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, to vehicle tires having treads.
BACKGROUND
[0002] Vulcanized and treated rubber on circumference of a tire is a tread of the
tire. The tread is often carved in diverse configuration by way of tread blocks, tread grooves, tread voids, Tie-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 handling, safety, and ease of driving.
BRIEF DESCRIPTION OF DRAWINGS
[0003] 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.
[0004] Fig. 1 illustrates perspective view of tire, in accordance with an
embodiment of the present subject matter.
[0005] Fig. 2 illustrates front view of the tire with tire tread, in accordance with
another embodiment of the present subject matter.
[0006] Fig. 3 illustrates section view of the tire, in accordance with yet another
embodiment of the present subject matter.
[0007] Fig. 4 illustrates a configuration of the tire, in accordance with an
implementation of the present subject matter.
[0008] Fig. 5 illustrates contact patch of the tire, in accordance with another
implementation of the present subject matter.
[0009] Fig. 6 illustrates pressure distribution in the contact patch of the tire, in
accordance with yet another implementation of the present subject matter.

[0010] Fig. 7 illustrates a graphical representation of test result conducted on the
tire to measure wear, in accordance with an implementation of the present subject
matter.
[0011] Fig. 8a-8c illustrates pressure distribution in the contact patch of the tire in
different test conditions, in accordance with yet another implementation of the present
subject matter.
DETAILED DESCRIPTION
[0012] The present subject matter relates to aspects relating to tire tread and
configuration for the tire tread.
[0013] Conventionally known tread configuration and pattern in a tire for a vehicle
may often not have continuous groove in central region of the tire tread. In the conventional tires, tread block in central region of the tire tread is different from the tread block in shoulder region of the tire tread. For example, the tread block in the central region of the tire tread may be sub-divided through sipping grooves. Further, the tread blocks in the central region may be separated by tread block in shoulder region through continuous running zig-zag groove. In some cases, the conventional tread configurations may have a central zig-zag groove which divides the tread into two regions.
[0014] Further, the grooves may not extend to the shoulder region amounting to
higher contact surface area to groove area ratio. Since, the tread block in the central region and the shoulder region are separate and the tread configuration in the two regions are different, impact on the tire, of contact with road for the central region and the shoulder region is different. The difference in the impact of the contact and high contact surface area to groove area ratio, may often amount to non-uniform wear and tear of the tire. Specifically, the central region of the tire may deteriorate prior to the shoulder region. As a result, the tire may have to be changed, despite no wear of the shoulder region.

[0015] Additionally, due to lack of continuous grooves a film of water may be
formed between the tire and a wet road, amounting to lack in traction and vehicle control, thus, poor handling, loss of grip and lack of safety for rider of the vehicle. Thus, there is a need for a tire tread configuration for enhancing handling, safety, and life of the tire of the vehicle.
[0016] To this end, tire tread configuration for tire of a vehicle is described herein.
In an embodiment, the tread configuration may be modified to overcome the above-described problems associated with life of the tire of the vehicle, handling of the vehicle, along with safety of the rider.
[0017] In accordance with an embodiment of the present subject matter, a tire
having a tread configuration comprising a plurality of equally spaced tread blocks is
disclosed. Further, the tread configuration includes tread crown having a central region
and pair of shoulder region on either side of the tread crown, wherein the thickness of
the tread crown varies from the central region towards the shoulder region.
[0018] The tread crown is defined by first external radii and second external radii,
wherein the first external radii and the second external radii form a tire tread curvature
external to the tread crown surface. The first external radii and the second external
radii are formed between shoulder edges, on either side of a tire equator, wherein the
tire equator divides the tire into equal halves along a circumference of the tire.
[0019] The tread crown is further defined by first internal radii and second internal
radii, wherein the first internal radii and the second internal radii is specified at a first predetermined distance from the first external radii with respect to the tire equator and at a second predetermined distance from the second external radii, at the tire shoulder edge. The first internal radii of the tire lie in range of 0.8 to 1.1 times the first external radii, and the second predetermined distance lie in range of 0.8 to 1.0 times the first predetermined distance.
[0020] The first external radii and the second external radii are defined such that
ratio of the first external radii to width of the tread crown lie in range of 0.5 to 0.8,

