JP6346813B2 - Tires for motorcycles - Google Patents

Description

  The present invention relates to a motorcycle tire.

  When the two-wheeled vehicle travels straight, the two-wheeled vehicle is almost upright, so the tire crown is mainly grounded. When a two-wheeled vehicle travels straight at a high speed, a large load due to centrifugal force is applied to the crown portion of the tire. The crown portion needs to be rigid enough to withstand this load. Insufficient rigidity of the crown portion leads to a decrease in straight running stability.

  When the motorcycle turns, the rider tilts the motorcycle inward to obtain sufficient camber thrust. For this reason, at the time of turning, the shoulder portion of the tire is mainly grounded. When running on a circuit with the vehicle body inclined greatly, a strong lateral force is applied to the shoulder portion of the tire. The shoulder portion needs to be rigid enough to withstand this strong lateral force. Insufficient rigidity of the shoulder portion causes a decrease in turning stability.

  Japanese Unexamined Patent Application Publication No. 2004-67058 discloses a tire that secures the rigidity of the crown portion and the shoulder portion and achieves high straight running stability and turning stability. The tire includes two cross belts each having a cord extending obliquely with respect to the circumferential direction and a spiral belt having a cord extending substantially in the circumferential direction on the entire inner surface in the radial direction of the tread.

JP 2004-67058 A

  In the tire structure disclosed in Japanese Patent Application Laid-Open No. 2004-67058, the shoulder portion may have excessive rigidity. The excessive rigidity of the shoulder portion deteriorates the absorbability of disturbance applied to the tire during turning. This can be a factor that impairs the turning stability. Furthermore, the excessive rigidity of the shoulder portion has a problem that a side slip occurs suddenly due to a large lateral force.

  In order to suppress the rigidity of the shoulder portion, it is conceivable to reduce the cord density of the spiral belt in the shoulder portion. It is also conceivable to reduce the number of cross belts to one. However, in these methods, the rigidity of the shoulder portion becomes excessively small. A tire having this shoulder portion is inferior in running stability during turning.

  An object of the present invention is to provide a tire for a two-wheeled vehicle that realizes high running stability when traveling straight and turning.

  A tire for a motorcycle according to the present invention includes a tread whose outer surface forms a tread surface, a band positioned inside the tread in the radial direction, a belt positioned inside the band in the radial direction, and a rubber layer. Yes. The belt includes a first layer and a second layer located outside the first layer in the radial direction. Each of the first layer and the second layer includes a plurality of cords arranged in parallel and a topping rubber. The rubber layer is located between the first layer and the second layer. In a cross section cut by a plane perpendicular to the circumferential direction, the rubber layer extends from the position of the axially outer end of the first layer toward the equator plane. The thickness at the outer end of the rubber layer is thicker than the thickness at the inner end of the rubber layer.

  Preferably, the thickness of the rubber layer is maximum at the outer end in the axial direction, and the shape of the rubber layer is tapered toward the equator plane.

  Preferably, when the complex elastic modulus of the rubber layer is Ei and the complex elastic modulus of the topping rubber is Ec, the ratio (Ei / Ec) of the complex elastic modulus Ei to the complex elastic modulus Ec is 0.9 or more. 1.2 or less.

  Preferably, when the thickness at the axially outer end of the rubber layer is Ti and the thickness of the topping rubber is Tc, the ratio of the thickness Ti to the thickness Tc (Ti / Tc) is 1.0 or more and 2.0. It is as follows.

  The tire for a motorcycle according to the present invention includes a belt and a band. The belt includes a first layer and a second layer. This configuration improves the rigidity of the shoulder portion. This tire has a rubber layer between the first layer and the second layer of the belt. This rubber layer extends from the position of the axially outer end of the first layer toward the equator plane. In this tire, since the rubber layer separates the first layer from the second layer in the vicinity of the outer end of the first layer, a larger tensile force is required to deform the second layer. That is, this rubber layer improves the out-of-plane bending rigidity of the shoulder portion. This shoulder portion has sufficient rigidity to withstand a large lateral force. Furthermore, since the first layer and the second layer are separated from each other, the binding force between the first layer and the second layer is weakened. This rubber layer suppresses the in-plane rigidity of the shoulder portion. This rubber layer suppresses excessive in-plane rigidity of the shoulder portion. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents sudden skidding even when a large lateral force is applied during turning. This tire is excellent in running stability during turning.

