CN216942535U - High-trafficability low-noise tire - Google Patents
High-trafficability low-noise tire Download PDFInfo
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- CN216942535U CN216942535U CN202220664894.4U CN202220664894U CN216942535U CN 216942535 U CN216942535 U CN 216942535U CN 202220664894 U CN202220664894 U CN 202220664894U CN 216942535 U CN216942535 U CN 216942535U
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
The utility model relates to the technical field of tires, in particular to a high-trafficability low-noise tire, which comprises: the first circumferential main groove, the second circumferential main groove, the transverse main groove and the transverse auxiliary groove; the circumferential main grooves are continuously and angularly bent and extended along the circumferential direction of the tire, and the two circumferential main grooves are centrosymmetric with respect to the point of the center line of the driving surface; the transverse main grooves are continuously bent and extend in an angle shape along the width direction of the tire groove and are communicated with the circumferential main grooves, the transverse main grooves are non-uniformly distributed along the circumferential direction of the tire, and the circumferential distance between every two adjacent transverse main grooves is 70-140 mm; the transverse auxiliary grooves continuously extend to the tire side from the circumferential main grooves in an angle bending mode and are arranged between two adjacent transverse main grooves; a shuttle-shaped pattern block is formed between the circumferential main groove and two adjacent transverse main grooves; the fusiform pattern block is provided with a first branch groove and a second branch groove which extend in a crossed mode, the branch grooves are continuously bent and extend in an angle shape to divide the fusiform pattern block into centrosymmetric patterns, the first branch groove is communicated with the circumferential main groove, and the second branch groove is communicated with the transverse main groove. Has both high passing performance and low noise.
Description
Technical Field
The utility model relates to the technical field of tires, in particular to a high-trafficability low-noise tire.
Background
With the rise of the off-road motion of the vehicle, the off-road performance of the vehicle becomes a vehicle purchasing measure index after the safety and the driving comfort, and the off-road performance and the driving comfort are in great connection with tires.
The conventional all-terrain tire generates less noise during running, but is easily covered by foreign matters, or tire pattern grooves are easily filled by mud, stone, sand and the like, so that the contact area between the tire and the road surface is suddenly reduced to lose the proper ground gripping capability, the safety and the controllability of the vehicle are greatly reduced, the vehicle cannot normally run on rough and rugged mountainous areas and non-paved roads, and the trafficability is low. The existing special off-road tire can provide strong ground holding force for a vehicle to run on a non-paved road surface, but the strong ground holding force can generate high noise when acting on the paved road surface, so that the running comfort is reduced. Therefore, the conventional all-terrain tire or off-road tire cannot realize high trafficability and low noise at the same time.
SUMMERY OF THE UTILITY MODEL
The utility model provides a high-trafficability low-noise tire, which is used for solving the technical problem that the tire in the prior art cannot have both high trafficability and low noise.
The utility model provides a high-passing low-noise tire, which comprises:
the first circumferential main groove, the second circumferential main groove, the transverse main groove and the transverse auxiliary groove;
the circumferential main groove extends along the tire circumferential direction continuously and angularly in a curved manner, and the first circumferential main groove and the second circumferential main groove are symmetrical with respect to the center point of the center line of the driving surface;
the transverse main grooves are continuously bent and extend in an angle shape along the tire direction and are communicated with the circumferential main grooves, the transverse main grooves are non-uniformly distributed along the tire circumferential direction, and the circumferential distance between every two adjacent transverse main grooves is 70-140 mm; the transverse auxiliary grooves continuously extend to the tire side from the circumferential main grooves in an angular bending mode and are arranged between two adjacent transverse main grooves;
a shuttle-shaped pattern block is formed between the circumferential main groove and the two adjacent transverse main grooves;
the shuttle-shaped pattern block is provided with a first branch groove and a second branch groove which extend in a crossed mode, the branch grooves are continuously bent and extend in an angle shape to divide the shuttle-shaped pattern block into centrosymmetric patterns, the first branch groove is communicated with the circumferential main groove, and the second branch groove is communicated with the transverse main groove.
In a first possible structure, the first groove walls of the circumferential main groove, the transverse main groove and the transverse auxiliary groove are inclined outward;
the range of the inclination angle of the first groove wall is 98-115 degrees;
the second groove walls of the first branch groove and the second branch groove incline outwards;
the inclination angle of the second groove wall ranges from 95 degrees to 97 degrees.
