Pneumatic tire

Abstract

To provide a pneumatic tire that can make both uneven wear resistance and traction performance compatible.SOLUTION: A pneumatic tire according to an embodiment is provided with a vehicle outside shoulder land 20, a vehicle inside shoulder land 30, a vehicle outside center land 40 and a vehicle inside center land 50, in which a main groove 11 formed between the vehicle outside shoulder land 20 and the vehicle outside center land 40 extends linearly and a main groove 12 formed between the vehicle inside shoulder land 30 and the vehicle inside center land 50 extends zigzag. The vehicle outside center land 40 is a rib extending in a tire circumferential direction, and the vehicle inside center land 50 is a block row. A slit 41 and a notch 42, as grooves that open to the main grooves 10 and 11 and close in the lands, are formed alternately in the tire circumferential direction, at both sides in the tire axial direction in the vehicle outside center land 40.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a pneumatic tire. [Background technology]

[0002] As described in Patent Document 1, a pneumatic tire is known in which the tread has lands formed therein: an outer shoulder land that will be on the outer side of the vehicle when mounted on the vehicle, an inner shoulder land that will be on the inner side of the vehicle when mounted on the vehicle, an outer center land adjacent to the outer shoulder land, and an inner center land adjacent to the inner shoulder land, and the main groove between the outer shoulder land and the outer center land extends in a straight line, and the main groove between the inner shoulder land and the inner center land extends in a zigzag pattern. The pneumatic tire of Patent Document 1 is intended to achieve both good snow performance and good noise performance. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-12510 Summary of the Invention [Problem to be solved by the invention]

[0004] As in Patent Document 1, pneumatic tires have been developed that aim to achieve both of these two performance characteristics, but it can be difficult to achieve both depending on the type of performance. Two performance characteristics that are difficult to achieve simultaneously are uneven wear resistance and traction. Reducing the volume of the grooves in the tread is an effective way to improve uneven wear resistance, but reducing the volume of the grooves reduces traction.

[0005] An object of the present invention is to provide a pneumatic tire that achieves both uneven wear resistance and traction, which are inherently difficult to achieve at the same time. [Means for solving the problem]

[0006] The present invention includes the embodiments shown below.

[0007] [1] A pneumatic tire having lands formed in the tread, at least an outboard shoulder land, which is the land closest to the vehicle's outer side, an inboard shoulder land, which is the land closest to the vehicle's inner side, an outboard inner land adjacent to the outboard shoulder land, and an inboard inner land adjacent to the inboard shoulder land, the lands being separated by main grooves extending in the tire circumferential direction, the main groove between the outboard shoulder land and the outboard inner land extending in a straight line, and the main groove between the inboard shoulder land and the inboard inner land extending in a zigzag pattern, the outboard inner land being a rib extending continuously in the tire circumferential direction, and the inboard inner land being a block row in which multiple blocks separated by grooves are lined up in the tire circumferential direction, and long grooves and short grooves are formed alternately in the tire circumferential direction on both axial sides of the outboard inner land as grooves that open into the main grooves and close within the land.

[0008] [2] The grooves formed in the outer shoulder land of the vehicle include lugs that extend from the axial end of the tread and are closed within the land, and slits that open to the main grooves and are closed within the land, the lugs and the slits are arranged alternately in the circumferential direction of the tire, the outer shoulder land is formed as a rib that extends continuously in the circumferential direction of the tire, and the lugs and the slits do not overlap in the circumferential direction of the tire.

[0009] [3] The pneumatic tire according to [1] or [2], wherein the vehicle inner inner side is wider in the tire axial direction than the vehicle outer inner side. [Effects of the Invention]

[0010] The pneumatic tire of the embodiment achieves both uneven wear resistance and traction performance. [Brief explanation of the drawings]

[0011] [Figure 1] 2 shows a tread pattern according to an embodiment. [Figure 2] An enlarged view of part A in Figure 1. [Figure 3] An enlarged view of part B in Figure 1. [Figure 4] An enlarged view of part C in Figure 1. [Figure 5] An enlarged view of part D in Figure 1. DETAILED DESCRIPTION OF THE INVENTION

[0012] The pneumatic tire of the embodiment has a typical cross-sectional structure of a pneumatic tire, except for the tread. Specifically, beads (beads are portions consisting of bead cores and bead fillers) are provided on both axial sides of the tire, and a carcass ply is provided from one bead to the other axially. A belt is provided on the outer diameter side of the carcass ply, and a tread is provided on the outer diameter side of the belt. An inner liner is provided inside the carcass ply, and sidewall rubber is provided on both axial sides of the carcass ply. In addition to the above, a pneumatic tire is configured with a plurality of rubber members.

