Motorcycle tires for off-road riding

Abstract

To provide a motorcycle tire 2 for off-road riding that can reduce the risk of damage to electronic components while suppressing the impact of electronic components on driving performance. [Solution] The tire 2 comprises a tread 6 and a tag member 62 including an electronic component 64. The tread 6 comprises a plurality of blocks 16. The plurality of blocks 16 comprises a center block 34, a shoulder block 36, and a middle block 38. The tread 6 comprises a shoulder block row 42 in which the plurality of shoulder blocks 36 are arranged in a row. In the shoulder block row 42, the plurality of shoulder blocks 36 are arranged in the circumferential direction, and the tag member 62 is located directly below one of the shoulder blocks 36.

Description

Technical Field

[0001] The present invention relates to a tire for a two-wheeled vehicle for traveling on rough ground.

Background Art

[0002] In order to monitor various data of a tire and improve safety and maintainability during vehicle travel, it has been proposed to attach an electronic component such as an RFID (Radio Frequency Identification) tag to the tire. From the viewpoint of preventing detachment, the electronic component is often housed in a case built into the tire. In this case, considering the risk of damage to the electronic component, the location where the electronic component is placed is set. For example, in the safety tire disclosed in Patent Document 1, placing the electronic component on the side portion has been considered from the viewpoints of reducing the risk of damage and improving the reading performance.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present invention is to provide a tire for a two-wheeled vehicle for traveling on rough ground that can achieve a reduction in the risk of damage to an electronic component while suppressing the influence of the electronic component on running performance.

Means for Solving the Problems

[0005] The tire for a motorcycle for off-road riding according to the present invention comprises a pair of beads, a carcass spanning between the pair of beads, a tread located radially outward of the carcass, and a tag member including electronic components. The tread comprises a plurality of blocks separated by grooves and rising from the bottom of the grooves. The plurality of blocks comprises a center block located on the equatorial plane, a shoulder block located axially on the outermost side, and a middle block located axially between the center block and the shoulder block. The tread comprises a row of shoulder blocks in which the plurality of shoulder blocks are arranged in a line. In the row of shoulder blocks, the plurality of shoulder blocks are arranged circumferentially, and the tag member is located directly below one of the shoulder blocks. [Effects of the Invention]

[0006] According to the present invention, a motorcycle tire for off-road riding can be obtained that can reduce the risk of damage to electronic components while suppressing the impact of electronic components on driving performance. [Brief explanation of the drawing]

[0007] [Figure 1] This is an exploded view of the tread surface of a tire according to one embodiment of the present invention. [Figure 2] This is a cross-sectional view of the tire along the line II-II in Figure 1. [Figure 3] This is a cross-sectional view of the tire along the line III-III in Figure 1. [Figure 4] This is a development diagram showing a portion of Figure 1. [Figure 5] Figure 4 is a cross-sectional view of the tire along the VV line. [Figure 6] This is a plan view of the tag component. [Figure 7] This is a cross-sectional view of the tag member along the line VII-VII in Figure 6. [Figure 8] This is a cross-sectional view showing a modified shoulder block. [Figure 9] This is a cross-sectional view of the tire along the line IX-IX in Figure 1. [Modes for carrying out the invention]

[0008] The present invention will now be described in detail, with reference to drawings as appropriate, based on preferred embodiments.

[0009] The tire of this invention is mounted on a rim. Air is filled inside the tire, and the internal pressure of the tire is regulated. A tire mounted on a rim is also called a tire-rim assembly. A tire-rim assembly comprises a rim and a tire mounted on this rim.

[0010] In this invention, the state in which a tire is mounted on a standard rim, the internal pressure of the tire is adjusted to the standard internal pressure, and no load is applied to the tire is called the standard state.

[0011] In this invention, unless otherwise specified, the dimensions and angles of each part of the tire are measured under normal conditions. The dimensions and angles of each part of the tire in the meridional cross-section, which cannot be measured when the tire is mounted on a standard rim, are measured at the tire's cross-section, obtained by cutting the tire along a plane containing the axis of rotation. In this measurement, the tire is set so that the distance between the left and right beads matches the distance between the beads in a tire mounted on a standard rim. The tire's structure, which cannot be confirmed when the tire is mounted on a standard rim, is confirmed at the aforementioned cross-section.

[0012] A genuine rim refers to a rim defined in the standard on which the tire is based. The "standard rim" in the JATMA standard, the "Design Rim" in the TRA standard, and the "Measuring Rim" in the ETRTO standard are all considered genuine rims.

[0013] The normal internal pressure means the internal pressure defined in the standards on which the tire depends. The "maximum air pressure" in the JATMA standard, the "maximum value" published in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the TRA standard, and the "INFLATION PRESSURE" in the ETRTO standard are the normal internal pressures.

[0014] The normal load means the load defined in the standards on which the tire depends. The "maximum load capacity" in the JATMA standard, the "maximum value" published in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the TRA standard, and the "LOAD CAPACITY" in the ETRTO standard are the normal loads.

[0015] In the present invention, the land area is a part of the tread surface and is the part other than the grooves included in the tread surface. In the case of a tread having a block pattern, the top surface of the block is the land area. Among the tread surface, the part other than the land area corresponds to the groove and is also called the sea surface. The ratio of the total area of the land areas included in the tread surface to the area of the tread surface is the land ratio. In the present invention, the land ratio is calculated based on the developed view of the tread surface. The area of the tread surface is equal to the sum of the total area of the land areas and the total area of the sea surfaces.

[0016] In the present invention, the tread portion of the tire is the portion of the tire that contacts the road surface. The bead portion is the portion of the tire that is fitted to the rim. The sidewall portion is the portion of the tire that bridges between the tread portion and the bead portion. The tire includes, as parts, a tread portion, a pair of bead portions, and a pair of sidewall portions. In the drawings of this specification, the tread portion is represented by the symbol "T", the bead portion is represented by the symbol "B", and the sidewall portion is represented by the symbol "S".

[0017] [Findings on which the present invention is based] The present invention relates to a tire mounted on a vehicle (specifically, a two-wheeled vehicle) that travels on rough ground. A block pattern in which a plurality of blocks are arranged is adopted for the tread pattern of the two-wheeled vehicle tire for rough ground travel.

[0018] The rough ground is rich in undulations. Each time the vehicle passes over a portion with a height difference, the tire receives an impact. From the viewpoint of shock mitigation, the internal pressure of the tire mounted on a two-wheeled vehicle for rough ground travel tends to be set lower than the internal pressure of the tire mounted on a two-wheeled vehicle for paved road travel.

[0019] For the course layout for motocross racing, a course layout with many undulations such as a jump section is adopted. Each time the vehicle lands, the tire greatly deform. Among the tread portions, the bottom portion of the groove separating the blocks and the sidewall portion are likely to deform. If electronic components are arranged in this portion, there is a risk of damage to the electronic components and a decrease in running performance.

[0020] Therefore, the present inventor has earnestly studied a technique for reducing the risk of damage to electronic components while suppressing the influence of the electronic components on the running performance in a two-wheeled vehicle tire for rough ground travel assuming use at a low internal pressure, and has completed the invention described below.

