Tire

Abstract

The present application provides a tire having a tread portion (2). The main object is to provide a tire capable of maintaining a balance between dry performance and wet performance even if the tread portion is worn. The tread portion (2) includes a first shoulder land portion (11). A shoulder sipe (16) and a shoulder knife sipe (17) are provided in the first shoulder land portion (11). The shoulder sipe (16) includes an extremely small portion (20) in which the groove width of the shoulder sipe (16) is extremely small halfway between the ground surface (11s) and the groove bottom of the shoulder sipe (16). The width of the shoulder knife sipe (17) is 1.5 mm or less. The inside of the shoulder knife sipe (17) in the tire radial direction communicates with an internal groove (22) having a groove width greater than the width of the shoulder knife sipe (17). The internal groove (22) is disposed more inside in the tire radial direction than the extremely small portion (20) and more outside in the tire radial direction than the groove bottom of the shoulder sipe (16).

Description

TECHNICAL FIELD

[0001] The present application relates to a tire. BACKGROUND

[0002] A tire provided with a groove extending in the tire axial direction on the tread surface is proposed in Patent Document 1. The groove of Patent Document 1 includes a minimum portion that is located more inside in the tire radial direction than the opening portion formed on the tread surface and has the minimum local groove width. It is expected that the tire of Patent Document 1 balances the improvement of the cornering power and the grip performance well through the groove.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT DOCUMENT

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-188850 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] Generally, when the tread portion is worn, the volume of the groove provided on the tread portion and the groove width appearing on the ground surface decrease, and there is a tendency that the balance between the dry performance and the wet performance deteriorates even compared with when the tire is new. Therefore, it has been sought to maintain the balance even in the state where the tread portion is worn.

[0008] After the minimum portion of the groove of Patent Document 1 is exposed by the wear of the tread portion, the groove width on the ground surface expands as the wear progresses, and thus it is expected that the maintenance of the balance is improved to some extent. However, in recent years, the level of various performances of the tire is required to be improved, and further improvement of the maintenance of the balance is sought.

[0009] The present application is a solution proposed in view of the above facts, and the main object thereof is to provide a tire that can maintain the balance between the dry performance and the wet performance even when the tread portion is worn.

[0010] SOLUTION TO THE PROBLEM

[0011] The present application is a tire having a tread portion including a first tread end, and a land portion including the first tread end, i.e., a first shoulder land portion, provided with a shoulder sipe in a ground surface of the first shoulder land portion extending in a tire axial direction, and a shoulder sipe pattern, the shoulder sipe including a minimum portion in which a groove width of the shoulder sipe is extremely small at about halfway between the ground surface and a groove bottom of the shoulder sipe, the shoulder sipe pattern having a width of 1.5 mm or less, and an inner groove having a groove width larger than the width of the shoulder sipe being connected inward in a tire radial direction of the shoulder sipe pattern, the inner groove being disposed more inward in the tire radial direction than the minimum portion and more outward in the tire radial direction than the groove bottom of the shoulder sipe.

[0012] In the tire of the present application, the shoulder sipe is preferably transverse to the first tread end.

[0013] In the tire of the present application, the shoulder sipe pattern is preferably transverse to the first tread end.

[0014] In the tire of the present application, it is preferable that the shoulder sipe include a body portion more inward in the tire radial direction than the minimum portion, the body portion having a maximum groove width smaller than the groove width of the shoulder sipe in the ground surface.

[0015] In the tire of the present application, it is preferable that, in the ground surface of the first shoulder land portion, a distance in a tire circumferential direction from an edge of the shoulder sipe to an edge of the shoulder sipe pattern be 1.3 to 2.7 times the groove width of the shoulder sipe.

[0016] In the tire of the present application, it is preferable that the tread portion be assigned an orientation for mounting on a vehicle, and the first shoulder land portion be disposed more inward in the vehicle than a tire equator when mounted on the vehicle.

[0017] Effects of the Invention

[0018] The tire of the present application is able to maintain a balance between dry performance and wet performance even when the tread portion is worn, by adopting the above-described structure. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 An expanded view of a tread portion of a tire according to an embodiment of the present application.

