Motorcycle tyre with high sidewall strength

Abstract

The application discloses a motorcycle tire with high sidewall strength and relates to the technical field of tire production and manufacturing. The application discloses a motorcycle tire with high sidewall strength and relates to the technical field of tire production and manufacturing. The cross section of the sidewall strip comprises an outer contour line and an inner combination, the outer contour line comprises a rim curve in interference fit with a standard rim curvature, a sidewall curve connecting the rim curve and the tread band, the sidewall curve comprises a first arc line and a second arc line, the first arc line and the second arc line are reverse arcs, the upper end point of the first arc line is connected with the tread band, and the lower end point of the second arc line is connected with the upper end point of the rim curve. Through the design of the first arc line and the second arc line on the tire sidewall, a pressure buffer area can be formed through the reverse curvature design when the tire is in a compressed state, so that the tire grip performance and stability performance are indirectly improved. Through the interference fit between the rim curve and the rim curvature, the tire can still ensure that the tire lip part is in close contact with the rim in the inflated state.

Description

Technical Field

[0001] The present invention relates to the technical field of tire production and manufacturing, and particularly relates to a motorcycle tire with high sidewall strength. Background Art

[0002] The sidewall of a tire is the most important part of the entire tire to bear the load. It has the function of ensuring the overall comfort performance and load capacity of the tire. The sidewall has a complex deformation state due to compression and shear forces. When existing motorcycle tires are misused, local flexural deformation of the sidewall will occur due to overloading or excessive air pressure, resulting in sidewall cracks, causing the tire to lose its supportiveness and shortening the service life of the tire. Summary of the Invention

[0003] The purpose of the present invention is to provide a motorcycle tire with high sidewall strength. By reasonable structural design, the stress area of the tire sidewall is changed, thereby improving the overall load capacity of the tire.

[0004] In order to achieve the above purpose, the technical solution of the present invention is as follows:

[0005] A motorcycle tire with high sidewall strength includes a sidewall belt and a tread belt. The cross-section of the sidewall belt includes an outer contour line and an inner combination. The outer contour line includes a rim curve that is in interference fit with the standard rim arc, and a sidewall curve that connects the rim curve and the tread belt. The sidewall curve includes a first arc line and a second arc line. The first arc line and the second arc line are reverse arcs. The upper endpoint of the first arc line is connected to the tread belt, and the lower endpoint of the second arc line is connected to the upper endpoint of the rim curve.

[0006] Wherein, the radius of the first arc line is R1, and the radius of the second arc line is R2, and R2 is greater than R1.

[0007] Wherein, the range of R1 is: H / SW*30 < R1 < H / SW*30 + 5mm; the range of R2 is: H / 2 + 10mm < R2 < H / 2 + 15mm; the tire section width is SW, and the tire section height is H.

[0008] Wherein, a transition curve is provided between the second arc line and the rim curve. The transition curve includes a first transition curve and a second transition curve that are tangentially connected. The lower endpoint of the second transition curve is tangentially connected to the rim curve, and the upper endpoint of the first transition curve is connected to the second arc line.

[0009] Wherein, the height of the connection point between the second arc line and the first transition curve to the inner diameter of the tire is not less than 13mm and not greater than 14.5mm.

[0010] Wherein, the endpoint of the upward extension line of the rim curve coincides with the intersection endpoint of the second arc line and the first transition curve, and the rim curve is designed as a single curvature curve with a curve radius of not less than 10mm and not more than 13mm.

[0011] The vertical distance from the lower end of the rim curve to the inner diameter of the tire is not less than 3mm and not more than 4mm.

[0012] The second transition curve is designed as a single curvature curve with a radius of not less than 4 mm and not more than 8 mm.

[0013] The first transition curve is designed as a single curvature curve with a radius of not less than 3mm and not more than 6mm.

[0014] The radius of the rim curve is Ra, and the radius of the standard rim is Rb. The range of Ra is: Rb-2mm≤Ra≤Rb-1mm.

