JP2008201310A - Pneumatic tire for two-wheeler - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire for a two-wheeler having superior maneuverability, in particular, straight traveling stability and the linearity property during cornering. <P>SOLUTION: The tire 10 has side wall parts 14 on both sides of a tread part 28 in contact with a road surface and bead parts 18 continuous to the side wall parts 14. The tread part 28 comprises a tread center section 30, a tread intermediate section 32 and a tread side section 34. The tread center section 34 has a two-layered structure consisting of a center cap rubber layer 38 and a center base rubber layer 40. The tread side section 34 has a two-layered structure consisting of a side cap rubber layer 42 and a side base rubber layer 44 formed of a rubber different from that of the center cap rubber layer 38. The 300% modulus at 100°C is set to be higher in the center base rubber layer 40 than in the center cap rubber layer 38, and set to be higher in a side base rubber 44A layer than that in the side cap rubber layer. Thus, the straight traveling stability and the linearity property during cornering are superior thereby. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a pneumatic tire for a motorcycle that is excellent in straight running stability and linearity during cornering.

  Conventionally, in order to make full use of the performance of tires and improve vehicle movement performance, various studies have been made to improve tires. Among tires, four-wheeled vehicles such as passenger cars and trucks and two-wheeled vehicles There is a big gap between cars. This is the difference in the movement of the vehicle during cornering. In the case of a four-wheeled vehicle, the steering is turned in the desired direction, the tire is directed in that direction, and a slip angle is given to the tire. In contrast to this, in the case of a two-wheeled vehicle, the vehicle is tilted in the desired direction, and the cornering force (lateral force) and thrust force generated in the tire (the ratio of the cornering force to the thrust force as the cornering becomes sharper) The vehicle turns.). For this reason, in the case of a four-wheeled vehicle, the tread surface portion of the tire has a flat shape, and in the case of a two-wheeled vehicle, the tread surface portion of the tire has a round shape along the inclination of the vehicle.

  Also, as a study on improving tires to further improve vehicle performance, we will subdivide the input and how it works in each part of the tire, and place rubber with optimal physical properties for it. It is common to devise the thing, the arrangement method, the structure of the skeleton member, and the shape of the tire. In particular, the performance of the tire can be dramatically improved by configuring the rubber of the tire tread portion with several types of compounds and selecting and arranging the most effective rubber against different forces applied to each portion.

  In the case of a four-wheeled vehicle, the tire tread is grounded at any input, and the contribution of each part changes. For example, when braking, the contribution of both shoulders of the tire increases, and when cornering, the contribution of the block row on the outer side in the tire width direction increases, but the ground pressure on the other treads of the tire also rises from the road surface There is rarely any contribution left.

On the other hand, for motorcycle tires, if the tire tread is divided into a central part, an intermediate part, and side parts, when driving straight, only the central part touches the road surface and the intermediate part and side parts do not touch the ground. In this case, only the middle part is grounded to the road surface and the central part and the side part are not grounded. In a sharp cornering, only the side part is grounded and the central part is not grounded. As described above, the motorcycle tire has a feature that the grounded portion and the non-grounded portion are separated. In consideration of the characteristics of the tire for motorcycles, Patent Literature 1 and Patent Literature 2 disclose a technique in which each portion of the tire tread portion is made of different rubber.
JP-A-8-72505 Japanese Utility Model Publication No. 61-157003

  However, the market is expected to further improve the motion performance of pneumatic tires for motorcycles, in particular, straight running stability and linearity during cornering.

  An object of the present invention is to provide a pneumatic tire for a motorcycle that is superior in the motion performance, in particular, straight running stability and linearity at the time of cornering, in consideration of the above facts.

  In order to achieve the above object, a pneumatic tire for a motorcycle according to claim 1 of the present invention includes a tread portion that is in contact with a road surface, a sidewall portion that is continuous on both sides of the tread portion, and a bead that is continuous with the sidewall portion. A tread portion including a tread central portion including at least a tire equatorial plane, and a tread side portion disposed on both sides in the tire width direction of the tread central portion, The center portion of the tread has a central cap rubber layer disposed on the outermost side in the tire radial direction and a central base rubber layer disposed on the inner side in the tire radial direction with respect to the central cap rubber layer. At least one side of the tread side portion is disposed on the outermost side in the tire radial direction, and is a side cap rubber layer made of rubber different from the central cap rubber layer. A side base rubber layer disposed on the inner side in the tire radial direction than the side cap rubber layer, and 300% modulus at 100 ° C. is higher in the central base rubber layer than in the central cap rubber layer. The side base rubber layer is higher than the side cap rubber layer.

