FI123766B - Design in wear tire of car tires - Google Patents

Abstract

In the invention a wearing layer (12) of a car tire is the projected parts, separated by the transversal grooves and/or the circular grooves, at least in some of which the first small slots (1) are made, which have a first depth (H1), a first length (L1) and a common first width (S1) and which pass into the wearing layer between two first walls (5a, 5b). A folded-wavy contour (13) of a section in the direction of the depth of the first small slots has an equal form throughout the first length (L1) and a first amplitude (A1). In addition, the sections in the direction of the length of the first small slots have the folded-wavy contour (14) throughout the first depth (H1), having a second amplitude (A2). The combination of the folded-wavy contour (13) of the section in the direction of the depth and the folded-wavy contour (14) of the section in the direction of the length of the first small slots has a total amplitude (A1+A2). The folded-wavy contour (13) has no more than two first peaks (6a) and no more than two second peaks (6b) oriented in the opposite direction. All peaks (6a, 6b, 7a, 7b) have a radius of curvature (R), and in the intersected sides of the peaks (9) the flat parts (B) are provided.

Description

FIELD OF THE INVENTION The invention relates to a design of a car tire wear layer comprising protuberances separated by transverse grooves and / or peripheral grooves and at least a portion of the first first transverse fins transverse to the circumferential direction of the tire, a first length and a uniform first thickness extending from the outer surface of the wear layer to the wear layer 10 between two opposed first walls having uniformly planar three-dimensional surface shapes such that the depth cuts of the first fins comprise a fold wave form.

15 Good grip on the vehicle tire is required in all conditions. Traction is required both in the travel direction and in the transverse direction - braking / acceleration and cornering. One way to improve the traction of the tire, especially in snowy and icy conditions, is the lamination of the tread patterns on the tire tread. Fine gaps "open" the pattern block when it is subjected to a sufficiently large circumferential force of the ring circumference, for example, during acceleration or braking. An opened pattern piece significantly improves the grip properties of the tire compared to an unopened pattern piece. However, the fine gaps have the difficulty of unnecessarily softening the tire too deeply, causing the tire to run "wet" and too low causing the treads not to open in time or at all, and the desired improvement in grip properties is not achieved. It is also typical that if the tire with fine gaps is a winter tire, its tread is made of a softer material than the summer tire, whereby the gaps are worn very quickly and may disappear completely. Ice traction is created in the lamellated ring by the individual rubber fins between the fins alternately adhering to the ice, taip30 bending and releasing, i.e. vibrating and dissipating energy into heat through the hysteresis phenomenon 9. You can try to influence the softness / stiffness of the tire by shaping it

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o Fine depth gaps are non-linear, with the opposite sides of the fine gaps resting on one another if the perimeter forces are high enough to perform in these situations just as a small 9 9 fine gauge tire, although with a large number of fine gaps ensures good grip when circumferential powers are small. On the other hand, such fine gaps often have the problem that the metal strips forming the fine gaps in the vulcanization mold can make it difficult to remove the vulcanized ring and sometimes even tear the surrounding rubber material.

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Patent publication FI 87327 (= EP 0 282 765 B1) describes a tread for a car tire tire structure comprising at least protruding elements or sections separated by circumferential grooves and transverse grooves provided with treads having a certain width, including a tread surface 5, which form angles of up to 30 ° in absolute value with the axial direction and which are parallel to each other and to the profiles of the transverse grooves, thereby delimiting two adjacent sections with an axial size of at least 30% of the respective axial width of the projection element. Each projection element comprises an even number of cuts having 10 equal depths and having cross-sectional profiles in the form of folds or wavy lines, the central axes of which are perpendicular to the tread surface and formed by segments which form said surface more than 0 ° and up to 40 ° angles, wherein the profile of each section forms a mirror image of its center axis relative to the symmetry profile of the adjacent section. Further, the circumferential distance separating the center axes of the two adjacent cuts or the center axes of the walls of the cut-out grooves from the center axes of the closest cuts is a constant of at least 3.5 mm. Thus, in particular, according to the publication, the projection elements, i.e., the pattern pieces, have an even number of cuts, i.e. fine slits, always adjacent to each other, mirrored and linear and parallel to the outer surface of the ring, but zigzagged with rectangular sections. is not more than 30 °. In other words, the shape of the fins is pleated or pleated in the depth direction and straight in the direction of the tire surface.

