CA1329112C - Tread design for a pneumatic motor vehicle tire - Google Patents
Tread design for a pneumatic motor vehicle tireInfo
- Publication number
- CA1329112C CA1329112C CA000589278A CA589278A CA1329112C CA 1329112 C CA1329112 C CA 1329112C CA 000589278 A CA000589278 A CA 000589278A CA 589278 A CA589278 A CA 589278A CA 1329112 C CA1329112 C CA 1329112C
- Authority
- CA
- Canada
- Prior art keywords
- tread
- grooves
- peripheral
- wide
- peripheral groove
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Air-Conditioning For Vehicles (AREA)
- Tyre Moulding (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The tread pattern, in particular for high speed tires, has at least three wide straight peripheral grooves and transverse grooves that are spaced apart from each other in the peripheral direction. Within the central area , that accounts for approximately one-third of the total area, there is at least one wide peripheral groove , and here the running surface portion is at least 10% greater than in the side areas. The transverse grooves do not open out into the peripheral groove in the central area , but form blind grooves , the end areas of which are crossed by a narrow, approximately 0.5 to 2 mm wide, peripheral groove.
The tread pattern, in particular for high speed tires, has at least three wide straight peripheral grooves and transverse grooves that are spaced apart from each other in the peripheral direction. Within the central area , that accounts for approximately one-third of the total area, there is at least one wide peripheral groove , and here the running surface portion is at least 10% greater than in the side areas. The transverse grooves do not open out into the peripheral groove in the central area , but form blind grooves , the end areas of which are crossed by a narrow, approximately 0.5 to 2 mm wide, peripheral groove.
Description
,~ 1329~12 The present invention relates to a tread design for a pneumatic motor-vehicle tire having at least three relatively wide and essentially straight peripheral grooves that divide the tread into tread bands that run in the peripheral direction, and having transverse grooves that are spaced apart from each other in the peripheral directiron on each tread half, said grooves dividing the tread bands at least partially and which, when viewed across the width of the tread, preferably run continuously or along an approximately V-shaped curve.
Tires with treads of this particular kind are being designed to an ever-increasing degree, particularly for high speeds.
Such high speed tires have a very small cross section ratio and a relatively wide tread. Of primary importance in the design of such tires is good wet-grip behaviour, above all at high speeds, which is important in the centre region of the ground contact area of the tire. In addition, the tires should have good response behaviour both on wet and on dry road surfaces. In addition to the effective removal of water from the ground contact area, it is also extremely important to keep noise generation as low as possible at high speeds.
Variations of a pneumatic motor vehicle tire of the type described above are shown and described, for example, in EP-A-0175829. Common to all of the embodiments shown in this publication is the fact that along the centre peripheral line of the running surface there is a continuous running surface band that is separated from the laterally adjacent running surface band by relatively narrow and straight peripheral grooves. The configuration of the tread structure in the middle range is such that optimal wet-grip behaviour cannot be attained, particularly at high speeds.
` It is an object of the present invention to provide a tread pattern for a pneumatic motor vehicle tire, particularly one that is intended for high speed operation, such that optimization of the chaxacteristics as set out above, which .:
.
, ~
, ," .
13291~2 is to say good wet-grip behaviour, low noise development, and high reaction capabilities in response to steering forces are achieved even in the higher speed ranges.
According to the present invention there is provided a tread pattern for a pneumatic motor-vehicle tire havi~g at least three relatively wide, substantially straight peripheral grooves that divide the tread into tread bands that run in a peripheral direction, and having on each half of the tread pattern transverse grooves that are spaced apart from each other in the peripheral direction, said transverse grooves dividing the tread bands at least in part, wherein within the central area that accounts for approximately one-third of the total area of the tread, there is at least one wide peripheral groove into which no transverse grooves open, in the central area the running surface portion is at least lO~
greater than in the two side areas, the transverse grooves form blind grooves in the tread bands that are laterally adjacent to the peripheral groove, and the end areas of said blind grooves are crossed by a narrow, O.5 to 2 mm wide, peripheral groove.
The measures according to the present invention create a tread pattern that satisfies the demands that have been made, even in the higher speed ranges. The rolling surface portion provided in tbe central area, which is high relative to the sid~ areas, causes a high level of profile tread stiffness in this area. It has been shown that tires provided with the tread pattern according to the present invention display very good response behaviour around the null position in all speed ranges. The narrow peripheral grooves that are additionally provided in the central area also have a very good effect on minimizing the noise of the tire.
