Heavy duty tyre

Abstract: A heavy duty tyre comprising at least four main grooves (G) extending continuously in the tyre circumferential direction and axial grooves (Y) intersecting the main grooves (G) so as to divide a tread portion into two rows of circumferentially arranged shoulder blocks (B3), two rows of circumferentially arranged middle blocks (B2) and at least one rcw of circumferentially arranged central blocks (B1); the axial grooves including central axial grooves (Y1) dividing the central blocks, middle axial grooves (Y2) dividing the middle blocks, and outer axial grooves (Y3) dividing the shoulder blocks; the central axial grooves (Y1) being a substantially straight groove, the middle axial grooves (Y2) being a curved groove, the outer axial grooves (Y3) being a substantially straight groove or a slightly bent groove; the middle blocks (B2) each provided with a longitudinal sipe (15) extending along the axially outer edge of the block and a lateral (16) sipe extending from the axially inner edge of the block to the longitudinal sipe (15).

Description: The present invention relates to a pneumatic tyre, more particularly to a heavy duty all-season tyre improved in uneven wear without sacrificing running performance. Such tyre, corresponding with the preamble of claim 1, is known from JP-A-08 072 508. Hitherto, for the tread of heavy duty tyres for trucks, buses and the like used on surfaced roads, rib-patterns have been widely used. Recently, however, due to the increased travel distance and travelling speed of such vehicles and use covering wide areas including snow or wet conditions, the use of all-season tyres has increased. For all-season tyres, a block pattern is usually used for good performance on wet and snow covered roads. In block pattern tyres, however, uneven wear is liable to occur in comparison with rib patterns. Especially on the front wheel, in the second block rows from the tread edges, uneven wear of the so-called heel-and-toe wear and bunching wear types is liable to occur. It is therefore, an object of the present invention to provide a heavy duty tyre in which uneven wear especially of the second block rows can be effectively prevented. This object is attained by a tyre of the above mentioned kind, which additionally comprises the features set out in the characterizing portion of claim 1. Preferably, the middle axial grooves in each row are curved towards the same circumferential direction, but, between the two rows of the middle blocks, the curving directions are reversed. The lateral sipes in each row are curved in the same manner as the middle axial grooves therein so that the lateral sipes and middle axial grooves are substantially parallel with each other. The central axial grooves in each row are inclined in the same direction so that the central axial grooves are substantially parallel with each other. An embodiment of the present invention will now be described in detail in conjunction with the accompanying drawings: Fig.1 is a cross sectional view of a tyre; Fig.2 is a developed plan view showing an example of the tread pattern; Fig.3 is a plan view showing a central block; Fig.4 is a plan view showing a middle block; Fig.5 is a graph showing an effect of the present invention; and Fig.6(A) and Fig.6(B) show tread patterns used to show the above-mentioned effect, which tread patterns, however, do not form part of the present invention. In Fig.1, heavy duty tyre 1 comprises a tread portion 5, a pair of sidewall portions 4, a pair of bead portions 3 each with a bead core 2 therein, a carcass 6 extending between the bead portions 3, and a belt 7 disposed radially outside the carcass 6 in the tread portion 5. In this embodiment, the heavy duty tyre 1 is a so-called all-season radial tyre of size 11R22.5. The carcass 6 is composed of at least one ply of cords arranged at an angle of from 70 to 90 degrees with respect to the tyre equator C, extending between the bead portions 3 through the tread portion 5 and sidewall portions 4 and being turned up around the bead cores 2 from the inside to outside of the tyre. For the carcass cords, inorganic cord such as steel cords and organic fibre cords, e.g. polyester, nylon, rayon, aromatic polyamide fibre and the like can be used. In this embodiment, the carcass 6 is composed of a single ply of steel cords arranged radially at substantially 90 degrees. The belt 7 is composed of at least two crossed plies of parallel cords. In this embodiment there are four plies of steel cords including a radially innermost first ply 7A made of cords laid at an angle of from 50 to 70 degrees and second to fourth plies 7B, 7C and 7D each made of cords laid at an angle of not more than 30 degrees with respect to the tyre equator C. The tread portion 5 is, as shown in Fig.2, provided with at least four longitudinal main grooves G and axial grooves Y intersecting the longitudinal main grooves G to form a block pattern. In order to improve wear resistance and uneven wear resistance, the negative ratio of the tread patter is decreased and set in a range of from 0.26 to 0.34. The negative ratio is a ratio S1/S of grooved area S1 occupied in the total ground contact area S. The longitudinal main grooves G extend continuously in the circumferential direction and have a groove width Wg of not less than 2.0 mm, but preferably not more than 19.0 mm. The longitudinal main grooves G include an axially inner groove G1 disposed on each side of the tyre equator C, and an axially outer groove G2 disposed on the axially outside thereof. The number of longitudinal main grooves G is four or five, preferably four. The longitudinal main grooves G are axially arranged substantially equi-distantly within the tread width. At least two, in this embodiment all of the four longitudinal main grooves G are a substantially straight groove having a groove width Wg of not less than 7.0 mm. In this embodiment, the groove width Wg is substantially constant along the groove length. However, it is possible to change the groove width Wg. Further, in addition to the straight groove, a zigzag groove may be used. The above-mentioned axial grooves Y include central axial grooves Y1 extending between the inner grooves G1, middle axial grooves Y2 extending between the inner grooves G1 and outer grooves G2, and outer axial grooves Y3 extending between the outer grooves G2 and tread edges Te. Therefore, a circumferential row R1 of central blocks B1 is formed between the adjacent inner grooves G1 and G1, and a circumferential row R2 of middle blocks B2 is formed between each of the inner grooves G1 and the adjacent outer groove G2, and a circumferential row R3 of shoulder blocks B3 is formed between each of the outer grooves G2 and the adjacent tread edge Te. The axial grooves Y are defined as having a groove width Wy of at least 2.0 mm. To protect the middle block row R2 from uneven wear, the axial grooves Y2 are formed as a curved groove 11, 50% or more of which is curved at a single radius R of from 0.5 to 1.0 times the axial length Ly. All the axial grooves Y2 in each row R2 are curved towards one circumferential direction F1, and the centre of curvature is located between the inner and outer grooves G1 and G2. Thus, the crown P of the axial groove in the direction F1 is located between the main grooves G1 and G2, and thus from the crown P towards each side thereof, the axial groove is inclined to the reverse direction F2. For water drainage, uneven wear resistance and the like, the crown P is preferably located in the central one third part 11M of the axial groove Y2 in the tyre axial direction. For the configuration of the axial grooves Y2, a multi-radius curve or a combination of curve and straight region may be used. On the other hand, the central axial grooves Y1 are substantially straight and inclined in the same direction at an angle of not more than 60 degrees (for example 40 degrees) with respect to the axial direction of the tyre. The outer axial grooves Y3 are a substantially straight groove or a slightly bent groove which is substantially parallel with the tyre axial direction. In this invention, each of the middle blocks B2 is further provided with a longitudinal sipe 15 and an arcuate lateral sipe 16 in a T-shaped formation. The longitudinal sipe 15 extends circumferentially along the axially outer edge 120 of the middle block B2 across the circumferential length thereof. The axial width W1 of a part 17 defined between the longitudinal sipe 15 and the outer edge 120 is set in the range of about 2.0 to 8.0 mm. The arcuate lateral sipe 16 is substantially parallel with the axial grooves Y2 and extends from the axially inner edge 12i to the longitudinal sipe 15. The longitudinal sipes 15 prevent uneven wear from extending axially inwardly from the axially outer edge 120 of the block B2. In this embodiment, one lateral sipe 16 is disposed in the centre of block B2 in the circumferential direction, and all the longitudinal sipes 15 in each row R2 are straight and arranged in line. In this embodiment, further, each of the central blocks B1 is provided with a straight sipe 13 substantially parallel with the straight axial grooves Y1. The sipes 13, 15 and 16 improve wet performance and on-the-snow performance. The sipes are defined as having a width of less than about 1.5 mm. In this embodiment, in order to improve tread shoulder wear and wandering performance, each of the shoulder blocks B3 is provided along and adjacently to the tread edge Te with a narrow shoulder groove 19 having a groove width of less than 3.0 mm. The depth of the axial grooves Y is set in the range of from 0.7 to 1.0 times the depth DG of the longitudinal main grooves G. In this embodiment, the central axial grooves Y1 and middle axial grooves Y2 have a constant depth of 1.0 times the main groove depth DG. The outer axial grooves Y3 have a variable depth, and a shallow part is formed in an axial centre thereof which is about one third of the groove length. The depth is about 0.7 times DG in the shallow part, but on both sides thereof 1.0 times DG. Further, the shallow part is provided with a sipe along the groove centre line, and the sipe depth is about 0.5 times DG. The depth of the sipes 13, 15 and 16 is set in the range of from 0.5 to 1.0 times the main groove depth DG. In this embodiment, the sipes 13 in the central blocks B1 have a maximum depth of 1.0 times DG, and one or two shallow parts being less than 0.5 times DG are formed. The sipes 16 on the middle blocks B2 have a maximum depth of 1.0 times DG, and one or two shallow parts being less than 0.5 times DG are formed. The sipes 15 have a substantially constant depth of about 0.7 or 0.8 times DG. By providing the shallow parts, the adjacent blocks B3 and subdivided parts of the blocks B1 and B2 are tied each other and the block rigidity can be increased. The depth of the narrow shoulder grooves 19 is set in the range of from 0.6 to 0.9 times the main groove depth DG. As to the inclinations of the axial grooves Y and sipes 13 and 16, the axial grooves Y1 and sipes 13 in each row R1 (plural rows are supposed) are inclined in the same direction so that they are parallel with each other. The inclination angle thereof is in the range of from about 40 to 60 degrees with respect to the tyre equator C. The axial grooves Y2 and sipes 16 in each row R2 are curved or inclined in the same manner so that they are substantially parallel to each other. The inclining direction at the axially inner ends of the axial grooves Y2 and sipes 16 is the same as that of the axial grooves Y1 and sipes 13 in the adjacent central block row R1. The inclination angle at the axially inner end is in the range of about 50 to 70 degrees with respect to the tyre equator C, which is substantially same as the inclination angle at the longitudinal sipe 15. In the embodiment, as shown in Fig.2, the curved direction on one side of the tyre equator C is reversed to that on the other side, and the left axial grooves Y2, central axial groove Y1 and right axial groove Y2 are aligned in S-shaped curved line. The axial grooves Y3 in this embodiment are a slightly bent groove of which the axially inner part is inclined in the same direction as the inclination direction of the adjacent axial grooves Y2 at the axially outer end. The inclination angle is about 70 plus/minus 10 degrees with respect to the tyre equator C. The remaining part is substantially parallel to the axial direction. The tread pattern in this embodiment is, therefore, a bi-directional pattern. Preferably, acute angled corners of the blocks are chamfered. However, in the case of the middle blocks B2, it is preferable that at least 55% of the concave edge 11e remains as shown in Fig.4. Fig.5 shows the difference in wear energy between the heel edge and toe edge of a block in each row R1, R2 and R3, wherein T1 is the tread pattern shown in Fig.6(A) which is the equivalent of Fig.2 except that only the sipes 15 and 16 in the middle block rows R2 are eliminated, and T2 is the tread pattern shown in Fig.6 (B) which is the equivalent of Fig.6(A) except that straight grooves 14 are used instead of the arced axial grooves Y2. The wear energy is defined as the product of the ground pressure and the amount of slip. As shown in this figure, the