Improve Tire Performance on Wet Road Conditions

Anti-aquaplaning system for vehicles that uses compressed fluid to prevent wheel lift and improve traction on wet roads without the bulk, weight, and power consumption of high-pressure pumps. The system has an accumulator that stores compressed fluid and an injector to release it onto the road in front of the wheel. The compressed fluid provides high injection pressure and rapid response time for effective anti-aquaplaning performance. The accumulator compresses a gas like nitrogen to store the compressed fluid, eliminating the need for a high-pressure pump.

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Tire tread compounding and design for improved wet grip and chipping resistance on snow and wet roads at low temperatures. The tread has a lateral groove with deep depth that drains water well. The rubber composition uses an isoprene-based rubber and styrene-butadiene rubber mix to dissipate energy and prevent chipping. The rubber compound has a silica filler with small particle size and a silane coupling agent to improve dispersibility. The tread thickness, lateral groove depth, and brittleness temperature are optimized to balance wet grip and chipping resistance.

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Tire design with improved wet and dry performance. The tire has a tread profile with specific main groove width ratios to balance wet grip and dry steering stability. The outer shoulder main groove is wider than the inner center main groove. The inner shoulder main groove is wider than the inner center main groove. This configuration allows the center land portion to bulge towards the outer side, increasing ground contact pressure for better wet traction. The narrower inner center groove maintains rigidity for dry steering. The wider inner shoulder groove aids drainage.

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Rubber composition and cross-linked rubber with improved properties for tire applications. The rubber composition contains a specific copolymer made by cross-metathesis of cyclic alicyclic monomers like norbornene and cyclopentene, along with conventional fillers. This copolymer structure provides enhanced fracture resistance, wet grip, and reduced heat buildup compared to other cross-linked rubbers. The composition can be prepared by cross-metathesis polymerization followed by compounding with fillers.

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Pneumatic tire design with improved uneven wear resistance and wet traction. The tire has specific features in the shoulder and center regions. The center land portion has multiple center lug grooves with blocks between them. The middle land portion has multiple middle lug grooves, blocks, a notch on the center groove side of each block, and a middle sipe extending from the notch to the shoulder side. This configuration helps prevent uneven wear and improves wet traction by providing interconnected sipes and lugs that can channel water and provide biting edges.

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ABSTRACT Significant advancements in developing highperformance, sustainable tyre tread compounds have been achieved through the strategic integration of modified silica into carbon black (CB)/thermally exfoliated graphite hybrid filler systems. While benefits fillers such as CB, graphite, and are recognized, limited understanding their interaction mechanisms with polymer chains has hindered widespread adoption. This study investigates mechanical, thermal, dynamic mechanical properties an ecofriendly, green compound, focusing on both binary (CB/silica) ternary (CB, graphite/modified silica) The key aspect this research is utilization prepared by latex imprinting technique along epoxidized natural rubber (ENR) a compatibilizer to enhance between NR matrix. partial replacement CB thermally novel lateximprinted enhanced surface area provides excellent properties, low rolling resistance, improved wet grip, reduced heat buildup. porosity silica, coupled system, play crucial role reducing hysteresis, resulting resistance (0.0376), grip (0.0796), very buildup (13C). attribu... Read More

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Heavy duty tire with reduced rolling resistance and improved wet performance as the tire wears. The tire has a specific tread design with narrow grooves and sipes that suppresses rolling resistance increase due to wear. The narrow grooves have a radially inner enlarged width portion with wider groove width than the body. The sipes are shallower than the narrow grooves. This allows the enlarged width portion to remain as the body narrows and sipes disappear. It prevents wet performance degradation in the later stages of wear when the enlarged width portion is exposed. The tread has high styrene butadiene rubber and silica content to enable this design.

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Tire with improved dry, wet and snow performance by optimizing groove geometry for steering stability. The tire has a specific mounting direction relative to the vehicle, with innermost groove having equal wall angles on both sides and outer grooves having smaller inner wall angles. This enhances drainage and snow shedding from the innermost groove while maintaining steering stability on all surfaces. The smaller inner wall angles on outer grooves prevent excessive turning resistance on wet or snowy roads.

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A pneumatic tire with improved wet and snow performance by optimizing the tread pattern. The tire has alternating pairs of asymmetrically inclined main grooves extending from the ground contact edge to the equator. These form staggered land portions extending from the equator to the ground. The innermost blocks in each land have notches opening to the main groove connections, improving drainage. This pattern provides enhanced snow traction, braking, and wet grip compared to traditional symmetrical treads.

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A tire design with improved wet braking performance and steering stability while reducing rolling resistance compared to traditional tires. The tire has circumferential blocks separated by circumferential grooves. The blocks have chamfered edges at the inner and outer ends of the lateral grooves. These chamfered edges provide drainage channels for water evacuation during braking. The chamfer angles and relative sizes of the chamfers optimize wet performance and steering stability without excessive rolling resistance.

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Rubber composition for tire treads that balances wet traction, rolling resistance, and snow performance. It uses a specific combination of elastomers, fillers, resins, curing agents, and accelerators. The elastomer blend includes low-cis polybutadiene, functionalized styrene-butadiene rubber, and high-cis polybutadiene. Silica filler with a blocked mercapto silane coupling agent, hydrocarbon traction resin, and a substituted phenol aldehyde tackifying resin complete the composition.

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Rubber composition for tire treads that provides improved wet performance, rolling resistance, and snow traction compared to traditional tire tread compounds. The composition contains a specific blend of elastomers, fillers, resins, and curing agents. The elastomer blend includes a low styrene content SBR with a low glass transition temperature, along with polybutadiene. The SBR has functional groups for improved adhesion to silica filler. The composition also contains a blocked mercapto organosilane coupling agent for better silica bonding. This combination provides a balance of wet traction, rolling resistance, and snow traction for all-season and winter tires.

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Tire tread rubber composition that improves wet braking, wear, and snow braking performance while maintaining fuel efficiency. The composition contains specific amounts of liquid polybutadiene, aluminum hydroxide, and vulcanizing agent relative to the total rubber. Using these optimized levels provides a tire compound that dramatically enhances wet grip, wear resistance, and snow traction compared to conventional rubber formulations.

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<div>This study introduces an innovative intelligent tire system capable of estimating the risk total hydroplaning based on water pressure measurements within tread grooves. Dynamic represents important safety concern influenced by depth, design, and vehicle longitudinal speed. Existing systems primarily assess using wedge effect, which occurs predominantly in deep conditions. However, shallow water, is far more prevalent real-world scenarios, effect absent at higher speeds, could make existing unable to reliably risk. Groove flow a key factor dynamics, it governed two mechanisms: interception rate pressure. In both cases, groove will increase as result increasing speed for constant depth. Therefore, grooves also approaches critical Unlike conventional systems, proposed design utilizes amplitude shape measured signals from Experimental results indicate that peak increases with hydroplaning. Furthermore, overall signal be By addressing limitations current offers robust solution real-time estimation across diverse driving conditions.</div>

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Tire rubber composition and pneumatic tire with significantly improved overall performance in terms of wet grip and fuel economy. The rubber composition has a tan delta vs temperature curve with a peak tan delta and half width satisfying a specific relationship (0.025 or greater). This curve shape provides both enhanced wet grip due to the high peak tan delta and improved wet grip and fuel economy due to the sharp curve. The composition can contain modified BR, silica, silane coupling agents, wax, antioxidants, oil, zinc oxide, sulfur, and accelerators.

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To investigate the influence of pavement texture on tire hydroplaning, this study utilized laser scanning to capture surface characteristics three asphalt mixturesAC-13, SMA-13, and OGFC-13across fifteen rutting plate specimens. Three-dimensional (3D) models were reconstructed incorporate realistic data. Finite element simulations, employing fluid-structure interaction explicit dynamics in Abaqus, conducted model tire-water-pavement interactions. The results indicate that anti-skid performance ranks as OGFC > SMA AC. However, despite exhibiting comparable metrics (e.g., pendulum friction value mean depth), OGFCs superior uniformity significantly better hydroplaning resistance. Additionally, tread depth critically influences speed. A novel Anti-Slip Comprehensive Texture Index (ACTI) was proposed evaluate uniformity, providing a more comprehensive assessment performance. These findings underscore importance enhancing safety under wet conditions.

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Tire tread design that maintains ride comfort and wet performance as the tread wears. The tread has a main groove with recessed sections that push water away from the tire contact patch. The recessed sections have a specific ratio of depth to groove width when worn versus new. The ratio is 1.05-1.40 for sea ratio and 0.95-1.04 for hardness ratio. This prevents excessive wear and keeps ride comfort and grip as the tread wears. The recessed sections are alternating on the groove walls. The tread also has a specific rubber composition that changes less with aging.

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Heavy duty pneumatic tire with improved wet traction and wear resistance. The tire has a zigzagging crown circumferential groove and a zigzagging shoulder circumferential groove. Adjacent crown lateral grooves connect the crowns to shoulders. The crown blocks have smaller sub-grooves with fewer, shorter transverse grooves compared to the wider lateral grooves. This configuration provides enhanced wet traction from the zigzagging main grooves, while the smaller sub-grooves prevent excessive wear.

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Modifying conjugated diene-based polymers like styrene-butadiene rubber (SBR) to improve properties like wet grip, low rolling resistance, and processability. The modification involves reacting the polymer with a specific modifier containing a functional group derived from a compound represented by formula 1: R1-R6 are alkoxy groups, A is an arylene or heteroarylene ring, and L1-L4 are alkylene chains. The modifier has affinity with fillers like silica and improves compounding properties.

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Rubber composition for tires that provides improved wet grip, wear resistance, and low heat degradation compared to conventional tire rubbers. The composition contains specific amounts of silica, surface-treated aluminum hydroxide, styrene-butadiene copolymer, liquid SBR, tackifier resin, and optionally a silane coupling agent. The silica has a nitrogen adsorption specific surface area (N2SA) of 100-300 m2/g and a N2SA/CTAB specific surface area (SSA) of 1.10 or less. The surface-treated aluminum hydroxide improves wet grip. The styrene-butadiene copolymer with high styrene content provides wear resistance. The liquid SBR with high vinyl content and unmodified tackifier resin enhance wet grip. The composition also contains a sil

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Rubber composition for tires with enhanced wet grip performance, strength, and tensile properties. The composition contains a diene rubber, silica, and a silane-modified resin with a modulus of 700-1200 MPa and melting temperature of 110-140°C. The silane-modified resin improves silica dispersion and rubber matrix interaction compared to conventional silanes.

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Tyres for vehicles with improved grip, wear resistance, and low weight. The tyres contain a rubber matrix with functionalized carbon nanoparticles like graphene and carbon nanotubes. The functionalization improves dispersion of the carbon nanoparticles in the rubber. This provides better grip, structural and chemical properties, and abrasion resistance compared to unfunctionalized carbon nanoparticles. The functionalization involves treating the carbon nanoparticles with chemicals like nitric acid to modify their surface.

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Vehicle control system and method that accurately estimate tire slip limits and maintain tires in the elastic slip state for improved traction and stability. The system estimates tire stiffness and road friction based on vehicle dynamics like speed, acceleration, and torque. It then calculates the adhesion limit driving force for each tire. By controlling the drive source and brakes to keep tire forces below this limit, the tires operate at a constant slip angle. This prevents excessive slippage or locking that can lead to instability. The estimated tire properties also account for factors like load changes and attitude to improve accuracy.

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Pneumatic vehicle tires with improved wet grip and better transmission of tractive force as the tread wears. The tires have treads with profile ribs having sipes that extend parallel to each other. The depth of the main portion of each sipe is less than the depth of the edge portion that leads into the cavity between the rib and groove. This configuration allows good wet grip as the depth of the main sipe portion reduces with wear, while still maintaining stiffness from the wider cavity portion.

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Rubber composition for tires with improved wet grip and ice grip performance. The composition contains a specific diene rubber with a weight average molecular weight of 5,000 to 50,000 and a unique structure. The rubber has a high mol % of 1,2-bonds in the butadiene units, but also contains specific structural units represented by the formula (1). This composition, when crosslinked, provides tires with enhanced wet grip and ice grip properties compared to traditional rubber compounds.

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Pneumatic tire design that improves both wet and dry steering stability without compromising one over the other. The tire has outer side profiles with multiple curved lines of different shapes between the tire edges. This reduces the difference in ground contact pressure between the edges and center. This balances wet steering benefit from better drainage with dry steering by distributing force more evenly. The inner side profile can have 1 or more curved lines.

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Polydiene rubbers with improved properties for tire applications, made by polymerizing diene monomers with functionalized comonomers containing alkoxy silyl groups. The functionalized comonomers have repeating units derived from the functionalizing comonomer. The functionalized rubber polymers have better interactions with fillers and improved tire properties compared to non-functionalized diene polymers.

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Predicting road surface operating conditions like friction for improved vehicle control and safety. It uses a combination of shared vehicle fleet data and real-time sensor readings to generate personalized friction models for individual vehicles. The shared model is created by a remote server based on sensor data from many vehicles. Each vehicle then uses the shared model along with its own readings to predict upcoming friction. This provides more accurate friction estimates compared to just using real-time sensors. The shared model enables leveraging fleet-wide experience to improve friction prediction for individual vehicles.

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Rubber composition for tire treads that provides improved wet grip and rolling resistance compared to conventional rubber compositions. The composition contains specific ratios of styrene-butadiene rubber (SBR), ethylene-propylene-diene rubber (EPDM), silica, and zinc oxide. The composition also has a specific styrene content in the SBR, vinyl content in the SBR, and glass transition temperature (Tg) of the SBR. Cross-linking the composition improves wet grip and maintains rolling resistance compared to cross-linking conventional rubber compositions.

