 20, despite that the side surface 52, which extends along the reference line (L1) that obliquely intersects the bead base line and is in contact with the rim (R), is adopted, good stability is obtained. From this point of view, the ratio is preferably 0.6 or more and more preferably 0.70 or more. From the point of view that the influence on the absorbability is suppressed, the ratio is preferably 1.25 or less, and more preferably 1.00 or less, and even more preferably 0.80 or less.
In this way, in the tire 20, in the reference zone, by adopting the side surface 52, which extends along the reference line that is inclined with respect to the axial direction and is in contact with the rim (R), improvement in the absorbability is achieved while the stability is properly maintained. By adopting the apex 40 having an appropriate height, the stability can be further improved. The side surface 52 and the apex 40 synergistically improve both the stability and the absorbability. In the tire 20, both good stability and good absorbability are achieved. According to an embodiment of the present invention, the pneumatic tire 20 for a two-wheeled vehicle that allows both good stability and good absorbability to be achieved can be obtained.
In
In the tire 20, the apex 40 is configured such that the outer edge 44 of the apex 40 is positioned at a radial direction outer side portion of the reference zone. As described above, the side part 56 of the tire 20 has the side surface 52, which extends along the reference line that is inclined with respect to the axial direction and is in contact with the rim (R). In the side part 56, when the axial direction width of the apex 40 at the outer edge 44 portion is configured to be the same as that of the conventional tire 2, the apex 40 has a surprisingly large influence on the rigidity of the radial direction outer side portion of the reference zone.
In the tire 20, it is preferable that a ratio of the width (WS) with respect to the width (WC) be 0.25 or less. As a result, the apex 40 having the small axial direction width (WS) is obtained. In the tire 20, the influence due to the apex 40 on the rigidity of the radial direction outer side portion of the reference zone is sufficiently suppressed. In the tire 20, good absorbability is maintained. From this point of view, it is preferable that the ratio is 0.20 or less.
In the tire 20, it is preferable that the ratio of the width (WS) with respect to the width (WC) be 0.1 or more. As a result, the outer edge 44 portion of the apex 40 effectively contributes to the rigidity of the radial direction outer side portion of the reference zone. In the tire 20, good stability is maintained. From this point of view, it is preferable that the ratio is 0.15 or more.
As described above, the apex 40 is formed of a high-hardness crosslinked rubber. The apex 40 contributes to the rigidity of the side part 56.
In the tire 20, it is preferable that a complex elastic modulus (E*) of the apex 40 measured at a temperature of 70° C. be 12 MPa or more. The apex 40 effectively reinforces the side part 56. The tire 20 is even more excellent in stability. It is preferable that the complex elastic modulus (E*) be 30 MPa or less. As a result, the influence due to the apex 40 on the rigidity is suppressed. In the tire 20, good absorbability is maintained. The apex 40 having the complex elastic modulus (E*) of 12 MPa or more and 30 MPa or less measured at a temperature of 70° C. contributes even more in achieving both good stability and good absorbability.
In an embodiment of the present invention, the above-described complex elastic modulus (E*) is measured in accordance with provisions of the “JISK6394” under the following measurement conditions using a viscoelasticity spectrometer (“VESF-3” manufactured by IWAMOTO SEISAKUSHO Co., LTD.). In the measurement, a plate-like test specimen (length=45 mm, width=4 mm, and thickness=2 mm) from a rubber composition of the apex 40 is formed. The test specimen is used in the measurement.
Initial Strain: 10%
Amplitude: ±2.0%
Frequency: 10 Hz
Deformation Mode: Tension
Measurement Temperature: 70° C.
In
As described above, in the tire 20, the edge of the folding-back part 50 is positioned close to the edge (PT) of the tread surface 34 in the radial direction. The folding-back part 50 contributes to the rigidity of the side part 56. From a point of view that the folding-back part can contribute to the flexible flexure of the side part and can further improve the stability and the absorbability, it is preferable that a ratio of the height (HF) with respect to the height (HS) be 0.6 or more and 1.3 or less.
In the following, effects according to an embodiment of the present invention are made clear by examples. However, the present invention should not be construed as being limited based on descriptions of the examples.
A tire illustrated in
Tires of Example 3 and Comparative Example 1 and 2 were obtained in the same manner as in Example 1 except that the angle (θ) and the ratio ((HA)/(HS)) were set as in the following Table 1.
Tires of Example 2 and 4-6 and Comparative Example 3 were obtained in the same manner as in Example 1 except that the ratio ((HA)/(HS)) was set as in the following Table 1 and 2.
Tires of Example 7-10 and Comparative Example 4 and 5 were obtained in the same manner as in Example 1 except that the angle (θ) was set as in the following Table 3.
Tires of Example 11-14 were obtained in the same manner as in Example 1 except that the ratio ((WS)/(WC)) was set as in the following Table 4.
Tires of Example 15-17 were obtained in the same manner as in Example 1 except that the elastic modulus (E*) was set as in the following Table 5.
Each of the prototype tires was mounted to a rear wheel (rim size—=17 M/C×MT 5.50) of a two-wheeled vehicle (4 cycles) that has a displacement of 1300 cc, and was filled with air such that an internal pressure thereof was 290 kPa. A commercially available tire (size=120/70ZR17) was mounted to a front wheel (rim size=17 M/C×MT 3.50), and was filled with air such that an internal pressure thereof was 250 kPa. The two-wheeled vehicle was run on a circuit course having an asphalt road surface, and sensory evaluation was performed by a rider. An evaluation item is stability. The results are presented in the following Tables 1-5 as index values with a score of 5.0 as a perfect score. A larger value indicates a better stability. Comparative Example 2 was used as a reference to determine presence or absence of an effect.
