WO2020102056A1 - Pneu de camion ayant une densité de lamelle variable dans des nervures inclinées - Google Patents

Pneu de camion ayant une densité de lamelle variable dans des nervures inclinées Download PDF

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Publication number
WO2020102056A1
WO2020102056A1 PCT/US2019/060685 US2019060685W WO2020102056A1 WO 2020102056 A1 WO2020102056 A1 WO 2020102056A1 US 2019060685 W US2019060685 W US 2019060685W WO 2020102056 A1 WO2020102056 A1 WO 2020102056A1
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WIPO (PCT)
Prior art keywords
sipes
tread
sipe
groove
successive
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.)
Ceased
Application number
PCT/US2019/060685
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English (en)
Inventor
Brian Joseph Keefe
Daniel Mceachern Hicks
Virgile AYGLON
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.)
Compagnie Generale des Etablissements Michelin SCA
Original Assignee
Compagnie Generale des Etablissements Michelin SCA
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
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Publication of WO2020102056A1 publication Critical patent/WO2020102056A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • 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
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • B60C2011/0313—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation directional type
    • 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
    • B60C2011/129—Sipe density, i.e. the distance between the sipes within the pattern
    • B60C2011/1295—Sipe density, i.e. the distance between the sipes within the pattern variable
    • 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
    • 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
    • B60C2200/065—Tyres specially adapted for particular applications for heavy duty vehicles for construction vehicles

Definitions

  • the subject matter of the present invention relates to a truck tire that has a tread design that reduces abnormal wear of the tread of the tire and minimizes aggression risks. More particularly, the present application involves a tread that features an angled rib with sipes that vary in density along the length of the rib.
  • sipes in ribs are well known, and they can provide an increase in traction and an efficiency gain in wear. This gain may be up to 30% in some designs.
  • the ribs extend circumferentially around the tire 360 degrees and the ribs are therefore described as extending in the longitudinal direction. Along any one particular rib, the sipes are evenly spaced from one another so that successive sipes are spaced at the same distance along the entire rib 360 degrees in the longitudinal direction.
  • some designs are known in which the sipe density in one rib is different than the sipe density in another rib of the tire. This density difference between ribs may be for irregular wear tuning or to minimize aggression risks for the tire.
  • FIG. 1 is a perspective view of a heavy truck tire.
  • Fig. 2 is top view of tread in accordance with one exemplary embodiment.
  • Fig. 3 is a top view of tread in accordance with another exemplary embodiment where sipes are not located in shoulder zones.
  • Fig. 4 is a top view of tread in accordance with another exemplary embodiment in which some of the successive sipes are the same distance from one another as other successive sipes.
  • Fig. 5 is a top view of tread in accordance with another exemplary embodiment in which none of the successive sipes are the same distance from one another as any other of the successive sipes.
  • Fig. 6 is a top view of tread in accordance with another exemplary embodiment in which the successive sipes vary from center to shoulder in any manner so long as the ratio of shoulder sipe distance to center sipe distance is between 1.25 and 4.0.
  • Fig. 7 is a top view of tread in accordance with another exemplary embodiment in which the sipes are oriented at ninety degree angles to grooves between which the sipes span.
  • Fig. 8 is a top view of a tread in accordance with another exemplary embodiment in which the sipes are oriented at angles to the groove that are not 90 degrees.
  • Fig. 9 is a top view of a tread in accordance with another exemplary embodiment in which a third group of successive sipes has larger spacing than first and second groups on either lateral side of the third group.
  • Fig. 10 is a graph of the average void depth for a tire that has four longitudinal grooves about its circumference.
  • Fig. 11 is a graph of the average void depth for a tire that has angled grooves and ribs and a pair of decoupled grooves.
  • the present invention provides for a tread 10 for a heavy duty truck tire 60 with angled grooves 12, 14 and ribs 16 that have sipe 32 density variations that protect against irregular wear and aggression.
  • the term“angled” means the grooves 12, 14 and rib 16 are oriented so as to have components of extension both in the longitudinal direction 18 and lateral direction 20.
  • the sipes 32 may be set up in zones 48, 50, 52 that have different sipe 32 densities, also referred to as sipe 32 distances, therein for fine tuning the longitudinal contact pressure and aggression risks.
  • the sipe 32 density variations are along the rib 16 of the tread 10, and can be varied from the center to the shoulder along the rib 16.
  • Fig. 1 shows a tire 60 that is a heavy duty truck tire 60.
  • the tire 60 is not designed for nor used with a car, motorcycle, or light truck (payload capacity less than 4,000 pounds), but is instead designed for and used with heavy duty trucks such as 18 wheelers, garbage trucks, or box trucks.
  • the tire 60 may be a steer tire, a drive tire, a trailer tire, or an all position tire.
  • the tire 60 includes a casing 66 onto which a tread 10 is disposed thereon.
  • the tread 10 can be manufactured with the casing 66 and formed as a new tire 60, or the tread 10 can be a retread band that is attached to the casing 66 at some point after the casing 66 has already been used to form a retreaded tire 60. This is the case will all of the designs shown and described herein. They may all be tread designs of a brand new tire 60, or may be tread designs of a tread 10 for use in a retread tire 60.
  • the central axis 68 of the tire 60 extends through the center of the casing 66, and the lateral direction 20 of the tire 60 is parallel to the central axis 68.
