LU82226A1 - TIRE FOR INDUSTRIAL VEHICLES - Google Patents

Description

Vi 1696 /

---- i .- ”---— ~ i GRAND-DUCHY OF LUXEMBOURG

* "," 8 2 22 É du ............. '5'-îcârS "1986 ............ Monsieur the Minister of National Economy and of the Middle Classes

Title issued: ........................................ ASS · jg? . . ,. ,,

Industrial Property Service

PgM LUXEMBOURG

Invention Patent Application I. Request HL £ ~ -s0ciAte- "dtte -:" "'HlE' <^ 0 & ¥ EÄR" Y ^^ ................ ( 1). -Street-ï - Akron-v-ôltioï-USA · .................................... .................................................. .................................................. ............................ - ••• represented-by ·· Monsieur · A; ..... Zewen; .. ... iwg; -eöüseil "fc ^ (2) •• agissarit-en ^ ualitede - agent ........................... ..... -? .épos5 ........ ce ............. cing, '' 'œarB' '' '' 19ôQ, '' ^ 'ü' âtr'ë-'Vitï'gU .......................................... ............................................... ~ ® to ................ 1500 hours, at the Ministry of National Economy and the Middle Classes, in Luxembourg: 1. this request for obtaining a patent invention relating to: ... j.!. pa: etïmat. £ qUe-.p0ïjx-, vgh [iC0]: e-- £ n ^ usi; r £ e] ;. M ......... .................................................. .................................................. .......................- (4) * declares, assuming responsibility for this declaration, that the inventor (s) is ( are): -Αν ··· "ayiaonct · M arcel "" Semy .............................................. ............-..................................... .................................................. ............................................. ® •• Ιθ, -liierekaapp ................-............................... .................................................. .................................................. .................................................. ........................ ~ -GàSWSBt .....-................. .................................................. .................................................. .................................................. .................................................. .....................

Luxerabcrurg ................................................. .................................................. .................................................. .................................................. ...............................................- 2. the delegation of power, dated ..... ^ Γαπ ™ · ^ Β ......................... the -StHSgcegft'rTW .. ....

3. description in French ............ language ............................... ........ of the invention in two copies; 4 .............. 3 ................ drawing boards, in two copies; 5. the receipt of the fees paid to the Luxembourg Registration Office on ................ 5 "mrâ" 19S0 ............ .................................................. .................................................. .................................................. .................................................— claims for the above patent application the priority of one (s) application (s) of © ............................. ..... patent ....................................... filed® in (7 ) ........... Erœ · .................................... .................................................. ..............-, on ............................... 29 - June '-i979 -s-cra'S-'Ie- "nô'" '5'3 "" 6'43 ......................... .................................................. .................................................. .. (8i in the name of {9) elect domicile for him / her and, if designated, for their proxy, in Luxembourg ...................... ................

• Winstcm-Gburchilly- îiureisbQnrg ............................................ .................................................. .................................... ^ requests the issuance of a patent for the invention object described and represented in the abovementioned appendices, - with postponement of this issue to ................ y ................. ...........month.

The ........ nandhtaire ........................................ ..

I y II. Procès-verbal de Dépôt K the aforementioned patent application has been filed with the Ministry of National Economy and Middle Classes, Industrial Property Service in Luxembourg, on: “March 5 Î5SQ- ..... . ··. Pr. The Minister at ____________. ^ 500 .. hours / y ·. tieU’Économie Nationale des Classes Moyen,,, H, I, / Î / V .. A 68007_V ......... ^ 7__ 4; LU 1696

Ref .: 79133A-LX

'Claim to the priority of a patent application filed in the United States of America on June 29, 1979 under No 53,643 in the name of Raymond Marcel Remy whose plaintiff is the successor in descriptive brief; filed in support of an application for

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So-called company:

TgE GOODYEAR TIRE & RUBBER COMPANY i 1144 East Market Street AKRON, OhiOç E.U, A.

Description *: ’·" TIRE FOR INDUSTRIAL VEHICLE "i: i 4

P

The present invention relates to tires! and it relates more particularly to an improved radial tire for heavy transport vehicles intended to be used mainly on the road and to be pre-mounted on the steering and driving wheels.

