Tire

Abstract

To provide a tire that can exert excellent wet performance stably until a tread part is completely worn.SOLUTION: A tire has a tread part 2. The tread part 2 includes a plurality of circumferential grooves 8, and a first land part 11 and a second land part 12. The second land part 12 is arranged closer to a tire equator C than the first land part 11. The first land part 11 and the second land part 12 include first cap rubber layers 16 and second rubber layers 17, respectively. Loss tangents tanδ2 of the second cap rubber layers 17 are larger than loss tangents tanδ1 of the first cap rubber layers 16. A minimum distance L2 from a grounding surface 12s of the second land part 12 to an outer surface of the second cap rubber layer 17 is smaller than a minimum distance L1 from a grounding surface 11s of the first land part 11 to an outer surface of the second cap rubber layer 17.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a tire.

Background Art

[0002] Patent Document 1 below proposes a pneumatic tire that expects low rolling resistance and good WET braking performance by specifying the loss tangent and the like of the first cap layer and the second cap layer of the tread.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, there has been a demand for a tire that can stably exhibit wet performance from the start of use of the tire to the end of wear of the tread portion. On the other hand, like the pneumatic tire of Patent Document 1 above, a tire in which the tread portion is composed of a plurality of rubber layers having different loss tangents has a problem that the wet performance easily changes suddenly in the middle stage of wear of the tread portion.

[0005] The present disclosure has been devised in view of the above circumstances, and the main problem is to provide a tire that can stably exhibit excellent wet performance until the end of wear of the tread portion.

Means for Solving the Problems

[0006] The present disclosure relates to a tire having a tread portion, wherein the tread portion includes a plurality of circumferential grooves continuously extending in the circumferential direction of the tire between two tread ends, a first land portion and a second land portion divided by the circumferential grooves, the second land portion is disposed closer to the tire equator side than the first land portion, and each of the first land portion and the second land portion includes a first cap rubber layer constituting a ground contact surface and a second cap rubber layer disposed on the inner side in the radial direction of the tire of the first cap rubber layer. The loss tangent tanδ2 of the second cap rubber layer is larger than the loss tangent tanδ1 of the first cap rubber layer, and the minimum distance L2 from the ground contact surface of the second land portion to the outer surface of the second cap rubber layer is smaller than the minimum distance L1 from the ground contact surface of the first land portion to the outer surface of the second cap rubber layer.

Advantages of the Invention

[0007] By adopting the above configuration, the tire of the present disclosure can stably exhibit excellent wet performance until the end stage of wear of the tread portion.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0009] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. FIG. 1 is a tire meridian cross-sectional view of a tire 1 in a normal state showing an embodiment of the present disclosure. As shown in FIG. 1, the present disclosure is desirably applied to, for example, a pneumatic tire for a passenger car. However, the present disclosure is not limited to such an aspect, and the present disclosure may be applied to, for example, tires for motorcycles or heavy loads.

[0010] The "normal state" means that in the case of a pneumatic tire for which various standards are defined, the tire is rim-mounted on a normal rim, filled with a normal internal pressure, and in a no-load state. In the case of a tire for which various standards are not defined, the normal state means a standard use state according to the purpose of use of the tire, and means a state where the tire is not mounted on a vehicle and is in a no-load state. In this specification, unless otherwise specified, the dimensions and the like of each part of the tire are values measured in the normal state.

[0011] The "normal rim" is the rim defined for each tire in a standard system including the standards on which the tire is based. For example, in the case of JATMA, it is the "standard rim", in the case of TRA, it is the "Design Rim", and in the case of ETRTO, it is the "Measuring Rim".

[0012] The "normal internal pressure" is the air pressure defined for each tire in a standard system including the standards on which the tire is based. In the case of JATMA, it is the "maximum air pressure", in the case of TRA, it is the maximum value described in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES", and in the case of ETRTO, it is the "INFLATION PRESSURE".

[0013] Inside the tire 1 of the present embodiment, tire constituent members such as a carcass 6 and a tread reinforcing cord layer 7 are arranged. Known aspects are appropriately adopted for these tire constituent members.

[0014] The carcass 6 extends from the bead portion 4 on one side, through the sidewall portion 3 on one side, the tread portion 2, and the sidewall portion 3 on the other side, to the bead portion 4 on the other side. The carcass 6 of the present embodiment is composed of, for example, two carcass plies 6A and 6B. The two carcass plies 6A and 6B are composed of, for example, carcass cords made of organic fibers arranged at an angle of 75 to 90 degrees with respect to the tire circumferential direction.