  • the radial direction 22, referred to also as the thickness direction 22, of the tire 60 is perpendicular to the central axis 68, and the tread 10 is located farther from the central axis 68 in the thickness direction 22 than the casing 66.
  • the tread 10 extends all the way around the casing 66 in the circumferential direction 18, also referred to as the longitudinal direction 18, of the tire 60 and circles the central axis 68 360 degrees.
  • the tread 10 includes a series of grooves and ribs that form a tread pattern.
  • a rolling tread width 30 extends in the lateral direction 20 from one shoulder edge 26 of the tread 10, or an opposite shoulder edge 28 of the tread 10.
  • the rolling tread width 30 represents that portion of the tread 10 that engages the ground through normal operation of the tire 60, and the shoulder edges 26, 28 may engage the ground as well as the area between these locations in the lateral direction 20.
  • the center 24 of the tread 10 is the location of the tread at the midpoint of the shoulder edges 26, 28 in the lateral direction 20.
  • Fig. 2 is a top view of a tread 10 that can be part of a tire 60 or a retread band that is produced and subsequently attached to a casing 66 to form a retread tire 60.
  • the same tread pattern can repeat throughout the entire longitudinal length of the tread 10.
  • the tread 10 has a first groove 12 and a second groove 14 that are in sequence next to one another in the longitudinal direction 18.
  • the grooves 12, 14 can be variously shaped and have widths that in some instances may be greater than 2 millimeters.
  • the shape of the center portion of the grooves 12, 14 can be different than the shape of the shoulder portion of the grooves 12, 14.
  • a rib 16 is defined between the grooves 12, 14 in the longitudinal direction 18.
  • the rib 16 is not a circumferential rib in that it does not extend all the way around the tread 10 in the longitudinal direction 18 when part of the tire 60. Instead, the rib 16 extends from the shoulder edge 26 to the center 24 of the tread 10.
  • the rib 16 is angled relative to the longitudinal direction 18 so that the rib 16 extends so as to have a component of extension in both the longitudinal direction 18 and in the lateral direction 20.
  • a circumferential rib 16 would have a component of extension in the longitudinal direction 18 and no component of extension in the lateral direction 20.
  • the first groove 12 and the second groove 14 likewise are not circumferential grooves in that they extend so as to have a component of extension in both the longitudinal direction 18 and the lateral direction 20.
  • the grooves 12, 14 may extend from the shoulder edge 26 and may terminate at some point at or near the center 24.
  • the groove 12, 14 may engage other grooves of the tread 10, and the rib 16 may engage other ribs of the tread 10 in other arrangements.
  • the grooves 12, 14 and rib 16 have different components in the longitudinal and lateral directions 18, 20 along their lengths and as shown in Fig. 2 change angles once.
  • the grooves 12, 14 and rib 16 can have the same components of lateral and longitudinal extensions along their entire lengths, or may curve or have two, three, four, or more angular changes along their lengths.
  • the rib 16 includes a plurality of sipes 32 along the length of the rib 16 that in some embodiments may have widths that are 2 millimeters or less.
  • the sipes 32 are shown as being straight in shape with a generally rectangular cross-sectional shape, but can be wavy, curved, angled or variously shaped with various cross-sectional configurations in other exemplary embodiments.
  • the geometry in the thickness direction 22 of the sipes 32 can also vary so that the sipes 32 have different cross-sectional shapes at different ones of their depth locations in the thickness direction 22.
  • the sipes 32 could have different depths along their lengths or along the length of the rib 16 so as to be deeper or more shallow in the thickness direction 22 at various points.
  • the sipes 32 are shown as extending all the way from the first groove 12 to the second groove 14, but in other embodiments some or all of them may not engage one or both of the grooves 12 and/or 14.
  • the plurality of sipes 32 are arranged so that they do not have the same density across the rib 16.
  • the density is the number of sipes 32 in a given area of the rib 16 such that some locations of the rib 16 have more sipes 32 than do other locations of the rib 16.
  • the density can be defined by the distance that successive sipes 32 are from one another such that some sipes 32 are closer to other successive sipes 32, while other sipes 32 are farther from other successive sipes 32.
  • the plurality of sipes 32 has a first sipe 34, a second sipe 36, and a third sipe 38 that are oriented so that the third sipe 38 is closer to the center 24 than the first and second sipes 34, 36 in the lateral direction 20. Also, the second sipe 36 is located between the first sipe 34 and third sipe 38 along the angled rib 16. As the geometry of the sipes 32 and the rib 16 may vary, in order to determine the distances between these features, one may measure the distance from the midpoint of the sipe 32 along its length of extension. In Fig.
  • the sipes 34, 36, 38 are all oriented at ninety degree angles 54, 56 to the first and second grooves 12, 14 so the midpoints of the sipes 32 are each half way between the first and second grooves 12, 14. It can be noted due to the geometry of the grooves 12, 14 closer to the shoulder edge 26 that the sipes 32 are not all oriented at ninety degree angles to the grooves 12, 14 so their midpoints may not be equal distant to both of the grooves 12, 14. Although sipes 32 close to the center 24 are shown as being oriented at 90 degree angles to the grooves 12, 14 it is to be understood that they too need not be oriented at 90 degree angles to grooves 12, 14. In fact, all of the sipes 32 may be oriented at angles other than 90 degrees to the grooves 12, 14 in other embodiments, and the tread 10 is not limited to having to have one or all of its sipes 32 at a right angle to the grooves 12, 14.
