A high performance tire for both dry and wet road conditions
By optimizing the asymmetrical tread pattern and 3D reinforcement structure, the problem of mutual constraints between dry and wet performance of the tire has been solved, achieving a balance between high performance and improving the tire's handling, safety and driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- QINGDAO JINYU TIRE TECHNOLOGY CO LTD
- Filing Date
- 2026-04-18
- Publication Date
- 2026-06-05
AI Technical Summary
Existing tire designs struggle to balance performance in both dry and wet conditions, leading to performance limitations and reduced capabilities in certain areas, as well as significant manufacturing challenges.
The asymmetrical pattern design includes four longitudinal grooves and transverse patterned groove groups. By optimizing the width, angle, and 3D reinforcement structure of the longitudinal and transverse patterned grooves, the rigidity and water-holding capacity of the patterned blocks are improved, thus optimizing dry and wet performance.
It achieves a balance between tire performance in both dry and wet conditions, improves driving control, safety and ride comfort, while reducing costs and noise, and avoiding the limitations of steel plate design.
Smart Images
Figure CN122143538A_ABST
Abstract
Description
Technical Field
[0001] This application relates to a high-performance tire that is suitable for both dry and wet conditions, and belongs to the field of tires. Background Technology
[0002] During tire design, engineers aim to achieve a balanced breakthrough in various performance parameters. However, due to limitations imposed by the properties of rubber materials, such as the "devil's triangle" theory of tire products, certain performance characteristics are mutually restrictive. Improving one performance characteristic often leads to a decrease in other performance characteristics. To achieve certain performance goals, it is necessary to sacrifice other performance indicators in the early stages of design.
[0003] There's a trade-off between dry and wet tire performance in tread design. Dry grip requires large, continuous tread blocks to increase the contact patch and improve the coefficient of friction. Wet grip necessitates sipes and longitudinal / lateral grooves to break up the water film and maximize water retention and drainage efficiency. However, this increased groove area reduces the contact patch, thus affecting dry grip. In certain situations, improving wet performance necessitates reducing dry grip.
[0004] Chinese patent CN116674325A discloses a tire that combines dry and wet performance. It improves wet-weather performance by creating siphon-type grooves in the tread blocks and utilizing the siphon effect to increase drainage efficiency through pressure difference. However, this solution is difficult to manufacture in actual production processes, making it impractical for engineering implementation. Application content
[0005] This application provides a high-performance tire that can handle both dry and wet conditions, in order to solve the problem that existing tire products cannot meet the high performance requirements of both dry handling and wet drainage.
[0006] The technical solution adopted in this application is a high-performance tire that takes into account both dry and wet conditions, including a tire tread, four longitudinal grooves are provided on the tire tread, the longitudinal grooves are provided along the annular outer circumference of the tire tread, the four longitudinal grooves are arranged in parallel and spaced apart, and the tire tread is divided into five tread sections by the four longitudinal grooves. The groove width of the longitudinal grooves near the outer edge of the tire tread is smaller than the groove width of the other three longitudinal grooves. A transverse tread groove group is provided on the tread surface near the inner side of the tire tread, and the transverse tread groove group is connected to the longitudinal groove near the inner side of the tire tread.
[0007] The optimized high-performance tire, which takes into account both dry and wet conditions, has four longitudinal grooves, namely groove one, groove two, groove three, and groove four, which are arranged sequentially from the inside to the outside of the tire tread. The five tread sections, from the inside to the outside of the tire, are: inner tread section, inner middle tread section, center tread section, outer middle tread section, and outer tread section.
[0008] The optimized high-performance tires that take into account both dry and wet conditions have a combined width of 32% to 35% of the tire tread width for the longitudinal grooves 1, 2, 3, and 4. The longitudinal groove widths are arranged from largest to smallest as follows: longitudinal groove 3, longitudinal groove 2, longitudinal groove 1, and longitudinal groove 4.
