Tyre comprising linear density of slits with measurable depth in shoulder

Abstract

The invention relates to a tyre (10) comprising a tread (14) comprising a total number of transverse cuts (48, 50) arranged in axial side portions (P1, P2). At least one and at most 30% of the total number of transverse cuts (48, 50) is referred to as indicative transverse cuts (482, 502) having a minimum width strictly greater than 1.5 mm in the portion referred to as the indicative portion (4821, 5021), and the remaining transverse cuts of the total number of transverse cuts (48, 50) are referred to as common transverse cuts (481, 501) having a maximum width of 1.5 mm or less. The linear density DI1 of the one or more indicative lateral cuts (482, 502) satisfies DI1 < = 0.15 cm <-1 >.

Description

Technical Field

[0001] This invention relates to a tire, particularly a tire for passenger vehicles. A tire is understood to refer to a tire outer casing designed to form a cavity through interaction with a supporting element (e.g., a rim), the cavity being pressurized to pressures greater than atmospheric pressure. The tire according to the invention has a substantially torus-shaped structure exhibiting rotational symmetry about the tire's principal axis. Background Technology

[0002] Prior art knows of tires including a tread, the tread comprising a main circumferential cut with a depth greater than or equal to 50% of the tread pattern height, and including a first axially outer main circumferential cut and a second axially outer main circumferential cut arranged on both sides of the tire's midplane in the axial direction. The first axially outer main circumferential cut and the second axially outer main circumferential cut are the outermost axially outermost main circumferential cuts of the tread.

[0003] The tread includes an axial central portion, a first axial side portion axially arranged outside the first axial external main circumferential cut, and a second axial side portion axially arranged outside the second axial external main circumferential cut. The tread also includes a first lateral cut and a second lateral cut formed in each of the first axial side portion and the second axial side portion, respectively.

[0004] The width of each of the first and second lateral slits can vary depending on the desired performance. For example, a tire with low rolling resistance has a first and second lateral slit with a width of less than or equal to 1.5 mm.

[0005] In addition, to comply with regulations, tires include multiple wear indicators distributed circumferentially on the tire and located in each major circumferential cutout. Therefore, individuals (such as vehicle owners with the tires installed) as well as professionals (such as policymakers, testing technicians, or law enforcement officers) can visually inspect whether the tire has reached the wear limit at the axial center section, requiring tire replacement.

[0006] However, on the one hand, the tire wear limit cannot be determined visually in the first and second axial sections without wear indicators. On the other hand, professionals, especially those mentioned above, may wish to measure the tread depth in the first and second axial sections to check if the thickness is sufficient. In this case, the presence of the first and second lateral slits, each with a width less than or equal to 1.5 mm, hinders the measurement of this thickness, whether performed using a laser device or a depth gauge. Summary of the Invention

[0007] The object of the present invention is to enable the tread depth to be measured on at least one of the first axial side portion and the second axial side portion without adversely affecting the performance required to have relatively small lateral cuts.

[0008] Therefore, the subject of this invention is a tire including a tread, said tread comprising: - A primary circumferential cut with a depth greater than or equal to 50% of the tread pattern height and comprising at least one axially outer primary circumferential cut, said axially outer primary circumferential cut being the outermost axial primary circumferential cut on one side of the tire's midplane. - At least one axially oriented portion, which is arranged axially outside the axially outer main circumferential cut. The tread includes a certain number of transverse cuts formed in the axial side portion. At least one and at most 30% of the total number of transverse cuts are so-called indicative transverse cuts, which have a minimum width strictly greater than 1.5 mm on the so-called indicative portion, and the remaining transverse cuts of the total number of transverse cuts are so-called ordinary transverse cuts, which have a maximum width less than or equal to 1.5 mm. The linear density Dl1 of the indicative lateral cuts is defined as the ratio of the total number of indicative lateral cuts at least partially formed in the axial side portion to the tire circumference measured on the midplane when the tire is inflated to 2.5 bar, and Dl1 satisfies Dl1≤0.15 cm⁻¹.

[0009] Therefore, the depth of the axial portion can be measured through the indicative section without compromising the performance required to have a relatively small lateral cut. The indicative lateral cut is considered indicative because it contains an indicative section that indicates the depth of the tread within the indicative section.

[0010] Specifically, due to its relatively large minimum width, the indicative portion allows for the measurement of depth in the axial side portion, particularly by means of a laser device or by using a depth gauge. To avoid compromising performance requiring relatively small lateral cuts, the inventors reduced the number of indicative lateral cuts. At least one indicative lateral cut is necessary to ensure the possibility of locating the indicative portion on the tire's circumference.

[0011] Indicative transverse incisions are different from ordinary transverse incisions. Therefore, an indicative transverse incision cannot be an ordinary transverse incision, and an ordinary transverse incision cannot be an indicative transverse incision.

[0012] The total number of transverse cuts is the total number of transverse cuts formed in the corresponding axial side portion. Therefore, if a total of N transverse cuts are formed in the axial side portion, and Ni of these N transverse cuts are indicative transverse cuts, then the number of ordinary transverse cuts formed in the axial side portion is Nc = N - Ni. In other words, N = Ni + Nc.

[0013] The number of indicative transverse cuts used to calculate the linear density of indicative transverse cuts is the total number of indicative transverse cuts formed in the corresponding axial side portion. Similarly, the number of ordinary transverse cuts used to calculate the linear density of ordinary transverse cuts is the total number of ordinary transverse cuts formed in the corresponding axial side portion.

[0014] A cut or cut portion has two main characteristic dimensions: width and curve length, such that the curve length is at least twice the width. Therefore, a cut or cut portion is defined by at least two main sides that define its curve length and are connected via a bottom, the two main sides being a non-zero distance from each other, which is referred to as the width of the cut or cut portion. Unless otherwise mentioned, the width of the cut or cut portion is the maximum width of the cut or cut portion.

[0015] The principal direction of the cut is the direction in which a curve, equidistant from each edge of the cut, extends along the radial portion of the tread surface. The curve length is the length measured along this curve, equidistant from each edge of the cut, along the radial portion of the tread surface, between each end of the cut.

[0016] On a new tire, the minimum width of the cut or cut portion is the shortest distance between the two main sides measured over the entire depth of the cut or portion. The minimum width is measured substantially perpendicular to the main sides.

[0017] On a new tire, without a chamfer, the maximum width of the cut or cut portion is the maximum distance between the two main side faces measured over the entire depth of the cut or cut portion. On a new tire, with a chamfer, the maximum width of the cut or cut portion is the maximum distance between the two main side faces measured radially over the entire depth of the cut or cut portion inside the chamfer. The maximum width is measured substantially perpendicular to the main side faces.

