WO2025215519A1 - Pneumatique de motocycle tout terrain - Google Patents

Pneumatique de motocycle tout terrain

Info

Publication number
WO2025215519A1
WO2025215519A1 PCT/IB2025/053678 IB2025053678W WO2025215519A1 WO 2025215519 A1 WO2025215519 A1 WO 2025215519A1 IB 2025053678 W IB2025053678 W IB 2025053678W WO 2025215519 A1 WO2025215519 A1 WO 2025215519A1
Authority
WO
WIPO (PCT)
Prior art keywords
central
blocks
face
tyre
block
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/IB2025/053678
Other languages
English (en)
Inventor
Alessio Casali
Valerio MASSIMIANI
Giuliano Bonaccorsi
Lorenzo Coppo
Mario Mariani
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pirelli and C SpA
Pirelli Tyre SpA
Original Assignee
Pirelli SpA
Pirelli Tyre SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pirelli SpA, Pirelli Tyre SpA filed Critical Pirelli SpA
Publication of WO2025215519A1 publication Critical patent/WO2025215519A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0327—Tread patterns characterised by special properties of the tread pattern
    • B60C11/033—Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/14—Tyres specially adapted for particular applications for off-road use

Definitions

  • the present invention relates to a tyre for off-road motorcycles, or for motorcycles of the "Motocross" type.
  • the tyre of the invention is intended to be mounted on the front wheel of motorcycles of the "Motocross" type, which, as known, are motorcycles intended to be used off-road.
  • These motorcycles may have medium-large piston displacement (such as 450 cc or more) or lower piston displacement (such as 125 cc or 250 cc).
  • Motorcycles of the "Motocross” type also comprise the so-called “Minicross” motorcycles, which typically have piston displacement comprised between 65 cc and 85 cc.
  • Examples of some tyres of the type described above and produced by Pirelli Tyre S.p.a. are: MX Extra X, MX 32 MidHard, XC MidHard, MC MidHard, MX32 MidSoft, XC MidSoft, MC360 MidSoft.
  • the tyre of the present invention is approved for an off-road use, primarily during professional and amateur competitions.
  • Tyres intended for motorcycles of the "Motocross" type are typically used in extreme conditions, with highly differentiated types of terrain other than asphalt: sandy, rocky, compact, etc.
  • highly differentiated types of terrain other than asphalt sandy, rocky, compact, etc.
  • the conditions of use of these tyres become very harsh, and the tyres must guarantee excellent performance in terms of durability, tear resistance, grip, stability and traction on such differentiated terrains, even at high speeds.
  • tyres having a tread pattern defined by a plurality of blocks arranged either on a central annular portion of the tread band and on opposite lateral and/or shoulder annular portions of the tread band are used in this product segment.
  • These blocks are capable of penetrating the terrain (particularly sandy or soft or medium-soft terrain) to ensure traction, particularly during acceleration and braking.
  • any numerical value is deemed to be preceded by the term "about” to also indicate any numerical value that differs slightly from the one described, for example to take into account the dimensional tolerances typical of the field of reference.
  • equatorial plane of the tyre is used to indicate a plane perpendicular to the rotation axis of the tyre and that divides the tyre into two equal parts.
  • motorcycle tyre is used to indicate a tyre having a high curvature ratio, typically greater than 0.20.
  • curvature ratio is used to indicate the ratio between the distance comprised between the radially highest point of the tread band and the maximum width of radial section of the tyre (such distance also being identified as “arrow"), and the same maximum width of the tyre, in a cross section thereof.
  • maximum width of radial section is used to indicate the maximum width of the profile of the tyre, i.e. the length of the segment having as its ends the two axially outermost points of the profile of the tread band.
  • circumferential extension of the tyre, or of the tread band or of portions thereof, is used to indicate the extension in plan of the outer base surface of the tread band or of portions thereof, on a plane tangent to the tyre.
  • the circumferential extension has a length that can be measured at the equatorial plane.
  • tread pattern is used to indicate the representation of all the points of the tread band on a plane perpendicular to the equatorial plane of the tyre and tangent to the maximum diameter of the tyre.
  • the tread pattern is defined by the plurality of blocks, possibly including recesses, and by a plurality of longitudinal and/or transversal cavities, grooves and/or channels that separate the various blocks from each other.
  • block is used to indicate a portion of tread band protruding from the outer base surface of the tread band by a height not shorter than 7 mm.
  • the block is delimited, on at least two of its sides, by respective grooves and, on two of its other sides, either by a respective groove or by a respective connecting element.
  • the block is positioned on the axially outermost portion of the tread band, it is delimited in the axial direction by the axially outermost face of the tread band and, in the axially innermost position, by at least one groove.
  • connecting element is used to indicate a portion of tread band which, projecting from the outer base surface of the tread band, connects two adjacent blocks. This connecting element has a height, from the outer base surface of the tread band, shorter than 50% the height of the blocks, preferably shorter than 40%, more preferably shorter than 30%.
  • groove is used to indicate a furrow formed on the tread band and delimiting a block.
  • the base surface of the groove lies on the outer base surface of the tread band. Therefore, the groove has a height equal to the distance in the radial direction between the outer base surface of the tread band and the top surface of at least one of the adjacent blocks.
  • reces is used to indicate a furrow formed in a block and having a depth lower than the depth of the block.
  • the recess therefore has a depth lower than the height of the grooves.
  • the sizes of angles, and/or linear quantities (distances, widths, lengths, etc.) and/or surfaces are deemed as referred to the tread band or to the tread pattern as defined above.
  • radial and axial and the expressions “radially inner/outer” and “axially inner/outer” are used with reference to a direction substantially parallel to the equatorial plane of the tyre and to a direction substantially perpendicular to the equatorial plane of the tyre, respectively, i.e. to a direction substantially perpendicular to the rotation axis of the tyre and to a direction substantially parallel to the rotation axis of the tyre, respectively.
  • circumferential and circumferentially are used with reference to the direction of circumferential extension of the tyre, i.e. to the rolling direction of the tyre, which corresponds to a direction lying on a plane coinciding with or substantially parallel to the equatorial plane of the tyre.
  • axially inner and axially outer indicate a position respectively closer to, and farther from, the equatorial plane with respect to a reference element.
  • a first face of a block is axially inner with respect to a second face of the block when the axial distance of the first face from the equatorial plane is shorter than that of the second face.
  • a first face of a block is axially outer with respect to a second face of the block when the axial distance of the first face from the equatorial plane is greater than that of the second face.
  • width is used to indicate a dimension measured along a direction perpendicular to the equatorial plane, i.e. along an axial direction.
  • circumferential length is used to indicate a dimension measured along a direction lying on, or parallel to, the equatorial plane, i.e. along a circumferential direction.
  • minimum mutual distance between two blocks is used to indicate the distance measured along a predetermined direction at the points of a block that are closer to the adjacent bock nearest to those points. Therefore, the minimum mutual distance between two blocks is measured at the points on the blocks where the blocks have the maximum axial width.
  • a block is considered “misaligned" in the axial direction, or “circumferentially offset", from another block when the centres of gravity of the two blocks do not lie on the same plane perpendicular to the equatorial plane of the tyre. Consequently, a block is considered “aligned” to another block in the axial direction when the centres of gravity of the two blocks lie on the same plane perpendicular to the equatorial plane of the tyre and are placed at a mutual distance in the axial direction shorter than 90% of a maximum circumferential length of the block.
  • a block is considered "aligned" to another block in the circumferential direction when the centres of gravity of the two blocks lie on a single plane parallel to the equatorial plane of the tyre or on two planes parallel to the equatorial plane of the tyre and placed at a mutual distance in the axial direction shorter than 10% of the maximum chord of the tread band.
  • the blocks that are aligned in the circumferential direction form a "circumferential row" of blocks.
  • a face of a block is "flat” if all its points lie on the same plane, while it is “concave” towards the inside of the block if the segment joining two opposite edges of the block is not entirely contained within the block.
  • the concavity can be defined by a single curved surface or by at least two rectilinear surfaces inclined with respect to each other.
  • substantially parallel indicates not only a condition of perfect parallelism, but also a condition diverging from the perfect parallelism by an angle not greater than 10°.
  • void to solid ratio is used to indicate the ratio between the overall surface of the grooves of a given annular portion of the tread band or tread pattern of the tyre (possibly of the entire tread band or tread pattern) and the surface of the given portion of tread band or tread pattern (possibly of the entire tread band or tread pattern). This ratio coincides with the complement to 1 of the ratio between the sum of the top surfaces of the blocks of a given portion of the tread band (possibly of the entire tread band) and the total area of said given portion of the tread band (possibly of the entire tread band).
  • footprint area of the tyre is used to indicate the portion of the tyre in contact with the ground when the tyre is mounted on a wheel rim and a predetermined vertical load is exerted on the tyre.
  • a flat face, or a portion or part or wall thereof, of a block may also be slightly curved, such curve being interpolate by a plane tangent to the curve at any point or by a plane on which the ends of that curve lie.
  • module when referred to a tread band, and in particular to the tread pattern, is used to indicate a portion of tread pattern repeated identically in succession along the entire circumferential extension of the tread band.
  • the modules whilst keeping the same pattern configuration, can nevertheless have different circumferential lengths.
  • the Applicant proposed some tyres for motorcycles of the "Motocross” type suitable for off-road use on hard terrain, other tyres for motorcycles of the "Motocross” type suitable for off-road use on medium-hard terrain, further tyres for motorcycles of the "Motocross” type suitable for off-road use on medium-soft terrain, other tyres for motorcycles of the "Motocross” type suitable for off-road use on soft terrain.
  • the Applicant has recently focused its attention on front tyres for motorcycles of the "Motocross" type designed for off-road use on medium-soft terrain.
  • tyres are required, among other things, to have high driving stability and high lateral grip when the tyre is relatively unloaded (i.e. during acceleration, when most of the load is on the rear tyre). These are in fact performance characteristics that, if not specifically and properly considered, are likely to be heavily penalised by the reduced consistency and compactness of the terrain on which the tyre is intended to be used.
  • each of the blocks provided in the tread band especially those arranged at or near the equatorial plane, should be capable of penetrating the terrain as much as possible.
  • each block finds sufficient terrain at its side to define an effective restraint and force exchange interface, to the benefit of the stability and repeatability of the relative positioning between tyre and terrain and, consequently, of the driving stability and lateral grip of the tyre during acceleration.
  • the Applicant has understood that in order to achieve the desired high penetrability of the blocks in the terrain it is advisable that each of them, from the time when it enters the footprint area during tyre rolling and until it leaves the footprint area, is able to move the necessary amount of terrain in the axial direction to allow a complete penetration of the block, without such terrain movement being hindered by axially adjacent blocks.
  • the Applicant has thought to provide the tread band with an annular portion arranged astride of the equatorial plane and without blocks, and with two circumferential rows of blocks (hereinafter referred to as "first central blocks” and “second central blocks") arranged on opposite sides with respect to the aforementioned annular portion, arranging the two circumferential rows of blocks at a mutual distance from each other such that each block of each of said circumferential rows of blocks is sufficiently far in the axial direction from a respective adjacent block of the other circumferential row of blocks.
  • the unexpected improvement in terms of braking on medium-soft terrain, but also on harder terrain is due to the fact that during off-road braking, each block in the ground contacting area is subjected to a series of slippages alternated with moments in which the block grips the terrain. These intermittent slippages make it possible that no portions of the block are more stressed than others. In other words, during off-road braking, each block in the footprint area deforms sufficiently evenly, to the benefit of the braking efficiency and grip.
  • the present invention relates to an off-road motorcycle tyre comprising a tread band having a predetermined maximum chord.
  • the tread band comprises a central annular portion extending astride of an equatorial plane of the tyre.
  • the tread band comprises two lateral annular portions arranged on opposite sides with respect to the central annular portion.
  • the central annular portion comprises a plurality of circumferentially consecutive first central blocks arranged next to the equatorial plane.
  • the central annular portion comprises a plurality of circumferentially consecutive second central blocks arranged next to the equatorial plane on the opposite side with respect to the plurality of first central blocks.
  • each second central block is axially adjacent to a respective first central block.
  • the central annular portion comprises an intermediate annular portion arranged astride of the equatorial plane and extending between said plurality of first central blocks and said plurality of second central blocks.
  • said intermediate annular portion is without any blocks.
  • each first central block and the respective second central block are arranged at a respective minimum mutual distance in the axial direction such that the ratio between said minimum mutual distance and said predetermined maximum chord is greater than, or equal to, 0.15.
  • a tread pattern made according to what described above allows tyres for motorcycles of the "Motocross" type designed to perform on medium-soft terrain to achieve excellent performance not only in terms of driving stability and lateral grip, but also in terms of braking, even on harder terrain, without at the same time affecting the other performance characteristics typically required to this type of tyre.
  • the present invention can have at least one of the preferred characteristics described hereinafter.
  • the ratio between said minimum mutual distance and said predetermined maximum chord is less than 0.3.
  • the ratio between said minimum mutual distance and said predetermined maximum chord is comprised between 0.15 and 0.3.
  • said minimum mutual distance is greater than 12 mm.
  • said minimum mutual distance is shorter than 30 mm.
  • said minimum mutual distance is comprised between 12 mm and 30 mm.
  • said predetermined maximum chord is greater than 77 mm.
  • said predetermined maximum chord is less than 113 mm.
  • said predetermined maximum chord is comprised between 77 mm and 113 mm.
  • the tread band has a predetermined circumferential extension and said first central blocks and said second central blocks are arranged at the aforementioned minimum mutual distance along the entire circumferential extension of the tread band.
  • said first central blocks and said second central blocks are arranged at the aforementioned minimum mutual distance only at a part of the circumferential extension of the tread band, and in particular at a circumferential section of said central annular portion having a length of not less than 75% of said predetermined circumferential extension.
  • said intermediate annular portion is without any blocks along the entire circumferential extension of the tread band.
  • said intermediate annular portion is without any blocks only at a part of the circumferential extension of the tread band, and in particular at the aforementioned circumferential section of said central annular portion.
  • At least some of said first central blocks are connected to the respective second central blocks by respective connecting elements arranged astride of the equatorial plane.
  • each first block has a predetermined maximum circumferential length and a predetermined maximum axial width.
  • the ratio between said predetermined maximum circumferential length and said predetermined maximum axial width is greater than 1.2.
  • the ratio between said predetermined maximum circumferential length and said predetermined maximum axial width is less than 1.5.
  • the ratio between said predetermined maximum circumferential length and said predetermined maximum axial width is comprised between 1.2 and 1.5.
  • the Applicant believes that the provision of blocks with a maximum axial width less than the maximum circumferential length facilitates penetration of the blocks into the terrain, while at the same time offering an effective counteraction to the strains to which the blocks are subjected during braking.
  • said predetermined maximum circumferential length is greater than 13 mm.
  • said predetermined maximum circumferential length is shorter than 15 mm.
  • said predetermined maximum circumferential length is between 13 mm and 15 mm.
  • said predetermined maximum axial width is less than 10 mm.
  • said predetermined maximum axial width is greater than 5 mm.
  • said predetermined maximum axial width is comprised between 5 mm and 10 mm.
  • said first central blocks are aligned with each other in the circumferential direction.
  • said second central blocks are aligned with each other in the circumferential direction.
  • each of said first central blocks and/or second central blocks is delimited by an axially inner face and an axially outer face opposite to the axially inner face.
  • the axially inner and axially outer faces therefore delimit a block on opposite sides along an axial direction.
  • each of said first central blocks and/or second central blocks is delimited by a first transversal face and a second transversal face opposite to the first transversal face.
  • the first transversal face and the second transversal face therefore, delimit a block on opposite sides along the circumferential direction.
  • At least one of the axially inner face, the axially outer face, the first transversal face and the second transversal face is flat.
  • At least one of the axially inner face, the axially outer face, the first transversal face and the second transversal face is concave towards the inside of the respective block.
  • the axially inner face of the first blocks and/or second blocks is substantially parallel to the equatorial plane.
  • the axially inner face of the first central blocks and/or second central blocks comprises a first wall extending between an axially inner edge of said first transversal face and a central portion of said axially inner face.
  • said first wall is inclined with respect to a respective first reference plane perpendicular to the equatorial plane by a first angle.
  • the axially inner face of the first central blocks and/or second central blocks comprises a second wall extending between an axially inner edge of said second transversal face and said central portion of said axially inner face.
  • said second wall is inclined with respect to said respective first reference plane on the opposite side with respect to said first wall by a second angle.
  • said first wall and second wall join to each other at a first joining line defined in said central portion of said axially inner face.
  • said first joining line has a distance in the axial direction from the equatorial plane greater than the distance in the axial direction from the equatorial plane of said axially inner edge of said first transversal face.
  • said first joining line has a distance in the axial direction from the equatorial plane greater than the distance in the axial direction from the equatorial plane of said axially inner edge of said second transversal face.
  • first wall and second wall define in the axially inner face of the first central blocks and/or second central blocks a concavity towards the inside of the block.
  • said first joining line is arranged at a distance in the axial direction from the equatorial plane such that the ratio between said distance and said maximum chord is greater than 0.13.
  • said first joining line is arranged at a distance in the axial direction from the equatorial plane such that the ratio between said distance and said maximum chord is shorter than 0.26.
  • said first joining line is arranged at a distance in the axial direction from the equatorial plane such that the ratio between said distance and said maximum chord is comprised between 0.13 and 0.26.
  • said first joining line is arranged at a distance in the axial direction from the equatorial plane greater than 7 mm.
  • said first joining line is arranged at a distance in the axial direction from the equatorial plane shorter than 16 mm.
  • said first joining line is arranged at a distance in the axial direction from the equatorial plane comprised between 7 mm and 16 mm.
  • the distance in the axial direction between said first joining line and said axially inner edge of said first transversal face is equal to the distance in the axial direction between said first joining line and said axially inner edge of said second transversal face.
  • said first angle is greater than 45°, more preferably greater than 55°, even more preferably greater than 65°, even more preferably greater than 75°.
  • said first angle is less than 89°, more preferably less than 88°, even more preferably less than 87°, even more preferably greater than 86°.
  • said first angle is comprised between 45° and 89°, preferably between 55° and 88°, more preferably between 65° and 87°, even more preferably between 75° and 86°, e.g. equal to 82°.
  • said second angle is greater than 45°, more preferably greater than 55°, even more preferably greater than 65°, even more preferably greater than 75°.
  • said second angle is less than 89°, more preferably less than 88°, even more preferably less than 87°, even more preferably less than 86°.
  • said second angle is comprised between 45° and 89°, preferably between 55° and 88°, more preferably between 65° and 87°, even more preferably between 75° and 86°, e.g. equal to 82°.
  • said first angle is equal to said second angle.
  • this first transversal face is substantially perpendicular to the equatorial plane.
  • said first transversal face comprises a third wall extending between said axially inner edge of said first transversal face and a central portion of said first transversal face.
  • said third wall is inclined with respect to a respective second reference plane parallel to said equatorial plane by a third angle.
  • said first transversal face comprises a fourth wall extending between an axially outer edge of said first transversal face and said central portion of said first transversal face.
  • said fourth wall is inclined with respect to said respective second reference plane on the opposite side with respect to said third wall by a fourth angle.
  • said third wall and fourth wall join to each other at a second joining line defined in said central portion of said first transversal face.
  • said second joining line has a distance in the circumferential direction from the circumferentially closest first central block or second central block greater than that of the axially inner edge of said first transversal face.
  • said second joining line has a distance in the circumferential direction from the circumferentially closest first central block or second central block greater than that of the axially outer edge of said first transversal face.
  • the aforementioned third wall and fourth wall define in the first transversal face of the first central blocks and/or second central blocks a concavity towards the inside of the block.
  • said second joining line is arranged at a distance in the circumferential direction from the circumferentially closest first central block or second central block such that the ratio between said distance and said predetermined circumferential extension is greater than 1.30.
  • said second joining line is arranged at a distance in the circumferential direction from the circumferentially closest first central block or second central block such that the ratio between said distance and said circumferential extension is less than 1.65.
  • said second joining line is arranged at a distance in the circumferential direction from the circumferentially closest first central block or second central block such that the ratio between said distance and said predetermined circumferential extension is comprised between 1.30 and 1.65.
  • said second joining line is arranged at a distance in the circumferential direction from the circumferentially closest first central block or second central block greater than 30 mm.
  • said second joining line is arranged at a distance in the circumferential direction from the circumferentially closest first central block or second central block shorter than 36 mm.
  • said second joining line is arranged at a distance in the circumferential direction from the circumferentially closest first central block or second central block comprised between 30 mm and 36 mm, preferably between 32 mm and 35 mm.
  • the distance in the circumferential direction between said second joining line and said axially inner edge of said first transversal face is equal to the distance in the circumferential direction between said second joining line and said axially outer edge of said first transversal face.
  • said third angle is greater than 45°, more preferably greater than 55°, even more preferably greater than 65°, even more preferably greater than 75°.
  • said third angle is less than 89°, more preferably less than 88°.
  • said third angle is comprised between 45° and 89°, preferably between 55° and 88°, more preferably between 65° and 88°, even more preferably between 75° and 88°, e.g. equal to 87°.
  • said fourth angle is greater than 45°, more preferably greater than 55°, even more preferably greater than 65°, even more preferably greater than 75°.
  • said fourth angle is less than 89°, more preferably less than 88°.
  • said fourth angle is comprised between 45° and 89°, preferably between 55° and 88°, more preferably between 65° and 88°, even more preferably between 75° and 88°, e.g. equal to 79°.
  • said third angle is equal to said fourth angle.
  • said axially outer face has a circumferential length shorter than that of said axially inner face.
  • said second transversal face has a length in the axial direction shorter than that of said first transversal face.
  • each of said first central blocks comprises a connecting wall connecting said axially outer face to said second transversal face.
  • each of said second central blocks comprises a connecting wall connecting said axially outer face to said second transversal face.
  • said connecting wall is inclined with respect to said axially outer face by an angle greater than 10°, more preferably greater than 20°, even more preferably greater than 30°.
  • said connecting wall is inclined with respect to said axially outer face by an angle of less than 80°, more preferably less than 70°, even more preferably less than 60°.
  • the connecting wall is inclined with respect to the axially outer face by an angle comprised between 10° and 80°, preferably between 20° and 70°, more preferably between 30° and 60°.
  • each central block When it enters the footprint area and makes it possible to maintain a certain distance between each central block and a respective block among those that will be referred to below as "lateral blocks" even if the central blocks are sufficiently far from the equatorial plane. This makes it easier for the central blocks to penetrate into the terrain.
  • the circumferential length of said axially outer face is equal to half the circumferential length of said axially inner face.
  • the length of said second transversal face is equal to half the length of said first transversal face.
  • each lateral annular portion of said two lateral annular portions comprises a plurality of respective circumferentially consecutive lateral blocks.
  • said lateral blocks are misaligned in the axial direction with respect to said first central blocks.
  • said lateral blocks are misaligned in the axial direction with respect to said second central blocks.
  • This misalignment allows, during rolling, the central blocks entering the footprint area to be able to move the necessary amount of terrain in the axially outer direction to allow complete penetration of these blocks even at their axially outer sidewalls, without such terrain movement being hindered by the lateral blocks.
  • a desired distribution of the blocks in the footprint area is also achieved, ensuring as much as possible a continuous and uniform grip with the terrain in the various driving conditions of the tyre as well as an effective transfer of the lateral and longitudinal stresses between the terrain and the footprint area. All this to the benefit of off-road performance.
  • each of said lateral blocks has an axially inner face which is concave towards the inside of the block.
  • each of said lateral blocks is arranged at an oblique distance from the closest first central block or second central block such that the ratio between said oblique distance and said maximum chord is less than 0.23.
  • each of said lateral blocks is arranged at an oblique distance from the closest first central block or second central block such that the ratio between said oblique distance and said maximum chord is greater than 0.15.
  • each of said lateral blocks is arranged at an oblique distance from the closest first central block or second central block such that the ratio between said oblique distance and said maximum chord is comprised between 0.15 and 0.23.
  • said oblique distance is greater than 15 mm.
  • said oblique distance is shorter than 23 mm.
  • said oblique distance is comprised between 15 mm and 23 mm.
  • said oblique distance is calculated between said connecting wall and the adjacent edge of the lateral block closest to said connecting wall.
  • said tread band comprises two shoulder annular portions arranged on opposite sides with respect to the central annular portion in an axially outer position with respect the two lateral annular portions.
  • each shoulder annular portion comprises a plurality of circumferentially consecutive shoulder blocks.
  • said shoulder blocks are aligned in the axial direction to said first central blocks.
  • each of said shoulder blocks is aligned in the axial direction to said second central blocks.
  • each of said shoulder blocks has an axially inner face which is concave towards the inside of the block. This concavity contributes to compacting the terrain between a shoulder block and the closest central block, to the benefit of off-road performance.
  • each of said shoulder blocks is arranged at a distance in the axial direction from the closest first central block or second central block such that the ratio between said distance and said maximum chord is less than 0.33.
  • each shoulder block is arranged at a distance in the axial direction from the closest first central block or second central block such that the ratio between that distance and that maximum chord is greater than 0.25.
  • each shoulder block is arranged at a distance in the axial direction from the closest first central block or second central block such that the ratio between said distance and said maximum chord is comprised between 0.25 and 0.33.
  • said distance is greater than 25 mm.
  • said distance is comprised between 25 mm and 31 mm.
  • said tread band has a void to solid ratio of less than 0.90.
  • the said tread band has a void to solid ratio comprised between 0.85 and 0.90.
  • the Applicant found that the aforementioned void to solid ratio values allow to maximise the tyre off-road performance in medium-soft terrain.
  • a pair of blocks formed of a first central block and a second central block possibly plus a lateral block adjacent to the first central block and a lateral block adjacent to the second central block, possibly plus a shoulder block adjacent to the first central block and a shoulder block adjacent to the second central block, belong to, and define, a module that is repeated along the entire circumferential extension of the tread band.
  • said tyre is a front tyre.
  • FIG. 1 is a schematic view of a radial section of a motorcycle tyre according to the present invention
  • FIG. 2 is a schematic perspective view of a first preferred embodiment of a front tyre according to the present invention
  • FIG. 3 is a schematic front view of a portion of the tyre of Figure 2;
  • FIG. 6 schematically shows an enlargement of a block shown in the previous figures and of its relative position with respect to a similar circumferentially adjacent block;
  • FIG. 7 is a schematic front view of a portion of the tread band of a second preferred embodiment of a front tyre according to the present invention.
  • a tyre for motorcycles having a high weight and medium-large piston displacement so-called “off-road” or of the "Motocross” type, according to a preferred embodiment of the present invention, is indicated with 1.
  • Tyre 1 is a front tyre, i.e. it is intended to be mounted on the front wheel of the aforementioned motorcycles.
  • An equatorial plane X-X and a rotation axis R are defined in the tyre 1 ( Figure 2).
  • a circumferential direction arranged according to the direction of rotation W of the tyre 1 and therefore parallel to the equatorial plane X-X and an axial direction perpendicular to the equatorial plane X-X and/or parallel to the rotation axis R are also defined.
  • the tyre 1 comprises a carcass structure 2 formed by at least two carcass plies 3 radially overlapping each other and each consisting of a sheet of elastomeric material incorporating a plurality of reinforcing cords made of fibrous textile material, not shown.
  • the reinforcing cords are essentially parallel to each other in each carcass ply 3 and are oriented according to directions inclined with respect to the equatorial plane X-X of the tyre 1 in each carcass ply 3 and according to opposite directions with respect to the cords of the radially adjacent carcass ply 3 (carcass with crossed plies).
  • the carcass structure 2 is typically coated, on the inner walls thereof, by a sealing layer 100, or so-called “liner”, essentially consisting of an airtight layer of elastomeric material, adapted to ensure the hermetic seal of the tyre itself 1 once inflated.
  • a sealing layer 100 or so-called “liner”, essentially consisting of an airtight layer of elastomeric material, adapted to ensure the hermetic seal of the tyre itself 1 once inflated.
  • Each carcass ply 3 is shaped according to a substantially toroidal configuration.
  • At least some of the carcass plies 3 have their axially opposite lateral edges 3a turned-up to respective annular reinforcing structures 4 intended to hold the tyre I on a corresponding mounting rim (not shown).
  • the annular reinforcing structures 4 are typically called "bead cores”.
  • the carcass plies 3 In order to increase the structural homogeneity of the tyre 1, the carcass plies 3 have an axial extension different from each other.
  • a tapered elastomeric filler 5 is applied on the outer perimetral edge of the bead cores 4.
  • the elastomeric filler 5 occupies the space defined between the respective carcass ply 3 and the corresponding turned-up lateral edge 3a of the carcass ply 3.
  • each carcass ply 3 is made by arranging side by side a plurality of strips of elastomeric material reinforced by the aforementioned cords.
  • a belt structure 6 is applied on the carcass structure 2, in a radially outer position thereof.
  • the belt structure 6 comprises at least one belt layer 6a typically formed from rubber-coated textile or metallic reinforcing cords.
  • the belt structure 6 is of the zero degrees type, i.e. the belt layer 6a is made through reinforcing cords arranged substantially parallel and side-by-side to form a plurality of turns.
  • Such turns are substantially oriented according to the circumferential direction (typically with an angle comprised between 0° and 5°), such a direction usually being called “zero degrees” with reference to how it lies with respect to the circumferential direction of the tyre 1.
  • the typically called "zero degrees" belt layer 6a can comprise windings arranged axially side-by-side of a single reinforcing cord or of a rubber-coated textile band which comprises reinforcing cords arranged axially side-by-side.
  • the reinforcing cords of the zero degrees belt layer 6a are typically metal cords. They are made of steel wires having high carbon content, i.e. steel wires with a carbon content of at least 0.6 - 0.7%. Preferably such metal reinforcing cords are high elongation (HE) cords.
  • HE high elongation
  • an adhesion layer 7 made of elastomeric material is provided between the aforementioned two structures.
  • Such an adhesion layer preferably extends over a surface substantially corresponding to the extension surface of the belt structure 6.
  • the adhesion layer 6 extends over a surface larger than the extension surface of the belt structure 6.
  • the adhesion layer 6 comprises short aramid fibres, e.g. Kevlar®, dispersed in said elastomeric material.
  • a tread band 8 is provided in a radially outer position with respect to the belt structure 6.
  • the tread band 8 is made of an elastomeric material and, following a moulding operation carried out in conjunction with a vulcanisation step of the tyre 1, a plurality of blocks are typically obtained on the tread band 8, the blocks being separated from each other by longitudinal and/or transversal cavities or grooves to define a desired tread pattern.
  • the composition of the tread band 8 is such that the tread band 8 has only one compound on its radially outer surface.
  • the tread band 8 is made in a cap-and-base mode and comprises a radially outer portion overlapped to an elastomeric substrate (not shown in Figure 1).
  • the substrate is overlapped on the belt structure 6 and preferably extends over a surface substantially corresponding to the extension area of the radially outer portion of the tread band 8.
  • said substrate extends only over a portion of the radially outer extension of the tread band 8, for example over opposite lateral portions of the tread band 8.
  • the tyre 1 further comprises a pair of sidewalls 10 applied laterally on opposite sides with respect to said carcass structure 2.
  • the tyre 1 has a section height "H” measured, on the equatorial plane "X-X”, between the top of the tread band 8 and the fitting diameter, identified by a reference line “r" passing through the beads 9 of the tyre 1.
  • the tyre 1 also has a maximum chord "C”, defined by the distance between the laterally opposite ends "E” of the tread band 8, and an arrow “f”, defined by the distance of the top of the tread band 8 from a line passing through said laterally opposite ends "E", measured on the equatorial plane "X-X" of the tyre 1.
  • the laterally opposite ends "E” of the tread band 8 can be formed with a joining line.
  • the tyre 1 has a "curvature ratio" f/C, defined by the ratio between the arrow "f" and the aforementioned maximum chord "C", less than or equal to approximately 0.33, relatively high sidewalls and not particularly high curvature.
  • the tyre 1 has a maximum chord C comprised between 77 mm and 113 mm and is intended to be mounted on wheel rims having fitting diameters comprised between 14 inches and 22 inches.
  • the sidewall height ratio (H-f)/H is equal to at least about 0.3.
  • the tyre 1 has a fitting diameter comprised between 14 inches and 22 inches.
  • the tyre 1 is of the tread block type, i.e. the tread band 8 comprises a base surface 8a ( Figures 1-3) from which a plurality of blocks, defined by a plurality of grooves, protrude.
  • the blocks and grooves define a tread pattern having a void to solid ratio comprised between 0.85 and 0.90, e.g. equal to 0.87.
  • the tread band 8 is symmetrical with respect to the equatorial plane X-X.
  • Figure 3 shows a portion of the tread band 8 of the tyre 1 of Figure 2 in a frontal view thereof, while Figures 4 and 5 show an enlargement of the portion of Figure 3.
  • Figure 4 shows a module T of pitch P that repeats circumferentially along the entire circumferential extension of the tyre 1.
  • Figure 5 are schematic drawings that do not necessarily reflect the exact distances between the various blocks and the mutual arrangement of the blocks.
  • the tread band 8 comprises a central annular portion M extending astride of the equatorial plane X-X, two lateral annular portions L arranged on opposite sides with respect to the central annular portion M and two shoulder annular portions S arranged on opposite sides with respect to the central annular portion M in an axially outer position with respect to the two lateral annular portions L.
  • Each second central block 55 is axially adjacent to a respective first central block 15. In particular, each second central block 55 is aligned in the axial direction to a respective first central block 15.
  • each first central block 15 is connected to a respective second central block 55 by a respective connecting element arranged astride of the equatorial plane X-X.
  • the lateral blocks 20, 60 are misaligned in the axial direction with respect to the first central blocks 15 and the second central blocks 55.
  • the shoulder blocks 30, 70 are misaligned in the axial direction with respect to the lateral blocks 20, 60 and aligned in the axial direction to the first central blocks 15 and second central blocks 55.
  • a first central block 15 in a module T of pitch P there is a first central block 15, the second central block 55 axially aligned to it, a lateral block 20 adjacent to the aforementioned first central block 15, the lateral block 60 axially aligned to said lateral block 20, a shoulder block 30 adjacent to said lateral block 20, the shoulder block 70 adjacent to said lateral block 60 and axially aligned to the aforementioned shoulder block 30.
  • the tyre 1 is defined by a plurality of modules T as described above, which are repeated as such along the entire circumferential extension of the tread band 8.
  • modules T are repeated as such only over a circumferential section of the tyre 1 of not less than 75% of the circumferential extension of the tread band 8.
  • each first central block 15 and the second central block 55 adjacent thereto are placed at a minimum mutual distance D comprised between 12 mm and 30 mm.
  • This minimum mutual distance D is chosen in such a way that the ratio between the minimum mutual distance D and the maximum chord C of the tread band 8 is comprised between 0.15 and 0.3.
  • Each first central block 15 and second central block 55 has a predetermined maximum circumferential length Lc and a predetermined maximum axial width La.
  • the maximum circumferential length Lc is comprised between 13 mm and 15 mm, e.g. equal to 14 mm.
  • the maximum axial width La is comprised between 5 mm and 10 mm, e.g. 9 mm.
  • the ratio between the maximum circumferential length Lc and the maximum axial width La is comprised between 1.2 and 1.5, e.g. equal to 1.3.
  • each of the first central blocks 15 and of the second central blocks 55 is delimited by an axially inner face 15a, an axially outer face 15b opposite to the axially inner face 15a, a first transversal face 15c and a second transversal face 15d opposite to the first transversal face 15c.
  • the axially outer face 15b has a circumferential length lc shorter than the length of the axially inner face 15a, preferably equal to half the length of the axially inner face 15a, the latter being substantially equal to the maximum circumferential length Lc.
  • the second transversal face 15d has a length in the axial direction la shorter than the length of the first transversal face 15c, preferably half the length of the first transversal face 15c, the latter being substantially equal to the maximum axial width La.
  • a connecting wall 190 connects the axially outer face 15b to the second transversal face 15d.
  • This connecting wall 190 is inclined with respect to the equatorial plane X-X by an angle comprised between 10° and 80°, preferably between 20° and 70°, more preferably between 30° and 60°, e.g. equal to 36°.
  • the axially outer face 15b is flat and parallel to the equatorial plane X-X.
  • the second transversal face 15d is flat and perpendicular to the equatorial plane X-X.
  • the axially inner face 15a and the first transversal face 15c are concave, with concavity facing toward the inside of the block.
  • the axially inner face 15a comprises a first wall 150a, extending between an axially inner edge 150 of the first transversal face 15c and a central portion 155 of the axially inner face 15a, and a second wall 160a, extending between an axially inner edge 160 of the second transversal face 15d and the aforementioned central portion 155 of the axially inner face 15a.
  • the axially inner edge 150 of the first transversal face 15c and the axially inner edge 160 of the second transversal face 15d have the same distance De in the axial direction from the equatorial plane X-X.
  • the first wall 150a and the second wall 160a are inclined on opposite sides with respect to the equatorial plane X-X by a first angle al and a second angle a2, respectively, such angles being preferably equal to each other and comprised between 45° and 89°, preferably between 55° and 88°, more preferably between 65° and 87°, even more preferably between 75° and 86°, e.g. equal to 82°.
  • the first wall 150a and the second wall 160a join to each other at a first joining line VI defined in the central portion 155 of the axially inner face 15a and having a distance Dvl in the axial direction from the equatorial plane X-X greater than the distance De.
  • the first joining line VI is far away in the axial direction from the axially inner edge 150 of the first transversal face 150a as it is far away in the axial direction from the axially inner edge 160 of the second transversal face 160a.
  • the distance Dvl is preferably comprised between 6 mm and 16 mm and is such that the ratio between the distance Dvl and the maximum chord C is preferably comprised between 0.13 and 0.26.
  • the first transversal face 15c comprises a third wall 170a extending between an axially inner edge 150 of the first transversal face 15c and a central portion 175 of the first transversal face 15c and a fourth wall 180a extending between an axially outer edge 180 of the first transversal face 15c and the aforementioned central portion 175 of the first transversal face 15c.
  • the axially inner edge 150 and the axially outer edge 180 of the first transversal face 15c have the same distance dx in the circumferential direction from the circumferentially closest central block 15 (or 55).
  • the third wall 170a and the fourth wall 180a are inclined on opposite sides with respect to a reference plane P2 parallel to the equatorial plane X-X by a third angle 01 and a fourth angle 02, respectively, such angles being preferably equal to each other and comprised between 45° and 89°, preferably between 55° and 88°, more preferably between 65° and 88°, even more preferably between 75° and 88°, e.g. equal to 79°.
  • the third wall 170a and the fourth wall 180a join to each other at a second joining line V2 defined in the central portion 175 of the first transversal face 15c and having a distance dv2 in the circumferential direction from the circumferentially closest central block 15 (or 55) greater than the distance dx.
  • the second joining line V2 is far away in the circumferential direction from the axially inner edge 150 of the first transversal face 150a as it is far away in the circumferential direction from the axially outer edge 180 of the first transversal face 150a.
  • the distance dv2 is preferably comprised between 30 mm and 36 mm, e.g. 34 mm, and is such that the ratio between the distance dv2 and the circumferential extension of the tread band 8 is preferably comprised between 1.3 and 1.65, e.g. equal to 1.5.
  • the minimum mutual distance D is measured in the axial direction between the axially inner edge 150 of a first central block 15 and the axially inner edge of the second central block 55 axially aligned thereto, or between the axially inner edge 160 of a first central block 15 and the axially inner edge of the second central block 55 axially aligned thereto;
  • the maximum circumferential length Lc is measured in the circumferential direction between the second transversal face 15d of a central block 15, 55 and the axially inner edge 150 of the first transversal face 15c or the axially outer edge 180 of the first transversal face 15c of the same central block 15, 55;
  • the maximum axial width La is measured in the axial direction between the axially inner edge 150 of the first transversal face 15c or the axially inner edge 160 of the second transversal face 15d of a central block 15, 55 and the axially outer face 15b of the same central block 15, 55;
  • the circumferential length lc is measured in the circumferential direction between the axially outer edge 180 of the first transversal face 15c of a central block 15, 55 and the point where the axially outer face 15b joins the connecting wall 190 of the same central block 15, 55;
  • the length la is measured in the axial direction between the axially inner edge 160 of the second transversal face 15d of a central block 15, 55 and the point where the second transversal face 15d joins the connecting wall 190 of the same central block 15, 55.
  • Each of the lateral blocks 20, 60 is arranged at an oblique distance do from the closest central block 15 (or 55) comprised between 15 mm and 23 mm, e.g. equal to 20 mm, and such that the ratio between the oblique distance do and the maximum chord C is comprised between 0.15 and 0.23, e.g. equal to 0.20.
  • the oblique distance do is measured in the oblique direction between the connecting wall 190 of a central block 15, 55 and the adjacent edge of the lateral block 20, 60 closest to it.
  • each lateral block 20, 60 has an axially inner face 20a, 60a which is concave towards the inside of the block.
  • each lateral block 20, 60 has, at its axially inner face 20a, 60a, opposite edges having a distance in the axial direction from the equatorial plane X-X shorter than the distance of a central portion of that face interposed between said edges.
  • each shoulder block 30, 70 has an axially inner face 30a, 70a which is concave towards the inside of the block.
  • each shoulder block 30, 70 has, at its axially inner face 30a, 70a, opposite edges having a distance in the axial direction from the equatorial plane X-X shorter than the distance of a central portion of that face interposed between said edges.
  • Each of the shoulder blocks 30 is arranged at a distance ds in the axial direction from the first central block 15 axially aligned thereto such that the ratio between the distance ds between the aforementioned shoulder block 30 and the aforementioned first central block 15 and the maximum chord C is comprised between 0.25 and 0.33.
  • the distance ds is comprised between 25 mm and 31 mm, e.g. equal to 28 mm.
  • the distance ds is measured in the axial direction between any one of the opposite edges of the axially inner face 30a of a shoulder block 30, 70 and the axially outer face 15b of the central block 15, 55 aligned thereto.
  • Figure 7 shows a portion of the tread band of an embodiment of the tyre of the present invention alternative to the one described above. Only those parts where the tread band 8 differs from that of the tyre 1 described with reference to Figures 2-6 are depicted by a continuous line. Everything else is identical to the above and is depicted by hatching.
  • the tread band of the tyre of Figure 7 differs from that of the tyre 1 of Figure 2 only in that the first central blocks 15 and the second central blocks 55 have respective axially inner faces 15a that are flat and parallel to the equatorial plane X-X and respective first transversal faces 15c that are flat and perpendicular to the equatorial plane X-X.
  • the Applicant has made a sample of a front tyre 1 in accordance with an embodiment of the present invention and in particular having the tread pattern shown in Figure 2. Such a tyre is indicated hereinafter with INV.
  • the tyre INV had structure and dimensions identical to those of a front tyre of the Applicant for motorcycles intended for off-road use and currently sold on the market. Such a tyre is indicated hereinafter with Ref.
  • the tests were carried out by mounting both the tyres (inflated with the same inflation pressure) on the front wheel of a Nissan CRF 450 motorcycle, with an identical tyre mounted on the rear wheel and in substantially identical environmental conditions.
  • the front tyres INV and Ref had the following size: 80/100-21.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

Un pneumatique de motocycle tout terrain comprend une bande de roulement présentant une corde maximale (C). La bande de roulement comprend une partie annulaire centrale (M) s'étendant à cheval sur un plan équatorial (X-X) du pneumatique (1) et comprenant une pluralité de premiers blocs centraux (15) circonférentiellement consécutifs agencés à côté du plan équatorial (X-X) et une pluralité de seconds blocs centraux (50) circonférentiellement consécutifs agencés à côté du plan équatorial (X-X) du côté opposé par rapport aux premiers blocs centraux (15), chaque second bloc central (50) étant axialement adjacent à un premier bloc central (15) respectif. Une partie annulaire intermédiaire (5) sans blocs est disposée à cheval sur le plan équatorial (X-X) et s'étend entre les premiers blocs centraux (15) et les seconds blocs centraux (50). Chaque premier bloc central (15) et le second bloc central respectif (50) sont agencés à une distance réciproque minimale respective dans le sens axial de sorte que le rapport entre ladite distance réciproque minimale et ladite corde maximale prédéterminée (C) est supérieur ou égal à 0,15.
PCT/IB2025/053678 2024-04-09 2025-04-08 Pneumatique de motocycle tout terrain Pending WO2025215519A1 (fr)

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IT102024000007822 2024-04-09

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Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03239605A (ja) * 1990-02-16 1991-10-25 Bridgestone Corp 良路及び不整地を兼用走行する２輪車用タイヤ
EP0897814A2 (fr) * 1997-08-19 1999-02-24 Sumitomo Rubber Industries Limited Système de roulage à plat pour motos
JP2002036823A (ja) * 2000-07-21 2002-02-06 Sumitomo Rubber Ind Ltd 不整地走行用の空気入りタイヤ
JP2003146017A (ja) * 2001-11-09 2003-05-21 Sumitomo Rubber Ind Ltd 空気入りタイヤ
US9457623B2 (en) * 2012-05-18 2016-10-04 Sumitomo Rubber Industries, Ltd. Pneumatic tire for running on rough terrain
JP6412750B2 (ja) * 2014-09-12 2018-10-24 株式会社ブリヂストン 自動二輪車用空気入りタイヤ
EP3339057B1 (fr) * 2016-12-22 2019-05-01 Sumitomo Rubber Industries, Ltd. Pneumatique de moto pour terrain accidente
US11358417B2 (en) * 2016-07-05 2022-06-14 Shinji Marui Tire with offset beveled knobs
EP3308979B1 (fr) * 2016-10-17 2022-08-24 Hankook Tire Co., Ltd. Pneumatique
EP3909791B1 (fr) * 2020-05-11 2023-05-24 Sumitomo Rubber Industries, Ltd. Pneu de motocyclette pour terrains accidentés

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03239605A (ja) * 1990-02-16 1991-10-25 Bridgestone Corp 良路及び不整地を兼用走行する２輪車用タイヤ
EP0897814A2 (fr) * 1997-08-19 1999-02-24 Sumitomo Rubber Industries Limited Système de roulage à plat pour motos
JP2002036823A (ja) * 2000-07-21 2002-02-06 Sumitomo Rubber Ind Ltd 不整地走行用の空気入りタイヤ
JP2003146017A (ja) * 2001-11-09 2003-05-21 Sumitomo Rubber Ind Ltd 空気入りタイヤ
US9457623B2 (en) * 2012-05-18 2016-10-04 Sumitomo Rubber Industries, Ltd. Pneumatic tire for running on rough terrain
JP6412750B2 (ja) * 2014-09-12 2018-10-24 株式会社ブリヂストン 自動二輪車用空気入りタイヤ
US11358417B2 (en) * 2016-07-05 2022-06-14 Shinji Marui Tire with offset beveled knobs
EP3308979B1 (fr) * 2016-10-17 2022-08-24 Hankook Tire Co., Ltd. Pneumatique
EP3339057B1 (fr) * 2016-12-22 2019-05-01 Sumitomo Rubber Industries, Ltd. Pneumatique de moto pour terrain accidente
EP3909791B1 (fr) * 2020-05-11 2023-05-24 Sumitomo Rubber Industries, Ltd. Pneu de motocyclette pour terrains accidentés

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NIGHTERIDER OR MAPLEPANDA: "MAXXIS WETSCREAM", 24 November 2021 (2021-11-24), XP002812366, Retrieved from the Internet <URL:https://bicycles.stackexchange.com/questions/81840/if-smooth-tires-provide-the-best-grip-what-exactly-are-mountain-bike-tires-good> [retrieved on 20241010] *

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