Next, the function and effect of the pneumatic tire for a motorcycle according to claim 1 will be described.
Usually, when the vehicle (motorcycle) travels straight, the tire tread central portion mainly contacts the road surface, and when the vehicle corners suddenly, the tire tread side portion mainly contacts the road surface. The straight traveling of the vehicle is frequently used at high speed, and stable traveling is required. Here, it is possible to reduce the crumbly running feeling by arranging a slightly harder rubber in the center of the tread that is in contact with the road surface. However, simply stiffening the center of the tread eliminates the suppleness of the rubber and makes it impossible to exert grip, so there is a limit to hardening the center of the tread. Therefore, in claim 1, the central portion of the tread has a central cap rubber layer and a central base rubber layer, and the 300% modulus at 100 ° C. is higher in the central base rubber layer than the central cap rubber layer (that is, the central cap rubber layer). By making the center base rubber layer harder than the layer, the grip force can be secured while increasing the sense of the center of the tread, thus improving the straight running stability.

  Further, when the vehicle is sharply cornered, the vehicle body is tilted greatly although the vehicle speed is low, and the lateral force applied to the tire becomes the largest. At this time, the tread rubber forming the tread side portion that comes into contact with the road surface is required to have a higher grip force than the other portions. The tread rubber on the side of the tread is preferably a soft rubber that can follow even minute irregularities on the road surface. However, there is a limit to making the tread rubber on the tread side portion a soft rubber. This is because even if the vehicle speed is low, the input to the tire is large, so if it can not withstand a certain force, a phenomenon such as crunch will occur, and the cornering will not be smooth. . For this reason, in claim 1, the tread side portion is made of a side cap rubber layer and a side base rubber layer made of rubber different from the central cap rubber layer, and the 300% modulus at 100 ° C. is on the side of the side cap rubber layer. By making the base rubber layer higher (that is, making the side base rubber layer harder than the side cap rubber layer), it is possible to secure a high grip force while eliminating the feeling of crunching during sudden cornering. Cornering is demonstrated.

From the above, the pneumatic tire for a motorcycle according to claim 1 is more excellent in straight running stability and linearity during cornering than a conventional tire in which the tread central portion and the tread side portion are one kind of rubber.
The above-mentioned modulus means the elastic modulus of rubber, and the rubber having a higher modulus is more difficult to deform. Therefore, in this specification, a rubber having a high modulus is a hard rubber, and a rubber having a low modulus is a soft rubber. It is described.

  The pneumatic tire for a motorcycle according to claim 2 of the present invention is the pneumatic tire for motorcycle according to claim 1, wherein a tread intermediate portion is disposed between the tread central portion and the tread side portion, The tread middle part is characterized by comprising one kind of rubber layer.

Next, the function and effect of the pneumatic tire for a motorcycle according to claim 2 will be described.
When the vehicle is cornering loosely, the middle part of the tread is mainly in contact with the road surface. The physical properties required for the tread intermediate portion are intermediate values of physical properties required for the tread central portion and the tread side portion. For this reason, it is possible to ensure the required performance even if the tread middle part is not composed of two or more rubber layers like the tread center part or the tread side part. For example, the tread middle part is a single rubber layer. In this case, the complexity of rubber preparation at the time of manufacture is improved, the man-hours for switching the rubber type are shortened, and the factory production efficiency is improved.

  A pneumatic tire for a motorcycle according to claim 3 of the present invention is the pneumatic tire for motorcycle according to claim 2, wherein the rubber forming the rubber layer of the intermediate portion of the tread and the rubber forming the side base rubber layer. Are the same.

Next, functions and effects of the pneumatic tire for a motorcycle according to claim 3 will be described.
By making the rubber in the middle of the tread the same as the rubber in the side base rubber layer, it is possible to reduce the type of rubber that forms the tread, thereby improving the complexity of rubber preparation at the time of manufacture. The switching man-hours are shortened and the factory production efficiency is improved.

