Stability maintaining tire

Abstract

The utility model discloses a stability maintaining tire, which relates to the technical field of vehicle tires and is characterized in that the top of the tire consists of a central pattern block, shoulder pattern blocks and inclined grooves which are distributed in a staggered manner; the central main grooves are distributed in the circumferential direction of the tire and extend in the width direction of the tire; the transverse grooves are positioned in pattern block areas, which are divided by the central main grooves and extend along one side of the width direction of the tire, of the central pattern blocks; and the stability maintaining structure is arranged in an area between the pattern blocks and the central pattern block. According to the utility model, the safety of the wetland is improved through a synergetic flow guide mechanism; the central main groove transversely guides water flow to the arrow-feather-shaped stability maintaining structure, and the concentrated water flow is dispersed into a plurality of trickles by utilizing the transition design of the included angle and the fillet of the side wall; the transverse grooves further accelerate drainage of water flow through directional guiding, graded flow guiding and dynamic pressure balance are formed, water film residues on the tread are effectively reduced, direct contact between the tire and the road surface is enhanced, and therefore the road holding force and the drainage efficiency of the wet and slippery road surface are improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle tire technology, specifically a stability-maintaining tire. Background Technology

[0002] To improve driving safety on wet and slippery roads, conventional technologies typically employ multiple sets of drainage grooves (such as longitudinal main grooves and lateral fine grooves) with specific angles, widths, and depths on the tire tread. These grooves accelerate the drainage of surface water, thereby improving tire grip. However, existing technologies have the following limitations: When vehicles travel on roads with deep floodwater (≥3mm), the traditional tire design relying on widened main drainage grooves is ineffective. Due to the dramatic increase in water flow rate, while wider grooves can increase instantaneous drainage, they also lead to uneven distribution of tread contact pressure, exacerbating the risk of water film retention between the tire tread and the road surface. Under high-speed driving conditions, a continuous water film easily forms on the tire surface due to water adhesion, and the thickness and coverage of this water film increase exponentially with the depth of the floodwater. The presence of this water film completely blocks direct contact between the tire tread rubber and the road surface, triggering hydroplaning, resulting in a sharp drop in tire grip and loss of vehicle steering control.

[0003] Based on this, a stabilizing tire is now provided that can eliminate the drawbacks of existing devices. Utility Model Content

[0004] The purpose of this invention is to provide a stable tire to solve the problem in the prior art that tires are not easy to drain water under extremely wet and slippery road conditions.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A stabilizing tire, comprising:

[0007] The top of the tire consists of a central tread block, shoulder tread blocks, and staggered sloping grooves; the sloping grooves extend inward along the tire's axis.

[0008] The central main groove is distributed along the circumference of the tire and extends in the width direction of the tire.

[0009] The lateral groove is located within the tread block area that extends along one side of the tire width direction from the central tread block, which is divided by the central main groove.

[0010] The stabilizing structure is located in the area between the patterned block and the central patterned block.

[0011] Based on the above technical solutions, this utility model also provides the following optional technical solutions:

[0012] In one alternative: the top view of the stabilizing structure unfolds in the shape of an arrow feather, the width of its transverse section (W5) ranges from 0.5mm to 4.5mm, the angle (α) between the sidewall and the vertical direction ranges from 1° to 12°, and the fillet (Rc) connecting the sidewall and the bottom ranges from 0.2mm to 3mm.

[0013] In one alternative: the width (W3) of the central main groove is set according to the tire width and tread saturation, the angle (θ) between its sidewall and the vertical direction is in the range of 1° to 20°, and the radius (Ra) connecting the sidewall and the bottom is in the range of 0.5mm to 5mm.

[0014] In one alternative: the width (W4) of the transverse groove is 0.27 to 0.77 times the width (W3) of the central main groove, i.e., W4 = (0.27 to 0.77)W3; the angle (β) between its sidewall and the vertical direction ranges from 1° to 15°, and the fillet radius (Rb) connecting the sidewall and the bottom ranges from 0.1 mm to 3 mm.

[0015] In one alternative, the distance (Hc) from the top of the tire to the axle of the stabilizing structure ranges from 1.0 mm to 8.5 mm.

[0016] In one alternative: the arrow-shaped stabilizing structure connects adjacent main grooves through recesses, forming a multi-stage drainage path.

[0017] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0018] This invention enhances wetland safety through a collaborative flow guidance mechanism: the central main groove laterally guides water flow to the arrow-shaped stabilizing structure, and the concentrated water flow is dispersed into multiple fine streams by utilizing the side wall angles and rounded corner transition design; the lateral groove further accelerates water discharge through directional guidance, forming graded flow guidance and dynamic pressure balance, effectively reducing water film residue on the tire tread, enhancing the direct contact between the tire and the road surface, thereby improving the grip and drainage efficiency of wet and slippery roads. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of this utility model.

[0020] Figure 2 This is a structural schematic diagram of the cross-section of the top of the tire of this utility model.

[0021] Figure 3 This is a schematic diagram of the central main groove in this utility model.

[0022] Figure 4 This is a schematic diagram of the transverse groove in this utility model.

[0023] Figure 5 This is a schematic diagram of the stabilizing structure in this utility model.

[0024] Attached image annotations: 1. Central patterned block; 2. Shoulder patterned block; 3. Central main groove; 4. Horizontal groove; 5. Stabilizing structure. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments.

