Truck tire tread with angled ribs having circumferential reinforcement layer and inboard compliance groove

Abstract

A heavy truck tire with a rib located between first and second tread grooves that are not oriented completely in the longitudinal direction is provided. A compliance groove is located between a shoulder block and the rib and extends a greater amount in the longitudinal direction than the lateral direction. First and second working layers are present along with a circumferential reinforcement layer that has circumferential reinforcement elements oriented at a circumferential angle that has a magnitude less than or equal to 2.5 degrees to a lateral centerline. The compliance groove is located in the lateral direction between a first terminal lateral end of the circumferential reinforcement layer and the lateral centerline.

Description

Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USTRUCK TIRE TREAD WITH ANGLED RIBS HAVING CIRCUMFERENTIAL REINFORCEMENT LAYER AND INBOARD COMPLIANCE GROOVEFIELD OF THE INVENTION

[0001] The subject matter of the present invention relates to a truck tire that has reduced irregular tread wear. More particularly, the present application involves a tread that features an angled rib with a decoupled shoulder block via a compliance groove in which the compliance groove is positioned inboard in the axial direction from an axial edge of a circumferential reinforcement layer of the tire.BACKGROUND OF THE INVENTION

[0002] Manufacturers of heavy commercial vehicle tires have made huge progress in developing tire architectures and tire materials that allow them to increase the wear resistance of tire treads and reduce the rolling resistance of tires while at the same time improving their level of grip and resistance to road hazard. Tread patterns may include a series of circumferential grooves between which a series of circumferential ribs are positioned. The circumferential direction, which can also be described as the longitudinal direction, extends around the central axis of the tire and is oriented at a ninety degree angle to the lateral direction of the tire. The circumferential grooves and ribs extend 360 degrees around the tire and are oriented so that they have a component of extension in the longitudinal / circumferential direction but no component of extension in the lateral direction. A variation of tread patterns involves orienting the ribs and grooves so that they are not circumferential ribs and grooves, but rather include a component of extension in the lateral direction. In this regard, the tread grooves and ribs can extend from the shoulder edges inward in the lateral direction while at the same time extending some amount in the longitudinal direction to result in an “angled” orientation of these tread features.

[0003] The use of angled ribs and grooves achieves some advantages over tread designs that include only circumferential grooves and ribs. However, the use of angled grooves and ribs results in areas of wear on the outside portion of the ribs that occur at a faster rate than other areas of the rib and may propagate inward. Angled grooves that extend to the shoulder edge of the tire will allow for water evacuation, but will have sensitivity to irregular wear and aggression on the trailing edge. The tire will then have a section that is worn faster than the rest. A compliance groove, which has a width that is two millimetersPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USor less, can be located near the shoulder edge of the tire to form a shoulder block that can seek to improve rolling resistance. However, although the shoulder block and compliance groove features are capable of reducing lateral bending, irregular wear can still occur in the shoulder regions of tires with this design. Irregular wear can lead to complaints from the owner of the tire, reduced tire performance, and even early removal from service of the tire.BRIEF DESCRIPTION OF THE DRAWINGS

[0004] A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:

[0005] Fig. 1 is a perspective view of a heavy truck tire in accordance with one exemplary embodiment.

[0006] Fig. 2 is top view of a portion of tread in accordance with another exemplary embodiment.

[0007] Fig. 3 is a cross-sectional view taken along line 3-3 of Fig. 2.

[0008] Fig. 4 is a top view of a portion of tread in accordance with a different exemplary embodiment.

[0009] Fig. 5 is a cross-sectional view taken along line 5-5 of Fig. 4.

[0010] Fig. 6 is a cross-sectional view taken along line 6-6 of Fig. 5 that shows a portion of the top of the first working layer and it’s reinforcing elements oriented at a first angle to the lateral centerline.

[0011] Fig. 7 is a cross-sectional view taken along line 7-7 of Fig. 5 that shows a portion of the top of the circumferential reinforcement layer and it’s reinforcement elements oriented at a circumferential angle to the lateral centerline.

[0012] Fig. 8 is a cross-sectional view taken along line 8-8 of Fig. 5 that shows a portion of the top of the second working layer and it’s reinforcing elements oriented at a second angle to the lateral centerline.

[0013] Fig. 9 is a top view of a portion of tread in accordance with another exemplary embodiment.

[0014] Fig. 10 is a cross-sectional view taken along line 10-10 of Fig. 9.

[0015] Fig. 11 is a graph of the average void depth for a tire that has four longitudinal grooves about its circumference.Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US

[0016] Fig. 12 is a graph of the average void depth for a tire that has angled grooves and ribs and a pair of compliance grooves.

[0017] The use of identical or similar reference numerals in different figures denotes identical or similar features.DETAILED DESCRIPTION OF THE INVENTION

[0018] Reference will now be made in detail to embodiments of the invention, one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation of the invention, and not meant as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be used with another embodiment to yield still a third embodiment. It is intended that the present invention include these and other modifications and variations.

[0019] The present invention provides for a heavy truck tire 10 with a rib 22 located between first and second tread grooves 18, 20 that are not oriented completely in the longitudinal direction 12. A compliance groove 32 is located between a shoulder block 24 and the rib 22 and extends a greater amount in the longitudinal direction 12 than the lateral direction 14. First and second working layers 34, 42 are present along with a circumferential reinforcement layer 48 that has circumferential reinforcement elements 50 oriented at a circumferential angle 52 that has a magnitude less than or equal to 2.5 degrees to a lateral centerline 40. The compliance groove 32 is located in the lateral direction 14 between a first terminal lateral end 54 of the circumferential reinforcement layer 48 and the lateral centerline 40.

