Vulcanised tread and tyre

FIELD: transport.

SUBSTANCE: invention relates to the automotive industry. A tyre frame being a tyre base, and a vulcanised tread which is glued to the tyre frame, are formed separately and connected to each other, forming the tyre. The tread, in its cross (axial) direction, has a set of grooves passing in its longitudinal (circumferential) direction. The tread thickness in the cross section gradually decreases from the equator to the edge from the side of the equator of the extreme external groove located in axial and extreme external area and is gradually increased from the external edge of the extreme external groove outside in the axial direction.

EFFECT: possibility of the regulation of uneven wear of the tread.

6 cl, 7 dwg

 

The present invention relates to volcanoserver.com the protector and, in particular, to volcanoserver.com the protector to regulate the uniformity of wear of the tire due to the separate molding of the tire carcass, which is the basis of the tire and vulcanized tread glued to the frame, their connection to each other and to the bus, which is vulcanized tread.

One known method of manufacturing a tire carcass of the tyre, which is the basis of the tire and vulcanized tread, which is glued to the outer peripheral part of the casing of the tire as the tire tread, are molded separately, and then the tire carcass and the tread are connected to each other in the finished tire.

The tire carcass is formed, for example, after removal of the sacrificial part used tyres on the grinding machine. After removal of the sacrificial portion forming surface, acting as an adhesive surface to which you attach a new protector. The adhesive surface is formed so that the cutting part of the grinding wheel in contact with the tread part used tyres, which is still installed on the drum sander due to the increase in inner pressure. In particular, during rotation of the drum grinding wheel does megatr the fair reciprocating motion in the transverse direction of the used tires. In the result, the adhesive surface is attached to the desired shape so that the radius of curvature in the axial cross-section of the adhesive surface was reduced from the axial center of the tire in the direction of each of the parties. To the tire carcass with its adhesive surface of a given shape paste cured tread, the thickness of which is constant or decreases in the direction from the axial center to each side. Thus, to complete the formation of the finished tyre, two parts which are United among themselves.

Patent document 1: Japanese published patent application No. 9-70903

Patent document 2: Japanese published patent application No. 2001-180228

Meanwhile, as noted above, the adhesive surface of the tire carcass is formed so that the radius of curvature decreases from the axial center in the direction of each of its sides. Therefore, when cured tread having a constant thickness, or vulcanized tread, which becomes thinner from the axial center toward each end, attach to the tire carcass, the vulcanized tread arcuate bends in the axial direction. As a result of this groove (basic groove) passing longitudinally (in the circumferential direction) of the vulcanized tread, pulled out in the axial direction so the m way what is the difference in radius between the inner edge and the outer edge of each of the grooves is increased.

In particular, the difference in radius between the edges of the grooves located on the edges of the vulcanized tread, more than the other grooves. Consequently, during operation of the finished tyre on the road the length of the grounding contact is increased as compared with the calculated when designing the tires and increases the likelihood of uneven wear in the axially outer regions of the tread. Also, when forming the adhesive surface on the tire carcass grinding the tread part used tyres comes at a time when the width of the edges becomes larger than the width of the wheel rim, which is installed on the bus. Therefore, depending on the aspect ratios used tyres, situations may arise when, after the installation of the finished tire on the wheel surface shape of the protector is bent even more than the shape of the tread surface during grinding. In such cases, the radius of the tread in the axial direction sides are usually reduced in comparison with the radius in the Central part of the tread, and the length of the grounding contact on the axial sides of the protector can be significantly reduced compared with calculated when designing the bus. Consequently, during operation of the finished tires in road conditions which may increase the likelihood of uneven wear axially middle part of the vulcanized tread.

The present invention is directed to solving the above problems, and its objective is to create a vulcanized tread, allowing it to adjust to uneven tire wear, which cured tread is bonded to the adhesive surface of the tire carcass, as well as in the creation of the tires installed on it such vulcanised tread.

To solve the above problems cured tread is designed so that in its transverse direction, a plurality of grooves, passing in the longitudinal direction. And the thickness of the tread cross-section gradually decreases from the equator to the edge of the outermost groove of the equator, located at the axially outermost region, and gradually increases from the outer edge at the outer groove to the outside in the axial direction.

In such arrangement, the thickness of the vulcanized tread in the axial cross-section in the axial direction of which there are many grooves, passing in the circumferential direction of the tread, gradually decreases from the equator to the edge of the equator at the outer groove located at the outer axial region, and gradually increases from the outer edge of the outermost grooves in the axial direction to the outside. So it is possible to opt myzerowaste the shape of the ground contact surface of the tread ready tires installed on it vulcanised tread during its contact with the road surface.

In particular, the thickness of the tread in the axial cross section of the tread gradually decreases from the equator to the edge of the equator at the outer groove located at the outer axial region. Due to this shape of the cross section along the tread surface of the finished tire is installed on it vulcanised tread will have a smoother curve after creating it appropriate internal pressure. In addition, the thickness of the tread in the axial cross section of the tread increases gradually from the outer edge of the outermost grooves in the axial direction to the outside. Due to this, there is an opportunity to prevent the loss of contact with the road surface of the tread in the axial direction from the outside at the outer groove. Thus, uneven tread wear can be adjusted, because the tread surface of the finished tire may evenly be in contact with the road surface.

In addition, other cured tread is designed so that in the transverse (axial) direction he has many grooves passing longitudinally (in the circumferential direction). The thickness of the cross section of the tread in the transverse direction gradually decreases from the equator to the edge of the equator at the outer groove located at the axially outermost region, and which is continuous from the outer edge of the outermost grooves in the axial direction to the outside.

In such arrangement, the thickness of the vulcanized tread in the axial cross-section, which in the axial direction, a plurality of grooves, passing in the circumferential direction of the tread, gradually decreases from the equator to the edge of the outermost groove of the equator, located at the extreme outer axial portion, and is constant from the outer edge of the outermost grooves in the axial direction to the outside. Therefore the opportunity to optimize the shape of the ground contact surface of the tread ready tires installed on it vulcanised tread during its contact with the road surface.

