tire

Abstract

To provide a tire which achieves improvement of brake performance while inhibiting deterioration of noise performance.SOLUTION: A tire has a tread portion 2. The tread portion 2 includes a first shoulder land region 11. The first shoulder land region 11 is provided with first shoulder sipes 18. In each of the first shoulder sipes 18, a chamfered portion 20 is formed over an entire lengthwise range from a first longitudinal edge 16 to a first tread edge T1. The chamfered portion 20 includes: a first chamfered portion 21 defined between a shoulder center position 11c and the first longitudinal edge 16; and a second chamfered portion 22 defined between the shoulder center position 11c and the first tread edge T1. The second chamfered portion 22 has a chamfer volume V2 larger than a chamfer volume V1 of the first chamfered portion 21.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] Patent Document 1 below proposes a tire in which a plurality of shoulder sipes are provided in the shoulder land portion. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2021-104746 Summary of the Invention [Problem to be solved by the invention]

[0004] Further improvement in braking performance has been demanded for tires provided with shoulder sipes such as those in Patent Document 1. Meanwhile, in recent years, there has been a remarkable trend toward quieter vehicles, and tire noise performance must also be given sufficient consideration.

[0005] The present disclosure has been devised in view of the above circumstances, and has as its main object to provide a tire that improves braking performance while suppressing deterioration in noise performance. [Means for solving the problem]

[0006] The present disclosure relates to a tire having a tread portion, the tread portion including a first tread edge, a first shoulder circumferential groove extending continuously in the tire circumferential direction closest to the first tread edge, and a first shoulder land portion defined on the tire axially outer side of the first shoulder circumferential groove, the first shoulder land portion including a first longitudinal edge on the side of the first shoulder circumferential groove, and a shoulder center position that is a center position in the tire axial direction between the first longitudinal edge and the first tread edge, and the first shoulder land portion includes a first longitudinal edge on the side of the first shoulder circumferential groove, and a shoulder center position that is a center position in the tire axial direction between the first longitudinal edge and the first tread edge. a plurality of first shoulder sipes extending from the first longitudinal edge to at least the first tread edge, each of the plurality of first shoulder sipes having a chamfered portion formed over the entire range in the longitudinal direction from the first longitudinal edge to the first tread edge, the chamfered portion including a first chamfered portion between the shoulder center position and the first longitudinal edge and a second chamfered portion between the shoulder center position and the first tread edge, and a chamfer volume V2 of the second chamfered portion being larger than a chamfer volume V1 of the first chamfered portion. [Effects of the Invention]

[0007] By adopting the above-described configuration, the tire of the present disclosure can improve braking performance while suppressing deterioration of noise performance. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a development view of a tread portion of a tire according to one embodiment of the present disclosure. [Figure 2] FIG. 2 is an enlarged view of the first shoulder land portion of FIG. 1. [Figure 3] FIG. 3 is an enlarged view of the first shoulder sipe in FIG. 2. [Figure 4] FIG. 4 is a cross-sectional view taken along line AA in FIG. [Figure 5] FIG. 4 is a cross-sectional view taken along line BB in FIG. 3. [Figure 6] FIG. 1 is an enlarged cross-sectional view showing a state in which a conventional sipe is in contact with the ground. [Figure 7] FIG. 5 is an enlarged cross-sectional view of the chamfered portion of FIG. 4. [Figure 8] FIG. 2 is an enlarged view of the second shoulder land portion of FIG. 1. [Figure 9] 2 is an enlarged view of a first middle land portion, a second middle land portion, and a crown land portion in FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, one embodiment of the present disclosure will be described with reference to the drawings. Fig. 1 is a development view of a tread portion 2 of a tire 1 of this embodiment. As shown in Fig. 1, 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 this 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] As shown in Fig. 1, the tire 1 of the present disclosure has a tread portion 2 whose mounting orientation on a vehicle is specified. The tread portion 2 includes a first tread edge T1 that faces outboard when the tire 1 is mounted on the vehicle, and a second tread edge T2 that faces inboard 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). However, the tire 1 of the present disclosure is not limited to this embodiment.

[0011] The first tread edge T1 and the second tread edge T2 are the axially outermost contact points when the tire 1 in a normal state is loaded with 60% of a normal load and contacts a flat surface with a camber angle of 0°.

