Patent Application
20190255885
The present invention relates to a three-wheeled vehicle tire (hereinafter, also simply referred to as “tire”). More particularly, the present invention relates to a three-wheeled vehicle tire whose tread surface has an improved radius of curvature, specifically a three-wheeled motor vehicle tire.
Generally speaking, in three-wheeled vehicles, there are two types of vehicles that are constituted by two front wheels and one rear wheel or one front wheel and two rear wheels. Among these three-wheeled vehicles, vehicles of a type which makes turns by tilting a tire(s) during turning exhibit unique vehicle body behavior different from that of vehicles of a type which does not tilt any tire during turning. Accordingly, tires used in these two types of vehicles require different performance. For instance, a tire applied to the latter type is provided with hardly any camber angle, while a tire applied to the former type is provided with a camber angle; therefore, these tires are also different in terms of the region of use in the tire crown portion.
Moreover, in three-wheeled vehicles, since the load applied per wheel is smaller on the two-wheel side than on the single-wheel side, there is a problem that the moment called “OTM” (Over-Turning Moment), which acts when a tire is brought back to an upright position after being tilted for turning, is not sufficiently obtained, and the steering performance is consequently deteriorated.
As prior art relating to a three-wheeled vehicle tire, for example, Patent Document 1 discloses a technology in which, in a three-wheeled motor vehicle tire to be mounted on two rear wheels of a three-wheeled motor vehicle, prescribed grooves are formed on the tread surface and the radius of curvature of the tread surface is controlled to be 75 to 200% of a nominal cross-sectional width of the tire for the purpose of improving the wear resistance.
However, the technology disclosed in Patent Document 1 relates to, among three-wheeled vehicle tires, those tires that are applied to vehicles of a type which makes turns without tilting any tire during turning and, in this case, the above-described problem of deterioration in steering performance does not occur. In this manner, the behavior of three-wheeled vehicles of a type which makes turns by tilting a tire(s) during turning has not been sufficiently examined until now.
In view of the above, an object of the present invention is to provide a tire to be mounted on a three-wheeled vehicle of a type that makes turns by tilting a tire(s) during turning, with which the steering performance in turning can be improved.
The present inventor intensively studied to discover that the above-described problem can be solved by adopting the following constitutions, thereby completing the present invention.
That is, the present invention is a three-wheeled vehicle tire to be mounted on a two-wheel side of a three-wheeled vehicle that is constituted by two front wheels and one rear wheel or one front wheel and two rear wheels and has a mechanism for tilting a tire(s) during turning, wherein a radius of curvature (Rc) of a tread surface in a center region is in a range of greater than 55% but 70% or less of a tire maximum width (W) where, on the tread surface at a tire widthwise cross-section, a region that is centered at the tire equator and comes into contact with the ground during straight running is defined as the center region and regions on each side of the center region are defined as shoulder regions.
In the present invention, a ratio between the radius of curvature (Rc) of the tread surface in the center region and a radius of curvature (Rs) of the tread surface in the shoulder regions, Rc/Rs, is preferably not higher than 145%.
In the present invention, unless otherwise specified, the dimensions of a tire each refer to a value measured for the tire assembled with a rim defined by an industrial standard that is valid in each area where the tire is manufactured and used, the measurement being performed in a state where the tire is inflated to an internal pressure prescribed by the industrial standard with no load. The “industrial standard” refers to, for example, JATMA (Japan Automobile Tyre Manufacturers Association) Year Book in Japan, ETRTO (European Tyre and Rim Technical Organisation) Standard Manual in Europe, or TRA (The Tire and Rim Association Inc.) Year Book in the U.S.
According to the present invention, a three-wheeled vehicle tire which can improve the steering performance in turning when mounted on a three-wheeled vehicle of a type that makes turns by tilting a tire(s) during turning can be realized.
Embodiments of the present invention will now be described in detail referring to the drawings.
The three-wheeled vehicle tire of the present invention is a tire to be mounted on a two-wheel side of a three-wheeled vehicle that is constituted by two front wheels and one rear wheel or one front wheel and two rear wheels and has a mechanism for tilting a tire(s) during turning.
In the tire of the present invention, it is important that a radius of curvature (Rc) of a tread surface in a center region (C) be in a range of greater than 55% but 70% or less of a tire maximum width (W) where, on the tread surface corresponding to the surface of the tread portion 11 at a tire widthwise cross-section, a region that is centered at the tire equator (CL) and comes into contact with the ground during straight running is defined as the center region (C) and regions on each side of the center region (C) are defined as shoulder regions (S). In other words, although this value is about 50% in those tires conventionally applied to three-wheeled vehicles, a larger value is adopted in the present invention. This leads to an increase in OTM as compared to before at the same camber angle and, therefore, the steering performance can be improved as a result.
