CA1122892A - Pneumatic truck tire - Google Patents
Pneumatic truck tireInfo
- Publication number
- CA1122892A CA1122892A CA343,805A CA343805A CA1122892A CA 1122892 A CA1122892 A CA 1122892A CA 343805 A CA343805 A CA 343805A CA 1122892 A CA1122892 A CA 1122892A
- Authority
- CA
- Canada
- Prior art keywords
- projections
- independent
- width
- rows
- adjacent
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
- B60C11/0309—Patterns comprising block rows or discontinuous ribs further characterised by the groove cross-section
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
- B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
- B60C2011/0383—Blind or isolated grooves at the centre of the tread
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles
Abstract
Abstract PNEUMATIC TRUCK TIRE
An improved heavy duty truck tire having a ground-engaging tread portion comprising a plurality of independent projections arranged in a plurality of circumferentially extending rows forming a plurality of circumferentially extending grooves therebetween. The independent projections have a configuration such that when in the footrpint of the tire they act together to resist lateral and circumferential forces acting upon the tire.
An improved heavy duty truck tire having a ground-engaging tread portion comprising a plurality of independent projections arranged in a plurality of circumferentially extending rows forming a plurality of circumferentially extending grooves therebetween. The independent projections have a configuration such that when in the footrpint of the tire they act together to resist lateral and circumferential forces acting upon the tire.
Description
PNEUMATIC TRUCK TIRE
The foregoing abstract is not to be taken as limiting the invention of this application 9 and in order to understand the ~ull nature of the technical nature of this application, reference must be made to the accompanying drawings and -the ~ollowing detailed description.
Back~round of the Invention This invention relates to pneumatic tires, and more particularly, to an improved heavy truck radial tire for use primarily on the road, preferably in the steering and driving positions.
It is well known in the industry that a choice ; of a particular tread design involves trade~o~
between specific tire performance characteristics in order to achieve the overall desired tire perfor-mance. Among such characteris-tics are those directed to high mileage, uniform wear, traction, cool running and the like. The foregoing perfor-mance characteristics are generally at odds with each other; for example, a tire which exhibits high mileage and good lateral stability may have poor traction characteristics. Conversely, a tire which has good traction may have poor mileage potential, lateral stability and even wear.
It is important that heavy -truck tires~
especially those used in the steering position have high mileage, uniform wear and lateral stability.
Additionally, it is important th~t -the tire runs as cool as possible so that the casing may be retreaded at least once.
.. . , ~
- ' ~ . ~
~ -2-Applicants have discovered a particular arrangement by which high mileage and uniform wear characteristics may be obtained in a heavy duty truck tire for use primarily on the road which also has good handling performance, traction and runs cool.
Summary_of_the Invention In accordance with one aspect of the present invention, there is provided a heavy -truck -tire for use primarily over the road comprising:
a ground engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portions radially inward terminating in a pair of bead portions, respectively, the carcass ply structure extending from said bead portion to said bead por-tion, characterized by said tread portion comprising a plurality of independent projections, said independent projections having a configuration and being arranged about said tread portion so as to provide a plurality of substantially parallel circumferentially extending rows of independent projections and a plurality of substantially circumferentially extending zig-zag grooves between said rows of independen-t projections, said independent projections in each of said rows are oriented and have a configuration such that each projection has one side, one in either circumferen-- tial direction which is parallel to the adjacent projections on either circumferential side o~ said projection in said row, said independent projections in each of said ro~s being spaced apart so that the . . .
... . . . .
,- :
.
, -2a-sides of adjacent projections which face each other are separated by a narrow groove having a width less than 1 mm so that when the adjacent projections are in the footprint of the tire, the narrow grooves close so that the adjacen-t projections act together to resist lateral and circumferential forces, said sides of said projections which face the circum-ferentially adjacent projection form an angle from about 70 to 85 degrees with respect to the mid-circumferential centerplane of said tire.
, ~
: ~ .
Descrip~La~L~Lh:.LL~lLL~
Fig. l is a perspec-tive view of a tire made in accordance with the presen-t inven-tion, i-t being understood that the tread portion is repeated throughout the circumference of the tire;
Fig. 2 is an enlarged, fragmentary front plan view of the tread portion;
Fig 3 is a cross-sectional view o~ the tread portion according to the present invention taken along line 3-3 of Fig. 2;
Fig. 4 is a diagrammatical representation of three adjacent projections in one row of independent projections of said tread portion; and Fig. 5 is an illustration of a modified configuration of an independent projection made in accordance with the present invention.
Detailed Description o~ the Invention Referring to Figs. l and 2 there is illustrated a heavy truck tire lO having a ground-engaging tread portion 12. For the purpose of this invention, a - heavy truck tire shall be considered a tire which has a nominal rim diameter from about 20 inches to approximately 24.5 inches. However, heavy truck tires having nominal rim diameters as ~ow as about 17.5 inches are known and considered to be part of the presen-t invention. The tire 10 has a pair of sidewall portions 14,16 which extend from each of the shoulder portions of the tread portion 12 radially inward terminating in a pair of bead portions 22,24 respectively. A carcass ply structure (now shown) extends frorn bead portion to bead portion.
