Tire for tilting vehicle

Abstract

This tire for a tilting vehicle comprises a carcass that is configured to include one or a plurality of carcass plies that span from one bead core that is embedded in one bead portion to another bead core that is embedded in another bead portion, a tread that is provided on the tire radial direction outer side of the carcass, a belt that is disposed between the carcass and the tread, and a reinforcing layer that is disposed at least on a vehicle mounting inner side of the tire equatorial plane so as to include a 1 / 8 point on the vehicle mounting inner side, where the length of the contour of a tread surface in the tire axial cross section is L, and 1 / 8 points are defined as positions L / 8 along the contour from the tire equatorial plane, wherein an end portion of the reinforcement layer on the vehicle mounting outer side is located between the 1 / 8 point on the vehicle mounting outer side and the 1 / 8 point on the vehicle mounting inner side.

Description

Tilting vehicle tires

[0001] FIELD OF THE DISCLOSURE The present disclosure relates to tires for leaning vehicles.

[0002] A vehicle having three or more wheels and capable of turning while leaning like a two-wheeled vehicle has been disclosed (see Patent Document 1).

[0003] JP 2023-51041 A

[0004] An example of such a vehicle is the Lean Multi Wheel (LMW) vehicle, which has no restrictions on the maximum lean angle during turning, unlike motorcycles. Unlike motorcycles, an LMW vehicle maintains its lean angle through a balance between the center of gravity and centrifugal force, so the wheels on the outside and inside of a turn are approximately equal.

[0005] On the other hand, in the case of tilting mobility vehicles (hereinafter referred to as "tilting vehicles") that have been proposed recently, the maximum tilt angle when turning is limited to prevent tipping over when stationary, and when turning at high speed, an imbalance occurs between the ground contact conditions of the wheels on the inside and outside of the turn.

[0006] Specifically, a greater load acts on the inside shoulder of the wheel on the outside of a turn than on the outside shoulder of the wheel on the inside of a turn. As a result, the inside shoulder wears out faster than the outside shoulder. In other words, a difference in the amount of wear occurs between the inside shoulder and the outside shoulder. Moreover, because the shoulders only come into contact with the ground during turns, the difference in wear cannot be reduced during straight-line driving, and the difference in wear continues to widen as driving progresses.

[0007] The present disclosure aims to improve the wear resistance of the shoulder portion on the inside of the vehicle mounting surface.

[0008] A tilting vehicle tire according to a first aspect includes: a carcass including one or more carcass plies spanning one bead core embedded in one bead portion and the other bead core embedded in the other bead portion; a tread provided on the radially outer side of the carcass; a belt disposed between the carcass and the tread; and a reinforcing layer disposed at least on the vehicle mounting inner side of the tire equatorial plane between the carcass and the tread so as to include the 1 / 8 point on the vehicle mounting inner side when the length of the contour of the tread surface in the tire axial cross section is L and the position of L / 8 along the contour from the tire equatorial plane is the 1 / 8 point, and when the length of the contour of the tread surface in the tire axial cross section is L and the position of L / 8 along the contour from the tire equatorial plane is the 1 / 8 point, an end portion of the reinforcing layer on the vehicle mounting outer side is located between the 1 / 8 point on the vehicle mounting outer side and the 1 / 8 point on the vehicle mounting inner side.

[0009] In the tilting vehicle tire according to the first aspect, a reinforcing layer is disposed at least on the vehicle mounting inner side of the tire equatorial plane between the carcass and the tread so as to include the vehicle mounting inner ⅛ point, and an end portion of the reinforcing layer on the vehicle mounting outer side is located between the vehicle mounting outer ⅛ point and the vehicle mounting inner ⅛ point. In other words, since the reinforcing layer is provided at the vehicle mounting inner shoulder portion between the carcass and the tread, the bending rigidity of the vehicle mounting inner shoulder portion is higher than the bending rigidity of the vehicle mounting outer shoulder portion.

[0010] Therefore, the shoulder portion on the vehicle mounting inner side is less susceptible to bending deformation than the shoulder portion on the vehicle mounting outer side, and the contact length when the shoulder portion on the vehicle mounting inner side comes into contact with the ground can be shortened.

