A tire with shoulders having a predetermined linear density of cuts of measurable depth.

Abstract

The present invention relates to a tire (10) having a tread (14) including a certain total number of lateral notches (48, 50) arranged on the axial sides (P1, P2). At least one of the total number of lateral notches (48, 50), and up to 30%, are called marked lateral notches (482, 502) having a minimum width strictly greater than 1.5 mm in a portion called a marked portion (4821, 5021), and the remainder of the total number of lateral notches (482, 50) are called common lateral notches (481, 501) having a maximum width of 1.5 mm or less. The linear density DI1 of one or more marked lateral notches (482, 502) satisfies DI1 ≤ 0.15 cm⁻¹.

Description

Technical Field

[0001] The present invention relates to tires, particularly to tires for passenger cars. A tire is understood to mean a tire casing intended to interact with a support element such as a rim to form a cavity, which cavity can be pressurized to a pressure exceeding atmospheric pressure. The tire according to the present invention has a substantially toroidal structure that exhibits rotational symmetry about the main axis of the tire.

Background Art

[0002] A tire comprising a tread having main circumferential grooves including first and second axially outer main circumferential grooves each having a depth of 50% or more of the tread pattern height and disposed one on each axial side of the median plane of the tire is known from the prior art. The first and second axially outer main circumferential grooves are the axially outermost main circumferential grooves of the tread.

[0003] The tread comprises an axially central portion, a first axially side portion disposed axially outward of the first axially outer main circumferential groove, and a second axially side portion disposed axially outward of the second axially outer main circumferential groove. The tread also comprises first and second lateral grooves respectively formed in the first and second axially side portions.

[0004] The width of each of the first and second lateral grooves can be varied depending on the desired performance. For example, a tire with low rolling resistance has a width of the first and second lateral grooves of 1.5 mm or less.

[0005] Furthermore, to comply with regulatory requirements, the tire is provided with a plurality of wear indicators distributed in the circumferential direction of the tire and positioned in each main circumferential groove. Accordingly, an individual such as, for example, the owner of a vehicle fitted with the tire, as well as a professional such as, for example, a prescriber, a test technician or a police officer, can visually check whether the tire has reached the wear limit requiring replacement in the axially central portion.

[0006] Nevertheless, on the one hand, there is no way to visually determine the wear limit in the first and second axial sides, which lack wear indicators. On the other hand, experts, especially those mentioned above, may want to measure the tread depth in the first and second axial sides to confirm whether this thickness is sufficient. However, if there are first and second lateral cuts with a width of 1.5 mm or less, this thickness cannot be measured, whether by laser device measurement or depth gauge measurement. [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] The object of the present invention is to enable the measurement of tread depth in at least one of the first and second axial sides without adversely affecting performance that requires relatively fine lateral cuts. [Means for solving the problem]

[0008] For this purpose, the subject of the present invention is a tire having a tread, the tread is, - A circumferential cut having a depth of 50% or more of the tread pattern height and comprising at least one axially outward main circumferential cut, wherein the axially outward main circumferential cut is the outermost axial main circumferential cut of the tread on one side of the midline plane of the tire, - At least one axial side portion located axially outward of the axially outward main circumferential cut, Equipped with, The tread is provided with a predetermined total number of lateral cuts formed on the axial side, At least one and up to 30% of the total number of lateral cuts are referred to as marked lateral cuts, and marked lateral cuts have a minimum width of exactly 1.5 mm in the portion referred to as the marked portion. The remaining total number of lateral cuts is what is called a common lateral cut, which has a maximum width of 1.5 mm or less. The linear density DI1 of the lateral marking notches is defined by the ratio of the total number of lateral marking notches, at least partially formed on the axial side, to the circumference of the tire measured in the midline after inflating the tire to 2.5 bar, where DI1 satisfies DI1 ≤ 0.15 cm⁻¹.

[0009] Therefore, the axial depth can be measured using the marking section without compromising the performance that requires relatively fine lateral cuts. The lateral cuts in the marking section are considered to be marking in nature because the marking section has a function of indicating the tread depth.

[0010] In detail, because the marking section has a relatively large minimum width, its depth can be measured on the axial side, particularly using a laser device or depth gauge. To avoid compromising performance that requires relatively fine lateral cuts, the inventors reduced the number of lateral marking cuts. At least one lateral marking cut is essential to ensure the possibility of finding the marking section around the tire.

[0011] Marking lateral cuts (multiple cuts are possible) and common lateral cuts are different from each other. Therefore, marking lateral cuts cannot be used as common lateral cuts, and common lateral cuts cannot be used as marking lateral cuts.

[0012] The total number of lateral cuts is the total number of lateral cuts formed on the corresponding axial side. Therefore, if a total of N lateral cuts are formed on the axial side, and Ni of these N lateral cuts are marked lateral cuts, then the number of common lateral cuts formed on the axial side is Nc = N - Ni. In other words, N = Ni + Nc.

[0013] The number of marked lateral cuts used to calculate the linear density of marked lateral cuts is the total number of marked lateral cuts formed on the corresponding axial side. Similarly, the number of common lateral cuts used to calculate the linear density of common lateral cuts is the total number of common lateral cuts formed on the corresponding axial side.

[0014] A notch or notch has two main characteristic dimensions, namely width and curve length, such that the curve length is at least twice the width. Thus, a notch or notch is defined by at least two main sides that determine its curve length and are connected at the base, and these two main sides are separated from each other by a non-zero distance called the width of the notch or notch. Unless otherwise specified, the width of a notch or notch is its maximum width.

[0015] The principal direction of the cut refers to the direction in which the curve extends, equidistant from each edge of the cut, within the radius dimension of the tread surface. The curve length is the length measured along this curve, equidistant from each edge of the cut, within the radius dimension of the tread surface, and this is the distance between the two ends of the cut.

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

[0017] For new tires, the maximum width of a notch or notch is the maximum distance between two main sides measured over the entire depth of the notch or notch, if there is no chamfer. For new tires, the maximum width of a notch or notch is the maximum distance between two main sides measured over the entire depth of the notch or notch, radially inward of the chamfer, if there is a chamfer. This maximum width is measured substantially perpendicular to the main sides.

