Abstract: A tire comprises at least first and second working plies (16, 18) respectively comprising first and second reinforcing elements (50, 52) in which at least one of the following relationships is satisfied: ?3324×E1+3650?(D14×d1×1000)/E1??3998×E1+4547??(I) ?3324×E2+3650?(D24×d2×1000)/E2??3998×E2+4547??(II) where D1, D2 are the diameter of each reinforcing element (50, 52) made up of a metallic monofilament (66, 68), with D1 and/or D2 ranging from 0.25 to 0.38 mm, d1, d2 are the density of the reinforcing elements (50, 52), expressed in monofilaments per decimetre, and E1, E2 are the mean thickness of the working ply (16, 18), expressed in mm.

Abstract: A tire (10) for driving on ice, comprising: a tread (20) having a rolling surface with a groove, a stud (30) with a part (31) thereof projecting from the rolling surface and having a minimum cross section Sm; a conduit (200-205) that forms, on the rolling surface of the tire, two opposing edges (211, 221; 212, 222; 213, 223), the conduit opening into the groove and/or onto a lateral face of the tread; wherein, for each stud, the sum of the mean cross sections Sn of the conduits, each mean cross section Sn being measured at right angles to one of the opposing edges formed by the conduit, is greater than or equal to half the minimum cross section Sm of that part of the stud that projects from the tread.

Abstract: A tire having a tread with a novel groove structure for enhanced wet and snow traction is provided. The groove includes an upper portion and a lower portion that can provide enhanced wet and snow traction over various stages of tread wear without unnecessary compromise to the tread rigidity. The lower portion includes one more voids for the accumulation and/or evacuation of fluids.

Abstract: A tire (10) for driving on ice, comprising: a tread (20) having a rolling surface configured to come into contact with the ground when the tire is rolling along; at least one stud (30) having a longitudinal axis (A-A), a part of the stud projecting from the rolling surface, the intersection between the stud and the plane tangential to the portion of the rolling surface around the stud forming a contour C, that part of the stud that projects from the rolling surface having a minimum cross section Sm, Sm corresponding to the smallest cross section of the said part in any plane containing the radial direction that passes through the point of intersection between the longitudinal axis of the stud and the plane tangential to the portion of the rolling surface around the stud; at least one recess (200) in the tread forming, on the rolling surface, a contour G, the recess being associated with the stud in that the minimum distance D between the contours C and G is less than or equal to 1 cm; in which, for each stud,

Abstract: A tire with certain tread features and a method for manufacturing the tread for such a tire are provided. More particularly, a tire and method for manufacturing a tire having a tread portion with sipes that can be of minimal thickness and varying geometries, densities, and profiles may be provided. The sipes can also be hidden until after a period of tread wear has occurred.

Abstract: A tire tread having a plurality of ribs delimited by cut-outs, each having a generally parallelepipedal shape and having a length (L) and a width (W), the width (W) being determined between a first lateral face and a second lateral face of the rib, the width (W) being less than the length (L), at least one rib having at least one cavity placed inside the rib, the cavity extending mainly in the length (L) of the rib. The tread having an incision extending mainly in the length (L) of the rib, the incision emerging on the first lateral face of the rib and the incision emerging in the cavity while forming an opening, the length (Lo) of the opening determined in the length (L) of the rib corresponding at least to 80% of the length (Lc) of the cavity determined in the length (L) of the rib.

Abstract: A tire (10) for driving on ice, comprising: a tread (20) having a rolling surface with a groove, a stud (30) with a part (31) thereof projecting from the rolling surface and having a minimum cross section Sm; a conduit (200-205) that forms, on the rolling surface of the tire, two opposing edges (211, 221; 212, 222; 213, 223), the conduit opening into the groove and/or onto a lateral face of the tread; wherein, for each stud, the sum of the mean cross sections Sn of the conduits, each mean cross section Sn being measured at right angles to one of the opposing edges formed by the conduit, is greater than or equal to half the minimum cross section Sm of that part of the stud that projects from the tread.

Abstract: Stud (30) for a tire (10), the tire comprising a tread (20) made of rubber mix, the stud having an axis (A-A) and two axial ends and comprising: a first part (60) configured to come into contact with the ground when the stud is fitted to the tire and the tire is rolling along the ground, this first part being positioned at one of the axial ends of the stud; a head (70) configured to anchor the stud into the tread of the tire, the head being positioned at the other axial end of the stud; and a body (80) connecting the said first part and the head of the stud, the mean diameter of the body being smaller than the mean diameter of the head of the stud, these diameters being measured at right angles to the axis of the stud; in which the head comprises at least one recess (100) opening onto the surface of the head, the recess being configured to be filled with rubber mix of the tread so as to provide additional anchorage for the stud in the tread.

