FORM 2
THE PATENTS ACT, 1970 (39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION (See section 10, rule 13) 1. Title of the invention: VEHICLE TIRE
2. Applicant(s)

NAME NATIONALITY ADDRESS
CEAT LIMITED Indian RPG HOUSE, 463, Dr. Annie Besant Road, Worli, Mumbai -Maharashtra 400 030, India
3. Preamble to the description
COMPLETE SPECIFICATION
The following specification particularly describes the invention and the manner in which it
is to be performed.

TECHNICAL FIELD
[0001] The present subject matter relates, in general, to vehicle tires and,
particularly but not exclusively, treads for vehicle tires.
BACKGROUND
[0002] Tires support load of a vehicle and handle impact, drivability, and safety
of the vehicle. The tire has a crown region and a shoulder region, wherein the shoulder region is located on either side of the crown region. In an example, the crown region may be understood as outer region of the tire formed along complete circumference of the tire and spread along width of the tire. Further, the crown region contacts with surface during rotation. In an example, beads may be understood as edges of the tire. The beads contact with wheel during mounting of the tire on the wheel. The shoulder region is a portion of the tire joining the crown region and the beads of the tire.
[0003] Vulcanized and treated rubber on the crown region of the tire is a tread of
the tire. The tread is often carved in diverse configuration by way of tread blocks, tread grooves, tread voids, wear bar, and the like. The configuration the tread affects contact and interaction of the tire with road and thus affects traction of the vehicle. Hence, the tread configuration has a crucial role in tire life, vehicle maneuvering, noise-free driving, safety, and ease of driving.
BRIEF DESCRIPTION OF DRAWINGS
[0004] The detailed description is described with reference to the accompanying
figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 illustrates expanded schematic of a tread pattern for a tire, in
accordance with an implementation of the present subject matter.

[0006] Fig. 2 illustrates schematic of a tread pattern for a tire depicting an inner
land portion of a first linear groove, in accordance with an implementation of the present subject matter.
[0007] Fig. 3 illustrates schematic of a tread pattern for a tire depicting an inner
land portion of a non-linear groove, in accordance with an implementation of the present subject matter.
DETAILED DESCRIPTION
[0008] The present subject matter relates to aspects relating to tire tread and
configuration for the tire tread.
[0009] During motion of a vehicle, tread region of the tire contacts with surface of
road. Upon contract with the surface, frictional force between the surface and the tread region becomes active, amounting to grip of the tire to the surface. A higher frictional force leads to a better grip of the tire and better handling of the vehicle. The frictional force is dependent on contact patch of the tire and smoothness of the surface. With increase in the contact patch of the tire, the frictional force increases. When the tire contacts with the surface in addition to the frictional force, load of the vehicle is also applied on the tire, amounting to deflection in the tire. Deflection of the tire amounts to variation of the contact patch of the tire, thus affecting grip of the tire. The deflection of the tire can be controlled by increasing longitudinal and lateral stiffness of the tire.
[0010] Further, with decrease in smoothness of the surface, the fictional force
increases. However, in a scenario where the surface is covered with water or ice, the smoothness of the surface increases. As a result of the increase in smoothness of the surface, frictional force between the tire and the surface decreases. While the prior asymmetrical tread patterns for high performance tires have utilized various combinations of tread elements and design, the prior high-performance tires have not satisfactorily found the right combination to provide balanced handling and traction in watery, dry, and ice conditions. Accordingly, vehicles moving on a surface with water

or ice may be prone to skidding and accidents, as the tire may not be able to provide desired grip with the surface.
[0011] Additionally, in some cases, as a result of aquaplaning due to non-
continuous and asymmetrical tread patterns, a layer of water may be formed around the tire. The layer of water amounts to reduction in longitudinal stiffness of the tire and deflection of tire, affecting the contact patch of the tire and reducing grip of the tire. Thus, the generally known tire tread patterns may often not be efficient in supporting the tire while movement of the vehicle on a surface with water, thus, raising safety concerns, poor maneuvering and drivability of the vehicle.
[0012] To this end, tire tread configuration for tire of a vehicle is described herein.
In an embodiment, the tread configuration overcome the above-described problems associated with grip of tire, so as to achieve desired braking of the vehicle, handling of the vehicle, along with safety of the rider.
[0013] In accordance with an embodiment of the present subject matter, a tire
having a tread region and a shoulder region on either side of the tread region is described. The tire includes a first circumferential groove and a second circumferential groove along length of the tire so as to form a first circumferential tread row in the tread region between the first circumferential groove and the second circumferential groove. The first circumferential tread row includes a first set of tread blocks. Each tread block in the first set of tread blocks includes a first linear groove. The first linear groove is formed at an interface of adjacent tread blocks in the first set of tread blocks. The first linear groove is formed along a first orientation about the first circumferential groove. Further, each tread block includes a non-linear groove. The non-linear groove is formed along the first orientation. The non-linear groove is formed by a first groove portion, a second groove portion and a knee shaped groove portion between the first groove portion and the second groove portion. The first linear groove in the tread