[0018] For new tires, the depth of the notch or notch portion refers to the maximum radial distance between the bottom of the notch or notch portion and its projection onto the ground during driving. The maximum value of the notch depth is called the tread pattern height.

[0019] The cut or cut portion can be in the lateral or circumferential direction.

[0020] A lateral cut is designed to extend in an overall direction such that the cut forms an angle of more than 30°, preferably 45° or more, with respect to the circumferential direction of the tire, i.e., an angle of 60° or less, preferably more than 45°, with respect to the axial direction of the tire. The overall direction is the shortest curve connecting the two ends of the cut, and is parallel to the tread surface. A lateral cut or cut portion can be continuous, that is, not interrupted by a tread pattern block or another cut, so that the two main sides determining its length are uninterrupted over the length of the lateral cut or cut portion. A lateral cut can similarly be discontinuous, that is, interrupted by one or more tread pattern blocks and / or one or more cuts, so that the two main sides determining its length are interrupted by one or more tread pattern blocks and / or one or more cuts.

[0021] The circumferential cuts are such that the cuts or cut portions extend in a general direction that forms an angle of 30° or less, preferably 10° or less, with the circumferential direction of the tire, that is, forms an angle of strictly 60° or more, preferably strictly 80° or more, with the axial direction of the tire. The general direction refers to the shortest curve connecting both ends of the cut, which is parallel to the tread surface. In the case of a continuous circumferential cut, both ends thereof coincide with each other and are connected by a curve that goes around the entire circumference of the tire. The circumferential cut may be continuous, that is, it is not interrupted by tread pattern blocks or other cuts, so that the two main side surfaces that determine the length thereof are uninterrupted over the entire circumference of the tire. The circumferential cut may also be discontinuous, that is, it is interrupted by one or more tread pattern blocks and / or one or more cuts, so that the two main side surfaces that determine the length thereof are interrupted by one or more tread pattern blocks and / or one or more cuts over the entire circumference of the tire.

[0022] In an embodiment for optionally improving braking performance on dry ground, the or each lateral cut is chamfered. The chamfer of the lateral cut may be an angular chamfer or a round chamfer. An angular chamfer is formed by a flat surface inclined with respect to the front surface and the rear surface extending to the front edge or the rear edge that circumferentially delimits the lateral cut. A round chamfer is formed by a curved surface that tangentially merges into the front surface or the rear surface. The chamfer of the lateral cut is characterized by height and width, the height and width being respectively equal to the radial distance, and the distance in the direction perpendicular to the front surface or the rear surface between a point common to the front surface or the rear surface extended by the chamfer and the front edge or the rear edge that circumferentially delimits the lateral cut.

[0023] The tire according to the present invention has a substantially toroidal shape centered on an axis of rotational symmetry substantially coinciding with the rotation axis of the tire. This axis of rotational symmetry defines three directions conventionally used by those skilled in the art: the axial direction, the circumferential direction, and the radial direction.

[0024] The axial direction means a direction substantially parallel to the axis of rotational symmetry of the tire, that is, the rotation axis of the tire.

[0025] The circumferential direction means a direction substantially perpendicular to both the axial direction and the radius of the tire (in other words, a direction tangential to a circle centered on the rotation axis of the tire).

[0026] The radial direction means a direction along the radius of the tire, that is, any direction that intersects the rotation axis of the tire and is substantially perpendicular to said axis.

[0027] The median plane of the tire (denoted as M) means a plane perpendicular to the rotation axis of the tire, which is located axially midway between the two beads and passes through the axial center of the crown reinforcement.

[0028] The equatorial circumferential surface of the tire means a plane passing through the equator of the tire, which is perpendicular to the median plane and the radial direction in a meridian section. The equator of the tire is an axis that is parallel to the rotation axis of the tire in a meridian section (a plane perpendicular to the circumferential direction and parallel to the radial direction and the axial direction), and is located equidistant between the radially outermost point of the tread intended to contact the ground and the radially innermost point of the tire intended to contact a support member such as a rim.

[0029] The meridian plane means a plane that is parallel to and includes the rotation axis of the tire, and is perpendicular to the circumferential direction.

[0030] The expressions "radially inward of ~" and "radially outward of ~" mean "closer to the rotation axis of the tire than ~" and "farther from the rotation axis of the tire than ~", respectively. The expressions "axially inward of ~" and "axially outward of ~" mean "closer to the median plane of the tire than ~" and "farther from the median plane of the tire than ~", respectively.

[0031] A bead means a portion of the tire that is intended to allow the tire to be mounted on a mounting support, for example a wheel provided with a rim. Accordingly, each bead is particularly intended to contact the flange of the rim to enable mounting of the tire.

[0032] The expression "between a and b" represents a range of values ​​that extends from greater than a to less than b (i.e., excluding the endpoints a and b), whereas the expression "from a to b" means a range of values ​​that extends from a to b (i.e., including the exact endpoints a and b).

[0033] In a preferred embodiment of the present invention, the tire is intended for a passenger car as defined in accordance with the European Tire and Rim Technology Organization, i.e., the "ETRTO" standard (2023). Such a tire has a cross section characterized by a meridional section height H and a nominal section width S in the sense of the European Tire and Rim Technology Organization, i.e., the "ETRTO" standard (2023), such that the ratio H / S, expressed as a percentage, is equal to a maximum of 90, preferably a maximum of 70, and at least 30, and the nominal section width S is equal to at least 115 mm, preferably at least 175 mm, and a maximum of 385 mm, and preferably at least 315 mm. Furthermore, the flange diameter D, which defines the diameter of the rim to which the tire is mounted, is equal to at least 12 inches, preferably at least 16 inches, and at most 24 inches.

[0034] In embodiments where the main circumferential cuts are relatively deep, each main circumferential cut has a depth ranging 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 embodiments where the main circumferential cuts are relatively deep, each main circumferential cut has a depth of 75% or more, preferably 90% or more, of the tread pattern height.