[0020] Fig. 1 shows a tire 10 that is a heavy duty truck tire 10. In this regard, the tire 10 is not designed for nor used with a car, motorcycle, or light truck (payload capacity less than 4,000 pounds), but is instead designed for and used with heavy duty trucks such as 18 wheelers, garbage trucks, or box trucks. The tire 10 may be a steer tire, a drive tire, a trailer tire, or an all position tire. The tire 10 includes a carcass 76 onto which a tread 30 is disposed thereon. The tread 30 can be manufactured with the carcass 76 as a new tire 10, or the tread 30 can be a retread band that is attached to the carcass 76 at some point after the carcass 76 has already been used to form a retreaded tire 10. This is the case with all of the designs shown and described herein. They may all be tread designs of a brand new tire 10, or may be tread designs of a tread 30 for use in a retread tire 10. The central axisPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USthe tire 10 is parallel to the central axis 72. The radial direction 16, referred to also as the thickness direction 16, of the tire 10 is perpendicular to the central axis 72 and the tread 30 is located farther from the central axis 72 in the thickness direction 16 than the carcass 76. The tread 30 extends all the way around the carcass 76 in the circumferential direction 12, also referred to as the longitudinal direction 12, of the tire 10 and circles the central axis 72 a complete 360 degrees.

[0021] The tread 30 includes a series of grooves and ribs that form a tread pattern. A rolling tread width extends in the lateral direction 14 from one shoulder edge 28 of the tread 30 to an opposite shoulder edge 26 of the tread 30. The rolling tread width represents that portion of the tread 30 that engages the ground through normal operation of the tire 10, and the shoulder edges 26, 28 may engage the ground as well as the area between these locations in the lateral direction 14.

[0022] Fig. 2 is a top view of a tread 30 that can be part of a tire 10 or a retread band that is produced and subsequently attached to a carcass 76 to form a retread tire 10. The same tread pattern can repeat throughout the entire longitudinal length of the tread 30. The tread 30 has a first tread groove 18 and a second tread groove 20 that are in sequence next to one another in the longitudinal direction 12. The grooves 18, 20 can be variously shaped and have widths 60, 62 that can be greater than 2 millimeters. The shape of the center portion of the grooves 18, 20 can be different than the shape of the shoulder portion of the grooves 18, 20. A rib 22 is defined between the grooves 18, 20 in the longitudinal direction 12. The rib 22 is not a circumferential rib in that it does not extend all the way around the tread 30 in the longitudinal direction 12 when part of the tire 10. Instead, the rib 22 extends from the shoulder edge 26 to the center of the tread 30. The rib 22 is angled relative to the longitudinal direction 12 so that the rib 22 extends have a component of extension in both the longitudinal direction 12 and in the lateral direction 14. In contrast, a circumferential rib would have a component of extension in the longitudinal direction 12 and no component of extension in the lateral direction 14.

[0023] The first tread groove 18 and the second tread groove 20 likewise are not circumferential grooves in that they extend so as to have a component of extension in both the longitudinal direction 12 and the lateral direction 14. The grooves 18, 20 extend from a compliance groove 32 and terminate at some point at or near the center of the tread 30 at or proximate to the lateral centerline 40. In other embodiments, the grooves 18, 20 and rib 22 need not start at the compliance groove 32 and / or need not extend to the center. ThePatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USgrooves 18, 20 may engage other grooves of the tread 30, and the rib 22 may engage other ribs of the tread 30 in other arrangements. The grooves 18, 20 and rib 22 have different components in the longitudinal and lateral directions 12, 14 along their lengths and as shown in Fig. 2 change angles once. In other embodiments, the grooves 18, 20 and rib 22 can have the same components of lateral and longitudinal extensions along their entire lengths. This would result in the grooves 18, 20 and rib 22 being straight in shape although angled relative to the longitudinal direction 12. In other arrangements, the grooves 18, 20 and rib 22 may curve or have two, three, four, or more angular changes along their lengths. The other grooves and ribs of the tread 30 can be organized the same as the rib 22 and grooves 18, 20 or may be made so as to be different from these components. For sake of simplicity, the description will focus on the two grooves 18, 20 and rib 22 as a repeat of this information relative to the other grooves and ribs of the tread 30 is not necessary.

[0024] The first tread groove 18 has a first tread groove second segment 66 that extends inboard from the shoulder edge 26. The first tread groove 18 also has a first tread groove first segment 64 that extends inboard from the first tread groove second segment 66 and terminates near the center of the tread 30. The segments 64, 66 may have the same cross-sectional shape and size as one another, or they may differ. In the embodiment shown, the second segment 64 is linear in extension, and the first tread groove second segment 66 is slightly angled. The first tread groove first segment 64 is oriented a different amount in the lateral direction 14 than the first tread groove second segment 66. This difference in lateral direction 14 orientations causes the first tread groove 18 to have an angled shape. The first tread groove first segment 64 extends for a greater length in the longitudinal direction 12 than in the lateral direction 14. In contrast, the first tread groove second segment 66 extends for a greater length in the lateral direction 14 than in the longitudinal direction 12.

[0025] In a similar manner, the second tread groove 20 has a second tread groove second segment 70 that extends inboard from the shoulder edge 26 to a second tread groove first segment 68 that extends to and terminates near the center of the tread 30. Both segments 68, 70 have the same cross-sectional shapes. The second tread groove second segment 70 is oriented in the lateral direction 14 differently than the lateral direction 14 orientation of the second tread groove first segment 68 to result in a second tread groove 20 that is angled in appearance. The second tread groove first segment 68 extends a greater length in the longitudinal direction 12 than in the lateral direction 14. The second tread groove secondPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USsegment 70 extends a greater length in the lateral direction 14 than in the longitudinal direction 12. When the tread grooves 18, 20 have the same orientations in the longitudinal and lateral directions 12, 14 along their entire lengths so that they are not curved or angled, the segments 64, 66, 68, 70 need not be present.

[0026] The rib 22 is located between the first and second tread grooves 18, 20 and can extend along to and terminate at the inboard most extensions of the grooves 18 and 20 in the lateral direction 14. As used herein, the term “inboard” refers to a direction in the lateral direction 14 towards the lateral centerline 40, and the term “outboard” refers to a direction in the lateral direction 14 that is away from the lateral centerline 40. The lateral centerline 40 is a line parallel to the longitudinal direction 12 located half-way between the shoulder edge 26 and the shoulder edge 28. The rib 22 could also be thought of as terminating at a groove that the grooves 18 and 20 intersect near the center of the tread 30, but such an intersecting groove is not shown in Fig. 2. Further, the rib 22 may in some embodiments extend beyond the grooves 18, 20 in the lateral and longitudinal directions 14, 12 until such time as the rib 22 terminates at the nearest groove, such as that shown in Fig. 2.

