Pneumatic tire

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern of stud-free tire. Proposed tire comprises sets of blocks G composed of polygonal blocks 10 arranged tightly in crown zone 1. Polygonal blocks 10 are confined by grooves 9 including first grooves 9a of W9a width and arranged between polygonal blocks 10 adjoining in tore circular direction. Width W9a of first grooves 9a is larger than width W9b of second grooves 9b located between polygonal blocks 10, adjoining and staggered.

EFFECT: better flotation on ice and snow.

7 cl, 7 dwg, 4 tbl

 

The technical field to which the invention relates.

The present invention relates to a pneumatic tire, in the crown area which generated a lot of blocks, bounded by grooves, which allows to improve the running characteristics of the tire on ice, along with the improvement of many other characteristics. More specifically, the present invention relates to a pneumatic tire, in which the optimal arrangement of blocks provides an increase in the length of the edges of the tread pattern and maintaining the rigidity of the blocks, as a result, achieved high performance tires on ice and snow and, in particular, relates to a pneumatic tire, in the crown area which is formed blocks are limited to the first grooves, continuing in the direction across the width of the tire, and the second grooves, continuing in the radial direction of the tire and intersecting with the first grooves, which significantly improves the performance of the tyres on ice and snow and improvement of silence bus.

The level of technology

In traditional bus configuration blocks in the crown zone of the tread has a dominating influence on the tread of the winter pneumatic tyres, at the expense of cutting efforts and other efforts, applied to a column of snow grooves, limiting the Loki, improved performance tires in the snow, but at the expense of sipes in the tread of each block improves the driving characteristics of the tire on ice (reference, for example, patent document 1: JP 2002-192914 A).

Disclosure of inventions

The problem addressed by the invention

To improve the running characteristics of the tire on ice, in the tread pattern described above traditional pneumatic tires to reduce negative attitude to increase the area of contact with the ground during rolling of the loaded tires, on the other hand, to improve the running characteristics of the tire on snow, it is necessary to increase the area occupied by the grooves, which entails increasing negative attitude. Therefore, improving the navigation performance tires on ice is not consistent with the improved performance tires in the snow, i.e. it is difficult to improve the running characteristics of the tire on ice without significantly affecting performance tires in the snow. In addition, effectively improve performance tires in the snow by increasing the number of blades, which ensures an increase in the regional element in the tread. However, when excessive amounts of slats has a tendency to decrease the rigidity of the blocks and the reduction of the area of the contact patch of the tyre with the ground as a result of bending blocks, and therefore even elinee worse performance tires on ice.

Based on the foregoing, the present invention is to solve the aforementioned problems and to provide a pneumatic tire with an optimal arrangement of blocks to improve performance tires in the snow, along with improving performance tires on ice.

Another of the above objectives of the present invention, consisting in the creation of the effect of water removal screen and rassekaya the surface of the water, can be solved by increasing the number of blades, but too many slats reduce the rigidity of the blocks and, consequently, to increase the deformation of the blocks and to the reduction of the area of the contact patch of the tyre with the ground.

In connection with the foregoing, the applicant in Japanese patent application No. 2008-236342 (corresponding patent document 2: WO 2010/032606 A) suggested a relatively small blocks to be placed tightly and increase the length of the formed edges of the tread pattern by increasing peripheral block boundaries, thus avoiding deformation of the blocks and reducing the area of contact of the tyre with the ground. It was found that the above technical solution, in comparison with the prior art, it is possible to improve the running characteristics of the tire on ice.

In connection with in recent years, the trend to increase Bessho the particular vehicles also there is a request to increase the noise level of the tyre. To improve the quietness of the tire containing the tightly spaced small blocks were taken, so-called, "change step" of the layouts. These measures have led to fluctuations of block stiffness and length of the edges of the tread pattern in the radial direction of the tire, which exacerbated the problem, namely, had not achieved the required characteristics of the tire on ice.

Another objective of the present invention is to provide a pneumatic tire with improved performance on ice and increased noise.

The first variant of implementation of the present invention relates to a pneumatic tire, the tread of which formed many of the restricted grooves polygonal blocks having at least five sides in the corona area. Two or more rows of polygonal blocks provided in the crown area by placing polygonal blocks at intervals in the radial direction of the tire, and polygonal blocks in rows of polygonal blocks adjacent to each other in a direction across the width of the tire, are zigzag to polygonal block of one row of blocks was located between the polygonal blocks another series of polygonal blocks in the radial direction of the tire. Polygonal blocks of the same number is and polygonal blocks and another series of polygonal blocks partially overlap, if we consider how in the radial direction of the tire, and in the direction of width, so that, in the crown area are formed of blocks of densely Packed polygonal blocks. Polygonal blocks is limited by the grooves, which include first grooves between the polygonal blocks adjacent to each other in the radial direction of the tire, and the second grooves between the polygonal blocks adjacent to each other and arranged zigzag, and the width of the first grooves is larger than the width of the second grooves.

In the corona area specified pneumatic tire is formed by two or more rows of polygonal blocks by placing polygonal blocks at intervals in the radial direction of the tire, and polygonal blocks in rows of polygonal blocks adjacent to each other in a direction across the width of the tire, are zigzag to polygonal block is one of a number of polygonal blocks were between the polygonal blocks another series of polygonal blocks in the radial direction of the tire, and polygonal blocks of the same number of polygonal blocks and another series of polygonal blocks partially overlap, if we consider how in the radial direction of the tire, and in the direction of width, so that, in crown area are formed of blocks of densely Packed polygonal nl the Cove. Thus, it is possible to provide optimal rigidity of the blocks to increase the area of the contact patch of the tyre with the ground and also to increase the length of the edges of the tread pattern to provide excellent handling characteristics of the tire on ice.

In addition, polygonal blocks is limited by the grooves including a first groove between the polygonal blocks adjacent to each other in the radial direction of the tire, and the second grooves between the polygonal blocks adjacent to each other and arranged zigzag, and the width of the first grooves is larger than the width of the second grooves. Thus, it is possible to provide sufficient cutting force on the column of snow, resulting in achieved excellent performance tires in the snow.

In the first embodiment of the pneumatic tire according to the present invention due to the optimal location of polygonal blocks can extremely effectively to achieve the required navigation performance tires in the snow, combining with the required performance tires on ice.

In the pneumatic tire according to the first embodiment, it is preferable that the density of blocks in a group of blocks, i.e. the number of polygonal blocks per unit actual area of the contact patch of the tyre with the ground, ranged from 0.003 to 0.04 (pieces/mm2). Here, the term "unit square spot con the act of the tire with the ground" is applicable under the condition of contact of the tyre with the ground, when a pneumatic tire mounted on a standard rim defined according to JATMA Yearbook" (the Japanese Association of manufacturers of automotive tyres, inflated to 100% internal air pressure (maximum pressure) in accordance with the maximum load (the dependence of the internal pressure - load shown in bold in the table of maximum load) for the appropriate size and rate of rating according to JATMA Yearbook"and the bus is operated at maximum load. It should be noted that in geographic areas where standards are used TRA or ETRTO standards, the manufacture of tyres and their application should comply with the relevant standards.

In addition, in the pneumatic tire according to the first variant of the invention, in which grooves bounding polygon blocks in groups formed of the first and second grooves, it is preferable that the first groove between the polygonal blocks adjacent to each other in the radial direction of the tire, had a width within the range from 2.5 to 10.0 mm, and the second grooves between the polygonal blocks arranged zigzag, had a width within the range from 0.4 to 3.0 mm

In addition, in the pneumatic tire according to the first variant embodiment of the invention, the corona area, site is preferably, contains a circular groove, continuing in the radial direction of the tire, and grooves bounding polygon blocks in groups and having a smaller depth than the circular groove.