In particular, the thickness of the tread in the axial cross section of the tread gradually decreases from the equator to the edge of the outermost groove of the equator, located at the extreme outer axial part. Due to this shape of the cross section along the tread surface of the finished tire is installed on it vulcanised tread will have a smoother curve after creating it appropriate internal pressure. In addition, the thickness of the tread in the axial cross-section is constant from the outer edge of the outermost grooves in the axial direction to the outside. Due to this, it is possible to prevent excessive contact of the axially outermost part of the top of the spine of the tread with the road surface. For example, the finished tire is installed on the tire carcass tread having a lower aspect ratio, has a smaller change of the radius at the outer edge of the axially outermost grooves after its internal pressure than the finished tire installed at her protector, with a higher aspect ratio. Therefore, the thickness of the tread in the axial cross-section from the outer edge of the outermost grooves in the axial direction of the output is constant to prevent excessive contact or loss of contact of the outer edge at the outer groove and the road surface. Therefore, it is possible to adjust the uneven wear of the tread as the tread surface of the finished tire contact with the road surface evenly.

In addition, other cured tread is designed so that the thickness of the tread in the cross section of the axially outermost side is less than the thickness of the cross section near the equator.

In this arrangement, the thickness of the tread in the axial cross section of the tread at the axially outermost side is smaller than the thickness of the cross section near the equator. Due to this, the length of the ground contact near the equator in the circumferential direction of the tire will be greatest at the contact of the finished tyre with the road surface. Accordingly, the protector of the finished tire, soprikasajuwihsja with the road surface, will have the ideal shape of the grounding contact. That is, the protector will not scratch the road surface, the rolling resistance will be lower, and will not have uneven tread wear.

In addition, other cured tread is designed so that the thickness of the tread cross-section at the edge of the equator at the outer groove is larger than the thickness of the tread on the outer edges of the outermost grooves.

In this arrangement, the thickness of the tread at the edge of the equator at the outer groove is larger than the thickness of the tread on the outer edges of the outermost grooves. This allows you to create an edge effect in an axially outer region of the tread, thereby improving the motion in the rotation and stability.

In addition, other cured tread is designed so that the thickness of the tread cross-section at the edge of the equator at the outer groove is equal to the thickness of the tread at the axially outermost side of the protector.

In this arrangement, the thickness of the tread at the edge of the equator at the outer groove is equal to the thickness of the tread at the axially outermost side of the tread. Therefore the opportunity to prevent excessive contact of the axially outermost side of the vulcanized tread priobriteniya ready tires with the road surface.

In addition, other cured tread is designed so that the thickness of the tread cross-section gradually decreases along the curve from the equator to the edge of the equator at the outer groove, located at the axially outermost region.

This layout enables the manufacture of the tire, with characteristics provided when designing tires, low rolling resistance, without causing uneven wear.

Also, to solve the above problems, the bus is so that it can install any of the above vulcanized protectors.

In such an arrangement, the tread surface of the tire may come into contact with a road surface evenly, so the uneven wear of the tire tread can be controlled.

The invention is illustrated by drawings, which presents the following:

Fig.1 is a perspective view and a detailed view of the tire tread is glued to the tire carcass;

Fig.2 is a perspective view and a view in section in an axial direction of the tread;

Fig.3 is a view in plan of the protector;

Fig.4 is a view in section of the tread, in an enlarged scale;

Fig.5 is a view in section of the tread of another form;

Fig.6 is a schematically a comparison between the vulcanized-molded protector according to the present izaberete the Oia and the traditional protector;

Fig.7 is a schematic comparison between other vulcanized-molded protector according to the present invention and the traditional protector.

Hereinafter the invention will be discussed on the example of preferred embodiments, which do not limit the scope of the claims of the present invention, but merely used to illustrate the invention. All signs and their combinations, consider options for implementation, are not necessarily essential to the invention and may include design and layout that should be used selectively.

In Fig.1A shows a perspective view, a detailed view of the finished tyre, obtained by gluing the tread 1 of the present invention to the frame 2 of the tire. In Fig.1B shows a view in cross section of the finished tire with tread 1, attached to the frame 2 of the tire with an intermediate adhesive layer 3. In Fig.2 shows a view of the tread 1 in perspective and in cross section in the transverse (axial) direction. In Fig.3 shows a view in plan of the protector 1.

As shown in Fig.1A and 1B, the protector 1 of the present invention glued by means of the intermediate layer 3 formed on the outer peripheral part of the frame 2 tires. As shown in Fig.2, the protector 1 is the protector, vulcanized-molded in the form of strips of a given size. The form Sech is of the tread 1 in the transverse direction is approximately trapezoidal, moreover, the side with the non-contact surface 1A, which is glued to the frame 2 of the tires has a linear shape, and the side with the contact surface 1b in contact with the road surface has a wavy shape.

On the contact surface 1b of the tread 1 is formed by many of the main grooves M1 and M2, passing in the longitudinal direction of the tread after the protector 1 is glued to the frame 2 tires, and many of axial grooves N1, N2, N3, axially connecting with each other adjacent main grooves M1 and M2 or main grooves M1 and M1.

Main grooves M1 are located closer to the equator, which is the axial center of the tread, while the main grooves M2 are the outermost grooves arranged axially outside of the main grooves M1. At the bottom of the main grooves M1 and M2 have wear indicators that indicate, for example, the limit of wear of the tread 1 (see JIS D 4230).

Axial grooves N1, N2, N3, which, for example, have the same depth as the grooves M1 and M2, are formed through uniform or non-uniform intervals along the length of the tread. The contact surface 1b of the tread on this version of the implementation is divided into pieces according to the number of main grooves M1 and M2 and the number of axial grooves N1, N2, N3.

As shown in Fig.2 and 3, the contact surface 1b, which is a side of the tread in contact with on the road surface, axial grooves N1 connecting the main grooves M1, M1 with each other, are formed through uniform or non-uniform intervals in the circumferential direction of the tread. Due to this Central checkers 5, defined by the axial grooves N1, N1, is formed in an axially middle region of the tread 1. Also on the contact surface 1b of the axial grooves N2 connecting the main grooves M1 with the main grooves M2, formed through uniform or non-uniform intervals in the circumferential direction of the tread. Due to this, the side pieces 6, defined by the axial grooves N2, N2, is formed on the axially outer side of the Central checkers 5.

Also on the contact surface 1b of the axial grooves N3 connecting the main grooves M2 with a lateral surface S protector (hereinafter referred to as the lateral surface S), formed through uniform or non-uniform intervals in the circumferential direction of the tread. Due to this, the shoulder pieces 7, defined by the axial grooves N3, N3, is formed on the axially outer side of the side checkers 6.

