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Refurbished Electric G&G GR15 M4 Raider Rifle FPS-450 Blowback Airsoft Gun
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5 Rating (3 Customer Reviews)
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This is a refurbished Airsoft gun. This Airsoft gun comes with a 45 day true warranty. We have a highly trained Airsoft technical staff repair and test these to make sure that they are in perfect working order. If you are looking to take your Airsoft game to the next level, then you need to take a look at G&G Airsoft Guns, introducing the Electric G&G GR15 M4 Raider Rifle Desert Tan Blowback Airsoft Gun! With a collapsible rear stock and an full metal construction this is sure to be a great addition to any soldiers Airsoft arsenal! It fires at 450 FPS and comes with a 450 round magazine giving you plenty of ammo, making sure you don't have to worry about reloading! This awesome AEG features G&G's realistic blowback technology that gives this firearm the most realistic look, feel and sound! The G&G GR15 M4 Raider features a collapsible rear stock that will allow you to customize the stock of this gun so you can control and stabilize it every time you pull the trigger back! A removable rear sight and the integrated rail system are just two of the many reasons this firearm is the perfect weapon for any style of battle! The firearm has a full metal construction design and ABS plastic body giving it the ultimate look and feel, while also making it perfect for the wear and tear of battle! The Electric G&G GR15 M4 Raider Rifle Desert Tan Blowback Airsoft Gun is ready to take the Airsoft world by storm, so hurry and get yours today! Battery And Charger Not Included.
- Electric Powered
- Full Metal Construction
- Collapsible Rear Stock
- Blowback Technology
- ABS Plastic Body
- Integrated Rail System
- Mock Flash Suppressor
- Adjustable Rear Sight
- Adjustable Hop Up
- Semi/Full Auto Firing Modes
- 450 Round Magazine
- Battery And Charger Not Included(8.4V-9.6V Crane Small Type)
- Electric G&G GR15 M4 Raider Rifle Desert Tan Blowback Airsoft Gun
- 450 Round Magazine
- 500 .20g Precision BBs
- FPS: 450 (With .12g BBs)
- Magazine Capacity: 450 RDs
- Size: 31.5 Inches (35.5 Inches With The Stock Extended)
Electric Airsoft Rifles use batteries as their power source and they shoot very fast. Some Electric Airsoft Rifles come with semi-automatic fire. That means that when you pull the trigger only 1 BB will come out at a time. Other Electric Airsoft Rifles come with full-automatic fire. This means that when you pull the trigger multiple BBs will come out at a time. The longer you hold the trigger down the more BBs come out. Check the description above to see which kind of gun this is and if it is right for you. Electric Airsoft Rifles don't require any pumping or cocking, just simply point and shoot. This is a High End Electric Airsoft Gun. Please only use .20 gram high quality BBs with this item in order to keep it in proper working order. Using anything else as ammunition for this gun will void the warranty and may cause it to jam. Also, to keep your Electric Airsoft Gun working properly, do not fire the gun when there are no BBs in it as it may cause damage to your gun. You must be 18 years of age or older to purchase this Airsoft gun.
For questions regarding this product please email our friendly customer service team.
Customer Reviews
Overall Raing: 5 out of 5 stars
Top Customer Reviews
By: David on April 4, 2012
I wish they would get this gun back in stock, i'd buy it in a heart beat!
By: M4a1 on March 3, 2012
ya its wind up
By: T&c Airsoft on January 1, 2012
sorry this isn't a review i just wanted to ask if the mag was wind up and hoping you guys at hobbytron or someone who has bought the gun to please answer thank you
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Our Upcoming Expos:
Sunday, April 30, 2017
Best Western Plus White Bear Country Inn 4940 Hwy 61 N. White Bear Lake, MN Vendors, Healers, and Readers have been announced. Check out the page to see who will be there. Lectures to come soon! |
Don't forget to check us out on social media! We post to Facebook with the most up-to-date information, especially as we near the event. If you aren't following us yet, head on over and follow us. Just click the Facebook icon below.

subset: commoncrawl


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DO you know who I am? Do you KNOW who I AM? I'll have your badge!
I suppose mayors have lost a lot of the power that they used to have. A shame, really.
Well, at least all you Torontonians can take comfort in the fact that you're providing the rest of us with a constant laugh riot.
He was not ticketed for public drunkenness, but only for jaywalking.
which, done sober, is a human right.
Mayors tend to have a bit less power when in a city on the other side of the country. If it had been Toronto, I'd expect that he would have jaycrawled in a tutu while singing reggae.
and by diet Coke I mean Crack.
Heck, he could probably smoke crack and stay in office in Toronto!
also, I expect that video exists, don't you?
I'm getting quite tired of these Rob Ford stories. Unless he kills someone at this point, let's put a news filter on our Canadian friend.
Cory, mi amor, you misspelled "laughable bumblefuck."
Aren't we at the point where we can drop the word "Allegedly" from any headline concerning Rob Ford?
There is a part of me that still feels sorry for him and a part that knows he's an ass, but an ass in trouble with serious problems. I guess I would be more fired up if I lived in Toronto.
No, not Cory. I love hearing from him.
Actually, this happened out in the 'burbs, not "Vancouver," exactly. Note that the linked story refers to the police involved as RCMP, not VPD.
In some conservative circles, this just makes him a hero.
Thanks for that visual...Hope you're proud of the nightmares you've generated. OMG
It isn't a human right as long as there are other viable options. The way the law is written should still be changed. Crossing the road when it doesn't pose a danger should be allowed and the penalty for jaywalking should be proportional to the danger. Crossing the road in a well lit place where you are easily seen and where no cars are coming should be fine. Crossing in the dark in a high traffic road (at the time) with a high speed limit should be an infraction.
it's amazing how far cops in the suburbs go out of their way to ticket jaywalkers, especially on completely empty roads, while downtown jaywalkers in droves cross the street through traffic right in front of cops.
It's strange Cory isn't more sensitive to this, given his belief that Toronto's current borders are the result of an illegitimate amalgamation and that the Metro Toronto should properly be thought of as a city of about 2.2 million people, with Toronto proper having only around 730,000 people.


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2001 Lopez de Heredia Bosconia Gran Reserva
Earthy and funky at first with eggshell and soil notes, this blossoms slowly with raspberry and wild strawberry tones accented with dried citron peel. Light and fresh in the mouth, this shows some nutty oak up front before laying down a pure, crisp mid-palate replete with crystal clear raspberry fruit. This is high acid without being acidic and displays rare elegance and finesse with its soft and rich yet bright mouthfeel. 93pts


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Lights - Konstsmide Lighting
Konstsmide 2m X 1.5m Warm White Indoor And Outdoor Static 100 LED Net Light
PLEASE NOTE:- A transformer is required for this set of lights. The product code for the compatible transformer is 190-17674
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Do you ever find yourself worried about what caused a loved one's cancer or perhaps your own and want to get to the bottom of whether it might have been physiological or derived from external environmental risks?
New research out this week has shown that 70 to 90 percent of cancers are caused by environmental factors in a frightening turnaround from research tabled earlier in 2015 that pointed to genetic factors.
A team of researchers from Stony Brook University, New York, led by Yusuf Hannun, MD, the Joel Strum Kenny Professor in Cancer Research and Director of the Stony Brook University Cancer Center, have found quantitative evidence proving that extrinsic risk factors, such as environmental exposures and behaviours weigh heavily on the development of a vast majority (approximately 70 to 90 percent) of cancers. The finding, reported in the December 16 online issue of Nature, in a paper titled "Substantial contribution of extrinsic risk factors to cancer development," may be important for strategising cancer prevention, research and public health.
Inspired by a January 2015 research paper in Science, which concluded that the majority of the variation in cancer risk among tissues is due to "bad luck," the Stony Brook team used the same data to assess what leads to the risk of developing cancer. And this team of scientists concluded the opposite – that most cancers are the result of external risk factors not because of internal or intrinsic factors of "bad luck".
The scientists undertaking the study developed four distinct approaches to assess cancer risk. With these four approaches, they discovered collectively and individually that most cancers are attributed largely to external risk factors, with only 10-to-30 percent attributed to random mutations, or intrinsic factors.
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Mike here-I'm more a believer in environmental risk than genetics, diesel exhaust is one of th most carcinogenic substances & I've operated heavy plant most of my working life, my mother died of lung cancer but never smoked nor would she even touch my fathers ashtrays. Father smoked all his life (died at 53) emphysema topped him. I stopped smoking (60 a day) at 49 yrs, 66 now still no signs, thankfully.