[0036] In embodiments where the main circumferential cuts are relatively wide main circumferential grooves, each main circumferential cut has an axial width of 3.0 mm or more, preferably 5.0 mm or more, and more preferably in the range of 5.0 mm to 20.0 mm.

[0037] In a preferred embodiment, the marking portion has a depth of 50% or more, preferably 75% or more, of the tread pattern height. The depth of the marking portion will be adjusted by the tire designer so that the remaining depth of this portion indicates the tire wear level.

[0038] In a preferred embodiment, each common lateral cut has a depth of 50% or more, preferably 75% or more, of the tread pattern height.

[0039] In any advantageous embodiment, at least two, preferably at least six, of the total number of lateral cuts are marking lateral cuts. Thus, the markings are easily found around the tire.

[0040] In any advantageous embodiment, up to 20%, preferably up to 15%, and more preferably up to 10%, of the total number of lateral cuts are marked lateral cuts (multiple may be used). Even if the number of marked lateral cuts is small enough not to impair performance requiring relatively fine lateral cuts, it is preferable to keep the number of marked lateral cuts relatively small to reduce the risk of performance impairment.

[0041] In any advantageous embodiment, DI1 ≤ 0.13 cm⁻¹, preferably DI1 ≤ 0.10 cm⁻¹, more preferably DI1 ≤ 0.08 cm⁻¹, and even more preferably DI1 ≤ 0.05 cm⁻¹.

[0042] In any advantageous embodiment, DI1 ≥ 0.01 cm⁻¹, preferably DI1 ≥ 0.02 cm⁻¹.

[0043] In any advantageous embodiment, the linear density DC1 of common transverse cuts is defined by the ratio of the total number of common transverse cuts, at least partially formed on the axial side, to the circumference of the tire measured on the midline after inflating the tire to 2.5 bar, such that DC1 ≥ 0.20 cm⁻¹, preferably DC1 ≥ 0.25 cm⁻¹, and more preferably DC1 ≥ 0.30 cm⁻¹.

[0044] In any advantageous embodiment, DI1 ≤ 1.40 cm⁻¹.

[0045] In any advantageous 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] Such a relatively low linear density DC1 is characteristic of summer tires, whose performance is related to a relatively small number of common lateral cuts.

[0047] Summer tires refer to tires that are not "four-season" tires, "all-season" tires, or "winter" tires. Summer tires do not have M+S or 3PMSF markings.

[0048] In any advantageous embodiment applicable to "four-season" or "all-season" tires, DC1 satisfies 0.60cm⁻¹ ≤ DC1 ≤ 1.00cm⁻¹, preferably 0.70cm⁻¹ ≤ DC1 ≤ 0.90cm⁻¹.

[0049] Unlike summer tires, certain tires, especially four-season or all-season tires, have improved performance on snow and are characterized by a relatively large number of lateral grooves. For snow performance, four-season or all-season tires are specifically identified by the M+S (Mud+Snow) and / or 3PMSF (3 Peak Mountain Snow Flake) markings.

[0050] In any advantageous embodiment applicable to "winter" tires, DC1 satisfies 1.00cm⁻¹ ≤ DC1 ≤ 1.40cm⁻¹, preferably 1.10cm⁻¹ ≤ DC1 ≤ 1.30cm⁻¹.

[0051] To ensure optimal performance on snow, certain tires, especially winter tires, feature a very large number of common lateral grooves. Winter tires are also identified, in particular, by M+S and / or 3PMSF markings.

[0052] In any advantageous embodiment, the marking portion of each lateral marking cut has a minimum width of 5.0 mm or less, preferably 3.5 mm or less, and more preferably 2.5 mm or less.

[0053] In the first embodiment, each lateral marking cut has a minimum width strictly greater than 1.5 mm along the entire curve length of the lateral marking cut, preferably 5.0 mm or less, more preferably 3.5 mm or less, and more preferably 2.5 mm or less along the entire curve length of the lateral marking cut. Thus, the remaining depth can be measured along the entire lateral marking cut. As a result, there is no need to search for a specific portion along the lateral marking cut.

[0054] In the second embodiment, each lateral notch of the marking is - A portion referred to as the marking portion, which has a minimum width strictly greater than 1.5 mm, preferably 5.0 mm or more, preferably 3.5 mm or more, and more preferably 2.5 mm or more. - A portion referred to as the common part, having a maximum width of 1.5 mm or less, preferably 1.3 mm or less, and more preferably 1.0 mm or less, It is equipped with.

[0055] This minimizes the impact of the marked lateral cuts (multiple cuts are possible) on performance that requires relatively fine lateral cuts.

[0056] Advantageously, the marking section is positioned axially outward from the common section. This makes it easier to measure the depth of the marking section.

[0057] In any advantageous embodiment, each common transverse cut has a maximum width of 1.3 mm or less, preferably 1.0 mm or less.

[0058] In any advantageous embodiment, if the tread has a reference width LBDR as defined in the ETRTO Standard Design Guide (2023), the marking portion of each marking lateral cut extends at least partially axially to the outside of the tread portion centered on the midline of the tire, with an axial width of 0.75 × LBDR. The reference tread width LBDR is defined in the ETRTO Standard Design Guide (2023) 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 of the bead on the measuring rim. This facilitates the measurement of the depth of the marking portion.

[0059] In a preferred but optional embodiment, the tire has an outer surface determined when it is mounted on the vehicle, and the marking lateral notches(s) are formed on the axial side closest to the outer surface. In detail, this means that the marking lateral notches(s) are readily accessible when the tire is mounted on the vehicle.

[0060] The phrase "inner and outer sides as defined when the tire is mounted on the vehicle" means that the tire is designed so that one side faces inward and the other face outward. Tire manufacturers define these orientations to ensure the tire functions as expected. Specifically, mounting the tire in an orientation different from the manufacturer's defined orientation may result in suboptimal behavior for the vehicle. The term "outer side" refers to the side of the tire that is fully visible from the outside of the vehicle when mounted. "Inner side" is understood to mean the side of the tire facing the wheel arch of the vehicle on which it is mounted. Generally, tires have markings indicating the inner and outer sides.