In this variant implementation, in order to simplify, the tread pattern is symmetric about the equator P1, which is the transverse center of the tread, as shown in Fig.3 and 4 (hereinafter referred to as the axial center P1). Meanwhile, the actual tread pattern is not limited to drawing, rasmar is supported by this option implementation.

In Fig.4 shows an enlarged view in axial cross-section of the tread 1 along the line a-a in Fig.3. Next, a description will be used, the thickness in the axial direction of the tread 1 with existing checkers 5, 6 and 7, with reference to Fig.3 and 4.

As shown in Fig.3 and 4, the Central pieces 5 are located in an axially middle region of the tread 1, covering two sides of the axial center P1 in the axial direction.

The thickness of the H2 from the non-contact surface 1A to the contact surface 1b in the axial edges of P2 from the center P1 of the main grooves M1, defining the Central pieces 5 and the side pieces 6, is chosen less than the thickness H1 from the non-contact surface 1A to the contact surface 1b at the center P1 of the tread. Edge P2 is an edge from the equator main grooves M1, opening onto the contact surface 1b.

In addition, the thickness H3 from the non-contact surface 1A to the contact surface 1b at the axially outer edge P3 of the main groove M1 is still less than the thickness H2 of the above edges of P2. Edge R3 is the outer edge of the main grooves M1, opening onto the contact surface 1b.

The thickness H4 from the non-contact surface 1A to the contact surface 1b at the edge of P4 from the axial center P1 of the main grooves M2, defining the side pieces 6 and the shoulder pieces 7, is still less than the thickness H3 of the above is romky P3. The P4 edge is the edge of the equator main grooves M2 opening onto the contact surface 1b.

In other words, the protector 1 in this variant implementation is formed so that in the axial cross-section thickness H1 in the axial center P1 was larger and gradually decreased in the direction of the edges of P2, P3 and P4. More specifically, the thickness of the cross-section of the protector 1 from the axial center P1 to P4 edge side of the axial center P1 outermost main grooves M2 is selected so that it is gradually decreased in the axial direction.

Therefore, the thickness of the tread 1 is selected so that it is gradually decreased from the axial center P1 to P4 edge. Due to this, when the protector 1 is attached along the curve width curved adhesive surface of the frame 2 tires, a virtual line connecting the edges of P2, P3 and P4 checkers 4 tread is smooth line, monotonically descending from the axial center P1 to P4 edge. More specifically, after the protector 1 is bonded to the adhesive surface, edges, P2 and edge P3 of the main grooves M1 is displaced in the radial direction, running away from each other due to the axial curvature of the adhesive surface. The surface from the axial center P1 to P3 remains smooth, and the edges of P2 and edges P3 does not protrude outwards, since the thickness of the tread 1 translational and gradually the mind is neetsa from the edge of P2 to the edge of P3. And since the thickness from the axial center P1 to the edge P2 of the Central checkers 5 and from the edge of P3 to P4 edge side of the sticks gradually decreases, the tread surface of the finished tire installed at her protector 1 acquires such a way that the tread surface is smoothly and progressively decreases from the axial center P1 to P4 edge.

It should be noted that the shape of the section of the line connecting the axial center P1 with edges P2, P3 and P4, preferably is a smooth curve, approaching, for example, to form a grinding line. However, the line shape can be such that the line passed stepwise or linearly within each of the blocks. In addition, the degree of reduction of the thickness can be chosen arbitrarily.

Next will be considered the thickness of the cross section of the tread axially outside edge of P4.

The thickness H5 from the non-contact surface 1A to the contact surface 1b at the axially outer edges P5 main grooves M2 is even less than, for example, the thickness H4 of the above edges P4. Edge P5 is axially external edge of the main groove M2 opening onto the contact surface 1b. The thickness of the N6 from the non-contact surface 1A to the contact surface 1b at the edge of the P6 side of the contact surface 1b side surface S of the tread 1 is chosen so that it was greater than the thickness H of chrome and P5. Edge P6 is the axially outermost edge of the contact surface 1b at the interface of the contact surface 1b side surface S of the tread. That is, the edge of P6 is the axially outermost edge region of the grounding contact of the tread 1.

More specifically, the thickness H5 at the edge of the P5 on the axially outer side of the main grooves M2 is still less than the thickness H4 at the edge of the P4, the thickness of the cross section gradually increases from the edge of the P5 to the axially outermost edge of P6 so that the thickness of the N6 at the edge of P6 was equal to the thickness H4 at the edge of P4.

In other words, the thickness of the cross section gradually increases from the edges, the P5 so that the thickness of the N6 at the edge of the P6 was the same as the thickness H4 at the edge of P4. In addition, the shape of the section of the line connecting the edge of the P5 with the edge of P6, for example, is a straight line.

As noted above, the thickness H5 at the outer edges, the P5 main grooves M2 is still smaller than the thickness H4 at the edge of P4. Due to this, after the protector 1 is attached along the curvature of the adhesive surface, the surface from the axial center P1 to the edge of the P5 takes the form of a smooth curve, and the P4 edge and the edge of the P5 main grooves M2 does not protrude outwards.

In addition, the protector 1 is formed so that the thickness gradually increased from the outer edges P5 foundations of the Oh axially outermost grooves M2 to the edge of P6, an axially outermost edge. Due to this, the protector 1 may stick to the adhesive surface with the optimal curve from the edge of the P5 to the edge of P6 during gluing along the curve of the shoulder region of the frame 2 of the bus, where there is a change of curvature. That is, the gradual increase in thickness from the edge of the P5 to the edge of P6 allows you to reduce the difference in radius between the edge of the P5 and the edge of P6, which may occur in the finished tire in the visible curvature of the adhesive surface in the shoulder region of the frame 2 tires. In addition, when the bonding of the tread 1 to the adhesive surface, due to the fact that the thickness of the N6 at the edge of P6 is equal to the thickness H4 at the edge of P4, surface, going from P4 edge to edge P6 through the edge of the P5, takes the form of a smooth curve. This helps prevent excessive contact of the edge of P6, which is the axially outermost edge of the contact surface 1b vulcanized tread, upon contact of the finished tire is installed on the protector 1 and the road surface.

