Tire with radial carcass reinforcement having a tread of thickness E, this tread having a tread surface and at least one cut opening onto the tread surface to form edge corners. The cut extends into the tread over a total depth H. The cut is in the form of a sipe having a width D. There is also formed, in the vicinity, i.e. at a minimum distance from the said edge corner that is at most equal to five times the width D of the cut, of at least one edge corner of this cut and on the tread surface, at least one cavity having a depth h that is small in comparison with the depth of the cut, i.e. that is at most equal to 30% of the depth H. The at least one cavity reduces the compression rigidity of the tread in the vicinity of the the at least one edge corner.

Provided is a motorcycle tire having improved wet performance during straight running without compromising other performances. The motorcycle tire is a motorcycle tire whose rotation direction when mounted on a vehicle is designated. A main groove (10) at least including a first groove (11) and a second groove (12) having different inclination directions, and a sub groove (20) are provided on a tire tread, the main groove and the sub groove are alternately repeatedly formed in the tire circumferential direction line symmetrically with respect to the tire equator and are arranged offset in the tire circumferential direction between one side and the other side in the tire width direction, and the main groove and the sub groove include, per one pitch of pattern on one side in the tire width direction within the contact region S during straight running, two or more outward grooves extending obliquely from the tire equator side to the outside in the tire width direction toward the designated reverse rotation direction of the rotation direction and one or more inward grooves extending obliquely from the outside in the tire width direction to the tire equator side toward the designated reverse rotation direction of the rotation direction.

The invention provides for a heavy truck tire tread (2) having a longitudinal direction, a lateral direction and a thickness direction, said tread having a ground-engaging contact surface (CS) and having a main longitudinal center groove (5), two main longitudinal shoulder grooves (3, 7) and two main longitudinal intermediate grooves (4, 6), said five main longitudinal grooves defining six main longitudinal ribs (8, 9, 10, 11, 12, 13), said five main longitudinal grooves comprising one hidden groove, two open grooves and two partially hidden grooves; wherein each of said two partially hidden grooves comprises openings (41, 61) to the ground-engaging contact surface and undersurface channels (42, 62) connecting adjacent openings, longitudinal sipes (43, 63) extending substantially along the longitudinal direction and connecting successive openings to the respective channel; and wherein said hidden groove (5) comprises an undersurface duct (52), a longitudinal sipe (53) extending substantially along the longitudinal direction and connecting said undersurface duct to the ground-engaging contact surface, said hidden groove being the main longitudinal center groove of the tread.

Tyre for a heavy-duty vehicle, this tyre comprising a tread (1) having a thickness E of wearable material and a tread surface (10) intended to come into contact with a roadway, this tread (1) having, on at least one raised element, a plurality of inclined sipes (5) extending into the thickness of the tread, these inclined sipes (5) having suitable widths such that they close up at least partially when they enter the contact patch in contact with the roadway. The tire being formed from a material having, a tan()max/(G*25%) ratio is at most equal to 0.065, in which tan()max is the measurement, at 60 C., of the loss factor of the material of which the tread is made, and G*25% is the complex dynamic shear modulus, expressed in MPa, anda deformation at break under tensile testing which is at least equal to 530%, this value being obtained at a temperature of 60 C.

Provided is a tire including, in a tread surface, a plurality of land portions partitioned by a circumferential main groove extending continuously in a tire circumferential direction on at least one side in a tire width direction, and comprising, in an internal land portion located in a vehicle-installed inside half portion to a tire equator plane among the plurality of land portions, a resonator including an auxiliary groove that terminates in the internal land portion, and a branch groove that communicates between the auxiliary groove and the circumferential main groove, and a hidden groove having an opening width in the tread surface that is smaller than a groove width of a groove bottom is provided in at least a part of the auxiliary groove.

The molding element has a molding surface forming a contact face and a groove forming rib portion forming the groove comprising two opposed rib side faces and a rib top face connecting two rib side faces. The groove forming rib portion provides at least one cavity opening to the rib top face and to at least one of the rib side faces. The cavity has two opposed cavity faces. The molding element comprises at least one cutting means extending and/or projecting in a direction the groove forming rib portion extends for cutting a material filled in the cavity during demolding.

Disclosed herein is a kerf of a winter tire capable of easily discharging snow therefrom and further improving braking performance and drainage performance on a wet road. The kerf includes a kerf inlet portion formed in the shape of a sawtooth-type zigzag wave in a block of one of a tread and a shoulder of the tire in the circumferential direction of the tire, a pipe-shaped flow passage portion formed in a lower portion of the block and having a width that is greater than or equal to the width of the kerf inlet portion, and a connection channel for connecting the kerf inlet portion and the flow passage portion to each other. The sawtooth-type zigzag wave has an amplitude that gradually decreases in the depth direction of the block, and the connection channel has a width that gradually decreases from the kerf inlet portion to the flow passage portion.

Mould for moulding a tread of a tire, this tread having a thickness of material to be worn away and a tread surface intended to come into contact with the road surface when the tire is running, this mould having a moulding surface intended to mould the tread surface of the tread, and having a moulding element formed of a blade and a bar, the blade being attached to the moulding surface to mould a sipe in the tread, the bar, borne by the blade to form an enlarged part of maximum width D, being intended to mould a channel in the tread, this channel itself being intended to form a new groove when the tread becomes part worn. Each blade is delimited by two lateral faces forming between them a mean angle of between 6 degrees and 18. The blade width decreasing from the mould surface when new, as far as the connection with the bar, the blade width meets the bar being at least equal to between 0.2 and 0.4 times the maximum width D.

A heavy truck tire tread is provided that has at least four longitudinal grooves, at least four longitudinal grooves comprising two open grooves and at least two partially hidden grooves. The longitudinal grooves defining two shoulder ribs, two intermediate ribs and at least one center rib, wherein the shape, size and position of the grooves are for any section of tread of any given section length L between 12 to 40 mm, the percentage difference in rubber mass of a rib section compared to a respective neighboring rib section of the same section length L in the same rib is less than a maximum percentage difference, wherein the maximum percentage difference for a shoulder rib is Ds(%)=50/L(mm), the maximum percentage difference for an intermediate rib is Di(%)=70/L(mm), and the maximum percentage difference for a full tread section is Da(%)=40/L(mm).

Tire tread (1) is divided into central part (20) and edge parts (30), central part (20) having width Lc between 40% and 90% of total width W of the tread. Edge parts (30) do not have any transverse cuts. Central part (20) has a tread pattern with circumferentially oriented sipe (21) and transversely oriented sipes (22, 22, 22) distributed around the periphery of the tread, such sipes having a depth at least equal to 60% of thickness E of material to be worn away and being interconnected to form a network. Such sipes are continued by hidden channels (210, 220). Central part (20) is delimited axially by transverse sipes (22, 22), each of which ends in end channel (221, 221) that opens onto tread surface (10) and extends into the thickness of the tread, and each end channel (221, 221) is connected to the network formed by the hidden channels.