The radius of curvature (Rc) of the tread surface in the center region (C) is required to be in a range of greater than 55% but 70% or less of the tire maximum width (W), and it is preferably greater than 55% but 63% or less, more preferably 56% to 59%. When the radius of curvature (Rc) is 55% or less of the tire maximum width (W), a sufficient OTM is not obtained, whereas when the radius of curvature (Rc) is greater than 70% of the tire maximum width (W), an excessively large OTM deteriorates the steering performance; therefore, the expected effects of the present invention cannot be attained in both of these cases. It is noted here that, in the present invention, the value of the radius of curvature measured at the tire equator (CL) can be used as the radius of curvature (Rc) of the tread surface in the center region (C).
Further, in the present invention, the ratio between the radius of curvature (Rc) of the tread surface in the center region (C) and the radius of curvature (Rs) of the tread surface in the shoulder regions (S), Rc/Rs, is preferably not higher than 145%. When the ratio Rc/Rs is higher than 145%, the steering performance is deteriorated due to an excessively large difference in curvature between the center region and the shoulder regions. The ratio Rc/Rs is preferably 100% to 145%, more preferably 115% to 130%. It is preferred to control the ratio Rc/Rs to be 100% or higher since a sufficient OTM is thereby obtained. It is noted here that, in the present invention, as the radius of curvature (Rs) of the tread surface in the shoulder regions (S), the value of the radius of curvature measured at a point (P) that is away from the tire equator (CL) by ¼ of a peripheral length (wp) of the tread surface toward the tire width-direction outer side can be used. The “peripheral length” of the tread surface is the length measured along the tread surface from one tread end (TE) to the other tread end (TE) in the tire width direction at a tire widthwise cross-section.
For example, in the case of a tire having an aspect ratio of 70%, when the radius of curvature (Rc) of the tread surface in the center region (C) is 60% of the tire maximum width (W) and the ratio Rc/Rs is 100%, a side height (h1), which is the height from a bead baseline (BL) to a tire maximum width position, is about 61% of the tire cross-sectional height (section height: SH), so that a vertical spring-reducing effect can also be attained.
The term “bead baseline (BL)” used herein means a straight line that is parallel to the tire axis passing through the diameter of a rim defined by the above-described industrial standard at a tire widthwise cross-section. Further, the term “tire cross-sectional height (section height: SH)” used herein refers to ½ of the difference between the tire outer diameter and the diameter of a rim defined by the above-described industrial standard.
In the tire of the present invention, the expected effects of the present invention can be attained as long as the radius of curvature of the tread surface satisfies the above-described conditions, and the structures of the respective portions, the arrangement of members, the materials to be used and the like are not particularly restricted.
The carcass ply 2 is composed of a rubberized layer of reinforcing cords. It is required that at least one carcass ply 2 be arranged, and two or more carcass plies 2, for example, one to three carcass plies 2 may be arranged. In the illustrated example, both ends of the carcass ply 2 are folded around each bead core 1 from the inside to the outside of the tire and the carcass ply 2 is thereby anchored; however, the ends of the carcass ply 2 may each be sandwiched and anchored by a bead wire, and the mode of anchoring the carcass ply 2 is not particularly restricted. The angle of the reinforcing cords of the carcass ply 2 is 0° to 25° with respect to the tire width direction in the case of a radial tire, or 40° to 70° with respect to the tire width direction in the case of a bias tire. As the reinforcing cords of the carcass ply 2, organic fiber cords of, for example, aliphatic polyamide (nylon), aromatic polyamide (aramid), rayon, or polyester such as polyethylene naphthalate (PEN) or polyethylene terephthalate (PET), are normally used.
In the illustrated tire, a single spiral belt 3, which is composed of a rubberized layer of reinforcing cords wound substantially in the tire circumferential direction, is arranged on the tire radial-direction outer side of the carcass ply 2 in the crown portion; however, the present invention is not restricted to this mode. Two or more spiral belts 3 may be arranged as well. Alternatively, in place of the spiral belt 3, an inclined belt that is composed of a rubberized layer of reinforcing cords arranged at an inclination angle of 15° to 30° with respect to the tire circumferential direction may be arranged. The inclined belt may be arranged singly, or two or more thereof may be arranged. For example, one to three inclined belts can be arranged and, when two or more inclined belts are arranged, they are intersected with each other at least partially. Usually, two inclined belts are arranged in an intersecting manner with each other. As the reinforcing cords of the spiral belt 3 or inclined belt, steel cords can be used in addition to organic fiber cords of, for example, aliphatic polyamide (nylon), aromatic polyamide (aramid), rayon, or polyester such as polyethylene naphthalate (PEN) or polyethylene terephthalate (PET).