[0061] If, advantageously and optionally, the tire is intended to make contact with the ground through the tread surface when it is running, the axial side extends axially from the axial edge of the tread surface to the axial outer edge of the axial outer principal circumferential cut.

[0062] In a preferred but optional embodiment, if the tread is intended to contact the ground via the tread surface when the tire is running, at least a portion of each marking lateral notch extends axially between the axial edge of the tread surface on the same side with respect to the midline as the axial side and the axial outer edge of the axial outer main circumferential notch on the same side with respect to the midline as the axial side. Thus, at least a portion of each marking lateral notch extends over the portion of the tire intended to contact the ground when the tire is running.

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

[0064] In any advantageous embodiment, each lateral cut, whether common or marked, extends over an axial length equal to at least 50%, preferably 75%, of the axial width of the axial side in which it is formed.

[0065] In any advantageous embodiment, the marking portion of each lateral notch extends over an axial length equal to at least 30%, preferably 50%, of the axial width of the axial side in which it is formed. The sufficient axial length makes the marking portion easily locatable and allows a measuring tool to easily enter the marking portion, particularly if it is a depth gauge.

[0066] The axial width of the axial side is the axial distance separating the axial edge of the tread surface on the same side as the axial side with respect to the median plane from the axial outer edge of the axial outer main circumferential cut on the same side as the axial side with respect to the median plane. The axial length of the marking portion is measured on the axial side.

[0067] In one embodiment that simplifies tire design and, with respect to marking lateral notches (may be multiple), allows for the non-distinguishing of two portions of the tire located one on each side of the midline, the main circumferential notches comprise first and second axially positioned axially on each side of the midline of the tire, wherein the first and second axially outer main circumferential notches are the axially outermost main circumferential notches of the tread, and the tread is, - The first axial side portion is located on the axial side of the first axial outer main circumferential cut, - A second axial side portion positioned axially outward of the second axial outward main circumferential cut, Equipped with, The tread is provided with a total of first and second lateral cuts formed on each of the first and second axial sides, respectively, wherein at least one and up to 30% of the first total number of first lateral cuts are called first marked lateral cuts, each having a minimum width strictly greater than 1.5 mm in a portion called a marked section, and the remainder of the first total number of first lateral cuts are called first common lateral cuts having a maximum width of 1.5 mm or less, and the linear density DI1 of the first marked lateral cuts is defined as the ratio of the total number of first marked lateral cuts, at least a portion of which are formed on the first axial side, to the circumference of the tire measured in the midline after inflating the tire to 2.5 bar, where DI1 satisfies DI1 ≤ 0.15 cm⁻¹, and further, At least one and up to 30% of the second total number of second lateral notches are called second marking lateral notches, the second marking lateral notches have a minimum width strictly greater than 1.5 mm in the portion called the marking portion, and the remainder of the second total number of second lateral notches are called second common lateral notches, having a maximum width of 1.5 mm or less, and the linear density DI2 of the second marking lateral notches is defined as the ratio of the total number of second marking lateral notches, at least a portion of which are formed on the second axial side, to the circumference of the tire measured in the midline after inflating the tire to 2.5 bar, such that DI2 ≤ 0.15 cm⁻¹.

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

[0069] In a preferred and advantageous embodiment, at least one and up to 20%, preferably up to 15%, and more preferably up to 10% of the first total number of first lateral cuts are referred to as first marking lateral cuts, and each first marking lateral cut has a minimum width of strictly less than 1.5 mm in the portion referred to as the marking portion, and At least one of the second lateral notches, and up to 20%, preferably up to 15%, and more preferably up to 10% of the second total number of notches, are referred to as second marking lateral notches, and each second marking lateral notch(s) has a minimum width of strictly greater than 1.5 mm in the portion referred to as the marking portion.

[0070] In any advantageous embodiment, DI1 ≤ 0.13 cm⁻¹ and DI2 ≤ 0.13 cm⁻¹, preferably DI1 ≤ 0.10 cm⁻¹ and DI2 ≤ 0.10 cm⁻¹, more preferably DI1 ≤ 0.08 cm⁻¹ and DI2 ≤ 0.08 cm⁻¹, and even more preferably DI1 ≤ 0.05 cm⁻¹ and DI2 ≤ 0.05 cm⁻¹.

[0071] In any advantageous embodiment, DI1 ≥ 0.01 cm⁻¹ and DI2 ≥ 0.01 cm⁻¹, preferably DI1 ≥ 0.02 cm⁻¹ and DI2 ≥ 0.02 cm⁻¹.

[0072] In any advantageous embodiment, if the linear density DC1 of common lateral cuts is defined by the ratio of the total number of first common lateral cuts, at least partly formed on the first axial side, to the circumference of the tire measured on the midline after inflating the tire to 2.5 bar, then DC1 satisfies DC1 ≥ 0.20 cm⁻¹, preferably DC1 ≥ 0.25 cm⁻¹, and more preferably DC1 ≥ 0.30 cm⁻¹. If the linear density DC2 of second common lateral cuts is defined by the ratio of the total number of second common lateral cuts, at least partly formed on the second axial side, to the circumference of the tire measured on the midline after inflating the tire to 2.5 bar, then DC2 satisfies DC2 ≥ 0.20 cm⁻¹, preferably DC2 ≥ 0.25 cm⁻¹, and more preferably DC2 ≥ 0.30 cm⁻¹.

[0073] In any advantageous embodiment, DI1 ≤ 1.40 cm⁻¹ and DI2 ≤ 1.40 cm⁻¹.

[0074] In any advantageous embodiment applicable to "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, and more preferably DC1 ≤ 0.40 cm⁻¹ and DC2 ≤ 0.40 cm⁻¹.

[0075] In any advantageous embodiment applicable to "four-season" or "all-season" tires, DC1 satisfies 0.60cm-1 ≤ DC1 ≤ 1.00cm-1 and 0.60cm-1 ≤ DC2 ≤ 1.00cm-1, preferably 0.70cm-1 ≤ DC1 ≤ 0.90cm-1 and 0.70cm-1 ≤ DC2 ≤ 0.90cm-1.

