tire

Abstract

To provide a tire having a tread part constituted of five land parts, which is improved in steering stability and braking performance, while maintaining wet performance.SOLUTION: A land part 4 of a tread part 2 includes an outer shoulder land part 12 and an outer middle land part 13. Each of a plurality of outer shoulder lateral grooves 30 provided in the outer shoulder land part 12 extends from an outer shoulder circumferential groove 7 up to a position beyond an outer tread end To. Each of a plurality of outer shoulder sipes 31 communicates with the outer shoulder circumferential groove 7. In each of the outer shoulder sipes 31, the wholes of sipe edges at both sides are formed of chamfering parts. The outer middle land part 13 is provided with a plurality of outer middle groove-like parts 20. Positional shift amounts in a tire circumferential direction between an inner end of the outer shoulder sipe 31 and an outer end of an outer middle groove-like part 29 are 5% or less of one pitch length of the plurality of outer shoulder sipes 31.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to tires. [Background technology]

[0002] Various tires have been proposed in the past, each having a tread portion composed of five land portions in the tire axial direction (hereinafter, sometimes referred to as a "five-rib tire"). The pneumatic tire of Patent Document 1 listed below is a five-rib tire in which the groove volume ratios of the crown rib, middle rib, and shoulder rib are regulated in relation to one another, and is expected to increase cornering power and improve handling stability. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-017001 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, tires have been required to have excellent handling stability and braking performance, and this trend is particularly noticeable in Europe. Reducing the volume of the grooves in the tread portion is considered to be effective in improving handling stability and braking performance. However, this approach is accompanied by a deterioration in wet performance.

[0005] The present disclosure has been devised in consideration of the above-described circumstances, and is based on the premise of a tire whose tread portion is composed of five land portions, with the main objective being to improve handling stability and braking performance while maintaining wet performance. [Means for solving the problem]

[0006] The present disclosure relates to a tire having a tread portion whose orientation when mounted on a vehicle is specified, the tread portion including an outer tread edge that is on the outer side of the vehicle when mounted on the vehicle, an inner tread edge that is on the inner side of the vehicle when mounted on the vehicle, four circumferential grooves that extend continuously in the tire circumferential direction between the outer tread edge and the inner tread edge, and five land portions divided into the four circumferential grooves, the four circumferential grooves including an outer shoulder circumferential groove that is arranged closest to the outer tread edge among the circumferential grooves, the five land portions including an outer shoulder land portion that includes the outer tread edge and an outer middle land portion that is adjacent to the outer shoulder land portion via the outer shoulder circumferential groove, the outer shoulder land portion being provided with a plurality of outer shoulder lateral grooves and a plurality of outer shoulder sipes, and the plurality of outer shoulder lateral grooves each of the plurality of outer shoulder sipes extends from the outer shoulder circumferential groove to a position beyond the outer tread edge, each of the plurality of outer shoulder sipes is connected to the outer shoulder circumferential groove, each of the plurality of outer shoulder sipes has a chamfered portion formed on the entire sipe edge on both sides at least in the range from the outer shoulder circumferential groove to the outer tread edge, the outer middle land portion is provided with a plurality of outer middle groove-shaped portions that completely cross the outer middle land portion in the tire axial direction, and the amount of circumferential deviation of the tire between the inner end of the outer shoulder circumferential groove side of the outer shoulder circumferential groove of the outer middle groove-shaped portion is 5% or less of one pitch length of the plurality of outer shoulder sipes in the tire circumferential direction. [Effects of the Invention]

[0007] By adopting the above-described configuration, the tire of the present disclosure can improve steering stability and braking performance while maintaining wet performance. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a development view of a tread portion showing an embodiment of the present disclosure. FIG. [Figure 2]2 is an enlarged view of an outer shoulder land portion, an outer middle land portion, and a crown land portion of FIG. 1. [Figure 3] FIG. 3 is a cross-sectional view taken along line AA in FIG. 2. [Figure 4] FIG. 2 is an enlarged view of an outer shoulder sipe and an outer middle lateral groove. [Figure 5] FIG. 3 is a cross-sectional view taken along line BB in FIG. 2. [Figure 6] FIG. 2 is an enlarged view of the inner middle land portion and the inner shoulder land portion of FIG. [Figure 7] FIG. 2 is an enlarged view showing the shape of the contact patch of the tread portion when in contact with the ground. [Figure 8] FIG. 10 is an enlarged view of an outer middle lateral groove according to another embodiment. [Figure 9] FIG. 9 is an enlarged perspective view showing the inside of the outer middle lateral groove of FIG. 8. [Figure 10] FIG. 9 is a cross-sectional view taken along line CC in FIG. 8. [Figure 11] FIG. 9 is a cross-sectional view taken along the line DD in FIG. 8. [Figure 12] FIG. 9 is a cross-sectional view taken along the line EE in FIG. 8. [Figure 13] FIG. 4 is a development view of a tread portion of another embodiment of the present disclosure. [Figure 14] FIG. 14 is an enlarged view of the outer shoulder land portion and the outer middle land portion of FIG. 13. [Figure 15] FIG. 15 is a cross-sectional view taken along the line FF in FIG. 14. [Figure 16] FIG. 15 is a cross-sectional view taken along line GG in FIG. 14. [Figure 17] FIG. 10 is an enlarged view of an outer shoulder land portion and an outer middle land portion of a comparative example. DETAILED DESCRIPTION OF THE INVENTION

[0009] An embodiment of the present disclosure will be described below with reference to the drawings. Fig. 1 is a development view of a tread portion 2 of a tire 1 showing an embodiment of the present disclosure. The tire 1 of this embodiment is suitably used, for example, as a pneumatic tire for passenger cars. However, the present disclosure is not limited to such an embodiment and may also be applied to pneumatic tires for heavy loads and non-pneumatic tires that are not filled with pressurized air inside the tire.

[0010] 1, a tire 1 of the present disclosure has a tread portion 2 whose mounting orientation on a vehicle is specified. The tread portion 2 has an outer tread edge To that is on the outer side of the vehicle when the tire 1 is mounted on the vehicle, and an inner tread edge Ti that is on the inner side of the vehicle when the tire 1 is mounted on the vehicle. The mounting orientation on the vehicle is indicated, for example, by letters or symbols on the sidewall portion (not shown).

