JP5412589B2 - Motorcycle tires - Google Patents

Description

The present invention relates to a motorcycle tire capable of suppressing a decrease in steering responsiveness while maintaining rolling resistance performance and improving drainage performance .

  In recent years, attention has been focused on motorcycle tires with reduced rolling resistance in order to improve fuel efficiency in relation to global environmental problems. For example, Patent Document 1 below proposes a motorcycle tire having a circumferential main groove extending continuously in the tire circumferential direction on the tire equator of the tread portion.

  Such a tire for a motorcycle can reduce rolling resistance by reducing the rigidity of the central region of the tread portion and increasing the contact width when traveling straight to reduce the contact pressure. Moreover, since such a circumferential main groove extends continuously in the tire circumferential direction, a water film interposed between the tread surface and the road surface can be smoothly guided, and drainage performance can be enhanced.

JP 2009-298387 A

  However, the motorcycle tire described above has a problem in that the steering responsiveness deteriorates at the time of turning when a shallow camber angle in which the central region mainly contacts the ground is provided, as the tread rigidity in the central region decreases.

The present invention has been devised in view of the actual situation as described above, on the outer surface of the tread portion, a main portion extending across the tire equator and tilting from the tire equator side to the tread end side toward the tire rotation direction first arrival side , An inclined main groove that includes a sub-portion extending in the tire circumferential direction toward the tire arrival direction in the tire rotation direction and connected to the main portion, and between the inclined main grooves, is the same as the main portion from the outer side in the tire axial direction than the tire equator. A plurality of inclined sub-grooves extending in a direction, the angle of the main portion with respect to the tire circumferential direction on the tire equator being set to 0 to 15 °, and rolling on the basis of providing the sub-portion in the shoulder region. The main object is to provide a tire for a motorcycle capable of suppressing a decrease in steering response while maintaining resistance performance and improving drainage performance .

Among the present inventions, the invention according to claim 1 is a motorcycle tire in which an outer surface between tread ends of a tread portion is formed as an arcuate curved surface that protrudes outward in the tire radial direction, and a tire rotation direction is specified. And the said tread part contains a pair of shoulder area | region which is a 17% area | region of the tread unfolding width from the said tread end,
A main part extending across the tire equator and tilting from the tire equator side to the tread end side toward the tire rotation direction first arrival side on the outer surface of the tread part, and continuing to the main part toward the tire rotation direction rear arrival side The main portion from the tire axial direction outer side than the tire equator between the inclined main groove that is spaced apart in the tire circumferential direction including a sub-portion extending in the tire circumferential direction and the inclined main groove that is adjacent in the tire circumferential direction A plurality of inclined sub-grooves extending in the same direction, and the main part has an angle of 0 to 15 ° with respect to the tire circumferential direction on the tire equator,
The sub part is provided in the shoulder region .

  According to a second aspect of the present invention, in the first aspect, the sub-portion is curved so as to protrude toward the tread end side from the end portion on the first arrival side in the tire rotation direction to the end portion on the rear arrival side. This is a motorcycle tire.

  In the present specification, unless otherwise specified, such as the ground contact state, the dimensions of the respective parts of the tire are values specified in a normal state of no load in which a normal rim is assembled and filled with a normal internal pressure.

  The “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based. For example, “Standard Rim” for JATMA and “Design Rim” for TRA. For ETRTO, use "Measuring Rim".

  In addition, “regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based, and is “maximum air pressure” for JATMA, and “TIRE” for TRA. The maximum value described in “LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES”, or “INFLATION PRESSURE” in the case of ETRTO.

  The motorcycle tire of the present invention is formed by an arcuate curved surface in which the outer surface between the tread ends of the tread portion is convex outward in the tire radial direction.

  The outer surface of the tread portion includes an inclined main groove that is spaced in the tire circumferential direction and includes a main portion that extends across the tire equator and tilts from the tire equator side to the tread end side toward the tire rotation direction first arrival side. Between the inclined main grooves adjacent to each other in the direction, a plurality of inclined sub-grooves extending in the same direction as the main portion from the tire axial direction outer side than the tire equator are included. In addition, the angle of the main portion with respect to the tire circumferential direction on the tire equator is set to 0 to 15 °.

  By crossing the tire equator, such a main part can reduce the rubber volume near the tire equator and reduce the tread rigidity, so it is possible to reduce the contact pressure by increasing the contact width when traveling straight and reduce rolling resistance. Can be small. In addition, since the inclined main groove does not significantly reduce the tread rigidity in the vicinity of the tire equator as compared to the circumferential groove extending continuously in the tire circumferential direction, a decrease in steering response can be suppressed.