In addition, in the pneumatic tire according to the first variant of the invention, it is preferable that the contact area with the ground polygon blocks in groups of polygonal blocks was in the range of 50~250 mm2. Here, the term "unit area of the contact patch of the tyre with the ground" is applicable under the condition of contact of the tyre with the ground, when a pneumatic tire mounted on a standard rim defined according to JATMA Yearbook" (the Japanese Association of manufacturers of automotive tyres, inflated to 100% internal air pressure (maximum pressure) in accordance with the maximum load (the dependence of the internal pressure - load shown in bold in the table of maximum load) for the appropriate size and rate of rating according to JATMA Yearbook"and the bus is operated at maximum load.

The second variant of the present invention relates to a pneumatic tire which contains polygonal blocks, limited to the first grooves, continuing in the direction of the width of the bus, and the second grooves, continuing in the radial direction of the tire. The floor is analnye blocks, formed in the corona area, have at least five sides, and polygonal blocks, forming a polygon rows are firmly in the radial direction of the tire. Polygonal blocks that form the rows of polygonal blocks are of different pitch, and provides at least two different step, differing in length, with a maximum step length to the minimum length of the step is from 1:0.8 to 1:0,9. Here, the term "continuing in the radial direction of the tire" means not only continuing straight along the circular direction of the tire, but also continuing with bending and rotation in the radial direction of the tire, similar to the second groove.

In the protector of the specified pneumatic tyres polygonal blocks, forming a series of polygonal blocks are tight and have at least five sides resulting in optimal block stiffness and increases the length of the edges of the tread pattern formed by the peripheral boundaries of polygonal blocks. Thus, it is possible to provide excellent handling characteristics of the tire on ice, by increasing the length of the edges of the tread pattern and prevent deformation of the blocks and prevent the decrease of the area of the contact patch of the tyre with the ground.

Because of polygonal blocks that make up the ranks of polyg the blocs, there are different step and are provided, at least two different step, differing in length, and the ratio of the maximum step length to the minimum length of the step is from 1:0.8 to 1:0,9, it is possible to minimize the fluctuation of block stiffness and the fluctuation of the length of the edges of the tread pattern and to avoid deterioration of performance tires on ice.

Thus, the pneumatic tire according to the second variant embodiment of the invention with polygonal blocks of optimal size and optimal step location polygonal blocks may have significantly improved performance on the ice in addition to noise reduction, as compared with the tires of the prior art.

In addition, in the pneumatic tire according to the second variant of the invention, when multiple polygonal blocks form at least one row of polygonal blocks belonging to the group, it is preferable that the density of blocks in a group of blocks, i.e. the number of polygonal blocks per unit actual area of contact with the ground, ranged from 0.003 to 0.04 (pieces/mm2). Here, the term "unit area of the contact patch of the tyre with the ground" is applicable under the condition of contact of the tyre with the ground, when a pneumatic tire mounted on a standard rim defined according to JATMA Yearbook" (Japanese is the Association of manufacturers of automotive tires), inflated to 100% internal air pressure (maximum pressure) in accordance with the maximum load (the dependence of the internal pressure - load shown in bold in the table of maximum load) for the appropriate size and rate of rating according to JATMA Yearbook"and the bus is operated at maximum load. It should be noted that in geographic areas where standards are used TRA or ETRTO standards, the manufacture of tyres and their application should comply with the relevant standards.

In addition, in the pneumatic tire according to the second variant of the invention, it is preferable that each of the polygonal blocks, forming rows of polygonal blocks, had the contact area with the ground within the range of 50~250 mm2.

Moreover, in the pneumatic tire according to the second variant of the invention, it is preferable that in the corona area were made circular grooves, continuing in the radial direction of the tire, and the depth of the circular groove must be greater than the depth of the first and second grooves, which limit the group of polygonal blocks.

The present invention allows to improve the running characteristics of the tire on ice and at the same time to improve other characteristics. According to the first variant of the embodiment of the invention, in particular, you may be prompted pneumatic tire having the desired performance on snow, in combination with the desired characteristics of the tire on ice, and according to the second variant of implementation of the present invention can further improve the driving characteristics of the tire on ice and at the same time to increase the noiseless tyres, compared with tires according to the prior art.

Brief description of drawings

Figure 1 - detailed image of a tread pattern of a pneumatic tire (tire 1) according to the first variant implementation of the present invention.

Figure 2 is a view in section along the line a-a bus, presented in figure 1.

Figure 3 is a detailed drawing of the tread conventional pneumatic tyres (tires 1 according to the prior art).

4 is a detailed picture of the tread pattern of a pneumatic tire according to the second variant of implementation of the present invention.

Figure 5(a) and 5(b) is an enlarged image of rows of polygonal blocks presented in figure 4, and figure 5(a) shows the change of the length in the radial direction of the first grooves, respectively, the changing step, and figure 5(b) shows the change of the length in the radial direction of the polygonal blocks, respectively, the changing step.

6 is a view in section along the line a-a tires, are presented in figure 4.

7 is a detailed drawing of the tread conventional pneumatic tire (tire 2 according to the prior art).

The implementation of the invention

Hereinafter the present invention will be described on the example of the preferred variants of its implementation with reference to the accompanying drawings. Figure 1 presents in detail the tread pattern of a pneumatic tire according to the first variant implementation of the present invention. In figure 1 the symbol E marked Equatorial plane of the tire and a symbol of THE marked edge of the contact patch of the tread with the ground.

Traditional pneumatic tire comprises a pair of edges, a pair of sidewall sections, the crown area of the carcass reinforcing these areas between the cores wing tires embedded in each rim (not shown in the drawings). Carcass ply cords can be directed radially or diagonally. The radial cords of the crown area of the tread must be reinforced by a breaker on the outer circumference of the frame.

In the corona zone 1, shown in figure 1, can be formed by at least one circular groove, for example, figure 1 shows three circular grooves 2A, 2b and 2C. The outer side of the circular grooves 2A and 2C in the direction across the width of the tire is formed of a series of 4 shoulder blocks, with shoulder blocks 3 intersect the edges of the contact patch of the tread with the ground in the direction of width of the tire. Between the circular grooves 2b and 2C formed rows of 6 rectangular blocks of many races who than necessary in the radial direction of the tire rectangular blocks 5, which are elongated in the direction of width of the tire. The slats 7 are formed in each shoulder block 3 and the rectangular block 5, depending on the stiffness of each block. In addition, between the shoulder blocks 3 and the adjacent rectangular blocks 5 in the radial direction of the tire formed grooves 8 lug, continuing in the direction across the width of the bus.

Between the circular grooves 2A and 2b in the tread formed many polygonal blocks 10, bounded by the grooves 9, and the polygonal configuration of the blocks provided at least five sides. Preferred is an octagonal configuration blocks. However, the configuration of the blocks is not limited to octagonal, and the blocks can have other polygonal configuration, for example, pentagonal or hexagonal. When the octagonal configuration of the blocks, you can ensure that the edges of the tread pattern, continuing in the direction across the width of the tires, and firmly place the polygonal blocks 10 and place them zigzag, which will be described hereinafter in more detail. Each polygonal block 10 contains two slats 7, depending on the rigidity of the block, however, the slats can be excluded.

In the corona zone 1 has two or more rows of polygonal blocks, in which the polygonal blocks 10 are placed at intervals in the radial direction of the control bus. For example, in the radial direction of the tire formed two rows 11 of polygonal blocks, as shown in the drawing. Polygonal blocks 10 in the rows 11 of polygonal blocks adjacent to each other in a direction across the width of the bus, posted by zigzag, and polygonal block 10 single row 11 of polygonal blocks is located between the polygonal blocks 10 another series 11 of polygonal blocks, and polygonal blocks 10 of one and other rows 11 of polygonal blocks partially overlap, if we consider how in the radial direction of the tire, and in the direction of width, so that, in the crown zone 1 are formed of a group G blocks of densely Packed polygonal blocks 10.

According to a variant of embodiment of the invention the grooves 9, bounding polygonal blocks 10 in groups G blocks consist of sections 9a (hereinafter referred to as "first groove") between the polygonal blocks 10 adjacent to each other in the radial direction of the tire, and sections 9b (hereinafter referred to as "second grooves") between the polygonal blocks 10, posted by zigzag.