[0011] The outer tread edge To and the inner tread edge Ti each correspond to the axially outermost contact points when the tire 1 in a normal state is loaded with 50% of the normal load and contacts the ground on a flat surface with a camber angle of 0°.

[0012] "Normal condition" means, in the case of a pneumatic tire for which various standards are established, that the tire is mounted on a normal rim, inflated to the normal internal pressure, and is in an unloaded state. In the case of a tire for which various standards are not established or a non-pneumatic tire, the normal condition means a standard use state according to the intended use of the tire, in which the tire is not mounted on a vehicle and is unloaded. In this specification, unless otherwise specified, the dimensions of each part of the tire are values ​​measured in the normal condition.

[0013] A "genuine rim" is a rim that is defined for each tire by the standard system that includes the standard on which the tire is based. For example, in the case of JATMA, it is called a "standard rim," in the case of TRA, it is called a "design rim," and in the case of ETRTO, it is called a "measuring rim."

[0014] "Normal internal pressure" is the air pressure specified for each tire by each standard in the standard system, including the standard on which the tire is based. For JATMA, it is the "maximum air pressure," for TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, it is the "INFLATION PRESSURE."

[0015] For pneumatic tires for which various standards are established, the "normal load" refers to the load specified for each tire in the standard system, including the standard on which the tire is based. For example, in the case of JATMA, it is the "maximum load capacity," in the case of TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and in the case of ETRTO, it is the "LOAD CAPACITY." For tires for which various standards are not established or non-pneumatic tires, the "normal load" refers to the load acting on a single tire in its standard mounted state. The "standard mounted state" refers to the state in which the tire is mounted on a standard vehicle corresponding to the intended use of the tire, and the vehicle is stationary on a flat road in a drivable state.

[0016] The tread portion 2 includes four circumferential grooves 3 extending continuously in the tire circumferential direction between the outer tread edge To and the inner tread edge Ti, and five land portions 4 divided by the four circumferential grooves 3.

[0017] The circumferential grooves 3 include an outer shoulder circumferential groove 7 that is arranged closest to the outer tread edge To of the four circumferential grooves 3. The circumferential grooves 3 also include an outer crown circumferential groove 8, an inner crown circumferential groove 6, and an inner shoulder circumferential groove 5. The inner shoulder circumferential groove 5 is arranged closest to the inner tread edge Ti of the four circumferential grooves 3. The outer crown circumferential groove 8 is arranged between the outer shoulder circumferential groove 7 and the tire equator C. The inner crown circumferential groove 6 is provided between the tire equator C and the inner shoulder circumferential groove 5.

[0018] The axial distance L1 from the tire equator C to the groove center line of the outer shoulder circumferential groove 7 or the inner shoulder circumferential groove 5 is preferably, for example, 25% to 35% of the tread width TW. The axial distance L2 from the tire equator C to the groove center line of the outer crown circumferential groove 8 or the inner crown circumferential groove 6 is preferably, for example, 5% to 15% of the tread width TW. The tread width TW is the axial distance from the outer tread edge To to the inner tread edge Ti in the normal state.

[0019] Each circumferential groove 3 of this embodiment extends, for example, linearly in parallel to the tire circumferential direction. Each circumferential groove 3 may extend, for example, in a wavy shape.

[0020] The circumferential grooves 3 of this embodiment have a groove width of 3.0 mm or more. The groove width W1 of each circumferential groove 3 is preferably, for example, 2.0% to 8.0% of the tread width TW. In this embodiment, the outer shoulder circumferential groove 7 has the smallest groove width of the four circumferential grooves 3. However, the present disclosure is not limited to this embodiment. The depth of each circumferential groove 3 is, for example, 5 to 10 mm in the case of a pneumatic tire for a passenger car.

[0021] The five land portions 4 include an outer shoulder land portion 12 and an outer middle land portion 13. The outer shoulder land portion 12 is disposed axially outward of the outer shoulder circumferential groove 7 and includes the outer tread edge To. The outer middle land portion 13 is separated between the outer shoulder circumferential groove 7 and the outer crown circumferential groove 8. That is, the outer middle land portion 13 is adjacent to the outer shoulder land portion 12 via the outer shoulder circumferential groove 7.

[0022] The five land portions 4 in this embodiment include a crown land portion 14, an inner middle land portion 15, and an inner shoulder land portion 11. The crown land portion 14 is separated between the outer crown circumferential groove 8 and the inner crown circumferential groove 6. That is, the crown land portion 14 is adjacent to the outer middle land portion 13 on the inner tread edge Ti side via the outer crown circumferential groove 8. The inner middle land portion 15 is separated between the inner crown circumferential groove 6 and the inner shoulder circumferential groove 5. The inner shoulder circumferential groove 5 includes the inner tread edge Ti and is separated axially outward of the inner shoulder circumferential groove 5.

[0023] Fig. 2 shows an enlarged view of the outer shoulder land portion 12, the outer middle land portion 13, and the crown land portion 14. As shown in Fig. 2, the outer shoulder land portion 12 is provided with a plurality of outer shoulder lateral grooves 30 and a plurality of outer shoulder sipes 31. Each of the plurality of outer shoulder lateral grooves 30 extends from the outer shoulder circumferential groove 7 to a position beyond the outer tread edge To. Furthermore, each of the plurality of outer shoulder sipes 31 communicates with the outer shoulder circumferential groove 7, and in this embodiment, extends from the outer shoulder circumferential groove 7 to a position beyond the outer tread edge To.

[0024] FIG. 3 shows a cross-sectional view taken along line AA in FIG. 2. As shown in FIG. 3, in this specification, a "sipe" refers to a narrow cut element in a main body 40 including two wall surfaces 41 that face each other substantially parallel to one another, with the width between the two wall surfaces 41 being 1.5 mm or less. The width of the sipe is preferably 0.5 to 1.5 mm. The sipe may extend at a constant width from its opening on the outer surface of the tread portion 2 to its bottom, or one or both of the sipe edges on both sides that appear on the outer surface of the tread portion 2 may be formed with a chamfered portion 42. The chamfered portion 42 includes an inclined surface 43 that connects the outer surface of the tread portion 2 and the wall surface 41. Note that when a chamfered portion is formed, the opening width of the sipe may exceed 1.5 mm. Furthermore, the bottom of the sipe may be connected to a flask bottom having a width exceeding 1.5 mm.

