BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be described by way of example and with reference to the accompanying drawings in which:
FIG. 1 illustrates a tread element with a sipe therein;
FIGS. 2A-2D are sectional cuts along the length of the tread element sipe;
FIG. 2E is an alternative sipe configuration;
FIG. 3 is a top view of a tread element with the sipe therein;
FIG. 4 is a top view of the tread element at approximately 25% wear;
FIG. 5 is a top view of the tread element at approximately 50% wear; and
FIGS. 6-9 illustrate alternative sipe configurations.
DETAILED DESCRIPTION OF THE INVENTION
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 principles 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.
FIG. 1 illustrates a tread element 10 having a sipe 12 in accordance with the present invention. The tread element 10 is a tread feature on a tire, preferably on a pneumatic tire. In a manner known to those skilled in the art, the tread element 10 is formed from any combination of lateral and/or circumferential grooves. While the tread element 10 is illustrated as an individual tread block, those skilled in the art will appreciate that this tread element 10 may have any overall configuration desired by the tire designer. The element 10 may be defined as having both a length or width along any horizontal plane and a depth along the vertical, or radial, plane of the tread element and associated tire. Additionally, features of the tread element 10, such as the sipe 12, may be similarly defined as having a length or width along horizontal planes and a depth along vertical or radial planes.
The illustrated sipe 12 extends from one tread element edge 14 to the opposing tread element edge 16, wherein the opposing sipe end points 18 are located on the same hypothetical line 20 drawn the length of the sipe 12. Between the sipe end points 18, in a plane parallel to the tread surface 26, the centerline of the sipe 12, which is located halfway between the opposing surface walls 22, 24 of the sipe 12, has a configuration defined by an arc of a circle having a defined radius R, this being the radius RS at the initial tread surface 26, see also FIG. 3. The initial tread surface 26, defining the original tread element height and sipe depth DS, is determined when the tire is new and has not been subjected to any significant tire wear.
As the tread surface is worn and the sipe depth decreases, the radius R of the arc of the sipe 12, as measured in a plane parallel to the tread surface, gradually increases while the end points 18 of the sipe 12 remain constant, see FIGS. 4 and 5. FIG. 4 illustrates the tread element after approximately 25% wear of the tread element 10, the level of wear based on the original sipe depth DS. The sipe centerline has a radius R25; R25 being greater than RS. FIG. 5 illustrates the tread element after approximately 50% wear of the tread element 10, the level of wear based on the original sipe depth DS. The sipe centerline has a radius R50; R50 being greater than R25. For the curved portion of the sipe, as measured in a horizontal plane parallel to the tread surface, at each depth of the sipe, the radius is constant along the arc configuration of the sipe.
The radially innermost portion 30 of the sipe 12 has a length of DI corresponding to at least 10% but not more than the innermost 45%, more preferably not more than the innermost 30%, most preferably, not more than the innermost 25%, of the sipe depth DS, see FIGS. 2B-2D. The radially innermost portion 30 of the sipe 12 has a radius R of infinity so the base 28 of the sipe 12 has a straight configuration. Preferably, the straight line configuration of the sipe base 28 is in the same vertical plane as the theoretical line 20 drawn between the sipe end points 18. When the sipe base 28 is aligned with line 20, at the sipe edges 18, when viewed in a radial plane perpendicular to the tread element surface 26, the sipe 12 has a straight vertical presentation, see FIG. 2A; the sipe edge 18 may be slightly tapered due to a inclination of the tread element sidewall. Thus, along the depth of the sipe 12, when viewed from radially above the tread surface, the sipe 12 gradually progresses from a highly curved configuration to a constant configuration.
FIGS. 2A-2D illustrate the cross-sectional cuts of the tread element 10 along the various line of A-A, B-B, C-C, D-D. Along section line D-D, the sipe 12 has mirror symmetry. As already mentioned, at the sipe end points 18, as seen in FIGS. 1 and 2A, in a radial plane of the tire, the sipe has a straight vertical configuration. Along the length of the sipe, as determined parallel to line 20 between the sipe ends 18, from the sipe edge 18 to the mid-point 32 of the sipe length (at the section line D-D for the illustrated sipe), the vertical configuration of the sipe has a varying curved configuration. As seen in FIGS. 2B-2D, the 20-30% of the sipe depth radially outward and adjacent to the radially innermost portion 30 of the sipe 12 has a curvature of Y that gradually decreases as it approaches the sipe length mid-point 32. Thus, irrespective of the increasing radius R of the sipe in the horizontal plane of the sipe 12 and tread element 10, in the vertical plane (or radial plane of the tire) of the sipe 12, along the sipe length, the sipe 12 has an decreasing and then increasing curvature from one sipe end to the opposing sipe end.