  The belt and the band contribute to the improvement of the rigidity even in the crown portion. This crown portion has sufficient rigidity. The tire having this crown portion is excellent in running stability when going straight.

FIG. 1 is a cross-sectional view showing a part of a pneumatic tire according to an embodiment of the present invention. FIG. 2 is an enlarged cross-sectional view showing a part of the belt of the tire of FIG.

  Hereinafter, the present invention will be described in detail based on preferred embodiments with appropriate reference to the drawings.

  The pneumatic tire 2 shown in FIG. 1 includes a tread 4, a sidewall 6, a bead 8, a carcass 10, an inner liner 12, a belt 14, a rubber layer 16, and a band 18. The tire 2 is a tubeless type. The tire 2 is attached to a two-wheeled vehicle. The tire 2 is particularly mounted on the rear wheel of a two-wheeled vehicle. In FIG. 1, the vertical direction is the radial direction, the horizontal direction is the axial direction, and the direction perpendicular to the paper surface is the circumferential direction. The tire 2 has a substantially left-right symmetric shape centered on a one-dot chain line CL in FIG. This alternate long and short dash line CL represents the equator plane of the tire 2.

  The tread 4 is made of a crosslinked rubber. The tread 4 has a shape protruding outward in the radial direction. The tread 4 includes a tread surface 20. The tread surface 20 is in contact with the road surface. Although not shown, the tread surface 20 has grooves. A tread pattern is formed by this groove. The tread surface 20 may not have a groove.

  The sidewall 6 extends substantially inward in the radial direction from the end of the tread 4. The sidewall 6 is made of a crosslinked rubber. The sidewall 6 absorbs an impact from the road surface by bending. Furthermore, the sidewall 6 prevents the carcass 10 from being damaged.

  The bead 8 is located substantially inward of the side wall 6 in the axial direction. The bead 8 includes a core 22 and an apex 24 that extends radially outward from the core 22. The core 22 has a ring shape. The core 22 is formed by winding a non-stretchable wire. Typically, a steel wire is used for the core 22. The apex 24 is tapered outward in the radial direction. The apex 24 is made of a highly hard crosslinked rubber.

  The carcass 10 includes a carcass ply 26. The carcass ply 26 is stretched between the beads 8 on both sides, and extends along the inside of the tread 4 and the sidewall 6. The carcass ply 26 is folded around the core 22 from the inner side to the outer side in the axial direction. By this folding, the carcass ply 26 has a main portion and a folded portion.

  Although not shown, the carcass ply 26 includes a large number of cords arranged in parallel and a topping rubber. The absolute value of the angle formed by each cord with respect to the equator plane is 65 ° to 90 °. In other words, the carcass 10 has a radial structure. The cord is made of organic fiber. Examples of preferable organic fibers include polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers. The carcass 10 may be formed from two or more plies.

  The inner liner 12 is located inside the carcass 10. The inner liner 12 is joined to the inner surface of the carcass 10. The inner liner 12 is made of a crosslinked rubber. The inner liner 12 is made of rubber having excellent air shielding properties. A typical base rubber of the inner liner 12 is butyl rubber or halogenated butyl rubber. The inner liner 12 holds the internal pressure of the tire 2.

  The belt 14 is located on the inner side in the radial direction of the tread 4. The belt 14 is laminated with the carcass 10. The belt 14 reinforces the carcass 10. The belt 14 includes a first layer 14a and a second layer 14b. The second layer 14b is located on the radially outer side of the first layer 14a.

  FIG. 2 is an enlarged cross-sectional view showing the first layer 14a. Each of the first layer 14a and the second layer 14b is composed of a large number of cords 28 and a topping rubber 30 arranged in parallel. In this figure, the first layer 14 a is cut along a plane perpendicular to the extending direction of the cord 28. The cross section obtained by cutting the second layer 14b along a plane perpendicular to the extending direction of the cord is the same as FIG. Each cord 28 is inclined with respect to the equator plane. The absolute value of the inclination angle is 65 ° or more and 90 ° or less. When the absolute value of the inclination angle is less than 90 °, the inclination direction of the cord 28 of the first layer 14a with respect to the equator plane is opposite to the inclination direction of the cord 28 of the second layer 14b with respect to the equator plane. In the tire 2, the material of the cord 28 is an organic fiber. A preferred organic fiber is an aramid fiber. The cord 28 may be made of polyester fiber, nylon fiber, rayon fiber, and polyethylene naphthalate fiber. Further, the material of the cord 28 may be steel.