  • the distance from the first sipe 34 to the second sipe 36 is denoted by reference number 40, and the distance 42 is the distance from the second sipe 36 to the third sipe 38.
  • the distances 40, 42 are measured from the midpoints of the sipes 34, 36, 38 as measured upon their extension from the first groove 12 to the second groove 14.
  • the distance 40 is greater by magnitude than the distance 42.
  • the first, second, and third sipes 34, 36, 38 are successive such that the first sipe 34 is next to the second sipe 36 with no other sipes 32 there between, and the second sipe 36 is successive to the third sipe 38 so that no other sipes 32 are between the second and third sipes 36, 38.
  • the distance 40 can be twice the size of distance 42, or may be only slightly greater in other embodiments.
  • the arrangement of the three sipes 34, 36, 38 affords the rib 16 with sipes 32 that have different densities at different areas.
  • the minimum amount of sipes 32 is three in the rib 16, but any number can be present in other embodiments. If extra numbers of sipes 32 are present then they can be spaced all the same from successive sipes 32 or may be spaced different distances from successive sipes 32.
  • the sipes 32 can be categorized into groups such that some groups have closer successive sipes 32, while other groups have farther spaced successive sipes 32. In Fig.
  • a first group 44 of sipes 32 that include the second and third sipes 36 and 38, have distances from one another successively that are smaller than a second group 46 of sipes 32.
  • the first group 44 of sipes 32 include three sipes 32 and all successive ones have the same distance from one another.
  • the second group 46 of sipes 32 have the same distance from one another so that successive sipes 32 in the second group 46 are the same distance from one another.
  • the distance between successive sipes 32 of the first group 44 is less than the distance between the successive sipes 32 of the second group 46.
  • sipes 32 can be in the first group 44 and the second group 46 in other embodiments, and the distances of successive sipes 32 within these groups 44, 46 need not all be the same.
  • the first group 44 is closer to the center 24 in the lateral direction 20 than the second group 46.
  • the tread 10 has a center zone 48 that extends some distance in the lateral direction 20, and in which the center 24 is located within the center zone 48.
  • a shoulder zone 50 is bounded by the shoulder edge 26 and extends some distance in the lateral direction 20 towards the center 24.
  • An intermediate zone 52 is located between the shoulder zone 50 and the center zone 48 in the lateral direction 20.
  • the sizes of the zones 48, 50, 52 in the lateral direction 20 can be the same as one another or may be different from one another.
  • the first group 44 may be completely located within the center zone 48, and the second group 46 may be located partially within the center zone 48 and partially within the intermediate zone 52. None of the first and second groups 44, 46 may extend or be located within the shoulder zone 50.
  • the groups 44, 46 are arranged so that no portion of the first group 44 is located outboard in the lateral direction 20 than at least some portion of the second group 46. Also, the groups 44, 46 can be arranged so that no portion of the second group 46 is located closer to the center 24 in the lateral direction 20 than at least some portion of the first group 44.
  • the sipe 32 When described as being in a particular zone (50, 52, 48, 70, 72) the sipe 32 is considered to be within that zone so long as some portion of it is within that zone. As such, any one particular sipe 32 can be in multiple zones of the tread 10.
  • the rib 16 includes additional sipes 32 that are not part of the first group 44 or the second group 46. These additional sipes 32 are not oriented in the same direction as the sipes 32 of the first and second groups 44, 46. The distances between these additional sipes 32 are greater between successive ones than the distances between successive sipes of the first and second groups 44, 46 and these additional sipes 32 are closer than the groups 44, 46 to the shoulder 26 in the lateral direction.
  • the tread 10 can include multiple ones of the rib 16 and first and second grooves 12, 14 so that these features along with the sipes 32 repeat throughout the entire longitudinal length of the tread 10.
  • the sipes 32 within these additional ribs 16 can all be arranged in a similar manner as previously discussed and a repeat of this information is not necessary.
  • the additional ribs 16 and sipes 32 may be arrange differently than previously discussed so that the sipes 32 and ribs 16 are not all identical throughout the entire length of the tread 10.
  • all of the ribs 16 of the tread 10 are angled such that they all have a component of extension in the longitudinal direction 18 and a component of extension in the lateral direction 20.
  • the tread 10 lacks a single circumferential groove, which would be a groove that extends completely 360 degrees about the central axis 68 when the tread 10 is on a casing 66 of a tire 60.
  • the tread 10 includes ribs 16 and grooves 12, 14 on the right hand side as well, in so far as these ribs 16 and grooves 12, 14 have not been mentioned.
  • the right hand side of the tread 10 features a second shoulder zone 72 bounded on one side by the shoulder edge 28 that extends towards the center 24 in the lateral direction 20.
  • the right hand side further has a second intermediate zone 70 that is between the shoulder zone 72 and the center zone 48 in the lateral direction 20.
  • zones 70, 72 can have the same size as the other zones 48, 50, 52 of the tread 10 in the lateral direction 20 or they may be larger or smaller than the lateral size of these zones 48, 50, 52.