wherein the ratio of the first external radii and the first internal radii has a maximum width to maximum height ratio in range of 0.25 to 0.45.
[0021] Thus, the present subject matter discloses the tire tread configuration, to
improve the life of the tire, through increased size of the tread blocks. The increased size of the tread blocks provides more contact surface in straight line. Further, the more contact surface increases braking force and distribute braking force more uniformly on larger area. Also, high transient characteristics is achieved, amounting to adequate water channeling to achieve wet breaking performance.
[0022] 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).
[0023] Figs. 1 and 2 illustrate schematics of tire tread configuration for tire of a
vehicle in accordance with an implementation of the present subject matter. As illustrated, the tire tread has plurality of primary grooves A and secondary grooves B and C (shown in fig.2). In an example, the primary groove A may be carved from center region of the tire to shoulder region of the tire. In an implementation, the primary groove A may be open at edge of the shoulder region. In another embodiment, the plurality of primary grooves A and secondary grooves B and C, form plurality of tread blocks D, E and F. The tread blocks D, E, and F may be formed along a circumference of the tire.
[0024] In an implementation, the primary groove A may consist of a first groove
segment A1, a second groove segment A2, a third groove segment A3, and a fourth groove segment A4. Further, the secondary groove B may consist a first groove segment B1 and a second groove segment B2.
[0025] Fig. 2 illustrates a tire equator M. The tire equator M divides the tire into
two equal halves along the length or the circumference of the tire. In an

implementation of the primary groove A, the first groove segment A1 forms an angle θ1 with the tire equator M, wherein θ1 may be in range of 20 to 26 degrees. The second groove segment A2 forms an angle θ2 with the tire equator M, wherein θ2 may be in range of 22 to 28 degrees. Further, the third groove segment A3 forms an angle θ3 with the tire equator M, wherein θ3 may be in range of 33 to 39 degrees and the fourth groove segment A4 forms an angle θ4 with the tire equator M, wherein θ4 may be in range of 66 to 74 degrees.
[0026] In another implementation, the first groove segment B1, of the secondary groove B forms an angle θ5 with the tire equator M, wherein θ5 may be in range of 125 to 135 degrees and the second groove segment B2, of the secondary groove B, forms an angle θ6 with the tire equator M, wherein θ6 may be in range of 66 to 74 degrees. In yet another implementation, the secondary groove C forms an angle θ7 with the tire equator M, wherein θ7 may be in range of 115 to 125 degrees. [0027] In an example embodiment, the angles θ1, θ2, θ3 and θ4 may be critical as they form primary groove, and the primary groove is important for riding, handling, and water channeling characteristics of the tire. In another embodiment, angles θ5, θ6, and θ7 may form secondary grooves. The secondary grooves B, C provide additional edges for biting grip and water channeling characteristics of the tire. As illustrated in fig. 2, the primary grooves A is extending from the tire central region to the shoulder region, with gradually increasing angles between the primary grooves A and the secondary grooves B, C from the tire central region towards the shoulder edges with respect to tire equator M, which may result in high transient characteristics, amounting to adequate water channeling to achieve wet breaking performance. [0028] In an example, the first groove segment A1, the second groove segment A2, the third groove segment A3, of the primary groove A, and the secondary groove C may together define the tread block D in such a way that a ratio of tire width with respect to the tire equator M to actual tire width (TW2/TW) lie between 0.2 to 0.5, so