[0013] The rubber tread has a tread pattern as shown in Figure 1. In Figure 1, the direction of the arrow X is the tire axial direction, and the direction of the arrow Y is the tire circumferential direction. Within the tire axial direction, the side that faces outboard when mounted on a vehicle is indicated as OUT, and the side that faces inboard is indicated as IN.

[0014] The tread pattern shown in Figure 1 has one center main groove 10 and two shoulder main grooves 11, 12 formed as wide main grooves extending circumferentially of the tire. The shoulder main grooves 11, 12 are located on both sides of the tire in the axial direction, and the center main groove 10 is located between the two shoulder main grooves 11, 12. These main grooves 10, 11, 12 have the same depth. Although not shown, protrusions are provided at the bottoms of the main grooves 10, 11, 12 to prevent stones from getting caught in the main grooves 10, 11, 12.

[0015] The center main groove 10 and the outer shoulder main groove 11 extend linearly in the tire circumferential direction. On the other hand, the inner shoulder main groove 12 is zigzag. That is, the inner shoulder main groove 12 is made up of first groove portions 12a extending at an angle relative to the tire circumferential direction and second groove portions 12b extending in the opposite direction relative to the tire circumferential direction, alternately arranged in the tire circumferential direction. The first groove portions 12a are longer than the second groove portions 12b.

[0016] In the tread of this embodiment, four lands are formed, separated by these main grooves 10, 11, and 12. In this embodiment, the lands refer to portions defined by the main grooves. As described above, the main grooves are wide grooves extending in the tire circumferential direction, and in this embodiment, the width is 9 mm or more.

[0017] In this embodiment, the four lands are the outer-side shoulder land 20, which is the outermost land on the vehicle when installed on the vehicle; the inner-side shoulder land 30, which is the innermost land on the vehicle when installed on the vehicle; the outer-side center land 40, which is located closer to the tire equator CL than the outer-side shoulder land 20 in the region that will be on the outer side of the vehicle when installed on the vehicle; and the inner-side center land 50, which is located closer to the tire equator CL than the inner-side shoulder land 30 in the region that will be on the inner side of the vehicle when installed on the vehicle. Here, the tire equator CL is a line that passes through the axial center position of the tire and extends linearly in the tire circumferential direction. In this embodiment, the outer-side center land 40 is the outer-side inland, and the inner-side center land 50 is the inner-side inland.

[0018] The inboard center land 50 is wider in the tire axial direction than the outboard center land 40. Here, the width of the land refers to the length of the land in the tire axial direction. The center line of the center main groove 10 (the center line extending in the tire circumferential direction) is located on the outer side of the tire equator CL.

[0019] An enlarged portion of the outboard shoulder land 20 is shown in Figure 2. The outboard shoulder land 20 is provided with lugs 21 that extend from the axial end of the tread and close within the outboard shoulder land 20, and slits 22 that open to the outboard shoulder main groove 11 and close within the outboard shoulder land 20. The lugs 21 and slits 22 are each a type of groove. Multiple lugs 21 and multiple slits 22 are arranged alternately in the circumferential direction of the tire.

[0020] In this embodiment, among grooves extending in the tire axial direction or grooves extending at an angle to the tire axial direction, those extending from the axial end of the tread are referred to as lugs, and those extending from the main groove are referred to as slits. In this embodiment, both lugs and slits have one end closed within the land. If grooves of different lengths extend from the main groove within the same land, the longer one will be referred to as a slit, and the shorter one will be referred to as a notch.

[0021] Since the lugs 21 and the slits 22 do not penetrate the outer shoulder land 20 in the tire axial direction, the outer shoulder land 20 is a rib, that is, a land that continues uninterruptedly in the tire circumferential direction.

[0022] The lugs 21 and the slits 22 do not overlap in the tire circumferential direction. Specifically, in the outboard shoulder land 20, the lugs 21 are located axially outboard, and the slits 22 are located axially inboard (toward the tire equator CL). A grooveless region 23, which does not have any grooves (though grooves wider than sipes), is formed in the axial center of the outboard shoulder land 20. The grooveless region 23 extends circumferentially around the tire.