  • the second shoulder zone 72 has a width in the lateral direction 20 that is the same as the intermediate zone 52, and the second shoulder 72 has a width in the lateral direction 20 that is the same as the shoulder zone 50.
  • Any ribs 16, grooves 12, 14 and sipes 32 present in the center zone 48, second intermediate zone 70, and/or second shoulder zone 72 can be arranged as previously described with respect to those in zones 48, 70 and/or 72 and a repeat of this information is not necessary.
  • the sipes 32 can be located in the tread 10 so that none of them extend to the shoulder edges 26, 28 or so that none of them are located in the shoulder zones 50, 72.
  • Fig. 3 shows one such arrangement in which none of the sipes 32 are located in the shoulder zones 50, 72.
  • the density of the sipes 32 is the same as previously discussed, but they are not in the shoulder zones 50, 72 but are instead concentrated towards the center 24 of the tread 10.
  • the shoulder zones 50, 72 can be the width of the tread 10 in the lateral direction 20 in which the grooves 12, 14 and ribs 16 are oriented in all in the same direction so as to have the same components of extension in the lateral direction 20 and the longitudinal direction 18.
  • the shoulder zones 50, 72 can each comprise 10%, 15%, or 20% of the overall width of the rolling tread width 30 in the lateral direction 20.
  • the sipes 32 may be positioned so that no portion of the sipes 32 are in the shoulder zones 50, 72.
  • the grooves 12, 14 have been described as being angled relative to the longitudinal direction 18.
  • the grooves 12, 14 of the present tread 10 thus have a specific orientation relative to the longitudinal and lateral directions 18, 20.
  • the tread 10 may be described in terms of an average void depth 80.
  • Fig. 10 shows a cross-sectional view of the average void depth 80 taken around the tire. This average void depth 80 is depicted by a curve in the lateral direction 20 with different depths in the thickness direction 22 corresponding to the lateral and longitudinal features of the tire tread 10 such as sipes, block supports, stone ejectors, etc.
  • the average void depth 80 is thus the average depth of tread at a particular location in the lateral direction 20 taken around the entire 360 degree circumferential length of the tread 10. If the tread 10 is provided in a band form for retreading, the average void depth 80 can be the average depth of the tread at a particular location in the lateral direction 20 taken along the entire length of the band in the longitudinal direction 18.
  • a typical heavy truck tire with longitudinal grooves would have an average void depth 80 curve that contains portions extending from the tire tread 10 outer surface to beyond 60% of the full void depth.
  • a twenty percent line 82 and a sixty percent line 84 are illustrated and denote the location in the thickness direction 22 in which twenty percent of the thickness direction 22 depth of the tread would otherwise be removed from the outer surface, and in which sixty percent of the thickness direction 22 depth of the tread 10 would otherwise be removed from the outer surface.
  • the full void depth 90 is the distance from the outer surface of the tread 10 to a curve that is transposed in the thickness direction 22 from the outer surface of tread 10 by a distance equal to the deepest point of the void of the tread 10.
  • the twenty percent line 82 is twenty percent of the full void depth 90 down from the outer surface
  • the sixty percent line 84 is sixty percent of the full void depth 90 down from the outer surface.
  • the average void depth 80 is shown and the twenty and sixty percent lines 82, 84 are also present for reference.
  • the tread 10 has four longitudinal grooves that extend around the entire circumference of the tread 10 in the longitudinal direction 18 and these four grooves are illustrated as the four greatest depressions, grooves in the average void depth 80.
  • the average void depth 80 thus has portions that extend below the twenty percent line 82 and that likewise extend below the sixty percent line 84.
  • a heavy truck steer tire would have an average void depth 80 curve that greatly resembles the tire tread 10 and thus the longitudinal groove shapes.
  • a typical heavy truck drive tire with longitudinal grooves and tread blocks would have an average void depth 80 curve similar to the steer tire example but with portions that are close to the tread 10 outer surface. This is because the tread blocks contain lateral grooves which increase the average void depth around the tire.
  • a drive tire may have longitudinal grooves that have a wavy or zig-zag shape, thus some component in the lateral direction 20. Nevertheless the average void depth 80 curve will still have a portion or portions that extend to beyond 60% of the full void depth.
  • Fig. 11 shows an average void depth 80 for a tread 10 that has angled grooves 12, 14 and ribs 16.
  • a heavy truck tire 60 with the angled grooves 12, 14 and ribs 16 has an average void depth 80 curve that is relatively flat and does not extend more than 20% of the full void depth 90. As such, the average void depth 80 does not go past the twenty percent line 82.
  • the tread 10 includes one or more decoupled grooves 86, 88, then the average void depth 80 would extend past the twenty percent line 82.
  • the average void depth 80 outboard of the two decoupled grooves 86, 88 to the shoulder edges 26, 28 in the lateral direction 20 could likewise extend past the twenty percent line 82 due to openings being present in the tread 10 at these locations.
  • Decoupled grooves 86, 88 are grooves that extend primarily in the longitudinal direction and function to decouple a shoulder block of the tread 10 from an adjacent rib or other feature. Therefore, there may be decouple grooves 86, 88 on either side of the tread 10 to decouple the shoulder blocks on either side of the tread 10. The decouple grooves 86, 88 do not count for purposes of the average void depth 80 going past the twenty percent line 82 and thus are ignored in Fig. 11.
