Heavy duty pneumatic tire including variable width grooves and constant width grooves

Description

The present invention relates to a pneumatic tire for heavy duty vehicles more particularly to an improvement in the tread portion capable of improving the resistance to abnormal tread wear.

In winter tires, snow tires, studless tires and the like which are used on snowy and icy roads, usually, a necessary road grip on the snow is mainly obtained by the use of tread blocks defined by relatively wide tread grooves, and that on the ice is mainly obtained by the use of a relatively soft tread rubber compound and the edges of the tread rubber formed by the wide tread grooves, narrow grooves and sipes. Accordingly, the blocks are inevitably decreased in the rigidity, and uneven wear is liable to occur between the blocks. As a result, it is difficult to maintain the required snow performance throughout the tread wear life. This is especially remarkable in the pneumatic tires for heavy duty vehicles such as trucks, buses and the like.

The inventors made a study of uneven wear of such tread blocks and found that uneven wear is liable to occur in the blocks divided by a wide circumferential groove and narrow circumferential groove and the wear progresses faster on the wide circumferential groove side of the blocks than the narrow circumferential groove side.

It is therefore, an object of the present invention to provide a heavy duty pneumatic tire in which blocks divided by wide circumferential grooves and narrow circumferential grooves are prevented from abnormal wear and the snow performance can be maintained throughout the tread wear life.

According to the present invention, a heavy duty pneumatic tire is provided in the tread portion with wide circumferential grooves having a width Wml of 4.0 mm to 20.0 mm, narrow circumferential grooves having a width Wm

2

of not less than 2.0 mm but less than 4.0 mm, and axial grooves each extending from one of the wide circumferential grooves to the adjacent narrow circumferential groove to form blocks, the axial grooves having a variable-width increasing from the wide circumferential groove to the narrow circumferential groove.

Therefore, the blocks are increased in the rigidity on the wide groove side rather than the narrow groove side, and as a result, the movements of the blocks are evened to decrease abnormal wear.

Embodiments of the present invention will now be described in detail in conjunction with the accompanying drawings, in which:

FIG. 1

is a cross sectional view of an embodiment of the present invention.

FIG. 2

is a developed plan view showing an example of the tread pattern.

FIG. 3

is an enlarged partial plan view showing an example of the variable width axial groove and constant width axial groove.

FIG. 4

is a schematic view showing a typical model of the sipe.

FIG. 5

is a developed plan view showing another example of the tread pattern.

FIGS. 6

,

7

and

8

are developed plan views showing the tread patterns of the reference tires in Table 1.

In

FIG. 1

, a heavy duty pneumatic tire

1

of the present invention is a winter tire of size 11R22.5.

The tire comprises a tread portion

5

, a pair of axially spaced bead portions

3

with a bead core

5

therein, a pair of sidewall portions

4

extending between the tread edges Te and the bead portions

3

, a carcass

6

extending between the bead portions, and a belt

7

disposed radially outside the carcass

6

and inside a rubber tread.

In a tire meridian section, the tread face

5

S or the outer surface of the tread portion

5

is defined by a convex curved line, for example, a single radius arc having the center on the tire equatorial plane.

The carcass

6

is composed of at least one ply of cords arranged radially at an angle of 70 to 90 degrees with respect to the tire equator C and extending between the bead portions

3

through the sidewall portions

4

and tread portion

5

and turned up around the bead cores

2

from the inside to the outside of the tire to be secured thereto. For the carcass cords, organic fiber cords, e.g. nylon, polyester, rayon, aromatic polyamide fiber and the like, and inorganic fiber cords, e.g. steel cords can be used. The carcass

6

in this example is composed of a single ply

6

A of steel cords arranged at an angle of substantially 90 degrees.

The belt

7

comprises at least two cross breaker plies. In this example, the breaker plies include four plies each made of steel cords laid parallel with each other. In the radially innermost first ply

7

A, the cord angles are in the range of from 50 to 70 degrees, and in the second to fourth plies

7

B,

7

C and

7

D the cord angles are not more than 30 degrees with respect to the tire equator C.