[0020] Figure 2 An enlarged view of a first shoulder land portion of Figure 1

[0021] Figure 3 An A-A line sectional view of Figure 2

[0022] ​​ Figure 4 FIG. 2 is a cross-sectional view taken along the B-B line of FIG. 1. Figure 2

[0023] Figure 5 FIG. 6 is a cross-sectional view of a shoulder sipe of Comparative Example 1.

[0024] Figure 6 DETAILED DESCRIPTION

[0025] An embodiment of the present application will be described below based on the drawings. Figure 1 FIG. 1 is an expanded view of a tire 1 according to the present embodiment. As shown in FIG. 1, the tire 1 according to the present embodiment is, for example, a pneumatic tire for a passenger vehicle that is used throughout the year. However, the tire 1 according to the present embodiment is not limited to this. Figure 1

[0026] The tire 1 according to the present embodiment has, for example, a tread portion 2 in which a vehicle mounting direction is specified. The vehicle mounting direction is indicated by letters, marks, or the like on a sidewall portion or the like (omitted from the drawing). Further, the tread portion 2 is configured as an asymmetric pattern (meaning that the tread pattern is not linearly symmetric with respect to the tire equator C).

[0027] The tread portion 2 includes a first tread end T1 that becomes the inner side of the vehicle at the time of vehicle mounting, and a second tread end T2 that becomes the outer side of the vehicle at the time of vehicle mounting. The first tread end T1 and the second tread end T2 each correspond to the ground contact position that is located most outward in the tire axial direction when the tire 1 in a normal state is loaded with a normal load and contacts the ground in a plane with a camber angle of 0°.

[0028] The "normal state" means that, in the case where a pneumatic tire of each specification is determined, the tire is assembled on a normal rim and filled with a normal internal pressure, and is in a state of no load. In the case where a tire of each specification, a non-air tire is determined, the normal state means a standard use state, i.e., a state of no load, corresponding to the purpose of use of the tire. In the present specification, unless otherwise specified, the dimensions and the like of each portion of the tire are values measured in the normal state.

[0029] The "normal rim" means a rim determined for each tire in a specification system including the specification to which the tire conforms, such as a "standard rim" under the JATMA specification, a "Design Rim" under the TRA specification, and a "Measuring Rim" under the ETRTO specification.

[0030] ​​​"Normal internal pressure" means the air pressure determined for each tire in the specification system including the specification to which the tire is based, and is the "maximum air pressure" under the JATMA specification, the maximum value described in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" under the TRA specification, and "INFLATION PRESSURE" under the ETRTO specification.

[0031] "Normal load" means the load determined for each tire in the specification system including the specification to which the tire is based, and is the "maximum load capacity" under the JATMA specification, the maximum value described in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" under the TRA specification, and "LOAD CAPACITY" under the ETRTO specification. In addition, in the case of a tire, a non-pneumatic tire, for which various specifications are determined, "normal load" means the load acting on one tire in a standard mounted state of the tire. The "standard mounted state" means a state in which the tire is mounted on a standard vehicle corresponding to the purpose of use of the tire and is stationary on a flat road surface in a state in which the vehicle is drivable.

[0032] The tread portion 2 includes a plurality of circumferential grooves 3 continuously extending in the tire circumferential direction between a first tread end T1 and a second tread end T2, and a plurality of land portions divided by the circumferential grooves 3. The tire 1 of the present embodiment is configured so that the tread portion 2 includes five land portions divided by four circumferential grooves 3, which is a so-called five-rib tire. However, the present application is not limited to this, and for example, the tread portion 2 can be configured by three circumferential grooves 3 and four land portions, which is a so-called four-rib tire.

[0033] The circumferential grooves 3 include, for example, a first crown circumferential groove 4, a second crown circumferential groove 5, a first shoulder circumferential groove 6, and a second shoulder circumferential groove 7. The first crown circumferential groove 4 is provided between the tire equator C and the first tread end T1. The second crown circumferential groove 5 is provided between the tire equator C and the second tread end T2. The first shoulder circumferential groove 6 is provided between the first crown circumferential groove 4 and the first tread end T1. The second shoulder circumferential groove 7 is provided between the second crown circumferential groove 5 and the second tread end T2.

[0034] The circumferential grooves 3 can extend in various manners such as in a straight line shape in the tire circumferential direction, in a zigzag shape, and the like.

[0035] The distance Ll in the tire axial direction from the groove center line of the first crown circumferential groove 4 or the second crown circumferential groove 5 to the tire equator C is, for example, 5% to 15% of the tread width TW. The distance L2 in the tire axial direction from the groove center line of the first shoulder circumferential groove 6 or the second shoulder circumferential groove 7 to the tire equator C is, for example, 25% to 35% of the tread width TW. However, the present application is not limited to these dimensions. In addition, the tread width TW is the distance in the tire axial direction from the first tread end Tl to the second tread end T2 in the described normal state.

[0036] The groove width Wl of the circumferential groove 3 is preferably at least 3 mm or more. In a preferred mode, the groove width Wl of the circumferential groove 3 is 3.0% to 7.0% of the tread width TW.

[0037] The land portion includes at least a first shoulder land portion 11. The first shoulder land portion 11 is divided on the tire axial outside of the first shoulder circumferential groove 6 and includes the first tread end Tl.

[0038] The land portion of the present embodiment includes, in addition to the first shoulder land portion 11, a second shoulder land portion 12, a first intermediate land portion 13, a second intermediate land portion 14, and a crown land portion 15. The second shoulder land portion 12 is divided on the tire axial outside of the second shoulder circumferential groove 7 and includes the second tread end T2. The first intermediate land portion 13 is divided between the first shoulder circumferential groove 6 and the first crown circumferential groove 4. The second intermediate land portion 14 is divided between the second shoulder circumferential groove 7 and the second crown circumferential groove 5. The crown land portion 15 is divided between the first crown circumferential groove 4 and the second crown circumferential groove 5.

[0039] Figure 2 An enlarged view of the first shoulder land portion 11 is shown. As shown in FIG. 6, a shoulder transverse groove 16 extending in the tire axial direction in the ground contact surface 11s of the first shoulder land portion 11 and a shoulder sipe pattern 17 are provided in the first shoulder land portion 11. Figure 2

[0040] In the present specification, a "sipe" refers to a cut element having a narrow width, i.e., a width between two inner walls opposing each other is 1.5 mm or less. The width of the sipe is preferably 0.3 to 1.0 mm. The opening portion of the sipe can also be connected to a chamfer portion having a width exceeding 1.5 mm.

[0041] The shoulder transverse groove 16 and the shoulder sipe pattern 17 of the present embodiment each communicate with the first shoulder circumferential groove 6 and cross the first tread end Tl. However, the shoulder transverse groove 16 and the shoulder sipe pattern 17 can also have a discontinuous end in the ground contact surface of the first shoulder land portion 11, not limited to this mode.

[0042] ​In this embodiment, the angle of the shoulder transverse groove 16 relative to the tire axial direction and the angle of the shoulder sipe 17 relative to the tire axial direction are, for example, 45° or less, preferably 25° or less, and more preferably 15° or less. In addition, the angle difference between the shoulder transverse groove 16 and the shoulder sipe 17 is preferably 5° or less, and in this embodiment, they are arranged in parallel.

[0043] Figure 3 Show Figure 2 AA line section view. Figure 3 As shown, the shoulder lateral groove 16 includes a minimum portion 20 where the groove width of the shoulder lateral groove 16 is minimized midway between the ground contact surface 11 s of the first shoulder land portion 11 and the groove bottom of the shoulder lateral groove 16 .

[0044] Figure 4 Show Figure 2 BB line cross-sectional view. Figure 4 As shown, the width W2 of the shoulder sipe 17 is 1.5 mm or less. In addition, the shoulder sipe 17 is connected to the inner side of the tire radial direction with an inner groove 22 having a groove width greater than the width W2 of the shoulder sipe 17.

[0045] The inner groove 22 is arranged on the inner side of the tire radial direction than the minimum portion 20 and on the groove bottom 16d (shown in FIG. Figure 3 ) is further outward in the tire radial direction. The tire 1 of the present invention, by adopting the above-described structure, can maintain a balance between dry and wet performance even when the tread portion 2 is worn. The reason for this is presumably the following mechanism.

[0046] In the tire 1 of the present invention, when the tread portion 2 wears and the minimal portion 20 is exposed, the groove width of the shoulder transverse grooves 16 in the contact patch 11s increases with wear, thereby ensuring long-term wet performance. Furthermore, while the shoulder sipes 17 are exposed in the contact patch 11s, the rigidity of the first shoulder land portion 11 is maintained, thereby suppressing a decrease in dry performance.

[0047] As wear of the tread portion 2 progresses and the distance between the inner groove 22 and the contact patch decreases, the inner groove 22 compensates for drainage, thereby preventing an excessive decrease in wet performance. Furthermore, in the present invention, the inner groove 22 is positioned radially inward of the minimum portion 20 and radially outward of the groove bottom 16d of the shoulder transverse groove 16. This allows the inner groove 22 to be exposed to the contact patch after the minimum portion 20 is exposed but before the shoulder transverse groove 16 disappears due to wear, thereby reliably preventing a decrease in wet performance. Through this mechanism, it is speculated that the present invention maintains a balance between dry and wet performance even as the tread portion 2 wears.

[0048] The following describes the structure of this embodiment in more detail. Furthermore, each of the structures described below represents a specific aspect of this embodiment. Therefore, the present invention can naturally achieve the aforementioned effects even without the structures described below. Furthermore, even if any of the structures described below is applied alone to a tire of the present invention having the aforementioned features, performance improvements corresponding to each structure can be expected. Furthermore, when the structures described below are applied in combination, various performance improvements corresponding to each structure can be expected.

[0049] like Figure 2 As shown, shoulder transverse grooves 16 and shoulder sipes 17 are arranged alternately in the tire circumferential direction. The circumferential pitch length P1 of the shoulder transverse grooves 16 and the circumferential pitch length P2 of the shoulder sipes 17 are each, for example, 70% to 100% of the axial width W3 of the first shoulder land portion 11.

[0050] In the contact patch 11s of the first shoulder land portion 11, the distance L3 in the tire circumferential direction from the edge of the shoulder transverse groove 16 to the edge of the shoulder sipe 17 is preferably 1.3 times or more, more preferably 1.5 times or more, and even more preferably 1.7 times or more, and preferably 2.7 times or less, more preferably 2.5 times or less, and even more preferably 2.3 times or less, of the groove width W5 of the shoulder transverse groove 16 in the contact patch 11s. This arrangement of the shoulder transverse grooves 16 and shoulder sipes 17 contributes to a well-balanced improvement in both dry and wet performance.

[0051] like Figure 3 As shown, in the contact surface of the first shoulder land portion 11, the groove width W5 of the shoulder transverse groove 16 is, for example, the groove width W4 of the first shoulder circumferential groove 6 (shown in FIG. Figure 2 ) of 50% to 70%.

[0052] The maximum depth d1 of the shoulder transverse groove 16 is, for example, 70% to 90% of the maximum depth of the first shoulder circumferential groove 6. However, the shoulder transverse groove 16 is not limited to this embodiment.

[0053] The depth d2 from the contact patch 11s to the minimum portion 20 is, for example, less than 50% of the maximum depth d1 of the shoulder transverse groove 16. The depth d2 of the minimum portion 20 is preferably 40% or less of the depth d1, more preferably 30% or less, preferably 5% or more, and more preferably 10% or more. Thus, when the tread 2 is wearing moderately, the minimum portion 20 is exposed from the contact patch 11s, thereby reducing the deterioration in wet performance associated with subsequent tread wear.

[0054] The groove width W6 of the minimum portion 20 is, for example, 30% to 60%, preferably 40% to 50%, of the groove width W5 in the contact surface 11s of the shoulder lateral groove 16. Such a minimum portion 20 contributes to maintaining a balance between dry and wet performance.

[0055] In the area from the contact patch 11s to the minimum portion 20, the angle θ1 of the groove wall of the shoulder transverse groove 16 relative to the tire normal is, for example, 40 to 60 degrees. As a result, at the beginning of tire use, the groove wall that is further outward in the radial direction of the tire than the minimum portion 20 is properly grounded according to the increase in ground contact pressure. In other words, the groove wall that is further outward in the radial direction of the tire than the minimum portion 20 can play the role of a chamfered portion, and even improve traction and braking performance can be expected. In addition, the first shoulder land portion 11 equipped with such a shoulder transverse groove 16 can make the ground contact pressure during braking more uniform, so it can be expected that the resistance to uneven wear and the pattern noise during wear can be improved.

