Pneumatic tire

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Proposed tire 1 comprises tread 2 with central section L1 located on both sides of equatorial plane 7, and sections 8, 12 in two shoulders. Central section L1 is separated from parts 8, 12 in shoulders by two circular grooves 3, 6, and has, at least, one circular rib 9 arranged between first and second grooves 3, 4. Tread 2 features void factor smaller than 0.28. Rib 9 comprises transverse grooves 16 extending on distance making, at least, 50% of tread width. Note here that said transverse grooves 16 comprises, at least, one curvilinear section. Note also that said grooves 16 have width smaller than that of circular grooves 3, 4, while, at least, one of circular grooves that makes circular rib, has, at least, one lateral wall that makes wavy profile.

EFFECT: better bite.

28 cl, 7 dwg, 1 tbl

 

The present invention relates to a tire of a vehicle, in particular to the bus, intended for cars with displacement engine from small to medium, for example 1000-1400 cm3.

A car of this type is used for short trips around town and for short trips out of town.

Usually tires for vehicles of this class, besides a good grip and braking properties on dry and wet road surfaces, must be able to provide smooth control on urban routes, large mileage, reduced fuel consumption and comfort from the point of view of acoustics and plasticity.

Known automobile tire with a tread which has blocks, limited circumferential grooves passing essentially in the longitudinal direction and the transverse grooves, passing, essentially in the axial direction. The blocks resulting from the intersection of the grooves are respectively designed in different forms and are located in the neighbouring district of rows, each of which is located between two consecutive circumferential grooves.

Circumferential grooves can influence the characteristics of the bus associated with stability control and movement when lateral efforts (efforts lateral deviations)directed parallel to the axis of the rotation the Oia bus.

Transverse grooves, in turn, can affect the properties of the tire associated with adhesion, namely, its ability to pass on the road surface tangential efforts parallel to the direction of movement during acceleration and braking of the vehicle.

Circumferential and transverse grooves can also affect drainage in the area of contact with the road surface (contact area) while driving on a wet road surface.

In the document JP 10-278512 described tire for vehicles of high class, made with the district Central rib, district Central grooves, a series of Central units and the rows of blocks on both sides. Series Central units formed with blocks that have a size in the circumferential direction, comprising from 2 to 4% of the full circumference of the tire, and the rows of blocks on both side formed with blocks that have a size in the circumferential direction, comprising from 1 to 2% of the circumference.

The rows of blocks on both sides are made with grooves that are inclined relative to the direction along the circumference. Inclined grooves form obtuse angles with the circumferential grooves on both sides of the blocks.

In the document JP 2004-155416 disclosed automobile tire and, in particular, a tire for a passenger car, which has a different ucasterisk protector: in particular, inner half of the tread bracelet directed inwards towards the car, and half the tread bracelet, directed outwards with respect to the vehicle when the tire is mounted on the vehicle. The total area of the deep part of the inner half of the tread bracelet set such that it exceeded the total area of the deep part of the outer half of the tread bracelet. The inner half of the tread bracelet is made of at least one circumferential groove, which runs essentially in the circumferential direction. The outer half of the tread bracelet is made with two circumferential grooves, which are essentially in the circumferential direction.

It was found that a large number of transverse grooves of greater width provides improved grip especially on wet surfaces and provides good flexibility of the unit, but excessive use can adversely affect performance and dry surfaces and cause increased noise levels from rolling tires. Indeed, one of the main causes of noise are continuous sequential strikes the edges of the blocks on the road surface.

It was also revealed that the transverse grooves of greater width determine the trend of the structure of the business attenuation sacrificial bracelet, which adversely affects the properties of the tires associated with managing and mileage of the car, and contributes to the effect of "sawtooth" wear.

It is obvious that the structure of the tread also affects mileage tires.

Indeed, reducing the total amount of rubber subjected to wear, leads to a significant reduction of operational durability of the tire.

In addition, to ensure a high level of safety under all conditions of use of the bus must have excellent braking (both on dry and wet surfaces), and optimal resistance to aquaplaning: these are two contradictory characteristics, as required to brake low coefficient of voidness, but also the corresponding number and, in particular, corresponding to the width of the grooves is required to ensure good water drainage.

In addition, usually the depth of the transverse grooves in the tires according to the prior art, generally less than in the case of summer tyres, for example, compared with a winter tire. On the other hand, in the case of tires of this type, the depth of the transverse grooves may not be diminished, because it is directly related with the properties of the tires associated with resistance to aquaplaning and mileage.

The problems associated with contradictory is rugu and requirements mentioned above, solved by tread with a smaller coefficient of voidness, and the tread has a transverse groove with a smaller width and with this trajectory in order to provide exceptional traction/braking when driving straight and turning. In addition, the image may contain grooves in the intermediate and/or internal in the axial direction areas of the tires, which besides the fact that they are designed to divert water from the contact zone, specifically designed to provide more grip especially on wet surfaces, and to simultaneously reduce the effect of aquaplaning on the corners of roads.

More precisely, in accordance with one aspect of the present invention relates to an automobile tire having a tread containing a Central part located on both sides of the Equatorial plane, and part of the two shoulder areas, while the Central part is separated from the parts in the shoulder zones of the tread two circumferential grooves; and the Central part has at least one circumferential rib located between two circumferential grooves, characterized in that the protector has a coefficient of voidness, amounting to less than 0.30; circumferential edge runs from both sides of the Equatorial plane and contains arachnia grooves, which take place at the distance of at least 50% of the width of the circumferential ribs; transverse grooves contain at least one curved section; transverse grooves have a width which is less than the width of the circumferential grooves; and a circumferential rib has at least one side wall with an undulating profile.

In the present description and in the following claims the expression "the length of the transverse grooves" is understood as meaning the length of the projection of the above-mentioned grooves along a straight line perpendicular to the Equatorial plane.

The present invention in accordance with the above aspect may have at least one of the preferred features that are described below.

The side wall may preferably be formed on the circumferential edge of the wavy profile, containing many sharp points of inflection, alternating with curved parts.

The transverse grooves can be arranged in the circumferential direction of the sharp points of inflection.

The transverse grooves may have a variable width along their length.

Circumferential rib may contain two parts (Z1, Z2) with different ratio of voidness.

More precisely, the part (Z1) passes on both sides of the Equatorial plane and has a smaller coefficient of voidness, to the which less than in part (Z2), which is the farthest from the middle in the axial direction of the location of the district ribs.

A lower coefficient of voidness in part (Z1) leads to greater strength and rigidity in the Central zone of the tire, resulting in a large contact area and, consequently, improved performance characteristics when driving in a straight line and on dry surfaces, as well as more uniform wear and reduce noise.

To increase the rigidity part of the district ribs closest to the middle in the axial direction, circumferential rib has only the set of first essentially transverse slit drainage grooves.

In this case, and below, the term "slit drainage grooves" is understood as meaning "narrow grooves, which are not very wide and it can also be not very deep.

The first essentially transverse slit drainage grooves preferably extending from the transverse grooves in the direction of the ring groove.

Circumferential rib may also have many second transverse slit drainage grooves.

The second transverse slit drainage grooves are from the most distant from the middle in the axial direction of the circumferential grooves.