[0025] As shown in Figures 2 and 3, each of the multiple outer shoulder sipes 31 has a chamfered portion 42 formed on the entire sipe edge on both sides at least in the range from the outer shoulder circumferential groove 7 to the outer tread edge To.

[0026] As shown in FIG. 2 , the outer middle land portion 13 is provided with multiple outer middle grooves 29 that completely cross the outer middle land portion 13 in the tire axial direction. In this specification, the term "groove" refers to a cut element, including the sipes described above, as well as grooves with a width greater than that of a sipe. In this embodiment, the outer middle grooves 29 are configured as outer middle lateral grooves 24, each of which includes two wall surfaces extending along the tire radial direction and has a maximum distance between the two wall surfaces exceeding 1.5 mm. However, the present disclosure is not limited to this configuration. As described below, the outer middle grooves 29 may also be configured as outer middle sipes, each of which may have a maximum distance between the two wall surfaces of 1.5 mm or less. The two wall surfaces are, for example, inclined at an angle of 10° or less relative to the tire radial direction, and are distinct from the inclined surfaces of the chamfered portions. The angle between the two wall surfaces is, for example, 15° or less.

[0027] Fig. 4 shows an enlarged view of the outer shoulder sipes 31 and the outer middle groove portion 29. As shown in Fig. 4, the circumferential positional deviation L3 between the inner end 31i of the outer shoulder sipe 31 on the outer shoulder circumferential groove 7 side and the outer end 29o of the outer middle groove portion 29 on the outer shoulder circumferential groove 7 side is 5% or less of the circumferential pitch length P1 of the plurality of outer shoulder sipes 31 (shown in Fig. 2, and the same applies hereinafter). By adopting the above-described configuration, the tire of the present disclosure can improve steering stability and braking performance while maintaining wet performance. The following mechanism is presumed to be the reason for this.

[0028] In the tire 1 of the present disclosure, the outer shoulder lateral grooves 30 and the outer middle groove portion 29 exhibit sufficient drainage performance, enabling the tire to maintain wet performance. Meanwhile, the outer shoulder sipes 31, whose entire sipe edges on both sides are formed with chamfered portions 42, suppress distortion of the contact patch of the outer shoulder land portion 12 during cornering and braking, when the contact pressure acting on the outer shoulder land portion 12 becomes large, thereby improving handling stability and braking performance.

[0029] In addition, in the present disclosure, the misalignment amount L3 is set to a small value of 5% or less of the one-pitch length P1, which makes it easier for the chamfered portion 42 of the outer shoulder sipe 31 to contact the ground when the outer shoulder lateral groove 30 and the outer middle groove 29 come into contact with the ground. Furthermore, with the above-described configuration, the outer shoulder lateral groove 30 and the outer middle groove 29 are misaligned in the tire circumferential direction, allowing the blocks included in the outer shoulder land portion 12 and the outer middle land portion 13 to connect well and exert frictional force. It is believed that the above-described mechanism in the present disclosure improves handling stability and braking performance while maintaining wet performance.

[0030] The following describes the configuration of this embodiment in more detail. Note that each configuration described below represents a specific aspect of this embodiment. Therefore, it goes without saying that the present disclosure can achieve the above-described effects even if it does not include the configurations described below. Furthermore, even if any one of the configurations described below is applied alone to a tire of the present disclosure having the above-described characteristics, performance improvement corresponding to each configuration can be expected. Furthermore, when several of the configurations described below are applied in combination, combined performance improvement corresponding to each configuration can be expected.

[0031] 2, in this embodiment, the outer shoulder lateral grooves 30 and the outer shoulder sipes 31 are arranged alternately in the tire circumferential direction. Therefore, the circumferential pitch length P2 of the multiple outer shoulder lateral grooves 30 is the same as the circumferential pitch length P1 of the outer shoulder sipes 31.

[0032] The outer shoulder lateral grooves 30 and the outer shoulder sipes 31 are arranged at an angle of, for example, 10° or less with respect to the tire axial direction, and in a preferred embodiment, are arranged parallel to each other. Such outer shoulder lateral grooves 30 and outer shoulder sipes 31 help to improve braking performance.

[0033] The outer shoulder lateral grooves 30 have a groove width that continuously decreases toward the outer tread edge To. As a result, the circumferential length of the tire in the portion close to the outer tread edge To of the blocks separated by the outer shoulder lateral grooves 30 increases, improving steering stability.

[0034] Figure 5 shows a cross section taken along line BB in Figure 2. As shown in Figure 5, the outer shoulder lateral groove 30 preferably has a groove edge that is configured with a chamfered portion 32. The chamfered portion 32 includes an inclined surface 33 that is inclined at an angle of 30 to 60 degrees relative to the tire radial direction, for example. This further improves braking performance.

[0035] As shown in Figure 2, it is desirable that the width of the chamfered portion 32 of the outer shoulder lateral groove 30 in a tread plan view continuously decreases toward the outer tread edge To. This makes the ground contact pressure of the outer shoulder land portion 12 uniform, further improving braking performance.

[0036] In the present disclosure, the above-described configuration causes the outer shoulder lateral grooves 30 and the outer middle groove portion 29 to be misaligned. This not only achieves the above-described effects, but also suppresses pumping noise in each lateral groove, improving noise performance. To further enhance these effects, the tire circumferential misalignment amount L4 between the inner end of the outer shoulder lateral groove 30 on the outer shoulder circumferential groove 7 side and the outer end of the outer middle groove portion 29 is preferably 30% to 50% of the tire circumferential pitch length P2 of the multiple outer shoulder lateral grooves 30.

[0037] As shown in FIG. 3, the depth d1 of the outer shoulder sipe 31 is, for example, 3.0 to 5.0 mm. The chamfered portion 42 of the outer shoulder sipe 31 includes an inclined surface 18a inclined at an angle θ1 of, for example, 30 to 60° with respect to the sipe depth direction. The depth d2 of the chamfered portion 42 is, for example, 0.5 to 2.0 mm. The width W2 of the chamfered portion 42 in a plan view of the tread is, for example, 2.0 to 4.0 mm. Such a chamfered portion 18 helps to reliably improve braking performance.

[0038] The chamfered portion 42 of the outer shoulder sipe 31 extends in the tire axial direction with a constant width, which, in cooperation with the chamfered portion 32 of the outer shoulder lateral groove 30, can improve handling stability and braking performance in various situations.