In groups G blocks grooves 9 (including first grooves 9a and the second grooves 9b), the bounding polygonal blocks 10 have a smaller depth than the circular grooves 2A, 2b and 2C. In addition, the width W9a first grooves 9a included in Cana is OK 9, greater than the width W9b second grooves 9b. Width W9a and width W9b, respectively, the first grooves 9a and second grooves 9b, members of the grooves 9 is set so large that the first and second grooves 9a and 9b are not covered on the surface of the contact patch of the tyre with the ground, provided that a pneumatic tire mounted on a standard rim defined according to JATMA Yearbook" (the Japanese Association of manufacturers of automotive tyres, inflated to 100% internal air pressure (maximum pressure) in accordance with the maximum load (the dependence of the internal pressure - load shown in bold in the table of maximum load) for the appropriate size and rate of rating according to JATMA Yearbook"and the bus is operated at maximum load. More specifically, it is preferable that the width W9a first grooves 9a ranged from 2.5 to 10.0 mm, width W9b second grooves 9b ranged from 0.4 to 3.0 mm When the width W9a grooves is less than 2.5 mm, the first grooves 9a are unable to capture enough snow, and therefore, performance tires in the snow cannot be ensured sufficiently, as this will decrease the cutting force applied to a column of snow. On the other hand, if the width W9a grooves exceeds 10.0 mm, the number of polygonal blocks 10, formed in Crewe the new direction of the tire, decreases, and therefore, cannot be sufficiently ensured performance tires on ice because of the reduced boundary element formed of polygonal blocks 10. In addition, if the width W9b grooves is less than 0.4 mm, the second grooves 9b tend to close when the loaded rolling tires, resulting in worse performance tires on ice and performance tires in the snow. On the other hand, if the width W9b grooves exceeds 3.0 mm, the G blocks cannot be placed sufficiently tightly, resulting in rigidity of the blocks may deteriorate, and, accordingly, will worsen the conditions of contact of the tyre with the ground.

In the pneumatic tire according to the first variant embodiment of the invention, the density D of the blocks in the group G blocks is determined by the number of blocks per unit actual area of the contact patch of the tyre with the ground, i.e. the number of "a" polygonal blocks 10 are located in the computational domain Z (shaded section in figure 1), which, in fact, is determined by the estimated length PL of step (mm) the location of the polygonal blocks 10 in the row 11 of polygonal blocks within group G blocks and a width W (mm) of G blocks, and the density D of the blocks is expressed by the formula:

,

where N (%) is negative the m ratio in the computational domain, the density of the D block is from 0.003 to 0.04 units/mm2. Here, the width W is the distance, measured along the G blocks in the direction across the width of the tire, and the density D of the blocks depends on the number of polygonal blocks 10 per unit actual area of contact with the ground for each group G blocks (excluding the area of the grooves). Incidentally, the density D blocks normal winter tyres (neshipovannyh bus) is approximately 0.002 or less. When calculating the number of "a" polygonal blocks 10 that are included in the calculation domain Z, a situation may arise when a particular polygon block occupies the position, both inside and outside the computational domain Z and cannot be considered as one unit. Such polygonal block 10 into account, based on the relationship of the area of the block included in the computational domain Z, and the total area of the block. For example, if the block is both inside and outside the computational domain Z, while in the computational domain Z is only half a block, then this block is counted as ½ pc.

If the density D of the blocks of G blocks is less of 0.003 (pieces/mm2), the size of the polygonal blocks 10 greatly increased, thus, there is reason to believe that the length of the edges of the tread pattern to be insufficient. On the other hand, if the density D blocks exceed 0,04 (PCs/mm2 ), the size of the polygonal blocks 10 is greatly reduced, thus, there is reason to believe that the rigidity of the unit will decrease, which will lead to the deterioration of ground contact and the deterioration of performance tires on ice. Finally, when the density D of the blocks constituting from 0,0035 to 0.03 (PCs/mm2), in the pneumatic tire extremely effectively combines secure the rigidity of the blocks and the extended length of the edges of the tread pattern.

It is preferable that the negative relation N (%) in the group G blocks ranged from 5% to 50%. If a negative attitude N (%) less than 5%, the volume of the groove becomes too small to provide sufficient drainage, and at the same time the size of the polygonal block 10 becomes too large, which does not allow to increase the length of the edges of the tread pattern. On the other hand, if a negative attitude N exceeds 50%, the rigidity of the block is reduced because the contact patch with the ground is small.

In addition, it is preferable that the contact area with the ground polygonal blocks 10 in group G of the blocks ranged from 50 to 250 mm and polygonal blocks 10 have been quite small, so that optimum rigidity of the blocks and provides a good gripping power. When the contact spot area constituting from 50 to 250 mm, the distance p is otector from the Central region to the peripheral areas of the polygonal blocks 10 is reduced, as a result, the existing water film can be effectively removed from the road surface, when the polygonal blocks 10 come in contact with the ground. However, if the contact area with the ground polygonal blocks 10 is less than 50 mm, the rigidity of the blocks is insufficient, as a result, when the contact polygonal blocks 10 with the ground deformation of the blocks due to the lack of rigidity, which is undesirable. On the other hand, if the contact area with the soil exceeds 250 mm2the size of the polygonal blocks 10 become too large and cannot be increased length of the edges of the tread pattern, which is also undesirable.

According to the first variant implementation of the present invention outside groups G blocks containing two rows 11 of polygonal blocks in the direction across the width of the tire formed by the rows 13A and 13b of the side blocks from a variety of side blocks 12A and 12b arranged in the direction across the width of the tire, and these rows of side blocks surround the group G blocks. Instead of side blocks 12A and 12b is also possible to form the above-mentioned polygonal blocks 10 with the formation of four or more rows 11 of polygonal blocks. According to this variant of the invention, the side blocks 12A and 12b in the rows 13A and 13b of the side blocks have a large length in the range of the PTO direction of the tire, than the polygonal blocks 10 in groups G blocks. In addition, the side blocks 12A (number 13A of the left side of the blocks in figure 1) in one of the two rows 13A and 13b of the side blocks are long in the radial direction of the tire than the side blocks 12b in another row 13b of the side blocks (the number of right side blocks in figure 1). Like other blocks in each lateral block 12A and 12b formed from two to six rows of slats 7, depending on the rigidity of the block, and between the side blocks 12A and 12b adjacent to each other in the radial direction of the tire formed by the grooves 8 lug. As shown in figure 2, the circular groove 2b contains a bottom protrusion 14, which partially reduces the depth of the groove and connects with a side block 12b. Within the bottom of the protrusion 14 formed pocket (groove) 14a, ongoing, almost, in the direction across the width of the bus.

The effects according to the first variant implementation of the present invention will be described below. In the corona zone 1 are formed two or more rows 11 of polygonal blocks, in which the polygonal blocks 10 are placed at intervals in the radial direction of the tire. In addition, the polygonal blocks 10 in the rows 11 of polygonal blocks adjacent to each other in a direction across the width of the tire placed zigzag, and polygonal block 10 single row 11 of polygonal blocks is located between polygonal the mi blocks 10 another series 11 of polygonal blocks, and polygonal blocks 10 of one and other rows 11 of polygonal blocks partially overlap, if we consider how in the radial direction of the tire and the direction of the width of the tyre, thus, formed a group G blocks of densely Packed polygonal blocks 10. In the pneumatic tire containing group G blocks, as described above, provides the required rigidity of the block can therefore be improved contact polygonal blocks 10 with the ground. When reducing the size of each polygonal block 10 and dense enough location, you can ensure the rigidity of the block, as well as significantly increase the length of the edges of the tread pattern (the total length of all edges of polygonal blocks 10) and, accordingly, to improve the driving characteristics of the tire on ice.