  The rubber layer 16 is located on the inner side in the radial direction of the tread 4. The rubber layer 16 is located between the first layer 14 a and the second layer 14 b of the belt 14. The rubber layer 16 is sandwiched between the first layer 14a and the second layer 14b. In the cross section obtained by cutting the tire 2 along a plane perpendicular to the circumferential direction, the axially outer end 32 of the rubber layer 16 extends to the position of the axially outer end 34 of the first layer 14a. In the axial direction, the position of the outer end 32 of the rubber layer 16 coincides with the position of the outer end 34 of the first layer 14a. In this cross section, the rubber layer 16 extends from the position of the outer end 34 of the first layer 14a toward the equator plane. In the tire 2 of FIG. 1, the rubber layer 16 extends to the equator plane. Therefore, in the tire 2, the inner end in the axial direction of the rubber layer 16 is an intersection of the rubber layer 16 and the equator plane. The rubber layer 16 may not extend to the equator plane.

  The thickness of the rubber layer 16 at the axially outer end 32 is thicker than the thickness of the rubber layer 16 at the axially inner end. Preferably, as shown in FIG. 1, the thickness of the rubber layer 16 is maximum at the outer end 32. In the tire 2 of FIG. 1, the thickness of the rubber layer 16 is substantially constant in the vicinity of the outer end 32. The shape of the rubber layer 16 is tapered from the portion where the thickness is constant toward the equator plane. The shape of the rubber layer 16 may be tapered from the axially outer end 32 toward the equator plane without a portion having a constant thickness.

  The band 18 is located on the inner side in the radial direction of the tread 4. The band 18 is located on the radially outer side of the belt 14. The band 18 is laminated on the belt 14. The band 18 is made of a cord and a topping rubber. The cord is wound in a spiral. The band 18 has a so-called jointless structure. The cord extends substantially in the circumferential direction. The angle of the cord 28 with respect to the circumferential direction is 5 ° or less, and further 2 ° or less. The band 18 can contribute to the radial rigidity of the tire 2. The band 18 can suppress the influence of centrifugal force that acts during traveling. The tire 2 is excellent in high speed stability. A preferred material for the cord is steel. An organic fiber may be used for the cord. Examples of preferable organic fibers include nylon fibers, polyester fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  Hereinafter, the function and effect of the present invention will be described.

  There is a need for a tire for a two-wheeled vehicle that further improves running stability during straight traveling and turning. When the two-wheeled vehicle turns, a strong lateral force is applied to the shoulder portion of the tire. In order to suppress the deformation of the tire and obtain a sufficient camber thrust, the shoulder portion needs to have a high out-of-plane bending rigidity that can withstand this lateral force. On the other hand, the tire is required to have a disturbance absorbing property for running stability during turning. Further, it is required that a sudden side slip when a large lateral force is applied is prevented particularly in the rear wheel. These can be realized by not increasing the in-plane rigidity of the shoulder portion. In order to achieve high running stability during turning, it is important to increase the out-of-plane bending rigidity of the shoulder portion and not to increase the in-plane rigidity.

  The two-wheeled vehicle tire 2 according to the present invention includes a belt 14 and a band 18. The belt 14 includes a first layer 14a and a second layer 14b. This configuration improves the rigidity of the shoulder portion. The tire 2 has a rubber layer 16 between the first layer 14 a and the second layer 14 b of the belt 14. The rubber layer 16 extends from the axially outer end 34 of the first layer 14a toward the equator plane. In the axial direction, the thickness at the outer end 32 of the rubber layer 16 is made thicker than the thickness at the inner end. When a bending force is applied to the shoulder portion so as to be deformed radially outwardly, a tensile force is applied to the second layer 14b, and a compressive force is applied to the first layer 14a. In the tire 2, the distance between the first layer 14a and the second layer 14b is separated by the rubber layer 16 in the vicinity of the outer end 34 of the first layer 14a. For this reason, in order to deform | transform the 2nd layer 14b compared with the tire 2 in which this distance is not separated, a bigger tension | tensile_strength is required. That is, the rubber layer 16 improves the out-of-plane bending rigidity of the shoulder portion. The tire 2 having this shoulder portion has a sufficient out-of-plane bending rigidity that can withstand a strong lateral force. The tire 2 is excellent in running stability during turning.

