JP5947824B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire with improved noise performance while maintaining steering stability and wet performance.

  The following Patent Document 1 proposes a pneumatic tire in which the groove width and position of the main groove extending continuously in the tire circumferential direction and the shape of the lug groove terminating in the land portion are improved. Such tires are expected to have the effect of reducing the pumping noise caused by the grooves and improving the noise performance.

JP 2012-162194 A

  However, even in the pneumatic tire of Cited Document 1, further improvements have been demanded for handling stability and wet performance.

  The present invention provides a pneumatic tire with improved noise performance while maintaining steering stability and wet performance based on improving the shape of grooves and sipes provided in the middle land portion and the shoulder land portion. This is the main purpose.

The present invention provides a tread portion having a pair of shoulder main grooves extending continuously in the tire circumferential direction on both sides of the tire equator and closest to the tread grounding end, and continuously between the pair of shoulder main grooves in the tire circumferential direction. By extending the center main groove extending, a pair of middle land portions between the shoulder main groove and the center main groove and a pair of shoulder land portions on the outer side in the tire axial direction of the shoulder main grooves are provided. The middle land portion includes a first middle land portion provided on one side of the tire equator and a second middle land portion provided on the other side of the tire equator. The first middle land portion and the second middle land portion have a rib shape in which only a middle sipe having a groove width of 1.5 mm or less is provided, and the middle sipe is provided on the first middle land portion and a tie The circumferential direction of the one first substantially arcuate to be convex side Midorusaipu, and a second is provided to the middle land portion and a tire circumferential direction second substantially arcuate to be convex on the other side of Midorusaipu, the The first middle sipe includes a full open sipe that communicates from the center main groove to the shoulder main groove, a first semi-open sipe that has one end communicating with the center main groove and the other end terminating in the first middle land portion. A second semi-open sipe having one end communicating with the shoulder main groove and the other end terminating in the first middle land portion, the full open sipe, the first semi-open sipe, and the second semi-sipe The open sipes are respectively inclined in the same direction, and the shoulder land portion includes a first shoulder land portion provided on the outer side in the tire axial direction of the first middle land portion, and the second middle land portion. A second shoulder land portion provided on the outer side in the tire axial direction of the dollar land portion, and the first shoulder land portion has a substantially arc-shaped first shoulder lateral groove that protrudes to the other side in the tire circumferential direction. A plurality of substantially shoulder-shaped second shoulder lateral grooves that are convex on one side in the tire circumferential direction are provided on the second shoulder land portion, and each of the first shoulder lateral grooves and each of the second shoulder lateral grooves is provided. Each having a first grounding end located on the one side in the tire circumferential direction and a second grounding end located on the other side in the tire circumferential direction, and the first shoulder lateral groove Each first grounding end portion is disposed at a position different from each first grounding end portion of the second shoulder lateral groove in the tire circumferential direction, and each second grounding end portion of the first shoulder lateral groove is Each of the second shoulders Wherein each second ground end of the transverse groove, is characterized in that are arranged at different positions in the tire circumferential direction.

  In the pneumatic tire according to the present invention, it is preferable that the mounting direction of the pneumatic tire is specified, and the first middle land portion and the first shoulder land portion are located on the inner side of the tire equator when the vehicle is mounted.

In the pneumatic tire of the present invention, the first semi-open sipe and the second semi-open sipe are provided on the same arc line along the full-open sipe, thereby forming a semi-open sipe pair. Is desirable.

In the pneumatic tire of the present invention, it is desirable that the semi-open sipe pairs and the full-open sipe are alternately provided in the tire circumferential direction.

In the pneumatic tire of the present invention, the second middle sipe has one end communicating with the shoulder main groove and the other end extending along the tire equator on the side of the shoulder main groove from the width center line of the middle land portion. A small second semi-open sipe that terminates, and a large second semi-open sipe that has one end communicating with the shoulder main groove and the other end terminating on the center main groove side with respect to the width center line . the middle portion, the aforementioned small second semi-open service type and said large second semi-open service types are provided alternately in the tire circumferential direction is preferable.