Preferably, -the carcass ply structure is of the radial type wherein the cords of each carcass ply forrn an angle with respect to the mid-circumferential : :.
- .
". . - .
,~
plane of the tire from a~out 75 degrees to 90 do~rees. Thc cords of ~;he c~rcass ply s-t,ructu~e may comprise of any material normally used for cord reinforcemen-t in pneumatic tires. For eY~ample, and not by way of limitation~ nylon, rayon, polyester, steel. The tire 10 may be further provided with a belt reinforcing ply structure (not shown) beneath the tread portion and radially outward o~ the carcass structure. The cords of the belt ply structure may comprise of any conventional material normally used in belt reinforcemen-t and may lie at any conventional angle used in pneumatic tires.
In the embodiment illustrated in Fig. 1 and 2, the tread portion 12 of the tire 10 is provided with continuous circumferentially extending shoulder ribs 26,28 in the shoulder portions 18,20. The remaining portion of tread 12 is provided with a plurality of substantially identically shaped independent pro-jections 30 arranged in a plurality of rows. In the embodiment illustrated, three rows 32,34,36 are shown. The actual number of rows will depend upon the size of the tire and configuration of the projection, and generally there are from about two to four rows of independent projections. While the present invention is shown as having two continuous circumferentially extending ribs 26,28 in the shoulder regions, ribs 26,28 may be replaced by rows of independent projections similar in configuration to rows 32,34,36. Preferably, the circumferentially 1 30 extending ribs 26,28 are used so as to minimize shoulder wear and increase lateral stability. The ribs 26,28 or rows (in the case when rows are used instead of continuous shoulder ribs) have a cross sectional width W which ranges from about 15 percent to 25 percent o~ the tread width T, preferably aboùt ' ~
, . : , :,, :,, ~ :
- ;. : , ' :
18 percent. For the purpo~e of this invention, -the tread width and width o~ the ribs or rows are measured from -the footprin-t of the tire inflated to normal inflation pressure and loaded -to normal load on a rim for which it is designed. The cross-sectional width W of the ribs 26,28 is -the distance from the tread edge to the circumferential center-line of the adjacent zig-zag groove 38. The circumferential centerline is the line axially midway the axial outermost points of the zig-zag grooves (See Fig. 2).
The projections 30 have a configuration such that the rows 32,34,36 form wide zig-zag grooves 38 in between rows 32, 34,36 and ribs 26 and 28. The zig-zag grooves 38 have a width sufficiently large such that when in the footprint of the tire grooves 3~ remain open to provide water channeling passages Preferably, the grooves 38 all have substantially the same width.
The use of independent projections 30 provides good flexibility of the tire as it enters and leaves the footprint of the tiret thereby contributing to good wear and cool running temperatures. The use of independent projections allow the portion of the tire entering and leaving the footprint to act indepen~
dently of the tread portion mainly before and after.
However, the use of independent projections has the disadvantage of reduced lateral stability and possible heel and toe wear. To overcome this problem, the projections 30 have a configuration and are spaced apart from each other such thatt when the projectio~s are in the footprint of the tire, they act together to resist both lateral and circumferential forces exerted on the tire. The projections 30 when in the footprint of the tire seat or nest next to the ,~ '~ ....
~ ~ , . , ,: ' :
adjacent projection (See Fig. 4). This type of nesting allows the projection to come together and act as a continuous rib when in the footprint to minimize the heel and toe wear normally experienced by independent projections and provide improved lateral stability. The projections 30, as it travels through the footprint of the -tire, experience varying lateral forces. The maximum la-teral force occurs in the central portion of the ~ootprint and proceeding toward the edges of the footprin-t the lateral force decreases in magnitude. Since the pro-jections in the center experience a greater lateral force these projections tend to displace an axial distance greater than the circumferentially adjacent projections. The nes-ting action of the projection allows the projection to act as a continuous rib, when in the footprint of the tire, to transmit and spread the greater lateral force experienced by the projections in the central por-tion of the footprint to -the circum*erentially adjacent projections. This nesting action improves the lateral stability of the tire yet allows the tread portion of the tire to have enough flexibility to minimize the bending stresses in the tire. The grooves 46 separate the adjacent projections 30 so as -to allow the projections 30 to act independently of the immediately adjacent projections when entering and leaving the footprint, but are small enough to allow the projections to nest as it proceeds through the footprint of the tire. The grooves 46 are less than about 1 mm and preferably are made as small as possible. Generally, the grooves 46 range from abou-t .2 mm to .8 mm. In the particular embodiment illustrated, the grooves 46 are approximately .5 mm.
The depth d of the grooves 46 is at least 30 percent of the non-skid depth D (See Fig. 3 ).
':
. ~ . , .............. . . :
. .
, . . .
.
, .
preferably, at least 60 percent, and in the particular embodiment illus-trated, the dep-th o~ the grooves 46 is approximately 80 percent o~ the non-skid depth D.
The con~iguration of projections 30 should be such that only one side is common with the circum-~erentially adjacent projec-tion 30 in the same row.
