JP7464171B2 - tire - Google Patents

Description

The present invention relates to a tire with a tread portion that has excellent performance on snow.

Conventionally, tires with tread portions suitable for running on snowy road surfaces are known. For example, the following Patent Document 1 proposes a pneumatic tire with a tread portion divided into blocks by a number of main grooves that extend continuously in a zigzag pattern in the tire circumferential direction and a number of lateral grooves that connect the main grooves. The tire of Patent Document 1 exerts great traction when running on snowy road surfaces and has excellent performance on snow.

JP 2017-128268 A

The main objective of the present invention is to provide a tire that can achieve both good performance on snow and good performance on wet surfaces.

The present invention is a tire having a tread portion, in which a crown land portion divided by a pair of circumferential grooves extending in the tire circumferential direction and a shoulder land portion divided by the circumferential grooves and a tread edge are formed, the crown land portion is provided with a plurality of crown grooves extending from the pair of circumferential grooves to the inside of the crown land portion, the crown grooves include an outer end portion opening into the circumferential groove and an inner end portion communicating with the adjacent crown groove in the tire circumferential direction, the shoulder land portion is provided with a shoulder lateral groove extending from the circumferential groove to the tread edge, and the shoulder lateral groove includes a shoulder end portion communicating with the circumferential groove at a position at least partially overlapping the outer end portion in the tire circumferential direction.

In the tire of the present invention, it is preferable that the crown groove includes a first axial portion extending from the outer end portion in the tire axial direction.

In the tire of the present invention, it is desirable that the angle of the outer end of the crown groove with respect to the tire axial direction is 5 to 10 degrees.

In the tire of the present invention, it is desirable that the angle of the shoulder lateral groove at the shoulder end with respect to the tire axial direction is 5 to 10 degrees.

In the tire of the present invention, it is preferable that the shoulder lateral grooves are formed in a zigzag shape.

In the tire of the present invention, it is preferable that the circumferential grooves are formed in a zigzag pattern.

In the tire of the present invention, the crown land portion is provided with a plurality of crown grooves extending from a pair of circumferential grooves to the inside of the crown land portion, and the crown grooves include an outer end portion opening into the circumferential grooves and an inner end portion communicating with the crown groove adjacent in the tire circumferential direction. Such crown grooves can reduce the viscosity between the groove wall of the crown groove and the water in the crown groove, thereby improving the wet performance of the tire.

In the tire of the present invention, the shoulder land portion is provided with a shoulder lateral groove extending from the circumferential groove to the tread end, and the shoulder lateral groove includes a shoulder end portion that communicates with the circumferential groove at a position where at least a portion of the shoulder lateral groove overlaps with the outer end portion in the tire circumferential direction. Such a shoulder lateral groove smoothly continues to the crown groove via the shoulder main groove, and strong snow columns can be formed at the intersection with the circumferential groove, improving the tire's performance on snow. Therefore, the tire of the present invention can achieve both on-snow performance and wet performance.

1 is a development view showing one embodiment of a tread portion of a tire of the present invention. FIG. 4 is an enlarged view of a center portion of a crown land portion. FIG. 4 is an enlarged view of a side block of the crown land portion. FIG. FIG. 13 is an enlarged view of a circumferential groove according to another embodiment.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
Fig. 1 is a development view showing a tread portion 2 of a tire 1 of this embodiment. As shown in Fig. 1, the tire 1 of this embodiment is suitably used as a pneumatic tire having a tread portion 2 suitable for running on snowy road surfaces.

The tire 1 may be used as a pneumatic tire for running on rough surfaces such as muddy ground, in addition to snowy road surfaces. Furthermore, the tire 1 is not limited to being a pneumatic tire, and may be, for example, a non-pneumatic tire in which the inside of the tire 1 is not filled with pressurized air.

In this embodiment, the tread portion 2 is formed with a plurality of circumferential grooves 3 extending in the tire circumferential direction and a plurality of land portions 4 separated by the circumferential grooves 3. For example, one circumferential groove 3 is formed between the tire equator C and the tread end Te.

Here, in the case of a pneumatic tire, the tread end Te is the axially outermost contact point when the tire 1 in a normal state is loaded with a normal load and contacts a flat surface with a camber angle of 0°. The axial center position between these tread ends Te is the tire equator C.

"Normal condition" refers to a condition in which tire 1 is mounted on a normal rim, adjusted to the normal internal pressure, and no load is applied. Unless otherwise specified below, the dimensions of each part of tire 1 are values measured in this normal condition.

A "genuine rim" is a rim that is determined for each tire by the standard system that includes the standard on which tire 1 is based. For example, in the case of JATMA, it is called a "standard rim," in the case of TRA, it is called a "design rim," and in the case of ETRTO, it is called a "measuring rim."

"Normal internal pressure" is the air pressure set for each tire by each standard in the standard system, including the standard on which tire 1 is based. For JATMA, it is the "maximum air pressure." For TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES." For ETRTO, it is the "INFLATION PRESSURE."

"Normal load" is the load that is determined for each tire by each standard in the standard system, including the standard on which tire 1 is based. For JATMA, it is "maximum load capacity." For TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES." For ETRTO, it is "LOAD CAPACITY."

In the tread portion 2 of this embodiment, a crown land portion 4A is formed, which is divided by a pair of circumferential grooves 3, and a shoulder land portion 4B is formed, which is divided by the circumferential grooves 3 and the tread end Te. In this way, the land portion 4 of this embodiment includes the crown land portion 4A and the shoulder land portion 4B.

The circumferential grooves 3 are preferably formed in a zigzag pattern around the tire circumference. Such circumferential grooves 3 can improve drainage when driving on wet roads while maintaining traction when driving on snowy roads, allowing the tire 1 to achieve both good performance on snow and good performance on wet roads.

In this embodiment, the crown land portion 4A is provided with a plurality of crown grooves 9 extending from a pair of circumferential grooves 3 to the inside of the crown land portion 4A. Each of the plurality of crown grooves 9 includes, for example, an outer end 9a that opens into the circumferential groove 3 and an inner end 9b that communicates with the adjacent crown groove 9 in the tire circumferential direction. In this embodiment, the crown grooves 9 extend continuously in the tire circumferential direction as a whole through the plurality of crown grooves 9 without crossing the tire equator C.

The crown land portion 4A preferably includes a center portion 4a that is partitioned between the crown grooves 9 adjacent in the tire axial direction, and a plurality of side blocks 4b that are partitioned between the crown groove 9 and the circumferential groove 3. In this embodiment, one side block 4b is formed corresponding to one crown groove 9.

The crown groove 9 preferably has multiple wide regions 9A with a large groove width and multiple narrow regions 9B with a small groove width, which are alternately provided. In the crown groove 9 of this embodiment, the outer end 9a is formed as a narrow region 9B, and the inner end 9b is formed as a wide region 9A. The crown groove 9 preferably has at least one set of a wide region 9A and a narrow region 9B between the outer end 9a and the inner end 9b.

Such crown grooves 9 can reduce the viscosity between the groove walls of the crown grooves 9 and the water in the crown grooves 9, improving the wet performance of the tire 1. In addition, because the crown grooves 9 alternate between wide regions 9A and narrow regions 9B, the rigidity of the crown land portion 4A can be made uniform, improving the uneven wear resistance of the tire 1.

At least one of the wide regions 9A is desirably formed as a transition region in which the groove width changes within the wide region 9A. At least one of the narrow regions 9B is desirably formed as a transition region in which the groove width changes within the narrow region 9B. The wide region 9A and the narrow region 9B may each include, for example, a constant region in which the groove width does not change within the respective ranges. The outer end 9a of this embodiment is formed as a constant region. On the other hand, the inner end 9b is desirably formed as a transition region.

Here, the boundary between the wide region 9A and the narrow region 9B is a portion where at least one of the groove walls of the crown groove 9 changes suddenly. Also, when the wide region 9A and the narrow region 9B are both formed as change regions, the boundary may be an intermediate portion between the wide region 9A and the narrow region 9B where the boundary changes gradually. Such wide region 9A and narrow region 9B can further reduce the viscosity of the groove wall and water, and can further improve the wet performance of the tire 1.

Figure 2 is an enlarged view of the center portion 4a of the crown land portion 4A. As shown in Figure 2, the crown groove 9 is preferably formed in a zigzag shape with multiple bends 9c. The crown groove 9 includes, for example, an arc portion 9d that extends in an arc shape between the bends 9c. Here, the shape of the crown groove 9 is determined based on the center line of the crown groove 9 in the groove width direction, and the center line of a portion where one of the groove walls changes, such as the boundary between the wide region 9A and the narrow region 9B, does not change.

