Tire for two-wheeled vehicle

Abstract

The invention provides a two-wheeled vehicle tire capable of suppressing stepped wear of a tread portion. The present invention is a two-wheeled vehicle tire having a tread portion (2). The tread portion (2) includes a first tread end (T1), a second tread end (T2), and a ground contact surface (10). The ground contact surface (10) includes a first ground contact surface (10A) from a tire equator (C) to a first tread end (T1). When the first ground contact surface (10A) is divided into five equal regions in the development width direction of the first ground contact surface (10A) from the tire equator (C) side into a first region (11), a second region (12), a third region (13), a fourth region (14), and a fifth region (15), the land ratio (La2) of the second region (12) is greater than the land ratio (La1) of the first region (11) and greater than the land ratio (La3) of the third region (13).

Description

Technical Field

[0001] The invention relates to a tire for a two-wheeled vehicle. Background Art

[0002] Patent Document 1 below proposes a motorcycle pneumatic tire in which the land ratio of each part of the tread portion is determined. In this tire, the land ratio of each area is specifically determined for the first to fifth areas divided into five equal parts in the width direction from the tire equator to the tread end. Due to the above-mentioned features, the tire is expected to improve transient characteristics such as response performance on wet roads and grip performance at the start of turning.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2016-141226 Summary of the invention

[0006] Problems to be solved by the invention

[0007] The tire of Patent Document 1 tends to have its contact edge located near the second region when running straight (when running at a camber angle of 0 degrees). Step wear is likely to occur near this contact edge, and thus improvement is required.

[0008] The present invention has been made in view of the above-mentioned actual situation, and a main object of the present invention is to provide a motorcycle tire capable of suppressing step wear of a tread portion.

[0009] Technical solutions to solve problems

[0010] The present invention is a two-wheeled vehicle tire having a tread portion, wherein the tread portion includes a first tread end, a second tread end, and a contact patch between the first tread end and the second tread end, the contact patch including a first contact patch from the tire equator to the first tread end, and when the first contact patch is divided into five equal regions along a development width direction of the first contact patch, the first region, the second region, the third region, the fourth region, and the fifth region from the tire equator side, the land ratio La2 of the second region is greater than the land ratio La1 of the first region, and greater than the land ratio La3 of the third region.

[0011] Effects of the Invention

[0012] The motorcycle tire of the present invention can suppress step wear of the tread portion by adopting the above-mentioned structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a cross-sectional diagram showing one embodiment of the motorcycle tire of the present invention.

[0014] Figure 2 yes Figure 1 An expanded view of the contact patch of the tread portion.

[0015] Figure 3 This is a conceptual diagram showing the outline of the tread portion.

[0016] Figure 4 yes Figure 2 Enlarged view of the main inclined groove and the secondary inclined groove.

[0017] Figure 5 yes Figure 1 An enlarged cross-sectional view of the tread.

[0018] Description of Reference Numerals

[0019] 2. Tread surface

[0020] 10 Ground plane

[0021] 10A First ground plane

[0022] 11First Area

[0023] 12 Second Area

[0024] 13 Third Area

[0025] 14. The fourth area

[0026] 15 Fifth Area

[0027] T1 First tread end

[0028] T2 Second tread end DETAILED DESCRIPTION

[0029] Hereinafter, one embodiment of the present invention will be described based on the drawings. Although the drawings include features of the present invention, in order to help understand the present invention, sometimes exaggerated representations or representations different from actual structural dimensions are included. Figure 1 1 is a tire meridian cross-sectional view of a standard state of a two-wheeled vehicle tire 1 (hereinafter sometimes referred to as a "tire") of the present embodiment. The tire 1 of the present embodiment is a front wheel tire suitable for a motorcycle that moves under load. In addition, the size of the tire 1 of the present embodiment is, for example, 120 / 70ZR17. However, the tire of the present invention is not limited to such a mode.

[0030] "Standard state" means that in the case of pneumatic tires with various specifications, the tire is assembled on a standard rim, filled with a standard internal pressure, and is in a state without load. In the case of tires with various specifications that are not specified, the standard state is a standard usage state corresponding to the purpose of use of the tire, and refers to a state that is not installed on a vehicle and is without load. In this specification, unless otherwise specified, the dimensions of various parts of the tire are values ​​measured under the above-mentioned standard state. In addition, even if the dimensions or positions cannot be directly measured under the standard state, for example, in the case of internal tire components, these dimensions or positions can be measured using x-ray equipment, etc.