[0011] During high-speed cornering, a greater load acts on the inside vehicle-mounted shoulder portion of the tilting vehicle tire on the outside of the corner than on the outside vehicle-mounted shoulder portion of the tilting vehicle tire on the inside of the corner; however, because the contact length of the inside vehicle-mounted shoulder portion of the tilting vehicle tire on the outside of the corner can be shortened, slippage of the inside vehicle-mounted shoulder portion against the road surface can be suppressed, and the wear resistance of the inside vehicle-mounted shoulder portion can be improved.

[0012] In a tilting vehicle tire according to a second aspect, in the vehicle tire according to the first aspect, the end of the reinforcing layer on the vehicle mounting outer side terminates at the 1 / 8 point on the vehicle mounting inner side.

[0013] In the tilting vehicle tire according to the second aspect, the end of the reinforcing layer on the vehicle mounting outer side terminates at the 1 / 8 point on the vehicle mounting inner side. That is, since the reinforcing layer is not disposed in the center region of the tread between the 1 / 8 point on the vehicle mounting outer side and the 1 / 8 point on the vehicle mounting inner side, the bending rigidity of the center region of the tread can be made lower than that of the shoulder region where the reinforcing layer on the vehicle mounting inner side is disposed, and for example, when the vehicle weight is light or when traveling at low speeds, the ride comfort can be made softer.

[0014] A tilting vehicle tire according to a third aspect has a carcass including a plurality of carcass plies arranged between one bead core embedded in one bead portion and the other bead core embedded in the other bead portion, a tread provided on the tire radial outside of the carcass, and a belt arranged between the carcass and the tread, wherein the number of carcass plies is greater in an inner carcass portion on a vehicle mounting inside extending from one bead portion than in an outer carcass portion on a vehicle mounting outside extending from the other bead portion.

[0015] In the tilting vehicle tire according to the third aspect, the inner carcass portion on the vehicle mounting inner side extending from one bead portion has a larger number of carcass plies than the outer carcass portion on the vehicle mounting outer side extending from the other bead portion, so the bending rigidity of the shoulder portion on the vehicle mounting inner side is higher than the bending rigidity of the shoulder portion on the vehicle mounting outer side. Therefore, the shoulder portion on the vehicle mounting inner side is less susceptible to bending deformation than the shoulder portion on the vehicle mounting outer side, and the contact length when the shoulder portion on the vehicle mounting inner side comes into contact with the ground can be shortened, so that slippage of the shoulder portion on the vehicle mounting inner side on the road surface can be suppressed and the wear resistance of the shoulder portion on the vehicle mounting inner side can be improved.

[0016] A tilting vehicle tire according to a fourth aspect is the tilting vehicle tire according to the third aspect, further comprising: a carcass configured to include a plurality of carcass plies arranged between one bead core embedded in one bead portion and the other bead core embedded in the other bead portion; a tread provided on the tire radially outer side of the carcass; and a belt arranged between the carcass and the tread, wherein, when the length of the contour of the tread surface in the tire axial cross section is L and the position of L / 8 from the tire equatorial plane along the contour is defined as the 1 / 8 point, one of the carcass plies has an end on a vehicle mounting inner side anchored to the bead core on the vehicle mounting inner side and an end on a vehicle mounting outer side anchored to the bead core on the vehicle mounting outer side, and the other of the carcass plies has an end on a vehicle mounting inner side anchored to the bead core on the vehicle mounting inner side and an end on a vehicle mounting outer side positioned between the 1 / 8 point on the vehicle mounting outer side and the 1 / 8 point on the vehicle mounting inner side.

[0017] In the tilting vehicle tire according to the fourth aspect, one carcass ply has its vehicle mounting inner end engaged with the vehicle mounting inner bead core and its vehicle mounting outer end engaged with the vehicle mounting outer bead core, while the other carcass ply has its vehicle mounting inner end engaged with the vehicle mounting inner bead core and its vehicle mounting outer end located between the vehicle mounting outer 1 / 8 point and the vehicle mounting inner 1 / 8 point, so that the bending rigidity of the shoulder portion on the vehicle mounting inner side is higher than the bending rigidity of the shoulder portion on the vehicle mounting outer side.