[0076] In any advantageous embodiment applicable to "winter" tires, DC1 satisfies 1.00cm⁻¹ ≤ DC1 ≤ 1.40cm⁻¹ and 1.00cm⁻¹ ≤ DC2 ≤ 1.40cm⁻¹, preferably 1.10cm⁻¹ ≤ DC1 ≤ 1.30cm⁻¹ and 1.10cm⁻¹ ≤ DC2 ≤ 1.30cm⁻¹.

[0077] Advantageously and optionally, if the tire is intended to make contact with the road surface via the tread surface when it 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 main circumferential cut, The second axial side extends axially from the second axial edge of the tread surface to the axial outer edge of the second axial main circumferential cut.

[0078] In a preferred but optional embodiment, if the tread is intended to contact the road surface via the tread surface when the tire is running, Each of the first marking lateral cuts has at least a portion extending axially between the first axial edge of the tread surface on the same side as the first axial side with respect to the midline and the axial outer edge of the first axial outer main circumferential cut, Each second lateral marking cut has at least a portion of its marking portion extending axially between the second axial edge of the tread surface, which is on the same side as the second axial side of the midline plane, and the axial outer edge of the second axial outer main circumferential cut.

[0079] Therefore, each lateral marking cut extends, at least in part, to the portion of the tire that is intended to be in contact with the ground when the tire is in motion.

[0080] In any advantageous embodiment, each first transverse cut, whether common or marked, extends in the first axial side over an axial length equal to at least 50%, preferably 75%, of the axial width of the first axial side, and each second transverse cut, whether common or marked, extends in the second axial side over an axial length equal to at least 50%, preferably 75%, of the axial width of the second axial side.

[0081] The axial lengths of each of the first and second transverse cuts are measured at the respective axial sides of the first and second cuts.

[0082] In any advantageous embodiment, the marking portion of each first marking transverse notch extends on the first axial side over an axial length equal to at least 30%, preferably 50%, of the axial width of the first axial side on which it is formed, and the marking portion of each second marking transverse notch extends on the second axial side over an axial length equal to at least 30%, preferably 50%, of the axial width of the second axial side on which it is formed.

[0083] The axial length of the marking portion of each of the first and second lateral marking notches is measured at the axial sides of each of the first and second markings, respectively.

[0084] In any advantageous embodiment, if the tire is equipped with at least one wear indicator, the marking lateral notch is substantially aligned axially with the wear indicator. Thus, anyone attempting to measure the depth of at least one of the first and second axial sides can quickly identify a lateral notch that is likely to be a marking lateral notch by the wear indicator having a high level of visibility in the main circumferential notch.

[0085] "Substantially aligned axially" means that the marking lateral notches and wear indicators are located circumferentially on both sides of the marking lateral notches and are contained within a circumferential portion having a circumferential length equal to 5% of the tire's circumference, centered on the marking lateral notches. The tire's circumferential direction is measured in the midline of the tire when the tire is unmounted and uninflated.

[0086] Preferably and optionally, if the tire has a plurality of wear indicators distributed circumferentially on the tread, each first and second lateral marking notch is substantially aligned axially with at least one of the wear indicators.

[0087] In the above-described embodiment, it is preferable that the wear indicator or each wear indicator is positioned in one of the main circumferential cuts.

[0088] Advantageously and optionally, the ratio of the minimum width to the maximum width is 1.5 or greater, preferably 2.0 or greater, more preferably 3.0 or greater, and even more preferably 4.0 or greater. This improves the visibility of the marking portion relative to the common lateral cutout.

[0089] In conventional designs, a tire comprises a crown, two sidewalls, and two beads, with each sidewall connecting each bead to the crown. The crown also comprises a tread and crown reinforcements positioned radially inward of the tread. The tire also includes carcass reinforcements radially inward of the crown reinforcements, anchored to each bead and extending radially within each sidewall and axially within the crown.

[0090] In conventional methods, the crown reinforcement comprises at least one crown layer containing reinforcing elements. These reinforcing elements are preferably thread-like elements of fabric or metal.

[0091] For example, in an embodiment for obtaining the performance aspects of a tire known as a radial tire as defined by ETRTO, the carcass reinforcement comprises at least one carcass layer, which, or each carcass layer, comprises filamentous carcass reinforcement elements, each filamentous carcass reinforcement element substantially extending in a principal direction that forms an angle with the circumferential direction of the tire in the range of 80° to 90° in absolute value. In one variant, it is also possible to have a variable angle that is in the range of 80° to 90° in at least a portion of the sidewall and strictly less than 80° in at least a portion of the crown.

[0092] The present invention will be better understood by reading the following description, which is given in conjunction with the drawings as merely a non-limiting example. [Brief explanation of the drawing]

[0093] [Figure 1] This is a top view of the tire tread according to the first embodiment of the present invention. [Figure 2] This figure is similar to Figure 1, relating to a tire according to a second embodiment of the present invention. [Figure 3] This figure is similar to Figure 1, relating to a tire according to a third embodiment of the present invention. [Figure 4] This figure is similar to Figure 1, relating to a tire according to a fourth embodiment of the present invention. [Modes for carrying out the invention]

[0094] The reference frames X, Y, and Z, corresponding to the normal axial (Y), radial (Z), and circumferential (X) directions of the tire, are shown in the tire diagram.

[0095] Figure 1 shows a tire according to the present invention, represented by overall reference number 10. Tire 10 has a substantially toroidal shape about a rotationally symmetric axis substantially parallel to the axial direction Y. Tire 10 is for passenger cars and has a size of 255 / 40R20. Tire 10 is a summer tire. Tire 10 has an inner surface INT and an outer surface EXT, which are determined when tire 10 is mounted on a vehicle. In various figures, tire 10 is shown as new, i.e., not yet driven.