Therefore, each projection has two sides 44, one in either circumferential direction which is in parallel relationship to the immediately adjacent projection.
Preferably the sides are substantially straight. In the particular embodiment shown, the projections 3G
have an overall configuration of a pentagon.
However, it can be seen that sides 43,45 and 47 of the projections 30 may be varied without departing from -the scope of the present invention. Preferably, the portion of the projections 30 which are not common to the adjacent projections have a configuration such that a zig-zag groove is formed between adjacent rows of independent projectionsO Fig. 5 illustrates a modified configuration of projections 30 made in accordance with the present invention.
Projections 30 have a configuration such -that -the grooves 46 ~orm an angle with respect to the mid- ;
circumferential centerplane of the tire from about 70 degrees to 85 degrees, preferably from about 75 to 85 degrees. It is important that the angle formed be within prescribed limitations so as to assure proper nesting. The particular angle in which the groove 46 form with the mid-circumferential plane will, of course, be dependent upon the exact config-uration of the projection and the pitching sequence of the tread pattern.
~ ~, .. ~ . .. . . . .
The projections 30 have a configuration such that the mean circumferential width CW divided by -the mean axial length L ranges from approximately .6 to 1.9, preferably from about .6 to 1Ø Here again, the exact ratio that is ob-tained will be dependent upon the configuration of the projection and pitching variation in the tread portion. For the purposes of this invention9 the mean width of the projections 30 is the width of the projection which is mid~way between the maximum and minimum width of said projection and the mean height of the projection as being the height which is midway between the maximum and minimum height of the projection.
While certain representative embodiments and details have been shown for the purpose of illustra-ting the invention, it will be apparent to those skilled in this art that various changes and modifications may be made therein without departing from the spirit or scope of the invention.
.
- .. . - ~ , ~ .. . .... . . . .
,'. . :
The foregoing abstract is not to be taken as limiting the invention of this application 9 and in order to understand the ~ull nature of the technical nature of this application, reference must be made to the accompanying drawings and -the ~ollowing detailed description.
Back~round of the Invention This invention relates to pneumatic tires, and more particularly, to an improved heavy truck radial tire for use primarily on the road, preferably in the steering and driving positions.
It is well known in the industry that a choice ; of a particular tread design involves trade~o~
between specific tire performance characteristics in order to achieve the overall desired tire perfor-mance. Among such characteris-tics are those directed to high mileage, uniform wear, traction, cool running and the like. The foregoing perfor-mance characteristics are generally at odds with each other; for example, a tire which exhibits high mileage and good lateral stability may have poor traction characteristics. Conversely, a tire which has good traction may have poor mileage potential, lateral stability and even wear.
It is important that heavy -truck tires~
especially those used in the steering position have high mileage, uniform wear and lateral stability.
Additionally, it is important th~t -the tire runs as cool as possible so that the casing may be retreaded at least once.
.. . , ~
- ' ~ . ~
~ -2-Applicants have discovered a particular arrangement by which high mileage and uniform wear characteristics may be obtained in a heavy duty truck tire for use primarily on the road which also has good handling performance, traction and runs cool.
Summary_of_the Invention In accordance with one aspect of the present invention, there is provided a heavy -truck -tire for use primarily over the road comprising:
a ground engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portions radially inward terminating in a pair of bead portions, respectively, the carcass ply structure extending from said bead portion to said bead por-tion, characterized by said tread portion comprising a plurality of independent projections, said independent projections having a configuration and being arranged about said tread portion so as to provide a plurality of substantially parallel circumferentially extending rows of independent projections and a plurality of substantially circumferentially extending zig-zag grooves between said rows of independen-t projections, said independent projections in each of said rows are oriented and have a configuration such that each projection has one side, one in either circumferen-- tial direction which is parallel to the adjacent projections on either circumferential side o~ said projection in said row, said independent projections in each of said ro~s being spaced apart so that the . . .
... . . . .
,- :
.
, -2a-sides of adjacent projections which face each other are separated by a narrow groove having a width less than 1 mm so that when the adjacent projections are in the footprint of the tire, the narrow grooves close so that the adjacen-t projections act together to resist lateral and circumferential forces, said sides of said projections which face the circum-ferentially adjacent projection form an angle from about 70 to 85 degrees with respect to the mid-circumferential centerplane of said tire.
, ~
: ~ .
Descrip~La~L~Lh:.LL~lLL~
Fig. l is a perspec-tive view of a tire made in accordance with the presen-t inven-tion, i-t being understood that the tread portion is repeated throughout the circumference of the tire;
Fig. 2 is an enlarged, fragmentary front plan view of the tread portion;
Fig 3 is a cross-sectional view o~ the tread portion according to the present invention taken along line 3-3 of Fig. 2;
Fig. 4 is a diagrammatical representation of three adjacent projections in one row of independent projections of said tread portion; and Fig. 5 is an illustration of a modified configuration of an independent projection made in accordance with the present invention.