  The pneumatic tire for a motorcycle according to claim 4 of the present invention is the pneumatic tire for motorcycle according to claim 2 or 3, wherein the average value of 300% modulus at 100 ° C of the central portion of the tread is A, When the average value of 300% modulus at 100 ° C of the middle part of the tread is B and the average value of 300% modulus at 100 ° C of the tread side part is C, the average value is at least on one side across the tire equatorial plane. A> average value B> average value C is satisfied.

Next, functions and effects of the pneumatic tire for a motorcycle according to claim 4 will be described.
Since the rubber modulus at each part of the tread affects the vehicle's wobbling and crunchiness, the average modulus of the rubber is the highest in the tread center, and the lower the tread middle and the tread side in order. Thus, as the degree of tilting of the vehicle during cornering increases, a soft rubber layer that easily exerts a lateral force sequentially contacts the road surface. For this reason, further straight running stability and linearity at the time of cornering can be obtained.

  The pneumatic tire for a motorcycle according to claim 5 of the present invention is the pneumatic tire for motorcycle according to any one of claims 1 to 4, wherein the central cap rubber layer has a 300% modulus at 100 ° C. And MC1 and the 300% modulus of the central base rubber layer at 100 ° C. is MC2, 1.03 <MC2 / MC1 <1.50 is satisfied.

Next, functions and effects of the pneumatic tire for a motorcycle according to claim 5 will be described.
In the case of MC2 / MC1 <1.03, the difference in 300% modulus between the central cap rubber layer and the central base rubber layer at 100 ° C. is too small. It becomes difficult to balance. In addition, when MC2 / MC1> 1.50, the difference in 300% modulus between the center cap rubber and the center base rubber at 100 ° C. is large, so that both the firmness of the tire and the grip strength at the center of the tread can be achieved. However, since the center cap rubber layer is too soft, the wear resistance is significantly reduced. Therefore, it is preferable to satisfy 1.03 <MC2 / MC1 <1.50 in order to achieve both a firm feeling and grip strength of the tire in the center portion of the tread.

  A pneumatic tire for a motorcycle according to claim 6 of the present invention is the pneumatic tire for motorcycle according to any one of claims 1 to 5, wherein the side cap rubber layer is 300% at 100 ° C. When the modulus is MS1 and the 300% modulus of the side base rubber layer at 100 ° C. is MS2, 1.03 <MS2 / MS1 <2.00 is satisfied.

Next, functions and effects of the pneumatic tire for a motorcycle according to claim 6 will be described.
When MS2 / MS1 <1.03, the difference in 300% modulus at 100 ° C between the side cap rubber layer and the side base rubber layer is too small. It becomes difficult to secure a high grip while eliminating the feeling. In the case of MS2 / MS1> 2.00, the difference in 300% modulus at 100 ° C. between the side cap rubber layer and the side base rubber layer is large. A high grip force can be ensured while eliminating the feeling of crunching the waist, but the wear resistance is significantly reduced because the side cap rubber layer is too soft. Therefore, it is preferable to satisfy 1.03 <MS2 / MS1 <2.00 in order to secure a high grip force while eliminating the feeling of crunching at the time of sharp cornering on the tread side.

  The pneumatic tire for a motorcycle of the present invention is superior to conventional ones in motion performance, in particular, straight running stability and linearity during cornering.

[First Embodiment]
Next, a first embodiment of a pneumatic tire for a motorcycle according to the present invention will be described with reference to FIG. FIG. 1 is a cross-sectional view of a pneumatic tire for a motorcycle cut along a rotation axis. FIG. 2 is a cross-sectional view of the two-wheeled pneumatic tire shown in FIG. 1 in which the tread portion is developed and cut along a direction orthogonal to the longitudinal direction.

  As shown in FIG. 1, a pneumatic tire 10 for a motorcycle (hereinafter, referred to as a tire 10) includes a tread portion 28 that is in contact with a road surface, sidewall portions 14 that are continuous on both sides of the tread portion 28, and sidewall portions. And a continuous bead portion 18. The tire 10 also includes a carcass 16 composed of a carcass ply 12 in which a plurality of cords extending in a direction intersecting the tire equatorial plane CL (hereinafter referred to as the equatorial plane CL) are embedded.