The fact that these two reports used the same data tells the real story. We all know you cant fight genetics – you are who and what you are based on your own inherited physical make-up, so of course the "bad luck" theory holds true. We all also know of the burgeoning growth in environmental risk factors – chemicals etc etc and the increased knowledge base in their cancer causing potential. The real story as I interpate it is that if you are geneticly prone to cancer (or something) you might get it (or you might not) – if you are exposed to external cancer causing agents you might get cancer (or you might not) and if you are geneticly prone as well as exposed to cancer causing agents, your chances of getting cancer are increased. That to me is the real story, its not as simple as one or the other.
My father always worried about dying of cancer. Instead he died at 56 of a heart attack which really could have been prevented had he gone to see a doctor. There is no doubt that there are cancers which can be attributed to our time spent in the sun as young ones with no protection whatsoever. My brother, 70 years of age, is starting to pay the price for that. My daughter's mother-in-law has lung cancer (never smoked a day in her life) which has metastasized and she was told in her case it was just bad luck.


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The Home Buying Road Map
First time home buyers and seasoned pros a like will appreciate this Home Buying Road Map to help navigate through the process. Simply create one using our Create system, brand it specifically from you, and either ship or print it at home. It's that easy!
There are two versions of this document. One uses the term "Under Contract" and the other uses "In Escrow" depending on your location. Scroll down to create the one you would like.
Choose printing option below for "In Escrow".
Choose printing option below for "Under Contract".
Click to view larger
Here is a copy of the text within both documents.
- Meet with a real estate professional: Discuss the type of home you're looking for, including style, price, and location.
- The Buyer's Advantage: As the home buyer, your agent's commission is paid by the seller of the home in almost all circumstances. This means your representation costs you nothing!
- Get Pre-Approved: You will need pay stubs, W2s, and bank statements. Knowing what you can afford is critical to a successful home shopping experience
- Search for Homes: The fun part! Your agent will schedule showings and help you find the perfect home.
- Advanced Search: Not all real estate websites are the same. Your real estate professional has tools and systems to ensure you see every available home that meets your criteria.
- Make an Offer: Your agent will prepare your offer based on the price and terms you choose.
- Negotiation and Contract: It may take a few tries to get it just right, but hang in there. You're on your way!
- The Contract: In most cases the contract provides you with a timeline to obtain financing as well as time to inspect the physical condition of the home. Your real estate professional will inform you of all your rights and responsibilities related to the contract.
- Under Contract or In Escrow: You and the seller have agreed to the price and terms. The home is effectively held for you until closing.
- Final Details: Perform due diligence, order the appraisal, conduct an inspection, and review terms with the lender.
- Preparing for Closing: You will be finalizing your loan, reviewing documents, and discussing the findings from the inspection. Your agent will manage this entire process for you.
- Closing: This is the transfer of funds and ownership. A title company or an attorney typically acts as an independent third party to facilitate the closing.


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Mistake. Delete!
Dear Solzhenitsof Have not heard from you for a long time. I have been back in the UK for over three months after finishing the job in the Middle East. Now will be leaving soon for Papua New Guinea. I trust you and the family are well. Best regards M.
MILADY, I'M A FAMOUUS FAMILY HEALTH PROF. DR; MD., PH.D BESIDES HAVING BEEN AT RELIGIOUS HEALING MELODIES* ESPECIALLY THOSE OF HEBREWS RELATED TO WHICH I HAVE STARTED SEVERAL THREADS OVER REPLIES. NOW THAT I'D LIKE NOT WRITING RELIGION YET MENTAL HEALTH BASED STORIES USING MY WELL KNOWN NAME: SOLZHENITSOF! * Shall you watch please: http://www.youtube.com/watch?v=JpE9A3pI1Og
Could you please send me a PM explaining why you would like to change your name?


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Morales: 'I'm close to getting in games'
TEMPE, Ariz. – Kendrys Morales can see the light at the end of a 21-month tunnel.
"I'm progressing pretty well," Morales said in Spanish Saturday morning before the Angels' 9-5 victory over the San Francisco Giants. "I'm close to getting in games. I'm thinking that (by the end of) next week or maybe a few days after next week we'll get going."
Morales has appeared tantalizingly close for a week or so. His running program has progressed to the point where he is running on the infield dirt, making turns at the bases but not touching the bases and pushing off. He will start doing that in the next day or two and still has to try sliding.
"I think now that we're close, it's easier for me," Morales said. "Last year, we thought we were close (to playing), but we were actually far. Now, I have no reason to worry. Everything feels good now.
"I'm recuperating up to now. I'm on a good pace. Every day, I feel better. Nothing gets swollen. I'm losing any bothersome things in my ankle and I'm confident I'll play this season."
If Morales is another 10 days away from getting into spring games, that would leave him only two weeks to get ready for Opening Day. He could multiply at-bats in that time by getting into camp games on the minor-league side of the Angels' complex. A minor-league injury-rehabilitation assignment to start the season also remains very much a possibility.
"He definitely needs to get re-acclimated to velocity (in games). How long is that going to take? We'll see," Angels manager Mike Scioscia said. "There will be stiffness and soreness in his body just from competing. Those are the issues Kendrys has to deal with, but we feel it's manageable.
"We're going to have plenty of time to slowly fold him in, let him rebound, play back-to-back games, get his at-bats. We have the whole minor-league side to get his work in."
Morales has done no defensive work all spring, the Angels looking to avoid any unnecessary risks in his recovery. The 28-year-old Cuban's immediate future is clearly as a full-time DH though Scioscia said he "anticipates" Morales playing at first base at some point this year.
"The demands on him if he's primarily a DH are going to be more manageable and that's where we're at right now," Scioscia said. "The way our club shakes out – we have a guy who's going to be playing first base for a long time (Albert Pujols).
"The plan is to get him running at full speed, rebounding the next day, playing in games and then slowly spoon-feeding him defense after he's shown, 'The ankle works. I'm out here playing.' ... What's important for Kendrys is his ability to swing the bat and run well enough to play the offensive game. We want to make sure that's in place first."
Morales gave no sign that he has any trepidation about testing his ankle in the final series of steps before returning to game action. His focus is to "keep getting the confidence I've been feeling up to now and feel good like I've been feeling up to now and just keep progressing."
Follow me on Twitter @billplunkettocr.
More from spring training:
- Superstar spring: Pujols' arrival reminiscent of another for the Angels
- 10 questions the Angels will try to answer in spring training
- More experienced Walden returns as Angels closer
- Izturis unsure of his future with the Angels
- Hunter thinks 2012 Angels give him 'my best shot' to win a ring
- Trout's fast track could be slowed by Angels' crowded outfield
- Pujols' approach to maintaining 'the Machine'
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- What can Weaver do to follow up his 2011 season?
- Wells counting on makeover to give him a do-over in 2012
- Do the Angels have another fast-rising prospect in their system?
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text: Graduate Degrees at Peirce Peirce's graduate degrees prepare students for a future in leadership. Our Master of Science in Organizational Leadership & Management program features a blend of coursework, research and leadership preparation that you'll find beneficial in any career. Our faculty members hold the academic credentials and the real-life experience needed to provide a high-quality, effective learning experience. Plus, our graduate studies hold true to our mission of serving the needs of adult learners seeking advancement through educational opportunities. At Peirce, you also have the option of taking online graduate degree courses. Graduate Studies at Peirce See All Quick Clips Graduate Degree Programs Organizational Leadership & Management Peirce offers a Master of Science in Organizational Leadership & Management degree program. The coursework will give you the skills and credentials you need to advance and take on leadership roles in your career. And since our graduate degree program classes are all available on campus and online, the program is flexible enough to fit seamlessly into your busy life. Healthcare Administration Peirce's Master's of Science in Healthcare Administration teaches the skills students need to advance and take on management positions and leadership roles in the healthcare industry. Designed in collaboration with Philadelphia's top health employers, our healthcare master's positions students to make critical decisions required of leaders and managers working in the field. Information for Prospective Graduate Students Graduate Admissions The application process is simple and straightforward. Review the requirements list and get started today with our on-campus and online graduate degrees! Graduate Students Financial Aid Need help funding your graduate degree education? Take a look at the types of financial aid options available for graduate students. Grad Scholars Undergraduates who want to save time and money by getting started on their graduate school courses before graduating, can do so through our Grad Scholars Program. Contact Us Have a question about our graduate degree program? We'll be happy to answer it for you. Just ask us! Request Information Apply Now


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THCV: The Next Diabetes Drug Is Being Made From Cannabis
Tetrahydrocannabivarin (THCV) is just one of over 60 chemicals found in cannabis, but its unique activity has led GW Pharmaceuticals to believe that THCV could be the future of diabetes therapy. On Friday, the company – who...