Detailed Description o~ the Invention Referring to Figs. l and 2 there is illustrated a heavy truck tire lO having a ground-engaging tread portion 12. For the purpose of this invention, a - heavy truck tire shall be considered a tire which has a nominal rim diameter from about 20 inches to approximately 24.5 inches. However, heavy truck tires having nominal rim diameters as ~ow as about 17.5 inches are known and considered to be part of the presen-t invention. The tire 10 has a pair of sidewall portions 14,16 which extend from each of the shoulder portions of the tread portion 12 radially inward terminating in a pair of bead portions 22,24 respectively. A carcass ply structure (now shown) extends frorn bead portion to bead portion.
Preferably, -the carcass ply structure is of the radial type wherein the cords of each carcass ply forrn an angle with respect to the mid-circumferential : :.
- .
". . - .
,~
plane of the tire from a~out 75 degrees to 90 do~rees. Thc cords of ~;he c~rcass ply s-t,ructu~e may comprise of any material normally used for cord reinforcemen-t in pneumatic tires. For eY~ample, and not by way of limitation~ nylon, rayon, polyester, steel. The tire 10 may be further provided with a belt reinforcing ply structure (not shown) beneath the tread portion and radially outward o~ the carcass structure. The cords of the belt ply structure may comprise of any conventional material normally used in belt reinforcemen-t and may lie at any conventional angle used in pneumatic tires.
In the embodiment illustrated in Fig. 1 and 2, the tread portion 12 of the tire 10 is provided with continuous circumferentially extending shoulder ribs 26,28 in the shoulder portions 18,20. The remaining portion of tread 12 is provided with a plurality of substantially identically shaped independent pro-jections 30 arranged in a plurality of rows. In the embodiment illustrated, three rows 32,34,36 are shown. The actual number of rows will depend upon the size of the tire and configuration of the projection, and generally there are from about two to four rows of independent projections. While the present invention is shown as having two continuous circumferentially extending ribs 26,28 in the shoulder regions, ribs 26,28 may be replaced by rows of independent projections similar in configuration to rows 32,34,36. Preferably, the circumferentially 1 30 extending ribs 26,28 are used so as to minimize shoulder wear and increase lateral stability. The ribs 26,28 or rows (in the case when rows are used instead of continuous shoulder ribs) have a cross sectional width W which ranges from about 15 percent to 25 percent o~ the tread width T, preferably aboùt ' ~
, . : , :,, :,, ~ :
- ;. : , ' :
18 percent. For the purpo~e of this invention, -the tread width and width o~ the ribs or rows are measured from -the footprin-t of the tire inflated to normal inflation pressure and loaded -to normal load on a rim for which it is designed. The cross-sectional width W of the ribs 26,28 is -the distance from the tread edge to the circumferential center-line of the adjacent zig-zag groove 38. The circumferential centerline is the line axially midway the axial outermost points of the zig-zag grooves (See Fig. 2).
The projections 30 have a configuration such that the rows 32,34,36 form wide zig-zag grooves 38 in between rows 32, 34,36 and ribs 26 and 28. The zig-zag grooves 38 have a width sufficiently large such that when in the footprint of the tire grooves 3~ remain open to provide water channeling passages Preferably, the grooves 38 all have substantially the same width.
The use of independent projections 30 provides good flexibility of the tire as it enters and leaves the footprint of the tiret thereby contributing to good wear and cool running temperatures. The use of independent projections allow the portion of the tire entering and leaving the footprint to act indepen~
dently of the tread portion mainly before and after.
However, the use of independent projections has the disadvantage of reduced lateral stability and possible heel and toe wear. To overcome this problem, the projections 30 have a configuration and are spaced apart from each other such thatt when the projectio~s are in the footprint of the tire, they act together to resist both lateral and circumferential forces exerted on the tire. The projections 30 when in the footprint of the tire seat or nest next to the ,~ '~ ....
~ ~ , . , ,: ' :
adjacent projection (See Fig. 4). This type of nesting allows the projection to come together and act as a continuous rib when in the footprint to minimize the heel and toe wear normally experienced by independent projections and provide improved lateral stability. The projections 30, as it travels through the footprint of the -tire, experience varying lateral forces. The maximum la-teral force occurs in the central portion of the ~ootprint and proceeding toward the edges of the footprin-t the lateral force decreases in magnitude. Since the pro-jections in the center experience a greater lateral force these projections tend to displace an axial distance greater than the circumferentially adjacent projections. The nes-ting action of the projection allows the projection to act as a continuous rib, when in the footprint of the tire, to transmit and spread the greater lateral force experienced by the projections in the central por-tion of the footprint to -the circum*erentially adjacent projections. This nesting action improves the lateral stability of the tire yet allows the tread portion of the tire to have enough flexibility to minimize the bending stresses in the tire. The grooves 46 separate the adjacent projections 30 so as -to allow the projections 30 to act independently of the immediately adjacent projections when entering and leaving the footprint, but are small enough to allow the projections to nest as it proceeds through the footprint of the tire. The grooves 46 are less than about 1 mm and preferably are made as small as possible. Generally, the grooves 46 range from abou-t .2 mm to .8 mm. In the particular embodiment illustrated, the grooves 46 are approximately .5 mm.