[0027] The tread 30 can include reinforcement elements 126 that are within the tread grooves 18, 20. These reinforcement elements 126 extend upward from the floor of the tread grooves 18, 20 in the thickness direction 16 but not to the extent of the outer surface of the tread 30. The reinforcement elements 126 have sipes that extend completely through them from one end to the other in the direction of the tread grooves 18, 20. The reinforcement elements 126 strengthen the portions of the ribs 22 proximate thereto to reduce aggression and other damage to the tread 30.

[0028] The rolling tread width extends from the shoulder edge 26 to shoulder edge 28 in the lateral direction 14 and is the portion of the tread 30 that engages the ground during operations of the tire 10. The rib 22 extends a large amount in the lateral direction 14. With respect to the rolling tread width, the rib 22 extends at least 30% of the length of the rolling tread width in the lateral direction 14. As such, the rib 22 extends across at least 30% of the width of the rolling tread width of the tire 10. This rib 22 design thus distinguishes it from a block or other smaller feature proximate to the shoulder edge 26.

[0029] The tread 30 has a shoulder block 24 that begins at, and is bounded by, the shoulder edge 26. The shoulder block 24 extends from the shoulder edge 26 in the lateral direction 14 to the compliance groove 32. The leading edge of the shoulder block 24 is defined by the first tread groove second segment 66. The trailing edge of the shoulderPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USblock 24 is defined by the second tread groove second segment 70. On the inboard side, the shoulder block 24 is defined by the compliance groove 32. A lateral groove 23 opens at the shoulder edge 26 and extends inboard in the lateral direction 14, terminating in the rib 22. The lateral groove 23 extends a greater amount in the lateral direction 14 than in the longitudinal direction 12 and has a width that is 2 millimeters wide or greater. The lateral groove 23 cuts the shoulder block 24 in half and engages the compliance groove 32. In other embodiments, the lateral groove 23 is not present in the shoulder block 24, or there may be multiple lateral grooves 23 present in the shoulder block 24.

[0030] The shoulder block 24 width may be 5%, 10%, 15%, or up to 20% of the rolling tread width, which are percentages of the width of the tread 30 from the shoulder edge 26 to shoulder edge 28 in the lateral direction 14. The compliance groove 32 is spaced from the shoulder edge 26, and is free from engagement with the shoulder edge 26. In this regard, the compliance groove 32 does not open into the shoulder edge 26, as would be the case with the first and second tread grooves 18, 20 illustrated that do in fact open into the shoulder edge 26. The compliance groove 32 in the illustrated embodiment opens into the first tread groove 14 and the second tread groove 16. Various sipes, which have widths less than 2 millimeters, are in the ribs 22 and engage both of the tread grooves 18, 20 and the compliance groove 32.

[0031] The compliance groove 32 has a compliance groove width 58 that is less than the first tread groove width 60 and the second tread groove width 62. As the widths 58, 60, 62 could vary along the lengths of the grooves 32, 18, 20 the widths 58, 60, 62 can be calculated as the average of twenty points evenly spaced along the grooves 32, 18, 20. As an example, twenty locations along the compliance groove 32 are selected so that they are all the same distance from successive locations. The width across the compliance groove 32 is measured at these twenty locations to result in twenty numbers that are then added to one another to achieve a sum that is divided by twenty to result in an average width of the compliance groove 32 which is assigned as the compliance groove width 58. The widths 60 and 62 can be calculated in a similar manner by taking the average of twenty evenly spaced locations along the lengths of the first and second tread grooves 18, 20. As the widths 58, 60, 62 could change in the thickness direction 16, the widths 58, 60, 62 should be measured at a consistent location in the grooves 32, 18, 20 such as at the surface of the tread 30, or half-way into the depths of the grooves 32, 18, 20. In some instances, the widths 60 and 62 can be at least two times greater, at least three times greater, at least fourPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294UStimes greater, or at least five times greater than width 58. In some instances the width 58 is less than or equal to 2 millimeters, and in other arrangements, the width 58 is greater than or equal to 2 millimeters, and in further embodiments the width 58 is from 5-6 millimeters, and in yet other embodiments the width 58 is from 6-8 millimeters. In some embodiments the compliance groove width 58 is 4 millimeters or greater. In some embodiments, the shoulder block 24 created or defined by the compliance groove 32 can have a width of 25 millimeters in the lateral direction 14.

[0032] The compliance groove 32 is oriented more in the longitudinal direction 12 than in the lateral direction 14 so that it extends a greater amount in the longitudinal direction 12 than in the lateral direction 14. The compliance groove 32 is not continuous around the entire longitudinal length of the tire 10, but is discontinuous as various locations. As shown in Fig. 2, the compliance groove 32 engages the first tread groove second segment 66 and the lateral groove 32 and becomes discontinuous at these two locations. The compliance groove 32 then engages the second tread groove second segment 70 and the lateral groove 32. The compliance groove 32 extends inboard in the lateral direction 14 from the first tread groove second segment 66 to the lateral groove 23 and is straight in this extension. The angle of the compliance groove 32 is not great with respect to the longitudinal direction 12 and this portion of the compliance groove 32 extends a longer length in the longitudinal direction 12 than in the lateral direction 14. The compliance groove 32 portion from the lateral groove 23 to the second tread groove second segment 70 is likewise straight but instead moves outboard in the lateral direction 14 towards the second tread groove second segment 70. The compliance groove 32 will alternate between these inboard and outboard extending portions around the entire circumference of the tire 10 so the compliance groove 32 does not extend completely in the longitudinal direction 12.