[0009] The optimized high-performance tire, which takes into account both dry and wet conditions, includes a lateral tread groove group consisting of a lateral tread groove one that is connected to the longitudinal groove and a lateral tread groove two that is not connected to the longitudinal groove, with the lateral tread groove one and the lateral tread groove two being spaced apart. All lateral tread grooves are spaced apart along the outer circumference of the tire tread; all lateral tread groove one and lateral tread groove two are alternately arranged on the tread surface near the inner side of the tire tread.
[0010] The optimized, high-performance tires designed for both dry and wet conditions have several lateral tread grooves on the outer tread surface. These lateral tread grooves extend from the outer tread surface towards the inner side of the tire tread, with one end of the lateral tread groove away from the outer side of the tire tread located on the surface of the outer tread surface.
[0011] The optimized high-performance tires that take into account both dry and wet conditions have different shapes on the two side surfaces of the lateral tread groove in its length extension direction, and the inclination angles of the two side surfaces of the lateral tread groove in its length extension direction are different.
[0012] The optimized high-performance tire, which is suitable for both dry and wet conditions, has lateral convex grooves and lateral oblique grooves on the inner middle tread surface; the inclination angle of the lateral convex grooves and lateral oblique grooves is set to 15°~30°. The transverse convex groove is designed with a convex reinforcing rib in the middle; the transverse oblique groove has a pointed end facing the outer side of the tire tread.
[0013] The optimized, high-performance tires described above, which are suitable for both dry and wet conditions, have a transverse slanted groove and a chamfered angle structure in the center tread. The beveled angle structure is located on the edge of the central tread surface facing the outer side of the tire tread, and the beveled angle structure is set along the annular outer circumferential surface of the tire tread. The transverse oblique groove has a pointed end facing the inner side of the tire tread, and the transverse oblique groove gradually decreases in size from the outer end of the tire tread to the inner end of the tire tread.
[0014] The optimized high-performance tires that take into account both dry and wet conditions have 3D reinforcement structure one and 3D reinforcement structure two respectively set on both sides of the inner side of the longitudinal groove four. The outer middle tread surface is provided with several transverse oblique grooves. The transverse oblique grooves are designed with a sharp corner at the end facing the inner side of the tire tread. The transverse oblique grooves gradually decrease in size from the outer end of the tire tread to the inner end of the tire tread. The transverse oblique grooves are evenly spaced along the circumference of the tire tread. The 3D reinforcement structure 1 and 3D reinforcement structure 2 are evenly spaced along the circumference of the tire tread. The length period of the reinforcement structure is the spacing between adjacent transverse oblique grooves along the circumference of the tire tread. The maximum transverse width of the 3D reinforcement structure 1 and 3D reinforcement structure 2 is less than or equal to 32% of the width of the longitudinal groove 4, and gradually changes from the maximum width to 0%. The maximum radial depth of 3D reinforcement structure one and 3D reinforcement structure two is less than or equal to 27% of the depth of longitudinal groove four, and is designed to gradually decrease from the maximum depth to 0%. The 3D reinforcement structure 1 and the 3D reinforcement structure 2 have the same shape but opposite directions.
[0015] The advantages of this application are as follows: In the technical solution of this application, by optimizing the matching of the lateral and longitudinal tread rigidity of the tire pattern, and by replacing the steel sheet design with the groove design, the rigidity of the tread blocks and the water film breaking effect of the steel sheet segmentation are optimized, while the water holding volume of the tread can be increased. Furthermore, the optimized design of the tread rigidity achieves a balance between the dry and wet performance of the tire.
[0016] The technical solution of this application improves the dry and wet performance of the tire through optimized tread and structural design, thereby enhancing the driver's handling experience and driving safety. Combined with a special tread compound design, it enhances the tire's safety and wear resistance, achieving a balance between dry and wet performance. Simultaneously, while retaining the effect of steel plates, the tread and structural design avoids the use of steel plate arrangements, reducing the increased cost risks associated with steel plate use. This results in a high-performance tire that is easily manufactured and achieves a balance between dry and wet performance.
[0017] The tread pattern of this application adopts an asymmetrical design, with a large proportion of inner tread grooves and a correspondingly low ground contact rate, which improves drainage performance in wet environments; and a small proportion of outer tread grooves and a correspondingly high ground contact rate, resulting in high tread block rigidity and effectively providing tire grip and braking force on both dry and wet surfaces.
[0018] The lateral grooves in the outer tread area of this application adopt a closed structure design and are not connected to the longitudinal grooves. This restricts lateral airflow, reduces pumping noise, and improves tire ride performance. The lateral grooves in the inner tread area adopt an alternating arrangement of closed and connected longitudinal grooves. Compared with the shoulder area design of the outer tread area, this weakens the rigidity of the shoulder tread area of the inner tread area, achieving a difference in tread rigidity between the inner and outer sides, improving the tire's small-angle steering response, and enhancing handling performance.
[0019] In this application, the width of each groove is optimized within the width of the tread contact patch, controlling the ratio of the inner and outer longitudinal groove widths to a suitable range. This ensures the tire's straight-line stability while improving its small-angle steering response. Furthermore, it balances the rigidity difference between the inner and outer shoulder tread areas, maintaining relative equilibrium and preventing abnormal shoulder wear caused by an excessive rigidity difference. Grooves at a certain angle are designed into the tread area to increase the tire's ability to break through water films in wet conditions, improving the tread's drainage performance.
[0020] In the technical solution of this application, a specific 3D three-dimensional reinforcement structure is designed within the outer longitudinal groove. This enhances the rigidity of the outer tread area, achieving the design goal of differentiating the rigidity between the inner and outer tread patterns. The special structural design reduces obstruction to water flow within the groove while occupying a portion of the water-carrying volume. Simultaneously, complementary styling designs within the outer tread area compensate for the occupied water-carrying volume, achieving a balance between dry and wet tire performance. Furthermore, the presence of the 3D structure within the groove helps disrupt the noise frequency of the tread cavity, reducing tire noise peaks and improving the driving experience.
[0021] In the technical solution of this application, the patterned area is made in full contact with the road surface through a reasonable pattern grounding ratio design, so as to ensure sufficient grounding area to provide friction force and improve the handling performance on dry and wet surfaces.
[0022] The transverse grooves employ different wall angles and stepped designs to create a stress difference between the two walls. During vehicle operation, stones stuck in the grooves are ejected from the tires due to this stress difference, preventing water volume reduction and drainage obstruction caused by stones. This effectively reduces tire noise and drainage problems caused by stones stuck in the tires. It also prevents continuous friction damage to the tires from stones within the grooves and potential tire leaks, thereby improving tire handling and driving safety on wet surfaces. Attached Figure Description
[0023] Figure 1 This is a schematic diagram of the tread pattern structure of this application; Figure 2 This is a partial structural diagram of the inner middle tire tread area of this application; Figure 3 This is a schematic diagram of a partial structure of the central tread area in this application; Figure 4 This is a partial structural schematic diagram of the fourth longitudinal trench in this application; Figure 5 This is a cross-sectional view of the transverse patterned groove of this application; Figure 6 This is a radial sectional view of the groove structure, transverse inclined groove, and 3D reinforcement structure of this application.
[0024] Figure 7 This is a circumferential sectional view of the transverse inclined groove 72 and the 3D reinforcement structure of this application. Detailed Implementation
[0025] The technical features of this application are further described below with reference to the accompanying drawings and specific embodiments.
[0026] like Figure 1 As shown, this application is a high-performance tire that can handle both dry and wet conditions. In its technical solution, the tread pattern adopts an asymmetrical design, which includes four longitudinal grooves from left to right from the inner side of the tire tread to the outer side of the tire tread, namely longitudinal groove one 21, longitudinal groove two 22, longitudinal groove three 23, and longitudinal groove four 24. Each of the longitudinal grooves extends along the circumference of the tire and is connected end to end in a ring.
