JP6555040B2 - tire - Google Patents

Description

  The present invention relates to a tire capable of effectively improving steering stability performance while suppressing a decrease in snowy and snowy road performance.

  In recent years, in winter tires that have been designated for mounting on vehicles, there are increasing opportunities to travel on dry roads in addition to icy and snowy roads. In such a tire, not only good icy and snowy road performance but also excellent steering stability performance on a dry road (hereinafter, sometimes simply referred to as “steering stability performance”) is required.

  In order to improve icy and snowy road performance, for example, a tire is proposed in which sipes are uniformly arranged in the tread portion in the tire axial direction.

  However, when turning, a large lateral force acts on the land portion outside the vehicle in the tread portion as compared with the land portion inside the vehicle, so that the rigidity of the land portion inside the vehicle and the rigidity of the land portion outside the vehicle are increased. In the case of the same, there is a problem that good steering stability performance cannot be obtained.

JP 2010-285035 A

  The present invention has been devised in view of the above-described problems, and has as its main object to provide a tire that can effectively improve steering stability performance while suppressing a decrease in snowy and snowy road performance.

  The present invention provides a tire having a tread portion having an outer tread end positioned outside the vehicle when the vehicle is mounted and an inner tread end positioned inside the vehicle when the vehicle is mounted. The tread portion includes an outer shoulder main groove extending continuously on the outermost tread end side in the tire circumferential direction, and an inner shoulder main groove extending continuously on the inner tread end side in the tire circumferential direction. Are provided, an outer shoulder land portion that is partitioned between the outer shoulder main groove and the outer tread end, and an inner shoulder land portion that is partitioned between the inner shoulder main groove and the inner tread end. The outer shoulder land portion extends from the outer tread end side inward in the tire axial direction and communicates with the outer shoulder main groove. A first outer shoulder sipe that terminates in the outer shoulder land portion, and extends from the outer tread end to the inner side in the tire axial direction and terminates in the outer shoulder land portion without communicating with the outer shoulder main groove. An outer shoulder lug groove, and the inner shoulder land portion extends from the inner tread end side toward the inner side in the tire axial direction and communicates with the inner shoulder main groove, and the inner tread end side. An inner shoulder lug groove extending inward in the tire axial direction and terminating in the inner shoulder land portion without communicating with the inner shoulder main groove, and an inner end in the tire axial direction of the inner shoulder lug groove and the inner shoulder The present invention is characterized in that a joint sipe that joins the main groove is provided.

  The tire according to the present invention is provided with a second outer shoulder sipe in which the outer shoulder land portion is spaced further outward in the tire axial direction than the outer end in the tire axial direction of the first outer shoulder sipe. Is preferably on a virtual extension line in which the first outer shoulder sipe is smoothly extended to the outer tread end side.

  The tire according to the present invention is provided with a second inner shoulder sipe in which the inner shoulder land portion is spaced further outward in the tire axial direction than the outer end in the tire axial direction of the first inner shoulder sipe. Is preferably on a virtual extension line in which the first inner shoulder sipe is smoothly extended toward the inner tread end side.

  In the tire according to the present invention, an outer center main groove extending continuously in the tire circumferential direction is provided between the outer shoulder main groove and the tire equator, so that the outer shoulder main groove and the outer center main groove A first outer middle lug groove extending from the outer shoulder main groove toward the outer center main groove and terminating in the outer middle land portion; A second outer middle lug groove extending from the outer center main groove toward the outer shoulder main groove and terminating in the outer middle land portion, and the first outer middle lug groove is an outer side extending from the outer shoulder main groove. A second outer middle lug groove having a first portion and an outer second portion communicating with the outer first portion and having a groove width smaller than that of the outer first portion; An outer third portion extending from said outer crown main groove, it is desirable to have a outer third communication with the portion and a small outer fourth portion of the groove width than the outer third part.

  In the tire according to the present invention, it is desirable that the first outer middle lug groove and the second outer middle lug groove are alternately provided in the tire circumferential direction.

  In the tire according to the present invention, it is preferable that the outer middle land portion is provided with an overlapping portion in which the first outer middle lug groove and the second outer middle lug groove overlap in the tire axial direction.

  In the tire according to the present invention, an inner center main groove extending continuously in the tire circumferential direction is provided between the inner shoulder main groove and the tire equator, so that the inner shoulder main groove and the inner center main groove An inner middle land portion divided between the first inner middle lug groove extending from the inner shoulder main groove toward the inner center main groove and terminating in the inner middle land portion; A second inner middle lug groove extending from the inner center main groove toward the inner shoulder main groove and terminating in the inner middle land portion, and the first inner middle lug groove extends from the inner shoulder main groove. A second inner middle lug groove having a first portion and an inner second portion communicating with the inner first portion and having a groove width smaller than that of the inner first portion; An inner third portion extending from the inner center main groove, it is desirable to have a smaller inner fourth portion of the groove width than communicating and the inner third portion to the inner third portion.

  In the tire according to the present invention, it is desirable that the first inner middle lug groove and the second inner middle lug groove are alternately provided in the tire circumferential direction.

  In the tire according to the present invention, it is preferable that the inner middle land portion is provided with an overlapping portion in which the first inner middle lug groove and the second inner middle lug groove overlap in the tire axial direction.

  In the tire according to the present invention, an outer center main groove extending continuously in the tire circumferential direction is provided between the outer shoulder main groove and the tire equator, so that the outer shoulder main groove and the outer center main groove An outer middle land portion divided between the first outer middle chamfered portion inclined inward in the tire radial direction toward the outer shoulder main groove, and the outer center main groove. A second outer middle chamfered portion that is inclined inward in the tire radial direction toward the inner side, and a first inner middle slope that is inclined inward in the tire radial direction toward the inner shoulder main groove in the inner middle land portion. It is desirable that a chamfered portion and a second inner middle chamfered portion inclined inward in the tire radial direction toward the inner center main groove are provided.

  In the tire of the present invention, the tread portion is divided between the outer shoulder main groove and the outer tread end, and the inner shoulder land portion is divided between the inner shoulder main groove and the inner tread end. Including.

  The outer shoulder land portion includes a first outer shoulder sipe that terminates in the outer shoulder land portion without communicating with the outer shoulder main groove, and an outer shoulder lug groove that terminates in the outer shoulder land portion without communicating with the outer shoulder main groove. Is provided. The inner shoulder land portion includes a first inner shoulder sipe that communicates with the inner shoulder main groove, an inner shoulder lug groove that terminates within the inner shoulder land portion without communicating with the inner shoulder main groove, and a tire axial direction of the inner shoulder lug groove. A joint sipe that connects the inner end and the inner shoulder main groove is provided. Such shoulder sipes and shoulder lug grooves exhibit frictional force and snow column shearing force due to edge components, and thus improve snow and ice road performance. The inner shoulder land portion is provided with a joint sipe that connects the inner end of the inner shoulder lug groove in the tire axial direction and the inner shoulder main groove. Thereby, the rigidity of an inner side shoulder land part can be made small compared with the outer side shoulder land part to which a big lateral force acts. That is, the rigidity of the outer shoulder land portion and the rigidity of the inner shoulder land portion are of a magnitude suitable for the lateral force during turning, so that the steering stability performance is improved.