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Photo gallery
SpringHill Suites by Marriott Albany-Colonie
Get an overview of this hotel3-star hotel with free breakfast and indoor pool
Collect 200 Nectar points!
Simply enter your Nectar card number when you check out. Your points will be credited 35 days after you return from your trip.*Offers may apply
Situated in Albany, this hotel is within a 15-minute walk of Northway Mall and Colonie Center Mall. Albany Indoor Rockgym and Albany NanoTech Complex are also within 2 mi (3 km).
Hotel Features
This smoke-free hotel features an indoor pool, a 24-hour fitness center, and a 24-hour business center. Free buffet breakfast, free WiFi in public areas, and free self parking are also provided. Additionally, coffee/tea in a common area, a meeting room, and dry cleaning are onsite.
Room Amenities
All 119 rooms feature kitchenettes with refrigerators and microwaves, plus free WiFi, free wired Internet, and plasma TVs with cable channels. Guests will also find sofa beds, sitting areas, and premium bedding.
Information missing or incorrect? Tell us!Opens in a new windowSpringHill Suites by Marriott Albany-Colonie
Hotel Amenities
SpringHill Suites by Marriott Albany-Colonie features an indoor pool and a 24-hour fitness center. A computer station is located on site and high-speed wireless Internet access is complimentary. Business-related amenities at this 3-star property consist of a 24-hour business center and a meeting room. A complimentary breakfast is offered. Event facilities measure 330 square feet (31 square meters). This business-friendly hotel also offers gift shops/newsstands, coffee/tea in a common area, and complimentary newspapers in the lobby. Complimentary self parking is available on site.
SpringHill Suites by Marriott Albany-Colonie is a smoke-free property.
- 24-hour fitness facilities
- Free WiFi
- Conference space size (meters) - 31
- Conference space size (feet) - 330
- Number of buildings/towers - 1
- 24-hour front desk
- Free breakfast
- Coffee/tea in common areas
- Free newspapers in lobby
- Express check-out
- Fireplace in lobby
- Dry cleaning/laundry service
- Elevator/lift
- Gift shops or newsstand
- Computer station
- Grocery/convenience store
- Express check-in
- Laundry facilities
- One meeting room
- Number of floors - 4
- Total number of rooms - 119
- Safe-deposit box at front desk
- Year Built 2007
- 24-hour business center
- Free self parking
- Smoke-free property
- Indoor pool
- Television in common areas
- Free use of nearby fitness center
Family Friendly Amenities
- Family Hotel
- Indoor pool
- Free Wi-Fi
- Kitchenette
- Grocery/convenience store
- Laundry facilities
- Sofa bed
- Refrigerator
- Microwave
- Cribs/infant beds (complimentary)
Available in all rooms: Free WiFi , Free wired high-speed Internet
Available in some public areas: Free WiFi
Free self parking
Room Amenities
- Free cribs/infant beds
- Access via exterior corridors
- Air conditioning
- Blackout drapes/curtains
- Plasma TV
- Free bottled water
- In-room climate control (air conditioning)
- Coffee/tea maker
- Free weekday newspaper
- Free toiletries
- Desk
- Free local calls
- Hair dryer
- Daily housekeeping
- Hypo-allergenic bedding available
- Iron/ironing board
- Kitchenette
- Cable TV service
- Microwave
- In-room safe
- Premium bedding
- Refrigerator
- Separate sitting area
- Sofa bed
- Connecting/adjoining rooms available
- Free WiFi
- Free wired high-speed Internet
Where to Eat
Guests are offered a complimentary hot/cold buffet breakfast.
Nearby Things to Do
Recreational amenities at the hotel include an indoor pool and a 24-hour fitness center.
The recreational activities listed below are available either on site or nearby; fees may apply.
- Golfing nearby
- Hiking/biking trails nearby
If you have requests for specific accessibility needs, please note them at check-out when you book your room.
- Accessible bathroom
- Roll-in shower
- In-room accessibility
Hotel Policies
Check-in time starts at 3 PM
Check-out time is noon
Payment types
Children and extra beds
- Children are welcome.
- Free cribs (infant beds)!
- Pets not allowed
You need to know
Extra-person charges may apply and vary depending on property policy.
Government-issued photo identification and a credit card or cash deposit are required at check-in for incidental charges.
Special requests are subject to availability upon check-in and may incur additional charges. Special requests cannot be guaranteed.
No rollaway/extra beds available
Hotel Name
- SpringHill Suites Marriott Albany-Colonie
- SpringHill Suites Marriott Hotel Albany-Colonie
We should mention
The property has connecting/adjoining rooms, which are subject to availability and can be requested by contacting the property using the number on the booking confirmation.


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The Horse Forum
- Tack and Equipment Classifieds
- - Lots of tack for sale (saddle, boots, etc) plus stuff wanted
Lots of tack for sale (saddle, boots, etc) plus stuff wanted Crosby size 16 1/2 saddle, good condition. Really nice saddle. Cleaned after every ride and oiled on a regular basis. Selling for a friend. $550 obo (any reasonable offer will be considered so just ask) nylon/web surcingle. Never used still in bag- $10 size 6 1/2 ariat springbuck brown paddock boots. Used but in GREAT condition. Really nice boot, keeps really cool in the summer as it is well ventilated. I love them! But had to buy a new pair bigger as I grew out of them. PLENTY of use left- $40 obo ovation chestnut bridle. Used exclusively for showing and used only a handful of times. Cleaned well after every use. Sold my chestnut now riding a black horse. Would consider a trade for a nice darker show bridle for new horse- paid $120 asking $90 72inch weatherbeater jersey cooler denim, never even taken out of the package: $40obo Also have a nylon fleece lined girth i believe it is a size 44', I was told it was a 46 but in trying to put it on my horse it was too small. I put it up next to a real 46 and it was about 2 inches short. It is very lightly used and still in excellent condition- $15obo R.J. Classics Prestige show jacket size 6R. Light brown in color with highlights of chestnut color in it (hard to explain but it really complimented my chestnut). Brand new, only worn twice. Paid $350 asking $200obo Steel Gray Devon Aire pinstripe show jacket size 12. Not sure if its a kids size because it is pretty much the exact same size as my 6R $50obo want: brown or darker nice show bridle 50 leather girth with removeable sheepskin nice show breeches, perfer low waist size 26R schooling breeches, either 26 low waist or childs size large or extra large schooling tights saddle pads All reasonable offers or trades will be considered! Please ask! Also, if you have any of the items I want for sale please feel free to contact me! I have pictures of everything, please feel free to email for them http://wellington-wef.com/sm/Themes/...ify_inline.gif |
do you have a pictures of the nylon cyrcingle? Thanks |
I have a nice show bridle! http://www.horseforum.com/tack-equip...-bridle-25936/ |
All has been sold except the saddle and the two jackets |
Can I see the saddle please? |
1 Attachment(s) Let me try... |
1 Attachment(s) second pic |
^ Thanks alot! Do you know what the tree size is? I need something wideish lol. |
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Publication number | US5358022 A |
Publication type | Grant |
Application number | US 08/181,727 |
Publication date | Oct 25, 1994 |
Filing date | Jan 18, 1994 |
Priority date | Mar 8, 1991 |
Fee status | Paid |
Publication number | 08181727, 181727, US 5358022 A, US 5358022A, US-A-5358022, US5358022 A, US5358022A |
Inventors | William E. Glover, John S. Attinello, Samuel P. Landers |
Original Assignee | The Goodyear Tire & Rubber Company |
Export Citation | BiBTeX, EndNote, RefMan |
Patent Citations (33), Non-Patent Citations (14), Referenced by (25), Classifications (29), Legal Events (3) | |
External Links: USPTO, USPTO Assignment, Espacenet | |
This is a divisional of application Ser. No. 07/955,961, filed on Oct. 2, 1992, presently pending which is a continuation-in-part of application Ser. No. 07/666,811, filed Mar. 18, 1991.
The invention relates to pneumatic tires which have improved wet traction and handling characteristics as well as improved noise and irregular wear characteristics.
This application is related to copending application U.S. Ser. Nos. 07/666,816; 07/666,811; D667,100; 07/666,329; 07/666,327; and 07/666,328 incorporated herein by reference.
Hydroplaning of tires on wet pavement has long been a problem in the prior art. Hydroplaning is caused by a tire when running on wet pavement, because the tire pushes water in front of it as it advances, until the back pressure of the water is sufficient to lift the tire off the road. The pressure of the water is a function of the depth of the water and the speed of the tire. Various tire designs, adapted to channel water away from the tire, and thereby maintain rubber contact with the road, have been tried by the prior art to correct this problem. Although prior art rain tire designs have improved wet traction, it is a continuing goal in the art to further improve wet traction.
It is an object of the present invention to provide a pneumatic tire having improved wet traction while having good handling, improved noise and improved irregular wear characteristics.
Other objects of the invention will be apparent from the following description and claims.
"Aqua Channel" refers to an extra wide circumferential groove with angled (non parallel), rounded groove walls designed specifically to channel water out of the footprint contact patch of the tire.
"Aspect Ratio" of the tire means the ratio of its section height to its section width.
"Bead" means that part of the tire comprising an annular tensile member wrapped by ply cords and shaped, with or without other reinforcement elements such as flippers, chippers, apexes, toe guards and chafers, to fit the design rim.
"Contact Patch" refers, in footprints separated into two or more portions by wide void areas, to those portions of the footprint that maintain contact with the pavement.
"Carcass" means the tire structure apart from the belt structure, tread, undertread, and sidewall rubber over the plies, but including the beads.
"Crown" refers to the circumferentially outermost portion of the carcass substantially within the width limits of the tread.
"Design Cycle" is a mold manufacturing term that refers to the smallest fundamental unit of tire tread that contains all design features and is continually repeated around the tire with slightly varying lengths according to a specific pitching sequence.
"Design Cycle Pitch" is a mold manufacturing term that refers to the circumferential distance from the beginning boundary of a design cycle to its end and the beginning boundary of the next design cycle.
"Design Net-to-gross" refers to the undeflected tread as designed and molded and is the calculated ratio of the expected ground contacting surface area of the tread, excluding groove void area, to the total expected tread footprint area including the groove void area.
"Design rim" means a rim having a specified configuration and width.
"Directional tread" refers to a tread design which has a preferred direction of rotation in the forward direction of travel.
"Equatorial plane (EP)" means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread.
"Footprint" means the contact patch or area of contact of the tire tread with a flat surface at zero speed and under design load and pressure.
"Footprint Net-to-gross" refers to the actual footprint of a deflected tire and is the ratio of the ground contacting surface area of the tread to the total tread footprint area including the groove void area.
"Groove" means an elongated void area in a tread that may extend circumferentially or laterally about the tread in a straight, curved, or zig-zag manner. Grooves ordinarily remain open in the tire footprint. Circumferentially and laterally extending grooves sometimes have common portions and may be subclassified as "wide" or "narrow". Grooves may be of varying depths in a tire. If such narrow or wide grooves are of substantially reduced depth as compared to wide circumferential grooves which they interconnect, they are regarded as forming "tie bars" tending to maintain a rib-like character in the tread region involved.
"Logarithmic spiral" refers to a spiral that has a gradually expanding arc, as opposed to a substantially constant arc as in for example an Archemedic spiral (i.e. as seen in a phonograph record).
"Lugs" refer to discontinuous radial rows of tread rubber in direct contact with the road surface.
"Net-to-gross" refers to the ratio of the ground contacting surface of a tread to the total tread area.
"Normal load and inflation pressure" refers to the specific design inflation pressure and load assigned by the appropriate standards organization for the design rim and service condition for a tire of specific size. Examples of standards are the Tire and Rim Association Manual and the European Tire and Rim Technical Organization.
"Open angle" refers to a groove wall angle which causes the groove to be wider at the top as compared to its width at the tread base.
"Pitch" refers to the circumferential distance from one design feature in the tread pattern to the next similar design feature.
"Pitch boundary" refers to a substantially lateral line in the circumference of the tire that defines the beginning or end of the pitch. The pitch boundary may sometimes be defined by the center of a lateral groove. A pitch boundary "shift" refers to a circumferential displacement of the line.
"Pitch Tone" refers to a potentially objectionable sound in which the sound energy is concentrated into a narrow frequency band and is perceived essentially as a single frequency that clearly stands out from the surrounding background noise.
"Pneumatic tire" means a laminated mechanical device of generally toroidal shape (usually an open-torus) having beads and a tread and made of rubber, chemicals, fabric and steel or other materials. When mounted on the wheel of a motor vehicle, the tire through its tread provides traction and contains the fluid that sustains the vehicle load.
"Radial" and "radially" are used to mean directions radially toward or away from the axis of rotation of the tire.
"Rib" means a circumferentially extending strip of rubber on the tread which is defined by at least one circumferential "wide groove" and either a second such groove or a lateral edge of the tread, the strip of rubber being laterally undivided by full-depth narrow or wide grooves.
"Shoulder" refers to the upper portion of sidewall just below the tread edge.
"Sidewall" means that portion of a tire between the tread and the bead.
"Sipes" refer to small slots molded into ribs of a tire that subdivide the tread surface and improves traction characteristics. Sipes tend to close completely in a tire footprint.
"Slots" are elongated void areas formed by steel blades inserted into a cast or machined mold or tread ring. Slots ordinarily remain open in a tire footprint. In the appended drawings, slots are illustrated by single lines because they are so narrow.
"Tie-Bar" refers to an extra thickness of rubber at the bottom of a slot such that, in the locations where the extra rubber is present, the slot depth is less than the slot depth at all other locations. Tie-bars stabilize a lug by limiting the independent movement of two portions of a lug that are separated by slots, while traction properties that are inherent in the use of slots are provided.
"Tread" means a molded rubber component which, when bonded to a tire casing, includes that portion of the tire that comes into contact with the road when the tire is normally inflated and under normal load.
"Tread width" means the arc length of the road contacting tread surface in the axial direction, that is, in a plane parallel to the axis of rotation of the tire.
"Turn-up ply" refers to an end of a carcass ply that wraps around one bead only.
A pneumatic tire, for use on paved surfaces and having an aspect ratio of 0.35 to 0.80, comprising a pair of annular beads, carcass plies wrapped around the beads, a tread disposed over the carcass plies in a crown area of the tire and sidewalls disposed between the tread and the beads is provided. The tread of the tire is directional and has a footprint net-to-gross ratio of 50% to 70% and at least one annular aqua channel having the cross section of a curvate-U and having a width of about 10 to 22% of total treadwidth based on a footprint of the tire. The aqua channel has a depth of about 78 to 100% of total tread depth. The tread has lateral grooves which comprise at least a portion of an S-shape wherein a lateral groove has a leading end initiating within the annular aqua channel and a trailing end terminating in a shoulder area of the tire. The lateral groove intersects circumferential grooves between the aqua channel and the shoulder, and intersections of circumferential grooves and lateral grooves define lugs. The lugs are traversed by slots which contain tie bars which stabilize the lug while having the traction properties associated with slots. The tread depth is about 0.76 to 1 cm (0.30 to 0.42 in) and the ratio of tire bar thickness to tread depth is 0.32 to 0.46.
The lugs have an open leading edge groove wall angle of 3° to 8° and a trailing edge wall angle of 0° to 2°.
In a preferred embodiment, the circumferential grooves are discontinuous and the lugs are connected laterally by bridges of rubber.
Also preferred is an embodiment where the slots change direction in the lug and the tie bars are located at points where the direction of the slot changes.
The leading and trailing edges of the lugs may be radiused to improve irregular wear and noise properties.
In the illustrated embodiment, the slot changes direction in each lug twice such that one circumferential edge (42) of a lug has a trailing portion which is much wider than its concurrent leading portion, and another circumferential edge (43) has a leading portion much wider than a concurrent trailing portion. The widest part of each circumferential edge is substantially bisected by a notch (44) which substantially parallels a portion of a slot (17) in the same lug and is substantially aligned with a slot (17) in an adjacent lug.
The aqua channel and the lateral grooves provide a means for expelling large volumes of water from the tire footprint contact patch. When the annular grooves are not continuous (when the lugs are connected by bridges), the tires have excellent groove wander characteristics as well as improved irregular wear and noise properties. The leading edge open angle of 3° and 8° also improves noise and wear properties while the trailing edge open angle of 0° to 2° provides good braking traction. It is believed that a boundary shift between the two tread portions provides additional improved noise characteristics by orienting the two sides of the tread design to be out of phase.
FIG. 1 is a perspective view of one embodiment of a tire of the invention.
FIG. 2 is a perspective view of a second embodiment of a tire of the invention.
FIG. 3 illustrates a cross section of the tire.
FIG. 4 illustrates a lug of the tire.
FIG. 4A illustrates an alternative lug of the tire.
FIG. 5 illustrates a third embodiment of the tire.
FIG. 6 illustrates a portion of the tread pattern of the tire showing the curved pitch.
FIG. 7 illustrates a footprint produced by the tire illustrated in FIG. 2.
FIG. 8 illustrates an alternative embodiment which has two aquachannels.
With reference now to FIG. 1, tire 10a has a tread portion 11 which is divided into two parts, 11a, 11b by aqua channel 12. Curved lateral grooves 14 initiate in aqua channel 12 and take an uninterrupted arcuate path to shoulder 20. Circumferential grooves 16 intersect lateral grooves 14 forming lugs 18.
When driving on wet roads, the presence of the lateral grooves in the aqua channel substantially facilitates the flow of water from the aqua channel into the lateral grooves and out of the footprint of the tire through the shoulder. The curvature of the lateral grooves is such that the center or initial portion 14a of a lateral groove is in the leading edge of the footprint initiating the flow of water before the rest of the lateral groove enters the footprint. As the main portion of the lateral groove 14 enters the footprint water, in lateral groove 14 is expelled through the shoulder area with great force. This, together with the aqua channel, help prevent water back pressure from building up in front of the tire, and helps maintain rubber contact between the tire and the pavement.
The tread of the tire of the invention is directional since, if the tire is mounted such that the center portion 14a of the lateral groove enters the footprint last, water would be channeled toward, instead of away from the aqua-channel 12.
In the illustrated embodiments, the tread has a designed total net-to-gross ratio of 45% to 70%, preferably 45% to 60%. In the part of the tread that touches the road (the contact patch) (i.e. excluding the aqua channel), the tread has a net-to-gross ratio of about 60% to 90%, preferably 68% to 80% and in the illustrated embodiments about 73%. In the illustrated embodiment the overall design net-to-gross ratio is about 55%. It is believed that the high traction properties of the tire, even when the overall net to gross is very low, is partially attributable to the fact that there is a large amount of rubber in contact with the road in the portions of the tire that contact the road.
The design width of aqua channel 12 may comprise about 15-30% of the total tread width based on the tire design. In the illustrated embodiment, the design width of the aqua channel is about 25% of the overall tread width.
In a tire footprint under design load and pressure, with width of the aqua channel is 10%-22%, preferably about 15%, and the overall footprint net to gross is about 50% to 70%, preferably about 55 to 65%. In the illustrated embodiment the footprint net to gross is about 60%. In the contact patch, the part of the tire that touches the road (the footprint excluding the aqua channel), the net-to-gross is about 60%-80% preferably 65% to 75%. In the illustrated embodiment the contact patch net-to-gross is about 70%.
The depth of the aqua channel may comprise 78% to 100%, preferably 82% to 92% of the total tread depth (about 0.91 cm (0.36 in)). By total tread depth it is meant the distance from the tread base to the land area of a lug. In the illustrated embodiment the aqua channel depth is about 83% of the total tread depth or about 0.13 cm (0.05 in) less than the total depth. This depth has been chosen since it insures that the aqua channel will be present throughout the tread life of the tire since the tread wear indicators have a thickness of 0.16 cm (0.06 in).
With reference now to FIG. 2 in an alternative embodiment of the tire 10b of the invention, aqua channel 12 divides tread area 11 into two parts 11c, 11d which each have an S-shaped lateral groove 14c. For convenience in defining the various embodiments, as used herein, S-shaped includes the shape of an S and its mirror image. Also, curved lateral groove 14 (FIG. 1) can be said to be a portion of an S-shape (about 1/2 of an S).
It should be noted that the lugs 18a adjacent to aqua channel 12 are contoured into the aqua channel, forming a part of the aqua channel such that the aqua channel has a curvate U shape (having a rounded bottom and curved sides) substantially as shown in FIG. 3, and that the lateral grooves 14 initiate well into the aqua channel and have approximately the same depth as the aqua channel.
The curvate U (rounded) shape of the channel provides for smooth flow of water into the channel and out of the footprint of the tire and for improved lateral traction in the tire.
Those skilled in the art recognize that flow around circumferential grooves that have sharp sidewalls is turbulent and the flow at any portion of the circumferential groove is dependent on whether a lateral groove is near that portion of the groove.
Also, the curvature of the walls of the curvate U of the channel is similar to the curvature of the shoulder of the tire and in effect, provides a second shoulder for gripping the road and providing improved lateral control and handling properties.
As best illustrated in FIGS. 1, 2 and 6, lugs 18 comprise a leading portion 37 and a trailing portion 39 which are separated laterally by slot 17. Slot 17 changes direction in each lug at least twice so that in one circumferential edge 42 each lug has a trailing portion which is much wider than its concurrent leading portion (about 1.5 to 2.5 times as wide), and in the other circumferential edge 43 of the lug, the leading portion is much wider (about 1.5 to 2.5 times as wide) than the trailing portion. Tie bars 38 are located at each change in direction of slot 17. It is believed that this configuration provides a stable yet flexible lug both circumferentially and laterally.
In the illustrated embodiment, slots 17 are about 0.79 cm (0.31 in) deep (measured from the surface of the tread) and tie bars 38 are about 0.53 cm (0.21 in) deep.
In general, it is believed that a tire according to the invention may have a ratio of tie bar thickness/tread thickness of 0.35 to 0.46, preferably 0.42, and a tie bar thickness/channel rubber thickness of 2.7 to 3.3, preferably 3.
In addition, the widest part of each circumferential edge is substantially bisected by a notch 44 which substantially parallels slot 17 in that portion of the lug and is substantially aligned with the slot 17 in the adjacent lug. This arrangement divides the circumferential edges of the lug into three parts and divides the lug, through its central portion on an angle (having a circumferential vector and a lateral vector), into two parts.
The tire of the invention may be made to utilize a β pitch sequence, an RPAH sequence, or any other pitching that is found to be acceptable for a given road surface or purpose.
Pitching as it relates to tires, is well characterized by the prior art as illustrated by U.S. Pat. No. 4,474,223 to Landers and references cited therein.
In the illustrated embodiments each nominal rib of the tire has 61-64 lugs that are divided into random pitch arrangements which contain small, medium, and large pitches. The ratio of the length of a small pitch to the length of a medium pitch is about 1.1 to 1.23, and the ratio of the length of a small pitch to the length of a large pitch is about 1.2 to 1.53, depending on the size of the tire. In the illustrated embodiment, a small pitch represents a length of about 22.6 mm, a medium pitch is about 29.1 mm and a large pitch is about 40.1 mm. Because of the curvature of lateral grooves 14, the pitch boundary is curved.
In the embodiment of tire 10b, tread portions 11c and 11d are skewed. By skewed, it is meant there is a pitch boundary shift between tread portion 11c and tread portion 11d. Because of the pitch boundary shift, the lugs in the two portions of the tire enter into the footprint at different times reducing the amplitudes of the various sound frequencies generated by the tire during its rotation. It is believed that skewing shifts the phase angles of the sound waves generated by the two portions of the tire reducing tire noise by destructive interference and reduction in the amplitudes of the various frequencies at given instants in time. The pitch boundary shift may be, approximately, a 1/2 small pitch or a small pitch shift, a 1/2 medium pitch or a medium pitch shift, a 1/2 large pitch or a large pitch shift.
In the illustrated embodiment, a 1/2 medium pitch shift is preferred.
In tire 10b, lateral groove 14 is intersected by circumferential grooves 16a which are discontinuous, interrupted by bridges 19. For brevity of description, the term grooves embraces both the discontinuous grooves of tire 10b and the continuous grooves of tire 10a.
In the embodiment of tire 10b, lugs or lug segments 18b between pairs of lateral grooves 14a may be characterized as a single element or block since lug segments 18b are connected to each other by bridges 19. Thus, bridge 19 connects the leading portion 37 of one lug with the trailing portion 39 of an adjacent lug, and tie bars 38 provide a connection between the different parts of the lugs such that the tie bars 38 and bridges 19 together provide a continuous block element from the shoulder to the center of the tire.
In the illustrated embodiment, the bridges have a width that comprises about 10% to 20%, preferably 14% to 17% of the width of the block elements to which they are attached
In the prior art, it has been shown that long lateral lugs are particularly prone to irregular wear, presumably because of the distortion of the lug and the resulting squirm when part of a lug is in a footprint and part of the lug is outside the footprint. In the lug configuration of tire 10b, although bridges 19 tie the lugs 18 together into one continuous block, providing lateral stability to the tire, the small amount of rubber employed in bridges 19, and slots 17, allow the lugs limited independent movement, as the block element enters the footprint, reducing the amount of squirm and consequent irregular wear. The lateral stability attributed to the bridges provides good handling and cornering properties.
Bridges 19 also substantially eliminate groove wander since they prevent the circumferential grooves 16a from locking into longitudinal road grooves.
Bridges 19 also maintain the width of grooves 16a in the footprint, assuring the widest possible flow path for the longitudinal grooves. Tie bars 38 cause each set of lugs between a pair of lateral grooves to act together, stiffening the tread and reducing relative strain of individual lugs.
For the same reasons that a rubber band hums when it is stretched and relaxed, it is believed that at least some tire noise is caused by the acceleration of the lugs when the lug is released from a footprint and the lug is restored from distortion. Since lugs 18 are tied together and support one another, it is believed that the amount of distortion of the lugs is minimized and that the acceleration of the lug coming out of the footprint is damped, in both cases reducing the noise of the tire.
The S-shape of the lateral groove extends the lateral groove deep into the shoulder area 20a and causes lateral groove 14c to curve into shoulder 20a at an angle. The curvature of the groove at the shoulder reduces the contact impact of the lugs at the shoulder area as the lug enters the footprint, because of a transitional entering of the lug into the footprint, thereby further reducing energy of impact, distortion, and the noise of the tire.
The S-shaped lateral grooves, and their directional orientation also aid the rolling resistance and braking properties of the tire. When moving in the forward direction, the transitional shape of the lugs and their relationship to one another cause the lugs to move in concert, similar to the stroking of a feather with the grain. On braking, however, the lugs try to separate and spread out, having the same effect as stroking a feather against the grain.
With reference now to FIG. 3, the carcass of the tire may comprise at least one high turn up ply 27 and at least one low turn up ply 29 to improve the stiffness of tire sidewall 22.
With reference now to FIG. 4, in a preferred embodiment lug 18 may be shaped to have a leading edge groove wall 24 having an open angle of 3° to 8°, preferably about 5°, and a trailing edge groove wall 26 having an open angle of 0° to 2°, preferably about 1°. Accordingly, the lugs have a trapezoidal shape having a base corresponding to the tread base 32 and a top corresponding to the land area 34 of the lug. The large open angle on the leading edge is believed to improve irregular wear properties because the angle of impact of the lug into the footprint is reduced. The open angle also has a buttressing effect on the lug, stabilizing the leading edge and increasing its stiffness. Increased stiffness and a lower angle of impact reduces the amount of energy absorbed by the lug as it enters the footprint, limiting the distortion of the lug, and reducing squirm. Reduced squirm reduces irregular wear.
Also, the wider groove area at the top of the groove may enhance the flow of water out of the footprint.
The smaller angled trailing edge is believed no help maintain braking traction. The smaller angle provides a sharper element edge which keeps water from flowing under the element.
In the illustrated embodiment, because of manufacturing considerations, the trailing groove wall has an angle of 0°.
In addition, to help noise properties, and to enhance irregular wear properties, leading edge 28 and trailing edge 30 may be rounded or radiused. In the illustrated embodiment, a radius of 0.15 cm (0.06 in) to 0.25 cm (0.10 in), preferably 0.020 cm (0.08 in) is used. The rounding of the edges is also believed to reduce the effects of squirming by allowing the lug to roll or rotate into the footprint.
It has been discovered that rounding the edges of the lugs also improves the grind appearance of the tire.
FIG. 4A illustrates an alternative embodiment of lug 18A which has a sharp trailing edge 30a. A sharper trailing edge is believed to be advantageous in those applications where enhanced braking traction is desired.
With reference now to FIG. 5, an embodiment of the tire 10c of the invention is illustrated in which aqua channel 12 is not centered. Depending on specific road conditions and vehicle suspension geometry, it is believed that aqua channel 12 may be located within 10% of the treadwith from the tire shoulder on either side of the tire.
With reference again to FIG. 3, a cross section of the tire illustrates that the depth of aqua channel 12 may be less than 100% of the tread depth. In general, it is believed that the aqua channel functions as desired when its depth is 78% to 100% of the total tread depth. Since the lateral grooves 14 initiate in the aqua channel, and lugs 18a are contoured into the aqua channel, as global treadwear occurs and the depth and width of the aqua channel is reduced, additional rubber from the contoured lugs begins to make contact with the road, and additional lengths of lateral lugs make contact with the road, partially offsetting lost properties attributable to treadwater. As a result, it is believed that the beneficial properties of the tire of the invention are retained substantially over the life of the tire.
The contour of the tread, as best illustrated in FIG. 3 is an approximation to a portion of a logarithmic spiral from the equatorial plane of the tire to its shoulder. The ratio of the radius at the shoulder to the radius at the centerline is 0.28 to 0.48, preferably about 0.38. It is believed that this contour of the tread causes a more even distribution of weight in the footprint of the tire which theoretically improves traction and wear properties.
With reference now to FIG. 6, it can be seen that the curved later groove 14 causes a natural pitch shift or boundary shift between each lug 18 in the tire. That is, the lugs are not lined up laterally. Since lugs 18 are slightly shifted relative to one another, the lugs enter the footprint during rotation of the tire at different times, and since it is believed that the entry and exit of a lug from the footprint is the primary cause of tire noise, it is believed that noise is dispersed.
It can also be seen that the curvature of the lateral grooves corresponds to a curvature in the shape of the leading and trailing edges of lugs 18. Accordingly, when a lug 18 enters a footprint as a tire rotates, a relatively small edge or point 40 enters the footprint first, leading the way for the larger land area of the center of the lug. It is believed that the shape of the lug further reduces noise and irregular wear because the lug is erased or pried into the footprint by the small leading edge. The curved leading edges 28 of the lugs reduce or spread out the contact impact of the lug by its transistional loading.
It is believed that the noise of the tire can be further reduced by using a tread compound that undergoes a small amount of distortion or is slow to react or rebound either because of its stiffness or because of its relatively high hysteresis, which also reduces acceleration of a lug as it comes out of the footprint. Preferably, such a tread compound will retain good traction properties.
A preferred tread compound used in the tire is an SIBR rubber of the type described in copending U.S. patent application Ser. Nos. 07/363,811, filed Jun. 9, 1989 and 07/213,019 filed Jun. 29, 1998, now U.S. Pat. No. 5,053,433, issued Sep. 10, 1991, incorporated herein by reference.
With reference now to FIG. 7, a footprint of the tire illustrated in FIG. 2 shows an overall oval shape. The footprint comprises two base to base trapezoidally shaped contact patches. There is no collapse in the leading and trailing parts of the footprint as is typical of many prior art tires having a wide center groove. Those skilled in the art will recognize that trapezoidal shaped footprint patches that approach the shape of a rectangle may also be desirable and the invention is not limited by the embodiment shown.
It is generally believed in the art that a footprint with an oval shape (i.e. the center of the tire is prominent in the footprint) has better rolling resistance properties than a tire having a rectangle shape (although more center wear may be expected), and conversely, a tire that has a footprint in which the shoulders are prominent has better traction and handling properties (although more shoulder wear may be expected).
It has been found that the base-to-base trapezoidal shape of the contact patches provides a footprint which pushes water aside, as the tire moves forward, in much the same manner as the bow of a boat moves through the water, thus partially preventing the build up of back pressure by the water. Also, because the center of the tire is prominent, and the lateral grooves are swept back from the center of the tire, this assures that water enters the lateral grooves first near the center of the tire, and as the tire continues through the footprint, this forces the motion of the water toward the shoulder. The water that is not pushed aside, or is not pumped out of the tire through the lateral grooves, is accommodated by the aqua channel. Since, under most conditions, all water is accounted for, water cannot build up under the tire and rubber contact with the road is maintained.
In an alternative embodiment, as illustrated in FIG. 8, the tire 10d may be provided with two aquachannels 52,54. Two aquachannels have the advantages that the tire can be used under even more severe wet conditions without hydroplaning since a larger volume of water can be accommodated; they distribute the water channeling capability of the tire over a wider area of the tire; they stabilize the tire by dividing the water channeling void area into two portions away from the center of the tire, instead of having one large void area in the center of the tire; and provide an additional two "shoulders" for lateral traction.
A tire with two aquachannels can be constructed as described above with reference to the other described embodiments.
It is preferred that the total width of the two aquachannels be 1 to 1.5 times the width of the aquachannel illustrated in FIGS. 1-6.
In the illustrated embodiment, where a continuous rib 56 is provided in the center of the tire, the rib causes an even smoother ride, and helps prevent center wear around the aquachannel walls.
In the illustrated embodiment, rib 56 has a width equivalent to 0.5 to 1.5 times the aquachannel depth. The rib can be siped, grooved or may be continuous.
Since the carcass and belt of the tire are conventional and are the same as those used in Eagle GT+4 Tires and comprise 2 polyester carcass plies and 2 steel belts, it is believed that the stability of the footprint, despite the wide aqua-channel, is due in part to lateral stability provided by the curved grooves in the tread. The shape of the tread lugs causes each lug to interact with a large number of radial carcass cords (each lug covers 11/2 to 21/2 times as many radial reinforcement cords as a non-curved lug of comparable width, and contact force is spread over a large area) and in the tread design where bridges 19 are used, bridges 19 further enhance the lateral stability.
Surprisingly, it has been found that when the tires of the invention are mounted backwards (i.e. with the tread design directionally opposite to the direction which provides optimum wet traction), superior performance in snow is achieved. It is believed that superior traction in snow is obtained for the same reasons that superior wet braking is achieved, i.e. the low trailing groove wall angle and the curved tread design give the tire superior biting properties.
The invention is further illustrated with reference to the following examples.
This example compares wet and dry slide properties of a tire of the invention (A) and a similar tire made without an aqua channel (B) to a commercially available rain tire (Uniroyal Tigerpaw™) as a control. The results are normalized to control equal 100.
__________________________________________________________________________RESULTS WET 20 WET 40 WET 60 DRY 40CONST PEAK SLIDE PEAK SLIDE PEAK SLIDE PEAK SLIDE__________________________________________________________________________CONTROL 100 100 100 100 100 100 100 100A 124+ 123+ 132+ 111+ 125+ 101= 106+ 111+B 113+ 112+ 123+ 97- 119+ 78- 105+ 107+__________________________________________________________________________ Note: +means better than the control within a 95% confidence level =means equal to the control within a 95% confidence level -means worse than the control within a 95% confidence level
All tests were made on an asphalt surface. The results under the heading Wet 20 indicates the normalized length of the slide when full braking was initiated at 44 kph (20 mph) on a wet asphalt surface. The headings of the other tests are similarly descriptive.
For wet traction, the aqua channel appears to have a significant effect. The average peak and slide ratings were 11 to 12% higher with the aqua channel than without. The aqua channel appears to have little effect on dry traction.
The aqua channel used in this test was the narrower, shallower design illustrated in FIG. 1. The lateral and annular grooves had the configuration illustrated in FIG. 2.
This example illustrates a snow handling test. This test measures the "g"s encountered during acceleration, deceleration (on braking), and cornering. Measurements were made using instruments or were calculated from the data obtained. The control is an Invicta GS tire, #2 is a tire of the invention made using an SIBR terpolymer tread compound, #3 is a tire of the invention made using the same tread rubber as the control which was mounted backwards, #4 is the same tire as #3 mounted in the intended direction, and #5 is a Michelin XA4 tire. All tires were size P205/70R14.
A difference of 0.02 is the detectable limit of the test. Higher numbers show better results. The data indicates that, for these parameters, the tire of the invention is at least equivalent to all season tires now in use.
The same tires were evaluated subjectively in a packed snow handling test with the following results:
______________________________________SUBJECTIVE PACKED SNOW HANDLINGAMBIENT TEMP: 0-6 DATE: 1-30-91 DRIVER: NEALESURFACE TEMP: 5-9 CONTROL #2 #3 #4 #5______________________________________ACCEL: TRACTION 5 5 5 4.5 4.5ACCEL: YAW 5 5 4.5 5 4STABILITY 7.95 7.92 8.06 8.41 8.34ACCEL: 0-50 MTIME-SECONDS 7.94STANDARD DEV. 5 5 4.5 4.5 4.5BRAKE: TRACTIONLAT. TRACTION 5 5 5 4 5FRONTLAT. TRACTION 5 5 5.5 4 5.5REAR______________________________________ Control . . . Good straight line, slow front response then rear slide Set 2 Similar to Control Set 3 Initial turnin good, little rear slide, good balance. Set 4 Followed ruts, slow to turnin, then rear slide less grip. Set 5 Mich . . . Good lat grip, good overall balance, good turn in.
In the subjective packed snow handling, the driver rated the performance of each tire subjectively. Higher numbers in the subjective ratings indicate better results.
In a different size (as compared to Example 2), the "g" measurements and subjective snow handling tests were repeated comparing an Arriva tire as a control (size P185/70R13), (#2) Corsa GT as a second control, (#3) the tire of the invention, and (#4) a Michelin XA4. As in example 2, "g"s were measured, and the driver provided his subjective conclusions.
______________________________________ CONTROL #2 #3 #4______________________________________ACCELERATION .17 .15 .14 .13DECELERATION .42 .39 .40 .39CORNERING .29 .30 .25 .27______________________________________ General Test Details: 1. Wheels 5 × 13 2. 29 psi inflation 3. Vehicle: Corolla
The acceleration, deceleration and cornering data, as measured by the instruments, seems to indicate that, except that Arriva was measurably better than the Michelin XA4, the four tires had comparable properties.
The subjective rating given by the driver is tabulated below, along with the driver's comments.
______________________________________SUBJECTIVE PACKED SNOW HANDLING - T74AMBIENT TEMP: 18-20 DATE: 1-27-91 DRIVER: NEALESURFACE TEMP: 16-18 CONTROL #2 #3 #4______________________________________ACCEL: TRACTION 5 4.5 4 4ACCEL: YAW 5 4 4.5 4STABILITYACCEL: 0-50 M 7.78 8.47 8.78 8.83TIME-SECONDS 7.78BRAKE: TRACTION 5 5 5 5LAT. TRACTION FRONT 5 4.5 4 4.5LAT. TRACTION REAR 5 4.5 4 4.5______________________________________ Control . . . Good balance, slt o.s. Set 2 Push, then rear slide, followed ruts Set 3 Less lat grip, straight line down slightly but didn't follow ruts a badly as Set #2 Set 4 Like Control but less grip, poor on following ruts
In the subjective ratings, the higher numbers indicate the best results.
The Arriva had a good balance between straight line and lateral grip. The Corsa GT, while generating good lateral readings on the G-Analyst, understeered for the first third of the turn, then proceeded to oversteer around the rest of the turn. The tire of the invention just lacked lateral grip and usually finished the turn in a four wheel slide. The Michelin also had a good balance of traction, just at a lower limit than the Arriva.
Tires of the invention, along with a set of Invicta GS controls and Michelin XA4 tires, were tested for wet handling.
In the test, an Invicta GS was used as a control, a tire of the invention made without bridges between lugs was set #2, a tire of the invention made using bridges laterally between lugs was set #3, and a Michelin XA4 was set #4.
______________________________________WET HANDLING - FRONT WHEEL & 4 WHEEL DRIVEDRIVER: STOLL CONTROL #2 #3 #4______________________________________AVG LAP TIME 57.93 56.64 56.37 58.62S.D. .19 .08 .03 .14CIRCLE LAT Gs .669 .690 .700 .642S.D. .003 .004 .003 .001STRAIGHT LINE 5 5.5 5.5 4.5HYDROPLANINGLATERAL 5 5.5 5.5 4.5HYDROPLANINGSTEERING 5 5.5 6 4.5RESPONSEOVERSTEER 5 5 5.5 4.5OFF THROTTLE 5 5 5.5 4.5OVERSTEERTRACTION 5 5 5.5 4TRANSITIONLATERAL GRIP 5 6 5.5 4.5BRAKING 5 7 6.5 5.5TRACTIONACCELERATION 5 6 5.5 4.5TRACTION______________________________________ General Test Details 1. Wheels 5.5 × 14JJ stamped steel 2. Inflation: 35 psi, F&R 3. Load: Driver 4. Vehicle Characteristics: Stock, aligned to OE specs
Set 1. (Control) Lots of off-throttle oversteer. Car gets real squirrely in transients. Poor F/R balance in braking--lots of rear bias. Also, lots of understeer while powering out of corners.
Set 2. Braking grip is phenomenal compared to last set . . . quantum-leap improvement. Tires have more stopping power than car has brakes. Also, very good grip in cornering and acceleration. Tires feel like they have much better road contact.
Set 3. Most precise steering of all sets. Very good braking. Excellent controllability in transients, minimal O/S, good acc. grip in powering out of corners, good cornering grip.
Set 4. Tires are just slippery all over. Not predictable or smooth. Car pushes a lot under power, but rear gets real loose in transients off-throttle. Not great braking . . . only marginally better than controls.
Sets 2 and 3 were the best overall. Set 2 had braking, cornering, and acceleration grip that was far superior to the controls; it was also better than any of the sets as well. Set 3 had wet grip that was nearly equal to that of set 2, and was actually superior to set 2 for oversteer parameters. Set 3 also had a steering feel that was more precise and responsive than any other set. Further, set 3 was the fastest set tested, on both the 60.96 m (200 ft) circle as well as the handling course itself. It was a very easy set to drive fast in the wet.
While specific embodiments of the invention have been illustrated and described, it will be recognized by those skilled in the art that the invention may be variously modified and practiced without departing from the spirit of the invention. The invention is limited only by the following claims.
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US4913208 * | Jan 21, 1988 | Apr 3, 1990 | The Goodyear Tire & Rubber Company | Pneumatic radial-ply tire having block pattern tread |
US4953604 * | May 25, 1989 | Sep 4, 1990 | The Goodyear Tire & Rubber Company | Tread for a unidirectional pneumatic tire |
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Reference | ||
1 | "Tire Materials & Construction", Automotive Engineering, Oct. 1992, pp. 23-28. | |
2 | * | Abstract of JP 63 260306, Apr. 10, 1990. |
3 | Abstract of JP 63-260306, Apr. 10, 1990. | |
4 | * | Auto Parts Guide, Oct. 1991. |
5 | * | Automotive Engineering, May 1990. |
6 | * | Continental Product Brochure, Sep. 1991. |
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8 | * | Hannoversche Allegeine Zeitung Car Brochure, p. 38, no date. |
9 | * | Modern Tire Dealer 1988. |
10 | * | Smithers Scientific Services, Inc., random footprints 1985 1989. |
11 | Smithers Scientific Services, Inc., random footprints 1985-1989. | |
12 | * | Society of Automotive Engineers, Inc. (article), National Automobile Engineering Meeting May 22 26, 1972. |
13 | Society of Automotive Engineers, Inc. (article), National Automobile Engineering Meeting May 22-26, 1972. | |
14 | * | Tire Materials & Construction , Automotive Engineering, Oct. 1992, pp. 23 28. |
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U.S. Classification | 152/209.22, 152/DIG.3, 152/209.26, 152/209.28, 152/209.24 |
International Classification | B60C11/00, B60C11/11, B60C11/03, B60C11/04, B60C11/12 |
Cooperative Classification | B60C2011/0388, Y10S152/03, B60C11/1369, B60C11/0302, B60C11/033, B60C2011/1213, B60C11/0316, B60C11/12, B60C11/0304, B60C11/0318, B60C11/0309, B60C11/0306 |
European Classification | B60C11/03J4, B60C11/03H, B60C11/03H2, B60C11/03K, B60C11/13F, B60C11/03D, B60C11/12 |
Date | Code | Event | Description |
Jan 2, 1998 | FPAY | Fee payment | Year of fee payment: 4 |
Mar 11, 2002 | FPAY | Fee payment | Year of fee payment: 8 |
Feb 6, 2006 | FPAY | Fee payment | Year of fee payment: 12 |


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Difference between revisions of "Golborne, Lancashire Genealogy"
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Revision as of 05:26, 18 August 2013
England Lancashire Lancashire Parishes
Chapelry History
Golborne St Thomas was created a district chapelry in 1850 and lay within the boundaries of Lowton, Lancashire Ecclesiastical Parish.
GOLBORNE, a township, in the parish of Lowton, union of Leigh, hundred of West Derby, S. division of Lancashire, 2 miles north by northeast from Newton-in-Makerfield. By a private act passed in 1845 to amend a private act in 1841, it is provided that if a church be built in Golborne, the place is to become a separate parish and rectory.
The Independents have a place of worship.[1]—See Lowton.
Civil Registration
Birth, marriages and deaths were kept by the government, from July 1837 to the present day. The civil registration article tells more about these records. There are several Internet sites with name lists or indexes. A popular site is FreeBMD.
Online index of Lancashire Births, Marriages and Deaths Lancashire BMD
Lancashire Online Parish Clerks
An extremely useful resource for research in Lancashire Parishes http://www.lan-opc.org.uk/
Church records
Online Records
Golborne Parish was created a parish in the year 1845 by an act of Parliament, and prior to that year was united with Winwick St Oswald Parish. Winwick St Oswald Parish held parochial jurisdiction over at least 8 chapelries and townships which were then created parishes under the same act. These eight chapelries included: Ashton in Makerfield Holy Trinity, Ashton St Thomas, Croft with Southworth, Golborne, Lowton St Luke, Newton-in-Makerfield Emmanuel, Newton St Peter, and Newchurch in Culcheth.
Online Records
Church of England
Golborne chapelry's registers of christenings, marriages and burials, along with those of the ancient parish of Lowton to which it is attached, have been mostly transcribed and are displayed online at the following web sites and ranges of years:
AC = Ancestry.co.uk (£) | |||||
FMP = FindMyPast.co.uk (£) | |||||
FREG = FreeReg | |||||
FS = FamilySearch.org | |||||
LBMD = LancashireBMD.org.uk | |||||
LOPC = Lancashire Online Parish Clerk |
GOLBORNE ST THOMAS Chapelry (1849) Indexes | |||
Baptisms | Marriages | Burials | |
FS | 1854-1872 | None | None |
LBMD | None | 1849-1950 | None |
LOWTON ST LUKE PARISH (1835) Indexes (ancient parish containing GOLBORNE Chapelry) | |||
Baptisms | Marriages | Burials | |
FS | 1845-1886 | None | None |
LOPC | 1835-1886 | None |
1769-1812, 1835-1886 |
For a full list of all those chapels surrounding Golborne and comprising the whole ancient parish of Lowton to which it was attached, be certain to see "Church Records" on the LOWTON PARISH page.
Original Records
Bishop's transcripts for Golborne and Lowton Microfilm of original records at the Lancashire Record Office, Preston.
The following microfilm for Golborne is available through the Family History Library, Salt Lake City, UT, USA and its 4,600 satellite FamilySearch Centres worldwide:
Content |
Film |
Baptisms and burials 1854-1872 (Golborne); baptisms and burials 1845-1886 (Lowton). |
FHL BRITISH Film 1469067 Item 2 |
Census records
Census records from 1841 to 1911 are available online. For access, see England Census Records and Indexes Online. Census records from 1841 to 1891 are also available on film through a Family History Center or at the Family History Library. The first film number is 306910.
Poor Law Unions
Leigh, Lancashire Poor Law Union
Probate records
Records of wills, administrations, inventories, indexes, etc. were filed by the court with jurisdiction over this parish. Go to Lancashire Probate Records to find the name of the court having primary jurisdiction. Scroll down in the article to the section Court Jurisdictions by Parish.
Maps and Gazetteers
Maps are a visual look at the locations in England. Gazetteers contain brief summaries about a place.
Web sites
This section requires expansion with: any relevant sites that aren't mentioned above.. |
- ↑ A Topographical Dictionary of England by Samuel Lewis (1848), pp. 312-315. URL: http://www.british-history.ac.uk/report.aspx?compid=50984 Adapted. Date accessed: 01 July 2010.