  Furthermore, since the angle of the main portion with respect to the tire circumferential direction on the tire equator is limited to the above range, the water film interposed between the tread surface and the road surface can be smoothly guided, and the drainage performance can be maintained.

In addition, the inclined main groove includes a sub-portion extending in the tire circumferential direction toward the rear arrival side in the tire rotation direction, continuing to the main portion. The sub-portion is provided in the shoulder region. Such a sub-portion can efficiently drain the water film on the road surface at a deep camber angle where the tread end side is mainly grounded, and can further improve drainage performance.

1 is a cross-sectional view showing a motorcycle tire of the present embodiment. It is a tread expansion | deployment figure of FIG. It is an enlarged view of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1 and FIG. 2, a motorcycle tire (hereinafter sometimes simply referred to as “tire”) 1 of the present embodiment is a bead core of a bead portion 4 from a tread portion 2 to a sidewall portion 3. 5 and a tread reinforcing layer 7 disposed on the outer side in the tire radial direction of the carcass 6 and inside the tread portion 2, and a tread pattern in which the tire rotation direction R is designated.

  Further, in the tire 1, the outer surface 2S between the tread ends 2t and 2t of the tread portion 2 has a circular arc shape protruding outward in the tire radial direction so that a sufficient contact area can be obtained even when the camber angle is deep. In addition to being curved, the tread width TW, which is the distance in the tire axial direction between the tread ends 2t and 2t, forms the maximum tire width.

  The carcass 6 is constituted by, for example, one carcass ply 6A. The carcass ply 6A includes a main body portion 6a extending from the tread portion 2 through the sidewall portion 3 to the bead core 5 embedded in the bead portion 4, and a folded portion 6b connected to the main body portion 6a and folded around the bead core 5. Including.

  Further, the carcass ply 6A has a carcass cord that is arranged to be inclined with respect to the tire equator C at an angle of, for example, 75 to 90 degrees, more preferably 80 to 90 degrees. For this carcass cord, for example, an organic fiber cord such as nylon, polyester, or rayon is suitably employed. A bead apex 8 made of hard rubber is disposed between the main body portion 6a and the folded portion 6b of the carcass ply 6A.

  The tread reinforcing layer 7 includes at least one or more belt plies arranged with a belt cord inclined at a small angle of, for example, 5 to 40 degrees with respect to the tire equator C. In this embodiment, two belt plies in the tire radial direction. 7A and 7B are superposed in the direction in which the belt cords cross each other. For the belt cord, for example, a steel cord, aramid or rayon is suitably employed.

  As shown in FIG. 2, the outer surface 2S of the tread portion 2 of the present embodiment may be referred to as a tire rotation direction first arrival side (hereinafter simply referred to as “first arrival side”) from the tire equator C side to the tread end 2t side. ) Inclined in the same direction as the main portion 13 between the inclined main groove 11 provided in the tire circumferential direction including the main portion 13 inclined to S1 and the inclined main grooves 11 and 11 adjacent in the tire circumferential direction. A plurality of inclined sub-grooves 12 are provided.

  Due to the inclined main groove 11 and the inclined sub-groove 12, the outer surface 2S of the tread portion 2 of the present embodiment has a crown region Cr and a tread end 2t that are 33% of the tread deployment width TWe centered on the tire equator C. The land ratio Lc of the crown region Cr in the pair of shoulder regions Sh and Sh that are 17% of the tread development width TWe and the pair of middle regions Md and Md that are the regions between the crown region Cr and the shoulder region Sh. The land ratio Lm of the middle region Md and the land ratio Ls of the shoulder region Sh satisfy the relationship of Lc <Lm <Ls or Lc> Lm> Ls.

  Here, the land ratios Lc, Lm, and Ls are ratios of the contact area of the land portion to the surface area measured in a state where all the grooves of the outer surface 2S of the tread portion 2 are filled in the respective regions Cr, Md, and Sh. It is represented by

  In such a tire 1, the rigidity of the tread portion 2 in the crown region Cr, the middle region Md, and the shoulder region Sh is gradually decreased or gradually increased from the tire equator C side to the tread end 2 t, so that the straight traveling to the turning traveling are performed. The transient characteristics of the vehicle can be improved, and the steering stability performance can be improved.