[0015] After adopting the above technical solution, the beneficial effects of the present invention are:

[0016] This invention discloses a motorcycle tire with high sidewall strength, comprising a sidewall belt and a tread belt. The cross-section of the sidewall belt includes an outer contour line and an inner assembly. The outer contour line includes a rim curve that interference-fits with the standard rim curvature and a sidewall curve connecting the rim curve and the tread belt. The sidewall curve includes a first arc line and a second arc line, which are opposite arcs. The upper end point of the first arc line connects to the tread belt, and the lower end point of the second arc line connects to the upper end point of the rim curve. By designing a first and second arc-shaped line on the tire sidewall, with the first and second arcs being opposite arcs, the traditional straight design of the tire sidewall is changed. This reverse arc design creates a pressure buffer zone under tire pressure, effectively improving the sidewall support performance of the motorcycle tire during cornering and increasing the tire's contact patch. Without changing the tire rubber compound, this indirectly improves the tire's grip and stability. Furthermore, by using an interference fit between the rim curve and rim arc, the invention addresses the issue of traditional bias-ply tires deforming during inflation, causing the tire bead area to separate from the rim, resulting in incomplete tire contact, flexing, and increased tire damage. This interference fit design alters the distribution of contact force between the tire and rim, ensuring a tight contact between the tire bead and rim even when inflated.

[0017] By setting a transition curve, which includes a first transition curve and a second transition curve, the first transition curve and the second transition curve are tangent to each other. The second transition curve is tangent to the rim curve. The upper end of the first transition curve is connected to the second arc line, thereby forming a pressure buffer area again. At the same time, the second transition curve is tangent to the rim curve, thus ensuring pressure buffering at the point where the tire and rim are squeezed, preventing tire fatigue damage.

[0018] This invention discloses a motorcycle tire with high sidewall strength, solving the problems of existing tires where the sidewall cannot effectively cushion bumpy roads, reducing vehicle comfort and causing severe tire flexing and damage. This invention addresses these issues by designing a first and second arc-shaped line on the tire sidewall, with the first and second arcs being reverse arcs. This changes the traditional straight or single arc design of tire sidewalls, allowing a pressure-absorbing area to be formed under pressure, effectively improving the sidewall support of the motorcycle tire during cornering. This invention improves tire grip and stability by increasing the contact area of ​​the motorcycle tire when cornering, without changing the tire rubber compound. Through an interference fit between the rim curve and rim arc, it addresses the issue of traditional bias-ply tires deforming during inflation, causing the tire bead area to separate from the rim, resulting in incomplete tire contact, flexing, and increased tire damage. The interference fit design of this invention alters the distribution of contact force between the tire and rim, ensuring a tight contact between the tire bead and the rim even when inflated. Attached Figure Description

[0019] Figure 1 This is a perspective view of a motorcycle tire with high sidewall strength according to the present invention.

[0020] Figure 2 yes Figure 1 Partial cross-sectional view of the sidewall strip of a medium-sized tire;

[0021] Figure 3 This is a comparative schematic cross-sectional view showing the matching of the outer contour line of this invention, the curve of the prior art, and the standard wheel rim specified by regulations;

[0022] Figure 4 This is a magnified section comparing the existing tire sidewall profile with the standard rim specified by regulations.

[0023] Figure 5 This is a partially enlarged cross-sectional view comparing the matching of the tire sidewall curve of this invention with the standard wheel rim specified by regulations;

[0024] In the figure: I, the sidewall band; II, the tread band; 1, the outer contour line; 11, the rim curve; 12, the sidewall curve; 121, the first arc line; 122, the second arc line; 13, the transition curve; 131, the first transition curve; 132, the second transition curve; 2, the inner combination body. Detailed implementation mode

[0025] The present invention will be further described below in conjunction with the drawings and embodiments.

[0026] The orientations involved in this specification are subject to those shown in the drawings, which only represent relative positional relationships and do not represent absolute positional relationships.

[0027] As Figure 1 shown, a motorcycle tire with relatively high sidewall strength includes a sidewall band I and a tread band II. The tread band II contacts the ground, and the sidewall band I is located on both sides of the tread band II. The sidewall band I includes an inner combination body 2 and a tread surface layer wrapped outside the inner combination body 2.

[0028] As Figure 2 shown, the inner combination body 2 is composed of a combination of multiple components, and the components are closely配合 without gaps. The multiple components include a resin layer, a steel wire layer, a belt layer, a sponge layer, etc.

[0029] As Figure 1 and Figure 3 jointly shown, the cross-section of the sidewall band I includes an outer contour line 1. The outer contour line 1 includes a rim curve 11 that is in interference fit with the rim arc, and a sidewall curve 12 that connects the rim curve 11 and the tread band II. The sidewall curve 12 includes a first arc line 121 and a second arc line 122. The first arc line 121 and the second arc line 122 are reverse arcs. The first arc line 121 connects the tread band II, and the second arc line 122 connects the rim curve 11.