In accordance with the preferred construction, the Central portion L1 has a second OK oinoe edge located between the two circumferential grooves.

The above-mentioned second circumferential rib may have a side wall with an undulating profile.

In this case, the wavy profile of the side wall circumferential ribs also provides an increase in the zone of passage of part of the side wall located between the two transverse grooves, which provides more grip especially on wet surfaces and at the same time reducing the effect of aquaplaning when driving in turns.

The edge can contain multiple slit drainage grooves which are at distance of at least 50% of the width of the second rib.

Slit drainage grooves of the mentioned sets are preferably from the circumferential groove toward neighboring in the axial direction of the groove.

In accordance with a particularly preferred design of slit drainage grooves can have a variable depth along their length.

In particular, slit drainage grooves have a maximum depth in parts of the district ribs, the most Central in the axial direction.

Slit drainage grooves of the first and/or second ribs may have a maximum depth of constituting less than 8 mm

A certain amount of slit drainage grooves provides a large quantity is STV rubber, in contact with the ground along the circumferential ribs and, therefore, low coefficient of voidness and, therefore, the optimal properties for smooth management and low noise levels.

It is advisable that part in at least one of the shoulder area had many essentially transverse grooves, providing the opportunity of education district number of units.

Transverse grooves preferably have a variable depth along their length.

Transverse grooves preferably have a smaller depth along their edges, the inner axial direction.

This gradual change in the transverse grooves of the shoulder area provides the validation of the block rigidity in the axial direction and reduce potential problems associated with uneven wear along the edges of the block.

In accordance with the preferred construction part in at least one of the shoulder area has a lot of essentially longitudinal grooves.

Essentially, the longitudinal grooves are between the two following each other in the circumferential direction of the transverse grooves.

Like the length and location of essentially longitudinal grooves give the units mobility in the transverse direction, which ensures more comfort.

Part, at IU is e, one shoulder area has many narrow drainage grooves.

Slit drainage groove of the mentioned set preferably has at least one first and one second straight segments and at least one curved connecting section.

The first straight line segment preferably essentially perpendicular to the Equatorial plane.

The second straight section has a pre-selected inclination relative to the Equatorial plane.

For optimal water drainage circumferential grooves have a width in the range from 5 to 16 mm, including the ends, and a depth in the range of 5 to 11 mm, including the ends.

The tire in accordance with the invention has optimum traction on the wet road surface, very low noise levels, provides a high level of comfort and optimum performance when driving on a dry road surface.

Distinguishing features and advantages of the invention will be described hereinafter with reference to embodiments of shown only as a non-limiting example in the accompanying drawings, in which:

figure 1 is a perspective view of a tire with a tread formed in accordance with the example of the invention;

figure 2 is a view in plan of the tire tread according to figure 1;

figure 3 is a view in cross section of the protector according to the but 2 broken dotted lines of figure 2;

4 is a view in plan of a variant of a protector according to figure 2;

5 is a view in plan of an additional variant of a protector according to figure 2;

6 is a view in plan of an additional variant of a protector according to figure 2; and

Fig.7 is a graph showing the noise level from rolling tires according to figure 1 in comparison with the control bus.

1, 2 and 3 show the tire 1 with the tread 2 in accordance with the first embodiment of the present invention.

The design of the tyre 1 is itself a construction of the conventional type and includes a carcass, a tread bracelet, located on the crown area of the carcass in two opposite axial direction sides, ending with boards, which reinforced side rods and the corresponding filling cords. The bus is also preferably contains brickery constructive element located between the carcass and tread bracelet.

The frame is reinforced by one or several layers of the frame, attached to trip wires, while brickery constructive element contains two bracerie tape applied in the radial direction at each other. Bracerie tape formed from parts made of rubberized fabric, which sealed metal cords that are parallel to each other in each strip and crossed with cord SOS is wifi tapes, thus cords inclined preferably symmetrically with respect to the Equatorial plane.

Brickery structural element also preferably contains a third Bracero tape with slope equal to zero button in the radial direction furthest from the center and provided with a cord, directed essentially parallel to the Equatorial plane. Cords in the belt with a zero angle of inclination is preferably formed from a textile material, or even more preferable case is made from a material that can be etched. Bus 1 preferably has a ratio H/C of the height of the rectangular cross section and the maximum width of the largest cross-section in excess of 0.40 and preferably less than 0,80.

The protector 2 has the design of an asymmetric type, and it operates more effectively when the tire 1 is mounted on the vehicle in a given direction than setting it in the opposite direction. In other words, the tire preferably has an inner side (facing the car) and the outer side.

To ensure a high mileage when driving and at the same time, optimal performance, in particular, from the management point of view, during the entire operational life of a tyre,the tread 2 preferably has a coefficient of voidness which is small, i.e. less than 0.30, for example, equal to approximately 0.25.

The protector 2 is made with circumferential grooves 3, 4 and 5 (figure 2), which run in the longitudinal direction and parallel to the Equatorial plane 7 of the tire.

The protector 2 includes the Central part L1 and part 8, 12 in the two shoulder areas. The Central part L1 has two circumferential ribs 9, 10. Part 8 in the shoulder area is separated from the rib 9 by means of a circumferential groove 9. The edge 9 is located between the circumferential grooves 3 and 4. The rib 10 is located between the circumferential grooves 4 and 5. Part 12 in the shoulder area is separated from the ribs 10 through the grooves 5.

Circumferential grooves 3, 4 and 5 have a width that ranges from approximately 5 mm to approximately 16 mm Circumferential grooves 3, 4 and 5 have a depth of from about 5 mm to about 11 mm

The farthest from the middle in the axial direction of the circumferential groove 3 of the protector preferably has a width that is greater than the width of the grooves 4, 5.

More precisely, the width of the circumferential grooves 3 may be in the range from 6 to 13 mm, while the circumferential grooves 4 and 5 are grooves which have a width of from 5 to 12 mm Circumferential groove 3 may have a depth, constituting less than 10 mm, preferably more than 5 mm and, for example, equal to 7.7 mm

Alternatively, all of the circumferential grooves may have the same width and/or depth without departing from the scope of protection of the present invention.

As can be seen in figure 3, the outside in the axial direction of the side wall 308 of the circumferential groove 3 has an angle of inclination relative to the Central axis of the specified groove 3 greater than the angle of inclination of the wall 312, which is internal in the axial direction.

As an example, the side wall 308 may have a tilt angle of approximately 15° relative to the Central axis of the groove, while the opposite wall 312 may have a tilt angle of approximately 5° relative to the Central axis of the same groove 3.

Circumferential groove 4 has a depth, constituting less than 10 mm, preferably more than 5 mm and even more preferably equal to 7.7 mm Outside in the axial direction of the side wall 408 circumferential groove 4 has an angle of inclination relative to the Central axis of the specified groove 4, is approximately equal to the angle opposite wall 412, the inner axial direction.

As an example, the side wall 408 circumferential grooves 4 may have a tilt angle of approximately 5° relative to the Central axis of this groove, while the opposite side wall 412 may have a tilt angle of approximately 5° relative to the Central axis.