  In the pneumatic tire of the present invention, the inner end in the tire axial direction of the first shoulder lateral groove terminates in the first shoulder land portion, and the inner end of the first shoulder lateral groove extends to the first shoulder land portion. It is desirable that a shoulder sipe that communicates with the shoulder main groove is provided.

  In the pneumatic tire according to the present invention, the first shoulder lateral groove includes a first shoulder lateral groove with a sipe provided with the shoulder sipe, and a first shoulder lateral groove without a sipe provided with the shoulder sipe, and the sipe It is desirable that the attached first shoulder lateral grooves and the non-sipe first shoulder lateral grooves are provided alternately in the tire circumferential direction.

In the pneumatic tire of the present invention, the inner end in the tire axial direction of the second shoulder lateral groove terminates in the second shoulder land portion, and the second shoulder land portion is inside the tire axial direction on the inner end. It is desirable to include a plane portion that extends continuously in the tire circumferential direction without being provided with grooves and sipes. In the pneumatic tire of the present invention, the second middle sipe includes a first semi-open sipe having one end communicating with the center main groove and the other end terminating in the second middle land portion, and one end serving as the shoulder main groove. It is desirable to include a second semi-open sipe that communicates and the other end terminates in the second middle land portion. Moreover, it is desirable that the first semi-open sipe and the second semi-open sipe are provided on the same arc line protruding on the other side in the tire circumferential direction to form a semi-open sipe pair. .

  The first middle land portion and the second middle land portion of the pneumatic tire of the present invention have a rib shape in which only a middle sipe having a groove width of 1.5 mm or less is provided. Conventionally, a groove provided in a land portion on which a large ground pressure acts tends to generate a large pumping sound. In the present invention, since the middle land portion to which a relatively large ground pressure acts is rib-shaped, the pumping sound of the groove is effectively suppressed. Moreover, such a middle land portion effectively enhances steering stability.

  The middle sipe is provided in the first middle land portion and protrudes on one side in the tire circumferential direction and is substantially arc-shaped first middle sipe, and is provided in the second middle land portion and protrudes on the other side in the tire circumferential direction. A second arc-shaped second middle sipe. Thereby, the wet performance is effectively maintained. Moreover, the first middle sipe and the second middle sipe as described above disperse the frequency of the hitting sound on the road surface of each middle land portion, and make the noise white noise.

  The shoulder land portion includes a first shoulder land portion provided on the outer side in the tire axial direction of the first middle land portion, and a second shoulder land portion provided on the outer side in the tire axial direction of the second middle land portion. . The first shoulder land portion is provided with a plurality of substantially arc-shaped first shoulder lateral grooves that are convex on the other side in the tire circumferential direction. The second shoulder land portion is provided with a plurality of substantially arc-shaped second shoulder lateral grooves that are convex on one side in the tire circumferential direction.

  Such first shoulder lateral grooves and second shoulder lateral grooves exhibit excellent drainage performance while suppressing deformation of the shoulder land portion in the tire circumferential direction, as compared with a linearly extending groove. Therefore, steering stability and wet performance are effectively maintained. In addition, such first shoulder lateral grooves and second shoulder lateral grooves disperse the frequency of the pumping sound during traveling and make the noise white noise.

  Each of the first shoulder lateral grooves and each second shoulder lateral groove has a first ground contact end located on the one side in the tire circumferential direction and a second ground contact end located on the other side in the tire circumferential direction. doing. Each first grounding end portion of the first shoulder lateral groove is arranged at a position different from each first grounding end portion of the second shoulder lateral groove in the tire circumferential direction. Each second grounding end portion of the first shoulder lateral groove is disposed at a different position in the tire circumferential direction from each second grounding end portion of the second shoulder lateral groove.

  Thereby, the ground contact timing to the road surface of each 1st ground end part and each 2nd ground end part is disperse | distributed, and the striking sound by the edge of a groove | channel and the pumping sound of a groove | channel are effectively made into white noise.

  As described above, the pneumatic tire of the present invention can improve noise performance while maintaining steering stability and wet performance.