(Carcass)
Both ends of the carcass ply 12 are wound up around the bead core 20 embedded in the bead portion 18 from the tire inner side toward the outer side. Further, the carcass ply 12 is formed by arranging a plurality of cords (for example, organic fiber cords such as nylon) extending in the radial direction in parallel in the covering rubber, and in the present embodiment, on the tire equatorial plane CL. The cord angle with respect to the tire equatorial plane CL is set to 90 degrees, and the cord of the carcass ply 12 is made of nylon. In the present embodiment, the carcass 16 is configured by one carcass ply 12. However, the present invention is not limited to this configuration, and the carcass 16 may be configured by a plurality of carcass plies.

(Spiral belt layer)
A spiral belt layer 22 is provided on the outer side of the carcass 16 in the tire radial direction. The spiral belt layer 22 is formed by, for example, spiraling a long rubber-coated cord in which one cord is coated with an unvulcanized coating rubber, or a belt-like ply in which a plurality of cords are coated with an unvulcanized coating rubber. The angle of the cord with respect to the tire equatorial plane CL is approximately 0 ° (about 0 to 3 °). The cord of the spiral belt layer 22 may be an organic fiber cord or a steel cord. Note that the cord of the spiral belt layer 22 of the present embodiment uses a steel cord.

(Tread part)
As shown in FIG. 1, a tread portion 28 formed of a plurality of tread rubbers is disposed outside the spiral belt layer 22 in the tire radial direction. In the present embodiment, the outermost end in the tire width direction of the tread surface 28T of the tread portion 28 is referred to as a tread end portion 36, and is measured along the tread surface 28T from one tread end portion 36 to the other tread end portion 36. This distance is referred to as the tread width TW. The tread surface 28T referred to here refers to a surface that contacts the road surface of the tread portion 28.
The tread portion 28 extends across the equator plane CL equally to the left and right, the tread central portion 30 that is continuous on both sides of the tread central portion 30 in the tire width direction, and the tread intermediate portion 32 that extends to the tread end portion 36. And a tread side portion 34. In FIG. 1 and FIG. 2, a two-dot chain line that divides the tread portion 28 indicates a range of the tread central portion 30, the tread middle portion 32, and the tread side portion 34.

  In the cross section in the tire width direction, the range of the tread central portion 30 is preferably 9 to 25% of the tread width TW, and the range of the tread intermediate portion 32 is preferably 20 to 45% of the tread width TW. The range of the side portion 34 is preferably 20 to 45% of the tread width TW.

  The tread central portion 30 is formed by laminating two different types of tread rubber. The rubber layer disposed on the outermost side in the tire radial direction (that is, on the tread tread surface 28T side) of the tread central portion 30 is referred to as a central cap rubber layer 38, and the rubber disposed on the inner side in the tire radial direction from the central cap rubber layer 38. This layer will be referred to as the central base rubber layer 40.

  The central cap rubber layer 38 is formed by the central cap rubber 38A, and the central base rubber layer 40 is formed by the central base rubber 40A having a higher 300% modulus at 100 ° C. than the central cap rubber 38A. These rubbers have 1.03 <MC2 / MC1 <1.3 when the 300% modulus of the central cap rubber 38A at 100 ° C. is MC1, and the 300% modulus of the central base rubber 40A at 100 ° C. is MC2. 50 is preferably satisfied.

  The tread side portion 34 is formed by laminating two different types of tread rubber. The rubber layer disposed on the outer side in the tire radial direction of the tread side portion 34 (that is, on the tread tread surface 28T side) is referred to as a side cap rubber layer 42, and is disposed on the inner side in the tire radial direction with respect to the side cap rubber layer 42. The rubber layer is referred to as a side base rubber layer 44.

  The side cap rubber layer 42 is formed of a side cap rubber 42A different from the central cap rubber 38A, and the side base rubber layer 44 is a side base rubber having a 300% modulus at 100 ° C. higher than that of the side cap rubber 42A. 44A. These rubbers have 1.03 <MS2 / MS1 <when the 300% modulus at 100 ° C. of the side cap rubber 42A is MS1 and the 300% modulus of the side base rubber 44A at 100 ° C. is MS2. It is preferable to satisfy 2.00.