  Therefore, in the tire of the present invention, the steering stability performance is effectively improved while the deterioration of the snowy and snowy road performance is suppressed.

It is an expanded view of the tread part of the tire of one embodiment of the present invention. It is an enlarged view of the outer side shoulder land part of FIG. It is an enlarged view of the inner side shoulder land part of FIG. It is an enlarged view of the middle land part of FIG. It is an enlarged view of the center land part of FIG. 3 is a development view of a tread portion of Comparative Example 1. FIG.

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 tire 1 showing an embodiment of the present invention. The tire 1 of the present embodiment can be used for various tires such as pneumatic tires for passenger cars and heavy loads, and non-pneumatic tires that are not filled with pressurized air inside the tires. The tire 1 of this embodiment is suitably used as a pneumatic tire for a passenger car that runs on an icy or snowy road surface or a dry road surface.

  As shown in FIG. 1, the tire 1 of the present embodiment is designated for the mounting direction on the vehicle. The tread portion 2 has an outer tread end To positioned on the vehicle outer side when the tire 1 is mounted on the vehicle, and an inner tread end Ti positioned on the vehicle inner side when the vehicle is mounted. The direction of mounting on the vehicle is displayed, for example, in characters on a sidewall (not shown).

  Each of the “tread ends” To and Ti is grounded on a flat surface at a camber angle of 0 degrees by applying a normal load to a normal tire 1 that is assembled with a normal rim and filled with a normal internal pressure. Is defined as the contact position on the outermost side in the tire axial direction. In the normal state, the distance in the tire axial direction between the tread ends To and Ti is determined as the tread width TW. Unless otherwise noted, the dimensions and the like of each part of the tire are values measured in a normal state.

  The “regular rim” is a rim determined 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, ETRTO Then "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 “maximum air pressure”, TRA is the table “TIRE LOAD LIMITS” The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” in the case of ETRTO. When the tire is for a passenger car, the normal internal pressure is 180 kPa.

  “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” The maximum value described in “LIMITS AT VARIOUS COLD INFLATION PRESSURES”, “LOAD CAPACITY” in the case of ETRTO. When the tire is for a passenger car, the normal load is a load corresponding to 88% of the load.

  The tread portion 2 of the present embodiment has two shoulder main grooves 3 extending continuously in the tire circumferential direction on the outer side in the tire axial direction, and continuous between the shoulder main groove 3 and the tire equator C in the tire circumferential direction. 2 center main grooves 4 extending therethrough are included. The main grooves 3 and 4 are not limited to such a configuration.

  The shoulder main groove 3 of the present embodiment includes an outer shoulder main groove 3A provided on the outer tread end To side and an inner shoulder main groove 3B provided on the inner tread end Ti side. The center main groove 4 of the present embodiment includes an outer center main groove 4A provided between the outer shoulder main groove 3A and the tire equator C, and an inner side provided between the inner shoulder main groove 3B and the tire equator C. It consists of a center main groove 4B.

  Each main groove 3 and 4 is linear along the tire circumferential direction. Such main grooves 3 and 4 increase the rigidity of land portions in the vicinity of the main grooves 3 and 4, suppress unstable behavior such as vehicle wobbling and single flow during braking, and improve steering stability performance. Moreover, since the main grooves 3 and 4 discharge | emit the snow in a groove | channel smoothly to the last arrival side of a rotation direction, snow removal performance is improved.

  The groove width W1 of each of the main grooves 3 and 4 is not particularly limited, but preferably from 2% of the tread width TW from the viewpoint of improving the snow drainage performance and the steering stability performance when traveling on a snowy road in a well-balanced manner. 9%. The groove depth (not shown) of each of the main grooves 3 and 4 is preferably 6.5 to 8.5 mm.

  In the tread portion 2 of this embodiment, a pair of shoulder land portions 5, a pair of middle land portions 6, and one center land portion 7 are formed by the main grooves 3 and 4. In this embodiment, the shoulder land portion 5 is divided between the outer shoulder land portion 5A divided between the outer shoulder main groove 3A and the outer tread end To, and the inner shoulder main groove 3B and the inner tread end Ti. The inner shoulder land portion 5B. In the present embodiment, the middle land portion 6 is formed between the outer middle land portion 6A divided between the outer shoulder main groove 3A and the outer center main groove 4A, and between the inner shoulder main groove 3B and the inner center main groove 4B. And the inner middle land portion 6B divided by The center land portion 7 is divided between the center main grooves 4A and 4B.

  FIG. 2 is an enlarged view of the outer shoulder land portion 5A of FIG. As shown in FIG. 2, the outer shoulder land portion 5A of the present embodiment is provided with a plurality of first outer shoulder sipes 8, second outer shoulder sipes 9, and outer shoulder lug grooves 10, respectively. In this specification, a sipe is defined as a narrow groove having a width of less than 2.0 mm. A groove extending in the tire axial direction such as a lug groove is defined as a wide groove-like body having a groove width of 2.0 mm or more.

  The first outer shoulder sipe 8 extends from the outer tread end To side toward the inner side in the tire axial direction and terminates in the outer shoulder land portion 5A without communicating with the outer shoulder main groove 3A. Such a 1st outer side shoulder sipe 8 is suppressing the rigidity fall of 5 A of outer side shoulder land parts, exhibiting the frictional force by an edge component.

  The first outer shoulder sipe 8 extends in an arc shape in the tire axial direction. Such a 1st outer side shoulder sipe 8 can exhibit an edge component in multiple directions, and can maintain the rigidity of 5 A of outer side shoulder land parts highly.

  The first outer shoulder sipe 8 has a tire axial direction outer end 8e that terminates in the outer shoulder land portion 5A. That is, the 1st outer side shoulder sipe 8 of this embodiment is a closed type which both ends are terminated in a land part.

  The inner end 8i in the tire axial direction of the first outer shoulder sipe 8 is desirably disposed at a position of 10% to 25% of the tire axial direction width La of the outer shoulder land portion 5A from the outer shoulder main groove 3A. When the tire axial direction distance L1 between the inner end 8i of the first outer shoulder sipe 8 and the outer shoulder main groove 3A is less than 10% of the tire axial direction width La of the outer shoulder land portion 5A, the outer shoulder land portion There is a possibility that the rigidity of 5A cannot be maintained high. When the tire axial distance L1 exceeds 25% of the tire axial width La, the edge component of the first outer shoulder sipe 8 may be reduced. In addition, the tire axial direction width La of the outer shoulder land portion 5A is preferably 15% to 30% of the tread width TW.

