巴西专利BR112012017175B1 method to increase a printable area of a motorcycle tire, motorcycle tire and pair of motorcycle tir

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METHOD FOR INCREASING A PRINTING AREA OF A MOTORCYCLE TIRE, MOTORCYCLE TIRE AND MOTORCYCLE TIRE PAIR. A motorcycle tire (100) has a tread (8) comprising a central portion (A) and two shoulder portions (B) arranged on axially opposite sides of the central portion (A). The central portion (A) comprises a first plurality of grooves (20) that extend in a substantially longitudinal direction and arranged alternately on opposite sides of the equatorial plane (X-X) of the tire. Each groove of said first plurality of grooves has a substantially curvilinear course to form a concavity. The central portion further comprises a sub-portion substantially free of grooves placed mounted to the equatorial plane (X-X) of said tire. Each shoulder portion comprises a second plurality of grooves (21,26) arranged obliquely with respect to the equatorial plane of the tire. A pair of tires (a front tire and a rear motorcycle tire) that have the features mentioned above is also claimed.
公开号:BR112012017175B1
申请号:R112012017175-5
申请日:2010-12-23
公开日:2020-07-21
发明作者:Mario Mariani；Sandro Gallo；Andrea Schiavolin；Pierangelo Misani
申请人:Pirelli Tyre S.P.A；
IPC主号:

专利说明:

[0001] [001] The present invention is related to motorcycle tires. In particular, the present invention relates to tires designed to be mounted on the front wheel of motorcycles in the “Supersport” and / or “Sport Touring” segment, which have a large capacity engine (displacement) (for example, 600 cm3 or greater ) and / or high power (for example, 170-180 hp or greater), also used on trails.
[0002] [002] In recent times, a trend has been observed to introduce motorcycles for use in "Supersport" and / or "Sport Touring" with high power. For example, motorcycles for use on the road using an engine capacity (cylinder capacity) of 1,000 cm3 or greater, with powers of 180 hp, are, in fact, already available on the market.
[0003] [003] To ensure such high performances, the tires mounted on the wheels of such motorcycles must have excellent characteristics with regard to grip to the ground, in order to be able to effectively transfer the high traction torque to the ground at the same time in a straight run and while accelerating or exiting a curve, as well as ensuring effective braking action. Adhesion becomes a really critical aspect, above all when occurring on wet road surfaces.
[0004] [004] To assure a rider that such performances are achieved in a completely safe condition, the tires must ensure, together with a very good grip on the ground, stability in behavior while running straight and while running in corners, particularly in conditions high acceleration / deceleration. In fact, the tire's stable behavior indicates its ability to effectively cushion disturbances transmitted by uneven road surfaces while racing, so that such disturbances are not propagated to the motorcycle, thus compromising driving stability.
[0005] [005] Patent Application EP 1,826,026 describes a motorcycle tire specially adapted to be used as a front motorcycle tire, which comprises a tread portion provided with at least a pair of circumferential grooves that extend generally in a circumferential direction of the tire and placed opposite to the equatorial plane of the tire, and a plurality of grooves inclined with respect to the circumferential direction, and extending from an outer side to the inner side, in a width direction on the tread. At least half of the inclined grooves extend across the tire's equatorial plane. According to EP 1.826.026, this choice allows a tire to be obtained with extremely light and stable handling when braking.
[0006] [006] Figures la and lb show portions of tread design for the Sportec ™ M3 front and rear tires respectively. Sportec ™ M3 tires currently marketed by Metzeler ™ are very popular with motorcyclists who are passionate about the “Supersport” segment.
[0007] [007] Looking at an improvement of the Sportec ™ M3 tire, the Applicant found that by arranging a series of substantially longitudinal grooves, which have a substantially curvilinear course in a central portion of the tread and leaving a small portion of the tread free of grooves. running in the equatorial plane, it is possible to increase the surface of the tire print area.
[0008] [008] In particular, as shown hereinafter, it has been found that the increase in the surface of the printing area is due to the increase in the width of the same.
[0009] [009] The Applicant believes that such a conclusion is due to the fact that the longitudinal and curvilinear grooves create a kind of double articulation that allows the crown portion of the tire to be moved radially in a region away from the equatorial plane, in order to increase its flexibility . In addition, the Applicant believes that the curvilinear arrangement (i.e., an arrangement not aligned with the equatorial plane, except for portions of minimum longitudinal extension) of such longitudinal grooves allows the flexibility of the crown region to be increased in a controlled and not excessive manner , so as not to cause tread fatigue failure in the grooves themselves, or excessive tire curvature in the printing area. Thanks to the increase in the surface of the printing area, the stability behavior of the tire is thus favored, particularly when riding on a motorcycle in a substantially straight run, without negatively affecting the gradation and / or the ease of making the motorcycle turn. and / or mixed routes.
[0010] [0010] In particular, the increase in the surface of the printing area is advantageously achieved thanks to the increase in the width of the latter, not to an increase in its length. In the Claimant's view, an excessive length of the printing area is a fact to be avoided, since it can cause local drops in contact pressure and / or uneven wear due to an excessive and non-linear return action of the belt on the tread in the output portion of the print area, while running at small drift angles (as typically occurs in straight running which is never exactly straight).
[0011] - formar em uma porção central de dita banda de rodagem uma primeira pluralidade de ranhuras que se estendem de acordo com uma direção substancialmente longitudinal e alternadamente arranjadas em lados opostos de um plano equatorial de dito pneu, no qual cada ranhura de dita primeira pluralidade de ranhuras tem um curso substancialmente curvilíneo, de modo a formar uma concavidade, - deixar livre de ranhuras uma subporção de dita porção central colocada montada em um plano equatorial de dito pneu. [0011] In its first aspect, the invention relates to a method to increase the printing area of a motorcycle tire in a substantially straight race. The tire comprises a tread. The method comprises: - forming in a central portion of said tread a first plurality of grooves that extend according to a substantially longitudinal direction and alternately arranged on opposite sides of an equatorial plane of said tire, in which each groove of said first plurality of grooves has a substantially curvilinear course, so as to form a hollow, - to leave free of grooves a sub-portion of said central portion placed mounted on an equatorial plane of said tire.
[0012] - a porção central compreende uma primeira pluralidade de ranhuras estendidas de acordo com uma direção substancialmente longitudinal, e arranjadas de maneira alternada em lados opostos de um plano equatorial de dito pneu, no qual cada ranhura de dita primeira pluralidade de ranhuras tem um curso substancialmente curvilíneo, de modo a formar uma concavidade; - a porção central compreende uma subporção substancialmente livre de ranhuras colocada montada em um plano equatorial de dito pneu; - cada uma de ditas porções de ressalto compreende uma segunda pluralidade de ranhuras arranjadas de maneira oblíqua em relação ao plano equatorial de dito pneu. [0012] In a second aspect, the invention relates to a motorcycle tire that has a tread that comprises a central portion and two shoulder portions arranged on axially opposite sides of the central portion, in which the central portion comprises a first plurality of grooves extended according to a substantially longitudinal direction, and alternately arranged on opposite sides of an equatorial plane of said tire, in which each groove of said first plurality of grooves has a substantially curvilinear course , in order to form a concavity; - the central portion comprises a substantially groove-free sub-portion placed mounted on an equatorial plane of said tire; - each of said shoulder portions comprises a second plurality of grooves arranged obliquely in relation to the equatorial plane of said tire.