[0030] The radius of the first arc line 121 is R1, and the radius of the second arc line 122 is R2. R2 is greater than R1. The range of R1 is: H / S W *30 < R1 < H / S W *30 + 5 mm; the range of R2 is: H / 2 + 10 mm < R2 < H / 2 + 15 mm; the tire section width is S W , and the tire section height is H.

[0031] A transition curve 13 is provided between the second arc line 122 and the rim curve 11. The transition curve 13 includes a first transition curve 131 and a second transition curve 132 that are tangentially connected. The second transition curve 132 is tangentially connected to the rim curve 11. The upper end point of the first transition curve 131 connects to the second arc line 122, and the lower end point of the first transition curve 131 connects to the upper end point of the rim curve 11. The first transition curve 131 is designed as a single-curvature curve with a curve radius of not less than 3 mm and not more than 6 mm, preferably 4-5 mm. The upper end point of the second transition curve 132 is tangent to the first transition curve 131, and the lower end point is tangent to the rim curve 11 and coincides with the endpoint. The second transition curve 132 is designed as a single-curvature curve with a curve radius of not less than 4 mm and not more than 8 mm, preferably 6-7 mm.

[0032] The vertical distance H2 from the connection point of the second arc line 122 and the first transition curve 131 to the inner diameter of the tire is not less than 13mm and not more than 14.5mm, preferably H2 is 13.5-14mm. The endpoint of the upward extension of the rim curve 11 coincides with the endpoint of the second arc line 122 and the first transition curve 131. The rim curve 11 is a single curvature curve design with a curve radius of not less than 10mm and not more than 13mm, preferably 11-12mm.

[0033] The vertical distance from the lower end of the rim curve 11 to the inner diameter of the tire is defined as H1. The height of H1 is not less than 3mm and not more than 4mm, preferably 3.5mm.

[0034] Comparison of sidewall curve 12 with existing technology:

[0035] like Figure 3 As shown, the sidewall curve 12 of a traditional tire is either a straight line or a single arc design, such as... Figure 3 Line A in the diagram. When the tire is traveling on a bumpy road, the tire sidewall cannot provide effective cushioning, reducing vehicle comfort. The sidewall curve 12 of this invention (as shown in the diagram) Figure 3 Line B in the design includes a first arc line 121 and a second arc line 122. The first arc line 121 and the second arc line 122 are reverse arcs. Through simulation, suitable radii for the first arc line 121 and the second arc line 122 were determined. Therefore, when the tire is under pressure, a pressure buffer zone can be formed through the reverse arc design, effectively improving the sidewall support performance of the motorcycle tire during cornering, increasing the tire's contact patch during cornering, and indirectly improving the tire's grip and stability performance without changing the tire rubber compound.

[0036] Comparison of rim curve 11 with existing technology:

[0037] Traditional bias-ply tires deform during inflation, such as... Figure 4 Line A in the diagram represents the sidewall curve 12 of a traditional tire, while line C represents the standard rim curve. When the tire is inflated, the tire bead area in line A separates from the rim in line C, causing the tire and rim to not fit together completely. This results in area 1 being the stress area, which in turn leads to tire flexing and deformation, exacerbating tire damage.

[0038] like Figure 5 As shown, this invention uses an interference fit between the rim curve 11 and the rim arc. Through simulation, a suitable calculation method for the rim curve 11 is summarized. The radius of the rim curve 11 is Ra, and the radius of the standard rim is Rb. The range of Ra is: Rb-2mm≤Ra≤Rb-1mm.

[0039] Through the interference fit design of this invention, the tire bead can still maintain close contact with the rim when the tire is inflated. This changes the distribution of the contact force area between the tire and the rim, transforming the traditional tire's force area 1 into the force area 1 and force area 2 designed in this invention. This effectively improves the sidewall support performance of the motorcycle tire and indirectly enhances the tire's grip and stability performance without changing the tire rubber compound.

[0040] Performance tests were conducted on conventional tires and the tire of this invention, based on tire specifications of 120 / 70-17, rim width of MT3.50X17, internal pressure of 280kPa, and load of 236kg.

[0041]

[0042]

[0043] Through data analysis:

[0044] 1. Sinking: This indicator reflects the contact strength between the tire and the ground. The greater the sinking, the larger the relative contact area between the tire and the ground, the greater the rolling resistance of the tire, and the worse the tire handling.