[0021] [Outline of Embodiment of the Present Invention] The present invention includes a pair of beads, a carcass bridging between the pair of beads, a tread located radially outside of the carcass, and a tag member including an electronic component. The tread includes a plurality of blocks separated by grooves and rising from the bottom of the grooves. The plurality of blocks include a center block located on the equatorial plane, a shoulder block located at the outermost side in the axial direction, and a middle block located between the center block and the shoulder block in the axial direction. The tread includes a shoulder block row in which a plurality of the shoulder blocks form a row. In the shoulder block row, the plurality of shoulder blocks are arranged in the circumferential direction, and the tag member is located directly below one of the shoulder blocks. It is a two-wheeled vehicle tire for rough ground travel.

[0022] The motorcycle tire for off-road riding according to the present invention can reduce the risk of damage to electronic components while suppressing the impact of electronic components on riding performance. Although the mechanism by which this effect is achieved has not been clarified, it is presumed to be as follows.

[0023] The tire tread of the present invention comprises multiple blocks. The portion with blocks has higher rigidity than the portion without blocks. The tread comprises a center block, a middle block, and a shoulder block as blocks. The inventors confirmed the occurrence of strain directly beneath the blocks. The inventors found that, among the center block, middle block, and shoulder block, strain generation was suppressed directly beneath the shoulder block, which is located on the outermost axial side, compared to directly beneath the other blocks. In the tire of the present invention, the tag member is positioned directly beneath the shoulder block. This tire can suppress the concentration of strain on the electronic components. Positioning the tag member directly beneath the shoulder block helps to reduce the risk of damage to the electronic components while suppressing their impact on driving performance. This tire can reduce the risk of damage to electronic components while minimizing the impact of electronic components on driving performance. This tire can also suppress the degradation of reading performance caused by damage to electronic components. Furthermore, this tire allows the reader that reads information recorded on the electronic components to be positioned closer to the electronic components from the side of the tire. Compared to when the electronic components are placed directly beneath the center block or middle block, the reader can be positioned closer to the electronic components, resulting in excellent reading performance. This tire can consistently maintain excellent reading performance.

[0024] Preferably, the tag member is positioned between the tread and the carcass. In this case, the carcass can contribute to reducing the strain on the electronic components. The concentration of strain on the electronic components is suppressed. This tire can reduce the risk of damage to electronic components while suppressing the impact of electronic components on driving performance.

[0025] Preferably, the shoulder block comprises a top surface and four side surfaces that span between the top surface and the bottom of the groove, wherein the four side surfaces are an inner surface and an outer surface facing each other in the axial direction, and a first circumferential surface and a second circumferential surface facing each other in the circumferential direction, and the electronic component is located in the axial direction between the confluence point of the inner surface and the bottom of the groove and the confluence point of the outer surface and the bottom of the groove, and in the circumferential direction between the confluence point of the first circumferential surface and the bottom of the groove and the confluence point of the second circumferential surface and the bottom of the groove. In this case, the strain generated in the electronic component is effectively reduced. This tire can reduce the risk of damage to the electronic component while suppressing the impact of the electronic component on driving performance.

[0026] Tires experience significant stress due to reaction forces from uneven road surfaces and impacts during landing. The point of contact is often near the equator, and stress increases as the vehicle approaches the equator. Placing electronic components near the equator may increase the risk of component failure. In this tire, preferably, the tag member is positioned such that the longitudinal direction of the electronic component extends substantially in the circumferential direction. This positions the entire electronic component away from the equatorial plane. The strain on the electronic component is effectively reduced. This tire can reduce the risk of damage to the electronic component while suppressing its impact on driving performance.

[0027] Preferably, the tread comprises a row of middle blocks in which a plurality of middle blocks are arranged in a line, the middle blocks are arranged circumferentially in the row of middle blocks, the plurality of middle blocks and the plurality of shoulder blocks are arranged alternately in the circumferential direction, and the tread comprises tie bars that span between the shoulder blocks and the middle blocks. In this case, deformation of the portion between the shoulder blocks and the middle blocks is suppressed. This tire can effectively reduce the risk of damage to electronic components.

[0028] Thus, the tire of the present invention can reduce the risk of damage to electronic components while suppressing the impact of electronic components on driving performance. This will be explained in detail below using tire 2 shown in Figure 1 as an example.

[0029] [Details of Embodiments of the Invention]

[0030] Figure 1 shows a part of a motorcycle tire 2 for off-road riding (hereinafter also referred to as tire 2) according to one embodiment of the present invention. Figure 1 is an unfolded view of the tread surface 4 of this tire 2. The direction indicated by the double arrow AD is the axial direction of tire 2. The axial direction of tire 2 means the direction parallel to the rotation axis of tire 2. The direction indicated by arrow AD1 is the first axial side of tire 2, and the direction indicated by arrow AD2 is the second axial side of tire 2. The direction indicated by the double arrow CD is the circumferential direction of tire 2. The circumferential direction of tire 2 coincides with the rotational direction of tire 2. The direction indicated by arrow CD1 is the first circumferential side of tire 2, and the direction indicated by arrow CD2 is the second circumferential side of tire 2.

[0031] The dashed line EL represents the equatorial plane of tire 2. In Figure 1, the equatorial plane extends in the circumferential direction. In the axial direction, the direction away from the equatorial plane is the axial outward direction of tire 2, and the direction towards the equatorial plane is the axial inward direction of tire 2.

[0032] Figure 2 is a cross-sectional view of tire 2 along the line II-II in Figure 1. Figure 2 shows a portion of the cross-section of tire 2 (hereinafter referred to as the meridian cross-section) along the plane containing the rotation axis of tire 2. The direction indicated by the double arrow RD is the radial direction of tire 2. The direction indicated by arrow RD1 is the radially outward direction of tire 2, and the direction indicated by arrow RD2 is the radially inward direction of tire 2. In Figure 2, the equatorial plane extends radially.

[0033] Tire 2 is mounted on rim R (regular rim). For example, air is filled inside tire 2, and its internal pressure is adjusted. This tire 2 is mounted on a motorcycle for off-road riding. This tire 2 is used with its internal pressure adjusted within a range of 10kPa to 150kPa.

[0034] The tire 2 comprises a tread 6, a pair of sidewalls 8, a pair of beads 10, a carcass 12, and an inner liner 14. Although not described in detail, the tire 2 may also include elements such as belts in addition to these elements.

[0035] The tread 6 is located radially outward of the carcass 12. The tread 6 is made of cross-linked rubber. The tread 6 of this tire 2 uses cross-linked rubber, which is common for the treads of tires designed for off-road driving. The tread 6 comprises a tread surface 4. The tread 6 contacts the road surface at the tread surface 4. In Figure 2, the symbol TE represents the edge of the tread surface 4. In this specification, the edge TE of the tread surface 4 located on the first axial side is also called the first edge TE1 of the tread surface 4, and the edge TE of the tread surface 4 located on the second axial side is also called the second edge TE2 of the tread surface 4.

