A tyre comprising a tread pattern for mixed road application

Abstract

The present disclosure relates to a tyre comprising a tread pattern (1) for mixed road application. The tread pattern (1) comprises a first block pattern (B1) and a second block pattern (B1') arranged circumferentially (CC') in a repeating manner, wherein the second block pattern (B1') is a mirrored replica of the first block pattern (B1). A plurality of tread blocks, including shoulder blocks (2a, 2b, 2c), intermediate blocks (3), central blocks (4), and transition blocks (5), are progressively and inclinedly arranged between opposed shoulder regions (A, A') to provide uniform pressure distribution, stability, and reduced vibration. First grooves (6) extending across the tread width and interconnected by second grooves (10). Hybrid grooves (9) are provided within the tread blocks to enhance biting edges and wear uniformity and form a semi-open shoulder region at the shoulder regions (A, A'). Semi-bridges (8) interconnect adjacent blocks, and studs (7) eject stones and debris.

Description

[0001] A TYRE COMPRISING A TREAD PATTERN FOR MIXED ROAD APPLICATION FIELD

[0002] This disclosure relates to the field of tyres. More particularly, it relates to the field of radial construction tyres, for on-road or off-road applications.

[0003] DEFINITION

[0004] As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicates otherwise.

[0005] Tread Portion: The term “Tread portion” hereinafter refers to the radially outer portion of a tyre intended to contact a road surface during use, the tread portion comprising tread blocks, grooves, and other surface features arranged to provide traction, handling, wear resistance, and fluid evacuation.

[0006] Shoulder Region: The term “Shoulder region” hereinafter refers to an axially outer region of the tread portion located adjacent to a sidewall of the tyre, the shoulder region forming a transition between the tread portion and the sidewall and being configured to contribute to cornering stability, and load transfer.

[0007] Semi-Bridge: The term “Semi-bridge” hereinafter refers to a connecting rubber portion formed between adjacent tread blocks and extending across a groove, the semi -bridge being configured to partially connect the adjacent tread blocks while maintaining continuity of the groove, such that the semi-bridge restricts relative movement of the tread blocks without fully closing the groove.

[0008] The above definitions are in addition to those expressed in the art.

[0009] BACKGROUND

[0010] The background information herein below relates to the present disclosure but is not necessarily prior art.

[0011] Tyres are a critical component of any vehicle, serving as the interface between the vehicle and the road. They play a pivotal role in ensuring safety, performance, and comfort during driving.The construction of a tyre involves multiple layers, including the tread, carcass, shoulders and sidewall, each engineered to deliver specific functionalities. Among these, the tyre tread is particularly significant, as it directly impacts grip, handling, and durability.

[0012] The tread of a tyre is the outermost layer that makes contact with the road surface. It consists of patterns, grooves, and blocks engineered to optimize traction, drainage, and wear resistance. These patterns are tailored to specific driving conditions, such as dry pavement, wet roads, or off-road terrain. A well-optimized tread plays a vital role in enhancing the performance of the tyre, longevity, and overall functionality, addressing various challenges that can arise during operation.

[0013] Despite advancements in tread engineering, many existing configurations fail to deliver comprehensive solutions to critical issues like stone retention, noise generation, heat build-up, and uneven wear. These shortcomings compromise the safety, comfort, and durability of tyres, particularly under mixed driving conditions.

[0014] Nowadays, most of the tyres come with open shoulders. The open shoulder is a large, unblocked void near the edges of the tread commonly used to enhance traction. However, these tyres come with several drawbacks. Open shoulders often result in increased road noise and vibrations during on-road driving, reducing comfort for drivers. Additionally, the reduced structural support at the shoulder can lead to uneven wear, particularly during cornering or heavy load applications, shortening the tyre’s lifespan. The larger voids can also compromise stability at higher speeds, making such tyres less suitable for highway use. This trade-off between off-road traction and on-road performance limits their versatility, especially for drivers who require a balanced solution for mixed driving conditions.

[0015] Another major issue is stone lodging, where stones become trapped within tread grooves, leading to groove cracks, belt damage, and reduced tyre lifespan. While some configurations incorporate projections or elevated surfaces to facilitate stone ejection, these features often increase road noise and vibrations, detracting from driving comfort. The trade-off between effective stone ejection and noise reduction limits the versatility of such tyres, especially for drivers navigating both on-road and off-road environments.

[0016] The heat build-up is another significant challenge in tyres nowadays. The heat build-up occurs during high-speed driving or under heavy loads with less airflow between the tread. Excessive heat not only shortens a tyre’s lifespan but also poses safety risks, such as tread separation orblowouts. Tyres which aim at improving heat dissipation often lack adaptability to maintain uniform tread wear and performance across varied terrains and driving conditions.

[0017] Durability and uniform wear are additional concerns with conventional treads. Rigid block configurations may improve durability and grip but tend to increase rolling resistance, vibrations, and noise. Conversely, variations in groove geometry configured for enhanced traction often result in uneven wear over time, reducing the tyre’s overall efficiency and longevity.

[0018] Effective evacuation of mud, water, and soft soil is crucial for off-road applications, yet many tread patterns fail to provide sufficient self-cleaning capabilities. Clogged grooves can impair traction, while inadequate features to dissipate airflow disturbances contribute to excessive noise during high-speed driving, diminishing comfort.

[0019] Thus, there is felt a need for a tyre comprising a tread pattern for mixed road application, which alleviates the aforementioned drawbacks.

[0020] OBJECTS

[0021] Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:

[0022] It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.

[0023] An object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that possesses enhanced durability and offers safety and comfort through an optimized configuration.

[0024] Another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that prevents stone lodging and reduces groove cracks and belt damage. Yet another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that incorporates noise reduction features to ensure a quieter and comfortable ride.Still another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that improves heat dissipation under heavy loads and high-speed conditions, prolonging the tyre's lifespan.

[0025] Yet another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application with hybrid grooves that enhance biting power and uniform wear, to improve overall performance across varied terrains.

[0026] Still another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application with self-cleaning capabilities to efficiently evacuate mud, soft soil, and water, improving off-road traction.

[0027] Yet another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application with semi-bridge connectors that prevent shearing action and increase lateral stability for better handling and tyre longevity.