It is preferred that in the central area the rolling surface portion is greater than or equal to 70~, and in addition it is also preferred that there be a single wide peripheral groove along the centre line in this area .
.
~32~2 In a further embodiment of the invention, in order to reduce noise generation there is a narrow, 0.5 to 2 mm, wide peripheral groove in each of the tread bands on the shoulders of the tire.
The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings in which:-Figure 1 shows a plan view of a section of the tread of a first embodiment of a pneumatic motor-vehicle tire; and lo Figure 2 shows a plan view of a section of the tread of a second embodiment o~ a pneumatic motor-vehicle tire.
The tread pattern shown in the Figures is intended in particular for a high speed radial tire for passenger cars.
As used herein the term tread-width B should be understood to mean the greatest axial width of the tread measured in the ground contact area.
As figure 1 shows, along the centre line M-M the tread pattern has a wide straight peripheral groove 1 and two additional wide peripheral grooves 2 in the two tread halves that are arranged symmetrically to the centre line M-M. The three peripheral grooves 1, 2 divide the tread into tread bands 3, 4, 5, and 6 that run in the peripheral direction.
In each of the two tread halves there is in each instance a ; plurality of transverse grooves 7 that are spaced apart from each other in the peripheral direction and which divide the tread bands 5 and 6 that are on the shoulders of the tire into individual blocks 8 and which, in contrast to this, form blind grooves 7a in the central tread bands 3 and 4, which do not open out into the peripheral groove 1 that runs along the centre line M-Mo An area of at least 15% of the tread-width B that is free of transverse grooves is left in the central ~! area of the tread patternO
r '' ~iewed across the whole of the tread width B, the transverse grooves follow an essentially shallow S-shape. The sections .
,, ., .
~ - , `' ' : .
1329~12 .
of the transverse grooves 7 that form the blind grooves 7a subtend an angle alpha with the centre line ~-~ that is between 50 and 70 on the one tread half, and which on the other tread half, subtend an angle alpha' in the range between 110 and 130. In the present embodiment, these angles amount to approximately 60 or 120, res~ectively. In the shoulder tread bands 5 and 6, the transverse grooves are set at an angle beta of approximately 75 to 90 or an angle beta' of 90 to 150 to the centre line M-M. As shown in the present e~bodiment, preferred values are at approximately 83 or 97.
Both the sections of the transverse grooves 7 that for the blind grooves 7a as well as the sections of these that are on the outside of the tread are preferably so configured that their width increases continuously towards both sides of the tread, the extent of this widening being relatively small.
The width of the tread bands 3 and 4 that are arranged in the centre of the tread lies in the range between 20 and 30% of the tread width B, and preferably the width of these tread bands 3 and 4 amounts to approximately 25%.
Running parallel to the centre line M-N, there is in each tread band 3, 4, 5, 6, a narrow 0.5 to 2 mm and preferably approximately ~ mm wide, straight peripheral groove 9. This arrangement is symmetrical to the centre line M M. The depth of the narrow peripheral grooves 9 amounts to at least 20% of the other tread depths. The peripheral grooves 9 that are arranged in the tread bands 3, 4 run at a distance from the closed end areas o~ the blind grooves 7a and cross these.
This arrangement is particularly effective in combatting the noise developed by this tread at high speeds.
If the tread is divided across its width B into three approximately equally large peripheral areas, such that the central area I is symmetrical to the centre line M-M and the side areas II, III are each laterally adjacent thereto, then the running surface in the central area is at least 10%
' ' .' ,.
~3291~2 greater than the running surface in the side areas II, III.
Here, the running surface is understood in each instanc~ to be that portion of the total area of the individual areas I, II, III, which come into co~tact with the ground when the tire is in use. In the above embodiment, the running surface in the side areas II, III amounts in each insta~ce to approximately 60%, and in the central area I, to approximately 72~. The high running surface portion in the central area I increases the stiffness in this area and, in lo conjunction with the peripheral groove 1 that runs along the centre line M-M, has an extremely favourable effect on the response behaviour o~ tires provided with this type of tread pattern when such tires are operated at high speeds.
Figure 2 is an embodiment of a tread pattern for a directional pneumatic motor-vehicle tire, wherein the sole difference between this tread pattern and that shown in figure 1 is that in figure 2, the two running surface halves are mirror images of each other relative to the centre line M-M. Accordingly, the angle alpha that the blind grooves 7a subtend with the centre line M-M as well as the angle beta that the sections of the transverse grooves 7a that run in the area of the tread bands 5 and 6 subtend with the centre line M-M are equally large in both halves of the tread. The arrangement of the peripheral grooves 1 and 2, of the narrow peripheral groove 9, as well as the division into three individual peripheral areas I, II, and III is accordingly similar to that in the first embodiment, so that no repetition is required in this respect.