[0056] The shoulder transverse groove 16 includes a main body portion 25 located radially inward of the minimum portion 20. The main body portion 25 has a maximum groove width W7 that is equal to or smaller than the groove width W5 of the shoulder transverse groove 16 at its contact patch 11s. The maximum groove width W7 of the main body portion 25 is, for example, 50% to 100% of the groove width W5 of the shoulder transverse groove 16 at its contact patch 11s, and preferably 70% to 100%. This allows the tread portion 2 to exhibit sufficient wet performance even when worn to the point where the maximum groove width W7 is exposed.

[0057] Furthermore, the maximum groove width W7 of the main body 25 is, for example, 300% or less, and preferably 150% to 250% of the groove width W6 of the minimum portion 20. This can suppress molding defects during vulcanization molding while exhibiting sufficient wet performance.

[0058] The depth d3 from the ground contact surface 11 s to the position of the maximum groove width W7 of the main body portion 25 is, for example, 80% to 90% of the maximum depth d1 of the shoulder lateral groove 16 .

[0059] The main body 25 includes a region where the groove width increases radially inwardly in the tire. The angle θ2 of the groove wall in this region relative to the tire normal is smaller than the angle θ1, for example, 15 to 25 degrees.

[0060] like Figure 4 As shown, the depth d4 from the ground contact surface 11s to the bottom of the inner groove 22 is, for example, smaller than the maximum depth d1 of the shoulder lateral groove 16, and is preferably 70% to 90% of the depth d1.

[0061] The shoulder sipes 17, for example, have sipe walls that extend parallel to the tire's radial direction and connect to the contact patch. The depth d5 ​​of the shoulder sipes 17 is, for example, greater than the depth d2 from the contact patch 11s to the minimum portion 20 and is set to be no more than 300% of the depth d2. Specifically, the depth d5 ​​of the shoulder sipes 17 is preferably at least 150% of the depth d2, more preferably at least 180%, and preferably no more than 250%, more preferably no more than 220%. This allows the inner grooves 22 to be exposed after the minimum portion 20 of the shoulder transverse grooves 16 is exposed while some wear progresses. This maintains a balance between dry and wet performance even as the tread wears.

[0062] The maximum groove width W8 of the internal groove 22 is, for example, 500% or less of the width W2 of the shoulder sipe 17. Specifically, the maximum groove width W8 of the internal groove 22 is preferably 200% or more, more preferably 250% or more, and preferably 400% or less, more preferably 350% or less of the width W2 of the shoulder sipe 17. Such internal grooves 22 can suppress vulcanization molding defects and achieve the aforementioned effects.

[0063] The cross-sectional area of ​​the inner groove 22 is preferably 10% to 50% of the cross-sectional area of ​​the main body portion 25 of the shoulder transverse groove 16 .

[0064] like Figure 1 As shown, in this embodiment, at least the shoulder transverse grooves 16 and shoulder sipes 17 are provided in the first shoulder land portion 11, which is located further inboard of the tire equator C when installed on the vehicle. In a more preferred embodiment, the shoulder transverse grooves 16 and shoulder sipes 17 may also be provided in the second shoulder land portion 12. This can more reliably achieve the above-mentioned effects.

[0065] While the tire according to one embodiment of the present invention has been described in detail above, the present invention is not limited to the above-described specific embodiment and can be implemented by modifying various embodiments.

[0066] [Example]

[0067] Based on the specifications in Table 1 and Table 2, a Figure 1 As a comparative example, a tire with a tread pattern of size 275 / 40ZR20 can be produced. Figure 5 The shoulder groove a of the cross-sectional shape shown, and Figure 6 The tire of the comparative example has the following cross-sectional shape: Figure 1The tires shown are substantially the same structure. With respect to each test tire, the dry performance and wet performance at the initial use, the wet performance at the time of wear, and the balance of the dry performance and wet performance at the time of wear were tested. The common specifications of each test tire, the test method are as follows.

[0068] Mounting rim: 20 x 9.5J

[0069] Tire internal pressure: 220 kPa for all wheels

[0070] Test vehicle: 3500 cc displacement, rear-wheel drive vehicle

[0071] Tire mounting position: all wheels

[0072] < Dry performance and wet performance at the initial use >

[0073] Using the above test vehicle, the performance at the initial use of the tire when running on a dry road surface or a wet road surface was evaluated by the driver's sense. As a result, the larger the numerical value, the more excellent the dry performance or wet performance, in terms of a score in which the performance of the comparative example was set to 100.