[0028] Still another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that balances performance, durability, and comfort, addressing the needs of both on-road and off-road applications.

[0029] Yet another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that ensures uniform pressure distribution across the tread width. Still another object of the present disclosure is to provide a tyre comprising a tread pattern for mixed road application that creates turbulence in air and facilitates heat dissipation Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure. SUMMARY

[0030] The present disclosure envisages a tyre comprising a tread pattern in a tread portion of the tyre The tread pattern comprises a first block pattern (Bl) defining an asymmetric shape, the first block pattern (Bl) comprising a plurality of first tread blocks arranged progressively extending from a first shoulder region (A) to a second opposed shoulder region (A') of the tread portion. A second block pattern (Bl') defining an asymmetric shape, the second block pattern (Bl') comprising a plurality of second tread blocks arranged progressively extending from the firstshoulder region (A) to the second opposed shoulder region (A') of the tread portion wherein the second block pattern (Bl') is amirrored replica of the first block pattern (Bl) with respect to an axis extending in a circumferential direction (CC'), and wherein the first block pattern (Bl) and the second block pattern (Bl') are disposed adjacent to each other in the circumferential direction (CC'), in a repeating manner.

[0031] In an embodiment, the plurality of first tread blocks are arranged progressively such that each successive tread block of the first blocks is displaced along the circumferential direction (CC'), relative to an immediately preceding tread block to define an inclined block arrangement relative to the circumferential direction (CC').

[0032] In another embodiment, the first block pattern (Bl) includes a first group of tread blocks (Pl, P2) comprising a first shoulder block disposed in a first shoulder region (A), a second shoulder block disposed in an opposed second shoulder region (A'), at least one intermediate tread block disposed between the first shoulder block and the second shoulder block, wherein each successive tread block of the first group (Pl, P2) is displaced along the circumferential direction (CC') relative to an immediately preceding tread block to define an inclined block arrangement relative to the circumferential direction (CC'); and at least one transition tread block disposed such that a direction of inclination of the first group of tread blocks (Pl, P2) changes at the transition tread block.

[0033] In yet another embodiment, the first block pattern (Bl) includes a second group of tread blocks (P3) comprising a third shoulder block disposed in either the first shoulder region (A) or the second shoulder region (A') and a central block configured to at least partially overlap over a central axis (X) that equally divides the tread portion in a width direction (WW'), the central block is displaced along the circumferential direction (CC') relative to the third shoulder block so as to define an inclined block arrangement relative to the circumferential direction.

[0034] In still another embodiment, the first group of tread blocks (P 1 , P2) includes a first pair of tread blocks (Pl) comprising the first shoulder block and the intermediate tread block, and a second pair of tread blocks (P2) comprising the second shoulder block and the transition block. In yet another embodiment, the tread pattern comprises first grooves configured to run parallel to adjacent operative walls of the plurality of tread blocks extending from the first shoulder region (A) to the second opposed shoulder region (A') of the tread portion and thus separating two adjacent tread blocks in the circumferential direction (CC').In still another embodiment, the tread pattern (1) comprises first grooves ending at both the first shoulder region (A) and second opposed shoulder region (A') of the tread portion, forming an open shoulder region (206) for efficient evacuation of mud, water, and soft soil, enhancing off-road traction.

[0035] In yet another embodiment, the tread pattern comprises second grooves configured to interconnect two adj acent first grooves and thus separating two adjacent tread blocks in a width direction (WW').

[0036] In still another embodiment, the first tread blocks is configured to define a hybrid groove running between opposite walls of a respective tread block.

[0037] In yet another embodiment, each of said hybrid grooves is configured to define a semi-open shoulder region at its terminating end near the respective shoulder region (A or A'), said semiopen shoulder region being defined by a widening of said hybrid groove in the respective shoulder region (A or A') and by an extension of said widened hybrid groove toward the downstream sidewall in a tapering manner.

[0038] In still another embodiment, the hybrid groove has different depths across different regions in at least one of the first tread blocks.

[0039] In yet another embodiment, the tread pattern includes a plurality of studs configured to be integrated within the first grooves, projected in an upward direction from the base of the tread pattern and configured to eject stone and debris from the first grooves.

[0040] In still another embodiment, the tread pattern includes at least two semi-bridges, each of the semi-bridges configured to connect operative side walls of adjacent tread blocks.

[0041] In yet another embodiment, the transition tread block includes at least one notch on its operative side wall.

[0042] In still another embodiment, the first grooves have a depth ranging between 17 mm to 24 mm, a width ranging between 15 mm to 22 mm and arcuate base radii ranging between 2 mm to 5 mm.

[0043] In yet another embodiment, the first grooves having vertical walls being inclined at angles between 8° to 16° with respect to the axis perpendicular to the operative base of the tread portion.In still another embodiment, the hybrid groove has a uniform depth of 5 mm in the shoulder block, a variable depth in the range of 3 mm to 6 mm aligned across adjacent tread blocks, and a width in the range of 1.5 mm to 3 mm in each of the plurality of blocks.

[0044] In yet another embodiment, the semi-bridge has a width in the range of 5 mm to 7 mm and a depth ranging between 17 mm to 24 mm.

[0045] In still another embodiment, the studs have a height ranging between 1 mm to 3 mm.

[0046] BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING

[0047] A tyre comprising a tread pattern for mixed road application of the present disclosure, will now be described with the help of the accompanying drawing, in which:

[0048] Figure 1 illustrates an isometric view of a tyre of prior art;

[0049] Figure 2 illustrates an isometric view of a tyre comprising a tread pattern;

[0050] Figure 3A-3B illustrates a plan view of the tyre tread pattern of Figure 2;

[0051] Figure 4 illustrates a repeating circumferential disposition of a first asymmetric block pattern and a mirrored second block pattern, forming a mirror-image pitch distribution, of Figure 2;

[0052] Figure 5 illustrates a view showing different sections of Figure 2;

[0053] Figure 6 illustrates a view showing a groove with the studs of Figure 2;

[0054] Figures 7A-7M illustrate different sectional views of the first groove, second groove, semibridge, studs and the hybrid groove of Figures 5 and 6;

[0055] Figures 8A-8B illustrate a tread pattern of the present and existing tyre of Figures 1 and 2;

[0056] Figures 9A-9B illustrate a comparative footprint geometry of the existing tread pattern and tread pattern of the present disclosure under rated load and inflation pressure;

[0057] Figures 10A-10B illustrate a comparative lateral pressure distribution of the existing tread pattern and the tread pattern of the present disclosure under lateral pull conditions;

[0058] Figures 11A-11B illustrate a comparative longitudinal pressure distribution and longitudinal stiffness behaviour of the existing tread pattern and the tread pattern of the present disclosure;Figure 12 illustrates a comparative static lateral and longitudinal stiffness plot of the tread pattern of the present disclosure and the existing tread pattern; and

[0059] Figure 13 illustrates a comparative heat build-up endurance performance of the tread pattern of the present disclosure and the existing tread pattern at varying load conditions.