[0033] The compliance groove 32 extends about the entire circumference of the tire 10 completely 360 degrees about the central axis 72. The compliance groove 32 can be provided in various shapes and sizes. The compliance groove width 58 may be made wide enough so that the tread 30 can bend in this area without completely closing. In this regard, 4 millimeters may be the minimum compliance groove width 58 to prevent the compliance groove 32 from closing when the tread 30 bends during use of the tire 10. Further, the compliance groove 32 extends completely in the thickness direction 16 to cause the compliance groove 32 to be see through and not close when the tire 10 undergoes deformation forces. However, other arrangements can be tolerated in the present tread 30Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USto still obtain the same results. The compliance groove 32 could in other designs be slightly angled relative to the thickness direction 16, such as an amount of 5 degrees or less so that it does not extend completely in the thickness direction 16. In these embodiments the compliance groove 32 will still not completely close when the tread 30 is subjected to compressive or bending forces and will remain see through. The compliance groove 32 may have a length in the thickness direction 16 that is the same as that of the angled grooves 18, 20 and thus be a full depth groove, and may have a compliance groove width 58 that is 4 millimeters or greater thus causing the compliance groove 32 to be larger than other versions of compliance grooves to result in the aforementioned performance properties.

[0034] The shoulder block 24, rib 22, compliance groove 32, first tread groove 18 and second tread groove 20 can be repeated across the entire tread 30 and in addition to being associated with the shoulder edge 26 can extend from and be associated with the shoulder edge 28. These elements can be the same as one another or may be different, and can be arranged as previously discussed so a repeat of this information is not necessary. As such, it is to be understood that the described elements of the tread 30 herein need not be located at just one particular location but can be at any area or location on the tread 30. Decoupling of the shoulder block 24 by the compliance groove 32 reduces or eliminates abnormal wear that may be present in the shoulder block 24 through the arrangements of the tread grooves 18, 20 and rib 22. Shoulder block 24 protects the interior portion of the rib 22 which would be the portion of the rib 22 inboard from the shoulder block 24 in the lateral direction 14. The shoulder block 24 will react differently to forces imparted thereon with the presence of the compliance groove 32 and will cause the adjacent portion of rib 22 to wear more evenly. The compliance groove 32 can be oriented along with the rib 22 and grooves 18, 20 so that a leading edge of the shoulder block 24 is sized and shaped differently than a trailing edge of the shoulder block 24. In this regard, the shoulder block 24 can have a wider portion on the trailing edge to support adjacent areas on the tread 30.

[0035] Fig. 3 is a cross-sectional view taken along line 3-3 of Fig. 2 and shows the interior components of the tire 10. The tire 10 includes a tread 30 that engages the road surface, and a pair of sidewalls 99, 100 that extend from the tread 30 in the thickness direction 16 and are separated from one another on opposite sides of the tire 10 in the lateral direction 14. The compliance groove 32 has a depth in the thickness direction 16 from the upper surface that is the same as the first tread groove 18 and the second tread groove 20. Additionally, the other grooves in the tread 30, including the second compliance groovePatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US116 also have a length in the thickness direction 16 that is the same as that of the compliance groove 32, first tread groove 18, and second tread groove 20. A first bead 101 is located at the end of the first sidewall 99, and a second bead 102 is located at the end of the second sidewall 100 in the thickness direction 16. The first bead 101 includes a bead core that is made up of a steel rod 108 and padding gum 104, and the second bead 102 likewise has a bead core made up of padding gum 106 and a steel rod 110. The bead cores with the rods 108, 110 function to hold the tire 10 onto the rim and maintain its strength to withstand internal stresses from inflation on the rim to prevent slipping. The steel rods 108, 110 are surrounded by padding gum 104, 106 and in some instances may be completely surrounded on all sides by the padding gum 104, 106. Surrounding the bead cores are wrapping tissue that can be made of nylon in some embodiments. The wrapping tissue wraps around the padding gum 104, 106 to isolate the components 104, 106, 108, 110 from other elements of the tire 10 such as the reinforcement ply 78 and fillers.

[0036] The beads 101, 102 also include bead filler 92, 94 that are made of rubber and are located within the beads 101, 102 and also extend into the adjacent sidewalls 99, 100. The bead filler 92, 94 engage the wrapping tissue around the padding gum 104, 106 and engage the reinforcement ply 78 and anti-abrasive strips 96, 98. The anti-abrasive strips 96, 98 are on the outside of the beads 101, 102 and are designed to engage the rim. The tire 10 includes a tissue designated as a reinforcement ply 78 that is located within the first bead 101 and extends through the first sidewall 99 and crown and into the second sidewall 100 and into the second bead 102. The reinforcement ply 78 wraps around the first bead core and has a portion that can be called a return casing ply that is embedded within the bead filler 92. The opposite end of the reinforcement ply 78 likewise wraps around the padding gum 106 and steel rod 110 in the second bead 102 and terminates within the bead filler 94. The reinforcement ply 78 provides strength and flexibility to the tire 10, and it is the supporting structure for the inflation pressure which carries the load of the tire 10. The reinforcement ply 78 is a composite material that includes metal cords and a rubber mix. The reinforcement ply 78 in the direction of its cords is stiffer than the padding gum 104, 106.

[0037] Another element of the tire 10 that extends from the first bead 101 to the second bead 102 is an inner liner 82 that is inside of the first bead 101 and forms a portion of the exterior of the first bead 101 and extends to the sidewall 99. The inner liner 82 then extends across the entire inner side of the crown in the lateral direction 14 before extending intoPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USand forming the inner side of the second sidewall 100 and a part of the exterior surface of the second bead 102. The inner liner 82 in the second bead 102 is arranged in a similar mirror-image manner to its presence in the first bead 101. The inner liner 82 is made of a material that is fluid tight so that fluid between the tire 10 and rim is maintained therein for purposes of maintaining inflation pressure of the tire 10. The inner liner 82 controls air retention, has low temperature cracking resistance, and has good flex fatigue resistance. The inner liner 82 can be made of a single layer or may be multi-layered. The inner liner 82 forms the inward exterior surface of the sidewalls 99 and 100.