[0018] On a new tire, the depth of a slit or cut portion is the maximum radial distance between the bottom of the slit or cut portion and its projection onto the ground while the tire is in motion. The maximum depth of the slit is called the tread height.

[0019] The incision or incision portion can be transverse or circumferential.

[0020] A lateral cut refers to a cut extending along the general direction that forms an angle strictly greater than 30°, preferably greater than or equal to 45°, with the tire's circumferential direction, and an angle less than or equal to 60°, preferably strictly less than 45°, with the tire's axial direction. The general direction is the shortest curve connecting the two ends of the cut and parallel to the tread surface. A lateral cut or portion can be continuous, i.e., not interrupted by tread blocks or another cut, such that the two main sides defining its length are uninterrupted along the length of the lateral cut or portion. A lateral cut can also be discontinuous, i.e., interrupted by one or more tread blocks and / or one or more cuts, such that the two main sides defining its length are interrupted by one or more tread blocks and / or one or more cuts.

[0021] A circumferential cut refers to a cut or portion extending in a general direction forming an angle of less than or equal to 30° (preferably less than or equal to 10°) with respect to the circumferential direction of the tire, i.e., extending in a general direction forming an angle of strictly greater than 60° (preferably strictly greater than 80°) with respect to the axial direction of the tire. The general direction is the shortest curve connecting the two ends of the cut and parallel to the tread surface. In the case of continuous circumferential cuts, the two ends coincide and are connected by a curve that completely encircles the tire. A circumferential cut can be continuous, i.e., not interrupted by tread blocks or another cut, such that the two main sidewalls defining its length completely encircle the tire without interruption. A circumferential cut can also be discontinuous, i.e., interrupted by one or more tread blocks and / or one or more cuts, such that the two main sidewalls defining its length are interrupted by one or more tread blocks and / or one or more cuts around the entire circumference of the tire.

[0022] In embodiments used to optionally improve braking on dry surfaces, the lateral cuts, or each lateral cut, are chamfered. The chamfer on the lateral cut can be a right-angle chamfer or a rounded chamfer. A right-angle chamfer is formed by a plane inclined relative to the front or rear surface, extending to the circumferentially defining the front or rear edge of the lateral cut. A rounded chamfer is formed by a curved surface tangentially connected to the front or rear surface to which it extends. The chamfer on the lateral cut is characterized in that its height and width are equal to a radial distance and a distance along a direction perpendicular to the front or rear surface between points common to the front or rear surface to which the chamfer extends and the circumferentially defining front or rear edge of the lateral cut, respectively.

[0023] The tire according to the invention has a substantially toroidal shape about an axis of rotation substantially coincident with the tire's axis of rotation. This axis of rotation defines three directions commonly used by those skilled in the art: axial direction, circumferential direction, and radial direction.

[0024] The axial direction refers to the direction that is substantially parallel to the axis of rotation of the tire (i.e., the axis of rotation of the tire).

[0025] The circumferential direction refers to the direction that is essentially perpendicular to both the axial direction and the tire radius (in other words, tangent to the circle centered on the tire's axis of rotation).

[0026] The radial direction refers to the direction along the tire's radius, that is, any direction that intersects the tire's axis of rotation and is substantially perpendicular to that axis.

[0027] The tire's midplane (denoted as M) is a plane perpendicular to the tire's axis of rotation, located axially between the two bead sections and passing through the axial center of the crown reinforcement.

[0028] The equatorial circumferential plane of a tire is a plane in the meridional section plane that passes through the tire equator, is perpendicular to the midplane, and is perpendicular to the radial direction. The tire equator is the axis in the meridional section plane (a plane perpendicular to the circumferential direction and parallel to the radial and axial directions), which is parallel to the tire's axis of rotation and is equidistant between the outermost radial point of the tread intended to contact the ground and the innermost radial point of the tire intended to contact a support (such as the rim).

[0029] The meridional plane is a plane that is parallel to, contains, and is perpendicular to the circumferential direction of the tire's axis of rotation.

[0030] The terms "radially inside / radially on the inner side" and "radially outside / radially on the outer side" refer to the tire's axis of rotation being closer to and further away from it, respectively. Similarly, "axially inside / axially on the inner side" and "axially outside / axially on the outer side" refer to the tire's midplane being closer to and further away from it, respectively.

[0031] A tire bead is the portion of a tire designed to allow it to be attached to a mounting support (such as a wheel including a rim). Therefore, each tire bead is specifically designed to contact the flange of the rim for attachment.

[0032] Any range of values ​​expressed as “between a and b” represents a range of values ​​from greater than a to less than b (i.e., excluding the endpoints a and b), while any range of values ​​expressed as “from a to b” refers to a range of values ​​from a to b (i.e., including the strict endpoints a and b).

[0033] In a preferred embodiment of the invention, the tire is intended for use in passenger vehicles as defined by the European Tire and Rim Technology Organization (ETRTO) standard of 2023. Such a tire is characterized in that the section height H and nominal section width S, as defined by the EETRTO standard of 2023, satisfy a percentage ratio H / S of at most 90 (preferably at most 70) and at least 30, and a nominal section width S of at least 115 mm (preferably at least 175 mm) and at most 385 mm (preferably at most 315 mm). Furthermore, the diameter D at the flange (which defines the diameter of the rim on which the tire is mounted) is at least 12 inches (preferably at least 16 inches) and at most 24 inches.

[0034] In an embodiment where the main circumferential cuts are relatively deep, the depth of each main circumferential cut ranges from 4.0 mm to the tread pattern height, preferably from 5.0 mm to the tread pattern height, and more preferably from 5.5 mm to the tread pattern height.

[0035] In an implementation scheme where the main circumferential cuts are relatively deep, the depth of each main circumferential cut is greater than or equal to 75% of the tread pattern height, preferably greater than or equal to 90% of the tread pattern height.

[0036] In embodiments where the main circumferential cut is a relatively wide main circumferential groove, the axial width of each main circumferential cut is greater than or equal to 3.0 mm, preferably greater than or equal to 5.0 mm, and more preferably in the range of 5.0 mm to 20.0 mm.

[0037] In a preferred embodiment, the depth of the indicator portion is greater than or equal to 50% of the tread height, preferably greater than or equal to 75% of the tread height. The depth of the indicator portion will be adjusted by the tire designer so that the remaining depth of this portion indicates the degree of tire wear.