[0039] As shown in Figure 4, the positional deviation L3 between the inner end 31i of the outer shoulder sipe 31 and the outer end 290o of the outer middle groove portion 29 is preferably 3% or less of the pitch length P1, and more preferably 1.0% or less. In a more preferable embodiment, an imaginary area obtained by extending the outer shoulder sipe 31 in its length direction overlaps with the end of the outer middle groove portion 29 on the outer tread edge To side. This more reliably achieves the above-mentioned effects.

[0040] 2, the outer middle groove portions 29 are arranged at the same pitch as the outer shoulder sipes 31. As a result, each of the multiple outer middle groove portions 29 is arranged to have the above-mentioned relationship with the outer shoulder sipes 31.

[0041] The outer middle groove portion 29 is inclined, for example, in a first direction (inclined upward to the right in each drawing of this specification) relative to the tire axial direction. The angle of the outer middle groove portion 29 relative to the tire axial direction is larger than the angle of the outer shoulder lateral grooves 30 or outer shoulder sipes 31 relative to the tire axial direction. The maximum angle θ2 of the outer middle groove portion 29 relative to the tire axial direction is, for example, 35 to 55 degrees. Such an outer middle groove portion 29 can provide balanced frictional forces in the tire circumferential and axial directions when running on wet roads.

[0042] As described above, in this embodiment, the outer middle groove portion 29 is configured as the outer middle lateral groove 24. The outer middle lateral groove 24 is, for example, S-shaped, including a portion 24a that curves convexly toward one circumferential side and a portion 24b that curves convexly toward the other circumferential side. More specifically, the outer middle lateral groove 24 is curved in an S-shape such that the angle of the outer middle lateral groove 24 relative to the tire axial direction at both axial ends is smaller than the angle of the outer middle lateral groove 24 relative to the tire axial direction at the center of the tire axial direction. The angle θ3 of both ends of the outer middle lateral groove 24 relative to the tire axial direction is, for example, 7 to 22 degrees. Such an outer middle lateral groove 24 can improve steering stability and noise performance while suppressing uneven wear near the both ends. However, in this disclosure, the outer middle lateral groove 24 is not limited to the S-shape described above. The above-described effects of the present disclosure can be achieved even if the outer middle lateral groove 24 extends linearly.

[0043] The outer middle lateral grooves 24 of this embodiment include, for example, a central straight portion 35 that extends linearly and forms the largest angle with respect to the axial direction of the outer middle lateral grooves 24. The axial length of the central straight portion 35 is, for example, 48% to 64% of the axial width Wom of the contact patch of the outer middle land portion 13.

[0044] In this embodiment, the outer middle groove 29 extends to a constant depth, for example. However, the outer middle groove 29 is not limited to this configuration. Other embodiments of the outer middle groove 29, in which the depth varies along the length of the groove, are described later in this specification.

[0045] The axial center of the crown land portion 14 is located closer to the outer tread edge To than the tire equator C. The axial width Wco of the outer ground contact surface 14a of the crown land portion 14 is larger than the axial width Wci of the inner ground contact surface 14b of the crown land portion 14. Specifically, the width Wco is 51% to 55% of the axial width Wc of the ground contact surface of the crown land portion 14. This improves steering stability while suppressing uneven wear of the crown land portion 14. The outer ground contact surface 14a refers to the ground contact surface of the crown land portion 14 closer to the outer tread edge To than the tire equator C. The inner ground contact surface 14b refers to the ground contact surface of the crown land portion 14 closer to the inner tread edge Ti than the tire equator C.

[0046] The crown land portion 14 is provided with a plurality of crown sipes 20 inclined with respect to the tire axial direction. The crown sipes 20 of this embodiment are inclined, for example, in a second direction (downward to the right in each drawing of this specification) that is opposite to the first direction with respect to the tire axial direction. The angle of the crown sipes 20 with respect to the tire axial direction is, for example, 15 to 45 degrees. Such crown sipes 20 can provide a well-balanced friction force in the tire circumferential direction and the tire axial direction when running on wet roads.

[0047] The crown sipes 20 include, for example, a plurality of outer crown sipes 21 and a plurality of inner crown sipes 22. The outer crown sipes 21 extend from the outer crown circumferential groove 8 and terminate within the crown land portion 14. The inner crown sipes 22 extend from the inner crown circumferential groove 6 and terminate within the crown land portion 14. In a more desirable embodiment, the outer crown sipes 21 and the inner crown sipes 22 are arranged in parallel. Such outer crown sipes 21 and inner crown sipes 22 help to suppress uneven wear of the crown land portion 14 and the inner middle land portion 15.

[0048] It is desirable that the outer crown sipes 21 and the inner crown sipes 22 do not cross the tire equator C and the axial center position of the crown land portion 14. The axial length L5 of the crown sipes 20 is, for example, 20% to 40% of the width Wc of the contact patch of the crown land portion 14.

[0049] In a plan view of the tread, it is desirable that an area of ​​the outer crown sipes 21 extending parallel to the longitudinal direction thereof overlap with the inner crown sipes 22. Such an arrangement of the outer crown sipes 21 and the inner crown sipes 22 can convert the pitch noise of each sipe into white noise, thereby improving noise performance.

[0050] The circumferential distance L6 between the inner end of the outer middle groove portion 29 on the outer crown circumferential groove 8 side and the outer end of the outer crown sipe 21 on the outer crown circumferential groove 8 side is preferably 15% or less of the circumferential pitch length P3 of the outer crown sipe 21. This allows the chamfered portion of the outer crown sipe 21 to easily contact the ground, improving braking performance.

[0051] It is preferable that each of the sipe edges on both sides of the crown sipe 20 is formed with a chamfered portion 23. This chamfered portion 23 includes an inclined surface similar to the chamfered portion 42 (shown in FIG. 3) of the outer shoulder sipe 31. It is preferable that the width and depth of the chamfered portion 23 of the crown sipe 20 are each 1.0 to 3.0 mm.

[0052] In this embodiment, only the grooves and sipes described above are provided in the outer shoulder land portion 12, the outer middle land portion 13, and the crown land portion 14. No other grooves or sipes are provided, which ensures the above-mentioned effects.

[0053] FIG. 6 shows an enlarged view of the inner middle land portion 15 and the inner shoulder land portion 11. As shown in FIG. 6, the inner middle land portion 15 is provided with a plurality of inner middle lateral grooves 19. The inner middle lateral grooves 19 completely cross the inner middle land portion 15 in the axial direction of the tire. Such inner middle lateral grooves 19 are useful for improving wet performance. However, the present disclosure is not limited to such an embodiment.

[0054] The inner middle lateral groove 19 extends linearly with a constant groove width W3. The groove width W3 of the inner middle lateral groove 19 is preferably smaller than the minimum groove width of the outer shoulder lateral groove 30 (shown in FIG. 2). This improves the rigidity of the inner middle land portion 15 and provides excellent steering stability.

[0055] The inner middle lateral grooves 19 are, for example, inclined in the second direction with respect to the tire axial direction. The angle θ4 of the inner middle lateral grooves 19 with respect to the tire axial direction is, for example, 15 to 45°. In a preferred embodiment, the inner middle lateral grooves 19 and the crown sipes 20 (shown in FIG. 2, and the same applies hereinafter) are arranged parallel to each other. Such inner middle lateral grooves 19 help to suppress uneven wear of the land portion.

[0056] The inner shoulder land portion 11 is provided with a plurality of inner shoulder lateral grooves 16 and a plurality of inner shoulder sipes 17. In this embodiment, the inner shoulder lateral grooves 16 and the inner shoulder sipes 17 are provided alternately in the tire circumferential direction.

[0057] The inner shoulder lateral groove 16 extends, for example, at an angle of 10° or less relative to the tire axial direction. The inner shoulder lateral groove 16 extends from its inner end 16a, which is axially spaced from the inner shoulder circumferential groove 5, to a position beyond the inner tread edge Ti. The inner shoulder lateral groove 16, for example, crosses the axial center of the contact patch of the inner shoulder land portion 11. No sipes or other grooves are arranged between the inner end 16a of the inner shoulder lateral groove 16 and the inner shoulder circumferential groove 5. The axial length L10 of the inner shoulder lateral groove 16 is, for example, 70% to 85% of the width Wis of the contact patch of the inner shoulder land portion 11. Such inner shoulder lateral grooves 16 help to improve wet performance and handling stability in a well-balanced manner.

[0058] The groove width W4 of the inner shoulder lateral groove 16 is desirably larger than, for example, the groove width W3 of the inner middle lateral groove 19. The groove width W4 of the inner shoulder lateral groove 16 is, for example, 2.0 to 3.0 times the groove width of the inner middle lateral groove 19. Such inner shoulder lateral grooves 16 are useful for improving wet performance.

[0059] The inner shoulder lateral groove 16 may have a chamfered groove edge, for example.

[0060] The inner shoulder sipe 17 extends from the inner shoulder circumferential groove 5 to a position beyond the inner tread edge Ti. In this embodiment, the angle difference between the inner shoulder lateral groove 16 and the inner shoulder sipe 17 is 5° or less, and more preferably, they are arranged parallel to each other. This suppresses uneven wear of the inner shoulder land portion 11.

[0061] Each of the inner shoulder sipes 17 has a sipe edge on both sides formed with a chamfered portion 18. The chamfered portion 18 of the inner shoulder sipe 17 can have the same configuration as the chamfered portion 42 of the outer shoulder sipe 31 described above.

[0062] In this embodiment, only the grooves and sipes described above are provided in the inner middle land portion 15 and the inner shoulder land portion 11, and no other grooves or sipes are provided, thereby ensuring the above-mentioned effects.

[0063] 7 shows an enlarged view of the contact patch shape of the tread portion 2 when the tire is in contact with the ground. This contact patch shape is the shape of the contact patch when the tire 1 in the normal state is loaded with 50% of the normal load and brought into contact with a flat surface at a camber angle of 0°.

[0064] As shown in Figure 7, it is desirable that the five land portions 4 of the tread portion 2 are formed so that the axial width of the contact patch is larger for the land portions 4 located closer to the outer tread edge To. In such a tire 1, the land portions closer to the outer tread edge To have greater rigidity. Therefore, even when the center of the contact patch moves toward the outer tread edge To due to steering, the steering response is stable and cornering force is generated linearly as the steering angle increases. This results in excellent handling stability and braking performance.

[0065] Specifically, the axial width Wis of the ground contact surface of the inner shoulder land portion 11 is preferably 90% or more, and more preferably 90% to 99%, of the axial width Wc of the ground contact surface of the crown land portion 14. Similarly, the axial width Wim of the ground contact surface of the inner middle land portion 15 is preferably 90% to 99% of the axial width Wc of the crown land portion 14.

[0066] The axial width Wom of the contact surface of the outer middle land portion 13 is preferably 101% to 107% of the width Wc of the crown land portion 14. The axial width Wos of the contact surface of the outer shoulder land portion 12 is preferably 114% to 124% of the width Wc of the crown land portion 14. When the tire 1 of this embodiment is mounted on all wheels of a vehicle, for example, the front and rear wheels will exert well-balanced cornering force, and excellent initial response and handling stability will be exhibited.

[0067] An outer middle groove 29 according to another embodiment of the present disclosure will now be described. This outer middle groove 29 can be suitably applied to the tread portion 2 having the above-described pattern elements. FIG. 8 shows an enlarged view of the outer middle groove 29 according to another embodiment, and FIG. 9 shows an enlarged perspective view of the interior of the outer middle groove 29 shown in FIG. 8. As shown in FIGS. 8 and 9, the outer middle groove 29 according to this embodiment includes a shallow bottom portion 25 and a deep bottom portion 26 that is deeper than the shallow bottom portion 25. This outer middle groove 29 helps to improve driving stability while maintaining wet performance. The above-described configuration can be applied to the shape of this outer middle groove 29 in a tread plan view.

[0068] Specifically, the deep bottom portion 26 includes a first deep bottom portion 27 located closer to the outer tread edge To than the axial center of the outer middle land portion 13, and a second deep bottom portion 28 located closer to the inner tread edge Ti than the axial center. The shallow bottom portion 25 is provided between the first deep bottom portion 27 and the second deep bottom portion 28. In addition to the above-mentioned effects, such an outer middle groove portion 29 is useful for improving noise performance and ride comfort.

[0069] Fig. 10 shows a cross section taken along line CC in Fig. 8. As shown in Fig. 10, the axial length L7 of the shallow portion 25 is, for example, 20% to 90%, and preferably 30% to 50%, of the axial width Wom (shown in Fig. 8 and the same applies below) of the contact patch of the outer middle land portion 13. The depth d3 of the shallow portion 25 is 15% to 25% of the maximum depth of the outer middle groove portion 29. Such a shallow portion 25 can improve wet performance and handling stability in a well-balanced manner.

[0070] The axial length L8 of the first deep portion 27 and the axial length L9 of the second deep portion 28 are each, for example, 5% to 40% of the axial width Wom of the contact patch of the outer middle land portion 13, and preferably 20% to 35%. The axial length L9 of the second deep portion 28 is preferably greater than the axial length L8 of the first deep portion 27. Specifically, the length L8 of the first deep portion 27 is preferably 60% to 80% of the length L9 of the second deep portion 28. This allows the second deep portion 28 to exhibit excellent drainage. Note that if the length L7 of the shallow portion 25, the length L8 of the first deep portion 27, and the length L9 of the second deep portion 28 vary in the depth direction of the outer middle groove portion 29, these lengths are measured at the middle position in the depth direction.

[0071] Furthermore, the maximum depth of the second deep portion 28 is greater than the maximum depth of the first deep portion 27. As a result, the maximum depth d5 ​​of the second deep portion 28 constitutes the maximum depth of the outer middle groove-shaped portion 29. The maximum depth d4 of the first deep portion 27 is, for example, 60% to 75% of the maximum depth d5 ​​of the second deep portion 28.

[0072] Fig. 11 shows a cross-sectional view taken along line DD in Fig. 8. Fig. 12 shows a cross-sectional view taken along line EE in Fig. 8. As shown in Figs. 11 and 12, the groove walls of the deep bottom portion 26 include an outer groove wall 26a that continues to the groove wall 25a of the shallow bottom portion 25, and an inner groove wall 26b that continues to the radially inner side of the outer groove wall 26a. The angle of the inner groove wall 26b with respect to the tire radial direction is smaller than that of the outer groove wall 26a. Specifically, the angle of the outer groove wall 26a with respect to the tire radial direction is, for example, 40 to 50°. The angle of the inner groove wall 26b with respect to the tire radial direction is, for example, 10° or less. Such a deep bottom portion 26 can improve wet performance and handling stability in a well-balanced manner.

[0073] Hereinafter, still another embodiment of the present disclosure will be described. In the following, elements common to the above-described embodiment are denoted by the same reference numerals, and the above-described configurations can be applied.

[0074] Figure 13 shows a developed view of a tread portion 2 of another embodiment. Figure 14 shows an enlarged view of the outer shoulder land portion 12 and the outer middle land portion 13 of this embodiment. As shown in Figure 14, in this embodiment, the outer shoulder sipe 31 extends from the outer shoulder circumferential groove 7 and terminates in the outer shoulder land portion 12 without reaching the outer tread edge To. In this embodiment, the outer middle groove portion 29 is configured as an outer middle sipe 45. The outer middle sipe 45 has a cross section in which the maximum distance between two wall surfaces is 1.5 mm or less.

[0075] In this embodiment, as described above, the circumferential positional deviation L3 between the inner end 31i of the outer shoulder sipe 31 on the outer shoulder circumferential groove 7 side and the outer end 29o of the outer middle groove portion 29 on the outer shoulder circumferential groove 7 side is 5% or less of the circumferential pitch length P1 of the multiple outer shoulder sipes 31. This makes it possible to improve steering stability and braking performance while maintaining wet performance.

[0076] The axial length L11 of the outer shoulder sipe 31 is 45% to 65% of the axial width Wos of the contact patch of the outer shoulder land portion 12. Such outer shoulder sipes 31 can improve wet performance and driving stability in a well-balanced manner.

[0077] In this embodiment, each of the sipe edges on both sides of the outer shoulder sipe 31 is formed with a chamfered portion 42. The chamfered width of the chamfered portion 42 increases toward the outer shoulder circumferential groove 7. The maximum chamfered width of the chamfered portion 42 is, for example, 1.0 to 3.0 mm, and the depth of the chamfered portion 42 is, for example, 1.0 to 3.0 mm. This makes the ground pressure acting on the outer shoulder land portion 12 uniform, further improving steering stability and braking performance.

[0078] FIG. 15 shows a cross section taken along line FF in FIG. 14. As shown in FIG. 15, the outer shoulder sipe 31 of this embodiment includes a deep bottom portion 31a that includes the end portion on the outer shoulder circumferential groove 7 side, and a shallow bottom portion 31b that has a depth smaller than that of the deep bottom portion 31a. The depth d7 of the deep bottom portion 31a is, for example, 70% to 100% of the depth d6 of the outer shoulder circumferential groove 7. The depth d8 of the shallow bottom portion 31b is, for example, 2.0 to 4.0 mm. The axial length L12 of the deep bottom portion 31a is preferably 5% to 20% of the axial width Wos (shown in FIG. 14) of the contact patch of the outer shoulder land portion 12. Such an outer shoulder sipe 31 helps to improve wet performance and driving stability in a well-balanced manner.

[0079] 14, in this embodiment, the outer middle sipes 45 are inclined, for example, in the opposite direction to the outer shoulder sipes 31 with respect to the tire axial direction. The angle of the outer middle sipes 45 with respect to the tire axial direction is, for example, 20 to 30 degrees. This allows the outer shoulder sipes 31 and the outer middle sipes 45 to provide frictional forces in multiple directions, further improving wet performance.

[0080] The outer middle sipe 45 has a chamfered portion 46 formed at each of its opposite sipe edges. The chamfered portion 46 of the outer middle sipe 45 includes, for example, a constant width portion 47, an inner widened portion 48, and an outer widened portion 49. The constant width portion 47 extends in the sipe length direction with a constant chamfer width. The inner widened portion 48 is connected to, for example, the constant width portion 47 on the outer crown circumferential groove 8 side, and the chamfer width increases continuously from the constant width portion 47 to the outer crown circumferential groove 8. The outer widened portion 49 is connected to, for example, the constant width portion 47 on the outer shoulder circumferential groove 7 side, and the chamfer width increases continuously from the constant width portion 47 to the outer shoulder circumferential groove 7. Such a chamfered portion 46 can improve braking performance while maintaining handling stability.

[0081] In a more desirable embodiment, the maximum chamfer width of the inner widened portion 48 is larger than the maximum chamfer width of the outer widened portion 49. This ensures a sufficient chamfer width on the tire equator side where the ground contact pressure is relatively high, further enhancing the above-mentioned effect.

[0082] Figure 16 shows a cross-sectional view taken along line GG in Figure 14. As shown in Figure 16, the outer middle sipe 45, like the outer middle groove portion 29 described above, includes a shallow bottom portion 25 and a deep bottom portion 26 that is deeper than the shallow bottom portion 25. The deep bottom portion 26 includes a first deep bottom portion 27 located closer to the outer tread edge To than the axial center of the outer middle land portion 13, and a second deep bottom portion 28 located closer to the inner tread edge Ti than the axial center. The shallow bottom portion 25 is located between the first deep bottom portion 27 and the second deep bottom portion 28. Such an outer middle sipe 45 helps improve driving stability while maintaining wet performance.

[0083] The axial length L7 of the shallow portion 25 is, for example, 60% to 90% of the axial width Wom (shown in FIG. 14, and the same applies below) of the contact patch of the outer middle land portion 13. The depth d3 of the shallow portion 25 is, for example, 1.0 to 3.0 mm. Such a shallow portion 25 can improve wet performance and handling stability in a well-balanced manner.

[0084] The axial length L8 of the first deep portion 27 and the axial length L9 of the second deep portion 28 are each, for example, 5% to 20% of the axial width Wom of the contact patch of the outer middle land zone 13. Also, the axial length L9 of the second deep portion 28 is preferably greater than the axial length L8 of the first deep portion 27. Specifically, the length L8 of the first deep portion 27 is preferably 60% to 75% of the length L9 of the second deep portion 28. This allows the second deep portion 28 to exhibit excellent drainage.

[0085] Furthermore, the maximum depth d4 of the first deep bottom portion 27 and the maximum depth d5 ​​of the second deep bottom portion 28 are 70% to 100% of the maximum depth d9 of the outer shoulder circumferential groove 7. Furthermore, it is desirable that the maximum depth d5 ​​of the second deep bottom portion 28 is greater than the maximum depth d4 of the first deep bottom portion 27. As a result, the maximum depth d5 ​​of the second deep bottom portion 28 constitutes the maximum depth of the outer middle sipe 45. The maximum depth d4 of the first deep bottom portion 27 is, for example, 80% to 95% of the maximum depth d5 ​​of the second deep bottom portion 28. This makes it possible to further improve steering stability and braking performance while maintaining wet performance.

[0086] Although a tire according to one embodiment of the present disclosure has been described in detail above, the present disclosure is not limited to the above-described specific embodiment and can be modified and implemented in various aspects. [Example]

[0087] A tire with a size of 235 / 55R19 and the basic pattern shown in Figure 1 was prototyped based on the specifications in Table 1. Furthermore, as a reference tire (reference tire) for comparing various performance characteristics, a tire was prototyped in which the width of each land portion in the tread was the same as that shown in Figure 1, and no grooves or sipes were provided in each land portion. As a comparative example, a tire was prototyped in which the outer shoulder sipes b and the outer middle groove portions c were misaligned in the tire circumferential direction, as shown in Figure 17, and the inner ends of the outer shoulder lateral grooves a and the outer ends of the outer middle groove portions c faced each other. The comparative example tire had substantially the same pattern as that shown in Figure 1, except for the above-mentioned features. Each test tire was tested for wet performance, handling stability, and braking performance. The common specifications and test methods for each test tire are as follows: Rim: 19 x 7.0J Tire pressure: 230kPa Test vehicle: 2000cc, four-wheel drive Tire mounting position: All wheels

[0088] <Wet performance> The wet performance of the test vehicle when driven on a wet road surface was evaluated by the driver. The results are shown as a score based on the wet performance of the comparative tire being 100, with a higher score indicating better wet performance.

[0089] <Handling stability> The driving stability of the test vehicle when it was driven on a dry road surface was evaluated by the driver. The results are shown as a score based on the driving stability of the comparative tire being 100, with a higher score indicating better driving stability.

[0090] <Braking performance> The braking distance was measured when the test vehicle was suddenly braked from 100 km / h on a dry road surface. The results were expressed as an index, where the improvement in braking distance, which is the difference from the braking distance of the reference tire, is set to 100, and the improvement in braking distance of the comparative tire is expressed as an index. The larger the index, the greater the improvement in braking distance and the better the braking performance. The test results are shown in Table 1.

[0091] [Table 1]

[0092] As a result of the test, it was confirmed that the tires of the examples maintained wet performance while improving steering stability and braking performance.

[0093] [Note] The present disclosure includes the following aspects.

