FR2548596A1 - Tire tread tire - Google Patents

Tire tread tire Download PDF

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Publication number
FR2548596A1
FR2548596A1 FR8410862A FR8410862A FR2548596A1 FR 2548596 A1 FR2548596 A1 FR 2548596A1 FR 8410862 A FR8410862 A FR 8410862A FR 8410862 A FR8410862 A FR 8410862A FR 2548596 A1 FR2548596 A1 FR 2548596A1
Authority
FR
France
Prior art keywords
blocks
tread
central
block
tire
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.)
Pending
Application number
FR8410862A
Other languages
French (fr)
Inventor
Ernst Ott
Karl Gebert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dunlop Ltd
Original Assignee
Dunlop Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to DE19838319659 priority Critical patent/DE8319659U1/en
Priority to DE19833324577 priority patent/DE3324577A1/en
Application filed by Dunlop Ltd filed Critical Dunlop Ltd
Publication of FR2548596A1 publication Critical patent/FR2548596A1/en
Pending legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C11/13Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1369Tie bars for linking block elements and bridging the groove
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C11/0327Tread patterns characterised by special properties of the tread pattern
    • B60C11/033Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C11/11Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C11/13Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C11/12Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C2011/1254Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove

Abstract

The invention relates to a tire strip for a tire which can be used in particular on commercial and industrial vehicles, especially in the winter. In the pattern of sculpters, a central rack 5 is provided. LATERAL ROWS 6 OF BLOCKS 10, 11, 12 WHICH ARE MUTUALLY IMBRIVATED, THE SIDE RANGES BEING SEPARATED FROM THE CENTRAL ROW BY MEANDRES-CONTINUOUS GROOVES 18, WHICH ARE ALSO ARRANGED WITH THE IMBRIQUE IN RELATION TO THE OTHER AND RELATIVE BLOCKS OF CENTRAL RANGE 5; FURTHERMORE, LINES 13, 13, 13 ARE PROVIDED BETWEEN THE SUCCESSIVE BLOCKS OF THE CENTRAL ROW 5 AND BETWEEN SUCCESSIVE BLOCKS OF THE SIDE RANGES 6 ON THE OTHER HAND, AT A LOWER LEVEL THE SURFACE OF THE BLOCKS. </ P>

Description

The present invention relates to a tire tread En

  in particular, it relates to a tread for a tire that can be used on a driving axle of a commercial vehicle comprising blocks arranged in rows extending longitudinally on the tread and, in use, circumferentially

on the tire.

  It is known that the tire properties of vehicles are highly dependent on the tire belt. In addition to the fact that a tire tread must be capable of transmitting large driving and braking forces with little slipping good lateral stability in all driving situations and as low a rolling resistance as possible, it must drive smoothly and uniformly, have good drainage and self-cleaning properties, be able to travel a high mileage and be Suitable for use in any season These imperatives which are mutually antagonistic to a certain degree are satisfied in the best possible way by a particular design.

  sculptures of the tread.

  The object of the invention is to create a tread for a tire, in particular for a tire which can be used on a driving axle of a commercial vehicle, making it possible to obtain optimum properties in winter and

  simultaneously the high mileage The invention is also intended to meet the other requirements defined above.

  According to the invention, a tread for a tire comprises a plurality of blocks projecting from the surface of the tread which is intended to come into contact with the ground in use, the blocks being divided into two lateral rows, a each side of the tread, and in up to two central rows, the lateral and central rows extending longitudinally on the tread and, in use, circumferentially on the tire, each lateral row being separated from the tread, adjacent central row by a continuous longitudinal groove having sections which are offset with respect to each other in the transverse direction of the tread, each block being polygonal and having a transverse length which is greater than the longitudinal length, the blocks in one or two central rows being shifted alternately and symmetrically with respect to the central longitudinal line of the row in a nesting arrangement, and the blocks in the lateral rows being arranged in an interlocking relation to each other and also to the blocks of the adjacent central row, and connecting webs, each containing a narrow transverse slot, placed between each adjacent block of one or two central rows and between the alternate blocks of

  lateral rows, the surface of each web being located below the level of the block surfaces.

