High-capacity tire

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, particularly, to high-capacity tires. Tire comprises tread with blocs each being provided with zigzag-like blade made at the surface of contact with soil. Relationship between bloc length A measured in straight line crossing the centre of gravity of said contact surface and bloc maximum width (B) making the axial spacing between the most remote edges of said contact surface varies from 0.8 to 1.7. Said zigzag blade is located at central area extending from the centre of gravity of said contact surface on both sides of lengthwise direction through 25% of block length (A). Said zigzag-blade consists of two straight larger length sections extending axially inward from both sides of the blocs in the tire axial direction. Besides, it includes straight section of smaller length extending between inner ends of said larger-length sections so that lengthwise spacing between said most remote ends of said blade varies from 10 to 35% of bloc length (A).

EFFECT: reduced stepwise wear at sufficient road grip.

8 cl, 6 dwg

 

The present invention relates to a pneumatic tire; more specifically, to the configuration of the blocks of the tread with zigzag sipes that reduce speed wear and improve traction in wet road surface, and which is suitable for heavy-duty tires.

Basically, heavy-duty tires, such as tires for trucks/buses, equipped with deep grooves of the tread to extend tyre life to the full tread wear and provide good performance on wet road surface. In the case of tread blocks separated such deep grooves, there is a tendency that during the clutch and braking deformation or displacement of the blocks in the longitudinal direction of the tire increases and this results in a partial wear, so-called stepped wear on the front edge and the rear edge of the blocks. In particular, stepwise deterioration is a significant problem for the tires installed on the drive wheels of the tractor, rotating with a large driving capacity.

It is possible to reduce the deformation or displacement by increasing the longitudinal length of the block to increase the longitudinal rigidity. However, increasing the longitudinal length means reducing the number of transverse grooves that will cause problems with adhesion on wet road surface.

Thus, the order n of the present invention is the provision of a heavy-duty tires, where reduced speed wear without compromising grip on wet road surface.

In accordance with the present invention, a heavy duty tire comprises a tread provided with a tread blocks, each of which is on the surface of the ground contact is provided zigzag lamella, where

the ratio a/b length (A) block, which represents the longitudinal length of the block, measured in a straight line passing through the center of gravity of the contact surface with the ground parallel to the longitudinal direction of the tire to the maximum width (In) block, which represents the axial distance between the axially most remote edges of the contact surface with the ground, is from 0.8 to 1.7, and

zigzag lamella is located in the Central area, which runs from the center of gravity of the contact surface with the ground on both sides in the longitudinal direction at 25% of the length (A) block, and

zigzag lamella consists of

a pair of straight line segments of greater length, passing axially inward from both sides of the blocks in the axial direction of the tire, and a straight segment of a smaller length, passing between the inner ends of these straight line segments of greater length so that the longitudinal distance between the most remote in the longitudinal direction ends of the slats is from 10 to 35% of the length of (A) the locks.

Since the ratio a/b set from 0.8 to 1.7, the rigidity of the block can be maintained or increased, thereby reducing stepped wear. Moreover, since the zigzag plate is provided in its Central region, the lamella can improve traction in wet road surface. Moreover, the lamella can adjust the hardness of the surfaces of the blocks, thus, is aligned with the sliding contact surface with the ground on the road surface and decreases stepwise wear.

In this application, including the description and the claims, various sizes, positions and the like of the tire characteristics are related to such characteristics, measured in the normally inflated unloaded state of the tire, unless otherwise noted.

Mentioned below width TW of the tread is an axial distance between the edges of The tread, measured in the normally inflated unloaded state of the tire. The edges of The tread are axially outer edge of the contact patch with the ground (the camber angle of the wheel=0) when normally inflated loaded condition.

Normally inflated unloaded state represents a condition in which the tire is mounted on a standard wheel rim and inflated to its normal pressure, but not loaded load.

Normally inflated agrogeneration represents such a condition, when the tire is mounted on a standard wheel rim and inflated to its normal pressure and loaded with a standard tire load.

The standard rim is a design rim recommended by the manufacturer of the tire or wheel rim officially approved or recommended for tire standards organizations, i.e. JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe), TRAA (Australia), STRO (Scandinavia), ALAPA (Latin America), TAS (India), etc., that operate in the area of manufacturing, sale and use of tyres.