The depth d of the grooves 46 is at least 30 percent of the non-skid depth D (See Fig. 3 ).
':
. ~ . , .............. . . :
. .
, . . .
.
, .
preferably, at least 60 percent, and in the particular embodiment illus-trated, the dep-th o~ the grooves 46 is approximately 80 percent o~ the non-skid depth D.
The con~iguration of projections 30 should be such that only one side is common with the circum-~erentially adjacent projec-tion 30 in the same row.
Therefore, each projection has two sides 44, one in either circumferential direction which is in parallel relationship to the immediately adjacent projection.
Preferably the sides are substantially straight. In the particular embodiment shown, the projections 3G
have an overall configuration of a pentagon.
However, it can be seen that sides 43,45 and 47 of the projections 30 may be varied without departing from -the scope of the present invention. Preferably, the portion of the projections 30 which are not common to the adjacent projections have a configuration such that a zig-zag groove is formed between adjacent rows of independent projectionsO Fig. 5 illustrates a modified configuration of projections 30 made in accordance with the present invention.
Projections 30 have a configuration such -that -the grooves 46 ~orm an angle with respect to the mid- ;
circumferential centerplane of the tire from about 70 degrees to 85 degrees, preferably from about 75 to 85 degrees. It is important that the angle formed be within prescribed limitations so as to assure proper nesting. The particular angle in which the groove 46 form with the mid-circumferential plane will, of course, be dependent upon the exact config-uration of the projection and the pitching sequence of the tread pattern.
~ ~, .. ~ . .. . . . .
The projections 30 have a configuration such that the mean circumferential width CW divided by -the mean axial length L ranges from approximately .6 to 1.9, preferably from about .6 to 1Ø Here again, the exact ratio that is ob-tained will be dependent upon the configuration of the projection and pitching variation in the tread portion. For the purposes of this invention9 the mean width of the projections 30 is the width of the projection which is mid~way between the maximum and minimum width of said projection and the mean height of the projection as being the height which is midway between the maximum and minimum height of the projection.
While certain representative embodiments and details have been shown for the purpose of illustra-ting the invention, it will be apparent to those skilled in this art that various changes and modifications may be made therein without departing from the spirit or scope of the invention.
.
- .. . - ~ , ~ .. . .... . . . .
,'. . :
Claims (21)
Claims
1. A heavy truck tire for use primarily over the road comprising:
a ground-engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portions radially inward terminating in a pair of bead portions, respectively, the carcass ply structure extending from said bead portion to said bead por-tion, characterized by said tread portion comprising a plurality of independent projections, said independent projections having a configuration and being arranged about said tread portion so as to provide a plurality of substantially parallel circumferentially extending rows of independent projections and a plurality of substantially circumferentially extending zig-zag grooves between said rows of independent projections, said independent projections in each of said rows are oriented and have a configuration such that each projection has one side, one in either circumferen-tial direction which is parallel to the adjacent projections on either circumferential side of said projection in said row, said independent projections in each of said rows being spaced apart so that the sides of adjacent projections which face each other are separated by a narrow groove having a width less than 1 mm so that when the adjacent projections are in the footprint of the tire, the narrow grooves close so that the adjacent projections act together to resist lateral and circumferential forces, said sides of said projections which face the circum-ferentially adjacent projection form an angle from about 70 to 85 degrees with respect to the mid-circumferential centerplane of said tire.
a ground-engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portions radially inward terminating in a pair of bead portions, respectively, the carcass ply structure extending from said bead portion to said bead por-tion, characterized by said tread portion comprising a plurality of independent projections, said independent projections having a configuration and being arranged about said tread portion so as to provide a plurality of substantially parallel circumferentially extending rows of independent projections and a plurality of substantially circumferentially extending zig-zag grooves between said rows of independent projections, said independent projections in each of said rows are oriented and have a configuration such that each projection has one side, one in either circumferen-tial direction which is parallel to the adjacent projections on either circumferential side of said projection in said row, said independent projections in each of said rows being spaced apart so that the sides of adjacent projections which face each other are separated by a narrow groove having a width less than 1 mm so that when the adjacent projections are in the footprint of the tire, the narrow grooves close so that the adjacent projections act together to resist lateral and circumferential forces, said sides of said projections which face the circum-ferentially adjacent projection form an angle from about 70 to 85 degrees with respect to the mid-circumferential centerplane of said tire.
2. A heavy truck tire for use primarily over the road comprising:
a ground-engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portions radially inward terminating in a pair of bead portions, respectively, the carcass ply structure extending from from said bead portion to said bead portion, characterized by said tread portion comprising a pair of continuous circumferentially extending ribs, one being located at each of said shoulder portions of said tread portion, a plurality of substantially identically shaped independent projections being placed about said tread portion in between said ribs to form a plurality of substantially parallel circumferentially extending rows and a plurality of substantially circumferentially extending zig-zag grooves between said rows and said ribs, said independent projection in each of said rows are oriented and have a configuration such that each projection has one side, one in either circumferen-tial direction which is parallel to the adjacent projection on either circumferential side of said projection in said row, said independent projections in each of said rows being spaced apart so that the sides of adjacent projections which face each other are separated by a narrow groove having a width less than 1 mm so that when the adjacent projections are in the footprint of the tire, the narrow grooves close so that the adjacent projections act together to resist lateral and circumferential forces, said sides of said projections which face the circumferentially adjacent projection form an angle from about 70 to 85 degrees with respect to the mid-circumferential centerplane of said tire.