[0038] In a preferred embodiment, the depth of each ordinary lateral cut is greater than or equal to 50% of the tread height, preferably greater than or equal to 75% of the tread height.

[0039] In an advantageous and optional embodiment, at least two, preferably at least six, of the total number of lateral cuts are indicative lateral cuts. This makes it easier to locate the indicative portion around the tire circumference.

[0040] In an advantageous and optional embodiment, up to 20%, preferably up to 15%, and more preferably up to 10% of the total number of transverse cuts are indicative transverse cuts. Although the number of indicative transverse cuts is low enough not to impair the performance requiring relatively small transverse cuts, it is still preferred to keep the number of indicative transverse cuts relatively low to reduce the risk of performance impairment.

[0041] In an advantageous and optional embodiment, Dl1 ≤ 0.13 cm⁻¹, preferably Dl1 ≤ 0.10 cm⁻¹, more preferably Dl1 ≤ 0.08 cm⁻¹, and even more preferably Dl1 ≤ 0.05 cm⁻¹.

[0042] In an advantageous and optional embodiment, Dl1 ≥ 0.01 cm⁻¹, preferably Dl1 ≥ 0.02 cm⁻¹.

[0043] In an advantageous and optional embodiment, the linear density DC1 of the ordinary lateral cuts is defined as the ratio of the total number of ordinary lateral cuts at least partially formed in the axial side portion to the tire circumference measured on the midplane when the tire is inflated to 2.5 bar, and DC1 satisfies DC1≥0.20 cm-1, preferably DC1≥0.25 cm-1, more preferably DC1≥0.30 cm-1.

[0044] In an advantageous and optional embodiment, DC1 ≤ 1.40 cm⁻¹.

[0045] In an advantageous and optional embodiment applicable to “summer tires”, DC1 ≤ 0.60 cm⁻¹, preferably DC1 ≤ 0.50 cm⁻¹, and more preferably DC1 ≤ 0.40 cm⁻¹.

[0046] This relatively low linear density DC1 is characteristic of summer tires, whose performance is associated with a relatively low number of common lateral cuts.

[0047] Summer tires are tires that are not "all-season" or "winter" tires. Summer tires are not marked with M+S or 3PMSF.

[0048] In an advantageous and optional embodiment suitable for “all-season” or “four-season” tires, DC1 satisfies 0.60 cm⁻¹ ≤ DC1 ≤ 1.00 cm⁻¹, preferably 0.70 cm⁻¹ ≤ DC1 ≤ 0.90 cm⁻¹.

[0049] Unlike summer tires, some tires, especially all-season tires, offer enhanced performance on snow and are characterized by a relatively high number of common lateral cuts. Due to their snow performance, all-season tires are specifically identified by the markings M+S (mud + snow) and / or 3PMSF (three peaks with snowflakes).

[0050] In an advantageous and optional embodiment suitable for “winter” tires, DC1 satisfies 1.00 cm⁻¹ ≤ DC1 ≤ 1.40 cm⁻¹, preferably 1.10 cm⁻¹ ≤ DC1 ≤ 1.30 cm⁻¹.

[0051] To ensure optimal performance on snow, some tires, especially winter tires, are characterized by a large number of common lateral slits. Winter tires are also specifically identified by the M+S and / or 3PMSF markings.

[0052] In an advantageous and optional embodiment, the minimum width of the indicative portion of each indicative transverse cut is less than or equal to 5.0 mm, preferably less than or equal to 3.5 mm, and more preferably less than or equal to 2.5 mm.

[0053] In the first embodiment, each indicative transverse cut has a minimum width strictly greater than 1.5 mm along the entire curve length of the indicative transverse cut, preferably less than or equal to 5.0 mm, more preferably less than or equal to 3.5 mm, and more preferably less than or equal to 2.5 mm. Therefore, the remaining depth can be measured over the entire indicative transverse cut. Thus, it is not necessary to search for specific sections along the indicative transverse cut.

[0054] In the second embodiment, each indicative transverse incision includes: - The so-called indicative portion has a minimum width strictly greater than 1.5 mm, preferably greater than or equal to 5.0 mm, more preferably greater than or equal to 3.5 mm, and more preferably greater than or equal to 2.5 mm. - The so-called ordinary part has a maximum width of less than or equal to 1.5 mm, preferably less than or equal to 1.3 mm, and more preferably less than or equal to 1.0 mm.

[0055] This minimizes the impact of the indicative lateral cut on the performance required to have relatively small lateral cuts.

[0056] Advantageously, the indicative portion is arranged axially outside the ordinary portion. This makes it easier to measure the depth of the indicative portion.

[0057] In an advantageous and optional embodiment, the maximum width of each ordinary transverse cut is less than or equal to 1.3 mm, preferably less than or equal to 1.0 mm.

[0058] In an advantageous and optional implementation, the tread has a reference tread width LBDR as defined in the 2023 ETRTO Standard Design Guidelines, with the indicative portion of each indicative lateral cut extending at least partially axially beyond a tread portion having an axial width of 0.75 × LBDR centered on the tire's midplane. The reference tread width LBDR is defined in the 2023 ETRTO Standard Design Guidelines by the formula LBDR = (1.075 – 0.005 × AR) × S^1.001, where AR is the nominal aspect ratio and S is the theoretical cross-sectional width at the bead on the measuring rim. This facilitates easier measurement of the depth of the indicative portions.

[0059] In a preferred, but optional, embodiment, the tire has an outer side defined when the tire is mounted on the vehicle, and an indicative lateral cut is formed in the axial side portion closest to said outer side. Specifically, this means that the indicative lateral cut becomes readily accessible once the tire is mounted on the vehicle.

[0060] The phrase "the inside and outside as specified when the tire is mounted on the vehicle" means that the tire is designed with one side facing inwards and the other side facing outwards. This orientation, specified by the tire manufacturer, ensures that the tire performs as intended. Specifically, mounting the tire in a direction different from the manufacturer's specified orientation may result in suboptimal vehicle performance. "Outer side" should be understood as the side of the tire that is fully visible from outside the vehicle when it is mounted. "Inner side" should be understood as the side of the tire facing the wheel arch of the vehicle it is mounted on. Typically, tires have markings indicating the inside and outside.

[0061] Advantageously and optionally, the tread is designed to contact the ground via the tread surface when the tire is in motion, with the axial portion extending axially from the axial edge of the tread surface to the axial outer edge of the axially outer main circumferential cutout.