[0023] On the axially outer side of the outboard shoulder land 20, a plurality of sipes 24 are provided at equal intervals between the lugs 21. All of the sipes 24 are the same length. On the axially inner side of the outboard shoulder land 20, a plurality of sipes 25 are provided at equal intervals between the slits 22. All of the sipes 25 are the same length. These sipes 24, 25 are wavy sipes that extend at a slight angle relative to the tire axial direction. Both ends of the extension of these sipes 24, 25 are closed within the outboard shoulder land 20. No sipes 24, 25 are present in the axially central region of the tire within the grooveless region 23.

[0024] A sipe is a groove with a width of 0.3 mm or more and less than 1.5 mm. Here, the width of a groove or sipe refers to the length in the direction perpendicular to the extension direction of the groove or sipe when viewed from the radial outside of the tire.

[0025] Next, a portion of the inboard shoulder land 30 is shown enlarged in Figure 3. The inboard shoulder land 30 has narrow grooves 31 extending circumferentially around the entire circumference of the tire. The width of the narrow grooves 31 is 1.5 mm to 3.0 mm. The narrow grooves 31 are narrower than the main grooves 10, 11, and 12. The narrow grooves 31 have the effect of improving skid resistance. The narrow grooves 31 have two types of bent portions 31a and 31b that bend in opposite directions and are formed alternately at equal intervals.

[0026] A plurality of lugs 32 are provided at equal intervals in the circumferential direction of the tire on the axially outer side of the inboard shoulder land 30. One end of each lug 32 opens into the narrow groove 31, and the other end opens into the axial end of the tread. Therefore, outer blocks 34, which are blocks separated from the surrounding area by the narrow groove 31 and two lugs 32, are arranged at equal intervals in the circumferential direction of the tire on the axially outer side of the inboard shoulder land 30 (specifically, axially outer than the narrow groove 31).

[0027] Additionally, multiple slits 33 are provided at equal intervals in the tire circumferential direction on the axially inner side of the inboard shoulder land 30. One end of each slit 33 opens into the zigzag shoulder main groove 12, and the other end opens into the narrow groove 31. Therefore, on the axially inner side of the inboard shoulder land 30 (specifically, axially more inward than the narrow groove 31), inner blocks 35, which are blocks separated from the surrounding area by the shoulder main groove 12, the narrow groove 31, and the two slits 33, are arranged at equal intervals in the tire circumferential direction.

[0028] In the inboard shoulder land 30, the lugs 32 and the slits 33 are arranged alternately in the tire circumferential direction, so that the outer blocks 34 and the inner blocks 35 are arranged offset in the tire circumferential direction.

[0029] The outer block 34 and the inner block 35 of the inboard shoulder land 30 each have a plurality of sipes 36, 37 arranged at equal intervals around the tire circumference. In the outer block 34, all of the sipes 36 are the same length. In the inner block 35, all of the sipes 37 are the same length. These sipes 36, 37 are wavy sipes that extend at a slight angle relative to the tire axial direction. Furthermore, both ends of these sipes 36, 37 in the extension direction are closed within the blocks 34, 35 without opening into grooves or the like.

[0030] Next, a portion of the outboard center land 40 is shown enlarged in Figure 4. The outboard center land 40 is a rib, i.e., a land that continues uninterrupted in the circumferential direction of the tire. On both axial sides of the outboard center land 40, long slits 41 and notches 42, which are grooves that open to the main grooves 10 and 11 and close within the outboard center land 40, are provided alternately in the circumferential direction of the tire.

[0031] The slits 41 and notches 42 are inclined in the same direction relative to the tire axial direction. On the extension line of the slit 41 extending from the center main groove 10, there is a notch 42 extending from the shoulder main groove 11, and on the extension line of the notch 42 extending from the center main groove 10, there is another slit 41 extending from the shoulder main groove 11. The slits 41 and notches 42 on the same extension line are spaced apart.

[0032] A connecting sipe 43 is provided on the extension line of the above, connecting the slit 41 and the notch 42. One end of the connecting sipe 43 opens into the slit 41, and the other end of the connecting sipe 43 opens into the notch 42. The connecting sipe 43 is a wavy sipe.