Circumferential groove 5 may have the same depth as the groove 4, and the side walls 508, 512 with metricname, specularly reflected by the slope.

More precisely, the side wall 508, and the side wall 512 circumferential grooves 5 can have an angle of approximately 5° relative to the Central axis of the groove 5.

As mentioned above, the circumferential grooves 3, 5 separates the Central part L1 of the tread from the parts 8, 12 in the shoulder areas, while the circumferential groove 4 separates the Central part L1 tread circumferential ribs 9, 10.

Equatorial plane 7 divides the protector 2 into two half-zone, namely the interior in the axial direction of the half-zone L2 and the outside in the axial direction of the half-zone L3 located on the outside of the vehicle when the tire 1 is mounted on the specified vehicle. Outside in the axial direction of the half-zone L3 has a coefficient of voidness, which is less than the coefficient of inner emptiness in the axial direction, half-zone L2. The coefficient of voidness half-zone L2 is less than or equal to 0.16.

Circumferential rib 9 has a transverse groove 16, which pass from the ring groove 3 at the distance of at least 50% of the width of the circumferential ribs. The transverse grooves 16 preferably are not on the whole width of the ribs, and only about 70-80% of the width. A narrow slit-like circumferential groove, consisting of slit drainage the grooves 23, may be provided on the remainder of the length of the ribs.

The transverse grooves 16 have a width which is less than the width of the circumferential grooves 3, 4, 5. More precisely, the transverse grooves 16 have a maximum width which is less than or equal to 6 mm, preferably less than 5 mm and, for example, approximately 4 mm

More precisely, the transverse grooves 16 have a variable width along their length. The transverse grooves 16 preferably have a width decreasing from the ring groove 3 in the axial direction toward the ring groove 4.

The transverse grooves 16 are located along a curved section with a given radius of curvature.

The radius of curvature is preferably in the range from 50 mm to 85 mm and, for example, equal to 63 mm

Circumferential rib 9 is limited in axial direction by the groove 4, which has a side wall that forms a wavy profile on the specified edge 9. Wavy profile has many curved parts 40, United points 39 sharp inflection.

Wavy profile of the side wall 408 of the district ribs 9 a simple way increases the magnitude of the length of the side wall 408 between two consecutive transverse grooves 16, which provides more grip especially on wet surfaces and simultaneously umanistica aquaplaning when driving in turns.

The number of points 39 sharp inflection preferably equal to the number of transverse grooves 16, and the point 39 of the acute bend is connected with the transverse grooves 16 through the first slit drainage grooves 23.

The first slit drainage grooves 23 are located along a curved section with a given radius of curvature. In particular, the radius of curvature of the first slit drainage grooves 23 is the same as the radius of curvature of the transverse grooves 16.

Grooves 16 and slit drainage grooves 23 along with a plot of circumferential grooves 3 and the curved part 40 of the groove 4 can form something like a shark fin or teeth on the edge 9.

Therefore, the rib 9 can be in the form of a series of "shark fin", the top of which is formed by 39 points sharp bend, directed all in the same direction.

The first slit drainage grooves 23 preferably have a width which is less than or equal to 2 mm, for example equal to 1.5 mm

The first slit drainage grooves 23 is advisable to have a depth that is less than 5 mm, preferably less than 3 mm and, for example, equal to 2 mm.

Like the length or the location of the first slit drainage grooves 23 does not cause excessive reduction of rigidity of a part representing the circumferential edge 9, which is formed by data of the slit is renania grooves.

Circumferential edge 9 also has many second essentially transverse slit drainage grooves 24.

The second transverse slit drainage grooves 24 are at a distance of approximately 30% of the width of the circumferential ribs 9, the ring groove 3.

The second slit drainage grooves 24 are in an intermediate position in the circumferential direction between the two transverse grooves 16.

The second slit drainage grooves 24 have a width suitable constituting less than 2 mm, more preferably less than 1.5 mm and, for example, equal to 0.4 mm

The second slit drainage groove 24 preferably have a variable depth along their length.

The second slit drainage groove 24 preferably have a maximum depth, which is less than 7 mm

In particular, the second slit drainage grooves 24 have a lower depth in the zone of the circumferential grooves 3, while the specified depth is reduced, for example, from 6 mm to approximately 2 mm

Circumferential edge 9 also has many third essentially longitudinal slit drainage grooves 25.

The third slit drainage grooves 25 are held in the longitudinal direction between the two transverse grooves 16. Each essentially longitudinal slit drainage groove 25 is preferably passes from the transverse grooves 16 and with etousa in the circumferential direction of the transverse grooves 16.

The third slit drainage grooves 25 are held in the circumferential direction in place, an intermediate in the axial direction between the circumferential groove 3 and the circumferential groove 4.

Third, in essence, a longitudinal slit drainage grooves 25 ensure the formation of two parts Z1, Z2 with different coefficient of voidness on the edge 9. To provide greater rigidity and strength in the Central zone of the tire, resulting in a large contact area, inside in the axial direction part Z1 has a greater coefficient of voidness, while part of the Z2 has a smaller coefficient of voidness.

In particular, the Z1 has a coefficient of voidness, which is less than 6%, for example equal to approximately 4.2%.

The large contact area in this zone leads to improved performance when driving on a straight line on dry surfaces, more comfort, more uniform wear and reduce noise generated when rolling the zone.

Instead, part of the Z2 has a coefficient of voidness, which is less than 8% and equal to, for example, approximately 6.4 percent. The greater the ratio of voidness part Z2 compared to part Z1 leads to an increase in the number of existing grooves (grooves/slit drainage grooves) and, consequently, to greater effect drainage in this area and optimal adhesion of the road on wet surfaces and greater comfort.

Third transverse slit drainage grooves 25 are curved. In other words, each essentially transverse slit drainage groove 25 is located along the curved section essentially corresponding to the curved section 40 of the groove 4, but with opposite concavity relative to the Equatorial plane 7.

Third, in essence, a longitudinal slit drainage grooves 25 have a width which is less than 2 mm, more preferably less than 1.5 mm and, for example, equal to 0.4 mm, the Third slit drainage grooves 25 preferably have a maximum depth, constituting less than 5 mm

In particular, the third slit drainage grooves 25 have a constant depth along their length, which is preferably less than 3 mm and equal to, for example, about 2 mm.

However, slit drainage grooves 25 may be eliminated or replaced by a slit drainage grooves with different "speed", with different coefficients of voidness parts Z1 and Z2 remain essentially unchanged.

As mentioned earlier, the Central part L1 includes a second circumferential rib 10.

Circumferential rib 10 is located between the circumferential groove 4, which separates it from the district ribs 9, and the ring groove 5, which separates it from the part 12 in the shoulder area.

Circumferential rib 10 contains mn is the number of transverse slit drainage grooves 17, which pass from the ring groove 5 at the distance of at least 50% of the width of the circumferential rib 10. Transverse slit drainage grooves 17 are preferably across the entire width of the ribs 10.

Transverse slit drainage grooves 17 are located along a curved section with a given radius of curvature.

The radius of curvature of the transverse slit drainage grooves 17 is preferably from 35 mm to 65 mm and equal to, for example, 50 mm

Like the location and the length of the transverse slit drainage grooves 17 provide stiffening district edge 10 to improve its functioning when the traction/braking while driving on a straight line while maintaining good flexibility, which helps to grip when driving on curves.

Transverse slit drainage grooves 17 have a constant width along their length. Transverse slit drainage groove 17, it is advisable have a width that is less than 3 mm, preferably less than 1.5 mm and, for example, equal to 0.4 mm

Transverse slit drainage grooves 17 have a variable depth along their length. In particular, the transverse slit drainage grooves 17 have a "two-stage" depth lower depth for the formation of two protruding past the Cove near the circumferential grooves 4 and 5.

More precisely, the depth of the transverse slit drainage grooves 17 is reduced from, for example, approximately 6 mm in the center of the district ribs to approximately 2 mm in the area of the protrusions.

Such small slit drainage grooves 17 provides the presence of a large number of rubber in contact with the ground along the circumferential edges 10 and, consequently, low coefficient of voidness and, thus, the excellent properties associated with the smooth running and low noise levels.

A large number of rubber in contact with the soil also leads to the fact that more rubber will be subjected to wear, and, consequently, to improved characteristics of the tyres under braking and higher mileage tires.

Circumferential rib 10 is limited in axial direction by the groove 4, which has a side wall that enables the formation of a wavy profile on the same edge 10. Wavy profile has many curved parts 50, United points 49 sharp inflection.

Point 49 sharp inflection preferably located opposite transverse slit drainage grooves 17 and connected with them.

Wavy profile of the side wall circumferential rib 10 is expedient provides increased surface area contact during cornering, which provides lucchina grip especially on wet surfaces, and simultaneously reducing aquaplaning effect.

The curved portion 50 of the side wall curved ribs 10 are not located exactly opposite the curved portions 40 of the side wall ribs 9, and slightly shifted in the circumferential direction.

In the same way as in the circumferential edge 9, the two following each other in the circumferential direction of the slit drainage grooves 17, plot circumferential grooves 5 and the curved portion 50 of the groove 4 form something like a shark fin or teeth on the edge 10.

Therefore, the rib 10 may be in the form of a series of "shark fin", whose vertices are formed by the points 49 a sharp bend, directed all in the direction opposite to the direction of the tops of the ribs 39 9.

The opposite direction points 39 sharp bend on the circumferential edge 9 with respect to the points 49 a sharp bend on the circumferential edge 10 is expedient provides improved operation when the traction/braking during cornering.

As mentioned above, part 8 and 12 in the two shoulder areas is limited in axial direction relative to the Central part L1 of the tread 2, respectively, the grooves 3 and 5.

Each part 8 and 12 in the shoulder area contains the corresponding transverse grooves 56, 66.

Poperechnaya 56 and 66 are repeated along the length of the tire in the circumferential direction.

Transverse grooves 56 and 66 have a center line that is inclined relative to the Equatorial plane 7. The middle line of the transverse grooves 56 and 66 forms an angle relative to the Equatorial plane 7 of 70° to 120°.

The grooves 56 of the shoulder area 8, the outside in the axial direction, passing from the outside in the axial direction of the edges of the tread bracelet 2 to grooves 3 for the formation of a number of blocks 15.

Similarly, the grooves 66 of the shoulder area 12, the inner axial direction, passing from the inside in the axial direction of the edges of the tread bracelet 2 to grooves 5 for the formation of a number of blocks of 25.

Transverse grooves 56, 66 have a constant width along their length, and, in particular, the transverse grooves 56, 66 have a width, which is less than 7 mm, preferably less than 6 mm, for example equal to 5 mm

To increase the structural rigidity of the parts in the shoulder areas, resulting in improved performance when running, is silent stroke and even wear, blocks 15, 25 can be connected together by a reinforcing elements 31 arranged inside the grooves 56, 66. More precisely, when considering longitudinal cross-section of the grooves 56, 66, similar to that shown in figure 3, one can see that each reinforcing element 31 can be formed in part with ENISA depth, performed in the area of the transverse grooves 56, 66, which is closest to the corresponding circumferential groove 3, 5. The depth of the transverse grooves 56, 66 in the area of the element 31 may be, for example, in the range from 1.5 mm to 6 mm and preferably equal to 3 mm.

In the rest of the groove 56, 66 has a variable depth which decreases in the direction toward the outside in the axial direction of the edge protector bracelet 2, with regard to the ring groove 56, and to the inside in the axial direction of the edge protector bracelet 2, as for the ring grooves 66.

Grooves 56, 66 have a maximum depth in the part closest to the reinforcing element 31.

Grooves 56, 66 have a maximum depth greater than 5 mm, preferably constituting less than 10 mm and, for example, equal to 7.5 mm

To make the blocks 15, 25 mobility in the transverse direction, resulting in increased comfort, part 8, 12 in the shoulder areas also have longitudinal grooves 57, 67.

Longitudinal grooves 57, 67 are respectively between the two transverse grooves 56, 66.

Longitudinal grooves 57, 67 have a constant width along their length. More precisely, the longitudinal grooves have a width that is less than 3 mm, preferably less than 2 mm and, for example, equal to 1.5 mm

Longitudinal grooves 57, 67 have a constant depth along them during the activity. In particular, the transverse grooves 57, 67 have a depth, which is less than 3 mm, preferably less than 2 mm and, for example, equal to 1 mm.

Part 8 in the shoulder area also has in its part closest to the middle in the axial direction, a lot of slit drainage grooves 30. Slit drainage grooves 30 have two straight part 32, 33 and a curved section 34.

Each curvilinear section 34 is made so that it connects together two straight part 32, 33.

In particular, slit drainage grooves 30 have a straight section 32 essentially parallel to the groove 56, and the second straight section 33, inclined relative to the Equatorial plane 7. The second straight line segment 33 has a tilt angle relative to the Equatorial plane, comprising from 15° to 60°. The second straight line segment 33 has a length which is less than or equal to one third of the length of the first section 32.

Each slit drainage groove 30 is, in essence, from the transverse grooves 56 in the direction of the neighboring in the axial direction of the ring groove 3.

To increase the structural rigidity of the blocks of the shoulder area of the slit drainage grooves 30 have a variable depth, which decreases at the ends of these grooves, forming steps or parts with smaller depth.

In particular, each of the slit d is the drain groove 30 along the straight part, essentially perpendicular to the Equatorial plane 7 has an essentially constant depth, which is greater than 3 mm and less than 8 mm, and preferably equal to 7.5 mm

Along the curved connecting section 34 and along the remaining straight section 33, inclined relative to the Equatorial plane 7, slit drainage groove 30 has a smaller depth; indeed, along this stretch of slit drainage groove 30 has a depth, comprising from 1 mm to 5 mm and preferably equal to 1.5 mm

However, slit drainage grooves 30 can have a different depth without departing from the scope of protection of the present invention.

Instead of the part 12 in the shoulder area has many narrow drainage grooves 41. Slit drainage grooves 41 have three straight section 42, 43, 44 and two curved section 45, 46.

Each curvilinear section 45, 46 is located so that it connects together two straight part.

In particular, each slit drainage groove 41 has a first straight section 42, essentially parallel to the grooves 66, the second straight section 43 and the third straight line segment 44, inclined relative to the Equatorial plane 7. The second straight section 43 and the third straight line segment 44 have an angle relative to the Equatorial plane, composing the th from 15° to 60°.

The second straight section 43 and the third straight line segment 44 has a length which is less than or equal to the length of the first section 42.

Each slit drainage groove 41 passes, essentially, from the transverse grooves 66 in the direction to the next in the circumferential direction, the transverse groove 66.

To increase the structural rigidity of the blocks of the shoulder area of the slit drainage grooves 41 have a variable depth, which is reduced at their ends, forming a step.

In particular, each slit drainage groove 41 has an essentially constant depth, which is greater than 3 mm and less than 8 mm, and preferably equal to 7.5 mm, along the straight part, essentially perpendicular to the Equatorial plane 7.

Along the curved connecting parts 45, 46 and the remaining straight sections 43, 44, inclined relative to the Equatorial plane, slit drainage groove 41 has a reduced depth; indeed, along these areas slit drainage groove 41 has a depth, comprising from 1 mm to 5 mm and preferably from 1.3 mm to 2.3 mm

However, slit drainage grooves 41 may have different values of depth without departing from the scope of protection of the present invention.

The protector 2 (figure 2) has a coefficient of voidness, of approximately 0,16 in part 8 in PL the U.S. zone; the coefficient of voidness, of approximately 0.01 to in the circumferential edge 9; ratio of voidness, of approximately 0.04 circumferential rib 10, and the ratio of voidness, of approximately 0,17 in part 12 in the shoulder area.

Different coefficients of voidness on two sides, that is smaller than the coefficient of voidness on the outside and a greater coefficient of voidness inside the bus, provide improvement in the behaviour of the vehicle when driving on a dry road surface.

Figure 4 shows the protector 102, which is a variant of the protector shown in figure 2, in which identical components are denoted by the same reference position. Protector 102 is completely similar to the protector 2 except for the location of circumferential ribs 9 and 10 and the direction of the "shark fin".

In this case, the part L1 obtained by turning part L1, shown in figure 2, 180°.

Figure 5 shows the protector 202, which is a variant of the protector shown in figure 2, in which identical components are denoted by the same reference position. Protector 202 is identical to the protector 2 with the exception of the district ribs 10.

Circumferential rib 10 in this case is completely analogous to the rib 9 according to figure 2 except the direction of the "shark fin". In this is case, the edge 10 is obtained by turning the district ribs 9 according to figure 2 by 180° relative to the Central axis of the groove 4.

Figure 6 shows the protector 302, which is an optional variant of the protector according to figure 2 in which identical components are denoted by the same reference position. Protector 302 is identical to the protector 2 with the exception of the district ribs 10.

Circumferential rib 10 in this case is completely analogous to the rib 9 according to figure 2 except the direction of the "shark fin". In this case, the edge 10 is obtained by turning the district ribs 9 according to figure 2 by 180° relative to the Central axis of the groove 4.

Was made an example tires according to the invention with the protector 2 according to figure 1 and 2, and were carried out comparative tests with the comparative tire R, which has a protector with the Central part, separated by two circumferential grooves from parts in the two shoulder areas.

Above the Central part has two rows of Central blocks with cross grooves with curved trajectory.

Comparative tire R was chosen because it has excellent features and is a tire of this type, which is approved for use in cars with the same displacement engine, and the same type.

The size of the tire in accordance with the invention was as follows: 175/65 R 14 with the rim 6 × 14J and the internal pressure in the inflated tire, comprising 2,2 barrister comparative tire was the same.

Car Skoda Fabia 1400 first were mounted four tires in accordance with the invention, and then four comparative tires.

Tests were carried out on the aquaplaning when driving in a straight line and cornering tests when braking on dry and wet road surfaces, tests to determine the characteristics of the motion on dry and wet road surfaces, test on the noise inside and outside the car and tested to determine comfort.

Test hydroplaning when driving on straight was conducted when driving on a straight stretch of smooth asphalt with a given length (100 mm), covered with a layer of water with a given constant depth (7 mm), which is automatically restored after each pre-owned vehicle under test. The test was performed during the initial constant speed (approximately 70 km/h) under conditions of maximum grip and acceleration up until there was no complete loss of grip.

Test hydroplaning when driving on curves was carried out while moving along the plot movement with smooth and dry asphalt at the turn of constant radius (100 m), with the specified length and contains an area with a specified length (20 m) along the target area, flooded with a layer of water with zadanu the deep (6 mm). The test was performed at a constant speed for different values of velocity.

During the test were recorded maximum centrifugal acceleration and maximum speed of the vehicle, corresponding to the full aquaplaning. Test if the inhibition was carried out on a straight stretch of asphalt in the dry roads and wet conditions of the road, when it was registered the braking distance at a given initial velocity, typically 100 km/h in the dry roads and 80 km/h in the wet conditions of the road. The braking distance was defined as the mathematical average of the serial number of the registered values.

The test for determining characteristics when driving in dry and wet surfaces was performed along a given trajectory, usually along circular trajectories, which were close to traffic. By simulating several characteristic maneuvers such as changing lanes, overtaking, "snake" around traffic cones, traffic at the entrance to rotate in and out of the rotation)performed with a constant velocity, and acceleration and deceleration, the driver test evaluated the performance characteristics of the tire in the form of a numerical evaluation of the behavior of the tire when performing the aforementioned maneuvers.

Scale ocenivajutsja on subjective opinion, expressed a driver-test, conducting the test, and sequentially compares the mounted tires.

The assessment of comfort was based on the General feeling of the driver of a test about the ability of the tires to damp the surface irregularities of the road.

The test results are shown in Table 1, in which the evaluation is expressed as a percentage, with values for the comparative tires were equal to 100.

Table 1
Comparative tireThe tire according to the invention
The hydroplaning when driving on the turn100103
Aquaplaning when driving in a straight100100
Braking on dry surface100103
Braking on wet surfaces100100
Behavior/characteristics on dry surface100101
Behavior/characteristics on wet surfaces100104

In Table 1 values greater than 100 indicate an improvement compared with the comparative tire.

The test results show that the tire according to the invention has better characteristics than the comparative tire, in particular, during testing hydroplaning when driving on the turn and testing to determine characteristics when driving on wet surfaces.

7 shows graphs illustrating the level of internal noise in dB(a) (measured with weighting function (A) depending on the frequency of the tire in accordance with the invention (graph) and for the comparative tires (graph A). As is known, the base rate during these tests is 80 km/h

Graphic 7 shows that the tire in accordance with the invention showed the noise level, which on average was approximately 2 dB(a) less than that of the comparative tires.

1. Automobile tire (1)having a tread (2), containing the Central part (L1)located on both sides of the Equatorial plane (7), and paragraph (8, 12) in the two shoulder areas, while the Central part (L1) is separated from the parts (8, 12) in the shoulder zones of the tread two circumferential grooves (3, 5) and has, at least, the first district is Ebro (9), located between the two circumferential grooves (3, 4), characterized in that the protector (2) has a coefficient of voidness, amounting to less than 0.30, the first circumferential edge (9) is held on both sides of the Equatorial plane x-X and has a transverse grooves (16)that are at distance of at least 50% of the width of the circumferential ribs (9); transverse grooves (16) contain at least one curved section and have a width which is less than the width of the circumferential grooves (3,4); and district edge (9) has at least one side wall with an undulating profile.

2. The tire according to claim 1, characterized in that the side wall is formed at the edge of the wavy profile containing a set of points (39) a sharp bend, alternating with curved parts (40).

3. Tyre (1) according to claim 1, characterized in that the transverse grooves (16) are arranged in the circumferential direction at the point (39) sharp inflection.

4. Tyre (1) according to claim 1, characterized in that the transverse grooves (16) have a variable width along their length.

5. Tyre (1) according to any one of the preceding paragraphs, characterized in that the first circumferential edge (9) contains two parts (Z1, Z2) with different ratio of voidness.

6. Tyre (1) according to claim 5, characterized in that the part (Z1) passes on both sides of the Equatorial plane (7) and has a smaller coefficient of voidness than the part Z2), which is the farthest from the middle in the axial direction of the location of the district ribs (9).

7. Tyre (1) according to claim 1, characterized in that the first circumferential edge (9) has many first essentially transverse slit drainage grooves (23).

8. Tyre (1) according to claim 7, characterized in that the first, essentially transverse slit drainage grooves extending from the transverse grooves (16) in the direction of the neighboring in the axial direction of the ring groove (4).

9. Tyre (1) according to claim 1, characterized in that the first circumferential edge (9) has many second transverse slit drainage grooves (24).

10. Tyre (1) according to claim 9, characterized in that the second transverse slit drainage grooves (24) are from the most distant from the middle in the axial direction of the circumferential grooves (3).

11. Tyre (1) according to claim 1, characterized in that the Central part (L1) has a second circumferential edge (10), a limited two circumferential grooves (4, 5).

12. Tyre (1) according to claim 1, characterized in that the second circumferential edge (10) has a wavy wall with a wavy profile.

13. Tyre (1) according to claim 11 or 12, characterized in that the second circumferential edge (10) contains many narrow drainage grooves (17)that are at distance of at least 50% of the width of the second rib (10).

14. Tyre (1) according to claim 9, characterized in that the multiple slit drainage Cana is OK (17) passes from the ring groove (5) in the direction of the neighboring in the axial direction of the groove (4).

15. The tire 14, characterized in that the slit drainage grooves (17) have a variable depth along their length.

16. The tire according to item 15, wherein the slit drainage grooves (17) have a maximum depth in parts of the district ribs (10), the most Central in the axial direction.

17. The tire according to item 16, characterized in that the slit drainage grooves have a maximum depth, constituting less than 8 mm

18. Tyre (1) according to claim 1, characterized in that the part (8, 12) in at least one of the shoulder area has many essentially transverse grooves (56, 66), providing the opportunity of education district number of blocks (15, 25).

19. Bus (1) p, characterized in that the transverse grooves (56, 66) part of the shoulder area have a variable depth along their length.

20. Bus (1) p or 19, characterized in that the transverse grooves (56, 66) part of the shoulder area have smaller depth (31) along the edge, inside in the axial direction.

21. Tyre (1) according to claim 1, characterized in that the part (8, 12) in at least one of the shoulder area has a lot of essentially longitudinal grooves (57, 67).

22. Tyre (1) according to item 21, wherein the essentially longitudinal grooves (57, 67) pass between the two following each other in the circumferential direction of the transverse grooves (56, 66).

23. Tyre (1) according to claim 1, characterized in that stochasti (8, 12) in at least one of the shoulder area has many narrow drainage grooves (30, 41).

24. Tyre (1) according to claim 1, characterized in that at least one slit drainage groove (30, 31) of the said set has at least one first and one second straight segments and at least one curved connecting section.

25. Tyre (1) according to claim 1, characterized in that the first straight line segment, essentially perpendicular to the Equatorial plane (7).

26. Bus (1) under paragraph 24, wherein the second straight line segment has a pre-selected inclination relative to the Equatorial plane (7).

27. Tyre (1) according to claim 1, characterized in that the circumferential grooves (3, 4, 5) have a width in the range from 5 to 16 mm, including the ends.

28. Tyre (1) according to claim 1, characterized in that the circumferential grooves (3, 4, 5) have a depth in the range of 5 to 11 mm



 

Same patents:

Pneumatic tire // 2471640

FIELD: transport.

SUBSTANCE: invention relates to tread pattern design for all-season motor tire. Tread surface (2) of pneumatic tire is provided with at least one main longitudinal groove (3) in outer area at outer side of vehicle. Longitudinal main groove (3) is straightline groove so that edge lines (21), where groove wall planes (20) intersect with tread surface (2) go rectilinearly in longitudinal direction. Each surface (20) of groove wall consists of upper part (20U) of wall surface and lower part (20L) of wall surface. Upper part (20U) of wall surface is slightly sloping and passes from edge line (21) at the θ1 angle of 40° to 60° relative to line perpendicular to tread surface (2). The lower part (20L) of wall surface is steeply sloping and passes up to bottom surface (22) at θ2 angle that is less than 91 angle. Each lower part (20L) of wall surface contains protrusions (23) located in longitudinal direction of tire. Each protrusion (23) has triangle cross-section with sloping surface (23 S) passing from lower end (Ue) of upper part (20U) of wall surface to bottom (22) of groove at θ3 angle which does not exceed angle 91 but is greater than angle 92.

EFFECT: better running characteristics on snow, increased traction power on snow-covered road surface while maintaining high-level coupling on dry road surface.

7 cl, 11 dwg, 1 tbl

Pneumatic tire // 2471639

FIELD: transport.

SUBSTANCE: invention relates to tread pattern of motor tire. Pneumatic tire includes tread (2) with central longitudinal groove (3a), shoulder longitudinal grooves (3b) passing at both sides of central longitudinal groove (3a) and intermediate areas (4a) of ground coupling separated by central longitudinal groove (3a) shoulder longitudinal grooves (3b). Each of areas (4a) of ground coupling includes narrow grooves (5) passing from position spaced to inner side in axial direction of tire from shoulder longitudinal groove (3b); intermediate tilted grooves (6) each one of which goes tilted from narrow groove (5) towards central longitudinal groove (3a) and terminates without connection with central longitudinal groove (3a), and connecting grooves (7), interconnecting intermediate tilted grooves (7) adjacent in longitudinal direction of tire. Connecting grooves (7) are tilted relative to tire longitudinal direction in the same direction as intermediate tilted grooves (6) and at less angle than intermediate tilted grooves (6).

EFFECT: better drainage and antinoise characteristics of tire.

5 cl, 8 dwg, 1 tbl

Pneumatic tire // 2468930

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Proposed tire features tread patter asymmetric about both sides of tire equator. At least, four main grooves extending in along tire circumference make multiple sections. Multiple first inclined grooves arranged at angle to direction in tire circumference are formed on central section located on tire equator. Multiple second inclined grooves are arranged at angle in the same direction are formed at inner intermediate section located on vehicle inner side relative to central section. Every first inclined groove is open at its one end into main groove located between central section and intermediate second of inner side to terminate at opposite side, on central section. Every second inclined groove is open at its one end into main groove located between central section and intermediate second of inner side to terminate at opposite side, at inner side intermediate section.

EFFECT: improved drainage characteristic and wear resistance.

12 cl, 8 dwg, 3 tbl

Pneumatic tire // 2466878

FIELD: transport.

SUBSTANCE: contact areas constituting tread surface contacting with road surface form circular groove 32 which passes in circumferential direction of tire. In the circular groove 32, flat area 60 and contact area 70 is formed. Flat area 60 of groove represents flat surface of bottom 32a of circular groove 32. Inner contact area 70 protrudes towards tread surface from the bottom 32a of circular groove 32. In the inner contact area 70 group of narrow grooves 80 is formed transversing the tread. Circular groove 32 width in transversal direction of tread is 5-30% of tread surface width in transversal direction of tread.

EFFECT: better traction and breaking properties of tire, as well as better drainage characteristics and preventing slippage on ice- and snow-covered roads.

13 cl, 11 dwg

Pneumatic tire // 2464180

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Tread surface 2 has outer zone 2o directed the vehicle outward and including one main lengthwise groove 3 arranged there inside. Internal zone 2i directed the vehicle inward comprises first and second lengthwise grooves 4, 5 arranged there inside. Central area Rc between main lengthwise grooves 3 and 4 are made up of rib 10 extending in lengthwise direction. Outer shoulder zone Ro between main lengthwise groove 3 and edge TEo of contact with soil is made up of set of external blocks 12 separated by main inclined grooves 6. External blocks 12 comprises additional inclined grooves with inclination other than that of inclined grooves 6 to make external blocks 12 divided into first part on tire equator side and second part on the side of contact with soil.

EFFECT: higher wear resistance and better road holding, higher performances on wet road surface.

7 cl, 13 dwg

Pneumatic tire // 2462367

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Pneumatic tire comprises inner and outer (relative to vehicle) crown grooves (3i, 3o) arranged on both sides of tire centerline to extend along tire lengthwise direction. Central zone 5 of contact with soil is formed between aforesaid grooves while bent inclined grooves 8 are arranged at central zone 5 of contact with soil. Each said bent inclined groove 8 runs from outer end extending into crown outer lengthwise groove 3o to extend beyond tire centerline and is inclined toward inner side relative to vehicle to vary direction toward inner side relative to vehicle and toward inner end at aforesaid central zone 5. Said bent inclined grooves 8 are interconnected by connection grooves 11 extending in tire lengthwise direction on inner ends. Central contact zone 5 includes central rib 5a surrounded by connection grooves 11 and sections of inclined grooves 8 extending between connection grooves 11, and by crown lengthwise groove 3i. Central rib 5a extends continuously in tire lengthwise direction at recurring increase and decrease in tire width in direction toward tire axis.

EFFECT: better control and water venting.

6 cl, 9 dwg

Pneumatic tire // 2457956

FIELD: transport.

SUBSTANCE: invention relates to winter tires. Tire comprises two central lengthwise grooves. It comprises also first transverse grooves connected with central lengthwise grooves and have inclination varying to opposite in tire lengthwise direction. It has second transverse grooves extending from central grooves toward edges of tire tread, their inclination opposed to equator both sides across the tire. Two shoulder lengthwise grooves that, along with central lengthwise grooves and second transverse grooves, confine tire blocks. Also its has auxiliary grooves crossing said blocks in lengthwise direction to connect second transverse grooves and extend in direction orthogonal to transverse groove inclination.

EFFECT: better characteristics on snow.

3 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive tire to be used for travelling over ice and snow. Running surface (10) of non-studded snow tire is positioned so that side grooves (3A, 3B, 3C, 3D, 5) running in axial direction in each of grain blocks (2A, 2B, 2C, 2D) the axial length of side grooves (3A, 3B, 3C, 3D) disclosing in at least one of straight longitudinal grooves (1, 1A, 1B) running adjacent to grain block where side groove is contained is called groove edge element. Ratio of total length of groove edge elements on inner running surface IN to total length of groove edge elements on outer running surface OUT is equal to 1.03-1.3. Ratio of negative outer running surface coefficient OUT to negative inner running surface coefficient IN is equal to 0.85-1.0.

EFFECT: higher grip, as well as driving stability during travelling over ice and snow.

2 cl, 1 dwg

Pneumatic tire // 2456168

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Tire carcass ply is laid between two double beads. Breaker ply is recessed on carcass ply outer peripheral side in tread section. Tread is provided with multiple main grooves extending along tire circle. Maximum depth of each main groove varies from 8.5 mm to 15.0 mm. Relationship between height of actual tire profile SH and that of profile SHstd calculated from tire size is set to 0.97≤α≤0.99. Relationship between contact areas makes 65-70% under conditions of measurements whereat air pressure makes 200 kPa and load making 50% of bearing capacity at said air pressure. Mean contact pressure P varies from 300 kPa to 400 kPa.

EFFECT: longer life, efficient braking on moistened surface.

13 cl, 4 dwg, 1 tbl

Pneumatic tire // 2454332

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Tire crown 16 has central row 30 of blocks and second rows 32A, 32B arranged on both sides from said central row over the tire width. Central grooves 24P, 24Q of grouser are arranged in central row 30 with alternating directions of inclination relative to direction over tire width. End sections 25P of central groove rear end side of grouser in contact with soil are located in blocks 33.B of second row of blocks 32B while end sections 25Q of rear end side of central groove 24P in contact with soil are located in blocks 33 of second row 32A of blocks.

EFFECT: improved tire performances on ice and snow.

3 cl, 1 dwg

Pneumatic tire // 2471639

FIELD: transport.

SUBSTANCE: invention relates to tread pattern of motor tire. Pneumatic tire includes tread (2) with central longitudinal groove (3a), shoulder longitudinal grooves (3b) passing at both sides of central longitudinal groove (3a) and intermediate areas (4a) of ground coupling separated by central longitudinal groove (3a) shoulder longitudinal grooves (3b). Each of areas (4a) of ground coupling includes narrow grooves (5) passing from position spaced to inner side in axial direction of tire from shoulder longitudinal groove (3b); intermediate tilted grooves (6) each one of which goes tilted from narrow groove (5) towards central longitudinal groove (3a) and terminates without connection with central longitudinal groove (3a), and connecting grooves (7), interconnecting intermediate tilted grooves (7) adjacent in longitudinal direction of tire. Connecting grooves (7) are tilted relative to tire longitudinal direction in the same direction as intermediate tilted grooves (6) and at less angle than intermediate tilted grooves (6).

EFFECT: better drainage and antinoise characteristics of tire.

5 cl, 8 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: at maximum height of tire tread pattern, circumferential grooves (1, 2), tilted grooves (9), and transversal grooves (7, 8, 10, 14, 14a, 18) are made, which delimit checkers (4, 6, 12, 15, 17a, 17b) of tread pattern and are respectively provided with multiple slots (19, 20, 21, 22), oriented essentially in transversal direction of tread pattern. Transversal grooves (7, 8, 10, 14, 14a, 18) along their length have less depth than circumferential grooves (1, 2).

EFFECT: better dynamic properties of tire on winter roads without lowering tread rigidity and thus without deterioration of dynamic properties on dry roadway.

7 cl, 4 dwg

Tire for damp road // 2461465

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Tire 1 comprises tread 2 with pattern 3 including first and second pattern extending along tire circle to make module 5 with smaller pattern spacing and module 8 with larger pattern spacing. Note here that all modules comprise first groove 15 with initial section 32 and section 34 with larger cross-section, both sections extending from outer axial first end 30 toward opposite axial second end 31. Note here that section 34 is dead section on, at least, it iner axial side in zone of contact spot. Initial section and that with larger cross-section have first width W1 and second width W2, respectively, and feature module 5 W2-to-W1 ratio exceeding that of module 8.

EFFECT: higher tire rod grip.

36 cl, 2 dwg

Pneumatic tire // 2459713

FIELD: transport.

SUBSTANCE: invention relates to automotive tire with tread for winter operating conditions. Set of GB blocks is arranged on, at least, part of tire tread 1 with blocks 3 located nearby each other. Said blocks are formed by grooves 2 and separated one from another. Symbol P (mm) designates characteristic spacing of blocks in said group GB. Symbol W (mm) designated width of set of blocks. Symbol a (pcs) designates quantity of blocks 3 in design area Z of aforesaid group GB. Design area is demarcated by characteristic length of spacing P and width W while symbol N (%) designates negative factor in area Z. Density S of blocks per unit of actual area of contact spot of said group is defined by the formula S=a/{P×W×(1-N/100)} and set in the range of at least 0.003 (pc./mm2) to not over 0.04 (pc./mm2).

EFFECT: higher efficiency on ice.

6 cl, 18 dwg, 4 tbl

FIELD: transport.

SUBSTANCE: invention relates to automotive tire to be used for travelling over ice and snow. Running surface (10) of non-studded snow tire is positioned so that side grooves (3A, 3B, 3C, 3D, 5) running in axial direction in each of grain blocks (2A, 2B, 2C, 2D) the axial length of side grooves (3A, 3B, 3C, 3D) disclosing in at least one of straight longitudinal grooves (1, 1A, 1B) running adjacent to grain block where side groove is contained is called groove edge element. Ratio of total length of groove edge elements on inner running surface IN to total length of groove edge elements on outer running surface OUT is equal to 1.03-1.3. Ratio of negative outer running surface coefficient OUT to negative inner running surface coefficient IN is equal to 0.85-1.0.

EFFECT: higher grip, as well as driving stability during travelling over ice and snow.

2 cl, 1 dwg

Pneumatic tire // 2456168

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Tire carcass ply is laid between two double beads. Breaker ply is recessed on carcass ply outer peripheral side in tread section. Tread is provided with multiple main grooves extending along tire circle. Maximum depth of each main groove varies from 8.5 mm to 15.0 mm. Relationship between height of actual tire profile SH and that of profile SHstd calculated from tire size is set to 0.97≤α≤0.99. Relationship between contact areas makes 65-70% under conditions of measurements whereat air pressure makes 200 kPa and load making 50% of bearing capacity at said air pressure. Mean contact pressure P varies from 300 kPa to 400 kPa.

EFFECT: longer life, efficient braking on moistened surface.

13 cl, 4 dwg, 1 tbl

FIELD: process engineering.

SUBSTANCE: invention relates to curing of rubber articles, for example, tires and tire treads. In compliance with this method, one or several rods with high thermal conductivity are used in mould to direct heat to article curing-limiting parts. One or several rods with high thermal conductivity are placed in mould at points that allow heat transfer to article curing-limiting part.

EFFECT: decreased curing interval, higher uniformity of curing.

15 cl, 10 dwg

Pneumatic tire // 2443572

FIELD: transport.

SUBSTANCE: invention relates to automotive tire to be used on ice- or snow-covered roads. Slit-like drain grooves 11X made in rib 5 in the tire equatorial plane (TE) are formed with such shape that degree rib 5 is flattened by external force to, is smaller in tire rotational direction than that in opposite direction. Every block 10 in each shoulder zone 1S has slit-like drain grooves 11Ma in section 10A of the block pressed-in side features such 3D shape that makes block 10 with drain grooves 11Ma, when flattened by external force, smaller in direction of tire rotation compared with direction opposite the tire rotation. Every block 10 in each shoulder zone 1S has slit-like drain grooves 11Ma in section 10A of the block pressed-in side features such 3D shape that makes block 10 with drain grooves 11Ma, when flattened by external force, smaller in direction opposite the tire rotation compared with direction of tire rotation.

EFFECT: better braking properties on ice, reduced wear.

4 cl, 5 dwg

Pneumatic tire // 2436686

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Two first main grooves running along tire circumference are made in tread central zone. Another two main grooves running along tire circumference are made on both outer sides of the first two main grooves. First raised groves and second raised grooves are arranged to alternate along tire circumference so that said first raised grooves run inward in lateral direction of the tires from the end of tread each shoulder zone to communicate with appropriate one of the first main grooves. Second raised groves and second raised grooves are arranged to alternate along tire circumference so that said first raised grooves run inward in lateral direction of the tires from the end of tread each shoulder zone not to communicate with appropriate one of the first main grooves. Tread central rib is made to run between said two first main grooves. Some blocks of shoulder zone are located between every second main groove and appropriate one end of shoulder zones, and some intermediate blocks of shoulder zone are located between second main groove and one adjacent first main groove. Intermediate blocks of shoulder zone incorporated long blocks running along tire circumference for distance equal to that of two intermediate blocks.

EFFECT: improved performances on ice-covered and wet roads.

9 cl, 5 dwg

Pneumatic tire // 2431574

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Pneumatic tire comprises tread 2 provided with wavy lengthwise groove 7 and transverse grooves 4. Intercrossing 5 of every transverse groove 4 with wavy lengthwise groove 7 forms angled edges 6. At said intercrossing 5, transverse groove 4 has top lateral edge crossing jointing lateral edge of wavy lengthwise groove 7 at first point and bottom lateral edge crossing jointing lateral edge at third point. First point is located between second intercrossing point and that of maximum amplitude of jointing side wherein second intercrossing point makes that between jointing lateral edge and tangent line of maximum inclination to opposite jointing lateral edge of wavy lengthwise groove, while point of maximum amplitude of jointing side makes that point which is located on jointing lateral edge wherein jointing edge extends to the utmost degree relative to jointing side.

EFFECT: better vehicle stability.

9 cl, 7 dwg

FIELD: transport.

SUBSTANCE: tire protector incorporates the first and second annular grooves separating the central area from the first and second arm areas. The protector incorporates also an annular cut made in the first arm area at a distance from the first annular groove and multiple repeated modules of crosswise grooves. The first arm area of every crosswise groove module contains, at least, one main crosswise groove with the first, in fact, rectilinear part inclined to the first angle to the radial plane, the second, in fact, rectilinear part inclined at the second angle to the said radial plane and arranged between the said annular cut and the first annular groove, and the first bent part connecting the first and second rectilinear parts.

EFFECT: increased tire performances.

27 cl, 16 dwg, 4 tbl

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