Grooves 9, bounding polygonal blocks 10, formed of first and second grooves, the first grooves (transverse groove) 9a between the polygonal blocks 10 adjacent to each other in the radial direction of the tire has a width of W9a, which is greater than the width W9b second grooves (longitudinal grooves) 9b between the polygonal blocks 10 arranged zigzag, which allows the first grooves 9a between the polygonal blocks 10 adjacent to each other in the radial direction of the tire, to make sufficient cutting force to the table is that of snow, as a result, can be provided with excellent handling characteristics of the tire on snow.

Thus, through the optimal placement of blocks in the above-mentioned pneumatic tire can be provided as high performance tires in the snow, and high performance tires on ice.

In addition, according to the first variant embodiment of the invention the grooves 9, bounding polygonal blocks 10 in groups G blocks (i.e., the first and second grooves 9a and 9b) have a smaller depth than the circular grooves 2A, 2b and 2C, so that the circular grooves 2A, 2b and 2C provide good drainage characteristics of the bus and resistance to aquaplaning, while increasing the rigidity of the polygonal blocks 10 and providing a good contact that can further improve the running characteristics of the tire on ice. It is also possible to form grooves so that only the second grooves 9b had less depth than circular grooves 2A, 2b and 2C, so that the first grooves 9a can capture a fair amount of snow and increase the cutting force applied to a column of snow.

In addition, according to the first variant embodiment of the invention a circular groove 2b includes a bottom ledge 14, and formed pocket 14a, ongoing, almost, in the direction across the width of the tire, is thanks to which, additionally improved as the driving characteristics of the tire on ice, and performance tires in the snow.

The second variant implementation of the present invention will be described below with reference to the drawing (figure 4), which presents in detail the tread pneumatic tires. Figure 4 symbol E marked Equatorial plane of the tire and a symbol of THE marked edge of the contact patch of the tread with the ground.

Traditional pneumatic tire comprises a pair of edges, a pair of sidewall sections, the crown area of the carcass reinforcing these areas between the cores wing tires embedded in each rim (not shown in the drawings). Carcass ply cords can be directed radially or diagonally. The radial cords of the crown area of the tread must be reinforced by a breaker on the outer circumference of the frame.

In the corona zone 1, shown in figure 4, can be formed by at least one circular groove, for example, figure 4 shows three circular grooves 2A, 2b and 2C. The outer side of the circular grooves 2A and 2C in the direction across the width of the tire is formed of a series of 4 shoulder blocks, with shoulder blocks 3 intersect the edges of the contact patch of the tread with the ground in the direction of width of the tire. Between the circular grooves 2b and 2C formed rows of 6 rectangular blocks of many located in the circle is the first direction of the tire rectangular blocks 5, which are elongated in the direction of width of the tire. The slats 7 are formed in each shoulder block 3 and the rectangular block 5, depending on the stiffness of each block. In addition, between the shoulder blocks 3 and rectangular blocks of 5 adjacent to each other in the radial direction of the tire formed by the grooves 8 lug, continuing in the direction across the width of the bus.

Between the circular grooves 2A and 2b formed many polygonal blocks 10 that are limited to the first grooves, continuing in the direction across the width of the tire, and the second grooves, continuing in the radial direction of the tire, intersecting in the protector, which is formed of polygonal blocks having at least five sides. Figure 4 shows the tyre tread, which is formed of polygonal blocks 10, having an octagonal configuration (octagonal blocks). Preferably, the polygonal blocks had an octagonal configuration, but the configuration of the blocks is not limited to octagonal and blocks can have other polygonal configuration, for example, pentagonal or hexagonal. When the octagonal configuration of the blocks, you can ensure that the edges of the tread pattern, continuing in the direction across the width of the tires, and firmly place the polygonal blocks 10 and place them zigzag that will be next op is Sano in more detail. Each polygonal block 10 contains two slats 7, depending on the rigidity of the block, however, the slats can be excluded.

Polygonal blocks 10 are tightly placed with predetermined intervals in the radial direction of the tire with the formation of at least one of a number 11 of polygonal blocks in the corona area. For example, there may be formed two rows 11 of polygonal blocks, as shown in the drawing. Polygonal blocks 10 in the rows 11 of polygonal blocks adjacent to each other in a direction across the width of the bus, posted by zigzag to polygonal block 10 single row 11 of polygonal blocks were between the polygonal blocks 10 another series 11 of polygonal blocks, and polygonal blocks 10 of one and other rows 11 of polygonal blocks partially overlap, if we consider how in the radial direction of the tire, and in the direction of width.

As shown in figure 5(a) and 5(b), polygonal blocks are located with different step, and provides at least two different step, which differ in length. According to a variant embodiment of the invention, presented in figure 5, there are three different steps, different lengths P1, P2 and P3. Namely, the polygonal blocks 10 in the row 11 of polygonal blocks, and the first grooves 9a adjacent to the polygonal blocks 10 are of different pitch, and there are two or bol is e different steps with the length of P1, P2 and P3. The ratio of P1, P2 and P3 the following:

P1<P2<P3.

However, the ratio is not limited to the above and also the following ratios:

P2<P1<P2 or P1>P2>P3.

Although this is not shown in the drawings, it is also possible to provide four or more different steps, which differ in length.

As shown in figure 5(b), to change the length of each step P1-P3, the lengths L1-L3 polygonal blocks 10 in the radial direction leave almost the same, while the length W1-W3 in the radial direction of the first grooves 9a adjacent to the polygonal blocks 10 can be modified so that W1<W2<W3. As shown in figure 5(b), the lengths L1-L3 polygonal blocks in the radial direction can be changed so that L1<L2<L3, while the length W1-W3 in the radial direction of the first grooves 9a adjacent to the polygonal blocks 10, leave almost identical. At the specified tread stiffness of each polygonal block 10 remains almost the same in the radial direction of the tire, thus implementing a profile that provides the required performance tires, in particular, on ice. At the specified tread first grooves 9a have the necessary volume to the post snow had gathered sufficient cutting force to implement p Ofili, which provides the required performance tires, in particular, in the snow.

Although it is not shown in the drawing, the desired change step may also be implemented in accordance with the ratios given below. Namely, the length of the polygonal blocks 10 in the radial direction changed so that:

L1<L2<L3 or L2<L1<L3 or L3<L1<L2.

while the length of the first groove 9a in the radial direction changed so that:

W1<W2<W3 or W2<W1<W3 or W3<W1<W2.

This means that small polygonal block 10 is limited to the first groove 9a having a small length in the radial direction and adjacent to the polygonal block 10, and the large polygonal block 10 is limited to the first groove 9a, having a greater length in the radial direction and adjacent to the polygonal block 10, which ensures the desired step size changes only due to the small sizing of polygonal block 10 in the radial direction of the tire. The placement described above is preferred since it achieves the same stiffness polygonal blocks 10 in the radial direction of the tire, as will be described later.

In addition, according to the second variant of the invention, as shown, the block size change so as to change the length of the polygonal blocks 10 in the radial direction. is, however, also possible to maintain a fixed length of the polygonal blocks 10 in the direction across the width of the tires and change only the length in the radial direction (not shown in the drawings). When the placement described above, prevents a change in the radial direction of the tire rigidity of the blocks in the direction across the width of the tire, resulting in excellent stability of vehicle control.

In addition, in each row of polygonal blocks can be obtained following the maximum step length Rmax(in the drawing, P3) to the minimum step length Pmin(in the drawing, P1):

Pmax:Pmin=from 1:0.8 to 1:0.9, preferably Pmax:Pmin=1:0.85.

If the relation "Pmin/Pmaxis less than 0.8, the difference in rigidity of the blocks and the length of the edges of the tread pattern between the maximum and minimum polygon blocks becomes large and also the location of edges in the radial direction of the tire becomes uneven, which reduces the beneficial effect of the traction characteristics of the tire on ice, which must be provided when a dense arrangement of small polygonal blocks. On the other hand, if the relation "Pmin/Pmax" exceeds 0.9, the effect of white noise when changing the step is reduced. Also, as shown in figure 5(b), the implementation of the change step by changing the dimensions of the polygonal blocks 10, it is preferable to provide the following relationship between the maximum and minimum polygon block and 10 in the same row 11 of polygonal blocks, accordingly, the rolling surface of the polygonal blocks 10 to equalize the rigidity of polygonal blocks in the radial direction of the tire and to improve the running characteristics of the tire on ice:

Pmax:Pmin=from 1:0.8 to 1:0,9.

To improve traction characteristics of the tire on ice through a dense arrangement of polygonal blocks 10, it is necessary that, at least in the same row 11 of polygonal blocks (for example, in two rows, as shown in the drawings)of G blocks and groups of polygonal blocks 10 had a density D block, which is determined by the number of polygonal blocks per unit actual area of contact with the ground, preferably comprising from 0.003 to 0.04 (pieces/mm2).

In group G blocks density D blocks is determined by the number of blocks per unit actual area of contact with the ground, i.e. the number of "a" polygonal blocks 10 are located in the computational domain Z (shaded section in figure 4). Estimated area, in fact, is determined by the estimated length MN of step (one step lengths P1-P3, as shown in the drawing) (mm) location of the polygonal blocks 10 in the row 11 of polygonal blocks within groups G blocks and a width W (mm) groups G blocks, and the density D of the blocks is expressed by the formula:

,

where N (%) is from izuchennym attitude in the computational domain. The width W is the distance from one end to the other end of the group G of polygonal blocks in the direction across the width of the tire, and the density D of the blocks depends on the number of polygonal blocks 10 per unit actual area of contact with the ground G, polygonal blocks. Incidentally, the density D blocks normal winter tyres (neshipovannyh bus) is approximately 0.002 or less. When calculating the number of "a" polygonal blocks 10 that are included in the calculation domain Z, a situation may arise when a particular polygon block occupies the position, both inside and outside the computational domain Z and cannot be considered as one unit. Such polygonal block 10 take into account on the basis of the relationship of the area of the block included in the computational domain Z, and the total area of the block. For example, if the block is both inside and outside the computational domain Z, while in the computational domain Z is only half a block, then this block is counted as ½ pc.

If the density D of the blocks of G blocks is less of 0.003 (pieces/mm2), the size of the polygonal blocks 10 greatly increases, which does not allow to increase the length of the edges of the tread pattern with a dense arrangement of the polygonal blocks 10. On the other hand, if the density D blocks exceed 0,04 (PCs/mm2), the size of the polygonal blocks 10 is if the com small thus, there is reason to believe that the rigidity of the unit will decrease, which will lead to deformation of the polygonal blocks 10, resulting in a reduced contact area with the ground and will deteriorate the performance of a tire on ice. Finally, when the density D of the blocks constituting from 0,0035 to 0.03 (PCs/mm2), in the pneumatic tire extremely effectively combines secure the rigidity of the blocks and the extended length of the edges of the tread pattern.

It is preferable that the negative relation N (%) in the group G blocks ranged from 5% to 50%. If a negative attitude N (%) less than 5%, the volume of the groove becomes too small to provide sufficient drainage, and at the same time the size of the polygonal block 10 becomes too large, which does not allow to increase the length of the edges of the tread pattern. On the other hand, if a negative attitude N exceeds 50%, the contact area with the soil becomes too small. Therefore, in this case there is reason to believe that may not be provided with the required performance tires on ice.

In addition, it is preferable that the contact area with the ground polygonal blocks 10 forming the rows 11 of polygonal blocks, ranged from 50 to 250 mm2and polygonal blocks 10 were quite small, so ensure the optimal W block stiffness and provides a good gripping power. When the contact spot area constituting from 50 to 250 mm, the distance in the protector from the Central region to the peripheral areas of the polygonal blocks 10 is reduced, resulting in the existing water film can be effectively removed from the road surface, when the polygonal blocks 10 are in contact with the ground. In addition, if the contact area with the ground polygonal blocks 10 is less than 50 mm2the ratio between the contact area with the ground and the height of the polygonal blocks 10 is reduced, thus reducing the bending stiffness of the blocks. Thus, deformation of the polygonal blocks 10 and even a slight deformation caused by contact with the ground, can adversely affect the controllability of the vehicle on different road surfaces, such as dry, wet, icy and snowy roads. On the other hand, if the contact area with the ground polygonal blocks 10 exceeds 250 mm2difficult to increase the length of the edges of the tread pattern with a dense arrangement of the polygonal blocks 10. If you increase the size of each polygonal block 10 a resistance drain is increased when the polygonal blocks are in contact with the wet surface of the road, and there is reason to believe that resistance tires hydroplaning will deteriorate.

Soglasnoooo variant implementation of the present invention outside groups G blocks, containing two rows 11 of polygonal blocks in the direction across the width of the tire, is formed by the rows 13A and 13b of the side blocks from a variety of side blocks 12A and 12b in the radial direction of the tire, and these rows of side blocks surround the group G blocks. Instead of side blocks 12A and 12b can also be placed above the polygonal blocks 10 with the formation of 4 or more rows of polygonal blocks. According to a variant of embodiment of the invention, the side blocks 12A and 12b in the rows 13A and 13b of the side blocks are long in the radial direction, as compared with the lengths L1-L3 in the radial direction of the tire polygonal blocks 10 in the groups G of polygonal blocks. In addition, the side blocks 12A (the number of the left side of the blocks in figure 4) in one of the two rows 13A and 13b of the side blocks are long in the radial direction of the tire than the side blocks in the other row 13b (the number of right side blocks in figure 4). Like other blocks in each lateral block 12A and 12b formed from 2 to 6 rows of blades, depending on the rigidity of the block, and between the side blocks 12A and 12b adjacent to each other in the radial direction of the tire formed by the grooves 8 lug. As shown in Fig.6, a circular groove 2b contains a bottom protrusion 14, which partially reduces the depth of the groove and connects with a side block 12b. Within the bottom of the protrusion 14 formed Kar is an (groove) 14a, continuing, almost, in the direction across the width of the bus.

The effects achieved according to the second variant of implementation of the present invention will be described below. In the pneumatic tire containing a series of polygonal blocks formed densely located in the corona zone 1 polygonal blocks in the radial direction of the tire, provided with optimum hardness blocks, improved contact of each polygonal block 10 with the ground and all polygonal blocks are minimized and are tight enough that provides both guaranteed block stiffness and a significant increase in the length of the edges of the tread pattern (total length of all edges of polygonal blocks 10), resulting in significantly improved performance tires on ice.

Because of polygonal blocks, forming a series of polygonal blocks are of different pitch, and provides at least two different step, differing in length, and the ratio of the maximum step length to the minimum length of the step is within the range from 1:0.8 to 1:0,9, it is possible to minimize the fluctuation of block stiffness and the fluctuation of the length of the edges of the tread pattern and to avoid deterioration of performance tires on ice.

Thus, due to the optimized size of each polygonal block and optimized the stride length of polygonal blocks, pneumatic tire according to the second variant implementation of the invention can be considerably improved performance tires on ice, increased noiseless tyres, compared to the pneumatic tire according to the prior art.

Moreover, in the pneumatic tire according to the second variant embodiment of the invention when a dense arrangement of polygonal blocks significantly improve the driving characteristics of the tire on ice, and the special effect is achieved if the density of blocks in a group of polygonal blocks is from 0.003 to 0.04 (pieces/mm2).

In addition, in the pneumatic tire according to the second variant implementation of the invention can be provided with optimal rigidity of the block, if the contact area with the ground polygonal blocks, forming rows of polygonal blocks, ranges from 50 to 250 mm2in providing a good gripping power. Also when the corresponding square spot of ground contact length in the protector from the Central to the peripheral areas of the polygonal blocks 10 is reduced, resulting in the existing water film can be effectively removed from the road surface when the contact polygonal blocks 10 with the ground, which further improves driving characteristics of the tire on ice.

In addition, in the pneumatic W is not according to the second variant embodiment of the invention in series 11 of polygonal blocks, adjacent to each other in a direction across the width of the tire, polygonal blocks posted by alternating zigzag, namely, polygonal blocks adjacent to each other in a direction across the width of the tire, are shifted relative to each other in the radial direction of the tire to come into contact with polygonal blocks adjacent to each other in a direction across the width of the tires, changed over time and, thus, were distributed noise energy, thus achieving further increases the noise level of the tyre.

In addition, in the pneumatic tire according to the second variant embodiment of the invention through the second grooves, continuing in the radial direction of the tire and the bounding polygon blocks, and also due to the circular grooves deeper than the first groove, also located in the crown area of the water will undoubtedly be pulled outside the contact patch with the ground, resulting in addition to improve the driving characteristics of the tire on ice and resistance to aquaplaning.

In addition, in the pneumatic tire according to the second variant embodiment of the invention at the expense of bottom ledge 14 in the circular groove 2b and formed pockets 14a, ongoing, almost, in the direction across the width of the tire within the bottom of the ledge 14, it is possible to improve the running characteristics as the specific tires in the snow.

The present invention was described above with variants of its implementation with reference to the accompanying drawings, but the present invention is not limited to the above-mentioned variants of its implementation. For example, it is also possible to combine the first and second embodiments of the invention. In this case, the tread pneumatic tyres form many limited grooves polygonal blocks that have at least five sides in the corona area. In the corona area includes two or more rows of polygonal blocks when placing polygonal blocks at intervals in the radial direction of the tire, and polygonal blocks in rows of polygonal blocks adjacent to each other in a direction across the width of the tire, are zigzag to polygonal block is one of a number of polygonal blocks were between the polygonal blocks another series of polygonal blocks in the radial direction of the tire, and polygonal blocks of the same number of polygonal blocks and another series of polygonal blocks partially overlap, if we consider how in the radial direction of the tire, and in the direction of width, so that, in the crown area formed group blocks of dense polygonal blocks. Polygonal blocks is limited by the grooves, which include first grooves between the polygonal blocks, adjacent to each other in the radial direction of the tire, and the second grooves between the polygonal blocks adjacent to each other and arranged zigzag, and the width of the first grooves is larger than the width of the second grooves. In at least one row of polygonal blocks of polygonal blocks, forming a series of polygonal blocks are of different pitch, and may be provided two or more different steps, differing in length, with a maximum step length to the minimum length of the step is from 1:0.8 to 1:0.9. The above arrangement enables to improve the running characteristics of the tire on ice, to improve the running characteristics of the tire on snow and further improve the noiseless tyres.

Example 1

To confirm the effectiveness of the first variant implementation of the present invention regarding performance tires in the snow and traction characteristics of the tire on the ice for each test were prepared the following sample applications:

- pneumatic tire according to the first variant embodiment of the invention (tire 1 according to the first variant embodiment of the invention);

- pneumatic tires according to comparative variant (comparative tires 1 and 2); and

- pneumatic tire according to the prior art (bus 1 according to the known level of the ISR).

Each tire is a radial cord location, has a size of 205/55R16 and is designed for passenger vehicles.

Figure 1 shows a tread pattern of a tire 1 according to the first variant embodiment of the invention. The width of the circular grooves 2A, 2b and 2C is 7.5 mm, 18 mm and 4 mm, respectively, and the depth of each groove is 8.9 mm in Addition, the width W9a first grooves, members of the grooves 9, bounding polygonal blocks 10, greater than the width W9b second grooves 9b.

Comparative tire 1 is different from the tire 1 according to the first variant embodiment of the invention that the first grooves 9a and the second grooves 9b, members of the grooves 9, bounding polygonal blocks 10 are almost the same width W9a and W9b, respectively.

Comparative tire 2 is different from the tire 1 according to the first variant of the invention is that the width W9a first grooves 9a, members of the grooves 9, bounding polygonal blocks 10, less than the width W9b second grooves 9b.

Figure 3 presents a plot of 1 tread of the tire 1 according to the prior art. Detailed data relating to the tire 1 according to the first variant of the invention, comparative tires 1 and 2, the tire 1 according to the prior art are shown in table 1. In addition, the tire 1 according to the first var is the ant embodiment of the invention, comparative tires 1 and 2, the tire 1 according to the prior art have almost the same negative attitude across the tread, respectively.

Table 1
China (according to the first variant embodiment of the invention)Comparative tire 1Comparative tire 2
The tread pattern1Not shownNot shown
The dimensions of the polygonal blocks (in a circular direction; W: in the direction of the width)The length L10 (mm)13,2the 15.616,4
W - the width W10 (mm)16,416,413,2
Height (mm)777
Negative attitude N (%) group polygonal blocks26 2326
Width W (mm) group polygonal blocks424242
The estimated step length PL of the layouts (mm)171717
Number "a" (PCs) polygonal blocks in the computational domain3,33,33,3
The density of blocks D (PCs/mm2)0,0050,0050,005
Width W9a the first grooves, the bounding polygon blocks3,21,61,6
Width W9b second grooves, the bounding polygon blocks1,61,63,2

Each above the tire mounted on a standard rim size of 16×6,8J, pumped to an internal pressure of 200 kPa (relative pressure) and then octanal the Wali on the vehicle to assess the following characteristics.

(1) Evaluation of braking performance on ice

The braking performance on ice was estimated by measuring the distance from the start of braking to a complete stop when the vehicle speed 20 km/h on the frozen road surface. Table 2 shows the evaluation results of the tire 1 according to the first variant of the invention, comparative tires 1 and 2, and the tire 1 according to the prior art, with the result of the test tire 1 according to the prior art is taken as 100, and a larger value indicates a better braking performance on ice.

(2) evaluation of the coupling effort on the ice

Coupling force on the ice was estimated by measuring the time spent in transit vehicle distance of 20 m with full gas on the frozen road surface. Table 2 shows the evaluation results of the tire 1 according to the first variant of the invention, comparative tires 1 and 2, and the tire 1 according to the prior art, with the result of the test tire 1 according to the prior art is taken as 100, and a larger value indicates a better coupling force on the ice.

(3) Evaluation of braking performance on snow

The braking performance on ice was estimated by measuring the distance from the start of deceleration is possible to a complete stop when the vehicle speed 40 km/h on compacted snow-covered road surface on the test site. Table 2 shows the evaluation results of the tire 1 according to the first variant of the invention, comparative tires 1 and 2, and the tire 1 according to the prior art, with the result of the test tire 1 according to the prior art is taken as 100, and a larger value indicates a better braking performance on snow.

(4) evaluation of the coupling effort on snow

Coupling force on the snow was estimated by measuring the time interval when the vehicle accelerates from an initial velocity of 10 km/h to a speed of 45 km/h when the vehicle is on a compacted snowy road surface on the test site. Table 2 shows the evaluation results of the tire 1 according to the first variant of the invention, comparative tires 1 and 2, and the tire 1 according to the prior art, with the result of the test tire 1 according to the prior art is taken as 100, and a larger value indicates a better coupling force on the snow.

(5) Evaluation of the characteristics of the tires when accelerating in terms of the occurrence of aquaplaning (HP) (instrumental)

The characteristics of the tire when accelerating in terms of the occurrence of aquaplaning was estimated by measuring the speed of the vehicle and the speed of rotation of the tire when accelerating on wet poverhnostnogo. Speed was considered as the rate at which arose aquaplaning and increased speed of rotation of the tire (namely, the speed of rotation of the rim of the tire was more than speed due to slippage of the tire on the leading side). Table 2 shows the evaluation results of the tire 1 according to the first variant of the invention, comparative tires 1 and 2, and the tire 1 according to the prior art, with the result of the test tire 1 according to the prior art is taken as 100, and a larger value indicates a better performance of the tyre in terms of the occurrence of aquaplaning.