The tread intermediate portion 32 is formed by an intermediate rubber 46. In the present embodiment, the intermediate rubber 46 and the side base rubber 44A are the same. In other embodiments, the intermediate rubber 46 may not be the same as the side base rubber 44A.
2, in this embodiment, the boundary line between the center cap rubber layer 38 and the intermediate rubber 46, the boundary line between the central base rubber layer 40 and the intermediate rubber 46, and the side cap rubber layer 42, The boundary line with the intermediate rubber 46 is inclined in the tire width direction. For this reason, the rigidity step generated near the boundary between the tread central portion 30 and the tread intermediate portion 32 is suppressed, and the rigidity step generated near the boundary between the tread side portion 34 and the tread intermediate portion 32 is suppressed. In addition, there is no restriction | limiting in particular about the inclination direction of this boundary line, and it may differ for every pneumatic tire for two-wheeled vehicles to which this invention is applied. For example, in the present embodiment, in the state illustrated in FIG. 2, the boundary line (solid line) between the side cap rubber layer 42 and the intermediate rubber 46 is located on the left side of the tread central portion 30 from the tread tread 28T side to the lower left side. Inclined from the tread tread surface 28T side to the lower right side on the right side of the tread central portion 30, but the inclination direction of the boundary line is not limited to this direction, as shown by a broken line in FIG. The tread tread surface 28T may be inclined from the tread tread surface 28T side to the lower right side on the left side of the tread central portion 30, and the tread tread surface 28T side may be inclined from the tread tread surface 28T side to the lower left side.

The average value of 300% modulus at 100 ° C. of the tread central portion 30 is A, the average value of 300% modulus of the tread middle portion 32 at 100 ° C is B, and the 300% modulus of the tread side portion 34 at 100 ° C. is 300% modulus. When the average value of C is C, it is preferable that the average value A average value>B> average value C is satisfied on one side at least with the equator plane CL interposed therebetween.
In the present embodiment, the average value A is the average of the moduli of the central cap rubber 38A and the central base rubber 40A, and the average value B is the average of the moduli of the side cap rubber 42A and the side base rubber 44A. Yes, the average value C is the modulus of the intermediate rubber 46. In the present embodiment, the average value A average value>B> average value C is satisfied on both sides of the equator plane CL.

In this embodiment, one spiral belt layer 22 is arranged on the outer side of the carcass 16 in the tire radial direction. However, the present invention is not limited to this configuration, and other belt layers, for example, cords of each other are crossed. Thus, an intersecting belt layer in which belt plies are laminated may be added.
Furthermore, as shown in FIG. 1, no groove is formed in the tread portion 28, but a drainage groove that is required when traveling on a wet road surface may be formed.

(Function)
In the pneumatic tire 10 for a motorcycle according to the present embodiment, the tread central portion 30 that mainly comes into contact with the road surface during straight traveling has a two-layer structure of a central cap rubber layer 38 and a central base rubber layer 40, and is 300% at 100 ° C. By making the modulus higher by the central base rubber 40A than by the central cap rubber 38A, the grip force can be secured while increasing the tread central portion 30, thereby improving the straight running stability.

Further, the tread side portion 34 that mainly comes into contact with the road surface during sudden cornering has a two-layer structure of a side cap rubber layer 42 and a side base rubber layer 44, and a 300% modulus at 100 ° C. has a side cap rubber 42A. By increasing the height with the side base rubber 44A, it is possible to secure a high grip force while eliminating the feeling of crunching at the time of sharp cornering, so that smooth cornering is exhibited.
From the above, the tire 10 is more excellent in straight running stability and linearity during cornering than a conventional tire in which the tread central portion 30 and the tread side portion 34 are one kind of rubber.

  Further, the intermediate rubber 46 forming the tread intermediate portion 32 is made of one kind of rubber, so that the complexity of rubber preparation at the time of manufacturing is improved, the number of rubber type switching man-hours is shortened, and the factory production efficiency is improved. . Furthermore, by making the intermediate rubber 46 and the side base rubber 44A the same, the types of rubber can be reduced, so the complexity of rubber preparation at the time of manufacture is improved, and the man-hours for switching the rubber type are reduced. As a result, factory production efficiency is improved.