[0062] In a preferred, but optional, embodiment, the tread is intended to contact the ground via the tread surface when the tire is in motion, and the indicative portion of each indicative lateral cut extends at least partially axially between an axial edge of the tread surface on the same side as the axially oriented portion located in the midplane and an axially outer edge of an axially outer main circumferential cut on the same side as the axially oriented portion located in the midplane. Thus, each indicative lateral cut extends at least partially within the portion of the tire intended to contact the ground when the tire is in motion.

[0063] Typically, the tread surface is defined axially by a first axial edge and a second axial edge that coincide with the first and second axial edges of the tread, respectively. The tread surface and the axial width of the tread are considered equal to the reference width LBDR as described above.

[0064] In an advantageous and optional embodiment, each transverse cut (whether a general cut or an indicative cut) extends axially in the axial side portion where the transverse cut is formed, the axial length being at least 50%, preferably 75%, of the axial width of the axial side portion where the transverse cut is formed.

[0065] In an advantageous and optional embodiment, the indicative portion of each indicative transverse cut extends axially in the axial side portion where the indicative transverse cut is formed, the axial length being at least 30%, preferably 50%, of the axial width of the axial side portion where the indicative transverse cut is formed. This sufficiently long axial length facilitates easy location of the indicative portion and allows easy access to the measuring tool, particularly when the tool is a depth gauge.

[0066] The axial width of the axial side portion is the distance along the axial direction separating the axial edge of the tread surface on the same side as the axial side portion located on the same side as the midplane and the axial outer edge of the axial outer main circumferential cut on the same side as the axial side portion located on the midplane. The axial length of the indicative portion is measured in the axial side portion.

[0067] In one embodiment, which simplifies tire design and does not distinguish between the two portions of the tire located on either side of the midplane, the main circumferential cut includes a first axially outer main circumferential cut and a second axially outer main circumferential cut located axially on either side of the tire's midplane. The first and second axially outer main circumferential cuts are the outermost axially outermost main circumferential cuts of the tread, which includes: - The first axial side portion, which is arranged axially outside the first axial outer main circumferential cut. - The second axial side portion, which is arranged axially outside the second axial outer main circumferential cut. The tread includes a first lateral cut and a second lateral cut, respectively, formed in each of the first axial side portion and the second axial side portion, representing a first total number and a second total number, respectively. At least one and at most 30% of the first total number of first lateral cuts are so-called first indicative lateral cuts, the first indicative lateral cuts having a minimum width strictly greater than 1.5 mm on the so-called indicative portion, and the remaining first lateral cuts in the first total number of first lateral cuts are so-called first ordinary lateral cuts, the maximum width of the first ordinary lateral cuts being less than or equal to 1.5 mm, the linear density Dl1 of the first indicative lateral cuts is defined as the ratio of the total number of first indicative lateral cuts at least partially formed in the first axial side portion to the tire circumference measured on the midplane when the tire is inflated to 2.5 bar, Dl1 satisfying Dl1 ≤ 0.15 cm⁻¹, and At least one and at most 30% of the second total number of second lateral cuts are so-called second indicative lateral cuts, the second indicative lateral cuts having a minimum width strictly greater than 1.5 mm on the so-called indicative portion, and the remaining second lateral cuts in the second total number of second lateral cuts are so-called second ordinary lateral cuts, the maximum width of the second ordinary lateral cuts being less than or equal to 1.5 mm. The linear density Dl2 of the second indicative lateral cuts is defined as the ratio of the total number of second indicative lateral cuts at least partially formed in the second axial side portion to the tire circumference measured on the midplane when the tire is inflated to 2.5 bar, and Dl2 satisfies Dl2 ≤ 0.15 cm⁻¹.

[0068] In a preferred and advantageous embodiment, at least two, preferably at least six, of the total number of first transverse cuts are first indicative transverse cuts, and at least two, preferably at least six, of the second total number of second transverse cuts are second indicative transverse cuts.

[0069] In a preferred and advantageous embodiment, at least 20% and at most 20%, preferably at most 15%, more preferably at most 10%, of the first total number of first transverse cuts are so-called first indicative transverse cuts, which have a minimum width strictly greater than 1.5 mm on the so-called indicative portion, and At least one and at most 20%, preferably at most 15%, more preferably at most 10%, of the second total number of second transverse cuts are so-called second indicative transverse cuts, which have a minimum width of strictly greater than 1.5 mm on the so-called indicative portion.

[0070] In an advantageous and optional embodiment, Dl1 ≤ 0.13 cm⁻¹ and Dl2 ≤ 0.13 cm⁻¹, preferably Dl1 ≤ 0.10 cm⁻¹ and Dl2 ≤ 0.10 cm⁻¹, more preferably Dl1 ≤ 0.08 cm⁻¹ and Dl2 ≤ 0.08 cm⁻¹, and even more preferably Dl1 ≤ 0.05 cm⁻¹ and Dl2 ≤ 0.05 cm⁻¹.

[0071] In an advantageous and optional embodiment, Dl1 ≥ 0.01 cm⁻¹ and Dl2 ≥ 0.01 cm⁻¹, preferably Dl1 ≥ 0.02 cm⁻¹ and Dl2 ≥ 0.02 cm⁻¹.

[0072] In an advantageous and optional embodiment, the linear density DC1 of the ordinary lateral cuts is defined as the ratio of the total number of first ordinary lateral cuts at least partially formed in the first axial side portion to the tire circumference measured on the midplane when the tire is inflated to 2.5 bar, wherein DC1 satisfies DC1 ≥ 0.20 cm⁻¹, preferably DC1 ≥ 0.25 cm⁻¹, more preferably DC1 ≥ 0.30 cm⁻¹, and The linear density DC2 of the second ordinary lateral cut is defined as the ratio of the total number of the second ordinary lateral cuts that are at least partially formed in the second axial side portion to the tire circumference measured on the midplane when the tire is inflated to 2.5 bar. DC2 satisfies DC2≥0.20 cm-1, preferably DC2≥0.25 cm-1, and more preferably DC2≥0.30 cm-1.

[0073] In an advantageous and optional embodiment, DC1 ≤ 1.40 cm⁻¹ and DC2 ≤ 1.40 cm⁻¹.

[0074] In an advantageous and optional embodiment suitable for “summer” tires, DC1 ≤ 0.60 cm⁻¹ and DC2 ≤ 0.60 cm⁻¹, preferably DC1 ≤ 0.50 cm⁻¹ and DC2 ≤ 0.50 cm⁻¹, more preferably DC1 ≤ 0.40 cm⁻¹ and DC2 ≤ 0.40 cm⁻¹.

