An adaptive tire traction control system for motor vehicle tires for grip enhancement and rolling friction reduction. The tire surface area is radially divided into multiple zones, in the three zones configuration the tire is composed of an outer shoulder, centre and inner shoulder. The outer shoulder is equipped with a plurality of studs to increase the traction when vehicle is on icy or muddy surfaces. The centre part is made of low friction rubbers for the normal operation to increase fuel economy and lengthen the tires life, and reduced rolling noise. The inner shoulder is equipped with high grip rubber to provide better grip in case of emergency braking. In one embodiment, the tilting mechanism of the tire traction system can be connected to the anti-lock braking system (ABS). In case of emergency braking, the inner shoulder with high grip rubber is brought in contact with the ground to provide more grips.

A tread surface 20 of the tire 2 includes a center portion C and a pair of shoulder portions S. A contour line of the tread surface 20 is divided into ten parts. Among the ten parts, two parts including an equator PC are represented by arcs, and two parts including ends PE of the tread surface 20, respectively, are represented by arcs. A degree of curvature of each shoulder portion S is higher than a degree of curvature of the center portion C. A ratio of the degree of curvature of the shoulder portion S to a width TW of the tread surface 20 is not less than 50%. A ratio of the degree of curvature of the center portion C to the width TW of the tread surface 20 is not greater than 70%.

In a tire, a tread includes a cap layer forming a part of an outer surface of the tire, a base layer disposed inwardly of the cap layer in a radial direction, and an intermediate layer disposed between the cap layer and the base 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. The tread includes at least two three-layer body portions formed of the cap layer, the intermediate layer, and the base layer, and at least one two-layer body portion that is formed of the cap layer and the base layer and disposed between a first three-layer body portion and a second three-layer body portion.

A pneumatic tire that specifies the tire mounting direction when mounted on a vehicle and has sufficiently improved grip performance at high-speed turning is provided in which the cap rubber layer on the outermost layer of the tread is divided in the tire width direction, the cap rubber layer located on the outside of the vehicle is formed of a rubber composition containing 25% by mass or less of styrene in the rubber component and having a glass transition temperature of −18° C. or higher, and, when the carbon black content ratio is C.sub.OUT (mass %), and the ground contact area ratio is L.sub.OUT, in the cap rubber layer located on the outside of the vehicle, and the carbon black content ratio is C.sub.IN (mass %) and the ground contact area ratio is L.sub.IN in the cap rubber layer located inside the vehicle, the following (Formula 1) and (Formula 2) are satisfied.

C.sub.IN<C.sub.OUT  (Formula 1)

0≤(C.sub.OUT×L.sub.OUT)−(C.sub.IN×L.sub.IN)  (Formula 2)

The invention provides for a heavy truck tire having a sub-casing, a belt package and a rubber tread, the tread comprising a center zone separating two shoulder zones. The upper shoulder layer consisting of an upper shoulder rubber compound being different from a lower shoulder rubber compound, wherein: the upper shoulder rubber compound has a G*50 of at least 1.3 Mpa and a max tan(δ) of at least 0.12; the lower shoulder rubber compound has a max tan(δ) not greater than the max tan(δ) of a center rubber compound in the center zone being intended to come into contact with the ground; and the center rubber compound has a max tan(δ) of at most 0.09.

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 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.

The present invention relates to a tire tread comprising a tread cap comprising at least one tread cap rubber compound, at least three circumferential grooves, wherein at least portions of the sidewalls and the bottom of each of said grooves are formed by a circumferential groove reinforcement, and wherein a first groove reinforcement of a groove laterally next to the equatorial plane of the tire comprises a first reinforcement rubber compound which has a higher hardness than the tread cap rubber compound, and wherein a second groove reinforcement of a groove with a larger lateral distance to the equatorial plane of the tire than the first groove, comprises a second reinforcement rubber compound which has a higher hardness than the tread cap rubber compound and a lower hardness than the second reinforcement rubber compound.

Tread of a tire for an agricultural vehicle. The tread (2) comprises a first, median portion (21) having an axial width L.sub.1, at least equal to 0.25 times and at most equal to 0.75 times the axial width L, and second and third, lateral portions (22, 23) that respectively extend axially outwards from the first, median portion (21) as far as an axial end (E, E′) and have respective axial widths (L.sub.2, L.sub.3). Each lug portion (311) that is axially contained in the first, median portion (21) and extends radially inwards, from the contact face (6) as far as a first interface (7), over a radial distance D.sub.1 at least equal to 0.5 times and at most equal to 1 time the radial lug height H, includes a first elastomeric compound. Each lug portion (321) that is axially contained in one of the second or third, lateral portions (22, 23) and extends radially inwards, from the contact face (6) as far as a second interface (8), over a radial distance D.sub.2 at least equal to 0.5 times and at most equal to 1 time the radial lug height H, includes a second elastomeric compound.