  The tire axial direction outer end 8e of the first outer shoulder sipe 8 is desirably disposed at a position of 40% to 60% of the tire axial direction width La of the outer shoulder land portion 5A from the outer shoulder main groove 3A. That is, when the tire axial distance L2 from the outer shoulder main groove 3A to the outer end 8e of the first outer shoulder sipe 8 is less than 40% of the width La of the outer shoulder land portion 5A, or the distance L2 is a width. May exceed 60% of La. In this case, since the outer end 8e of the first outer shoulder sipe 8 is disposed at a position away from the central portion in the tire axial direction of the outer shoulder land portion 5A having relatively high rigidity, the rigidity reduction in the vicinity of the outer end 8e is reduced. There is a possibility that it cannot be suppressed.

  The second outer shoulder sipe 9 is spaced further outward in the tire axial direction than the outer end 8 e in the tire axial direction of the first outer shoulder sipe 8. Thereby, since the 1st outer side shoulder sipe 8 and the 2nd outer side shoulder sipe 9 have a big edge component of a tire axial direction, an ice-snow road performance is improved further.

  In the present embodiment, the second outer shoulder sipe 9 is provided on a virtual extension line 8k obtained by extending the first outer shoulder sipe 8 to the outer tread end To side. As a result, a single virtual sipe extending smoothly can be obtained with the first outer shoulder sipe 8 and the second outer shoulder sipe 9, so that a large frictional force can be exerted on the icy and snowy roads. improves. In the present embodiment, the virtual extension line 8 k extends in the second outer shoulder sipe 9. The “provided on the virtual extension” means that the second outer shoulder sipe 9 has a length 30 in the tire axial direction on the virtual extension line 8k obtained by smoothly extending the center line 8c of the first outer shoulder sipe 8. % Or more is formed.

  The virtual extension line 8k of the first outer shoulder sipe 8 forms a smooth arc in this embodiment. Thereby, both the shoulder sipes 8 and 9 exhibit a large frictional force in many directions, and improve the snowy and snowy road performance.

  Between the outer end 8e in the tire axial direction of the first outer shoulder sipe 8 and the inner end 9i in the tire axial direction of the second outer shoulder sipe 9, there is an interrupted portion 12 where no sipe is formed. When the distance L3 in the tire axial direction of the discontinuous portion 12 is large, the first outer shoulder sipe 8 and the second outer shoulder sipe 9 cannot cooperate, and the effect of improving the frictional force is greatly reduced. When the distance L3 of the discontinuous portion 12 is small, the rigidity of the outer shoulder land portion 5A may be greatly reduced. For this reason, the distance L3 of the discontinuous portion 12 is preferably 5% to 15% of the tire axial direction width La of the outer shoulder land portion 5A.

  In the present embodiment, the second outer shoulder sipe 9 extends to the outer tread end To. Thereby, the outstanding frictional force with respect to an icy and snowy road is exhibited.

  The depth (not shown) of the first outer shoulder sipe 8 and the second outer shoulder sipe 9 is preferably 40% to 80% of the groove depth of the outer shoulder main groove 3A.

  In the present embodiment, the outer shoulder lug groove 10 extends from the outer tread end To side toward the inner side in the tire axial direction and terminates in the outer shoulder land portion 5A without communicating with the outer shoulder main groove 3A. Such an outer shoulder lug groove 10 suppresses a decrease in rigidity of the outer shoulder land portion 5A while exerting a snow column shearing force, thereby improving the snow and snow road performance and the steering stability performance in a well-balanced manner.

  In the present embodiment, the outer shoulder lug groove 10 extends outward in the tire axial direction from the outer tread end To. Thereby, since the snow in the outer side shoulder lug groove 10 can be discharged | emitted from the outer side tread end To to an outer side, snowy road performance improves.

  The groove width W2 of the outer shoulder lug groove 10 is preferably 10% to 15% of one pitch P1 of the outer shoulder lug groove 10. When the groove width W2 of the outer shoulder lug groove 10 is large, the rigidity of the outer shoulder land portion 5A may be greatly reduced. When the groove width W2 of the outer shoulder lug groove 10 is small, the snow column shear force becomes small, and the traction on the snow road may be reduced.

  The outer shoulder land portion 5A is not provided with a groove or sipe communicating with the outer shoulder main groove 3A. That is, for example, a sipe or groove that connects the outer shoulder lug groove 10 and the outer shoulder main groove 3A, and a sipe or groove that connects the first outer shoulder sipe 8 and the outer shoulder main groove 3A are not provided. Thereby, since the rigidity of the outer shoulder land portion 5A is ensured to be high, a high frictional force can be obtained even at the time of turning where a large lateral force acts, so that excellent steering stability performance is maintained.

  In order to effectively exhibit the above-described action, the distance L4 in the tire axial direction between the inner end 10i of the outer shoulder lug groove 10 in the tire axial direction and the outer shoulder main groove 3A is preferably the outer shoulder land portion 5A. It is 10% to 25% of the tire axial direction width La.

  The outer shoulder sipes 8, 9 and the outer shoulder lug groove 10 are inclined in the same direction. Thereby, the rigidity of 5 A of outer side shoulder land parts is ensured highly. In the present embodiment, the angle α1 of the outer shoulder sipes 8, 9 and the outer shoulder lug groove 10 with respect to the tire axial direction gradually decreases toward the outer tread end To. Thereby, since the pattern rigidity of the outer side in the tire axial direction of the outer shoulder land portion 5A to which a relatively large lateral force acts can be increased during turning, good icy and snowy road performance can be obtained. From such a viewpoint, the angle α1 of each of the outer shoulder sipes 8, 9 and the outer shoulder lug groove 10 is preferably 30 degrees or less.

  The outer shoulder land portion 5A is provided with an outer shoulder chamfered portion 11 inclined inward in the tire radial direction toward the outer shoulder main groove 3A. Such an outer shoulder chamfered portion 11 maintains the rigidity of the outer shoulder land portion 5A high and exerts a snow column shearing force.

  The outer shoulder chamfered portion 11 is displaced from the outer shoulder lug groove 10 in the tire circumferential direction. Thereby, the fall of the tire axial direction rigidity of 5 A of outer side shoulder land parts to which a big lateral force acts can be suppressed.

  The length Le of the outer shoulder chamfered portion 11 in the tire axial direction is, for example, 1 to 4 mm. The maximum depth (not shown) of the outer shoulder chamfered portion 11 is preferably 15% to 80% of the groove depth of the outer shoulder main groove 3A.

  FIG. 3 is an enlarged view of the inner shoulder land portion 5B. As shown in FIG. 3, the inner shoulder land portion 5 </ b> B is provided with a plurality of first inner shoulder sipes 15, second inner shoulder sipes 16, inner shoulder lug grooves 17, and joint sipes 18.

  The first inner shoulder sipe 15 extends from the inner tread end Ti side toward the inner side in the tire axial direction and communicates with the inner shoulder main groove 3B. Such a first inner shoulder sipe 15 has an edge component in the tire axial direction and can discharge water and ice in the sipe to the inner shoulder main groove 3B.

  The first inner shoulder sipe 15 is a semi-open type that extends in an arc shape in the tire axial direction, and the outer end 15e in the tire axial direction terminates in the inner shoulder land portion 5B.

  The outer end 15e of the first inner shoulder sipe 15 is preferably disposed at a position of 40% to 60% of the tire axial direction width Lb of the inner shoulder land portion 5B from the inner shoulder main groove 3B. That is, when the tire axial distance L5 from the inner shoulder main groove 3B to the outer end 15e of the first inner shoulder sipe 15 is less than 40% of the width Lb of the inner shoulder land portion 5B, or the distance L5 is a width. It may exceed 60% of Lb. In this case, since the outer end 15e of the first inner shoulder sipe 15 is disposed at a position away from the central portion in the tire axial direction of the inner shoulder land portion 5B having relatively high rigidity, the rigidity reduction in the vicinity of the outer end 15e is reduced. There is a possibility that it cannot be suppressed. The tire shoulder direction width Lb of the inner shoulder land portion 5B is preferably 15% to 30% of the tread width TW. Further, the tire axial direction width Lb of the inner shoulder land portion 5B is preferably the same as the tire axial direction width La of the outer shoulder land portion 5A.

  The second inner shoulder sipe 16 is spaced further outward in the tire axial direction than the outer end 15e in the tire axial direction of the first inner shoulder sipe 15. In the present embodiment, the second inner shoulder sipe 16 extends to the inner tread end Ti. Thereby, the outstanding frictional force with respect to an icy and snowy road is exhibited.

  In the present embodiment, the second inner shoulder sipe 16 is provided on a virtual extension line 15k obtained by extending the first inner shoulder sipe 15 toward the inner tread end Ti. As a result, since one virtual sipe extending smoothly can be obtained by the first inner shoulder sipe 15 and the second inner shoulder sipe 16, a large frictional force can be exerted on the icy snow road. improves. The phrase “provided on the virtual extension” means that the second inner shoulder sipe 16 has a length 30 in the tire axial direction on the virtual extension line 15k obtained by smoothly extending the center line 15c of the first inner shoulder sipe 15. % Or more is formed. In the present embodiment, the virtual extension line 15 k extends in the second inner shoulder sipe 16.

  In the present embodiment, the first inner shoulder sipe 15 and the second inner shoulder sipe 16 form a smooth arc. Thereby, each inner side shoulder sipe 15 and 16 exhibits a big friction force in many directions, and improves snowy and snowy road performance.

  Between the tire axial direction outer end 15e of the 1st inner side shoulder sipe 15 and the tire axial direction inner end 16i of the 2nd inner side shoulder sipe 16, the discontinuous part 20 in which the sipe is not formed is provided. From the viewpoint of exerting the same effect as that of the discontinuous portion 12 provided in the outer shoulder land portion 5A, the tire axial direction distance L6 of the discontinuous portion 20 is preferably 5% to the tire axial direction width Lb of the inner shoulder land portion 5B. 14%.

  The depth (not shown) of the first inner shoulder sipe 15 and the second inner shoulder sipe 16 is preferably 40% to 80% of the groove depth of the inner shoulder main groove 3B.

  In the present embodiment, the inner shoulder lug groove 17 extends from the inner tread end Ti side toward the inner side in the tire axial direction and terminates in the inner shoulder land portion 5B without communicating with the inner shoulder main groove 3B.

  In the present embodiment, the inner shoulder lug groove 17 extends outward in the tire axial direction from the inner tread end Ti. Thereby, since the snow in the inner side shoulder lug groove 17 can be discharged | emitted from the inner side tread end Ti to an outer side, snowy road performance improves.

  The groove width W3 of the inner shoulder lug groove 17 is preferably 60% to 80% of one pitch P2 of the inner shoulder lug groove 17. When the groove width W3 of the inner shoulder lug groove 17 is large, the rigidity of the inner shoulder land portion 5B may be greatly reduced. When the groove width W3 of the inner shoulder lug groove 17 is small, the snow column shear force becomes small, and the traction on the snow road may be reduced.

  The length L7 of the inner shoulder lug groove 17 in the tire axial direction is preferably 70% to 90% of the width Lb of the inner shoulder land portion 5B. Thereby, the above-mentioned operation can be exhibited more effectively.

  The joint sipes 18 connect between the inner end 17i in the tire axial direction of the inner shoulder lug groove 17 and the inner shoulder main groove 3B. Such a sipe 18 can grip more snow by opening and closing the inner shoulder lug groove 17 at the time of grounding.

  Thus, in the present embodiment, the outer shoulder land portion 5A does not have a sipe or groove communicating with the outer shoulder main groove 3A, and the inner shoulder land portion 5B has a sipe communicating with the inner shoulder main groove 3B. Is provided. As a result, the rigidity of the inner shoulder land portion 5B is smaller than that of the outer shoulder land portion 5B where a large lateral force acts, and the lateral force during turning that acts on the outer shoulder land portion 5A and the inner shoulder land portion 5B. It becomes the size of each rigidity suitable for. For this reason, steering stability performance improves.

  The joint sipes 18 are smoothly connected to the inner shoulder lug grooves 17. Thereby, the rigidity of the inner side shoulder land part 5B is ensured highly. In the present embodiment, the sipe edge 18a on one side of the joint sipe 18 and the groove edge 17a on one side of the inner shoulder lug groove 17 are smoothly connected.

  The depth of the joint sipe 18 is preferably 25% to 80% of the groove depth of the inner shoulder main groove 3B. The groove depth (not shown) of the inner shoulder lug groove 17 is preferably 50% to 80% of the groove depth of the inner shoulder main groove 3B.

  The inner shoulder land portion 5B includes an inner shoulder land portion piece 21 that is divided between the joint sipe 18 and the first inner shoulder sipe 15 adjacent thereto. On the inner shoulder main groove 3B side of the inner shoulder land portion piece 21, an inner shoulder chamfered portion 19 that is inclined inward in the tire radial direction toward the inner shoulder main groove 3B is provided. Such an inner shoulder chamfered portion 19 maintains high rigidity of the inner shoulder land portion piece 21 in the vicinity of the inner end 17i of the inner shoulder lug groove 17 whose rigidity tends to be small, and ensures excellent steering stability performance.

  The inner shoulder chamfered portion 19 is provided across the tire circumferential direction of the inner shoulder land portion 21. Thereby, the above-mentioned operation is effectively exhibited.

  The length Lf in the tire axial direction of the inner shoulder chamfered portion 19 is, for example, 1 to 4 mm. When the length Lf of the inner shoulder chamfered portion 19 is large, the ground contact area of the inner shoulder land portion 5B becomes small, and the steering stability performance may be deteriorated. When the length Lf of the inner shoulder chamfered portion 19 is small, there is a possibility that a decrease in rigidity of the inner shoulder land portion piece 21 cannot be suppressed. The maximum depth (not shown) of the inner shoulder chamfered portion 19 is preferably 15% to 80% of the groove depth of the inner shoulder main groove 3B.

  Each inner shoulder sipe 15, 16, joint sipe 18 and inner shoulder lug groove 17 are inclined in the same direction. In the present embodiment, the angle α2 with respect to the tire axial direction of each of the inner shoulder sipes 15, 16, the joint sipes 18, and the inner shoulder lug groove 17 is gradually reduced toward the inner tread end Ti side. The angle α2 of each of the inner shoulder sipes 15 and 16, the joint sipes 18 and the inner shoulder lug grooves 17 is preferably 30 degrees or less.

  FIG. 4 is an enlarged view of the outer middle land portion 6A of FIG. As shown in FIG. 4, the outer middle land portion 6A includes a first outer middle lug groove 24, a second outer middle lug groove 25, a first outer middle sipe 26, a second outer middle sipe 27, and a third outer middle sipe 28 in the tire circumferential direction. A plurality are provided.

  The first outer middle lug groove 24 terminates at the outer middle land portion 6A extending from the outer shoulder main groove 3A toward the outer center main groove 4A. The second outer middle lug groove 25 terminates at the outer middle land portion 6A extending from the outer center main groove 4A toward the outer shoulder main groove 3A. The first outer middle lug grooves 24 and the second outer middle lug grooves 25 are alternately provided in the tire circumferential direction. As a result, a large snow column shear force can be exhibited, and the rigidity of the outer middle land portion 6A can be ensured in a well-balanced manner in the tire axial direction to maintain steering stability performance.

  The first outer middle lug groove 24 includes an outer first portion 24A extending from the outer shoulder main groove 3A, and an outer second portion 24B communicating with the outer first portion 24A and having a groove width smaller than that of the outer first portion 24A. It is out. The second outer middle lug groove 25 includes an outer third portion 25A extending from the outer center main groove 4A, and an outer fourth portion 25B communicating with the outer third portion 25A and having a groove width smaller than that of the outer third portion 25A. It is out. Thereby, the snow in each outer middle lug groove 24, 25 is smoothly discharged into the outer shoulder main groove 3A or the outer center main groove 4A.

  The outer first portion 24A to the outer fourth portion 25B of the present embodiment are formed of equal width portions having the same groove width. Such outer middle lug grooves 24 and 25 can maintain high rigidity of the outer middle land portion 6A.

  In the first outer middle lug groove 24 of the present embodiment, the groove edge 30a on one side of the first outer portion 24A and the groove edge 30b on one side of the second outer portion 24B form one smooth groove edge. Yes. Further, in the second outer middle lug groove 25, the groove edge 31a on one side of the outer third portion 25A and the groove edge 31b on one side of the outer fourth portion 25B form one smooth groove edge. Thereby, the rigidity of the middle land part 6 is ensured higher.

  The length L9a of the outer first portion 24A in the tire axial direction is preferably 35% to 50% of the length L9b of the first outer middle lug groove 24 in the tire axial direction. When the length L9a of the outer first portion 24A is less than 35% of the length L9b of the first outer middle lug groove 24, the groove volume of the outer first portion 24A is reduced, and the snow column shear force may be reduced. is there. When the length L9a of the outer first portion 24A exceeds 50% of the length L9b of the first outer middle lug groove 24, the rigidity of the outer middle land portion 6A may be greatly reduced. From such a viewpoint, the length L10a of the outer third portion 25A in the tire axial direction is preferably 35% to 50% of the length L10b of the second outer middle lug groove 25 in the tire axial direction.

  The groove width W4b of the outer second portion 24B is desirably 50% to 75% of the groove width W4a of the outer first portion 24A. Thereby, the snow in the first outer middle lug groove 24 can be smoothly removed to the outer shoulder main groove 3A without excessively reducing the rigidity of the outer middle land portion 6A. From the same viewpoint, it is desirable that the groove width W5b of the outer fourth portion 25B is 50% to 75% of the groove width W5a of the outer third portion 25A. The groove width W4a of the outer first portion 24A and the groove width W5a of the outer third portion 25A are preferably 35% to 55% of the groove width W1 of the outer shoulder main groove 3A.

  The outer middle land portion 6A is provided with an overlapping portion K1 where the first outer middle lug groove 24 and the second outer middle lug groove 25 overlap in the tire axial direction. As a result, the rigidity of the central portion in the tire axial direction of the outer middle land portion 6A is reduced in a well-balanced manner, and this portion can be easily deformed to effectively discharge the snow in the outer middle lug grooves 24, 25. Can do.

  From such a viewpoint, the lengths L9b and L10b of the first outer middle lug groove 24 and the second outer middle lug groove 25 are preferably 55% to 90% of the tire axial direction width Lc of the outer middle land portion 6A.

  The first outer middle sipe 26 connects between the outer center main groove 4A and the outer shoulder main groove 3A. One or more first outer middle sipes 26 are provided between the first outer middle lug groove 24 and the second outer middle lug groove 25, in the present embodiment, one.

  The second outer middle sipe 27 connects the tire axial direction inner end 24i of the first outer middle lug groove 24 and the outer center main groove 4A. Thereby, the 1st outer side middle lug groove | channel 24 can be opened and closed largely, and in order to ensure snow effectively, a snow column shear force is raised.

  The second outer middle sipe 27 is smoothly connected to the first outer middle lug groove 24. Thereby, the rigidity of 6 A of outer side middle land parts is ensured highly. In the present embodiment, the sipe edge 27a on one side of the second outer middle sipe 27 and the groove edge 30b on one side of the outer second portion 24B of the first outer middle lug groove 24 are smoothly connected.

  The third outer middle sipe 28 joins the tire axial direction outer end 25e of the second outer middle lug groove 25 and the outer shoulder main groove 3A. Thereby, the 2nd outer side middle lug groove | channel 25 can be opened and closed largely, and in order to ensure snow effectively, a snow column shear force is raised.

  The third outer middle sipe 28 is smoothly connected to the second outer middle lug groove 25. Thereby, the rigidity of 6 A of outer middle land parts is ensured highly. In this embodiment, the sipe edge 28a on one side of the third outer middle sipe 28 and the groove edge 31b on one side of the outer fourth portion 25B of the second outer middle lug groove 25 are smoothly connected.

  The outer middle lug grooves 24 and 25 and the outer middle sipes 26 to 28 are inclined in the same direction. Thereby, the rigidity of 6 A of outer side middle land parts is ensured highly. In the present embodiment, the angle α3 of the outer middle lug grooves 24, 25 and the outer middle sipes 26 to 28 with respect to the tire axial direction is gradually reduced toward the outer tread end To side. Thereby, since the pattern rigidity of the outer side in the tire axial direction of the outer middle land portion 6A to which a relatively large lateral force acts can be increased during turning, good icy and snowy road performance can be obtained.