[0033] Although the outboard center land 40 is a rib, traction is ensured by providing connecting sipes 43 that connect the slits 41 and notches 42 at the locations where the width is narrowed by the slits 41 and notches 42. Note that the connecting sipes 43 close when the pneumatic tire contacts the ground and a load is applied from above, so the outboard center land 40 can be considered to be a rib that continues uninterrupted in the circumferential direction of the tire.

[0034] A plurality of long sipes 44 and short sipes 45 are alternately provided at regular intervals around the tire between each pair of connecting sipes 43. The long sipes 44 and short sipes 45 are wavy sipes that extend at an angle relative to the tire axial direction. Both ends of the long sipes 44 and short sipes 45 in the extension direction are closed within the vehicle outboard center land 40.

[0035] The long sipes 44 and short sipes 45 contribute to traction. In addition, because the long sipes 44 and short sipes 45 are alternately arranged in the tire circumferential direction, uneven rigidity within the vehicle-outer center land 40 is suppressed, a decrease in the overall rigidity of the vehicle-outer center land 40 is suppressed, and ground pressure within the vehicle-outer center land 40 is made uniform. As a result, uneven wear is less likely to occur.

[0036] The axial length L2 of the long sipes 44 is 50% or more and 80% or less of the axial length L1 of the outboard center land 40. This ensures sufficient traction by the long sipes 44 and also ensures sufficient rigidity of the outboard center land 40. Furthermore, the axial length L3 of the short sipes 45 is 50% or more and 90% or less of the axial length L2 of the long sipes 44. This ensures sufficient traction by the short sipes 45 and also ensures sufficient rigidity of the outboard center land 40.

[0037] Next, a portion of the inboard center land 50 is shown enlarged in Figure 5. The inboard center land 50 is a row of blocks in which inboard center blocks 51 and inclined grooves 52 extending at an angle to the tire axial direction are arranged alternately. One end of the inclined groove 52 opens into the center main groove 10, and the other end opens into the zigzag shoulder main grooves 12. The inboard center block 51 is a block separated from its surroundings by the two main grooves 10, 12 and the two inclined grooves 52.

[0038] Each inboard center block 51 has a plurality of long sipes 53 and short sipes 54 arranged alternately at regular intervals around the tire circumference. The long sipes 53 and short sipes 54 are wavy sipes that extend at an angle relative to the tire axial direction. Both ends of the long sipes 53 and short sipes 54 in the extension direction are closed within the inboard center block 51.

[0039] These long sipes 53 and short sipes 54 contribute to traction. In addition, because the long sipes 53 and short sipes 54 are alternately arranged in the tire circumferential direction, uneven rigidity within the vehicle inboard center land 50 is suppressed, a decrease in the overall rigidity of the vehicle inboard center land 50 is suppressed, and ground pressure within the vehicle inboard center land 50 is made uniform. As a result, uneven wear is less likely to occur.

[0040] The axial length L5 of the long sipes 53 is 50% or more and 80% or less of the axial length L4 of the inboard center block 51. This ensures sufficient traction by the long sipes 53 and also ensures sufficient rigidity of the inboard center land 50. Furthermore, the axial length L6 of the short sipes 54 is 50% or more and 90% or less of the axial length L5 of the long sipes 53. This ensures sufficient traction by the short sipes 54 and also ensures sufficient rigidity of the inboard center land 50.

[0041] The number of sipes 24 between two lugs 21 on the outboard shoulder land 20 is the same as the number of sipes 36 in one outer block 34 on the inboard shoulder land 30. In addition, the number of sipes 25 between two slits 22 on the outboard shoulder land 20, the number of sipes 37 in one inner block 35 on the inboard shoulder land 30, the number of sipes 44, 45 between two connecting sipes 43 on the outboard center land 40, and the number of sipes 53, 54 in one inboard center block 51 are also the same.

[0042] Furthermore, the number of sipes 24 between the two lugs 21 on the outboard shoulder land 20 and the number of sipes 36 in one outer block 34 on the inboard shoulder land 30 are each fewer than the number of sipes 25 between the two slits 22 on the outboard shoulder land 20, the number of sipes 37 in one inner block 35 on the inboard shoulder land 30, the number of sipes 44, 45 between the two connecting sipes 43 on the outboard center land 40, and the number of sipes 53, 54 in one inboard center block 51. In this way, by having fewer sipes 24, 36 on both axial sides of the tire, rigidity on both axial sides is ensured and uneven wear on both axial sides of the tire, which is susceptible to lateral force, is suppressed.