In the present invention, particularly, as illustrated, a structure in which a single carcass ply 2 constitutes a skeleton and the crown portion is reinforced with a single spiral belt 3, specifically a spiral belt 3 composed of steel cords, is preferred since such a structure can reduce the vertical spring and contributes to an increase in OTM. Those tires that are conventionally applied to two-wheeled vehicles and three-wheeled vehicles generally have a structure in which two carcass plies constitute a skeleton and the crown portion is reinforced with a single spiral belt composed of steel cords or two inclined belts composed of organic fibers; however, in a three-wheeled vehicle, as described above, since the load applied per wheel is smaller on the two-wheel side, the above-described structure in which a single carcass ply is used as a skeleton member and the crown portion is reinforced with a single spiral belt is advantageous.
Three-wheeled vehicles have a drawback in that the riding comfort is likely to be deteriorated since, on the two-wheel side, the tire spring constant is doubled due to the combination of two wheels; however, by improving the constitution of the tire members as described above and thereby reducing the vertical spring, not only the above-described effect of suppressing vibrations during turning but also an effect of improving the riding comfort can be attained.
Further, in the tire of the present invention, the thickness of the side wall portions 12 is preferably 4 to 6 mm. In conventional three-wheeled vehicle tires, the side wall portions 12 generally have a thickness of about 7 to 9 mm; however, by reducing the thickness as compared to such conventional tires, the vertical spring can be further reduced. The smaller the thickness of the side wall portions 12, the more preferred it is in terms of contribution to reduction in vertical spring; however, a thickness of less than 4 mm is not preferred since it causes a reduction in durability. In the present invention, the “thickness of the side wall portions 12” means the thickness of each side wall portion 12 that is measured in a direction perpendicular to the tire surface at a position of a tire radial-direction midpoint of the side height (h1)±10% of the side height (h1).
In order to achieve the above-described reduction in the thickness of the side wall portions 12, it is effective to reduce a height (h2) of bead fillers 4 arranged on the tire radial-direction outer side of the respective bead cores 1. Specifically, the height (h2) of the bead fillers 4 is controlled at preferably 40% or less, more preferably 30% or less, of the side height (h1). It is noted here that the “height (h2) of the bead fillers 4” means the height along the tire radial direction from a tire radial-direction outer end (la) of the respective bead cores 1 in contact with the bead fillers 4 to a tire radial-direction outer end (4a) of the respective bead fillers 4.
Still further, in the present invention, also from the standpoint of further reducing the vertical spring, when the carcass ply 2 is folded back as illustrated, the height (h3) of a folded part 2A is preferably 75% or less, more preferably 65% or less, of the side height (h1). However, the durability is deteriorated when the height (h3) of the folded part 2A is 50% or less of the side height (h1), the height (h3) is preferably greater than 50% of the side height (h1). It is noted here that the “height (h3) of the folded part 2A” of the carcass ply 2 means the height from the bead baseline (BL) to a tire radial-direction outer end (2a) of the folded part 2A of the carcass ply 2.
Yet still further, in the present invention, the arrangement width (wb) of a belt, which is the spiral belt 3 in the illustrated example, is preferably 85% or less, more preferably 80% or less, of the peripheral length (wp) of the tread surface. By this, the tire rigidity can be reduced and the riding comfort can thus be improved. It is noted here that the “arrangement width (wb)” of the belt refers to the length measured along the tread surface between the tire widthwise ends of the belt.
The tire of the present invention is a three-wheeled vehicle tire to be mounted on a two-wheel side of a three-wheeled vehicle, particularly a three-wheeled motor vehicle, and can be applied as both a front tire and a rear tire; however, the tire of the present invention is particularly useful as two front tires of a three-wheeled vehicle of a type having two front wheels and one rear wheels. Moreover, the present invention can also be applied to tires having either a radial structure or bias structure.
The present invention will now be described in more detail by way of examples thereof.
In accordance with the conditions shown in Table below, three-wheeled vehicle tires to be mounted as front tires on a three-wheeled motor vehicle that is constituted by two front wheels and one rear wheel and has a mechanism for tilting the tires during turning were produced. As for the tire size, the front tires had a size of 120/70R17M′C and the rear tire had a size of 190/55R17M/C. It is noted here that, on the tread surface at a widthwise cross-section of each tire in a load-free state that was assembled with a rim and inflated to a prescribed internal pressure, the region that is centered at the tire equator and comes into contact with the ground during straight running is defined as a center region (C), and the regions on each side of the center region are defined as shoulder regions (S).
For each of the thus obtained test tires, the OTM and the vertical spring were evaluated. The results thereof are presented as indices, taking the values determined for Conventional Example 1 as 100. The results are shown together in Table below. Further, in
As shown in Table above, it was confirmed that high OTM was attained in Examples. Further, in Examples, the vertical spring was largely reduced as well.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2016-117040 | Jun 2016 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2017/017563 | 5/9/2017 | WO | 00 |