[0015] The tread reinforcement cord layer 7 is composed of, for example, two reinforcement plies 7A and 7B. The reinforcement plies 7A and 7B are, for example, those in which a plurality of cords are coated with topping rubber. The cords are arranged at an angle of 10 to 45 degrees with respect to the tire circumferential direction, for example. For the cords, organic fiber cords or steel cords can be appropriately adopted, for example.

[0016] In the tread portion 2 of the present embodiment, a plurality of circumferential grooves 8 extending continuously in the tire circumferential direction between the two tread ends Te are provided. Thereby, the tread portion 2 includes a first land portion 11 and a second land portion 12 divided by the circumferential grooves 8. The second land portion 12 is arranged closer to the tire equator C side than the first land portion 11. The tread portion 2 of the present embodiment is configured to include two second land portions 12 arranged on the tire equator C side and two first land portions 11 arranged so as to sandwich them. Thereby, the tire 1 of the present embodiment is configured as a so-called four-rib tire. However, the present disclosure is not limited to such a mode. Note that the tread end Te corresponds to the axial end of the ground contact surface 2s of the tread portion 2 in the tire axial direction.

[0017] FIG. 2 shows an enlarged cross-sectional view of the first land portion 11 and the second land portion 12. As shown in FIG. 2, each of the first land portion 11 and the second land portion 12 includes a first cap rubber layer 16 that constitutes the ground contact surface 2s, and a second cap rubber layer 17 disposed on the inner side in the tire radial direction of the first cap rubber layer 16. The tread portion 2 of the present embodiment further includes a base rubber layer 20 disposed on the inner side in the tire radial direction of the second cap rubber layer 17. Thereby, the tread portion 2 of the present embodiment is composed of three rubber layers, namely, the first cap rubber layer 16, the second cap rubber layer 17, and the base rubber layer 20. However, the present disclosure is not limited to such a mode. In each figure after FIG. 2, different hatchings are applied to each rubber layer, but in FIG. 1, the hatchings are omitted in order to avoid complication of the figure.

[0018] Generally, it is known that rubber having a large loss tangent can exhibit a large frictional force on a wet road surface. Based on such technical matters, in the present disclosure, the loss tangent tanδ2 of the second cap rubber layer 17 is larger than the loss tangent tanδ1 of the first cap rubber layer 16. In this specification, the loss tangent tanδ is a value measured using a dynamic viscoelasticity measuring device (Implex series) manufactured by GABO in accordance with the provisions of JIS-K6394 under the following conditions. Initial strain: 5% Amplitude of dynamic strain: ±1% Frequency: 10 Hz Deformation mode: Extension Measurement temperature: 30°C

[0019] In the present disclosure, the minimum distance L2 from the ground contact surface 12s of the second land portion 12 to the outer surface of the second cap rubber layer 17 is smaller than the minimum distance L1 from the ground contact surface 11s of the first land portion 11 to the outer surface of the second cap rubber layer 17. Thereby, the tire 1 of the present disclosure can stably exhibit excellent wet performance until the end of wear of the tread portion 2. The following mechanism is presumed as the reason.

[0020] When the wear of the tread portion 2 progresses, the second cap rubber layer 17, which is excellent in frictional force on a wet road surface, is exposed. Therefore, the decrease in wet performance due to the wear of the tread portion 2 can be compensated for by the exposure of the second cap rubber layer 17. Accordingly, excellent wet performance is stably exhibited.

[0021] As a result of intensive research, the developers obtained the knowledge that if the entire second cap rubber layer 17 appears on the ground contact surface in a short period of time, the change in wet performance becomes large, which is undesirable. Based on this knowledge, in the present disclosure, the distance L2 of the second land portion 12 is smaller than the distance L1 of the first land portion 11. Thereby, before the second cap rubber layer 17 of the first land portion 11 is exposed, the second cap rubber layer 17 of the second land portion 12 is exposed relatively early. In particular, in the present disclosure, since the second land portion 12 is arranged closer to the tire equator C than the first land portion 11, the second cap rubber layer 17 of the second land portion 12 is likely to be exposed early. Thereby, after the exposure of the second cap rubber layer 17 starts in the second land portion 12, the exposure of the second cap rubber layer 17 starts in the first land portion 11. Therefore, the time until the second cap rubber layer 17 is exposed over the entire ground contact surface can be increased, so that the change in wet performance due to the exposure of the second cap rubber layer 17 is alleviated. For such reasons, it is considered that the tire 1 of the present disclosure can stably exhibit excellent wet performance until the end stage of wear of the tread portion 2.