[0012] "Normal condition" refers to a state in which, in the case of a pneumatic tire for which various standards are established, the tire is mounted on a normal rim, inflated to the normal internal pressure, and no load is applied. In the case of a tire for which various standards are not established or a non-pneumatic tire, the normal condition refers to a standard use state according to the intended use of the tire, and a state in which no load is applied. Unless otherwise specified in this specification, the dimensions of each part of the tire are values ​​measured in the normal condition. Furthermore, unless otherwise specified in this specification, known methods can be used as appropriate to measure the dimensions and material composition.

[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, "normal load" refers to the load specified for each tire in the standard system including the standard on which the tire is based. For JATMA, this is "maximum load capacity," for TRA, this is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, this is "LOAD CAPACITY." For tires for which various standards are not established, "normal load" refers to the maximum load that can be applied when using the tire in accordance with the above standards.

[0016] The tread portion 2 includes a plurality of circumferential grooves 3 extending continuously in the tire circumferential direction between the first tread edge T1 and the second tread edge T2, and a plurality of land portions 4 divided by the circumferential grooves 3. The tire 1 of this embodiment is configured as a so-called five-rib tire in which the tread portion 2 has five land portions 4 divided by four circumferential grooves 3. However, the tire 1 of the present disclosure is not limited to this aspect, and may be configured as a so-called four-rib tire in which the tread portion 2 has four land portions 4 divided by three circumferential grooves 3, for example.

[0017] The circumferential grooves 3 include a first shoulder circumferential groove 5. Of the multiple circumferential grooves 3, the first shoulder circumferential groove 5 is provided closest to the first tread edge T1. The circumferential grooves 3 further include a second shoulder circumferential groove 6, a first crown circumferential groove 7, and a second crown circumferential groove 8. Of the multiple circumferential grooves 3, the second shoulder circumferential groove 6 is provided closest to the second tread edge T2. The first crown circumferential groove 7 is provided between the first shoulder circumferential groove 5 and the tire equator C. The second crown circumferential groove 8 is provided between the second shoulder circumferential groove 6 and the tire equator C.

[0018] The distance L1 from the tire equator C to the groove center line of the first shoulder circumferential groove 5 or the second shoulder circumferential groove 6 is preferably 25% to 35% of the tread width TW. The distance L2 from the tire equator C to the groove center line of the first crown circumferential groove 7 or the second crown circumferential groove 8 is preferably 5% to 15% of the tread width TW. The tread width TW is the axial distance of the tire from the first tread edge T1 to the second tread edge T2 in the normal state.

[0019] The land portion 4 of the present disclosure includes a first shoulder land portion 11. The first shoulder land portion 11 is located axially outward of the first shoulder circumferential groove 5 and includes the first tread edge T1. Furthermore, the land portion 4 of this embodiment includes a second shoulder land portion 12, a first middle land portion 13, a second middle land portion 14, and a crown land portion 15. The second shoulder land portion 12 is located axially outward of the second shoulder circumferential groove 6 and includes the second tread edge T2. The first middle land portion 13 is located between the first shoulder circumferential groove 5 and the first crown circumferential groove 7. The second middle land portion 14 is located between the second shoulder circumferential groove 6 and the second crown circumferential groove 8. The crown land portion 15 is located between the first crown circumferential groove 7 and the second crown circumferential groove 8.

[0020] Fig. 2 shows an enlarged view of the first shoulder land portion 11. As shown in Fig. 2, the first shoulder land portion 11 includes a first longitudinal edge 16 on the side of the first shoulder circumferential groove 5, and a shoulder center position 11c which is the axial center position of the tire between the first longitudinal edge 16 and the first tread edge T1. The first shoulder land portion 11 is also provided with a plurality of first shoulder sipes 18 which extend from the first longitudinal edge 16 to at least the first tread edge T1.