[0096] The tire 10 includes a tread 14 intended to make contact with the ground while driving. The tire 10 also includes a conventional structure, such as those described in International Publication No. 2021 / 250331, International Publication No. 2022 / 074341, or International Publication No. 2022 / 069819.

[0097] The tread 14 is provided with a tread surface 16, thereby making contact with the ground. The tread surface 16 is intended to make contact with the ground when the tire 10 is running on the ground. The tread surface 16 is axially demarcated by first and second axial edges 18, 20 which define the width LBDR of the tread 14 and the tread surface 16. This width LBDR is considered to be equal to the reference width LBDR specified in the ETRTO Standard Design Guide (2023), which in this case is equal to 229 mm.

[0098] The tread 14 comprises an axial central portion P0 and first and second axial side portions P1 and P2, which are positioned axially outward from the axial central portion P0 on each axial side of the axial central portion P0 with respect to the midline plane M of the tire 10. Therefore, the first axial side portion P1 is the axial side portion closest to the outer surface EXT, and the second axial side portion P2 is the axial side portion closest to the inner surface INT.

[0099] The tread 14 has N > 1 main circumferential grooves, in this example N main circumferential grooves, and comprises first, second, third, and fourth main circumferential grooves denoted by reference numerals 22, 24, 26, and 28, respectively. The first and second main circumferential grooves 22 and 24 are located one on each axial side of the central plane M of the tire 10 and are the outermost axial main circumferential grooves of the tread 14.

[0100] The first axial side portion P1 and the second axial side portion P2 are positioned axially outward of the first axially outward main circumferential cut 22 and the second axially outward main circumferential cut 24, respectively. The first axial side portion P1 extends axially from the first axial edge 18 of the tread surface 16 on the same side as the first axial side portion P1 with respect to the median plane M to the axial outer edge 19 of the first main circumferential cut 22 on the same side as the first axial side portion P1 with respect to the median plane 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 on the same side as the second axial side portion P2 with respect to the median plane M to the axial outer edge 21 of the second main circumferential cut 24 on the same side as the second axial side portion P2 with respect to the median plane M, and has an axial width L2.

[0101] Each main circumferential cut 22-28 has a depth Hr in the range of 4.00 mm to the tread pattern height Hs, preferably in the range of 5.00 mm to the tread pattern height Hs, and more preferably in the range of 5.5 mm to the tread pattern height Hs. Each depth Hr is 50% or more of the tread pattern height Hs, preferably 75% or more, and more preferably 90% or more. In this example, Hs = 6.5 mm, and for the first and second axially outer main circumferential cuts 22 and 24 of the axial center P0, Hr = 6.3 mm, and for the main circumferential cuts 26 and 28, Hr = 6.5 mm.

[0102] Each of the main circumferential cuts 22 to 28 has an axial width of 3.0 mm or more, preferably 5.0 mm or more, and more preferably in the range of 5.0 mm to 20.0 mm.

[0103] The axial central section P0 is provided with central ribs, which in this example are first, second, and third central ribs denoted by reference numerals 32, 34, and 36, respectively. Each central rib 32, 34, and 36 is positioned axially between two adjacent main circumferential cuts 22-28. Each central rib 32, 34, and 36 is provided with transverse cuts 38, 40, and 42.

[0104] Each of the first and second axial sides P1 and P2 is provided with first and second lateral ribs, respectively, denoted by reference numerals 44 and 46.

[0105] The tread 14 comprises a first total number N1 of first lateral cuts 48 formed on the first axial side portion P1, and a second total number N2 of second lateral cuts 50 formed on the second axial side portion P2. In this example, N1 = N2 = 82.

[0106] The first lateral cuts 48 formed in the first axial side portion P1 include 76 first common lateral cuts 481 and 6 first marked lateral cuts 482. Thus, of the total number of first lateral cuts N1, at least one, preferably at least two, more preferably at least six, and up to 30%, preferably up to 20%, more preferably up to 15%, and even more preferably up to 10%, are first marked lateral cuts 482.

[0107] The tire 10 has a circumference C when inflated to 2.5 bar and measured on the midline plane M, which in this case is equal to 224 cm. Therefore, if the linear density DC1 of the first common transverse cuts 481 is defined by the ratio of the total number of first common transverse cuts 481 formed at least in the first axial side P1 to the circumference C, then DC1 satisfies DC1 ≤ 0.60 cm⁻¹, preferably DC1 ≤ 0.50 cm⁻¹, more preferably DC1 ≤ 0.40 cm⁻¹, and 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, if the linear density DI1 of the first marking lateral cuts 482 is defined by the ratio of the total number of first marking lateral cuts 482 formed at least in part on the first axial side P1 to the perimeter C, then DI1 satisfies, on the one hand, DI1 ≤ 0.15 cm⁻¹, preferably DI1 ≤ 0.13 cm⁻¹, more preferably DI1 ≤ 0.10 cm⁻¹, even more preferably DI1 ≤ 0.08 cm⁻¹, and very preferably DI1 ≤ 0.05 cm⁻¹, and on the other hand, DI1 ≥ 0.01 cm⁻¹, preferably DI1 ≥ 0.02 cm⁻¹. In this example, DI1 = 0.03 cm⁻¹.

[0108] Each first transverse cut 48 extends in the first axial side P1 over an axial length equal to at least 50%, preferably 75%, and in this case 100%, of the axial width L1 of the first axial side P1. Each second transverse cut 50 extends in the second axial side P2 over an axial length equal to at least 50%, preferably 75%, and in this case 100%, of the axial width L2 of the second axial side.

[0109] The second lateral cut 50 formed in the second axial side portion P2 comprises 82 second common lateral cuts 501 and does not include the second marked lateral cut 502.

[0110] Each of the first and second common lateral cuts 481, 501 has a maximum width of 1.5 mm or less, preferably 1.3 mm or less, more preferably 1.0 mm or less, which in this case is equal to 0.4 mm. Each of the first and second common lateral cuts 481, 501 has a depth of 50% or more of the tread pattern height Hs, preferably 75% or more, which in this case is equal to 5.2 mm.

