2680results about "Tyre tread bands/patterns" patented technology

A tire tread comprising a groove with a groove depth; a tread element adjacent to the groove; the tread element comprising a tread surface intended to engage a ground surface, a radial direction perpendicular to the tread surface, a sipe radially extending from the tread surface, along the radial direction the sipe exhibits an outer section parallel to the radial direction, an inner section parallel to the radial direction, the inner section comprising an even outer edge, an inclined section between the outer section and the inner section, the inclined section being inclined with respect to the radial direction of an inclination angle of at most 60°; the inclined section comprises undulations extending along the even outer edge.

According to the anti-eccentric-wear pattern block and the tire comprising the anti-eccentric-wear pattern block, the anti-eccentric-wear pattern block is divided into the two quadrangles and the two pentagons, and the pentagons and the quadrangles are distributed in a crossed mode, so that uneven wear can be reduced, and eccentric wear can be improved. And the pattern blocks can provide good heat dissipation function, wet land performance and snowfield performance through the design of the cutter grooves I, the cutter grooves II, the longitudinal cutter grooves I and the longitudinal cutter grooves II, so that good durability is provided. The cutter groove I and the cutter groove II can improve the gripping performance, the drainage performance and the driving performance of the tire.

A tire comprising a tread portion divided between a central portion and two shoulder portions; wherein two main external grooves extending in a circumferential direction of the tire are each disposed between the central portion and one of the two shoulder portions; wherein the central portion comprises a first intermediate rib, a second intermediate rib, and a central rib, each of the shoulder portions has a plurality of shoulder blocks in the shoulder portion; wherein at least one shoulder block shows at least one lateral sipe; each of the first intermediate rib and the second intermediate rib has a plurality of intermediate blocks in the intermediate ribs, wherein the intermediate blocks show a central sipe opened on either side of the intermediate block and arranged to have an opening on the main external groove facing an opening on the same main external groove of an adjacent shoulder lateral groove.

The application relates to a deformable wheel with non-pneumatic load bearing intended to equip a vehicle for rolling under extreme conditions such as those encountered on the Moon and on Mars, comprising a hub, an annular tread intended to be in contact with the soil, positioned around the hub which is concentric therewith and comprising a layer of composite material coated with at least one protective layer, and a plurality of metal cables whose outer diameter is comprised between 0.2 mm and 5 mm, each cable connecting the hub to the tread while being fixed, on the one hand by an external end to the tread, and on the other hand by an internal end to the hub by an elastic member making it possible to modulate the radial stiffness of the cables, each elastic member being associated with an abutment able to limit its deformation.

Tires (1), comprising: a plurality of main grooves (21, 22) extending in a circumferential direction of the tire; and a plurality of web sections (31, 32, 33) defined and formed by the main grooves (21, 22); wherein at least one pier section (31, 32, 33) of the pier sections (31, 32, 33) comprises the following: a first narrow groove (331) having one end at an edge section of the web section (31, 32, 33) connected to the main groove (21, 22), and another end within the web section (31, 32, 33); and a second narrow groove (332) extending in the circumferential direction of the tire and having both ends within the rib section; wherein the first narrow groove (331) is inclined from one end to the other in a direction of the tire circumference and the first narrow groove (331) and the second narrow groove (332) are arranged in a V-shape, the upper section of which is directed in one direction of the tire circumference, and are arranged separately from each other, wherein the groove widths of the first narrow groove (331) and the second narrow groove (332) are in a range of 1.5 mm or more and 3.0 mm or less.

The utility model discloses an off-the-road tire pattern with high saturation and high TKPH. The off-the-road tire pattern comprises a crown middle pattern block and a shoulder pattern block, in the circumferential direction of the tire, crown middle transverse pattern grooves are formed between the adjacent crown middle pattern blocks, shoulder transverse pattern grooves are formed between the adjacent shoulder pattern blocks, and in the width direction of the tire, the adjacent crown middle transverse pattern grooves and the shoulder transverse pattern grooves are communicated to form transverse pattern grooves; longitudinal pattern grooves are formed between the adjacent crown middle pattern blocks and shoulder pattern blocks in the width direction of the tire; in the circumferential direction of the tire, the adjacent longitudinal pattern grooves are communicated with the transverse pattern grooves, and the depth of the longitudinal pattern grooves is 60-70% of the depth of the deepest parts of the transverse pattern grooves; the shoulder transverse pattern grooves are gradually widened from the crown center to the tire shoulder; and the saturation degree of the patterns is 70-75%. According to the utility model, the high saturation of the tire pattern is ensured, the cutting resistance of the tire is improved, the abrasion service life is prolonged, the TKPH of the tire is improved, and the tire is prevented from being damaged due to thermal delamination caused by heat generation.