In the tread face

5

S, circumferential grooves G extending continuously in the circumferential direction and axial grooves Y are disposed to form blocks.

The circumferential grooves G comprise wide circumferential grooves G

1

having an axial width Wm

1

of 4.0 mm to 20.0 mm, and narrow circumferential grooves G

2

having an axial width Wm

2

of not less than 2.0 mm but less than 4.0 mm.

It is preferable for improving the drainage to dispose the wide circumferential grooves G

1

in a central tread region Tc where the ground pressure is high, which region Tc is defined as having a width of 0.6 times the tread width TW.

If all the circumferential grooves G are formed as a wide circumferential groove G

1

, the total area of the grooved part of the tread is excessively increased, and the wet and dry running performance and wear resistance, especially uneven wear resistance greatly decrease. Contrary, if all the circumferential grooves G are formed as a narrow circumferential groove G

2

, the required drainage and on-the-snow performance can not be obtained. Thus, the provision of both the wide circumferential grooves G

1

and narrow circumferential grooves G

2

is essential, and it is especially preferable to dispose them alternately in the axial direction.

In the example shown in

FIG. 2

, three wide circumferential grooves G

1

and two narrow circumferential grooves G

2

are disposed alternately in the axial direction, and in addition thereto, two fine grooves G

3

having an axial width Wm

3

of less than 2.0 mm are further disposed in the tread face

5

S. The three wide grooves G

1

are a groove G

1

a

extending on the tire equator C and a groove G

1

b

disposed on each side of the tire equator C. The fine grooves G

3

are disposed between the axially outer wide grooves Glb and the adjacent tread edges Te. The grooves Gi have a depth Hgl and are deeper than any other groove of the circumferential grooves G and axial grooves Y. The wide grooves Gi in this example are a zigzag groove, and the grooves width is periodically varied in the circumferential direction according to the zigzag pitches. For example, the groove depth Hg

1

is 18 to 21 mm, the minimum width is 7 mm, and the maximum width is 13 mm. The narrow grooves G

2

and fine groove G

3

in this example are zigzag grooves each having a substantially constant groove width. But, it may be possible to vary the groove width within the range between the minimum width and maximum width in the same manner as the wide circumferential grooves Gi. The groove depths of the narrow grooves G

2

and fine groove G

3

are not more than the groove depth Hg

1

of the wide grooves G

1

, and in this example, these are set in the range of from 10 to 13 mm.

The regions R between the adjacent wide and narrow grooves G

1

and G

2

are each provided with axial grooves Y extending across the full width of the region R to divide the region into a circumferential row of blocks B

1

.

The axial grooves disposed in each region Ra, Rb include variable-width grooves Y

1

whose width Wy increases from the open end

10

on the wide groove G

1

a

side to the open end

11

on the narrow groove G

2

a

side. The region Ra is between the wide groove G

1

a

and the narrow groove G

2

, and the region Rb is between the narrow groove G

2

and the wide groove G

1

b.

The axial grooves in this example further include constant-width axial grooves Y

2

whose width Wy is constant. Here, the widths Wy of the axial grooves are defied as the width measured in the circumferential direction of the tire. The variable-width grooves Y

1

and the constant-width grooves Y

2

are disposed alternately in the axial direction. The constant-width axial grooves Y

2

are arranged in substantially parallel with the variable-width grooves Y

1

. In this example, the axial grooves Y are straight grooves extending at small angles α to the tire axial direction. The angle α is defined as of the groove center line, and set in the range of not more than 30 degrees, preferably not more than 20 degrees, more preferably not more than 15 degrees for the grip performance. Also it may be possible to form the axial grooves Y as a curved groove, a bent or zigzag groove, or the like. In this case, the above-mentioned angle α is may be defied as of the straight line drawn from the groove center at one of the open ends

10

and

11

to that at the other.

The width Wy of the variable-width grooves Y

1

increases continuously from the open end

10

to the open end

11

at a substantially constant rate. However, it may be possible to change the width Wy at a variable rate or step-by-step.