[0043] The depths of the lugs 21, 32, slits 22, 33, 41, notch 42, and inclined groove 52 are 30% to 60% of the depth of the main grooves 10, 11, and 12. This ensures traction during the middle and final stages of wear, and also ensures the rigidity of the lands 20, 30, 40, and 50. The depth of the narrow groove 31 is also 30% to 60% of the depth of the main grooves 10, 11, and 12, and the widths of the slits 22, 33, 41, and notch 42 are 4.0 mm to 8.0 mm.

[0044] The depth of the sipes 24, 25, 36, 37, 43, 44, 45, 53, and 54 is 30% to 60% of the depth of the main grooves 10, 11, and 12. This ensures traction during the middle and final stages of wear, and also ensures the rigidity of the sipes 20, 30, 40, and 50.

[0045] A pneumatic tire having the above characteristics is a pneumatic tire that combines uneven wear resistance and traction, as will be explained below.

[0046] First, in this embodiment, there is an outer shoulder land 20, which is the land located most outside the vehicle, an inner shoulder land 30, which is the land located most inside the vehicle, an outer center land 40 (inner outer land) next to the outer shoulder land 20, and an inner center land 50 (inner inner land) next to the inner shoulder land 30.

[0047] The zigzag shape of the shoulder main groove 12 between the inboard shoulder land 30 and the inboard center land 50 ensures traction. Generally, the outer side of a pneumatic tire is prone to uneven wear due to lateral forces, but in this embodiment, the shoulder main groove 11 between the outboard shoulder land 20 and the outboard center land 40 extends in a straight line, ensuring the rigidity of the lands on both sides of this shoulder main groove 11, making uneven wear less likely to occur.

[0048] Furthermore, the inboard center land 50 is a block row, with multiple inboard center blocks 51 aligned circumferentially, ensuring traction. On the other hand, the outboard center land 40 is a rib extending circumferentially, ensuring rigidity and preventing uneven wear.

[0049] Furthermore, slits 41 (long grooves) and notches 42 (short grooves) are provided on both axial sides of the outboard center land 40 as grooves that open to the main grooves 10, 11 and close within the outboard center land 40. Therefore, traction is also generated from the outboard center land 40, which is a rib. Also, instead of providing only long slits 41, the long slits 41 and short notches 42 are provided alternately, thereby ensuring the rigidity of the outboard center land 40 and traction.

[0050] In this way, in the pneumatic tire of this embodiment, the structure differs between the inside and outside of the vehicle as described above, thereby achieving both uneven wear resistance and traction performance.

[0051] Uneven wear in pneumatic tires is particularly likely to occur when the tire is mounted on the front side of a vehicle (where lateral forces are more likely to be applied when turning) or when the tire is mounted on an electric vehicle (where torque is high), but the pneumatic tire of this embodiment is less likely to suffer from uneven wear even when mounted on the front side of a vehicle or when mounted on an electric vehicle.In addition, because the pneumatic tire of this embodiment has high traction, it also has the grip required when mounted on an electric vehicle (where torque is high).

[0052] In this embodiment, the grooves formed in the outer shoulder land 20 of the vehicle include lugs 21 that extend from the axial end of the tread and close within the land, and slits 22 that open to the shoulder main groove 11 and close within the land, and the lugs 21 and slits 22 are arranged alternately in the tire circumferential direction. These lugs 21 and slits 22 provide traction.

[0053] In this embodiment, the outer shoulder land 20 is formed as a rib that extends continuously in the tire circumferential direction. This ensures the rigidity of the outer shoulder land 20. Furthermore, the load acting on a portion of the outer shoulder land 20 during rolling of the pneumatic tire is easily dispersed in the tire circumferential direction. These factors make the outer shoulder land 20 less susceptible to uneven wear in this embodiment. In particular, the lugs 21 and slits 22 in the outer shoulder land 20 do not overlap in the tire circumferential direction, which makes uneven wear less likely to occur.

[0054] In this embodiment, the outer shoulder land 20 is a rib, and the volume of the shoulder land on the outer side of the vehicle tends to be larger than that on the inner side of the vehicle. In particular, in this embodiment, the inner shoulder land 30 is a block row, and the volume of the rubber on the outer side of the vehicle tends to be larger than that on the inner side of the vehicle.