[0018] Therefore, the shoulder portion on the vehicle mounting inner side is less susceptible to bending deformation than the shoulder portion on the vehicle mounting outer side, and the contact length (the circumferential length of the contact shape) when the shoulder portion on the vehicle mounting inner side comes into contact with the ground can be shortened.

[0019] During high-speed cornering, a greater load acts on the inside vehicle-mounted shoulder portion of the tilting vehicle tire on the outside of the corner than on the outside vehicle-mounted shoulder portion of the tilting vehicle tire on the inside of the corner; however, because the contact length of the inside vehicle-mounted shoulder portion of the tilting vehicle tire on the outside of the corner can be shortened, slippage of the inside vehicle-mounted shoulder portion against the road surface can be suppressed, and the wear resistance of the inside vehicle-mounted shoulder portion can be improved.

[0020] A tilting vehicle tire according to a fifth aspect is a tilting vehicle tire according to the fifth aspect, wherein the other carcass ply has an end portion on the vehicle mounting outer side that terminates at the 1 / 8 point on the vehicle mounting inner side.

[0021] In the tilting vehicle tire according to the fifth aspect, the other carcass ply has an end on the vehicle mounting outer side that terminates at the 1 / 8 point on the vehicle mounting inner side. That is, since the other carcass ply is not disposed in the center region of the tread between the 1 / 8 point on the vehicle mounting outer side and the 1 / 8 point on the vehicle mounting inner side, the bending rigidity of the tread center region can be made lower than that of the shoulder region where the other carcass ply is disposed on the vehicle mounting inner side than the 1 / 8 point on the vehicle mounting inner side, and for example, the ride comfort can be made softer when the vehicle weight is light or when traveling at low speeds.

[0022] According to the present disclosure, it is possible to improve the wear resistance of the shoulder portion on the inside of the vehicle mounting surface.

[0023] Fig. 1 is a front view schematically showing the state of a tilting vehicle when turning. Fig. 2 is a cross-sectional view (cross-sectional view in the tire axial direction) taken along the rotation axis of a tilting vehicle tire according to a first embodiment. Fig. 3 is a cross-sectional view (cross-sectional view in the tire axial direction) taken along the rotation axis of a tilting vehicle tire according to a second embodiment. Fig. 4 is a cross-sectional view (cross-sectional view in the tire axial direction) taken along the rotation axis of a tilting vehicle tire according to a third embodiment. Fig. 5 is a cross-sectional view (cross-sectional view in the tire axial direction) taken along the rotation axis of a tilting vehicle tire according to a fourth embodiment.

[0024] [First embodiment] Hereinafter, embodiments for carrying out the present disclosure will be described with reference to the drawings. Components indicated by the same reference numerals in each drawing are the same or similar components. Note that duplicated descriptions and reference numerals may be omitted in the embodiments described below. Furthermore, all drawings used in the following description are schematic, and the dimensional relationships, ratios, etc. of the elements shown in the drawings do not necessarily match those in reality. Furthermore, the dimensional relationships, ratios, etc. of the elements between multiple drawings do not necessarily match.

[0025] In the drawings, the direction of arrow R indicates the tire radial direction, and the direction of arrow W indicates the tire width direction. The tire radial direction means a direction perpendicular to the tire rotation axis (not shown). The tire width direction means a direction parallel to the tire rotation axis. The tire width direction can also be referred to as the tire axial direction. Furthermore, "IN" indicates the inner side when mounted on a vehicle, and "OUT" indicates the outer side when mounted on a vehicle.

[0026] 1, the tilting vehicle 100 tilts when turning, but the maximum tilt angle during turning is limited to prevent the vehicle from tipping over when stationary, and has the characteristic that, during high-speed turning, an imbalance occurs between the ground contact state of the wheel 12 on the inside of the turn (left side in FIG. 1) and the ground contact state of the wheel 14 on the outside of the turn (right side in FIG. 1). For this reason, a load F14 acting on the shoulder portion on the inside of the vehicle mounting of the wheel 14 on the outside of the turn is greater than a load F12 acting on the shoulder portion on the outside of the vehicle mounting of the wheel 12 on the inside of the turn. Details of the shoulder portion will be described later.