region supports water channeling when the tire contacts with a surface covered with water or ice.
[0014] As a result of the water channeling, grip of the tire is not reduced by a layer
of water around the tire, as the first linear groove does not allow a water layer to form between the tire and the surface. Further, the non-linear groove increases longitudinal stiffness of the tire. As a result of the longitudinal stiffness, deflections in the tire is reduced and surface area of contact of the tire is maintained, amounting to an increase of grip of the tire. Thus, the present subject matter discloses the tire tread configuration with enhanced breaking performance, better water channeling, and improvement in handling of the vehicle, along with safety of rider.
[0015] These and other advantages of the present subject matter would be
described in greater detail in conjunction with the following figures. While aspects of tire tread configuration for tire of vehicle can be implemented in any number of different configurations, the embodiments are described in the context of the following device(s) and method(s).
[0016] Fig. 1 illustrates expanded schematic of a tire with a tread pattern 100 for
vehicle, in accordance with an implementation of the present subject matter. The tire may have two shoulder regions with a tread region between the two shoulder regions. The tread region, also known as the crown region, has the shoulder region located on either side of the crown region. In an example, the crown region may be understood as outer region of the tire formed along complete circumference of the tire and spread along width of the tire. Further, the crown region contacts with surface during rotation. Additionally, the shoulder regions join the crown region to rim of the tire. The tread region may include the tread pattern 100.
[0017] As illustrated, the tire tread pattern 100 is formed by a plurality of
circumferential tread rows separated by circumferential grooves. The circumferential grooves may be understood as a recess in the tread portion of the tire along

circumference of the tire. The tire tread pattern 100 may also include transverse grooves. The transverse grooves may be understood as grooves in the solid tread portion of the tire along tread width of the tire. Thus, the transverse grooves may be understood as grooves in solid tread portion branching from a section of one circumferential grooves and extending towards second circumferential groove. In an example, the transverse grooves may be through grooves, reaching from one circumferential groove to second circumferential groove. For example, the transverse grooves may be formed at 90 degrees with respect to circumference of the tire. In yet another example, the transverse grooves may be formed at an angle less than the circumference of the tire.
[0018] In an exemplary implementation, a circumferential tread row may include
multiple tread blocks. Tread blocks in the circumferential tread row may be separated by transverse grooves. Thus, circumferential and transverse grooves in the solid tread portion form tread blocks and multiple treads together form a circumferential tread row. Number of tread blocks in a circumferential tread row is known as pitch of the tire. In an example, pitch of the tire may vary for a tire with same tread width and tire radius.
[0019] In an implementation of the present subject matter, the tire tread may
include a first circumferential groove and a second circumferential groove. In an example, a first circumferential tread row may be formed between the first circumferential groove and the second circumferential groove.
[0020] The first circumferential tread row 102 may have a first width R1. In an
example, the first width R1 may be less than tread width TW of the tire. The first circumferential tread row 102 may include a first set of tread blocks. Each tread block in the first set of tread blocks is arranged in a first orientation. In an example, the first orientation may be aligned along clockwise orientation of the tire. In another example, the first orientation may be aligned along counter-clockwise orientation of the tire.

[0021] In an example implementation, the first set of tread blocks may be formed
between a first circumferential groove 106 and a second circumferential groove 106. In other example implementation, multiple sets of tread blocks may be formed between the first circumferential groove 106 and the second circumferential groove 106.
[0022] Fig. 2 illustrates an enlarged view of the tread pattern showing an inner
land portion of a first linear groove 200. In an example, each tread block may include the first linear groove 200 at an interface of adjacent tread blocks in the first set of tread blocks along the first orientation about the first circumferential groove 106. In another example, the first linear groove 200 may be formed at an angle A in a range of 60 to 75 degrees with the first circumferential groove 106. As shown in Fig. 2, for clarity, the angle A may be understood as an angle that line L1 is making with line L2. Further, the first linear groove 200 has a width W1 in a range of 6 to 8 percent with respect to a pitch of the tire.
[0023] Fig. 3 illustrates an enlarged view of the tread pattern showing an inner
land portion of a first non-linear groove 300. In an example, each tread block may include the first non-linear groove carved at an interface of adjacent tread blocks in the first set of tread blocks along the first orientation about the first circumferential groove 106. The non-linear groove 300 may be formed along the first orientation. In an example, the first orientation may be aligned along clockwise orientation of the tire.
[0024] In another example, the first orientation may be aligned along counter-
clockwise orientation of the tire. Further, the non-linear groove 300 may be formed by a first groove portion 302, a second groove portion 304 and a knee shaped groove portion 306, wherein the knee shaped groove portion 306 is located between the first groove portion 302 and the second groove portion 304. In an example, the first linear groove 200 and the non-linear groove 300 are parallel to each other. Also, the non-

linear groove 300 has a width W2 in a range of 1.5 to 3 percent with respect to a pitch of the tire.
[0025] In an implementation, the knee shaped groove 306 is formed by a linear
slanting groove 308 beginning at an end of the first groove portion 302. The knee shaped groove 306 may also include a curve groove portion 310 beginning at an end of the linear slanting groove 308 and ending at an end of the second groove portion 304. In an example, the first groove portion 302 is formed at an angle B in a range of about 60 to 75 degrees with the first circumferential groove 106. In another example, the second groove portion 304 is formed at an angle D in a range of about 60 to 75 degrees with the second circumferential groove 108.
[0026] In another implementation, the end of the linear slanting groove 308 is
different from end connected to the first groove portion 302. In an example, the linear slanting groove 308 is formed at an angle C in a range of about 10 to 25 degrees with the first circumferential groove 106. Further, a tip of the curve groove portion 310 forms an angle E in a range of about 20 to 30 degrees with the second circumferential groove 108.
[0027] Thus, in an illustrated embodiment, the longitudinal stiffness of the tire is
improved via changes in the design aspects of the tire in relation to the first linear groove 200, wherein the desired longitudinal stiffness in a range of about 592 to 610 is achieved by forming the first linear groove 200 at the angle A in the range of about 60 to 75 degrees with the first circumferential groove 106. Further, depth of the first linear groove 200 is maintained in a range of about 25 to 40 percent with respect to non-skid depth and width of the first linear groove 200 is maintained in a range of about 6 to 8 percent with respect to non-skid depth.
[0028] Similarly, in another illustrated embodiment, the longitudinal stiffness of
the tire is improved via changes in the configuration of the tire in relation to the non-linear groove 300, wherein the desired longitudinal stiffness in a range of about 592

to 610 is achieved by forming the first groove portion 302 of the non-linear groove 300 at the angle B in the range of about 60 to 75 degrees with the first circumferential groove 106. The linear slanting groove 308 of the non-linear groove 300 is formed at the angle C in the range of about 10 to 25 degrees with the first circumferential groove (106). The second groove portion 304 of the non-linear groove 300 is formed at the angle D in the range of about 60 to 75 degrees with the second circumferential groove 108 and tip of the curved groove portion 310 of the non-linear groove 300 is formed at the angle E in the range of about 20 to 30 degrees with the second circumferential groove 108. Further, depth of the non-linear groove 300 is maintained in a range of about 70 to 90 percent with respect to non-skid depth and width of the non-linear groove 300 is maintained in a range of about 1.5 to 3 percent with respect to non-skid depth.
[0029] In an embodiment, while driving on wet roads, the presence of the non-
linear grooves in the tread blocks substantially facilitates the flow of water from the tread blocks into the linear grooves and out of the footprint of the tire through the shoulder. The configuration of the non-linear groove 300 is such that the center or curved groove portion 310 of the non-linear groove 300 is in the leading edge of the footprint initiating the flow of water before the rest of the non-linear groove 300 enters the footprint. As the main portion of the non-linear groove 300 enters the footprint, water in non-linear groove 300 is expelled through the shoulder area with great force. This, together with the circumferential tread rows, helps prevent water back pressure from building up in front of the tire and helps maintain rubber contact between the tire and the pavement.
[0030] In an embodiment, the tread may also include a second set of tread blocks
formed between the second circumferential groove and a third circumferential groove. Each tread block in the second set of tread blocks is arranged in a second orientation and wherein the second orientation is alignment along counter-clockwise direction. In an example, the second orientation is mirror image of the first orientation and grooves

in tread blocks of the second set of tread blocks is symmetrical to groove in tread blocks of the first set of tread blocks.
[0031] Thus, an advantageous construction is achieved for an all-season
symmetrical vehicle tire according to the invention wherein the consecutive linear and non-linear grooves patterns provide a generally balanced performance on watery, dry, and ice surfaces. Advantageously, the tread blocks are stabilized for increase dry performance without sacrificing wet performance by utilizing widened circumferential tread row bases with adequate circumferential and lateral groove openings and the tread pattern is provided with increase water removal design features without sacrificing the stability and stiffness of the circumferential tread row necessary for dry performance.
[0032] Although implementations for tire tread configuration are described, it is
to be understood that the present subject matter is not necessarily limited to the specific features of the systems described herein. Rather, the specific features are disclosed as implementations for tire tread configuration.

I/We Claim:
1. A tire having a tread region and a shoulder region on either side of the tread
region, the tire comprising:
a first circumferential groove (106) and a second circumferential groove (108) along length of the tire so as to form a first circumferential tread row (102) in the tread region between the first circumferential groove (106) and the second circumferential groove (108); and
the first circumferential tread row (102) comprising a first set of tread blocks, wherein each tread block in the first set of tread blocks comprises:
a first linear groove (200) at an interface of adjacent tread blocks in the first set of tread blocks along a first orientation about the first circumferential groove; and
a non-linear groove (300) formed in a tread block, along the first orientation, the non-linear groove (300) being formed by a first groove portion (302), a second groove portion (304) and a knee shaped groove portion (306) between the first groove portion (302) and the second groove portion (304).
2. The tire as claimed in claim 1, wherein the first linear groove (200) and the non-linear groove (300) are parallel to each other and wherein the first orientation is alignment along clockwise direction.
3. The tire as claimed in claim 1, wherein the first linear groove (200) is formed at an angle A in a range of about 60 to 75 degrees with the first circumferential groove (106).
4. The tire as claimed in claim 1, wherein the first linear groove (200) has a width in a range of about 6 to 8 percent with respect to a pitch of the tire.
5. The tire as claimed in claim 1, wherein the knee shaped groove (306) is formed by:

a linear slanting groove (308) beginning at an end of the first groove portion (302); and
a curve groove portion (310) beginning at an end of the linear slanting groove (308) and ending at an end of the second groove portion (304), wherein the end of the linear slanting groove (308) is different from end connected to the first groove portion (302).
6. The tire as claimed in claim 5, wherein:
the first groove portion (302) is formed at an angle B in a range of about 60 to 75 degrees with the first circumferential groove (106);
the linear slanting groove (308) is formed at an angle C in a range of about 10 to 25 degrees with the first circumferential groove (106); and
the second groove portion (304) is formed at an angle D in a range of about 60 to 75 degrees with the second circumferential groove (108);
7. The tire as claimed in claim 5, wherein a tip of the curve groove portion forms an angle E in a range of about 20 to 30 degrees with the second circumferential groove (108).
8. The tire as claimed in claim 1, wherein the non-linear groove (300) has a width in a range of about 1.5 to 3 percent with respect to a pitch of the tire.
9. The tire as claimed in claim 1, further comprising a second set of tread blocks formed between the second circumferential groove (108) and a third circumferential groove, wherein each tread block in the second set of tread blocks is arranged in a second orientation and wherein the second orientation is alignment along counter-clockwise direction.

10. The tire as claimed in claim 9, wherein the second orientation is a mirror image of the first orientation and grooves in tread blocks of the second set of tread blocks is symmetrical to groove in tread blocks of the first set of tread blocks.