Wet-skid-resistant tire tread structure and tire
By setting embedded composite tread ribs and inserts on the tire tread, the problems of high production cost and delamination in the existing technology are solved, and the wet skid performance after wear and safety are improved, thus achieving the effects of saving materials and reducing emissions.
Patent Information
- Application Number
- CN202423134021.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-18
- Publication Date
- 2025-11-04
- Estimated Expiration
- 2034-12-18
AI Technical Summary
Existing technologies improve the wet performance of worn tires by optimizing the tread compound through performance stratification, which increases production costs and is prone to stratification problems, affecting wet skid performance during use.
The tire adopts an embedded composite tread structure, which divides the tire tread into multiple tread ribs by setting multiple longitudinal grooves. Multiple inserts are set in the circumferential direction within each tread rib. After the inserts wear, they can fall off to form new grooves, improving wet traction performance. The shape and position of the inserts are defined to ensure their effective detachment.
It effectively reduces the decline in wet skid performance after wear, avoids premature tire replacement, saves raw materials, reduces environmental pollution, and improves the wet skid and safety performance of tires.
Smart Images
Figure CN223508021U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of tire technology, and in particular relates to a tire tread structure and tire that is resistant to wet skids after wear. Background Technology
[0002] Tire wear is a crucial factor in a tire's lifespan, directly impacting its service life and safety. Worn tires may exhibit slightly better rolling noise and rolling resistance than new tires, but their wet braking performance decreases significantly. For safety and environmental reasons, currently 50% of tires are discarded before reaching a residual wear depth of 3mm. Globally, 400 million tires are prematurely discarded annually, reducing tire lifespan and severely polluting the environment.
[0003] The new EU regulation R117-04 requires tires to meet specific standards for wet grip, rolling resistance, and noise emissions, even when worn to a tread depth of 1.6mm–2.0mm. The implementation of this new EU regulation has led to increased attention being paid to tire performance in wet conditions after wear, both in international and domestic markets.
[0004] Most existing technologies improve the wet performance of worn tires by optimizing the tread compound through performance layering. However, this layering optimization typically involves extruding multiple compounds together, which places high demands on the extruder and tread die, increasing production costs. Furthermore, due to significant differences in parameters such as modulus between layers, poor adhesion between the compounds leads to delamination during later use. Therefore, to proactively address UN and EU regulations, enhance tire competitiveness, and reduce the impact on the tire industry, a new wet-slip tread structure and tire design are needed to address these issues. Utility Model Content
[0005] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.
[0006] This invention proposes an anti-wet skid tire tread structure and tire, which solves the technical problems of existing technologies that improve the wet performance of tires after wear by optimizing the performance of the tread compound through performance stratification, which increases production costs and makes it easy for stratification to occur during later use. It effectively reduces the wet skid performance of tires after wear, avoids the need to replace tires due to the sharp decrease in wet skid performance after wear, and achieves the characteristics of saving raw materials and reducing emissions.
[0007] This utility model discloses an anti-slip tire tread structure, including a tread and multiple longitudinal grooves on the tread. The longitudinal grooves divide the tread into multiple tread ribs. Multiple inserts are arranged circumferentially inside the tread corresponding to each tread rib. The distance L1 between adjacent inserts in each tread rib satisfies L1=(L-2L0) / 2 and L1≥3mm. In the formula, L represents the platform width of the tread chamfer corresponding to the tread rib, and L0 represents the distance from the center line of the insert at both ends of the tread rib to the edge of the platform of the tread chamfer corresponding to the tread rib. The value of L0 is 3~5mm.
[0008] In some embodiments, each tread rib corresponds to two or three tread inserts.
[0009] In some embodiments, when the platform width L of the tread bead corresponding to the tread rib is ≤18mm, the number of inserts is 2.
[0010] In some embodiments, when the width L of the platform in the tread bead corresponding to the tread rib is greater than 18 mm, the number of inserts is 3.
[0011] In some embodiments, the length of the insert is 30-50 mm and the height of the insert is 1 / 3 of the tread thickness.
[0012] In some embodiments, the insert is a triangular prism structure with a side length of 2-3 mm for the triangle of the insert cross-section and a height of 1 / 3 of the tread thickness.
[0013] In some embodiments, the insert is a quadrangular prism structure with an inverted trapezoidal cross-section. The top side of the inverted trapezoid is 2-3 mm long, the bottom side is 1.2-1.8 mm long, and the height is 1 / 3 of the tread thickness.
[0014] In some embodiments, the insert is a cylindrical structure with a circular cross-section having a diameter of 2 to 3 mm.