[0027] In FIG. 2, the tire 10 for a tilting vehicle according to this embodiment is a so-called radial tire, and includes a bead core 18 embedded in one bead portion 16 and a carcass 20 that straddles the bead core 18 embedded in the other bead portion 16.

[0028] The carcass 20 of this embodiment is configured to include a first carcass ply 20A as an example of one carcass ply arranged on the inner side of the tire, and a second carcass ply 20B as an example of another carcass ply arranged on the outer side of the tire of the first carcass ply 20A.

[0029] The tire width direction end portion of the first carcass ply 20A and the end portion of the second carcass ply 20B are each anchored to the bead core 18. More specifically, the tire width direction end portion of the first carcass ply 20A and the end portion of the second carcass ply 20B are each wound up around the bead core 18 from the inner side to the outer side in the tire width direction.

[0030] A spiral belt 22, which is an example of a belt and is configured by spirally winding one or a plurality of parallel rubber-coated cords, is provided on the radially outer portion of the carcass 20, in other words, on the crown portion. In the tire 10 for a tilting vehicle of this embodiment shown in Fig. 2, the spiral belt 22 is one layer, but it may be two or more layers.

[0031] A tread 24 containing rubber is provided on the outer side of the spiral belt 22 in the tire radial direction, and a side rubber 26 is provided on the outer side of the carcass in the tire width direction.

[0032] 2 , the length of the contour of the tread surface in the tire axial cross section is defined as L, and the position along the contour that is L / 8 from the tire equatorial plane CL, which is an example of the tire's maximum diameter portion, is defined as ⅛ point T. In this embodiment, in the tread 24, the region axially outward from the ⅛ point T is called a shoulder region 24S, and the region between one ⅛ point T and the other ⅛ point T is called a center region 24C.

[0033] (Reinforcing Layer) A reinforcing layer 23 that reinforces the crown portion is provided between the carcass 20 and the spiral belt 22. As an example, the reinforcing layer 23 is formed by arranging a plurality of cords and covering them with rubber. As an example, the cords are organic fiber cords, steel cords, etc., but may also be cords made of other materials. Although not shown in the drawings, the reinforcing layer 23 may be disposed on the outer side of the spiral belt 22 in the tire radial direction.

[0034] The reinforcing layer 23 is preferably provided at least on the vehicle mounting inner side of the tire equatorial plane CL. As an example, the reinforcing layer 23 in this embodiment is provided between the vehicle mounting inner belt end 22E of the spiral belt 22 and the vehicle mounting inner ⅛ point T. That is, the tire case (carcass 20, spiral belt 22, reinforcing layer 23) corresponding to the tread 24 has a three-layer structure from the vehicle mounting inner ⅛ point T to the vehicle mounting outer side, and a four-layer structure from the vehicle mounting inner ⅛ point T to the vehicle mounting inner side.

[0035] Although the tread 24 of this embodiment does not have any drainage grooves formed therein, drainage grooves may be formed therein as in a normal tire.

[0036] (Operations and Effects) The tire 10 for a tilting vehicle according to this embodiment is configured as described above, and its operations and effects will be described below.

[0037] As shown in FIG. 2, in the tire 10 for a tilting vehicle of this embodiment, a reinforcing layer 23 is provided on the tire radial direction outer side of the carcass 20, and the reinforcing layer 23 is provided between the belt end 22E on the vehicle mounting inner side of the spiral belt 22 and the 1 / 8 point T on the vehicle mounting inner side, that is, the shoulder portion 24S on the vehicle mounting inner side. ＩＮ It is provided in response to.

[0038] As a result, the shoulder portion 24S on the inside of the vehicle mounting ＩＮ The bending rigidity of the shoulder portion 24S on the outer side of the vehicle mounting ＯＵＴ Therefore, the bending rigidity of the shoulder portion 24S on the inside of the vehicle mounting position is higher than that of the shoulder portion 24S on the inside of the vehicle mounting position. ＩＮ is the shoulder portion 24S on the outer side of the vehicle ＯＵＴ The shoulder portion 24S on the inside of the vehicle is more resistant to bending deformation than the ＩＮ The contact length when the ball touches the ground can be shortened.