  If the absolute value | Lm−Lc | of the difference between the land ratio Lm of the middle region Md and the land ratio Lc of the crown region Cr is large, the rigidity difference of the tread portion 2 between the crown region Cr and the middle region Md. May become excessive and the transient characteristics may not be sufficiently improved. On the other hand, even if the absolute value | Lm−Lc | is small, there is a possibility that the land ratio relationship cannot be maintained due to the notation of the land ratio due to wear. From such a viewpoint, the absolute value | Lm−Lc | is preferably 5% or less, more preferably 3% or less, and preferably 0.5% or more.

  Similarly, the absolute value | Ls−Lm | of the difference between the land ratio Ls of the shoulder region Sh and the land ratio Lm of the middle region Md is preferably 5% or less, more preferably 3% or less. 0.5% or more is desirable.

  The inclined main groove 11 of the present embodiment includes a first inclined main groove 11A in which the main portion 13 extends to the one tread end 2t side and a second inclined main groove 11B in which the main portion 13 extends to the other tread end 2t side. Consists of including. These first and second inclined main grooves 11A and 11B are alternately provided at intervals in the tire circumferential direction without crossing each other. Since the first and second inclined main grooves 11A and 11B are arranged uniformly over a wide range of the outer surface 2S of the tread portion 2, drainage performance can be improved not only when going straight but also when turning. .

  Further, the first and second inclined main grooves 11A, 11B respectively cross the tire equator C and incline toward the first landing side S1 from the tire equator C side to the tread end 2t side, and the main portion 13. And a sub-portion 14 extending in the tire circumferential direction toward the tire arrival direction rearward side (hereinafter sometimes referred to simply as “rearward side”) S <b> 2. Such first and second inclined main grooves 11A and 11B have a groove width W1 (shown in FIG. 3) of, for example, about 3.0 to 6.5 mm and a maximum groove depth D1 (shown in FIG. 1). It is set to about 3.5 to 5.5 mm.

  As shown in FIG. 3 in an enlarged manner, the main portion 13 of the present embodiment has a tire circumferential direction extending from an inner end 13i in the tire axial direction arranged on the tire equator C side to an outer end 13o on the tread end 2t side. The groove width W1 is substantially constant while the angle α is gradually increased. In the main portion 13, the angle α1 with respect to the tire circumferential direction on the tire equator C is set to 0 to 15 °. The angle α (including the angle α1) is measured with reference to the groove center line 13L of the main portion 13.

  On the other hand, the auxiliary portion 14 is connected to the outer end 13o of the main portion 13 and is turned to the rear landing side S2 to extend in the tire circumferential direction. The sub-portion 14 of the present embodiment is curved and extends so as to protrude toward the tread end 2t from the end portion 14o on the first arrival side S1 to the end portion 14i on the rear arrival side S2.

  The first and second inclined main grooves 11A and 11B can reduce the rubber volume near the tire equator C and reduce the tread rigidity when the main portion 13 crosses the tire equator C. The tread portion 2 can be flexibly deformed with respect to the out-of-plane bending rigidity. As a result, the tread portion 2 can reduce the contact pressure by increasing the contact width at the time of straight traveling, a low hysteresis rubber with a small loss tangent tan δ that causes a decrease in steering stability performance and riding comfort, and a large complex elastic modulus E *. Rolling resistance can be reduced without specially arranging high elastic rubber.

  Further, the main portion 13 can smooth the change in rigidity of the tread portion 2 from the tire equator C to the vicinity of the tread end 2t, and the transient characteristics are improved. Moreover, since the main portion 13 does not significantly reduce the tread rigidity in the vicinity of the tire equator C as compared to the circumferential groove extending continuously in the tire circumferential direction, the shallow camber that mainly contacts the tire equator C vicinity. In the angle, it is possible to suppress a decrease in steering response. Therefore, such a main portion 13 is useful for improving the steering stability performance.

  Furthermore, since the angle α1 on the tire equator C is set to be small as described above, the main portion 13 can smoothly guide the water film interposed between the outer surface 2S of the tread portion 2 and the road surface. Performance can be maintained.

  On the other hand, the sub-portion 14 can efficiently drain the water film on the road surface at a deep camber angle where the tread end 2t side mainly contacts, and the drainage performance can be further improved.

  Note that if the angle α1 is large, the above-described action may not be exhibited. Conversely, if the angle α1 is small, the tread rigidity in the vicinity of the tire equator C may be excessively small. From this point of view, the angle α1 is preferably 15 ° or less, more preferably 12 ° or less, and preferably 0 ° or more, more preferably 5 ° or more.