[0075] In an advantageous and optional embodiment suitable for “all-season” or “four-season” tires, DC1 satisfies 0.60 cm⁻¹≤DC1≤1.00 cm⁻¹ and 0.60 cm⁻¹≤DC2≤1.00 cm⁻¹, preferably 0.70 cm⁻¹≤DC1≤0.90 cm⁻¹ and 0.70 cm⁻¹≤DC2≤0.90 cm⁻¹.

[0076] In an advantageous and optional embodiment suitable for “winter” tires, DC1 satisfies 1.00 cm⁻¹≤DC1≤1.40 cm⁻¹ and 1.00 cm⁻¹≤DC2≤1.40 cm⁻¹, preferably 1.10 cm⁻¹≤DC1≤1.30 cm⁻¹ and 1.10 cm⁻¹≤DC2≤1.30 cm⁻¹.

[0077] Advantageously and optionally, the tread is designed to contact the ground via its surface when the tire is in motion. The first axial side portion extends axially from the first axial edge of the tread surface to the axial outer edge of the first axial outer main circumferential cut. The second axial side portion extends axially from the second axial edge of the tread surface to the axial outer edge of the second axial outer main circumferential cut.

[0078] In a preferred but optional embodiment, the tread is intended to contact the ground via its surface when the tire is in motion. The indicative portion of each first indicative lateral cut extends axially at least partially between the first axial edge of the tread surface and the axial outer edge of the first axial outer main circumferential cut, wherein the first axial edge of the tread surface and the first axial side portion are located on the same side of the midplane. The indicative portion of each second indicative lateral cut extends axially at least partially between the second axial edge of the tread surface and the axial outer edge of the second axial outer main circumferential cut, wherein the second axial edge of the tread surface and the second axial side portion are located on the same side of the midplane.

[0079] Therefore, each indicative portion extends at least partially into the part of the tire intended to contact the ground when the tire is in motion.

[0080] In an advantageous and optional embodiment, each first transverse cut (whether a general cut or an indicative cut) extends in the first axial side portion with an axial length at least equal to 50%, preferably 75%, of the axial width of the first axial side portion; and each second transverse cut (whether a general cut or an indicative cut) extends in the second axial side portion with an axial length at least equal to 50%, preferably 75%, of the axial width of the second axial side portion.

[0081] The axial length of each of the first transverse cut and the second transverse cut is measured in each of the first axial side portion and the second axial side portion, respectively.

[0082] In an advantageous and optional embodiment, the indicative portion of each first indicative transverse cut extends axially in the first axial side portion, the axial length being at least 30%, preferably 50%, of the axial width of the first axial side portion to which the first indicative transverse cut is formed; and the indicative portion of each second indicative transverse cut extends axially in the second axial side portion, the axial length being at least 30%, preferably 50%, of the axial width of the second axial side portion to which the second indicative transverse cut is formed.

[0083] The axial length of the indicative portion of each of the first and second indicative transverse cuts is measured in each of the first and second axial side portions, respectively.

[0084] In an advantageous and optional embodiment, the tire includes at least one wear indicator, and an indicative lateral cut or at least one indicative lateral cut substantially axially aligned with the wear indicator. Thus, anyone wishing to determine the depth on at least one of the first and second axial portions can quickly identify a lateral cut that may be an indicative lateral cut by means of the wear indicator, which has high visibility in the main circumferential cut.

[0085] Essentially, axial alignment means that the indicative lateral cut and wear indicator are included in a circumferential portion located circumferentially on either side of the indicative lateral cut, centered on the indicative lateral cut, and having a circumferential length equal to 5% of the tire's circumference. The tire's circumference is measured in the tire's midplane when the tire is not mounted and inflated.

[0086] Preferably and optionally, the tire includes a plurality of wear indicators distributed circumferentially on the tread, each of a first indicative lateral cut and a second indicative lateral cut substantially axially aligned with at least one of the wear indicators.

[0087] In the aforementioned embodiments, the wear indicator or each wear indicator is preferably located in one of the main circumferential cuts.

[0088] Advantageously and optionally, the ratio of the minimum width to the maximum width is greater than or equal to 1.5, preferably greater than or equal to 2.0, more preferably greater than or equal to 3.0, and even more preferably greater than or equal to 4.0. This improves the visibility of the indicative portion relative to the ordinary transverse cutout.

[0089] In a conventional manner, a tire includes a crown, two sidewalls, and two beads, with each sidewall connecting each bead to the crown. Again in a conventional manner, the crown includes a tread and a crown reinforcement arranged radially inside the tread. The tire also includes a carcass reinforcement anchored in each bead, the carcass reinforcement extending radially in each sidewall and axially inside the crown reinforcement in the crown.

[0090] In a conventional manner, a tread reinforcement comprises at least one tread layer, which includes reinforcing elements. These reinforcing elements are preferably fabric or filament elements.

[0091] In embodiments used to achieve the performance of a tire, such as the radial tire as defined by ETRTO, the carcass reinforcement includes at least one carcass layer, and each carcass layer, or each carcass layer, includes filamentous carcass reinforcement elements, each filamentous carcass reinforcement element extending substantially in a principal direction forming an angle with an absolute value ranging from 80° to 90° with respect to the circumferential direction of the tire. As a variation, a variable angle ranging from 80° to 90° may be present in at least a portion of the sidewall, and a variable angle strictly less than 80° may be present in at least a portion of the tread. Attached Figure Description

[0092] The invention will be better understood by reading the following description, which is given by way of non-limiting example only with reference to the accompanying drawings, wherein: - Figure 1 A top view of the tread of a tire according to a first embodiment of the present invention, and - Figure 2 , Figure 3 and Figure 4 The tires according to the second, third and fourth embodiments of the present invention are respectively with Figure 1 Similar views. Detailed Implementation

[0093] The diagram relating to the tire shows reference frames X, Y, and Z, which correspond to the tire's usual axial direction (Y), radial direction (Z), and circumferential direction (X), respectively.

[0094] Figure 1 A tire according to the invention is shown, designated by the overall designation 10. Tire 10 has a generally torus shape about an axis of rotation substantially parallel to the axial direction Y. Tire 10 is intended for use in passenger vehicles and has a size of 255 / 40 R20. Tire 10 is a summer tire. The tire has an outer EXT and an inner INT as specified when tire 10 is mounted on a vehicle. In the various figures, tire 10 is presented in a brand-new condition, i.e., it has not yet been driven.

[0095] Tire 10 includes a tread 14 designed to contact the ground during driving. Tire 10 also includes conventional constructions, such as those described in applications WO2021250331, WO2022074341, or WO2022069819.

[0096] The tread 14 includes a tread surface 16, through which the tread 14 contacts the ground. The tread surface 16 is intended to contact the ground when the tire 10 is traveling on the ground. The tread surface 16 is axially defined by first and second axial edges 18, 20 that define the width LBDR of the tread 14 and the tread surface 16. This width LBDR is considered equal to the reference width LBDR defined in the 2023 ETRTO Standard Design Guidelines, which in this case is equal to 229 mm.

[0097] The tread 14 includes an axial central portion P0 and first and second axial side portions P1 and P2, which are axially arranged outside the axial central portion P0 and on both sides of the axial central portion P0 relative to the midplane M of the tire 10. Therefore, the first axial side portion P1 is the axial side portion closest to the outermost EXT, and the second axial side portion P2 is therefore the axial side portion closest to the innermost INT.

[0098] The tread 14 includes N>1 main circumferential cuts (in this case, N main circumferential grooves), which include first, second, third, and fourth main circumferential cuts indicated by reference numerals 22, 24, 26, and 28, respectively. The first and second main circumferential cuts 22 and 24 are axially arranged on both sides of the midplane M of the tire 10 and are the outermost axial main circumferential cuts of the tread 14.

[0099] The first axial side portion P1 and the second axial side portion P2 are respectively arranged axially outside the first axially outer main circumferential cutout 22 and the second axially outer main circumferential cutout 24. The first axial side portion P1 extends axially from the first axial edge 18 of the tread surface 16 located on the same side as the first axial side portion P1 in the midplane M to the axially outer edge 19 of the first main circumferential cutout 22 located on the same side as the first axial side portion P1 in the midplane M, and has an axial width L1. The second axial side portion P2 extends axially from the second axial edge 20 of the tread surface 16 located on the same side as the second axial side portion P2 in the midplane M to the axially outer edge 21 of the second main circumferential cutout 24 located on the same side as the second axial side portion P2 in the midplane M, and has an axial width L2.

[0100] The depth Hr of each of the main circumferential cuts 22 to 28 ranges from 4.0 mm to the tread height Hs, preferably from 5.0 mm to the tread height Hs, more preferably from 5.5 mm to the tread height Hs. Each depth Hr is greater than or equal to 50% of the tread height Hs, preferably greater than or equal to 75% of the tread height Hs, more preferably greater than or equal to 90% of the tread height Hs. In this case, Hs = 6.5 mm, the Hr of each of the first and second axially outer main circumferential cuts 22, 24 is 6.3 mm, and the Hr of each of the main circumferential cuts 26, 28 in the axially central portion P0 is 6.5 mm.

[0101] Each of the main circumferential cuts 22 to 28 has a corresponding axial width of 3.0 mm or more, preferably 5.0 mm or more, and more preferably ranging from 5.0 mm to 20.0 mm.

[0102] The axial central portion P0 includes central ribs, which in this case include first, second, and third central ribs, respectively indicated by reference numerals 32, 34, and 36. Each of the central ribs 32, 34, and 36 is arranged axially between two of the adjacent main circumferential cuts 22 to 28. Each of the central ribs 32, 34, and 36 includes transverse cuts 38, 40, and 42.

[0103] Each of the first and second axial side portions P1 and P2 includes a first side rib and a second side rib, respectively indicated by reference numerals 44 and 46.

[0104] The tread 14 includes a first lateral cut 48 with a first total number N1 formed in the first axial side portion P1 and a second lateral cut 50 with a second total number N2 formed in the second axial side portion P2. In this case, N1=N2=82.

[0105] The first transverse cut 48 formed in the first axial side portion P1 includes 76 first ordinary transverse cuts 481 and 6 first indicative transverse cuts 482. Therefore, at least one (preferably at least two, more preferably at least six) and at most 30% (preferably at most 20%, more preferably at most 15%, and most preferably at most 10%) of the first total number N1 of the first transverse cuts are first indicative transverse cuts 482.

[0106] The circumference C of tire 10 is measured on the midplane M with the tire inflated to 2.5 bar, and is equal to 224 cm in this case. Therefore, the linear density DC1 of the first ordinary lateral cuts 481 is defined as the ratio of the total number of the first ordinary lateral cuts 481 at least partially formed in the first axial side portion P1 to the circumference C. DC1 satisfies, on the one hand, DC1 ≤ 0.60 cm⁻¹, preferably DC1 ≤ 0.50 cm⁻¹, more preferably DC1 ≤ 0.40 cm⁻¹, and on the other hand, DC1 ≥ 0.20 cm⁻¹, preferably DC1 ≥ 0.25 cm⁻¹, more preferably DC1 ≥ 0.30 cm⁻¹. In this case, DC1 = 0.34 cm⁻¹. Furthermore, the linear density Dl1 of the first indicative transverse cuts 482 is defined as the ratio of the total number of the first indicative transverse cuts 482 at least partially formed in the first axial side portion P1 to the perimeter C. Dl1 satisfies the following conditions: on the one hand, Dl1 ≤ 0.15 cm⁻¹, preferably Dl1 ≤ 0.13 cm⁻¹, more preferably Dl1 ≤ 0.10 cm⁻¹, and even more preferably Dl1 ≤ 0.08 cm⁻¹; on the other hand, Dl1 ≥ 0.01 cm⁻¹, preferably Dl1 ≥ 0.02 cm⁻¹. In this case, Dl1 = 0.03 cm⁻¹.

[0107] Each first transverse cut 48 extends axially in the first axial side portion P1 with an axial length at least equal to 50%, preferably 75%, and in this case equal to 100% of the axial width L1 of the first axial side portion P1. Each second transverse cut 50 extends axially in the second axial side portion P2 with an axial length at least equal to 50%, preferably 75%, and in this case equal to 100% of the axial width L2 of the second axial side portion.

[0108] The second transverse cut 50 formed in the second axial side portion P2 includes 82 second ordinary transverse cuts 501 and does not include the second indicative transverse cut 502.

[0109] The maximum width of each of the first and second ordinary lateral cuts 481 and 501 is less than or equal to 1.5 mm, preferably less than or equal to 1.3 mm, more preferably less than or equal to 1.0 mm, and in this case equal to 0.4 mm. The depth of each of the first and second ordinary lateral cuts 481 and 501 is greater than or equal to 50% of the tread height Hs, preferably greater than or equal to 75% of the tread height Hs, and in this case equal to 5.2 mm.

[0110] Each first indicative transverse cut 482 includes an indicative portion 4821, the minimum width of which is strictly greater than 1.5 mm and less than or equal to 5.0 mm, preferably less than or equal to 3.5 mm, more preferably less than or equal to 2.5 mm, and in this case equal to 2.0 mm.

[0111] The ratio of the minimum width to the maximum width is greater than or equal to 1.5, preferably greater than or equal to 2.0, more preferably greater than or equal to 3.0, even more preferably greater than or equal to 4.0, and in this case equal to 5.0.

[0112] exist Figure 1 In one embodiment, the indicator portion 4821 extends in the first axial side portion P1 with an axial length La1, said axial length La1 being at least 30%, preferably 50%, of the axial width L1 of the first axial side portion P1 in which the indicator portion 4821 is formed, and in this case, the indicator portion 4821 extends over the entire axial width L1 of the first axial side portion P1. The indicator portion 4821 extends at least partially axially outside the portion of the tread 14 having an axial width of 0.75 × LBDR (in this case equal to 172 mm) and centered on the midplane M. The indicator portion 4821 extends at least partially axially between the first axial edge 18 and the axial outer edge 19 of the first axial outer main circumferential cutout 22.

[0113] The depth of each indicative portion 4821 is greater than or equal to 50% of the tread height Hs, preferably greater than or equal to 75% of the tread height Hs, and in this case equal to 5.2 mm.

[0114] Tire 10 includes wear indicators 60 distributed circumferentially on the tread 14. The wear indicators 60 are located in several of the main circumferential cutouts 22 to 28, in this case in each of the main circumferential cutouts 22 to 28. Tire 10 includes six wear indicators 60 in each of the main circumferential cutouts 22 to 28, resulting in a total of 24 wear indicators.

[0115] Each first indicative lateral cut 482 is substantially axially aligned with at least one wear indicator 60. Specifically, the wear indicator 60 is included in a circumferential portion C1 located circumferentially on both sides of the first indicative lateral cut 482 and centered on the indicative lateral cut 482. The center of the first indicative lateral cut 482 is an axial straight line D that passes through points on the first indicative lateral cut 482 that are equidistant circumferentially from the two ends of the first indicative lateral cut 482. The circumferential length C0 of the circumferential portion C1 is equal to 5% of the tire circumference, i.e., 2240 × 5 / 100 mm = 112 mm.

[0116] Figure 2 , Figure 3 and Figure 4 Tire 10 according to the second, third and fourth embodiments is depicted. Elements similar to those in the first embodiment are indicated by the same reference numerals.

[0117] refer to Figure 2 Unlike the tire according to the first embodiment, each first indicative lateral cut 482 includes: - The indicative portion 4821 has a minimum width strictly greater than 1.5 mm and less than or equal to 5.0 mm, preferably less than or equal to 3.5 mm, more preferably less than or equal to 2.5 mm, and in this case equal to 2.0 mm. - The general portion 4822 has a maximum width of less than or equal to 1.5 mm, preferably less than or equal to 1.3 mm, more preferably less than or equal to 1.0 mm, and in this case equal to 0.4 mm.

[0118] Each indicative part 4821 is arranged axially outside each ordinary part 4822.

[0119] refer to Figure 3 Unlike the tire according to the second embodiment, at least one (preferably at least two, more preferably at least six) and at most 30% (preferably at most 20%, more preferably at most 15%, and most preferably at most 10%) of the second total number N2 of the second lateral cuts 50 are second indicative lateral cuts 502. The second lateral cuts 50 include 76 second ordinary lateral cuts 501 and six second indicative lateral cuts 502.

[0120] Similar to the first indicative lateral cut 482, the circumference C of the tire 10 is measured on the midplane M with the tire inflated to 2.5 bar, in which case it is equal to 224 cm. The linear density DC2 of the second general lateral cut 501 is defined as the ratio of the total number of the second general lateral cuts 501 at least partially formed in the second axial side portion P2 to the circumference C. DC2 satisfies, on the one hand, DC2 ≤ 0.60 cm⁻¹, preferably DC2 ≤ 0.50 cm⁻¹, more preferably DC2 ≤ 0.40 cm⁻¹, and on the other hand, DC2 ≥ 0.20 cm⁻¹, preferably DC2 ≥ 0.25 cm⁻¹, more preferably DC2 ≥ 0.30 cm⁻¹. In this case, DC2 = 0.34 cm⁻¹.

[0121] Furthermore, the linear density Dl2 of the second indicative transverse cut 502 is defined as the ratio of the total number of the second indicative transverse cuts 502 at least partially formed in the second axial side portion P2 to the circumferential C. Dl2 satisfies two conditions: firstly, Dl2 ≤ 0.15 cm⁻¹, preferably Dl2 ≤ 0.13 cm⁻¹, more preferably Dl2 ≤ 0.10 cm⁻¹, and even more preferably Dl2 ≤ 0.08 cm⁻¹, with a height preferably Dl2 ≤ 0.05 cm⁻¹; secondly, Dl2 ≥ 0.01 cm⁻¹, preferably Dl2 ≥ 0.02 cm⁻¹. In this case, Dl2 = 0.03 cm⁻¹.

[0122] In a manner similar to the first indicative transverse cut 482, each second indicative transverse cut 502 includes an indicative portion 5021, the minimum width of which is strictly greater than 1.5 mm and less than or equal to 5.0 mm, preferably less than or equal to 3.5 mm, more preferably less than or equal to 2.5 mm, and in this case equal to 2.0 mm.

[0123] exist Figure 3 In one embodiment, the indicative portion 5021 of each second indicative transverse cut 502 extends in the second axial side portion P2 with an axial length La2, the axial length La2 being at least 30%, preferably 50%, of the axial width L2 of the second axial side portion P2 on which the second indicative transverse cut 502 is formed.

[0124] The indicative portion 5021 extends at least partially axially outside the portion of the tread 14 having an axial width of 0.75 × LBDR and centered on the midplane M. The indicative portion 5021 extends at least partially axially between the first axial edge 20 and the axial outer edge 21 of the second axial outer main circumferential cutout 24.

[0125] As in the second embodiment, each second indicative transverse cut 502 includes: - Indicative section 5021, and - The general portion 5022 has a maximum width of less than or equal to 1.5 mm, preferably less than or equal to 1.3 mm, more preferably less than or equal to 1.0 mm, and in this case equal to 0.4 mm.

[0126] Each of the first and second indicative lateral cuts 482, 502 is substantially axially aligned with at least one of the wear indicators 60. Specifically, in addition to being included in the circumferential portion C1, the wear indicator 60 is also included in a circumferential portion C1', which is located circumferentially on both sides of the second indicative lateral cut 502 and centered on the second indicative lateral cut 502. The center of the second indicative lateral cut 502 is an axial straight line D', which passes through points on the second indicative lateral cut 502 that are equidistant from the two ends of the second indicative lateral cut 502 in the circumferential direction. The circumferential length C0 of the circumferential portion C1' is equal to 5% of the tire circumference.

[0127] refer to Figure 4 Unlike the third embodiment, in addition to the wear indicators 60 located in the main circumferential cuts 22, 24, 26, 28, the tread 14 also includes wear indicators 62 located in the continuation of the indicative portions 4821, 5021 of each of the first and second indicative lateral cuts 482, 502. These wear indicators 62 have well portions of different depths, such as those described in WO2018162822. The wear indicators 62 are not cuts because, contrary to the definition of a cut, the width and curve length of the wear indicators are substantially equal.

[0128] A fourth embodiment involving "all-season" or "four-season" tires is also conceivable, wherein, unlike the aforementioned embodiments, DC1 and / or DC2 satisfy 0.60 cm⁻¹ ≤ DC1 ≤ 1.00 cm⁻¹ and / or 0.60 cm⁻¹ ≤ DC2 ≤ 1.00 cm⁻¹, preferably 0.70 cm⁻¹ ≤ DC1 ≤ 0.90 cm⁻¹ and / or 0.70 cm⁻¹ ≤ DC2 ≤ 0.90 cm⁻¹, for example, DC1 = DC2 = 0.79 cm⁻¹. As for the densities Dl1 and Dl2, they satisfy the same criteria as in the aforementioned embodiments.

[0129] A fifth embodiment involving "winter" tires is also conceivable, wherein DC1 satisfies 1.00 cm⁻¹ ≤ DC1 ≤ 1.40 cm⁻¹ and / or 1.00 cm⁻¹ ≤ DC2 ≤ 1.40 cm⁻¹, preferably 1.10 cm⁻¹ ≤ DC1 ≤ 1.30 cm⁻¹ and / or 1.10 cm⁻¹ ≤ DC2 ≤ 1.30 cm⁻¹, for example, DC1 = DC2 = 1.13 cm⁻¹. As for the densities Dl1 and Dl2, they satisfy the same criteria as in the aforementioned embodiments.

[0130] The present invention is not limited to the above-described embodiments.

[0131] In some variations, each transverse incision (whether a regular transverse incision or an adjacent transverse incision) leads to its adjacent external main circumferential incision. In other variations, each transverse incision (whether a regular transverse incision or an adjacent transverse incision) is non-penetrating and therefore does not lead to its adjacent external main circumferential incision.

Claims

1. A tire (10) including a tread (14), said tread (14) comprising: - Main circumferential cuts (22, 24, 26, 28) with a depth greater than or equal to 50% of the tread height and including at least one axially outer main circumferential cut (22, 24), said axially outer main circumferential cut (22, 24) being the outermost axial main circumferential cut on the tread (14) on one side of the tire's midplane. - At least one axially oriented portion (P1, P2) is arranged axially outside the axially outer main circumferential cut (22, 24). The tread includes a certain number of transverse cuts (48, 50) formed in the axial side portions (P1, P2). The characteristic feature is that at least one and at most 30% of the total number of transverse cuts (48, 50) are so-called indicative transverse cuts (482, 502), which have a minimum width strictly greater than 1.5 mm on the so-called indicative portions (4821, 5021). The remaining transverse incisions out of the total number of transverse incisions (48, 50) are called ordinary transverse incisions (481, 501), whose maximum width is less than or equal to 1.5 mm. The linear density Dl1 of the indicative lateral cuts (482, 502) is defined as the ratio of the total number of indicative lateral cuts (482, 502) at least partially formed in the axial side portions (P1, P2) to the tire circumference (C) measured on the midplane (M) when the tire is inflated to 2.5 bar, and Dl1 satisfies Dl1≤0.15 cm-1.

2. The tire (10) according to the preceding claim, wherein, Up to 20% of the total number of transverse cuts (48, 50), preferably up to 15%, and more preferably up to 10%, are indicative transverse cuts (482, 502).

3. The tire (10) according to any one of the preceding claims, wherein, Dl1≤0.13 cm-1, preferably Dl1≤0.10 cm-1, more preferably Dl1≤0.08 cm-1, and even more preferably Dl1≤0.05 cm-1.

4. The tire (10) according to any one of the preceding claims, wherein, The linear density DC1 of the ordinary lateral cuts (481, 501) is defined as the ratio of the total number of ordinary lateral cuts (481, 501) at least partially formed in the axial side portions (P1, P2) to the tire circumference (C) measured on the midplane (M) when the tire is inflated to 2.5 bar, and DC1 satisfies DC1≥0.20 cm-1, preferably DC1≥0.25 cm-1, and more preferably DC1≥0.30 cm-1.

5. The tire (10) according to the preceding claim, wherein, DC1≤1.40 cm-1.

6. The tire (10) according to claim 4 or 5, wherein, DC1 satisfies DC1≤0.60 cm-1, preferably DC1≤0.50 cm-1, and more preferably DC1≤0.40 cm-1.

7. The tire (10) according to claim 4 or 5, wherein, DC1 satisfies 0.60 cm⁻¹ ≤ DC1 ≤ 1.00 cm⁻¹, preferably 0.70 cm⁻¹ ≤ DC1 ≤ 0.90 cm⁻¹.

8. The tire (10) according to claim 4 or 5, wherein, DC1 satisfies 1.00 cm⁻¹ ≤ DC1 ≤ 1.40 cm⁻¹, preferably 1.10 cm⁻¹ ≤ DC1 ≤ 1.30 cm⁻¹.

9. The tire (10) according to any one of the preceding claims, wherein, The minimum width of the indicative portion (4821, 5021) of each indicative transverse cut (482, 502) is less than or equal to 5.0 mm, preferably less than or equal to 3.5 mm, and more preferably less than or equal to 2.5 mm.

10. The tire (10) according to any one of the preceding claims, wherein, The indicative portion (4821, 5021) of each indicative transverse cut (482, 502) extends in an axial length that is at least equal to 30%, preferably 50%, of the axial width of the axial side portion (P1, P2) on which the indicative transverse cut is formed.

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