that, the tread block D entirely remains in contact patch of the tire and pressure is uniformly distributed on the tread block D.
[0029] In another example, the second groove segment A2, the third groove
segment A3, the fourth groove segment A4, of the primary groove A, the first groove segment B1, the second groove segment B2 of the secondary groove B, and the secondary groove C, may together define the tread block E. The tread block E starts from 7% to 15% away from the tire equator M, towards the shoulder region and may extend up to the edge of the shoulder region, which provide continuous contract surface in transient conditions, i.e. ratio of width of the tread block E with respect to the actual tire width (TW3/TW). In an embodiment, the third groove segment A3, the fourth groove segment A4 of the primary groove A, and the first groove segment B1, and second groove segment B2 of the secondary groove B, may together define the tread block F.
[0030] In an implementation the tread blocks D, E, and F may be symmetrically
offset with respect to the tire equator M to form a pitch of the tread pattern. Further, the pitch may be repeatedly spaced on circumference of the tire to form the tire tread. Further, as illustrated in fig. 2, Tie-bar H may connect two consequent tread blocks D with one interleaving tread block E, wherein at least one edge of two tread block D is disposed with one interleaving edge of tread block E, in a Tie-bar region H. The Tie-bar region H region being in range of 0.3 to 0.6 with respect to a groove depth S1 adjacent to the tire equator M. Disposing the corner of the tread block D with the tread block E, may reduce movement of the corners under the contact patch. The reduced movement may amount to reduction in wear at the tread block corners due to excessive movement of the tire.
[0031] Fig. 3 illustrates a section view of the tire along line 1-1'. fig. 3 also
illustrates the Tie-bar H.
[0032] Additionally, the Tie-bar H is configured in such a way that height of the
Tie-bar H, is in range of 0.3 to 0.6 with respect to groove depth at the tire equator M

i.e. S3/S1 is within the range. In an implementation, reduction of the height below the range of 0.3 to 0.6 may adversely affect ride and handling of the vehicle. In another implementation, increase of the height above the range of 0.3 to 0.6 may reduce water channeling characteristic of the tire.
[0033] In an exemplary implementation, G may be a chamfer provided to the tread
block D to eliminate acute corner of the tread block D. As illustrated in fig. 2, G starts from block surface and end on the Tie-bar surface H.
[0034] In an embodiment, fig.4 illustrates a tread crown C having the central
region and pair of shoulder region on either side of the tread crown C. The thickness of the tread crown C may vary from the central region towards the shoulder region. The tread crown C may be defined by a first external radii TR1 and a second external radii TR2. The first external radii TR1 and the second external radii TR2 may form a tire tread curvature externally to the tread crown C surface, between shoulder edges I on either side of the tire equator M. The tire equator M may imaginarily divide the tire into equal halves along the circumference of the tire.
[0035] In another embodiment, the tread crown C may have a first internal radii
IR1 and a second internal radii (IR2). The first internal radii IR1 and the second
internal radii IR2 may be specified at the first predetermined distance S1 from the first
external radii TR1 with respect to the tire equator M and at the second predetermined
distance S2 from the second external radii TR2 at tire shoulder edge I. The tire may
have the first internal radii IR1 in range of 0.8 to 1.1 times the first external radii TR1,
and the distance S2 in range of 0.8 to 1.0 times the distance S1. The first external radii
TR1 and the second external radii TR2 may be defined such that a ratio of the first
external radii TR1 to actual tire width TW of the tread crown C lie in a range of 0.5 to
0.8. The ratio of the first external radii TR1 and the first internal radii IR1 may have a
maximum width to maximum height FW/FH ratio in range of 0.25 to 0.45.
[0036] In fig. 4 the first external radii TR1 and the second external radii TR2 may
be tangent to each other. The first external radii TR1 and the second external radii TR2

may influence shape of the contact patch and ride and handling parameters of the tire of the vehicle. In an example, the first external radii TR1 and the second external radii TR2 may defined such that ratio of TR1 to TW i.e. TR1/TW is in range of 0.6 to 0.8 and ratio of TW1 to TW i.e. TW1/TW is in range of 0.4 to 0.7. It is to be understood that radius of the external surface of the tread crown C in center region is greater than radius of the tread crown C in the shoulder region.
[0037] In an implementation, first internal radii IR1 and the second internal radii
IR2 illustrated in fig. 4 may be tangent to each other and specified at the distance S1 from first external radii TR1 at the tire equator M and at the distance S2 from the second external radii TR2 at the edge of the tire shoulder I to form a boundary to restrict the depth of grooves specified in fig. 2.
[0038] Further, the first internal radii IR1 and the second internal radii IR2
together with the first external radii TR1 and the second external radii TR2 and tread configuration as specified in fig. 2 may form complete tread portion of the tire of the vehicle.
[0039] In an example, the first internal IR1, the second internal radii IR2, distance
S1, distance S2, and distance S3 may be used to define depth of groove in tread which is related to tire life and wear of tire. Depth of grooves from the distance S1 may be greater than the depth of groove at the distance S2. Similarly, the depth of groove at the distance S2 may be greater than depth of groove at a distance S3, in other words, depth of groves may be arranged as S1>S2>S3.
[0040] In another example, the first internal radii IR1 may be defined such that
IR1/TR1 is in the range of 0.8 to 1.1, and S2/S1 is in the range of 0.8-1.0. In an implementation, if IR1/TR1 is above the specified range S2/S1 will fall below 0.8. The fall of S2/S1 would amount to wear more towards edges of the contact patch and below this limit wear would be more at center of the contact patch. Here S2 may be measured at distance of 30% of TW from the tire equator M on either side.

[0041] Fig. 5 illustrates maximum width FW and maximum height FH of the
contact patch of the tire on a level surface under the standard condition. In an example,
the TR1/TW may affect the FW and the FH as illustrated in fig. 5. In an
implementation, FW/FH should be in range of 0.25 to 0.45. Below this range it
increases the tendency of center wear and above this range it may affect the handling
parameter.
[0042] Fig. 6 illustrates pressure distribution across the contact patch under the
standard condition. In an implementation, FP arear ratio may be defined as the ratio of
contact surface area under the contact patch to total area under the contact patch. In an
example, the TR1/TW may affect the FP area ratio.
[0043] In an implementation, FW, FH, and FP area ratio may define contact patch
of tire, for pressure distribution over the contact patch. The pressure distribution over
the contact patch and FW and FH are indicative of wear performance of tire. In an
example, the FP area ratio should be in range of 0.5 to 0.8. Above the range water
channeling performance is affected and below this range pressure concentration is
affected.
[0044] In an exemplary embodiment, the tire was tested to verify pressure
distribution and contact patch. In the contact patch test the tire was mounted on a
standard wheel rim with the standard internal pressure and load condition in radial
direction. The results of the test are presented in Table 1.
[0045] Further, the tire was tested for wear of treads and life of the tire. In the wear
test it was confirmed that with higher FW/FH amounts to uniform wear in tire center
region and life of tire also increases (illustrated in Table 1).
[0046] Table 1

Parameter P1 P2 P3
TR1/TW 0.54 0.62 0.72
TR2/TR1 1.70 1.00 0.53
IR1/TR1 1.28 1.16 0.95

IR1/IR2 1.00 1.00 1.88
S2/S1 0.72 0.82 0.93
S3/S1 0.38 0.38 0.38
S4/S1 0.11 0.11 0.50
θ1 20 22 26
θ2 22 24 28
θ3 33 36 39
θ4 66 69 74
θ5 125 130 135
θ6 66 68 74
θ7 115 120 125
TW1/TW 0.56 1 0.57
TW2/TW 0.29 0.29 0.29
TW3/TW 0.15 0.15 0.09
TW4/TW 0.60 0.60 0.60
SD/TW 0.26 0.25 0.3
FW/FH 0.25 0.28 0.45
FP Area Ratio 0.69 0.67 0.73
[0047] In another exemplary embodiment, the tire having the tread configuration
is tested for mileage over different distances to analyze the tire tread wear pattern and the life of the tire. The tests were conducted for the tire having the tread configuration P3-1 and P3-2, as described herein, against reference tires reference tire 1, reference tire 2 which are already known in the art. The test may be called as mileage test as per internal test standard. The test result and variations in different test parameters have been illustrated with respect to Table 2, Table 3, Table 4 and Table 5 as depicted below.

[0048] The test results confirmed that, at approximately 75% wear, the life of the
tire as described in the present invention P3-1, P3-2 with respect to the reference tire 2 is higher and is similar to the reference tire 1. The tire P3-1 and P3-2 as described in the present invention are showing better kilometer to mileage KM/MM readings as compared to both reference tire 1 and the reference tire 2, wherein test tire is fitted in rear position of the vehicle and P3-1 and P3-2 are repetition of the same tire. The comparison of the results has also been depicted with the help of mileage to distance covered graph KM covered versus KM/MM as shown in fig. 7.
[0049] Another test of pressure distribution in the contact patch was conducted.
Tests were conducted, on the tire P1, P2, P3 as described in the present invention, with respect to the reference tire 1 and the reference tire 2, in accordance with yet another implementation of the present subject matter. Pressure distribution map is depicted with the help of fig 8a-8c. As evident from the fig. 8a-8c, pressure is uniformly distributed around contact patch of the tire, resulting in uniform wear of the tire and enhanced tire life.
[0050] Table 6, illustrates the pressure distribution reading for reference tire 1,
reference tire 2 with respect to the tire P1, P2, P3, wherein P1, P2, and P3 are repetition of the same tire.

[0051] Table 2

Sr. No. 1
P3 -
1
247 8
8.5 7.8
0.7
8.2
354
0 2
P3 -
1
400 1
8.5 7.3
1.2
13.7
342
9 3
P3 -
1
722 0
8.5 6.7
1.9
21.8
390
3 4 5 6 7 8 9 10 11 12 13 14 15 16
P3 -
1
625 67
8.5 2.0
6.5
76.5
962
6
PATTER N


P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1 P3 -1

KM
COVERE
D


118 10 159 53 199 31 260 51 300 20 340 71 380 26 428 97 459 49 498 19 538 50 578 27

ORG. NSD


8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5

NSD ON
INSPECT
ION


6.3 5.8 5.4 4.7 4.6 4.3 3.9 3.7 3.3 3.0 2.7 2.5

NSD WORN


2.2 2.7 3.1 3.8 3.9 4.2 4.6 4.8 5.2 5.6 5.8 6.0

% WEAR


25.5 32.0 36.1 45.1 46.3 49.0 53.7 56.7 61.4 65.3 67.8 70.6

KM/MM


545 1 587 2 649 9 679 6 763 2 817 7 832 7 890 6 880 8 897 6 933 8 963 8

[0052] Table 3

Sr. No. 1
P3 -
2
241 1
8.5 7.7
0.8
9.6
295
2 2
P3 -
2
396 9
8.5 7.3
1.2
14.5
321
8 3
P3 -
2
739 9
8.5 6.4
2.1
24.3
358
0 4 5 6 7 8 9 10 11 12 13 14 15 16
P3 -
2
625 22
8.5 2.0
6.5
76.5
961
9
PATTER N


P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2 P3 -2

KM
COVERE
D


120 39 160 82 200 84 261 28 300 82 340 90 380 09 429 92 460 71 500 22 540 48 580 22

ORG. NSD


8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5

NSD ON
INSPECT
ION


6.1 5.4 5.2 4.7 4.5 4.1 3.9 3.5 3.3 2.8 2.8 2.6

NSD WORN


2.4 3.1 3.3 3.8 4.0 4.4 4.6 5.0 5.2 5.7 5.7 5.9

% WEAR


28.0 36.3 38.4 44.3 47.5 52.2 54.5 58.4 61.2 66.7 67.5 69.2

KM/MM


505 1 521 6 614 8 693 7 745 8 768 9 820 3 865 6 886 0 882 7 942 7 986 2

[0053] Table 4, wherein R1 stands for reference tire 1.

Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
PATTER N R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1
KM
COVERE
D 248 3 409 5 748 8 121 01 161 86 201 48 261 40 299 54 339 44 379 37 430 20 460 91 501 08 540 25 580 92 626 45
ORG. NSD 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1
NSD ON
INSPECT
ION 8.3 7.7 7.1 6.7 6.2 5.9 5.4 5.0 4.4 4.2 4.0 3.7 3.4 3.1 2.8 2.2
NSD WORN 0.8 1.4 2.0 2.4 2.9 3.2 3.7 4.1 4.7 4.9 5.1 5.4 5.7 6.0 6.4 6.9
% WEAR 8.6 15. 2 21. 6 26.2 31.5 34.8 40.3 45.4 52.0 53.5 56.4 59.2 62.8 65.6 69.8 75.6
KM/MM 317 0 296 0 380 7 507 7 564 6 636 3 712 9 724 7 717 1 779 5 838 1 856 2 876 5 905 4 914 8 910 1

[0054] Table 5, wherein R2 stands for reference tire 2.

Sr. No. 1 R2 244
0 8.6
7.8
0.8
9.5
298
8 2 R2 399
0 8.6
7.2
1.4
15.9
292
0 3 R2 738
0 8.6
6.5
2.1
24.6
348
7 4 5 6 7 8 9 10 11 12 13 14
PATTERN


R2 R2 R2 R2 R2 R2 R2 R2 R2 R2 R2
KM COVERED


1192 1 1601 6 2003 8 2617 4 3002 3 3398 1 3800 8 4305 6 4613 6 5012 2 5138 7
ORG. NSD


8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6
NSD ON
INSPECTIO
N


5.8 5.2 4.7 4.4 4.2 3.8 3.1 2.9 2.8 2.2 2.2
NSD WORN


2.8 3.4 3.9 4.2 4.4 4.8 5.5 5.7 5.8 6.4 6.4
% WEAR


32.4 39.7 45.5 48.4 51.6 55.6 63.8 66.7 67.4 74.2 74.4
KM/MM


4283 4688 5116 6282 6772 7104 6932 7510 7954 7852 8029
[0055] In table 2, 3, 5, different parameters such as distance covered by the tire denoted by KM covered, original non-
skid depth of the tire denoted by ORG. NSD, wear of the tire after covering a particular distance which is denoted by NSD ON INSPECTION, value of wear in the tire which is denoted by NSD WORN and percentage of wear denoted by % wear is considered for testing. The end mileage of the tire per kilometer run is denoted by KM/MM.

[0056] Table 6

FW 5.1 5.2 4.5 4.6 5.5
FH 16.8 15.8 17.13 16.4 14.97
FW/FH 0.30 0.33 0.26 0.28 0.37
Total Area 63.2 64.9 56.5 56.5 65.1
Contact Area 39.2 40.3 38.8 38.1 47.8
Area Ratio 0.62 0.62 0.69 0.67 0.73
[0057] 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 configuration, the tread configuration comprising:
a plurality of equally spaced tread blocks; and
tread crown (C) having a central region and pair of shoulder region on either side of the tread crown (C), thickness of the tread crown (C) varying from the central region towards the shoulder region, wherein the tread crown (C) is defined by:
first external radii (TR1) and second external radii (TR2), wherein the first external radii (TR1) and the second external radii (TR2) form a tire tread curvature externally to the tread crown (C) surface, between shoulder edges (I) on either side of a tire equator (M), wherein the tire equator (M) divides the tire into equal halves along a circumference of the tire;
first internal radii (IR1) and second internal radii (IR2), wherein the first internal radii (IR1) and the second internal radii (IR2) is specified at distance S1 from the first external radii (TR1) with respect to the tire equator (M) and at distance S2 from the second external radii (TR2) at tire shoulder edge (I), wherein
the tire has the first internal radii (IR1) in a range of 0.8 to 1.1 times the first external radii (TR1), and the distance S2 is in range of 0.8 to 1.0 times the distance S1; and
the first external radii (TR1) and the second external radii (TR2) is defined such that ratio of the first external radii (TR1) to tire width (TW) of the tread crown (C) in a range of 0.6 to 0.8,

wherein the ratio of the first external radii (TR1) and the first internal radii (IR1) has a maximum width to maximum height (FW/FH) ratio in a range of 0.25-0.45.
2. The tire having the tread configuration as claimed in claim 1, wherein
the tread blocks are defined by a plurality of primary grooves (A) spaced circumferentially of the tire and extending diagonally with respect to the tire tread equator (M); and
a pair secondary grooves (B, C) provided adjacent opposite width-wise sides of the tread configuration and extending circumferentially of the tire;
wherein the primary grooves (A) are carved from central region of the tire to shoulder region of the tire.
3. The tire having the tread configuration as claimed in claim 2, wherein
the primary grooves (A) and the secondary grooves (B, C) form a plurality of tread blocks (D, E, F), wherein the tread blocks (D, E, F) are symmetrically offset with respect to the tire equator (M) to form a pitch of the tread configuration;
wherein the tread blocks (D, E, F) are formed along a circumference of the tire.
4. The tire having the tread configuration as claimed in claim 3, wherein the primary grooves (A) are open at edge of the shoulder region.
5. The tire having the tread configuration as claimed in claim 3, wherein the primary grooves (A) includes:
a first groove segment (A1), wherein
the first groove segment (A1) forms an angle θ1 with the tire equator (M), wherein θ1 is in range of 20 to 26 degrees;

a second groove segment (A2), wherein
the second groove segment (A2) forms an angle θ2 with the tire equator (M) wherein θ2 is in range of 22 to 28 degrees;
a third groove segment (A3), wherein
the third groove segment (A3) forms an angle θ3 with the tire equator (M), wherein θ3 is in range of 33 to 39 degrees; and
a fourth groove segment (A4), wherein
the fourth groove segment (A4) forms an angle θ4 with the tire equator (M), wherein θ4 is in range of 66 to 74 degrees.
6. The tire having the tread configuration as claimed in claim 3, wherein the
secondary groove (B) includes:
a first groove segment (B1), wherein
the first groove segment (B1) forms an angle θ5 with the tire equator (M), wherein θ5 is in range of 125 to 135 degrees; and
a second groove segment (B2), wherein
the second groove segment (B2) forms an angle θ6 with the tire equator (M), wherein θ6 is in range of 66 to 74 degrees.
7. The tire having the tread configuration as claimed in claim 2, wherein the secondary groove (C) forms an angle θ7 with the tire equator M, wherein θ7 is in range of 115 to 125 degrees.
8. The tire having the tread configuration as claimed in any of the preceding claims 4 to 7, wherein

the tread block (D) is defined by the first groove segment (A1) the second groove segment (A2) the third groove segment (A3) of the primary grooves (A) and the secondary groove (C), such that the tread block (D) is within a contact patch of the tire and pressure is uniformly distributed on the tread block (D).
9. The tire having the tread configuration as claimed in any of the preceding
claims 4 to 8, wherein
the tread block (E) is defined by the second groove segment (A2) the third groove segment (A3) the fourth groove segment (A4) of the primary grooves (A), the first groove segment (B1) the second groove segment (B2) of the secondary groove (B) and the secondary groove (C);
wherein the tread block (E) starts from 7 to 15% away from the tire equator (M) towards the shoulder region and extended up to an edge of the shoulder region.
10. The tire having the tread configuration as claimed in any of the preceding
claims 4 to 9, wherein
the tread block (F) is defined by the third groove segment (A3) the fourth groove segment (A4) of the primary grooves (A) and the first groove segment (B1) the second groove segment (B2) of the secondary groove (B).
11. The tire having the tread configuration as claimed in claim 1, wherein one edge
each of:
two consequent tread block (D) with one interleaving tread block (E) are disposed in a Tie-bar region (H), the Tie-bar region (H) region being in a range of 0.3 to 0.6 with respect to a groove depth S1 adjacent to the tire equator (M).

12. The tire having the tread configuration as claimed in any of the preceding claim
4 to 11, comprising:
a chamfer (G) provided to the tread block (D) to eliminate acute corner of the tread block (D);
wherein the chamfer (G) starts from the tread block (D) surface and end on the Tie-bar surface (H).