CN220904575U - All-steel radial tire pattern and tire - Google Patents

Abstract

The utility model discloses an all-steel radial tire tread, which comprises three longitudinal main grooves and tread blocks between two adjacent main grooves, wherein transverse fine grooves communicated with the main grooves on two sides of the tread blocks are arranged between an upper pitch tread block and a lower pitch tread block, and the surface of each tread block is provided with longitudinal fine grooves which are wavy in the longitudinal direction. The present utility model also provides an all-steel radial tire comprising: the tread layer containing the patterns comprises four layers, namely a belt layer inside the tread layer. Compared with the prior art, the utility model has the beneficial effects that: by optimizing the design of the tread pattern of the tire and the design of the tire structure, the service life and the wet skid resistance of the tire are improved in two directions.

Description

All-steel radial tire pattern and tire

Technical Field

The utility model belongs to the field of tires, and particularly relates to an all-steel radial tire pattern and a tire.

Background

In recent years, pure electric buses gradually replace traditional fuel buses. The data show that the new energy bus accounts for about 76% of the total amount of the new energy bus. According to the calculation, the carbon emission amount reduced by one year of operation of each 30 pure electric buses is equivalent to the carbon emission amount absorbed by 12000 trees. Compared with the traditional fuel bus, the green new energy electric bus has the advantages of small noise, zero emission, zero pollution and the like.

However, the electric vehicle with new energy also has some disadvantages, and due to the high torque power transmission of the new energy vehicle, the pressure born by the tire is larger when the vehicle accelerates and brakes, and the service life of the tire is too short; and the wet skid resistance of the tire in the prior art is not good enough. Aiming at the performance requirements and analysis of the automobile market, how to design a tire suitable for new energy electric buses so as to ensure that the comprehensive performance of the tire has high performance, high mileage and low failure.

Disclosure of utility model

The details of one or more embodiments of the utility model are set forth in the accompanying drawings and the description below to provide a more thorough understanding of the other features, objects, and advantages of the utility model.

The utility model provides an all-steel radial tire pattern and a tire, which enable an electric bus to have better wet skid resistance and longer service life when in urban driving through the dual improvement of the pattern improvement on the surface of the tire and the outline structure of the tire.

The utility model discloses an all-steel radial tire tread, which comprises three longitudinal main grooves and tread blocks between two adjacent main grooves, wherein transverse fine grooves communicated with the main grooves on two sides of the tread blocks are arranged between an upper pitch tread block and a lower pitch tread block, and the surface of each tread block is provided with longitudinal fine grooves which are wavy in the longitudinal direction. The scheme improves the safety performance and service life of the tire and reduces noise.

In other embodiments of the solution, the longitudinal main groove is gradually offset from its central perpendicular by 10-30 ° on one side in the longitudinal direction. The scheme improves the service life of the tire.

In other embodiments of the present solution, the pitches are divided into L-pitch, M-pitch, and S-pitch according to the pitch length, where the pitches of three different lengths are arranged in a disordered manner. The scheme reduces the noise of the tire during running.

In other embodiments of the present solution, the length ratio L of L, M, S is m:s=1.19: 1.09:1.

In other embodiments of the present solution, the method further includes: the heat dissipation holes are positioned on the tire shoulders at the two sides and at the joint of every two pitches. The scheme improves the heat dissipation capacity.

In other embodiments of the present disclosure, a heat dissipation groove is further disposed between the heat dissipation hole of the previous pitch and the heat dissipation hole of the next pitch. The scheme improves the heat dissipation capacity.

In other embodiments of the present solution, the total number of individual pitches differs by 1 or 2.

In other embodiments of the present solution, the heat dissipation hole size range is: width (8-30) mm and depth (5-10) mm.

An all-steel radial tire comprises a tread layer and a belt layer inside the tread layer, wherein the belt layer comprises four layers, namely a 4# belt layer, a 3# belt layer, a 2# belt layer and a 1# belt layer in sequence from the tread layer to the tire cavity. The scheme improves the service life of the tire.

In other embodiments of the scheme, the edge of the 3# belt layer and the edge of the 2# belt layer are separated by driving glue at the overlapping position of the two edges. The scheme improves the wear resistance.

Compared with the prior art, the utility model has the following beneficial effects:

1. By arranging the wavy fine grooves between the pattern blocks, on the premise of ensuring the wear resistance and bearing capacity of the pattern blocks, the air pump effect is avoided, the noise of the tire is reduced, and the driving performance of the tire is improved; meanwhile, the drainage performance is improved, the wet land braking performance is guaranteed, the braking distance of the wet road surface is shortened, and the control stability and safety of the vehicle on the wet road surface are improved.

2. The angle between the longitudinal main groove and the perpendicular bisector is optimized, the angle is changed, the grounding stress of the tire is uniform in the driving process, the service life is prolonged, and the eccentric wear is effectively prevented.

3. The finite element simulation technology is used for staggered arrangement on the circumference, so that the inertia passing noise of the tire can be reduced to a great extent, and the occurrence rate of resonance is reduced.

4. The tire belt layer is optimized, the creep deformation of the tire is reduced, the abrasion of the tire is reduced, and the service life of the tire is prolonged.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model and do not constitute a limitation on the utility model.

FIG. 1 is a schematic view of a tire pattern of the present utility model;

FIG. 2 is a front view of a fine trench structure of the present utility model;

FIG. 3 is a front view of the main trench structure of the present utility model;

FIG. 4 is a schematic view of the tire structure of the present utility model;

FIG. 5 is an enlarged schematic view of the utility model at A in FIG. 4;

Description of the drawings: main grooves 1, normal positions 11, offset 12, blocks 2, fine grooves 3, undulations 31, L pitch 4, M pitch 5, S pitch 6, heat radiation holes 7, heat radiation grooves 8, 1# belt 9, 2# belt 10, 3# belt 11, 4# belt 12, rubber 13, tread layer 14.

Detailed Description

The present utility model will be described and illustrated with reference to the accompanying drawings and examples in order to make the objects, technical solutions and advantages of the present utility model more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model. All other embodiments, which can be made by a person of ordinary skill in the art based on the embodiments provided by the present utility model without making any inventive effort, are intended to fall within the scope of the present utility model.

It is apparent that the drawings in the following description are only some examples or embodiments of the present utility model, and it is possible for those of ordinary skill in the art to apply the present utility model to other similar situations according to these drawings without inventive effort. Moreover, it should be appreciated that while such a development effort might be complex and lengthy, it would nevertheless be a routine undertaking of design, fabrication, or manufacture for those of ordinary skill having the benefit of this disclosure, and thus should not be construed as having the benefit of this disclosure.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the utility model. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is to be expressly and implicitly understood by those of ordinary skill in the art that the described embodiments of the utility model can be combined with other embodiments without conflict.

As shown in fig. 1-2, an all-steel radial tire tread comprises three longitudinal main grooves 1 and pattern blocks 2 between two adjacent main grooves 1, transverse fine grooves 3 communicated with the main grooves 1 on two sides of the upper pitch pattern block 2 and the lower pitch pattern block 2 are arranged between the upper pitch pattern block 2 and the lower pitch pattern block 2, longitudinal fine grooves 3 are arranged on the surface of each pattern block 2, and the fine grooves 3 are in wave shapes 21 in the longitudinal direction. It will be appreciated that sipe 3 is a wave on the tread of the tire; the sipe 3 is generally rectilinear in the longitudinal direction, i.e. in the direction facing the inside of the tyre; the fine groove 3 is not a traditional straight line, but is a wave type 31, and the wave type 31 has the advantages that on the premise of ensuring the wear resistance and bearing capacity of the pattern block, the air pump effect is avoided, the noise of the tire is reduced, and the driving performance of the tire is improved; in addition, when the tire runs on a wet road surface, the water film under the pattern block can be broken rapidly and sucked into the main drainage groove, so that the drainage speed is accelerated, the drainage performance is improved, the wet braking performance is ensured, the braking distance of the wet road surface is shortened, and the control stability and safety of the vehicle on the wet road surface are improved. In summary, the present solution improves safety performance and lifetime, and reduces noise.

As shown in fig. 1 and 3, the longitudinal main groove 1 is gradually deviated from its center vertical line by 10 to 30 ° at one side in the longitudinal direction. It will be appreciated that the position of the vertical main groove 11 is shown by a dotted line in fig. 3, the central position of the vertical main groove 1 is gradually deviated from the normal position along with the variation of the vertical main groove at different horizontal positions, the position of the actual main groove 1 is deviated 32 positions as shown by a solid line in fig. 3, namely, the position of the actual main groove 1 is changed between 10 degrees and 30 degrees, and the left and right directions are gradually changed. The longitudinal main groove 1 adopts a variable angle design, so that the grounding stress of the tire is uniform in the driving process, the service life is prolonged, and the eccentric wear is effectively prevented.

As shown in fig. 1, the pitches are divided into L-pitch 4, M-pitch 5 and S-pitch 6 according to pitch length, wherein the pitches of three different lengths are arranged in a disordered manner. It will be appreciated that the order of pitch length from large to small is: l > M > S, adopt finite element emulation technique, cut into three kinds of pattern blocks of different pitch with the wheel surface, staggered arrangement on circumference, can reduce the inertia through noise of tire to a great extent, reduce the probability of occurrence resonance.

As shown in fig. 1, the ratio L of the lengths of L pitch 4, M pitch 5, S pitch 6 is that M: s=1.19: 1.09:1. It can be understood that the length difference of L, M, S is not easy to be too large or too small, the length difference is small, the effect of dispersing noise cannot be achieved, the length difference is too large, and the vibration of the tire is obvious, so that the proportion value in the embodiment of the scheme can be well kept in the original tire vibration state on the basis of noise reduction.

As shown in fig. 1, further includes: and the heat dissipation holes 7 are positioned on the tire shoulders at the two sides and at the joint of every two pitches. It can be appreciated that the heat dissipation hole 7 is located at the connection position of the upper pitch pattern block 2 and the lower pitch pattern block 2, the heat dissipation effect can be enhanced by the arrangement of the heat dissipation hole 7, the heat dissipation of the tire is facilitated, and the early shoulder problem at the tire shoulder can be protected, in the embodiment, the size range of the heat dissipation hole 7 is as follows: the width (8-30) mm, the depth (5-10) mm, the too large size influences the stress of the tire shoulder, and the too small size cannot play a role in heat dissipation.

As shown in fig. 1, a heat dissipation groove 8 is further provided between the heat dissipation hole 7 of the previous pitch and the heat dissipation hole 7 of the next pitch. It will be appreciated that the heat dissipation grooves 8 are located between the two heat dissipation holes 7, and a plurality of heat dissipation grooves 8 may be disposed between the two heat dissipation holes 7, for example, in this embodiment, two heat dissipation grooves 8 are disposed, and the size of the heat dissipation grooves is significantly smaller than that of the heat dissipation holes 1, which is mainly required to ensure that the shoulder stress, for example, the excessive shoulder stress of the heat dissipation grooves 8 may be affected. Further, the distances between the two heat dissipation grooves 8 and the heat dissipation holes 7 are equal, namely the distances between the heat dissipation holes, the heat dissipation grooves and the heat dissipation grooves are equal. The scheme further improves the heat dissipation effect.

As shown in fig. 1, the sum of the number of the L, M, S pitches is 48. As in the present embodiment, the order in which the pitches are employed is as shown in table 1:

TABLE 1 tire surface block pitch arrangement order

3M

2L

3S

2M

4L

3S

3M

2L

3M

3S

4L

2M

3L

3S

4M

3S

From table 1, the total number of pitches is 48, where L pitches are 15, M pitches are 17, and S pitches are 16, and it is understood that S, M, L pitches are not easy to be different by 1-2, and the number of single pitches connected is not easy to be too large or too small, and 2-4 pitches are easy, although they are arranged steplessly.

As shown in fig. 4 to 5, an all-steel radial tire includes: the tread layer 14 containing the above pattern and the belt layer inside the tread layer 14, the tire structure of the prior art is as follows in order from the tread to the tire cavity: the tire comprises a tread layer, a belt layer, a transition layer, a tire body and an inner liner layer, wherein the belt layer is four layers, and a 4# belt layer 12, a 3# belt layer 11, a 2# belt layer 10 and a 1# belt layer 9 are sequentially arranged from the tread layer to the tire cavity. It will be appreciated that the present solution adds a # 4 belt 12 on top of the prior art3 belt, the # 4 belt 12 being located above the # 3 belt 11 and having a smaller cross-sectional length than the # 3 belt 11. The arrangement of the belt layer can strengthen the rigidity of the crown part, avoid the overlarge creep deformation of the tire caused by overlarge torque in the braking and starting process of the new energy electric vehicle, and accelerate the abrasion of the tire. Meanwhile, the deformation of the tire crown is reduced, the heat generation of the tire is reduced, the hoop force of the tire crown is increased, and the hysteresis loss of the tire is reduced, so that the rolling resistance of the tire is reduced, the abrasion mileage of the tire is increased, the transition from a rigid body to an elastic body is softened, the overall stress of the tire crown is ensured to be more uniform, and the service life of the tire is prolonged.

As shown in fig. 4-5, the overlapping part of the 3# belt layer 11 and the 2# belt layer 10 is provided with a driven-in glue 14 for separating the two edges. It can be appreciated that, since the edges of the 2# belt layer 10 and the 3# belt layer 11 are easy to rub, the driving of the molding compound 14 isolates the edges of the two, so that the problem that the belt ends are excessively heated to cause damage due to excessive shearing force of the belt steel wires is avoided, and meanwhile, the shoulder space problem caused by the scattered lines of the belt edges in the later period of use of the tire is relieved.

Although the utility model 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims (10)

1. The tread of the all-steel radial tire comprises three longitudinal main grooves and pattern blocks between two adjacent main grooves, and is characterized in that transverse fine grooves communicated with the main grooves on two sides of the upper pitch pattern block and the lower pitch pattern block are arranged between the upper pitch pattern block and the lower pitch pattern block, longitudinal fine grooves are arranged on the surface of each pattern block, and the fine grooves are in wave shape in the longitudinal direction.

2. An all-steel radial tire pattern as in claim 1 wherein said main groove is progressively offset from its center perpendicular by 10-30 ° on one side in the longitudinal direction.

3. An all-steel radial tire pattern as in claim 1 wherein the pitch is divided into L pitch, M pitch and S pitch according to pitch length, wherein the three pitches of different lengths are arranged in a disordered manner.

4. An all-steel radial tire tread according to claim 3, wherein said L, M, S has a length ratio L: M: s=1.19: 1.09:1.

5. An all-steel radial tire tread of claim 1 further comprising: the heat dissipation holes are positioned on the tire shoulders at the two sides and at the joint of every two pitches.

6. An all-steel radial tire tread according to claim 5 wherein a heat dissipating groove is further provided between the heat dissipating holes of the previous pitch and the heat dissipating holes of the next pitch.

7. An all-steel radial tire pattern as in claim 4 wherein the total number of individual pitches differs by 1 or 2.

8. An all-steel radial tire tread of claim 5 wherein said heat dissipation apertures range in size from: width (8-30) mm and depth (5-10) mm.

9. An all-steel radial tire comprising: tread layer using the pattern according to any of claims 1-8 and a belt inside the tread layer, characterized in that the belt comprises four layers, in order from the tread layer to the carcass, a 4 ^# belt, a 3 ^# belt, a 2 ^# belt, a 1 ^# belt.

10. An all-steel radial tire according to claim 9, wherein said 3 ^# belt and 2 ^# belt are edge-on-edge with a driven-in glue separating the two edges.