It is well known in the industry that the choice of a tread pattern involves the establishment of a trade-off between specific characteristics of tire performance to obtain an overall set of | 10 desired performances. Among these characteristics, there are those which tend to obtain a long mileage, regularity of wear, grip, lack of heating in rolling etc ... These performance characteristics if are generally incompatible with each other j for example a; | A tire which has long mileage qualities and J of good lateral stability may have poor grip characteristics! Jj. Conversely, a tire which has good grip may have poor characteristics | mileage, lateral stability and evenness of wear.

It is important that tires for vehicles. heavy cules, especially those used on wheels; steering, have qualities of long mileage, regularity of wear and lateral stability. In addition, it is; 25 important that the tire rolls with as little heating as possible so that the casing can be; retread at least once.

j The Applicant has discovered a particular arrangement by which characteristics of long | 30 mileage and even wear in a tire for | heavy transport vehicles, mainly intended for road use and which also has good xnania-

Ibility, good grip and rolls without heating up.

The tread pattern of a pneuma-j 35 tick produced in accordance with the invention includes studs! 2 i ί 1 independent, so as to form several circumferential rows! of independent studs is several approximately circumferential zigzag grooves each formed between two rows of studs. The independent studs all have approximately the same general configuration and are oriented in such a way that two sides of each of the independent studs, situated respectively at the two circumferential ends, = are roughly parallel to the corresponding sides of the respective adjacent studs which are contained in the same row.

. 10 In any row, two adjacent independent studs I are separated by a narrow slot or groove having a width such that the slot between two independent studs immediately adjacent to any point in the bending zone of the tire closes so that the independent studs cooperate with each other to resist the lateral and circumferential forces exerted on them. The sides of the studs which face the adjacent studs in the same row form an angle of approximately 70 to 80 ° with the circumferential median plane of the tire. The ratio of the average circumferential width of this stud to its average lateral width is approximately 0.6 to 1.9.

I Other characteristics and advantages of the invention! will appear during the description which follows. In the accompanying drawings, given only by way of example J 25 - FIG. 1 is a perspective view of a tire according to the invention, it being understood that the parts shown of the tread are repeated over the entire circumference of the tire; - Fig. 2 is a partial front view, on a larger scale, of the tread in FIG. 3 is a sectional view of the tread according to the invention, taken along the line 3-3 of FIG. 2; - Fig. 4 is a schematic representation of three adjacent pads which form part of a row of pads ♦ 3 independent of the tread; - Fig. 5 is an illustration of a variant of. configuration of an independent pad produced in accordance with the invention.

^ In Figs. 1 and 2, a tire 10 for a heavy vehicle is shown comprising a tread 12 which is intended to come into contact with the ground. For the purposes of the invention, we will consider as a tire for I.

I. heavy vehicle a tire with a nominal rim diameter of about 500 to about 620 mm. However, we know | heavy vehicle tires with a nominal rim diameter of only about 440 mm which are considered! as falling within the scope of the invention. The tire- | matic 10 comprises two sides 14, 16 which start radially inwardly from the shoulders of the tread I 12 to end in two heels, 22, 24 respectively.

| A carcass (not shown) extends from one heel to the other.

I This carcass is preferably of the radial type in which (the cords of each ply form an angle with the median circular cir-20 plane of the tire of between approximately 75 ° j and approximately 90 °. The cords of the carcass can comprise j l Any of the materials normally used for cable-based reinforcements used in tires, for example, and without limitation, these materials may be nylon, rayon, polyesters and steel. The matt tire 10 may further be provided with a belt (not shown) located beneath the tread and radially outside the carcass. The cords of the belt may include any of the conventional materials normally used for belts and these cables can be inclined at any usual angle.

