A low rolling resistance tire structure
By improving tire structure and materials, adopting low-hysteresis-loss rubber matrix, streamlined tread blocks, and optimized tread groove design, the rolling resistance of all-steel tires is reduced, achieving energy-saving effects while maintaining overall performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- HUBEI JIASHUN TYRE CO LTD
- Filing Date
- 2025-04-18
- Publication Date
- 2026-06-02
AI Technical Summary
Existing all-steel tires have high hysteresis loss and rolling resistance during rolling. Traditional tread pattern and structural designs have failed to effectively reduce energy consumption and cannot meet the requirements for energy conservation and emission reduction.
It employs a synthetic rubber matrix with low hysteresis loss, streamlined tread block design, gradient tread grooves, connecting grooves, and optimized sidewall thickness and carcass profile, combined with a honeycomb structure to reduce energy loss and frictional resistance.
It significantly reduces tire rolling resistance by 12% and improves fuel economy by 7%, while maintaining grip, wear resistance and puncture resistance, meeting energy conservation and emission reduction requirements.
Smart Images
Figure CN224311519U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of tire manufacturing technology, and specifically to a low rolling resistance tire structure. Background Technology
[0002] With the rapid development of the transportation industry and the increasing demands for energy conservation and emission reduction, reducing tire rolling resistance has become one of the important directions for tire technology research and development.
[0003] Material limitations: The rubber compound used in traditional all-steel tires is not ideal in terms of elasticity and hysteresis loss. During tire rolling, energy loss occurs due to repeated deformation, i.e., hysteresis loss. Higher hysteresis loss means that more energy is wasted as heat, thus increasing rolling resistance. Moreover, the conventional materials used in the tire carcass ply have poor flexibility and synergistic effect with rubber, which is not conducive to reducing energy loss during tire deformation.
[0004] Tread pattern design significantly impacts rolling resistance. Some existing tread patterns have excessively deep grooves and poorly shaped sections. During tire rolling, the contact and compression between the tread blocks and the road surface, as well as the airflow within the grooves, all contribute to additional energy consumption and increased rolling resistance. For example, excessively deep grooves generate greater deformation resistance during rolling, and improperly shaped tread blocks can cause air turbulence, further increasing energy loss during rolling.
[0005] Structural design flaws: Traditional tire designs, such as sidewall thickness and tire profile, do not adequately consider how to reduce unnecessary rolling resistance. For example, while a thicker sidewall provides some lateral support, its deformation and recovery processes during tire rolling consume more energy, leading to increased rolling resistance. Simultaneously, an unbalanced tire profile can cause uneven distribution of tire contact pressure, resulting in excessive localized stress and increased frictional resistance during rolling.
[0006] In the current context of advocating green transportation and reducing energy consumption, there is an urgent need to improve all-steel tires to reduce their rolling resistance and meet the market demand for energy-saving tire products.
[0007] To address the aforementioned issues, this application proposes a low rolling resistance tire structure. Utility Model Content
[0008] This utility model addresses the technical problems existing in the prior art by providing a low rolling resistance tire structure.
[0009] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: a low rolling resistance tire structure, including a tread, sidewalls fixedly connected to both sides of the tread, the tread and sidewalls forming a tire body, a bead fixedly connected to the inner wall of the sidewall, tread grooves formed on the outer surface of the tread, and tread blocks formed on the outer surface of the tread.
[0010] Preferably, the number of tread grooves is three, and the three tread grooves are arranged equidistantly on the outer surface of the tire tread.
[0011] By setting three patterned grooves, the overall drainage performance can be improved.
[0012] Preferably, the tread and sidewall use a novel rubber matrix, which is a synthetic rubber with low hysteresis loss characteristics, such as solution-polymerized styrene-butadiene rubber, as the main rubber matrix, with an appropriate amount of nano-sized silane coupling agent added and surface-modified carbon black used as a reinforcing filler.
[0013] Synthetic rubbers with low hysteresis loss characteristics, such as solution-polymerized styrene-butadiene rubber (SBR), are selected as the main rubber matrix. Their regular molecular chain structure allows them to quickly and efficiently recover their original shape after deformation under stress, significantly reducing energy loss compared to traditional natural rubber and ordinary synthetic rubber. They are then blended with other rubbers, such as natural rubber and butadiene rubber, in specific proportions to form a rubber base formulation with excellent overall performance and low hysteresis loss.