Such crown grooves 9 suppress pattern noise when driving on paved roads while providing great traction when driving on snowy roads, allowing the tire 1 to achieve both good snow performance and good noise performance.

In the center portion 4a of this embodiment, a center lateral groove 5 extending between adjacent crown grooves 9 in the tire axial direction, a center sipe 6 extending between adjacent crown grooves 9 in the tire axial direction, and a center notch 7 recessed inward in the tire axial direction from the crown groove 9 are provided. Such a center portion 4a can suppress heel-and-toe wear and chipping when traveling on paved roads, while increasing the edge component when traveling on snowy roads, allowing the tire 1 to achieve both on-snow performance and uneven wear resistance.

The center portion 4a of this embodiment is divided into multiple center blocks 4c by multiple center lateral grooves 5. Each center block 4c is preferably provided with multiple center sipes 6 and multiple center cutouts 7. Such center blocks 4c can further increase the edge component when traveling on snowy roads, further improving the on-snow performance of the tire 1.

The center lateral groove 5 includes, for example, a pair of center ends 5a that communicate with adjacent crown grooves 9 in the tire axial direction. It is desirable to provide a center tie bar 8 on at least one side of the pair of center ends 5a of the center lateral groove 5. In the center lateral groove 5 of this embodiment, the center tie bar 8 is provided on both center ends 5a. Such a center lateral groove 5 can improve the rigidity of the center block 4c by the center tie bar 8, suppress heel-and-toe wear and chipping of the center block 4c, and improve the uneven wear resistance of the tire 1.

The depth of the center lateral grooves 5 at the center end 5a is preferably 30% to 60% of the maximum depth of the crown grooves 9. If the depth at the center end 5a is less than 30% of the maximum depth of the crown grooves 9, the snow pillars formed by the center lateral grooves 5 will be smaller, and the effect of improving the on-snow performance of the tire 1 may be reduced. If the depth at the center end 5a is greater than 60% of the maximum depth of the crown grooves 9, the rigidity of the center block 4c will not be improved, and the effect of improving the uneven wear resistance of the tire 1 may be reduced.

The center sipe 6 has, for example, end portions 6a on both sides in the tire axial direction. It is desirable that at least one of the end portions 6a of the center sipe 6 communicates with the center cutout portion 7. Such center sipes 6 can easily deform the center block 4c when the center block 4c comes into contact with the ground, improving the snow removal properties of the crown groove 9 and improving the on-snow performance of the tire 1.

The center sipe 6 of this embodiment includes a first center sipe 6A with both ends 6a connected to the center cutout 7, and a second center sipe 6B with one end 6a connected to the center cutout 7 and the other end 6a connected to the bent portion 9c. Since both ends 6a of this center sipe 6 are connected to the center cutout 7 or the bent portion 9c, it is easier to deform the center block 4c, and the on-snow performance of the tire 1 can be improved.

For example, the depth of the end portions 6a on both sides of the center sipe 6 is smaller than the maximum depth of the center portion of the center sipe 6. The depth of the end portions 6a of the center sipe 6 is preferably 20% to 40% of the maximum depth of the crown groove 9. If the depth of the end portions 6a is smaller than 20% of the maximum depth of the crown groove 9, the center block 4c is less likely to deform when it comes into contact with the ground, and the snow removal performance of the crown groove 9 may be reduced. If the depth of the end portions 6a is greater than 40% of the maximum depth of the crown groove 9, the rigidity of the center block 4c may be reduced, and heel-and-toe wear and chipping may occur.

The maximum depth of the center cutout 7 is preferably equal to or greater than the depth of the end 6a of the center sipe 6. If the maximum depth of the center cutout 7 is smaller than the depth of the end 6a of the center sipe 6, the center cutout 7 may disappear faster than the center sipe 6 due to wear from continued use, and the snow removal ability of the crown groove 9 may decrease.

Figure 3 is an enlarged view of a side block 4b of the crown land portion 4A. As shown in Figure 3, the crown groove 9 that divides the side block 4b in this embodiment includes a first inclined portion 9C that extends at an angle to the tire axial direction on the inner side in the tire axial direction, and a first axial portion 9D that extends along the tire axial direction on the outer side in the tire axial direction.

The first inclined portion 9C preferably extends in a zigzag pattern from the inner end 9b along the tire circumferential direction. The first axial portion 9D preferably extends in a straight line from the outer end 9a along the tire axial direction. This type of crown groove 9 can form strong snow columns because the first inclined portion 9C and the first axial portion 9D are bent, improving the on-snow performance of the tire 1.

In this embodiment, a crown tie bar 17 is provided on the inner end 9b side of the first inclined portion 9C. The crown tie bar 17 is formed, for example, from the inner end 9b to the first side cutout portion 16A described below. Such a crown tie bar 17 can increase the rigidity of the side block 4b and improve the uneven wear resistance of the tire 1.

The length of the crown tie bar 17 is preferably 20% to 40% of the pitch length between adjacent crown tie bars 17 in the tire circumferential direction. The height of the crown tie bar 17 from the groove bottom of the crown groove 9 is preferably 50% to 80% of the maximum depth of the crown groove 9. Therefore, the depth of the crown groove 9 at the inner end 9b is 20% to 50% of the maximum depth of the crown groove 9. Such a crown tie bar 17 improves the rigidity of the side block 4b while maintaining excellent drainage, and can achieve both wet performance and uneven wear resistance of the tire 1.

The first inclined portion 9C adjacent to the first axial portion 9D is preferably formed as a wide region 9A. Also, the first axial portion 9D is preferably formed as a narrow region 9B. Such first inclined portion 9C and first axial portion 9D can suppress pattern noise when traveling on a paved road surface, and can improve the noise performance of the tire 1.

The groove width of the first axial portion 9D is preferably 25% to 75% of the groove width of the first inclined portion 9C adjacent to the first axial portion 9D. Such a first axial portion 9D can suppress pattern noise while maintaining the rigidity of the side block 4b, and can achieve both noise performance and uneven wear resistance of the tire 1.

In this embodiment, a side tie bar 11 is provided on the outer end 9a side of the first axial portion 9D. Such a side tie bar 11 further improves the rigidity of the side block 4b while suppressing pattern noise, and can achieve both noise performance and uneven wear resistance of the tire 1.

The height of the side tie bar 11 from the bottom of the crown groove 9 is preferably 50% to 80% of the maximum depth of the crown groove 9. Therefore, the depth of the crown groove 9 at the outer end 9a is 20% to 50% of the maximum depth of the crown groove 9. Such a side tie bar 11 improves the rigidity of the side block 4b while suppressing pattern noise, and can achieve both noise performance and uneven wear resistance of the tire 1.

The side tie bar 11 is preferably provided with a first tie bar sipe 12 whose both ends terminate within the side tie bar 11. Such a first tie bar sipe 12 can increase the edge component when traveling on a snowy road surface without increasing the pattern noise when traveling on a paved road surface, allowing the tire 1 to achieve both good snow performance and good noise performance.

The depth of the first tie bar sipe 12 is preferably 75% to 100% of the height of the side tie bar 11 from the groove bottom of the crown groove 9. Such a first tie bar sipe 12 is suitable for achieving a balanced improvement in the snow performance and noise performance of the tire 1.

Figure 4 is an enlarged view of the circumferential groove 3. As shown in Figure 4, the angle θ1 with respect to the tire axial direction at the outer end 9a of the crown groove 9 is preferably 5 to 10°. If the angle θ1 is smaller than 5°, the pattern noise will increase, and there is a risk that the effect of improving the noise performance of the tire 1 will be reduced. If the angle θ1 is larger than 10°, there is a risk that the snow removal ability of the crown groove 9 will decrease, and the effect of improving the on-snow performance of the tire 1 will be reduced.

As shown in FIG. 3, it is preferable that the side block 4b is provided with a side lateral groove 10 that extends from the circumferential groove 3 toward the inside in the tire axial direction and terminates within the side block 4b. The side lateral groove 10 of this embodiment includes a second inclined portion 10A that extends at an angle to the tire axial direction on the inside in the tire axial direction, and a second axial portion 10B that extends along the tire axial direction on the outside in the tire axial direction. Such a side lateral groove 10 can form a strong snow column because the second inclined portion 10A and the second axial portion 10B are bent, thereby improving the on-snow performance of the tire 1.

In the side block 4b of this embodiment, it is desirable that, in a plan view of the tread, a first corner 4d that is tapered at an acute angle is defined by two crown grooves 9 adjacent to the inner end 9b of the crown groove 9, which are adjacent to each other in the tire circumferential direction. Such a first corner 4d can dig into the snow when traveling on a snowy road surface, improving the on-snow performance of the tire 1.

In this embodiment, the first corner 4d is provided with a step portion 13 that extends in a stepped manner toward the inside in the tire radial direction. The step portion 13 has two or more steps, and in this embodiment, three steps. Such a step portion 13 can increase the edge component when traveling on a snowy road surface while preventing the tip of the first corner 4d from touching the ground when traveling on a paved road surface, and can achieve both on-snow performance and uneven wear resistance of the tire 1.

The side block 4b is formed with a first side wall 4e extending along the circumferential groove 3. The first side wall 4e is provided with a step portion 14 extending in a stepped manner toward the inside in the tire radial direction. The step portion 14 has, for example, three steps. It is preferable that the step portion 14 is provided adjacent to the outer end portion 9a of the crown groove 9. Such a step portion 14 can increase the edge component in the axial direction of the tire when traveling on a snowy road surface, thereby improving the performance on snow of the tire 1. In addition, this step portion 14 can reduce the viscosity with water in the crown groove 9, further improving the wet performance of the tire 1.

The side blocks 4b are preferably provided with a plurality of side sipes 15 extending from the circumferential grooves 3 to the crown groove 9, and a side cutout 16 recessed from the crown groove 9 outward in the tire axial direction. For example, the end 15a of the side sipes 15 on the crown groove 9 side is connected to the side cutout 16. Such side sipes 15 make it easier for the side blocks 4b to deform when they come into contact with the ground, improving the snow removal properties of the crown groove 9 and improving the on-snow performance of the tire 1.

The side sipes 15 preferably include a first side sipe 15A extending from the first side wall 4e. The side cutout 16 preferably includes a first side cutout 16A to which the first side sipe 15A is connected. Since both sides of such a first side sipe 15A are connected to the first side wall 4e and the side cutout 16, it is easier to deform the side block 4b, and the on-snow performance of the tire 1 can be further improved.

As shown in FIG. 1, the shoulder land portion 4B is provided with, for example, shoulder lateral grooves 18 that extend from the circumferential grooves 3 to the tread edge Te, and shoulder sipes 19 that extend from the circumferential grooves 3 to the outside in the tire axial direction and terminate within the shoulder land portion 4B.

The shoulder land portion 4B of this embodiment is divided into shoulder blocks 4f by multiple shoulder lateral grooves 18. Each shoulder block 4f is preferably provided with multiple shoulder sipes 19. Such shoulder blocks 4f can increase the edge component when traveling on snowy road surfaces, improving the on-snow performance of the tire 1.

It is desirable for the shoulder lateral grooves 18 to be formed in a zigzag shape. Such shoulder lateral grooves 18 can reduce pattern noise when traveling on a paved road surface and improve the noise performance of the tire 1.

As shown in FIG. 4, the shoulder lateral groove 18 includes a shoulder end 18a that is connected to the circumferential groove 3 at a position where at least a portion of the shoulder lateral groove 18 overlaps with the outer end 9a in the tire circumferential direction. Such shoulder lateral grooves 18 smoothly connect to the crown groove 9 via the circumferential groove 3, and can form strong snow columns at the intersection with the circumferential groove 3, improving the on-snow performance of the tire 1.

The circumferential length of the overlapping portion between the shoulder end 18a and the outer end 9a is preferably 25% or less of the circumferential length of the outer end 9a. Such shoulder lateral grooves 18 and crown grooves 9 have few areas that come into contact with the ground at the same time during driving, which can improve the noise performance of the tire 1.

It is desirable to provide a shoulder tie bar 20 on the shoulder end 18a side of the shoulder lateral groove 18. Such a shoulder tie bar 20 improves the rigidity of the shoulder land portion 4B while maintaining excellent drainage, enabling the tire 1 to achieve both wet performance and uneven wear resistance.

The height of the shoulder tie bar 20 from the bottom of the shoulder lateral groove 18 is preferably 50% to 80% of the maximum depth of the shoulder lateral groove 18. Such a shoulder tie bar 20 improves the rigidity of the shoulder land portion 4B while suppressing pattern noise, and can achieve both noise performance and uneven wear resistance of the tire 1.

The angle θ2 of the shoulder lateral groove 18 at the shoulder end 18a with respect to the tire axial direction is preferably 5 to 10°. If the angle θ2 is less than 5°, the pattern noise will increase, and there is a risk that the effect of improving the noise performance of the tire 1 will be reduced. If the angle θ2 is greater than 10°, there is a risk that the snow removal performance will decrease, and the effect of improving the on-snow performance of the tire 1 will be reduced.