  The design and nesting arrangement of the blocks in the longitudinal and transverse directions establishes, in cooperation with the flexibility of the individual blocks improved by the deep slots, the best possible properties in winter, particularly a very good adhesion and other properties on wet winter roads, in particular in the case of mud and snow For these shavings, a tire comprising a tread according to the invention is preferably mounted in autumn. The longitudinal and transverse grooves provided between the blocks ensure good drainage and self-cleaning and prevent any filling with mud and snow, especially during winter use, if the tread is not suitable. still very worn and if the grooves have their original width and their

original profile.

  Preferably each block comprises a central portion which extends in a diagonal direction of the tread at an angle of about 55 ° to its longitudinal direction. Preferably also, some of the edges of each block extend according to an angle of about the longitudinal direction, the edges

  remaining extending parallel to the longitudinal direction.

  The rows of blocks are preferably separated by longitudinal grooves which each follow a meandering path. Further preferably the web surfaces provided between blocks of one or two central rows are located alternately at a first level and at a second level, both being below the level of the block surfaces, the second level being more

  closer to the level of the block surfaces than the first.

  The surface of each web placed between alternating pairs of blocks may be located at said first level, and be placed transversely to a web located between blocks of the adjacent central row, whose surface is located at said second level. The sails, provided in the arrangement described above between the individual blocks, mean that, when the depth of the tread tread decreases as the tire wears in service, the size of the tread area increases. the tread contact with the ground is increased, while maintaining the separation of the individual blocks, especially in the central area, which results in a considerable increase in mileage and in a better match of the tire comprising the tread. according to the invention with the desired character and properties of summer tires. Because of the prediction of the two levels of sails, for a residual depth of tread patterns of for example 8.5 mm, pairs of blocks 30 of the central row or rows join each other and a semi-continuous rib, which further decreases the rolling resistance, is created from the central row of blocks For a residual depth of scuiptures of 5.5 mm for example, all the blocks of the central row or rows 35 and pairs of blocks of the lateral rows join each other thus increasing the area of contact with the ground; again the narrow transverse slots separate

  the individual blocks of sculptures.

  Another particular characteristic of the tread according to the invention is that

  the majority of the edges of the blocks and slots are oriented at an acute angle with respect to the transverse direction of the tire. This makes it possible in particular to obtain a smooth and uniform rolling.

  Preferably a tray, which can be placed substantially at each sail between blocks of the lateral rows and which extends into the longitudinal groove, is formed on at least the inner side of each block of the lateral rows. trays in the grooves with a V-shaped cross-section helps to prevent damage to the base of the groove and also to ensure self-cleaning, block stabilization and effective ejection of the stones and the trays also contribute to increase the areas surface contact with the ground when the

  bearing has suffered considerable wear.

  Preferably, the surfaces of all the blocks 20 are provided with at least one slot and, depending on the shape of the block, they are arranged so as to follow the central line of the blocks, but with the exception that the zones of the surfaces blocks of the lateral rows adjacent to the edges of the tread are free of slits. In this way, the necessary stiffness of the shoulder wall sculptures is obtained without having to provide

  Special elements of sculptures in this area for reinforcement and mechanical vulnerability is reduced.

  The outer edges of each block in the lateral rows may extend in a longitudinal direction and said edges of the alternating blocks may be offset transversely towards the center of the tread This characteristic has an advantageous effect,

  especially during winter use.

  According to a limited aspect of the invention, the tread comprises a single central row of blocks which are substantially Z-shaped and the blocks in the lateral rows are alternately substantially

  S-shaped and substantially I-shaped, when considering each block in a transverse direction.

  Preferably each block comprises a central portion, the central portions of the blocks in the central row being inclined in the same direction relative to the longitudinal direction, the central portions of the S-shaped blocks in the lateral rows being also inclined in the same direction relative to each other, but in the opposite direction to the central portions of the blocks of the central row, and the central portions of the shaped blocks.

  I of the lateral rows are inclined in the same direction as the central portions of the blocks of the central row.

  In this way, a large number of edges are obtained which are directed differently in the corresponding contact surface of the tread and which are oriented at an angle to the longitudinal direction of the tread, which has a particularly favorable effect

  as regards the rolling and power transmission properties.

  With regard to retreading, which is very important for commercial vehicle tires, the small shoulder openings are another important feature of the tire tread according to the invention; they give rise to the creation of a continuous retreading edge, which can also be identified by a rib if necessary Laterally smooth surfaces provide the connection with this retreading edge, that is to say that there is no risk of escaping material or imprecise impression or imprecise definition of external parts

  ribs during the retreading process.

  Other characteristics and advantages of the invention will be demonstrated in the remainder of the description, given by way of non-limiting example, in

  1 is a diagrammatic representation, in a partial plan view, of a tire tread according to the invention; FIG. 2 shows groove cuts along section lines 1; 1 to 5-5 in Figure 1; Figure 3 is a graph for explaining the wear phases of the tread shown in Figure 1; Figures 4 to 6 show corresponding partial plan views of the tread shown in Figure 1 after different stages of wear; FIG. 7 is a schematic representation, in a partial plan view, of a modified form of the tread shown in FIG. 1, and FIG. 8 shows sectional views of grooves made

  along lines 6-6 and 7-7 of Figure 6.

  As shown in FIG. 1, a tire tread consists of a central row 5 of substantially Z-shaped blocks 10, when viewed transversely to the longitudinal direction, and two lateral rows of blocks 6 separated from each other. the central row 20 by continuous longitudinal grooves 18 which each follow a meander path As can be seen in Figure 1, each longitudinal groove 18 comprises portions which extend in a diagonal direction of the tread being nested with portions which extend parallel to the longitudinal direction.

  parts are clearly offset laterally and alternately.

  The lateral rows 6 comprise substantially S-shaped blocks 11 and substantially I-shaped blocks 12, again considering them transversely,

  by being successively alternated and arranged in a direction of interleaving with respect to each other and also with respect to the blocks 10 of the central row.

  In FIG. 1, the total width of the tread 51 has been designated and the width of the central row of blocks 5 has been designated 52, 52 being equal to 41% of the tread width 51.

  The mutual overlap of the successive blocks 10 of the central row in the longitudinal direction has been designated by 53 and preferably this overlap amounts to

  18% of the tread width 51.

  The blocks 10 of the central row 5 are offset alternately symmetrically with respect to the central line of the tread and they are interconnected by means of connecting webs 13, 13 'which are also

  arranged symmetrically with respect to this central line.

  These connecting webs 13, 13 'are placed at two different levels with respect to the surfaces of the blocks. The connecting webs 13, whose width B is greater than the width C of the connecting webs 13', are placed at a higher level. , that is to say, being closer to the block surfaces than the narrower connecting webs 13 'and consequently they intervene more rapidly in the evolution of the wear of the tread by increasing the surface area. of contact

  with the ground of the central row of blocks.

  Link webs 13 "are provided between successive pairs of blocks 11, 12 of the lateral rows.

  As can be seen by considering the cuts made along the lines 3-3 and 5-5 in FIG. 2, the levels of the sails

  13 'and 13 "are preferably the same.

  A preferably continuous slot or notch 14, which follows the zigzag path of the web, or the groove in which the web is placed, extends through each of the webs 13, 13 '. The depth of the slits corresponds more or less to the maximum depth of the tread so that the separation of the successive blocks in the longitudinal direction is guaranteed, independently of the corresponding degree of wear of the tread patterns. As a result, there may be an action of mutual assistance

  between successive blocks of each row.

  The central portions 15 of the Z-shaped blocks 10 of the central row 5 all extend in the same direction relative to the longitudinal direction of the tread. The central portions 16 of the S-shaped blocks 11 of the lateral rows are also inclined in the same direction relative to each other, but in the opposite direction with respect to the central portions 15 of the Z blocks. The central portions 17 of the I-shaped blocks 12 extend in parallel. In this way, the lateral rows 6 of blocks 11, 12 take a zig-zag profile while the central row 5 of blocks 10 has the same shape.

character of a continuous rib.