Table 2
Bus 1 (according to the prior art)Bus 1 (according to the first variant embodiment of the invention)Comparative tire 1Comparative tire 2
Driving performance on iceBraking100109109105
Coupling force100 109105105
Performance on snowBraking100100100102
Coupling force10010297100
The characteristics of the bus in terms of the occurrence of aquaplaning100100102100

The results, presented in table 2, the tire 1 according to the first variant implementation of the invention showed the best performance tires in the snow and driving characteristics of the tire on ice compared to the tire 1 according to the prior art and the comparative tires 1 and 2, while retaining the same characteristics of the tires in terms of the occurrence of aquaplaning.

(Example 2)

To confirm the effectiveness of the second variant of implementation of the present invention regarding performance of the tire on ice and the silence of tires for each type of test were to follow what s the following sample applications:

- pneumatic tire according to the second variant embodiment of the invention (bus 2-4 according to the second variant embodiment of the invention);

- pneumatic tires according to comparative variant (comparative tires 3-5); and

- pneumatic tire according to the prior art (bus 2 according to the prior art).

Each tire is a radial cord location, has a size of 205/65R15 and is designed for passenger vehicles.

Bus 2 according to the second variant embodiment of the invention in the corona zone 1 has a tread pattern shown in figure 4 for the location of the polygonal blocks in each row there are four different steps, different lengths, provided that the ratio of the maximum step length to the minimum step length is 1:0,8.

Bus 3 according to the second variant embodiment of the invention in the corona zone 1 has a tread pattern shown in figure 4 for the location of the polygonal blocks in each row there are four different steps with different lengths, provided that the ratio of the maximum step length to the minimum step length is 1:0,9.

Bus 4 according to the second variant embodiment of the invention in the corona zone 1 has a tread pattern shown in figure 4 for the location on Ignalina blocks in each row there are four different steps with different length provided what is the ratio of the maximum step length to the minimum step length is 1:0,9.

Comparative tire 3 is different from the tire 2 according to the second variant embodiment of the invention by the fact that the blocks in each row of polygonal blocks are only one step, and the maximum step length to the minimum length of the step is 1:1.

Comparative tire 4 is different from the tire 2 according to the second variant embodiment of the invention that the ratio of the maximum step length to the minimum step length is 1:0.7.

Comparative tire 5 is different from the tire 2 according to the second variant embodiment of the invention that the ratio of the maximum step length to the minimum step length is 1:0,95.

Bus 2 according to the prior art in the corona zone 1 has a tread pattern presented on Fig.7. Detailed data concerning tire 2-4 according to the second variant embodiment of the invention and comparative tires 3-5 are presented in table 3. In addition, bus 2-4 according to the second variant of the invention, comparative 3-5 bus and bus 2 according to the prior art have almost the same negative attitude around the protector.

Table 3
Bus 2 (according to the second variant implementation of the invention)Bus 3 (according to the second variant embodiment of the invention)Bus 4 (according to the second variant implementation of the invention)Comparative Naya bus 3Comparative Naya Bus 4Comparative Tire 5
The size of the polygonal blockThe length L10 in the radial direction (mm)Max.19.918,819,417,811,318,2
Min.15.916,916,517,814,917,4
Width W10 in the radial direction (mm)Max.16.416.416,416,416,416,4
Min. 16,416,416,416,416,416,4

Height (mm)6,76,76,76,76,76,7
The circular length of the first groove (mm)Max.4,03,6the 3.83,24,63,4
Min.3,33,23,23,23,23,2
The ratio of the lengths of the step Max.:Min. in a series of polygonal blocks1:0,81:0,91:0,851:11:0,71:0,95
The density D units (PCs/mm2) 0,0050,0050,0050,0050,005

Each above the tire mounted on a standard rim size of 15×6J, pumped up the internal pressure of 240 kPa (relative pressure) and then installed on the vehicle to assess the following characteristics.

(1) Evaluation of braking performance on ice

The braking performance on ice was estimated by measuring the distance from the start of braking to a complete stop when the vehicle speed 20 km/h on the frozen road surface. Table 4 presents the estimation results of tyres 2-4 according to the second variant embodiment of the invention and comparative tires 3-5, as well as tire 1 according to the prior art, with the result of the test tire 1 according to the prior art is taken as 100, and a larger value indicates a better braking performance on ice.

(2) Assessment of silence bus

Assessment of silence tires were performed using touch devices when installing each tire in a vehicle with an engine capacity of 2000 cm3. Table 4 shows the evaluation results of tyres 2-4 according to the second variant embodiment of the invention and compare what lnyh tires 4 and 5, when the test result of comparative tire 3 is taken as 100, and a larger value indicates a better noiseless tyres.

Table 4
Bus 2 (according to the prior art)Bus 2 (according to the second variant implementation of the invention)Bus 3 (according to the second variant implementation of the invention)Bus 4 (according to the second variant implementation of the invention)Comparative tire 3Comparative tire 4Comparative tire 5
Characteristics on ice100 (standard)107111109113105112
Noiseless tyres-130ON120100 (standard)105101

The results are presented in the military in table 4, bus 2-4 according to the second variant implementation of the invention showed significantly higher performance on the ice compared to bus 2 according to the prior art, and the tires 2-4 according to the second variant embodiment of the invention in terms of noise level exceeded the comparative tire 3 and 5. For comparative tire 4 has confirmed the improvement of silence, but the driving characteristics of the tire on the ice were not improved sufficiently.

Industrial applicability

On the basis of the preceding description it should be concluded that the application of the present invention can improve the running characteristics of the tire on ice, along with the improvement of many other characteristics. In particular, through the optimal location of the polygonal blocks according to the present invention can extremely effectively implement simultaneously driving performance tires in the snow and driving characteristics of the tire on ice. In addition, by adjusting a size of each polygonal block, and the length of the spacing of polygonal blocks, you can further improve the running characteristics of the tire on ice, compared with tires according to the prior art, and effectively improve the noiseless tyres.

1. Pneumatic tire containing many polygonalization, limited grooves in the tread and having at least five sides in the corona area, and:
two or more rows of polygonal blocks provided in the crown area by placing polygonal blocks at intervals in the radial direction of the tire, and polygonal blocks in rows of polygonal blocks adjacent to each other in a direction across the width of the tire, are zigzag to polygonal block is one of a number of polygonal blocks were between the polygonal blocks another series of polygonal blocks in the radial direction of the tire, and polygonal blocks of the same number of polygonal blocks and another series of polygonal blocks partially overlap, if we consider how in the radial direction of the tire, and in the direction of width, so that groups of blocks for the account of the dense arrangement of polygonal blocks in the corona area; and
polygonal blocks is limited by the grooves including a first groove between the polygonal blocks adjacent to each other in the radial direction of the tire, and the second grooves between the polygonal blocks adjacent to each other and arranged zigzag, and the width of the first grooves is larger than the width of the second grooves.

2. Pneumatic tire according to claim 1, in which the density of blocks in the block group is determined by the number of polygon b is the shackles per unit actual area of contact with the ground, the density of the blocks is from 0.003 to 0.04 units/mm2.

3. Pneumatic tire according to claim 1, in which grooves bounding polygon blocks in groups of polygonal blocks formed of the first and second grooves, the first grooves between the polygonal blocks adjacent to each other in the radial direction of the tire, have a width within the range from 2.5 to 10.0 mm, and the second grooves between the polygonal blocks arranged zigzag, have a width within the range from 0.4 to 3.0 mm

4. Pneumatic tire according to claim 2, in which grooves bounding polygon blocks in groups of polygonal blocks formed of the first and second grooves, the first grooves between the polygonal blocks adjacent to each other in the radial direction of the tire, have a width within the range from 2.5 to 10.0 mm, and the second grooves between the polygonal blocks arranged zigzag, have a width within the range from 0.4 to 3.0 mm

5. Pneumatic tire according to any one of claims 1 to 4, in which the crown area contains a circular groove, continuing in the radial direction of the tire, and grooves bounding polygon blocks in groups and having a smaller depth than the circular groove.

6. Pneumatic tire according to any one of claims 1 to 4, in which the polygonal blocks, forming a group poligonal the s blocks, have a contact area with the ground, comprising from 50 to 250 mm2.

7. Pneumatic tire according to claim 6, in which the polygonal blocks, forming a group of polygonal blocks, have a contact area with the ground, comprising from 50 to 250 mm2.



 

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EFFECT: good performance on ice, rigidity of blocks.

7 cl, 2 dwg, 1 tbl

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 // 2469872

FIELD: transport.

SUBSTANCE: pneumatic tire includes groove (1), outer main grooves (2) and transversal grooves (3), separating multiple tire checkers (5) located in central part of tread (C), and ribs (6) of tire shoulder (S) contain grooves of cleat (4). Transversal grooves (3) located at both sides of central main groove (1) in transversal direction are mutually tilted in opposite sides relative to equator of tire. Tilt angle of transversal grooves (3) to central part (θ1) is sharp. Transversal grooves (3) at both sides of central main groove (1) are located with certain shift relative to each other in longitudinal direction, so that along the whole circumference of tire the longitudinal component of transversal groove (3'), i.e. transversal groove (3) projection on longitudinal direction of tire is located. Checkers (5) and ribs (6) of tread contain slots (7) forming directional pattern.

EFFECT: better tire tread characteristics on wet road surface and on snow, higher wear resistance.

10 cl, 7 dwg, 2 tbl

Pneumatic tire // 2504483

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Proposed tread pattern comprises multiple screw transverse grooves with their open ends communicated with one of two circular grooves and their extremities terminate in tread section confined on sides by circular grooves. Every skew transverse groove extends from its open end in first direction in tire circumferential line. Tread patter includes also narrow grooves with their starting parts located in the midst of appropriate skew transverse grooves. Every narrow groove extends in second direction opposite the first one to terminate at tread section. Curved and straight parts are located between open end and extremity nearby each skew transverse groove. Said extremity relates to groove straight part extending in tire circumferential direction. Closed end of narrow groove is shifted in second direction in circumferential direction relative to extremity of skew transverse groove extending there along in second direction.

EFFECT: optimised tire performances at wet road coat, higher wear resistance.

18 cl, 10 tbl, 7 dwg

Pneumatic tire // 2499680

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern of stud-free tire. Pneumatic tire has cutouts 6 extending over tire width and arranged spaced in direction along tire circumference, at least, in shoulder blocks 5a separated by lengthwise grooves extending in tire circumference and crosswise grooves 3 extending over tire width. Open cutouts 6a ad closed cutouts 6b are arranged in turns while depth of open cutouts 6a is smaller than that of closed cutouts 6b.

EFFECT: better running on icy roads, higher wear resistance.

7 cl, 5 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: invention relates to design of slits in tire tread pattern. Treat layer has treat patter forming annular grooves and crosswise grooves while tread blocks 22 with slits are formed. At least some of said slits 27 in lengthwise direction feature wavy configuration. This allows making at least two main surfaces (272A, 272B) in said slit 27 arranged in line and shifted one relative to the other through preset distance C. Transition zone 272C is located between said main surfaces. Adjacent main surface 272A, 272B incorporated locking elements 28 made up of ledge 281 in one of walls of slit 27 and shaped to truncated cone while opposite wall 271 of said slit has recesses 282 of the same shape. Ledge 281 and recess 282 conjugate when walls 281 of aforesaid slit get pressed together. Invention covers appropriate tire tread and to means used in production of the tire.

EFFECT: improved grip.

9 cl, 11 dwg

Pneumatic tire // 2493972

FIELD: transport.

SUBSTANCE: invention relates to configuration of grooves on wheel winter tire tread. Pneumatic tire comprises blind groove 5 on the surface of contact with road surface and at least: three grooves 4 extending radially from hidden axis 2 extending downward from aforesaid contact surface. Expanded section 6 whereat groove width is locally expanded at, at least, one position in mid section between hidden axis 2 and end section 4z of grooves 4.

EFFECT: better braking on ice.

17 cl, 12 dwg, 1 tbl

Pneumatic tire // 2492063

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Tire tread has, at least, two sets of blocks GB1 to GB3, their density varying from 0.003 pc/mm2 to 0.04 pc/mm2. At least, one set of blocks Gb2 has block 4, its crosswise length BW2 exceeding its lengthwise length BL2.

EFFECT: better braking on ice.

6 cl, 16 dwg, 2 tbl

Pneumatic tire // 2489268

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Tire 1A comprises, at least, four lengthwise main grooves 21-24 and multiple rib-like parts 31-35 separated by said main grooves in tread region. Besides, area of outer secondary contact with pavement 32 comprises narrow zigzag groove 321 extending in lengthwise direction to separate outer secondary contact area in transverse direction of the tire. Also, it includes multiple first slits 322 arranged with preset spacing in tire lengthwise direction to extend from outer edge contact area 32 to inner transverse area, out of zigzag narrow groove 321, to keep vent spacing gap.

EFFECT: stable steering, reduced noise.

20 cl, 8 dwg, 4 tbl

Pneumatic tire // 2489267

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Propose tire comprises side strips and tread section there between. Two peripheral zigzag-like main grooves extend along tire circle in every zone from tire axial line in tread region. First transverse grooves extend from main inner peripheral groove to pattern end. Second transverse grooves extend to pattern end from outer peripheral main groove. Inner peripheral main groove wall has surface with inclination varying in circle. Outer block located between main grooves has traverse cutout-like groove extending in tire width or from inner, or from outer main groove and closed within outer block. Depth of transverse cut-out groove is smaller than that of the first and second transverse grooves.

EFFECT: higher braking properties on snowy and wet pavement.

20 cl, 7 dwg, 1 tbl

Pneumatic tire // 2482973

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed tire comprises blind cutout 5 made in tread surface 1 and including minor hole arranged radially relative to tires, and three cuts 4 extending radially from said hole 2 to surface of contact with pavement 3. Said cuts 4 are made with spinning inside with center at small hole 2, angle of spinning from top to bottom surfaces of contact with pavement makes, at least, 3-10° but not over 135°. Besides, radial length of said cuts 4 or their width are larger on tread surface 1 than those on its bottom surface.

EFFECT: better braking on ice.

14 cl, 7 dwg, 1 tbl

Pneumatic tire // 2482972

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed tire comprises blind cutout 5 made in tread surface 1 and including minor hole 2 arranged radially relative to tires, and multiple cuts 4 extending radially from said hole 2 to surface of contact with pavement. Diameter of circle inscribed into said small hole 2 exceeds the thickness of said cuts 4. Said cuts 4 are made with spinning inside with center at small hole 2, angle of spinning from top to bottom surfaces of contact with pavement makes, at least, 3-10° but not over 135°.

EFFECT: better braking performances.

20 cl, 6 dwg, 1 tbl

Winter tire // 2482971

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to winter tire tread pattern. Proposed tire comprises tread with circular central region wherein blocks are located as symmetric pattern on opposite sides of circular equatorial plane of the tire. Said blocks located in symmetry on opposite sides of said central plane comprises multiple spaced apart and extending across wavy segments. Separate pairs of adjacent segments are connected by one or several circular grooves. Wavy segments comprise areas of variable depth and one or more deeper area and one or more areas not that deep. Aforesaid circular groove connecting the pair of adjacent wavy segments on opposite ends of the groove cross wavy segments in areas not deep.

EFFECT: better tread adhesion in winter.

15 cl, 11 dwg

Pneumatic tire // 2499680

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern of stud-free tire. Pneumatic tire has cutouts 6 extending over tire width and arranged spaced in direction along tire circumference, at least, in shoulder blocks 5a separated by lengthwise grooves extending in tire circumference and crosswise grooves 3 extending over tire width. Open cutouts 6a ad closed cutouts 6b are arranged in turns while depth of open cutouts 6a is smaller than that of closed cutouts 6b.

EFFECT: better running on icy roads, higher wear resistance.

7 cl, 5 dwg, 1 tbl

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