[0022] Hereinafter, a more detailed configuration of the present embodiment will be described. Each configuration described below shows a specific aspect of the present embodiment. Therefore, it goes without saying that the present disclosure can exhibit the above-described effects even if it does not have the configurations described below. Further, even if any one of the configurations described below is applied alone to the tire of the present disclosure having the above-described features, an improvement in performance corresponding to each configuration can be expected. Furthermore, when some of the configurations described below are applied in combination, a combined improvement in performance corresponding to each configuration can be expected.

[0023] The loss tangent tanδ1 of the first cap rubber layer 16 is desirably 0.13 or more, more desirably 0.15 or more, still more desirably 0.18 or more, and desirably 0.30 or less, more desirably 0.25 or less, still more desirably 0.22 or less. Such a first cap rubber layer 16 can exhibit well-balanced dry road handling stability (hereinafter simply referred to as "handling stability") and wet performance at the start of tire use.

[0024] In order to improve the handling stability and wet performance when the tread portion 2 is worn, the loss tangent tanδ2 of the second cap rubber layer 17 is desirably 0.20 or more, more desirably 0.25 or more, still more desirably 0.28 or more, and desirably 0.40 or less, more desirably 0.35 or less, still more desirably 0.32 or less.

[0025] If the difference between the loss tangent tanδ1 and the loss tangent tanδ2 is small, it becomes difficult to exhibit the above-described effects, and if the difference is large, rubber peeling is likely to occur at the boundary between the first cap rubber layer 16 and the second cap rubber layer 17. From such a viewpoint, the loss tangent tanδ2 is, for example, 1.2 to 2.5 times the loss tangent tanδ1, and desirably 1.5 to 2.0 times.

[0026] The first cap rubber layer 16 and the second cap rubber layer 17 each extend with a substantially constant thickness except for the periphery of the circumferential groove 8. Thereby, peeling at the boundary of these rubber layers can be suppressed. Note that the periphery of the circumferential groove 8 includes a region from the groove wall of the circumferential groove 8 to 50% or less of the groove width at the ground contact surface of the circumferential groove 8. Also, extending with a substantially constant thickness means allowing inevitable errors in rubber products such as tires, and includes a mode in which the difference between the maximum value and the minimum value of the thickness of the rubber layer is 5% or less of the maximum value.

[0027] The distance L1 of the first land portion 11 is, for example, 35% to 55% of the tread thickness t1 from the outer surface of the tread reinforcing cord layer 7 in the first land portion 11 to the outer surface of the tread portion 2, desirably 40% to 50%. The distance L2 of the second land portion 12 is, for example, 10% to 30% of the tread thickness t2 from the outer surface of the tread reinforcing cord layer 7 in the second land portion 12 to the outer surface of the tread portion 2, desirably 15% to 25%.

[0028] The distance L1 is desirably 150% or more, more desirably 180% or more, and desirably 250% or less, more desirably 220% or less of the distance L2. Thereby, the wet performance is more stably exhibited.

[0029] The thickness t3 of the second cap rubber layer 17 of the first land portion 11 is, for example, 30% to 50% of the tread thickness t1. The thickness t4 of the second cap rubber layer 17 of the second land portion 12 is, for example, 50% to 70% of the tread thickness t2. However, the present disclosure is not limited to such a mode.

[0030] The tread portion 2 includes a base rubber layer 20 disposed on the inner side in the tire radial direction of the second cap rubber layer 17. The loss tangent tanδb of the base rubber layer 20 is smaller than the loss tangent tanδ1. Specifically, the loss tangent tanδb is less than 0.13. Such a base rubber layer 20 helps to suppress excessive heat generation of the tread portion 2.

[0031] The base rubber layer extends in the tire axial direction with a substantially constant thickness, for example, except for the periphery of the circumferential groove 8. The thickness of the base rubber layer 20 is desirably 10% to 30% of the tread thickness from the outer surface of the tread reinforcing cord layer 7 to the outer surface of the tread portion 2.