In the embodiment shown in Figs. 1 and 2, the tread 12 of the tire 10 is, j provided with continuous circumferential ribs 26, 28 provided! * 35 in the shoulders 18 and 20. The remaining part of the tread * 4 12 is provided with independent studs 30 of practically identical shape arranged in several rows. In the embodiment shown, three rows 32, 34, 36 are provided. The actual number of rows will depend on the size of the tire and on the configuration of the studs and, in general, the tire will comprise between approximately two and approximately four rows of independent studs. Although, in the embodiment of the invention which is represented, two continuous circumferential ribs 26, 28 are provided in the regions of the shoulders, these ribs 26, 28 can be replaced by rows of independent studs of a configuration similar to that of the studs 32, 34, 36. Preferably, circumferential ribs 26, 28 are used in order to reduce wear on the shoulders and to increase lateral stability. The ribs 26, 28 or the rows of studs (in the case where such rows of studs are used as a replacement for continuous shoulder ribs) have a cross-sectional width W which is between approximately 15% and 25% of the width T of the tread and which is preferably approximately 18% of this width T. For the purposes of the invention, the width of the tread and the width of the ribs or rows of studs on the bending zone of the tire inflated to normal inflation pressure, loaded at normal load and mounted on a rim for which it was made. The section width W of the ribs 26, 28 is the distance measured between the edge of the tread and the circumferential center line of the adjacent zigzag groove 38. The circumferential center line of this groove is the line located socially at halfway between the axially extreme points of this groove (see Fig. 2).

The studs 30 have a configuration such that the rows 32, 34, 36 leave wide zigzag grooves 38 between these rows and the ribs 26 and 28. The zigzag grooves 38 are of a width large enough to remain * 5 open in the bending zone of the tire in order to form. sea water pipeline passages. In a preferred embodiment, the grooves 38 are all substantially the same width.

5 The use of independent studs 30 gives the mat tire good flexibility when a given point of the tire enters or exits the bending zone of this tire, which contributes to giving the tire good wear resistance. as well as good characteristics regarding the absence of overheating during the ride. The use of independent studs allows the part of the tire which enters the bending zone or which leaves this zone to act independently of the part of the tread) situated in front and behind this zone of life. ii 15 xion. However, the use of independent studs has the drawbacks of a reduction in lateral stability and a risk of sawtooth wear. To solve this problem, the studs 30 have a configuration and a mutual spacing such that, when the studs are in the bending zone of the tire, they cooperate to resist the lateral as well as circumferential forces which are exerted on the tire. . When the studs 30 are in the bending zone of the tire, they press against the adjacent studs by interlocking between the adjacent studs (see FIG. 4). 25 This nesting allows the studs to become contiguous and behave like a continuous rib when they are in the bending zone, in order to reduce to a minimum the sawtooth wear that is normally observed on 1 studs i independent and this provides better lateral stability.

i f 130 Each pad 30, while crossing the pneumatic bending zone dp, undergoes variable lateral forces. The maximum lateral force is manifested in the central part of the zone te; bending and, when one approaches the bores of the bending zone, the lateral force decreases in amplitude * Being dermis 35 that the studs of the center undergo a greater lateral force,! j 6 'these studs tend to move a greater axial distance than the studs which are circumferentially adjacent to them. The mutual nesting effect of the studs allows the studs to behave like a continuous rib when they are in the bending zone of the tire, and to transmit the greater lateral force experienced by the studs located in the part center of the bending zone to the studs which are circumferentially adjacent thereto and to distribute this greater lateral force on these circumferentially adjacent studs. This nesting effect improves the lateral stability of the tire while allowing the tread of the tire to have sufficient flexibility to reduce the bending stresses which occur in the tire to a minimum. The grooves or slots 46 separate the adjacent pads 30 so as to allow these pads 30 to act independently of the pads, immediately adjacent to the pin where they enter or leave the bending zone, but they are small enough to allow the studs overlap between the very-20s when they pass through the entire bending zone of the tire. The grooves 46 are less than about 1mm wide and preferably as small as possible. In general, the grooves 46 are about 0.2-0.8mm wide. In the particular embodiment shown, these grooves 46 have a width of about 0.5 mm.

The depth d of the grooves 46 is at least 30% of the depth D of the non-slip grooves (see FIG. 3). This depth d is preferably at least 60% of the depth D and, in the particular embodiment 30 shown, la. depth of grooves 46 is about 8075 of depth D.