[0014] Functional additives: Adding an appropriate amount of nano-sized silane coupling agent enhances the interaction between rubber and filler, resulting in more uniform dispersion of filler in the rubber matrix and improving the overall performance of the rubber. Simultaneously, special antioxidants and anti-fatigue agents are added to further optimize the performance stability during repeated deformation while ensuring the service life of the rubber, reducing the problems of decreased elasticity and increased energy loss caused by aging, fatigue, and other factors.
[0015] Filler Modification and Application: Surface-modified carbon black is used as a reinforcing filler. The modified carbon black has higher surface activity and stronger binding force with rubber molecular chains, achieving good reinforcing effects with lower filler content and avoiding the hardening and loss of elasticity of rubber caused by excessive filler. In addition, a novel type of organic microsphere filler with a hollow structure and smooth surface is added in appropriate amounts. During tire rolling, it acts like a "ball bearing," reducing internal friction in the rubber and further reducing hysteresis loss.
[0016] Preferably, the patterned block adopts a streamlined edge design, and the top of the patterned block adopts a micro-arc surface design.
[0017] A novel tread block shape has been designed with streamlined edges to allow for a smoother transition when the tread blocks enter and leave the road contact area, reducing energy loss and air turbulence caused by abrupt edge changes. The top of the tread block features a micro-arc surface design, increasing the effective contact area with the road surface while reducing pressure per unit area, resulting in smoother tire rolling.
[0018] Preferably, the tread groove adopts a gradually narrowing width design, and the tread groove gradually narrows in the rolling direction of the tire body.
[0019] The depth and width of the tread grooves have been optimized. The groove depth has been appropriately reduced [specific value] to minimize the increase in rolling resistance caused by excessively deep grooves, while ensuring the tire's basic performance in terms of water drainage, stone removal, and grip. At the same time, a gradually narrowing groove design has been adopted, making the grooves gradually narrow in the tire's rolling direction, guiding airflow more orderly, avoiding turbulence, and reducing air resistance.
[0020] Preferably, a connecting groove is provided between the patterned grooves.
[0021] The tire incorporates well-designed connecting grooves between tread blocks. These grooves, with their carefully crafted shape and orientation, effectively expel water, stones, and other debris during driving, while also facilitating smoother airflow between the tread blocks, further reducing rolling resistance. Furthermore, adjusting the angle and size of these connecting grooves enhances the tire's self-cleaning capabilities, maintains the stability of the tread pattern, and continuously reduces rolling resistance.
[0022] Preferably, the contact surface between the tire body, composed of the sidewall and the tread, and the ground is elliptical after being compressed by force.
[0023] Sidewall thickness optimization: Through techniques such as finite element analysis, the appropriate sidewall thickness is accurately calculated and determined. While ensuring sufficient lateral support, puncture resistance, and fatigue resistance, the sidewall thickness is reduced as much as possible. For example, depending on the specifications of different all-steel tires and application scenarios, the sidewall thickness is reduced by 8% compared to the traditional design, reducing the energy loss due to tire deformation during rolling.
[0024] Tire carcass contour redesign: Utilizing advanced computer simulation technology, the tire carcass contour is redesigned to more closely approximate the ideal elliptical shape for contact patch, achieving a more uniform distribution of contact pressure. By adjusting parameters such as the curvature and width of the carcass plies, the tire's deformation under load is optimized, reducing rolling friction resistance caused by excessive localized pressure. Simultaneously, structural reinforcement is applied to key areas such as the tire shoulder and center to ensure that overall tire safety and durability are not compromised while rolling resistance is reduced.
[0025] Preferably, an annular frame is fixedly connected to one side of the outer surface of the tire sidewall, and three annular blocks with gradually decreasing radii are fixedly connected to the inner wall of the annular frame. A partition block is fixedly connected to the inner wall of the annular frame in the vertical direction, and the annular blocks and partition blocks form a honeycomb structure.
[0026] Under the action of the seven dividing blocks 8 of the annular block, a honeycomb structure is formed inside the annular frame 6. This can change the puncture angle of the sharp object after the tire sidewall 2 is punctured, thereby preventing the tire sidewall 2 from being directly punctured and improving overall safety.
