The present invention is directed to a pneumatic tire. More specifically, the present invention is directed to a pneumatic tire with improved water and traction characteristics.
In a conventional tire for typical use as on a passenger car or light truck, the tire tread is provided with a series of grooves, either circumferentially or laterally extending, or a combination of both, to form a plurality of blocks.
The goals of a tire during winter driving condition are to maintain good contact with the road, while providing for enhanced traction. However, since enhanced traction is best achieved by providing most biting edges to the tread pattern, while road contact is achieved by providing more surface area for tread contact, these goals are often conflicting.
The present invention is directed to a tire with a tread designed for achieving the goals of enhanced traction with excellent wet performance.
Disclosed is a pneumatic tire. The tire has a ground contacting tread portion, the tread comprising at least one straight circumferentially extending groove. The groove defines one lateral side and a lateral boundary of a plurality of tread elements. At least one tread element has a chamfer within the tread element and inward of the lateral boundary of the tread element. The chamfer extends in the circumferential direction of the tire and has an inclined radially outer surface. The chamfer has at least one indentation in the radially outer surface, the indentation extending radially inward of the radially outer surface of the chamfer.
In another aspect of the invention, The tire of claim 1 wherein the chamfer has at least two to six indentations in the radially outer surface of the chamfer.
In another aspect of the invention, the indentations are equally spaced along the radially outer surface of the chamfer.
In another aspect of the invention, the indentation has a curved base, the base having a radius of curvature in the range of 0.5 to 2.0 mm.
In another aspect of the invention, the center of the radius of curvature is radially inward of the inclined radially outer surface of the chamfer.
In another aspect of the invention, the center of the radius of curvature is radially outward of the inclined radially outer surface of the chamfer.
In another aspect of the invention, the indentation has a polygonal configuration of at least two sides.
In another aspect of the invention, the inclined radially outer surface of the chamfer is inclined at an angle of 15° to 60° relative to the tread surface.
In another aspect of the invention, the circumferentially extending axially inward edge of the chamfer, relative to the tread element lateral boundary is curved.
In another aspect of the invention, the chamfer has a radially innermost termination point, the termination point located at a radial height in the range of zero to 70% of the tread block height.
The invention will be described by way of example and with reference to the accompanying drawings in which:
The following language is of the best presently contemplated mode or modes of carrying out the invention. This description is made for the purpose of illustrating the general principals of the invention and should not be taken in a limiting sense. The scope of the invention is best determined by reference to the appended claims.
Located within each upper shoulder extension 24 is a set of raised ribs. The individual ribs 26 extend in a radial direction relative to the center of rotation of the tire so that the width WC of the rib 26 in the tire circumferential direction is less than the length LR of the rib 26 in the tire radial direction. The length LR of the ribs 26 within the set may vary; in the illustrated set, the end ribs 26E are shorter relative to the remaining ribs 26. The raised ribs 26 have a height, above the surface of the upper sidewall extension, of at least one quarter of the height of the upper sidewall extension, or as measured from the surface of the upper sidewall extension to the outer surface of the rib, the ribs have a height of 2.0 to 20 mm, or 2.0 to 15 mm. To provide more tread surface to assist in traction, the spacing 28 between the ribs 26 may be recessed or have a negative depth relative to the surface of the upper sidewall extension 24. The illustrated recessed depth between the ribs is approximately equal to the depth of the lateral grooves 22 in the outer tread rows 18, thought the recessed depth may vary and be greater or less than the lateral groove depth.
Each set of raised ribs 26 in a single shoulder extension 24 has at least 3 raised ribs 26 but not more than ten ribs 26. All of the ribs 26 in the set of ribs are inclined at the same angle in the range of 0° to 20° in either direction relative to the radial direction relative to the center of rotation of the tire. The ribs 26 create additional traction characteristics for the tire shoulder 14.
Located between the shoulder extensions 24, and within an extension of some of the lateral grooves 22 of the outer tread rows, is a second set of raised ribs 30. This second set of raised ribs 30 may be formed with some features identical to the first set of ribs 26, i.e., having the same number of ribs, the same radial length, the same height, or the same inclination direction. In the illustrated second set of ribs 30, there are two ribs 30 in each set. The ribs 30 within the set are parallel to one another, and are inclined at an angle in the range of 0° to 20° relative to the radial direction, but in a direction opposite of the ribs 26 in the first set of raised ribs 26. The ribs 30 in the second set have a length in the tire radial direction greater than the width in the tire circumferential direction. The illustrated ribs 30 have different lengths in the radial direction; for these ribs, the rib length is determined so that a desired spacing is maintained between the upper edge of the ribs and the adjacent shoulder extension 24.
In the central portion of the tread 10, the tire tread has four circumferential grooves 32, the grooves 32 delineating the shoulder rows 18, two intermediate tread rows 34, and a center tread row 36. The illustrated circumferential grooves 32 have an essentially straight configuration, this essentially straight configuration defined as being able to draw a line parallel to the tire equatorial plane through the center of the groove without the drawn line contacting the sides of any of the tread elements.
The center tread row 36 is a continuous rib having a plurality of sipes 38 extending between the circumferential grooves 32, creating a block-type appearance. However, as the sipes 38 close upon ground contact, the characteristics of a central tread rib are maintained. The quasi-block created between circumferentially adjacent sipes has at least one blind groove 40 on each lateral side of the quasi-block. The blind grooves 40 are substantially aligned with the lateral grooves 42 in the intermediate tread rows 34.
Along each lateral side of the quasi-block are traction divots 44. A traction divot 44 is a negative space created in the tread element, similar to a groove, but of a very limited extent into the tread element. The divots 44 have an axial extent into the quasi-blocks of not more than 20% of the quasi-block width as measured perpendicular to the tire equatorial plane. On each lateral side of the quasi-block there is at least one, but not more than ten traction divots 44, alternatively two to five divots 44; illustrated are three divots 44. The traction divots 44 have a depth extending the full height of the tread groove depth. To maintain a uni-directional tread configuration, the traction divots 44 on each lateral side of the tread are inverse mirror-images of each other.
The intermediate tread rows 34 are a plurality of tread blocks 46 separated by the inclined lateral grooves 42. Each block 46 is divided by a sipe 48 extending between the circumferential grooves 32. On the axially inner side of each block, relative to the tire centerplane, are traction divots 44. On the axially outer side of each block, relative to the equatorial plane, and within the boundaries of the block, is a toothed chamfer 50 extending in the circumferential direction. The boundaries of the block 46 are defined by the adjacent grooves 32, 42 and the intersection of the block walls and the grooves. For the illustrated tire, the lateral boundaries of the block 46 are defined by the straight circumferential grooves and the block walls 52, creating lateral boundaries parallel to the tire centerplane. When the tread 10 and chamfer 50 are viewed from above, the axially inner edge of the chamfer 50 is curved into the tread block 46 while the axially outer edge of the chamfer 50 is aligned with the non-chamfered portion of the tread block. This results in the chamfer 50 being fully within the boundaries of the tread block 46.
Each chamfer 50 has an initiation point 54 and a termination point 56. The initiation point 54 is the radially outermost point of the chamfer 50 and may be coincident with the tread surface. The termination point 56 is the radially innermost point of the chamfer 50 and may be located at any radial height DLC in the range of zero to 70% of the tread block height DG, see
The chamfer 50 has a radially outer surface 58 that extends from the initiation point 54 and the termination point 56. As the termination point 56 is below the initial tread surface, the chamfer radially outer surface 58 is either inclined or sloped downward. The chamfer 50 has at least one traction element 60 in the radially outer surface 58, see
The traction element 60 may have a curved or polygonal configuration, see
The biting chamfer 50 provides the tire with additional traction elements without any reduction in water flow through the circumferential or lateral grooves as the chamfers do not extend into any of the tread grooves. If the traction elements are located along the entire length of the inclined surface of the chamfer, the traction benefits provided by the indentations are present for a majority of useful life of the tire tread.