It is an expanded view of the tread part of the pneumatic tire of one embodiment of the present invention. It is AA sectional drawing of FIG. It is an enlarged view of the 1st middle land part and the 2nd middle land part of FIG. It is an enlarged view of the 1st shoulder land part of FIG. It is an enlarged view of the 2nd shoulder land part of FIG. It is an expanded view of the tread part of the pneumatic tire of a comparative example.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a development view of a tread portion 2 of a pneumatic tire (hereinafter sometimes simply referred to as “tire”) 1 of the present embodiment. The pneumatic tire 1 of this embodiment is suitably used for, for example, a passenger car.

  The tread portion 2 of the present embodiment includes, for example, a tread pattern in which the mounting direction to the vehicle is specified. In the tread portion 2 of the present embodiment, the vehicle inner side A and the vehicle outer side B are designated when the vehicle is mounted. The direction of mounting on the vehicle is displayed, for example, with characters or marks on the side wall or the like.

  As shown in FIG. 1, the tread portion 2 is provided with a pair of shoulder main grooves 3 and a center main groove 4 therebetween. Each shoulder main groove 3 and center main groove 4 extend continuously in the tire circumferential direction.

  The shoulder main groove 3 is disposed closest to the tread ground end Te. The shoulder main groove 3 of the present embodiment is linear along the tire circumferential direction. The shoulder main groove 3 may be wavy or zigzag-shaped.

  The “tread grounding end Te” is a flat surface with a normal load applied to a normal tire 1 which is assembled with a normal rim (not shown) and filled with a normal internal pressure, and which is not loaded, with a camber angle of 0 °. This is the contact position on the outermost side in the tire axial direction when the contact is made on the ground.

  The “regular rim” is a rim defined for each tire in the standard system including the standard on which the tire is based. For example, “Standard Rim” for JATMA, “Design Rim” for TRA, For ETRTO, "Measuring Rim".

  “Regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. “JAMATA” is the “highest air pressure”, TRA is the table “TIRE LOAD LIMITS AT” The maximum value described in “VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” for ETRTO.

  “Regular load” is a load determined by each standard for each tire in the standard system including the standard on which the tire is based. “JATMA” is “Maximum load capacity”, TRA is “TIRE LOAD LIMITS” The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “LOAD CAPACITY” in the case of ETRTO.

  The center main groove 4 has, for example, a linear shape along the tire circumferential direction. The center main groove 4 of this embodiment consists of one, and is provided on the tire equator C. A pair of center main grooves 4 may be provided on both sides of the tire equator C, for example.

  The groove width W1 of the shoulder main groove 3 and the groove width W2 of the center main groove 4 are, for example, 3.5 to 3.5 of the tread ground contact width TW in order to exhibit excellent wet performance while maintaining the rigidity of the tread portion 2. 6.0% is desirable. The tread contact width TW is a distance in the tire axial direction between the tread contact ends Te and Te of the tire 1 in the normal state.

  FIG. 2 shows a cross-sectional view of the tire 1 corresponding to the position AA in FIG. As shown in FIG. 2, the groove depth d1 of the shoulder main groove 3 and the groove depth d2 of the center main groove 4 are preferably, for example, 6.0 to 9.0 mm.

  As shown in FIG. 1, the tread portion 2 is divided into a pair of middle land portions 5, 5 and a pair of shoulder land portions 6, 6. Each middle land portion 5 is provided between the shoulder main groove 3 and the center main groove 4. Each shoulder land portion 6 is provided outside the shoulder main groove 3 in the tire axial direction.

  The middle land portion 5 includes a first middle land portion 11 provided on one side of the tire equator C and a second middle land portion 12 provided on the other side of the tire equator C. In the present embodiment, the first middle land portion 11 is provided on the vehicle inner side A. The second middle land portion 12 is provided on the vehicle outer side B.

  FIG. 3 shows an enlarged view of the first middle land portion 11 and the second middle land portion 12. As shown in FIG. 3, the first middle land portion 11 and the second middle land portion 12 are configured in a rib shape in which only a middle sipe 13 having a groove width of 1.5 mm or less is provided. Since the first middle land portion 11 and the second middle land portion 12 do not generate a pumping sound due to the lateral groove during traveling, the noise performance is improved. In addition, since the first middle land portion 11 and the second middle land portion 12 have high tire circumferential direction rigidity, they exhibit excellent steering stability.

  The middle sipe 13 includes a first middle sipe 14 provided in the first middle land portion 11 and a second middle sipe 15 provided in the second middle land portion 12.

  The first middle sipe 14 has a substantially arc shape that is convex toward one side in the tire circumferential direction. The second middle sipe 15 has a substantially arc shape that is convex toward the other side in the tire circumferential direction. Since the first middle sipe and the second middle sipe 15 include edges in various directions, the wet performance is effectively maintained. In addition, the first middle sipe 14 and the second middle sipe 15 as described above disperse the frequency of the hitting sound on the road surface of each middle land portion 11, 12 and make the noise white noise.

  The first middle sipe 14 includes, for example, a semi-open sipe 21 and a full-open sipe 22.

  The semi-open sipe 21 has one end 21a communicating with the center main groove 4 or the shoulder main groove 3 and the other end 21b terminating in the land portion.

  The semi-open sipe 21 includes, for example, a first semi-open sipe 23 and a second semi-open sipe 24. The first semi-open sipe 23 has, for example, one end 23a communicating with the center main groove 4 and the other end 23b terminating in the land portion. The second semi-open sipe 24 has, for example, one end 24a communicating with the shoulder main groove 3 and the other end 24b terminating in the land portion.

  The first semi-open sipe 23 and the second semi-open sipe 24 are provided on the same smooth arc line to form a semi-open sipe pair 27.

  The full open sipe 22 communicates from the center main groove 4 to the shoulder main groove 3. Such a full open sipe 22 effectively improves wet performance.

  In the first middle land portion 11 of the present embodiment, for example, the semi-open sipe pair 27 and the full-open sipe 22 are alternately provided in the tire circumferential direction. Thereby, the rigidity distribution of the 1st middle land part 11 becomes smooth, and uneven wear is suppressed.

  The second middle sipe 15 includes a first semi-open sipe 23 and a second semi-open sipe 24. The first semi-open sipe 23 has, for example, one end 23a communicating with the center main groove 4 and the other end 23b terminating in the land portion. The second semi-open sipe 24 has, for example, one end 24a communicating with the shoulder main groove 3 and the other end 24b terminating in the land portion.

  The second semi-open sipe 24 provided in the second middle land portion 12 includes, for example, a small second semi-open sipe 25 and a large second semi-open sipe 26. The small second semi-open sipe 25 terminates on the shoulder main groove 3 side with respect to the width center line 5c of the middle land portion 5 extending along the tire equator C, for example. The large second semi-open sipe 26 is terminated on the center main groove 4 side with respect to the width center line 5c, for example.

  The small second semi-open sipe 25 and the large second semi-open sipe 26 are provided alternately in the tire circumferential direction, for example. Thereby, the wet performance is enhanced while maintaining the rigidity of the second middle land portion 12 on the inner side in the tire axial direction.

  Moreover, the second middle land portion 12 provided with such a sipe has higher tire circumferential rigidity than the first middle land portion 11 having the full open sipe 22 described above. Therefore, the 1st middle land part 11 and the 2nd middle land part 12 cooperate with each other, and improve wet performance and steering stability with sufficient balance.

  As illustrated in FIG. 1, the shoulder land portion 6 is provided on the outer side in the tire axial direction of the first middle land portion 11 and on the outer side in the tire axial direction of the second middle land portion 12. Second shoulder land portion 32 formed.

  The first shoulder land portion 31 is provided with a plurality of substantially arc-shaped first shoulder lateral grooves 33 that are convex on the other side in the tire circumferential direction. That is, the first shoulder lateral groove 33 is convex in the same direction as the second middle sipe 15 of the second middle land portion 12.

  The second shoulder land portion 32 is provided with a plurality of substantially arc-shaped second shoulder lateral grooves 34 that are convex on one side in the tire circumferential direction. That is, the second shoulder lateral groove 34 is convex in the same direction as the first middle sipe 14 of the first middle land portion 11.

  The first shoulder lateral groove 33 and the second shoulder lateral groove 34 exhibit excellent drainage performance while suppressing deformation of the shoulder land portion 6 in the tire circumferential direction, as compared with a linearly extending groove. Therefore, steering stability and wet performance are effectively maintained. In addition, the first shoulder lateral groove 33 and the second shoulder lateral groove 34 disperse the frequency of the pumping sound during traveling and make the noise white noise.

  Each of the first shoulder lateral grooves 33 and each of the second shoulder lateral grooves 34 includes a first grounding end portion 35 that is located closest to one side in the tire circumferential direction (in this embodiment, the upper side in FIG. 1), and the most tire circumference. It has the 2nd earthing | grounding edge part 36 located in the other side (this embodiment lower side in FIG. 1) of a direction.

  Each first ground contact end portion 35A of the first shoulder lateral groove 33 is arranged at a position different from each first ground contact end portion 35B of the second shoulder lateral groove 34 in the tire circumferential direction. That is, each first ground contact end 35A of the first shoulder lateral groove 33 is displaced in the tire circumferential direction with respect to a virtual line 37 along the tire axial direction passing through each first ground end 35B of the second shoulder lateral groove 34. doing.

  Each second grounding end portion 36A of the first shoulder lateral groove 33 is arranged at a position different from each second grounding end portion 36B of the second shoulder lateral groove 34 in the tire circumferential direction. That is, each second grounding end portion 36A of the first shoulder lateral groove 33 is displaced in the tire circumferential direction with respect to a virtual line 38 along the tire axial direction passing through each second grounding end portion 36B of the second shoulder lateral groove 34. doing.

  Due to the arrangement of the first shoulder lateral grooves 33 and the second shoulder lateral grooves 34 as described above, the timing of ground contact to the road surface of each first ground end 35 and each second ground end 36 is dispersed, and hitting by the edge of the groove The noise and the pumping sound of the groove are effectively white noise.

  The maximum angle θ1 of the first shoulder lateral groove 33 with respect to the tire axial direction and the maximum angle θ2 of the second shoulder lateral groove 34 are preferably 10 ° or more, more preferably 15 ° or more, preferably 30 ° or less, more preferably Is 25 ° or less. Thereby, the wet performance is enhanced while maintaining the rigidity of the shoulder land portion 6 in the tire axial direction and maintaining the steering stability.

  The groove width W3 of the first shoulder lateral groove 33 and the groove width W4 of the second shoulder lateral groove 34 are preferably 2.0 mm or more, more preferably 2.2 mm or more, preferably 3.0 mm or less, more preferably 2. 5 mm or less. As a result, excellent wet performance can be obtained while maintaining steering stability.

  FIG. 4 shows an enlarged view of the first shoulder land portion 31. As shown in FIG. 4, the inner end 33 i in the tire axial direction of the first shoulder lateral groove 33 terminates in the first shoulder land portion 31. Thereby, the rigidity of the first shoulder land portion 31 is enhanced, and the pumping sound of the first shoulder lateral groove 33 is suppressed.

  For example, a shoulder sipe 41 is provided in the first shoulder land portion 31. For example, the shoulder sipe 41 communicates with the shoulder main groove 3 from the inner end 33 i of the first shoulder lateral groove 33. Such a shoulder sipe 41 effectively improves wet performance.

  The first shoulder lateral groove 33 includes a first shoulder lateral groove 33A with a sipe provided with a shoulder sipe 41, and a first shoulder lateral groove 33B without a sipe provided with a shoulder sipe 41. The first shoulder lateral grooves 33A with sipes and the first shoulder lateral grooves 33B without sipes are provided alternately in the tire circumferential direction, for example. Thereby, steering stability and wet performance are improved with good balance.

  In the present embodiment, the first shoulder land portion 31 is located inside the vehicle when the vehicle is mounted. For this reason, a large ground pressure acts on the first shoulder land portion 31 when traveling straight. Therefore, the first shoulder lateral groove 33A with sipe and the first shoulder lateral groove 33B without sipe described above effectively improve the wet performance during straight traveling while suppressing uneven wear of the first shoulder land portion 31.

  FIG. 5 shows an enlarged view of the second shoulder land portion 32. As shown in FIG. 5, the inner end 34 i in the tire axial direction of the second shoulder lateral groove 34 terminates in the second shoulder land portion 32.

  The second shoulder land portion 32 preferably includes a plane portion 42, for example. For example, the plain portion 42 extends continuously in the tire circumferential direction without being provided with grooves and sipes at the inner side in the tire axial direction of the inner ends 34i of the second shoulder lateral grooves 34. Such a second shoulder land portion 32 effectively enhances steering stability while maintaining wet performance.

  In the present embodiment, the second shoulder land portion 32 is located outside the vehicle when the vehicle is mounted. For this reason, a large ground pressure acts on the second shoulder land portion 32 during turning. Accordingly, the plane portion 42 of the second shoulder land portion 32 effectively enhances the steering stability during turning.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to illustrated embodiment, It can deform | transform and implement in a various aspect.

A pneumatic tire of size 195 / 65R15 having the basic pattern of FIG. As a comparative example, as shown in FIG. 6, the first grounding end and the second grounding end of the first shoulder lateral groove are respectively the first grounding end and the second grounding end of the second shoulder lateral groove and the tire. Trial tires arranged at the same position in the circumferential direction were made. Each test tire was tested for steering stability, wear resistance, wet performance, and noise performance. The common specifications and test methods for each test tire are as follows.
Wearing rim: 15 × 6J
Tire internal pressure: 230kPa

<Steering stability>
Steering stability when driving on the asphalt lap course with the following test vehicle was evaluated by the driver's sensuality. A result is a score which makes a comparative example 100, and shows that steering stability is excellent, so that a numerical value is large.
Test vehicle: displacement 1800cc, front-wheel drive vehicle Test tire mounting position: all wheels

<Abrasion resistance>
The amount of wear of each test tire when the test vehicle traveled a certain distance on the circuit course was measured. The result is the reciprocal of the amount of tire wear, and is displayed as an index with the comparative example being 100. It shows that abrasion resistance is excellent, so that a numerical value is large.

<Wet performance>
The test vehicle traveled on an asphalt road surface with a radius of 100 m provided with a puddle having a depth of 5 mm and a length of 20 m, and the lateral acceleration (lateral G) of the front wheels was measured. The result is an average lateral G at a speed of 50 to 80 km / h, and is represented by an index with the comparative example being 100. Larger values indicate better wet performance.

<Noise performance>
The in-vehicle noise when traveling on the road noise measuring road (asphalt rough road) at a speed of 100 km / h with the test vehicle was measured under the following conditions. The evaluation is the reciprocal of the value of the vehicle interior noise, and is represented by an index with the value of the comparative example being 100. The larger the value, the lower the vehicle interior noise and the better.
Measurement method: The sound pressure level of the peak value of the air column resonance sound near the narrow band 240 Hz is measured with a microphone. Microphone position: Driver's seat window side ear test The test results are shown in Table 1.

  As a result of the test, it was confirmed that the pneumatic tire of the example improved the noise performance while maintaining the steering stability and the wet performance.

2 tread portion 3 shoulder main groove 4 center main groove 5 middle land portion 6 shoulder land portion 11 first middle land portion 12 second middle land portion 13 middle sipe 14 first middle sipe 15 second middle sipe 31 first shoulder land portion 32 second Shoulder land portion 33 First shoulder lateral groove 34 Second shoulder lateral groove 35 First ground end portion 36 Second ground end portion

Claims (10)

A pair of shoulder main grooves extending continuously in the tire circumferential direction on both sides of the tire equator and closest to the tread grounding end in the tread portion, and a center main groove extending continuously in the tire circumferential direction between the pair of shoulder main grooves Is provided with a pair of middle land portions between the shoulder main groove and the center main groove, and a pair of shoulder land portions on the outer side in the tire axial direction of the shoulder main grooves. Tire,
The middle land portion includes a first middle land portion provided on one side of the tire equator, and a second middle land portion provided on the other side of the tire equator,
The first middle land portion and the second middle land portion are rib-shaped provided with only a middle sipe having a groove width of 1.5 mm or less,
The middle sipe is provided in the first middle land portion and has a substantially arc-shaped first middle sipe that protrudes on one side in the tire circumferential direction, and the second middle land portion provided on the second middle land portion and on the other side in the tire circumferential direction. A substantially arc-shaped second middle sipe that is convex,
The first middle sipe includes a full open sipe that communicates from the center main groove to the shoulder main groove, and a first semi-open sipe that has one end communicating with the center main groove and the other end terminating in the first middle land portion. And a second semi-open sipe having one end communicating with the shoulder main groove and the other end terminating in the first middle land portion,
The full open sipe, the first semi-open sipe, and the second semi-open sipe are each inclined in the same direction,
The shoulder land portion includes a first shoulder land portion provided on the outer side in the tire axial direction of the first middle land portion, and a second shoulder land portion provided on the outer side in the tire axial direction of the second middle land portion. Including
The first shoulder land portion is provided with a plurality of substantially arc-shaped first shoulder lateral grooves that are convex on the other side in the tire circumferential direction,
The second shoulder land portion is provided with a plurality of substantially arc-shaped second shoulder lateral grooves that are convex on one side in the tire circumferential direction,
Each of the first shoulder lateral grooves and each of the second shoulder lateral grooves is a first ground contact end portion that is located closest to one side in the tire circumferential direction and a second ground contact end that is located closest to the other side in the tire circumferential direction. And
Each of the first grounding end portions of the first shoulder lateral groove is disposed at a position different from the first grounding end portion of the second shoulder lateral groove in the tire circumferential direction.
Each of the second grounding end portions of the first shoulder lateral groove is disposed at a position different from the second grounding end portion of the second shoulder lateral groove in the tire circumferential direction. tire. The direction of mounting on the vehicle is specified,
2. The pneumatic tire according to claim 1, wherein the first middle land portion and the first shoulder land portion are located on the vehicle inner side than the tire equator when the vehicle is mounted. The air according to claim 1 or 2, wherein the first semi-open sipe and the second semi-open sipe are provided on the same arc line along the full-open sipe to form a semi-open sipe pair. Enter tire. The pneumatic tire according to claim 3, wherein the semi-open sipe pair and the full-open sipe are alternately provided in a tire circumferential direction. The second middle sipe is
A small second semi-open sipe having one end communicating with the shoulder main groove and the other end extending along the tire equator and terminating on the shoulder main groove side with respect to the width center line of the middle land portion;
A large second semi-open sipe having one end communicating with the shoulder main groove and the other end terminating on the center main groove side with respect to the width center line;
Wherein the second middle portion, the air according to any one of claims 1 to 4 wherein the small second semi-open service type and said large second semi-open service types are provided alternately in the tire circumferential direction Enter tire. The inner end in the tire axial direction of the first shoulder lateral groove terminates in the first shoulder land portion,
The pneumatic tire according to any one of claims 1 to 5, wherein a shoulder sipe that communicates from the inner end of the first shoulder lateral groove to the shoulder main groove is provided in the first shoulder land portion. The first shoulder transverse groove includes a first shoulder transverse groove with a sipe provided with the shoulder sipe, and a first shoulder transverse groove without a sipe provided with the shoulder sipe,
The pneumatic tire according to claim 6, wherein the first shoulder lateral grooves with sipes and the first shoulder lateral grooves without sipes are alternately provided in a tire circumferential direction. The inner end in the tire axial direction of the second shoulder lateral groove terminates in the second shoulder land portion,
The said 2nd shoulder land part contains the plane part extended continuously in a tire peripheral direction, without a groove | channel and a sipe being provided in the tire axial direction inner side of each said inner end. Pneumatic tires. The second middle sipe has a first semi-open sipe having one end communicating with the center main groove and the other end terminating in the second middle land, and one end communicating with the shoulder main groove and the other end of the second middle sipe. The pneumatic tire according to any one of claims 1 to 8, further comprising a second semi-open sipe that terminates in a two middle land portion. The first semi-open sipe and the second semi-open sipe are provided on the same arc line that is convex on the other side in the tire circumferential direction, thereby forming a semi-open sipe pair. Pneumatic tire.

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