[0038] The first sidewall 99 includes a flank 88 made of rubber that forms all of, or at least a portion of, the outward exterior surface of the first sidewall 99. The flank 88 may be located only in the first sidewall 12, or may be in both the first sidewall 99 and the first bead 101, or may be in both the first sidewall 99 and the crown. In some embodiments, the flank 88 may be in the crown, first sidewall 99, and also the first bead 101. The flank 88 does not extend across the crown to the second sidewall 100. The second sidewall 100 includes a flank 90 that makes up all or a portion of the outboard exterior surface of the second sidewall 100 and can be located just in the second sidewall 100, or can have portions in the crown and / or second bead 102. The flank 90 does not extend to the first sidewall 99 and can be configured in the same manners as previously discussed with respect to the flank 88.

[0039] Another component of the tire 10 is a tread wall 84 that is located at the axial end of the tread 30 and extends from it and into engagement with the flank 88. The tread wall 84 is made of a different rubber composition than the flank 88 and forms a portion of the exterior surface of the tire 10. The tread wall 84 is in the crown and extends into the first sidewall 99. The tread wall 86 is on the opposite end of the tread 30 in the lateral direction 14 and engages the flank 90 and may be a mirror image and configured the same as the tread wall 84 as discussed.

[0040] Included within the crown is a cushion layer 80 that is located on top of the reinforcement ply 78 and provides a flat surface onto which the first working layer 34 can be disposed. The cushion layer 80 is made of rubber and engages the reinforcement ply 78, the first working layer 34, the belt edge layer 112, and the belt edge layer 114. A second working layer 42 is present within the crown. Although two working layers 34, 42 are shown, any number of working layers can be present in other embodiments. The working layers 34, 42 provide reinforcement in the crown for improved wear and cornering power,Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USand allow the tire 10 to maintain its shape. Belt edge layers 112 and 114 act as wedges between the working layers 34, 42 and the ribs 22 to dampen stresses and are present for endurance performance of the tire 10.

[0041] The first working layer 34 does not extend to either one of the beads 101, 102 and terminates near but not at the shoulder edges 26, 28. In a similar manner, the second working layer 42 extends in the lateral direction 14 less than the distances between the shoulder edges 26, 28, and less than the lateral length of the first working layer 34. The tire 10 includes a circumferential reinforcement layer 48 that is located between the first and second working layers 34, 42 in the thickness direction 16. The circumferential reinforcement layer 48 engages the first working layer 34, the second working layer 42, the belt edge layer 112, the belt edge layer 114, and the tread 30. The circumferential reinforcement layer 48 has a length in the lateral direction 14 that is less than that of the distance from the shoulder edge 26 to shoulder edge 28 in the lateral direction 14. The circumferential reinforcement layer 48 has a first terminal lateral end 54 and an oppositely disposed second terminal lateral end 56 between which the entire lateral length of the circumferential reinforcement layer 48 is defined. The terminal lateral ends 54, 56 engage the material of the tread 30 and are free from engagement with the belt edge layers 112, 114, and the first working layer 34. The terminal lateral ends 54, 56 are the ends / portions of the circumferential reinforcement layer 48 that are the most outboard in the lateral direction 14 and thus are farthest from the lateral centerline 40.

[0042] The tire 10 is arranged so that the compliance groove 32 is located inboard in the lateral direction 14 from the first terminal lateral end 54 so as to be located in the lateral direction 14 at a position that is between the first terminal lateral end 54 and the lateral centerline 40. The entire compliance groove 32 is located farther from the central axis 72 in the thickness direction 16 than is the distance in the thickness direction 16 from the central axis 72 to the entire circumferential reinforcement layer 48. As described previously when discussing Fig. 2, the compliance groove 32 wavers in the lateral direction 14 upon extension around the tire 10 in the longitudinal direction 12. The circumferential reinforcement layer 48 is arranged so that the entire compliance groove 32 remains at all times between the first terminal lateral end 54 and the lateral centerline 40 in the lateral direction 14. No portion of the compliance groove 32 is outboard from the first terminal lateral end 54 and thus closer to the shoulder edge 26 than the first terminal lateral end 54 is to the shoulder edge 26 in the lateral direction 14.Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US

[0043] With respect to the lateral lengths of the working layers 34, 42 and the circumferential reinforcement layer 48, the first working layer 34 extends a greater distance in the lateral direction 14 than does the second working layer 42 or the circumferential reinforcement layer 48. The second working layer 42 extends a greater distance in the lateral direction 14 than does the circumferential reinforcement layer 48. The tread 30 has a second compliance groove 116 located on the opposite side from the compliance groove 32 that is arranged in the similar manner. The entire second compliance groove 116 is located between the second terminal lateral end 56 and the lateral centerline 40 in the lateral direction 14. No portion of the second compliance groove 116 is located outboard from the second terminal lateral end 56, although it is to be understood that the entire second compliance groove 116 is outward from the circumferential reinforcement layer 48 in the thickness direction 16. The compliance groove 32 positioning in the lateral direction 14 between the first terminal lateral end 54 and the lateral centerline 40 results in a tread 30 design that facilitates lateral bending that reduces hysteretic losses in the tread 30 under compression to reduce the rolling resistance of the tire 10. This design may also facilitate lateral bending in the tread 30 that reduces the initiation of irregular wear and aggression in the shoulder portion of the tread 30 exterior to the working layers 34, 42. The angled tread grooves 18, 20 allow for water removal and provide protection to aggression, and the compliance groove 32 placement relative to the circumferential reinforcement layer 48 provides benefits to irregular wear and rolling resistance.