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Pneumatic tire with improved wet grip and noise reduction compared to conventional tires. The tire has a tread design with a specific pattern layout and feature sizes. The tread has an outer main circumferential groove extending around the tire circumference. The main groove has multiple circumferential main grooves spaced apart by circumferential land portions. The tread also has multiple lateral grooves extending between adjacent circumferential main grooves. The lateral grooves have multiple lateral land portions between them. The main grooves have a maximum depth greater than the lateral grooves. The lateral grooves have a maximum width greater than the circumferential main grooves. The circumferential main grooves have a maximum width greater than the lateral land portions. This tread layout with specific dimension relationships improves wet grip and steering stability while also reducing noise compared to conventional tires with different tread patterns.

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Rubber composition for tire treads that provides improved wet performance while maintaining snow and wear characteristics. The composition contains specific amounts of polybutadiene, styrene-butadiene rubber, silica, organosilane coupling agent, processing oil, resins, and curing agents. The rubber formulation balances wet traction, snow traction, and wear resistance through the selected rubber components and curing package.

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Additive composition for improving properties of silica-filled rubber compounds in tires, such as fuel economy, traction, and wear resistance. The composition comprises a reaction product of fatty acid and polyamine. It is added to silica-filled rubber compounds, like tire treads, at low parts per hundred (phr) levels. The additive enhances silica dispersion and reduces payne effect, without affecting key rubber properties like viscosity, scorch, hardness, tensile strength, elongation, abrasion, and modulus. This enables improved tire performance, including lower rolling resistance, enhanced winter/dry traction, and better dry handling, without compromising other properties.

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Polysaccharide-elastomer masterbatch for making reinforced rubber compositions with reduced water content. The masterbatch is made by mixing a polysaccharide dispersion with an elastomer latex and then coagulating and drying the mixture. This avoids adding water during masterbatch production, allowing lower water content in the final rubber compound. The polysaccharide provides reinforcement and reduces rolling resistance compared to carbon black. The masterbatch can be used in applications like tires, belts, footwear, coatings, etc.

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A tire with a tread pattern that improves wet performance while reducing noise compared to conventional tires. The tread has sipes in the middle regions instead of lug grooves, but chamfered surfaces extend further circumferentially than widthways. This provides more edge contact for grip, longer chamfered edges for drainage, and shorter chamfered edges for noise reduction. The different length chamfered edges balance wet traction and noise suppression.

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Tire tread design that improves rolling resistance while maintaining wet grip and reducing maximum lateral force for vehicles like SUVs and vans. The tread has a center section with a different rubber composition compared to the shoulder sections. The center rubber has lower storage modulus at 1% strain and higher glass transition temperature compared to the shoulder rubber. This allows lower rolling resistance and improved wet grip without sacrificing maximum lateral force. The center rubber composition can contain a styrene/alpha-methylstyrene copolymer resin.

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Rubber composition for truck tires with improved rolling resistance and wet grip while maintaining wear resistance. The composition contains 70-95 phr of polyisoprene and 5-30 phr of a low Tg SBR functionalized for silica coupling. It also has 40-80 phr of predominantly silica filler. This combination provides a balance of wear, wet, and rolling resistance properties for reduced environmental impact and safety in truck tires.

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Rubber composition for tire treads that improves mechanical properties, wet and snow performance, cornering coefficient properties, and/or wear performance. The composition contains natural or synthetic rubber, a high surface area silica filler, and a specific polysulfide polymer. The polysulfide has a formula with a thioplast group connected to a polymer chain. The polysulfide amount is 1-20 phr. This composition provides balance of tire properties like stiffness, grip, and wear compared to traditional rubber compounds.

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Functionalizing polydiene polymers like styrene-butadiene rubber (SBR) by modifying the backbone using silylating grafting agents. The grafting agents are synthesized by reacting siloxanes, compounds with a vinyl group and substituent, and a catalyst. The grafting agents are then used to hydrosilylate the polymer post-polymerization, incorporating multiple functional groups on the backbone. This improves properties like rolling resistance, wet traction, and filler interaction.

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Tire with improved drainage performance as tire wear progresses. The tire has multiple circumferential main grooves on the tread surface. The main grooves have a unique shape with a stepped profile. The stepped profile has a shallower section near the tread edge that transitions to a deeper section further inward. This design helps prevent water from accumulating in the shallower section as wear reduces the tread height. The deeper section provides adequate drainage even with reduced tread depth. This prevents hydroplaning and improves wet grip as the tire wears.

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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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