Patent Application
20220153062
This application claims the benefit of foreign priority to Japanese Patent Applications No. JP2020-191897, filed Nov. 18, 2020, which are incorporated by reference in its entirety.
The present disclosure relates to a tire set for tricycles.
In the past, various tires for tricycles have been proposed in which the front and rear wheels are inclined with respect to the road surface as the vehicle body banks during cornering. For example, Patent Document 1 below has proposed a tire that stabilizes the behavior of a motor tricycle by mounting a tire having a specific land ratio to improve the rigidity of the tread section on the one-wheel side.
However, the tire in Patent Document 1 only specifies the tire on the one-wheel side without comparing to the two-wheel side, therefore, it was not always possible to propose the best overall balanced tire.
The present disclosure was made in view of the above, and a primary object thereof is to provide a tire set capable of efficiently improving cornering characteristics of a tricycle and a tricycle on which the tire set is mounted.
The present disclosure is a tire set for tricycles having one first wheel and two second wheels, the tire set including one first tire to be mounted on the first wheel, and two second tires to be mounted on the second wheels, wherein each of the second tires has a cornering power of 50% or more and less than 100% of a cornering power of the first tire.
The tire set of the present disclosure includes one first tire to be mounted on the first wheel (one-wheel side) and two second tires to be mounted on the second wheels (two-wheel side), and a cornering power of each of the second tires is 50% or more and less than 100% of a cornering power of the first tire. With the tire set configured as such, the cornering power of the first wheel and the cornering power of each of the second wheels can be set in a good balance, therefore, the cornering characteristics of the tricycle can be efficiently improved.
An embodiment of the present disclosure will now be described in detail in conjunction with accompanying drawings.
A tire set of the present embodiment is suitable for use on tricycles each having one wheel (first wheel) either on a front-wheel side or a rear-wheel side and two wheels (second wheels) on the other side. The tricycle of the present embodiment has a mechanism in which the front and the rear wheels (the first and the second wheels) incline with respect to the road surface in accordance with the banking of the vehicle body during cornering. The tricycle has two front wheels (second wheels) and one rear wheel (first wheel), for example. The tricycle configured as such has a good balance between the cornering characteristics and small-turn capability.
The tire set for tricycles of the present embodiment includes one first tire to be mounted on the one-wheel side and two second tires to be mounted on the two-wheel side. It is preferred that a cornering power Cp2 of each of the second tires is 50% or more and less than 100% of a cornering power Cp1 of the first tire. With the tire set configured as such, the cornering power Cp1 on the one-wheel side and the cornering power Cp2 on the two-wheel side can be set in a good balance, therefore, the cornering characteristics of the tricycle can be efficiently improved.
Since the cornering power Cp2 of each of the second tires is 50% or more of the cornering power Cp1 of the first tire, it is possible that excessive shortage of the cornering power Cp2 on the two-wheel side is suppressed. From such a point of view, the cornering power Cp2 of each of the second tires is preferably 60% or more and more preferably 70% or more of the cornering power Cp1 of the first tire.
Since the cornering power Cp2 of each of the second tires is less than 100%, it is possible that the cornering power Cp2 on the two-wheel side is suppressed from becoming excessive. From such a point of view, the cornering power Cp2 of each of the second tires is preferably 90% or less and more preferably 80% or less of the cornering power Cp1 of the first tire.
As a more preferred embodiment, the first tire and the second tires may have the same structure or different structures from each other. For the first tire and the second tires (hereinafter, may be collectively referred to as “tire 1”), a well-known structure can be employed as appropriate, for example. An embodiment of the tire 1 is described below.
The “standard rim” is a wheel rim specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “normal wheel rim” in JATMA, “Design Rim” in TRA, and “Measuring Rim” in ETRTO. The “standard rim” is a rim defined for each tire by the manufacturer and the like in the absence of a standardization system including a standard on which the tire 1 is based.
The “standard inner pressure” is air pressure specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the maximum air pressure in JATMA, maximum value listed in the “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in TRA, and “INFLATION PRESSURE” in ETRTO. The “standard inner pressure” is air pressure defined for each tire by the manufacturer and the like in the absence of a standardization system including a standard on which the tire 1 is based.
As shown in
In the tire meridian section, it is preferred that the tread portion 2 has an arc-shaped profile that is convex outward in a tire radial direction so that sufficient ground contacting area can be obtained even during cornering when a camber angle is large. The tread portion 2 configured as such is suitable for generating necessary camber thrust during cornering.
The tread portion includes a land region to be in contact with the road surface and a groove portion to drainage, for example. For each tire 1, the tread portion 2 has a land ratio Ld which is a ratio of the area of only the land region of the tread portion 2 divided by the total area including the land region and the groove portion.
Each of the second tires in the present embodiment has a land ratio Ld2 smaller than a land ratio Ld1 of the first tire. The second tires configured as such can decrease rigidity more than the first tire, which helps to make the cornering power Cp2 of each of the second tires smaller than the cornering power Cp1 of the first tire.