[0036] The tread 6 comprises multiple blocks 16. A groove 18 separates one block 16 from another block 16 located next to it. The blocks 16 are separated by the groove 18 and rise from the bottom BT of the groove 18. The tread pattern of this tire 2 is a block pattern composed of multiple blocks 16. The tread 6 of this tire 2 comprises a block pattern. The block pattern comprises multiple blocks 16. The height of each block 16 is set in the range of 10 mm to 20 mm.

[0037] The top surface 20 of each block 16 is the land surface. The top surface 20 of block 16 forms part of the tread surface 4. The land ratio of this tire 2 is between 13% and 60%. On hard surfaces such as paved roads, the top surface 20 makes contact with the road surface. On soft surfaces, the blocks 16 dig into the road surface.

[0038] In the meridional cross-section of tire 2, the bottom BT of groove 18 forms an outwardly convex curve. In this invention, the surface represented by the curve drawn by the bottom BT of groove 18 is called the groove bottom reference surface BS. The groove bottom reference surface BS in the meridional cross-section of tire 2 represents the contour of the bottom BT of groove 18. The contour line representing the contour of the bottom BT of groove 18, that is, the contour line of the groove bottom reference surface BS, is composed of multiple circular arcs aligned in the axial direction. In this case, adjacent circular arcs are tangent to each other at the boundary between the two arcs. Block 16 is a protrusion that projects outward from the groove bottom reference surface BS. In Figure 2, the position indicated by the symbol BE1 is the first axial end of the groove bottom reference surface BS. The position indicated by the symbol BE2 is the second axial end of the groove bottom reference surface BS. The position indicated by the symbol PE is the intersection of the groove bottom reference surface BS and the equatorial plane. Intersection point PE is the equator of the groove bottom reference surface BS of tire 2. The side surface is the surface that extends radially inward from the edge BE of the groove bottom reference surface BS. The edge BE of the groove bottom reference surface BS is the boundary between the groove bottom reference surface BS and the side surface SS, and the contour lines of the groove bottom reference surface BS and the contour lines of the side surface SS are in contact at this boundary BE.

[0039] Each sidewall 8 is connected to the edge of the tread 4. The sidewall 8 extends radially inward along the carcass 12. The sidewall 8 is located axially outward of the carcass 12. The sidewall 8 is made of cross-linked rubber with cut resistance in mind.

[0040] Each bead 10 is located radially inward of the sidewall 8. The bead 10 comprises a core 22 and an apex 24. The core 22 is ring-shaped and contains a steel wire. The apex 24 is located radially outward of the core 22. The apex 24 is made of cross-linked rubber with high rigidity. The apex 24 tapers outward.

[0041] The carcass 12 is located inside the tread 6 and a pair of sidewalls 8. The carcass 12 spans between a pair of beads 10. The carcass 12 comprises at least one carcass ply 26. The carcass 12 of this tire 2 comprises three carcass plies 26. On the radially inner side of the tread 6, three carcass plies 26 are arranged radially. Of the three carcass plies 26, the one located radially innermost is the first carcass ply 28. The one located radially outermost is the third carcass ply 32. The carcass ply 26 located between the first carcass ply 28 and the third carcass ply 32 is the second carcass ply 30.

[0042] As shown in Figure 2, the first carcass ply 28 and the second carcass ply 30 are each folded back axially from the inside to the outside at the bead 10. The first carcass ply 28 and the second carcass ply 30 are rolled-up plies in which the carcass ply 26 is folded back at the bead 10. The third carcass ply 32 is not folded back at the bead 10. The third carcass ply 32 is a hanger ply in which the carcass ply 26 is not folded back at the bead 10. The third carcass ply 32 may be a rolled-up ply instead of a hanger ply.

[0043] As shown in Figure 2, the end of the second carcass ply 30 is located radially inward of the end of the first carcass ply 28. The end of the second carcass ply 30 is covered by the folded-over first carcass ply 28. The end of the third carcass ply 32 is located radially inward of the end of the second carcass ply 30. The end of the first carcass ply 28 is covered by the third carcass ply 32.

[0044] Although not shown in the diagram, the carcass ply 26 contains numerous parallel carcass cords. The carcass cords intersect the equatorial plane. In each carcass ply 26 that makes up the carcass 12, the numerous carcass cords are covered with topping rubber. Carcass cords are cords made of organic fibers (hereinafter referred to as organic fiber cords). Examples of organic fibers include nylon fibers, rayon fibers, polyester fibers, and aramid fibers.

[0045] The inner liner 14 is located inside the carcass 12. The inner liner 14 forms the inner surface of the tire 2. The inner liner 14 is made of cross-linked rubber with excellent air-shielding properties. The inner liner 14 maintains the internal pressure of the tire 2.

[0046] As mentioned above, the tread 6 comprises multiple blocks 16. The tread 6 of this tire 2 comprises a center block 34, a shoulder block 36, and a middle block 38 as blocks 16. The block 16 located on the equatorial plane is the center block 34. The block 16 located on the outermost side in the axial direction is the shoulder block 36. The block 16 located between the center block 34 and the shoulder block 36 in the axial direction is the middle block 38. The tread 6 of this tire 2 comprises a center block 34 located on the equatorial plane, a shoulder block 36 located on the outermost axial side, and a middle block 38 located axially between the center block 34 and the shoulder block 36. The shoulder block 36 of this tire 2 includes the edge TE of the tread surface 4.

[0047] The tread 6 comprises multiple center blocks 34. The multiple center blocks 34 are arranged at regular intervals in the circumferential direction. The tread 6 of this tire 2 comprises a center block row 40 in which the multiple center blocks 34 form a row. In the center block row 40, the multiple center blocks 34 are arranged in the circumferential direction.

[0048] The tread 6 has multiple shoulder blocks 36. The multiple shoulder blocks 36 are arranged at regular intervals in the circumferential direction. The tread 6 of this tire 2 has a shoulder block row 42 in which the multiple shoulder blocks 36 form a row. In the shoulder block row 42, the multiple shoulder blocks 36 are arranged in the circumferential direction.

[0049] The tread 6 comprises multiple middle blocks 38. The multiple middle blocks 38 are arranged at regular intervals in the circumferential direction. The tread 6 of this tire 2 comprises a middle block row 44 in which the multiple middle blocks 38 form a row. In the middle block row 44, the multiple middle blocks 38 are arranged in the circumferential direction.

[0050] The tread 6 of this tire 2 comprises a center block row 40, a pair of middle block rows 44, and a pair of shoulder block rows 42. The center block row 40 is located on the equatorial plane. The pair of middle block rows 44 are each located axially outward from the center block row 40. The pair of shoulder block rows 42 are each located axially outward from the middle block row 44. The tread 6 of this tire 2 has multiple rows of blocks 46 arranged in the axial direction, and in each row of blocks 46 multiple blocks 16 are arranged in the circumferential direction. As described above, the blocks 16 are separated by grooves 18 and rise from the bottom BT of the grooves 18, and the top surface 20 of the blocks 16 forms part of the tread surface 4.