The utility model provides a mining long-distance vehicle tire pattern and a tire. The risk of falling of tire shoulder pattern blocks is reduced. The mining long-distance vehicle tire pattern comprises a tire crown pattern, the tire crown pattern comprises pattern block groups which are uniformly distributed on a tire crown along the circumferential direction of a tire, and a transverse pattern groove is formed between every two adjacent pattern block groups; each pattern block group comprises edge pattern blocks on the two sides and a middle pattern block between the edge pattern blocks on the two sides, the middle pattern blocks comprise a middle pattern block I and a middle pattern block II, and the middle pattern block I is adjacent to the edge pattern blocks.

A hydroplaning detection system includes a processor in communication with a communication system and a warning module in communication with the processor. The warning module receives data from vehicle-based sensors and generates an expected slip, a grip utilization, a drag force, and a calculated slip. The warning module receives data from a tire sensor unit and determines a confidence level by comparing the generated drag force to an expected drag. The warning module includes a hydroplaning detection logic that receives the expected slip, the grip utilization, the drag force, the calculated slip, and the confidence level and generates a hydroplaning detection warning and a warning confidence level. The warning module communicates the warning and the warning confidence level to at least one of a vehicle control system and an operator of the vehicle for action by the vehicle control system or the vehicle operator.

Provided is a rubber composition having excellent wear resistance and operability. The rubber composition of the present disclosure is a vulcanized rubber composition having a rubber component that contains a multicomponent copolymer containing a conjugated diene unit, a non-conjugated olefin unit and an aromatic vinyl unit, where the vulcanized rubber composition has a plurality of voids, and an average diameter of the voids is 10 µm to 300 µm.

Provided is a tire comprising a tread part (12) and a belt layer (17), the tread part having at least one rubber layer, wherein a cap rubber layer constituting a tread surface of the tread part is composed of a rubber composition comprising a rubber component, a liquid rubber, and a terpene-based resin, wherein the belt layer has a steel cord consisting of 1 to 4 filaments, wherein an outer diameter D of the filament is 0.45 mm or less, and wherein Y is 0.50 or more and Y / D is 1.6 or more, when Y=A / P is defined, where A represents an acetone extraction amount, in % by mass, of the rubber composition and P represents a polymer amount, in % by mass, in the rubber composition.

A system for measuring a tread of a tire can include a nonmagnetic layer, a frame, and a housing. The nonmagnetic layer can provide a drive-over surface adapted to receive the tire thereon including the tread to be measured. The frame can have a magnet and a magnetic sensor coupled thereto. The housing can include a cavity therein. The frame with the magnet and the magnetic sensor can be mounted in the cavity. The nonmagnetic layer can be provided on the housing and on the frame.

The utility model discloses a carcass composite piece for improving exposed lines in a tire, which comprises an airtight layer, a transition layer, a carcass, a carcass rubber sheet, a tire shoulder pad rubber, a tire crown, a tire sidewall and a carcass body rubber, the transition layer is paved on the airtight layer, the carcass is paved on the transition layer, the tire shoulder pad rubber is paved on the carcass and is positioned on the shoulder part of the tire, and the tire crown is paved on the tire shoulder pad rubber. The tire shoulder pad rubber is laid at the joint of the tire body and the tire shoulder pad rubber, the tire body rubber is arranged at the joint of the transition layer and the tire body and located at the tire shoulder, and the tire body rubber sheet is laid at the joint of the tire body and the tire shoulder pad rubber and located at the tire shoulder. The problems that gaps between tire body cord threads are increased, cord thread rubber materials are insufficient, and butyl rubber permeates into an air tight layer due to inflation shaping expansion are effectively solved, and when existing equipment is free of space transformation or capital is insufficient, the problem that threads are exposed in a tire due to the fact that the size and quality of half parts fluctuate, the Mooney viscosity of a transition layer is too low, and the assumed stretching value of the tire body cord threads is too large is effectively solved.

A method for measuring impact signals over a plurality of revolutions of a tire that rolls on a road surface is provided, the impact signals being induced in acceleration data measured by an acceleration sensor mounted in the tire at a contact patch coming into contact with the road surface with each revolution of the tire. The method comprises acquiring the acceleration data over a plurality of revolutions of the tire and processing the acceleration data at the sensor. Processing the acceleration data at the sensor comprises processing the acceleration data to measure acceleration values for each impact signal and calculate an impact peak acceleration value (a_min); calculating a running average of the impact peak acceleration value (a_min) over the plurality of revolutions of the tire; measuring a start time and an end time of each impact signal by comparing acceleration values of the acceleration data to a first or second dynamic threshold, wherein the dynamic threshold is adjusted dependent on the running average of the impact peak acceleration value (a_min); and generating, from the measured start time and end time of each impact signal, a time-related parameter chosen from one or more of: a duration of an impact signal (t_patch), a time period between two consecutive impact signals (t_rev), and a ratio between the duration (t_patch) and the time period (t_rev). The method further comprises transmitting the time-related parameter to an external server.