[0031] "Standard rim" is a rim specified for each tire in the specification system that includes the specifications on which the tire is based, for example, "Standard rim" in the case of JATMA, "Design rim" in the case of TRA, and "Measuring rim" in the case of ETRTO.

[0032] "Standard internal pressure" is the air pressure specified for each tire in the specification system that includes the specifications on which the tire is based. If it is JATMA, it is the "maximum air pressure". If it is TRA, it is the maximum value recorded in the table "TIRE LOAD LIMITS AT VARIOUSCOLD INFLATION PRESSUREES". If it is ETRTO, it is "INFLATION PRESSURE".

[0033] like Figure 1 As shown, the tire 1 of this embodiment includes a tread portion 2, a pair of sidewall portions 3, and a pair of bead portions 4. The sidewall portions 3 are connected to both sides of the tread portion 2 in the tire axial direction. The bead portion 4 is connected to the inner side of the sidewall portion 3 in the tire radial direction. A bead core 5 is buried in the bead portion 4.

[0034] The tire 1 includes a carcass 6 extending between a pair of bead portions 4. The carcass 6 includes, for example, a carcass ply 6A including a plurality of carcass cords. The plurality of carcass cords are, for example, arranged at an angle of 65 to 90° relative to the tire circumferential direction (not shown in the figure). The carcass 6 of the present embodiment is composed of a single carcass ply 6A, but may also be a structure in which a plurality of carcass plies overlap. The carcass ply 6A includes a main body portion 6a and a folded-back portion 6b. The main body portion 6a extends from the tread portion 2 through the sidewall portions 3 on both sides to the bead core 5 of the bead portion 4 on both sides. The folded-back portion 6b is connected to the main body portion 6a and is folded back around the bead core 5 from the inner side to the outer side in the axial direction of the tire.

[0035] The tread portion 2 includes a tread reinforcing layer 9 disposed radially outward of the carcass 6 and a tread rubber 2G disposed radially outward of the tread reinforcing layer 9. The tread reinforcing layer 9 includes a belt 7 and a carcass ply 8 disposed radially outward of the belt 7.

[0036] The belt layer 7 is arranged adjacent to the outer side of the carcass 6 in the tire radial direction. The belt layer 7 is arranged to reinforce the substantially entire tread portion 2. The belt layer 7 includes, for example, two belt plies 7A and 7B. A plurality of belt cords arranged at an angle of 10 to 40 degrees with respect to the tire circumferential direction are arranged on the belt plies 7A and 7B.

[0037] The carcass layer 8 is, for example, disposed at the center of the tread portion 2 in the tire axial direction and is disposed so as to at least span the tire equator C. The carcass layer 8 includes, for example, at least one carcass cord wound spirally in the tire circumferential direction. Such a carcass layer 8 can suppress the increase in the outer diameter of the tread portion 2 during high-speed running.

[0038] The tread portion 2 includes a first tread end T1, a second tread end T2, and a contact surface 10 between the first tread end T1 and the second tread end T2. The contact surface 10 refers to the outer surface of the tread portion 2 that can contact the ground when running straight or turning. The contact surface 10 is convex to the outer side of the tire radial direction on the tire meridian cross section and is curved into an arc shape so that a sufficient contact area can be obtained even when turning with a large camber angle. The first tread end T1 and the second tread end T2 are equivalent to the ends of the contact surface 10, and are in contact with the road surface at least when turning with the maximum camber angle. The tire of this embodiment is bent by the contact surface 10 as described above, and the tread width Wa constitutes the maximum width of the tire. In addition, the tread width Wa is equivalent to the distance in the tire axial direction from the first tread end T1 to the second tread end T2.

[0039] Figure 2 A development view of the contact surface 10 of the tread portion 2 is shown. Figure 2 This is equivalent to a diagram showing the contact surface 10 of the tread portion 2 unfolded on a plane. In this specification, the axial width of each portion of the tire in this state is referred to as the unfolded width. In addition, in this specification, the unfolded width from the first tread end T1 to the second tread end T2 is referred to as the tread unfolded width TW, and the unfolded width from the tire equator C to the first tread end T1 or the second tread end T2 is referred to as the tread unfolded half width TWh.