  A characteristic of the tread according to the invention is that all the edges of the blocks, apart from the longitudinally oriented edges, and also all the slots extend at an angle of about 55 '. relative to the longitudinal direction As a result a large number of inclined edges are created by the Z-shaped blocks 10 and the shaped blocks 11

  of S in particular, which are oriented at said angle of about 55 'In addition to a smooth rolling, this particular feature also provides very good characteristics with regard to power transmission.

  The meandering profile of the continuous longitudinal grooves 18, created by the interlocking arrangement between the Z-shaped blocks 20 of the central row 5 and the S-shaped blocks 11 and the I-shaped blocks of the lateral rows 6, has a width A which is equal to the sum of the widths B and C of the transverse grooves 21 and 25 which, when the

  The sculptures are new, separating the successive Z-shaped blocks 25 in the longitudinal direction one from the other.

  The Z-shaped blocks 10 have two different widths in their central portions. This is indicated by the references L 2 and K 2 in FIG. 1. These different widths are related to the length of the molding or pattern division segment. In particular, L 2 is defined by L x 0.21 and K 2 by K x 0.19. The pattern division of the molding segment length is

  in relation to the tread width 51 and then L 2 equal to 51 x 0.43 and K 2 equal to K x 1.3.

  Trays 22, extending into the continuous longitudinal grooves 18 and which are placed at the level of the connecting webs 13 "between the S-shaped blocks 11 and I-shaped blocks 12, are formed on the inner sides of the S-shaped blocks 11 and I-shaped blocks 12. Preferably, and as shown in FIG. 1, these trays 22 are also formed in the transverse grooves between S-shaped blocks 11 and shaped blocks 12. I of width A, that is to say in particular in a first section starting longitudinal grooves 18 so that these trays can contribute to increase the contact surface with the ground of the central row 5 blocks 10 when the tread patterns of the tread wear out, the edges of the S-shaped blocks 11 and I-shaped blocks 12 on the side of the shoulder extend parallel to the longitudinal direction, as are the lateral edges of the treads. blocks 10 Z-shaped and S-shaped blocks 11 and I-shaped blocks 12, which are mutually facing each other in the transverse direction. However, the outer edges of the S-shaped blocks 11, ie on the side of the shoulder, are shifted inwards, that is to say transversely towards the center of the tread, thereby forming a shoulder contraction M, that is to say say having a

  dimension 54 which is preferably equal to the width A of the continuous grooves 18.

  The dimensions of the successive contractions 19 in the longitudinal direction are related to the lengths of molding segments L and K. These dimensions, which can also be defined as the shoulder output, periodically vary in correspondence to the length of the segments on the length of the tread, when advantageously a shoulder outlet corresponds to 68% of the segment length L and when the connecting shoulder output is equal to 65% of the segment length K. In addition to the 1 also shows a schematic side view of the shoulder openings 24 between two I-shaped blocks 12. The lower edge of this shoulder opening 24 forms a component of FIGS. a retreading edge closed and closed and it can, if necessary, be clearly defined by a rib that can be provided This continuous edge retreading is partic This is particularly advantageous for the retreading or rebuilding operation because there is no longer any recess in the flank wall bordering this retreading edge and consequently there is no longer any problematic escape of material during

the process of remaking.

  The sectional views according to FIG. 2 show the shape, the wall angle and the level of the different grooves, when dimensions are given as

  example to make a better comparison.

  The section 1-1 crosses the continuous groove 18 and shows a plate 22 which is located at a level which only reaches the surface of the tread of the tire after wear of the part of winter carvings. The width of the plate is smaller. at half of the

  groove width at the tray.

  Section 2-2 shows a transverse groove between an S-shaped block 11 and an I-shaped block 12.

  when there is neither a plateau nor a connecting veil.

  The cut 3-3 passes through a transverse groove, having a connecting web 13 ', between successive Z-shaped blocks of the central row 5. It can be seen that the slot 14 extends as far as the most depth of the sculptures, that is to say as deeply as a groove,

  as shown in section view 2-2 for example.

  The section 4-4 is made through the transverse groove, having a width B, and a connecting web 13 between two successive Z-shaped blocks of the central row 5. It can be seen that the slot 14 is almost expands

  to the deepest point of the sculpture pattern.

  The cut 5-5 is made through the transverse groove having a width B and a connecting web 13 "between a Z-shaped block 11 and an I-shaped block 12 of the lateral rows 6. see it, the level of the connecting sail 13 "is the same as that of the sail 13 'but

it is not obligatory.

  The level of the connecting web 13 is significantly higher than the level of the connecting web 13 'in the section 3-3 and the web 13 "in the section 5-5. The wall angle of the transverse grooves between the blocks 10 of Z-shape of the central row is considerably smaller than the wall angle of the V-shaped continuous grooves 18. The slots 23 of the tread blocks 10, 11 and 12 shown in FIG. general possibilities Some slots 23

  have been omitted from Figure 1 to clarify the drawing.

  The actual arrangement of said slots according to the invention can be examined in detail in FIGS. 4 to 6.

  Due to the design and arrangement of the connecting webs 13, 13 'and 13 ", a pattern of sculptures within the different rows of blocks is obtained which can be optimally used taking into account

seasonal imperatives.

  The graph of FIG. 3 shows in a diagram the phases of wear or operation

  in a possible case depending on the corresponding depth of the sculptures.

  When a tire comprising a tread according to the invention is mounted and used in autumn, normal wear occurs first. For example, for a tread depth of 12 mm, a range in which the wear is reached is reached. Specificity remains more or less constant until a first stabilization is obtained. The tire, which up to now was ideally suited as a winter tire, reaches a state o, because of the reduction of the groove widths. since the level of the connecting webs 13 is reached, the first joining of parts of the sculptures of the

  As a result of the rolling, the surface of the tread pattern 35 which comes into contact with the ground is increased considerably, particularly in the central area of the tire.

  This results in a considerable reduction in the specific wear and therefore in an increase in the mileage, which is desired. There is a second stabilization in the 4 mm tread depth zone, after which the lower links 13 ', 13 "and trays 22 are reached and a second junction occurs in some of the sculptures of the band

rolling.

  The graph shown in Figure 3 is included to better understand the operating principle of

  the tread described above However it has no limiting meaning.

  The various phenomena or functions of the tread pattern that occur during its service life have been represented in

  the shape of the plan views of Figures 4 to 6.

  FIG. 4 again shows the central row of blocks 10 and also the two lateral rows 6 of blocks 1 and 12, which are separated from the central row of blocks by continuous grooves 18 each following a path

meanders.

  The representation of FIG. 4 corresponds to the new condition of the tread of the tire, that is to say that the individual blocks 10, 11, 12 of the rows 5, 6 are separated from each other by clearly defined transverse grooves 20, 21, 25, 26 The interlocking relationship of the blocks in the longitudinal and transverse directions and also the transverse arrangement of the individual blocks give the tread in this condition excellent winter properties, high driving and braking forces being transmitted with low slip The proportion of the surface of the blocks which comes into contact with the ground, as compared to a smooth tread, that is to say when does not exist

  It is also important to obtain, thanks to the arrangement and design of the blocks, a pattern of tread patterns which is not subject to the direction of movement.

  If a tire having a tread in accordance with Fig. 4 is used for a long time and a residual tread pattern depth of 8.5 mm is reached, the pattern then changes to the indicated tread.

in Figure 5.

  It can be seen that, due to the V-shaped cross-section of the longitudinal and transverse grooves, the width of the grooves has substantially decreased. However, it can also be seen that two adjacent blocks 10 of the central row 5 have joined, except in this respect. which relates to the narrow slot 14, and that, as a result of wear, the level of the joining webs 13 shown in FIG. 1 has been reached As a result the proportion of the ground contact area is increased in the center of the tread, which has a considerable influence on the mileage that can be achieved by tires used on drive axles The stage of the first

  junction shown in Figure 3 is now reached.