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EP 0 515 349 B1 discloses a ring having a tread surface comprising profile elements such as pattern blocks, circumferential grooves or the like, which are provided with fine laminar sections, the walls of which have a non-N-shaped shape and three-dimensionally shaped wall areas. some of them are also connected to each other, with their own

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No protruding or curved edges or front faces. The edges in the three-dimensionally shaped wall regions are arcuate and / or form a network and / or are branched to one another. Thus, here too, fine gaps in patterned pieces having embossed walls such that the surface of 35 35 is zigzag wavy in each direction or both transverse directions, forming recesses and protrusions on either side of the average - not shown - mean plane of the surface. In one embodiment of the disclosure, the corrugated surface and said mid-sectional pattern form a square field, each of which is outwardly in an open space - forming a recess 40 - and a second inside a rubber material - forming a recessed base. This embodiment thus corresponds to the only difference in Fl 107598 B that the adjacent squares in Fl 107598 B are the same size whereas in EP 0 515 349 B1 the adjacent squares - really squares because the embossed edges are sharp straight and bounded by a pin. -5 nat levels - are of different sizes. According to some figures of EP 0 515 349 B1, the squares of the squares in the square field are surrounded by squares of the recesses and the squares of the recesses are surrounded by squares of protrusions on all sides.

Fl 107598 B (= EP 0 768 958 B1) discloses a tire tread tire having embossed portions having at least some of the embossed portions having at least one incision wall, each of which is formed by protrusions and recesses of the embossed surface. formed on both sides of the median plane of the wall, the respective two embossed surfaces of the two walls being identical to form a section having the desired width. Each protrusion and recess has a rectangular surface at its center surface and a tip at a distance from said surface, wherein the protrusion base is completely surrounded by the protrusion base, and the recess base, respectively, by one recess base. Further, the section 20 includes lines corrugated in the tread and in the surface parallel to the tread and in the direction perpendicular to the tread and in the median direction of the tread, with corresponding amplitudes and lengths equal to each other, includes a base portion 25 and four convex surfaces toward the tip that become concave as the base portion approaches. Thus, in particular, according to the publication, the embossed portions, apparently patterned pieces, contain cuts or cuts, i.e. fine slits, whose walls are embossed so that the surface is at least partially oblique in transverse directions, forming recesses and protrusions of equal height to in particular, the intersecting surface of said wavy surface and said center plane forms a square field, each of which is o outwardly in an open space - forming the base of the recess and every other g inside the rubber material - forming the base of the protrusion. Thus, the square field of memory Q_ is familiar to the chess board. The squares in the document are really squares because the edges curved with the embossed co-35 are sharp. It should also be noted that according to the publication, the base square of the protrusion is on all sides the base square o of the recesses.

o is surrounded by and correspondingly, the base square of the recess is surrounded on all sides by the base squares of the protrusions 05. Fl 107599 B (= EP 0 768 959 B1) describes a surface of the same type as that of the fins, the fins 40 now being oriented in their depth about the radial line '4 of the ring. Difference or angle of rotation βο, which has an absolute value of | ao - ai |, is zero between the outer surface of the tire and a surface parallel to the outer surface and located at a radial distance hi from this outer surface, and is also directly proportional to the radial distance of the surface at which said difference is measured .

The tire grip of a vehicle tire in various situations can be improved and at the same time the tire's performance and behavior is maintained - as opposed to the corresponding other tire - by the car tire wear layer design according to the invention, characterized in what is defined in

At present, it is believed that the solution of the invention improves the tire of the vehicle in the following ways: 15 - On dry road surfaces and water only on wet road surfaces, the opposing walls of the fine gaps are locked together, thereby reducing bending and tread friction. In other words, the solution stiffens the pattern pieces and ribs in the high-friction range - with a friction coefficient μ of between 0.4 and 1.1 - thus improving the wet braking and acceleration properties of the tire under these conditions as well as the tread properties of the 20 tires.

- Does not degrade ice and snow properties as it operates in low friction range - with a coefficient of friction μ of between 0.05 ... 0.4 - like a common fine crack, whereby the rubber fins between the individual fins alternately adhere to ice or snow, flex and release through the hysteresis phenomenon, destroying 25 while the large number of fins at the edges provides a lot of effective contact with the snow and ice below.

- Enables a softer rubber blend in the wear layer, which further improves ice and snow retention.