Provided is a method, etc., for estimating uneven tire wear. This tire state estimation method involves: obtaining an image which includes both ends of the tread of a target tire, and captures said tread from the front in a manner such that said tread is continuous in a prescribed direction; inputting the obtained image into a trained first machine learning model; and deriving an output from the trained first machine learning model. Therein, the output of the trained first machine learning model corresponds to the estimation results for the uneven wear of the target tire.

An embodiment of the present invention comprises: a first step of filtering data collected by a data collection unit and tracking an effective rolling radius (ERR) in an operation unit that performs an operation; a second step of correcting the effective rolling radius on the basis of the contact ratio in the calculation unit; a third step in which the calculation unit confirms whether the effective rolling radius increases; a fourth step in which the calculation unit generates a wear rate during the period in which the effective rolling radius increases by using a graph; a fifth step in which the calculation unit outputs wear when the effective rolling radius increases; a sixth step in which the calculation unit corrects the effective rolling radius on the basis of the contact ratio when the effective rolling radius decreases; a seventh step in which the calculation unit estimates the wear of the tire using the linear relationship between the effective rolling radius and the amount of wear of the tire in the portion where the effective rolling radius is reduced; and an eighth step in which the calculation unit outputs wear when the effective rolling radius is reduced.

A tyre (1) for vehicles wheels comprises a tread band (2), on which there are defined main pair of grooves (10, 20) between which a first secondary main groove (30), and a first and second block (60, 70) delimited by the pair of main grooves and separated from each other by the first secondary groove (30). Both the edge (61) of the first block (60) and the edge (71) of the second block (70) facing the first secondary groove (30) comprise at least three edge portions, adjacent to each other and comprising at least a first edge portion (61a; 71a) defined by a chamfer and at least a second edge portion (61b; 71b) defined by an angular edge, alternating with each other. Each first edge portion (61a) of the first block (60) is aligned with a second edge portion (71b) of the second block (70), and each second edge portion (61b) of the first block (60) is aligned with a first edge portion (71a) of the second block (70).

A tire for a vehicle wheel includes a tread band (2) having a plurality of first pairs of main grooves formed by first main grooves (10) and second main grooves (20) extending from first shoulder regions (4) and second shoulder regions (5) toward a central region (6); and a plurality of second main grooves formed by third main grooves (30) and fourth main grooves (40) extending from the first shoulder regions (4) and second shoulder regions (5) toward the central region (6). and a plurality of second pairs of main grooves (50, 60) extending between two consecutive first main grooves (10) and two consecutive second main grooves (20), respectively, and formed by fifth and sixth main grooves (50) and (60) having a smaller inclination than the first and second main grooves (10, 20) but in the same direction as the first and second main grooves (10, 20). Each pair of consecutive first main grooves (10) circumferentially bounds a first group of shoulder blocks (110) and a second group of shoulder blocks (120) separated from each other by a third main groove (30), and a first group of central blocks (100) separated from the first group of shoulder blocks (110) and the second group of shoulder blocks (120) by a fifth main groove (50).

To easily and accurately measure the depth of the tread grooves. [Solution] The tire condition management device 1 includes a control unit 13, which acquires the cross-sectional profile of the tire tread groove, corrects the cross-sectional profile using the AsLs method so that the height difference on both sides of the tread groove is reduced, and measures the depth of the tread groove from the corrected cross-sectional profile.

The tire health estimation system and method includes aggregating model generation data over time and iteratively generating a tire health model based thereon. The model generation data correlates various combinations of a first set of input values ​​for a given type of tire to each of the various tire health variables for each of the various tire components. A second set of input values ​​is measured and / or determined for the actual tire and an appropriate model is selected for the at least one tire health variable and the at least one tire component based on the second set. Each tire health variable is estimated for the tire component via the selected model and based on the second set of input values, and an output signal is generated corresponding to the tire health based on a comparison of the estimated tire health variables.

Provide is a technology in which a pneumatic tire for use as an on-road driving wheel has the water discharge efficiency enhanced without impairing the traction performance. Also provided is a pneumatic tire (100) for use as a driving wheel, including a tread having a directional pattern containing a plurality of width-direction grooves (11) and (12). Assuming that a half-width region of the tread, as measured from the tire equator (CL) to the tread-to-ground contact end (TE) along the surface of the tire in a cross section of the tread portion (1) in the width direction of the tire, is bisected into two regions that are referred to as the tread center portion (Tc) and the tread shoulder portion (Ts) respectively in this order from the tire equator (CL), the plurality of width-direction grooves (11) and (12) extend across the tread center portion (Tc), and have a pattern convex in the rotational direction of the tire.

A pneumatic tire is disclosed. The disclosed pneumatic tire comprises a tread having a plurality of blocks partitioned by means of first to fourth main grooves which are formed in the circumferential direction of the tire and are spaced part from each other with respect to the width direction of the tire from the inner side to the outer side thereof, thereby making contact with a road surface, wherein the tread includes an inside shoulder block, an inside middle block, a center block, an outside middle block and an outside shoulder block, which are partitioned with respect to the width direction of the tread from the inner side to the outer side thereof, the inside middle block, the center block and the outside middle block have first kerfs recessed in the depth direction from the surfaces thereof, and the inside shoulder block and the outside shoulder block have second kerfs which are recessed in the depth direction from the surfaces thereof and which have dome kerf parts provided in the middle portions thereof, the dome kerf part including a convex protrusion that convexly protrudes from one wall surface and a concave groove which is recessed from the other wall surface opposite to the one wall surface and in which the convex protrusion is inserted and accommodated.

The utility model discloses a tire groove bottom stone clamping prevention structure, and relates to the technical field of tires. According to the technical scheme, the tire tread comprises a base arranged at the bottom of a tread groove, a plurality of spiral rubber extension parts are vertically arranged on the base at intervals, and each extension part is in a shape with a wide lower part and a narrow upper part. The base can play a role in isolating the groove bottom of the pattern, the extension part can generate compression buffering after being in contact with stones by utilizing the rubber elasticity of the extension part and the deformation space of the structure, and meanwhile, the sharp corner form with the wide lower part and the narrow upper part is more convenient to generate transverse deviation after being stressed, so that the invasion track of the stones is changed, and the aim of popping up the stones is fulfilled.

A tire tread (12) is disclosed comprising a first tread element (30) with a first radially outermost surface (32), a second tread element (34) with a second radially outermost surface (36), and a groove (38) between the first tread element (30) and the second tread element (34). The groove (38) comprises a first section (40) and a second section (42). The first section (40) comprises a side surface (48) which extends from the first radially outermost surface (32) and which is inclined with respect to the first radially outermost surface (32) under a first inclination angle. The second section (42) comprises: i) a radially outermost portion (58) with an inclined surface (60), which is inclined with respect to the first radially outermost surface (32) under a second inclination angle which is narrower than the first inclination angle, the first inclination angle and the second inclination angle exhibiting an inclination difference ranging from 20° to 80°; ii) a radially innermost portion (64) with a passage (66) extending toward the first section (40); and iii) a slit portion (68) radially connecting the radially innermost portion (64) to the radially outermost portion (58), said slit (68) portion being narrower than the passage (66). Also, a mold for molding such a tire tread (12) is disclosed.

To provide a tire which can improve total performance of anti-wear performance, snow grip performance, and wet grip performance.SOLUTION: A tire has a tread part, wherein the tread part is composed of a rubber composition containing a rubber component, silica, a resin component, and vegetable oil, the rubber component contains 20 mass% or more and 90 mass% or less of styrene-butadiene rubber, the rubber composition contains more than 50 pts.mass and 150 pts.mass or less of silica with respect to 100 pts.mass of the rubber component, the resin component contains at least one selected from the group consisting of a terpene-based resin, a C5C9-based resin, and a dicyclopentadiene-based resin, a glass transition temperature of the rubber composition is -30°C or lower, and when a thickness of a thickest part of the tread part is represented by t (mm), and a styrene content of the styrene butadiene rubber is represented by S (mass%), t×S is less than 300.SELECTED DRAWING: Figure 1

The present invention provides a tire capable of suppressing uneven wear such as heel-toe wear. A tire has a tread portion (2). The tread portion (2) includes: a first shoulder land portion (11) including a first tread end (T1) and a first shoulder circumferential groove (6) adjacent to the first shoulder land portion (11) on the axially inner side of the tire and extending continuously in the tire circumferential direction. A plurality of first shoulder transverse grooves (16) are provided on the first shoulder land portion (11), extending from the first shoulder circumferential grooves (6) and traversing the first tread end (T1). The first shoulder transverse grooves (16) have a pair of first groove walls (17). A pair of first chamfered portions (18) are provided on the pair of first groove walls (17), extending from the first shoulder circumferential grooves (6) to a position beyond the first tread end (T1).

The utility model discloses an anti-skid polyurethane tire, and belongs to the technical field of tire manufacturing and warehouse logistics, the anti-skid polyurethane tire comprises a hub, the outer wall of the hub is fixedly sleeved with a polyurethane tire, and a plurality of adsorption holes evenly distributed in the circumferential direction of the polyurethane tire are formed in the center of the outer surface of the polyurethane tire; the polyurethane tire is installed on a vehicle through the hub, when the polyurethane tire runs on the ground, part of air in the adsorption holes, making contact with the ground, under the extrusion effect of the vehicle is rapidly extruded out through the exhaust grooves, the polyurethane tire is adsorbed to the ground all the time, the road holding force can be remarkably improved, and the service life of the vehicle is prolonged. The anti-skid polyurethane tire has the advantages that the anti-skid performance of the anti-skid polyurethane tire is improved, the anti-skid phenomenon is prevented, the silica gel particles are filled in the adsorption holes to absorb moisture on the ground, a layer of wet contact surface is formed and used for increasing friction force, the anti-skid performance of the tire is further improved, and therefore the anti-skid polyurethane tire has no damage to the warehouse ground, and the integrity and the service life of the warehouse ground are guaranteed.

Vehicle tires with a tread featuring profile positives, such as profile blocks (1) or profile ribs, with cuts (4) having two radially extending cut walls (5, 5') which have a mutually constant distance from each other, corresponding to the cut width (b1), of 0.30 mm to 1.50 mm, in particular 0.40 mm to 1.00 mm, wherein each cut wall (5, 5') is provided with a structure of parallel microgrooves (6) and bridges (7) located at the level of the cut walls (5, 5') between the microgrooves (6), wherein the microgrooves (6) have a depth (t2) determined perpendicular to the cut walls (5, 5') of 0.10 mm to 1.00 mm and a width (b2) determined at the level of the cut walls (5, 5') of 0.10 mm to 1.00 mm, and wherein the structures the microgrooves (6) and bridges (7) on the two incision walls (5, 5') are identical and consist of microgrooves (6) of the same dimensions.The microgrooves (6) on one incision wall (5) run parallel to the microgrooves (6) on the opposite incision wall (5').

A pneumatic tire (10) is disclosed comprising a carcass (22) and a belt structure (40). The belt structure (40) comprises a plurality of belt layers that include at least one spiral belt layer (60) and at least one zigzag belt layer (70). Each of the at least one spiral belt layers (60) has cords arranged at an angle of 5° or less with respect to an equatorial plane of the pneumatic tire (10) and each of the at least one zigzag belt layers (70) has cords arranged at an angle in a range of from of 2° to 40°, alternatively from 5° to 30°, with respect to the equatorial plane of the pneumatic tire (10) and extending in alternation to turnaround points at each lateral edge of the belt structure (40). A first belt layer of the plurality of belt layers located radially outward of the carcass (22) is one of the at least one spiral belt layers (60). The first belt layer has an axial width less than the axially widest belt layer of the plurality of belt layers. The pneumatic tire (10) further comprises a tread (20) comprising two or more main grooves (17a, 19a, 17b, 19b) extending circumferentially continuously around the pneumatic tire (10) and defining a plurality of ribs (25a, 23a, 21, 23b, 25b) that include an axially outermost rib (25a, 25b) on each lateral side of the tread (20). At 10% to 100% of the rated inflation pressure of the pneumatic tire (10) and no load, each of the two axially outermost ribs (25a, 25b) is radially raised in relation to a respective next nearest rib (23a, 23b) located axially inward of the respective axially outermost rib (25a, 25b).

Vehicle tires with a profiled, directional tread pattern with first and second oblique grooves (1, 1') extending across the tread width in a V-shape towards each other and with pitches extending across the width, each consisting of a first pitch part (P11, P22, P33) assigned to the first oblique grooves (1) and a second pitch part (P11, P22, P33) assigned to the second oblique grooves (1'), wherein the pitch parts (P11, P22, P33) are provided in at least two different circumferential lengths.The tread contains combination pitches (A to E), each of which contains at least two consecutive pitches in the circumferential direction, wherein each pitch, viewed across the tread width, is composed of a combination of a first and a second pitch part (P11, P22, P33) with different circumferential lengths, wherein each pitch contains pitch parts (P11, P22, P33) that either differ from the combination of pitch parts (P11, P22, P33) in each further pitch of the combination pitch (A to E) or are arranged such that consecutive pitch parts (P11, P22, P33) in the circumferential direction are different from each other.