The configuration of the pads 30 ooxt be teile eue only one side is common with the pad 30 cxrconrerentierle-ment adjacent in the same row. Each stud 2 therefore has two sides 44 located at its circumferential circumferential ends 7 which are parallel each at the side of an adjacent immediate stud. The sides are preferably practically straight. In the particular embodiment shown, the pads 30 have the general configuration of a penta-5 gone. However, it can be seen that it is possible to modify the sides 43, 45, 47 of the studs 30 without departing from the scope of the invention. The part of each of the studs 30 which is not common with the adjacent studs preferably has a configuration such that a zigzag groove is formed between two adjacent rows of independent studs. Fig. 5 shows a variant configuration of the pads 30 according to the invention.

The studs 30 have a configuration such that the grooves 46 form with the circumferential median plane of the tire an angle of about 70% to 85%, preferably about 15 ° to 75 ° to 85 °. To ensure that an appropriate mutual nesting is achieved, it is important that the angle formed is within prescribed limits. The particular angle that the grooves 46 form with the median circumferential plane will obviously be a function of the exact configuration of the studs 20 and of the pitch of succession of the studs in the design of the tread.

The studs 30 have a configuration such that the quotient of the average circumferential width CW by the average axial length L is of about 0.6 to 1.9 and preferably of about 0.6 to 1.0. Here too, the exact value of the ratio obtained depends on. the configuration of the stud and the variation of the pitch in the tread. For the purposes of the invention, the average width of each stud 30 is the width of this stud corresponding to the mid-distance between the minimum width and the maximum width of this stud and the average height of the stud is the height corresponding to the mid-distance between the maximum height and the minimum height of this stud.

Claims (12)

