Tire structure for delaying and preventing groove bottom cracks
By designing crisscrossing, undulating anti-skid grooves and anti-crack protrusions at the bottom of the tire grooves, the problems of tire groove deformation and friction are solved, extending the tire's service life.
Patent Information
- Application Number
- CN202520970861.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-16
- Publication Date
- 2026-05-15
- Estimated Expiration
- 2035-05-16
AI Technical Summary
Existing tire groove designs suffer from severe deformation, excessively small chamfers leading to increased friction, and stone-removing protrusions failing to effectively suppress deformation, resulting in problems such as groove bottom cracking and stone jamming.
The design incorporates anti-slip grooves, with crisscrossing, undulating anti-crack protrusions at the bottom of the groove to prevent deformation and stress concentration. The anti-crack protrusions start at 40% to 70% of the groove depth, creating a folded shape with the U-shaped groove to prevent friction between the groove bottom and the groove wall.
It effectively prevents groove bottom cracks, extends tire life, prevents groove bottom deformation and friction, and delays the appearance of groove bottom cracks.
Smart Images
Figure CN224240753U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of tire technology, specifically a tire structure that delays and prevents groove bottom cracks. Background Technology
[0002] Currently, tire groove design typically adopts a U-shaped structure, with the groove wall angle generally ranging from 3° to 18°, and the groove bottom chamfer radius (R angle) typically ranging from R0.5 to R2. In addition, to prevent stones from getting stuck and causing the groove bottom to crack, existing technology usually sets stone-removing protrusions at the bottom of the groove, with a width of 1.5 to 4 mm and a height of 2 to 5 mm.
[0003] However, the existing U-shaped groove design has the following technical problems: 1. Severe groove deformation: When the tire is under load, the groove bottom will be subjected to great stress, causing the U-shaped groove wall to be squeezed and deformed inward. When the groove wall angle is less than 10°, friction is likely to occur between the groove wall and the groove bottom. Long-term friction will cause cracks in the groove bottom rubber, affecting the tire's service life. 2. Insufficient chamfer exacerbates friction: When the chamfer radius of the U-shaped groove bottom is less than R2.5, the stress concentration phenomenon in the transition area between the groove wall and the groove bottom is more obvious, further aggravating friction and crack propagation risk. 3. Stone-expelling protrusions cannot suppress deformation: Although stone-expelling protrusions can prevent stones from piercing the groove bottom rubber, their width (1.5~4mm) and height (2~5mm) design can only play a local protection role and cannot effectively improve the overall deformation problem of the groove bottom. Therefore, the existing tire groove bottom structure is prone to problems such as groove bottom cracking and stone jamming during long-term use.
[0004] Based on this, a tire structure that delays and prevents groove bottom cracking is now provided, which can eliminate the drawbacks of existing devices. Utility Model Content
[0005] The purpose of this invention is to provide a tire structure that delays and prevents groove bottom cracks, thereby solving the problems in the prior art.
[0006] To achieve the above objectives, this utility model provides the following technical solution:
[0007] A tire structure for delaying and preventing groove bottom cracks includes anti-skid components, wherein a plurality of anti-skid components are arranged in an array on the surface of the tire body;
[0008] The tire body has a tread on its outer side, and the anti-skid component includes anti-skid grooves. Several anti-skid grooves are arranged in a circumferential array on the tread surface. Several anti-crack protrusions are evenly arranged inside each anti-skid groove. Several anti-skid grooves are arranged in an array on both sides of the tire body.
[0009] Based on the above technical solutions, this utility model also provides the following optional technical solutions:
[0010] In one alternative: the bottom of the anti-slip groove is designed with a U-shaped bottom.
[0011] In one alternative: the anti-crack bump is a teardrop-shaped protrusion.
[0012] In one alternative: the starting point height of the anti-crack bump is 40% to 70% of the depth of the anti-slip groove.
[0013] In one alternative: the distance between the bottom end of the anti-crack protrusion and the bottom of the anti-slip groove is 0.3mm to 2mm.
[0014] In one alternative, the transition angle between the bottom of the anti-crack protrusion and the bottom of the anti-slip groove is designed to be R1 to R3.
[0015] In one alternative embodiment, the width of the anti-crack bump is 5mm to 25mm.
[0016] In one alternative: all the anti-crack bumps are arranged in a crisscross pattern.
[0017] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0018] This invention utilizes intersecting, undulating anti-crack protrusions designed on the U-shaped bottom of the anti-skid groove to prevent stress concentration caused by groove bottom deformation. This avoids cracks caused by friction between the groove wall and the groove bottom after deformation, thus solving the groove bottom crack problem existing in the prior art and improving tire lifespan. At the same time, the anti-crack protrusions start at 40% to 70% of the groove depth, forming a folded shape with the U-shaped groove, preventing groove bottom deformation and avoiding friction between the groove bottom and the groove wall, further delaying the appearance of groove bottom cracks and improving tire lifespan. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model.
[0020] Figure 2 This is a schematic diagram of the overall side structure of this utility model.
[0021] Figure 3 This is a schematic diagram of the anti-slip component structure of this utility model.
[0022] Figure 4 This is a schematic diagram of the cross-sectional structure of the anti-slip component of this utility model.
[0023] Figure label annotations: 1. Tire body; 2. Tread; 3. Anti-skid groove; 4. Anti-skid channel; 5. Anti-crack protrusion. Detailed Implementation
[0024] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments.
[0025] In one embodiment, such as Figures 1-4 As shown, a tire structure for delaying and preventing groove bottom cracks includes anti-skid components, wherein a plurality of anti-skid components are arranged in an array on the surface of the tire body 1.
[0026] The tire body 1 has a tread 2 on its outer side. The anti-skid component includes anti-skid grooves 3. Several anti-skid grooves 3 are arranged in a circumferential array on the surface of the tread 2. Several anti-crack protrusions 5 are evenly arranged inside each anti-skid groove 3. Several anti-skid grooves 4 are arranged in an array on both sides of the tire body 1.
[0027] In this embodiment, the bottom of the anti-slip groove 3 is designed with intersecting and undulating teardrop-shaped protrusions, which can effectively prevent stress concentration caused by deformation of the groove bottom and avoid friction between the groove wall and the groove bottom after deformation. At the same time, the starting point of the anti-crack protrusion 5 is 40% to 70% of the groove depth, which forms a folded shape with the U-shaped groove to prevent deformation of the groove bottom and avoid friction between the groove bottom and the groove wall.
[0028] In one embodiment, such as Figure 3 As shown: The bottom of the anti-slip groove 3 is designed with a U-shaped groove bottom to reduce the possibility of getting stuck.
[0029] In one embodiment, such as Figure 3 As shown: The anti-crack protrusion 5 is a teardrop-shaped protrusion to avoid friction between the bottom of the groove and the groove wall.
[0030] In one embodiment, such as Figure 3 As shown: The starting point height of the anti-crack protrusion 5 is 40% to 70% of the depth of the anti-slip groove 3, preventing deformation of the groove bottom.
[0031] In one embodiment, such as Figure 3 As shown: the distance between the bottom end of the anti-crack protrusion 5 and the bottom of the anti-slip groove 3 is 0.3mm to 2mm. The transition angle between the bottom end of the anti-crack protrusion 5 and the bottom of the anti-slip groove 3 is designed to be R1 to R3. The width of the anti-crack protrusion 5 is 5mm to 25mm. It prevents stones from piercing the bottom of the groove and can also play the role of repelling stones.
[0032] In one embodiment, such as Figure 3 As shown: All the anti-crack protrusions 5 are arranged in a crisscross pattern, which can effectively prevent stress concentration caused by deformation of the trench bottom and avoid friction between the trench wall and the trench bottom after deformation.
[0033] The above embodiments disclose a tire structure for delaying and preventing groove bottom cracks. In this structure, the bottom of the anti-skid groove 3 is designed with intersecting and undulating teardrop-shaped protrusions, which can effectively prevent stress concentration caused by groove bottom deformation and avoid friction between the groove wall and the groove bottom after the groove bottom is deformed. At the same time, the starting point of the anti-crack protrusion 5 is 40% to 70% of the groove depth, which forms a folded shape with the U-shaped groove to prevent groove bottom deformation and avoid friction between the groove bottom and the groove wall.
[0034] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A tire structure for delaying and preventing groove bottom cracks, comprising anti-skid components, wherein a plurality of anti-skid components are arranged in an array on the surface of the tire body (1); Its features are, The tire body (1) has a tread (2) on its outer side. The anti-skid component includes anti-skid grooves (3). Several anti-skid grooves (3) are arranged in a circular array on the surface of the tread (2). Several anti-crack protrusions (5) are evenly arranged inside each anti-skid groove (3). Several anti-skid grooves (4) are arranged in an array on both sides of the tire body (1).
2. The tire structure for delaying and preventing groove bottom cracks according to claim 1, characterized in that, The bottom of the anti-slip groove (3) is designed with a U-shaped groove bottom.
3. The tire structure for delaying and preventing groove bottom cracks according to claim 1, characterized in that, The anti-crack bump (5) is a teardrop-shaped protrusion.
4. The tire structure for delaying and preventing groove bottom cracks according to claim 1, characterized in that, The starting point height of the anti-crack protrusion (5) is 40% to 70% of the depth of the anti-slip groove (3).
5. A tire structure for delaying and preventing groove bottom cracking according to claim 1, characterized in that, The distance between the bottom of the anti-crack protrusion (5) and the bottom of the anti-slip groove (3) is 0.3mm to 2mm.
6. The tire structure for delaying and preventing groove bottom cracking according to claim 1, characterized in that, The bottom of the anti-crack protrusion (5) and the bottom of the anti-slip groove (3) are designed with an angle of R1 to R3.
7. The tire structure for delaying and preventing groove bottom cracks according to claim 1, characterized in that, The width of the anti-crack protrusion (5) is 5mm to 25mm.
8. A tire structure for delaying and preventing groove bottom cracks according to claim 1, characterized in that, All the anti-crack bumps (5) are arranged in a crisscross pattern.