[0051] The top surface 20 of the block 16 of this tire 2 is rectangular. The block 16 has four side surfaces 48 that span between the top surface 20 and the bottom BT of the groove 18. The four side surfaces 48 are the first axial side surface 50 located on the first axial side, the second axial side surface 52 located on the second axial side, the first circumferential side surface 54 located on the first circumferential side, and the second circumferential side surface 56 located on the second circumferential side. The first axial side surface 50 and the second axial side surface 52 are side surfaces 48 that face each other in the axial direction, while the first circumferential side surface 54 and the second circumferential side surface 56 are side surfaces 48 that face each other in the circumferential direction. In other words, the four side surfaces 48 are the first axial side surface 50 and the second axial side surface 52 that face each other in the axial direction, and the first circumferential side surface 54 and the second circumferential side surface 56 that face each other in the circumferential direction.

[0052] In a block 16, such as the shoulder block 36 and middle block 38 of this tire 2, where the entire block is located between the equatorial plane and the edge of the tread surface 4, the side 48 located axially inward is called the inner side 58, and the side 48 located axially outward is called the outer side 60. In a shoulder block 36 and middle block 38, where the entire block is located between the equatorial plane and the first end TE1 of the tread surface 4, the first axial side 50 is the outer side 60, and the second axial side 52 is the inner side 58. In a shoulder block 36 and middle block 38, where the entire block is located between the equatorial plane and the second end TE2 of the tread surface 4, the first axial side 50 is the inner side 58, and the second axial side 52 is the outer side 60. Each of the shoulder block 36 and the middle block 38 has side surfaces 48, which include an inner surface 58 and an outer surface 60 facing each other in the axial direction, and a first circumferential surface 54 and a second circumferential surface 56 facing each other in the circumferential direction.

[0053] In block 16, the boundary between the top surface 20 and the side surface 48 is called edge G. Block 16 has edge G, which is the boundary between the top surface 20 and the side surface 48. The side surface 48 is a surface that extends from edge G toward the bottom BT. In the cross-section of block 16, the contour line of the side surface 48 is usually composed of a straight line including edge G and a curve connecting this straight line and the bottom BT. In this case, the curve is composed of one or more circular arcs. From the viewpoint of preventing chipping of edge G, if edge G is composed of a chamfer, the contour line of edge G is represented by a straight line or circular arc connecting the contour line of the top surface 20 and the contour line of the side surface 48.

[0054] Figure 3 is a cross-sectional view of tire 2 along the line III-III in Figure 1. Figure 3 shows a portion of the meridional cross-section of tire 2. Figure 3 shows a cross-section of the shoulder block 36. The line III-III in Figure 1 passes through the circumferential center of the shoulder block 36 in the unfolded view of the tread surface 4.

[0055] In Figure 3, the position indicated by the symbol AU is the confluence point of the inner surface 58 of the shoulder block 36 and the bottom BT of the groove 18. In Figure 3, the contour line of the inner surface 58 and the contour line representing the contour of the bottom BT of the groove 18, that is, the contour line of the groove bottom reference surface BS, are in contact at the confluence point AU. The position indicated by the symbol AS is the confluence point of the outer surface 60 of the shoulder block 36 and the bottom BT of the groove 18. In Figure 3, the contour line of the outer surface 60 and the contour line of the groove bottom reference surface BS are in contact at the confluence point AS.

[0056] Figure 4 is an unfolded view showing a portion of Figure 1. Figure 4 shows one shoulder block 36 included in the shoulder block row 42 on the second axial side, specifically the shoulder block 36 on the second axial side where line III-III in Figure 1 intersects. Figure 5 is a cross-sectional view of the tire 2 along the VV line in Figure 4. Figure 5 shows a cross-section of the shoulder block 36. The VV line in Figure 4 passes through the axial center of the shoulder block 36 in the unfolded view of the tread surface 4.

[0057] In Figure 5, the position indicated by the symbol CF is the confluence point of the first circumferential surface 54 of the shoulder block 36 and the bottom BT of the groove 18. In Figure 5, the contour line of the first circumferential surface 54 and the contour line of the groove bottom reference surface BS are in contact at the confluence point CF. The position indicated by the symbol CB is the confluence point of the second circumferential surface 56 of the shoulder block 36 and the bottom BT of the groove 18. In Figure 5, the contour line of the second circumferential surface 56 and the contour line of the groove bottom reference surface BS are in contact at the confluence point CB.

[0058] For example, as shown in Figure 3, this tire 2 further comprises a tag member 62. This tire 2 comprises one tag member 62. In this tire 2, one tag member 62 is embedded inside the tread portion T. In other words, one tag member 62 is built into the tread portion T. More specifically, one tag member 62 is positioned directly below one shoulder block 36 included in the axial second shoulder block row 42. The tag member 62 of this tire 2 is located directly below one shoulder block 36 included in one of the shoulder block rows 42.

[0059] The tire 2 may have multiple tag members 62. In this case, multiple tag members 62 may be positioned directly below the shoulder blocks 36 of the shoulder block rows 42 provided on the first axial side and the second axial side, respectively. However, there is a concern that the tag members 62 may reduce the durability of the tire 2. From the viewpoint of suppressing the reduction in durability of the tire 2, it is preferable that the tag members 62 be positioned directly below the shoulder blocks 36 of one of the two shoulder block rows 42. Multiple tag members 62 may each be positioned directly below their respective shoulder blocks 36 included in one of the shoulder block rows 42. However, from the viewpoint of suppressing the reduction in durability of the tire 2, it is more preferable that the tire 2 has one tag member 62, and that one tag member 62 is positioned directly below one shoulder block 36 included in one of the two shoulder block rows 42.

[0060] Figure 6 is a plan view of the tag member 62. Figure 7 is a cross-sectional view along the line VII-VII in Figure 6. The tag member 62 is plate-shaped. The tag member 62 is long in the length direction and short in the width direction.

[0061] The tag member 62 includes an electronic component 64. In Figure 6, the electronic component 64 is shown by a solid line for ease of explanation, but its entirety is covered by a protective body 66. The tag member 62 comprises the electronic component 64 and the protective body 66. The electronic component 64 is located in the center of the tag member 62. The protective body 66 is made of cross-linked rubber. In this tire 2, consideration was given to creating a good communication environment, and the protective body 66 is made of cross-linked rubber with high electrical resistance. The protective body 66 is made of highly insulating rubber.

[0062] Electronic component 64 is a small and lightweight electronic component. Without going into detail, this component 64 in tire 2 is an RFID tag 72, consisting of a semiconductor chip 68 that integrates a transmitting / receiving circuit, control circuit, memory, etc., and an antenna 70. When the RFID tag 72 receives a query radio wave, it uses this as electrical energy to transmit various data stored in its memory as a response radio wave. The RFID tag 72 is a type of passive radio frequency identification transponder.

[0063] The RFID tag 72 on this tire 2 comprises a semiconductor chip 68 and a pair of antennas 70. The semiconductor chip 68 is located between the pair of antennas 70. Each antenna 70 extends from the semiconductor chip 68 in the longitudinal direction of the tag member 62.