  On the other hand, in the vicinity of the outer end 34 of the first layer 14a, the first layer 14a and the second layer 14b are separated from each other, so that the binding force between the first layer 14a and the second layer 14b is weakened. . This suppresses the in-plane rigidity of the shoulder portion. The rubber layer 16 suppresses excessive in-plane rigidity of the shoulder portion. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents abrupt skidding. The tire 2 contributes to improvement of running stability during turning, particularly for the rear wheel.

  For running stability during straight travel, the crown portion needs to have sufficient rigidity to withstand a large load caused by centrifugal force. The belt 14 and the band 18 of the tire 2 contribute to improving the rigidity of the crown portion. This crown portion has sufficient rigidity. The tire 2 having this crown portion is excellent in running stability when going straight.

  When the complex elastic modulus of the rubber layer 16 is Ei and the complex elastic modulus of the topping rubber 30 of the belt 14 is Ec, the ratio (Ei / Ec) of the complex elastic modulus Ei to the complex elastic modulus Ec is 1.2 or less. Is preferred. By setting the ratio (Ei / Ec) to 1.2 or less, the in-plane rigidity of the shoulder portion can be properly maintained. Excessive in-plane rigidity of the shoulder portion is effectively suppressed. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents abrupt skidding. The tire 2 is excellent in running stability during turning. From this viewpoint, the ratio (Ei / Ec) is more preferably 1.1.

  The ratio (Ei / Ec) is preferably 0.9 or more. By setting the ratio (Ei / Ec) to 0.9 or more, the out-of-plane bending rigidity of the shoulder portion can be properly maintained. The out-of-plane bending rigidity of the shoulder portion is effectively suppressed. The shoulder portion has sufficient rigidity to withstand lateral force during turning. The tire 2 is excellent in running stability during turning.

  The complex elastic modulus Ei is preferably 2.2 MPa or less. By setting the complex elastic modulus Ei to 2.2 MPa or less, the in-plane rigidity of the shoulder portion can be properly maintained. Excessive in-plane rigidity of the shoulder portion is effectively suppressed. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents abrupt skidding. The tire 2 is excellent in running stability during turning. From this viewpoint, the complex elastic modulus Ei is more preferably 2.1 MPa MPa or less.

  The complex elastic modulus Ei is preferably 1.8 MPa or more. By setting the complex elastic modulus Ei to 1.8 MPa or more, the out-of-plane bending rigidity of the shoulder portion can be properly maintained. The out-of-plane bending rigidity of the shoulder portion is effectively suppressed. The shoulder portion has sufficient rigidity to withstand lateral force during turning. The tire 2 is excellent in running stability during turning. From this viewpoint, the complex elastic modulus Ei is more preferably 1.9 MPa or more.

In the present invention, the complex elastic modulus Ei of the rubber layer 16 and the complex elastic modulus Ec of the topping rubber 30 are described below using a viscoelastic spectrometer (manufactured by Iwamoto Seisakusho Co., Ltd.) in accordance with the provisions of “JIS K 6394”. Measured under the conditions shown in.
Initial strain: 10%
Amplitude: ± 2.5%
Frequency: 10Hz
Deformation mode: Tensile
Measurement temperature: 100 ° C

  In FIG. 1, a straight line VL is a normal line drawn from the surface of the rubber layer 16 at the axially outer end 32. A double-headed arrow Ti is the thickness of the rubber layer 16 at the axially outer end 32 of the rubber layer 16. Specifically, the thickness Ti is a distance between the inner surface and the outer surface of the rubber layer 16 measured along the normal line VL. In FIG. 2, the double-headed arrow Tc is the thickness of the topping rubber 30 of the first layer 14a. The thickness of the topping rubber 30 of the second layer 14b is also the same. The ratio (Ti / Tc) of the thickness Ti to the thickness Tc is preferably 1.0 or more. By setting the ratio (Ti / Tc) to 1.0 or more, the in-plane rigidity of the shoulder portion can be properly maintained. Excessive in-plane rigidity of the shoulder portion is effectively suppressed. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents abrupt skidding. Further, the rubber layer 16 contributes to the improvement of the out-of-plane bending rigidity of the shoulder portion. The tire 2 is excellent in running stability during turning. In this respect, the ratio (Ti / Tc) is more preferably equal to or greater than 1.2 and even more preferably 1.5.