  After another wear, the level of the joining webs 13 ', 13 "is now finally reached between the central pairs of blocks which have already joined and an I-shaped block 12 and an S-shaped block 11. As a result, a more or less continuous central row 5 of blocks is closer to the rows.

  However, at this stage, the individual blocks are further separated by the deep slots 14.

  When the tire has reached the condition indicated in FIG. 6, the tread pattern of the tread can be reshaped in a particularly easy manner when it is necessary, although reprofiling can wait and can be performed later without any Difficulty The reason why reprofiling is easier is that, even in the case where a tire has traveled a large number of kilometers, the contours of the grooves, because of the slots in particular, are still clearly visible and can be used as guides for

  the reprofiling tool Thanks to the reprofiling process, we can even give the sculpture pattern some winter characteristics by machining transverse grooves corresponding to

  laying in the path of the slits in the connecting webs.

  The tire tread described above can be modified as shown in FIGS. 7 and 8. The overall profile of the tread blocks and tread blocks is the same as that of the tread shown in FIG. 1 and the modification relates only to the webs between alternating blocks of the lateral rows 6 As shown in FIG. 7, the web consists of two parts: an inner part 10 provided with a transverse slot 24, which extends only

  on a portion of the length of the inner portion, and an outer portion 26, which is devoid of transverse slot.

  For ease of understanding, Part 26 has been hatched

by horizontal lines.

  As can be seen from Figure 8, the level of the inner portion 25 is the same as that of the web 13 "shown in Figure 1 but the level of the outer portion 26, which extends to the outer edge of the S-shaped block, is located higher than that of the sails 13, 13 ', and 13 ". This means that, when the tread wears, the surface of the part 26 of the sail becomes part of the tread surface in contact with the ground before the surfaces of the sails 13, 13 ', 13 "and the trays 22. The portion 26 thus provides the junction of an I-shaped block with a S-shaped block plus t 8 t during the service life of the tread, establishing mutual support between the blocks and reducing

the formation of cracks.

  Although the tire tread 30 described and shown has Z-shaped blocks in the center row, and S-shaped and I-shaped blocks in the side rows, the tread pattern of the tread could be "symmetrical" with respect to the center line of the tread and would result that the Z-shaped blocks would become S-shaped blocks and the S-shaped blocks would become Z-shaped blocks. The overall performance of the

  tread would remain the same.

Claims (22)