[0064] In Figure 6, the length indicated by the double arrow ML is the maximum length of the electronic component 64. The maximum length ML is obtained by identifying the rectangular frame (the dashed line FR in Figure 6) that the electronic component 64 circumscribes, and is represented by the maximum distance between the contact points that abut the frame FR.

[0065] In Figure 6, the position indicated by the symbol PM is one end that specifies the maximum length ML of the electronic component 64, and the position indicated by the symbol PL is the other end that specifies this maximum length ML. The maximum length ML is represented by the length of the line segment connecting the ends PM and PL of the electronic component 64. The dashed line LD is a straight line that includes the line segment connecting the ends PM and PL of the electronic component 64. The direction in which this straight line LD extends represents the length direction of the electronic component 64. In this invention, the length direction of the electronic component 64 is represented by the direction of the straight line that passes through the end PM and the other end PL of the electronic component 64 at which the length of the electronic component 64 is maximized. In other words, the length direction of the electronic component 64 is represented by the direction of the line segment that represents the maximum length of the electronic component 64.

[0066] As mentioned above, the tread 6 of this tire 2 has multiple blocks 16. The parts with blocks 16 have higher rigidity than the parts without blocks 16. The tread 6 comprises a center block 34, a middle block 38, and a shoulder block 36 as blocks 16. The inventors confirmed the strain generation conditions directly beneath block 16. The inventors found that, among the center block 34, middle block 38, and shoulder block 36, strain generation was suppressed directly beneath the shoulder block 36, which is located on the outermost axial side, compared to directly beneath the other blocks 16. In this tire 2, the tag member 62 is positioned directly beneath the shoulder block 36. This tire 2 can suppress the concentration of strain on the electronic component 64. Positioning the tag member 62 directly beneath the shoulder block 36 helps to reduce the risk of damage to the electronic component 64 while suppressing its impact on driving performance. This tire 2 can reduce the risk of damage to the electronic component 64 while suppressing the impact of the electronic component 64 on driving performance. This tire 2 can suppress the deterioration of reading performance due to damage to the electronic component 64. Furthermore, this tire 2 allows the reader that reads the information recorded in the electronic component 64 to be brought closer to the electronic component 64 from the side of the tire 2. Compared to the case where the electronic component 64 is placed directly below the center block 34 or the middle block 38, the reader can be placed closer to the electronic component 64, so this tire 2 has good reading performance. This tire 2 can stably maintain good reading performance.

[0067] As shown in Figure 3 or Figure 5, the tag member 62 is located between the tread 6 and the carcass 12. As previously mentioned, the carcass 12 spans between a pair of beads 10, and the carcass 12 includes carcass cords. The carcass cords suppress deformation of the carcass 12. By positioning the tag member 62 between the tread 6 and the carcass 12, the carcass 12 can contribute to reducing the strain that occurs in the electronic components 64. The concentration of strain on the electronic components 64 is suppressed. This tire 2 can reduce the risk of damage to the electronic components 64 while suppressing the impact of the electronic components 64 on driving performance. From this viewpoint, it is preferable that the tag member 62 is located between the tread 6 and the carcass 12. In this case, it is more preferable that the tag member 62 is directly laminated on the carcass 12 directly below the shoulder block 36, from the viewpoint that the carcass 12 can effectively contribute to reducing the strain that occurs in the electronic components 64.

[0068] As shown in Figure 3, the electronic component 64 of this tire 2 is located in the axial direction between the confluence point AU of the inner surface 58 of the shoulder block 36 and the bottom BT of the groove 18, and the confluence point AS of the outer surface 60 and the bottom BT of the groove 18. As shown in Figure 5, the electronic component 64 of this tire 2 is located in the circumferential direction between the confluence point CF of the first circumferential surface 54 and the bottom BT of the groove 18, and the confluence point CB of the second circumferential surface 56 and the bottom BT of the groove 18. This ensures that the electronic component 64 is positioned directly beneath the shoulder block 36. In this tire 2, the strain generated in the electronic component 64 is effectively reduced. This tire 2 can reduce the risk of damage to the electronic component 64 while suppressing its impact on driving performance. From this viewpoint, it is preferable that the electronic component 64 is located in the axial direction between the confluence point AU of the inner surface 58 of the shoulder block 36 and the bottom BT of the groove 18 and the confluence point AS of the outer surface 60 and the bottom BT of the groove 18, and in the circumferential direction between the confluence point CF of the first circumferential surface 54 and the bottom BT of the groove 18 and the confluence point CB of the second circumferential surface 56 and the bottom BT of the groove 18.

[0069] In Figure 3, the position indicated by the symbol AG1 is the first axial end of the top surface 20 of the shoulder block 36 (hereinafter referred to as the inner edge AG1). This inner edge AG1 is the boundary between the top surface 20 of the shoulder block 36 and the inner surface 58 (i.e., the edge G of the shoulder block 36), and is also the radially outer end of the inner surface 58. The solid line LU is the tangent line at the inner edge AG1 to the contour line of the inner surface 58. If the contour line of the inner surface 58 has a straight line that includes the inner edge AG1, then the tangent line LU coincides with the straight line that includes the inner edge AG1. The position indicated by the symbol PU is the intersection of the tangent line LU and the outer surface of the carcass 12. The intersection point PU is a position on the outer surface of the carcass 12 corresponding to the inner edge AG1 of the top surface 20 of the shoulder block 36, and is called the axially inner reference point of the top surface 20 of the shoulder block 36.

[0070] The position indicated by the symbol AG2 is the second axial end of the top surface 20 of the shoulder block 36 (hereinafter referred to as the outer edge AG2). The outer edge AG2 is the boundary between the top surface 20 of the shoulder block 36 and the outer surface 60 (i.e., the edge G of the shoulder block 36), and is also the radially outer end of the outer surface 60. This outer edge AG2 is also the edge TE of the tread surface 4. The solid line LS is the tangent line to the contour line of the outer surface 60 at the outer edge AG2. If the contour line of the outer surface 60 has a straight line that includes the outer edge AG2, then the tangent line LS overlaps with the straight line that includes the outer edge AG2. The position indicated by the symbol PS is the intersection of the tangent line LS and the outer surface of the carcass 12. The intersection point PS is located on the outer surface of the carcass 12, corresponding to the outer edge AG2 of the top surface 20 of the shoulder block 36, and is called the axially outer reference point of the top surface 20 of the shoulder block 36.

[0071] Figure 8 shows the case where the outer edge AG2 of the shoulder block 36 is made of a chamfer. In Figure 8, the position indicated by the symbol Ga is the first end of the outer edge AG2, and the position indicated by the symbol Gb is the second end of the outer edge AG2.

[0072] The first end Ga of the outer edge AG2 is the boundary between the top surface 20 and the outer edge AG2, and is the second axial end of the top surface 20. If the outer edge AG2 is composed of a chamfer, the second axial end Ga of the top surface 20 is the end TE of the tread surface 4. The second end Gb of the outer edge AG2 is the boundary between the outer edge AG2 and the outer surface 60, and is the radial outer end of the outer surface 60.

