TIRE TREAD

Abstract

A tread for a tire includes a first circumferential main groove, a second circumferential main groove, and a third circumferential main groove. The first, second, and third circumferential main grooves together define a first shoulder rib, a first intermediate rib, a second intermediate rib, and a second shoulder rib. The second shoulder rib has a plurality of first linear, lateral grooves circumferentially alternating with a plurality of second linear, lateral grooves and a plurality of double blind lateral sipes disposed circumferentially midway between each adjacent first lateral groove and second lateral groove. The first and second lateral gooves extend both axially and circumferentially toward the third circumferential main groove. The first lateral grooves terminate nearer the third circumferential main groove than the second lateral grooves.

Claims

1. A tread for a tire comprising: a first circumferential main groove; a second circumferential main groove; and a third circumferential main groove, the first, second, and third circumferential main grooves together defining a first shoulder rib, a first intermediate rib, a second intermediate rib, and a second shoulder rib having a plurality of first linear, lateral grooves circumferentially alternating with a plurality of second linear, lateral grooves, and a plurality of double blind lateral sipes disposed circumferentially midway between each adjacent first lateral groove and second lateral groove, the first and second lateral gooves extending both axially and circumferentially toward the third circumferential main groove, the first lateral grooves terminate nearer the third circumferential main groove than the second lateral grooves.

2. The tread as set forth in claim 1 wherein the double blind sipes are linear.

3. The tread as set forth in claim 1 wherein the double blind sipes are parallel to the first lateral grooves.

4. The tread as set forth in claim 1 wherein the double blind sipes are parallel to the second lateral grooves.

5. The tread as set forth in claim 1 wherein the double blind sipes are parallel to both the first lateral grooves and the second lateral grooves.

6. The tread as set forth in claim 1 wherein the double blind sipes have terminal ends farther from the third circumferential main groove than terminations of the first lateral grooves.

7. The tread as set forth in claim 1 wherein the double blind sipes have terminal ends farther from the third circumferential main groove than terminations of the second lateral grooves.

8. The tread as set forth in claim 1 wherein the double blind sipes have terminal ends farther from the third circumferential main groove than terminations of both the first lateral grooves and the second lateral grooves.

9. The tread as set forth in claim 1 wherein the double blind sipes have widths of between 0.0 mm and 1.5 mm.

10. The tread as set forth in claim 1 wherein the double blind sipes have radial depths between 2.0 mm and 6.0 mm.

11. A method for increasing cornering stiffness of a tire tread, the method comprising the steps of: circumferentially alternating a plurality of first linear, lateral grooves with a plurality of second linear, lateral grooves in a shoulder of the tire tread; terminating the first lateral grooves nearer to a main groove axially adjacent one side of the shoulder than the second lateral grooves; locating a plurality of double blind lateral sipes circumferentially midway between each adjacent first lateral groove and second lateral groove; limiting widths of double blind sipes disposed in the shoulder rib of the tire tread to between 0.0 mm and 1.5 mm

12. The method as set forth in claim 11 further including the step of extending the first and second lateral gooves at an angle both axially and circumferentially toward the main groove.

13. The method as set forth in claim 11 wherein the double blind sipes are completely linear.

14. The method as set forth in claim 11 wherein all of the double blind sipes are parallel to all of the first lateral grooves.

15. The method as set forth in claim 11 wherein all of the double blind sipes are parallel to all of the second lateral grooves.

16. The method as set forth in claim 11 wherein all of the double blind sipes are parallel to both all of the first lateral grooves and all of the second lateral grooves.

17. The method as set forth in claim 11 wherein the double blind sipes have terminal ends farther from the main groove than terminations of both all of the first lateral grooves and all of the second lateral grooves.

18. The method as set forth in claim 11 wherein the double blind sipes have uniform widths between 0.0 mm and 1.5 mm.

19. The method as set forth in claim 11 wherein the double blind sipes have uniform radial depths between 2.0 mm and 6.0 mm.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be better understood through reference to the following description and the appended drawings, in which:

[0029] FIG. 1 is a schematic radial view of a tread in accordance with the present invention.