a ground-engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portions radially inward terminating in a pair of bead portions, respectively, the carcass ply structure extending from from said bead portion to said bead portion, characterized by said tread portion comprising a pair of continuous circumferentially extending ribs, one being located at each of said shoulder portions of said tread portion, a plurality of substantially identically shaped independent projections being placed about said tread portion in between said ribs to form a plurality of substantially parallel circumferentially extending rows and a plurality of substantially circumferentially extending zig-zag grooves between said rows and said ribs, said independent projection in each of said rows are oriented and have a configuration such that each projection has one side, one in either circumferen-tial direction which is parallel to the adjacent projection on either circumferential side of said projection in said row, said independent projections in each of said rows being spaced apart so that the sides of adjacent projections which face each other are separated by a narrow groove having a width less than 1 mm so that when the adjacent projections are in the footprint of the tire, the narrow grooves close so that the adjacent projections act together to resist lateral and circumferential forces, said sides of said projections which face the circumferentially adjacent projection form an angle from about 70 to 85 degrees with respect to the mid-circumferential centerplane of said tire.
3. A heavy truck tire according to claim 1 characterized by said plurality of rows being four.
4. A heavy truck tire according to claim 2 characterized by said plurality of rows ranging from about two to four.
5. A heavy truck tire according to claim 4 characterized by said plurality of rows being three.
6. A heavy truck tire according to claims 1 or 2 characterized by the ratio of the mean circumferential width to the mean axial length of each of said projections being from .6 to 1.9.
7. A heavy truck tire according to claims 1 or 2 characterized by the ratio of the mean circumferential width to the mean axial length of each of said projections being from .6 to 1.1.
8. A heavy truck tire according to claims 1 or 2 characterized by said narrow groove separating said adjacent independent projections having a cross-sectional width ranging from .2 mm to .8 mm.
9. A heavy truck tire according to claims 1 or 2 characterized by said narrow grooves separating said adjacent independent projections having a cross-sectional width ranging from .5mm to .8 mm.
10. A heavy truck tire according to claim 1 characterized by the axially outermost rows of independent projections having an axial width ranging from 15 percent to 25 percent of the tread width of said tread portion.
11. A heavy truck tire according to claim 10 characterized by the axial width of said outermost ribs being about 18 percent of the width of said tread portion.
12. A heavy truck tire according to claim 2 characterized by said ribs having an axial width ranging from 15 percent to 25 percent of the tread width of said tread portion.
13. A heavy truck tire according to claim 12 characterized by the axial width of said outermost ribs being 18 percent of the width of said tread portion.
14. A heavy truck tire according to claims 1 or 2 characterized by the cords of said ply structure forming an angle with respect to the mid-circumfer-ential plane of said tire from about 75 degrees to 90 degrees.
15. A heavy truck tire according to claims 1 or 2 characterized by said independent projections having a configuration substantially that of a pentagon.
16. A heavy radial truck tire for use primarily over the road on the front and/or driving position comprising:
a ground-engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portion radially inward terminating in a pair of bead portions, respectively, a carcass ply structure extending from said bead portion to said bead portion, the cords of said ply structure form an angle with respect to the mid-circumferential plane of said tire from about 75 degrees to 95 degrees;
characterized by said tread portion comprising:
a pair of continuous circumferentially extending ribs, one being located at each of said shoulder portions, a plurality of substantially identically shaped independent projections, each having a configuration substantially that of a pentagons said independent projections being arranged about said tread portion in between said ribs to form three substantially parallel circumferentially extending rows and a plurality of substantially circumferen-tially extending zig-zag grooves between said rows and said ribs, said independent projection in each of said rows being oriented such that two sides of said independent projection, one in each circumferential direction is substantially parallel to one side of the adjacent independent projections, the remaining