[0094] [Disclosure 1] A tire having a tread portion whose mounting direction on a vehicle is specified, the tread portion includes an outer tread edge that is on the outer side of the vehicle when mounted on the vehicle, an inner tread edge that is on the inner side of the vehicle when mounted on the vehicle, four circumferential grooves that extend continuously in the tire circumferential direction between the outer tread edge and the inner tread edge, and five land portions that are divided by the four circumferential grooves, the four circumferential grooves include an outer shoulder circumferential groove that is arranged closest to the outer tread end among the circumferential grooves, the five land portions include an outer shoulder land portion including the outer tread edge, and an outer middle land portion adjacent to the outer shoulder land portion via the outer shoulder circumferential groove, The outer shoulder land portion is provided with a plurality of outer shoulder lateral grooves and a plurality of outer shoulder sipes, each of the plurality of outer shoulder lateral grooves extends from the outer shoulder circumferential groove to a position beyond the outer tread edge, Each of the plurality of outer shoulder sipes communicates with the outer shoulder circumferential groove, Each of the plurality of outer shoulder sipes has a chamfered portion formed on the entire sipe edge on both sides at least in a range from the outer shoulder circumferential groove to the outer tread edge, The outer middle land portion is provided with a plurality of outer middle groove portions that completely cross the outer middle land portion in the tire axial direction, a circumferential positional deviation amount in the tire between an inner end of the outer shoulder circumferential groove side of the outer shoulder sipe and an outer end of the outer middle groove portion on the outer shoulder circumferential groove side is 5% or less of a circumferential pitch length of the plurality of outer shoulder sipes. tire. [Disclosure 2] the outer middle groove portion includes two wall surfaces extending along the tire radial direction, The tire according to Disclosure 1, wherein the outer middle groove portion includes an outer middle sipe having a maximum distance between the two wall surfaces in a cross section of 1.5 mm or less. [Disclosure 3] the outer middle groove portion includes two wall surfaces extending along the tire radial direction, The tire according to Disclosure 1 or 2, wherein the outer middle groove portion includes an outer middle lateral groove having a maximum distance between the two wall surfaces in a cross section exceeding 1.5 mm. [Disclosure 4] The tire according to Disclosure 4, wherein the outer middle lateral grooves are S-shaped including a portion curved convexly to one side in the tire circumferential direction and a portion curved convexly to the other side in the tire circumferential direction. [Disclosure 5] The tire according to any one of Disclosures 1 to 4, wherein the outer middle groove portion includes a shallow portion and a deep portion that is deeper than the shallow portion. [Disclosure 6] The deep bottom portion includes a first deep bottom portion disposed closer to the outer tread edge than the axial center position of the outer middle land portion, and a second deep bottom portion disposed closer to the inner tread edge than the axial center position, The tire described in the present disclosure 5, wherein the shallow portion is provided between the first deep portion and the second deep portion. [Disclosure 7] The tire according to Disclosure 6, wherein the axial length of the second deep portion is greater than the axial length of the first deep portion. [Disclosure 8] The tire according to Disclosure 6 or 7, wherein the maximum depth of the second deep portion in the tire axial direction is greater than the maximum depth of the first deep portion in the tire axial direction. [Disclosure 9] the land portion includes a crown land portion adjacent to the outer middle land portion on the inner tread end side with the circumferential groove interposed therebetween, The tire according to any one of the first to eighth disclosures, wherein the crown land portion is provided with a plurality of crown sipes inclined with respect to the tire axial direction. [Disclosure 10] The tire according to any one of Disclosures 1 to 9, wherein the outer shoulder lateral groove has a groove edge configured as a chamfered portion. [Disclosure 11] the outer shoulder sipe is terminated within the outer shoulder land portion without reaching the outer tread edge, A tire described in any one of Disclosures 1 to 10, wherein the outer shoulder sipe includes a deep bottom portion including an end portion on the outer shoulder circumferential groove side, and a shallow bottom portion having a depth smaller than that of the deep bottom portion. [Explanation of symbols]

[0095] 2 Tread section 3 Circumferential groove 4 Land 7 Outer shoulder circumferential groove 12 Outer shoulder land area 13 Outer middle land area 30 Outer shoulder groove 31 Outer shoulder sipe 29 Outer middle groove To outer tread edge Ti inner tread edge

Claims

1. A tire having a tread portion whose mounting direction on a vehicle is specified, the tread portion includes an outer tread edge that is on the outer side of the vehicle when mounted on the vehicle, an inner tread edge that is on the inner side of the vehicle when mounted on the vehicle, four circumferential grooves that extend continuously in the tire circumferential direction between the outer tread edge and the inner tread edge, and five land portions that are divided by the four circumferential grooves, the four circumferential grooves include an outer shoulder circumferential groove that is disposed closest to the outer tread end among the circumferential grooves, the five land portions include an outer shoulder land portion including the outer tread edge, and an outer middle land portion adjacent to the outer shoulder land portion via the outer shoulder circumferential groove, The outer shoulder land portion is provided with a plurality of outer shoulder lateral grooves and a plurality of outer shoulder sipes, each of the plurality of outer shoulder lateral grooves extends from the outer shoulder circumferential groove to a position beyond the outer tread edge, Each of the plurality of outer shoulder sipes communicates with the outer shoulder circumferential groove, Each of the plurality of outer shoulder sipes has a chamfered portion formed on the entire sipe edge on both sides at least in a range from the outer shoulder circumferential groove to the outer tread edge, The outer middle land portion is provided with a plurality of outer middle groove portions that completely cross the outer middle land portion in the tire axial direction, an amount of misalignment in the tire circumferential direction between an inner end of the outer shoulder circumferential groove side of the outer shoulder sipe and an outer end of the outer middle groove portion on the outer shoulder circumferential groove side is 5% or less of one pitch length of the plurality of outer shoulder sipes in the tire circumferential direction, The outer shoulder lateral groove has a groove edge formed by a chamfered portion, the chamfered portion of the outer shoulder lateral groove has a width in a tread plan view that continuously decreases toward the outer tread end side; tire.

2. the outer middle groove portion includes two wall surfaces extending along the tire radial direction, 2. The tire according to claim 1, wherein the outer middle groove portion includes an outer middle sipe having a maximum distance between the two wall surfaces of the outer middle sipe in a cross section of the outer middle sipe that is 1.5 mm or less.

3. the outer middle groove portion includes two wall surfaces extending along the tire radial direction, 3. The tire according to claim 1, wherein the outer middle groove portion includes an outer middle lateral groove having a maximum distance between the two wall surfaces in a cross section exceeding 1.5 mm.

4. 4. The tire according to claim 3, wherein the outer middle lateral groove has an S-shape including a portion curved convexly to one side in the tire circumferential direction and a portion curved convexly to the other side in the tire circumferential direction.

5. The tire according to claim 1 , wherein the outer middle groove portion includes a shallow portion and a deep portion that is deeper than the shallow portion.

6. the deep bottom portion includes a first deep bottom portion disposed closer to the outer tread edge than a center position of the tire axial direction of the outer middle land portion, and a second deep bottom portion disposed closer to the inner tread edge than the center position, The tire according to claim 5 , wherein the shallow portion is provided between the first deep portion and the second deep portion.

7. The tire according to claim 6, wherein the axial length of the second deep portion is greater than the axial length of the first deep portion.

8. The tire according to claim 6 or 7, wherein the maximum depth in the tire axial direction of the second deep bottom portion is greater than the maximum depth in the tire axial direction of the first deep bottom portion.

9. the land portion includes a crown land portion adjacent to the outer middle land portion on the inner tread end side with the circumferential groove interposed therebetween, The tire according to claim 1 , wherein the crown land portion is provided with a plurality of crown sipes inclined with respect to the tire axial direction.

10. The outer shoulder sipe is discontinued within the outer shoulder land portion without reaching the outer tread edge, The tire according to any one of claims 1 to 9, wherein the outer shoulder sipe includes a deep bottom portion including an end portion on the outer shoulder circumferential groove side, and a shallow bottom portion having a depth smaller than that of the deep bottom portion.

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