[0060] LIST OF REFERENCE NUMERALS

[0061] 100 Tyre of the Prior Art

[0062] 105 Open Shoulder Region of the Prior Art

[0063] 110’ Sidewall region of the tyre of the prior art

[0064] 110 Sidewall region of the tyre of the Present Disclosure

[0065] 1’ Tread on the Tyre of the Prior Art

[0066] 200 Tyre of the Present Disclosure

[0067] 205 Semi-open Shoulder Region

[0068] 206 Open Shoulder Region

[0069] 1 Tread Pattern

[0070] 2a First Shoulder Block

[0071] 2b Second Shoulder Block

[0072] 2c Third Shoulder Block

[0073] 3 Intermediate Block

[0074] 4 Central Block

[0075] 5 Transitional Block

[0076] 6 First Grooves

[0077] 7 Studs

[0078] 8 Semi-bridge

[0079] 9 Hybrid grooves

[0080] 10 Second grooves

[0081] 11 Step / notch on transitional blockPl, P2 First Group of Tread Blocks (2a, 3), (2b, 5)

[0082] P3 Second Group of Tread Blocks (2c, 4)

[0083] B 1 First Block Pattern

[0084] B 1 ' Second Block Pattern

[0085] A First Shoulder Region

[0086] A' Second Shoulder Region

[0087] T, T' Mirror-image pitch distribution

[0088] CC' Circumferential Direction

[0089] WW' Width Direction

[0090] 300 Tread Pattern of the Present Disclosure

[0091] 302a Present Disclosure Tread Pattern - Lateral Direction

[0092] 302b Present Disclosure Tread Pattern - Longitudinal Direction

[0093] 304a Present Disclosure Tread Pattern (Centre)

[0094] 304b Present Disclosure Tread Pattern (Shoulder)

[0095] 400 Existing Tread Pattern

[0096] 402a Existing Tread Pattern - Lateral Direction

[0097] 402b Existing Tread Pattern - Longitudinal Direction

[0098] 404a Existing Tread Pattern (Centre)

[0099] 404b Existing Tread Pattern (Shoulder)

[0100] DETAILED DESCRIPTION

[0101] Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.

[0102] Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details, are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In someembodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.

[0103] The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and / or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed. When an element is referred to as being “mounted on,” “engaged to,” “connected to,” or “coupled to” another element, it may be directly on, engaged, connected or coupled to the other element. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed elements.

[0104] The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.

[0105] Terms such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.

[0106] Figure 1A illustrates an isometric view of the tyre (100) of the prior art. The tyre (100) with an open shoulder (105) extending along its circumference. The tyre comprises a tread (1’), sidewalls (110’), a shoulder region (105), and a carcass (not shown). However, the tyre (100) with the open shoulder presents several limitations. The open shoulder (105) reduces the tyre’s (100) structural integrity and causes uneven tread wear under stress. Open grooves allow debris to lodge, damaging the tread (1 ’), carcass ply, and belt structure, leading to higher maintenanceand shorter lifespan. This also generates excessive noise due to airflow turbulence and uneven road contact, reducing ride comfort, especially at high speeds. Additionally, inadequate heat dissipation in the shoulder region under heavy loads causes overheating, accelerating wear and degrading performance. Traction on paved surfaces is compromised by the reduced contact area, limiting stability and grip. Accelerated wear in the shoulder during cornering or lateral forces further shortens the tyre’s life.

[0107] A tyre comprising a tread pattern (1) in a tread portion of the tyre (200) will now be described in detail in reference to Figure 1 through Figure 13. The preferred embodiment does not limit the scope and ambit of the present disclosure.

[0108] Figure 2 illustrates an isometric view of a tread pattern (1) in accordance with the present disclosure. A tyre tread pattern (200) comprises the tread pattern (1) (hereinafter referred to as “tread”), the sidewall (110), a semi-open region (205), a open shoulder region (206) and the carcass (not shown). The tyre pattern (1) is configured on the carcass of the tyre (200). The tread pattern (1) comprises a plurality of progressive blocks (2, 3, 4, 5) defined by a plurality of side walls, a plurality of grooves (6, 10), a semi-bridge (8), hybrid grooves (9), and a plurality of studs (7).

[0109] In an embodiment, the plurality of blocks (2a, 2b, 2c, 3, 4, 5) includes a first shoulder block (2a), a second shoulder block (2b), a third shoulder block (2c), an intermediate block (3), a central block (4) and a transitional block (5). The shoulder blocks (2a, 2b, 2c) positioned at an outer edges of the tread (1), and the intermediate block (3) may be positioned adjacent to the shoulder blocks (2a, 2b), to provide a transition between the outer edge and inner tread areas, the central block (4) is positioned centrally on the tread (1) and is configured to distribute load uniformly and provide traction, and the transitional block (5) is configured to interconnect the shoulder block (2b). The plurality of tread blocks facilitates directional grip and smooth transitions. The plurality of grooves (6, 10) includes first grooves (6) and second grooves (10). The first grooves (6) are configured to extend transversely across the width of the tread (1), the semi -bridges (8) are configured to extend longitudinally between adjacent blocks (2a-2c, 3, 4, 5) and the second grooves (10) are positioned between block pairs to improve lateral stability and reduce rolling resistance.

[0110] In an embodiment, the first groove (6) is a transverse multi-angled groove configured to run parallel to adjacent operative walls of said plurality of tread blocks extending from said firstshoulder region (A) to said second opposed shoulder region (A') of the tread portion and thus separating two adjacent tread blocks in the circumferential direction (CC').

[0111] In an embodiment, the tread pattern (1) comprises first grooves (6) ending at both the first shoulder region (A) and second opposed shoulder region (A') of the tread portion, forming an open shoulder region (206) for efficient evacuation of mud, water, and soft soil, enhancing offroad traction.

[0112] In an embodiment, the second groove (10) is a circumferential groove configured to interconnect two adjacent first grooves (6) and thus separating two adjacent tread blocks in a width direction (WW').

[0113] Different embodiments of the plurality of blocks (2, 3, 4, 5) and the plurality of grooves (6, 9, 10) are explained in reference to Figures 2 to 7M.

[0114] Figure 3A-3B illustrates a plan view of the tyre tread pattern (1) in accordance with an embodiment of the present disclosure. The tread pattern (1) comprises a plurality of shoulder blocks (2a-2c) that are located at the outer edge of the tyre (200). The plurality of shoulder blocks (2a-2c) provides structural rigidity and cornering stability.

[0115] In another embodiment, the shoulder blocks (2a-2c) comprise open shoulder regions for efficient evacuation of mud, water, and soft soil, enhancing off-road traction. The semi-open shoulder region (205) creates a turbulence in air and facilitates heat dissipation. The configuration and tread pattern of the present disclosure reduces the risk of stone lodging and improves overall tyre (200) performance.

[0116] In an embodiment, the intermediate block (3) is positioned in the central portion of the tread (1) between the first shoulder block (2a) and the second shoulder block (2b). The intermediate block (3) acts as a middle block connecting the shoulder region with the inner tread.

[0117] In an embodiment, the transitional block (5) is disposed adjacent to the shoulder block (2a-2c), the central block (4), and the intermediate block (3), bridging the gaps between these blocks (2, 3, 4). In another embodiment, the transitional block (5) is configured with at least one step / notch (11) on its operative side wall to ensure additional directional grip for the tyre (200) as shown in Figure 4.In an embodiment, the blocks (2a-2c, 3, 4, 5) are grouped in specific pairs of blocks (Pl, P2, P3) to form a first block pattern (Bl) and a second block pattern (Bl') of the tread pattern (1). In an embodiment, the first block pattern (Bl) defines an asymmetric shape, the first block pattern (Bl) comprising a plurality of first tread blocks arranged progressively extending from a first shoulder region (A) to a second opposed shoulder region (A') of the tread portion. In an embodiment, the second block pattern (Bl') defines an asymmetric shape, said second block pattern (Bl') comprising a plurality of second tread blocks arranged progressively extending from said first shoulder region (A) to said second opposed shoulder region (A') of the tread portion.

[0118] In an embodiment, the second block pattern (B 1 ') is a mirrored replica of said first block pattern (Bl) with respect to an axis extending in a circumferential direction (CC'), and wherein said first block pattern (Bl) and said second block pattern (Bl') are disposed adjacent to each other in the circumferential direction (CC'), in a repeating manner as shown in Figure 4.

[0119] In an embodiment, the plurality of first tread blocks are arranged progressively such that each successive tread block of said first blocks is displaced along the circumferential direction (CC'), relative to an immediately preceding tread block to define an inclined block arrangement relative to the circumferential direction (CC') as shown in Figure 3A.

[0120] In an embodiment, the first block pattern (Bl) includes a first group of tread blocks (Pl, P2) comprising a first shoulder block (2a) disposed in a first shoulder region (A), a second shoulder block (2b) disposed in an opposed second shoulder region (A'), at least one intermediate tread block (3) disposed between the first shoulder block (2a) and the second shoulder block (2b), wherein each successive tread block of said first group (Pl, P2) is displaced along the circumferential direction (CC') relative to an immediately preceding tread block to define an inclined block arrangement relative to the circumferential direction (CC') and at least one transition tread block (5) disposed such that a direction of inclination of said first group of tread blocks (Pl, P2) changes at said transition tread block (5).

[0121] In an embodiment, the first block pattern (Bl) includes a second group of tread blocks (P3) comprising a third shoulder block (2c) disposed in either said first shoulder region (A) or said second shoulder region (A') and a central block (4) configured to at least partially overlap over a central axis (X) that equally divides said tread portion in a width direction (WW'), said central block (4) is displaced along the circumferential direction (CC') relative to said third shoulderblock (2c) so as to define an inclined block arrangement relative to the circumferential direction (CC').

[0122] In an embodiment, such an inclined arrangement of the proposed configuration leads to uniform pressure and force distribution, which reduces noise generated during tyre rotation and enhances comfort during both on-road and off-road driving.

[0123] In an embodiment, a first pair of tread blocks (Pl) includes a first shoulder block (2a) and the intermediate block (3).

[0124] In an embodiment, a second pair of tread blocks (P2) includes a second shoulder block (2b) and the transitional block (5).

[0125] In an embodiment, a third pair of tread blocks (P3) includes a third shoulder block (2c) and a central block (4).

[0126] In an embodiment, the mirror-image pitch distribution (T, T) is applied to mirror the sequence of the first block pattern (Bl) across an axis extending in a circumferential direction (CC’) to form a mirrored set of second block pattern (B 1’), wherein the first block pattern (Bl) and the second block pattern (Bl') are disposed adjacent to each other in the circumferential direction (CC' ) repetitively, as shown in Figure 3B

[0127] In an embodiment, the tread pattern (1) includes at least two semi-bridges (8) configured to connect operative side walls of adjacent tread blocks, preventing shearing action, thereby improving wear resistance and minimizing heat build-up.

[0128] In an embodiment, the semi-bridge (8) has a width in the range of 5 mm to 7 mm and a depth ranging between 17 mm to 24 mm.

[0129] In an embodiment, the shoulder blocks (2a-2c) are connected to the intermediate block (3), the central block (4), and the transitional block (5) by the semi-bridge (8) as shown in section F-F of Figure 7G. The semi-bridge configuration prevents shearing action, thereby improving wear resistance and minimizing heat build-up.

[0130] In an embodiment, each of the blocks is positioned at a spaced-apart distance to define the first grooves (6) therebetween. The grooves (6) are formed along the first operative side wall of the blocks (2-5), creating a channel-like structure that interconnects the adjacent blocks, extending across the width of the tyre (200).In an embodiment, the first grooves (6) have a depth ranging between 17 mm to 24 mm, a width ranging between 15 mm to 22 mm and arcuate base radii ranging between 3 mm to 4 mm.

[0131] In an embodiment, the first grooves (6) having operative vertical walls being inclined at angles between 8° to 16° with respect to the axis perpendicular to the operative base of the tread portion.

[0132] Figure 6 illustrates the view showing the first groove (6) with the studs (7) of Figure 1. In an embodiment, the tread pattern includes a plurality of studs (7) configured to be integrated within said first grooves (6), projected in an upward direction from the base of the tread pattern (1) and configured to eject stone and debris from said first grooves (6).

[0133] The studs (7) are integrated in the sections H-H and K-K of Figure 6 as shown in Figures 71 and 7J

[0134] In an embodiment, the studs (7) have a height in the range of 1 mm to 3 mm.

[0135] In an embodiment, the stud (7) minimizes the tendency of groove cracking, reducing noise emissions and maintaining tread pattern (1) integrity under heavy loads and high speeds. In an embodiment, each of the first tread blocks is configured to define a hybrid groove (9) running between opposite walls of a respective tread block.

[0136] In an embodiment, the hybrid groove (9) has different depths across different regions in at least one of the first tread blocks.

[0137] In an embodiment, the hybrid groove (9) having a uniform depth of 5 mm in the shoulder block (2), a variable depth in the range of 3 mm to 6 mm aligned across adjacent tread blocks (3, 4, 5), and a width in the range of 1.5 mm to 3 mm in each of said plurality of blocks

[0138] In an embodiment, the hybrid grooves within the tread ribs facilitate dissipating heat, reduce rolling noise, and improve biting power.

[0139] In an embodiment, the second grooves (10) are configured to interconnect two adjacent first grooves (6) and thus separating two adjacent tread blocks in a width direction (WW').

[0140] Figures 7A-7B illustrate different sectional views of the first groove (6), the semi-bridge (8), the second groove (10), and the hybrid groove (9) of Figures 3 and 4.Figure 7A illustrates the sectional view of the first groove (6) along section A-A. This sectional view shows the connectivity of the first groove (6) with the block (4, 5).

[0141] Referring to Figure 7A, in an embodiment, the depth of the first groove (6) varies in the range of 17 mm to 19 mm.

[0142] In an embodiment, the angle configured on the first groove (6) (along the depth of the groove) varies in the range of 11° to 13° on the left side and 11° to 13° on the right side.

[0143] Figure 7B illustrates the sectional view of the first groove (6) and the second groove (10) along the section B-B. The sectional view illustrates the connection of the first groove (6) with the central and transitional block (4, 5), the connection of the first groove (6) with the block (3, 4) and the connection of the second groove (10) with the block (3, 5).

[0144] Referring to Figure 7b, In an embodiment, the depth of the first groove (6) varies in the range of 22 mm to 24 mm.

[0145] In an embodiment, the angle configured on the first groove (6) (along the depth of the groove) varies in the range of 7° to 9° on the left side and 7° to 9° on the right side.

[0146] Figure 7C illustrates the sectional view of the first groove (6) and the second groove (10) along the section B 1 -B 1. The sectional view illustrates the connection of the first groove (6) with the blocks (4, 5), the connection of the second groove (10) with the block (3, 4) and the connection of the second groove (10) with the block (3, 5).

[0147] Referring to Figure 7C, in an embodiment, the depth of the first groove (6) varies in the range of 17 mm to 19 mm.

[0148] In an embodiment, the angle of the first groove (6) varies in the range of 7° to 9° on the left side and 7° to 9° on the right side.

[0149] Figure 7D illustrates the sectional view of the first groove (6) and the second groove (10) along the section C-C. This sectional view illustrates the connection of the first groove (6) with the block (3, 4).

[0150] Referring to Figure 7D, in an embodiment, the depth of the first groove (6) varies in the range of 22 mm to 24 mm.In an embodiment, the angle configured on the first groove (6) (along the depth of the groove) varies in the range of 9° to 11° on the left side and 11° to 13° on the right side.

[0151] In an embodiment, the radius of the first groove (6) varies in the range of 2 mm to 4 mm. Figure 7E illustrates the sectional view of the first groove (6) and the second groove (10) along the section D-D. The sectional view illustrates the connection of the first groove (6) with the blocks (2, 4). The second groove (10) connects the blocks (3,5)

[0152] Referring to Figure 7E, in an embodiment, the depth of the first groove (6) varies in the range of 22 mm to 24 mm.

[0153] In an embodiment, the angle of the first groove (6) (along the depth of the groove) varies in the range of 9° to 11° on the left side and 12° to 14° on the right side.

[0154] In an embodiment, the radius of the first groove (6) varies in the range of 2 mm to 4 mm. Figure 7F illustrates the sectional view of the first groove (6) and the second groove (10) along the section E-E. The sectional view illustrates the connection of the first groove (6) with the two shoulder blocks (2).

[0155] Referring to Figure 7F, in an embodiment, the depth of the first groove (6) varies in the range between 22 mm to 24 mm.

[0156] In an embodiment, the angle configured on the first groove (6) (along the depth of the groove) varies in the range of 11° to 13° on the left side and 15° to 17° on the right side.

[0157] In an embodiment, the radius of the first groove (6) varies in the range of 3 mm to 5 mm. Figure 7G and Figure 7H illustrate the sectional views along sections F-F and G-G showing the inclusion of tie bars in the semi-bridge (8) that connect shoulder blocks (2) to the intermediate block (3), the central block (4) and the transitional block (5) alternately.

[0158] In an embodiment, there is a variation of angle (along the depth, length and width) of the first grooves (6), the semi -bridge (8) and the second grooves (10).

[0159] Figure 71 and Figure 7J illustrate the sectional views along sections H-H and K-K. The H-H section provides details of the stud integrated into the first groove (6), and the K-K section highlights the stud profile.Referring to Figure 71 and Figure 7J, in an embodiment, the height of the stud (7) varies in the range of 1 mm to 3 mm.

[0160] Figure 7K illustrates the sectional view along sections X-X and Xl-Xl. Section X-X and section Xl-Xl show the sectional views of the hybrid groove (9) within the block (5).

[0161] Referring to Figure 7K, in an embodiment, the depth of the hybrid groove (9) along section X-X varies in the range of 3 mm to 5 mm.

[0162] In an embodiment, the depth of the hybrid groove (9) along the section Xl-Xl varies in the range of 4 mm to 6 mm.

[0163] In an embodiment, the hybrid groove (9) is configured with a plurality of slopes along its length. The slope varies in the range of 3° to 5°.

[0164] Figure 7L illustrates the sectional view of the hybrid groove (9) along section Y-Y within the block (2).

[0165] Referring to Figure 7K, in an embodiment, the depth of the hybrid groove (9) along the section Y-Y varies in the range of 4 mm to 6 mm.

[0166] Figure 7M illustrates the sectional view of the hybrid groove (9) at the outer edge of each said shoulder block (2a-2c) along the section Zl-Z 1 at the buttress region.

[0167] In an embodiment, each hybrid groove (9), at the terminating end near the shoulder region (A or A’), includes a widened portion and a tapered portion, which defines the semi -open shoulder (205). In the buttress region, this semi -open shoulder (205) has an opening width (measured in the circumferential direction CC') of 8.0 mm to 8.2 mm at the tread surface of each shoulder block (2a-2c), which narrows to 4.8 mm at its closed end, with height of groove to be in the range of 26 mm to 28 mm at outer edge of the each shoulder block (2a-2c). On the inner side, the width in circumferential direction of the hybrid groove (9) is in the range of 3.8 mm to 4.0 mm that is constant throughout its height of 27mm which is in connection with outer face of grove that is 2.6 mm to 2.8 mm apart at the top surface of the hybrid groove (9) on each shoulder block (2a-2c) and 1.8 mm to 1.6 mm at the bottom of the hybrid groove (9) on the shoulder block (2a-2c).In an embodiment, the special tapered portion in the buttress region of each shoulder block (2a-2c) are connected with the hybrid grooves (9), which help create air turbulence at the entrance of each hybrid groove (9). This, in turn, keeps the blocks cooler and aids in water evacuation.

[0168] EXPERIMENTAL DETAILS

[0169] A comparative evaluation is conducted between the tread pattern of the present disclosure (300) and an existing tread pattern (400) to analyze mechanical stiffness, footprint behaviour, pressure distribution, thermal endurance, wear tendency and acoustic performance.

[0170] The Finite Element Analysis (FEA) of the tread pattern was carried out using commercially available Abaqus software widely adopted in the tyre industry to accurately simulate real -world operating conditions. For the analysis, all tyre materials were assumed to be continuous and homogeneous. The rubber compounds were modelled as hyper-elastic materials using the Yeoh material model, which was calibrated based on uniaxial tensile test data obtained from a Universal Testing Machine (UTM) for each tyre component. The reinforcing steel cords were modelled with elastic material behaviour defined by Young’s modulus and Poisson’s ratio and were assumed to be perfectly bonded to the surrounding rubber, representing ideal ply bonding. Realistic boundary conditions replicating actual tyre testing environments were applied, including rim mounting, inflation pressure, and applied loading conditions, with a constant coefficient of friction of 0.5 assumed at the contact interface. For numerical efficiency, minor geometric simplifications such as removal of small fillet radii at block edges were introduced to facilitate optimal mesh generation, resulting in a negligible trade-off in accuracy. These modelling assumptions enabled reliable prediction of pressure distribution, stiffness characteristics, heat build-up and endurance behaviour of the tread pattern under representative service conditions.

[0171] Figure 9A and Figure 9B illustrate a comparative footprint geometry of the existing tread pattern (400) and the tread pattern of the present disclosure (300) under rated load and inflation pressure. The existing tread pattern (400) exhibits a round footprint geometry having approximately 80% shoulder-to-centre contact ratio, resulting in concentrated contact pressure at the central region of the tread. Such concentrated centre pressure leads to accelerated centre wear, irregular wear patterns, and increased vibration and pattern noise under service conditions. In contrast, the tread pattern of the present disclosure (300) exhibits a squarish footprint geometry having approximately 95% shoulder-to-centre contact ratio, producing abalanced and uniform contact patch across the entire tread width. This uniformity improves load distribution, reduces vibration transmission, enhances shock absorption, and significantly improves ride quality and tread life. The Existing tread pattern (400) demonstrates a radial stiffness of approximately 968 N / sqmm, whereas the tread pattern of the present disclosure (300) exhibits a slightly lower radial stiffness of approximately 938 N / sqmm. The controlled reduction in radial stiffness in the present disclosure (300) improves road conformity and reduces harshness without compromising load-carrying capability.

[0172] Figure 10A and Figure 10B illustrate a comparative lateral pressure distribution of the existing tread pattern (400) and the tread pattern of the present disclosure (300). Under lateral pull conditions, the existing tread pattern (400) exhibits a higher lateral stiffness of approximately 390 N / sqmm. However, the pressure distribution across the tread width is highly non-uniform, leading to irregular block loading and accelerated wear. The tread pattern of the present disclosure (300), having progressively inclined and mirror-reversed tread blocks, produces a more uniform pressure distribution across the tread width under lateral loads. Although the lateral stiffness is marginally lower at approximately 362 N / sqmm, the gradual pressure transition between shoulder, intermediate and central blocks prevents vibration, improves offroad ride quality and ensures uniform wear behaviour.

[0173] Figure HA and Figure 11B illustrate a comparative longitudinal pressure distribution and longitudinal stiffness behaviour of the existing tread pattern (400) and the tread pattern of the present disclosure (300). The existing tread pattern (400) shows higher longitudinal stiffness (-780 N / sqmm) due to extended centre contact length, resulting in improved straight-line traction. However, this also causes very high peak contact pressures (up to -9.3 MPa) at leading edges, producing non-uniform wear and increased cracking tendency. The tread pattern of the present disclosure (300) exhibits a controlled longitudinal stiffness of approximately 730 N / sqmm with lower peak pressure (-5.8 MPa). The reduced pressure gradient between leading and trailing edges results in more uniform wear, reduced block fatigue and longer tread life while maintaining sufficient traction.

[0174] Figure 12 illustrates a comparative static lateral and longitudinal stiffness plot of the tread pattern of the present disclosure (300) and the existing tread pattern (400). Plot lines 402a and 402b represent the static stiffness of the existing tread pattern in lateral and longitudinal directions, respectively. Plot lines 302a and 302b represent the static stiffness of the tread pattern of the present disclosure in lateral and longitudinal directions, respectively. The staticstiffness plots demonstrate that the tread pattern of the present disclosure (300) exhibits approximately 7% lower stiffness in both lateral and longitudinal directions compared to the existing tread pattern (400). This controlled reduction in stiffness enables improved tread block compliance, resulting in more uniform contact pressure distribution, reduced vibration transmission, and enhanced ride comfort, particularly under off-road operating conditions. The lower longitudinal stiffness further limits peak contact pressures at leading block edges, thereby reducing block fatigue, heat generation, and irregular wear. Consequently, tread pattern according to the present disclosure achieves an optimized stiffness-compliance balance that improves durability, thermal endurance, and service life while maintaining adequate traction performance, thereby establishing a clear technical advantage over the existing tread pattern (400).

[0175] The endurance test of the tread pattern was carried out in accordance with standardized tyre testing procedures to evaluate durability under sustained loading conditions. A new tyre was mounted on the manufacturer-specified test rim and inflated to the pressure corresponding to the maximum load marked on the tyre. Where applicable, a new inner tube, valve and flap assembly was used. The tyre-and-wheel assembly was conditioned at room temperature for a minimum period of three hours, and the inflation pressure was re-adjusted prior to testing. The conditioned assembly was then mounted on a test axle and pressed against the outer surface of a smooth, power-driven test drum having a diameter of 1.7 m or 2.0 m, with a tread-contact surface at least as wide as the tyre tread. The tyre was subjected to a series of progressively increased loads, expressed as percentages of the rated maximum load engraved on the tyre sidewall, in accordance with a predefined endurance test program applicable to speed category “J” tyres (load index <121). Throughout the test, the tyre inflation pressure was not corrected, and the applied load was maintained constant at each test stage. The endurance test was conducted continuously without interruption, with the ambient temperature of the test room maintained between 20°C and 40°C or at an agreed higher temperature. Temperature rise and endurance behaviour of the tread were monitored throughout the test to assess heat build-up characteristics and structural durability under prolonged service conditions.

[0176] Figure 13 illustrates a comparative heat build-up endurance performance of the tread pattern of the present disclosure (300) and the existing tread pattern (400) at varying load conditions. The endurance testing was conducted at 48 km / h under varying load percentages, demonstrating that at 66% rated load, both patterns exhibit similar thermal behaviour. Theplotted lines 304b corresponding to the present disclosure tread pattern (shoulder region), when compared against the plotted lines 404b corresponding to the existing tread pattern (shoulder region), showcase that, beyond 80% rated load, the tread pattern of the present disclosure (300) shows lower shoulder region heat build-up. The plotted lines 304a corresponding to the present disclosure tread pattern (Centre region), when compared against the plotted lines 404a corresponding to the existing tread pattern (Centre region), showcase that, the tread pattern of the present disclosure (300) exhibits significantly lower centre tread temperature, attributable to its progressive block configuration, which promotes improved air circulation across the tread width, resulting in a cooler-running tread, reducing thermal degradation and improving endurance life.

[0177] The acoustic analysis results show that the tread pattern of the present disclosure (300) significantly reduces tonal noise through progressive mirror block pitch distribution. The dominant 56th harmonic was strategically disrupted through block rearrangement, lowering tonal peaks within the human audible sensitivity range of 800-1200 Hz. Noise optimization in the tread pattern of the present disclosure (300) is particularly effective between 50-90 km / h, significantly lowering perceived pattern noise. In contrast, the existing tread pattern (400) lacks such a mirror-progressive arrangement and exhibits higher tonal noise levels and resonance susceptibility at operating speeds.

[0178] The tread pattern of the present disclosure (300) provides various technical advantages over the existing tread pattern (400) by providing uniform wear and improved tread life, reduced vibration and rolling noise, improved ride comfort and on-road and off-road stability, lower heat build-up and superior endurance, balanced traction and durability and superior acoustic performance through mirror-progressive pitch distribution

[0179] Advantageously, the proposed configuration of the tread pattern (1) of the tyre (200). i.e., the interconnected configuration of the grooves (6, 10) and blocks (2, 3, 4, 5), coupled with the semi-bridge (8), ensures the uniform transmission of forces across the tread, and thus prevents premature wear and improves overall tyre (200) stability applicable for mixed road applications (on-road / off-road). The tread pattern (1) with deep progressive blocks (2, 3, 4, 5) provides directional grip and traction, while the inclusion of hybrid grooves (9) and studs (7) addresses specific challenges such as heat dissipation, stone lodging, and rolling noise.The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment but are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.

[0180] TECHNICAL ADVANCEMENTS

[0181] The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a composite piercing tool that:

[0182] • enhance safety, durability, and comfort through a progressive multi-shaped rigid block pattern;

[0183] • provide better heat dissipation and improved biting power under heavy load and highspeed conditions;

[0184] • ensure uniform tread wear and extended tyre life by reducing shearing forces through semi-bridge tie bars connecting the tread blocks;

[0185] • facilitate self-cleaning configuration with strategically placed stone ejection studs to prevent stone lodging and belt damage;

[0186] • enhance rigidity, lower rolling noise, and improve driving comfort;

[0187] • evacuates mud, soft soil, and water through open shoulder blocks, enhancing off-road traction and performance;

[0188] • reduce noise through a mirror-image pitch distribution and optimized hybrid groove configuration, ensuring a quieter and more comfortable ride;

[0189] • minimize heat build-up and prolongs tyre life through groove geometry;

[0190] • prevent irregular wear by balancing load distribution with deep and uniform circumferential and transverse grooves;

[0191] • provide superior grip and traction on varying terrains, including rough roads, through an aggressive block pattern configuration;• resist cracks and cuts by optimizing groove depth, radius, and inclination angles for enhanced durability;

[0192] • facilitates air circulation within grooves for improved cooling and operational efficiency;

[0193] • offers a cost-effective and versatile configuration adaptable for both mixed road applications (on-road / off-road) while maintaining high performance and safety standards;

[0194] • ensures uniform pressure distribution across the tread width; and

[0195] • creates turbulence in air and facilitates heat dissipation.

[0196] The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0197] The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and / or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

[0198] The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.

[0199] The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher / lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

[0200] While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.

Claims

CLAIMS:

1. A tyre comprising a tread pattern (1) in a tread portion of the tyre, the tread pattern (1) comprising:a. a first block pattern (Bl) defining an asymmetric shape, said first block pattern (Bl) comprising a plurality of first tread blocks arranged progressively extending from a first shoulder region (A) to a second opposed shoulder region (A') of the tread portion;b. a second block pattern (Bl') defining an asymmetric shape, said second block pattern (Bl') comprising a plurality of second tread blocks arranged progressively extending from said first shoulder region (A) to said second opposed shoulder region (A') of the tread portion; andwherein said second block pattern (Bl') is a mirrored replica of said first block pattern (Bl) with respect to an axis extending in a circumferential direction (CC'), and wherein said first block pattern (Bl) and said second block pattern (Bl') are disposed adjacent to each other in the circumferential direction (CC'), in a repeating manner.

2. The tyre as claimed in claim 1, wherein said plurality of first tread blocks are arranged progressively such that each successive tread block of said first blocks is displaced along the circumferential direction (CC'), relative to an immediately preceding tread block to define an inclined block arrangement relative to the circumferential direction (CC').

3. The tyre as claimed in claim 1, wherein said first block pattern (Bl) includes:a. a first group of tread blocks (Pl, P2) comprising:i. a first shoulder block (2a) disposed in a first shoulder region (A); ii. a second shoulder block (2b) disposed in an opposed second shoulder region (A');iii. at least one intermediate tread block (3) disposed between the first shoulder block (2a) and the second shoulder block (2b), wherein eachsuccessive tread block of said first group (Pl, P2) is displaced along the circumferential direction (CC') relative to an immediately preceding tread block to define an inclined block arrangement relative to the circumferential direction (CC'); andiv. at least one transition tread block (5) disposed such that a direction of inclination of said first group of tread blocks (Pl, P2) changes at said transition tread block (5).b. a second group of tread blocks (P3) comprisingi. a third shoulder block (2c) disposed in either said first shoulder region (A) or said second shoulder region (A'); andii. a central block (4) configured to at least partially overlap over a central axis (X) that equally divides said tread portion in a width direction (WW), said central block (4) is displaced along the circumferential direction (CC') relative to said third shoulder block (2c) so as to define an inclined block arrangement relative to the circumferential direction.

4. The tyre as claimed in claim 3, wherein said first group of tread blocks (Pl, P2) includes a first pair of tread blocks (Pl) comprising said first shoulder block (2a) and said intermediate tread block (3), and a second pair of tread blocks (P2) comprising said second shoulder block (2b) and said transition block (5).

5. The tyre as claimed in claim 1, wherein said tread pattern (1) comprises first grooves (6) configured to run parallel to adjacent operative walls of said plurality of tread blocks extending from said first shoulder region (A) to said second opposed shoulder region (A') of the tread portion and thus separating two adjacent tread blocks in the circumferential direction (CC').

6. The tyre as claimed in claim 5, wherein said tread pattern (1) comprises first grooves (6) ending at both the first shoulder region (A) and second opposed shoulder region (A') of the tread portion forming an open shoulder region (206) for efficient evacuation of mud, water, and soft soil, enhancing off-road traction.

7. The tyre as claimed in claim 5, wherein said tread pattern (1) comprises second grooves (10) configured to interconnect two adjacent first grooves (6) and thus separating two adjacent tread blocks in a width direction (WWj.

8. The tyre as claimed in claim 1, wherein each of said first tread blocks is configured to define a hybrid groove (9) running between opposite walls of a respective tread block.

9. The tyre as claimed in claim 8, wherein each of said hybrid grooves (9) is configured to define a semi-open shoulder region (205) at its terminating end near the respective shoulder region (A or A'), said semi-open shoulder region (205) being defined by a widening of said hybrid groove (9) in the respective shoulder region (A or A') and by an extension of said widened hybrid groove (9) toward a downstream sidewall in a tapering manner.

10. The tyre as claimed in claim 8, wherein said hybrid groove (9) has different depths across different regions in at least one of said first tread blocks.

11. The tyre as claimed in claim 5, wherein said tread pattern includes a plurality of studs (7) configured to be integrated within said first grooves (6), projected in an upward direction from the base of the tread pattern (1) and configured to eject stone and debris from said first grooves (6).

12. The tyre as claimed in claim 1, wherein said tread pattern includes at least two semibridges (8), each of said semi-bridges (8) configured to connect operative side walls of adjacent tread blocks.

13. The tyre as claimed in claim 3, wherein said transition tread block (5) includes at least one notch (11) on its operative side wall.

14. The tyre as claimed in claim 5, wherein said first grooves (6) have a depth ranging between 17 mm to 24 mm, a width ranging between 15 mm to 22 mm and arcuate base radii ranging between 3 mm to 4 mm.

15. The tyre as claimed in claim 5, wherein said first grooves (6) having operative vertical walls being inclined at angles between 8° to 16° with respect to the axis perpendicular to the operative base of the tread portion.

16. The tyre as claimed in claim 8, wherein said hybrid groove (9) having a uniform depth of 5 mm in the shoulder block (2), a variable depth in the range of 3 mm to 6 mm aligned across adjacent tread blocks (3, 4, 5), a width in the range of 1.5 mm to 3 mm in each of said plurality of blocks.

17. The tyre as claimed in claim 12, wherein said semi-bridge (8) has a width in the range of 5 mm to 7 mm and a depth ranging between 17 mm to 24 mm.

18. The tyre as claimed in claim 11, wherein said studs (7) have a height ranging between 1 mm to 3 mm.

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