[0021] In this specification, the term "sipe" refers to a groove-like body (a concept that includes both grooves and sipes) having a small width, in which the width between two inner walls in a region excluding a chamfered portion (described later) is 2.0 mm or less. The region excluding the chamfered portion refers to a region in which the two inner walls extend substantially parallel to each other in the tire radial direction. "Substantially parallel" refers to a mode in which the angle between the two inner walls is 10° or less. The width between the two inner walls in the region is preferably 1.5 mm or less, and more preferably 0.4 to 1.0 mm. The total depth of the sipe is, for example, 3.0 to 5.5 mm. The sipe may also have a so-called flask bottom, which has an expanded width at the bottom. In this specification, if the region of a certain groove-like body whose width exceeds 2.0 mm accounts for more than 50% of the total depth of the groove-like body, the groove-like body is considered to be a groove.

[0022] Fig. 3 shows an enlarged view of the first shoulder sipe 18. Fig. 4 shows a cross-sectional view taken along line AA in Fig. 3. Fig. 5 shows a cross-sectional view taken along line BB in Fig. 3. As shown in Figs. 3 to 5, each of the multiple first shoulder sipes 18 of the present disclosure has a chamfered portion 20 formed over the entire range in the longitudinal direction from the first longitudinal edge 16 to the first tread edge T1. In the present embodiment, both of the two sipe walls include an inclined surface 20a to form the chamfered portion 20, but the chamfered portion 20 of the present disclosure may also be such that only one of the two sipe walls includes an inclined surface 20a.

[0023] The chamfered portion 20 includes a first chamfered portion 21 between the shoulder center position 11c and the first vertical edge 16, and a second chamfered portion 22 between the shoulder center position 11c and the first tread edge T1. In the present disclosure, the chamfered volume V2 of the second chamfered portion 22 is larger than the chamfered volume V1 of the first chamfered portion 21. By adopting the above configuration, the tire 1 of the present disclosure can improve cornering performance while suppressing deterioration in noise performance. The mechanism behind this is as follows.

[0024] FIG. 6 is an enlarged cross-sectional view showing the state when a conventional sipe a without a chamfered portion contacts the road surface G. FIG. 6 shows the state during braking, with arrow R indicating the direction of tire rotation and arrow A indicating the direction of tire travel. As shown in FIG. 6, generally, when a large shear force (braking force in FIG. 6) acts around a sipe a without a chamfered portion, such as during braking or cornering, a phenomenon occurs in which edge b of the sipe a is pulled under the tread of the land portion, and ultimately, surface c of the land portion in the vicinity locally lifts off the road surface, which can result in insufficient grip. This has traditionally tended to impair braking and cornering performance.

[0025] As shown in Figure 3, in the present disclosure, each of the multiple first shoulder sipes 18 has a chamfered portion 20 formed over the entire lengthwise range from the first longitudinal edge 16 to the first tread edge T1. As a result, the tire 1 of the present disclosure can suppress the above-mentioned problems and improve braking performance and cornering performance. Furthermore, in the present disclosure, the chamfer volume V2 of the second chamfered portion 22 is relatively large, so that the chamfered portion can be sufficiently large on the first tread edge T1 side of the first shoulder land portion 11. This further improves ground contact in the area where the second chamfered portion 22 of the first shoulder sipes 18 is formed, and further improvement in braking performance can be expected.

[0026] Generally, as the chamfer volume of a sipe increases, the driving noise (e.g., pumping noise) caused by the increased sipe volume tends to increase. In the present disclosure, the chamfer volume V1 of the first chamfered portion 21 is relatively small, so that the increase in noise caused by the increased sipe volume due to the chamfered portion 20 can be suppressed, and the deterioration of noise performance can be suppressed.

[0027] FIG. 7 shows an enlarged cross-sectional view of the chamfered portion 20. As shown in FIG. 7, the chamfered portion 20 includes an inclined surface 20a that connects the main body 25a of the sipe wall 25 of the first shoulder sipe 18 with the tread surface 11s of the first shoulder land portion 11 so as to prevent sharp corners from being formed between the sipe wall 25 and the tread surface 11s. In this embodiment, the inclined surface 20a is planar (i.e., linear in the cross section of the sipe), but the inclined surface 20a may be smoothly curved convexly outward in the tire radial direction. The opening width of the chamfered portion 20 may be, for example, greater than 2.0 mm. The depth d2 of the chamfered portion 20 is, for example, 5% to 20% of the total depth d1 (shown in FIG. 4) of the first shoulder sipe 18.

[0028] The chamfer volume is defined as follows: The chamfer volume refers to the volume of the area surrounded by the inclined surface 20a of the chamfered portion 20, the imaginary tread surface 11v obtained by extending the tread surface 11s of the first shoulder land portion 11 in the opening width direction of the first shoulder sipe 18, and the imaginary sipe wall 25v obtained by extending the main body 25a of the sipe wall 25 to the imaginary tread surface 11v. As shown in FIG. 7, when both of the two sipe walls 25 have the inclined surface 20a, the chamfer volume is the sum of the volumes of the two areas colored with dots.

[0029] The inclined surface 20a of the chamfered portion 20 refers to the surface from the main body 25a of the sipe wall 25 to the tread surface 11s of the first shoulder land portion 11. When the tire 1 in a normal state is loaded with 60% of the normal load and contacts a flat surface with a camber angle of 0°, the edge of the outer surface of the first shoulder land portion 11 that contacts the flat surface is the boundary 27 between the inclined surface 20a and the tread surface 11s. The imaginary tread surface 11v is an imaginary surface obtained by extending the tread surface 11s from the boundary 27 in the sipe opening width direction. If the tread surface is curved, the imaginary tread surface 11v corresponds to a curve that extends from the boundary 27 while maintaining the curvature of the tread surface 11s in the cross section of the first shoulder sipe 18.

[0030] The imaginary sipe wall 25v is an imaginary surface extending from a boundary 28 between the main body 25a of the sipe wall 25 and the inclined surface 20a to the imaginary tread surface 11v. The boundary 28 between the main body 25a of the sipe wall 25 and the inclined surface 20a is a position where the angle of the sipe wall 25 with respect to the tire radial direction changes suddenly. If the position where the angle changes suddenly is an area with a substantial width, the position closest to the groove centerline corresponds to the boundary 28.

[0031] 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.

[0032] As shown in Fig. 2, in this embodiment, only sipes are provided on the tread surface 11s of the first shoulder land portion 11 between the first longitudinal edge 16 and the first tread edge T1, and no grooves are provided. This further improves cornering performance. However, the present disclosure is not limited to this embodiment, and grooves may be provided on the tread surface 11s of the first shoulder land portion 11.

[0033] It is desirable that the angle (the acute angle) of the first shoulder sipes 18 relative to the tire circumferential direction continuously increase from the first longitudinal edge 16 toward the first tread edge T1, thereby improving cornering performance and braking performance in a balanced manner.

[0034] At the first longitudinal edge 16, the angle θ1 of the first shoulder sipes 18 relative to the tire circumferential direction is preferably 30° or more, more preferably 50° or more, even more preferably 60° or more, and preferably 80° or less, and more preferably 70° or less. In the embodiment shown in FIG. 2, the angle θ1 is approximately 70 to 80°, but is not limited to this. In other embodiments, the angle θ1 may be 30 to 70°. Such first shoulder sipes 18 provide a large friction force in the tire axial direction on the first longitudinal edge 16 side, further improving cornering performance. Meanwhile, at the first tread edge T1, the angle θ2 of the multiple first shoulder sipes 18 relative to the tire circumferential direction is, for example, 60 to 90°, and preferably 80 to 90°.

[0035] 3, the cross-sectional area of ​​the chamfered portion 20 increases axially outward. In this embodiment, the cross-sectional area of ​​the chamfered portion 20 increases continuously from the first longitudinal edge 16 to the first tread edge T1. This suppresses uneven wear around the first shoulder sipe 18.

[0036] From the viewpoint of achieving a balanced improvement in noise performance and cornering performance, the chamfer volume V2 of the second chamfered portion 22 is preferably 1.5 times or more, more preferably 2.0 times or more, and preferably 5.0 times or less, more preferably 4.0 times or less, of the chamfered volume V1 of the first chamfered portion 21.

[0037] 4 and 5, in this embodiment, each of the two sipe walls 25 includes an inclined surface 20a, so that the chamfered portion 20 includes two inclined surfaces 20a, and these two inclined surfaces 20a have shapes that are line-symmetrical with respect to the sipe center line in the sipe cross section. However, the inclined surfaces 20a are not limited to this form, and for example, the two inclined surfaces 20a may have shapes that are different from each other.

[0038] The angle of the inclined surface 20a with respect to the tire radial direction is, for example, 20 to 70°. Furthermore, the angle θ3 of the inclined surface 20a with respect to the tire radial direction at the second chamfered portion 22 is larger than the angle θ4 of the inclined surface 20a with respect to the tire radial direction at the first chamfered portion 21. This can further improve cornering performance.

[0039] As shown in FIG. 2 , the first shoulder land portion 11 of this embodiment is provided with multiple shoulder-interrupted sipes 30. The shoulder-interrupted sipes 30 extend from at least the first tread edge T1 toward the first longitudinal edge 16 and have interrupted ends 30a within the tread surface 11s of the first shoulder land portion 11. The shoulder-interrupted sipes 30 have chamfered portions 31 formed over the entire lengthwise range from the first longitudinal edge 16 to the first tread edge T1. The cross-sectional area of ​​the chamfered portions 31 of the shoulder-interrupted sipes 30 increases continuously from the interrupted ends 30a to the first tread edge T1. These shoulder-interrupted sipes 30, together with the first shoulder sipes 18 described above, can improve cornering performance while suppressing deterioration in noise performance.

[0040] 8 shows an enlarged view of the second shoulder land portion 12. In this embodiment, the second shoulder land portion 12 is provided with a plurality of second shoulder sipes 35. The second shoulder sipes 35 extend from the second tread edge T2 to the second shoulder circumferential groove 6. Each of the plurality of second shoulder sipes 35 has a chamfered portion 36 formed over the entire range in the length direction from the second shoulder circumferential groove 6 to the second tread edge T2.

[0041] The chamfered portions 36 of the second shoulder sipes 35 can be configured in the same manner as the chamfered portions 20 of the first shoulder sipes 18, and a description thereof will be omitted here. By including such second shoulder sipes 35, the tire 1 of this embodiment can further enhance the above-mentioned effects.

[0042] FIG. 9 shows an enlarged view of the first middle land portion 13, the second middle land portion 14, and the crown land portion 15. As shown in FIG. 9, the first middle land portion 13 is provided with a first middle sipe 40 that completely crosses the tread surface of the first middle land portion 13 in the tire axial direction. The first middle sipe 40 also has a chamfered portion 41 formed over its entire length. In a more preferred embodiment, the cross-sectional area of ​​the chamfered portion 41 of the first middle sipe 40 increases continuously from the axial center of the sipe toward both ends in the tire axial direction. This type of first middle sipe 40, in combination with the above-mentioned first shoulder sipes 18, can improve cornering performance and braking performance in a balanced manner.

[0043] The second middle land portion 14 is provided with a plurality of outer second middle sipes 43 and a plurality of inner second middle sipes 44. The outer second middle sipes 43 extend axially outward from the second crown circumferential groove 8 and have an interrupted end 43a within the tread surface of the second middle land portion 14. The inner second middle sipes 44 extend axially inward from the second shoulder circumferential groove 6 and have an interrupted end within the tread surface of the second middle land portion 14.

[0044] The outer second middle sipes 43 have chamfered portions 46 formed over the entire length thereof. The cross-sectional area of ​​the chamfered portions 46 of the outer second middle sipes 43 decreases from the second crown circumferential groove 8 toward the discontinuous end 43a. On the other hand, the inner second middle sipes 44 do not have chamfered portions. Such outer second middle sipes 43 and inner second middle sipes 44 can improve braking performance while suppressing uneven wear of the land portions.

[0045] The crown land portion 15 is provided with a plurality of crown sipes 50. The crown sipes 50 extend, for example, from the second crown circumferential groove 8 toward the tire equator C and have discontinuous ends 50a within the tread surface 15s of the crown land portion 15. The crown sipes 50 are also formed with chamfered portions 51 over the entire length of the crown sipes 50. The cross-sectional area of ​​the chamfered portions 51 of the crown sipes 50 decreases from the second crown circumferential groove 8 toward the discontinuous ends 50a. Such crown sipes 50 can improve braking performance while suppressing uneven wear of the land portion.

[0046] As shown in Figure 1, each land portion of this embodiment is provided with only sipes and no grooves, which further improves cornering performance and braking performance.

[0047] 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.

[0048] [Note] The present disclosure includes the following aspects.

[0049] [Disclosure 1] A tire having a tread portion, the tread portion includes a first tread edge, a first shoulder circumferential groove extending continuously in the tire circumferential direction closest to the first tread edge, and a first shoulder land portion defined axially outward of the first shoulder circumferential groove, the first shoulder land portion includes a first longitudinal edge on the side of the first shoulder circumferential groove, and a shoulder center position that is a center position in the tire axial direction between the first longitudinal edge and the first tread edge, The first shoulder land portion is provided with a plurality of first shoulder sipes extending from the first longitudinal edge to at least the first tread edge, Each of the plurality of first shoulder sipes has a chamfered portion formed over the entire range in the length direction from the first longitudinal edge to the first tread edge, the chamfered portion includes a first chamfered portion between the shoulder center position and the first vertical edge, and a second chamfered portion between the shoulder center position and the first tread edge, The chamfer volume V2 of the second chamfered portion is larger than the chamfer volume V1 of the first chamfered portion. tire. [Disclosure 2] The tire according to Disclosure 1, wherein the chamfer volume V2 is 1.5 to 5.0 times the chamfer volume V1. [Disclosure 3] The tire according to Disclosure 1 or 2, wherein the angles of the plurality of first shoulder sipes with respect to the tire circumferential direction continuously increase from the first longitudinal edge toward the first tread end. [Disclosure 4] The tire according to any one of disclosures 1 to 3, wherein the angle of the plurality of first shoulder sipes in the first longitudinal edge with respect to the tire circumferential direction is 30 to 70 degrees. [Disclosure 5] The tire according to any one of Disclosures 1 to 4, wherein the angle of the plurality of first shoulder sipes with respect to the tire circumferential direction at the first tread edge is 80 to 90 degrees. [Disclosure 6] The tire according to any one of Disclosures 1 to 5, wherein only sipes are provided on the tread surface of the first shoulder land portion between the first longitudinal edge and the first tread edge. [Explanation of symbols]

[0050] 2 Tread section 5 First shoulder circumferential groove 11 First Shoulder Land Section 11c shoulder center position 16 First vertical edge 18 First shoulder sipe 20 Chamfered part 21 First chamfer 22 Second chamfer T1 First tread edge V1 Chamfer volume of the first chamfer V2 Chamfer volume of the second chamfer

Claims

1. A tire having a tread portion, the tread portion includes a first tread edge, a first shoulder circumferential groove extending continuously in the tire circumferential direction closest to the first tread edge, and a first shoulder land portion defined axially outward of the first shoulder circumferential groove, the first shoulder land portion includes a first longitudinal edge on the side of the first shoulder circumferential groove, and a shoulder center position that is a center position in the tire axial direction between the first longitudinal edge and the first tread edge, The first shoulder land portion is provided with a plurality of first shoulder sipes extending from the first longitudinal edge to at least the first tread edge, Each of the plurality of first shoulder sipes has a chamfered portion formed over an entire range in the length direction from the first longitudinal edge to the first tread edge, the chamfered portion includes a first chamfered portion between the shoulder center position and the first vertical edge, and a second chamfered portion between the shoulder center position and the first tread edge, The chamfer volume V2 of the second chamfered portion is larger than the chamfer volume V1 of the first chamfered portion. tire.

2. 2. The tire according to claim 1, wherein the chamfer volume V2 is 1.5 to 5.0 times the chamfer volume V1.

3. The tire according to claim 1 or 2, wherein angles of the plurality of first shoulder sipes with respect to the tire circumferential direction continuously increase from the first longitudinal edge toward the first tread end.

4. 4. The tire according to claim 1, wherein an angle of the plurality of first shoulder sipes in the first longitudinal edge relative to the tire circumferential direction is 30 to 70 degrees.

5. 5. The tire according to claim 1, wherein an angle of the plurality of first shoulder sipes with respect to the tire circumferential direction at the first tread edge is 80 to 90 degrees.

6. The tire according to claim 1 , wherein only sipes are provided on the tread surface of the first shoulder land portion between the first longitudinal edge and the first tread edge.

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