Patent Publication Number: US-2021178830-A1

Title: Tyre

Description:
BACKGROUND ART 
     Field of the Disclosure 
     The present disclosure relates to a tyre that is suitable as a studless tyre and that can improve braking performance on icy roads. 
     Description of the Related Art 
     In studless tyres, a tread pattern that includes a plurality of blocks defined by circumferential grooves and lateral grooves is widely adopted in order to improve driving performance on icy and snowy roads and the like. 
     For example, wall surfaces of lateral grooves used in such a tread pattern are generally formed by a slope inclined in a direction in which the groove width decreases toward the groove bottom (see, Patent Document 1 below). 
     Patent Document 
     [Patent document 1] Japanese Unexamined Patent Application Publication H11-99810 
     SUMMARY OF THE DISCLOSURE 
     On an icy road, the ice melts due to the ground pressure of the tyre and then a thin water film is formed on the road. When the water film exists between the tread surface and the icy road, tyre grip may sharply decrease. Thus, in order to improve braking performance on an icy road, it is important to sweep out (hereinafter, may referred to as “wiping effect”) the water film on the icy road so that the water film does not enter under the tread surface. 
     The present disclosure has been made in view of the above circumstances and has a major object to provide a tyre capable of improving braking performance with improved wiping effect. 
     In one aspect of the disclosure, a tyre includes a tread portion having a tread surface being provided with a plurality of lateral grooves extending in a tyre axial direction, wherein in a cross-sectional view perpendicular to a longitudinal direction of the at least one of the plurality of lateral grooves, the at least one of the plurality of lateral grooves includes a pair of groove walls and a groove bottom, at least one of the pair of groove walls includes a serrated portion including first surfaces and second surfaces that are arranged alternately, each first surface is inclined outwardly in a groove width direction toward the groove bottom and has a radially inner end thereof, and each second surface extends substantially parallel with the tread surface from the radially inner end of a respective one of the first surfaces toward a groove centerline of the at least one of the plurality of lateral grooves. 
     In another aspect of the disclosure, an angle θc of each of the first surfaces may be in a range from 3 to 20 degrees with respect to a normal line of the tread surface. 
     In another aspect of the disclosure, the first surfaces include a radially outermost first surface and a radially innermost first surface, and the angle θc of the radially outermost first surface may be greater than the angle θc of the radially innermost first surface. 
     In another aspect of the disclosure, the angles θc of the first surfaces increase progressively from the radially innermost first surface to the radially outermost first surface. 
     In another aspect of the disclosure, the at least one of the lateral grooves may be provided with a wear indicator on the groove bottom, and the serrated portion may extend in a region from the tread surface to the wear indicator. 
     In another aspect of the disclosure, the tread surface may further be provided with a circumferential groove extending continuously in a tyre circumferential direction, and the at least one of the lateral grooves may be a shoulder lateral groove that extends outwardly in the tyre axial direction from the circumferential groove beyond a tread grounding edge. 
     As used herein, the tread surface means an outer surface in the tyre radial direction of the tread portion. 
     The tread grounding edges mean positions of the outermost ends in the tyre axial direction of the tread grounding surface which occurs in a standard loaded condition in the tread surface. The standard loaded condition is such that the tyre is mounted on a standard wheel rim with a standard internal pressure with a standard load. 
     The “standard wheel rim” is a wheel rim officially approved for each tyre by standards organizations on which the tyre is based, wherein the standard wheel rim is the “standard rim” specified in JATMA, the “Design Rim” in TRA, and the “Measuring Rim” in ETRTO, for example. 
     The “standard pressure” is a standard pressure officially approved for each tyre by standards organizations on which the tyre is based, wherein the standard pressure is the “maximum air pressure” in JATMA, the maximum pressure given in the “Tire Load Limits at Various Cold Inflation Pressures” table in TRA, and the “Inflation Pressure” in ETRTO, for example. However, when the tyre is a passenger car tyre, the standard pressure is defined as 180 kPa. 
     The “standard load” is a tyre load officially approved for each tyre by standards organizations in which the tyre is based, wherein the standard tyre load is the “maximum load capacity” in JATMA, the maximum value given in the above-mentioned table in TRA, and the “Load Capacity” in ETRTO, for example. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a development view of a tread pattern of a tyre according to an embodiment of the disclosure; 
         FIG. 2  is a cross-sectional view taken along line A-A of  FIG. 1 ; 
         FIG. 3A  is a cross-sectional view showing a ground contact state of a block with a serrated portion on a groove wall during braking; 
         FIG. 3B  is a cross-sectional view showing a ground contact state of a block without a serrated portion on a groove wall during braking; 
         FIG. 4  is a perspective view of a block; and 
         FIG. 5  is a cross-sectional view of a lateral groove according to a comparative example. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     An embodiment of the present disclosure will be explained below with reference to the accompanying drawings. 
     As illustrated in  FIG. 1 , the tyre  1  according to the present embodiment is a studless tyre that includes a tread portion  2  having a tread pattern provided with at least a plurality of lateral grooves  3  extending in the tyre axial direction. 
     Specifically, the tread pattern according to the present embodiment further includes one or more circumferential grooves  4  extending continuously in the tyre circumferential direction. The circumferential grooves  4 , for example, may include four grooves that include a pair of inner circumferential grooves  4   i  between which the tyre equator C is disposed, and a pair of outer circumferential grooves  4   o  disposed outwardly in the tyre axial direction of the inner circumferential grooves  4   i.    