The difference (Wy

1

−Wy

0

) of the width Wy

1

at the open ends

11

from the width Wy

0

at the open ends

10

is about 0.5 to 2.5 mm or 0.02 to 0.2 times the length Ky of the variable-width groove Y

1

.

The average (Wy

1

+Wy

0

)/2 of the variable width Wy is not less than 4.0 mm, preferably not less than 5.0 mm.

On the other hand, the width Wy of the constant-width axial grooves Y

2

is set in the range of from 0.7 to 1.5 times the average width (Wy

1

+Wy

0

)/2.

As a result, the circumferential length of the blocks B

1

is increased on the wide circumferential groove G

1

side more than the narrow circumferential groove G

2

side, and the blocks B are optimized in respect of the rigidity in the circumferential direction, and the uneven wear can be minimized.

It may be possible to form all the axial grooves as the variable-width groove Y

1

, but the alternate variable-width and constant-width groove arrangement is somewhat preferable because a variable-width groove is a little inferior to a constant-width groove in respect of drainage and the resistance to being blocked by the packed snow. In addition to the above-mentioned regular alternate arrangement, the variable-width grooves Y

1

and the constant-width grooves Y

2

may be arranged irregularly. In any case, such arrangements are most effectual in the above-mentioned central tread region Tc where the ground pressure is high.

The blocks B

1

in the regions Ra and Rb are each provided with sipes

15

extending axially between the circumferential grooves G

1

and G

2

in order to obtain the required on-the-ice performance. The sipes

15

are a cut or slit having a width of 0.4 to 1.0 mm, and the depth of the sipes 15 is 0.4 to 0.7 times the depth Hg

1

of the wide circumferential grooves G

1

and not more than the depth of the narrow circumferential grooves G

2

. The number of the sipes

15

is one per a block. The total length L

1

of a sipe

15

therealong is set in the range of from 1.0 to 3.0 times the straight length L

2

between the ends

19

and

20

thereof. If the number of the sipes

15

is two or more per block and/or L

1

/L

2

is more than 3.0, even the minimal block rigidity required for the heavy duty tires can not be obtained, and blocks are liable to be torn off.

The sipe

15

in this example has a substantially Z-shaped configulation formed by a first segment

15

a

extending from one end

19

, a second segment

15

b

extending from the other end

20

, and a third segment

15

c

extending therebetween as shown in

FIG. 4

as a typical model. The straight line VL drawn between the ends

19

and

20

is substantially parallel to the axial grooves Y such that the angle difference therebetween is limited to within plus/minus five degrees.

The sum (J

1

+J

2

) of the lengths J

1

and J

2

of the components of the segments

15

a

and

15

b

in the direction parallel to the straight line VL is more than the length of the straight length L

2

. Accordingly, the segments

15

a

and

15

b

are overlapped in the circumferential direction.

The length V of the overlap

16

of the segments

15

a

and

15

b

is preferably set to meet

V/J

1

=0.1 to 0.9, and

V/J

2

=0.1 to 0.9.

If V/J

1

or V/J

2

is less than 0.1, the sipe is liable to crack in the bottom. If more than 0.9, the intersecting angles β

1

and β

2

between the segments

15

a

,

15

b

and

15

c

become too small, and the sipe is liable to crack at the intersecting points. Therefore, the crossing angles β

1

and β

2

are not less than 16 degrees, preferably not less than 24 degrees but not more than 70 degrees. The angle θ of the central third segment

15

c

is in the range of from 30 to 83 degrees with respect to the straight line VL.

By the generally Z-shape configuration, the edge length is increased to improve on-the-ice performance. Further, as the pieces Bf and Br of a block divided by the sipe

15

are engaged each other, movements thereof are controlled, that is, the block is increased in the apparent rigidity. Therefore, not only the blocks are prevented from being damaged but also the steering stability is improved. Further, on-the-ice performance and the resistance of block to uneven wear can be improved.