[0032] In the present embodiment, except for the periphery of the circumferential groove 8, the boundary 18 between the first cap rubber layer 16 and the second cap rubber layer 17 extends parallel to the ground contact surface. However, the present disclosure is not limited to such a mode.

[0033] Figure 3 shows an enlarged cross-sectional view of the first land portion 11 and the second land portion 12 of another embodiment of the present disclosure. As shown in Figure 3, in this embodiment, the boundary 18 between the first cap rubber layer 16 and the second cap rubber layer 17 extends non-parallel to the ground contact surface 2s of the tread portion 2. More specifically, the boundary 18 includes a protruding portion 23 that protrudes outward in the tire radial direction, and from this protruding portion 23, it extends obliquely in a direction in which the tire radial distance between the ground contact surface and the boundary 18 increases toward both sides in the tire axial direction. In this embodiment, with the above-described configuration, as the tread portion 2 wears, the second cap rubber layer 17 gradually appears on the ground contact surface, so that the wet performance can be more stably exhibited.

[0034] The radius of curvature R2 of the boundary 18 in the second land portion 12 is smaller than the radius of curvature R1 of the boundary 18 in the first land portion 11. Thereby, while suppressing the peeling of the rubber due to the boundary 18, it is possible to ensure a large amount of wear required until the second cap rubber layer 17 is completely exposed in the second land portion 12.

[0035] Figure 4 shows an enlarged cross-sectional view of the first land portion 11 and the second land portion 12 of still another embodiment of the present disclosure. As shown in Figure 4, in this embodiment, the boundary 18 extends in a wavy shape. Specifically, in the tire meridian cross-section, the boundary 18 extends in a wavy shape in the tire axial direction while oscillating in the tire radial direction. Also with such a boundary 18, as the tread portion 2 wears, the second cap rubber layer 17 gradually appears, and the above-described effects can be obtained. Further, such an aspect can increase the substantial length of the boundary 18 and also helps to suppress the peeling of the rubber.

[0036] In the aspect shown in Figure 4, it is desirable that the amplitude A2 in the tire radial direction of the boundary 18 in the second land portion 12 is larger than the amplitude A1 in the tire radial direction of the boundary in the first land portion 11. Thereby, it is possible to ensure a large amount of wear required until the second cap rubber layer 17 is completely exposed in the second land portion 12.

[0037] As described above, the tire according to an embodiment of the present disclosure has been described in detail. However, the present disclosure is not limited to the above specific embodiments and can be implemented in various modes.

Example

[0038] A pneumatic tire of size 235 / 65R16C having the basic structure of FIG. 1 was prototyped. As Comparative Example 1, a tire was prototyped in which the loss tangent tanδ1 of the first cap rubber layer was larger than the loss tangent tanδ2 of the second cap rubber layer, and the distance L1 and the distance L2 were equal. Further, as Comparative Example 2, a tire was prototyped in which the loss tangent tanδ2 of the second cap rubber layer was larger than the loss tangent tanδ1 of the first cap rubber layer, and the distance L1 and the distance L2 were equal. The loss tangent tanδ1 of the first cap rubber layer, the loss tangent tanδ2 of the second cap rubber layer, the minimum distance L1 from the ground contact surface of the first land portion to the outer surface of the second cap rubber layer, and the minimum distance L2 from the ground contact surface of the second land portion to the outer surface of the second cap rubber layer of each test tire are shown in Table 1 below. In these test tires, the tread thickness t1 from the outer surface of the tread reinforcing cord layer in the first land portion to the outer surface of the tread portion and the tread thickness t2 from the outer surface of the tread reinforcing cord layer in the second land portion to the outer surface of the tread portion are substantially the same. Further, each test tire has substantially the same configuration except for the matters shown in Table 1.

[0039]

Table 1

[0040] Regarding these test tires, the relationship between the wear amount AW of the tread portion and the wet braking distance WBD was investigated. For the measurement of the wet braking distance WBD, a test vehicle (engine displacement 3000 cc, rear-wheel drive) equipped with a test tire mounted on a standard rim (16×7.0J) was used.

[0041] Specifically, when the test vehicle was made to enter a puddle with a water depth of 1.5 mm placed on an asphalt test course at a speed of 65 km / h and full braking was applied, the braking distance was measured. Also, this test was carried out at any time from the state of new tires (i.e., the wear amount AW = 0%) to the state where the tread wear indicator was exposed (i.e., the wear amount AW = 100%). A graph showing the results is shown in FIG. 5. In this graph, the horizontal axis represents the wear amount AW of the tread portion, and the vertical axis represents the wet braking distance WBD. Needless to say, the closer WBD is to 0, the better the wet performance.

[0042] In FIG. 5, the graph of Comparative Example 1 is indicated by G1, the graph of Comparative Example 2 is indicated by G2, and the graph of the Example is indicated by G3. As shown in FIG. 5, for each test tire, as the wear amount AW of the tread portion increases, the drainage performance of the circumferential grooves decreases, and the wet braking distance WBD increases.

[0043] Also, it can be understood that in Comparative Example 1, the wet braking distance WBD is small in the initial stage of wear from when the tires are new. However, in Comparative Example 1, when the wear amount AW becomes a certain level large, the wet braking distance WBD changes rapidly. This is presumably because in Comparative Example 1, when the tread portion wears to a certain extent, the second cap rubber layer with a small loss tangent is exposed, causing the wet braking distance WBD to change rapidly.

[0044] In Comparative Example 2, although the graph changes more linearly than in Comparative Example 1, it can be understood that there is a region where the wet braking distance WBD changes rapidly. This is presumably because the second cap rubber layer appears on the entire ground contact surface within a short period, causing the wet braking distance WBD to change rapidly.

[0045] In contrast, in the examples, there is no such region as in Comparative Example 2, and it can be understood that the wet braking distance WBD changes more linearly with respect to the change in the wear amount AW of the tread portion. That is, it was confirmed that the tire of the present disclosure can stably exhibit excellent wet performance until the end of wear of the tread portion.

[0046] [Appendix] The present disclosure includes the following aspects.

[0047] [Disclosure 1] A tire having a tread portion, The tread portion includes a plurality of circumferential grooves continuously extending in the tire circumferential direction between two tread ends, and a first land portion and a second land portion divided by the circumferential grooves, The second land portion is arranged closer to the tire equator side than the first land portion, Each of the first land portion and the second land portion includes a first cap rubber layer constituting the ground contact surface, and a second cap rubber layer arranged on the inner side in the tire radial direction of the first cap rubber layer, The loss tangent tanδ2 of the second cap rubber layer is larger than the loss tangent tanδ1 of the first cap rubber layer, The minimum distance L2 from the ground contact surface of the second land portion to the outer surface of the second cap rubber layer is smaller than the minimum distance L1 from the ground contact surface of the first land portion to the outer surface of the second cap rubber layer, Tire. [Disclosure 2] The tread portion includes a base rubber layer arranged on the inner side in the tire radial direction of the second cap rubber layer, The loss tangent tanδb of the base rubber layer is smaller than the loss tangent tanδ1, the tire according to Disclosure 1. [Disclosure 3] The loss tangent tanδb is less than 0.13, the tire according to Disclosure 2. [Disclosure 4] The base rubber layer extends in the tire axial direction with a substantially constant thickness, the tire according to Disclosure 2 or 3. [Disclosure 5] The tread portion is disposed on the inner side in the tire radial direction with respect to the base rubber layer, and includes a tread reinforcing cord layer in which a plurality of cords are covered with topping rubber. The tire according to any one of Disclosures 2 to 4, wherein the thickness of the base rubber layer is 10% to 30% of the tread thickness from the outer surface of the tread reinforcing cord layer to the outer surface of the tread portion. [Disclosure 6] The tire according to any one of Disclosures 1 to 5, wherein the loss tangent tanδ1 is 0.13 to 0.30. [Disclosure 7] The tire according to any one of Disclosures 1 to 6, wherein the loss tangent tanδ2 is 0.20 to 0.40. [Disclosure 8] The tire according to any one of Disclosures 1 to 7, wherein the distance L1 is 150% to 250% of the distance L2.