[0044] Another embodiment of the tire 10 is shown with reference to Fig. 4. Here, the tread grooves 18, 20 again have two segments 64, 66 and 68, 70 and open into the shoulder edge 26 and terminate blind within the tread 30 at the lateral centerline 40. The compliance groove 32 has a compliance groove width 58 that is consistent along its entire length, and extends in a linear direction. The compliance groove 32 is angled with respect to the longitudinal direction 12 so that it does not extend parallel to the longitudinal direction 12 but instead is at a non-zero angle to the longitudinal direction 12. The compliance groove 32 extends outboard in the lateral direction 14 from the first tread groove 18 to the second tread groove 20. The rolling direction of the tread 30 is in the longitudinal direction 12 in a direction that extends from the second tread groove 20 to the first tread groove 18. With reference in particular to Fig. 5, the compliance groove 32 is located between the first terminal lateral end 54 and the lateral centerline 40 in the lateral direction 14. However, due to the angled orientation of the compliance groove 32 as shown in Fig. 4, the entirePatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294UScompliance groove 32 is not between the first terminal lateral end 54 and lateral centerline 40 in the lateral direction 14. Instead, a portion of the compliance groove 32 will extend and be positioned outboard of the first terminal lateral end 54 in the lateral direction 14, and will cross over the first terminal lateral end 54 so that at one point the compliance groove 32 will be in fact located at the same position in the lateral direction 14 as the first terminal lateral end 54. As the compliance groove 32 is discontinuous in the longitudinal direction 12, additional portions of the compliance groove 32 will be inboard and outboard of the first terminal lateral end 54 at various points along the rest of the compliance groove 32.

[0045] The second compliance groove 116 is arranged in the same manner as the compliance groove 32 but is located proximate to the shoulder edge 28. The second compliance groove 116 is linear in shape, angled relative to the longitudinal direction 12, and is discontinuous 360 degrees about the tire 10. The compliance grooves 32, 116 have a length in the thickness direction 16 that is less than the length of the first tread groove 18 in the thickness direction 16. The other grooves in the tread 30, including the second tread groove 20, have lengths in the thickness direction 16 that are longer than the lengths of the compliance grooves 32, 116 in the thickness direction 16. Fig. 5 cuts through a portion of the second compliance groove 116 that is located outboard from the second terminal lateral end 56 so that the second terminal lateral end 56 is located between the second compliance groove 116 and the lateral centerline 40 in the lateral direction 14. The second compliance groove 116 extends in a linear direction at an angle to the longitudinal direction 12 and other portions of the second compliance groove 116 are inboard of the second terminal lateral end 56 so as to be located between the end 56 and the lateral centerline 40 in the lateral direction 14.

[0046] The circumferential reinforcement layer 48 has a length in the lateral direction 14 that is longer than the length of the second working layer 42 in the lateral direction 14. The circumferential reinforcement layer 48 is likewise longer in the lateral direction 14 than is the length of the first working layer 34 in the lateral direction 14. The length of the first working layer 34 in the lateral direction 14 is longer than the length of the second working layer 42 in the lateral direction 14.

[0047] Fig. 6 shows a cross-sectional view along line 6-6 of Fig. 5 of a portion of the first working layer 34 in the longitudinal direction 12 and the lateral direction 14. The first working layer 34 is made of a plurality of first reinforcing elements 36 that are positionedPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USnext to one another. Although described as being a plurality, a single piece of material could be used to form all of the first reinforcing elements 36 which make up each segment of the first working layer 34 along the entire lateral length at a single longitudinal position. The first reinforcing elements 36 extend so as to be oriented at a first angle 38 to the lateral centerline 40. The first angle 38 is measured between the first reinforcing element 36 at the lateral centerline 40 and the longitudinal direction 12. The first angle 38 has a magnitude that is 8 degrees, but may have a magnitude of 8 degrees or larger in other embodiments. The first angle 38 may be the same for all of the first reinforcing elements 36 so none of them have a different angular orientation than another. In some embodiments the first working layer 34 includes first reinforcing elements 36 formed of non-wrapped inextensible metal cables 9.30 continuous over the entire width of the first working layer 34, with a first angle 38 that is 26 degrees.

[0048] A portion of the circumferential reinforcement layer 48 in the lateral and longitudinal directions 14, 12 is shown in Fig. 7. The circumferential reinforcement layer 48 is made up of circumferential reinforcing elements 50 that are arranged side by side next to one another. The circumferential reinforcing elements 50 can be a single piece of material or may be multiple components that are situated next to one another. When described as being components, it is to be understood that each section of the circumferential reinforcing elements 50 at a single longitudinal position across the entire lateral length of the circumferential reinforcement layer 48 is descried as being an element. The circumferential reinforcing elements 50 are wound around the central axis 72 in the longitudinal direction 12 at a circumferential angle 52 that is small enough that the winding is close to being parallel to the longitudinal direction 12. As the winding moves across in the lateral direction 14 there will be some angle to the lateral centerline 40 so that the winding will not be completely parallel to the longitudinal direction 12. The circumferential angle 52 is the angle of the circumferential reinforcement element 50 at the lateral centerline 40 makes relative to the longitudinal direction 12. The circumferential angle 52 may have a magnitude of 2.5 degrees or less. All of the circumferential reinforcement elements 50 in the circumferential reinforcement layer 48 may have a circumferential angle 52 that is the same. In some embodiments the circumferential reinforcement elements 50 are made of steel cables 21X23 of the bi-modulus type.

[0049] Fig. 8 is a cross-sectional view along line 8-8 of Fig. 5 that shows a portion of the second working layer 42 in the longitudinal and lateral directions 12, 14. The secondPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USworking layer 42 is composed of second reinforcing elements 44 that are oriented at a second angle 46 to the lateral direction 12. The second reinforcing elements 44 may be a single piece of material or may be multiple pieces of material wrapped around the tire 10. When described as being a plurality of elements, it is to be understood that the elements are the individual windings across the lateral length at a particular longitudinal position of the second working layer 42. The second angle 46 can be the angle of the second reinforcing element 44 at the lateral centerline 40 with respect to the lateral direction 12. All of the second reinforcing elements 44 can have the same second angle 46. The second angle 46 has a magnitude that is 28 degrees in Fig. 8, but can be greater than or equal to 8 degrees in other embodiments. The second reinforcing elements 44 extend at a different direction relative to the lateral centerline 40 than do the first reinforcing elements 36. When these layers 34, 42 are applied over one another, the reinforcing elements 36, 44 cross. In effect, the first angle 38 could be considered to be a positive angle, and the second angle 46 could be considered to be a negative angle. In some embodiments the second reinforcing elements 44 are formed of non-wrapped inextensible 9.30 metal cables that are continuous over the entire width of the second working layer 42 with a second angle 46 of 18 degrees.