§ - It is also possible that the solution would also result in a smoother tire

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^ 30, or at least repair the wear, which at least prolongs the service life, o i o In the following, the invention will be described in detail with reference to the accompanying drawings, in which: Q_

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Fig. 1 generally illustrates an embodiment of a tire wear layer in which the design of the invention is used, viewed from the outside of the tire perpendicular to the outer surface of the wear layer, corresponding to direction I of Figures 2 to 6B.

Figures 2 and 3 are longitudinal sectional views of the car tire wear layer along planes II-II of Figure 1 passing in a circumferential groove of the tire, and III-III passing along a circumferential tread pattern. These levels II-II and III-III are perpendicular to the axis of rotation of the tire. In Figures 2 and 3, the car tire wear layer, which is in fact circular, is shown straightened for clarity, with the outer surface of the wear layer being shown flat / straight.

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Fig. 4 shows an axonometric view of a first metal strip inserted into a ring vulcanization mold which forms a first fine gap in the ring according to the invention. Thus, the upward facing surface of this metal strip forms one first wall of the first fine slot and the downward facing surface 10 forms the second first wall of this fine slot, but since the metal strip is substantially uniform, both opposing first walls of the first fine slot are identical and can both be described. through.

Fig. 5 shows an axonometric view of a second metal strip to be inserted into a ring vulcanization mold which forms a second fine gap in the ring according to the invention. Thus, the upward facing surface of this metal strip forms one of the first walls of the second fine slot and the downward facing surface forms the second first wall of this fine slot, but since the metal strip is substantially uniform, both opposing first walls of the second fine slot are identical.

Figures 6A-6B show two different embodiments of the fine-gap according to the invention in vertical sections of the tire wear tread in the same view as in Figure 2, but to a larger extent, in the area IV of Figure 2.

Fig. 7 shows the fine gaps according to the invention in a section parallel to the tread of the car tire along the plane V-V of Figures 2 and 3 and on a larger scale on Figures 2 and 3.

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9 The tire has a tread of rubber compound 12 ("tread")

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19, which wear layer comprises a configuration having transverse-

Transverse groove 10 and / or peripheral groove 11 separated by protuberances 3, 4 and at least a portion of these protrusions against transverse first fissures 1. The tire ("tire") and thus also the wear layer has, of course, a rotational axis line T - and a rotation plane perpendicular to it at which plane the car tire rolling direction RD occurs - with peripheral grooves 11 at least substantially perpendicular to the rotational axis line a substantially different angle with respect to the rolling direction RD. The grooves, i.e. transverse grooves and circumferential grooves, are those grooves whose thickness SG in the direction of the outer surface 19 of the wear layer 12 is such that the opposing groove walls 21a and 21b do not come into contact with one another under any circumstance. The thickness of the fine gaps 5 $ 1, S2 is so small that the opposite walls 5a and 5b and 15a, 15b of the fine gaps, respectively, come during driving due to velocity changes and / or direction changes - at least when on a solid road surface in contact with one another, that is, relying on one another. In other words, each first "fine slit" has a first depth H1, a first length L1 and a uniform first thickness S1, and the fine gaps extend from the outer surface 19 of the wear layer to the wear layer between two opposed first walls 5a, 5b. uniformly three-dimensional surface shapes such that the depth cuts of the first fin slits comprise a fold waveform. Further, the peripheral grooves 11 have an access depth H4 as measured from the outer surface 19 of the wear layer. The protuberances of the wear layer 12 can be of two different types. First, the protuberances may comprise a single rib 3 ("rib") separated by circumferential grooves 11, as in Figure 1, or several ribs. Second, the raised portions may comprise at least a plurality or a plurality of block blocks 4 ("blocks") separated by transverse grooves 10, as shown in Figure 1. More particularly, rib 3 is between two circumferential grooves 11 having at least one continuous rotation plane a rolling line RD extending within the groove around the entire circumference of the tire, i.e., the circumferential groove enters at least one continuous circular line having no dimension parallel to the axis of rotation T. Thus, the wear layer 12 of Figure 1 has only one rib between the peripheral grooves 11, more specifically the two peripheral grooves 11 'and 11 ". The side walls 22a, 23a of the rib 3 and the peripheral walls 22a, 22b and 23a, 23b may be etc., both of which are shown in Fig. 1, as long as the above condition of fitting a circular line in the plane to the circumferential groove 30 is fulfilled, so that the groove 10 'is not a circumferential groove 10, since 9 has transverse portions thereof. The tire wear layer 12 thus comprises both a plurality of pattern blocks 4 and at least one rib 3.