  The ratio (Ti / Tc) is preferably 2.0 or less. By setting the ratio (Ti / Tc) to 2.0 or less, the in-plane rigidity of the shoulder portion can be properly maintained. It is effectively suppressed that the in-plane rigidity of the shoulder portion is too small. Furthermore, it is effectively prevented that the out-of-plane bending rigidity of the shoulder portion becomes excessive. The tire 2 is excellent in running stability during turning. In this respect, the ratio (Ti / Tc) is more preferably equal to or less than 1.8.

  The thickness Ti is preferably 1.1 mm or more. By setting the thickness Ti to 1.1 mm, the in-plane rigidity of the shoulder portion can be properly maintained. Excessive in-plane rigidity of the shoulder portion is effectively suppressed. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents abrupt skidding. Further, the rubber layer 16 contributes to the improvement of the out-of-plane bending rigidity of the shoulder portion. The tire 2 is excellent in running stability during turning. In this respect, the thickness Ti is more preferably equal to or greater than 1.2 mm.

  The thickness Ti is preferably 2.2 mm or less. By setting the thickness Ti to 2.2 mm or less, the in-plane rigidity of the shoulder portion can be properly maintained. It is effectively suppressed that the in-plane rigidity of the shoulder portion is too small. Furthermore, it is effectively prevented that the out-of-plane bending rigidity of the shoulder portion becomes excessive. The tire 2 is excellent in running stability during turning. From this viewpoint, the thickness Ti is more preferably 2.1 mm or less.

  In FIG. 1, a double-headed arrow Wi is an axial width from the outer end 32 to the inner end of the rubber layer 16. Although not shown, the axial width from the outer end 32 of the rubber layer 16 to the equator plane is Wb. In the tire 2 of FIG. 1, since the rubber layer 16 extends to the equator plane, the width Wi matches the width Wb. The ratio (Wi / Wb) of the width Wi to the width Wb is preferably 0.7 or more. By setting the ratio (Wi / Wb) to be 0.7 or more, the in-plane rigidity of the shoulder portion can be properly maintained. Excessive in-plane rigidity of the shoulder portion is effectively suppressed. This shoulder portion is excellent in disturbance absorption. This shoulder portion prevents abrupt skidding. Further, the rubber layer 16 contributes to the improvement of the out-of-plane bending rigidity of the shoulder portion. The tire 2 is excellent in running stability during turning. As shown in the figure, the maximum value of the ratio (Wi / Wb) is 1.0.

  Although not shown, when the rubber layer 16 extends to the equator plane and the thickness of the rubber layer 16 on the equator plane is Te, the ratio of the thickness Te to the thickness Ti (Te / Ti) is 0.3. The following is preferred. By setting the ratio (Te / Ti) to 0.3 or less, the rigidity of the crown portion is properly maintained. The crown portion has sufficient rigidity to withstand a large load caused by centrifugal force. The tire 2 maintains good running stability during straight running. In this respect, the ratio (Te / Ti) is more preferably equal to or less than 0.2.

  The thickness Te is preferably 0.3 mm or less. By setting the thickness Te to 0.3 mm or less, the rigidity of the crown portion is properly maintained. The crown portion has sufficient rigidity to withstand a large load caused by centrifugal force. The tire 2 maintains good running stability during straight running. In this respect, the thickness Te is more preferably equal to or less than 0.2 mm.

  In the present invention, the dimensions and angles of the tire 2 and each member of the tire 2 are measured in a state where the tire 2 is incorporated in a regular rim and the tire 2 is filled with air so as to have a regular internal pressure. At the time of measurement, no load is applied to the tire 2. In the present specification, the normal rim means a rim defined in a standard on which the tire 2 depends. “Standard rim” in the JATMA standard, “Design Rim” in the TRA standard, and “Measuring Rim” in the ETRTO standard are regular rims. In the present specification, the normal internal pressure means an internal pressure defined in a standard on which the tire 2 relies. “Maximum air pressure” in JATMA standard, “Maximum value” published in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in TRA standard, and “INFLATION PRESSURE” in ETRTO standard are normal internal pressures.

  Hereinafter, the effects of the present invention will be clarified by examples. However, the present invention should not be construed in a limited manner based on the description of the examples.

[Example 1]
A two-wheeled vehicle tire of Example 1 having the structure shown in FIG. 1 was obtained. The tire size was 190 / 50R17. Table 1 below shows the specifications of this tire. The complex elastic modulus Ei is 2.0 MPa, and the complex elastic modulus Ec is 1.8 MPa. Therefore, the ratio (Ei / Ec) is 1.1. The thickness Ti is 1.65 mm, and the thickness Tc is 1.1 mm. Therefore, the ratio (Ti / Tc) is 1.5. The shape of this rubber layer is tapered toward the equator plane. The shape of this rubber layer is indicated as “triangle” in the “Rubber layer shape” column of the table. This rubber layer extends to the equator plane. Therefore, the ratio (Wi / Wb) is 1.0. The thickness Te is 0.1 mm.