  Compared with the shoulder land portion 5, the middle land portion 6 is subjected to a larger ground pressure when traveling straight ahead. For this reason, the angles α3 of the outer middle lug grooves 24 and 25 and the outer middle sipes 26 to 28 provided in the outer middle land portion 6A are the angles α1 of the sipes and lug grooves provided in the shoulder land portions 5A and 5B, It is desirable to be larger than α2. The angle α3 of each of the outer middle lug grooves 24 and 25 and each of the outer middle sipes 26 to 28 is preferably 30 to 45 degrees.

  The depth (not shown) of each of the outer middle sipes 26 to 28 is preferably 25% to 80% of the groove depth of the outer shoulder main groove 3A. The groove depth (not shown) of the outer middle lug grooves 24 and 25 is preferably 50% to 80% of the groove depth of the outer shoulder main groove 3A.

  The outer middle land portion 6A is provided with an outer middle chamfered portion 32 that is inclined inward in the tire radial direction toward the outer main grooves 3A and 4A. The outer middle chamfered portion 32 includes a first outer middle chamfered portion 32A inclined inward in the tire radial direction toward the outer shoulder main groove 3A, and a second inclined inward in the tire radial direction toward the outer center main groove 4A. And an outer middle chamfer 32B. As a result, the rigidity of the outer middle land portion 6A is balanced on both sides in the tire axial direction, so that the icy and snowy road performance and the steering stability performance are maintained at a higher level.

  The first outer middle chamfered portion 32 </ b> A of the present embodiment communicates only with the outer first portion 24 </ b> A of the first outer middle lug groove 24. When the first outer middle chamfered portion 32A extends to the outer second portion 24B, the ground contact area of the outer middle land portion 6A is greatly reduced, and the steering stability performance may be deteriorated. From such a viewpoint, the length L11a in the tire axial direction of the first outer middle chamfered portion 32A is preferably 1 to 4 mm. The maximum depth (not shown) of the first outer middle chamfered portion 32A is preferably 15% to 80% of the groove depth of the outer shoulder main groove 3A.

  From the same viewpoint, it is desirable that the second outer middle chamfered portion 32B communicates only with the outer third portion 25A of the second outer middle lug groove 25. The length L11b in the tire axial direction of the second outer middle chamfered portion 32B is preferably 1 to 4 mm. The maximum depth (not shown) of the second outer middle chamfered portion 32B is preferably 15% to 80% of the groove depth of the outer center main groove 4A.

  As shown in FIG. 1, the inner middle land portion 6B has a point-symmetric pattern with the outer middle land portion 6A around an arbitrary point on the tire equator C in the present embodiment. That is, the inner middle land portion 6B is provided with a plurality of first inner middle lug grooves 36, second inner middle lug grooves 37, first inner middle sipes 38, second inner middle sipes 39, and third inner middle sipes 40 in the tire circumferential direction. ing. The first inner middle lug groove 36 has the same shape as the first outer middle lug groove 24. The second inner middle lug groove 37 has the same shape as the second outer middle lug groove 25. The first inner middle sipe 38 has the same shape as the first outer middle sipe 26. The second inner middle sipe 39 has the same shape as the second outer middle sipe 27. The third inner middle sipe 40 has the same shape as the third outer middle sipe 28. The inner middle land portion 6B is not limited to such a pattern.

  The first inner middle lug groove 36 terminates at the inner middle land portion 6B extending from the inner shoulder main groove 3B toward the inner center main groove 4B. The second inner middle lug groove 37 terminates at the inner middle land portion 6B extending from the inner center main groove 4B toward the inner shoulder main groove 3B. The first inner middle lug grooves 36 and the second inner middle lug grooves 37 are alternately provided in the tire circumferential direction. As a result, a large snow column shear force is exhibited, and the rigidity of the inner middle land portion 6B can be secured in a well-balanced manner in the tire axial direction, thereby maintaining steering stability performance.

  The first inner middle lug groove 36 includes an inner first portion 36A extending from the inner shoulder main groove 3B, an inner second portion 36B communicating with the inner first portion 36A and having a groove width smaller than the inner first portion 36A. have. The second inner middle lug groove 37 has an inner third portion 37A extending from the inner center main groove 4B, and an inner fourth portion 37B communicating with the inner third portion 37A and having a groove width smaller than that of the inner third portion 37A. doing. Thereby, the snow in each inner middle lug groove 36, 37 is smoothly discharged into the inner shoulder main groove 3B or the inner center main groove 4B.

  The inner middle land portion 6B is provided with an overlapping portion K2 where the first inner middle lug groove 36 and the second inner middle lug groove 37 overlap in the tire axial direction. As a result, the rigidity of the central portion in the tire axial direction of the inner middle land portion 6B is reduced in a well-balanced manner, the deformation of this portion is facilitated, and the snow in each inner middle lug groove 36, 37 is effectively discharged. Can do.

  The inner middle land portion 6B is provided with an inner middle chamfered portion 41 that is inclined inward in the tire radial direction toward the inner main grooves 3B and 4B. The inner middle chamfered portion 41 includes a first inner middle chamfered portion 41A inclined inward in the tire radial direction toward the inner shoulder main groove 3B, and a second inclined inward in the tire radial direction toward the inner center main groove 4B. And an inner middle chamfer 41B. Thereby, since the rigidity of the inner middle land portion 6B is balanced on both sides in the tire axial direction, the ice / snow road performance and the steering stability performance are further maintained.

  Thus, in the present embodiment, the shoulder land 5A, 5B in which a large lateral force acts as compared with the middle land portion 6 during the turning travel, changes the length and number of sipes, thereby changing the shoulder land. A difference in rigidity is provided between the portions 5A and 5B to improve the steering stability performance. In addition, by making the sipe, lug groove, and chamfered portion provided in each middle land portion 6A, 6B the same shape, the size of the edge component is the same in the land portions 6A, 6B on the vehicle inner side and the outer side, Greatly improve performance.

  FIG. 5 is an enlarged view of the center land portion 7 of FIG. As shown in FIG. 5, the center land portion 7 is provided with a plurality of center lug grooves 45, first center sipes 46, and second center sipes 47 in the tire circumferential direction.

  The center lug groove 45 includes a first center lug groove 45A and a second center lug groove 45B. The first center lug groove 45A has a first end 48a located in the outer center main groove 4A and a second end 49a terminating in the center land portion 7. The second center lug groove 45B has a first end 48b located in the inner center main groove 4B and a second end 49b terminating in the center land portion 7. The first center lug grooves 45A and the second center lug grooves 45B are alternately provided in the tire circumferential direction. As a result, a large snow column shear force is exhibited, and the rigidity of the center land portion 7 is ensured in a well-balanced manner in the tire axial direction, so that the steering stability performance can be maintained.