[0045] 2. The aspect ratio of the tire contact patch: This indicator reflects the contact pattern between the tire and the ground. The area where the tire contacts the ground forms an elliptical region. The aspect ratio of this region affects the handling feel of the tire. Generally speaking, the larger the aspect ratio, the better the handling performance.

[0046] 3. Tire tracking performance: This indicator reflects the actual cornering performance of the tires. Through actual testing, the tires significantly reduce the handlebar control effort in corners, improving the rider's riding experience.

[0047] 4. Tire handling: This indicator reflects the actual cornering performance of the tire. With the improvement of tire sidewall strength, the driver can clearly feel that the tire's tracking in corners becomes smoother.

[0048] This invention provides a motorcycle tire with high sidewall strength, addressing the problems in existing technologies where tires cannot effectively cushion bumpy roads, reducing vehicle comfort and causing severe tire flexing and damage. The invention solves these problems by designing a first and second arc-shaped line on the tire sidewall, with the first and second arcs being reverse arcs. This changes the traditional straight or single arc design of tire sidewalls, allowing a pressure-absorbing area to be formed under tire pressure, effectively improving sidewall support during cornering. This invention improves the performance of motorcycle tires by increasing their contact area with the road when cornering, indirectly enhancing grip and stability without changing the tire compound. Through an interference fit between the rim curve and rim arc, it addresses the issue of traditional bias-ply tires deforming during inflation, causing the tire bead area to separate from the rim, resulting in incomplete contact, tire flexing, and increased tire damage. The interference fit design of this invention alters the distribution of contact force between the tire and rim, ensuring a tight contact between the tire bead and the rim even when inflated.

[0049] This invention is not limited to the specific embodiments described above. Any modifications made by those skilled in the art based on the above concept without creative effort are within the scope of protection of this invention.

Claims

1. A motorcycle tire with high sidewall strength, comprising a sidewall belt and a tread belt, characterized in that: The cross-section of the sidewall band includes an outer contour line and an inner assembly. The outer contour line includes a rim curve that is in interference fit with the standard rim arc, and a sidewall curve that connects the rim curve and the tread band. The sidewall curve includes a first arc line and a second arc line. The first arc line and the second arc line are reverse arcs. The upper endpoint of the first arc line connects the tread band, and the lower endpoint of the second arc line connects the upper endpoint of the rim curve. The radius of the first arc line is R1, and the radius of the second arc line is R2, where R2 is greater than R1. The range of R1 is: H / S W *30 < R1 < H / S W *30 + 5mm; the range of R2 is: H / 2 + 10mm < R2 < H / 2 + 15mm; the tire section width is S W , and the tire section height is H.

2. A motorcycle tire with high sidewall strength according to claim 1, characterized in that: A transition curve is provided between the second arc-shaped line and the rim curve. The transition curve includes a first transition curve and a second transition curve that are tangentially connected. The lower end point of the second transition curve is tangentially connected to the rim curve, and the upper end point of the first transition curve is connected to the second arc-shaped line.

3. A motorcycle tire with high sidewall strength according to claim 2, characterized in that: The vertical distance from the connection point of the second arc-shaped line and the first transition curve to the inner diameter of the tire is not less than 13mm and not more than 14.5mm.

4. A motorcycle tire with high sidewall strength according to claim 2, characterized in that: The endpoint of the upward extension of the rim curve coincides with the intersection endpoint of the second arc line and the first transition curve. The rim curve is designed as a single curvature curve with a curve radius of not less than 10 mm and not more than 13 mm.

5. A motorcycle tire with high sidewall strength according to claim 4, characterized in that: The vertical distance from the lower end of the rim curve to the inner diameter of the tire is not less than 3mm and not more than 4mm.

6. A motorcycle tire with high sidewall strength according to claim 2, characterized in that: The second transition curve is designed as a single curvature curve with a radius of not less than 4mm and not more than 8mm.

7. A motorcycle tire with high sidewall strength according to claim 2, characterized in that: The first transition curve is designed as a single curvature curve with a radius of not less than 3mm and not more than 6mm.

8. A motorcycle tire with high sidewall strength according to claim 2, characterized in that: The radius of the rim curve is Ra, and the radius of the standard rim is Rb. The range of Ra is: Rb-2mm≤Ra≤Rb-1mm.

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