In a second possible implementation of the structure, the shoulder blocks are formed between the transverse main grooves and the transverse auxiliary grooves;
the tire shoulder pattern blocks are alternately provided with tooth-shaped patterns and first conical bulges.
In a third possible implementation configuration, the circumferential main groove, the transverse main groove and the transverse auxiliary groove are provided with marble strips;
the height of the marble strip is 10 to 40 percent of the depth of the groove;
the width of the marble strip is 10-50% of the groove width.
The first branch groove and the second branch groove are provided with tooth-shaped reinforcing ribs.
In a fifth possible structure, the lateral main groove is provided with second tapered protrusions at both ends.
In a sixth possible implementation structure, the method further includes:
protective patterns arranged on the tire side;
the protective pattern includes first and second protrusions arranged alternately.
In a seventh possible implementation configuration, the shuttle block and the shoulder block are provided with a steel sheet.
In an eighth possible structure, the circumferential main groove includes two angular bends with a bending angle of 20 ° to 30 ° at a pitch;
the transverse main slot between the first circumferential main slot and the second circumferential main slot comprises two angular bends;
the first slot comprises angular bends with four bending angles of 30-60 degrees;
the second branch groove comprises two angular bends with bending angles of 30-60 degrees.
In a ninth possible structure, the circumferential main groove, the lateral main groove, and the lateral auxiliary groove have equal groove widths and groove depths;
the width of the circumferential main groove is 11-15 mm, and the depth of the circumferential main groove is 10-16 mm;
the distance between the first circumferential main groove and the second circumferential main groove is 50-70% of the width of the driving surface;
the transverse main groove extends from one side sidewall to the other side sidewall;
the bending angle of the transverse main groove at the tire shoulder is 20-40 degrees;
the circumferential distance between the two ends of the transverse main groove is 30-100 mm;
the groove width of the branch groove is 45-55% of the groove width of the circumferential main groove, and the groove depth is 75-85% of the groove depth of the circumferential main groove;
the intersection included angle of the first branch groove and the second branch groove is 70-110 degrees.
According to the technical scheme, the utility model has the following advantages:
the tire pattern structure provided by the utility model comprises a first circumferential main groove, a second circumferential main groove, a transverse main groove and a transverse auxiliary groove; the circumferential main groove continuously extends in a bending way along the circumferential direction of the tire, and the first circumferential main groove and the second circumferential main groove are symmetrical about the center of a point of the center line of the driving surface; the transverse main grooves are continuously bent and extend in an angle shape along the tire direction and are communicated with the circumferential main grooves, the transverse main grooves are non-uniformly distributed along the tire circumferential direction, and the circumferential distance between every two adjacent transverse main grooves is 70-140 mm; the transverse auxiliary grooves continuously extend to the tire side from the circumferential main grooves in an angle bending mode and are arranged between two adjacent transverse main grooves; a shuttle-shaped pattern block is formed between the circumferential main groove and two adjacent transverse main grooves; the fusiform pattern block is provided with a first branch groove and a second branch groove which extend in a crossed mode, the branch grooves are continuously bent and extend in an angle shape to divide the fusiform pattern block into centrosymmetric patterns, the first branch groove is communicated with the circumferential main groove, and the second branch groove is communicated with the transverse main groove. The tire driving surface is divided in width through the two circumferential main grooves, the tire driving surface is divided in circumferential direction through the plurality of transverse main grooves, due to the fact that the number of the circumferential main grooves is small, and the interval between the transverse main grooves is large, shuttle-shaped pattern blocks with large friction areas are formed, strong ground holding force is formed, and the grooves with small number reduce the probability that foreign matters are embedded into the tire, the probability that the friction areas suddenly drop due to the fact that the tire is supported in the foreign matter embedded grooves is reduced, the stability of the ground holding force is improved, the tire can pass through various road surfaces through the stable and strong ground holding force, and the tire has high trafficability; the first branch groove and the second branch groove of rethread cross extension optimize the entrance angle when fusiformis decorative pattern piece and ground contact, make air, water and mud can follow a groove and pass through fast, simultaneously, guide the noise to different directions, make the peak and trough of length audio frequency optimize the stack, the noise reduction has had high trafficability characteristic and low noise promptly concurrently.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without inventive labor.