[0040] like Figure 2 As shown, the tread portion 2 has, for example, a directional pattern that specifies the rotation direction R. The rotation direction R is indicated on the sidewall portion 3 ( Figure 1 However, the present invention is not limited to such a mode. In addition, in some figures of this specification, the rotation direction R is indicated by an arrow.

[0041] In this embodiment, the first ground contact surface 10A and the second ground contact surface 10B have substantially the same symmetrical structure, except that the tread pattern portion on one side of the tire equator is offset from the tread pattern portion on the other side in the circumferential direction.

[0042] In the present invention, the first ground contact surface 10A includes a first region 11, a second region 12, a third region 13, a fourth region 14, and a fifth region 15 arranged from the tire equator C side toward the first tread end T1 side. These regions correspond to the regions in which the first ground contact surface 10A is divided into five equal parts in the development width direction. In the same manner, the second ground contact surface 10B is divided into the first region 11, the second region 12, the third region 13, the fourth region 14, and the fifth region 15 in order from the tire equator C toward the second tread end T2 side. Therefore, the development width W1 of each of these regions is 20% of the tread development half width TWh.

[0043] In the first ground contact surface 10A, the first area 11 is closest to the tire equator C side. The second area 12 is adjacent to the first tread end T1 side of the first area 11. The third area 13 is adjacent to the first tread end T1 side of the second area 12. The fourth area 14 is adjacent to the first tread end T1 side of the third area 13. The fifth area 15 is closest to the first tread end T1 side and is adjacent to the first tread end T1 side of the fourth area 14. The second ground contact surface 10B is similar. That is, it can also be applied to the above description by replacing "first tread end T1" with "second tread end T2", so the description is omitted. In each figure of this specification, the boundary 16 of these areas is indicated by a double-dotted line. The tire 1 of the present invention determines the size relationship of the land ratio of each area. In addition, the so-called "land ratio" is the ratio Sb / Sa of the actual ground contact area Sb of the area and the area Sa of the virtual ground contact surface that will be filled with all the grooves, recesses, and sipes arranged in each area.

[0044] In the present invention, the land ratio La2 of the second region 12 is greater than the land ratio La1 of the first region 11, and greater than the land ratio La3 of the third region 13. This can be applied to both the first contact surface 10A and the second contact surface 10B. Thus, step wear of the tread portion 2 can be suppressed. The reason is as follows. Figure 3 A conceptual diagram showing the outline of the tread portion 2 is shown. Figure 3 In the figure, the solid line of the profile 2A corresponds to the profile of a new tire. The double-dashed line of the profile 2B corresponds to the profile of a tire that has been worn to some extent. However, in this figure, the degree of wear is exaggerated for ease of understanding. Figure 3As shown, since the contour of the tread portion 2 of the two-wheeled vehicle tire is curved in an arc shape, the tire is easily worn near the equator C. In addition, when the two-wheeled vehicle is traveling straight (when the camber angle is 0°), the end of the contact area is located near the second area 12 in the actual contact area of ​​the tread portion 2, so step wear is easily generated near the second area 12. In the present invention, by making the land ratio La2 of the second area 12 that is prone to step wear greater than the land ratio of the first area 11 and the third area 13 adjacent thereto, the wear of these areas will become uniform. Therefore, the tire 1 of the present invention can effectively suppress the step wear of the tread portion 2.

[0045] The features described below in the first ground plane 10A can also be applied to the second ground plane 10B. Therefore, the description of the second ground plane 10B is omitted. The more detailed structure of this embodiment is described below. In addition, the features described below are optional in the present invention, but are preferred in this embodiment.

[0046] The land ratio La1 of the first region 11 is, for example, 81% to 91%, preferably 84% to 88%. In addition, the land ratio La1 of the first region 11 is preferably 8 to 12 percentage points smaller than the land ratio La2 of the second region 12. In a more preferred embodiment, the first region has the smallest land ratio among the five equally divided regions of the first ground contact surface 10A. Thus, in addition to the above-mentioned effects, wet performance during straight running is also improved.

[0047] The land ratio La2 of the second region 12 is, for example, 91% to 97%, preferably 93% to 95%. In this embodiment, in a preferred mode, the second region has the largest land ratio among the five equally divided regions of the first ground contact surface 10A. Thus, step wear of the tread portion 2 can be reliably suppressed.