[0111] Each first lateral marking notch 482 is provided with a marking portion 4821, the minimum width of which is strictly greater than 1.5 mm and 5.0 mm or less, preferably 3.5 mm or less, more preferably 2.5 mm or less, and in this case equal to 2.0 mm.

[0112] The ratio of the minimum width to the maximum width is 1.5 or greater, preferably 2.0 or greater, more preferably 3.0 or greater, and even more preferably 4.0 or greater, which in this case is equal to 5.0.

[0113] In the embodiment shown in Figure 1, the marking portion 4821 extends over the first axial side portion P1 over an axial length La1 equal to at least 30%, preferably 50%, of the axial width L1 of the first axial side portion P1 on which it is formed, and in this example, it extends over the entire width of the axial width L1 of the first axial side portion P1. The marking portion 4821 extends at least partially axially to the outside of the portion of the tread 14 that has an axial width of 0.75 × LBDR (equal to 172 mm in this example) and is centered on the median plane M. The marking 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 cut 22.

[0114] Each marking section 4821 has a depth of 50% or more of the tread pattern height Hs, preferably 75% or more, which in this example is equal to 5.2 mm.

[0115] The tire 10 is equipped with wear indicators 60 distributed circumferentially across the entire tread 14. The wear indicators 60 are positioned in some of the main circumferential cuts 22-28, and in this example, in each of the main circumferential cuts 22-28. The tire 10 has six wear indicators 60 in each of the main circumferential cuts 22-28, for a total of 24 wear indicators.

[0116] Each first marking lateral notch 482 is substantially aligned axially with at least one wear indicator 60. More specifically, the wear indicators 60 are circumferentially located on both sides of the first marking lateral notch 482 and are contained within a circumferential portion C1 centered on the marking lateral notch 482. The center of the first marking lateral notch 482 is an axial line D passing through points on the first marking lateral notch 482 that are equidistant circumferentially from both ends of the first marking lateral notch 482. The circumferential length C0 of the circumferential portion C1 is equal to 5% of the circumference of the tire, i.e., 2240 × 5 / 100 mm = 112 mm.

[0117] Figures 2, 3, and 4 show the tire 10 according to the second, third, and fourth embodiments. Elements similar to those in the first embodiment are indicated by the same reference numerals.

[0118] Referring to Figure 2, unlike the tire according to the first embodiment, each first lateral marking notch 482 is - A marking portion 4821 having a minimum width that is strictly greater than -1.5 mm and 5.0 mm or less, preferably 3.5 mm or less, and more preferably 2.5 mm or less, and in this case equal to 2.0 mm, -1.5 mm or less, preferably 1.3 mm or less, more preferably 1.0 mm or less, and in this case, a common part 4822 having a maximum width equal to 0.4 mm, Includes.

[0119] Each marking section 4821 is positioned axially outward from each common section 4822.

[0120] Referring to Figure 3, unlike the tire according to the second embodiment, at least one, preferably at least two, more preferably at least six, and up to 30%, preferably up to 20%, more preferably up to 15%, and very preferably up to 10% of the second total number N2 of the second lateral notches 50 are second marking lateral notches 502. The second lateral notches 50 comprises 76 second common lateral notches 501 and 6 second marking lateral notches 502.

[0121] Similar to the first marked lateral notch 482, when the tire is inflated to 2.5 bar and measured on the midline plane M, the tire has a circumference C equal to 224 cm in this case, and the linear density DC2 of the second common lateral notches 501 is defined by the ratio of the total number of second common lateral notches 501 formed at least in part on the second axial side P2 to the circumference C, then 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.

[0122] Furthermore, if the linear density DI2 of the second marking lateral cuts 502 is defined by the ratio of the total number of second marking lateral cuts 502 formed at least in part on the second axial side portion P2 to the perimeter C, then DI2 satisfies, on the one hand, DI2 ≤ 0.15 cm⁻¹, preferably DI2 ≤ 0.13 cm⁻¹, more preferably DI2 ≤ 0.10 cm⁻¹, even more preferably DI2 ≤ 0.08 cm⁻¹, and very preferably DI2 ≤ 0.05 cm⁻¹, and on the other hand, DI2 ≥ 0.01 cm⁻¹, preferably DI2 ≥ 0.02 cm⁻¹. In this example, DI2 = 0.03 cm⁻¹.

[0123] Similar to the first lateral marking notch 482, each second lateral marking notch 502 is provided with a marking portion 5021, the minimum width of which is strictly greater than 1.5 mm and 5.0 mm or less, preferably 3.5 mm or less, more preferably 2.5 mm or less, which in this case is equal to 2.0 mm.

[0124] In the embodiment shown in Figure 3, the marking portion 5021 of each second marking lateral notch 502 extends over an axial length La2 equal to at least 30%, preferably 50%, of the axial width L2 of the second axial side P2 on which it is formed.

[0125] The marking portion 5021 extends at least partially axially to the outside of the portion of the tread 14 that has an axial width of 0.75 × LBDR and is centered on the median plane M. The marking 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 cut 24.

[0126] In exactly the same manner as in the second embodiment, each second lateral marking notch 502 is - The marking section 5021, -1.5 mm or less, preferably 1.3 mm or less, more preferably 1.0 mm or less, and in this case, a common lateral cut 5022 having a maximum width equal to 0.4 mm, Includes.

[0127] Each of the first and second marking lateral notches 482, 502 is substantially aligned axially with at least one of the wear indicators 60. More specifically, the wear indicators 60 are located circumferentially on both sides of the second marking lateral notch 502, in addition to being included in the circumferential portion C1, and are included in the circumferential portion C1' centered on the second marking lateral notch 502. The center of the second marking lateral notch 502 is an axial line D' passing through points on the second marking lateral notch 502 that are equidistant circumferentially from both ends of the second marking lateral notch 502. The circumferential portion C1' has a circumferential length C0 equal to 5% of the circumference of the tire.