It is preferred that the land ratio Ld2 of each of the second tires is 80% or more of the land ratio Ld1 of the first tire. Since the land ratio Ld2 of each of the second tires is 80% or more of the land ratio Ld1 of the first tire, the rigidity of the second tires can be suppressed from being excessively insufficient. From such a point of view, the land ratio Ld2 of each of the second tires is more preferably 83% or more, and even more preferably 85% or more of the land ratio Ld1 of the first tire.
It is preferred that the land ratio Ld2 of each of the second tires is 95% or less of the land ratio Ld1 of the first tire. Since the land ratio Ld2 of each of the second tires is 95% or less of the land ratio Ld1 of the first tire, the rigidity of the second tires can be decreased, therefore, the cornering power Cp2 of each of the second tires can be made smaller than the cornering power Cp1 of the first tire. From such a point of view, the land ratio Ld2 of each of the second tires is more preferably 92% or less, even more preferably 90% or less of the land ratio Ld1 of the first tire.
The sidewall portions 3 are the portions located on both sides in the tire axial direction of the tread portion 2 and located radially inside the tread portion 2, for example. The bead portions 4 are the portions each located radially inside a respective one of the sidewall portions 3, for example. It is preferred that each of the bead portions 4 has a bead core 5 embedded therein.
The tire 1 of the present embodiment is provided with a carcass 6 extending between a pair of the bead portions 4, and a tread reinforcing layer 7 arranged radially outside the carcass 6 and inside the tread portion 2.
The carcass 6 is composed of at least one, one in the present embodiment, carcass ply 6A. The carcass ply 6A includes a main body portion (6a) extending between the bead cores 5 via the tread portion 2 and the sidewall portions 3, and turned up portions (6b) connected with the main body portion (6a) and each turned up around a respective one of the bead cores 5.
It is preferred that a bead apex rubber 8 is provided between the main body portion (6a) and each of the turned up portions (6b). The bead apex rubber 8 is made of hard rubber, for example. Thereby, the bead portions 4 are effectively reinforced.
The carcass 6 of the first tire is composed of one to three carcass plies 6A, for example. The first tire configured as such increase the rigidity on the one-wheel side, therefore, the cornering power Cp1 on the one-wheel side can be increased, which helps to improve the cornering characteristics of the tricycle.
It is preferred that the carcass 6 of each of the second tires is composed of not more than two carcass plies 6A. The carcass 6 of each of the second tires of the present embodiment is composed of one carcass ply 6A. In the second tires configured as such, the rigidity can be decreased more than the first tire, which helps to make the cornering power Cp2 of each of the second tires smaller than the cornering power Cp1 of the first tire. Further, the second tires configured as such can decrease the weight on the two-wheel side, which helps to improve the cornering characteristics of the tricycle.
It is preferred that the carcass ply 6A has carcass cords arranged at an angle with respect to the tire equator (C). For the carcass cords, organic fiber cords and the like such as nylon, polyester, or rayon and the like are suitably employed, for example.
The carcass ply 6A of each of the second tires has the carcass cords arranged at an angle, preferably of 70 degrees or more, with respect to the tire equator (C). Since the angle of the carcass cords is 70 degrees or more, the cornering power Cp2 of each of the second tires can be decreased, therefore, the cornering characteristics and high-speed stability of the tricycle can be improved. From such a point of view, the angle of the carcass cords of the second tires is more preferably 80 degrees or more and even more preferably 90 degrees or more.
The tread reinforcing layer 7 is composed of at least one, two in the present embodiment, reinforcing plies 7A and 7B. Each of the reinforcing plies 7A and 7B has a plurality of reinforcing cords arranged at an angle of 5 degrees or more and 40 degrees or less with respect to the tire equator (C), for example. It is preferred that the tread reinforcing layer 7 is configured such that the reinforcing plies 7A and 7B are overlapped so that the reinforcing cords of the reinforcing ply 7A intersect with the reinforcing cords of the reinforcing ply 7B. For the reinforcing cords, steel cords, aramid, or rayon and the like are suitably employed, for example.
It is preferred that the tread reinforcing layer 7 of each of the second tires has a second strength St2 smaller than a first strength St1 of the tread reinforcing layer 7 of the first tire. The tread reinforcing layer 7 configured as such helps to make the cornering power Cp2 of each of the second tires smaller than the cornering power Cp1 of the first tire.
Here, the first strength St1 is expressed as the product of the number of the reinforcing cords per 5 cm of ply width of the tread reinforcing layer 7 of the first tire and a rupture strength of the reinforcing cords. When the first tire has two reinforcing plies 7A and 7B, the number of the reinforcing cords per 5 cm of ply width of the tread reinforcing layer 7 of the first tire is the average of the number of the reinforcing cords per 5 cm of ply width of each of the reinforcing plies 7A and 7B. It should be noted that in the present specification, the number of the reinforcing cords per 5 cm of ply width of each of the reinforcing plies 7A and 7B is the number of the reinforcing cords per 5 cm of ply width in the direction perpendicular to a longitudinal direction of the reinforcing cords of each of the reinforcing plies 7A and 7B.