[0027] The beneficial effects of this utility model are:
[0028] Significantly reduced rolling resistance: Laboratory tests and actual road driving tests have verified that the rolling resistance coefficient of all-steel tires using this patented technology can be reduced by 12% compared to traditional all-steel tires. This means that the resistance that the vehicle needs to overcome during driving is greatly reduced, which can effectively reduce fuel consumption. For long-distance transport vehicles, the energy-saving effect is particularly significant.
[0029] Improved fuel economy: Due to the reduction in rolling resistance, fuel consumption of vehicles under the same driving conditions can be reduced by 7%, which reduces operating costs and meets the current environmental protection requirements for energy conservation and emission reduction, reducing exhaust emissions and having good social benefits.
[0030] Maintaining good overall performance: While focusing on reducing rolling resistance, other key tire performances such as grip, wear resistance, load-bearing capacity and puncture resistance are not weakened, and can still meet the normal use needs of various heavy vehicles under different road conditions, achieving a good balance between energy saving and overall performance. Attached Figure Description
[0031] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0032] Figure 2 This is a schematic diagram of the tire sidewall and related parts of this utility model;
[0033] Figure 3 This is a schematic diagram of the annular frame and related parts of this utility model;
[0034] Figure 4 This utility model Figure 3 Enlarged view of point A in the middle.
[0035] The attached diagram lists the components represented by each number as follows:
[0036] 1. Tread; 2. Sidewall; 3. Bead; 4. Tread groove; 5. Tread block; 6. Ring frame; 7. Ring block; 8. Separator block. Detailed Implementation
[0037] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0038] In the description of this application, the terms "first" and "second" 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 as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.
[0039] In the description of this application, the term "for example" is used to mean "used as an example, illustration, or description." Any embodiment described as "for example" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to implement and use the present invention. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that the present invention can be implemented without using these specific details. In other instances, well-known structures and processes will not be described in detail to avoid obscuring the description of the present invention with unnecessary detail. Therefore, the present invention is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.
[0040] Reference Figure 1-3 A low rolling resistance tire structure includes a tread 1, sidewalls 2 fixedly connected to both sides of the tread 1, the tread 1 and the sidewalls 2 forming the tire body, a bead 3 fixedly connected to the inner wall of the sidewalls 2, tread grooves 4 and tread blocks 5 provided on the outer surface of the tread 1.
[0041] Reference Figure 1-3 There are three tread grooves 4, which are equidistantly arranged on the outer surface of the tread 1. The tread grooves 4 are mainly used for drainage and heat dissipation.
[0042] Reference Figure 1 The tread 1 and sidewall 2 are made of a new type of rubber matrix. The new rubber matrix uses synthetic rubber with low hysteresis loss characteristics, such as solution polystyrene-butadiene rubber, as the main rubber matrix. An appropriate amount of nano-sized silane coupling agent is added and carbon black with surface modification is used as a reinforcing filler. The use of the new rubber matrix can improve the overall strength.
[0043] Reference Figure 1 and Figure 4 Patterned block 5 features a streamlined edge design and a micro-arc surface design on its top. This unique design reduces resistance, resulting in a smoother experience during use.
[0044] Reference Figure 1 The tread groove 4 adopts a gradually narrowing width design. The tread groove 4 gradually narrows in the rolling direction of the tire body, guiding the air to flow more orderly, avoiding turbulence and reducing air resistance.
[0045] Reference Figure 1 There are connecting grooves between the tread grooves 4. The shape and direction of the connecting grooves are carefully designed to ensure that the tire can effectively expel water, stones and other foreign objects during driving.
[0046] Reference Figure 1 The contact surface between the tire body, composed of the sidewall 2 and the tread 1, and the ground is compressed into an elliptical shape. The tire body outline is redesigned to make its grounding shape closer to the ideal elliptical shape, so as to achieve a uniform distribution of grounding pressure.
[0047] Reference Figure 1 and Figure 3 An annular frame 6 is fixedly connected to one side of the outer surface of the tire sidewall 2. Three annular blocks 7 with gradually decreasing radii are fixedly connected to the inner wall of the annular frame 6. A partition block 8 is fixedly connected to the inner wall of the annular frame 6 in the vertical direction. The annular blocks 7 and the partition blocks 8 form a honeycomb structure. The honeycomb structure can change the puncture angle of the sharp object after the tire sidewall 2 is punctured, thereby preventing the tire sidewall 2 from being directly punctured.
[0048] The manufacturing (installation) principle of the above components:
[0049] Rubber compound processing and molding:
[0050] The prepared rubber compound is further processed through a two-roll mill to refine the rubber molecular chains and improve its processing performance. The roller temperature of the two-roll mill is strictly controlled, and the number of passes is 1.5 times the normal number.
[0051] After the rubber compound is processed, it is extruded into rubber strips of different shapes and sizes using an extruder for subsequent molding and assembly of various parts of the tire. When extruding the rubber strips for tread 1, the temperature and extrusion speed of the extruder are strictly controlled to ensure the dimensional accuracy and quality of the extruded rubber strips.
[0052] Tread manufacturing and pattern forming:
[0053] The extruded tread strip is placed into a specially designed pattern roller mold. Through a vulcanization molding process, under specific temperature, pressure, and time conditions, the strip is formed into a tread part with an optimized pattern design. During the vulcanization process, it is essential to ensure that the pressure of the pattern roller on the strip is uniform, so that the pattern is clearly and accurately formed, meeting the design requirements.
[0054] Sidewall and carcass manufacturing and assembly:
[0055] For the sidewall component 2, polyester fiber cord and an appropriate amount of rubber compound are bonded together and rolled, then vulcanized in a mold to form the sidewall structure 2. This ensures a tight bond between the sidewall cord layer and the rubber, creating a sidewall component with suitable thickness and performance.
[0056] According to the designed structure, the carcass ply is first spliced and bonded with steel wire ply and aramid fiber ply, and a specific process is used to ensure that the connection between each ply layer is firm and flat. Then it is assembled with auxiliary components such as the airtight layer to form a complete carcass structure.
[0057] Tire assembly and vulcanization:
[0058] The manufactured tread 1 and sidewall 2 components are precisely assembled with the tire body structure on a tire forming machine. The process is carried out according to the predetermined process sequence and parameters to ensure that the components fit tightly, without air bubbles, wrinkles or other defects, thus completing the initial tire forming.
[0059] The pre-formed tire is placed in a vulcanizing machine. Based on the tire's specifications and design requirements, vulcanization process parameters are set, including heating rate, holding temperature, holding time, and pressure (specific pressure value: MPa), for the final vulcanization treatment. During vulcanization, the vulcanizing machine's monitoring system monitors changes in temperature, pressure, and other parameters in real time to ensure the uniformity and stability of the vulcanization process. After vulcanization, the tire is naturally cooled and demolded to obtain the finished all-steel tire.
[0060] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.
[0061] Obviously, those skilled in the art can make various modifications and variations to this utility model without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this utility model and their equivalents, this utility model also intends to include these modifications and variations.
Claims
1. A low rolling resistance tire structure, comprising a tread (1), characterized in that, The tread (1) is fixedly connected to the two sides of the sidewall (2), the tread (1) and the sidewall (2) form the tire body, the inner wall of the sidewall (2) is fixedly connected to the bead (3), the outer surface of the tread (1) is provided with tread groove (4), and the outer surface of the tread (1) is provided with tread blocks (5).
2. The low rolling resistance tire structure of claim 1 wherein: The number of the tread grooves (4) is three, and the three tread grooves (4) are arranged equidistantly on the outer surface of the tread (1).
3. The low rolling resistance tire structure according to claim 1, characterized in that: The patterned block (5) adopts a streamlined edge design, and the top of the patterned block (5) adopts a micro-arc surface design.
4. The low rolling resistance tire structure according to claim 1, characterized in that: The tread groove (4) adopts a tread groove design with a gradually changing width, and the tread groove (4) gradually narrows in the rolling direction of the tire body.
5. The low rolling resistance tire structure according to claim 1, characterized in that: A connecting groove is provided between the patterned grooves (4).
6. The low rolling resistance tire structure according to claim 1, characterized in that: The contact surface between the tire body, composed of the sidewall (2) and the tread (1), and the ground is elliptical after being compressed by force.
7. The low rolling resistance tire structure according to claim 1, characterized in that: An annular frame (6) is fixedly connected to one side of the outer surface of the tire sidewall (2). Three annular blocks (7) with gradually decreasing radii are fixedly connected to the inner wall of the annular frame (6). A partition block (8) is fixedly connected to the inner wall of the annular frame (6) in the vertical direction. The annular blocks (7) and the partition blocks (8) form a honeycomb structure.