Figure 5 is an enlarged view of the circumferential groove 3 of another embodiment. Components having the same functions as those of the above-mentioned embodiment are given the same reference numerals, and their description is omitted. As shown in Figure 5, the shoulder lateral groove 18 of this embodiment includes a shoulder end 18a that communicates with the circumferential groove 3 at a position that overlaps with 50% or more of the circumferential length of the outer end 9a of the crown groove 9 in the tire circumferential direction. Such shoulder lateral grooves 18 cooperate with the crown groove 9 to form stronger snow columns at the intersection with the circumferential groove 3, thereby further improving the on-snow performance of the tire 1.

In this embodiment, a shoulder tie bar 21 is provided on the shoulder end 18a side of the shoulder lateral groove 18. The shoulder tie bar 21 is preferably provided with a second tie bar sipe 22 whose both ends terminate within the shoulder tie bar 21. Such second tie bar sipes 22 can increase the edge component when traveling on snowy road surfaces without increasing pattern noise, allowing the tire 1 to achieve both good on-snow performance and good noise performance.

The depth of the second tie bar sipe 22 is preferably 75% to 100% of the height of the shoulder tie bar 21 from the bottom of the shoulder lateral groove 18. Such second tie bar sipes 22 are suitable for achieving a balanced improvement in the snow performance and noise performance of the tire 1.

The above describes in detail a particularly preferred embodiment of the present invention, but the present invention is not limited to the above-described embodiment and can be modified in various ways.

Tires with the basic pattern shown in Figure 1 were prototyped based on the specifications in Tables 1 and 2. The snow performance and noise performance of each prototype tire were tested. The common specifications and test methods for each prototype tire are as follows:

<Common specifications>
Tire size: 265/65R17 112S
Rim size: 17 x 8.0J
Air pressure: 220kPa

<Snow performance>
A test driver rode in a medium-sized SUV test vehicle with prototype tires mounted on all wheels, and the distance traveled was measured as the vehicle accelerated from 5 mph to 20 mph on a packed snow course. The results were expressed as an index with Comparative Example 1 being set at 100, with a larger index indicating a shorter distance and better on-snow performance.

<Noise performance>
A test driver got into a medium-sized SUV test vehicle with prototype tires fitted on all wheels, and the pattern noise generated when the vehicle was driven on a dry paved road was evaluated by the test driver's senses. The results are expressed as an index with Comparative Example 1 being set at 100, with a larger index indicating smaller pattern noise and better noise performance.

The test results are shown in Tables 1 and 2.

The test results confirmed that the tires of the embodiment had a well-balanced improvement in snow performance and noise performance compared to the comparative example, achieving both good snow performance and good noise performance.

2 tread portion 3 circumferential groove 4A crown land portion 4B shoulder land portion 9 crown groove 9a outer end portion 9b inner end portion 9D first axial portion 11 side tie bar 18 shoulder lateral groove 18a shoulder end portion

Claims (6)

A tire having a tread portion,
The tread portion is formed with a crown land portion divided by a pair of circumferential grooves extending in a tire circumferential direction, and a shoulder land portion divided by the circumferential grooves and a tread end,
The crown land portion is provided with a plurality of crown grooves extending from the pair of circumferential grooves to an inner side of the crown land portion,
The crown groove includes an outer end portion that opens into the circumferential groove and an inner end portion that communicates with the crown groove adjacent in the tire circumferential direction,
The shoulder land portion is provided with a shoulder lateral groove extending from the circumferential groove to the tread end,
The shoulder lateral groove includes a shoulder end portion that is in communication with the circumferential groove at a position where at least a portion of the shoulder lateral groove overlaps with the outer end portion in the tire circumferential direction.
tire. The tire according to claim 1, wherein the crown groove includes a first axial portion extending from the outer end in the tire axial direction. The tire according to claim 1 or 2, wherein the angle of the crown groove at the outer end with respect to the tire axial direction is 5 to 10 degrees. The tire according to any one of claims 1 to 3, wherein the angle of the shoulder lateral groove at the shoulder end with respect to the tire axial direction is 5 to 10 degrees. The tire according to any one of claims 1 to 4, wherein the shoulder lateral grooves are formed in a zigzag shape. The tire according to any one of claims 1 to 5, wherein the circumferential grooves are formed in a zigzag shape.

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