Description of Signs

[0048] 2 Tread portion 8 Circumferential grooves 11 First land portion 12 Second land portion 16 First cap rubber layer 17 Second cap rubber layer C Tire equator tanδ2 Loss tangent of the second cap rubber layer tanδ1 Loss tangent of the first cap rubber layer L2 Minimum distance from the ground contact surface of the second land portion to the outer surface of the second cap rubber layer L1 Minimum distance from the ground contact surface of the first land portion to the outer surface of the second cap rubber layer

Claims

1. A tire having a tread portion, wherein the tread portion includes a plurality of circumferential grooves continuously extending in the circumferential direction of the tire between two tread ends, and a first land portion and a second land portion divided by the circumferential grooves, the second land portion is disposed closer to the tire equator side than the first land portion, each of the first land portion and the second land portion includes a first cap rubber layer constituting a ground contact surface, a second cap rubber layer disposed on the inner side in the tire radial direction of the first cap rubber layer, and a base rubber layer disposed on the inner side in the tire radial direction of the second cap rubber layer, a loss tangent tanδ2 of the second cap rubber layer is larger than a loss tangent tanδ1 of the first cap rubber layer, a loss tangent tanδb of the base rubber layer is smaller than the loss tangent tanδ1, a minimum distance L2 from the ground contact surface of the second land portion to the outer surface of the second cap rubber layer is smaller than a minimum distance L1 from the ground contact surface of the first land portion to the outer surface of the second cap rubber layer, the loss tangent tanδ1, the loss tangent tanδ2, and the loss tangent tanδb are values measured under the conditions that an initial strain is 5%, an amplitude of dynamic strain is ±1%, a frequency is 10 Hz, a deformation mode is tension, and a measurement temperature is 30°C in accordance with the provisions of JIS-K6394, a tire.

2. The tire according to claim 1, wherein the loss tangent tanδb is less than 0.

13.

3. The tire according to claim 1 or 2, wherein the base rubber layer extends in the tire axial direction with a substantially constant thickness.

4. The tread portion of the tire according to any one of claims 1 to 3, further comprising a tread reinforcing cord layer disposed on the inner side in the tire radial direction of the base rubber layer and having a plurality of cords coated with topping rubber, wherein a thickness of the base rubber layer is 10% to 30% of a tread thickness from an outer surface of the tread reinforcing cord layer to an outer surface of the tread portion.

5. A tire having a tread portion, wherein the tread portion includes a plurality of circumferential grooves continuously extending in the circumferential direction of the tire between two tread ends, and a first land portion and a second land portion divided by the circumferential grooves, the second land portion is disposed closer to the tire equator side than the first land portion, each of the first land portion and the second land portion includes a first cap rubber layer constituting a ground contact surface, and a second cap rubber layer disposed on the inner side in the tire radial direction of the first cap rubber layer, The loss tangent tanδ2 of the second cap rubber layer is larger than the loss tangent tanδ1 of the first cap rubber layer, the loss tangent tanδ1 is 0.13 to 0.30, the minimum distance L2 from the ground contact surface of the second land part to the outer surface of the second cap rubber layer is smaller than the minimum distance L1 from the ground contact surface of the first land part to the outer surface of the second cap rubber layer, the loss tangent tanδ1 and the loss tangent tanδ2 are values measured under the conditions of an initial strain of 5%, an amplitude of dynamic strain of ±1%, a frequency of 10 Hz, a deformation mode of extension, and a measurement temperature of 30°C in accordance with the provisions of JIS-K6394, tire. **Claim 6**: A tire having a tread portion, the tread portion includes a plurality of circumferential grooves continuously extending in the tire circumferential direction between two tread ends, and a first land part and a second land part divided by the circumferential grooves, the second land part is arranged closer to the tire equator side than the first land part, each of the first land part and the second land part includes a first cap rubber layer constituting a ground contact surface, and a second cap rubber layer arranged on the inner side in the tire radial direction of the first cap rubber layer, the loss tangent tanδ2 of the second cap rubber layer is larger than the loss tangent tanδ1 of the first cap rubber layer, the loss tangent tanδ2 is 0.20 to 0.40, the minimum distance L2 from the ground contact surface of the second land part to the outer surface of the second cap rubber layer is smaller than the minimum distance L1 from the ground contact surface of the first land part to the outer surface of the second cap rubber layer, the loss tangent tanδ1 and the loss tangent tanδ2 are values measured under the conditions of an initial strain of 5%, an amplitude of dynamic strain of ±1%, a frequency of 10 Hz, a deformation mode of extension, and a measurement temperature of 30°C in accordance with the provisions of JIS-K6394, tire. **Claim 7**: The tire according to any one of claims 1 to 6, wherein the distance L1 is 150% to 250% of the distance L2.

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