[0039] During high-speed cornering, as shown in FIG. 1, the shoulder portion 24S on the outer side of the wheel 12 mounted on the vehicle ＯＵＴ The shoulder portion 24S on the inside of the wheel 14 on the outside of the turning ＩＮ However, in the tire 10 for a leaning vehicle of this embodiment, the shoulder portion 24S on the inside of the wheel 14 on the outside of the turning ＩＮ Since the contact length of the shoulder portion 24S on the inside of the vehicle can be shortened, ＩＮ The shoulder portion 24S on the inside of the vehicle can prevent the vehicle from slipping on the road surface. ＩＮ When the end of the reinforcing layer 23 on the vehicle mounting outer side is positioned on the vehicle mounting inner side of the 1 / 8 point T on the vehicle mounting inner side, the shoulder portion 24S on the vehicle mounting inner side can be improved in abrasion resistance. ＩＮ It becomes difficult to increase the bending rigidity of the shoulder portion 24S.ＩＮ It becomes difficult to improve the wear resistance of the material.

[0040] In addition, in this tilting vehicle tire 10, the end of the reinforcing layer 23 on the vehicle mounting outer side is terminated at 1 / 8 point T on the vehicle mounting inner side, and the reinforcing layer 23 is not arranged in the center region 24C of the tread 24 between the 1 / 8 point T on the vehicle mounting outer side and the 1 / 8 point T on the vehicle mounting inner side. Therefore, the center region 24C of the tread 24 is located closer to the shoulder portion 24S where the reinforcing layer 23 on the vehicle mounting inner side is arranged than the 1 / 8 point T on the vehicle mounting inner side. ＩＮ The bending rigidity can be lowered compared to the conventional type, and the ride comfort can be made softer when the vehicle weight is light or when traveling at low speeds, for example.

[0041] In addition, the shoulder portion 24S on the outer side of the vehicle ＯＵＴ In the example shown in FIG. 1, the reinforcing layer 23 is not provided, so the shoulder portion 24S on the inside of the vehicle mounting surface ＩＮ The shoulder portion 24S on the outer side of the wheel 12 mounted on the vehicle at the inside of the turning has a lower bending rigidity than the shoulder portion 24S on the outer side of the wheel 12 mounted on the vehicle at the inside of the turning. ＯＵＴ In the case of the tire, the cornering force when traveling on a dry road, which decreases under low load, can be improved by increasing the contact area. This improves cornering performance. When the reinforcing layer 23 is positioned on the outer side of the vehicle mounting point T, the shoulder portion 24S on the outer side of the vehicle mounting point T is ＯＵＴ This makes it difficult to reduce the flexural rigidity of the tire, making it difficult to increase the contact area with the road surface, which makes it difficult to improve cornering force when driving on dry roads, which decreases at low loads.

[0042] As an example, the carcass 20 of this embodiment is composed of two carcass plies (a first carcass ply 20A and a second carcass ply 20B), but the number of carcass plies is not limited to two, and may be one, or three or more.

[0043] In this embodiment, the reinforcing layer 23 is provided between the belt end 22E on the inside of the vehicle mounting side and the 1 / 8 point T on the outside of the vehicle mounting side, but the reinforcing layer 23 may extend from the belt end 22E on the inside of the vehicle mounting side to the outside of the vehicle mounting side, and the end on the outside of the vehicle mounting side may be located between the 1 / 8 point T on the outside of the vehicle mounting side and the 1 / 8 point T on the inside of the vehicle mounting side.

[0044] Second Embodiment Next, a tilting vehicle tire 10 according to a second embodiment of the present disclosure will be described with reference to Fig. 3. The second embodiment is a modified example of the first embodiment, and the same components as those in the first embodiment are designated by the same reference numerals, and their description will be omitted. The reinforcing layer 23 of the tilting vehicle tire 10 of this embodiment is provided between a belt end 22E on the vehicle mounting inner side of the spiral belt 22 and a 1 / 8 point T on the vehicle mounting outer side. That is, the tire case (carcass 20, spiral belt 22, reinforcing layer 23) corresponding to the tread 24 has a three-layer structure from the 1 / 8 point T on the vehicle mounting outer side to the vehicle mounting outer side, and a four-layer structure from the 1 / 8 point T on the vehicle mounting outer side to the vehicle mounting inner side.