  The carcass ply cord is made of rayon fiber. The absolute value of the angle formed by this cord with respect to the equator plane is 82 °. The structure of this code is 1840 dtex / 2. The material of the cords of the first layer and the second layer of the belt is aramid fiber. The absolute value of the angle formed by this cord with respect to the equator plane is 75 °. The structure of this code is 1670 dtex / 2. The material of the cord of the band 18 is steel. This cord has a structure in which three strands having an outer diameter of 0.17 mm are twisted and then three strands are twisted.

[Comparative Example 1]
A tire of Comparative Example 1 was obtained in the same manner as in Example 1 except that the rubber layer was not provided. This is a conventional tire.

[Comparative Example 2]
A tire of Comparative Example 2 was obtained in the same manner as in Example 1 except that the rubber layer had a shape having a certain thickness from the equatorial plane to the axially outer end. The shape of this rubber layer is indicated as “plate-like” in the “Rubber layer shape” column of the table.

[Example 2-4]
A tire of Example 2-4 was obtained in the same manner as in Example 1 except that the complex elastic modulus Ei was changed and the ratio (Ei / Ec) was changed as shown in Table 1 below.

[Example 5-8]
A tire of Example 5-8 was obtained in the same manner as Example 1 except that the thickness Ti was changed and the ratio (Ti / Tc) was changed as shown in Table 2 below.

[Straight running stability, cornering stability]
The prototype tire was assembled in a standard rim (size = MT6.00) and mounted on the rear wheel of a two-wheeled vehicle having a displacement of 1000 cc. The internal pressure of this tire was 180 kPa. A commercially available tire (size: 120 / 70R17) was attached to the front wheel and filled with air so that its internal pressure was 250 kPa. This motorcycle was run on a circuit course with asphalt on the road surface, and sensory evaluation was performed by the rider. Evaluation items are straight traveling stability and turning traveling stability. The results are shown in Tables 1 and 2 below. Larger values are preferred.

  As shown in Tables 1 and 2, the tires of the examples are superior in turning traveling performance and straight traveling stability as compared with the tires of the comparative examples. From this evaluation result, the superiority of the present invention is clear.

  The tire described above can be applied to various two-wheeled vehicles.

2 ... tyre 4 ... tread 6 ... side wall 8 ... bead 10 ... carcass 12 ... inner liner 14 ... belt 14a ... first layer 14b ... second Layer 16 ... Rubber layer 18 ... Band 20 ... Tread surface 22 ... Core 24 ... Apex 26 ... Carcass ply 28 ... Cord 30 ... Topping rubber 32, 34 ..Outer edge

Claims (4)

It has a tread whose outer surface forms a tread surface, a band located inside the tread in the radial direction, a belt located inside the band in the radial direction, and a rubber layer.
The belt includes a first layer and a second layer located radially outward of the first layer;
Each of the first layer and the second layer includes a plurality of cords and a topping rubber arranged in parallel,
The rubber layer is located between the first layer and the second layer;
In a cross section cut by a plane perpendicular to the circumferential direction, the rubber layer extends from the position of the axially outer end of the first layer toward the equator plane,
The thickness at the outer end of the rubber layer is thicker than the thickness at the inner end of the rubber layer ,
A tire for a two-wheeled vehicle in which the thickness of the rubber layer is maximum at the outer end in the axial direction . Two-wheeled tire for vehicle according to claim 1 shape of upper Kigo beam layer is tapered toward the equatorial plane.   When the complex elastic modulus of the rubber layer is Ei and the complex elastic modulus of the topping rubber is Ec, the ratio (Ei / Ec) of the complex elastic modulus Ei to the complex elastic modulus Ec is 0.9 or more and 1.2. The tire for a two-wheeled vehicle according to claim 1 or 2, wherein: When the thickness at the axially outer end of the rubber layer is Ti and the thickness of the topping rubber is Tc, the ratio of the thickness Ti to the thickness Tc (Ti / Tc) is 1.0 or more and 2.0 or less. The tire for a motorcycle according to any one of claims 1 to 3.

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