[0073] The solid line Lb is the tangent to the contour line of the outer surface 60 at the second end Gb of the outer edge AG2. If the contour line of the outer surface 60 has a straight line that includes the second end Gb, then the tangent line Lb coincides with the straight line that includes the second end Gb. The solid line La is a straight line that passes through the first end Ga of the outer edge AG2 and is parallel to the tangent line Lb. The position indicated by the symbol Pa is the intersection of the straight line La and the outer surface of the carcass 12. This intersection Pa is the position on the outer surface of the carcass 12 corresponding to the second axial end Ga of the top surface 20 of the shoulder block 36 (hereinafter referred to as the position corresponding to the axial outer end of the top surface 20). In the present invention, when the outer edge AG2 is composed of a chamfer, the position Pa corresponding to the axial outer end of the top surface 20 is the position on the outer surface of the carcass 12 corresponding to the outer edge AG2 of the top surface 20 of the shoulder block 36, and is used as the axial outer reference point PS of the top surface 20 of the shoulder block 36.

[0074] In Figure 5, the position indicated by the symbol CT1 is the first circumferential edge (hereinafter referred to as the first circumferential edge) of the top surface 20 of the shoulder block 36. This first circumferential edge CT1 is the boundary between the top surface 20 of the shoulder block 36 and the first circumferential side surface 54 (i.e., the edge G of the shoulder block 36), and is also the radially outer end of the first circumferential side surface 54. The solid line LF is the tangent line to the contour line of the first circumferential side surface 54 at the first circumferential edge CT1. If the contour line of the first circumferential side surface 54 has a straight line that includes the first circumferential edge CT1, then the tangent line LF overlaps with the straight line that includes the first circumferential edge CT1. The position indicated by the symbol PF is the intersection point of this tangent line LF and the outer surface of the carcass 12. The intersection point PF is the position on the outer surface of the carcass 12 corresponding to the first circumferential edge CT1 of the top surface 20 of the shoulder block 36, and is called the first circumferential reference point. In Figure 5, the position indicated by the symbol CT2 is the second circumferential edge (hereinafter referred to as the second circumferential edge) of the top surface 20 of the shoulder block 36. This second circumferential edge CT2 is the boundary between the top surface 20 of the shoulder block 36 and the second circumferential side surface 56 (i.e., edge G of the shoulder block 36), and is also the radially outer end of the second circumferential side surface 54. The solid line LB is the tangent line to the contour line of the second circumferential side surface 54 at the second circumferential edge CT2. If the contour line of the second circumferential side surface 54 has a straight line that includes the second circumferential edge CT2, then the tangent line LB overlaps with the straight line that includes the second circumferential edge CT2. The position indicated by the symbol PB is the intersection point of this tangent line LB and the outer surface of the carcass 12. The intersection point PB is the position on the outer surface of the carcass 12 corresponding to the second circumferential edge CT2 of the top surface 20 of the shoulder block 36, and is called the second circumferential reference point.

[0075] In Figure 5, the solid line LFs is the normal to the top surface 20 at the first circumferential edge CTI. The position indicated by the symbol PFs is the intersection of this normal LFs and the outer surface of the carcass 12. The intersection point PFs is called the first circumferential sub-reference point. The solid line LBs is the normal to the top surface 20 at the second circumferential edge CT2. The position indicated by the symbol PBs is the intersection of this normal LBs and the outer surface of the carcass 12. The intersection point PBs is called the second circumferential sub-reference point.

[0076] As shown in Figure 3, the electronic component 64 is located between the axial inner reference point PU and the axial outer reference point PS. As shown in Figure 5, the electronic component 64 is located between the first circumferential reference point PF and the second circumferential reference point PB. In this tire 2, the electronic component 64 is located directly below the top surface 20 of the shoulder block 36. This more effectively reduces the strain generated in the electronic component 64. This tire 2 can reduce the risk of damage to the electronic component 64 while suppressing its impact on driving performance. From this viewpoint, it is more preferable that the electronic component 64 is located between the axial inner reference point PU and the axial outer reference point PS, and between the first circumferential reference point PF and the second circumferential reference point PB.

[0077] In this invention, for example, when an electronic component 64 is located between point A and point B, it means that the entire electronic component 64 is located between point A and point B. For example, when a tag member 62 is located between point A and point B, it means that the entire tag member 62 is located between point A and point B.

[0078] As shown in Figure 5, the electronic component 64 is located between the first circumferential sub-reference points PFs and the second circumferential sub-reference points PBs. By having the electronic component 64 located between the axially inner reference point PU and the axially outer reference point PS, and between the first circumferential sub-reference points PFs and the second circumferential sub-reference points PBs, the strain generated in the electronic component 64 is more effectively reduced. This tire 2 can reduce the risk of damage to the electronic component 64 while suppressing the impact of the electronic component 64 on driving performance. From this viewpoint, it is even more preferable that the electronic component 64 is located between the axially inner reference point PU and the axially outer reference point PS, and between the first circumferential sub-reference points PFs and the second circumferential sub-reference points PBs. From the viewpoint that the tire 2 can effectively reduce the risk of damage to the electronic component 64 while effectively suppressing the impact of the electronic component 64 on driving performance, it is even more preferable that the tag member 62 is located between the axially inner reference point PU and the axially outer reference point PS, and between the first circumferential sub-reference points PFs and the second circumferential sub-reference points PBs.

[0079] As shown in Figure 4, in this tire 2, the end of the electronic component 64 corresponding to one end PM of the line segment representing the maximum length ML of the electronic component 64 is located on the first circumferential side, and the end of the electronic component 64 corresponding to the other end PL is located on the second circumferential side. The tag member 62 of this tire 2 is arranged so that the length direction of the electronic component 64 extends substantially in the circumferential direction. In Figure 4, angle θ is the angle between the straight line LD, which represents the longitudinal direction of the electronic component 64, and the circumferential direction of the tire 2. In the present invention, this angle θ is the angle that the longitudinal direction of the electronic component 64 makes with respect to the circumferential direction (hereinafter referred to as the inclination angle of the electronic component 64 with respect to the circumferential direction). In this tire 2, the inclination angle θ of the electronic component 64 with respect to the circumferential direction is 5 degrees or less. The longitudinal direction of the electronic component 64 extends substantially in the circumferential direction. The tag member 62 of this tire 2 is positioned such that the longitudinal direction of the electronic component 64 extends substantially in the circumferential direction.

[0080] Significant stress is placed on the tire due to reaction forces from uneven road surfaces and impacts upon landing. The point of contact is often near the equator, and the stress increases as you approach the equator. In this tire 2, as described above, the tag member 62 is positioned such that the longitudinal direction of the electronic component 64 extends substantially in the circumferential direction. This positions the entire electronic component 64 away from the equatorial plane. This effectively reduces the strain generated in the electronic component 64. This tire 2 can reduce the risk of damage to the electronic component 64 while suppressing the impact of the electronic component 64 on driving performance. From this viewpoint, it is preferable that the tag member 62 is positioned such that the longitudinal direction of the electronic component 64 extends substantially in the circumferential direction. In this case, the inclination angle θ of the electronic component 64 with respect to the circumferential direction is preferably 3 degrees or less, and more preferably 1 degree or less. Particularly preferable is that the inclination angle θ is 0 degrees.