[0050] In one embodiment of the tire 10, the tread 30 is arranged so that first working layer 34 with first reinforcing elements 36 formed of metal cords that are oriented at a first angle 38 that is 16 degrees. The circumferential reinforcing elements 50 are formed of 21.23 steel metal cords of the bimodulus type. The second working layer 42 has second reinforcing elements 44 made of metal cords that are oriented at a second angle of 34 degrees. The first reinforcing elements 36 are crossed with the second reinforcing elements 44. The reinforcing elements 36, 44, 50 could be made of rubber, wire, metal, composite materials, or a combination of materials. The reinforcing elements 36, 44, 50 could be made of cord that has a central nucleus formed of one tread, an intermediate layer formed of six threads, and an outer layer formed of twelve threads. The materials, winding arrangements, and configurations making up the reinforcing elements 36, 44, 50 and the first working layer 34, second working layer 42, and circumferential reinforcement layer 48 can be provided in any of the manners as disclosed in United States Patent No.11,850,893, the entire contents of which are incorporated by reference herein in their entirety for all purposes.

[0051] Another embodiment of the tire 10 is shown in Fig. 9 in which the compliance grooves 32, 116, extend only in the longitudinal direction 12 with no component ofPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USextension in the lateral direction 14. Fig. 10 shows a cross-section of the tire 10 along line 10-10 of Fig. 9 in which the compliance groove 32 is located inboard from the first terminal lateral end 54 so that it is between the first terminal lateral end 54 and the lateral centerline 40 in the lateral direction 14. The second compliance groove 116 is inboard from the second terminal lateral end 56 so that it is located between the second terminal lateral end 56 and the lateral centerline 40 in the lateral direction 14. Since the compliance grooves 32, 116 have no extension in the lateral direction 14, the entire compliance groove 32 is between the first terminal lateral end 54 and the lateral centerline 40, and the entire compliance groove 116 is located completely between the second terminal lateral end 56 and the lateral centerline 40. The compliance grooves 32, 116 have lengths in the thickness direction 16 that are the same as the lengths in the thickness direction 16 as the first and second tread grooves 18, 20 and the rest of the grooves of the tread 30. The first working layer 34, second working layer 42, and circumferential reinforcement layer 48 all extend the same amount as one another in the lateral direction 14 so that their terminal ends are all located at the same positions in the lateral direction 14. The arrangement of the larger compliance groove 32 with the first terminal lateral end 54 reinforces this portion of the tread 30 resulting in an advancement on irregular wear and aggression protection, and causes improvement in rolling resistance performance while maintaining wet traction of the tread 30.

[0052] The grooves 18, 20 have been described as being angled relative to the longitudinal direction 12. The grooves 18, 20 of the present tread 30 thus have a specific orientation relative to the longitudinal and lateral directions 12, 14. To further define this orientation of the grooves 12, 14 the tread 30 may be described in terms of an average void depth 118. Fig. 11 shows a cross-sectional view of the average void depth 118 taken around the tire 10. This average void depth 118 is depicted by a curve in the lateral direction 14 with different heights in the thickness direction 16 corresponding to the lateral and longitudinal features of the tire tread 30 such as sipes, block supports, stone ejectors, etc. The average void depth 118 is thus the average depth of tread 30 at a particular location in the lateral direction 14 taken around the entire 360 degree circumferential length of the tread 30. If the tread 30 is provided in a band form for retreading, the average void depth 118 can be the average depth of the tread 30 at a particular location in the lateral direction 14 taken along the entire length of the band in the longitudinal direction 12.Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US

[0053] A typical heavy truck tire with longitudinal grooves would have an average void depth 118 curve that contains portions extending from the tire tread 30 outer surface to beyond 60% of the full void depth. A twenty percent line 120 and a sixty percent line 122 are illustrated and denote the location in the thickness direction 16 in which twenty percent of the thickness direction 16 height of the tread 30 would otherwise be removed from the outer surface, and in which sixty percent of the thickness direction 16 height of the tread 30 would otherwise be removed from the outer surface. The full void depth 124 is the distance from the outer surface of the tread 30 to a curve that is transposed in the thickness direction 16 from the outer surface of tread 30 by a distance equal to the deepest point of the void of the tread 30. The twenty percent line 120 is twenty percent of the full void depth 124 down from the outer surface, and the sixty percent line 122 is sixty percent of the full void depth 124 down from the outer surface. In Fig. 11, the average void depth 118 is shown and the twenty and sixty percent lines 120, 122 are also present for reference. As shown, the tread 30 has four longitudinal grooves that extend around the entire circumference of the tread 30 in the longitudinal direction 12 and these four grooves are illustrated as the four greatest depressions, grooves in the average void depth 118. The average void depth 118 thus has portions that go past the twenty percent line 120 and that likewise go past the sixty percent line 122.

[0054] A heavy truck steer tire would have an average void depth 118 curve that greatly resembles the tire tread 30 and thus the longitudinal groove shapes. A typical heavy truck drive tire with longitudinal grooves and tread blocks would have an average void depth 118 curve similar to the steer tire example but with portions that are close to the tread 30 outer surface. This is because the tread blocks contain lateral grooves which increase the average depth around the tire. In some instances, a drive tire may have longitudinal grooves that have a wavy or zig-zag shape, thus some component in the lateral direction 14. Nevertheless the average void depth 118 curve will still have a portion or portions that extend beyond 60% of the full void depth 124.