[0045] (Operation and Effect) The tilting vehicle tire 10 stands upright when the vehicle travels straight. Therefore, when the vehicle travels straight, the tilting vehicle tire 10 mainly comes into contact with the ground between the inner 1 / 8 point mounted on the vehicle and the outer 1 / 8 point mounted on the vehicle, in other words, the center region 24C of the tread 24.

[0046] In the tire 10 for a tilting vehicle of this embodiment, the reinforcing layer 23 is between the belt end 22E on the vehicle mounting inner side of the spiral belt 22 and the 1 / 8 point T on the vehicle mounting outer side, that is, the shoulder portion 24S on the vehicle mounting inner side ＩＮ and the center region 24C.

[0047] That is, since the reinforcing layer 23 is disposed in the center region 24C of the tread 24, durability can be improved, for example, during straight high-speed driving or when a heavy vehicle weight causes a high load or stress to act.

[0048] Third Embodiment Next, a tire 10 for a tilting vehicle according to a third embodiment of the present disclosure will be described with reference to Fig. 4. Note that the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

[0049] As shown in Fig. 4, in the tilting vehicle tire 10 of the third embodiment, the second carcass ply 20B extends from the bead core 18 on the vehicle mounting inner side toward the vehicle mounting outer side and terminates at the 1 / 8 point T on the vehicle mounting inner side. In other words, the second carcass ply 20B extends from the shoulder portion 24S on the vehicle mounting inner side. ＩＮ The tire case corresponding to the tread 24 has a two-layer structure from the 1 / 8 point T on the vehicle mounting inner side to the vehicle mounting outer side, and a three-layer structure from the 1 / 8 point T on the vehicle mounting inner side to the vehicle mounting inner side.

[0050] As a result, in the tilting vehicle tire 10 of the third embodiment, the shoulder portion 24S on the vehicle mounting inner side ＩＮ The bending rigidity of the shoulder portion 24S on the outer side of the vehicle mounting ＯＵＴ The bending rigidity of the shoulder portion 24S on the inside of the vehicle mounting portion can be made higher than that of the ＩＮ The contact length when the vehicle is attached to the inside of the shoulder portion 24S is shortened. ＩＮ The wear resistance of the material can be improved.

[0051] In this tilting vehicle tire 10, the second carcass ply 20B has an end on the vehicle mounting outer side that terminates at 1 / 8 point T on the vehicle mounting inner side, and the second carcass ply 20B is not disposed in the center region 24C of the tread 24 between the 1 / 8 point T on the vehicle mounting outer side and the 1 / 8 point T on the vehicle mounting inner side. Therefore, the center region 24C of the tread 24 is separated from the shoulder portion 24S where the second carcass ply 20B is disposed on the vehicle mounting inner side of the 1 / 8 point T on the vehicle mounting inner side. ＩＮ The bending rigidity can be lowered compared to the conventional type, and the ride comfort can be made softer when the vehicle weight is light or when traveling at low speeds, for example.

[0052] In this embodiment, the end portion of the second carcass ply 20B on the vehicle mounting inner side is anchored to the bead core 18 on the vehicle mounting inner side, but the end portion of the second carcass ply 20B on the vehicle mounting inner side does not have to be anchored to the bead core 18 on the vehicle mounting inner side. Also, in the tilting vehicle tire 10 of this embodiment, the reinforcing layer 23 is not provided, but the reinforcing layer 23 may be provided.

[0053] [Fourth embodiment] Next, a tire 10 for a tilting vehicle according to a fourth embodiment of the present disclosure will be described with reference to Fig. 5. The fourth embodiment is a modified example of the third embodiment, and the same components as those in the third embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

[0054] In this embodiment, the second carcass ply 20B is provided from the bead core 18 on the vehicle mounting inner side to the 1 / 8 point T on the vehicle mounting outer side.

[0055] In the tilting vehicle tire 10 of this embodiment, the second carcass ply 20B extends beyond the maximum tire diameter portion toward the vehicle mounting outer side, and the end portion of the second carcass ply 20B on the vehicle mounting outer side terminates at the vehicle mounting outer 1 / 8 point T. In other words, since the second carcass ply 20B is disposed in the center region 24C of the tread 24, it is possible to improve durability, for example, during straight high-speed driving or when a heavy vehicle weight causes a high load or stress to act.

