Wet-skid-resistant tire after abrasion
By designing gradient grooves and steel plate structures on the tire, the problems of decreased wet grip and insufficient drainage performance after wear are solved, achieving good wet traction and safety, and meeting EU regulatory requirements.
Patent Information
- Application Number
- CN202423304014.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-31
- Publication Date
- 2025-11-04
- Estimated Expiration
- 2034-12-31
AI Technical Summary
Existing tires, after wear, have reduced wet grip and insufficient water drainage performance, failing to meet EU regulations for wet skidding performance after wear, thus posing a risk of hydroplaning.
Design a tire that resists wet slippage after wear, employing a multi-longitudinal and transverse groove structure, including a gradient groove and steel plate design, to ensure that the grooves work together to drain water in time, enhancing grip and drainage performance.
It effectively prevents hydroplaning, enhances tire grip and drainage performance on wet and slippery roads, meets EU regulations, and improves vehicle safety and stability in wet and slippery conditions.
Smart Images
Figure CN223508026U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of tire technology, and in particular relates to a tire that is resistant to wet slippage after wear. Background Technology
[0002] As a key component of a vehicle that directly contacts the road surface, tire performance directly affects driving safety, especially its grip on wet and slippery surfaces. According to relevant research, as tires wear down during use, their safety performance changes significantly, with a particularly noticeable decrease in wet grip. When tires wear down normally and the tread becomes shallower, reduced grip directly affects vehicle handling, making it easier to lose control or skid, especially during cornering, acceleration, or emergency braking, increasing the risk of traffic accidents. Severely worn tires also have a significantly reduced water drainage capacity, especially on wet and slippery surfaces. The inability to effectively drain water causes a water film to form between the tire and the road surface, resulting in hydroplaning and increasing the risk of loss of control.
[0003] Current tire labeling regulations only test new tires and do not take worn tires into account. The new EU R117 regulation mandates wear and wet grip testing for new C1 tire applications starting July 7, 2024. EU regulations require that the tread groove depth in the center and shoulder areas of the tire be ≤2mm after treading. However, existing tires, after wear, will have significantly reduced wet grip and insufficient water drainage, increasing the risk of hydroplaning and failing to meet regulatory requirements.
[0004] Therefore, there is a need for a tire that still has good wet grip performance after wear. 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 a tire that resists wet skids after wear, solving the technical problem that existing tires, after wear, suffer significant losses in wet grip, have insufficient drainage performance, and are prone to hydroplaning, failing to meet EU regulations for wet skid performance after tire wear. The tire of this invention retains a certain depth of tread pattern after wear, with all grooves working together to drain water comprehensively and promptly, effectively avoiding the risk of localized hydroplaning. It ensures stable contact between the tire and the ground across the entire contact area, reducing hydroplaning risks and improving vehicle safety on wet roads, thus meeting EU Regulation R117's requirements for wet skid performance after tire wear.
[0007] This utility model discloses a tire that resists wet slippage after wear. The tire tread pattern structure includes multiple longitudinal grooves extending circumferentially along the tread. The longitudinal grooves divide the tread into multiple tread blocks. The tread blocks include central tread blocks located on both sides of the tread centerline. Adjacent central tread blocks on the same side of the tread centerline are connected by a first central short longitudinal groove. The two ends of the first central short longitudinal groove are connected to the adjacent longitudinal grooves by a first central transverse groove and a second central transverse groove, respectively. The depth of the first central transverse groove and the second central transverse groove is a gradual structure from shallow to deep from the first central short longitudinal groove to the adjacent longitudinal groove.
[0008] In some embodiments, the depth of the first central short longitudinal groove is the same as the depth of the longitudinal groove, and the depths of the first central transverse groove and the second central transverse groove are both greater than the depth of the first central short longitudinal groove.
[0009] In some embodiments, the central tread block includes a second central tread block located outside the tread centerline, and a third central transverse groove is provided at one end of the second central tread block near the tread centerline. One end of the third central transverse groove is connected to the longitudinal groove, and the other end is a closed end.
[0010] In some embodiments, a second central short longitudinal groove is provided near the shoulder end of the second central tread block, the second central short longitudinal groove runs through the second central tread block, and the two ends of the second central short longitudinal groove are respectively connected to the first central transverse groove.
[0011] In some embodiments, the depth of the second central short longitudinal groove is the same as the depth of the longitudinal groove.
[0012] In some embodiments, the tread blocks also include shoulder tread blocks located on both sides of the tire shoulder, with shoulder transverse grooves provided between adjacent shoulder tread blocks, the depth of which is less than the depth of the longitudinal grooves.
[0013] In some embodiments, the shoulder tread block includes a first shoulder tread block located on the inner shoulder, and a plurality of first shoulder steel plates are spaced apart on the first shoulder tread block, the depth of the first shoulder steel plates being the same as the depth of the shoulder transverse groove.
[0014] In some embodiments, the two ends of the first shoulder steel plate are straight, and the middle part is a wavy structure.
[0015] In some embodiments, the shoulder tread block includes a second shoulder tread block located on the outer shoulder, and a plurality of second shoulder steel plates are spaced apart on the second shoulder tread block, the depth of the second shoulder steel plates being less than the depth of the shoulder transverse groove.
[0016] In some embodiments, the second shoulder steel plate has a knife-groove structure, and the angle between the end of the second shoulder steel plate near the longitudinal groove and the tire axis is greater than the angle between the other end of the second shoulder steel plate and the tire axis.
[0017] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0018] (1) The adjacent middle tread blocks of the tire that resists wet slipping after wear are connected by a first middle short longitudinal groove. The two ends of the first middle short longitudinal groove are respectively provided with a transverse groove with a gradually changing groove depth. When the tire is worn, each groove can still play a role in coordinating drainage and jointly preventing water drift.
[0019] (2) The tire of this utility model that is resistant to wet slip after wear has a short longitudinal groove in the middle of the tread pattern. The depth of the groove is the same as that of the longitudinal groove. When the tire is worn, it can still maintain a certain groove depth, which can provide effective grip, greatly increase the tire drainage contact surface, enhance drainage performance, and ensure that the vehicle can accelerate stably on wet slippery roads.
[0020] (3) The wear-resistant tire of this utility model has multiple first shoulder steel plates on the first shoulder tread block on the inner shoulder. These plates can quickly divert water in the tire-ground contact area to both sides. When the tire rolls, the water will flow quickly to both sides of the tire along the grooves of the steel plates, preventing water from accumulating at the bottom of the tire and effectively preventing hydroplaning. This ensures that the tire rubber can fully contact the ground, maintain good wet grip, and ensure the vehicle's driving stability in wet and slippery road conditions. The depth of the first shoulder steel plate is the same as the depth of the shoulder transverse groove. After grinding, the depth of the first shoulder steel plate can remain the same as the shoulder transverse groove, which can serve as a powerful supplement and extension of the transverse groove drainage, further guiding the water flow out of the tire.
[0021] (4) The wear-resistant tire of this utility model has multiple second shoulder steel plates on the second shoulder tread block on the outer shoulder, which are in the form of a knife groove structure. When driving on wet and slippery roads, the second shoulder steel plates can quickly cut the water film like a blade, allowing the tire rubber to contact the ground in time, increasing grip, and guiding the water flow out along the knife groove, avoiding water accumulation in the tire-ground contact area and causing hydroplaning. Attached Figure Description
[0022] 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:
[0023] Figure 1 A schematic diagram of the tread structure of the wear-resistant, wet-slip-resistant tire provided in an embodiment of this utility model;
[0024] Figure 2 for Figure 1 A sectional view along the A-A' direction;
[0025] Figure 3 for Figure 1 A cross-sectional view along the B-B' direction.
[0026] In the attached diagram: 1. Central longitudinal groove; 21. First shoulder longitudinal groove; 22. Second shoulder longitudinal groove; 31. First shoulder patterned block; 32. Second shoulder patterned block; 41. First central patterned block; 42. Second central patterned block; 51. First shoulder transverse groove; 52. Second shoulder transverse groove; 61. First central transverse groove; 62. Second central transverse groove; 63. Third central transverse groove; 71. First central short longitudinal groove; 72. Second central short longitudinal groove; 81. First shoulder steel plate; 82. Second shoulder steel plate; 91. First central steel plate; 92. Second central steel plate; 93. Third central steel plate. Detailed Implementation
[0027] 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.
[0028] 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. The term "longitudinal" refers to the direction in which the tire rolls; the term "lateral" refers to the direction perpendicular to the mid-surface of the tire.
[0029] This invention provides a tire that resists wet slippage after wear. Figure 1 This is a schematic diagram of the tread pattern structure of a tire that resists wet slippage after wear, according to an embodiment of the present invention. (Reference) Figure 1As shown, the tread pattern structure of this wear-resistant, hydroplaning-resistant tire includes multiple longitudinal grooves extending circumferentially along the tread, dividing the tread into multiple tread blocks. The tread pattern structure also includes multiple lateral grooves that run laterally through the multiple tread blocks and are spaced apart circumferentially along the tire. By having these grooves work together, water can be drained away comprehensively and promptly, effectively avoiding the risk of localized hydroplaning and ensuring stable contact between the tire and the ground across the entire contact area, reducing hydroplaning hazards and improving vehicle safety on wet and slippery roads.
[0030] This utility model discloses a tire tread block for improved wet grip after wear. The tread blocks include central tread blocks located on both sides of the tread centerline and shoulder tread blocks located on both sides of the tire shoulders. Adjacent central tread blocks on the same side of the tread centerline are connected by a first central short longitudinal groove 71. The two ends of the first central short longitudinal groove 71 are connected to adjacent longitudinal grooves via a first central transverse groove 61 and a second central transverse groove 62, respectively. The depth of the first central transverse groove 61 and the second central transverse groove 62 gradually increases from shallow to deep from the first central short longitudinal groove 71 to the adjacent longitudinal groove. The depth of the first central short longitudinal groove 71 is the same as the depth of the longitudinal groove, while the depths of the first central transverse groove 61 and the second central transverse groove 62 are both greater than the depth of the first central short longitudinal groove 71. Through the above structural design, after the tire is polished, the first central short longitudinal groove 71 still has a certain groove depth, which works together with the adjacent first central transverse groove 61 and second central transverse groove 62 to drain water and prevent water drift.
[0031] This utility model discloses a tire with anti-slip properties after wear, comprising a first central tread block 41 located inside the tread centerline and a second central tread block 42 located outside the tread centerline. The first central tread block 41 has multiple inclined first central steel plates 91 spaced apart. The second central tread block 42 has a third central transverse groove 63 near one end of the tread centerline. One end of the third central transverse groove 63 is connected to a longitudinal groove, and the other end is closed. The third central transverse groove 63 has a gradually varying depth, with a maximum depth of 4mm. When the tire is worn, the third central transverse groove 63 is ground away, increasing the angular edges of the second central tread block 42. These edges act like a series of small scrapers, allowing water to be drained more efficiently, reducing the risk of water accumulation under the tire, and thus improving driving safety on wet and slippery roads. A second central short longitudinal groove 72 is provided near the shoulder end of the second central tread block 42. The depth of the second central short longitudinal groove 72 is the same as the depth of the longitudinal groove. The second central short longitudinal groove 72 runs through the second central tread block 42, and its two ends are connected to the first central transverse groove 61. After the tire is rubbed, both the longitudinal groove and the second central short longitudinal groove 72 can maintain a groove depth of 2mm, providing effective grip, greatly increasing the tire's water drainage contact surface, enhancing water drainage performance, and ensuring that the vehicle can accelerate stably on wet and slippery roads.
[0032] This invention relates to a tire with anti-slip properties after wear, in which shoulder tread blocks are provided with shoulder transverse grooves. The depth of the shoulder transverse grooves is less than the depth of the longitudinal grooves. Preferably, the depth of the shoulder transverse grooves is 0.2 mm less than the depth of the longitudinal grooves. When the depth of the longitudinal grooves is 2 mm after grinding, the depth of the shoulder transverse grooves is 1.8 mm. By reducing the depth difference between the shoulder transverse grooves and the longitudinal grooves on both tire shoulders, it is possible to avoid the shoulder transverse grooves being too shallow after tire grinding, thus failing to effectively break the water film, improving the lateral friction of the tire when turning on wet and slippery roads, and reducing the risk of vehicle sideslip. The shoulder tread blocks include a first shoulder tread block 31 located on the inner tire shoulder and a second shoulder tread block 32 located on the outer tire shoulder. A first shoulder transverse groove 51 is provided between adjacent first shoulder tread blocks 31, and a second shoulder transverse groove 52 is provided between adjacent second shoulder tread blocks 32.
[0033] This invention relates to a tire with a wear-resistant, wet-slip surface. Multiple first shoulder steel plates 81 are spaced apart on the first shoulder tread block 31. The depth of the first shoulder steel plates 81 is the same as the depth of the first shoulder transverse groove 51. After grinding, the depth of the first shoulder steel plates 81 remains consistent with the depth of the first shoulder transverse groove 51, effectively supplementing and extending the drainage function of the first shoulder transverse groove 51, further guiding water flow out of the tire. (See attached diagram) Figure 2 The image shows a cross-sectional view of the first shoulder steel plate 81. The two ends of the first shoulder steel plate 81 are straight, while the middle section has a wavy structure, forming an overall arched shape. The first shoulder steel plate 81 acts like a guide channel, quickly diverting water from the tire-ground contact area to both sides. When the tire rolls, the water flows rapidly along the grooves of the steel plate to both sides of the tire, preventing water accumulation at the bottom of the tire and effectively preventing hydroplaning. This ensures that the tire rubber can fully contact the ground, maintaining good wet grip and guaranteeing the vehicle's stability on slippery roads.
[0034] This invention relates to a tire with wear-resistant, wet-slip-resistant design where multiple second shoulder steel plates 82 are spaced apart on the second shoulder tread block 32. The depth of the second shoulder steel plates 82 is less than the depth of the second shoulder transverse groove 52. (See attached document.) Figure 3The image shows a cross-sectional view of the second shoulder steel plate 82. The second shoulder steel plate 82 has a grooved structure. The angle α between the end of the second shoulder steel plate 82 near the longitudinal groove and the tire axis is greater than the angle β between the end of the second shoulder steel plate 82 near the tread edge and the tire axis. When driving on wet and slippery surfaces, the grooved structure of the second shoulder steel plate 82 can quickly cut through the water film like a blade, allowing the tire rubber to contact the ground promptly, increasing grip. Simultaneously, it guides water flow along the second shoulder steel plate 82, preventing water accumulation in the tire-ground contact area and thus hydroplaning. The depth of the second shoulder steel plate 82 is slightly shallower than the depth of the second shoulder transverse groove 52, preferably 0.5mm. After polishing, this ensures that the second shoulder steel plate maintains a certain depth, rather than being a smooth surface. This interlacing and coordinating drainage with the second shoulder transverse groove 52 provides better grip and prevents hydroplaning. In a preferred embodiment, the angle between the end of the second shoulder steel plate 82 near the longitudinal groove and the tire axis is 20°, and the angle between the end of the second shoulder steel plate 82 near the tread edge and the tire axis is 15°.
[0035] This invention relates to a tire with a wear-resistant, wet-slip-resistant tread pattern. The longitudinal grooves are all of equal depth. The longitudinal grooves include a central longitudinal groove 1 located at the center of the tread, and first shoulder longitudinal grooves 21 and second shoulder longitudinal grooves 22 located on either side of the central longitudinal groove 1. The tread pattern structure employs an asymmetrical design, ensuring that the shape of each tread block is not severely damaged after tire wear. The different shapes of the inner and outer tread blocks better adapt to water accumulation on the road surface. These tread blocks act like small "claws," firmly gripping the ground on wet surfaces to prevent vehicle skidding.
[0036] 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 tire that resists wet slippage after wear, characterized in that: The tire tread pattern structure includes multiple longitudinal grooves extending circumferentially along the tread. The longitudinal grooves divide the tread into multiple tread blocks. The tread blocks include central tread blocks located on both sides of the tread centerline. Adjacent central tread blocks on the same side of the tread centerline are connected by a first central short longitudinal groove. The two ends of the first central short longitudinal groove are connected to the adjacent longitudinal grooves by a first central transverse groove and a second central transverse groove, respectively. The depth of the first central transverse groove and the second central transverse groove is a gradual change from shallow to deep from the first central short longitudinal groove to the adjacent longitudinal groove.
2. The wear-resistant wet-slip tire according to claim 1, characterized in that: The depth of the first central short longitudinal ditch is the same as the depth of the longitudinal ditch, and the depths of the first central transverse ditch and the second central transverse ditch are both greater than the depth of the first central short longitudinal ditch.
3. The wear-resistant wet-slip tire according to claim 1, characterized in that: The central tread block includes a second central tread block located outside the centerline of the tread. A third central transverse groove is provided at one end of the second central tread block near the centerline of the tread. One end of the third central transverse groove is connected to the longitudinal groove, and the other end is a closed end.
4. The wear-resistant wet-slip tire according to claim 3, characterized in that: A second central short longitudinal groove is provided near the shoulder end of the second central tread block. The second central short longitudinal groove runs through the second central tread block, and both ends of the second central short longitudinal groove are connected to the first central transverse groove.
5. The wear-resistant wet-slip tire according to claim 4, characterized in that: The depth of the second central short longitudinal trench is the same as the depth of the longitudinal trench.
6. The wear-resistant wet-slip tire according to claim 1, characterized in that: The tread pattern also includes shoulder tread patterns located on both sides of the tire shoulder. Shoulder lateral grooves are provided between adjacent shoulder tread patterns, and the depth of the shoulder lateral grooves is less than the depth of the longitudinal grooves.
7. The wear-resistant wet-slip tire according to claim 6, characterized in that: The shoulder tread block includes a first shoulder tread block located on the inner shoulder. Multiple first shoulder steel plates are spaced apart on the first shoulder tread block, and the depth of the first shoulder steel plates is the same as the depth of the shoulder transverse groove.
8. The wear-resistant wet-slip tire according to claim 7, characterized in that: The first shoulder steel plate has straight ends and a wavy structure in the middle.
9. The wear-resistant wet-slip tire according to claim 6, characterized in that: The shoulder tread block includes a second shoulder tread block located on the outer shoulder. Multiple second shoulder steel plates are spaced apart on the second shoulder tread block, and the depth of the second shoulder steel plates is less than the depth of the shoulder transverse groove.
10. The wear-resistant wet-slip tire according to claim 9, characterized in that: The second shoulder steel plate has a knife-groove structure. The angle between the end of the second shoulder steel plate near the longitudinal groove and the tire axis is greater than the angle between the other end of the second shoulder steel plate and the tire axis.