     Thus, the tread portion  2  is divided into five land regions that include a center land portion  5   c  disposed between the circumferential grooves  4   i  and  4   i , a pair of middle land portions  5   m  disposed between the circumferential grooves  4   i  and  4   o , and a pair of shoulder land portions  5   s  located axially outwardly of the circumferential grooves  4   o.    
     The lateral grooves  3 , for example, include a plurality of middle lateral grooves  3   m  extending between the circumferential grooves  4   i  and  4   o , and a plurality of shoulder lateral grooves  3   s  extending axially outwardly from the respective circumferential grooves  4   o  beyond the respective tread grounding edges Te. 
     The center land region  5   c  is formed into a rib R that extends continuously in the tyre circumferential direction. The middle land portions  5   m  each are formed into a block raw that includes a plurality of blocks Bm divided by the middle lateral grooves  3   m . The shoulder land portions  5   s  each are formed into a block raw that includes a plurality of blocks Bs divided by the shoulder lateral grooves  3   s.    
     For the purpose of improving driving performance on snowy and icy roads, outer surfaces of the rib R, the blocks Bm and the block Bs are provided with sipes  6  which can offer edge effect. The sipes  6 , for example, are narrow cuts that have a width equal to or less than 0.8 mm and that close its sipe wall surfaces when grounding. As the sipes  6 , various kinds of sipes can be employed. For example, three-dimensional sipes as illustrated in  FIG. 4  are preferably be employed. The three-dimensional sipes according to the present embodiment extend in a zigzag manner in the longitudinal direction on a plane parallel to the tread surface  2 S, and extend in a zigzag manner in a sipe depth direction perpendicular to the tread surface  2 S. 
     Groove widths and groove depths of the circumferential grooves  4  as well as groove widths and groove depths of the lateral grooves  3  are set as appropriate according to custom. Further, the tread pattern itself can be adopted by various patterns without any particular limitations. 
     Angles θm and θs of the middle lateral grooves  3   m  and the shoulder lateral grooves  3   s , respectively, are preferably equal to or less than 30 degrees, more preferably equal to or less than 20 degrees with respect to the tyre axial direction in view of traction performance. In particular, in the shoulder lateral grooves  3   s  which has a large effect on steering stability, the angle θs is preferably equal to or less than 15 degrees, more preferably equal to or less than 10 degrees. 
     As illustrated in  FIG. 2 , in the present disclosure, in at least one of the lateral grooves  3 , at least one of a groove walls  8  includes a serrated portion  9 .  FIG. 2  is a cross-sectional view taken along line A-A of  FIG. 1 , and is a cross sectional view perpendicular to the longitudinal direction of one of the shoulder lateral grooves  3   s.    
     In the present embodiment, the serrated portion  9  is provided on both groove walls  8  and  8  of the shoulder lateral grooves  3   s . Each serrated portion  9 , in the above-mentioned cross-sectional view, includes first surfaces  11  and second surfaces  12  which are arranged alternately in a groove depth direction to form a serrated surface having a plurality of tip portions  30  between the first surfaces  11  and the second surfaces  12 . 
     Each first surface  11  may be inclined outwardly in a groove width direction toward the groove bottom  13  and has a radially inner end  11   e  thereof, for example. Each second surface  12  is a surface that may extend substantially parallel with the tread surface  2 S from the radially inner end  11   e  of a respective one of the first surfaces  11  toward the groove centerline (j) of the lateral groove, for example. Note that the “substantially parallel” shall include two cases: where (1) the second surface  12  is parallel with the tread surface  2 S; and (2) the second surface  12  is inclined at an angle 5 degrees or less with respect to the tread surface  2 S. Preferably, the plurality of tip portions  30  of the serrated portion  9  has an acute angle β. Further, the first surfaces are preferably longer than the second surfaces such that each of the plurality of tip portions has an acute angle β. 
     The serrated portion  9  extends from the tread surface  2 S. The number of repetitions of the first surfaces  11  and the second surfaces  12  is not particularly regulated, but is preferably 3 to 5 times. The serrated portion  9  is preferably formed over the entire length of the groove wall  8  in the tyre axial direction. 
       FIG. 3A  shows a ground contact state of one of the blocks Bs with the serrated portion  9  on the groove walls  8  during braking, and  FIG. 3B  shows a ground contact state of a block Bs&#39; without a serrated portion on a groove wall  8  during braking. 
     As illustrated in  FIG. 3A  and  FIG. 3B , upon braking, when an edge portion E where the tread surface  2 S and one of the groove walls  8  intersect comes into contact with an icy road surface T, the water film (A) is swept forward in the traveling direction (wiping effect). At this time, as illustrated in  FIG. 3B , in the case of block Bs&#39; without the serrated portion  9  on the groove walls  8 , since a contact angle α between one of the groove walls  8  and the icy road surface T becomes large, wiping effect thereof is insufficient, and the water film (A) tends to enter under the block. 
     On the other hand, as illustrated in  FIG. 3A , in the case of block Bs having the serrated portion  9  on the wall surface  8 , the contact angle α with the icy road surface T is small due to the first surface  11  of the serrated portion  9 . Moreover, the second surfaces  12  can secure a high ground contacting pressure at the contact portion P (the edge portion E) between the groove wall  8  and the icy road surface T. Due to this synergistic effect, wiping effect of the block is enhanced so that the water film A is suppressed from entering under the block, thus improving braking performance. 