[0048] The land ratio La3 of the third region 13 is, for example, 83% to 93%, preferably 86% to 90%. In addition, the land ratio La3 of the third region 13 is preferably 4 to 8 percentage points smaller than the land ratio La2 of the second region 12. In addition, the land ratio La3 of the third region 13 is preferably larger than the land ratio La1 of the first region. Specifically, the land ratio La3 is preferably 2 to 6 percentage points larger than the land ratio La1. Thus, when turning at a relatively small camber angle such as contacting the ground until the third region 13, the transient characteristics of the reaction when the vehicle body tilts are made linear (hereinafter, such an effect is sometimes referred to as "transient characteristics improvement").

[0049] The land ratio La4 of the fourth region 14 is, for example, 89% to 93%. In addition, the land ratio La4 of the fourth region 14 is preferably greater than the land ratio La3 of the third region 13. Specifically, the land ratio La4 is preferably 1 to 3 percentage points greater than the land ratio La3. Thus, the transient characteristics during the cyclone are further improved.

[0050] The land ratio La5 of the fifth region 15 is, for example, 91% to 95%. In addition, the land ratio La5 of the fifth region 15 is preferably greater than the land ratio La4 of the fourth region 14. Specifically, the land ratio La5 is preferably 2 to 6 percentage points greater than the land ratio La4. Thus, when turning at the maximum camber angle, excellent turning performance can be exerted.

[0051] As a more preferred embodiment, the land ratios La1 to La5 of the first to fifth regions of the tire 1 of the present embodiment satisfy the following formula (1): Thus, the transient characteristics during rotation are further improved.

[0052] La2>La5>La4>La3>La1…(1)

[0053] As an example of achieving the above land ratio, a plurality of main inclined grooves 20 and a plurality of secondary inclined grooves 25 having the following characteristics are provided in the first contact surface 10A of the tread portion 2 of the present embodiment in the tire circumferential direction. Figure 2 Specific tread pattern shown.

[0054] The pitch length P1 of the main inclined groove 20 in the tire circumferential direction (the distance between two adjacent main inclined grooves 20) is, for example, 70% to 90% of the tread development width TW. In addition, the secondary inclined grooves 25 are configured in the same manner. In a preferred embodiment, in the development view of the tread portion 2, the area where one main inclined groove 20 is virtually extended parallel to the first tread end T1 side is connected to the side adjacent to the tire circumferential direction ( Figure 2 In the embodiment, the main inclined grooves 20 are arranged in the above-mentioned positional relationship over the entire circumference of the tire. In other words, the circumferential ranges of each two main inclined grooves 20 adjacent in the circumferential direction overlap each other in the circumferential direction of the tire. In this way, uneven wear of the tread portion 2 can be suppressed, and transient characteristics during rotation can also be improved.

[0055] In addition, it is preferred that the region where one main inclined groove 20 is virtually extended parallel to the first tread end T1 overlaps with two secondary inclined grooves 25. That is, the circumferential extent of the main oblique groove 20 overlaps with the circumferential extent of two circumferentially adjacent secondary inclined grooves 25 in the tire circumferential direction, wherein the secondary inclined groove 25 is located axially outside the main inclined groove 20. Thus, wet performance can be improved.

[0056] Figure 4FIG. 2 is an enlarged view of the main inclined groove 20 and the auxiliary inclined groove 25. Figure 4 As shown, the main inclined groove 20 is inclined, for example, toward the first tread end T1 side opposite to the rotation direction R. The average angle θ1 of the main inclined groove 20 relative to the tire circumference is, for example, 5 to 10°. In addition, the average angle θ1 is equivalent to the value obtained by dividing the groove center line of the main inclined groove 20 into a plurality of micro-areas and dividing the sum of the angles of each micro-area relative to the tire circumference by the number of the micro-areas. The same is true in the following description of this specification. Such a main inclined groove 20 can utilize the rotation of the tire to exert excellent drainage performance when driving on wet land.

[0057] The main inclined groove 20 is arranged, for example, in the range of the first region 11, the second region 12, the third region 13, and the fourth region 14. In addition, the main inclined groove 20 is not arranged in the fifth region 15. In a preferred embodiment, it is preferred that the main inclined groove 20 does not cross the tire equator C. Therefore, the length L1 of one main inclined groove 20 in the tire circumferential direction is equal to one pitch length P1 ( Figure 2 (shown) 130% to 200%.