[0015] In some embodiments, no inserts are provided inside the tread corresponding to the tread ribs on the tire shoulder.
[0016] In another aspect, this utility model provides a tire, which includes the above-described anti-skid tire tread structure.
[0017] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0018] (1) The anti-slip tire tread structure of this utility model is an embedded composite tread structure. After the tread wears out, the segmented inserts can fall off to form new grooves, which can effectively reduce the wet skid performance of the tire after wear, thereby avoiding the need to replace the tire due to the sharp decrease in wet skid performance after wear, and achieving the advantages of saving raw materials and reducing emissions.
[0019] (2) The anti-slip tire tread structure of this utility model can avoid the situation where small segments of the insert cannot be fully exposed outside the tread by limiting the length and height of the insert, which is conducive to the later detachment.
[0020] (3) The anti-slip tire tread structure of this utility model, by limiting the insert to a triangular prism structure, can ensure that the insert falls off after the tire wears and forms a new groove, which is conducive to drainage and improves the wet skid performance and safety performance of the tire. By limiting the insert to a quadrangular prism structure, the problem of the insert being difficult to detach from the tread and form a new groove after the tire wears can be avoided. By limiting the insert to a cylindrical structure, the groove left after the insert falls off after the tire wears can be avoided to have sharp edges. During subsequent tire use, the place where the insert falls off will form a stress concentration point due to repeated bending, which generates high heat and is not conducive to extending the tire service life. Attached Figure Description
[0021] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with their descriptions, serve to explain the present invention and do not constitute an undue limitation thereof. Wherein:
[0022] Figure 1 A schematic diagram of the tread structure of the triangular prism structure insert provided in the anti-skid tire tread structure of this utility model embodiment;
[0023] Figure 2 A schematic diagram of the triangular prism structure insert provided for the anti-skid tire tread structure of this utility model embodiment;
[0024] Figure 3 A schematic diagram of the tread structure of the quadrangular prism embedded body provided in the anti-skid tire tread structure of this utility model embodiment;
[0025] Figure 4 A schematic diagram of the quadrangular prism embedded body provided by the anti-skid tire tread structure of this utility model embodiment;
[0026] Figure 5 A schematic diagram of the cylindrical structure insert provided by the anti-skid tire tread structure in an embodiment of this utility model;
[0027] Figure 6 A schematic diagram of the cylindrical embedded body provided in the anti-skid tire tread structure of this utility model embodiment;
[0028] Figure 7 A schematic diagram of the tread structure of the tubular structure insert provided by the anti-skid tire tread structure of this utility model embodiment;
[0029] In the attached diagram: 1. Tread, 2. Tread ribs, 3. Inserts. Detailed Implementation
[0030] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.
[0031] In the description of this utility model, it should be understood that the terms "center," "lateral," "longitudinal," "upper," "lower," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," and "third" may explicitly or implicitly include one or more of that feature.
[0032] During tire operation, the multiple longitudinal grooves on the tire tread play a crucial role in the tire's water drainage performance. As the tread wears down, the depth of the main grooves decreases, leading to a decline in water drainage performance. This invention provides a tire tread structure and tire designed to resist wet skids after wear. This tire tread structure is an embedded composite tread structure. When the tire wears down, the lateral grooves and steel plates of the tread become shallower or even disappear. When the wear reaches the insert, the segmented insert detaches from the tire tread, creating new grooves. This effectively reduces the tire's wet skid performance after wear, thus avoiding the need to replace the tire due to a sharp decrease in wet skid performance after wear. It also achieves the advantages of saving raw materials and reducing emissions, while ensuring sufficient contact area to improve the tire's performance after long-term wear.
[0033] Figures 1-7 These are schematic diagrams of the anti-skid tire tread structure according to embodiments of the present invention. (Reference) Figure 1As shown, this utility model discloses an anti-skid tire tread structure, including a tread 1 and multiple longitudinal grooves disposed on the tread 1. The longitudinal grooves divide the tread 1 into multiple tread ribs 2. Each tread rib 2 corresponds to a plurality of inserts 3 disposed circumferentially inside the tread 1. During the extrusion of the tread 1, the inserts 3 are embedded into the interior of the tread 1. Notably, no inserts 3 are disposed inside the tread 1 corresponding to the tread ribs 2 at the tire shoulder. Preferably, the inserts 3 are thermoplastic polyester elastomers, which are block copolymers containing polyester hard segments and polyether soft segments. The polyether soft segments and the uncrystallized polyester form an amorphous phase. The polyester hard segments partially crystallize to form crystalline microregions, acting as physical crosslinking points. This results in good processing performance and a long service life, while also exhibiting high strength and superior flexibility and dynamic mechanical properties compared to plastics. The thermoplastic polyester elastomer operates in a temperature range of -70℃ to 200℃, exhibiting excellent mechanical properties at high temperatures and minimal loss of mechanical properties at both high and low temperatures. During tire vulcanization, the thermoplastic polyester elastomer maintains its shape and does not chemically react with the surrounding tread rubber, allowing it to exist independently within the tread 1. The insert 3 has a length of 30-50mm and a height of 1 / 3 of the tread 1 thickness, located in the middle of the tread. This set length is close to the width of the independent tread blocks, ensuring that the longitudinal contact length during tire operation is much greater than the width of the independent tread blocks. Even with uneven tire wear, this prevents the small section of the insert 3 from not being fully exposed on the tread, facilitating later detachment. During tread extrusion, the designated insert 3 is embedded into the tread 1. After prolonged use, as part of the tread 1 wears away, exposing the insert 3, the small section of the insert 3 can detach from the tread 1, forming new tread grooves. This ensures the tire's wet grip performance after wear, improving driving safety. The distance L1 between adjacent inserts 3 within each tread rib 2 satisfies L1 = (L - 2L0) / 2 and L1 ≥ 3mm, where L represents the platform width of the tread bead corresponding to the tread rib 2, and L0 represents the distance from the centerline of the insert 3 located at both ends of the tread rib 2 to the edge of the platform of the tread bead corresponding to the tread rib 2, with L0 ranging from 3 to 5mm. The number of inserts 3 corresponding to each tread rib 2 in the tread 1 is either 2 or 3. When the platform width L of the tread bead corresponding to the tread rib 2 is ≤ 18mm, the number of inserts 3 is 2; when the platform width L of the tread bead corresponding to the tread rib 2 is > 18mm, the number of inserts 3 is 3.
[0034] Reference Appendix Figure 1 and attached Figure 2As shown, in a preferred embodiment, the insert 3 is a triangular prism structure with a triangular cross-section. The side length of the triangle is 2-3 mm, and the height is 1 / 3 of the thickness of the tread 1. Given that most grooves in a new tire design are gradually narrowing, and that the grooves become shallower and narrower radially after tire wear, the insert 3 is designed as a triangular prism structure of a certain length. As the tire wears down to the position of the insert 3, the insert 3 detaches, forming a groove with a triangular cross-section. Furthermore, as the tire tread 1 gradually wears down, the triangular groove gradually widens, compensating for the reduced wet grip performance caused by the narrowing of the original longitudinal grooves or the disappearance of the steel strips. The side length of the triangular structure is 2-3 mm, and the height is 1 / 3 of the thickness of the tread 1. After tires are used, the wear of the tread blocks at the center and sides of the tread causes the grooves on the tread to become shallower and their number to decrease sharply, resulting in poor water drainage performance and a significant decrease in wet braking performance. This utility model embeds a triangular prism-shaped insert 3 into the tire tread 1, which ensures that after the tire wears out, the insert 3 will fall off and form new grooves, which is beneficial for water drainage and improves the tire's wet skid performance and safety performance.
[0035] Reference Appendix Figure 3 and attached Figure 4 As shown, in a more preferred embodiment, the insert 3 is a quadrangular prism structure with an inverted trapezoidal cross-section. The top side of the inverted trapezoid is 2-3 mm long, the bottom side is 1.2-1.8 mm long, and the height is 1 / 3 of the tread thickness 1. Setting the cross-section of the insert 3 as an inverted trapezoidal structure is similar to the longitudinal groove shape of existing tires. This avoids the problem that the insert 3 is difficult to detach from the tread 1 to form new grooves after tire wear, and avoids the problem that the two sharp corners of the bottom edge of the triangular prism insert 3 are difficult to detach after wear, forming thin transverse cracks under repeated bending. It also avoids the problem that the top of the triangular prism insert 3 is a sharp corner, which is not conducive to load bearing.
[0036] Reference Appendix Figure 5 and attached Figure 6 As shown, in a more preferred embodiment, the insert 3 is a cylindrical structure, and the diameter of the circular cross-section of the insert 3 is [missing information]. Designing the cross-section of the insert 3 as a circular structure avoids sharp edges in the grooves left after the insert 3 detaches due to tire wear. During subsequent tire use, the area where the insert 3 detached would become a stress concentration point due to repeated bending, generating high heat and hindering tire lifespan. (See attached reference.) Figure 7 As shown, the insert 3 can also be a pipe structure with an inner diameter of 3 to 4 mm.