[0074] < Wet performance at the time of wear >

[0075] Using the above test vehicle, the performance at the time of wear when running on a wet road surface was evaluated by the driver's sense in a state in which the groove depth of the shoulder transverse groove was worn to 50% of the tire new product. As a result, the larger the numerical value, the more excellent the wet performance at the time of wear, in terms of a score in which the performance of the comparative example was set to 100.

[0076] < Balance of dry performance and wet performance at the time of wear >

[0077] Using the above test vehicle, the balance of the dry performance and wet performance was evaluated by running on a dry road surface and a wet road surface in a state in which the groove depth of the shoulder transverse groove was worn to 50% of the tire new product. As a result, the larger the numerical value, the more excellent the balance, in terms of an index in which the balance of the comparative example was set to 100.

[0078] The results of the test are shown in Tables 1 and 2.

[0079]

Table 1

[0080]

[0081]

Table 2

[0082]

[0083] As shown in Tables 1 and 2, the tires of the examples show high scores with respect to "balance of dry performance and wet performance at the time of wear". That is, it can be confirmed that the balance can be maintained.

[0084] Specifically, according to Tables 1 and 2, the following matters can be confirmed. That is, in each example, the score of "dry performance at the initial stage of use" is 97 to 102. Further, in each example, the score of "wet performance at the initial stage of use" is 101 to 107. In contrast to this, in each example, the "wet performance at the time of wear" is 105 to 113, and it can be understood that the wet performance at the time of wear can be maintained very highly with respect to the comparative examples. As described above, hitherto, the wet performance has been deteriorated with the wear of the tire, and even the balance of the dry performance and the wet performance has been deteriorated, but the tires of each example can be confirmed to have a small deterioration of the wet performance even with wear, and to maintain the balance of the dry performance and the wet performance at the time of wear.

[0085] Explanation of symbols

[0086] 2 tread portion;

[0087] 11 first shoulder land portion;

[0088] 11s ground surface;

[0089] 16 shoulder sipe;

[0090] 17 shoulder bar;

[0091] 20 extremely small portion;

[0092] 22 inner groove;

[0093] T1 first tread end.

Claims

1. A tire having a tread portion, The tread portion includes a first tread end and a first shoulder land portion, wherein the first shoulder land portion is a land portion including the first tread end. The first shoulder land portion is provided with shoulder lateral grooves and shoulder sipes extending in the tire axial direction in the unworn ground contact surface of the first shoulder land portion. The shoulder transverse groove comprises: The shoulder lateral groove has a minimum portion where the groove width is extremely small, and a main portion located radially inward of the minimum portion, midway between the unworn ground contact surface and the groove bottom of the shoulder lateral groove. The width of the shoulder sipe is less than 1.5 mm, An inner groove having a groove width greater than the width of the shoulder sipe is connected inwardly of the shoulder sipe in the tire radial direction. The inner groove is arranged on the inner side of the tire radial direction relative to the minimum portion and on the outer side of the groove bottom of the shoulder transverse groove in the tire radial direction. When the tread portion wears and the minimum portion is exposed on the ground contact surface, the groove width of the shoulder transverse groove in the ground contact surface increases with the wear until the maximum groove width of the main body portion is exposed on the ground contact surface.

2. The tire according to claim 1, wherein The shoulder groove traverses the first tread end.

3. The tire according to claim 1 or 2, wherein: The shoulder sipe traverses the first tread end.

4. The tire according to claim 1 or 2, wherein: The maximum groove width of the main body portion is smaller than the groove width of the shoulder lateral groove in the unworn ground contact surface.

5. The tire according to claim 1 or 2, wherein: In the unworn ground contact surface of the first shoulder land portion, a distance in the tire circumferential direction from an edge of the shoulder lateral groove to an edge of the shoulder sipe is 1.3 to 2.7 times the groove width of the shoulder lateral groove.

6. The tire according to claim 1 or 2, wherein: The tread portion is designated with respect to a direction in which it is to be installed on a vehicle. The first shoulder land portion is arranged further to the vehicle inner side than the tire equator when the tire is mounted on the vehicle.

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