[0058] The main inclined groove 20 includes, for example, a narrow groove portion 21, an inner portion 22, and an outer portion 23. The narrow groove portion 21 is disposed at the center portion in the longitudinal direction of the main inclined groove 20 and extends with a relatively small constant groove width W2. The inner portion 22 is connected to the tire equator C side of the narrow groove portion 21 and has a larger groove width than the narrow groove portion 21. The outer portion 23 is connected to the first tread end T1 side of the narrow groove portion 21 and has a larger groove width than the narrow groove portion 21.

[0059] The groove width W2 of the narrow groove portion 21 is, for example, 3.0 mm or less, preferably 0.5 to 2.5 mm, and more preferably 1.0 to 2.0 mm. In addition, most of the narrow groove portion 21 is arranged in the second region 12. Specifically, 80% or more of the opening area of ​​the narrow groove portion 21 is arranged in the second region 12. As a result, the land ratio La2 of the second region 12 can be increased, and the above-mentioned land ratio relationship can be achieved.

[0060] The inner portion 22 is configured so that it is substantially entirely located in the first region 11. Specifically, more than 80%, preferably more than 90%, of the opening area of ​​the inner portion 22 is located in the first region 11. 100% of the inner portion 22 of the present embodiment is configured in the first region 11. As described above, the groove width of the inner portion 22 is greater than the groove width of the thin groove portion 21. More precisely, the average groove width of the inner portion 22 is greater than the fixed groove width W2 of the thin groove portion 21. Thus, the wetting performance during straight-line driving can be ensured. Here, the average groove width is equivalent to the value obtained by dividing the opening area of ​​the inner portion 22 by the length of the groove center line of the inner portion 22. The same applies to the average groove width that appears in the following descriptions of this specification.

[0061] The outer portion 23 is arranged in the range of the third region 13 and the fourth region 14, and is not arranged in the second region 12 and the fifth region 15. The average groove width of the outer portion 23 is greater than the fixed groove width W2 of the thin groove portion 21. In addition, more than 50%, preferably more than 60% of the opening area of ​​the outer portion 23 is arranged in the third region 13, and the remaining part is arranged in the fourth region 14. This improves the transient characteristics during the rotation. In the main inclined groove 20 of this example, its axial outer groove edge extends approximately straight between the axial outer end 20a and the axial inner end of the main inclined groove 20, or is slightly curved smoothly, and its axial inner groove edge protrudes on both sides of the thin groove portion 21, that is, in the thin groove portion 22 and the outer portion 23.

[0062] The secondary inclined groove 25 is arranged closer to the first tread end T1 side than the main inclined groove 20. Figure 2 As shown, in the first contact surface 10A and the second contact surface 10B, the secondary inclined groove 25 is inclined in the same direction as the main inclined groove 20 relative to the tire circumferential direction. The average angle θ2 of the secondary inclined groove 25 relative to the tire circumferential direction is, for example, 30 to 50 degrees. In a preferred embodiment, the average angle θ2 of the secondary inclined groove 25 is greater than the average angle θ1 of the main inclined groove 20. As a result, the stability of the fourth area 14 and the fifth area 15 during the rotation at a relatively large camber angle when contacting the ground is improved. In the secondary inclined groove 25, its axially outer groove edge extends approximately straight between the axial outer end and the axial inner end of the second inclined groove 25, or is slightly curved smoothly, and its axially inner groove edge is convex.

[0063] The secondary inclined groove 25 is arranged in the range of the fourth area 14 and the fifth area 15. In addition, the secondary inclined groove 25 is not arranged in the third area 13. In addition, the secondary inclined groove 25 does not open at the first tread end T1. That is, the secondary inclined groove 25 ends without reaching the first tread end T1. In a preferred embodiment, the area where the secondary inclined groove 25 extends parallel to the tire axial direction overlaps with both the thin groove portion 21 and the outer side portion 23 of the main inclined groove 20. In addition, the distance between the end 25a of the secondary inclined groove 25 on the tire equator C side and the end 20a of the main inclined groove 20 on the first tread end T1 side in the tire axial direction is preferably equal to the expanded width W1 ( Figure 2 The tire circumferential length L2 of the secondary inclined groove 25 is 10% to 25% of the tire circumferential length L1 of the primary inclined groove 20. This further improves the transient characteristics during rotation.