     Furthermore, in the serrated portion  9 , the first surfaces  11  and the second surfaces  12  are alternately repeated multiple times. Thus, even if wear progresses to the tread portion  2 , a new first surfaces  11  will appear of the tread surface  2 S in sequence. Therefore, the above effect is exhibited for a long period of time. 
     As illustrated in  FIG. 5 , even when the entire groove walls  8  are inclined in a direction in which the groove width widens toward the groove bottom  13 , the contact angle α with the icy road surface T can be small. Unfortunately, in the case of such a groove wall structure, a void H of the lateral groove is positioned inside the edge portion E, which is the contact portion P, in the tyre radial direction. Thus, the tyre load is not sufficiently transmitted to the contact portion P, and the ground contact pressure becomes small so that the wiping effect is not sufficiently exhibited. On the other hand, in the present disclosure, since the second surfaces  12  are provided, a high ground pressure at the contact portion P can be secured. 
     As illustrated in  FIG. 2 , in an unloaded state of the tyre, an angle θc of the first surface  11  is preferably in a range from 3 to 20 degrees with respect to a normal line (n) of the tread surface  2 S. When the angle θc is less than 3 degrees, the contact angle α tends to be large. Further, when the angle θc is more than 20 degrees, stiffness of the contact portion P (the edge portion E) tends to be low, resulting in lowering the ground contact pressure. Thus, wiping effect may be deteriorated. From this point of view, it is more preferable that the lower limit of the angle θc is equal to or more than 5 degrees and the upper limit is equal to or less than 10 degrees. Further, the angle θc of each of the first surfaces  11  with respect to a normal line of the tread surface  2 S is preferably smaller than an angle of each of the second surfaces  12  with respect to a normal line of the tread surface. 
     Further, the angle θc 2S  of the radially outermost first surface  11  is preferably greater than the angle θc 13  of the radially innermost first surface  11 . In particular, the angle θc of a respective one of the first surfaces is greater closer to the tread surface  2 S. That is, it is preferable that the first surfaces  11  have angles θc that progressively increase from the radially innermost first surface to the radially outermost first surface. 
     The reason is as follows. At the initial stage of wear, since the block Bs is high, the block deformation during braking becomes large, and the contact angle α between the groove wall  8  and the icy road surface T becomes large. On the other hand, the contact angle α becomes smaller as the wear progresses. Thus, by increasing the angles θc of the first surfaces  11  on the outer side in the radial direction of the tyre, the contact angle α can be kept substantially constant without affecting the progress of wear. That is, it is possible to stably exert the wiping effect from the initial stage of wear to the final stage of wear. 
     From the viewpoint of ensuring a high ground pressure at the contact portion P, in the serrated portion  9 , a virtual line X passing through the radial outer edges of the first surfaces  11  is preferably perpendicular to the tread surface  2 S, or is preferably inclined toward the groove bottom in a direction in which the groove width decreases. 
     Preferably, at least one of the shoulder lateral grooves  3   s  is provided with a wear indicator  20  (shown in  FIG. 5 ) on the groove bottom  13 . The serrated portion  9  is preferably formed in a range from the tread surface  2 S to the wear indicator  20 . In a region from the serrated portion  9  to the groove bottom  13  except for a region of the wear indicator  20 , a smooth surface portion  14  having a smooth surface is arranged. By providing such a smooth surface portion  14  on the groove bottom  13  side in this way, damage such as cracks that are likely to occur on the groove bottom  13  side can be prevented. The smooth surface portion  14  is preferably located on the virtual line X. 
     When the wear indicator  20  is not provided on the groove bottom  13 , a radial distance hl from the tread surface  2 S to a radially inner end of the serrated portion  9  is in a range of 65% to 85% of a groove depth h of the shoulder lateral groove  3   s.    
     In this embodiment, the case where the serrated portion  9  is provided on the groove walls  8  on both sides of the shoulder lateral grooves  3   s  is shown, but the serrated portion  9  may be formed on only one of the groove walls  8 . Further, instead of the shoulder lateral grooves  3   s , the serrated portion  9  may be formed on one or more groove walls  8  of the middle lateral grooves  3   m . Furthermore, the serrated portion  9  may be formed on both the shoulder lateral grooves  3   s  and the middle lateral grooves  3   m.    
     Although some particularly preferred embodiments of the present disclosure have been described in detail, the present disclosure may be modified to various aspects without being limited to the illustrated embodiment. 
     Example 
     Studless tyres (195/65R15) having the tread pattern shown in  FIG. 1  were prototyped on the basis of the specification of the Table 1, and then braking performance on icy roads was tested when new and when 50% worn. 
     In Ref 1, the groove walls of the lateral grooves are formed by slopes that are inclined in a direction in which the groove width decreases toward the respective groove bottoms. An angle of the groove walls is 10 degrees with respect to the normal line of the tread surface. In Ref 2, the groove walls of the lateral grooves are formed by slopes that are inclined in a direction in which the groove width increases toward the respective groove bottoms. An angle of the groove walls is 7 degrees with respect to the normal line of tread surface. In the Examples, the serrated portion is formed on each groove wall of the middle lateral grooves and the shoulder lateral grooves. Further, in Example 4, the angles θc progressively increase toward the outer side in the tyre radial direction. 
     (1) Test for Braking Performance on Icy Roads: 
     Each test tyre mounted on a rim (15×6.0JJ) with an internal pressure of 230 kPa was installed to a passenger car for all wheels. Then, braking distance from a speed of 40 km/h was measured on an icy road surface at an outside temperature of −5 degrees C. The test results are indicated in Table 1 using an index where the braking distance of Ref. 1 when it is new is set to 100. The smaller the value, the better the braking performance. 
     