  The average value of 300% modulus of rubber at 100 ° C. in each part of the tread portion 28 is highest in the tread central portion 30, and is sequentially lowered in the tread intermediate portion 32 and the tread side portion 34 (so-called average value A> average). By setting value B> average value C), as the degree of tilting of the vehicle during cornering increases, soft rubber that easily exerts lateral force sequentially contacts the road surface. For this reason, further straight running stability and linearity at the time of cornering can be obtained.

  In the case of MC2 / MC1 <1.03, the difference in 300% modulus between the central cap rubber 38A and the central base rubber 40A at 100 ° C. is too small. It becomes difficult to achieve a good balance with grip. Further, when MC2 / MC1> 1.50, the difference in 300% modulus between the central cap rubber 38A and the central base rubber 40A at 100 ° C. is large, and thus the firm feeling and gripping force of the tire 10 in the central portion 30 of the tread. However, since the center cap rubber 38A is too soft, the wear resistance performance of the center cap rubber layer 38 is significantly reduced. Therefore, it is preferable to satisfy 1.03 <MC2 / MC1 <1.50 in order to achieve both a firm feeling and a gripping force of the tire 10 in the tread central portion 30.

  Furthermore, when MS2 / MS1 <1.03, the difference in 300% modulus at 100 ° C. between the side cap rubber 42A and the side base rubber 44A is too small. It becomes difficult to secure a high grip force while eliminating the feeling of crunching. In the case of MS2 / MS1> 2.00, the difference in 300% modulus at 100 ° C. between the side cap rubber 42A and the side base rubber 44A is large. Although it is possible to secure a high grip force while eliminating the feeling of crushed, the side cap rubber 42A is too soft, so that the wear resistance performance in the side cap rubber layer 42 is significantly reduced. Therefore, it is preferable to satisfy 1.03 <MS2 / MS1 <2.00 in order to secure a high grip force while eliminating the feeling of crunching at the time of sharp cornering at the tread side portion 34.

[Other embodiments]
In the tire 10 of the first embodiment, the internal structure is configured as a radial tire, but in other embodiments, the internal structure may be configured as a bias tire.
Moreover, although the tire 10 of the first embodiment has a configuration in which the tread portion 28 is divided into five in the tire width direction (tread central portion, tread middle portion, and tread side portion), it is not necessary to be limited to this configuration. It may be divided into other than five divisions.
Further, in the tire 10 of the first embodiment, the tread central portion 30 has a two-layer structure and the tread side portion 34 has a two-layer structure. However, it is not necessary to be limited to this configuration, and each has three or more layers. It may be acceptable.

  In the tread portion 28 of the tire 10 of the first embodiment, the intermediate rubber 46 of the tread intermediate portion 32 and the side base rubber 44A of the tread side portion 34 are configured to be the same as shown in FIG. However, it is not necessary to be limited to this configuration. As another embodiment, like the tread portion 68 of the tire 60 shown in FIG. 3, the center cap rubber 38 </ b> A of the tread center portion 30 and the intermediate portion rubber 46 of the tread intermediate portion 32. And the side base rubber 44A of the tread side portion 34 may be the same. In this case, the type of rubber used for the tread portion 68 can be further reduced, and a rigidity step generated near the boundary between the tread central portion 30 and the tread intermediate portion 32 is suppressed, and further, straight running stability and cornering are achieved. The linearity of the is improved.

  Furthermore, in the tread portion 28 of the tire 10 of the first embodiment, the tread central portion 30 has a two-layer structure of a central cap rubber layer 38 and a central base rubber layer 40 as shown in FIG. There is no need to be limited to this configuration, and as another embodiment, like the tread portion 71 of the tire 70 shown in FIG. 4, the center cap rubber layer 38 of the tread center portion 30 is divided in the tire width direction to form the first. The central cap rubber layer 72 and the second central cap rubber layer 74 are used, and the first central cap rubber 72A, the first intermediate rubber 76, and the first side base rubber forming the first central cap rubber layer 72 are formed. 78A is the same rubber, and the second central cap rubber 74A, the second intermediate rubber 80, and the side base rubber 82A forming the second central cap rubber layer 74 are the same rubber. There in formation, and those may be. When driving on a circuit such as a circuit where the driving direction is determined, setting the left and right rubber types (that is, the modulus of the rubber) of the tire 70 according to the left and right curves will further improve the tire performance. Be made.