[0081] As shown in Figure 1, between the equatorial plane and the edge TE of the tread surface 4, a plurality of shoulder blocks 36 forming a shoulder block row 42 and a plurality of middle blocks 38 forming a middle block row 44 are arranged alternately in the circumferential direction. A tie bar 74 spans between one shoulder block 36 and a middle block 38 adjacent to this shoulder block 36. The tread 6 of this tire 2 is equipped with tie bars 74 that span between the shoulder blocks 36 and the middle blocks 38. The tie bars 74 span between the corners of the shoulder blocks 36 and the corners of the middle blocks 38.

[0082] Figure 9 is a cross-sectional view of tire 2 along the line IX-IX in Figure 1. Figure 9 shows a cross-section of tie bar 74. In Figure 9, the length indicated by the double arrow WT is the width of tie bar 74. The length indicated by the double arrow HT is the height of tie bar 74.

[0083] As shown in Figure 9, the tie bar 74 is a protrusion that rises from the bottom BT of the groove 18. The tie bar 74 increases the rigidity of the portion between the shoulder block row 42 and the middle block row 44. In this tire 2, deformation of the portion between the shoulder block 36 and the middle block 38 is suppressed. This tire 2 can effectively reduce the risk of damage to electronic components. From this viewpoint, it is preferable that the tread 6 is equipped with a tie bar 74 that spans between the shoulder block 36 and the middle block 38. In this case, the width WT of the tie bar 74 is preferably 3 mm or more and 20 mm or less. The height H of the tie bar 74 is preferably 0.2 mm or more and 3 mm or less.

[0084] As is clear from the above description, the present invention provides a motorcycle tire for off-road riding that can reduce the risk of damage to electronic components while suppressing the impact of electronic components on driving performance. [Examples]

[0085] The present invention will be described in more detail below with reference to examples, but the present invention is not limited to these examples.

[0086] [Example 1] A motorcycle tire for off-road riding (rear tire; size = 120 / 90-19 66M) was obtained, having the basic configuration shown in Figure 1-9 and the specifications shown in Table 1 below.

[0087] In Table 1, "Y" in the Electronic Components column indicates that a tag member is provided. If a tag member is not provided, it is represented by "N". In the block column of Table 1, "S" indicates that the tag member is located directly below the shoulder block. If the tag member is located directly below the middle block, it is represented by "M," and if the tag member is located directly below the center block, it is represented by "C." In the thickness direction column of Table 1, "TC" indicates that the tag member is located between the tread and the carcass. If the tag member is embedded in the tread, it is represented by "T". In the axial direction column of Table 1, "IN" indicates that the electronic component is located in the zone between the axial inner reference point PU and the axial outer reference point PS. If the electronic component is located outside the zone between the axial inner reference point PU and the axial outer reference point PS, it is indicated as "OUT". In the circumferential direction column of Table 1, "IN" indicates that the electronic component is located in the zone between the first circumferential reference point PF and the second circumferential reference point PB. If the electronic component is located outside the zone between the first circumferential reference point PF and the second circumferential reference point PB, it is indicated as "OUT". In the orientation shown in Table 1, "C" indicates that the tag member is positioned so that the longitudinal direction of the electronic component substantially extends in the circumferential direction. Note that if the inclination angle θ of the electronic component with respect to the circumferential direction is greater than 5 degrees, it is represented as "A". In Table 1, "Y" in the tie bar column indicates that tie bars are present. "N" indicates that tie bars are not present.

[0088] [Comparative Example 1] A tire for Comparative Example 1 was obtained in the same manner as in Example 1, except that the tag member and tie bar were not provided. Comparative Example 1 is the standard tire used as the basis for evaluation.

[0089] [Comparative Example 2] A tire for Comparative Example 2 was obtained in the same manner as in Example 1, except that the tag member was positioned directly below the center block so that the electronic component was located directly below the top surface of the center block, and the tag member was set so that the inclination angle θ of the electronic component with respect to the circumferential direction was greater than 5 degrees, and no tie bar was provided.

[0090] [Comparative Example 3] A tire for Comparative Example 3 was obtained in the same manner as in Example 1, except that the tag member was positioned directly below the middle block so that the electronic component was located directly below the top surface of the middle block, and the tag member was set so that the inclination angle θ of the electronic component with respect to the circumferential direction was greater than 5 degrees, and no tie bar was provided.

[0091] [Example 2] The tag member was embedded in the tread directly below the shoulder block, and electronic components were placed outside the zone between the axial inner reference point PU and the axial outer reference point PS, and outside the zone between the first circumferential reference point PF and the second circumferential reference point PB. In this arrangement, the tag member was set so that the inclination angle θ of the electronic components with respect to the circumferential direction was greater than 5 degrees. The tire of Example 2 was obtained in the same manner as in Example 1, except that tie bars were not provided.

[0092] [Example 3] Electronic components were placed outside the zone between the axial inner reference point PU and the axial outer reference point PS, and outside the zone between the first circumferential reference point PF and the second circumferential reference point PB. In this arrangement, tag members were set so that the inclination angle θ of the electronic components with respect to the circumferential direction was greater than 5 degrees. A tire of Example 3 was obtained in the same manner as in Example 1, except that tie bars were not provided.

[0093] [Example 4] The tire of Example 4 was obtained in the same manner as in Example 1, except that the electronic components were placed outside the zone between the first circumferential reference point PF and the second circumferential reference point PB, and the tag members were set so that the inclination angle θ of the electronic components with respect to the circumferential direction was greater than 5 degrees, and no tie bars were provided.

[0094] [Example 5] An electronic component was placed outside the zone between the axially inner reference point PU and the axially outer reference point PS. In this arrangement, the tag member was set such that the inclination angle θ of the electronic component with respect to the circumferential direction was greater than 5 degrees. A tie bar was not provided, and the tire of Example 5 was obtained in the same manner as in Example 1.

[0095] [Example 6] The tire of Example 6 was obtained in the same manner as in Example 1, except that the tag member was set so that the inclination angle θ of the electronic component with respect to the circumferential direction was greater than 5 degrees, and no tie bar was provided.

[0096] [Example 7] The tire of Example 7 was obtained in the same manner as in Example 1, except that a tie bar was not provided.

[0097] [Reading performance] A prototype tire was mounted on a rim (size = 19 × 2.15), inflated, and the internal pressure of the tire was adjusted to 80 kPa. This tire was mounted on the rear wheel of a test vehicle (a motocross racing motorcycle with a displacement of 450cc). A commercially available tire (80 / 100-21), mounted on a rim (size = 21 × 1.60) and adjusted to an internal pressure of 80 kPa, was mounted on the front wheel. The test vehicle was driven for 35 minutes on a motocross racing test course, and the change in reading performance before and after the run was checked. Of the 100 prototype tires capable of reading electronic components, the number of tires that were still capable of reading electronic components after the run was checked. The results are shown in Table 1-2 below. A value closer to 100 after the run indicates a reduced risk of damage to electronic components.