  • the average void depth 80 does not include decouple grooves 86, 88.
  • the rest of the average void depth 80 as shown in Fig. 11 does not go past the twenty percent line 82.
  • none of the average void depth 80 outboard of these decouple grooves 86, 88 is considered in evaluating the average void depth 80.
  • the average void depth 80 does not include decouple grooves 86, 88 and the tread 10 outboard of these decouple grooves 86, 88 in the lateral direction 20 if they are present.
  • the rest of the average void depth 80 as shown in Fig. 11 does not go past the twenty percent line 82. With the decouple grooves 86, 88 present, the rest of the average void depth 80 that is considered is the average void depth 80 between the decouple grooves 86, 88 in the lateral direction 20.
  • the tread 10 could have openings that extend inboard from the shoulder edges 26, 28 and if the decoupled grooves 86, 88 are included the average void depth 80 from the decoupled grooves 86, 88 outboard is not counted and could be below the twenty percent line 82.
  • the decoupling grooves 86, 88 may be continuous or discontinuous in the longitudinal direction 18. When described herein as being “outboard” of the decoupling groove 86, 88 it is to be understood that the decoupling grooves 86, 88 are positioned next to shoulder edges 26, 28 and are thus generally disposed on opposite sides of the tread 10 in the lateral direction 20.
  • The“outboard” portion of the tread 10 are those portions of the tread 10 immediately adjacent the decoupling grooves 86, 88 and extending outboard in the lateral direction 20.
  • the outboard portion of the tread 10 from one of the decoupling grooves 86, 88 is the shoulder bock or other shoulder features defined by that particular decoupling groove 86, 88 or portions of the tread 10 right next to and outboard of the decoupling groove 86, 88 and not across the centerline of the tread 10 in the lateral direction 20.
  • the description of the tread 10 with respect to the average void depth 80 can also be defined in another manner.
  • the tread 10 can have a centerline in the lateral direction 20, which in effect splits the tread 10 up into a left half and a right half.
  • the average void depth 80 of the tread 10 does not go past the twenty percent line 82 inboard from the decouple groove 86 or 88 in the lateral direction 20 to the centerline.
  • the average void depth 80 could go past the twenty percent line 82 at the decouple groove 86, 88 and/or outboard of the decouple groove 86, 88 in the lateral direction 20 to the shoulder edge 26 or 28 (depending on which side of the tread 10 the decouple groove 86, 88 is positioned).
  • the average void depth 80 inboard of the decouple grooves 86, 88 does not go past the twenty percent line 82, while the average void depth 80 at and/or outboard of the decouple grooves 86, 88 may or may not go past the twenty percent line 82.
  • Fig. 4 shows a variation of the tread 10 design in which the sipes 32 are arranged in a manner different from previous embodiments. However, some of the sipes 32 still include the different spacing from successive sipes as previously discussed.
  • the shoulder zones 50, 72 are smaller than those in other embodiments and do not include any portion of any of the sipes 32.
  • the intermediate zones 52, 70 are wider than other previous intermediate zones 52, 70 in the lateral direction 20 and exclusively include some of the sipes 32.
  • Other sipes 32 are located in both the intermediate zone 52 and the center zone 48, and other sipes 32 are located in both the intermediate zone 70 and the center zone 48. Some of the sipes 32 are exclusively located in the center zone 48.
  • the sipes 32 in rib 16 are arranged so that some of the sipes 32 in the intermediate zone 52, 70 are spaced successively from one another so that this spacing is the same as some of the successive sipes 32 in the center zone 48. However, this spacing is not the same as other ones of the spacing of successive sipes 32 in the center zone 48. As shown, the spacing of successive sipes 32 in the intermediate zone 52 is the same as the spacing of the successive sipes 36 and 38, and the spacing of other successive sipes 32 in the rib 16 that are closer to the center 48. However, other successive sipes 32 do not share the same spacing as the aforementioned sipes 32 of the intermediate zone 52.
  • sipes 34 and 36 have a different spacing from one another than the spacing of the successive sipes 32 of the intermediate zone 52.
  • the arrangement of Fig. 4 illustrates an embodiment in which the spacing of successive sipes 32 is the same at different areas of the rib 16 and interposed in the lateral direction 20 with different spacing of successive sipes 32 in the rib 16.
  • the previous embodiment disclosed some of the successive sipes 32 at different areas of the rib 16 as having the same spacing as one another. Other embodiments exist in which none of the sipes 32 have spacing to a successive sipe 32 that is the same as any other one.
  • Fig. 5 is an embodiment in which all of the sipes 32 are spaced a different amount to the next successive sipe 32.
  • the rib 16 and grooves 12, 14 again extend so as to have a component of extension in the lateral direction 20 and a component of extension in the longitudinal direction 18.
  • the successive sipes 32 are arranged so that not only none of them are located the same distance as to any other successive sipe 32, they are positioned so that the spacing between successive sipes 32 decreases across the entire rib 16 in the lateral direction 20 from the shoulder edge 26 towards the center 24. In this regard, as the rib 16 extends inboard the spacing between successive sipes 32 gets smaller and smaller from one sipe 32 to the next. In other arrangements, one or more of the successive sipes 32 could be spaced greater upon inboard extension in the lateral direction 20. Although the density is shown as progressively increasing as the rib 16 extends inboard in the lateral direction 20, in other variations of the tread 10 the density of the sipes 32 may increase progressively outboard in the lateral direction 20 upon extension of the rib 16.