[0064] Figure 5 Show Figure 1 The enlarged cross-sectional view of the tread portion 2 is shown. Figure 5As shown, the tread rubber 2G of the tread portion 2 includes a crown rubber 31 and two shoulder rubbers 32 made of a rubber material different from the crown rubber 31. The crown rubber 31 includes the tire equator C, and the shoulder rubber 32 includes the first tread end T1 or the second tread end T2. Thus, the ground contact surface 10 of the tread portion 2 includes the crown rubber 31 and the shoulder rubber 32.

[0065] In the first ground contact surface 10A and the second ground contact surface, the boundary 33a between the crown rubber 31 and the shoulder rubber 32 is axially closer to the first tread end T1 side than the second area 12, preferably located in the third area 13 or the fourth area 14. As a result, the step wear of the tread portion 2 can be more effectively suppressed. The loss tangent tanδ of the crown rubber 31 at 0°C is preferably greater than the loss tangent tanδ of the shoulder rubber 32 at 0°C. As a result, the crown rubber 31 is easily raised to an appropriate temperature at the start of driving. In addition, the loss tangent tanδ of the shoulder rubber 32 at 70°C is preferably greater than the loss tangent tanδ of the crown rubber 31 at 70°C. As a result, the temperature of the shoulder rubber 32 is easily raised, and a high grip is exerted during turning.

[0066] In the present specification, the loss tangent tan δ is a value measured using a viscoelasticity spectrometer manufactured by Iwamoto Seisakusho Co., Ltd. under the following conditions in accordance with the provisions of JIS-K6394.

[0067] Initial strain: 10%

[0068] Amplitude: ±1%

[0069] Frequency: 10Hz

[0070] Deformation Mode: Stretch

[0071] In the cross section of the tread portion 2, the boundary surface 33 between the crown rubber 31 and the shoulder rubber 32 extends in a straight line. The angle θ3 of the boundary surface 33 relative to the tire normal is, for example, 30 to 50 degrees. In addition, in the present embodiment, the boundary surface 33 extends from the radial inner edge to the radial outer edge of the boundary 33b while inclining axially inward.

[0072] The crown rubber 31 is arranged radially outside the carcass layer 8, and the end 8a of the carcass layer 8 in the tire axial direction is, for example, located further inwardly than the boundary surface 33 in the tire axial direction. In the present embodiment, the boundary 33a is located in the third region 13, and the tire normal line 8b passing through the end 8a of the carcass layer 8 is located in the second region 12. By configuring the carcass layer 8 in this way, the step wear of the tread portion 2 can be further suppressed. In addition, in the present embodiment, as Figure 5As shown, the shoulder rubber 32 is arranged radially outside the belt layer 7 with the boundary 33 located radially outside the belt layer 7 , and the axial ends of the belt layers 7A, 7B are located axially outside the boundary line between the fourth region 14 and the fifth region 15 .

[0073] As mentioned above, although the motorcycle tire which concerns on one embodiment of this invention is demonstrated in detail, this invention is not limited to the said specific embodiment, and can be implemented by changing various forms.

[0074] [Note]

[0075] The present invention includes the following aspects.

[0076] [Present invention 1]

[0077] A two-wheeled vehicle tire has a tread portion, wherein:

[0078] The tread portion includes a first tread end, a second tread end, and a ground contact surface between the first tread end and the second tread end.

[0079] The contact patch includes a first contact patch extending from the tire equator to the first tread end,

[0080] When the first ground contact surface is divided into five equal regions along the development width direction of the first ground contact surface, the first region, the second region, the third region, the fourth region, and the fifth region are formed from the tire equator side.

[0081] The land ratio La2 of the second region is greater than the land ratio La1 of the first region, and greater than the land ratio La3 of the third region.

[0082] [Present invention 2]

[0083] According to the tire for a two-wheeled vehicle of the first aspect of the present invention, the land ratio La3 of the third region is greater than the land ratio La1 of the first region.

[0084] [Present invention 3]

[0085] According to the two-wheeled vehicle tire of the second invention,

[0086] The land ratio La4 of the fourth region is greater than the land ratio La3 of the third region,

[0087] The land ratio La5 of the fifth region is greater than the land ratio La4 of the fourth region.

[0088] [Present invention 4]

[0089] The two-wheeled vehicle tire according to the third aspect of the present invention is characterized in that the second region has the largest land ratio among the regions divided into five equal parts.

[0090] [Present invention 5]

[0091] A two-wheeled vehicle tire according to any one of Inventions 1 to 4, wherein:

[0092] The land ratio La1 of the first region is 81% to 91%.

[0093] The land ratio La2 of the second region is 91% to 97%,

[0094] The land ratio La3 of the third region is 83% to 93%.

[0095] [Present invention 6]

[0096] The two-wheeled vehicle tire according to any one of Inventions 1 to 5, wherein

[0097] The ground contact surface includes a crown rubber and a shoulder rubber made of a rubber material different from that of the crown rubber.

[0098] The boundary between the crown rubber and the shoulder rubber is located at the first ground contact surface.

[0099] The boundary is located closer to the first tread end side than the second region.

[0100] [Present invention 7]

[0101] In the motorcycle tire according to the sixth aspect of the present invention, the boundary is located in the third region or the fourth region.

[0102] [Present invention 8]

[0103] According to the motorcycle tire of the sixth or seventh aspect of the present invention, the loss tangent tanδ of the crown rubber at 0°C is greater than the loss tangent tanδ of the shoulder rubber at 0°C.

[0104] [Present invention 9]

[0105] According to any one of Inventions 6 to 8 of the present invention, the loss tangent tanδ of the shoulder rubber at 70°C is greater than the loss tangent tanδ of the cap rubber at 70°C.

[0106] [Present invention 10]

[0107] A two-wheeled vehicle tire according to any one of Inventions 1 to 9, wherein:

[0108] The contact patch includes a second contact patch extending from the tire equator to the second tread end,

[0109] When the second ground contact surface is divided into five equal regions along the development width direction of the second ground contact surface, the regions are the first region, the second region, the third region, the fourth region, and the fifth region from the tire equator side,

[0110] On the second ground contact surface, a land ratio La2 of the second region is greater than a land ratio La1 of the first region, and greater than a land ratio La3 of the third region.

Claims

1. A two-wheeled vehicle tire having a tread portion, characterized in that: The tread portion includes a first tread end, a second tread end, and a ground contact surface between the first tread end and the second tread end. The contact patch includes a first contact patch extending from the tire equator to the first tread end, When the first ground contact surface is divided into five equal regions along the development width direction of the first ground contact surface, the first region, the second region, the third region, the fourth region, and the fifth region are formed from the tire equator side. The land ratio (La2) of the second region is greater than the land ratio (La1) of the first region, and greater than the land ratio (La3) of the third region.

2. The two-wheeled vehicle tire according to claim 1, characterized in that: The land ratio (La3) of the third region is greater than the land ratio (La1) of the first region.

3. The two-wheeled vehicle tire according to claim 2, characterized in that: The land ratio (La4) of the fourth region is greater than the land ratio (La3) of the third region, The land ratio (La5) of the fifth region is greater than the land ratio (La4) of the fourth region.

4. The two-wheeled vehicle tire according to claim 3, characterized in that: The second region has the largest land ratio among the regions divided into five equal parts.

5. The two-wheeled vehicle tire according to any one of claims 1 to 4, characterized in that: The land ratio (La1) of the first region is 81% to 91%, The land ratio (La2) of the second region is 91% to 97%, The land ratio (La3) of the third region is 83% to 93%.

6. The two-wheeled vehicle tire according to any one of claims 1 to 4, characterized in that: The ground contact surface includes a crown rubber and a shoulder rubber made of a rubber material different from that of the crown rubber. The boundary between the crown rubber and the shoulder rubber is located at the first ground contact surface. The boundary is located closer to the first tread end side than the second region.

7. The two-wheeled vehicle tire according to claim 6, characterized in that: The boundary is located in the third area or the fourth area.

8. The two-wheeled vehicle tire according to claim 6, characterized in that: The loss tangent tanδ of the crown rubber at 0°C is greater than the loss tangent tanδ of the shoulder rubber at 0°C.

9. The two-wheeled vehicle tire according to claim 6, characterized in that: The loss tangent tanδ of the shoulder rubber at 70°C is greater than the loss tangent tanδ of the crown rubber at 70°C.

10. The two-wheeled vehicle tire according to any one of claims 1 to 4, characterized in that: The contact patch includes a second contact patch extending from the tire equator to the second tread end, When the second ground contact surface is divided into five equal regions along the development width direction of the second ground contact surface, the regions are the first region, the second region, the third region, the fourth region, and the fifth region from the tire equator side, On the second ground contact surface, a land ratio (La2) of the second region is greater than a land ratio (La1) of the first region, and greater than a land ratio (La3) of the third region.

Images