three sides of said independent projection facing the axially adjacent zig-zag groove on either side of said row, two of said sides facing one of said zig-zag groves while the third of said three sides facing the axially opposite zig-zag grooves, said two sides of each independent projection which face the same zig-zag groove being oriented so as to form an apex which extends into the adjacent zig-zag groove, said sides of said adjacent independent projections in each of said rows which face each other being spaced apart by a narrow groove having a width less than 1 mm so that when said adjacent independent projections are in the footprint of the tire the narrow grooves close so that the adjacent projections act together in resisting circumferential and lateral forces, said sides of said projections form an angle from about 70 degrees to 85 degrees with respect to the mid-circumferential centerplane of said tire, the ratio of the mean circumferential width of said projections to the mean axial length being from .6 to 1Ø
a ground-engaging tread portion having a pair of shoulder portions, one at each lateral edge, a pair of sidewall portions extending from each of said shoulder portions of said tread portion radially inward terminating in a pair of bead portions, respectively, a carcass ply structure extending from said bead portion to said bead portion, the cords of said ply structure form an angle with respect to the mid-circumferential plane of said tire from about 75 degrees to 95 degrees;
characterized by said tread portion comprising:
a pair of continuous circumferentially extending ribs, one being located at each of said shoulder portions, a plurality of substantially identically shaped independent projections, each having a configuration substantially that of a pentagons said independent projections being arranged about said tread portion in between said ribs to form three substantially parallel circumferentially extending rows and a plurality of substantially circumferen-tially extending zig-zag grooves between said rows and said ribs, said independent projection in each of said rows being oriented such that two sides of said independent projection, one in each circumferential direction is substantially parallel to one side of the adjacent independent projections, the remaining three sides of said independent projection facing the axially adjacent zig-zag groove on either side of said row, two of said sides facing one of said zig-zag groves while the third of said three sides facing the axially opposite zig-zag grooves, said two sides of each independent projection which face the same zig-zag groove being oriented so as to form an apex which extends into the adjacent zig-zag groove, said sides of said adjacent independent projections in each of said rows which face each other being spaced apart by a narrow groove having a width less than 1 mm so that when said adjacent independent projections are in the footprint of the tire the narrow grooves close so that the adjacent projections act together in resisting circumferential and lateral forces, said sides of said projections form an angle from about 70 degrees to 85 degrees with respect to the mid-circumferential centerplane of said tire, the ratio of the mean circumferential width of said projections to the mean axial length being from .6 to 1Ø
17. A heavy radial truck tire according to claim 16 characterized by said sides of said projections forming an angle from about 75 degrees to 85 degrees with respect to the mid-circumferential centerplane of said tire.
18. A heavy radial truck tire according to claim 16 characterized by said narrow groove having a width ranging from .2 mm to .8 mm.
19. A heavy radial truck tire according to claim 18 characterized by said narrow groove having a width of about .5 mm.
20. A heavy radial truck tire according to claim 16 characterized by the axial width of said shoulder ribs being from 15 to 25 percent of the tread width.
21. A heavy radial truck tire according to claim 20 characterized by said width of said shoulder ribs being about 18 percent of said tread width.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US5364379A | 1979-06-29 | 1979-06-29 | |
| US53,643 | 1979-06-29 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1122892A true CA1122892A (en) | 1982-05-04 |
Family
ID=21985635
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA343,805A Expired CA1122892A (en) | 1979-06-29 | 1980-01-16 | Pneumatic truck tire |
Country Status (22)
| Country | Link |
|---|---|
| JP (3) | JPS598562B2 (en) |
| AR (1) | AR220809A1 (en) |
| AT (1) | AT378512B (en) |
| AU (1) | AU530430B2 (en) |
| BE (1) | BE882160A (en) |
| BR (1) | BR8000536A (en) |
| CA (1) | CA1122892A (en) |
| DE (1) | DE8000505U1 (en) |
| ES (1) | ES254335Y (en) |
| FR (1) | FR2460217A1 (en) |
| GB (1) | GB2051694B (en) |
| GR (1) | GR73896B (en) |
| GT (1) | GT198061464A (en) |
| IN (1) | IN153554B (en) |
| IT (1) | IT1149907B (en) |