[0030] FIG. 2 is a schematic partial view of the tread of FIG. 1.

[0031] FIG. 3 is a schematic sectional view taken along 3-3 in FIG. 2.

SUMMARY OF THE INVENTION

[0032] A tread for a tire in accordance with the present invention includes a first circumferential main groove, a second circumferential main groove, and a third circumferential main groove. The first, second, and third circumferential main grooves together define a first shoulder rib, a first intermediate rib, a second intermediate rib, and a second shoulder rib. The second shoulder rib has a plurality of first linear, lateral grooves circumferentially alternating with a plurality of second linear, lateral grooves and a plurality of double blind lateral sipes disposed circumferentially midway between each adjacent first lateral groove and second lateral groove. The first and second lateral gooves extend both axially and circumferentially toward the third circumferential main groove. The first lateral grooves terminate nearer the third circumferential main groove than the second lateral grooves.

[0033] According to another aspect of the tire tread, the double blind sipes are linear.

[0034] According to still another aspect of the tire tread, the double blind sipes are parallel to the first lateral grooves.

[0035] According to yet another aspect of the tire tread, the double blind sipes are parallel to the second lateral grooves.

[0036] According to still another aspect of the tire tread, the double blind sipes are parallel to both the first lateral grooves and the second lateral grooves.

[0037] According to yet another aspect of the tire tread, the double blind sipes have terminal ends farther from the third circumferential main groove than terminations of the first lateral grooves.

[0038] According to still another aspect of the tire tread, the double blind sipes have terminal ends farther from the third circumferential main groove than terminations of the second lateral grooves.

[0039] According to yet another aspect of the tire tread, the double blind sipes have terminal ends farther from the third circumferential main groove than terminations of both the first lateral grooves and the second lateral grooves.

[0040] According to still another aspect of the tire tread, the double blind sipes have widths of between 0.0 mm and 1.5 mm.

[0041] According to yet another aspect of the tire tread, the double blind sipes have radial depths between 2.0 mm and 6.0 mm.

[0042] A method in accordance with the present invention increases cornering stiffness of a tire tread. The method includes the steps of: circumferentially alternating a plurality of first linear, lateral grooves with a plurality of second linear, lateral grooves in a shoulder of the tire tread; terminating the first lateral grooves nearer to a main groove axially adjacent one side of the shoulder than the second lateral grooves; locating a plurality of double blind lateral sipes circumferentially midway between each adjacent first lateral groove and second lateral groove; and limiting widths of double blind sipes disposed in the shoulder rib of the tire tread to between 0.0 mm and 1.5 mm.

[0043] According to another aspect of the method, a further step includes extending the first and second lateral gooves at an angle both axially and circumferentially toward the main groove.

[0044] According to still another aspect of the method, the double blind sipes are completely linear.

[0045] According to yet another aspect of the method, all of the double blind sipes are parallel to all of the first lateral grooves.

[0046] According to still another aspect of the method, all of the double blind sipes are parallel to all of the second lateral grooves.

[0047] According to yet another aspect of the method, all of the double blind sipes are parallel to both all of the first lateral grooves and all of the second lateral grooves.

[0048] According to still another aspect of the method, the double blind sipes have terminal ends farther from the main groove than terminations of both all of the first lateral grooves and all of the second lateral grooves.

[0049] According to yet another aspect of the method, the double blind sipes have uniform widths between 0.0 mm and 1.5 mm.

[0050] According to still another aspect of the method, the double blind sipes have uniform radial depths between 2.0 mm and 6.0 mm.

DETAILED DESCRIPTION OF EXAMPLES OF THE PRESENT INVENTION

[0051] As shown in FIGS. 1 through 3, a tread 100 for use with the present invention may have a first circumferential main groove 110, a second circumferential main groove 120, and a third circumferential main groove 130 defining a first shoulder rib 401, a first intermediate rib 501, a second intermediate rib 502, and a second shoulder rib 402. Each rib 401, 402, 501, 502 may have a variety of transverse grooves 601 and sipes 602 suitable for tire treads. One of the circumferential main grooves 110, 120, 130 (the third groove 130 in FIGS. 1 and 2) may have several connecting bridges 701 spaced circumferentially within the main groove. Similar tread structures are disclosed in U.S. Ser. No. 15/713,730, filed on Sep. 25, 2018 by the current applicant, herein incorporated by reference in its entirety. As many as thirty or more connecting bridges 701 may be included in a single tread 100. As an example, the connecting bridges 701 may connect the axially outer second shoulder rib 402 to the axially inner second intermediate rib.

[0052] In accordance with the present invention, the second shoulder rib 402 may have a plurality of first lateral grooves 901 circumferentially alternating with a plurality of second lateral grooves 902. The first and second lateral gooves 901, 902 may be parallel and extend linearly and at an angle, both axially and circumferentially, toward the third circumferential main groove 130. The first lateral grooves 901 may terminate equidistantly nearer the third circumferential main groove 130 than an equidistant termination of the second lateral grooves 902.

[0053] Further in accordance with the present invention, the second shoulder rib 402 may include a plurality of double blind, linear, lateral sipes 903 disposed parallel to, and circumferentially midway between, each of the adjacent first and second lateral grooves 901, 902 (FIGS. 1 and 2). The linear sipes 903 may have uniform widths between 0.0 mm and 1.5 mm (e.g., 1.4 mm, 1.3 mm, 1.2 mm, 1.1 mm, 1.0 mm, 0.9 mm, etc.) before attachment to a vehicle and use. The linear sipes 903 may have uniform radial depths between 2.0 mm and 6.0 mm (e.g., 5.5 mm, 5.0 mm, 4.5 mm, 4.0 mm, 3.5 mm, 3.0 mm, etc.). The linear sipes 903 may have terminal ends 904 equidistant and farther from the third circumferential main goove 130 than the first lateral grooves 901 and the second latereral grooves 902.

[0054] During cornering of the vehicle, the linear sipes 903 may close down, with the widths decreasing to 0.0 mm. The sides of the linear sipes 903 may thereby interlock or engage each other to reinforce the second shoulder rib 402 during cornering of the attached vehicle. The linear sipes 903 may also provide flexibility to the second shoulder rib 402 during straight ahead motion of the attached vehicle, with the widths remaining as designed between 0.0 mm and 1.5 mm. The linear sipes may further improve cooling and traction of the second shoulder rib 402 of the tread 100 during straight ahead motion of the vehicle.

[0055] As shown in FIGS. 1 through 3, such a tread 100 may define an asymmetric tread pattern for performing an advantageous dynamic load transfer in cornering conditions with the outer part of tread getting a higher load and the inside of the tire experiencing reduced load. Therefore, it may be advantageous and much more effective to provide a stiff outside area of a tread 100.

[0056] In accordance with the above disclosure, a method in accordance with the present invention may increase cornering stiffness of a tire tread 100, without decreasing flexibility of the tire tread 100 during straight ahead travel. The method may include the steps of: circumferentially alternating a plurality of first linear, lateral grooves 901 with a plurality of second linear, lateral grooves 902 in a shoulder 402 of the tire tread 100; terminating the first lateral grooves 901 nearer to a main groove 130 axially adjacent one side of the shoulder 402 than the second lateral grooves 902; locating a plurality of double blind lateral sipes 903 circumferentially midway between each adjacent first lateral groove 901 and second lateral groove 902; and limiting widths of double blind sipes 903 disposed in the shoulder rib 402 of the tire tread 100 to between 0.0 mm and 1.5 mm.

[0057] It is understood that many other variations may be apparent to one of ordinary skill in the art from a reading of the above specification and concurrent drawings. These variations and other variations are within the spirit and scope of the present invention as defined by the following appended claims.