  From the same viewpoint, as shown in FIG. 2, the length L1 in the tire circumferential direction from the inner end 13i to the outer end 13o of the main portion 13 is preferably 70% or more of the tread deployment width TWe, more preferably. 75% or more is desirable, preferably 100% or less, and more preferably 95% or less.

  Further, if the length L2 in the tire circumferential direction between the end portion 14i on the rear landing side S2 and the end portion 14o on the first landing side S1 becomes small, the water film may not be sufficiently guided at a deep camber angle. . On the contrary, even if the length L2 is too large, the rigidity of the tread portion 2 on the tread end 2t side is excessively lowered, and there is a possibility that the grip at the time of turning cannot be sufficiently exhibited. From such a viewpoint, the length L2 is preferably 20% or more, more preferably 25% or more, and preferably 45% or less, more preferably 25% or more of the length L1 of the main portion 13 in the tire circumferential direction. Preferably it is 40% or less.

  Further, as shown in FIG. 3, the inner end 13 i of the main portion 13 and the end portion 14 i on the rear landing side S <b> 2 of the sub-portion 14 have a taper 20 where the groove width W <b> 1 gradually decreases toward the rear landing side S <b> 2. Preferably it is provided. Such a taper 20 helps to smooth the change in rigidity of the tread portion 2 at the inner end 13i and the end portion 14i, and further improve the rolling resistance performance.

  Next, as shown in FIG. 2, the inclined sub-groove 12 is in the same direction as the main portion 13 of the first inclined main groove 11A between the first inclined main grooves 11A and 11A adjacent in the tire circumferential direction. A first inclined sub-groove 12A that inclines in the same direction as the main portion 13 of the second inclined main groove 11B between the first inclined sub-groove 12A that inclines and the second inclined main grooves 11B and 11B that are adjacent in the tire circumferential direction. It is comprised including. A plurality of first and second inclined sub-grooves 12A and 12B are arranged between the adjacent first inclined main grooves 11A and 11A or the second inclined main grooves 11B and 11B, respectively, three in the present embodiment. Uniformly arranged in the direction.

  The first and second inclined sub-grooves 12A and 12B are inclined with respect to the tread end 2t side from the tire axial direction outer side than the tire equator C, respectively. The first and second inclined sub-grooves 12A and 12B have a groove width W2 (shown in FIG. 3) of, for example, about 4.5 to 7.0 mm and a maximum groove depth D2 (shown in FIG. 1). It is set to about 3.5 to 5.5 mm.

  Such first and second inclined sub-grooves 12A and 12B have a change in rigidity of the tread portion 2 between the first inclined main grooves 11A and 11A adjacent in the tire circumferential direction and between the second inclined main grooves 11B and 11B. The rolling resistance performance can be further improved. Further, the first and second inclined sub-grooves 12A and 12B can improve the drainage performance while suppressing the decrease in the rubber volume near the tire equator C and maintaining the steering response at a shallow camber angle.

  As shown in FIG. 2, the first and second inclined sub-grooves 12A and 12B each have a large tire circumferential distance L3 between the inner ends 12i and 12i in the tire axial direction adjacent to each other in the tire circumferential direction. There is a possibility that the rigidity change of the tread portion 2 cannot be sufficiently smoothed. Conversely, if the tire circumferential distance L3 is small, the rubber volume of the tread portion 2 may be excessively reduced. From such a viewpoint, the tire circumferential direction distance L3 is preferably 75 mm or less, more preferably 70 mm or less, and preferably 45 mm or more, more preferably 50 mm or more. Further, the first and second inclined sub-grooves 12A and 12B are preferably arranged so as to overlap with the first and second inclined sub-grooves 12A and 12B adjacent in the tire circumferential direction, respectively, and the overlapping inner ends 12i. The distance L6 to the outer end 12o is preferably 1 to 20 mm.

  Further, as shown in FIG. 3, the first and second inclined sub-grooves 12 </ b> A and 12 </ b> B of the present embodiment gradually reduce the groove width W <b> 2 and the angle γ with respect to the tire circumferential direction at the inner end 12 i in the tire axial direction. A taper 21 is provided. Such a tapered portion 21 serves to smooth the change in rigidity of the tread portion 2 at the inner end 12i of each of the inclined sub-grooves 12A and 12B, thereby further improving the rolling resistance performance. The angle γ is measured with reference to the groove center line 12L of the first and second inclined sub-grooves 12A and 12B.