[0098] [Traction performance] A prototype tire was mounted on a rim (size = 19 × 2.15), inflated, and the internal pressure of the tire was adjusted to 80 kPa. This tire was mounted on the rear wheel of a test vehicle (a motocross racing motorcycle with a displacement of 450cc). A commercially available tire (80 / 100-21), mounted on a rim (size = 21 × 1.60) and adjusted to an internal pressure of 80 kPa, was mounted on the front wheel. The test vehicle was driven on a motocross racing test course, and the time required for the test vehicle to travel a certain distance from a standstill was measured. The results are shown in Table 1 below on a 10-point scale, with Comparative Example 1 being rated 5 points. The closer the score is to 5 points, the more it indicates that the traction performance is equivalent to that of the standard tire, Comparative Example 1, and that the impact of the built-in electronic components on traction performance is small.

[0099] [Braking performance] A prototype tire was mounted on a rim (size = 19 x 2.15), inflated with air, and the internal pressure of the tire was adjusted to 80 kPa. This tire was mounted on the rear wheel of a test vehicle (a motocross racing motorcycle with a displacement of 450cc). A commercially available tire (80 / 100-21), mounted on a rim (size = 21 x 1.60) and adjusted to an internal pressure of 80 kPa, was mounted on the front wheel. The test vehicle was driven on a motocross racing test course, and the distance traveled until the vehicle came to a stop was measured when the brakes were applied while driving at a constant speed. The results are shown in Table 1 below on a 10-point scale, with Comparative Example 1 being rated 5 points. The closer the score is to 5 points, the more the braking performance is equivalent to that of Comparative Example 1, which is a standard tire, indicating that the impact of the built-in electronic components on braking performance is small.

[0100] [Role performance] A prototype tire was mounted on a rim (size = 19 x 2.15), inflated, and the internal pressure was adjusted to 80 kPa. This tire was mounted on the rear wheel of a test vehicle (a 450cc motocross racing motorcycle). A commercially available tire (80 / 100-21), mounted on a rim (size = 21 x 1.60) and adjusted to 80 kPa, was mounted on the front wheel. The test vehicle was driven on a motocross racing test course, and the roll performance was evaluated (sensory evaluation) by a test rider with professional-level skills. The results are shown in Table 1 below, on a 10-point scale with Comparative Example 1 being 5 points. The closer the score is to 5 points, the more the roll performance is equivalent to that of the standard tire in Comparative Example 1, indicating that the impact of the built-in electronic components on the roll performance is small.

[0101] [Table 1]

[0102] [Table 2]

[0103] As shown in Table 1-2, the embodiments demonstrate that the impact of electronic components on driving performance is suppressed while simultaneously reducing the risk of damage to electronic components. This evaluation clearly demonstrates the superiority of the present invention. [Industrial applicability]

[0104] The technology described above, which can reduce the risk of damage to electronic components while suppressing their impact on driving performance, can be applied to various types of tires.

[0105] [Note] The present invention includes the following embodiments.

[0106] [1] A two-wheeled vehicle tire for off-road use, comprising a pair of beads, a carcass spanning the pair of beads, a tread located radially outward of the carcass, and a tag member including electronic components, wherein the tread comprises a plurality of blocks separated by grooves and rising from the bottom of the grooves, the plurality of blocks comprising a center block located on the equatorial plane, a shoulder block located axially outward, and a middle block located axially between the center block and the shoulder block, the tread comprising a row of shoulder blocks in which the plurality of shoulder blocks are arranged in a line, the plurality of shoulder blocks in the row of shoulder blocks are arranged circumferentially, and the tag member is located directly below one of the shoulder blocks. [2] The tire according to [1] above, wherein the tag member is located between the tread and the carcass. [3] The tire according to [1] or [2] above, wherein the shoulder block comprises a top surface and four sides spanning the top surface and the bottom of the groove, the four sides being an inner surface and an outer surface facing each other in the axial direction, and a first circumferential surface and a second circumferential surface facing each other in the circumferential direction, and the electronic component is located in the axial direction between the confluence point of the inner surface and the bottom of the groove and the confluence point of the outer surface and the bottom of the groove, and in the circumferential direction between the confluence point of the first circumferential surface and the bottom of the groove and the confluence point of the second circumferential surface and the bottom of the groove. [4] The tire according to any one of [1] to [3] above, wherein the tag member is arranged such that the longitudinal direction of the electronic component extends substantially in the circumferential direction. [5] The tire according to any one of [1] to [4] above, wherein the tread comprises a middle block row in which a plurality of the middle blocks are arranged in a row, the plurality of the middle blocks are arranged in the circumferential direction in the middle block row, the plurality of the middle blocks and the plurality of the shoulder blocks are arranged alternately in the circumferential direction, and the tread comprises tie bars that span between the shoulder blocks and the middle blocks. [Explanation of Symbols]

[0107] 2... Tires 4. Tread surface 6...Tread 10...bead 12...Carcass Blocks 16, 34, 36, 38... 18...Groove 20...Top surface Blocks 40, 42, 44, 46... 48, 50, 52, 54, 56, 58, 60... side view 62... Tag components 64... Electronic components 66... ​​Protective body 68... Semiconductor chips 70... Antenna 72...RFID tags 74...Tie bar

Claims

1. A pair of beads, A carcass spanning between the pair of aforementioned beads, The tread located radially outward of the carcass, Tag member including electronic components and Equipped with, The tread comprises a plurality of blocks separated by grooves and rising from the bottom of the grooves, The plurality of blocks comprises a center block located on the equatorial plane, a shoulder block located on the outermost axial side, and a middle block located between the center block and the shoulder block in the axial direction. The tread comprises a row of shoulder blocks in which a plurality of shoulder blocks are arranged in a line, In the aforementioned row of shoulder blocks, a plurality of shoulder blocks are arranged in the circumferential direction, and the tag member is located directly below one of the shoulder blocks. Motorcycle tires designed for off-road riding.

2. The tag member is located between the tread and the carcass. A tire for a motorcycle for off-road riding, as described in claim 1.

3. The shoulder block comprises a top surface and four side surfaces that bridge the space between the top surface and the bottom of the groove, The four aforementioned surfaces are an inner surface and an outer surface facing each other in the axial direction, and a first circumferential surface and a second circumferential surface facing each other in the circumferential direction. The electronic component is located in the axial direction between the confluence point of the inner surface and the bottom of the groove and the confluence point of the outer surface and the bottom of the groove, and in the circumferential direction between the confluence point of the first circumferential surface and the bottom of the groove and the confluence point of the second circumferential surface and the bottom of the groove. A tire for a motorcycle for off-road riding according to claim 1 or 2.

4. The tag member is arranged such that the longitudinal direction of the electronic component extends substantially in the circumferential direction. A tire for a motorcycle for off-road riding according to claim 1 or 2.

5. The tread comprises a middle block row in which a plurality of the middle blocks are arranged in a row, In the aforementioned middle block row, a plurality of the middle blocks are arranged in the circumferential direction. Multiple middle blocks and multiple shoulder blocks are arranged alternately in the circumferential direction. The tread includes tie bars that span between the shoulder block and the middle block. A tire for a motorcycle for off-road riding according to claim 1 or 2.

Images