Moreover, the side wall part 14 shown by FIG. 6 (A) and FIG. 6 (B) is comprised in the both ends side (both tread end part 36 side) of the tread part 28 of 1st Embodiment shown by FIG. Side rubber 90 may be provided.
Needless to say, the present invention is not limited to the above-described embodiments, and can be implemented with various modifications within the scope of the claims.

(Test example)
In order to confirm the performance improvement effect of the pneumatic tire for a motorcycle according to the present invention, two types of pneumatic tires for a motorcycle according to an embodiment of the present invention and two types of pneumatic tires for a motorcycle according to a comparative example are prepared and used. An evaluation test was conducted.
In this evaluation test, the front and rear tires for each test tire were prepared and mounted on a 1000CC, 150PS sports motorcycle. In the course of evaluation imitating the circuit and general roads, straight running stability and cornering were performed. Feeling evaluation was carried out for the linearity of the above (hereinafter referred to as corner linearity). The straight running stability and corner linearity were comprehensively evaluated by the 10-point method based on the feeling of the test rider, and the results are shown in Table 1.

  This scoring is evaluated with an average tire of 5 points, and an excellent tire with a higher score. Further, the 300% modulus at 100 ° C. at each part of the tread portion was measured, and the measurement result was displayed as an index when the 300% modulus at 100 ° C. of the cap rubber in the central portion of the tread of Comparative Example 1 was taken as 100. These are shown in Table 1. In addition, when the site | part of a tread part is 2 layer structure, the average value of each site | part is calculated and it shows in Table 1.

Example 1: Tire according to the first embodiment (see FIG. 2). The tread portion is a tread center portion, a tread middle portion, and a tread side portion, and the tread center portion and the tread side portion have a two-layer structure. Further, the rubber at the middle part of the tread and the base rubber at the side part of the tread are made the same rubber. Furthermore, the modulus of the base rubber is set higher than that of the cap rubber at each part of the tread portion.
Example 2: Tire according to another embodiment (see FIG. 3). The tread portion is a tread center portion, a tread middle portion, and a tread side portion, and the tread center portion and the tread side portion have a two-layer structure. Further, the cap rubber in the center portion of the tread, the rubber in the middle portion of the tread, and the base rubber in the tread side portion are the same rubber. Furthermore, the modulus of the base rubber is set higher than that of the cap rubber at each part of the tread portion.
Comparative Example 1: The tire shown in FIG. 5, the rubber in the tread middle part and the rubber in the tread side part of the tire of Example 1 are the same rubber. Furthermore, the modulus of the base rubber is set higher than that of the cap rubber at the center of the tread.
Comparative Example 2: A tire in which the modulus at the center of the tread of the tire of Example 1 was set higher with the base rubber than with the cap rubber.
In addition, all the test tires are the same as in the first embodiment except for the configuration of the tread portion, that is, the same as in the first embodiment.

(Verification of results)
Conventionally, the structure shown in FIG. 2 can be considered as a structure that compensates for the shortage of grip near the large CA, which has been problematic. By placing a rubber with good grip (300% modulus at 100 ° C is 50) on the cap rubber on the tread side, the grip during cornering is increased and the traceability of the running line is improved compared to conventional tires. However, depending on the combination of rubbers arranged in the center of the tread, superiority or inferiority in straight running stability occurs. By placing rubber with a higher 300% modulus at 100 ° C than the tread tread side on the side near the case in the center of the tread, it has an effect on straight running stability, and it is particularly noticeable for wobbling when driving at high speeds. An effect is seen, and conversely, if a rubber having a lower modulus of 300% modulus at 100 ° C. than the tread surface side is arranged on the side closer to the case, the opposite effect is obtained and the score is lowered.

It is sectional drawing cut | disconnected along the rotating shaft of the pneumatic tire for two-wheeled vehicles which concerns on 1st Embodiment. 1 is a cross-sectional view in which a tread portion of a pneumatic tire for a motorcycle according to a first embodiment is developed and cut along a direction orthogonal to a longitudinal direction. It is sectional drawing which expand | deployed the tread part of the pneumatic tire for two-wheeled vehicles which concerns on other embodiment, and cut | disconnected along the direction orthogonal to a longitudinal direction. It is sectional drawing which expand | deployed the tread part of the pneumatic tire for two-wheeled vehicles which concerns on other embodiment, and cut | disconnected along the direction orthogonal to a longitudinal direction. It is sectional drawing which expand | deployed the tread part of the pneumatic tire for motorcycles of the comparative example 1, and cut | disconnected along the direction orthogonal to a longitudinal direction. (A) It is sectional drawing which expand | deployed the tread part provided with the side rubber of the pneumatic tire for two-wheeled vehicles which concerns on other embodiment on both sides, and cut | disconnected along the direction orthogonal to a longitudinal direction. (B) It is the fragmentary sectional view cut | disconnected along the rotating shaft of the pneumatic tire for two-wheeled vehicles using the tread part of FIG. 6 (A).

Explanation of symbols

10 tires (pneumatic tires for motorcycles)
DESCRIPTION OF SYMBOLS 14 Side wall part 18 Bead part 28 Tread part 30 Tread center part 32 Tread middle part 34 Tread side part 38 Central cap rubber layer 40 Central base rubber layer 42 Side cap rubber layer 44 Side part base rubber layer 60 Tire (Air for motorcycles) Tire)
68 tread part 70 tire (pneumatic tire for motorcycle)
72 First center cap rubber layer (center cap rubber layer)
74 Second center cap rubber layer (center cap rubber layer)

Claims (6)

A pneumatic tire for a motorcycle including a tread portion that comes into contact with a road surface, a sidewall portion that is continuous with both sides of the tread portion, and a bead portion that is continuous with the sidewall portion,
The tread portion includes a tread center portion including at least a tire equatorial plane, and tread side portions disposed on both sides in the tire width direction of the tread center portion,
The tread central portion has a central cap rubber layer disposed on the outermost side in the tire radial direction and a central base rubber layer disposed on the inner side in the tire radial direction than the central cap rubber layer,
At least one side of the tread side portions on both sides in the tire width direction is disposed on the outermost side in the tire radial direction, and the tire diameter is larger than that of the side cap rubber layer and the side cap rubber layer made of rubber different from the central cap rubber layer. A side base rubber layer disposed on the inner side in the direction,
300% modulus at 100 ° C. is higher in the central base rubber layer than in the central cap rubber layer and higher in the side base rubber layer than in the side cap rubber layer. .   2. The pneumatic tire for a motorcycle according to claim 1, wherein a tread intermediate portion is disposed between the tread central portion and the tread side portion, and the tread intermediate portion is formed of one kind of rubber layer.   The pneumatic tire for a motorcycle according to claim 2, wherein the rubber forming the rubber layer of the tread intermediate portion and the rubber forming the side base rubber layer are the same.   The average value of 300% modulus at 100 ° C. of the central portion of the tread is A, the average value of 300% modulus at 100 ° C. of the middle portion of the tread is B, and the average value of 300% modulus at 100 ° C. of the tread side portion. 4. The pneumatic tire for a motorcycle according to claim 2, wherein when the value is C, the average value A> the average value B> the average value C is satisfied on one side at least across the tire equatorial plane. .   When the 300% modulus of the central cap rubber layer at 100 ° C. is MC1, and the 300% modulus of the central base rubber layer at 100 ° C. is MC2, 1.03 <MC2 / MC1 <1.50 is satisfied. The pneumatic tire for a motorcycle according to any one of claims 1 to 4, wherein the pneumatic tire is a motorcycle.   When the 300% modulus of the side cap rubber layer at 100 ° C. is MS1, and the 300% modulus of the side base rubber layer at 100 ° C. is MS2, 1.03 <MS2 / MS1 <2.00 is satisfied. The pneumatic tire for a motorcycle according to any one of claims 1 to 5, wherein the pneumatic tire is a motorcycle.

Images