[0055] Fig. 12 shows an average void depth 118 for a tread 30 that has angled grooves 18, 20 and ribs 22. A heavy truck tire 10 with the angled grooves 18, 20 and ribs 22 has an average void depth 118 curve that is relatively flat and does not extend more than 20% of the full void depth 124. As such, the full void depth 124 does not go past the twenty percent line 120. There is an exception to this rule in that if the tread 30 includes one or more compliance grooves 32, 116 then the average void depth 118 would extend past the twentyPatent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USpercent line 120. Further, the average void depth 118 outboard of the two compliance grooves 32, 116 to the shoulder edges 26, 28 in the lateral direction 14 could likewise extend past the twenty percent line 120 due to openings being present in the tread 30 at these locations. Compliance grooves 32, 116 are grooves that extend primarily in the longitudinal direction and function to decouple a shoulder block 24 of the tread 30 from an adjacent rib or other feature as discussed herein. Therefore, there may be compliance grooves 32, 116 on either side of the tread 30 to decouple the shoulder blocks 24 on either side of the tread 30. The compliance grooves 32, 116 do not count for purposes of the average void depth 118 going past the twenty percent line 120 and thus are ignored in Fig.12. As such, it is to be understood that as defined herein the average void depth 118 does not include compliance grooves 32, 116. The rest of the average void depth 118 as shown in Fig. 12 does not go past the twenty percent line 120.

[0056] While the present subject matter has been described in detail with respect to specific embodiments and methods thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and / or additions to the present subject matter as would be apparent.

Claims

Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294USCLAIMSWhat is claimed is:

1. A heavy truck tire, comprising:a first tread groove, wherein the tire has a longitudinal direction, a lateral direction, and a thickness direction, wherein the first tread groove is not oriented completely in the longitudinal direction so as to extend in both the longitudinal direction and the lateral direction;a second tread groove that is not oriented completely in the longitudinal direction so as to extend in both the longitudinal direction and the lateral direction;a rib located between the first tread groove and the second tread groove, wherein the rib is not oriented completely in the longitudinal direction so as to extend in both the longitudinal direction and the lateral direction;a shoulder block adjacent the rib and at a shoulder edge of tread of the tire; a compliance groove that is located between the shoulder block and the rib and is spaced from and free from engagement with the shoulder edge of the tread, wherein the compliance groove extends a greater amount in the longitudinal direction than in the lateral direction;a first working layer comprising first reinforcing elements that extend so as to be oriented at a first angle with a magnitude greater than or equal to 8 degrees relative to a lateral centerline of the tire;a second working layer comprising second reinforcing elements that extend so as to be oriented at a second angle with a magnitude greater than or equal to 8 degrees relative to the lateral centerline; anda circumferential reinforcement layer comprising circumferential reinforcement elements that extend so as to be oriented at a circumferential angle with a magnitude less than or equal to 2.5 degrees relative to the lateral centerline, wherein the circumferential reinforcement layer has a first terminal lateral end and a second terminal lateral end spaced therefrom in the lateral direction;wherein the compliance groove is located between the first terminal lateral end and the lateral centerline in the lateral direction.Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US2. The tire as set forth in claim 1, wherein the compliance groove has a compliance groove width, wherein the first tread groove has a first tread groove width, wherein the second tread groove has a second tread groove width;wherein the compliance groove width is less than the first tread groove width, and wherein the compliance groove width is less than the second tread groove width.

3. The tire as set forth in claim 2, wherein the compliance groove width is 4 millimeters or greater.

4. The tire as set forth in any one of claims 1-3, wherein the compliance groove extends altematingly inboard and outboard in the lateral direction upon extension in the longitudinal direction.

5. The tire as set forth in any one of claims 1-4, wherein the first tread groove engages the compliance groove and is open at the shoulder edge, and wherein the second tread groove engages the compliance groove and is open at the shoulder edge.

6. The tire as set forth in any one of claims 1-5, wherein the first tread groove has a first tread groove first segment and a first tread groove second segment, wherein the first tread groove first segment extends for a greater distance in the longitudinal direction than in the lateral direction, wherein the first tread groove second segment extends for a greater distance in the lateral direction than in the longitudinal direction, wherein the compliance groove engages the first tread groove second segment;wherein the second tread groove has a second tread groove first segment and a second tread groove second segment, wherein the second tread groove first segment extends for a greater distance in the longitudinal direction than in the lateral direction, wherein the second tread groove second segment extends for a greater distance in the lateral direction than in the longitudinal direction, wherein the compliance groove engages the second tread groove second segment.

7. The tire as set forth in any one of claims 1-6, wherein the circumferential reinforcement elements make up the entire circumferential reinforcement layer.Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US8. The tire as set forth in claim 7, wherein the circumferential reinforcement elements are made of a single piece that is wrapped multiple times about a central axis of the tire.

9. The tire as set forth in any one of claims 1-8, wherein the entire compliance groove is located between the first terminal end and the lateral centerline in the lateral direction.

10. The tire as set forth in any one of claims 1-9, wherein the first reinforcing elements make up the entire first working layer, wherein the second reinforcing elements make up the entire second working layer;wherein the shoulder edge is a first shoulder edge, and wherein the tread has a second shoulder edge, wherein the first angle is oriented so as to be towards the first shoulder edge, and wherein the second angle is oriented so as to be towards the second shoulder edge; andwherein the circumferential reinforcement layer is located between the first working layer and the second working layer in the thickness direction.

11. The tire as set forth in any one of claims 1-3, wherein the compliance groove does not extend in the lateral direction.

12. The tire as set forth in any one of claims 1-11, wherein the compliance groove extends in the thickness direction for less of a distance than does the extension of the first tread groove in the thickness direction, and wherein the compliance groove extends in the thickness direction for less of a distance than does the extension of the second tread groove in the thickness direction.

13. The tire as set forth in any one of claims 1-11, wherein the compliance groove, the first tread groove, and the second tread groove all extend the same amount of distance in the thickness direction.1Patent ApplicationInventor: Tyler SitesAttorney Docket No.: 2024PAT00294US14. The tread as set forth in any one of claims 1-13, wherein the tread has an average void depth that does not go past a twenty percent line, wherein the twenty percent line is twenty percent of a full void depth located from an outer surface of the tread, wherein the average void depth does not include compliance grooves.

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