The invention relates to rubber comprised of a reaction product of at least one diene-based elastomer, branched polyethylenimine oligomer and filler reinforcement comprised of at least one of rubber reinforcing carbon black and precipitated silica. The invention further relates to a tire with a component comprised of such rubber composition.

In a tire, a tread includes a cap layer forming a part of the outer surface of the tire, an intermediate layer disposed inwardly of the cap layer in the radial direction, and a base layer disposed inwardly of the intermediate layer in the radial direction. A loss tangent of the intermediate layer at 30° C. is less than a loss tangent of the cap layer at 30° C., and a loss tangent of the base layer at 30° C. is less than the loss tangent of the intermediate layer at 30° C. An outer end of the cap layer is disposed outwardly of an outer end of the base layer in the axial direction. In the radial direction, a position of the outer end of the cap layer coincides with a position of the outer end of the base layer, or the outer end of the cap layer is disposed inwardly of the outer end of the base layer.

[Technical Field] The present invention relates to a wheel deformation mechanism and a structure of a vehicular shock-absorbing device using the mechanism. [Technical Problem] In the conventional suspension device, there are problems that a vibration damping effect for an in-wheel motor vehicle is too low to alleviate an impact on the wheel and that a mounting space is required on the vehicle body side. There is a problem that since the conventional tire is poor in ability to absorb distortion of a contact patch caused by turning, the contact patch of the wheel is subjected to horizontal friction at the time of direction change. [Solution] An expansion and contraction mechanism as shown in FIG. 1 that connects two rotors and a band-shaped tread by a movable arm is incorporated in a wheel, [Main Use of Invention] The vehicle wheel is expanded and contracted by a rotation speed difference between the two rotors so as to control the posture of the vehicle body.

[Technical Field] The present invention relates to a wheel deformation mechanism and a structure of a vehicular shock-absorbing device using the mechanism. [Technical Problem] In the conventional suspension device, there are problems that a vibration damping effect for an in-wheel motor vehicle is too low to alleviate an impact on the wheel and that a mounting space is required on the vehicle body side. There is a problem that since the conventional tire is poor in ability to absorb distortion of a contact patch caused by turning, the contact patch of the wheel is subjected to horizontal friction at the time of direction change. [Solution] An expansion and contraction mechanism as shown in FIG. 1 that connects two rotors and a band-shaped tread by a movable arm is incorporated in a wheel, [Main Use of Invention] The vehicle wheel is expanded and contracted by a rotation speed difference between the two rotors so as to control the posture of the vehicle body.

An aircraft tire comprises a tread (2), having an axial width L, which comprises a middle portion (3) having an axial width L.sub.C at least equal to 50% and at most equal to 80% of the axial width L of the tread and consisting of a middle rubber composition, and two lateral portions (41, 42), positioned axially on either side of the middle portion (3), each having an axial width (L.sub.S1, L.sub.S2) at least equal to 10% and at most equal to 25% of the axial width L of the tread and each consisting of a lateral rubber composition. The middle rubber composition comprises in particular from 25 to 85 phr of a tin-functionalized butadiene and styrene copolymer and from 15 to 75 phr of isoprene elastomer, and at least one lateral rubber composition is different from the middle rubber composition.

A racing tire comprising a tread having a new tread thickness of no greater than about 0.375 inch. The tread defines a running surface that includes a first circumferential portion of a first rubber compound and a second circumferential portion of a second rubber compound situated adjacent one another. The first rubber compound has a greater stiffness than the second rubber compound so as to provide the tread with greater wear resistance along the first circumferential portion, and the second rubber compound provides the tread with greater traction along the second circumferential portion. The tread may be substantially free of a tread pattern. The second rubber compound may have a greater DIN abrasion value than the first rubber compound. The second rubber compound may have a higher tan delta at 100° C. and/or a higher J″ traction value than the first rubber compound.

A tread made of rubber-like material for a tire for winter travel having a plurality of blocks of a height H, each block comprising a contact face designed to come into contact with the ground when the tire travels and at least one lateral face, said lateral face being covered by a layer of covering material over at least 50% of the surface thereof, and a leading zone designed to come into contact first with the ground when the tire travels, and said block has an oblique direction of extension (J) such that the leading zone of said block is a leading corner, and a part which is not covered by the covering material, said covering material having a modulus of elasticity which is greater than the modulus of elasticity of the rubber-like material forming the block, said uncovered part extending from the leading corner over at least ⅓ of the height H of the block.

A method of manufacturing a tread band includes providing a mold having one or more protrusions extending outward in a first direction away from a bottom surface of the mold. At least a first one of the protrusions includes a tip feature extending outward in the first direction. Rubber material is introduced into the mold. A first surface of the rubber material opposite the bottom surface covers the tip feature. The rubber material is compressed into the mold. The compressed rubber material covers the tip feature. The mold is released from the rubber material to form a tread band. The tread band has one or more grooves in a second surface opposite the first surface. The one or more grooves correspond to the one or more protrusions in the mold. A first groove corresponding to the first protrusion includes a vent corresponding to the tip feature in the mold.

Provided is a rubber composition for tires having low tan δ at approximately 60° C. and excellent fracture energy at approximately 25° C. Included is a rubber composition for tires, containing a rubber component including an isoprene-based rubber, the rubber composition having a correlation length Ξ.sub.b of 55 nm or less as determined by fitting the following Equations 1 to 6 to a scattering intensity curve I(q) obtained by X-ray scattering analysis or neutron scattering analysis: $\begin{array}{cc}{I}_{\left(q\right)}=\frac{A}{1+q^2{\xi }^2}+\frac{B}{{\left(1+q^2{\Xi }_b^2\right)}^2}+\frac{C}{{\left(1+q^2{\Xi }_c^2\right)}^2}& (\mathrm{Equation}\end{array}$

A tire tread includes a silica bar extending in a tire circumferential direction. An upper part of the silica bar is exposed to a cap tread so as to contact the road. The tire tread improves grip performance on wet roads, thereby offering a tire suitable for high-speed driving.