The protector 1 is formed so that while maintaining the above ratio of the thickness in the axial direction of the thickness of the section at any given axial region was constant in the direction of its circumference. That is, when the axial cutting of the tread 1 in any concrete is th peripheral area of the shape of the contact surface 1b remains unchanged.

In Fig.5 shows a view in section, showing another form of the protector 1. In the previous embodiment, the thickness of the cross section of the tread 1 was chosen so that it is gradually increased from the edge of the P5 to the edge of P6. Meanwhile, the difference of this variant implementation is that the thickness of the section from the edge of the P5 to the edge of P6 is constant.

As shown in Fig.5, the tread on this version of the implementation is designed in such a way that it had the following thickness of the cross section in the axial direction. The thickness H1 in the axial center P1 is the highest, then the thickness gradually decreases from the edge of P2 to the edge of P3 and next to the edge of P4. The thickness H5 at the edges, the P5 is still larger than the thickness H4 at the edge of the P4, and the thickness of the N6 is constant from the edge of the P5 to the edge of P6, which is the axially outermost edge. That is, the cross-sections from P5 to P6 has the shape of a straight line.

In this variant implementation of the thickness of the tread 1 from the edge of the P5, which is the edge side of the side surface S of the protector main grooves M2, located in the axially outermost region, to the edge of P6 is designed in such a way that it is constant. Due to this, when it is installed on the frame 2 of the tires with a lower aspect ratio, the protector 1 may stick to the adhesive surface with the optimal is s ' bend from the edge of the P5 to the edge of P6 along the curved shoulder region of the frame 2 tires where a noticeable change in curvature. In other words, after the increase of the internal pressure of the frame 2 tires with lower aspect ratio there is less change of curvature of the adhesive surface in the shoulder region, located in the axially outermost area than frame 2 tires with a higher aspect ratio. Therefore, a constant thickness from the edge of the P5 to the edge of P6 creates a smooth curve from the edge of the P5 to the edge of P6 in the manufacture of the finished tire by applying the protector 1 to the frame 2 of the tires with a lower aspect ratio. This helps prevent excessive contact of the edge of P6, which is the axially outermost edge of the tread 1, when touching ready tires with the road surface. Thus, the bus glued to her protector 1 according to this variant implementation allows you to adjust the uneven wear of the tread 1 due to the fact that the contact surface 1 uniformly in contact with the road surface.

Protector 1 according to each of the previous embodiments has formuals, for example, vulcanizing device bale type.

Although not shown, the vulcanizing device has a mold contact surface for forming the contact surface 1b of the tread and mold contact surface for f is Romania non-contact surface 1A of the tread. Raw materials for the manufacture of the tread, which is pre-moulded into the form of strips (tapes), may be placed in a molding device space defined by the two molds, and heated at a certain pressure.

The surface of the mold for manufacturing the contact surface has a relief of protrusions and recesses, which is the inverse of the tread 1. Therefore, after pressing the tread surface to the surface of the mold for manufacturing the contact surface can be obtained protector 1 with the desired tread pattern. In turn, the surface of the mold for manufacturing the non-contact surface is a flat surface. Therefore, the surface material of the tread facing the flat surface will take the form of non-contact surface of the tread 1.

The section describes the manufacturing process of the finished tire in which the tread 1 with the above thickness of the section is glued to the frame 2 of the tire. Frame 2 tires in Fig.1 can be obtained, for example, by removal of the tread used tires by means of grinding machine which is not shown. Although not shown, the grinding machine is equipped with a reel that can hold the used tyre pressure inside of which has been increased, and a grinding wheel located opposition is but the drum, which has a cutting part, able to cut part of the tread used tires during its rotation on the drum. A drum having a cylindrical shape, consists of a number of drum segments are able to move and get out, and can still keep used tires of a different size. In addition, the drum along the outer circumference has flanges that are axially spaced a specified distance. The flanges corresponding to the flanges of the wheel rim, is firmly fixed contour after increasing the internal pressure used in the bus.

The grinding wheel is mounted so that it can approach or be disposed of or axially move along the used tyres held on the drum. The grinding wheel is approaching tread of the rotating part used tyres and the tread portion is gradually removed in the axial direction due to the contact of the cutting part of the grinding wheel with a tread part. Thus, it is possible to obtain the frame 2 tires with the adhesive surface of a given shape (line grinding).

The adhesive layer 3 is placed on the adhesive surface along the circumference of the frame 2 of the tire obtained by using the above process. The adhesive layer 3, which consists of devulcanizing rubber, have the been created cushioning rubber, is formed by extruding the rubber material of uniform thickness on the adhesive surface, for example, by extrusion-molding machine.

Then above the protector 1 is wound around the circumference on the adhesive surface of the frame 2 bus, which was covered with an adhesive layer.

That is, the protector 1 is temporarily connected to the frame 2 of the tires by means of the adhesive layer 3. Then the protector 1 and the frame 2 tires, temporarily connected to each other, are placed in a sealed chamber, called the envelope.

In the envelope is the valve through which may be disposed inside the air. After that, the protector 1 and the frame 2 of the tires are placed inside the envelope, the inside air is expelled through the valve so that the envelope tightly in contact with the surfaces of the tread 1 and frame 2 tires. Then the protector 1 and the frame 2 tires, tight envelope, placed in the cooking installation, referred to as the cooking chamber. Inside cooking devices cushioning rubber is used as the adhesive layer between the tread 1 and the frame 2 tires, durable bonds between the protector 1 and the frame 2 of the tyres, as the vulcanization proceeds at a given pressure and temperature for a certain period of time. After that, the production of the finished tire is completed.

Example 1

On f the g 6A shows the shape of the section vulcanized-molded tread according to the present invention. In Fig.6B shows the shape of the cross section of the traditional protector 10 flat type with a constant thickness section. In Fig.6C shows the shape of the grounding contact ready tires installed on it with the protector 1 of the present invention. In Fig.6D shows the form of the earthing contact of the tyre with the established her traditional protector 10. In Fig.6E is a table showing the difference in the length and form of the grounding contact according to Fig.6C and 6D. It should be noted that in the table the length of L4-L6 grounding contact at edges P4-P6, respectively, shown as a percentage of the length L1 of the earthing contact at the center P1 of the protector along the tire circumference, used as a reference (100).

In example 1 was conducted comparative testing of samples obtained by grinding frames 2 used tires size 275/80R22.5 and premises of the protector 1 of the present invention on the frame 2 of one of the tire and vulcanized-molded tread 10 to the frame 2 of the other tires.

As shown in Fig.6A, the protector 1α (1) of example 1 was formed so that its width-side non-contact surface 1A was 250 mm, the thickness HI at the axial center P1 was 18.8 mm, the thickness H4 at the edge of P4 was 18.3 mm, thickness H5 at the edge of the P5 was 17.8 mm, and the thickness of the N6 at the edge of P6 was 18. mm. The thickness of the section from the axial center P1 to P4 edge gradually curved decreased. The thickness of the section at the edge of the P5 was less than the corresponding thickness at the edge of P4. The thickness of the section at the edge of the P6 was the same as the corresponding thickness at the edge of P4. And the thickness of the section from the edge of the P5 to the edge of P6 gradually linearly increased.

As shown in Fig.6B, the protector 10α (10) used as a comparative example, was made in the form of a flat plate whose thickness from the axial center P1 to the edge of P6 was constant and amounted to 18.8 mm

Next, you will see the bus glued to her protector 1α, serving as the finished tyre and tyre glued to her protector 10α, serving as the finished tyre Century

It is evident from Fig.6C, 6D and 6E, it is evident that the finished tire And complies with the estimated shape (the length of the grounding contact provided in its design. That is, the finished tire And having the desired shape of the grounding contact can be made by molding protector 1α, so that the thickness of the cross section of the tread 1α gradually decreased from the axial center P1 to P4 edge side of the axial center P1 of the main grooves M2, located in the axially outermost region, and gradually increased from the extreme outside edge of the P5 main grooves M2 to its axial sides of the. Uneven wear of the finished tire And noticed it was not, because the contact surface 1b had the desired shape, especially in the axially outer region of the main grooves M2, where the change in diameter is greatest after creating pressure inside the tire. Therefore, the finished tire And installed her protector 1α according to the present invention has the parameters stipulated in the design of tires, and low rolling resistance without uneven wear.

In turn, the finished tire, in General, tends to increase the length of the ground contact compared with the estimated length provided when designing the bus. In particular, the length L5 of the earthing contact at the edges, the P5 is greater than the length L1 of the earthing contact at the axial center P1. That is, as it turns out, willing the bus with glued to her protector 10α has uneven wear at the edge of the P5, and the wear across the tyre tread is uneven due to the fact that the edge of the P5 locally strongly pressed to the road surface. Uneven wear of this type can increase the rolling resistance, which leads to the loss of stability when driving a vehicle.

Example 2

In Fig.7A shows the shape of the section vulcanized-molded protector 1 of the present invention. In Fig.7B shows the shape of the cross section of the traditional is the main protector 10 flat type with a constant thickness section. In Fig.7C shows the shape of the grounding contact ready tires installed on it with the protector 1 of the present invention. In Fig.7D shows the form of the earthing contact of the tyre with the established her traditional protector 10. In Fig.7E shows a table that shows the difference in the length and form of the grounding contact according to Fig.7C and 7D. It should be noted that in the table the length of L4-L6 grounding contact at edges P4-P6, respectively, shown as a percentage of the length L1 of the earthing contact at the center P1 of the protector along the tire circumference, used as a reference (100).

In example 2 was conducted comparative testing of samples obtained by grinding frames 2 used tires size 11R22.5, different from the size of the example 1, and the premises of the protector 1 of the present invention on the frame 2 of one of the tire and vulcanized-molded tread 10 to the frame 2 of the other tires.

As shown in Fig.7A, the protector 1β (1) of example 2 was formed so that its width-side non-contact surface 1A was 230 mm, the thickness H1 of the center P1 of the tread was 18.8 mm, the thickness H4 at the edge of P4 was 18.3 mm, thickness H5 at the edge of the P5 was 17.8 mm, and the thickness of the N6 at the edge of P6 was 17.8 mm Thickness section from the axial center P1 to P4 edge gradually what about the curvilinear decreased. The thickness of the section at the edge of the P5 was less than the corresponding thickness at the edge of P4. The thickness of the section at the edge of the P6 was the same as the corresponding thickness at the edge of P4. And the thickness of the section from the edge of the P5 to the edge of P6 was made permanent.

As shown in Fig.7B, the protector 10β (10) used as a comparative example was formed in the form of a flat plate whose thickness from the axial center P1 to the edge of P6 was constant and amounted to 18.8 mm

Next, you will see the bus glued to her protector 1β, serving as the finished tyre and tyre glued to her protector 10β, serving as the finished tyre Century

It is evident from Fig.7C, 7D and 7E, it is evident that the finished tire And complies with the estimated shape (the length of the grounding contact provided in its design. That is, the finished tire And having the desired shape of the grounding contact can be made by molding protector 1β so that the thickness of the cross section of the tread 1β gradually decreased from the axial center P1 to P4 edge side of the axial center of the main grooves M2, located in the axially outermost region, and remained constant from the outside edge of the P5 main grooves M2 to the edge of P6, which is its axially outermost edge. Ready bus And from this example, in particular, has a higher the aspect ratio, compared with the finished tire of example 1. So ready tires And in this example, the thickness of which from the outside edge of the P5 main grooves M2 to axial sides remained constant, uneven wear was absent, because the contact surface 1b had the desired form in the area that is located axially outside of the main grooves, where the most significant change in diameter after creating pressure inside the tire. Therefore, the finished tire And installed the protector 1β according to the present invention has the parameters stipulated in the design of tires, and low rolling resistance without uneven wear.

In turn, the finished tire In having a higher aspect ratio than the finished tire In example 1, has a tendency to increase the length of the grounding contact in the axially outer region of the tread 10β compared with the estimated length provided when designing the bus. In particular, the length L6 of the earthing contact at the edge of P6 significantly larger than the estimated length. That is, as it turns out, willing the bus with glued to her protector 10β had uneven wear especially at the edge of P6 and wear across the tread was uneven due to the fact that the shoulder pieces 7 strongly pressed to the road surface. Uneven wear of this type can increase rolling resistance, h is about leads to loss of stability when driving a vehicle.

As discussed above, the uneven wear of the tread 1 is ready tires can be prevented by gradually reducing the thickness of the cross section of the tread 1β from the axial center P1 to P4 edge side of the axial center P1 of the main grooves M2, located in the axially outermost region, and a gradual increase or maintain unchanged from the outside edge of the P5 main grooves M2 to the edge of P6, which is the axially outermost edge, depending on the aspect ratio of the tire. That is, if the aspect ratio of the tire carcass is low, the thickness of the N6 from the outside edge of the P5 main grooves M2 to the edge of P6, which is the axially outermost edge gradually increases. Also, if the aspect ratio of the tire carcass is low, the thickness of the N6 from the outside edge of the P5 main grooves M2 to the edge of P6, which is the axially outermost edge is constant. In this case, it is possible to prevent uneven tread wear 1β.

In addition, the thickness H5 at the edge of the P5 can be greater than or equal to the thickness H4 at the edge of P4. This allows you to create an edge effect in the axially outer region or shoulder region, thereby improving performance when driving in rotation and stability of the vehicle.

In the above embodiments, the implementation was noted that the protector 1 is Olsen in the form of strips (ribbons). However, the shape of the protector 1 is not limited to the form of strips and may have a circular shape obtained in advance in the vulcanization molding.

In previous versions of the implementation, it was noted that the tire carcass was obtained by grinding the worn tread part used tyres. Meanwhile, the tire carcass may be a new frame is subjected to vulcanization forming, which then is shaped in the grinding of his crown.

In the above description the invention has been discussed with reference to specific variations in its implementation. Meanwhile, the scope of the present invention is not limited to such variants of its implementation. The person skilled in the art it will be obvious that the invention permits of various modifications and changes within the scope and essence of the invention in the broadest sense. From the scope of the attached claims, it is also clear that such modifications are included in the scope of the present invention.

1. Vulcanized tread, in the transverse direction which is full of grooves, passing in the longitudinal direction,
in which the thickness of the tread cross-section gradually decreases from the equator to the edge of the equator at the outer groove located at the outer region in aparecem direction, and gradually increases from the outer edge of the outermost grooves outward in the transverse direction.

2. Protector under item 1, in which the thickness of the tread cross-section at the extreme outer side is smaller than the thickness of the cross section near the equator.

3. Protector under item 1 or 2, in which the thickness of the tread cross-section at the edge of the equator at the outer groove is equal to the thickness of the tread at the extreme outer side of the protector.

4. Vulcanized tread, in the transverse direction which is full of grooves, passing in the longitudinal direction,
in which the thickness of the tread cross-section gradually decreases from the equator to the edge of the equator at the outer groove located at the outer region in the transverse direction, and is constant from the outer edge of the outermost grooves outward in the transverse direction.

5. Protector under item 4, in which the thickness of the tread cross-section at the extreme outer side is smaller than the thickness of the cross section near the equator.

6. Protector under item 4 or 5, in which the thickness of the tread cross-section at the edge of the equator at the outer groove is equal to the thickness of the tread at the extreme outer side of the protector.



 

Same patents:

Pneumatic tire // 2537987

FIELD: transport.

SUBSTANCE: invention relates to motor tire tread pattern. Tire tread is provided with blocks each one of which has surface of block wall facing transversal groove tilted at an angle (Θ) of 5 to 40 degrees relative to axial tire direction and thus forming acute-angled edge and obtuse-angled edge of block. Block wall surface between acute-angled edge and obtuse-angled edge is provided with at least two slots of 0.3 to 2.0 mm in width. Distance P2 measured from acute-angled edge to one of at least two mentioned slots the nearest to acute-angled edge is greater than distance P1 measured from mentioned obtuse-angled edge to one of at least two mentioned slots the nearest to obtuse-angled edge. Each distance is measured along radially outer edge of block wall surface to slot centre across width.

EFFECT: tire noise reduction.

10 cl, 5 dwg, 1 tbl

Auto tire // 2531534

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Tire 1 comprises: circular groove 12 made in crown zone, tread runner 22 divided by said groove 12 and crosswise grooves made at tread runner. Crosswise grooves comprises first crosswise groove 32 dividing the tread runner into several blocks and second crosswise groove 51 dividing the block 42 separated by first crosswise groove into block first and second parts 61, 62. Circular groove part depth in contact with second block is smaller than that of circular groove in contact with first block.

EFFECT: higher stiffness, better tread drainage.

5 cl, 5 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: invention relates to tread of tires to be used in winter. Winter tire (1) has tread (2) with relied patter composed of multiple lengthwise grooves (4) and crosswise grooves (5) isolating the blocks (6) extending radially from base surface (3) of tread (2) to make at least one lengthwise row. Every block (6) has two lengthwise lateral surfaces (7) that make the boundaries of two appropriate lengthwise grooves (4) and two crosswise side surfaces (8) that make the boundaries of two appropriate crosswise grooves (5). At least one of units (6) has lateral channels (9) each being formed at side surface (7, 8) of appropriate block (6) to extend from base surface (3) of tread (2) to top surface (10) of block (6) to prevent radial extension of trapped snow from inner section of lateral channel (9).

EFFECT: perfected grip and snow-clad roads.

19 cl, 16 dwg

FIELD: transport.

SUBSTANCE: invention relates to pneumatic tire for vehicles, in particular to be used in winter conditions of driving. Tread is provided with multiple narrow sipes (4) which pass in transversal direction of tread in parallel to each other. Mutually opposite walls (5) of sipes contain mutually matching projections (6, 7) and recesses (16, 17). The projections (6, 7) are rounded raised areas. The projections (6) are located in separate areas in radially outer region of one sipe wall (5). In this structure, each of mentioned projections (6) has one flat side forming supporting surface (6a) oriented in radial direction and essentially perpendicular to sipe wall (5). The projections (7) are located in separate areas in radially inner region of one sipe wall (5). In this structure, each of mentioned projections (7) has one flat side forming supporting surface (7a) passing essentially in parallel to upper surface of positive profile.

EFFECT: better tire adhesion to ice-covered road surface while providing uniform wear of tire tread.

10 cl, 3 dwg

Pneumatic tire // 2525187

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to studless tire tread pattern. Tire (1) tread (2) has several (5R) crown blocks (5b) separated by crosswise crown grooves (8), two rows (6R) of mid blocks (6b) separated by mid crosswise grooves (9) and two rows (7R) of shoulder blocks (7b) separated by shoulder crosswise groves (10). Every crown crosswise groove (8) is level in lengthwise direction with one crosswise crown mid groove (9) so that crosswise groove (8) is located in area (Mc) of the mid crosswise groove confined by 1st and 2nd crosswise straight lines (Za and Zb). The latter extend through 1st and 2nd extreme ends (9a, 9b) of the mid crosswise groove (9), respectively. Longitudinal length of crosswise mid groove are (Mc) makes at least 25% but not over 50% of pitch length (P) confined by 1st extreme ends (9a, 9b). Are (Mc) of mid crosswise groove does not overlap anyone shoulder crosswise groove (10).

EFFECT: better bite.

8 cl, 7 dwg, 1 tbl

Pneumatic tire // 2524522

FIELD: transport.

SUBSTANCE: invention relates to vehicle tread pattern. Pneumatic tire (1) contains tread (2) which includes projections (23) formed by longitudinal grooves made in longitudinal direction of tire and by transversal grooves (24) crossing longitudinal grooves. The transversal grooves (24) in longitudinal direction of tire form multiple pitches (P1, P2 and P3) of tread pattern. In this structure, in the tread (2) shoulder, as tread pattern pitch decreases the volume ratio of transversal grooves (24) in the volume of portion corresponding to tread pattern pitch increases, and in the central zone of tread (2), as tread pattern pitch decreases the volume ratio of transversal grooves in the volume of portion corresponding to tread pattern pitch decreases.

EFFECT: higher stability of vehicle driving while keeping tread uniformity.

4 cl, 5 dwg

FIELD: transport.

SUBSTANCE: tire tread has at least two wearing plies including outer wearing ply and at least one inner wearing ply located at mid tread under outer wearing ply, and at least one outer groove located in outer wearing ply. Besides, said tread features volumetric cavity ratio of 0.25-0.40 in sound state and of about 0.25-0.40 in worn-out state. External side interacting with ground extends along one of inner wearing ply in worn-out tread. Additionally, said tread features contact surface ratio of 0.66-0.72 in sound state and of about 0.56-0.66 in worn-out state.

EFFECT: enhanced performances.

15 cl, 19 dwg

Pneumatic tire // 2521052

FIELD: transport.

SUBSTANCE: invention relates to tread pattern of automobile non-spiked tire with improved noise characteristics. Pneumatic tire includes axially-internal lengthwise rows of crown blocks which rows are located at each side of tire equator, and axially-external lengthwise rows of shoulder blocks which rows are located axially to the outside of axially-internal lengthwise rows. Crown blocks are longitudinally separated by the first and the second interleaving transverse grooves of the crown. Shoulder blocks are longitudinally separated by the first and the second interleaving transverse shoulder grooves. The first transverse shoulder grooves have width of not less than 3.5 mm. The first transverse crown grooves have width of not less than 2.0 mm. The second transverse shoulder grooves include axially-internal slit-shaped portion with width of 0.5 to 2.0 mm and axially-external main portion at least 3.5 mm wide. The second transverse crown grooves include axially-internal slit-shaped portion with width of 0.5 to 2.0 mm and axially-external main portion at least 2.0 mm wide.

EFFECT: better tire noise characteristics without impairment of running characteristics over snow-covered road surface.

9 cl, 5 dwg, 1 tbl

Pneumatic tire // 2520265

FIELD: machine building.

SUBSTANCE: proposed tire comprises tread zone (A) located from vehicle inner side and tread zone (B) located on vehicle outer side. There are multiple slot-like drain grooves (32A, 32B) extending over tire width and formed in every block (31A, 31B). The number of blocks (31A) in said zone (A) is larger than that of blocks (31B) in said zone (B). Note here that slot-like drain grooves (32B) in blocks (31B) of zone (B) are configured to extend linearly along their depth. Note here that slot-like drain grooves (32A) in blocks (31A) of zone (A) are configured to extend in wavy manner along their depth.

EFFECT: better road grip on dry road and snow.

7 cl, 4 dwg

Pneumatic tire // 2519327

FIELD: transport.

SUBSTANCE: method is executed by means of making multiple wave-shaped grooves (20) in central belt (16) of tread between two ring grooves (14) located with tilt relative to equatorial plane of tire and consisting of central small elements (26) equatorial plane CL and side small elements (28) at two sides of this equatorial plane. In each of side small elements (28), the second transversal groove (40) is made containing wide area (42) and narrow area (44). Reducing fragmentation of rubber and cracking in side small elements (28) is achieved due to formation of area (54) with raised bottom on periphery of the first acute-angled area (50) and formation of the first bevelled area (56A) on sharp end of the first acute-angled area (50).

EFFECT: lower noise level, rubber fragmentation and cracking in tread elements, higher dewatering capability.

4 cl, 3 tbl, 13 dwg

Pneumatic tire // 2523539

FIELD: transport.

SUBSTANCE: pneumatic tire 1 having excellent snow-running characteristics while keeping control stability and resistance to uneven wear, including tread 2 containing a pair of longitudinal crown grooves running continuously in longitudinal direction of tire at both sides of tire equator C and having edges, where one edge 3m runs in zigzag fashion, so that L-shaped sections 3s of groove edge are continuously interconnected in tire longitudinal direction, and the other edge 3n runs in corrugated manner so that arc-shaped sections of groove edge 3o having arc-shaped convexity towards groove centre are continuously interconnected in tire longitudinal direction where each section 3s of L-shaped groove edge includes long portion 3c inclined at angle of 1 to 20° relative to longitudinal direction, and short portion 3t with longitudinal length less than this value for long portion 3c and inclined in direction opposite to direction of the mentioned long portion 3c relative to longitudinal direction.

EFFECT: improved characteristics.

17 cl, 1 tbl, 10 dwg

Automotive tire // 2521033

FIELD: transport.

SUBSTANCE: invention relates to automotive winter tire tread design. Tire (1) has tread (2) containing central part (L1) covering from two sides the equatorial plane (7), and two shoulder parts. The central part (L1) is separated from shoulder parts (L2, L3) of tread by two first circumferential grooves (3, 6). At least two second circumferential grooves (4, 5) are located in the central part (L1). The second circumferential grooves (4, 5) determine margins of the central circumferential bar (10) containing multiple sipes (20) located in parallel to each other and at certain distance from each other. The second circumferential grooves (4, 5) have a mid line running as peak-to-valley scallops throughout tire length in direction along circumference. The mid lines with peak-to-valley scallops are mainly matching in phase with each other throughout tire length (1) in direction along circumference.

EFFECT: better operational properties when moving both over snowy and dry and wet road surfaces.

20 cl, 4 dwg, 1 tbl

Pneumatic tire // 2520265

FIELD: machine building.

SUBSTANCE: proposed tire comprises tread zone (A) located from vehicle inner side and tread zone (B) located on vehicle outer side. There are multiple slot-like drain grooves (32A, 32B) extending over tire width and formed in every block (31A, 31B). The number of blocks (31A) in said zone (A) is larger than that of blocks (31B) in said zone (B). Note here that slot-like drain grooves (32B) in blocks (31B) of zone (B) are configured to extend linearly along their depth. Note here that slot-like drain grooves (32A) in blocks (31A) of zone (A) are configured to extend in wavy manner along their depth.

EFFECT: better road grip on dry road and snow.

7 cl, 4 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to tread pattern. Tire features tread asymmetric patter wherein ratio of actual area of contact to total area for zone 2o of outer side is larger than that for inner side zone 2i but with minor difference characteristic of water removal for right and left wheel tires. Said tire has tread surface 2 divided by four lengthwise grooves 3 and 4 into central area 5 of contact with soil, mid areas 6,6 of contact with soil and shoulder areas 7,7 of contact with soil. Said mid area 6o and shoulder area 7o in outer side zone 2o are divided by outer mid transverse grooves 8o and outer shoulder transverse grooves 10o into blocks 9o and blocks 11o. Mid transverse grooves 8o are inclined in opposite direction to inclination of shoulder transverse grooves 10o relative to tire axial direction while transverse grooves 8o and 10o are inclined at angle θmo of 5-45° and at angle θso over 0° and not over 40°, respectively.

EFFECT: better stability in rainy and dry weather.

8 cl, 6 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: tread 2 has rounded shoulders and is divided by the main lengthwise grooves 3 and crosswise grooves 4 in blocks 5 furnished with pockets 6, each having zigzag part 8. Lengthwise grooves 3 include at least two axially outer lengthwise grooves 3o dividing the tread 2 into shoulders Ysh and crowns Ycr wherein zigzag part 8 of pockets 6sh in shoulders Ysh features larger zigzag amplitude Wsh and larger zigzag pitch Psh that zigzag amplitude Wcr and zigzag pitch Wcr of zigzag part 8 of pockets 6cr in crowns Ycr. Inclination angle θsh of pockets 6sh relative to axial direction is smaller than angle θcr.

EFFECT: improved flotation at dry road at minimum deterioration of performances on snow-covered road.

7 cl, 7 dwg, 1 tbl

Pneumatic tire // 2507083

FIELD: transport.

SUBSTANCE: invention relates to tread of tires to be used in winter equipped with antiskid studs. Proposed tire comprises tread with lengthwise blocks. Note here that said blocks comprises drilled blocks, each being provided with not-through hole to fit the stud therein. Said not-through hole is shifted towards the edge of drilled block. Raised not-through reinforcing part is made so that wall thickness (t) makes at least 5 mm for wall around said hole. Said blocks including drilled blocks feature identical geometry apart from said raised reinforcing part.

EFFECT: better run on ice and snow, sufficient life.

12 cl, 7 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

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, namely, to winter tire tread pattern. Tread central area comprises reiterating circular row of first V-like recesses arranged at central plane. Note here that every V-like recess comprises first recess branches diverging in first circular direction and reiterating row of second V-like recesses at central plane and including second recess branches diverging in circular direction opposite the first one. Every said V-like recess is overlapped by multiple opposed second V-like recesses. Branches of first V-like recesses feature depth varying with length from 2 to 7 mm at top section of the branch at the center to branch end. Branches of first V-like recesses vary in width, like in length, from narrower top branches to wider medium branches and, further, to narrower end section so that branch volume per unit length does no vary.

EFFECT: better tread adhesion in winter.

18 cl, 11 dwg

Winter tire // 2482969

FIELD: process engineering.

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 patter on opposite sides of circular equatorial plane of the tire. Tread comprises one or several circular recesses confined by edges of opposite blocks. Pair of two opposite block comprises block edge facing said recess and row of tenons formed along the edges of opposite blocks facing the recess and inclined radially. Tenons on the edge of one opposite block are inclined in direction opposite that on opposite block teeth inclination. Block on tread central zone recess side comprises multiple transverse pads spaced apart in circle toward lateral side. Said pads extend to line of teeth along block edge facing the recess and are leveled therewith.

EFFECT: better tread adhesion in winter.

10 cl, 10 dwg

Pneumatic tire // 2468931

FIELD: transport.

SUBSTANCE: invention relates to rodless tire tread pattern for motion on ice and snow. Tread surface has sections of contact with road cover composed of ribs divided by several main grooves, and/or multiple contact sections composed of blocks divided by grooves over tire width. Cutouts or minor openings are made on contact sections as well as multiple ledges with height smaller than depth of said cutouts. Note here that ledges are arranged to make the pattern whereby water drain channel width increases at crossing of water drain channels while water drain channels arranged in the form of mesh between ledges converge in smaller direction of the three directions. Relationship between area of multiple ledges and that of road contact surface (block-shaped) makes 0.5 or larger and 0.9 or smaller.

EFFECT: higher safety and reliability in motion on rod and ice.

5 cl, 5 dwg, 1 tbl

Pneumatic tire // 2537987

FIELD: transport.

SUBSTANCE: invention relates to motor tire tread pattern. Tire tread is provided with blocks each one of which has surface of block wall facing transversal groove tilted at an angle (Θ) of 5 to 40 degrees relative to axial tire direction and thus forming acute-angled edge and obtuse-angled edge of block. Block wall surface between acute-angled edge and obtuse-angled edge is provided with at least two slots of 0.3 to 2.0 mm in width. Distance P2 measured from acute-angled edge to one of at least two mentioned slots the nearest to acute-angled edge is greater than distance P1 measured from mentioned obtuse-angled edge to one of at least two mentioned slots the nearest to obtuse-angled edge. Each distance is measured along radially outer edge of block wall surface to slot centre across width.

EFFECT: tire noise reduction.

10 cl, 5 dwg, 1 tbl

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