[0055] On the other hand, the center land 50 on the inside of the vehicle is wider in the axial direction than the center land 40 on the outside of the vehicle, so the volume of the inside of the vehicle tends to be larger than that of the outside of the vehicle. As a result, when looking at the entire tread, the difference in rubber volume between the inside and outside of the vehicle is small, making it less likely for uneven wear to occur.

[0056] Here, the reason why the width of the inner center land 50 is widened rather than the width of the inner shoulder land 30 in order to reduce the difference in rubber volume between the inner and outer sides of the vehicle is that the ground contact pressure is higher in the axially central region of the tire than in the axially opposite regions of the tire, so widening the width of the inner center land 50 rather than the width of the inner shoulder land 30 results in higher traction.

[0057] In this embodiment, the inboard shoulder land 30 is composed of a row of outer blocks 34 arranged in the tire circumferential direction and a row of inner blocks 35 arranged in the tire circumferential direction, thereby improving traction. Furthermore, because the narrow grooves 31 between the row of outer blocks 34 and the row of inner blocks 35 are narrow, the outer blocks 34 and the inner blocks 35 can support each other when the pneumatic tire contacts the ground and a load is applied, ensuring the rigidity of the inboard shoulder land 30. This reduces uneven wear.

[0058] The above embodiment is merely an example, and various modifications can be made to the above embodiment. Any modifications of the above embodiment that do not deviate from the spirit of the present invention are considered to be included in the scope of the present invention.

[0059] For example, the number of main grooves may be four or more. When there are four or more main grooves, the land adjacent to the outer shoulder land is the outer inland land, and the land adjacent to the inner shoulder land is the inner inland land.

[0060] Furthermore, when the number of main grooves is five or more, in addition to the outer and inner land, a land closest to the tire equator among the multiple lands located on the outer side of the tire equator (referred to as the "outer center land" in this modified example) and a land closest to the tire equator among the multiple lands located on the inner side of the tire equator (referred to as the "inner center land" in this modified example) may be formed. In this case, it is preferable that the inner center land be wider in the tire axial direction than the outer center land. This reduces the difference in rubber volume between the inner and outer sides of the tire tread when viewed as a whole. Furthermore, by widening the width of the inner center land in the axial center region of the tire where ground pressure is high, traction is improved. [Explanation of symbols]

[0061] 10...center main groove, 11...vehicle outer shoulder main groove, 12...vehicle inner shoulder main groove, 12a...first groove portion, 12b...second groove portion, 20...vehicle outer shoulder land, 21...lug, 22...slit, 23...groove-free area, 24...sipe, 25...sipe, 30...vehicle inner shoulder land, 31...narrow groove, 31a...bend portion, 31b...bend portion, 32...lug, 33...slit, 34...outer block, 35...inner block, 36...sipe, 37...sipe, 40...vehicle outer center land, 41...slit, 42...notch, 43...connecting sipe, 44...long sipe, 45...short sipe, 50...vehicle inner center land, 51...vehicle inner center block, 52...oblique groove, 53...long sipe, 54...short sipe

Claims

1. The tread includes at least an outer shoulder land that is the land located most outside the vehicle, an inner shoulder land that is the land located most inside the vehicle, an outer inland land adjacent to the outer shoulder land, and an inner inland land adjacent to the inner shoulder land, and the lands are separated by main grooves extending in the tire circumferential direction, In a pneumatic tire, the main groove between the outer shoulder land and the outer inland extends linearly, and the main groove between the inner shoulder land and the inner inland extends zigzag, the vehicle-outer inner region is a rib extending continuously in the tire circumferential direction, and the vehicle-inner inner region is a block row in which a plurality of blocks separated by grooves are arranged in the tire circumferential direction, A pneumatic tire characterized in that long grooves and short grooves are formed alternately in the circumferential direction of the tire on both axial sides of the inland portion of the outer side of the vehicle as grooves that open to the main groove and close within the inland portion.

2. The grooves formed in the outer shoulder land of the vehicle include lugs that extend from the tire axial end of the tread and are closed within the land, and slits that open to the main groove and are closed within the land, and the lugs and the slits are arranged alternately in the tire circumferential direction, The pneumatic tire according to claim 1 , wherein the outer shoulder land is formed as a rib extending continuously in the tire circumferential direction, and the lug and the slit do not overlap in the tire circumferential direction.

3. The pneumatic tire according to claim 1 or 2, wherein the vehicle-inner inner portion is wider in the tire axial direction than the vehicle-outer inner portion.

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