  In the present embodiment, three first and second inclined sub-grooves 12A and 12B, which are provided between the first inclined main grooves 11A and 11A and the second inclined main grooves 11B and 11B, which are adjacent in the tire circumferential direction, are provided in the tire. A rear arrival side inclined sub-groove 15 arranged in the most rear arrival side S2 in the rotational direction R, a first arrival side inclined sub groove 16 arranged in the most first arrival side S1 in the tire rotation direction R, and a rear arrival side inclined sub groove 15; It is divided into intermediate inclined subgrooves 17 arranged between the first arrival side inclined subgrooves 16.

  The rear landing side inclined sub-groove 15 is formed to be smoothly curved from the inner end 15i in the tire axial direction to the outer end 15o while gradually increasing the angle γ1 with respect to the tire circumferential direction. Further, the rear-end inclined sub-groove 15 has an inner end 15i positioned on the outer side in the tire axial direction from the tire equator C, and an outer end 15o continuously extending to the vicinity of the tread end 2t. Such a rear landing side inclined sub-groove 15 can efficiently drain the water film on the road surface at a deep camber angle without excessively reducing the rubber volume near the tire equator C.

  Further, the rear arrival side inclined sub-groove 15 of the present embodiment has an inner end 15i and the main portion of the inclined main groove 11 which is adjacent to the rear arrival side inclined sub groove 15 and the rear arrival side S2 and is inclined in the same direction. 13 outer ends 13o are arranged adjacent to each other in the tire circumferential direction. Further, the rear arrival side inclined sub-groove 15 has an outer end 15o, an inner end 13i of the main portion 13 of the inclined main groove 11 which is adjacent to the rear arrival side inclined sub groove 15 and the first arrival side S1 and is inclined in the same direction. Are arranged close to each other in the tire circumferential direction.

  Such a rear landing side inclined sub-groove 15 can form a groove between the inclined main grooves 11 and 11 adjacent in the tire rotation direction without being substantially interrupted in the tire circumferential direction, thereby greatly improving drainage performance. Yes. Further, the rear landing side inclined sub-groove 15 can make the change in rigidity of the tread portion 2 between the inclined main grooves 11 and 11 adjacent in the tire rotation direction more smooth, and can further improve the steering stability performance.

  It should be noted that if the tire circumferential direction distance L4 between the inner end 15i of the rear landing side inclined sub-groove 15 and the outer end 13o of the main portion 13 of the inclined main groove 11 is large, the above-described effects may not be sufficiently exhibited. . On the contrary, if the tire circumferential direction distance L4 is small (the rear landing side inclined sub-groove 15 and the inclined main groove 11 are largely overlapped), the rubber volume of the tread portion 2 is excessively decreased, and the steering stability performance may be deteriorated. There is. From such a viewpoint, the tire circumferential direction distance L4 is preferably 20 mm or less, more preferably 10 mm or less, preferably −20 mm or more, more preferably −10 mm or more.

  Similarly, the tire circumferential direction distance L5 between the outer end 15o of the rear landing side inclined sub-groove 15 and the inner end 13i of the main portion 13 of the inclined main groove 11 is preferably 20 mm or less, more preferably 10 mm or less. Preferably, it is −20 mm or more, more preferably −10 mm or more.

  The first landing side inclined sub-groove 16 is formed to be smoothly curved while gradually increasing the angle γ2 from the inner end 16i in the tire axial direction to the central portion 16c including the center in the tire circumferential direction. Further, the first landing side inclined sub-groove 16 extends smoothly from the central portion 16c to the outer end 16o in the tire axial direction while gradually decreasing the angle γ2. Thus, the first-side inclined sub-groove 16 is formed in a substantially S shape from the inner end 16i to the outer end 16o.

  Further, the first arrival side inclined sub-groove 16 has an inner end 16i outside the inner end 15i of the rear arrival side inclined sub-groove 15 in the tire axial direction, and an outer end 16o thereof outer end 15o of the rear arrival-side inclined sub groove 15. And the length in the tire axial direction is set shorter than that of the rear arrival side inclined sub-groove 15. Further, the outer end 16o of the first arrival side inclined sub-groove 16 terminates toward the end portion 14i on the rear arrival side S2 of the sub portion 14.

  Such a first-side inclined sub-groove 16 can smoothly change the rigidity of the tread portion 2 in the tire axial direction between the sub-portion 14 while suppressing an excessive decrease in rubber volume, and can improve transient characteristics. .