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35 The first walls 5a and 5b of the first fins 1, which are substantially constant in the first thickness S1 - of course there are differences due to the manufacture of the metal strips 30 ("sipe") in the annular mold - Uniformly planar three-dimensional surface shapes. Hereby, the depth cut-offs of the first fin slits comprise a fold waveform, which according to the invention is a pleat shape at the first length L1 of the first fin slits, which means that at least approximately the same pleat waveform 13 are perpendicular to the outer surface 19 of the wear layer and to the first length L1 of the first fins 15, as shown in Figures 6A and 6B. This depth fold waveform has a first amplitude A1. The first amplitude A1 is either constant, as in Figure 6A, or the first amplitude A1 decreases from the outer surface 19 of the wear layer to the bottom 16 of the first fine gaps, as in Figure 6B. The pi-10 intersections of the first fin gaps 1 comprise a pleated fold wave 14 at a first depth H1 of the first fin gaps 1 and this longitudinal fold wave having a second amplitude A2. This means that at least approximately the same folded fold waveform 14 occurs in all planes of the first fin slits 1 parallel to their first length L1 and to the outer surface 19 of the wear layer 15, as shown in Figure 7. Thus, the first fine gaps 1 always have some fold wave shape on the outer surface 19 of the wear layer, regardless of the degree of wear of the tire. The depth curve 13 and the longitudinal curvature 14 of the first fin split 1 described above provide a three-dimensional surface contour for the first 20 walls 5a and 5b of these fins, which shape may best be illustrated in Fig. 4. The combination then forms the first fin . This second amplitude A2 is typically constant over the portion of the first length L1 of the fine gap at which the longitudinal fold waveform 14 occurs, i.e. between the straight end portions 24. Typically, the first amplitude A1 of the depth fold waveform 13 and the second amplitude A2 of the longitudinal waveform 13 differ by at most 50% or at most 30%. Visually or graphically, the depth-of-fold refractive waveform 13 has the ΛΛΛ form or a portion thereof, such as the λi form or a portion thereof.

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Further, according to the invention, the first fin slits 1 in the depth wave or waveform 13 have at most two first ridges 6a and at most

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4 and 6A, 6B, respectively. In the longitudinal fold waveform 14 of the first fins 1, there are at least four third ridges 7a and four opposite fourth ridges 7b as shown in Fig. 7. The extensions of the first fin slits 1 as extensions of the central longitudinal fold waveform 14 often include straight end portions 24 having a depth Hp which is also smaller than the maximum depth of the first fin slits, i.e. H1. The first ridges 6a and the second ridges 6b of the deep fold waveform 13 are parallel to each other 40 and parallel to the axis of rotation T of the ring. Correspondingly, the third ridges 7a and fourth ridges 7b of the longitudinal 8-fold fold wave 14 are parallel to each other and perpendicular to the axis of rotation T, so that they are parallel to the radius of the ring. Further, the aforementioned ridges 6a, 6b, 7a, 7b have radii R of between 10% and 43% or between 15% and -5% 35% of the distance P1 of the first or third ridges 6a, 7a and the second or fourth ridges 6b, 7b, or P2.

Still according to the invention, the first fine slits 1 have planar regions B at the faces 9 between the intersecting ridges, as can be seen in Figure 4. This 10 is to be understood firstly that the deep fold waveform 13 comprises straight portions 26 at a first angle K1, i.e. a zigzag shape, which are connected by the first ridges 6a, 6b, i.e. the roundings. This is to be understood, secondly, that the longitudinal fold waveform 14 comprises straight portions 27 at a different angle K2, i.e. a zigzag shape, which are connected by the second ridges 7a, 7b, i.e. the roundings. In the deep fold waveform 13, the first angle K1 between the facets between the first ridges 6a and the second ridges 6b is between 95 ° and 150 ° or between 105 ° and 140 °. In the longitudinal fold waveform 14, the second angle K 2 between the facets between the third ridges 7a and the fourth ridges 20 7b is between 80 ° and 170 ° or between 100 ° and 145 °. The value of the first angle K1 may be constant between the outer surface 19 of the wear layer and the base 16 of the first fine gaps, or alternatively, the value of the first angle K1 may increase from the outer surface 19 of the wear layer to the base 16 of the first gaps.

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According to a preferred embodiment of the invention, the first fin gaps 1 described are only in the circumferential rib 3. The first fin gaps 1 are transverse, i.e. their first length L1 is transverse to the tire rolling direction RD, preferably the first fin length L1 of the first fins 1 and K3 is less than 60 ° and typically this angle of attack K3 is less than 30 °. To further improve the efficiency of the first fin gaps 1, the circumferential g rib 3 containing the first fin gaps 1 further comprises an additional transverse groove 18 having a shallow depth H3 which is smaller than the previous fin gaps 11.

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o 35 min. Preferably, the additional transverse grooves 18 have a shallow depth H3 of up to 90% of the access depth H4 of the circumferential grooves 11 and typically 70% to 80% of the access depth H4. In this way, the ribs 3, which are separated by additional transverse grooves 18, can be elasticized to an appropriate extent such that the first fines 1 function particularly efficiently as intended. According to a second embodiment of the invention, the first fins 1 as described above are present in at least one of the above-mentioned ribs 3 and in the pattern pieces 4. In this case, the first fins 1 may be in all or only a part of the pattern pieces. If the wear layer has two ribs 3 not shown in the figures, a third embodiment is that the first fins 1 are present in both ribs.

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In the first fines 1, the uniform first thickness S1 is not more than 80% of the first amplitude A1 of the depth fold waveform 13, or not more than 50% of this first amplitude A1. Preferably, though not necessarily, the first fins 1 also have one or more bottom elevations 14 within their first length L1 having an average height Q of between 30% and 70% of the first depth H1 of the first fins. If there is one bottom elevation, as shown in Figure 4, the maximum length V of the bottom elevation is between 15% -30% of the first length L1 of the first fins, but if two or more bottoms are the sum of their maximum lengths V 15% -30% of the first L1 of the first fins. It is also possible to shape the first fin gaps 1 so that their first depth H1 decreases from the center of the tire width W towards the tire shoulders C1, C2, of course when the fin 3 is not centered on the tire and the wear layer is asymmetric. Then, the en-20 finest gaps 1 appear wedge-shaped when viewed in a direction perpendicular to the first length L1 and the first depth H1.

According to a fourth embodiment of the invention, at least a portion of the pattern blocks 4 have second fins 2 each having a second depth H2, a second length L2 and a common second thickness S2 extending from the outer surface 19 of the wear layer to the wear layer 12 between two opposite walls 15a, 15b. . These second walls 15a, 15b have non-planar uniform surface shapes, the longitudinal cuts of which comprise a zigzag wave wave shape 17 at the second depth H2 of the other fins 2, as can be seen in Figures 5 and 7. Thus, the cross-sectional shape of the second fins 2 in the planes parallel to the wear layer 19 9 is of the same type, although not often similar, but differently dimensioned, as the first fins 1 have a cross-sectional shape g in the planar planes 19.

Thus, the other fines have a longitudinal fold wave shape 20 which includes straight portions 27, i.e. a zigzag shape, at a second angle K2 with respect to each other, which are joined by other ridges 7a, 7b having rounding radius R '. Again, the value of the second angle K 2 is between 80 ° and 170 ° or between 100 ° and 145 °. In the depth direction, the other fine gaps are substantially straight, as shown in Fig. 5, so that they do not have a depth fold waveform. These fine-40 gaps are also provided by the metal strips 31 in the vulcanization mold.

Claims (16)

1. A configuration of the tread (12) of a car tire having a axis of rotation (T) and comprising raised portions (3, 4) separated by transverse rafters (10) and / or circumferential grooves (11) and transverse direction of the tire first fine slits (1) in at least a portion of these raised portions, each having a first depth (H1), a first length (L1), and a similar first thickness (S1) and extending from the outer surface of the tread ( 19) into the tread between two opposing first walls (5a, 5b), which have from a pane deviating in a similar way three-dimensional surface form such that the cuts in depth in the first fine slits comprise a folding path shape, characterized in that - said folding path shape in the depth (13) of the first fine slits (1) forming the first walls (5a, 5b) spaced apart from the first thickness (S1) is the same fold shape on the first length (L1) of the first fin slits, folding path shape i the depth has a first amplitude (A1), and the longitudinal cuts in the first fine slits comprise a pleated folding path shape (14) through the first depth of the first fin slits (H1), the longitudinal folding shape having a second amplitude (A2), the combination of the folding path shape in depth (13) and the folding path shape in longitudinal direction (14) form a sum amplitude (A1 + A2) for the first fine slits; that - the folding path shape in depth (13) has at most two first axes (6a) and at most two second axes (6b) in the opposite direction, and the folding path shape in longitudinal direction (14) has at least four third axes (7a) and four fourth axes (7b) in the opposite direction; and that - said axes (6a, 6b, 7a, 7b) have rounding radii (R), and the first fin slits (1) comprise flat areas (B) of the facets (9) between the intersecting axes. 2. Design according to claim 1, characterized in that the first winch (K1) 5 between the facets between the first axes (6a) and the second axes (6b) in the folding path shape in the depth (13) is between 95 ° and 150 °. or between 105 ° and 140 °. CM cp 3. A design according to claim 1 or 2, characterized in that the second angle (K2) between the facets between the third axes (7a) and the fourth axes (7b) in the longitudinal folding path shape (14) is between 80 ° and 170 ° or between 100 ° and 35 °. δ r-- o 4. Design according to claim 1 or 2 or 3, characterized in that the first amplitude (A1) of the folding path shape in the deep (13) and the second amplitude (A2) of the folding path in the longitudinal direction (14) deviate from each other by no more than 50% or at most 30%. 14 5. Design according to claim 4, characterized in that said second amplitude (A2) is constant; and that said first amplitude (A1) is either constant or decreases from the outer surface (19) of the tread into the tread, towards the bottom (16) of the first fine slot. 6. Design according to claim 4 or 5, characterized in that the value of said first angle (K1) becomes larger from the outer surface (19) of the tread into the tread, towards the bottom (16) of the first fin slots. 10 7. A design according to any preceding claim, characterized in that the first axes (6a) and the second axes (6b) of the folding path shape in the depth (13) are mutually parallel and parallel to the tire axis of rotation (T). Design according to any one of the preceding claims, characterized in that the rounding radius (R) is 10% - 43% or 15% - 35% of the distance (P1 or P2) between the first or third axes (6a, 7a). ) and the third or fourth aces (6b, 7b). Design according to any of the preceding claims, characterized in that at least part of said transverse first fin slots (1) within its first length (L1) additionally has at least one bottom elevation (17) whose average height (Q) is 30% - 70% of the first height of the first fine slots (H1) and whose maximum length (V) is 15% - 30% of the first length of the first fine slots (L1). 25 10. Design according to any preceding claim, characterized in that the first fine slots in the outer surface (19) of the tread always have some folding path shape independent of the tire's surface. CO δ ^ 30 Design according to any of the preceding claims, characterized in that the said first fine thickness (S1) of the C \ J9 first fine slots (1) is at most 80% of said first amplitude (A1) of the folding path shape in the depth (13). or not more than 50% of x said first amplitude (A1). o 35 Design according to any of the preceding claims, characterized in that the folding path shape in the depth (13) is a ΛΛΛ-shape or part thereof. o o C \ J Design according to any of the preceding claims, characterized in that said raised portions of said tread (12) comprise one of the at least circumferential ribs (3) which extend in the circumferential direction (11); and that said first fine slits (1) exist only in said rib. Design according to any one of claims 1-12, characterized in that said raised portions of said side web (12) comprise at least one circumferential rib (3) extending in the circumferential direction (10) and the circumferential latch (11) and a plurality of pattern pieces (4); and that said first fine slits (1) are present in both said at least one rib and said pattern pieces. Design according to any of claims 1-13, characterized in that said raised parts of the tread (12) further comprise pattern pieces (4) which are eaten from each other by at least the cross-member (10); and that in at least some of these pattern pieces (4) there are other fine slits (2) each having a second depth (H2), a different length (L2) and a similar second thickness (S2) and extending from the outer surface (19) of the tread into the tread between two opposing other walls (15a, 15b), which have from a plane deviating similar surface shapes where the longitudinal cuts comprise a zigzag fold waveform (20) through the other fine slots (20). 2) other depths (H2). Design according to any of claims 13-15, characterized in that said circumferential groove (11) has a head depth (H4) from the outer surface (19) of the tread; and that said at least one rib (3) further comprises additional circumferential grooves (18) whose layer depth (H3) is less than said circumferential groove's main depth (H4). CO δ c \ j C \ l O CM X IX CL CD O δ o o CM