In another embodiment of the present invention~ not shown separately herein, it is possible to have two grooves that run on both sides of the mid-line in place of a peripheral groove that runs along the mid-line, these two grooves then being separated by a relatively narrow, continuous band that runs along the mid-line.
Tires with treads of this particular kind are being designed to an ever-increasing degree, particularly for high speeds.
Such high speed tires have a very small cross section ratio and a relatively wide tread. Of primary importance in the design of such tires is good wet-grip behaviour, above all at high speeds, which is important in the centre region of the ground contact area of the tire. In addition, the tires should have good response behaviour both on wet and on dry road surfaces. In addition to the effective removal of water from the ground contact area, it is also extremely important to keep noise generation as low as possible at high speeds.
Variations of a pneumatic motor vehicle tire of the type described above are shown and described, for example, in EP-A-0175829. Common to all of the embodiments shown in this publication is the fact that along the centre peripheral line of the running surface there is a continuous running surface band that is separated from the laterally adjacent running surface band by relatively narrow and straight peripheral grooves. The configuration of the tread structure in the middle range is such that optimal wet-grip behaviour cannot be attained, particularly at high speeds.
` It is an object of the present invention to provide a tread pattern for a pneumatic motor vehicle tire, particularly one that is intended for high speed operation, such that optimization of the chaxacteristics as set out above, which .:
.
, ~
, ," .
13291~2 is to say good wet-grip behaviour, low noise development, and high reaction capabilities in response to steering forces are achieved even in the higher speed ranges.
According to the present invention there is provided a tread pattern for a pneumatic motor-vehicle tire havi~g at least three relatively wide, substantially straight peripheral grooves that divide the tread into tread bands that run in a peripheral direction, and having on each half of the tread pattern transverse grooves that are spaced apart from each other in the peripheral direction, said transverse grooves dividing the tread bands at least in part, wherein within the central area that accounts for approximately one-third of the total area of the tread, there is at least one wide peripheral groove into which no transverse grooves open, in the central area the running surface portion is at least lO~
greater than in the two side areas, the transverse grooves form blind grooves in the tread bands that are laterally adjacent to the peripheral groove, and the end areas of said blind grooves are crossed by a narrow, O.5 to 2 mm wide, peripheral groove.
The measures according to the present invention create a tread pattern that satisfies the demands that have been made, even in the higher speed ranges. The rolling surface portion provided in tbe central area, which is high relative to the sid~ areas, causes a high level of profile tread stiffness in this area. It has been shown that tires provided with the tread pattern according to the present invention display very good response behaviour around the null position in all speed ranges. The narrow peripheral grooves that are additionally provided in the central area also have a very good effect on minimizing the noise of the tire.
It is preferred that in the central area the rolling surface portion is greater than or equal to 70~, and in addition it is also preferred that there be a single wide peripheral groove along the centre line in this area .
.
~32~2 In a further embodiment of the invention, in order to reduce noise generation there is a narrow, 0.5 to 2 mm, wide peripheral groove in each of the tread bands on the shoulders of the tire.
The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings in which:-Figure 1 shows a plan view of a section of the tread of a first embodiment of a pneumatic motor-vehicle tire; and lo Figure 2 shows a plan view of a section of the tread of a second embodiment o~ a pneumatic motor-vehicle tire.
The tread pattern shown in the Figures is intended in particular for a high speed radial tire for passenger cars.
As used herein the term tread-width B should be understood to mean the greatest axial width of the tread measured in the ground contact area.
As figure 1 shows, along the centre line M-M the tread pattern has a wide straight peripheral groove 1 and two additional wide peripheral grooves 2 in the two tread halves that are arranged symmetrically to the centre line M-M. The three peripheral grooves 1, 2 divide the tread into tread bands 3, 4, 5, and 6 that run in the peripheral direction.
In each of the two tread halves there is in each instance a ; plurality of transverse grooves 7 that are spaced apart from each other in the peripheral direction and which divide the tread bands 5 and 6 that are on the shoulders of the tire into individual blocks 8 and which, in contrast to this, form blind grooves 7a in the central tread bands 3 and 4, which do not open out into the peripheral groove 1 that runs along the centre line M-Mo An area of at least 15% of the tread-width B that is free of transverse grooves is left in the central ~! area of the tread patternO
r '' ~iewed across the whole of the tread width B, the transverse grooves follow an essentially shallow S-shape. The sections .