The sipe 12 of FIG. 2E illustrates a cross-sectional view of a variation of sipe 12 at the mid-point 32 of the sipe length; it is at the same cross-sectional location as the view of FIG. 2D. In this sipe, the radially innermost portion 30 has a length of DI of approximately 25%.
Additionally, variations in the curvature of the radius, as seen in the plane parallel to the tread surface, are also within the scope of the present invention, so long as the curvature radius is decreasing with wear and flows into the straight sipe base as described above. A few embodiments of variations in the curvature are shown in FIGS. 6 and 7. For the illustrated sipe of FIG. 6, the sipe 12′ has a parabolic curvature, while the sipe 12″ has a double curvature defined by two radii, RS1, RS2. The two radii RS1, RS2 defining the curvature in the plane parallel to the tread surface preferably are equal to one another, but one radius may be greater than the other. The sipe curvature may include more than two curves, such as three curves, wherein the sipe centerline begins to resemble a zig-zag pattern.
The technical benefits of the invention sipe configuration are as follows. When the tread depth is relatively high, as with a new tread, the tread element has a high degree of flexibility. To stiffen the tread using tread features, a curved, three dimensional sipe will create a locking effect. The use of a three dimensional sipe also permits a stiffening of the blade used to manufacture the sipe; especially in instances wherein the sipe is fully embedded in the tread element, i.e. a blind sipe. As the tread wears, the need for stiffening of the tread via tread features gradually reduces as the shorter tread element in and of itself because stiffer due to the reduced element height. Thus, the need for a stiffening effect created by a three dimensional sipe is also reduced. In the present invention, at the tread surface, the sipe 12 has a greater three dimensional aspect which gradually reduces as the need for tread stiffening features is also gradually reduced. When the need is significantly less, the sipe 12 has only a two-dimensional configuration, with no stiffening effect, thus no longer providing increased tread element stiffness, but still providing desired traction features by the presence of the sipe itself.
The blade used in manufacturing the sipe of the present invention has a significant portion of the blade having a shape corresponding to the sipe, and is in essence, the positive of the blank, or negative, space that is the formed sipe such that the same language that describes the sipe also describes the blade that forms the sipe. The blade is defined as opposing end points that defines the length of the blade and a depth. In planes perpendicular to the depth of the blade, the radially outer portion of the blade has a non-linear curvature, the curvature having at least one radius R, the value of the radius R gradually increasing along the depth of the blade to a blade base having a radius R having a value of infinity. Preferably, not more than the 45% of the bottom most portion of the blade has a radius R of infinity.
To create the sipes 12, 12′ of FIGS. 1 and 6, in the vertical plane, the blade has a mirror symmetry about the mid-length of the blade of a decreasing radius from the blade edges.
The blade is made of metal, preferably steel, and for molding the sipe 12, is mounted into a tread mold such that the straight bottom portion of the blade projects into the open space of the mold. Those skilled in the art will readily understand the appropriate method of mounting and using a sipe blade in a tire mold.
FIGS. 8 and 9 illustrate variations of the inventive sipe and tire tread.
In FIG. 8, the radially innermost portion 30 of the sipe 12 has an increased width in comparison to the radially outermost portion of the sipe 12. The increased width portion provides for multiple benefits. By providing an increased width portion, it reduces potential friction contact in the lower portion of the sipe as the tread element passes through the contact patch during tire rotation.
As previously discussed, the straight configuration of the radially inner portion 30 of the sipe 12 is preferably in the same vertical plane as the theoretical line 20 connecting the sipe end points 18 of the radially outermost portion of the sipe. Conversely, the sipe base 28 may be displaced from the vertical plane coincident with the theoretical line 20. In such an embodiment, the sipe 12 has a configuration as shown in FIG. 9. The sipe base 28 is axially displaced from the radially outer portion of the sipe 12. The amount of displacement, x, measured along the sipe centerline, is not more than five times the width w of the sipe 12.
Additionally, while the sipes are illustrated as extending between the tread element edges 14, 16, to achieve tread characteristics, the sipe may have at least one end 18 located within the tread element and not corresponding to either tread element edge 14 or 16. Such a sipe is often referred to as a “blind” sipe. Alternatively, both sipe ends 18 may be completely embedded with the tread element 10 such that the sipe edges 18 do not intersect the tread element edges 14, 16; i.e. an embedded sipe. In regards to placement of the sipe 12 in a tread element 10 in regards to the circumferential direction of the tire, the sipe 12 may be oriented in any direction desired by the tire designer.
Patent Application
20070295435