Abstract: A tire (10) for driving on ice, comprising: a tread (20) having a rolling surface configured to come into contact with the ground when the tire is rolling along, and two lateral faces (27), this tread comprising at least one groove (25, 26) in the rolling surface; at least one stud (30) having a longitudinal axis (33), a part (31) of the stud projecting from the rolling surface, the intersection between the stud and the plane tangential to the portion of the rolling surface around the stud forming a contour C, that part of the stud that projects from the rolling surface having a minimum cross section Sm, Sm corresponding to the smallest cross section of the said part in any plane containing the radial direction that passes through the point of intersection between the longitudinal axis of the stud and the plane tangential to the portion of the rolling surface around the stud; at least one conduit (200-205) that forms, on the rolling surface of the tire, at least two opposing edges (211, 221; 212, 222; 213, 22

Abstract: Tire treads having one or more repeating pitches, each repeating pitch comprising individual pitches having tread blocks with sipes formed therein and each pitch having a pitch length of between 15 mm and 35 mm. Such treads may also have a weighted average sipe density Dw of between 10 mm?1 and 37 mm?1, which is determined through the disclosed Eq. 2 below. The tread blocks are also formed from a rubber composition based upon a diene elastomer, a plasticizing system and a cross-linking system, wherein the rubber composition has a glass transition temperature of between ?40° C. and ?15° C. and a shear modulus G* measured at 60° C. of between 0.5 MPa and 1.1 MPa.

Abstract: This invention relates generally to tires having treads that have a configuration and/or properties for providing suitable snow and dry traction, and, more specifically, to a tire that has a tread that has a maximum value for sipe density in the contact patch, a minimum value for lateral groove density in the contact patch, and a minimum value for the longitudinal contact surface ratio. In certain embodiments, the pitch length of pitches or repeating units of tread geometry along the circumferential direction of the tire is within a certain range and the tread depth is below a specified value. Tires with treads having a configuration that falls within these design parameters exhibit a desirably good level of snow and dry traction.

Abstract: This invention relates generally to tires having treads that have a configuration and/or properties for maintaining hydroplaning performance, dry braking performance and improved wear resistance, and, more specifically, to a tire that has a tread that N has a variable sipe density, i.e a higher sipe density in its central portion and a lower sipe density in its shoulder portions, as well as a round crown with a predetermined inflated profile droop. Another embodiment of the present invention further includes the addition of a member that provides more structural stiffness across the crown of a tire, such that better compromises between hydroplaning, dry braking, and wear performances can be obtained.

Abstract: A tire having a tread with a novel groove structure for enhanced wet and snow traction is provided. The groove includes an upper portion and a lower portion that can provide enhanced wet and snow traction over various stages of tread wear without unnecessary compromise to the tread rigidity. The lower portion includes one more voids for the accumulation and/or evacuation of fluids.

Abstract: A tire with certain tread features and a method for manufacturing the tread for such a tire are provided. More particularly, a tire and method for manufacturing a tire having a tread portion with sipes that can be of minimal thickness and varying geometries, densities, and profiles may be provided. The sipes can also be hidden until after a period of tread wear has occurred.

Abstract: The present invention provides a tire tread having a configuration and material properties that improve wet traction. In particular, the tread has a specified minimum threshold for chamfer density and a maximum level of complex shear modulus for the material that constitutes the tread in order to optimize the road friction coefficient (p) a tire tread experiences during a wet braking event. This results in better wet traction and a shorter stopping distance during the braking event.

Abstract: A novel design for a high-speed tire tread is provided that gives improved performance in both water and snow conditions. The tread region of the tire uses transversely-oriented grooves that each extend in a novel manner across the width of the tread region. There are no grooves or other tread features that provide substantial fluid communication between the transversely-oriented grooves.

Abstract: A tire tread having a plurality of ribs delimited by cut-outs, each having a generally parallelepipedal shape and having a length (L) and a width (W), the width (W) being determined between a first lateral face and a second lateral face of the rib, the width (W) being less than the length (L), at least one rib having at least one cavity placed inside the rib, the cavity extending mainly in the length (L) of the rib. The tread having an incision extending mainly in the length (L) of the rib, the incision emerging on the first lateral face of the rib and the incision emerging in the cavity while forming an opening, the length (Lo) of the opening determined in the length (L) of the rib corresponding at least to 80% of the length (Lc) of the cavity determined in the length (L) of the rib.

Abstract: A method for producing a mold lining (G) intended for the manufacture of tires comprising tread blocks that have incisions in them and studs. A mold lining is produced by positioning lamella (L1, L2, L3, L4, L5, L6) of substantially equivalent shape and length on the parts of the lining (G) that are intended to mold the rubber blocks. In a next step, the material of the lining (G) and of the lamella (L1, L2, L3, L4, L5, L6) contained in a cylindrical space located at each of the sites intended to accept pins capable of molding the housings for the studs is removed radially, and an insert supporting a pin is positioned in the hole obtained beforehand.

Abstract: A tire with improved snow performance and dry braking performance is provided that has at least one lateral groove with a chamfer found where the groove intersects the circumference of the tire. In some cases, a second chamfer is found opposite first chamfer on the groove. In most cases, a plurality of similarly configured lateral grooves with chamfers is found along the circumference of the tire. Typically, the width of the lateral groove is approximately 2 to 4 mm, and preferably between 2.6 and 3.6 mm. Also the angle the chamfer forms with the tangent of the circumference of the tire may be approximately 45 degrees. The angle the sweep path of the lateral groove forms with the lateral direction of the tire ranges from approximately 0 to 45 degrees.