  Furthermore, the first arrival side inclined sub-groove 16 is provided with one branch-like groove 16a that protrudes from the substantially intermediate position in the tire axial direction toward the tread end 2t with a small length at the groove edge 16t on the rear arrival side S2. Such a branch-like groove 16a is useful for improving the drainage performance of the first arrival side inclined sub groove 16 whose length in the tire axial direction is set shorter than that of the rear arrival side inclined sub groove 15.

  The intermediate inclined sub-groove 17 is smoothly curved from the inner end 17i of the rear landing side S2 to the central portion 17c in the tire circumferential direction while gradually increasing the angle γ3, and from the central portion 17c to the outer end 17o of the first landing side S1. From the inner end 17i to the outer end 17o, it is formed in a substantially S shape.

  The intermediate inclined sub-groove 17 has an inner end 17i disposed at substantially the same position in the tire axial direction as an inner end 15i of the rear-end side inclined sub-groove 15, and an outer end 17o at the rear-end side inclined sub-groove. 15 is arranged at substantially the same position as the outer end 15o of the tire in the tire axial direction, so that the water film on the road surface can be efficiently discharged at a deep camber angle together with the rear landing side inclined sub-groove 15.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

Tires having the basic structure shown in FIGS. 1 and 2 and having the inclined main grooves and the inclined sub grooves shown in Table 1 were manufactured, and their performance was evaluated. The common specifications are as follows.
tire size:
Front wheel: 120 / 70ZR17
Rear wheel: 180 / 55ZR17
Rim size:
Front wheel: MT3.50 × 17
Rear wheel: MT5.50x17
Tread width TW: 120.0mm
Tread width TWe: 163mm
First and second inclined main grooves:
Groove width W1: 3.0 to 5.5 mm
Maximum groove depth D1: 3.0 to 4.5 mm
Angle α of main part: 0 to 25 °
First and second inclined minor grooves:
Groove width W2: 3.0 to 5.5 mm
Maximum groove depth D2: 3.0 to 4.3 mm
Angle γ: 35 to 55 °
The test method is as follows.

<Rolling resistance performance>
Using a rolling resistance tester, rolling resistance was measured under the following conditions. Evaluation was made with an index with Comparative Example 1 as 100. The larger the value, the smaller the rolling resistance and the better.
Speed: 80km / h
Load: 1.30kN
Internal pressure: 250 kPa

<Drainage performance>
Road surface grip performance when each sample tire is assembled to the rim and filled with internal pressure (front wheel: 270 kPa, rear wheel: 290 kPa), mounted on a motorcycle with a displacement of 1300 cc, and circulated on a sprinkled test course Is displayed with a score of Comparative Example 1 being 100 by sensory evaluation by a driver. It shows that it is so favorable that a numerical value is large.

<Operation stability (transient characteristics)>
“Test stability (transient characteristics)” when each sample tire was mounted on the motorcycle under the above-mentioned conditions and circulated on a dry asphalt road test course was rated 100 in Comparative Example 1 by sensory evaluation by the driver. Is displayed. It shows that it is so favorable that a numerical value is large.
The test results are shown in Table 1.

  As a result of the test, it was confirmed that the motorcycle tire of the example can improve the steering stability performance while maintaining the rolling resistance performance and the drainage performance.

1 Motorcycle tire 1
2 Tread part 11 Inclined main groove 12 Inclined sub groove 13 Main part 14 Sub part

Claims (2)

A tire for a motorcycle in which an outer surface between tread ends of a tread portion is formed by an arcuate curved surface protruding outward in a tire radial direction, and a tire rotation direction is designated ,
The tread portion includes a pair of shoulder regions that are 17% of the tread deployment width from the tread end,
A main part extending across the tire equator and tilting from the tire equator side to the tread end side toward the tire rotation direction first arrival side on the outer surface of the tread part, and continuing to the main part toward the tire rotation direction rear arrival side An inclined main groove that is spaced apart in the tire circumferential direction including a sub-portion extending in the tire circumferential direction;
Between the inclined main grooves adjacent to each other in the tire circumferential direction, a plurality of inclined sub-grooves extending in the same direction as the main portion from the tire axial direction outer side than the tire equator,
The main portion has an angle of 0 to 15 ° with respect to the tire circumferential direction on the tire equator,
The tire for motorcycles , wherein the sub part is provided in the shoulder region .   2. The motorcycle tire according to claim 1, wherein the sub part is curved so as to protrude toward the tread end side from an end part on the first arrival side in the tire rotation direction to an end part on the rear arrival side.

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