[0037] This utility model also provides a tire, which includes the above-mentioned anti-skid tire tread structure.
[0038] The following describes the anti-skid tire tread structure and tire of this utility model with reference to specific embodiments.
[0039] Examples 1-3
[0040] Selected specification 255 / 45R19 104W, respectively using the attached Figure 1 The triangular prism structure insert shown, attached Figure 3 The shown is a tetragonal prism structure insert, attached Figure 5 The cylindrical insert shown was used to produce a prototype tire using a conventional formula. For each embodiment, 22 tires were selected, of which 11 tires were tested as new tires and the remaining 11 tires were tested after being manually polished. The polishing was done so that the depth of the four longitudinal grooves of the tread pattern was polished to 3±0.2mm, so that the insert could be removed from the tire tread.
[0041] Comparative Example 1
[0042] The selected specification is 255 / 45R19 104W. After trial production using the same existing conventional formula as in Example 1, 22 tires were selected. Among them, 11 tires were tested as new tires, and the remaining 11 tires were tested after being manually polished. The polishing degree was to polish the longitudinal grooves of the four grooves to a depth of 3±0.2mm.
[0043] The indoor and outdoor test results of new tires before tire polishing in Examples 1-3 and Comparative Example 1 are shown in Table 1, and the indoor and outdoor test results after tire polishing are shown in Table 2.
[0044] Table 1. Indoor and outdoor test results of new tires in Examples 1-3 and Comparative Example 1.
[0045]
[0046] Table 2. Indoor and outdoor tire test results after polishing in Examples 1-3 and Comparative Example 1.
[0047]
[0048] As shown above, the wet grip index, braking distance, and wet handling performance of the existing tires in Comparative Example 1 after grinding are significantly different from those of new tires, indicating a marked deterioration in wet performance. In Examples 1-3, the differences in indoor rolling resistance and tread noise test values between new and ground tires are minimal. Although the wet performance of tires in Examples 1-3 after grinding is worse than that of new tires, it is still significantly improved compared to the grinding of the existing products in Comparative Example 1. Since this example involved manual grinding, not natural wear and tear, the differences in wet performance between the ground tires in Examples 2 and 3 are not significant. The location of high-speed performance damage indicates that different insert shapes are affected by stress concentration.
[0049] The above embodiments are only used to illustrate the technical solution of this utility model and not to limit it; although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this utility model or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the technical solution claimed by this utility model.
Claims
1. A wet-skid tire tread structure, characterized in that: It includes the tread and multiple longitudinal grooves set on the tread. The longitudinal grooves divide the tread into multiple tread ribs. Multiple inserts are set in the circumferential direction inside the tread corresponding to each tread rib. The distance L1 between adjacent inserts in each tread rib satisfies L1=(L-2L0) / 2 and L1≥3mm. In the formula, L represents the platform width of the tread bead corresponding to the tread rib, and L0 represents the distance from the center line of the insert at both ends of the tread rib to the edge of the platform of the tread bead corresponding to the tread rib. The value of L0 is 3~5mm.
2. The anti-skid tire tread structure according to claim 1, characterized in that: Each tread rib corresponds to 2 or 3 tread inserts.
3. The anti-skid tire tread structure according to claim 2, characterized in that: When the platform width L ≤ 18mm corresponding to the tread bead pattern of the rib pattern, the number of inserts is 2.
4. The anti-skid tire tread structure according to claim 2, characterized in that: When the width L of the platform in the tread bead corresponding to the rib pattern is greater than 18mm, the number of inserts is 3.
5. The anti-skid tire tread structure according to claim 1, characterized in that: The length of the insert is 30-50mm, and the height of the insert is 1 / 3 of the tread thickness.
6. The anti-skid tire tread structure according to claim 1, characterized in that: The insert has a triangular prism structure, with a side length of 2-3 mm for the triangle cross-section and a height of 1 / 3 of the tread thickness.
7. The anti-skid tire tread structure according to claim 1, characterized in that: The insert has a quadrangular prism structure with an inverted trapezoidal cross-section. The top side of the inverted trapezoid is 2-3 mm long, the bottom side is 1.2-1.8 mm long, and the height is 1 / 3 of the tread thickness.
8. The anti-skid tire tread structure according to claim 1, characterized in that: The insert has a cylindrical structure with a circular cross-section diameter of 2–3 mm.
9. The anti-skid tire tread structure according to any one of claims 1-8, characterized in that: No inserts are provided inside the tread corresponding to the rib pattern on the tire shoulder.
10. A tire, characterized in that: The tire includes the anti-skid tire tread structure as described in claim 9.