[0026] In one embodiment, such as Figures 1-5 As shown, a stabilizing tire includes:

[0027] The top of the tire consists of a central tread block 1, a shoulder tread block 2, and staggered inclined grooves; the inclined grooves extend inward along the tire axis.

[0028] The central main groove 3 is distributed along the tire circumference and extends in the tire width direction;

[0029] The transverse groove 4 is located within the area of ​​the tread block 11 extending along one side of the tire width direction, which is divided by the central tread block 1 of the central main groove 3.

[0030] Stabilizing structure 5 is located in the area between patterned block 11 and central patterned block 1.

[0031] In one embodiment, such as Figure 3 and Figure 4 As shown, the width (W3) of the central main groove 3 is set according to the tire width and tread saturation. The angle (θ) between its sidewall and the vertical direction ranges from 1° to 20°, and the radius (Ra) connecting the sidewall and the bottom ranges from 0.5mm to 5mm.

[0032] The width (W4) of the transverse groove 4 is 0.27 to 0.77 times the width (W3) of the central main groove 3, i.e., W4 = (0.27 to 0.77)W3; the angle (β) between its sidewall and the vertical direction ranges from 1° to 15°, and the fillet (Rb) connecting the sidewall and the bottom ranges from 0.1 mm to 3 mm.

[0033] In one embodiment, such as Figure 5 As shown, the top view of the stabilizing structure 5 unfolds in an arrow-shaped pattern. Its transverse cross-sectional width (W5) ranges from 0.5mm to 4.5mm, the angle (α) between the sidewall and the vertical direction ranges from 1° to 12°, and the fillet radius (Rc) connecting the sidewall and the bottom ranges from 0.2mm to 3mm. This arrow-shaped distribution serves to connect the main grooves and to progressively break down and divert the water flow.

[0034] The distance (Hc) from the top of the tire to the axle of the stabilizing structure 5 ranges from 1.0 mm to 8.5 mm.

[0035] The arrow-shaped stabilizing structure 5 connects adjacent main grooves through recesses, forming a multi-stage drainage path to suppress the accumulation of water-based film on the tire surface.

[0036] When a vehicle drives on a flooded road, water flows into the tire surface through the central main groove 3 and the lateral groove 4. The stabilizing structure 5 connects adjacent main grooves through its arrow-shaped recesses, forming a multi-stage drainage path: the water flow is first guided laterally by the central main groove 3 to the stabilizing structure 5; the arrow-shaped structure, through the design of the sidewall angle α and the rounded corner Rc, decomposes the water flow into smaller tributaries step by step; the decomposed water flow is quickly discharged through the lateral groove 4, avoiding the formation of an aqueous film on the tire surface.

[0037] The above embodiment discloses a stabilizing tire, wherein when the vehicle is driving on a flooded road surface, the central main groove 3 and the lateral groove 4 work together to guide water flow into the tire tread. The arrow-shaped stabilizing structure 5 connects adjacent main grooves through its concave design, forming a drainage path: the water flow is first guided laterally from the main groove 3 to the stabilizing structure 5; this structure utilizes a specific angle of sidewall angle and rounded corner transition design to gradually disperse the concentrated water flow into multiple fine streams; finally, the water flow is quickly discharged by the directional guidance of the lateral groove 4. Through the dual mechanism of graded guidance and accelerated discharge, the formation of a water film on the tire surface is effectively avoided.

[0038] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A stabilizing tire, comprising: The top of the tire is composed of a central tread block (1), a shoulder tread block (2), and staggered inclined grooves; the inclined grooves extend inward along the tire axis. The central main groove (3) is distributed along the tire circumference and extends in the tire width direction; The transverse groove (4) is located in the area of ​​the tread block (11) extending along the tire width direction of the central tread block (1) divided by the central main groove (3); A stabilizing structure (5) is provided in the area between the patterned block (11) and the central patterned block (1).

2. The stability-maintaining tire according to claim 1, characterized in that, The top view of the stabilizing structure (5) unfolds in the shape of an arrow feather. The width of its transverse section (W5) ranges from 0.5 mm to 4.5 mm, the angle (α) between the side wall and the vertical direction ranges from 1° to 12°, and the fillet (Rc) connecting the side wall and the bottom ranges from 0.2 mm to 3 mm.

3. A stability-maintaining tire according to claim 1, characterized in that, The width (W3) of the central main groove (3) is set according to the tire width and tread saturation. The angle (θ) between its sidewall and the vertical direction is in the range of 1° to 20°, and the radius (Ra) connecting the sidewall and the bottom is in the range of 0.5mm to 5mm.

4. A stability-maintaining tire according to claim 3, characterized in that, The width (W4) of the transverse groove (4) is 0.27 to 0.77 times the width (W3) of the central main groove (3), that is, W4 = (0.27 to 0.77)W3; The angle (β) between its sidewall and the vertical direction ranges from 1° to 15°, and the fillet radius (Rb) connecting the sidewall and the bottom ranges from 0.1mm to 3mm.

5. A stability-maintaining tire according to claim 1, characterized in that, The distance (Hc) from the top of the tire to the axle of the stabilizing structure (5) ranges from 1.0 mm to 8.5 mm.

6. A stability-maintaining tire according to claim 1, characterized in that, The arrow-shaped stabilizing structure (5) connects adjacent main grooves through recesses to form a multi-level drainage path.

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