  1.   A tread for a tire comprising a plurality of protruding blocks (10, 11, 12) placed on the surface of the tread which is intended to come into contact with the ground in use, the blocks (10, 11, 12 ) being arranged in two lateral rows (6), one located on each side of the tread, and in one or two central rows (5), the lateral and central rows (5, 6) extending longitudinally on the strip 10 and, in use, circumferentially on the tire, each lateral row (6) being separated from the adjacent central row (5) by a continuous longitudinal groove (18) having sections which are offset relative to one another. other in the transverse direction of the tread, each block being polygonal and having a transverse length which is greater than the longitudinal length, the blocks of the two central rows being shifted alternately and s ymetrically with respect to the central longitudinal line of the row in an interlocking relation, and the blocks of the lateral rows being arranged in an interlocking relationship with each other and also with respect to the blocks of the adjacent central row. and connecting webs (13, 13 ', 13 "), each containing a narrow transverse slot (14), being provided between each adjacent block of the two central rows and between alternate blocks of the side rows, the area of each veil (13, 13 ', 13 ") being located below the
      level of the surfaces of the blocks (10, 11, 12).
  2.   Tire tread according to Claim 1, characterized in that each block (10, 11, 12) comprises a central part (15, 16, 17) which extends in
      diagonal in the tread.
  3.   Tire tread according to Claim 2, characterized in that the central part (15, 16, 17) of each block (10, 11, 12-) extends at an angle of approximately 550 with respect to the tire. longitudinal direction
    of the tread.
  4.   4 Tire tread according to a
      any of claims 1 to 3, characterized in that
      some of the edges of each block (10, 11, 12) are oriented at an angle of about 55 with respect to the long tread direction of the tread and that the edges
      remaining are oriented parallel to the longitudinal direction.
      Tire tread according to a
      any of claims 1 to 4, characterized in that the rows of blocks (5, 6) are separated by grooves
      longitudinal members (18) each following a meandering profile.
  5.   6 Tire tread according to a
      any of the preceding claims, characterized in that zig-zag transverse grooves (21, 25) extend between blocks in each longitudinal row.
  6.   Tire tread according to claim 6, characterized in that the width of each transverse groove between alternate blocks of each
      lateral row is equal to the width of the grooves longitu20 dinales.
  7.   8 Tire tread according to one
      claims 6 or 7, characterized in that the width of each transverse groove between adjacent blocks of
      the one or two central rows is less than the width of the longitudinal grooves.
  8.   9 Tire tread according to a
      any of claims 6 to 8, characterized in that
      each narrow transverse slot (14) has an equal depth
      to that of a transverse groove (21, 25).
  9.   10 Tire tread according to a
      any of claims 1 to 9, characterized in that
      the sail surfaces provided between blocks of the one or two central rows are situated alternately at a first level and at a second level, these two levels being situated below the level of the surfaces of the blocks, the second level being closer to the level of block surfaces
    than the first.
  10.   Tire tread according to claim 10, characterized in that the surface of each sail provided between alternating pairs of blocks of
      two lateral rows are at the first level.
  11.   Tire tread according to claim 10, characterized in that the webs between alternating pairs of blocks of the lateral rows are each placed transversely to a web between blocks.
      of the adjacent central row, whose surface is located at said second level.
  12.   13 Tread according to any one of
      Claims 1 to 12, characterized in that the slots
      narrow in the sails extend transversely
    following a zig-zag profile.
  13.   14 Tire tread according to a
      any of claims 1 to 13, characterized in that
      tray (22) is formed on at least the inner edge of each block of the lateral rows (6), each tray (22) extending into one of the longitudinal grooves (18). 20 15 Tire tread according to a
      any of claims 1 to 14, characterized in that
      the surfaces of all the blocks are provided with at least one slot and, depending on the shape of the block, they are arranged in a general manner to follow the central line of the block. Tire tread according to Claim 15, characterized in that the areas of the block surfaces of the adjacent lateral rows (6) have a radius of
      tread are free of slits.
  14.   17 Tire tread according to one of the
      15 or 16, characterized in that the slots
      formed in the blocks are as deep as the grooves
    longitudinal (18).
  15.   18 Tire tread according to a
      any of the preceding claims, characterized in that only one central row of blocks is provided, the width
      of the central row being equal to about 41% of the width
    tread.
  16.   19 Tire tread according to a
      any of claims 1 to 18, characterized in that
      the outer edges of each block of the lateral rows (6) extend in the longitudinal direction of the tread and in that said alternating block edges are offset transversely towards the center of the tread.
    tread.
      Tire tread according to a
      any of claims 1 to 19, characterized in that it comprises a single central row (5) of blocks
      which are substantially Z-shaped (10) and that the blocks of the lateral rows (6) are alternately S-shaped (11) and I-shaped (12) when each of
      blocks And considered in a transverse direction.
  17.   Tire tread according to Claim 20, characterized in that each block comprises a central part (15, 16, 17), the central parts (15) of the blocks of the central row (5) being inclined in the same direction. relative to the longitudinal direction, the central portions (16) of the S-shaped blocks (11) of the lateral rows (6) being inclined in the same direction relative to each other but in the opposite direction by relative to the central portions (15) of the blocks (10) of the central row (5), while the central portions (17) of the I-shaped blocks (12) of the lateral rows (6) are inclined in the same direction that the central parts
      (15) blocks (10) of the central row (5).
  18.   22 Tire tread according to one
      claims 20 or 21, characterized in that the
      longitudinal distance between I-shaped blocks (12) has one of two values, the first value being equal to 43% of the tread width and the second value
      being equal to 77% of the first value.
  19.   23 Tire tread according to a
      any of claims 20 to 22, characterized in that
      it comprises shoulder openings formed between each I-shaped block (12) and the next block in one of the two lateral rows (6), the depth of each opening being substantially the same as the depth of
    longitudinal groove (18).
  20.   24 Tire tread according to a
      any of claims 20 to 21, characterized in that
      that in a modification, the profile of each tread block is the symmetrical profile of the corresponding block with respect to the longitudinal axis of the tread, the S-shaped blocks becoming blocks in
    Z-shape, and vice versa.
  21.   Pneumatic comprising a tread
      according to any one of claims 1 to 24.
  22.   26 Pneumatics usable on a drive axle of a commercial or industrial vehicle and comprising a
      tread according to any one of claims 1 to 24.
FR8410862A 1983-07-07 1984-07-09 Tire tread tire Pending FR2548596A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE19838319659 DE8319659U1 (en) 1983-07-07 1983-07-07 Vehicle tire
DE19833324577 DE3324577A1 (en) 1983-07-07 1983-07-07 Tread profile for vehicle tyres