[0027] Longitudinal grooves 21, 22, 3, and 4 divide the tire tread from left to right, from the inner side of the tire tread to the outer side, into five tread sections distributed along the tire's axial direction. These five tread sections are: inner tread section 11, inner middle tread section 12, center tread section 13, outer middle tread section 14, and outer tread section 15. Each tread section has multiple lateral grooves spaced circumferentially along the tire.
[0028] like Figure 1 As shown, the sum of the widths of longitudinal grooves 1 (21), 22, 3 (23), and 4 (24) accounts for 32% to 35% of the tire's tread width. The widths of the four longitudinal grooves, from largest to smallest, are: longitudinal groove 3 (23), longitudinal groove 2 (22), longitudinal groove 1 (21), and longitudinal groove 4 (24). By narrowing the width of the outermost longitudinal groove, the rigidity of the outer tread area is improved, creating a rigidity difference with the inner tread area, thereby improving the tire's small-angle steering response and handling performance.
[0029] like Figure 1 As shown, the outer tread portion 15 is provided with a third transverse tread groove 41 that is not connected to the longitudinal groove, and the inner tread portion 11 is provided with a first transverse tread groove 31 that is connected to the longitudinal groove and a second transverse tread groove 32 that is not connected to the longitudinal groove, which are arranged at intervals along the circumference of the tire.
[0030] The lateral tread groove 3 41 extends from the outer tread portion 15 toward the outer side of the tire tread towards the inner side of the tire tread. The end of the lateral tread groove 3 41 away from the outer side of the tire tread is located on the surface of the outer tread portion 15. The lateral tread groove 3 41 on the outer tread portion 15 is not connected to the longitudinal groove. By restricting the flow of lateral air, the pumping noise is reduced, thereby improving driving comfort.
[0031] The inner tread surface 11 has alternating transverse tread grooves 31 and 32. The transverse tread grooves 31, which are connected to the longitudinal grooves, further divide the tread blocks to reduce the relative rigidity of the inner tread blocks.
[0032] Compared to the closed lateral groove design used in the center tread section 13 and the outer intermediate tread section 14, the groove connection pattern on the inner intermediate tread section 12 further differentiates the rigidity of the inner and outer tread blocks of the tire's asymmetrical tread pattern, thereby improving the tire's small-angle steering response and enhancing the handling performance of the tire in both dry and wet conditions.
[0033] like Figure 5 As shown, the two walls of the transverse tread groove 31 on the inner tread surface 11 feature a differentiated design. One side of the groove has a beveled design, while the other side has a stepped design. Furthermore, the two walls of the groove are inclined at different angles. This design increases the groove volume, thereby increasing water capacity and improving wet grip performance. Additionally, the differentiated design of the two walls helps to dislodge stones when they become lodged in the groove, as the stones experience different forces on the two walls during driving. This prevents stones from continuously rubbing and damaging the tire within the groove, and also avoids reducing water capacity and obstructing drainage due to the presence of stones, thus improving tire handling and driving safety on wet surfaces.
[0034] like Figure 2 As shown, the inner middle tire surface 12 is provided with a transverse convex groove 51 at a certain angle and a transverse oblique groove 52 at a certain angle, and the tilt angle of the two is designed to be within the range of 15°~30°.
[0035] In one embodiment of this application, a convex reinforcing rib is designed in the middle of the transverse convex groove 51 to further balance the rigidity difference between adjacent patterned blocks.
[0036] In one embodiment of this application, the transverse inclined groove 52 is designed with a sharp corner at one end. The sharp shape can break the water film when wading, avoid poor drainage of the groove, and improve wet slip performance and handling stability.
[0037] like Figure 3 As shown, the central tread surface 13 is provided with a transverse oblique groove 61 and an oblique angle structure 62 to balance the rigidity distribution of the inner and outer sides of the asymmetrical tread pattern.