,, ., .
~ - , `' ' : .
1329~12 .
of the transverse grooves 7 that form the blind grooves 7a subtend an angle alpha with the centre line ~-~ that is between 50 and 70 on the one tread half, and which on the other tread half, subtend an angle alpha' in the range between 110 and 130. In the present embodiment, these angles amount to approximately 60 or 120, res~ectively. In the shoulder tread bands 5 and 6, the transverse grooves are set at an angle beta of approximately 75 to 90 or an angle beta' of 90 to 150 to the centre line M-M. As shown in the present e~bodiment, preferred values are at approximately 83 or 97.
Both the sections of the transverse grooves 7 that for the blind grooves 7a as well as the sections of these that are on the outside of the tread are preferably so configured that their width increases continuously towards both sides of the tread, the extent of this widening being relatively small.
The width of the tread bands 3 and 4 that are arranged in the centre of the tread lies in the range between 20 and 30% of the tread width B, and preferably the width of these tread bands 3 and 4 amounts to approximately 25%.
Running parallel to the centre line M-N, there is in each tread band 3, 4, 5, 6, a narrow 0.5 to 2 mm and preferably approximately ~ mm wide, straight peripheral groove 9. This arrangement is symmetrical to the centre line M M. The depth of the narrow peripheral grooves 9 amounts to at least 20% of the other tread depths. The peripheral grooves 9 that are arranged in the tread bands 3, 4 run at a distance from the closed end areas o~ the blind grooves 7a and cross these.
This arrangement is particularly effective in combatting the noise developed by this tread at high speeds.
If the tread is divided across its width B into three approximately equally large peripheral areas, such that the central area I is symmetrical to the centre line M-M and the side areas II, III are each laterally adjacent thereto, then the running surface in the central area is at least 10%
' ' .' ,.
~3291~2 greater than the running surface in the side areas II, III.
Here, the running surface is understood in each instanc~ to be that portion of the total area of the individual areas I, II, III, which come into co~tact with the ground when the tire is in use. In the above embodiment, the running surface in the side areas II, III amounts in each insta~ce to approximately 60%, and in the central area I, to approximately 72~. The high running surface portion in the central area I increases the stiffness in this area and, in lo conjunction with the peripheral groove 1 that runs along the centre line M-M, has an extremely favourable effect on the response behaviour o~ tires provided with this type of tread pattern when such tires are operated at high speeds.
Figure 2 is an embodiment of a tread pattern for a directional pneumatic motor-vehicle tire, wherein the sole difference between this tread pattern and that shown in figure 1 is that in figure 2, the two running surface halves are mirror images of each other relative to the centre line M-M. Accordingly, the angle alpha that the blind grooves 7a subtend with the centre line M-M as well as the angle beta that the sections of the transverse grooves 7a that run in the area of the tread bands 5 and 6 subtend with the centre line M-M are equally large in both halves of the tread. The arrangement of the peripheral grooves 1 and 2, of the narrow peripheral groove 9, as well as the division into three individual peripheral areas I, II, and III is accordingly similar to that in the first embodiment, so that no repetition is required in this respect.
In another embodiment of the present invention~ not shown separately herein, it is possible to have two grooves that run on both sides of the mid-line in place of a peripheral groove that runs along the mid-line, these two grooves then being separated by a relatively narrow, continuous band that runs along the mid-line.
Claims (5)
1. A tread pattern for a pneumatic motor-vehicle tire having at least three relatively wide, substantially straight peripheral grooves that divide the tread into tread bands that run in a peripheral direction, and having on each half of the tread pattern transverse grooves that are spaced apart from each other in the peripheral direction, said transverse grooves dividing the tread bands at least in part, wherein within the central area that accounts for approximately one-third of the total area of the tread, there is at least one wide peripheral groove into which no transverse grooves open, in the central area the running surface portion is at least 10% greater than in the two side areas, the transverse grooves form blind grooves in the tread bands that are laterally adjacent to (the peripheral groove,) and the end areas of said blind grooves are crossed by a narrow, 0.5 to 2 mm wide, peripheral groove.
2. A tread pattern as claimed in claim 1, wherein, viewed across the width of the tread, the transverse grooves run continuously or along an approximately V-shaped curve.
3. A tread pattern as claimed in claim 1, wherein the running surface portion in the central area is greater than or equal to 70%.
4. A tread pattern as claimed in claim 1, wherein in the central area there is a single wide peripheral groove along the mid-line (M-M).
5. A tread pattern as claimed in claim 1, wherein in each tread band on the shoulder, there is in each instance a narrow, 0.5 to 2 mm wide, peripheral groove.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT0016088A AT390913B (en) | 1988-01-27 | 1988-01-27 | RUNNING PROFILE FOR A VEHICLE AIR TIRE |
| AT160/88 | 1988-01-27 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1329112C true CA1329112C (en) | 1994-05-03 |
Family
ID=3483141
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000589278A Expired - Fee Related CA1329112C (en) | 1988-01-27 | 1989-01-26 | Tread design for a pneumatic motor vehicle tire |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0325905B1 (en) |
| AT (2) | AT390913B (en) |
| CA (1) | CA1329112C (en) |
| DE (1) | DE3875101D1 (en) |
| YU (1) | YU233988A (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2018208B (en) * | 1978-04-08 | 1982-08-18 | Bridgestone Tire Co Ltd | Pneumatic radial tyre for heyvy vehicles |
| JP2878363B2 (en) * | 1990-01-18 | 1999-04-05 | 株式会社ブリヂストン | Pneumatic radial tire |
| DE69013903T2 (en) * | 1990-07-20 | 1995-04-20 | Goodyear Tire & Rubber | Tire treads. |
| DE9016455U1 (en) * | 1990-12-04 | 1991-07-25 | Uniroyal Englebert Reifen GmbH, 5100 Aachen | Pneumatic vehicle tires |
| JP3519473B2 (en) * | 1994-12-07 | 2004-04-12 | 株式会社ブリヂストン | Pneumatic tire for running on ice and snow |
| AT403455B (en) * | 1994-12-21 | 1998-02-25 | Semperit Ag | VEHICLE TIRES WITH A DIRECTIONAL TRAINED TREAD PROFILE |
| IT1275552B (en) * | 1995-07-14 | 1997-08-07 | Pirelli | MULTI-PURPOSE TIRE FOR MOTOR VEHICLES |
| AT404337B (en) * | 1995-07-27 | 1998-10-27 | Semperit Ag | VEHICLE TIRES WITH A TREAD PROFILE |
| ATE222545T1 (en) * | 1995-11-09 | 2002-09-15 | Uniroyal Englebert Gmbh | NON-ROTATIONAL TREAD PROFILE OF A VEHICLE TIRE WITH BLOCK PROFILE STRUCTURE |
| ES2292428T3 (en) * | 1999-02-26 | 2008-03-16 | Bridgestone Corporation | PNEUMATIC COVER. |
| JP4628362B2 (en) * | 2004-07-21 | 2011-02-09 | 株式会社ブリヂストン | Pneumatic tire |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1261419B (en) * | 1958-10-31 | 1968-02-15 | Continental Gummi Werke Ag | Tread design for pneumatic vehicle tires |
| JPS494161B1 (en) * | 1970-03-18 | 1974-01-30 | ||
| JPS54159901A (en) * | 1978-06-09 | 1979-12-18 | Bridgestone Corp | Pneumatic tire for large motorcycle suitable for high speed driving |
| GB2046188B (en) * | 1979-04-12 | 1983-04-20 | Dunlop Ltd | Tyres |
| JPS61125902A (en) * | 1984-11-21 | 1986-06-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| DE8628836U1 (en) * | 1986-10-29 | 1988-02-25 | Uniroyal Englebert Reifen GmbH, 5100 Aachen | Pneumatic vehicle tires |
| DE8620979U1 (en) * | 1986-08-05 | 1987-12-10 | Uniroyal Englebert Reifen GmbH, 5100 Aachen | Tread pattern on pneumatic vehicle tires |
-
1988
- 1988-01-27 AT AT0016088A patent/AT390913B/en not_active IP Right Cessation
- 1988-12-21 EP EP88890325A patent/EP0325905B1/en not_active Expired - Lifetime
- 1988-12-21 AT AT88890325T patent/ATE81079T1/en active
- 1988-12-21 DE DE8888890325T patent/DE3875101D1/en not_active Expired - Fee Related
- 1988-12-23 YU YU02339/88A patent/YU233988A/en unknown
-
1989
- 1989-01-26 CA CA000589278A patent/CA1329112C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| EP0325905A3 (en) | 1990-07-11 |
| AT390913B (en) | 1990-07-25 |
| EP0325905A2 (en) | 1989-08-02 |
| ATA16088A (en) | 1990-01-15 |
| DE3875101D1 (en) | 1992-11-05 |
| EP0325905B1 (en) | 1992-09-30 |
| YU233988A (en) | 1990-10-31 |
| ATE81079T1 (en) | 1992-10-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |