Tire block active circulation heat dissipation structure

Abstract

This invention discloses an active circulating heat dissipation structure for tire tread blocks, relating to the field of tire technology. The invention utilizes a structural design of heat dissipation holes, heat dissipation grooves, and flared opening recesses to form an air circulation channel. It leverages the dynamic deformation of the tread blocks during tire rolling—compression and rebound—to construct an active air circulation channel of "exhaust-intake-circulation." This invention is the first to combine heat dissipation holes, heat dissipation grooves, flared opening recesses, and compression-rebound ventilation to form a complete active heat dissipation cycle, solving the industry pain points of existing technologies such as low passive heat dissipation efficiency, unidirectional structures lacking circulation, and poor airflow.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more specifically to an active circulation heat dissipation structure for tire tread blocks. Background Technology

[0002] As the core component of a vehicle in contact with the ground, the working condition of the tread blocks directly determines the tire's lifespan, driving safety, and overall vehicle performance. During vehicle operation, especially under high-speed, heavy-load, and long-distance driving conditions, the tread blocks continuously compress and rub against the ground, generating a significant amount of heat. Simultaneously, the high-speed movement of rubber molecules inside the tire also accumulates heat, causing a rapid increase in temperature in the tread block area. When the tread block temperature exceeds the heat resistance threshold of the rubber material, it triggers thermal aging and softening of the rubber, leading to accelerated tread block wear, cracking, delamination, and other defects. In severe cases, it can even cause a tire blowout, endangering driving safety. Therefore, the heat dissipation performance of the tread blocks is one of the core technical challenges that urgently needs to be addressed in tire design.

[0003] Currently, the industry has conducted some research on heat dissipation technologies for tire tread blocks, but existing technologies still have many shortcomings and cannot meet the high-efficiency heat dissipation requirements under harsh operating conditions such as high speed and heavy load, as follows:

[0004] 1. The heat dissipation method is singular and inefficient, and cannot achieve active heat dissipation.

[0005] Currently, the conventional heat dissipation structure is the heat sink. This structure relies solely on passive heat sink natural convection for heat dissipation. Its heat dissipation process depends entirely on the ambient temperature difference and natural air flow. It cannot form active air circulation when the tire is rolling. Under high-speed and heavy-load conditions, it cannot remove the large amount of heat accumulated in the tread blocks in time, and the problem of tread block overheating and aging will still occur.

[0006] 2. The structural design lacks dynamic adaptability and cannot solve the problem of internal heat accumulation.

[0007] Currently, there are structural designs that utilize unidirectional tread grooves for heat dissipation. However, this structure can only achieve airflow in one direction and cannot utilize the dynamic deformation process of the tread blocks as the tire rolls to achieve bidirectional ventilation. When the tread blocks are compressed, the internal heat cannot be quickly dissipated through the reverse airflow, causing heat to accumulate continuously inside the tread blocks. Long-term use can easily lead to the degradation of rubber performance and shorten tire life.

[0008] Patents from international tire companies like Michelin and Bridgestone primarily focus on overall tire carcass heat dissipation, reducing overall tire temperature through optimized carcass structure and the use of heat-resistant rubber materials. However, they lack targeted designs for the tread blocks, the core area prone to localized overheating. Since the tread blocks are the direct contact points between the tire and the ground, they are where frictional heat is most concentrated. Existing overall heat dissipation designs cannot precisely address the problem of localized heat accumulation in the tread blocks, nor can they effectively delay thermal wear, thus limiting tire lifespan.

[0009] In summary, existing tire tread block heat dissipation structures all suffer from drawbacks such as low heat dissipation efficiency, lack of dynamic adaptability, poor heat diversion effect, and inability to solve local heat accumulation, making it difficult to meet the usage requirements under harsh conditions such as high speed and heavy load. Therefore, developing a tire tread block heat dissipation structure that can achieve active circulation heat dissipation, adapt to dynamic deformation of the tread blocks, and has excellent heat diversion effect has become a key issue that urgently needs to be addressed in the current tire technology field. Summary of the Invention

[0010] The technical problem this invention aims to solve is to overcome the shortcomings of existing technologies and provide an active circulating heat dissipation structure for tire tread blocks. Through the structural design of heat dissipation holes, heat dissipation grooves, and flared opening recesses, an air circulation channel is formed. Utilizing the dynamic deformation of the tread blocks during tire rolling, a "exhaust-intake-circulation" active air circulation channel is constructed. This invention is the first to combine heat dissipation holes, heat dissipation grooves, flared opening recesses, and compression-rebound ventilation to form a complete active heat dissipation cycle, solving the industry pain points of existing technologies such as low passive heat dissipation efficiency, unidirectional structure without circulation, and poor airflow effect.

[0011] The technical solution of this invention is as follows:

[0012] The active circulation heat dissipation structure of the tire tread block includes heat dissipation holes provided on the tread block, heat dissipation grooves provided on both sides of the heat dissipation holes, and the heat dissipation holes and heat dissipation grooves are connected; a flared groove with a gradually widening width is provided at the end of the heat dissipation groove away from the heat dissipation hole, and the heat dissipation groove and the flared groove are connected; the heat dissipation groove and the flared groove extend along the tire axis and penetrate the tread block; the sidewall of the heat dissipation hole is stepped from bottom to top with an increasing diameter.

[0013] In this invention, the arrangement density of heat dissipation holes on the tread block can be adjusted according to the tire operating conditions. For high-speed heavy-duty tires, the density can be appropriately increased to ensure the heat dissipation effect of the entire tread block area.

[0014] Preferably, the sidewall of the heat dissipation hole is in the shape of three steps, with a bottom diameter of 3-5 mm, a middle diameter of 5-7 mm, and a top diameter of 7-8 mm.

[0015] Preferably, the depth of the heat dissipation holes, heat dissipation grooves, and flared grooves is 60-80% of the thickness of the patterned block.

[0016] Preferably, the width of the heat dissipation groove gradually increases from the end near the heat dissipation hole to the end of the flared groove.

[0017] Preferably, the horn-shaped groove is divided into an inlet section, an acceleration section, and an outlet section from one end near the heat dissipation groove to the other end. The angle of the inlet section is expanded from 25° to 30°, the angle of the acceleration section is expanded from 30° to 40°, and the angle of the outlet section is expanded from 40° to 45°.

[0018] Preferably, the sidewall of the horn-mouth groove inlet section is a concave arc-shaped surface, the heat dissipation groove and the sidewall of the acceleration section are straight sidewalls, and the sidewall of the outlet section is a convex arc-shaped surface.

[0019] Preferably, the lengths of the inlet segment, the acceleration segment, and the outlet segment are 10-20 mm.

[0020] Preferably, the end of the flared groove away from the heat dissipation groove is rounded.

[0021] Preferably, the bottom of the heat dissipation hole, heat dissipation groove and flared groove are all hemispherical.

[0022] The active circulation heat dissipation structure for tire tread blocks of the present invention addresses the shortcomings of existing technologies by achieving a technological breakthrough in active circulation heat dissipation, dynamic adaptation, and efficient airflow through targeted structural design. Compared with existing heat dissipation structures, it has the following significant advantages:

[0023] 1. This invention utilizes the dynamic deformation characteristics of the tread blocks during tire rolling—the "compression-rebound" action—to construct a complete "exhaust-intake" heat dissipation cycle, overcoming the limitations of existing technologies that rely solely on passive or unidirectional heat dissipation. When the tread blocks are compressed in contact with the ground, internal hot air can be quickly expelled through the heat dissipation channels. When the tread blocks rebound from the ground, a negative pressure is created within the channels, actively drawing in fresh, cool air. This continuous heat exchange cycle quickly removes the large amount of heat generated by the friction of the tread blocks, keeping the tread block temperature below the rubber's critical heat resistance value. This effectively prevents rubber thermal aging, softening, cracking, and other defects, reducing the risk of tire blowouts and ensuring driving safety.

[0024] 2. The heat dissipation channel design of this invention is highly compatible with the dynamic deformation process of the tread blocks. It requires no additional power drive and achieves active ventilation solely through tire rolling, making it suitable for various demanding driving conditions such as high speed, heavy load, and long distances. Compared to existing unidirectional groove and static opening structures, the heat dissipation structure of this invention can thoroughly expel the heat accumulated inside the tread blocks through bidirectional airflow, avoiding heat retention that leads to rubber performance degradation, significantly extending the service life of the tire tread blocks, and reducing tire operating costs.

[0025] 3. This invention employs an optimized airflow-guiding structure (such as a flared groove), which effectively reduces eddy currents in the airflow channels, lowers airflow resistance, accelerates airflow, and improves heat exchange efficiency. Simultaneously, the airflow-guiding structure design allows cold air to quickly penetrate to the core heat-generating area of ​​the patterned block, achieving precise heat dissipation. This addresses the pain point of existing technologies where "overall heat dissipation is sufficient, but localized heat dissipation is insufficient," further improving the heat dissipation uniformity of the patterned block and avoiding problems such as localized wear and delamination caused by localized overheating.

[0026] 4. This invention can be integrally formed during the existing tire tread block molding process, without requiring significant modifications to existing tire manufacturing processes. It features low processing difficulty, controllable production costs, and ease of large-scale production. Furthermore, the heat dissipation structure of this invention is adaptable to the tread block designs of various tire types, including mining tires, truck tires, and passenger car tires, without requiring specific adjustments to the core structure. Its wide applicability allows it to meet the heat dissipation needs of different vehicle models and driving conditions, demonstrating broad application prospects. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the active circulation heat dissipation structure of the tire tread block of the present invention.

[0028] Figure 2 yes Figure 1 Cross-sectional view at A-A'.

[0029] Figure 3 yes Figure 1 Cross-sectional view at B-B'.

[0030] Figure 4 yes Figure 1 Cross-sectional view at C-C'.

[0031] Figure 5 yes Figure 1 Cross-sectional view at D-D'.

[0032] Figure 6 yes Figure 1 Cross-sectional view at E-E'.

[0033] Figure 7 This is a schematic diagram of the heat dissipation structure in Comparative Example 1.

[0034] Figure 8 This is a schematic diagram of the heat dissipation structure in Comparative Example 2.

[0035] In the diagram, 1 is a patterned block; 2 is a heat dissipation hole; 3 is a heat dissipation groove; 401 is an inlet section; 402 is an acceleration section; 403 is an outlet section; 5 is a heat dissipation trench; and 6 is a unidirectional heat dissipation trench. Detailed Implementation

[0036] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of this invention will be clearly and completely described below in conjunction with the embodiments of this invention.

[0037] Example 1

[0038] This embodiment provides an active circulation heat dissipation structure for the tread blocks of a 445 / 95R25 tire, such as Figure 1 As shown, this includes heat dissipation holes 2 disposed on the patterned block 1, the depth of which is 70% of the thickness of the patterned block 1. Figure 2 As shown, the sidewall of the heat dissipation hole 2 has a three-tiered stepped shape with increasing hole diameter from bottom to top. The bottom hole diameter is 4mm, the middle hole diameter is 6mm, and the top hole diameter is 8mm. This design allows air to flow from the narrow hole at the bottom to the wide hole at the top of the heat dissipation hole 2 when the patterned block 1 is compressed, creating an acceleration effect and increasing the exhaust speed. When the patterned block 1 rebounds, a negative pressure is first formed at the wide hole at the top of the heat dissipation hole 2, guiding cold air to fill quickly, thus solving the problem of insufficient air intake under low load and poor exhaust under high load caused by a single hole diameter.

[0039] like Figure 1 As shown, heat dissipation slots 3 are provided on both sides of the heat dissipation hole 2. The width of the heat dissipation slots 3 gradually increases from one end closer to the heat dissipation hole 2 to the other end, thereby increasing the airflow speed. The heat dissipation hole 2 and the heat dissipation slots 3 are connected. During processing, it is necessary to ensure the connectivity between the heat dissipation hole 2 and the heat dissipation slots 3 to avoid blockage that would affect air circulation.

[0040] like Figure 1 As shown, the end of the heat dissipation groove 3 furthest from the heat dissipation hole 2 is provided with a gradually widening flared groove. The heat dissipation groove 3 communicates with the flared groove, and the connection between the heat dissipation groove 3 and the flared groove is rounded to avoid stress concentration that could cause the tread block 1 to crack. The heat dissipation groove 3 and the flared groove extend along the tire axial direction and penetrate the tread block 1. Simultaneously, the flared groove is divided into a 15mm long inlet section 401, an 18mm long acceleration section 402, and a 15mm long outlet section 403, sequentially from one end near the heat dissipation groove 3 to the other. The angle of the inlet section 401 expands from 25° to 30°, the angle of the acceleration section 402 expands from 30° to 40°, and the angle of the outlet section 403 expands from 40° to 45°. This flared groove design reduces air resistance and enhances ventilation efficiency. Furthermore, in this embodiment, as... Figure 4 As shown, the sidewall of the horn-mouth groove inlet section 401 has an inwardly concave arc shape, which can quickly gather the airflow flowing out of the heat dissipation groove 3 and prevent airflow diffusion; as Figure 3 , Figure 5 As shown, the heat dissipation groove 3 and the sidewall of the acceleration section 402 are straight sides, which allows the airflow to obtain stable acceleration and increase the flow velocity; as Figure 6As shown, the sidewall of the outlet section 403 has an outwardly convex arc shape, reducing turbulence loss at the air outlet and making exhaust smoother. The end of the flared groove away from the heat dissipation slot 3 is rounded to further enlarge the air inlet and outlet and improve exhaust efficiency. The bottoms of the heat dissipation hole 2, heat dissipation slot 3, and flared groove are all hemispherical to prevent gas or impurities from the tire body from entering them, ensuring the purity of air circulation. The hemispherical structure can also disperse the stress during compression and prevent bottom cracking.

[0041] Working principle:

[0042] The heat dissipation structure in this embodiment utilizes the dynamic cycle of compression and rebound of the tread blocks 1 during tire rolling to achieve active air circulation heat dissipation. The specific process is as follows:

[0043] (1) Exhaust stage: When the tread block 1 rolls with the tire and contacts the ground, the tread block 1 undergoes elastic deformation under the action of the ground pressure. The internal space of the heat dissipation hole 2 is compressed. The air inside the hole is subjected to pressure and flows rapidly along the heat dissipation grooves 3 on both sides. It is accelerated to be discharged to the outside through the inlet section 401, acceleration section 402 and outlet section 403 of the flared mouth groove, while taking away the heat accumulated inside the tread block 1.

[0044] (2) Rebound and intake stage: When the tread block 1 leaves the ground with the tire, the extrusion pressure disappears, the tread block 1 rebounds elastically, and the internal space of the heat dissipation hole 2 expands rapidly, forming a negative pressure vacuum state; under the action of atmospheric pressure, the outside cold air is guided into the heat dissipation groove 3 through the outlet section 403, acceleration section 402 and inlet section 401 of the horn mouth groove, and then flows into the heat dissipation hole 2 along the heat dissipation groove 3, completing a complete air cycle.

[0045] (3) Continuous circulation stage: During the rolling process of the tire, the above-mentioned extrusion and exhaust and rebound and intake processes are continuously alternated to form a continuous active air circulation, thereby achieving efficient and continuous heat dissipation of the tread block 1.

[0046] Example 2

[0047] The difference from Example 1 is that the depth of the heat dissipation hole 2 is 60% of the thickness of the patterned block 1; the bottom diameter of the heat dissipation hole 2 is 3mm, the middle diameter is 5mm, and the top diameter is 7mm; the length of the inlet section 401, the acceleration section 402, and the outlet section 403 is 10mm.

[0048] Example 3

[0049] The difference from Example 1 is that the depth of the heat dissipation hole 2 is 80% of the thickness of the patterned block 1; the bottom diameter of the heat dissipation hole 2 is 5mm, the middle diameter is 7mm, and the top diameter is 8mm; the length of the inlet section 401, the acceleration section 402, and the outlet section 403 is 20mm.

[0050] Comparative Example 1

[0051] Comparative Example 1 provides a heat dissipation structure for the tread blocks of a 445 / 95R25 tire, employing a traditional groove design, i.e. Figure 7 As shown, a heat dissipation groove 5 is provided on the patterned block 1, penetrating the patterned block 1, with a depth of 70% of the thickness of the patterned block 1.

[0052] Comparative Example 2

[0053] Comparative Example 2 provides a heat dissipation structure for the tread blocks of a 445 / 95R25 tire, employing a traditional groove design, i.e. Figure 8 As shown, a one-way heat dissipation groove 6 that does not penetrate the patterned block 1 is provided on the patterned block 1, and the depth is 70% of the thickness of the patterned block 1.

[0054] The heat dissipation effect of the tire cooling structures in Examples 1-3 and Comparative Examples 1-2 was tested under the following conditions: vehicle speed 50 km / h, load 10t, continuous driving for 2 hours. The temperature of the tire tread blocks was then measured using a temperature gun. The test results are shown in Table 1.

[0055] Table 1. Test results of heat dissipation effect of the heat dissipation structure of the tires in Examples 1-3 and Comparative Examples 1-2

[0056]

[0057] As shown in Table 1, compared to the traditional heat dissipation groove 5 design in Comparative Example 1 and the unidirectional heat dissipation groove 6 design in Comparative Example 2, the active circulation heat dissipation structure of the tire tread blocks of the present invention can significantly reduce the average temperature of the tread blocks 1, and the heat dissipation efficiency is significantly improved. The active circulation heat dissipation structure of the tire tread blocks of the present invention, through active air circulation, fundamentally solves the problem of heat accumulation under high-load conditions, and significantly improves the durability of the tire under high-speed, heavy-load conditions.

Claims

1. A tire tread block active circulation heat dissipation structure, characterized in that, It includes a heat dissipation hole (2) set on the tread block (1), and heat dissipation grooves (3) are respectively set on both sides of the heat dissipation hole (2). The heat dissipation hole (2) and the heat dissipation groove (3) are connected. The end of the heat dissipation groove (3) away from the heat dissipation hole (2) is provided with a gradually widening flared groove. The heat dissipation groove (3) and the flared groove are connected. The heat dissipation groove (3) and the flared groove extend along the tire axis and penetrate the tread block (1). The side wall of the heat dissipation hole (2) is stepped from bottom to top with the hole diameter increasing.

2. The active circulation heat dissipation structure for tire tread blocks as described in claim 1, characterized in that, The sidewall of the heat dissipation hole (2) is in the shape of three steps, with a bottom hole diameter of 3-5mm, a middle hole diameter of 5-7mm, and a top hole diameter of 7-8mm.

3. The active circulation heat dissipation structure for tire tread blocks as described in claim 1, characterized in that, The depth of the heat dissipation hole (2), heat dissipation groove (3) and flared groove is 60-80% of the thickness of the patterned block (1).

4. The active circulation heat dissipation structure for tire tread blocks as described in claim 1, characterized in that, The width of the heat dissipation groove (3) gradually increases from the end near the heat dissipation hole (2) to the end of the flared groove.

5. The active circulation heat dissipation structure for tire tread blocks as described in claim 1, characterized in that, The horn-shaped groove is divided into an inlet section (401), an acceleration section (402) and an outlet section (403) from one end near the heat dissipation groove (3) to the other end. The angle of the inlet section (401) is expanded from 25° to 30°, the angle of the acceleration section (402) is expanded from 30° to 40°, and the angle of the outlet section (403) is expanded from 40° to 45°.

6. The active circulation heat dissipation structure for tire tread blocks as described in claim 5, characterized in that, The sidewall of the horn-mouth groove inlet section (401) is an inwardly concave arc surface, the sidewall of the heat dissipation groove (3) and the acceleration section (402) are straight side surfaces, and the sidewall of the outlet section (403) is an outwardly convex arc surface.

7. The active circulation heat dissipation structure for tire tread blocks as described in claim 5, characterized in that, The lengths of the inlet section (401), the acceleration section (402), and the outlet section (403) are 10-20 mm.

8. The active circulation heat dissipation structure for tire tread blocks as described in claim 1, characterized in that, The end of the horn-shaped groove away from the heat dissipation groove (3) is rounded.

9. The active circulation heat dissipation structure for tire tread blocks as described in claim 1, characterized in that, The bottom of the heat dissipation hole (2), heat dissipation groove (3) and flared groove are all hemispherical.

Images