[0013] - na direção lateral a distância de cada ponto da banda de rodagem do plano equatorial corresponde à distância de tal ponto a partir do plano equatorial, medida no desenvolvimento lateral da própria banda; - na direção circunferencial a distância entre quaisquer dois pontos da banda de rodagem corresponde à distância entre as projeções dos dois pontos sobre a circunferência que corresponde ao diâmetro máximo do pneu, a projeção sendo obtida por meio de planos radiais que passam nos dois pontos. [0013] For the purposes of the present invention, by "tread design" is meant the representation of each point of the tread (grooves included) in a plane perpendicular to the equatorial plane of the tire and tangent to the maximum diameter of the tire tire. In the representation: - in the lateral direction the distance from each point of the tread in the equatorial plane corresponds to the distance of that point from the equatorial plane, measured in the lateral development of the band itself; - in the circumferential direction the distance between any two points of the tread corresponds to the distance between the projections of the two points on the circumference that corresponds to the maximum diameter of the tire, the projection being obtained by means of radial planes that pass through the two points.
[0014] [0014] Measurements of angles and / or linear quantities (distances, widths, lengths etc.), and / or surfaces should be understood as referring to the tread pattern as defined above.
[0015] [0015] In addition, referring to the angle of the grooves formed in the tread in relation to the equatorial plane of the tire, such an angle must be projected for each point of the groove as referred to the angle (understood as an absolute value between 0o and 90 °) defined by a vote taken starting from the equatorial plane and reaching the direction tangent to the groove that passes at that point.
[0016] - Por “pneu para motocicleta” quer-se significar um pneu que tem uma relação de curvatura elevada (tipicamente mais elevada do que 0,200), que permite que ângulos de cambagem elevados (por exemplo 50° - 60° sejam alcançados quando a motocicleta corre em uma curva. - Por “plano equatorial do pneu” quer-se significar um plano perpendicular ao eixo de rotação do pneu e que divide o pneu em duas porções simetricamente iguais. - Por direção “circunferencial” ou “longitudinal”, quer-se significar uma direção genericamente orientada de acordo com a direção de rotação do pneu, ou em qualquer caso apenas ligeiramente inclinada em relação à direção de rotação do pneu. - Por “relação de vazio para borracha” quer-se significar a relação entre a superfície total dos entalhes de uma porção determinada do desenho de banda de rodagem do pneu (possivelmente de todo o desenho de banda de rodagem) e a superfície total da porção determinada do desenho de banda de rodagem (possivelmente do todo do desenho da banda de rodagem). - Por “desenvolvimento lateral” da banda de rodagem quer-se significar o comprimento do arco que define o perfil o mais radialmente exterior da banda de rodagem em uma seção transversal do pneu. - Por “desenvolvimento longitudinal máximo” da banda de rodagem quer- se significar o comprimento do desenvolvimento da banda de rodagem na direção longitudinal no ponto radialmente o mais exterior da banda de rodagem. - Por “relação de curvatura do pneu” quer-se significar a relação entre a distância do ponto radialmente o mais elevado da banda de rodagem desde a corda máxima do pneu, e a mesma corda máxima do pneu, em uma seção transversal do pneu. - Por “extensão longitudinal” de uma ranhura quer-se significar a extensão da projeção na direção circunferencial da própria ranhura. Se não descrito de maneira diferente, por “extensão” de uma ranhura quer- se significar o comprimento da ranhura medido ao longo de seu curso. - Por “inclinação média” de uma ranhura quer-se significar a média aritmética das inclinações/ângulos das porções que formam a ranhura. Para ranhuras com curso curvilíneo, a inclinação média ou ângulo médio pode ser expressa como:
[0017] [0017] The present invention, in one or more preferred aspects, can comprise one or more of the features presented hereinafter.
[0018] [0018] Each groove of said first plurality of grooves can extend longitudinally over at least 5% of a maximum longitudinal development of said tread.
[0019] [0019] Said first plurality of grooves can advantageously be formed by a circumferential sequence of groove pairs comprising a first groove and a second groove, in which said first groove is arranged on one side of said equatorial plane of the tire and said second groove is arranged on the opposite side of said equatorial plane of the tire.
[0020] [0020] A first extreme portion of said first groove and a second extreme portion of said second groove can be advantageously arranged in the same transverse portion of said tread. Such a transverse portion may extend longitudinally over said tread to a maximum that corresponds to approximately half of the longitudinal development of said first or said second groove.
[0021] [0021] Preferably the central portion of the tread, in which the aforementioned first grooves are formed, extends transversely over at most 40% of the axial development of said tread.
[0022] [0022] Preferably the sub-portion of said central portion which is left substantially free of grooves can extend transversely over a maximum of 10% of an axial development of said tread.
[0023] [0023] Advantageously, said sub-portion extends over at least 3% of an axial development of said tread.
[0024] [0024] The tread can have an overall vacuum to rubber ratio greater than approximately 10%. Preferably the overall vacuum to rubber ratio is kept below approximately 25%.
[0025] [0025] The grooves of said second plurality of grooves can be arranged at an average angle at least not less than approximately 30 ° in relation to the equatorial plane. In preferred embodiments the grooves of said second plurality of grooves are arranged at an average angle not greater than 60 ° with respect to the equatorial plane.
[0026] [0026] Said second plurality of grooves may, for example, comprise a set of pairs of grooves in which at least one extension of each pair of grooves of said second plurality of grooves intersects a groove of said first plurality of grooves.
[0027] [0027] Also the grooves of said second plurality of grooves can have a substantially curvilinear course in order to form a concavity.
[0028] [0028] In particular the grooves of said first plurality of grooves and the grooves of said second plurality of grooves can be substantially formed by arcs of a circle. Such arcs of a circle can have substantially the same radius of curvature in both, in the grooves of the first and in the grooves of the second plurality of grooves.
[0029] [0029] The radius of curvature can be, for example, between 90 mm and 250 mm.
[0030] [0030] In some embodiments, the concavity of the grooves of said second plurality of grooves is directed according to a direction opposite to a preferred rolling direction of said tire.
[0031] [0031] In alternative modalities, the concavity of the grooves in said second plurality of grooves is directed according to a preferred rolling direction of said tire.
[0032] [0032] In said modalities the concavity of the grooves of said first plurality of grooves is directed in the direction of the equatorial plane of said tire.
[0033] [0033] In alternative modalities the concavity of the grooves of said first plurality of grooves is directed according to a direction opposite to the equatorial plane of said tire.
[0034] [0034] The invention can thus comprise a pair of motorcycle tires comprising a first tire configured with the groove of said second plurality of grooves directed according to a direction opposite to a preferred rolling direction of said first tire, adapted to be mounted on a rear wheel of said motorcycle and, a second tire configured with the concavity of the grooves of said second plurality of grooves directed according to a preferred bearing direction of said second tire, adapted to be mounted on a front wheel of said motorcycle.
[0035] [0035] The invention may further comprise, additionally or alternatively, a pair of motorcycle tires comprising a first tire configured with the groove of the grooves of said first plurality of grooves directed in the direction of the equatorial plane of said first tire, adapted to be mounted on a rear wheel of said motorcycle and, a second tire configured with the concavity of the grooves of said first plurality of grooves directed according to a direction opposite to the equatorial plane of said second tire, adapted to be mounted on a rear wheel of said motorcycle.
[0036] - figuras 1a e 1b mostram porções do desenho de banda de rodagem de pneus conhecidos como descrito acima; - figura 2 mostra uma vista em seção radial de um pneu de acordo com a invenção; - figura 3 mostra uma porção do desenvolvimento plano de uma porção da banda de rodagem de pneu de acordo com uma primeira modalidade da invenção; - figura 4 mostra uma porção do desenvolvimento plano de uma porção da banda de rodagem de pneu de acordo com uma segunda modalidade da invenção; - figura 5 mostra uma porção do desenvolvimento plano de uma porção da banda de rodagem de pneu de acordo com uma terceira modalidade da invenção; - figura 6 mostra uma porção do desenvolvimento plano de uma porção da banda de rodagem de pneu de acordo com uma quarta modalidade da invenção; - figura 7 mostra uma comparação da tendência do comprimento da área de impressão como uma função da carga em um pneu conhecido (figura 1a) e em um pneu de acordo com a invenção (figura 3); - figura 8 mostra uma comparação da tendência da largura da área de impressão como uma função da carga em um pneu conhecido (figura 1a) e em um pneu de acordo com a invenção (figura 3). [0036] Other characteristics and advantages of the tire of the present invention will become clearer from the following detailed description of some of its modalities made hereinafter for indicative and non-limiting purposes with reference to the accompanying drawings. In such drawings: figures 1a and 1b show portions of the tread pattern of tires known as described above; figure 2 shows a radial section view of a tire according to the invention; figure 3 shows a portion of the flat development of a portion of the tire tread according to a first embodiment of the invention; figure 4 shows a portion of the flat development of a portion of the tire tread according to a second embodiment of the invention; figure 5 shows a portion of the flat development of a portion of the tire tread according to a third embodiment of the invention; figure 6 shows a portion of the flat development of a portion of the tire tread according to a fourth embodiment of the invention; figure 7 shows a comparison of the trend of the length of the printing area as a function of the load on a known tire (figure 1a) and on a tire according to the invention (figure 3); figure 8 shows a comparison of the trend of the width of the printing area as a function of the load on a known tire (figure 1a) and on a tire according to the invention (figure 3).
[0037] [0037] Referring to figure 2, a tire for motorcycle wheels according to the present invention is indicated globally at 100. In particular, the tire is preferably designed to be used on the front or rear wheel of a motorcycle for the “Sport” or “Supersport” segment.
[0038] [0038] An equatorial plane X-X and an axis of rotation Z are defined in tire 100. In addition, a circumferential or longitudinal direction and an axial or transverse direction, or lateral direction, perpendicular to the equatorial plane X-X are defined.
[0039] [0039] Tire 100 comprises a carcass structure 2 that includes at least one or two carcass linings 3.
[0040] [0040] The carcass structure 2 is preferably coated on its inner walls with a sealing layer 16 also called a coating, which essentially consists of a layer of an air-proof elastomeric material, adapted to ensure the watertight sealing of the tire itself after it has been inflated.
[0041] [0041] The carcass tarpaulin / tarpaulins 3 are or are engaged on the respective radially opposite side edges 3 a with respective ring reinforcement structures 4 designed to keep the tire in a corresponding adjustment rim. Ring reinforcing structures 4 are typically called bead cores.
[0042] [0042] A tapered elastomeric padding 5 that assumes the space defined between the canvas or carcass tarpaulins 3 and the respective side edge turned 3 of the carcass tarpaulin or tarpaulins 3, is applied over the radially outer perimeter edge of the bead cores 4.
[0043] [0043] In an alternative modality (not shown) the carcass canvas has its opposite side edges associated without a loop with special ring reinforcement structures provided with two metal ring inserts. In this case, a filling of elastomeric material can be arranged in an axially external position in relation to the first annular insert. The second annular insert is, instead, arranged in an axially external position with respect to the end of the carcass tarpaulin. Finally, in an axially external position in relation to said second annular insert and not necessarily in contact with it, another filler can be provided which finishes the formation of the annular reinforcement structure.
[0044] [0044] The region of the tire comprising bead ring 4 and padding 5 defines the so-called “bead” indicated globally at 15 in figure 2, which is designed to anchor the tire to a corresponding adjustment rim (not shown).
[0045] [0045] A belt structure 6 is provided in a radially exterior position in relation to the aforementioned housing structure.
[0046] [0046] A tread 8, in which tire 1 contacts the ground, is provided in a radially outer portion in relation to the belt structure 6.
[0047] [0047] The tire may also comprise a pair of side walls 2a applied laterally to the carcass structure 2 on axially opposite sides of the equatorial plane X-X. The sidewalls extend from the tread 8 to the bead 15 of the tire.
[0048] [0048] The tire 100 of the present invention is characterized by a high transverse curvature and lowered side walls.
[0049] [0049] The transversal curvature of a tire is defined by the particular value of the relation between the distance ht (figure 1) from the top of the tread from the line bb that passes through the O ends of the tread, measured on the plane equatorial XX, and the distance wt between said ends of the tread. If the edges of the tread are not easily identifiable, for example, due to the lack of a precise reference such as, for example, the edge indicated in O in figure 2, the maximum tire cord length can certainly be taken as the wt distance.
[0050] [0050] The value of the transverse curvature mentioned above is called the tire curvature ratio.
[0051] [0051] The tire 100 of the present invention preferably has a curvature ratio greater than or equal to 0.2, preferably greater than or equal to 0.25. For front tires the curvature ratio can also be greater than 0.30. Such a curvature ratio is typically less than or equal to 0.8, preferably less than or equal to 0.5.
[0052] [0052] With regard to the sidewalls, on the other hand, the tire of the present invention is preferably a tire with particularly low sidewalls. By tires with low or lowered sidewalls in this description we mean tires in which the relationship between distance (H-ht) and height H, measured in the equatorial plane XX between the top of the tread and the adjustment diameter defined by the reference line L which passes through the tire laces is less than 0.6, more preferably less than 0.5.
[0053] [0053] Each carcass tarpaulin 3 is preferably made of an elastomeric material and comprises a plurality of reinforcement elements (not shown) arranged parallel to each other.
[0054] [0054] The reinforcement elements included in carcass tarpaulins 3 preferably comprise textile cords selected from those usually adopted in the manufacture of tire carcasses, for example, nylon, rayon, lyocell, aramid, PET, PEN, with an elementary filament that has a diameter between 0.35 mm and 1.5 mm. The reinforcement elements in the carcass tarpaulin 3 are preferably arranged in a substantially radial direction, that is, according to an angle between 65 ° and 110 °, more preferably between 80 ° and 100 ° with respect to the X-X equatorial plane.
[0055] [0055] The belt structure 6 preferably comprises one or more rubberized strands 7, arranged parallel to each other and in relation axially in the axial direction in the crown portion 16 of the carcass structure 2, so as to form a plurality of turns 7a . Such turns are substantially oriented according to the circumferential direction of the tire, typically at an angle between 0o and 5o in relation to the tire's equatorial plane XX, such as a direction usually known as "at zero degrees" with reference to how it it is in relation to the tire's equatorial plane XX. The aforementioned turns preferably extend over the entire crown portion of the carcass structure 2.
[0056] [0056] Preferably, the strap structure 6 is formed by a single cord 7 or by a strip of rubberized fabric which preferably comprises up to five strands arranged side by side. The cord or strip is wound in a spiral from one end to the other in the crown portion 16 of the carcass structure 2.
[0057] [0057] Alternatively, the strap structure 6 may comprise at least two radially superimposed layers, each consisting of elastomeric material reinforced with strands arranged parallel to each other. The layers are arranged so that the strands of the first belt layer are oriented obliquely, for example, at an angle between 15 ° and 40 ° with respect to the equatorial plane of the tire, while the strands of the second layer also have an orientation oblique, but crossed in a symmetrical way in relation to the strands of the first layer, in order to form the so-called “crossed belt”.
[0058] [0058] The strands 7 of the strap structure 6 are textile or metal strands.
[0059] [0059] Preferably for use in a belt at zero degrees, such strands are made of steel wires with high carbon content, that is, ex steel wires with a carbon content of at least 0.7%. Preferably such strands 7 are metal strands made of high elongation (HE) type steel. High elongation (HE) cords typically have a final tensile strength higher than 3%. Typically they have a load-elongation diagram that comprises a curvilinear portion arranged between two substantially straight portions that have different inclinations with respect to the axes of the diagram.
[0060] [0060] When textile cords are used, they can be made of a synthetic fiber, for example, nylon, rayon, PEN, PET, preferably a synthetic fiber with a high modulus, in particular synthetic aramid fiber (for example, Kevlar®). Alternatively, hybrid strands can be used comprising at least one filament with a low modulus, that is, with a modulus not larger than 15000 N / mm2 (for example, nylon or ray) interlaced with at least one filament with a high modulus (for example, Kevlar®), that is, with a module not less than 25000 N / m2.
[0061] [0061] The belt structure 6 can also comprise one or more support layers 17 made of elastomeric material interposed between the strand layer 7 and the carcass tarpaulin 3 and on which the turns 7a are wound. The layers can extend over a surface that has an axial extension substantially corresponding to the surface over which the exhales 7a extend.
[0062] [0062] In a preferred embodiment of the tire 100 of the present invention, a layer 17 is used comprising short aramid fibers, for example, made of Kevlar® dispersed in the elastomeric material.
[0063] [0063] In another embodiment, not shown, in the belt structure 6, the layer reinforced with aramid fibers described above can be used additionally or alternatively, at least one layer reinforced with textile cords totally similar to the cords that can be used in the structure of frame 3, with a substantially radial orientation, for example, between 65 ° and 110 °. Such a layer extends at least over the crown portion 16 of the tire 100, or also over a larger portion, but without a loop around the bead rings 4.
[0064] [0064] A tread pattern is formed on the tread 8. Such pattern is defined by a plurality of grooves arranged differently along the circumferential and axial development of the tread 8. Within one step of the design of the tread such grooves define a module which is substantially the same repeated along the circumferential direction of the tire 100.
[0065] [0065] In particular in the tire of the present invention, the design formed on the tread 8 can be divided into a central portion A and two shoulder portions B. The central portion A can extend upwards up to 40% of axial development of the tread 8.
[0066] [0066] In the tire section shown in figure 2 three grooves 20, 21, 26 are shown. The groove 20 is located in the central portion A while the grooves 21, 26 are located in the shoulder portions B.
[0067] [0067] Figures 3-6 show portions of some modalities of a tread design that can be used on a tire according to the invention. The F arrow indicates the preferred tire rolling direction. In particular, the modalities of figures 3 and 6 can preferably be used for rear tires, while the modalities of figures 4 and 5 can preferably be used for rear tires.
[0068] [0068] A tread pattern as in the examples shown in figures 3-6 globally defines a tread-to-rubber ratio higher than or equal to approximately 10%, preferably higher than or equal to the tread 8 equal to approximately 12%. Preferably the void to rubber ratio is lower than 25%.
[0069] [0069] In figures 3-6 the central portion A, arranged in the equatorial plane X-X and the two shoulder portions B arranged on axially opposite sides of the central portion A can be identified.
[0070] [0070] The center portion A is designed to contact the road surface when the motorcycle runs on a straight path or at a slight slope, while the shoulder portions 8 are designed to contact the road surface when the motorcycle runs on a curve with a more pronounced slope.
[0071] [0071] Preferably the central annular portion A has an axial extension at most equal to 40% of the lateral development of the tread 8.
[0072] [0072] The central portion A has a plurality of first grooves 20 separated from each other. Preferably the void to rubber ratio in the central portion A is between approximately 8% and approximately 15%.
[0073] [0073] The first grooves 20 extend in a substantially longitudinal direction. In addition, the grooves extend with a substantially curvilinear stroke. The curvilinear course of the first grooves 20 defines a concavity which, in the modalities of figures 3, 5 and 6 is directed in the direction of the equatorial plane X-X, while in the embodiment of figure 4 it is directed in a direction opposite to the equatorial plane X-X.
[0074] [0074] In a preferred embodiment, the first grooves 20 have a course substantially corresponding to an arc of a circle. Preferably the radius of curvature of such an arc of a circle is between approximately 90 mm and approximately 250 mm.
[0075] [0075] Preferably the first grooves 20 extend over at least approximately 5% of the maximum longitudinal development of the tread 8. They are, therefore, grooves with a substantial length typically in the order of the longitudinal dimension of the printing area formed by the tire under a nominal load (approximately 200 to 250 kg for the Supersport and / or Sport Touring segment). This characteristic of the first substantially curvilinear grooves 20 together with its substantially longitudinal course allows water to be drained during the straight run on wet asphalt (or, in general, terrain). In addition, it has been found that such an arrangement of the first grooves 20 allows to reduce the noise caused by them when the tire is rolling. Preferably the first grooves 20 extend at most over approximately 25%, more preferably over approximately 10%, of the maximum longitudinal development of the tread 8.
[0076] [0076] The substantially longitudinal extent of each of the first substantially curvilinear grooves 20 causes an axis of symmetry of the extent of such grooves to be oriented at an angle substantially perpendicular to the equatorial plane XX, for example, with a maximum deviation of less than approximately 10% in relation to a direction perpendicular to the equatorial plane XX.
[0077] [0077] For the purposes of the present invention the axis of symmetry of the extension of a groove can correspond to the direction perpendicular to one of the lines that define the generic course of the groove itself passing through the point that divides the groove itself in half. The line defining the generic course of a groove can be selected, for example, between one of the radially outer edges of the groove, the center line of the groove and / or the maximum depth line of the groove. In figures 3-6 such a generic stroke is shown as an example, and for the sake of clarity only in some of the grooves in each design portion, by a dashed center line.
[0078] [0078] In the modalities shown in figures 3-6 each tire step comprises a pair of grooves 20 arranged on opposite sides in relation to the X-X equatorial plane.
[0079] [0079] The first grooves 20 of each pair are preferably staggered in the circumferential direction. In other words, the first grooves 20 alternate on opposite sides with respect to the equatorial plane XX along the circumferential direction of the tire, such that a first groove 20 arranged on one side with respect to the equatorial plane XX is followed by a first groove 20, arranged on the opposite side in relation to the equatorial plane XX.
[0080] [0080] While alternating on one side and the other of the equatorial plane XX, the proximal ends with each other of two first consecutive grooves 20 can preferably be arranged in the same transverse portion of the tread 8. In other words, it can be provided preferably, the extreme portions of the first two consecutive grooves 20 can overlap longitudinally, however remaining axially spaced apart. The overlap can advantageously extend even halfway through the longitudinal development of one of the first grooves 20.
[0081] [0081] This allows at least one of the first grooves 20 to always be kept within the printing area during the straight run, in order to ensure good drainage when running over wet terrain.
[0082] [0082] The arrangement of the first grooves 20 in the central portion A of the tread 8, is such that a central annular sub-portion (for the purpose of clarity shown only in figure 3 by means of the shaded portion indicated in S) is formed mounted on the plane equatorial XX, which has a vacuum to rubber ratio substantially equal to zero. In other words, the first grooves 20 do not cross the equatorial plane X-X, however they are substantially spaced apart from it to the other. In the modalities shown in figures 3, 5, 6 each of the first grooves 20 has its ends close to the equatorial plane XX, while the central portion is located further away from it. On the contrary, in the embodiment of figure 4 the ends of the first grooves 20 are located further away from the equatorial plane X-X compared to the central portion.
[0083] [0083] The central annular sub-portion S with substantially zero void to rubber ratio extends transversely over a portion of the axial development of the tread between approximately 3% and approximately 10%. Maintaining a substantially groove-free portion in the equatorial plane XX allows the formation of a closed ring in the tread with extremely high stiffness in this portion, so that in a straight run at high speed it is possible to effectively transfer the torque to the terrain of traction while accelerating, and the braking torque while decelerating, at the same time ensuring excellent stability for the motorcycle. This choice is therefore extremely advantageous for use in both a front tire and a rear tire.
[0084] [0084] Preferably the first grooves 20 have a variable width along their length.
[0085] [0085] In particular, in the embodiments of figures 3 and 6, the width of the first grooves 20 increases in a direction opposite to the preferred rolling direction F of the tire. This choice may be convenient to increase water drainage on a rear tire during straight running on wet terrain. The width of the first grooves 20 can, for example, vary from a minimum of 2 to 4 mm to a maximum of 6 to 8 mm.
[0086] [0086] In the modalities of figures 4 and 5, the width of the first grooves 20 increases in the preferred rolling direction F of the tire. This choice can be convenient in a front tire to brake effectively, it is to open films and / or layers of water during straight running on wet terrain.
[0087] [0087] The Applicant has found that the arrangement described above the first grooves 20 allows the surface of the tire impression area to be increased. In particular, as will be shown hereinafter by way of an example, it has been found that the increase in the surface of the print area is due to the increase in the width of the same. The Applicant believes that this may be due to the fact that the first grooves 20 create a kind of "articulation" that allows the crown portion of the tire to be moved radially in a region away from the equatorial plane, in order to increase its flexibility. Furthermore, the Applicant believes that the curvilinear arrangement, that is, an arrangement not aligned with the tire's equatorial plane XX, separated from the minimum longitudinal extension portions of the longitudinal grooves 20, allows the flexibility of the crown region to be increased by one controlled and non-excessive manner, so as not to cause tread fatigue failure in the first grooves 20. In the preferred embodiment shown in figures 2-6, the flexibility of the central portion A of the crown of the tire crown determined by the presence of first grooves 20 cooperates synergistically with another source of flexibility introduced in the same portion of the tire through the presence of a zero degree 6 belt structure under the tread 8. According to tests carried out by the Applicant, it has been found that tires that have this configuration achieve excellent stability behavior in a straight race, together with an adequate gradation when approaching a curve and / or during repeated changes of direction. These results were obtained using such a configuration for both front and rear tires.
[0088] [0088] Referring again to figures 3-6, each shoulder B has a plurality of second grooves 21, 26 which extend substantially transversely over the tread 8. The second grooves 21, 26 are arranged so as to be axially in side-to-side relationship with the first grooves 20. In particular, the axially inner ends of the second grooves 21, 26 may or may approach the first grooves 20 without intercepting them (as in the modalities shown in figures 3, 4 and 6 ) or terminate in the first grooves 20 (as shown in figure 5). In any case, at least one continuation of the second grooves 21, 26 intersects the first grooves 20 as shown in figures 3-6 by the dashed lines represented for a group of grooves 20, 21, 26 in each figure.
[0089] [0089] In the preferred embodiments shown in figures 3-6 the second slots 21, 26 are divided into pairs. Each pair of second grooves 21, 26 is associated with a respective first groove 20, as mentioned above.
[0090] [0090] The intersection between the continuation of a pair of second grooves 21, 26 (or the pair of the second grooves 21, 26 themselves) and a first groove 20 preferably divides the latter into three portions with substantially the same longitudinal extent.
[0091] [0091] Preferably the second grooves 21, 26 are arranged on the tread 8 with a substantially curvilinear stroke. In general, the second grooves 21, 26 can have an average inclination between approximately 30 ° and approximately 90 °, preferably between approximately 30 ° and approximately 60 °, with respect to the X-X equatorial plane.
[0092] [0092] In the modalities shown in figures 3 and 6, the concavity formed by the curvilinear course of the second grooves 21, 26 is directed in a direction opposite to the preferred bearing direction F. On the contrary, in the modalities shown in figures 4 and 5, the the hollow formed by the curvilinear course of the second grooves 21, 26 is directed according to the preferred bearing direction F.
[0093] [0093] In a preferred embodiment the second grooves 21, 26 have a course that substantially corresponds to an arc of a circle. Preferably the radius of curvature for each such arc of the circle is between approximately 90 mm and approximately 250 mm.
[0094] [0094] The arcs of a circle which form the first and second grooves 20, 21, 26 in preferred modalities can advantageously be similar to each other. In practice, for grooves that have a considerable extension over the tread, such substantial similarity can correspond to differences up to approximately 50-60% that of the greater radius of curvature. In fact, arcs of a circle with a radius of curvature equal to, for example, 100 mm and 180 mm can be practically indistinguishable from view without using measuring instruments.
[0095] [0095] The Applicant believes that the arrangement of extended grooves, which have substantially the same radius of curvature within the meaning indicated above, improves the distribution of the elastomeric material forming the tread during the molding and vulcanization of the tire in order to obtain a better quality and uniformity of the tread itself in the molded and vulcanized tire. In fact, similar radii of curvature for the elements that protrude from the mold surface and designed to form the grooves, substantially displace the green elastomeric material during molding, thus preventing unwanted material accumulation.
[0096] [0096] Preferably second grooves 21, 26 have a variable width. In particular, the second grooves 21, 26 may have a width that increases from the axially to the innermost end towards the axially to the outermost end. The width of the second grooves 21, 26 can vary, for example, from a minimum of 2 to 4 mm, up to a maximum of 6 to 8 mm.
[0097] [0097] In addition to the above mentioned first to second grooves 20, 21, 26, the tread may comprise other grooves and / or sets of grooves based on the technical or aesthetic requirements of the tire.
[0098] [0098] As an example in the modalities shown in figures 3 and 4, a set of short cutouts is added in the region axially to the outermost of the shoulder portions B. In particular, the short cutouts 27 are formed substantially in a continuation of the second grooves 21, 26. Such short cutouts 27 can improve the behavior of the tire while running in a curve with maximum slope on wet terrain and / or make it easier to heat the tread in the axially outermost portion due to deformation of the compound.
[0099] [0099] In the embodiment of figure 4, in the shoulder portions B, a set of third grooves 28 alternating with the second grooves 21, 26 is also formed. The third grooves 28 have a lower extension than the extension of the second grooves 21, 26. These grooves can also improve the behavior of the tire, particularly on a front tire, when running on a lap in wet terrain.
[0100] [00100] In the modalities of figures 5 and 6, a set of pairs of grooves 29 is alternated in the shoulder portions B with the second grooves 21, 26. In the embodiment of figure 6 the grooves of the pair of grooves 29 have a different extension one the other. These grooves can also improve tire performance, particularly on a front tire, when running in a loop over wet terrain.
[0101] [00101] In both embodiments of figures 5 and 6, a plurality of grooves 30 are and still formed in a transition region between the central portion A and the shoulder portions B of the tread 8. Such grooves 30 can be formed to locally change the ratio of void to rubber in the tread 8, in order to improve the gradation of the tire's behavior when approaching a lap and / or when running with frequent changes of direction.
[0102] [00102] Figures 7 and 8 show the results of static deflection tests on different loads on a tire that has a tread as in figure lb (comparison) and the tire that has a tread as in figure 3 (invention ). Both tires were 180/55 R17 and were different only on the tread (same interior structure, same tread compound). During the tests the length and width of the printing area, that is, respectively the longitudinal dimension and the transversal dimension of the printing area, were measured. Figures 7 and 8 show the behavior, respectively, of the length and width of the printing area for the comparison tire (dashed line, triangles) and the tire of the invention (continuous line, squares).
[0103] [00103] As evident from figures 7 and 8, although the length of the print area remains substantially the same for all load values tested (figure 7) there is a significant increase in the width of the print area, particularly starting from loads of approximately 200 kg. This load value basically corresponds to the nominal tire load for motorcycles in the Supersport and / or Sport Touring segment.
[0104] [00104] In the following, in tables 1 and 2, the results obtained in driving tests carried out with different sets of tires mounted on the wheel of a motorcycle (Yamaha and YZF R1) representative of the Supersport segment but adequate to provide a useful indication of the stability of behavior also for the Sport Touring segment, are reported.
[0105] [00105] In table 1 a comparison between a set comprising a front tire that has a tread pattern as in figure la (comparison) and a set comprising a front tire that has a tread pattern as in figure 4 (invention) is reported. Both tires had the same dimension (120/70 R17), as well as the same structure and tread compound.
[0106] [00106] In table 2 a comparison between a set comprising a rear tire that has a tread pattern as in figure 1b (comparison) and a set comprising a rear tire that has a tread pattern as in the figure 3 (invention), is reported. Both tires had the same dimension (190/55 R17) as well as the same structure and tread compound.
[0107] [00107] In tables 1 and 2 the evaluations obtained from the tire according to the invention when compared with the comparison tire, are reported for typical parameters for a drive in mixed paths (steering readiness, handling during changes of direction, lateral thrust while tilting, entry into a high-speed turn, gradation while tilting) and typical parameters for triggering in straight paths (centering, reactivity to changes in speed, flexibility / behavior stability. The evaluations are expressed on a scale that lies from 1 to 5, where 3 represents acceptable behavior, 4 represents excellent behavior.
[0108] [00108] As evident from the Tables reported above, the tire according to the invention has, overall, a better behavior at the same time in the case of the front tire and in the case of the rear tire, compared to the already excellent tire comparison considered.
[0109] [00109] The tests described above were performed on dry road terrain. A series of tests carried out on wet road terrain showed similar behavior for both types of tires.
[0110] [00110] The overall test results thus showed an overall improvement in the tire of the invention compared to the comparison tire during straight running, without negatively affecting grip and / or behavior on wet terrain. This result is remarkable and surprising, taking into account that the introduction of the groove-free sub-portion in the equatorial plane could have, instead, caused a worsening of grip and stability in wet terrains, particularly in straight runs. The applicant believes that the increased slope, which corresponds to the increase in the width of the printing area, allowed this possible disadvantage to be avoided, also improving stability in a straight run and, above all, the readiness and handling in mixed paths.
[0111] [00111] The present invention has been described with reference to some of its modalities. Several modifications can be made in the modalities described in detail, still remaining within the scope of protection of the invention defined by the following claims.

权利要求:
Claims (24)
[0001]
Method for increasing the printing area of a motorcycle tire (100) in a straight run (operation), said tire comprising a tread (8), characterized by the fact that it comprises: - forming in a central portion (A) of said tread (8) a first plurality of grooves (20) extended according to a longitudinal direction and arranged alternately on opposite sides of an equatorial plane (XX) of said tire, in the each groove of said first plurality of grooves (20) has a curvilinear course so as to form a concavity, - leaving a sub-portion of said central portion (A) placed mounted on an equatorial plane (XX) of said tire free of grooves.
[0002]
Method according to claim 1, characterized in that said first plurality of grooves (20) is formed by a circumferential sequence of groove pairs comprising a first groove and a second groove, in which said first groove is arranged on one side of said equatorial plane (XX) of the tire, said second groove is arranged on the opposite side of said equatorial plane (XX) of the tire.
[0003]
Motorcycle tire (100) having a tread (8) comprising a central portion (A) and two shoulder portions (B) arranged on axially opposite sides of the central portion (A), characterized by the fact that: - the central portion (A) comprises a first plurality of grooves (20) extended according to a longitudinal direction and arranged alternately on opposite sides of an equatorial plane (XX) of said tire, in which each groove of said first plurality of grooves (20) has a curvilinear course in order to form a hollow; - the central portion (A) comprises a groove-free sub-portion, placed mounted on an equatorial plane (XX) of said tire; - each of said shoulder portions (B) comprises a second plurality of grooves arranged obliquely in relation to the equatorial plane (XX) of said tire.
[0004]
Tire (100) according to claim 3, characterized in that each groove of said first plurality of grooves (20) extends longitudinally over at least 5% of a maximum longitudinal length of said tread (8).
[0005]
Tire (100) according to claim 3 or 4, characterized in that said first plurality of grooves (20) is formed by a circumferential sequence of groove pairs comprising a first groove and a second groove, and in which said first the groove is arranged on one side of said equatorial plane (XX) of the tire, said second groove is arranged on the opposite side of said equatorial plane (XX) of the tire.
[0006]
Tire (100) according to claim 5, characterized in that a first extreme portion of said first groove and a second extreme portion of said second groove are arranged in the same transverse portion of said tread (8).
[0007]
Tire (100) according to claim 6, characterized in that said transverse portion extends longitudinally in said tread (8) over at most half the longitudinal length of said first or said second groove.
[0008]
Tire (100) according to any one of claims 3 to 7, characterized in that said central portion (A) extends transversely over a maximum of 40% of an axial length of said tread (8).
[0009]
Tire (100) according to any one of claims 3 to 8, characterized in that said sub-portion of said central portion (A) extends transversely over a maximum of 10% of an axial length of said tread (8).
[0010]
Tire (100) according to any one of claims 3 to 9, characterized in that said sub-portion of said central portion (A) extends transversely over at least 3% of an axial length of said tread (8).
[0011]
Tire (100) according to any one of claims 3 to 10, characterized in that the tread (8) has a vacuum to rubber ratio between 10% and 25%.
[0012]
Tire (100) according to any one of claims 3 to 11, characterized in that the grooves of said second plurality of grooves are arranged at an average angle of not less than 30 ° with respect to the equatorial plane (XX) of said tire .
[0013]
Tire (100) according to any one of claims 3 to 12, characterized in that the grooves of said second plurality of grooves are arranged at an average angle not greater than 60 ° in relation to the equatorial plane (XX) of said tire .
[0014]
Tire (100) according to any one of claims 3 to 13, characterized in that said second plurality of grooves comprises a set of pairs of grooves in which at least one extension of each pair of grooves of said second plurality of grooves intercepts a groove of said first plurality of grooves (20).
[0015]
Tire (100) according to any one of claims 3 to 14, characterized in that the grooves of said second plurality of grooves have a curvilinear stroke so as to form a hollow.
[0016]
Tire (100) according to claim 15, characterized in that the grooves of said first plurality of grooves (20) and the grooves of said second plurality of grooves are formed by arcs of a circle in which said arcs of a circle have the same radius of curvature at the same time in the grooves of the first and in the grooves of the second plurality of grooves.
[0017]
Tire (100) according to claim 16, characterized in that said radius of curvature is between 90 mm and 250 mm.
[0018]
Tire (100) according to any one of claims 15 to 17, characterized in that the concavity of the grooves of said second plurality of grooves is directed according to a direction opposite to a preferred rolling direction of said tire.
[0019]
Tire (100) according to any one of claims 15 to 17, characterized in that the concavity of the grooves of said second plurality of grooves is directed according to a preferred rolling direction of said tire.
[0020]
Tire (100) according to any one of claims 3 to 19, characterized in that the concavity of the grooves of said first plurality of grooves (20) is directed towards the equatorial plane (X-X) of said tire.
[0021]
Tire (100) according to any one of claims 3 to 19, characterized in that the concavity of the grooves of said first plurality of grooves (20) is directed in a direction opposite to the equatorial plane (X-X) of said tire.
[0022]
Pair of motorcycle tires, characterized by the fact that it comprises a first tire configured as defined in claim 20 adapted to be mounted on a rear wheel of said motorcycle, and a second tire configured as defined in claim 21 adapted to be mounted on a front wheel of said motorcycle.
[0023]
Pair of motorcycle tires, characterized by the fact that it comprises a first tire configured as defined in claim 18 adapted to be mounted on a rear wheel of said motorcycle, and a second tire configured as defined in claim 19 adapted to be mounted on a front wheel of said motorcycle.
[0024]
Pair of motorcycle tires, characterized by the fact that it comprises a first tire configured as defined in claim 18 or 20, adapted to be mounted on a rear wheel of said motorcycle, and a second tire configured as defined in claim 19 or 20, adapted for be mounted on a front wheel of said motorcycle.

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同族专利:

公开号 | 公开日

WO2011080566A1|2011-07-07|

EP2519412A1|2012-11-07|

US20120285593A1|2012-11-15|

BR112012017175A2|2018-02-06|

JP6178439B2|2017-08-09|

CN102695619A|2012-09-26|

US11130371B2|2021-09-28|

JP2016064831A|2016-04-28|

CN102695619B|2016-03-30|

EP2519412B1|2014-09-17|

US9738119B2|2017-08-22|

US20180009265A1|2018-01-11|

JP2013515646A|2013-05-09|

US20180009266A1|2018-01-11|

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法律状态:
2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

2019-07-16| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|

2020-02-18| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|

2020-06-02| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

2020-07-21| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 23/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

ITRM2009A000688|2009-12-29|

ITRM20090688|2009-12-29|

US31928410P| true| 2010-03-31|2010-03-31|

US61/319284|2010-03-31|

PCT/IB2010/003341|WO2011080566A1|2009-12-29|2010-12-23|Motorcycle tyre and pair of motorcycle tyres|

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