Publications (1)

Publication Number Publication Date
FR2548596A1 true FR2548596A1 (en) 1985-01-11

Family

ID=25812134

Family Applications (1)

Application Number Title Priority Date Filing Date
FR8410862A Pending FR2548596A1 (en) 1983-07-07 1984-07-09 Tire tread tire

Country Status (2)

Country Link
FR (1) FR2548596A1 (en)
GB (1) GB2142885B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0230765A1 (en) * 1985-12-27 1987-08-05 Sumitomo Rubber Industries Limited Block pattern tyre

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61190704U (en) * 1985-05-21 1986-11-27
AT393247B (en) * 1989-05-10 1991-09-10 Semperit Ag Radial tires for trucks
USD394034S (en) * 1997-04-29 1998-05-05 The Goodyear Tire & Rubber Company Tire tread
WO2000006398A1 (en) * 1998-07-29 2000-02-10 Bridgestone Corporation Pneumatic tire
JP4011586B2 (en) * 2005-02-25 2007-11-21 横浜ゴム株式会社 Pneumatic tire and tire mold

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2076641A5 (en) * 1970-01-21 1971-10-15 Michelin & Cie
FR2283018A1 (en) * 1974-08-27 1976-03-26 Dunlop Ltd of tread pattern for pneumatic
FR2330552A1 (en) * 1975-11-05 1977-06-03 Uniroyal Ag Envelope tire has a radial structure
FR2353405A1 (en) * 1976-05-31 1977-12-30 Continental Gummi Werke Ag Tire for vehicle
US4296789A (en) * 1978-02-14 1981-10-27 The Goodyear Tire & Rubber Company Tread for pneumatic tire
EP0082293A2 (en) * 1981-12-19 1983-06-29 Continental Aktiengesellschaft Tread pattern for vehicles tyres, in particular for spare tyres

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2076641A5 (en) * 1970-01-21 1971-10-15 Michelin & Cie
FR2283018A1 (en) * 1974-08-27 1976-03-26 Dunlop Ltd of tread pattern for pneumatic
FR2330552A1 (en) * 1975-11-05 1977-06-03 Uniroyal Ag Envelope tire has a radial structure
FR2353405A1 (en) * 1976-05-31 1977-12-30 Continental Gummi Werke Ag Tire for vehicle
US4296789A (en) * 1978-02-14 1981-10-27 The Goodyear Tire & Rubber Company Tread for pneumatic tire
EP0082293A2 (en) * 1981-12-19 1983-06-29 Continental Aktiengesellschaft Tread pattern for vehicles tyres, in particular for spare tyres

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0230765A1 (en) * 1985-12-27 1987-08-05 Sumitomo Rubber Industries Limited Block pattern tyre

Also Published As

Publication number Publication date
GB2142885A (en) 1985-01-30
GB8416995D0 (en) 1984-08-08
GB2142885B (en) 1987-05-28

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