In this example, the region Qa between the outer wide circumferential groove G

1

b

and the fine circumferential groove G

3

, and the region Qb between the fine circumferential groove G

3

and the tread edge Te, are provided with axial grooves to divide each region Qa, Qb into a circumferential row of blocks B

2

. The blocks B

2

are each provided with one sipe

15

.

Similarly to the above-mentioned axial grooves in the regions Ra and Rb, the axial grooves in the region Qa include alternately arranged constant-width axial grooves Y

2

and variable-width grooves Y

1

whose width Wy increases from the open end

10

on the wide circumferential groove G

1

side to the open ends

12

on the fine circumferential groove G

3

side.

In the axially outer region Qb, wide axial grooves Y

3

a

and narrow axial grooves Y

3

b

are alternately disposed to improve the grip performance and to control a temperature rise in the vicinity of tread edge during running.

FIG. 5

shows another example of the tread portion, which is provided with two wide circumferential grooves G

1

disposed in the central tread region Tc, three narrow circumferential grooves G

2

disposed between the two wide circumferential grooves G

1

, and two narrow circumferential grooves G

2

each disposed between one of the wide circumferential grooves G

1

and the adjacent tread edge Te. All the circumferential grooves G

1

and G

2

are straight and the widths are constant along the longitudinal direction. However, it may be possible to use a straight groove, zigzag groove and wavy groove alone or in combination.

Each of the four regions R between the adjacent wide circumferential grooves G

1

and narrow circumferential grooves G

2

is provided with variable-width grooves Y

1

and constant-width axial grooves Y

2

which are alternately disposed in the circumferential direction.

The regions P between the adjacent narrow circumferential grooves G

2

are provided with constant-width axial grooves Y

2

. However, it may be possible that variable-width grooves Y

1

and constant-width axial grooves Y

2

are alternately disposed in the circumferential direction.

All the blocks B in the tread portion are each provided with a straight sipe

15

being substantially parallel with the axial grooves Y

1

and Y

2

. However, it may be possible to use Z-shaped sipes and the like.

Comparison Tests

Test tires were made by way of test and tested for the snow performance, uneven wear resistance and wear resistance.

The test tires were the same internal structure shown in

FIG. 1

except for the tread pattern. The specifications of the tread pattern are given in Table 1.

Carcass: one ply of steel cords (3+7) arranged radially at 90 deg.

Belt: four plies of steel cords (3+6)

Belt cord angle (deg.): 50/18/18/18 (radially inside to outside)

Belt cord inclination: Right/Right/Left/Left

Tread width TW: 230 mm

Tire size: 11R22.5

Rim size: 7.50×22.5

Inner pressure: 8.0 kgf/sq.cm

Test car: 10 ton truck (wheel type: 2/2-D)

Snow Performance Test

A braking test and a starting test were conducted.

In the braking test, the distance to stop when a full wheel lock braking is applied to the test car running on a snowy test road at a speed of 30 km/h was measured. The results are indicated in table 1, using an index based on Ref. 1 being 100, where the larger the index, the shorter the braking distance.

In the starting test, starting and accelerating the test car on the snowy road, the traction was evaluated by the driver's feeling. The results are also indicated in table 1, using an index based on Ref.A1 and Ref.B1 being 100, where the larger the index, the larger the traction.

Uneven Wear Resistance Test

The test car was run on dry asphalt-surfaced roads for 5,000 km, and then the wear difference of each block between a wide-groove-side part and a narrow-groove-side part was measured.

Wear resistance test

The test car was run on dry asphalt-surfaced roads for 30,000 km, making a tire rotation. Then, the wear of each block was measured to obtain the mean value. The ratio of the running distance to the mean value was calculated as the wear resistance. Thus the larger the value, the better the wear resistance.

Total Performance Test

Based on the above-mentioned snow performance, uneven wear resistance and wear resistance, the total performance of the tires was evaluated for a winter tire. The results are indicated by an index based on Ref.A1 and Ref.B1 being 100. The larger the value, the better the overall performance.

TABLE 1

Tire

Ref.A1

Ref.A2

Ex.A1

Ref.B1

Ex.B1

Tread pattern

Fig.2

Wide circumferential

groove

Width Wm1 (mm)

11 (average)

Depth Hg1 (mm)

20.6

Narrow circumferential

groove

Width Wm2 (mm)

2.5

Depth (mm)

12

Variable-width axial

groove

Width (Wy1 +

—

5 to 6

Wy0/2 (mm)

Wy1-Wy0 (mm)

—

0.5 to 2.0

Constant-width axial

groove

Width (mm)

5

5

Snow performance

Braking

100

103

100

100

100

Starting

100

103

98

100

102

Uneven wear resistance

2.2

2.6

2

2

1.6

(mm)

Wear resistance

12000

11000

14000

16000

17000

(km/mm)

Total performance

100

100

102

100

102

As apparent from Table 1, Ex.A1 was slightly inferior to Ref.A1 having constant-width axial grooves only when new in respect of on-the-snow starting performance, but superior in respect of the uneven wear resistance and wear resistance. Accordingly, the fully snow performance can be displayed stably from the initial stage to the final stage of the tread wear life.

As to Ref.A2 which was provided with variable-width grooves Y

1

′ whose groove width decreased from the wide circumferential groove to the narrow circumferential groove instead of the variable-width grooves Y

1

, the blocks more worn on the wide circumferential groove side than the narrow circumferential groove side. As a result, the uneven wear resistance and wear resistance were further decreased. Ref. A2 was superior to Ex.A1 in the snow performance when new, but the snow performance was quickly decreased as the tire was used. And there is the possibility that the blocks are torn off.

Ex.B1 was improved in the snow performance, uneven wear resistance and wear resistance in comparison with Ref. B1 in which the variable-width grooves Y were disposed instead of the variable-width grooves Y.

Claims

1. A heavy duty pneumatic tire comprisinga tread portion, the tread portion provided with wide circumferential grooves having a width of 4.0 mm to 20.0 mm and narrow circumferential grooves having a width of not less than 2.0 mm but less than 4.0 mm, regions each defined between one of the wide circumferential grooves and the axially adjacent narrow circumferential groove, each said region provided with axial grooves extending from the wide circumferential groove to the narrow circumferential groove to circumferentially divide the region into blocks, the axial grooves in each said region including variable-width grooves of which groove width increases from the wide circumferential groove to the narrow circumferential groove continuously at a substantially constant rate, and constant-width axial grooves of which groove width is constant.
2. A heavy duty pneumatic tire according to claim 1, wherein the variable-width grooves and the constant-width grooves are disposed alternately in the tire circumferential direction.
3. A heavy duty pneumatic tire according to claim 1, wherein said blocks are provided with sipes extending from the wide circumferential groove to the narrow circumferential groove.
4. A heavy duty pneumatic tire according to claim 1, wherein each said block is provided with a sipe extending from the wide circumferential groove to the narrow circumferential groove, and the length of the sipe is in the range of from 1.0 to 3.0 times the distance between the ends of the sip.
5. A heavy duty pneumatic tire according to claim 1, wherein the wide circumferential grooves and the narrow circumferential grooves are disposed alternately in the tire axial direction, and said circumferential grooves include at least two narrow grooves and at least three wide grooves.
6. A heavy duty pneumatic tire according to claim 5, wherein the wide circumferential groove has a width of 7.0 to 20.0 mm.
7. A heavy duty pneumatic tire according to claim 1, wherein the wide circumferential grooves and the narrow circumferential grooves are disposed alternatively in the tire axial direction.
8. A heavy duty pneumatic tire according to claim 7, wherein the wide circumferential groove has a width of 7.0 to 20.0 mm.
9. A heavy duty pneumatic tire according to claim 1, wherein the wide circumferential groove has a width of 7.0 to 20.0 mm.

Priority Claims (1)

Number	Date	Country	Kind
9-172286	Jun 1997	JP

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Entry
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Japanese Patent Abstract 06115320, vol. 018, No. 398 (M-1645), Jul. 26, 1994.

Heavy duty pneumatic tire including variable width grooves and constant width grooves

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CPC

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