Normal pressure and standard load tires represent the maximum air pressure and the maximum load for the tires recommended by the manufacturer of the tire or the maximum air pressure and the maximum load of the tire, defined by the same organizations in the table, the air pressure/maximum load or in these specifications. For example, the standard wheel rim is a standard rim" in the JATMA, the "measuring rim" in the system ETRTO, "design rim" in the TRA or so on Normal pressure represents the "maximum air pressure" in the system JATMA, the "inflation pressure" in the system ETRTO, the maximum pressure value specified in the table Within loads of tyres at different pressures of the cold pumping system TRA or the like that is. The standard load is a "maximum load capacity" in the system JATMA, the "load capacity" in the system ETRTO, the maximum value shown in the above table in the system TRA, or etc.

Brief description of drawings

In Fig.1 presents a detailed partial view of the tread of a heavy-duty tire in accordance with the present invention.

In Fig.2 shows an enlarged partial view of the tread.

In Fig.3 presents the cross-sectional view of the protector taken along the line x-X in Fig.1.

In Fig.4 shows a top view of the middle block.

In Fig.5 presents a top view of the crown block.

In Fig.6 presents a top view of the shoulder block.

Description of the preferred embodiments

Embodiments of the present invention is described hereinafter in detail with reference to the accompanying drawings.

The heavy duty tire 1 according to the present invention includes a tread 2, a pair of side walls, the frame is held between the flanges, and brokery belt reinforcing the tread is located radially outside the carcass in the tread 2, as usual.

The protector 2 with longitudinal grooves 3, passing continuously in the longitudinal direction of the tire and lateral grooves 7, intersecting the longitudinal grooves 3 with the formation of the blocks 11 of the protector.

The protector 2 can be supplied continuously p is kodashim edge in the longitudinal direction in addition to the blocks 11 of the tread. But in this embodiment, as shown in Fig.1, the protector 2 is provided only by the blocks 11 of the protector.

Longitudinal grooves 3 include a longitudinal groove 4 of the crown, passing along the equator From the tire, a pair of secondary longitudinal grooves 5 that are located on each side of the equator From the tire, and a pair of shoulder longitudinal grooves 6, which are located axially outside from the middle of the longitudinal grooves 5 and the axially inside from the edge of The tread.

In this embodiment, all of the longitudinal grooves 4, 5 and 6 formed in the form of zigzag grooves to increase the axial component of the edges of the grooves to improve adhesion characteristics.

The longitudinal groove 4 of the crown is made of alternating inclined at a small angle parts 4A and tilted at a large angle parts 4b, where

inclined at a small angle part 4A has a greater longitudinal length and a smaller angle θ1 of inclination relative to the longitudinal direction of the bus, and

tilted at a large angle portion 4b has a longitudinal length less than this value for inclined at a small angle part 4A, and the angle θ2 of inclination greater than this value for inclined at a small angle portion 4A with respect to the longitudinal direction of the tire.

This zigzag configuration has the advantage that the coupling with a wet road surface improved by NAC is at a large angle parts 4b, while drainage in the Central region of the tread contribute inclined at a small angle part 4A. For this reason, preferably the longitudinal length La is inclined at a small angle part 4A of 4-7 times the longitudinal length Lb is inclined at a large angle part 4b, the angle θ1 is inclined at a small angle part 4A is from 3 to 10 degrees and the angle θ2 is inclined at a large angle part 4b is from 35 to 45 degrees.

The average longitudinal grooves 5 are made of alternating first inclined portions 5A and second inclined portions 5b which are inclined in opposite directions relative to the longitudinal direction of the tire.

The shoulder longitudinal groove 6 is made of alternating first inclined portions 5A and second inclined portions 5b which are inclined in opposite directions relative to the longitudinal direction of the tire.

Sloping parts 5A and 5b and inclined parts 6A and 6b are essentially the same longitudinal length and essentially the same angles θ3 of inclination. But phase zigzag line shifted approximately1/2cycle or step between adjacent in the axial direction of Central longitudinal groove 5 and the shoulder longitudinal groove 6.

The angle θ3 is preferably from 7 to 15 degrees, to balance improving adhesion to poor drainage.

the this embodiment, the width Wt of the longitudinal grooves 3 is not less than 4 mm, preferably, not less than 6 mm but not more than 11 mm, preferably not more than 9 mm, and the depth Dt of the longitudinal grooves 3 is not less than 10 mm, preferably, not less than 18 mm, more preferably not less than 19 mm, but not more than 25 mm, preferably, not more than 24 mm

To provide rigidity in the area of the crown of the tread, where the soil pressure is higher in straight-line motion, depth Dt4 longitudinal grooves 4 of the crown is preferably not less than 10 mm, more preferably not less than 12 mm but not more than 17 mm, more preferably not more than 15 mm, and the width Wt4 longitudinal grooves 4 of the crown is preferably not less than 3 mm, more preferably not less than 4 mm, but not more than 8 mm, more preferably not more than 7 mm

From the point of view of providing drainage, depth Dt5 average longitudinal grooves 5 and the depth Dt6 shoulder longitudinal groove 6 is set so that these values more depth Dt4 longitudinal grooves 4 of the crown, and the width Wt5 average longitudinal grooves 5 and width Wt6 shoulder longitudinal groove 6 is greater than the width of the Wt4 longitudinal grooves 4 of the crown, and the depth Dt5 and depth Dt6 preferably be not less than 18 mm, more preferably not less than 19 mm, but not more than 25 mm, more preferably not more than 24 mm, and the width of the Wt5 and width Wt6 preferably be not less than 4 mm, more preferably not less than 6 mm but not bolee mm, more preferably, not more than 9 mm

With regard to the provisions of the longitudinal grooves 3, Central line G1 longitudinal grooves 4 of the crown passes along the equator From the bus, crossing the equator From the tire at two points per cycle of the zigzag line.

The axial distance L2 from the center line G2 (the center of the amplitude) of each average longitudinal grooves 5 to the equator With tires is preferably from 12 to 18% of the width TW of the tread.

Axial distance L3 from the center line of G3 (the center of the amplitude) of each of the shoulder longitudinal groove 6 to the adjacent edge of The protector is preferably from 15 to 21% of the width TW of the tread.

Above the transverse grooves 7 include transverse grooves of the crown 8, passing so that connect the longitudinal groove 4 of the crown with the average longitudinal grooves 5, the middle lateral grooves 9, passing so that the combined average longitudinal grooves 5 with shoulder longitudinal grooves 6, and the shoulder lateral grooves 10 extending from the shoulder longitudinal groove 6 to the edges of The tread.

Transverse grooves 8 of the crown, the middle lateral grooves 9 and the shoulder lateral grooves 10 are located on the same step of the RM in the longitudinal direction of the tire.

Through the transverse grooves 7 and the longitudinal grooves 3 the protector 2 is divided into six rows 12R, 13R and 14R of the blocks 11 of the tread, and they are the NGOs in two rows 12R blocks 12 of the crown between the longitudinal groove 4 of the crown and middle of the longitudinal grooves 5, two rows 13R middle blocks 13 between the average longitudinal grooves 5 and the shoulder of the longitudinal grooves 6 and two rows 14R shoulder blocks 14 between the shoulder longitudinal grooves 6 and the edges of The tread.

In this embodiment the middle lateral grooves 9 extending from the corners 5U zigzag edges with the side edges of the tread medium longitudinal grooves 5 to the corners 6x zigzag edges with the side edges of the tread shoulder longitudinal grooves 6. Shoulder lateral grooves 10 extending from the corners 6U zigzag edges with the side edges of the tread shoulder longitudinal groove 6 to the edges of The tread. Thus, the axial width of each middle block 13 and the shoulder blocks 14 gradually increases from the longitudinal edges in the direction of the longitudinal center.

In this embodiment the transverse grooves 8 of the crown extending from the intermediate positions 4The inclined at a smaller angle parts 4A longitudinal grooves 4 of the crown to the corners 5x zigzag edge side of the tire equator average longitudinal grooves 5.

Thus, in each block 12 of the crown of the axially outer longitudinal edge of the deck surface 17 in contact with the ground, facing the middle of the longitudinal groove 5 has a convex axially outward V-shaped configuration, and the axially inner longitudinal edge of the block surface 17 in contact with the ground, turned to rodolniy the groove 4 of the crown, has a zigzag configuration defined by two parallel straight lines and one of the shorter straight line between them.

Thus, the axial width of the block 12 of the crown gradually increases from one side in the longitudinal direction of the bus (the upper side in Fig.2) toward the center, but is essentially constant on the other side in the longitudinal direction of the bus (the lower side in Fig.2) toward the center.

The width Wy of the transverse grooves 7 is not less than 8 mm, more preferably not less than 9 mm, but not more than 12 mm, more preferably not more than 11 mm in order to balance the characteristics of the drainage with traction on wet pavement.

In this embodiment, in order to divert water between the tread and the road surface in the direction of the edges of the tread, the width Wy gradually increases from the equator of the tire in the direction of the edge protector. More specifically, the width Wy8 transverse grooves of the crown 8, width Wy9 middle lateral grooves 9 and the width of the Wy10 shoulder lateral grooves 10 is set so that Wy8<Wy9<Wy10.

To avoid increase of stiffness in the shoulder areas where the soil pressure becomes greater during movement on the turn, preferably the depth Dy10 shoulder lateral grooves 10 is less than the depth Dy8 and Dy9 transverse grooves 8 of the crown and middle lateral grooves 9.

<> All transverse grooves 7 formed in the form of straight grooves, inclined at a small angle relative to the axial direction of the tire to increase the axial component of the edges of the grooves. Thus improve drainage in the direction of the edges of The tread with improved adhesion characteristics and stability of driving.

In this embodiment the transverse grooves 8 of the crown on both sides of the equator of the tire is tilted in one direction (in Fig.1, diagonally bottom right) and the middle lateral grooves 9 and the shoulder lateral grooves 10 on both sides of the equator of the tire is tilted in one direction opposite to the direction of inclination of the transverse grooves 8 of the crown (Fig.1, diagonally bottom left). Thus, the protector is equipped with bi-directional tread pattern.

The width Wt of each of the longitudinal grooves 3 and the width Wy of each of the transverse grooves 7 may vary along the length of the groove, but in this embodiment it is constant.

Some of the blocks 11 of the tread, preferably at least all the middle blocks 13, in this embodiment, all the blocks 11 of the tread, as shown in Fig.1 and Fig.4, are formed so that the ratio (a/b) length (A) block, which represents a longitudinal length of the block, measured in a straight line passing through the center of gravity G of the surface 17 in contact with the ground parallel to the longitudinal direction of the managing tyres, the width (In) block, which represents the axial distance between the axially most remote edges of 11th surface 17 in contact with the ground shall be not less than 0.8, preferably not less than 0.9, but not more than 1.7, preferably not more than 1.6. If the ratio (A/b) is less than 0.8, the unit 11 becomes elongated in the longitudinal direction, therefore, there is a tendency of increasing the deformation or displacement of the blocks in the longitudinal direction of the bus during the clutch and brake and occurs stepped wear. If the ratio (a/b) is more than 1.7, the influence of the axial component of the edges of the blocks decreases and it becomes difficult to obtain the necessary adhesion to the wet road surface.

Each of the tread blocks 11 with the above-mentioned ratio (a/b) is equipped with a plate 15 in the Central region of the CE in the longitudinal direction of the tire to reduce the rigidity of the Central area Council of Europe and thereby to reduce the difference in hardness between the Central region of the CE and edge in the longitudinal direction areas Not, and the sliding contact surface with the ground on the road surface is leveled and reduced speed wear.

The Central region of the CE is an area that goes from the center of gravity of the surface 17 in contact with the ground in the direction of each side in the longitudinal direction of the tire is 25% of the length (A) of the block. Accordingly, the blocks 11 of the protector may include blocks 11s with the plate 15 and the blocks 11n without the slats. In this embodiment, all the blocks 11 of the tread blocks are 11s with the plate 15.

The plate 15 is a cut or a very narrow groove width Wp is approximately from 0.5 to 1.5 mm.

The plate 15 is made of a pair of straight line segments 15A of greater length, passing on both sides 11S and 11t unit 11 in the axial direction of the tire to the center of gravity G, and the rectilinear segment 15b of smaller length, passing between the inner ends a these straight line segments of greater length 15A. Thus, the plate 15 has a zigzag shape and the length of its edges is increased in comparison with straight lamella. This is effective to improve grip on wet roads.

Rectilinear segments 15A of greater length parallel to each other and the angles θ between a rectilinear segment 15b smaller length and straight-line segments 15A of greater length are less than 90 degrees, preferably not more than 70 degrees, more preferably not more than 65 degrees, but preferably not less than 50 degrees, more preferably not less than 55 degrees. As a result, the plate 15 has a Z-form configuration.

As the plate 15 has a Z-form configuration of the blocks divided by the block 15 can be hooked to each other and autoitalia offset is reduced, even if they are exposed to shearing forces in the direction of the slats. As a result, it is possible to prevent local wear in the Central region of the CE.

Rectilinear segments 15A of greater length can be parallel to the axial direction of the tire. But in this embodiment of the rectilinear segments 15A longer inclined relative to the axial direction of the tire so that the edges of the slats 15 include, to some extent, the longitudinal component, providing a good grip on wet road surface during movement on the turn, in addition to rectilinear movement. From this point of view, the angle θs straight line segments 15A of greater length relative to the axial direction of the tire is preferably not less than 3 degrees, more preferably not less than 5 degrees, but preferably not more than 35 degrees, more preferably not more than 30 degrees.

When the value is more than 35 degrees, forms an acute angle low strength between straight line segments 15A larger and longitudinal grooves, which may experience uneven wear, and it becomes difficult to prevent the stepped wear.

If the transverse edge 16 of the block 11 surface 17 in contact with the ground, facing in the transverse groove 7, is inclined relative to the axial direction of the tire, preferably pramol Nanya segments 15A larger tilted in the same direction, as the transverse edge 16 of the block relative to the axial direction of the tire.

More preferably, the angle θs straight line segments 15A larger size equal to the angle α transverse edge 16 of the block.

The longitudinal distance L4 between the most remote in the longitudinal direction ends 15th and 15i slats 15 (namely, the longitudinal length of the slats 15) is at least 10%, preferably not less than 12% but not more than 35%, preferably not more than 25% of the length (A) of the block. If this value is less than 10%, the rigidity of the Central region of the CE unit 11 cannot be effectively reduced, so it becomes difficult to regulate the speed of wear.

When the value is more than 35%, the rigidity of the block 11 in the Central region of the CE excessively reduced and you may experience uneven wear in the center pane CE.

The depth Dp of the slats 15 is at least 10%, preferably not less than 12% but not more than 30%, preferably not more than 25% of the depth Dt of the longitudinal grooves 3. Here the depth of the longitudinal grooves 3 mean maximum depth of one or two longitudinal grooves 3, the neighboring lamella 15. If two longitudinal grooves 3 with different maximum depth adjacent to the slats 15, choose deeper.

When the value is less than 10%, the rigidity of the Central region of the CE cannot be reduced. If the amount exceeds 30%, the rigidity of the Central region With the excessively reduced, and therefore you may experience uneven wear.

The transverse groove 7 passing between the longitudinal grooves 3, limiting blocks 11s with the plate 15 made of a pair of deep side parts 7a, connecting with longitudinal grooves 3, and the small Central portion 7b with the depth of the groove is less than the depth of the side parts 7a, and passing between the deep side parts 7a. Small Central part 7b provide support for blocks 11 in the longitudinal direction. It helps regulate stepped wear. In order to balance the support in the longitudinal direction and drainage, preferably the depth Ds of each deep side part 7a is equal to the depth of the longitudinal grooves 3, which connects the deep side part 7a, and the depth Dc of the Central part 7b is at least 43%, more preferably not less than 45% but not more than 58%, more preferably not more than 55% of the depth Ds of the side parts 7a, and the length of L7a each deep side part 7a is at least 50%, preferably not less than 55% but not more than 70%, preferably not more than 65% of the length of L7b Central part 7b.