  The center lug groove 45 of the present embodiment includes a wide portion 50 and a narrow portion 51 having a groove width smaller than that of the wide portion 50. The wide portion 50 has a first end 48 of the center lug groove 45 and extends from one center main groove 4 toward the other center main groove 4. The narrow part 51 is connected to the wide part 50 via the step part 54 and has a second end 49 of the center lug groove 45. The wide portion 50 and the narrow portion 51 of the present embodiment have equal width portions having the same groove width. Since such a center lug groove 45 has a large edge component, it increases the frictional force with the ice road surface.

  In the present embodiment, the groove edge 50a on one side of the wide portion 50 and the groove edge 51a on one side of the narrow portion 51 form one smooth groove edge. Thereby, the rigidity of the center land part 7 is ensured higher.

  The first center sipe 46 continues the outer center main groove 4A and the inner center main groove 4B. One or more first center sipes 46 are provided between the first center lug groove 45A and the second center lug groove 45B, in the present embodiment, one.

  The second center sipe 47 is connected to the first center lug groove 45A and the inner center main groove 4B on one side, the second center sipe 47a, the second center lug groove 45B and the outer center main groove 4A. And the second center sipe 47b on the other side. Thereby, the center lug groove 45 can be greatly opened and closed, and in order to ensure snow effectively, the snow column shear force is increased.

  The center lug groove 45, the first center sipe 46, and the second center sipe 47 are inclined in the same direction. In the present embodiment, the angle α4 with respect to the tire axial direction of the center lug groove 45, the first center sipe 46, and the second center sipe 47 is the same. Thereby, the rigidity of the center land part 7 is ensured highly.

  As shown in FIG. 1, lug grooves 45 and sipes 46, 47 arranged in the center land portion 7 and lug grooves 24, 25, 36, 37 and sipes 26 to 28, 38 to 38 arranged in the middle land portion 6. 40 is inclined in the opposite direction. As a result, the lateral force acting on each lug groove and sipe is canceled out, so that the straight running stability performance on icy and snowy roads and dry roads is improved. From the viewpoint of effectively exhibiting the above action, the angle α4 of each of the center sipes 46 and 47 and the center lug groove 45 arranged in the center land portion 7 is preferably 35 to 50 degrees.

  The depth (not shown) of the first center sipe 46 and the second center sipe 47 is preferably 25% to 80% of the groove depth of the outer center main groove 4A. The groove depth (not shown) of the center lug groove 45 is preferably 50% to 80% of the groove depth of the outer center main groove 4A.

  As shown in FIG. 5, the center land portion 7 is provided with a center chamfered portion 53 that is inclined inward in the tire radial direction and is sandwiched between the center lug groove 45 and one of the center main grooves 4A, 4B. Yes. Such a center chamfered portion 53 maintains high rigidity of the center land portion 7 in the vicinity of the first end 48 where rigidity tends to be small, and ensures excellent steering stability performance.

  The center chamfered portion 53 includes a first center chamfered portion 53A adjacent to the first center lug groove 45A and a second center chamfered portion 53B adjacent to the second center lug groove 45B. As a result, the rigidity of the center land portion 7 is balanced on both sides in the tire axial direction, so that the ice / snow road performance and the steering stability performance are maintained high.

  In the present embodiment, the center chamfered portion 53 communicates only with the wide portion 50 of the center lug groove 45. When the center chamfered portion 53 extends to the narrow portion 51, the ground contact area of the center land portion 7 is greatly reduced, and the steering stability performance may be deteriorated.

  As mentioned above, although embodiment of this invention was explained in full detail, it cannot be overemphasized that this invention is not limited to illustrated embodiment, and can be deform | transformed and implemented in a various aspect.

A pneumatic tire of size 215 / 60R16 having the basic pattern shown in FIG. 1 was prototyped based on the specifications shown in Table 1, and the icy / snow road performance and steering stability performance of each sample tire were tested. The common specifications and test methods for each sample tire are as follows.
Tread width TW: 166mm
Outer shoulder land width in the tire axial direction La / TW: 22%
Inner shoulder land tire axial width Lb / TW: 22%
Inner shoulder lug groove length L7 / Lb: 83%
Inner shoulder lug groove width / P2: 10%
The second outer middle lug groove, the first inner middle lug groove, and the first inner middle lug groove have the same shape and size as the first outer middle lug groove.
The outer middle land and the inner middle land have the same tire axial width.

<Ice / snow road performance / steering stability performance>
Each sample tire was mounted on all wheels of a 1400cc front-wheel drive passenger car under the following conditions, and the test driver ran the vehicle on a test course on an icy and snowy road surface and a test course on a dry asphalt road surface. At this time, the driving characteristics regarding the steering response, rigidity, braking feeling, grip and the like were evaluated by the test driver's sensuality. The results are displayed with a score of Comparative Example 1 as 100. The larger the value, the better.
Rim (all wheels): 16 × 6J
Internal pressure (all wheels): 210kPa
The test results are shown in Table 1.

  As a result of the test, it can be confirmed that the steering stability performance of the tire of the example is greatly improved while the deterioration of the snowy and snowy road performance is suppressed as compared with the tire of the comparative example. In addition, the same test was performed by changing the width of the shoulder land portion in the tire axial direction and the tire size, and the same tendency as the test result was shown.

1 tire 2 tread portion 3A outer shoulder main groove 3B inner shoulder main groove 5A outer shoulder land portion 5B inner shoulder land portion 8 first outer shoulder sipe 10 outer shoulder lug groove 15 first inner shoulder sipe 17 inner shoulder lug groove 17e inner shoulder Inner end 18 in the tire axial direction of the lug groove

Claims (13)