  • Fig. 6 shows another embodiment of the tread 10 in which the ribs 16 are again angled relative to the longitudinal direction 18 as in other embodiments.
  • the sipes 32 are arranged in the rib 16 so that they decrease in distance from a successive sipe 32 in the direction of the rib 16 from the shoulder edge 26 to the center 24.
  • the distance between successive sipes 32 always get some degree smaller, although it is envisioned that in other versions some of the successive sipes 32 may maintain the same spacing distance as the previous successive sipe 32 pair, although the distance will not get larger to any successive sipe 32 in the direction from the shoulder edge 26 to the center 24 along the rib 16.
  • the spacing of the sipes 32 in the rib 16 can also be bound by an equation so that they result in a tread 10 design that can minimize or reduce abnormal wear.
  • This equation is 1.25 ⁇ (D S houider/D ce nter) ⁇ 4.0 in which D ce nter ⁇ D S h OU ider.
  • D ce nter is the distance between two successive sipes 32 that are closer to the center than two successive sipes 32 that are closer to the shoulder in which their distance between one another is D S h 0 uider ⁇
  • D S houider is the distances 78 between a fourth sipe 74 and a fifth sipe 76 that are successive to one another.
  • This distance 78 may be 1.5 centimeters.
  • the second and third sipe 36 and 38 are separated by distance 42, and this distance 42 is the D ce nter and is 0.5 centimeters.
  • the distance 42 is 0.5 centimeters and is less than the distance 78 which is 1.5 centimeters to satisfy the part of equation Dcenter ⁇ D shoulder.
  • the rest of the distances between successive sipes 32 could be determined and then the equation satisfied in a similar manner. In this regard, any two successive sipe distances could be used.
  • Fig. 7 is an alternate exemplary embodiment in which the ribs 16 and grooves 12, 14 extend so as to have components of extension in both the lateral direction 20 and the longitudinal direction 18, but do not vary so as to be angular with different components at different locations as disclosed in previous embodiments. Further, the grooves 12, 14 extend so far inboard that they engage other grooves 12, 14 of the tread 10 so as to form a resulting center groove that is circumferential about the longitudinal direction 18.
  • the sipes 32 are oriented so that they are 90 degrees to both the first groove 12 and the second groove 14. In this regard, an angle 54 is defined between the first groove 12 and the first sipe 34.
  • a similar angle 54 is present between the first groove 12 and the second sipe 36, and between the first groove 12 and the third sipe 38, and the angles 54 can all be the same as one another.
  • the angle 54 is measured so that it is on the side of the sipes 34, 36, 38 facing the shoulder edge 26 and not facing the center 24.
  • Angle 56 is the angle between the first sipe 34 and the second groove 14.
  • the second sipe 36 and third sipe 38 likewise have their own angle 56 with the second groove 14, and all of the angles 56 may be the same as one another.
  • the angle 56 is measured from the side of the first sipe 34 facing the shoulder edge 26 and facing away from the center 24.
  • the angles 54 and 56 are each 90 degrees so that the first sipe 34 is oriented at a ninety degree angle to both the first groove 12 and the second groove 14.
  • the angles 54 and 56 for the second and third sipes 36, 38 are also ninety degrees, and in the embodiment shown all of the sipes 32 of the rib 16 are oriented at ninety degree angles to both the first groove 12 and the second groove 14.
  • the sipes 32 are thus arranged so that they are normal to the rib 16 edges, and in some instances angle 58 may be 45 degrees.
  • the sipes 32 in Fig. 7 are straight in their entire extension from the first groove 12 to the second groove 14 thus making the angles 54, 56 clear to measure.
  • the shape of the sipes 32 could be different in that they may be wavy, curved, angled, or variously shaped upon their extension from the first groove 12 to the second groove 14.
  • the angles 54, 56 can be measured by drawing a line between a point at the intersection of the sipe 32 and the first groove 12, and a point at the intersection of the sipe 32 and the second groove 14. The angles 54, 56 of this line can then be determined and ascribed to the sipe 32.
  • the angles 54 can be measured by drawing a line between a point at the intersection of the sipe 32 and the first groove 12, and a point at the intersection of the first groove 12 and the sipe 32 subsequent and closer to the shoulder edge 26. The angle 54 can be measured by using this line and the sipe 32. If the groove 14 is not linear at the intersection with the sipe 32, the angle 56 can be calculated by drawing a line from the point at the intersection of sipe 32 and the second groove 14 to the point at the intersection of the subsequent sipe 32 closer to the shoulder edge 26 and the second groove 14. The angle 56 can be measured through the use of this line.
  • Fig. 8 is another embodiment of the tire tread 10 and includes grooves 12, 14 and ribs 16 that are linear in shape with components in the longitudinal and lateral directions 18, 20 and extend until they engage counterpart grooves extending in from the opposite side in the lateral direction 20.
  • the densities of the sipes 32 are not all the same such that at least two of the successive sipes 32 are located a different distance from one another than at least two of the other successive sipes 32.
  • the first groove 12 is oriented at an angle (X) 58 to the lateral direction 20. The angle 58 is measured from the first groove 12 to a line running in the lateral direction 20 that faces towards the center 24.
  • the angle 58 can be taken at the location of the first groove 12 at the intersection of the first groove 12 and the sipe 32. If the first groove 12 is wavy or curved or otherwise non linear the angle 58 may be measured by measuring the angle of a line that extends from the intersection of the sipe 32 and the first groove 12 and the next successive sipe 32 intersection point with the first groove 12 that is closer to the center 24.
  • the angle 58 is the same as the angle 54 of the first sipe 34. Further, the angle 58 is the same as the angle (X) 54 of the second sipe 36, and is the same as the angle 54 of the third sipe 38. All of the angles 54 of all of the sipes 36 may be the same as the angle 58 in some embodiments.
  • angles 54 of the first, second and third sipes 34, 36, 38 are the same as angle 58.
  • the angle 58 can be less than 90 degrees. In some instances, the angle 58 is 65 degrees, and the angles 54 are likewise 65 degrees.
  • the angle 54 can be described as being equal and opposite to the angle 58 of the rib 16 edge in some embodiments.
  • the tread 10 as shown in Fig. 8 can be arranged so that the angle 54 is not equal to the angle 58, while at the same time the angle 54 is not equal to 90 degrees.
  • the angle 54 may be greater than 90 degrees or less than 90 degrees and not equal to the angle 58 of the first groove 12.
  • the angle 58 that the first groove 12 takes relative to the lateral direction 20 may be from 40 degrees to 75 degrees in some embodiments. This angle 58 can also be attributed to the rib 16 so that the rib 16 is angled relative to the lateral direction 20 the same amount as angle 58.
  • the rib 16 may extend in other arrangements from 40 degrees to 50 degrees, 45 degrees, from 50 degrees to 55 degrees, from 55 degrees to 65 degrees, from 65 degrees to 70 degrees, or from 70 degrees to 75 degrees.
  • the rib 16 may be from 25 degrees to 50 degrees, from 40 degrees to 75 degrees, from 15 degrees to 80 degrees, or from 35 degrees to 70 degrees to the longitudinal direction 18 in other exemplary embodiments.
  • rib 16 were a circumferential rib, which extends 360 degrees around the tread 10 in the longitudinal direction 18, the angle of the rib 16 would be 90 degrees as it is oriented at a right angle to the lateral direction 20.
  • Fig. 8 shows the rib 16, and angle 58, angled at a 65 degree angle. Due to the ribs 16 being angled to the longitudinal direction 18, they can be described as extending toward the center 24 so as to have some component of extension in the longitudinal direction 18, and some component of extension in the lateral direction 20. A purely circumferential rib would have a component of extension in the longitudinal direction 18, but no component of extension in the lateral direction 20.
  • grooves 12, 14, ribs 16 and sipes 32 are illustrated in relation to objects that are linear in shape. However, it may be the case that the grooves 12, 14, sipes 32, ribs 16 or other objects do not extend in a linear manner but instead are wavy, curved, zig-zag, or otherwise non linear in shape. If the direction of the object is difficult to measure because of its shape, the main axis of the object can then be measured and this orientation assigned to the object. In some instances, a straight line can be drawn from the point the object begins to the point the object ends, and the orientation of this straight line can be measured and assigned as the orientation of the object of the tread 10.
  • Fig. 9 shows another embodiment of the tread design 10 in which the ribs 16 and grooves 12, 14 extend with components in both the lateral direction 20 and the longitudinal direction 18.
  • the rib 16 features a first group 44 of sipes 32 that are located closest to the center 24 and have the second sipe 36 and the third sipe 38 that are a distance 42 apart from one another.
  • the rib 16 has a second group 46 of sipes 32 that are closest to the shoulder edge 26.
  • a third group 62 of sipes 32 are located between the first group 44 and the second group 46.
  • the third group 62 includes three sipes 32, the first sipe 34 being one of these three, that are all spaced the same distance successively from one another.
  • the groups 44, 46 and 62 are arranged so that the distance between successive sipes 32 of the third group 62 is greater than the distance between successive sipes 32 of the first group 44, and so that the distance between successive sipes 32 of the third group 62 is greater than the distance between successive sipes 32 of the second group 46.
  • the distance 40 is again different than the distance 42, as is the case in other embodiments disclosed herein.
  • the group of sipes 32 closer to the center 24 has successive sipes 32 spaced farther apart than any other successively spaced sipes 32 of the rib 16.
  • the group of sipes 32 closer to the shoulder edge 26 has successive sipes 32 spaced farther apart than any other successively spaced sipes 32 of the rib 16.
  • the tread 10 incudes multiple ribs 16 that are angled and have sipes 32 with different densities so that the spacing of successive sipes 32 is not the same across the entire lengths of the ribs 16.
  • the sipes 32 have been described as engaging groove 12 on one end and groove 14 on the opposite end, this need not be the case in all versions of the tread 10.
  • the rib 16 may include a shoulder block that is decoupled via a decouple groove.
  • One or more of the sipes 32 may engage one of the grooves 12 or 14 on one end, and may engage the decouple groove on the opposite end.
  • decouple groove forming a decoupled shoulder in an angled rib 16 is disclosed with reference to a patent application filed the same day as the present application having common inventors Brian Joseph Keefe and Daniel McEachem Hicks, Jr. and common Applicant entitled “Truck Tire with Angled Ribs having Decoupled Shoulder Blocks”, the entire contents of which are incorporated by reference herein in their entirety for all purposes.
  • the sipes 32 again need not engage one or both of the grooves 12, 14.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne une bande de roulement de pneu de poids lourd qui possède une nervure située entre des première et seconde rainures. La paire de rainures et la nervure ne sont pas complètement orientées dans la direction longitudinale de façon à s'étendre dans les directions longitudinale et latérale. Une pluralité de lamelles sont situées dans la nervure et comprennent une deuxième lamelle entre une première lamelle et une troisième lamelle. La première lamelle, la deuxième lamelle et la troisième lamelle sont agencées successivement. La distance de la première lamelle à la deuxième lamelle est différente de la distance de la deuxième lamelle à la troisième lamelle. La bande de roulement possède une profondeur de vide moyenne qui ne dépasse pas une ligne de vingt pour cent qui représente vingt pour cent de la profondeur de vide totale à partir de la surface extérieure de la bande de roulement et qui ne comprend pas de rainure de désolidarisation ni de bande de roulement à l'extérieur de la rainure de désolidarisation.
PCT/US2019/060685 2018-11-15 2019-11-11 Pneu de camion ayant une densité de lamelle variable dans des nervures inclinées Ceased WO2020102056A1 (fr)

Applications Claiming Priority (2)

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US201862767663P 2018-11-15 2018-11-15
US62/767,663 2018-11-15

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115302986A (zh) * 2022-07-08 2022-11-08 赛轮集团股份有限公司 一种轮胎花纹及具有其的轿车子午线轮胎
USD1024917S1 (en) 2022-09-27 2024-04-30 Compagnie Generale Des Etablissements Michelin Tire
USD1025878S1 (en) 2022-09-27 2024-05-07 Compagnie Generale Des Etablissements Michelin Tire
EP4497611A1 (fr) * 2023-07-28 2025-01-29 Toyo Tire Corporation Pneumatique
WO2025075716A1 (fr) 2023-10-06 2025-04-10 Compagnie Generale Des Etablissements Michelin Pneu de camion à nervure inclinée et rainures à largeur variable dans la direction de l'épaisseur
EP4552861A1 (fr) * 2023-11-13 2025-05-14 Bridgestone Europe NV/SA Pneumatique ayant un motif de bande de roulement amélioré
WO2025144589A1 (fr) 2023-12-28 2025-07-03 Compagnie Generale Des Etablissements Michelin Pneu de camion à nervure inclinée et rainures à largeur variable dans la direction de l'épaisseur
WO2026029909A1 (fr) 2024-07-31 2026-02-05 Compagnie Generale Des Etablissements Michelin Pneu de camion à rainures inclinées et lamelle de blocage pour usure irrégulière

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2926715A (en) * 1956-11-23 1960-03-01 Us Rubber Co Tire tread
JPH03112704A (ja) * 1989-09-26 1991-05-14 Yokohama Rubber Co Ltd:The 空気入りタイヤ
WO2013044995A1 (fr) * 2011-09-30 2013-04-04 Continental Reifen Deutschland Gmbh Pneumatique de véhicule

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2926715A (en) * 1956-11-23 1960-03-01 Us Rubber Co Tire tread
JPH03112704A (ja) * 1989-09-26 1991-05-14 Yokohama Rubber Co Ltd:The 空気入りタイヤ
WO2013044995A1 (fr) * 2011-09-30 2013-04-04 Continental Reifen Deutschland Gmbh Pneumatique de véhicule

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115302986A (zh) * 2022-07-08 2022-11-08 赛轮集团股份有限公司 一种轮胎花纹及具有其的轿车子午线轮胎
CN115302986B (zh) * 2022-07-08 2024-01-30 赛轮集团股份有限公司 一种轮胎花纹及具有其的轿车子午线轮胎
USD1024917S1 (en) 2022-09-27 2024-04-30 Compagnie Generale Des Etablissements Michelin Tire
USD1025878S1 (en) 2022-09-27 2024-05-07 Compagnie Generale Des Etablissements Michelin Tire
EP4497611A1 (fr) * 2023-07-28 2025-01-29 Toyo Tire Corporation Pneumatique
WO2025075716A1 (fr) 2023-10-06 2025-04-10 Compagnie Generale Des Etablissements Michelin Pneu de camion à nervure inclinée et rainures à largeur variable dans la direction de l'épaisseur
EP4552861A1 (fr) * 2023-11-13 2025-05-14 Bridgestone Europe NV/SA Pneumatique ayant un motif de bande de roulement amélioré
WO2025104588A1 (fr) * 2023-11-13 2025-05-22 Bridgestone Europe Nv/Sa Pneu présentant un motif de bande de roulement amélioré
WO2025144589A1 (fr) 2023-12-28 2025-07-03 Compagnie Generale Des Etablissements Michelin Pneu de camion à nervure inclinée et rainures à largeur variable dans la direction de l'épaisseur
WO2026029909A1 (fr) 2024-07-31 2026-02-05 Compagnie Generale Des Etablissements Michelin Pneu de camion à rainures inclinées et lamelle de blocage pour usure irrégulière

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