       
         
           
               
               
               
               
               
               
               
             
               
                 TABLE 1 
               
               
                   
               
               
                   
                 Ref. 1 
                 Ref. 2 
                 Ex. 1 
                 Ex. 2 
                 Ex. 3 
                 Ex. 4 
               
               
                   
               
             
            
               
                 Groove walls of lateral 
                 — 
                 FIG. 5 
                 FIG. 2 
                 FIG. 2 
                 FIG. 2 
                 FIG. 2 
               
               
                 grooves 
                   
                   
                   
                   
                   
                   
               
               
                 Serrated portion 
                 none 
                 none 
                 presence 
                 presence 
                 presence 
                 presence 
               
               
                 Number of repetitions  
                 — 
                 — 
                  4 
                  4 
                  4 
                  4 
               
               
                 of first and second  
                   
                   
                   
                   
                   
                   
               
               
                 surfaces 
                   
                   
                   
                   
                   
                   
               
               
                 Angle θc 2S  (deg.) 
                 — 
                 — 
                  3 
                  7 
                 10 
                 10 
               
               
                 Angle θc 13  (deg.) 
                 — 
                 — 
                  3 
                  7 
                 10 
                  3 
               
               
                 Braking performance 
                   
                   
                   
                   
                   
                   
               
               
                 New 
                 100 
                 103 
                 98 
                 97 
                 95 
                 95 
               
               
                 50% wear 
                  98 
                 100 
                 96 
                 94 
                 92 
                 92 
               
               
                   
               
            
           
         
       
     
     As the test results, it was confirmed that the example tyres had excellent braking performance. In Example 4, it was also confirmed that uneven wear resistance and noise performance were improved in a well-balanced manner from the beginning of the wear to the end of 50%.