A tire having a tread portion having an outer tread end positioned on the vehicle outer side when the vehicle is mounted and an inner tread end positioned on the vehicle inner side when the vehicle is mounted, by specifying a direction of mounting on the vehicle,
The tread portion is provided with an outer shoulder main groove extending continuously on the outermost tread end side in the tire circumferential direction and an inner shoulder main groove extending continuously on the inner tread end side in the tire circumferential direction. By
An outer shoulder land portion divided between the outer shoulder main groove and the outer tread end; and an inner shoulder land portion divided between the inner shoulder main groove and the inner tread end;
The outer shoulder land portion includes a first outer shoulder sipe extending from the outer tread end toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove, and the outer tread. An outer shoulder lug groove extending from the end side toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove;
The inner shoulder land portion extends from the inner tread end side toward the tire axial direction inner side and communicates with the inner shoulder main groove, and extends from the inner tread end side toward the tire axial direction inner side. And an inner shoulder lug groove that terminates in the inner shoulder land portion without communicating with the inner shoulder main groove, and a joint sipe that connects the inner end of the inner shoulder lug groove in the tire axial direction and the inner shoulder main groove. It is,
The tire is characterized in that the outer shoulder land portion is provided with a second outer shoulder sipe that is spaced outward in the tire axial direction from the outer end in the tire axial direction of the first outer shoulder sipe . Before Stories second outer shoulder sipes, the tire according to claim 1, wherein in said first outer shoulder sipe on a virtual extended line obtained by smoothly extending to the outer tread edge side. A tire having a tread portion having an outer tread end positioned on the vehicle outer side when the vehicle is mounted and an inner tread end positioned on the vehicle inner side when the vehicle is mounted, by specifying a direction of mounting on the vehicle,
The tread portion is provided with an outer shoulder main groove extending continuously on the outermost tread end side in the tire circumferential direction and an inner shoulder main groove extending continuously on the inner tread end side in the tire circumferential direction. By
An outer shoulder land portion divided between the outer shoulder main groove and the outer tread end; and an inner shoulder land portion divided between the inner shoulder main groove and the inner tread end;
The outer shoulder land portion includes a first outer shoulder sipe extending from the outer tread end toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove, and the outer tread. An outer shoulder lug groove extending from the end side toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove;
The inner shoulder land portion extends from the inner tread end side toward the tire axial direction inner side and communicates with the inner shoulder main groove, and extends from the inner tread end side toward the tire axial direction inner side. And an inner shoulder lug groove that terminates in the inner shoulder land portion without communicating with the inner shoulder main groove, and a joint sipe that connects the inner end of the inner shoulder lug groove in the tire axial direction and the inner shoulder main groove. And
The tire is characterized in that the inner shoulder land portion is provided with a second inner shoulder sipe that is spaced outward in the tire axial direction from the outer end in the tire axial direction of the first inner shoulder sipe. Before Stories second inner shoulder sipe tire according to claim 3 with the first inner shoulder sipe on a virtual extended line obtained by smoothly extending to the inner tread edge side. A tire having a tread portion having an outer tread end positioned on the vehicle outer side when the vehicle is mounted and an inner tread end positioned on the vehicle inner side when the vehicle is mounted, by specifying a direction of mounting on the vehicle,
The tread portion is provided with an outer shoulder main groove extending continuously on the outermost tread end side in the tire circumferential direction and an inner shoulder main groove extending continuously on the inner tread end side in the tire circumferential direction. By
An outer shoulder land portion divided between the outer shoulder main groove and the outer tread end; and an inner shoulder land portion divided between the inner shoulder main groove and the inner tread end;
The outer shoulder land portion includes a first outer shoulder sipe extending from the outer tread end toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove, and the outer tread. An outer shoulder lug groove extending from the end side toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove;
The inner shoulder land portion extends from the inner tread end side toward the tire axial direction inner side and communicates with the inner shoulder main groove, and extends from the inner tread end side toward the tire axial direction inner side. And an inner shoulder lug groove that terminates in the inner shoulder land portion without communicating with the inner shoulder main groove, and a joint sipe that connects the inner end of the inner shoulder lug groove in the tire axial direction and the inner shoulder main groove. And
An outer middle section that is divided between the outer shoulder main groove and the outer center main groove by providing an outer center main groove extending continuously in the tire circumferential direction between the outer shoulder main groove and the tire equator. The land part is established,
The outer middle land portion includes a first outer middle lug groove extending from the outer shoulder main groove toward the outer center main groove and terminating in the outer middle land portion, and from the outer center main groove to the outer shoulder main groove. And a second outer middle lug groove that terminates in the outer middle land portion. The first outer middle lug groove has an outer first portion extending from the outer shoulder main groove, and an outer second portion communicating with the outer first portion and having a groove width smaller than the outer first portion,
The second outer middle lug groove has an outer third portion extending from the outer center main groove, and an outer fourth portion communicating with the outer third portion and having a groove width smaller than the outer third portion. 5. The tire according to 5 . The tire according to claim 5 or 6, wherein the first outer middle lug groove and the second outer middle lug groove are alternately provided in a tire circumferential direction . The tire according to any one of claims 5 to 7, wherein the outer middle land portion is provided with an overlapping portion in which the first outer middle lug groove and the second outer middle lug groove overlap in the tire axial direction . A tire having a tread portion having an outer tread end positioned on the vehicle outer side when the vehicle is mounted and an inner tread end positioned on the vehicle inner side when the vehicle is mounted, by specifying a direction of mounting on the vehicle,
The tread portion is provided with an outer shoulder main groove extending continuously on the outermost tread end side in the tire circumferential direction and an inner shoulder main groove extending continuously on the inner tread end side in the tire circumferential direction. By
An outer shoulder land portion divided between the outer shoulder main groove and the outer tread end; and an inner shoulder land portion divided between the inner shoulder main groove and the inner tread end;
The outer shoulder land portion includes a first outer shoulder sipe extending from the outer tread end toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove, and the outer tread. An outer shoulder lug groove extending from the end side toward the inner side in the tire axial direction and terminating in the outer shoulder land portion without communicating with the outer shoulder main groove;
The inner shoulder land portion extends from the inner tread end side toward the tire axial direction inner side and communicates with the inner shoulder main groove, and extends from the inner tread end side toward the tire axial direction inner side. And an inner shoulder lug groove that terminates in the inner shoulder land portion without communicating with the inner shoulder main groove, and a joint sipe that connects the inner end of the inner shoulder lug groove in the tire axial direction and the inner shoulder main groove. And
An inner middle section that is divided between the inner shoulder main groove and the inner center main groove by providing an inner center main groove extending continuously in the tire circumferential direction between the inner shoulder main groove and the tire equator. The land part is established,
The inner middle land portion includes a first inner middle lug groove extending from the inner shoulder main groove toward the inner center main groove and terminating in the inner middle land portion, and the inner center main groove to the inner shoulder main groove. A tire characterized by having a second inner middle lug groove extending in the inner middle land portion. The first inner middle lug groove has an inner first part extending from the inner shoulder main groove, and an inner second part communicating with the inner first part and having a groove width smaller than the inner first part,
The second inner middle lug groove has an inner third portion extending from the inner center main groove, and an inner fourth portion communicating with the inner third portion and having a groove width smaller than the inner third portion. 9. The tire according to 9 . The tire according to claim 9 or 10, wherein the first inner middle lug groove and the second inner middle lug groove are alternately provided in a tire circumferential direction . The tire according to any one of claims 9 to 11, wherein the inner middle land portion is provided with an overlapping portion in which the first inner middle lug groove and the second inner middle lug groove overlap in a tire axial direction . An outer middle section that is divided between the outer shoulder main groove and the outer center main groove by providing an outer center main groove extending continuously in the tire circumferential direction between the outer shoulder main groove and the tire equator. The land part is established,
The outer middle land portion includes a first outer middle chamfered portion inclined inward in the tire radial direction toward the outer shoulder main groove, and a second inclined inward in the tire radial direction toward the outer center main groove. An outer middle chamfer,
The inner middle land portion includes a first inner middle chamfered portion inclined inward in the tire radial direction toward the inner shoulder main groove, and a second inclined inward in the tire radial direction toward the inner center main groove. The tire according to any one of claims 9 to 12, further comprising an inner middle chamfered portion .

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