Length L7a and L7b measured along the Central line width G7 transverse grooves 7.

In addition, preferably between deep side parts 7a and small Central part 7b, the bottom of the groove is rounded with the formation of a curved surface.

Preferably rectilinear segment 15b smaller length Lama and 15 formed inside the support region R, which extends in the axial direction corresponds to or coincides with the length in the axial direction of the small Central part 7b of the transverse grooves 7. Reducing the rigidity of the block due to the zigzag slats 15 is the highest in the V region around the rectilinear segment 15b of smaller length, so this V region coincides in the axial direction of the tire with the Central part 7b, which can compensate for the rigidity. Thus regulate the deformation of the V region to prevent local wear.

The axial width E transverse edge 16 of the block 11 is preferably not less than 0.7, more preferably not less than 0.75 but not more than 1.0, more preferably not more than 0,95 maximum width (In) block.

If this width is less than 0.7, the maximum width (In) block, the rigidity of the block is reduced near the transverse edges 16 of the block and the speed increases wear. If this value is greater than 1.0, width (), angle θt of the longitudinal groove 3 with respect to the longitudinal direction of the tire becomes small, marginal axial component of the longitudinal grooves 3, which can improve characteristics of the clutch is reduced.

Transverse edge 16 of the block can be parallel to the axial direction of the tire, but in this embodiment they are tilted relative to the axial direction of the tire t is to, that the transverse edges 16 blocks include a certain proportion of the longitudinal component, providing a good grip on wet road surface during movement on the turn, in addition to rectilinear movement.

Angle α transverse edges 16 of the block is not less than 3 degrees, preferably not less than 5 degrees but not more than 35 degrees, preferably not more than 30 degrees relative to the axial direction of the tire.

If the angle α is more than 35 degrees, there is a tendency that the uneven wear occurs near the transverse edges 16 blocks.

Transverse edge 16 of the blocks can be in the form of a slightly curved line, such as the arc and/or a zigzag line with a small amplitude of the zigzag. But in this embodiment all transverse edges 16 blocks are straightforward.

As shown in Fig.4, the sharp corners of 11X and 11y unit 11 preferably beveled with the formation of triangular bevel (m) to avoid crumbling block and occurrence of the starting point of step wear.

Comparative tests

Tires for truck/bus size 295/80R22,5 (rim size: 8,25×22,5) with a tread pattern shown in Fig.1, and the technical specifications presented in table 1 were made and tested for resistance to stepwise wear and traction in wet road surface.

The width TW of the tread: 263 mm

Width Wt5, and Wt6 medium shoulder longitudinal grooves: 7,5-9,0 mm

Depth Dt5 and Dt6 medium shoulder longitudinal grooves: 23.4mm

Width Wt4 longitudinal grooves crown: 4.4 mm

Depth Dt4 longitudinal grooves crown: 17.6 mm

The width Wy of the transverse grooves: 9,0-11,0 mm

The depth Ds of the deep lateral parts of the transverse grooves: 23,0-24.0 mm

The ratio Dc/Ds depth Ds and the depth Dc of the small Central part: 0,49-0,51

The axial distance L2 between the average longitudinal groove and the tire equator: 13-17% TW

Axial distance L3 between the shoulder longitudinal groove and the edge of the protector: 17-19% TW

The angles θt longitudinal grooves: 7-15 degrees

The angles θs straight line segments of greater length slats: 17 degrees

Resistance test step wear

The test tires were mounted on the wheels of a lorry (truck type wheels 2DD, with engine capacity of 12000 cm3) and was carried out by mileage at a distance of 20000 km, Then measured the stepped wear on the middle blocks as the difference of the degree of wear of the leading edge and the trailing edge of the block. (Tire pressure: 850 kPa)

The test of grip on wet road surface

On a straight road with Beto is th floor, flooded to a depth of 1-3 mm above the truck ran at full supply of fuel with zero speed, and measured the time needed to overcome a distance of 40 m Vertical load test tires were 50% of the maximum load installed in the system throughout the year.

The results are presented in table 1 in the form of a return value from the time using the index based on comparative example 1 taken as 100. Thus, the larger the value, the less time, therefore, the better the traction on wet roads.

Table 1
BusEUR.Ave.1EUR. Ave 2EUR. Ave 3EUR. Ave 4Ave.1Ave.2Ave.3
A/b0,70,81,72,01,21,21,2
L4/A (%)888101735
Dp/Dt (%)8888888
angle θ (deg.)45454545454545
E/a0,650,650,650,650,650,650,65
Stepped wear (mm)1,61,51,51,71,11,31,3
Coupling with a wet road surface1001009895100100 99
BusAve.4Ave.5Ave.6Ave.7Ave.8Ave.9Ave.10
A/b1,21,21,21,21,21,21,2
L4/A (%)23232323232323
Dp/Dt (%)12252020202020
angle θ (deg.)45 457060606060
E/a0,650,650,650,700,800,901,0
Stepped wear (mm)1,01,10,80,70,60,71,0
Coupling with a wet road surface103103102105105104102

Based on the results of the tests confirmed that the resistance of the stepped wear and traction in wet road surface can be improved.

1. Heavy-duty bus, including
protector, fitted units,
each of the specified block on the surface of the ground contact provided with a zigzag lamella, where
the ratio a/b length (A) block representing p is dolinoy the length of the block, measured in a straight line passing through the center of gravity of the contact surface with the ground, to the maximum width (In) block, which represents the axial distance between the axially most remote edges of the contact surface with the ground, is from 0.8 to 1.7;
specified zigzag lamella is located in the Central area, which runs from the center of gravity of the contact surface with the ground on both sides in the longitudinal direction at 25% of the length (A) block, and
specified zigzag lamella consists of a pair of straight line segments of greater length, passing axially inward from both sides of the blocks in the axial direction of the tire, and a straight segment of a smaller length, passing between the inner ends of these straight line segments of greater length so that the longitudinal distance between the most remote in the longitudinal direction ends of the slats is from 10 to 35% of the length (A) blocks.

2. Heavy-duty tire under item 1, in which the protector is equipped with five longitudinal grooves including a longitudinal groove of the crown, a pair of secondary longitudinal grooves and a pair of axially outer shoulder grooves, and
these blocks, each of which is provided with a zigzag plate, located between the middle of the longitudinal grooves and the shoulder of the longitudinal grooves.

3. Heavy-duty tire on p. 2, W is the average longitudinal grooves and shoulder longitudinal grooves have a depth of from 18 to 25 mm.

4. Heavy-duty tire on p. 3, in which the depth of the zig-zag sipes is from 10 to 30% of the average depth and the shoulder of the longitudinal grooves.

5. Heavy-duty tire under item 2, in which the depth of the zig-zag sipes is from 10 to 30% of the depth of the longitudinal grooves.

6. Heavy-duty tire under item 1, in which the zigzag plate has a Z-shaped configuration, in which the rectilinear segments of greater length parallel to each other and the angle between the straight segment of smaller length and straight-line segments of greater length ranges from 50 to 70 degrees.

7. Heavy-duty tire under item 1, in which the two transverse edges of the blocks surface contact with the soil turned to the two transverse grooves, a bounding box, each of which has an axial width not more than 0.7 of the maximum width (In) block.

8. Heavy-duty tire under item 1, in which each of the two transverse grooves, a bounding box with a zigzag plate made from a pair of deep side parts and a small Central part between them, and
straight section of less length zigzag sipes is located in the region, which extends in the axial direction corresponds to the length of the small Central part.



 

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Pneumatic tire // 2526573

FIELD: transport.

SUBSTANCE: invention relates to tread pattern of automobile tire intended to be used on ice. On the surface of tire crown zone located between both edges of tread there are multiple grooves positioned in circumferential direction of tire; multiple transversal grooves located in transversal direction of tire. Each of transversal grooves has point of curvature between main grooves and/or between main groove and tire edge so that they have convex from in circumferential direction of tire. Multiple main grooves and multiple transversal grooves from multiple separate blocks each one of which includes circumferential projection of shape that coincides with convex form of transversal grooves. Each of the blocks contains at least one transversal lamel located in tire transversal direction and coinciding in its shape with transversal grooves where transversal lamel size in tire transversal direction is equal to size of block with transversal lamel located in it if both ones are projected on one plane including tire rotation axis and perpendicular to block surface.

EFFECT: better tire friction properties on ice.

10 cl, 6 tbl, 14 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

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

FIELD: transport.

SUBSTANCE: tire has tread (1) including at least one groove (3) of circular orientation and multiple raised elements (21, 22). Note here that every said raised element comprises contact side (11) with crosswise width Lt and lateral walls (210). Note also that there is at least one raised element with multiple noise killing devices. Note that every said device has elongated cavity (4) of total volume Vc to open toward lateral wall (210). Note that said cavity features total length Lc larger than said length Lt and geometry that includes several interconnected parts (40, 41, 42, 43, 44, 45). Note also that length Lc makes the sum of parts of said cavity. Note that every said cavity (4) extends over the entire length Lc with notch (5) extending radially outward out to rolling surface. Note that sum tread sum Ly of lengths in projection in crosswise direction of every cavity is at least 1.5 times larger than the sum Lx of length in projection if the cavity circumferential direction.

EFFECT: perfected noise killing.

9 cl, 8 dwg

Pneumatic tire // 2521455

FIELD: transport.

SUBSTANCE: pneumatic tire includes tread section which contains ring grooves (2-4) running in circular direction of tire, as well as lateral grooves (5, 6) running in direction of tire width, and multiple road-contacting blocks (7), separated by ring and lateral grooves. Each of road-contacting blocks contains lamellae (8), which run from tread running surface inside blocks to specified depth in radial direction of tire, herewith, each one of lamellae has end section communicating with at least any one of ring and lateral grooves. At least one of multiple lamellae contains widening ring-shaped section on its inner end in radial direction of tire. Herewith, the widening ring-shaped section is increased in its diameter gradually and smoothly running to side walls of road-contacting block.

EFFECT: creation of pneumatic tire with high drainage effect, as well as prevention of tearing lamella in tire tread.

9 cl, 12 dwg, 1 tbl

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

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

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

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

Tire // 2533641

FIELD: transport.

SUBSTANCE: tread contains blocks. Block (100) includes a pair of extending sections (40) which protrude in direction of tire circumference, respectively from side surface (25A) and side surface (25B), and a pair of outwardly outstanding sections (60) which overhang outwards, respectively from this pair of extending sections (40) in direction of tire circumference. Extending section includes sharp angle (45) formed by intersecting sloping groove and ring groove. Extending section (40A) lays at the side of one edge in direction of tread width, and extending section (40B) lays at the side of the other edge in direction of tread width. Top surface relating to outwardly outstanding section (60) in radial tire direction is inclined relative to radial direction of tire.

EFFECT: better tire performance on snow.

4 cl, 7 dwg, 1 tbl

Tire (versions) // 2529925

FIELD: transport.

SUBSTANCE: invention relates to pneumatic tire tread design, predominantly for agricultural vehicles. Tire includes carcass and tread running along circumference of tire carcass, where the mentioned tread contains multiple tread elements located in tread pattern. Tread elements in the mentioned array of tread elements are located with one of two pitches having different lengths and in noise-reducing sequence of pitches.

EFFECT: reduced noise.

36 cl, 5 dwg

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

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 // 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

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

Vehicle wheel tire // 2247033

FIELD: tire industry.

SUBSTANCE: proposed tire has tread with pattern containing at least three continuous ring grooves and great number of cross grooves dividing separate blocks. Said blocks are arranged in four rows over circumference in two axial inner rows of central zone and two axial outer rows of shoulder zones. Cross grooves of said rows are arranged with tilting relative to equatorial plane in opposite directions relative to each other. Thread band contains blocks of rows of central zone with large surface area in which corresponding water-removing elements are provided. Ratio between width of each inner row in axial direction and width of tread in axial direction between ends of shoulder zones is not less than 0.18. Moreover, each block is provided with water-removing elements in form of cross cavity passing from central ring groove to point in middle of block.

EFFECT: improved stability of tire in running, reduced noise.

28 cl, 5 dwg

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