Further, the second strength St2 is expressed as the product of the number of the reinforcing cords per 5 cm of ply width of the tread reinforcing layer 7 of the second tire and the rupture strength of the reinforcing cords. When the second tire has two reinforcing plies 7A and 7B, the number of the reinforcing cords per 5 cm ply width of the tread reinforcing layer 7 of the second tire is the average of the number of the reinforcing cords per 5 cm ply width of each of the reinforcing plies 7A and 7B.
It is referred that the second strength St2 is 70% or more of the first strength St1. Since the second strength St2 is 70% or more of the first strength St1, the cornering power Cp2 on the two-wheel side is suppressed from excessively decreasing, therefore, the cornering characteristics of the tricycle can be improved. From such a point of view, the second strength St2 is more preferably 72% or more and even more preferably 75% or more of the first strength St1.
It is preferred that the second strength St2 is 90% or less of the first strength St1. Since the second strength St2 is 90% or less of the first strength St1, the cornering power Cp2 on the two-wheel side is suppressed from becoming excessive, therefore, the cornering characteristics of the tricycle can be improved. From such a point of view, the second strength St2 is more preferably 88% or less and even more preferably 85% or less of the first strength St1.
The tire 1 of the present embodiment may be either a radial tire or a bias tire. It is preferred that the second tires are radial tires. It is more preferred that the first tire is also a radial tire. The tire 1 configured as such is excellent in the high-speed stability.
While detailed description has been made of an especially preferred embodiment of the present disclosure, the present disclosure can be embodied in various forms without being limited to the illustrated embodiment.
Tire sets of the first and the second tires having the basic structure shown in
Test vehicle: motor tricycle with two front wheels and one rear wheel
Front wheel tire size: 120/70ZR15
Rear wheel tire size: 190/55ZR17
While a test rider drove a test vehicle with the test tires mounted thereon, the stability during cornering was evaluated by the test rider's feeling. The results are indicated by using a 5-point scale, wherein a larger numerical value shows better cornering characteristics.
While the test rider drove the test vehicle with the test tires mounted thereon, the stability during high-speed running was evaluated by the test driver's feeling. The results are indicated by using a 5-point scale, wherein a larger numerical value shows better high-speed stability.
The test results are shown in Table 1.
From the test results, it was confirmed that the tire sets in Examples had superior cornering characteristics and equal or better high-speed stability compared with References.
The present disclosure includes the following aspects.
A tire set for a tricycle having one first wheel and two second wheels, the tire set including one first tire to be mounted on the first wheel and two second tires to be mounted on the second wheels, wherein each of the second tires has a cornering power of 50% or more and less than 100% of a cornering power of the first tire.
The tire set according to Present disclosure 1, wherein the cornering power of each of the second tires is 60% or more and 90% or less of the cornering power of the first tire.
The tire set according to Present disclosure 1 or 2, wherein each of the second tires has a land ratio smaller than the land ratio of the first tire.
The tire set according to Present disclosure 3, wherein the land ratio of each of the second tires is 80% or more and 95% or less of the land ratio of the first tire.
The tire set according to any one of Present disclosures 1 to 4, wherein each of the first tire and the second tires has a tread portion and a tread reinforcing layer arranged inside the tread portion, the tread reinforcing layer has a plurality of reinforcing cords arranged therein, the tread reinforcing layer of each of the second tires has a second strength smaller than a first strength of the tread reinforcing layer of the first tire, the first strength is expressed as a product of a rupture strength of the reinforcing cords and the number of the reinforcing cords per 5 cm of ply width of the tread reinforcing layer of the first tire, and the second strength is expressed as a product of a rupture strength of the reinforcing cords and the number of the reinforcing cords per 5 cm of ply width of the tread reinforcing layer of the second tire.
The tire set according to Present disclosure 5, wherein the second strength is 70% or more and 90% or less of the first strength.
The tire set according to any one of Present disclosures 1 to 6, wherein each of the second tires has a carcass extending between a pair of bead portions, and the carcass is formed by one carcass ply or two carcass plies.
The tire set according to Present disclosure 7, wherein the carcass is formed by one carcass ply.
The tire set according to Present disclosure 7 or 8, wherein the or each carcass ply has carcass cords arranged at an angle of 70 degrees or more with respect to a tire equator.
The tire set according to any one of Present disclosures 1 to 9, wherein the second tires are radial tires.
A tricycle including the second wheels on a front-wheel side, the first wheel on a rear-wheel side, a mechanism in which the first and the second wheels incline with respect to a road surface in accordance with banking of a vehicle body during cornering, and the tire set according to any one of claims 1 to 10 mounted on the wheels thereof.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-191897 | Nov 2020 | JP | national |