[0056] [Other Embodiments] Although one example of an embodiment of the present disclosure has been described above, the embodiment of the present disclosure is not limited to the above, and it goes without saying that various modifications can be made without departing from the spirit of the present disclosure.

[0057] In the tire 10 for a leaning vehicle of the above embodiment, a known cross belt layer may be provided instead of the spiral belt 22. Furthermore, although the tire 10 for a leaning vehicle of the above embodiment is a radial tire, it may also be a bias tire.

[0058] In the tire 10 for a tilting vehicle of the first embodiment, one reinforcing layer 23 is provided, but two or more reinforcing layers 23 may be provided. For example, the first reinforcing layer 23 is disposed from one belt end 22E of the spiral belt 22 to the other belt end 22E, and the second reinforcing layer 23 is disposed on the vehicle mounting inner side of the 1 / 8 point T on the vehicle mounting outer side, and the difference in the number of reinforcing layers 23 allows the shoulder portion 24S on the vehicle mounting inner side to be positioned. ＩＮ The reinforcing layer 23 may be a belt, a breaker, a carcass ply, or the like.

[0059] [Contribution to the United Nations-led Sustainable Development Goals (SDGs)] The SDGs have been proposed to realize a sustainable society. It is believed that one embodiment of the present disclosure can be a technology that contributes to "No. 12: Responsible Consumption and Production" and "No. 13: Take concrete measures against climate change."

[0060] The disclosure of Japanese Patent Application No. 2024-122621, filed on July 29, 2024, is incorporated herein by reference in its entirety. All documents, patent applications, and technical standards mentioned herein are incorporated herein by reference to the same extent as if each individual document, patent application, and technical standard was specifically and individually indicated to be incorporated by reference.

Claims

1. A tilting vehicle tire comprising: a carcass comprising one or more carcass plies spanning one bead core embedded in one bead portion and the other bead core embedded in the other bead portion; a tread provided on the radially outer side of the carcass; a belt arranged between the carcass and the tread; and a reinforcing layer arranged at least on the vehicle mounting inner side of the tire equatorial plane between the carcass and the tread so as to include the 1 / 8 point on the vehicle mounting inner side, when the length of the contour of the tread surface in the tire axial cross section is L and the position of L / 8 along the contour from the tire equatorial plane is the 1 / 8 point, wherein the vehicle mounting outer end of the reinforcing layer is located between the 1 / 8 point on the vehicle mounting outer side and the 1 / 8 point on the vehicle mounting inner side.

2. A tire for a leaning vehicle according to claim 1, wherein the end of the reinforcing layer on the vehicle outer side terminates at the 1 / 8 point on the vehicle inner side.

3. A tilting vehicle tire comprising: a carcass including a plurality of carcass plies arranged between one bead core embedded in one bead portion and the other bead core embedded in the other bead portion; a tread provided on the tire radially outer side of the carcass; and a belt arranged between the carcass and the tread, wherein the number of carcass plies is greater in an inner carcass portion on a vehicle mounting inner side extending from one of the bead portions than in an outer carcass portion on a vehicle mounting outer side extending from the other bead portion.

4. A tilting vehicle tire as set forth in claim 3, wherein, when the length of the contour of the tread surface in the tire axial cross section is L and the position of L / 8 along the contour from the tire equatorial plane is the 1 / 8 point, one of the carcass plies has an end on the vehicle mounting inner side anchored to the bead core on the vehicle mounting inner side and an end on the vehicle mounting outer side anchored to the bead core on the vehicle mounting outer side, and the other of the carcass plies has an end on the vehicle mounting inner side anchored to the bead core on the vehicle mounting inner side and an end on the vehicle mounting outer side positioned between the 1 / 8 point on the vehicle mounting outer side of the tire maximum diameter part and the 1 / 8 point on the vehicle mounting inner side of the tire maximum diameter part.

5. A tilting vehicle tire according to claim 4, wherein the other carcass ply has an outer end terminated at the 1 / 8 point on the inner side of the vehicle.

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