Each of the prototype tires was mounted to a normal rim (rim size—=17 M/C×MT 5.50) and was filled with air such that an internal pressure thereof was 290 kPa. The tire was mounted to a flat-belt type tire six-component force measuring device. A vertical load of 1.3 kN was loaded on the tire. The tire was run at a speed of 15 km/h on a road surface on which projections (size=height of 5 mm×width of 5 mm) were provided. A reactive force that occurred when the tire rode over a projection was observed, and a time period from when the reactive force occurred to when the reactive force vanished was measured. The results are presented in the following Table 1-5 as index values with a value of Comparative Example 2 being 100. A larger value indicates a better absorbability.
As indicated in Table 1-5, the tires of the examples are more highly evaluated than the tires of the comparative examples. From the results of the evaluation, the advantages according to an embodiment of the present invention are clear.
The above-described tire can also be applied to various types of two-wheeled vehicles.
The side wall 6 is formed of a crosslinked rubber. The side wall 6 extends from a tread 10 substantially inward in a radial direction. The side wall 6 is soft. The side wall 6 contributes to flexure of the side part 4.
The bead 8 includes a core 12 and an apex 14. The apex 14 extends from the core 12 outward in the radial direction. The apex 14 is formed of a high-hardness crosslinked rubber. The apex 14 suppresses deformation of the side part 4.
The side part 4 contributes to support of a vehicle body. When rigidity of the side part 4 is too low, the tire 2 lacks stability. When the rigidity of the side part 4 is too high, absorbability is reduced.
A tread surface 16 of the tire 2 for a two-wheeled vehicle has a smaller curvature radius as compared to that that of a tire for a passenger car. In a two-wheeled vehicle, a ground-contact state of the tire 2 significantly varies depending on straight traveling or turning. Therefore, the rigidity of the side part 4 is extremely important. In order to achieve both good stability and good absorbability, various studies have been made regarding the rigidity of the side part 4.
As illustrated in
In the tire 2, in a zone between the edge (PT) and the outer edge (PR), an outer surface of the side part 4, that is, a side surface 18 is along the reference line (L1). The side surface 18 in this zone has a shape of a straight line. An angle (θ) formed by the reference line (L1) with respect to a bead base line is in a range of 80-90 degrees. The side surface 18 in this zone extends substantially in the radial direction.
Due to action of a load, the tire 2 flexes. In this case, a force in a compression direction acts on the side part 4. As illustrated in
From a point of view of reinforcing the side part 4, a harder apex 14 can be adopted. The apex 14 contributes to the stability. However, the apex 14 inhibits the absorbability. When an axial direction width of the apex 14 is reduced, the absorbability can be improved to some extent. However, a sufficient absorbability cannot be obtained. By only adopting the apex 14 that is hard and has a small axial direction width, it is difficult to achieve both good stability and good absorbability.
From a point of view of reinforcing the side part 4, an apex 14 having a large radial direction height can be adopted. The apex 14 contributes to the stability. However, the apex 14 inhibits the absorbability. When an axial direction width of the apex 14 is reduced, the absorbability can be improved to some extent. However, a sufficient absorbability cannot be obtained. By only adopting the apex 14 that has a large radial direction height and a small axial direction width, it is difficult to achieve both good stability and good absorbability.
A pneumatic tire for a two-wheeled vehicle according to an embodiment of the present invention achieves both good stability and good absorbability.
A pneumatic tire for a two-wheeled vehicle according to an embodiment of the present invention includes a tread, a pair of side walls and a pair of beads. The tread has a tread surface. The side walls each extend from the tread substantially inward in a radial direction. The beads are respectively positioned on inner sides of the side walls in an axial direction. The beads each include a core and an apex. The apex extends from the core outward in the radial direction. An outer surface of the tire includes the tread surface and a pair of side surfaces. The side surfaces respectively extend from edges of the tread surface substantially inward in the radial direction. In a state in which the tire is mounted to a normal rim and is filled with air such that the tire has a normal internal pressure, a portion on each of the side surfaces is in contact with the normal rim. When a position on each of the side surfaces corresponding to a radial direction outer edge of the contact surface is a reference position and a straight line passing through the reference position and an edge of the tread surface is a reference line, the reference line is in contact with the normal rim at the reference position. In a zone between the edge of the tread surface and the reference position, the side surface extends along the reference line. An absolute value of an angle formed by the reference line with respect to a bead base line is 45 degrees or more and 75 degrees or less. A ratio of a radial direction height from the reference position to an outer edge of the apex, with respect to a radial direction height from the reference position to the edge of the tread surface, is 0.5 or more.
Preferably, in the pneumatic tire for a two-wheeled vehicle, the apex tapers from a bottom toward an outer edge. A ratio of an axial direction width of the apex at a position 3 mm away from the outer edge of the apex on a radial direction inner side, with respect to an axial direction width of the bottom of the apex, is 0.1 or more and 0.25 or less.
Preferably, in the pneumatic tire for a two-wheeled vehicle, the apex has a complex elastic modulus (E*) of 12 MPa or more.
In a pneumatic tire for a two-wheeled vehicle according to an embodiment of the present invention, in the zone between the edge of the tread surface and the reference position, the side surface extends along the reference line that obliquely intersects the bead base line and is in contact with the normal rim. The side surface contributes to flexure. The tire is excellent in absorbability. In addition, in the tire, the apex has an appropriate height. The apex contributes to the stability. In the tire, both good stability and good absorbability are achieved. A pneumatic tire for a two-wheeled vehicle according to an embodiment of the present invention allows both good stability and good absorbability to be achieved.
Obviously, numerous modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described herein.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2015-077310 | Apr 2015 | JP | national |
