Wet Road Grip for Tire Safety

Tire tread design with improved wet grip and hydroplaning resistance without sacrificing handling. The tread has circumferential ribs with transverse grooves and sipes. The transverse features are arranged in regular pitches on the ribs. Near the center, just the sipes extend into the circumferential grooves. Further out, both sipes and wider grooves extend. The groove width increases continuously. This provides better drainage without compromising rigidity as much as wider, deeper grooves.

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Radial tire for cargo vehicles that improves dry grip without sacrificing wet performance. The tire has a unique crown pattern with features like main position sipes, side grooves, semi-closed areas, and open areas. The sipe depth is less than 1.2mm to enhance dry grip. The pattern design provides improved longitudinal rigidity to prevent slippage during acceleration without compromising wet traction. The semi-closed areas and openings between the sipes and grooves help evacuate water for better wet handling. The tire also has bosses in the grooves that lock together to improve grip.

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A new pattern design for tires to improve grip and wear performance on electric vehicles. The tire has longitudinal grooves, transverse steel sheets, and second pattern blocks. The grooves, sheets, and blocks divide the tread into first pattern blocks. Steel sheets are distributed around each block. This configuration provides higher grip and wear compared to conventional tires, especially for electric vehicles with instant torque and heavy loads.

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A pneumatic tire with improved wet and dry performance by modifying the sipe design. The tire has blocks with sipes and depressions on the sipe walls. The depressions are in the tire radial direction and change volume in the axial direction. This configuration enhances water evacuation in wet conditions while maintaining block rigidity for better dry traction. The depressions provide drainage channels that prevent water accumulation in the sipes, improving wet grip. They also allow the sipe walls to flex more for better dry traction.

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Pneumatic tire with blocks having sipes extending from the tread surface into the bottom of the tire. The tire has a first groove below the shoulder region that faces the bottom of the tire. This sub-sipe feature provides additional grip and edge reinforcement compared to regular sipes that only extend to the tread surface. The sub-sipes extend deeper into the tire for improved performance on wet and snowy roads. The tire also has a molding die with sipe blades that can create the sub-sipes during tire production.

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All-season high performance tire pattern with improved wear resistance and traction. The pattern has a central block with separate steel sheets forming a disconnected spacing structure to increase rigidity and wear resistance. The central block also has connected steel plates forming a multi-corner structure for better road contact and traction. This combination of disconnected spacing and connected corners improves wear and grip for all-season high performance tires.

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All terrain (AT) tire with improved snow traction performance that balances off-road capability, wet road grip, and snow performance. The tire has a tread with circumferential and transverse grooves dividing it into blocks. The blocks have steel grooves with inconsistent depths. The steel groove depths are labeled a, b, and c. The depths satisfy a relationship where a < b < c. This arrangement provides rigidity for off-road and wet performance in the shallower grooves (a and b) while deeper grooves (c) enhance snow traction.

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Tire tread design with sipes that maintain performance as the tire wears. The tread has sipes with three different depths, forming three levels in the tread blocks. The shallowest sipes are at the top level and the deepest sipes are at the bottom level. This allows the sipes to maintain their biting edges and void volume as the tread wears down, improving wet and snow traction over the life of the tire. The staggered depth levels also prevent damage or tearing when the mold is removed from the tread during manufacturing.

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Winter tire tread formulation with good cold-weather performance and excellent traction on wet, snow-covered, and icy roads. The tread uses a combination of high and low Tg elastomers with silica and carbon black fillers. The elastomers are solution SBR, emulsion SBR, and cis-polybutadiene rubber. The silica has reduced coupling agent levels and increased silanization times to improve hysteresis and abrasion resistance. The tread can also contain vegetable oil extension of the elastomers for further cold weather flexibility.

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Car tire design allows high performance on track while maintaining safety on wet roads. The tread has a narrow central region and a wide shoulder region. The shoulders have wide, deep grooves for track traction. The central region has ribs and lacks grooves for dry handling. The shoulders also have annular sections without grooves to maintain stiffness. This balance allows high torque transfer on track while minimizing hydroplaning on wet roads.

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Tires with an improved sipe design that enhances wet and dry performance without sacrificing wear resistance. The sipes have chamfered edges and raised bottoms. The chamfers are shorter than the sipe length and overlap slightly. The maximum depth of the chamfered portion is between 0.2 to 0.5 times the sipe depth. The sipe width is constant from the chamfer end to the groove bottom. This design balances wet traction from the chamfers and dry stability from the sipe. It also maintains sipe rigidity and wear resistance.

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Pneumatic tire with reduced rolling resistance and improved wet traction by using longitudinal grooves with narrowed bottoms. The grooves have an open structure at the top for drainage, but narrower bottoms to prevent stones entering and punctures while maintaining rigidity compared to fully open grooves. This balances the conflicting requirements of drainage vs rolling resistance.

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Tire tread compositions that improve wet traction without sacrificing rolling resistance and wear. The compositions use functionalized polymers like butyl rubber and ethylene-propylene-diene terpolymer as additives. The functionalization involves adding sulfur and other compounds to modify the polymer properties.

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A tire with a multilayer tread design that maintains grip on wet surfaces even when worn to legal limits. The tread has an intermediate layer between the base and outer layers. The modulus ratio between the base and intermediate layers is 7-25. The viscoelastic loss ratio between the intermediate and outer layers is at least 30%. The radial thickness ratio between the outer and intermediate layers is 3-10. By optimizing the properties of these three layers, the tire keeps wet grip performance as it wears. The intermediate layer properties transition between the base and outer layers to maintain key performance.

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A high-grip wear-resistant silent new energy tire with improved quietness, wear resistance, and grip compared to conventional tires. The tire has symmetrically arranged longitudinal grooves and silent pattern blocks on the crown. The inner sides of the grooves have silent blocks. Cross-symmetrically arranged silent blocks are also between the grooves. The shoulders have horizontal thin grooves with inclined inner sides. This configuration improves wet grip, wear resistance, and reduces tire noise.

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Tire rubber compositions that simultaneously improve wet grip performance and fuel economy in tires. The compositions have a specific shape of the tan δ versus temperature curve with a high peak and sharp shape. The key ratio is peak tan δ divided by half width ≥ 0.025. This is achieved by using rubber and polymer components that are pre-mixed based on similar SP values to enhance compatibility and performance.

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Rubber composition for tires that can achieve improved wet grip performance without sacrificing hardness. The composition contains a diene rubber and silica. The silica has a value of Dm/Rg of 0.20 nm−1 or more, where Dm is the mass fractal dimension of the silica aggregate and Rg is the inertia radius of the aggregate.

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Rubber composition for tires that enables improved wet grip and rolling resistance performance, which are conflicting properties. The rubber composition contains diene rubber and silica with a silica surface modified with alkylalkoxysilane. The key aspect is that the vulcanized rubber exhibits a high change rate of silica aggregate distance when deformed, calculated as V50/V0. This indicates a high deformation following the property of the rubber polymer chains around the silica aggregates. A V50/V0 ratio of 1.30 or more, preferably 1.32 or more, enables achieving both improved wet grip and rolling resistance.

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A tire with improved wet grip performance and chipping resistance. The tire has a specialized tread design with lateral grooves that do not open into circumferential grooves. The tread rubber composition uses a combination of isoprene and styrene-butadiene rubber along with a small particle-size silica filler and silane coupling agent. The rubber layer also has a low brittleness temperature.

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Rubber compounds for heavy-duty truck and bus tire treads provide reduced rolling resistance and improved wet skid resistance and wear compared to conventional tire tread compounds. The rubber compounds contain a blend of long-chain branched cyclopentene ring-opening rubber (LCB-CPR) along with natural rubber (NR) and/or polybutadiene rubber (BR), reinforcing fillers, and process oil.

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