FIG. 1 is a schematic plan view of a high throughput, low noise tire according to an embodiment of the present invention;
wherein: 10-first circumferential main groove, 11-second circumferential main groove, 12-transverse main groove, 13-transverse auxiliary groove, 14-first branch groove, 15-second branch groove, 16-shuttle-shaped pattern block, 17-shoulder pattern block, 18-tooth pattern, 19-first conical protrusion, 20-second conical protrusion, 21-marble strip, 22-tooth-shaped reinforcing rib, 23-protective pattern, 23.1-first protrusion, 23.2-second protrusion, 24-steel sheet and 25-driving surface.
Detailed Description
The embodiment of the utility model provides a high-trafficability low-noise tire, which is used for solving the technical problem that the tire in the prior art cannot have both high trafficability and low noise.
In order to make the objects, features and advantages of the present invention more apparent and understandable, the embodiments of the present invention will be described in detail and completely with reference to the accompanying drawings, and it is to be understood that the embodiments described below are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the embodiments of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the embodiments of the present application and simplifying the description, but do not indicate or imply that the referred devices or elements must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the embodiments of the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present application, it should be noted that the terms "mounted," "connected," and "connected" are used broadly and are defined as, for example, a fixed connection, an exchangeable connection, an integrated connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection through an intermediate medium, and a communication between two elements, unless otherwise explicitly stated or limited. Specific meanings of the above terms in the embodiments of the present application can be understood as specific cases by those of ordinary skill in the art.
The conventional all-terrain tire generates less noise during running, but is easily covered by foreign matters, or tire pattern grooves are easily filled by mud, stone, sand and the like, so that the contact area between the tire and the road surface is suddenly reduced to lose the proper ground gripping capability, the safety and the controllability of the vehicle are greatly reduced, the vehicle cannot normally run on rough and rugged mountainous areas and non-paved roads, and the trafficability is low. The existing special off-road tire can provide strong ground holding force for a vehicle to run on a non-paved road surface, but the strong ground holding force can generate high noise when acting on the paved road surface, so that the running comfort is reduced. Therefore, the conventional all-terrain tire or off-road tire cannot realize high trafficability and low noise at the same time.
Referring to fig. 1, the present invention provides a high-trafficability low-noise tire, including:
a first circumferential main groove 10, a second circumferential main groove 11, a transverse main groove 12 and a transverse auxiliary groove 13; the circumferential main groove extends continuously and angularly in the tire circumferential direction, and the first circumferential main groove 10 and the second circumferential main groove 11 are symmetrical with respect to the center line of the running surface 25; the transverse main grooves 12 are continuously bent and extend in an angle shape along the width direction of the tire and are communicated with the circumferential main grooves, the transverse main grooves 12 are non-uniformly distributed along the circumferential direction of the tire, and the circumferential distance between every two adjacent transverse main grooves 12 is 70-140 mm; the transverse auxiliary grooves 13 extend to the side wall from the circumferential main grooves in a continuous angle bending mode and are arranged between two adjacent transverse main grooves 12; a shuttle-shaped pattern block 16 is formed between the circumferential main groove and two adjacent transverse main grooves 12; the shuttle-shaped pattern block 16 is provided with a first branch groove 14 and a second branch groove 15 which extend in a crossed manner, the branch grooves are continuously bent and extend in an angle shape to divide the shuttle-shaped pattern block 16 into a centrosymmetric pattern, the first branch groove 14 is communicated with the circumferential main groove, and the second branch groove 15 is communicated with the transverse main groove 12.
It should be noted that: the running surface 25 is a theoretical tire tread which is in contact with the ground when the tire rolls on the flat ground; for convenience of explanation and understanding, the following will be explained based on a flat developed tire, in which the center line of the running surface 25 in a flat developed state is defined as an X axis, the edge line of the running surface 25 near the inner side of the tire is defined as an X1 axis, the edge line of the running surface 25 near the outer side of the tire is defined as an X2 axis, a straight line perpendicular to the center line of the running surface 25 is defined as a Y axis, and the intersection line of the inner shoulder and the inner sidewall is defined as an X3 axis, and the intersection line of the outer shoulder and the outer sidewall is defined as an X4 axis.
Angular bending, i.e. the groove section before bending forms an angle with the groove section after bending, rather than forming an arc. And defining the size of an included angle formed by a straight line in the extending direction and the X axis or the Y axis as a bending angle. The bending angles of the circumferential main groove, the transverse main groove 12 and the transverse auxiliary groove 13 which are bent in an angular shape each time are in the range of (0 degrees and 90 degrees).
The groove depth and the groove width of the circumferential main groove are equal everywhere, and the specific groove shape is not limited and can be a rectangular groove; the main groove of circumference is along tire circumference continuous bending extension promptly the projection of two arbitrary consecutive groove sections of main groove of circumference on the Y axle extends along opposite direction, and this two projections of linking up the groove section on the X axle end to end, does not produce the overlap, if: the circumferential main grooves extend for a first length along a first direction inclined to an X1 axis, then extend for a second length along a second direction inclined to an X2 axis, then extend for a third length along a third direction inclined to an X1 axis, and the steps are repeated until the circumferential main grooves are communicated end to end; the first circumferential main groove 10 and the second circumferential main groove 11 are symmetrical with respect to a point of the center line of the running surface 25, that is, the first circumferential main groove 10 and the second circumferential main groove 11 are respectively arranged on both sides of the X axis, and the extending directions of the corresponding groove sections of the first circumferential main groove 10 and the second circumferential main groove 11 are parallel to each other, the extending lengths are equal, and the distances from the extending start point to the X axis are equal.
The transverse main grooves 12 continuously extend in an angular bending manner along the width direction of the tire, namely projections of any two connected groove sections of the transverse main grooves 12 on an X axis extend along the opposite direction, and the projections of the two connected groove sections on a Y axis are connected end to end without overlapping; the transverse main grooves are non-uniformly distributed along the circumferential direction of the tire, namely a plurality of transverse main grooves 12 are distributed side by side at different intervals in the X-axis direction, the plurality of transverse main grooves 12 penetrate through the circumferential main grooves to divide the circumferential main grooves at different scales, and the transverse main grooves 12 extend from the X3 axis to the X4 axis and are sequentially communicated with the first circumferential main grooves 10 and the second circumferential main grooves 11 in an intersecting manner. The specific value of the distance between the transverse main grooves is determined through finite element simulation.
The continuous angular bending extension of the transverse auxiliary grooves 13 is the same as that of the transverse main grooves 12, the transverse auxiliary grooves 13 extend from the first circumferential main groove 10 to the axis X3 or from the second circumferential main groove 11 to the axis X4, and two transverse auxiliary grooves 13 are arranged between two adjacent transverse main grooves 12, wherein one transverse auxiliary groove extends from the first circumferential main groove 10 to the axis X3, and the other transverse auxiliary groove extends from the second circumferential main groove 11 to the axis X4.
The shuttle block 16, i.e., the block having a larger middle and smaller ends, has end surfaces near the X1 axis and near the X2 axis as the ends of the shuttle block 16. In order to form the shuttle shape, the overall direction of the transverse main slot 12 is inclined, namely, the projection of the two ends of the transverse main slot 12 on the X axis has a certain distance.
Since the adjacent lateral main grooves 12, and the first circumferential main groove 10 and the second circumferential main groove 11 are both symmetrical about the point of the center line of the running surface 25, it is necessary to ensure that the first branch groove 14 and the second branch groove 15 intersect on the X axis, and that the branch groove on the X1 axis side and the branch groove on the X2 axis side are also symmetrical about the point of the X axis. That is, the center of symmetry of the circumferential main groove, the center of symmetry of the lateral main groove 12, and the center of symmetry of the branch grooves coincide within the same pitch. The same pitch is the region between two adjacent transverse main grooves 12.
The beneficial effects of this embodiment:
the tire driving surface is divided in width through the two circumferential main grooves, the tire driving surface is divided in circumferential direction through the plurality of transverse main grooves, due to the fact that the number of the circumferential main grooves is small, and the interval between the transverse main grooves is large, shuttle-shaped pattern blocks with large friction areas are formed, strong ground holding force is formed, the grooves with small number reduce the probability that foreign matters are embedded into the tire, the probability that the friction areas suddenly drop due to the fact that the tire is supported in the foreign matter embedding grooves is reduced, the stability of the ground holding force is improved, the tire can pass through various road surfaces through the stable and strong ground holding force, and the tire has high trafficability; the first branch groove and the second branch groove of rethread cross extension optimize the entrance angle when fusiformis decorative pattern piece and ground contact, make air, water and mud etc. can follow a groove and pass through fast, simultaneously, guide the noise to the equidirectional guide, make the peak and trough of length audio frequency optimize the stack, the noise reduction has had high trafficability characteristic and low noise promptly concurrently.
And secondly, the transverse main grooves are arranged non-uniformly, so that audio frequencies with different frequencies are generated to offset each other, and the noise is reduced.
The tread blocks at two ends of the transverse main groove are divided through the transverse auxiliary groove to form shoulder tread blocks with large areas, so that when the tire is prevented from being trapped, the tire shoulders can rub with a road body, the grip force is provided to offset the newly increased resistance, the tire is prevented from normally advancing, and the high permeability of the tire is improved.
Continuous angular bending of the circumferential main groove, the transverse auxiliary groove and the branch grooves ensures that pattern blocks formed by dividing the grooves have enough rigidity, can avoid pattern collapse and change of friction area, improves stability of tire ground holding force, and improves durability of the tire.
The tire is evenly divided into a plurality of pitches through the transverse main groove, the pitch length and the pitch arrangement are optimized by utilizing a finite element simulation technology, and the wave crests and the wave troughs of the long and short audio frequencies are optimized and superposed, so that the noise is reduced, and the comfort is improved.
Specifically, in order to improve the self-cleaning capability of the tire for discharging foreign matters such as silt, stones and the like, the first groove walls of the circumferential main groove, the transverse main groove 12 and the transverse auxiliary groove 13 are arranged to be inclined outwards, namely the circumferential main groove, the transverse main groove 12 and the transverse auxiliary groove 13 are trapezoidal grooves; the inclination angle of the first groove wall is 98-115 degrees; meanwhile, the second groove walls of the first branch groove 14 and the second branch groove 15 are arranged to be inclined outwards, namely the branch grooves are also trapezoidal grooves; the inclination angle of the second groove wall is 95-97 degrees, and the inclination angle of the groove wall refers to the size of an included angle formed between the groove bottom surface and the groove wall. The inclination angles of the first groove wall and the second groove wall are both larger than 90 degrees, so the groove walls are all inclined planes, thus the clamping capacity of the grooves to foreign matters is reduced, the foreign matters can not stay in the grooves, and the self-cleaning capacity of the tire is improved. Meanwhile, the probability of sudden drop of the friction area caused by the fact that the foreign matters are embedded into the groove is reduced, and the stability of the ground grabbing force is improved.
Specifically, in order to ensure that the tire provides sufficient traction on soft or snowy roads, a lug pattern 18 and a first tapered protrusion 19 are alternately provided on the shoulder blocks 17 formed by dividing the main lateral grooves 12 and the auxiliary lateral grooves 13, i.e., one of two adjacent shoulder patterns is provided with the lug pattern 18 and the other is provided with the first tapered protrusion 19. Thus, when the tire sinks, the tooth-shaped pattern 18 and the first conical bulges 19 rub with the road body to offset the newly increased resistance, so that the normal running of the vehicle is ensured, and the passing performance of the tire is further improved. In the present embodiment, a rib 18 and a first tapered protrusion 19 are provided at a position of the shoulder block 17 near the X3 axis and the X4 axis, wherein the rib 18 is formed by dividing the shoulder block 17 by a plurality of grooves perpendicular to the X3 axis or the X4 axis, and the first tapered protrusion 19 is a triangular cone.
Preferably, two ends of the transverse main groove 12 are provided with second conical protrusions 20, the second conical protrusions 20 and the first conical protrusions 19 are on the same level, and the second conical protrusions 20 are triangular cones smaller than the first conical protrusions 19. In this way, the friction between the tire and the road body is increased by the friction between the first tapered protrusion 19, the second tapered protrusion 20 and the tooth pattern 18 which are alternated and the road body, thereby increasing the traction force.
Specifically, in order to further improve the self-cleaning capability of the tire, marble strips 21 are arranged in the first circumferential main groove 10, the second circumferential main groove 11, the transverse main groove 12 and the transverse auxiliary groove 13; the height of the marble strip 21 is 10 to 40 percent of the depth of the groove; the width of the marble strip 21 is 10-50% of the groove width. The foreign matter in the usable self elasticity that resets of bullet stone strip 21 pops out the groove, reduces the injury of foreign matter to the tire, increases the thickness of tank bottom portion simultaneously, improves the puncture-proof ability of tire, ensures the tire at the throughput capacity on rough, rugged special road surface. In the present embodiment, a plurality of marble strips 21 are provided in each of the circumferential main groove, the lateral main groove 12, and the lateral sub-groove 13, and the extending direction of the marble strips 21 is the same as the extending direction of the grooves.
Specifically, the first branch groove 14 and the second branch groove 15 are provided with tooth-shaped reinforcing ribs 22. Can strengthen the tensile property and the anti tear performance of fusiformis decorative pattern piece 16 through setting up profile of tooth strengthening rib 22, and profile of tooth strengthening rib 22 possesses certain elasticity, can pop out the foreign matter in the supporting groove, can improve the self-cleaning ability of tire, and simultaneously, the setting of profile of tooth strengthening rib 22 has increased the thickness of tank bottom portion, has promoted the puncture-proof ability of tire, ensures the ability of passing through of tire in rough, rugged characteristic road surface. In an embodiment, a set of symmetrical tooth-shaped reinforcing ribs is arranged in the first branch groove.
Specifically, in order to protect the sidewall from being damaged by foreign matter, a protective pattern 23 is provided on the sidewall; the protective pattern 23 comprises first protrusions 23.1 and second protrusions 23.2 arranged alternately. Can protect the side wall with the rubber of enough thickness through setting up protection decorative pattern 23, simultaneously, protection decorative pattern 23 can provide extra land fertility of grabbing when the degree of depth is sunken in takes place for the tire, improves the ability of passing under extreme road conditions of tire, and protection decorative pattern 23 can carry out individualized customization according to the user's demand in addition to let the tire outward appearance accord with user's aesthetic standard. In this embodiment, two kinds of protrusions are alternately provided on the inner sidewall, and the other two kinds of protrusions are alternately provided on the outer sidewall.
Specifically, in order to improve the tire running comfort, steel pieces 24 are provided in the shuttle blocks 16 and the shoulder blocks 17. The steel sheet 24 divides the large-area pattern block, so that the rigidity of the pattern block is reduced, and the comfort is improved.
In the embodiment, the groove width of the circumferential main groove is 11-15 mm, and by arranging the large groove width, the threshold for embedding foreign matters is improved, the probability of embedding the foreign matters is reduced, and therefore the stability of the ground holding force is improved; the groove depth of the circumferential main groove is 10-16 mm; the groove widths and the groove depths of the transverse main groove 12, the first circumferential main groove 10, the second circumferential main groove 11 and the transverse auxiliary groove 13 between the X1 axis and the X2 axis are equal, the groove widths of the transverse main groove 12 from the X3 axis to the X1 axis are gradually reduced to be equal to the groove widths of the circumferential main grooves due to the fact that the second conical protrusion 20 is arranged on the transverse main groove 12, the groove depths of the transverse main groove are equal to the groove depths of the circumferential main grooves, and the groove widths of the transverse main groove 12 from the X4 axis to the X1 axis are the same; the distance between the first circumferential main groove 10 and the second circumferential main groove 11 is 50-70% of the width of the running surface 25; the transverse main grooves 12 extend from one sidewall to the other; the bending angle of the transverse main groove 12 at the tire shoulder is 30 degrees; the circumferential distance between the two ends of the transverse main groove 12 is 30-100 mm, namely the projection interval of the two ends of the transverse main groove 12 on the X axis is 30-100 mm; the circumferential distance between the adjacent transverse main grooves 12 is 70-140 mm, namely the X-axis length between the adjacent transverse main grooves 12 is 70-140 mm, and the optimal value is 106.7 mm; the pattern saturation of the tire is 53% -58%; the groove width of the branch groove is 45-55% of that of the circumferential main groove; the groove depth of the branch groove is 75-85% of that of the circumferential main groove; the size of an intersection included angle formed by the intersection groove sections of the first branch grooves 14 and the second branch grooves 15 is 70-110 degrees; the circumferential main groove in one pitch comprises two angular bends with the bending angle of 20-30 degrees; the transverse main groove 12 between the first circumferential main groove 10 and the second circumferential main groove 11 comprises two angular bends; the first branch groove 14 includes four angular bends having a bend angle of 30 to 60 degrees; the second branch groove 15 includes two angular bends having a bend angle of 30 to 60 degrees. In the present embodiment, the first branch grooves 14 and the second branch grooves 15 divide the shuttle-shaped blocks formed by dividing the first circumferential main groove 10, the second circumferential main groove 11, and the adjacent two lateral main grooves 12 into 4 irregular blocks.
The above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A high-throughput, low-noise tire, comprising:
the first circumferential main groove, the second circumferential main groove, the transverse main groove and the transverse auxiliary groove;
the circumferential main groove extends along the tire circumferential direction in a continuous angular bending way, and the first circumferential main groove and the second circumferential main groove are symmetrical with respect to the center of a point of a center line of a driving surface;
the transverse main grooves are continuously bent and extend in an angle shape along the width direction of the tire and are communicated with the circumferential main grooves, the transverse main grooves are non-uniformly distributed along the circumferential direction of the tire, and the circumferential distance between every two adjacent transverse main grooves is 70-140 mm;
the transverse auxiliary grooves continuously extend to the side wall from the circumferential main grooves in an angle bending mode and are arranged between two adjacent transverse main grooves;
a shuttle-shaped pattern block is formed between the circumferential main groove and two adjacent transverse main grooves;
the shuttle-shaped pattern block is provided with a first branch groove and a second branch groove which extend in a crossed mode, the branch grooves are continuously bent and extend in an angle shape to divide the shuttle-shaped pattern block into centrosymmetric patterns, the first branch groove is communicated with the circumferential main groove, and the second branch groove is communicated with the transverse main groove.
2. A high-throughput low-noise tire according to claim 1, wherein:
first groove walls of the circumferential main groove, the transverse main groove and the transverse auxiliary groove incline outwards;
the inclination angle of the first groove wall is 98-115 degrees;
second groove walls of the first branch groove and the second branch groove incline outwards;
the inclination angle of the second groove wall is 95-97 degrees.
3. A high-throughput low-noise tire according to claim 1, wherein:
a tire shoulder pattern block is formed between the transverse main groove and the transverse auxiliary groove;
the tire shoulder pattern blocks are alternately provided with tooth-shaped patterns and first conical bulges.
4. A high-throughput low-noise tire according to claim 1, wherein:
the circumferential main groove, the transverse main groove and the transverse auxiliary groove are provided with marble strips;
the height of the marble strip is 10-40% of the depth of the groove;
the width of the marble strip is 10% -50% of the groove width.
5. A high-throughput low-noise tire according to claim 1, wherein:
the first branch groove and the second branch groove are provided with tooth-shaped reinforcing ribs.
6. A high-throughput low-noise tire according to claim 1, wherein:
and two ends of the transverse main groove are provided with second conical bulges.
7. A high-throughput low-noise tire according to claim 1, further comprising:
protective patterns arranged on the tire side;
the protective pattern includes first protrusions and second protrusions arranged alternately.
8. A high-throughput low-noise tire according to claim 3, wherein:
the shuttle-shaped pattern blocks and the tire shoulder pattern blocks are provided with steel sheets.
9. A high-throughput low-noise tire according to claim 1, wherein:
the circumferential main groove with one pitch comprises two angular bends with the bending angle of 20-30 degrees;
the transverse main slot between the first circumferential main slot and the second circumferential main slot comprises two angular bends;
the first supporting groove comprises angular bends with four bending angles of 30-60 degrees;
the second branch groove comprises angular bending with a bending angle of 30-60 degrees twice.
10. A high-throughput low-noise tire according to claim 1, wherein:
the groove widths and the groove depths of the circumferential main groove, the transverse main groove and the transverse auxiliary groove are equal;
the width of the circumferential main groove is 11-15 mm, and the depth of the circumferential main groove is 10-16 mm;
the distance between the first circumferential main groove and the second circumferential main groove is 50% -70% of the width of the driving surface;
the transverse main groove extends from one side sidewall to the other side sidewall;
the bending angle of the transverse main groove at the tire shoulder is 20-40 degrees;
the circumferential distance between the two ends of the transverse main groove is 30-100 mm;
the groove width of the branch groove is 45% -55% of the groove width of the circumferential main groove, and the groove depth is 75% -85% of the groove depth of the circumferential main groove;
the intersection included angle of the first branch groove and the second branch groove is 70-110 degrees.
Priority Applications (1)
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| CN202220664894.4U CN216942535U (en) | 2022-03-25 | 2022-03-25 | High-trafficability low-noise tire |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220664894.4U CN216942535U (en) | 2022-03-25 | 2022-03-25 | High-trafficability low-noise tire |
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| CN216942535U true CN216942535U (en) | 2022-07-12 |
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| CN202220664894.4U Active CN216942535U (en) | 2022-03-25 | 2022-03-25 | High-trafficability low-noise tire |
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| CN (1) | CN216942535U (en) |
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