arcate axial grooves Y2 greatly decrease the wear energy difference not only in the middle block rows R2 but also in the shoulder block rows R3. Thus, uneven wear especially heel-and-toe wear can be effectively controlled. Test tyres of size 11R22.5 14R having the structure shown in Fig.1 and specifications given in Table 1 were tested for wear resistance, uneven wear resistance (heel-and-toe wear and bunching wear), and wet running performance. The test tyres were the same tread pattern as shown in Fig.2 except for axial grooves Y2 and sipes 15, 16 in the middle block row B2. Wear Resistance and Uneven Wear Resistance Tests : Test tyres were mounted on all the wheels of a 2-D4 wheel type truck (long-distance truck with a load capacity of ten tons) and run on dry asphalt roads for 50,000 km. Then, overall wear of the tread and heel-and-toe wear and bunching wear in the middle block row were evaluated. Wet Running Performance Test : Using the above-mentioned truck with new (not worn) tyres, the running performance on wet asphalt roads was evaluated by a test driver's feeling. Rim size: 7.50X22.5 (standard wheel rim) Pressure: 850 kpa Tyre Ex.1 Ex.2 Ref.1 Ref.2 Ref.3 Ex.3 Ref.4 Ref.5 Ex.4 Ex.5 Negative ratio 35 33 30 30 30 30 30 30 27 25 Axial groove Y2 arc arc Straight straight straight arc arc arc arc arc Lateral arced sipe present present None present present present present none present present Longitudinal sipe present present None none present present none none present present Wear resistance Middle block B A A A A A A A A A Heel-&-toe wear B A B B B A A A A A Bunching wear B A C B A A B C A A Wet running performance A A C A A A A B B C (Test result: A=good, B=standard, C=poor)

Claims: A heavy duty tyre comprising at least four main grooves (G) including a pair of axially inner grooves (G1) and a pair of axially outer grooves (G2) each extending continuously in the tyre circumferential direction and axial grooves (Y) intersecting the main grooves (G), so as to divide a tread portion into two rows of circumferentially arranged middle blocks (B2) and at least one row of circumferentially arranged central blocks (B1) , said axial grooves including central axial grooves (Y1) dividing the central blocks, middle axial grooves (Y2) dividing the middle blocks, and outer axial grooves (Y3), said central axial grooves (Y1) being a substantially straight groove, said middle axial grooves (Y2) being a curved groove, said outer axial grooves (Y3) being a substantially straight groove or a slightly bent groove, said middle blocks (B2) each provided with a longitudinal sipe (15) and a lateral sipe (16), said longitudinal sipe (15) extending along the axially outer edge (120) of the block (B2), and said lateral sipe (16) extending from the axially inner edge (12i) of the block to the longitudinal sipe (15) characterised in that the outer axial grooves (Y3) are dividing the shoulder blocks so as to further divide the tread portion into two rows of circumferentially arranged shoulder blocks (B3), in that the middle axial grooves (Y2) are each curved so that the centre of curvature thereof is located between the axially inner and outer grooves (G1 and G2), and the middle axial groove (Y2) has a crown (P) located in the central one third part (11M) of the middle axial groove in the tyre axial direction, and in that the outer axial grooves (Y3) are each provided in the axial centre thereof with a shallow part, and the shallow part is provided along the groove centre line with a sipe. A heavy duty tyre according to claim 1, characterised in that the middle axial grooves (Y2) in each row are curved towards the same circumferential direction, but between the two rows of the middle blocks (B2), the curving directions are reversed. A heavy duty tyre according to claim 2, characterised in that the lateral sipes (16) in each row are curved in the same manner as the middle axial grooves (Y2) therein so that the lateral sipes (16) and middle axial grooves (Y2) are substantially parallel with each other. A heavy duty tyre according to claim 3, characterised in that the central axial grooves (Y1) in each row are inclined in the same direction so that the central axial grooves (Y1) are substantially parallel with each other.

Inventors: TUDA SATOSHI, TUDA, SATOSHI
Applicants: SUMITOMO RUBBER IND, SUMITOMO RUBBER INDUSTRIES LTD.
Application year: 1999
Main classification: B60C11
IPC codes: B60C11