[0128] Referring to Figure 4, unlike the third embodiment, the tread 14 includes wear indicators 60 positioned in the main circumferential cuts 22, 24, 26, and 28, as well as wear indicators 62 positioned on the extensions of the marking portions 4821, 5021 of the first and second marking lateral cuts 482, 502. These wear indicators 62 have recesses of different depths, such as those described in International Publication No. 2018 / 162822. Contrary to the definition of a cut, the wear indicators 62 are not cuts insofar as their width and curve length are substantially equal.

[0129] Furthermore, unlike the embodiments described above, a fourth embodiment can be envisioned relating to a "four-season" or "all-season" tire in which DC1 and / or DC2 satisfy 0.60cm-1≦DC1≦1.00cm-1 and / or 0.60cm-1≦DC2≦1.00cm-1, preferably 0.70cm-1≦DC1≦0.90cm-1 and / or 0.70cm-1≦DC2≦0.90cm-1, for example DC1=DC2=0.79cm-1. The same criteria as in the embodiments described above are met for densities DI1 and DI2.

[0130] Furthermore, a fifth embodiment relating to a “winter” tire can be considered in which DC1 satisfies 1.00cm⁻¹ ≤ DC1 ≤ 1.40cm⁻¹ and / or 1.00cm⁻¹ ≤ DC2 ≤ 1.40cm⁻¹, preferably 1.10cm⁻¹ ≤ DC1 ≤ 1.30cm⁻¹ and / or 1.10cm⁻¹ ≤ DC2 ≤ 1.30cm⁻¹, for example DC1 = DC2 = 1.13cm⁻¹. The densities DI1 and DI2 satisfy the same criteria as in the embodiments described above.

[0131] The present invention is not limited to the embodiments described above.

[0132] In certain variants, each lateral cut, whether common or adjacent, opens into an adjacent outer circumferential cut. In other variants, each lateral cut, whether common or adjacent, is a "dead end" and therefore does not open into an adjacent outer circumferential cut. [Explanation of Symbols]

[0133] 10 tires 14 tread 16 Tread surface 18. First axial edge of the tread surface 19 Axial outer edge of the first main circumferential cut 20 Second axial edge of the tread surface 21 Axial outer edge of the second main circumferential cut 22 First axial outer main circumferential cut 24. Second axial outer main circumferential cut 26 Main circumferential cutting 28 Main circumferential cutting 32 First central rib 34. Second central rib 36 Third central rib 38. Lateral cuts 40 horizontal cuts 42. Lateral cuts 44 First lateral rib 46. ​​Second lateral rib 48 First lateral cut 481 First common lateral cut 482 First lateral marking cut 4821 Marking section 50 Second lateral cut 501 Second common lateral cut 60 wear indicators C0 Circumferential length of the circumferential portion C1 Circumferential section D An axial line passing through a point on the first lateral marking cut that is equidistant in the circumferential direction from both ends of the first lateral marking cut. EXT outer surface of the tire INT (Inner side of tire) L1 Axial width of the first axial side L2 Axial width of the second axial side La1 Axial length of the marking section LBDR tread and tread width M Tire midline P0 Axial center P1 First axial side P2 Second axial side X Circumferential direction of the tire Y-shaped tire axial direction Z Tire Radial Direction

Claims

1. A tire (10) having a tread (14), Main lateral cuts (22, 24, 26, 28) having a depth of 50% or more of the tread pattern height and comprising at least one axially outward main circumferential cut (22, 24), wherein the axially outward main circumferential cut (22, 24) is the outermost axial main circumferential cut of the tread (14) on one side of the midline plane of the tire, and the main circumferential cuts (22, 24, 26, 28) At least one axial side portion (P1, P2) is located on the axial side of the aforementioned axially outward main circumferential cut (22, 24), Equipped with, The tread is provided with a predetermined total number of lateral cuts (48, 50) formed on the axial sides (P1, P2), At least one of the total number of the aforementioned lateral notches (48, 50), and up to 30%, are referred to as marking lateral notches (multiple possible) (482, 502), and the marking lateral notches (multiple possible) (482, 502) have a minimum width strictly greater than 1.5 mm in the portion referred to as the marking portion (4821, 5021). The remaining number of the aforementioned lateral cuts (48, 50) is called a common lateral cut (481, 501) having a maximum width of 1.5 mm or less. The linear density DI1 of the indicated lateral notches (multiple possible) (482, 502) is defined by the ratio of the total number of indicated lateral notches formed in at least part of the axial side portions (P1, P2) to the circumference (C) of the tire measured in the midline plane (M) after inflating the tire to 2.5 bar, and the tire (10) is characterized in that DI1 satisfies DI1 ≤ 0.15 cm⁻¹.

2. The tire (10) according to claim 1, wherein up to 20%, preferably up to 15%, and more preferably up to 10%, of the total number of lateral cuts are marked lateral cuts (multiple possible) (482, 502).

3. The tire (10) according to claim 1 or 2, wherein DI1 ≤ 0.13 cm⁻¹, preferably DI1 ≤ 0.10 cm⁻¹, more preferably DI1 ≤ 0.08 cm⁻¹, and even more preferably DI1 ≤ 0.05 cm⁻¹.

4. The linear density DC1 of the common transverse cuts (481, 501) is defined by the ratio of the total number of the common transverse cuts (481, 501) formed at least in part on the axial sides (P1, P2) to the circumference (C) of the tire measured on the median plane (M) after inflating the tire to 2.5 bar, wherein DC1 satisfies DC1 ≥ 0.20 cm⁻¹, preferably DC1 ≥ 0.25 cm⁻¹, and more preferably DC1 ≥ 0.30 cm⁻¹, according to any one of claims 1 to 3 (10).

5. The tire (10) according to claim 4, 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 claims 1 to 8, wherein the marking portion (4821, 5021) of each marking lateral notch (482, 502) has a minimum width of 5.0 mm or less, preferably 3.5 mm or less, and more preferably 2.5 mm or less.

10. The tire (10) according to any one of claims 1 to 9, wherein the marking portion (4821, 5021) of each marking lateral notch (482, 502) extends in the axial side portion (P1, P2) over an axial length equal to at least 30%, preferably 50%, of the axial width of the axial side portion (P1, P2) on which it is formed.

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