[0038] In one embodiment of this application, the beveled corner structure 62 is located on the edge of the central tread surface 13 facing the outer edge of the tire tread, and the beveled corner structure 62 is provided along the annular outer circumferential surface of the tire tread. The transverse beveled groove 61 has a sharp corner at one end facing the inner side of the tire tread, and the transverse beveled groove 61 gradually decreases in size from the outer end of the tire tread to the inner end of the tire tread.
[0039] like Figure 4As shown, in one embodiment of this application, a plurality of transverse inclined grooves 72 are provided on the outer middle tread portion 14. The transverse inclined grooves 72 are designed with a pointed end facing the inner side of the tire tread, and the transverse inclined grooves 72 gradually decrease in size from the outer end of the tire tread to the inner end of the tire tread. The transverse inclined grooves 72 are evenly spaced along the circumferential direction of the tire tread.
[0040] The longitudinal trench 24 is designed with two 3D reinforcement structures, namely 73 and 74, with specific shapes. The 3D reinforcement structures 73 and 74 are distributed on both sides of the longitudinal trench 24.
[0041] In the tire circumference, the spacing between adjacent transverse oblique grooves 72 serves as the length cycle of the reinforcing structure. The maximum transverse width does not exceed 32% of the width of the longitudinal groove 4 24, and the design gradually transitions from the maximum width to 0%.
[0042] The maximum radial depth of 3D reinforcement structure 1 (73) and 3D reinforcement structure 2 (74) shall not exceed 27% of the depth of longitudinal groove 4 (24), and shall be uniformly and gradually reduced to 0% from the maximum depth. 3D reinforcement structure 1 (73) and 3D reinforcement structure 2 (74) shall have identical shapes but opposite directions.
[0043] By adding a reinforcing structure within the near-outer shoulder groove, the overall rigidity of the outer tread pattern is improved through optimized design, enhancing the tire's small-angle steering response and improving handling performance in both dry and wet conditions. The 3D reinforcing structure's width and depth are designed to achieve increased rigidity without excessively occupying the longitudinal groove volume. Furthermore, a chamfered design at the maximum width further reduces its impact on the drainage rate within the groove.
[0044] like Figure 6 , 7 As shown, in order to further balance the water volume occupied by the 3D reinforcement structure 1 73 and 3D reinforcement structure 2 74 in the longitudinal groove 4 24, a groove structure 71 is designed on the outer middle tire surface 14. The style and depth design are consistent with the values of the 3D reinforcement structure 1 73 and 3D reinforcement structure 2 74 to balance the rigidity of the tread block.
[0045] Of course, the above description is not intended to limit this application, nor is this application limited to the examples given above. Any changes, modifications, additions, or substitutions made by those skilled in the art within the scope of this application should fall within the protection scope of this application.
Claims
1. A high-performance tire suitable for both dry and wet conditions, comprising a tire tread, wherein four longitudinal grooves are provided on the tire tread, the longitudinal grooves are arranged along the annular outer circumference of the tire tread, the four longitudinal grooves are arranged in parallel and spaced apart, and the tire tread is divided into five tread sections by the four longitudinal grooves; characterized in that: The groove width of the longitudinal grooves near the outer edge of the tire tread is smaller than the groove width of the other three longitudinal grooves. A transverse tread groove group is provided on the tread surface near the inner side of the tire tread, and the transverse tread groove group is connected to the longitudinal groove near the inner side of the tire tread.
2. The high-performance tire according to claim 1, which is suitable for both dry and wet conditions, is characterized in that: The four longitudinal grooves are groove one (21), groove two (22), groove three (23), and groove four (24), which are arranged from the inside to the outside of the tire tread. The five tread sections are, from the inside to the outside, the inner tread section (11), the inner middle tread section (12), the center tread section (13), the outer middle tread section (14), and the outer tread section (15).
3. The high-performance tire according to claim 2, which is suitable for both dry and wet conditions, is characterized in that: The sum of the widths of longitudinal groove 1 (21), longitudinal groove 2 (22), longitudinal groove 3 (23), and longitudinal groove 4 (24) accounts for 32% to 35% of the tire tread width. The longitudinal groove widths from largest to smallest are longitudinal groove 3 (23), longitudinal groove 2 (22), longitudinal groove 1 (21), and longitudinal groove 4 (24).
4. The high-performance tire according to claim 1, which is suitable for both dry and wet conditions, is characterized in that: The transverse patterned groove group includes a transverse patterned groove one (31) that is connected to the longitudinal groove and a transverse patterned groove two (32) that is not connected to the longitudinal groove. The transverse patterned groove one (31) and the transverse patterned groove two (32) are arranged at intervals. All lateral tread grooves are spaced along the outer circumference of the tire tread; all lateral tread groove one (31) and lateral tread groove two (32) are alternately arranged on the tread surface near the inner side of the tire tread.
5. The high-performance tire according to claim 1, which is suitable for both dry and wet conditions, is characterized in that: Several transverse tread grooves (41) are constructed on the outer tread surface (15). The transverse tread grooves (41) extend from the outer tread surface (15) toward the outer side of the tire tread towards the inner side of the tire tread. The end of the transverse tread grooves (41) away from the outer side of the tire tread is located on the surface of the outer tread surface (15).
6. The high-performance tire according to claim 1, which is suitable for both dry and wet conditions, is characterized in that: The two sides of the transverse pattern groove 1 (31) have different shapes in the direction of its length extension, and the two sides of the transverse pattern groove 1 (31) have different inclination angles in the direction of its length extension.
7. The high-performance tire according to claim 2, which is suitable for both dry and wet conditions, is characterized in that: The inner middle tire tread section (12) is provided with a transverse convex groove (51) and a transverse oblique groove (52); the inclination angle of the transverse convex groove (51) and the transverse oblique groove (52) is set to 15°~30°; The transverse convex groove (51) is designed with a convex reinforcing rib in the middle; the transverse oblique groove (52) has a pointed end facing the outer side of the tire tread.
8. The high-performance tire according to claim 2, which is suitable for both dry and wet conditions, is characterized in that: The central tire surface (13) is provided with a transverse inclined groove (61) and an oblique angle structure (62). The oblique angle structure (62) is located on the edge of the central tread surface (13) facing the outer side of the tire tread, and the oblique angle structure (62) is set along the annular outer circumferential surface of the tire tread. The transverse oblique groove (61) is designed with a sharp corner at one end facing the inner side of the tire tread, and the transverse oblique groove (61) gradually decreases in size from one end of the outer side of the tire tread to one end of the inner side of the tire tread.
9. The high-performance tire according to claim 2, which is suitable for both dry and wet conditions, is characterized in that: The longitudinal trench four (24) is provided with 3D reinforcement structure one (73) and 3D reinforcement structure two (74) on both sides of its interior. Several transverse oblique grooves (72) are provided on the outer middle tread surface (14). The transverse oblique grooves (72) are designed with a sharp corner at one end facing the inner side of the tire tread. The transverse oblique grooves (72) gradually decrease in size from one end of the outer side of the tire tread to one end of the inner side of the tire tread. The transverse oblique grooves (72) are evenly spaced along the circumference of the tire tread. 3D reinforcement structure one (73) and 3D reinforcement structure two (74) are evenly spaced along the circumferential direction of the tire tread. The length period of 3D reinforcement structure one (73) and 3D reinforcement structure two (74) in the circumferential direction of the tire tread is the spacing between adjacent transverse oblique grooves (72). The maximum transverse width of 3D reinforcement structure one (73) and 3D reinforcement structure two (74) is less than or equal to 32% of the width of longitudinal groove four (24), and is designed to gradually change from the maximum width to 0%. The maximum radial depth of the 3D reinforcement structure one (73) and the 3D reinforcement structure two (74) is less than or equal to 27% of the depth of the longitudinal groove four (24), and is designed to gradually decrease from the maximum depth to 0%. The 3D reinforcement structure one (73) and the 3D reinforcement structure two (74) have the same shape but opposite directions.