Graded concave arc bionic pattern tire structure

Abstract

The invention provides a graded concave arc bionic pattern tire structure. The graded concave arc bionic pattern tire structure comprises central ribs, central longitudinal grooves, tire shoulder region longitudinal grooves, transition region first-stage transverse grooves, tire shoulder region second-stage transverse grooves, transition region pattern blocks and tire shoulder region pattern blocks, the first-stage transverse groove of the transition area and the second-stage transverse groove of the tire shoulder area are of a multi-stage arc structure imitating the macro-micro geometric structure of the carved owl wing feather; the transition area first-stage transverse groove comprises a first arc; the tire shoulder area second-stage transverse groove comprises a second circular arc and a third circular arc; the curvature radius of the first arc is smaller than that of the second arc and that of the third arc, and the curvature radius of the second arc is smaller than that of the third arc; the tangent line of the first arc and the outer side wall of the central longitudinal groove form a certain included angle, and the tangent line of the second arc and the inner side wall of the tire shoulder longitudinal groove form a certain included angle. According to the bionic symmetrical pattern tire structure designed by the invention, collision between fluid particles and the side wall surfaces of the longitudinal and transverse grooves can be reduced, the vortex strength is reduced, the stability of a flow field in the tread pattern grooves is improved, and the pneumatic noise of the tire is reduced while the water skiing performance of the tire is improved.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more particularly to symmetrical tread pattern tires that take into account both hydroplaning and noise reduction. Background Technology

[0002] Statistics show that vehicles are prone to traffic accidents when traveling at high speeds on wet and slippery roads. This is because the tire tread pattern, which is in direct contact with the road surface, cannot expel water in time, causing the tire to lose grip and resulting in dangerous situations such as tilting and skidding. To improve hydroplaning performance, traditional technology involves arranging large-volume, highly permeable longitudinal and lateral grooves on the tire tread to quickly guide water in the front of the contact area to the side and expel it, thereby puncturing the water film and ensuring effective contact between the tire and the road surface. However, due to the incompatibility between various tire performance characteristics, improving hydroplaning performance increases the intensity of the tire pumping effect, leading to increased tire aerodynamic noise. This incompatibility stems from the fundamental contradiction between the physical mechanisms upon which different performance characteristics depend and the required structural design, meaning that optimizing a single performance characteristic often comes at the expense of other performance characteristics.

[0003] In recent years, bionics has been widely applied in the field of engineering technology, improving the mechanical properties of organisms by arranging their superior surface features on geometric surfaces or constructing new structures. Current research on improving tire hydroplaning and noise performance mimics the microstructure of shark scute scales, placing it at the bottom of longitudinal grooves to reduce fluid resistance. However, there is still room for optimization in the manufacturing process of this microstructure, and it is difficult to synergistically improve tire hydroplaning and noise performance. Therefore, there is an urgent need in this field for an innovative tire tread structure that can break through the constraints of existing technologies and achieve a synergistic improvement in hydroplaning and noise performance at the physical mechanism level. Summary of the Invention

[0004] The purpose of this invention is to propose a graded concave arc biomimetic tire structure that reduces the collision between fluid particles and the sidewalls of the longitudinal and transverse grooves, reduces eddy current intensity, improves the stability of the flow field inside the tire tread grooves, and considers synergistically improving the tire's hydroplaning and noise performance.

[0005] The present invention achieves the above-mentioned technical objectives through the following technical means.

[0006] A graded concave arc biomimetic tire structure, characterized in that it includes a central rib, a central longitudinal groove, a shoulder longitudinal groove, a first-level lateral groove in the transition zone, a second-level lateral groove in the shoulder zone, a tread block in the transition zone, and a tread block in the shoulder zone; the first-level lateral groove in the transition zone is axially symmetrical about the central rib, and the second-level lateral groove in the shoulder zone is axially symmetrical about the central rib, and is equidistantly arranged on the tire surface along the tire circumference.

[0007] Furthermore, the central longitudinal groove includes an outer wall of the central longitudinal groove, which is adjacent to the right side of the transition area; the shoulder longitudinal groove includes an inner wall of the shoulder longitudinal groove, which is adjacent to the right side of the shoulder area.

[0008] Furthermore, the transition zone tread block includes a first-level lateral groove that penetrates the transition zone tread block; the shoulder zone tread block includes a second-level lateral groove that penetrates the shoulder zone tread block.

[0009] Furthermore, the first-level lateral groove in the transition zone includes a first arc; the second-level lateral groove in the tire shoulder area includes a second arc and a third arc.

[0010] Furthermore, the first-level lateral groove in the transition zone and the second-level lateral groove in the tire shoulder area are multi-level circular arc structures that mimic the macro- and micro-geometric structure of eagle owl wings, and the first, second, and third circular arcs in the ground contact marks of the first-level lateral groove in the transition zone and the second-level lateral groove in the tire shoulder area are concave arcs in the opposite direction of tire movement.

[0011] Furthermore, the radius of curvature of the first arc is smaller than the radii of curvature of the second and third arcs, and the radius of curvature of the second arc is smaller than the radius of curvature of the third arc, i.e., r1 <r2<r3。

[0012] Furthermore, the tangent of the first arc forms an angle α1 with the outer wall of the central longitudinal groove, α1=32.06°, and the tangent of the second arc forms an angle α2 with the inner wall of the shoulder longitudinal groove, α2=35°.

[0013] Furthermore, the second arc is tangent to the third arc.

[0014] Furthermore, the width of the tread block in the transition zone is 18.5 mm, and the width of the tread block in the shoulder zone is 124 mm.

[0015] Furthermore, the width of the central longitudinal groove and the shoulder longitudinal groove is 8~10mm, and the depth is 6.5~8.5mm.

[0016] Furthermore, the width of the first-level lateral groove in the transition zone and the second-level lateral groove in the shoulder zone are 3.5~5.5mm, and the depth is 3.5~5mm.

[0017] Furthermore, the end of the first-level lateral groove in the transition zone is aligned with the beginning of the second-level lateral groove in the shoulder zone at the longitudinal groove in the shoulder zone.

[0018] The beneficial effects of the present invention compared with the prior art.

[0019] (1) The present invention uses a multi-level concave arc design for the transverse pattern of the transition zone and the shoulder zone to reduce the collision between the water flow particles inside the transverse groove and the sidewall of the transverse groove during the movement process, thereby slowing down the formation of vortices inside the transverse groove, improving the flow field stability inside the groove, and enabling the water flow to be discharged from the groove more quickly, thus improving the tire's hydroplaning performance.

[0020] (2) The multi-stage design of the first-stage lateral groove in the transition zone and the second-stage lateral groove in the shoulder zone reduces the vortices formed by airflow particles at the junction of the longitudinal and transverse grooves and at the outlets of the transverse and longitudinal grooves, reduces the flow field vorticity, significantly reduces the energy of airflow fluctuations caused by tire groove deformation, and improves the tire's noise performance.

[0021] (3) The symmetrical tread pattern design ensures that the tire has good hydroplaning performance while reducing tire aerodynamic noise. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the tire tread pattern.

[0023] Figure 2 This is a partial 3D view of the tire. Detailed Implementation

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but the scope of protection of the present invention is not limited thereto.

[0025] This invention proposes a graded concave arc biomimetic tire tread structure. For example... Figure 1 The diagram shown is a planar schematic of the tire tread pattern, including the central rib 1, the central longitudinal groove 2, the shoulder longitudinal groove 3, the first-level lateral groove in the transition area 4, the second-level lateral groove in the shoulder area 5, the tread block in the transition area 6, and the tread block in the shoulder area 7.

[0026] like Figure 1 As shown, the first-level lateral groove 4 in the transition zone and the second-level lateral groove 5 in the tire shoulder area are multi-level arc structures that imitate the macro-micro geometric structure of the eagle owl's wing feathers. Furthermore, the first arc 41, the second arc 51, and the third arc 52 in the ground contact marks of the first-level lateral groove 4 in the transition zone and the second-level lateral groove 5 in the tire shoulder area are concave arcs in the opposite direction of tire movement.

[0027] like Figure 1 As shown, the radius of curvature of the first arc 41 is r1, which is 74.63 mm; the radius of curvature of the second arc 51 is r2, which is 78.45 mm; and the radius of curvature of the third arc 52 is r3, which is 95.2 mm.

[0028] like Figure 1As shown, the tangent of the first arc 41 forms an angle α1 of 32.06° with the outer wall 21 of the central longitudinal groove, and the tangent of the second arc 51 forms an angle α2 of 35° with the inner wall 31 of the shoulder longitudinal groove.

[0029] like Figure 1 As shown, the width of tread block 6 in the transition zone is 18.5mm, and the width of tread block 7 in the shoulder zone is 124mm.

[0030] like Figure 1 As shown, the width of the central longitudinal groove 2 and the shoulder longitudinal groove 3 is 8~10mm, and the depth is 6.5~8.5mm.

[0031] like Figure 1 As shown, the width of the first-level lateral groove 4 in the transition zone and the second-level lateral groove 5 in the shoulder zone are 3.5~5.5mm, and the depth is 3.5~5mm.

[0032] like Figure 1 As shown, the first-level lateral groove 4 in the transition zone and the second-level lateral groove 5 in the shoulder zone are symmetrically arranged at equal intervals about the central rib 1, and the circumferential distance between adjacent lateral tread grooves is 31.4 mm.

[0033] like Figure 1 As shown, the first-level lateral groove 4 in the transition zone and the second-level lateral groove 5 in the shoulder zone are arranged as a group, with 60 groups equidistantly along the tire circumference.

[0034] The examples described are embodiments of the present invention, but the scope of protection of the present invention is not limited to the above embodiments. Any obvious improvements, substitutions or modifications that can be made by those skilled in the art without departing from the essence of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A graded concave arc biomimetic tire structure, characterized in that: It includes a central rib (1), a central longitudinal groove (2), a shoulder longitudinal groove (3), a first-level lateral groove in the transition area (4), a second-level lateral groove in the shoulder area (5), a tread block in the transition area (6), and a tread block in the shoulder area (7); the first-level lateral groove (4) in the transition area is axially symmetrical about the central rib (1) and is equidistantly arranged on the tire surface along the circumference of the tire; the second-level lateral groove (5) in the shoulder area is axially symmetrical about the central rib (1) and is equidistantly arranged on the tire surface along the circumference of the tire. The central longitudinal groove (2) includes the outer wall (21) of the central longitudinal groove, which is adjacent to the right side of the transition zone; The shoulder longitudinal groove (3) includes the inner wall (31) of the shoulder longitudinal groove, which is adjacent to the right side of the shoulder area; The transition zone pattern block (6) includes a first-level transverse groove (4) that penetrates the transition zone pattern block (6). The tread block (7) in the shoulder area includes a second-level lateral groove (5) in the shoulder area, which runs through the tread block (7). The first-level transverse groove (4) in the transition zone includes a first arc (41); The second-level lateral groove (5) in the shoulder area includes a second arc (51) and a third arc (52).

2. The graded concave arc bionic tread tire structure according to claim 1, characterized in that: The first-level lateral groove (4) in the transition zone and the second-level lateral groove (5) in the shoulder zone are multi-level circular arc structures that imitate the macro-micro geometric structure of owl wings. In the ground contact marks of the first-level lateral groove (4) in the transition zone and the second-level lateral groove (5) in the shoulder zone, the first arc (41), the second arc (51) and the third arc (52) are concave arcs in the opposite direction of tire movement.

3. The graded concave arc bionic tread tire structure according to claim 1, characterized in that: The radius of curvature of the first arc (41) is smaller than the radii of curvature of the second arc (51) and the third arc (52), and the radius of curvature of the second arc (51) is smaller than the radius of curvature of the third arc (52), i.e., r1 <r2<r3。 4. The graded concave arc bionic tread tire structure according to claim 1, characterized in that: The tangent of the first arc (41) forms an angle α1 with the outer wall (21) of the central longitudinal groove, α1=32.06°, and the tangent of the second arc (51) forms an angle α2 with the inner wall (31) of the shoulder longitudinal groove, α2=35°.

5. The graded concave arc biomimetic tread pattern tire structure according to claim 1, characterized in that: The second arc (51) is tangent to the third arc (52).

6. The graded concave arc bionic tread tire structure according to claim 1, characterized in that: The width of the transition zone tread block (6) is 18.5 mm, and the width of the shoulder zone tread block (7) is 124 mm.

7. The graded concave arc biomimetic tread pattern tire structure according to claim 1, characterized in that: The width of the central longitudinal groove (2) and the shoulder longitudinal groove (3) is 8~10mm and the depth is 6.5~8.5mm.

8. The graded concave arc biomimetic tread pattern tire structure according to claim 1, characterized in that: The width of the first-level lateral groove (4) in the transition zone and the second-level lateral groove (5) in the shoulder zone are 3.5~5.5mm, and the depth is 3.5~5mm.

9. The graded concave arc biomimetic tread pattern tire structure according to claim 1, characterized in that: The end of the first-level transverse groove (4) in the transition zone is aligned with the beginning of the second-level transverse groove (5) in the shoulder zone at the longitudinal groove (3) in the shoulder zone.

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