8! R E V Ξ N P I C A T I O N S 1. A tire for heavy vehicles, mainly for road use, which comprises a tread intended to come into contact with the ground comprising two shoulders, situated along the respective lateral edges, those sidewalls which start respectively from the two shoulders of the strip tread extending radially inward to end in two heels, the carcass extending from one heel to another, characterized in that the tread com-10 takes independent studs (30) which have a configuration and an arrangement along the length of the tread! Lement (12) such that these pads form several rows I · -1 circumferential roughly parallel independent pads | dants and several zigzag grooves (38) approximately circumferential I 15 formed between the rows of independent studs, the independent studs of each of the rows having an orientation and a configuration such as each stud μ (30) has at each of its circumferential ends a side (44) parallel to the circumferentially adjacent stud 20 of this row, the independent studs of each of the rows being spaced so that the sides of the independent studs! which face each other are separated by a narrow groove (46) having a width of less than 1 mm so that, when the adjacent studs are in the bending zone of the tire, the narrow grooves close and the adjacent studs cooperate to resist lateral and circled forces. the sides of the studs which are turned towards the j circumferentially adjacent studs forming an angle of approximately 70 to 85 ° with the circumferential median plane pneuma-. · 30 tick. 2. A tire for heavy vehicles mainly for road use, comprising: a strip this bearing intended to come into contact with the ground. And comprising two shoulders j (. Formed on the respective lateral edges, two sides which share respectively of the two shoulders of the tread- i · to 9 ment and go radially inward ending in heels, the carcass extending from one heel to the other, characterized in that the tread (12) comprises two continuous circumferential ribs (26, 28) 5 situated on the respective shoulders of the tread, independent studs (30) of practically identical shape being arranged on the tread, between the ribs, to form circumferential rows (32, 34, 36) roughly parallel and zigzag grooves (38) 10 of approximately circumferential orientation, which extend between said rows and the ribs, the independent studs.rows having an orientation and a configuration such that each stud has, at each of its circumferential ends, a side which is parallel to the adjacent stud 15 on the same circumferential side, the independent studs of each of the rows being spaced from each other by so that the sides of the adjacent pads yes face each other are separated by a narrow groove (46) before a width of less than 1 mm, so that, when the adjacent pads .20 are in the bending zone of the tire, the narrow grooves close and the adjacent studs cooperate to resist both lateral and circumferential forces, said sides of the studs which are turned towards the circumferentially adjacent studs making a year-25 gle of about 70 to 85 ° with the circumferential median plane tire. 3. A tire according to claim 1, characterized in that the rows are four in number. 4. A tire according to claim 2, carac-30 térise in that the rows (32, 34, 36) are in a number between about two and four. 5. A tire according to claim 4, characterized in that the rows are three in number. ό - Tire according to one of claims 1 35 and 2, characterized in that the ratio of the circumferential width, - 10 average ferential (CW) to the average axial length (L) of] each of the studs (30) is between 0.6 and 1.9. • i H 7. A tire according to one of claims 1 and 2, characterized in that the ratio of the average circumferential width to the average axial length of each of the studs is from 0.6 to 1.1. 8 -Pneumatics according to one of claims 1 and 2, characterized in that the narrow grooves (46) which separate the adjacent independent pads have a width of 10 section between 0.2 and 0.8 mm. 9. A tire according to one of claims 1! and 2, characterized in that the narrow grooves which separate; 1; I rent the adjacent independent studs have a section width between 0.5 and 0.8 mm. i 15 10 - Pneumaticue according to claim 1, charac- I · A terized in that the axially extreme rows of independent studs i have an axial width between 15% and j "· · 25. of the width of the tread * 11 - A tire according to claim 2, characterized in that the ribs (28) have an axial width SI of between 15% and 25% of the width of the tread. 12. A tire according to one of claims 10 and 11, characterized in that the axial width of the ribs-25 res is 18% of the width of the tread. ; . 13 - Tire according to one of claims 1 and 2, characterized in that the cords of the carcass form an angle of approximately 75 to 90 ° with the median circumferential plane of the tire. 30 . 14 - A tire according to one of claims 1 and 2, characterized in that the independent studs (30) have the approximate configuration of a pentagon. 15. Radial tire for heavy vehicles, mainly for road use, intended for a driving wheel 35 e £ / or steering, comprising: a. tread (12) "11 comprising two shoulders located on the respective lateral edges, two flanks (14) which narrate respectively of the two shoulders of the tread by moving radially towards 1" inside and ending in two heels 5 (22), a carcass ply structure which extends from one bead to the other, cabled islands of this carcass forming an angle of approximately 75 to 90 ° with the circumferential median plane of the tire, characterized in that the strip bearing comprises: two continuous circumferential ribs (26, 28) 10 provided on the respective shoulders of the independent studs (30) of roughly identical shape, each of these studs having the approximate shape of a pentagon, these independent studs being arranged along the tread between the ribs-your ribs so as to form three circumferential rows-15 tials (32, 34,:; 6) approximately parallel and so that it forms zigzag grooves (38) roughly circ between the rows and the ribs, the independent studs of each of the rows being oriented in such a way that two sides (4 * ί) of each of these studs, which are situated at the respective circumferential ends of this stud, are approximately parallel, to the respective corresponding sides of the adjacent studs, the three other sides of this independent stud facing the axially adjacent zigzag grooves located on either side of the row of studs 25 considered, two of these sides facing the one of said zigzag grooves while the third of the three sides faces the axially opposite zigzag groove, the two sides of each independent stud which face the same zigzag groove being oriented so as to form a projecting vertex 30 in this zigzag groove, said ribs of the adjacent studs of the same row which face each other being spaced by a narrow groove (46) which is less than 1 mm wide, so that, when said adjacent independent studs sc are in the bending zone of the mat tire, the narrow rair.-res close and that the adjacent studs r 12 cooperate with one another to resist the circumferential and lateral forces, said sides of these adjacent studs: I '1 which face each other in a row leads forming an angle of about 70 to 85 ° with the median circumferential plane of the tire and the mating circumferential width ratio ne of these studs at their average axial length being 0.6 | a 1.0. | > 16 - Radial tire according to claim 15, I characterized in that said sides of the studs form an angle of approximately 75 to S5 ° with the median circumferential plane II of the tire. jj 17 - A tire according to claim 15, charac- ijj terized in that said narrow groove (46) has a width I i of 0.2 to 0.8 mm. ;; 15 18 - Racial tire according to claim 17, characterized in that said narrow groove has a width I '| * about 0.5 ram. 19. A radial tire according to claim 15, I characterized in that the axial width of the ribs (26, I 20 28) of the shoulders is from 15 to 25% of the width of the rolling ban. |; | t 20 - Radial tire according to claim 19, characterized in that the width of the shoulder ribs! ment is about 18% the width of the tread. »R. y