| LU (1) | LU82226A1 (en) |
| MA (1) | MA18867A1 (en) |
| MX (1) | MX149227A (en) |
| MY (1) | MY8500630A (en) |
| NL (1) | NL8000313A (en) |
| SE (1) | SE444411B (en) |
| ZA (1) | ZA80110B (en) |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH018403Y2 (en) * | 1981-04-23 | 1989-03-07 | ||
| JPS5886968A (en) * | 1981-11-20 | 1983-05-24 | Izumi Jidosha Kogyo Kk | Production of fiber reinforced aluminum alloy piston |
| JPS58199204A (en) * | 1982-05-12 | 1983-11-19 | Bridgestone Corp | Pneumatic radial tyre for heavy load |
| JPS5935874A (en) * | 1982-08-24 | 1984-02-27 | Toyota Motor Corp | Low-pressure casting method |
| GB2170153B (en) * | 1984-12-14 | 1989-07-19 | Bridgestone Corp | Pneumatic radial tire |
| JPS61132105U (en) * | 1985-02-07 | 1986-08-18 | ||
| US4807679A (en) * | 1987-06-11 | 1989-02-28 | The Goodyear Tire & Rubber Company | Pneumatic tire tread having sipes |
| US4856571A (en) * | 1987-06-11 | 1989-08-15 | The Goodyear Tire & Rubber Company | Pneumatic tire |
| AT390915B (en) * | 1988-02-24 | 1990-07-25 | Semperit Ag | RUNNING PROFILE FOR A VEHICLE AIR TIRE |
| AT390916B (en) * | 1988-02-24 | 1990-07-25 | Semperit Ag | RUNNING PROFILE FOR A VEHICLE AIR TIRE |
| EP0348335A3 (en) * | 1988-06-20 | 1991-02-27 | The Goodyear Tire & Rubber Company | Tire treads and tires |
| US5097882A (en) * | 1988-07-11 | 1992-03-24 | The Goodyear Tire & Rubber Company | Tire tread and tire including trapezoidal block elements nested in reentrant angles of zigzag ribs |
| JP2800944B2 (en) * | 1989-10-12 | 1998-09-21 | 住友ゴム工業 株式会社 | Pneumatic tire |
| JP5687446B2 (en) * | 2010-07-13 | 2015-03-18 | 株式会社ブリヂストン | tire |
| JP5282807B2 (en) * | 2011-08-10 | 2013-09-04 | 横浜ゴム株式会社 | Pneumatic tire |
| US9757989B2 (en) * | 2013-03-11 | 2017-09-12 | The Goodyear Tire & Rubber Company | Tire with ribbed tread |
| JP5806707B2 (en) * | 2013-07-03 | 2015-11-10 | 住友ゴム工業株式会社 | Pneumatic tire |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB577521A (en) * | 1944-05-31 | 1946-05-21 | Henley S Tyre & Rubber Company | Improvements in tyres for vehicles |
| FR2279575A1 (en) * | 1974-07-25 | 1976-02-20 | Michelin & Cie | IMPROVEMENTS TO TIRE PACKAGES |
| US4107520A (en) * | 1977-06-06 | 1978-08-15 | Honeywell Inc. | Continuous focus proportional controller |
-
1980
- 1980-01-08 IN IN17/DEL/80A patent/IN153554B/en unknown
- 1980-01-08 AT AT0007680A patent/AT378512B/en not_active IP Right Cessation
- 1980-01-08 DE DE19808000505U patent/DE8000505U1/en not_active Expired
- 1980-01-08 ZA ZA00800110A patent/ZA80110B/en unknown
- 1980-01-10 AU AU54515/80A patent/AU530430B2/en not_active Expired
- 1980-01-14 GB GB8001138A patent/GB2051694B/en not_active Expired
- 1980-01-15 GR GR60965A patent/GR73896B/el unknown
- 1980-01-16 CA CA343,805A patent/CA1122892A/en not_active Expired
- 1980-01-17 NL NL8000313A patent/NL8000313A/en not_active Application Discontinuation
- 1980-01-18 GT GT198061464A patent/GT198061464A/en unknown
- 1980-01-18 MX MX180866A patent/MX149227A/en unknown
- 1980-01-18 AR AR279689A patent/AR220809A1/en active
- 1980-01-25 ES ES1980254335U patent/ES254335Y/en not_active Expired
- 1980-01-29 BR BR8000536A patent/BR8000536A/en not_active IP Right Cessation
- 1980-02-22 IT IT20129/80A patent/IT1149907B/en active
- 1980-02-29 JP JP55024216A patent/JPS598562B2/en not_active Expired
- 1980-03-04 FR FR8004778A patent/FR2460217A1/en active Granted
- 1980-03-05 LU LU82226A patent/LU82226A1/en unknown
- 1980-03-10 BE BE0/199739A patent/BE882160A/en not_active IP Right Cessation
- 1980-03-25 SE SE8002291A patent/SE444411B/en not_active IP Right Cessation
- 1980-06-02 MA MA19065A patent/MA18867A1/en unknown
-
1985
- 1985-11-05 JP JP1985169257U patent/JPS6181403U/ja active Pending
- 1985-11-05 JP JP1985169256U patent/JPS6181402U/ja active Pending
- 1985-12-30 MY MY630/85A patent/MY8500630A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| ZA80110B (en) | 1980-12-31 |
| MX149227A (en) | 1983-09-27 |
| GR73896B (en) | 1984-05-16 |
| SE444411B (en) | 1986-04-14 |
| GB2051694B (en) | 1983-12-21 |
| JPS568705A (en) | 1981-01-29 |
| IT8020129A0 (en) | 1980-02-22 |
| NL8000313A (en) | 1980-12-31 |
| JPS6181402U (en) | 1986-05-30 |
| AR220809A1 (en) | 1980-11-28 |
| GB2051694A (en) | 1981-01-21 |
| ES254335U (en) | 1981-04-01 |
| IT8020129A1 (en) | 1981-08-22 |
| BE882160A (en) | 1980-07-01 |
| LU82226A1 (en) | 1980-06-06 |
| DE8000505U1 (en) | 1980-04-03 |
| BR8000536A (en) | 1980-12-30 |
| IN153554B (en) | 1984-07-28 |
| ATA7680A (en) | 1985-01-15 |
| SE8002291L (en) | 1980-12-30 |
| FR2460217B1 (en) | 1983-07-22 |
| JPS598562B2 (en) | 1984-02-25 |
| JPS6181403U (en) | 1986-05-30 |
| AU5451580A (en) | 1981-01-08 |
| ES254335Y (en) | 1981-10-16 |
| FR2460217A1 (en) | 1981-01-23 |
| AT378512B (en) | 1985-08-26 |
| GT198061464A (en) | 1981-07-11 |
| IT1149907B (en) | 1986-12-10 |
| AU530430B2 (en) | 1983-07-14 |
| MA18867A1 (en) | 1980-12-31 |
| MY8500630A (en) | 1985-12-31 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |