A tire tread structure
By introducing water film breaking units and auxiliary strips into the tire tread structure, combined with the skeleton layer to enhance rigidity, the problems of water film formation and drainage groove wear are solved, thereby improving grip and extending service life on waterlogged roads.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- QINGDAO TUOPAI TIRE CO LTD
- Filing Date
- 2025-08-25
- Publication Date
- 2026-06-02
AI Technical Summary
Existing tire tread structures tend to form a water film when driving on flooded roads, reducing grip. Furthermore, as usage time increases, the drainage grooves become shallower, failing to effectively drain water, increasing the risk of hydroplaning, and affecting braking and handling performance.
The water film is broken by water film breaking units (turbulence columns and serrated protrusions), and auxiliary belts (reinforcing belts and positioning blocks) assist in drainage. The skeleton layer improves rigidity, and the longitudinal pattern cooperates with the drainage groove to drain water. The auxiliary belt continues to drain water after wear.
It effectively breaks down the water film, improves grip, reduces the risk of hydroplaning, extends tire life, and ensures safety and handling performance on wet and slippery roads.
Smart Images
Figure CN224311520U_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. Background Technology
[0002] The tire tread structure is the key part that directly contacts the tire and the ground. It not only plays an important role in supporting the weight of the vehicle and transmitting driving and braking forces, but its design also directly affects the tire's core performance such as grip, water drainage, wear resistance and driving safety. The rationality of the tread structure is closely related to the vehicle's driving performance under different road conditions, and it is an important aspect that needs to be optimized in tire design.
[0003] Existing tire tread structures typically include basic components such as rubber layers, a carcass layer, longitudinal tread patterns, and drainage grooves. The rubber layer, as the main body of the tread, directly contacts the ground due to its elasticity and wear resistance. The carcass layer, often made of materials like steel wire woven into a mesh structure embedded within the rubber layer, enhances the tread's rigidity and structural stability, extending tire lifespan. Longitudinal tread patterns are grooves created on the outer surface of the rubber layer along the tire's rolling direction, primarily used to increase friction between the tread and the ground, improving grip. Drainage grooves are grooves distributed on the rubber layer, their function being to drain water accumulated between the tire and the ground during vehicle operation, reducing hydroplaning.
[0004] However, existing tire tread structures have the following drawbacks in actual use: First, when driving on flooded roads, although the longitudinal tread patterns and drainage grooves can provide some drainage, the water flowing within the grooves can easily form a continuous water film on the inner walls of the longitudinal tread patterns and drainage grooves due to factors such as flow velocity and pressure. This water film reduces the direct contact area between the tire and the ground, weakening the tread's grip, especially at high speeds, which may lead to vehicle slippage and increase driving risks. Second, in existing tire treads, as the tire is used over time, the rubber layer gradually wears down due to friction with the ground. This directly causes the drainage grooves to gradually become shallower. When the drainage groove depth decreases to a certain extent, its ability to hold and drain water is greatly reduced, making it impossible to drain the water between the tire and the ground in time, further exacerbating the risk of hydroplaning. It also affects the tire's braking and handling performance on wet roads, posing safety hazards to vehicle driving.
[0005] Therefore, it is essential to invent a tire tread structure. Utility Model Content
[0006] To address the above problems, this utility model proposes a tire tread structure, and the technical solution used is as follows:
[0007] A tire tread structure includes a rubber layer, a skeleton layer, longitudinal tread patterns, drainage grooves, water film breaking units, and auxiliary strips. The skeleton layer is fixed inside the rubber layer. A plurality of longitudinal tread patterns are parallel to each other on the middle of the outer side of the rubber layer, and a plurality of drainage grooves are evenly distributed on both sides of the rubber layer. Water film breaking units are fixed inside both the longitudinal tread patterns and the drainage grooves. An auxiliary strip is provided inside the rubber layer between adjacent drainage grooves.
[0008] Furthermore, the skeleton layer adopts a mesh structure woven from high-strength yarn (steel wire material). This design can improve the rigidity of the rubber layer, thereby increasing the service life of the tire.
[0009] Furthermore, the longitudinal tread pattern extends in the same direction as the tire's rolling direction, and the drainage grooves are connected to the corresponding longitudinal tread pattern. The drainage grooves are set at an angle of 45° to 80° with the corresponding longitudinal tread pattern. This arrangement can drain water between the tire and the ground, reduce the risk of hydroplaning, and improve the tire's grip.
[0010] Furthermore, the water film breaking unit includes a turbulence column and a serrated protrusion. The turbulence column is uniformly fixed inside the longitudinal pattern and the drainage channel, and the height of the turbulence column is less than the depth of the longitudinal pattern and the drainage channel. The serrated protrusion is fixed on the inner walls of both sides of the longitudinal pattern, and the height of the serrated protrusion is less than the height of the turbulence column. Both the turbulence column and the serrated protrusion are integrally formed with the rubber layer. This arrangement can break the water film inside the longitudinal pattern and the drainage channel.
[0011] Furthermore, the auxiliary belt includes a reinforcing belt, an inner cavity, and a positioning block. The reinforcing belt is fixed inside the rubber layer between adjacent drainage grooves, and the cross-sectional shape of the reinforcing belt is "U". The inner cavity is formed inside the reinforcing belt, and a positioning block is provided at the upper end of the inner cavity. The positioning block is integrally formed with the rubber layer, and both sides of the positioning block are fixed to the inner wall of the reinforcing belt. With this configuration, when the rubber layer wears down after the tire has been used for a long time (the depth of the drainage grooves decreases), the inner cavity can assist the drainage grooves in achieving the drainage effect.
[0012] Furthermore, the reinforcing strip is made of a mesh structure woven from high-strength yarn (aramid fiber). This design can strengthen the rubber layer near the auxiliary strip and prevent the rubber layer at that location from breaking.
[0013] Compared with the prior art, the present invention has the following beneficial effects:
[0014] 1. The water film breaking unit of this utility model is designed so that when the tire rolls on a flooded road surface, the rubber layer will deform under the action of the vehicle's gravity, causing the deflector to collide with the water film formed on the longitudinal pattern and drainage groove, thereby breaking the water film inside the longitudinal pattern and drainage groove. In addition, the serrated protrusions can form an irregular stepped structure inside the longitudinal pattern, thereby preventing splashed water droplets from forming a water film inside the longitudinal pattern again after the deflector breaks the water film.
[0015] 2. The auxiliary belt of this utility model is designed so that when the rubber layer of the tire wears down after a long period of use (the depth of the drainage groove decreases), the positioning block will lose its connection with the rubber layer and detach from the inner cavity. At this time, the inner cavity can assist the drainage groove in achieving the drainage effect, thereby improving the service life of the tire. Attached Figure Description
[0016] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of this utility model.
[0018] Figure 2 This is a utility model Figure 1 A magnified schematic diagram of the structure at position "A" in the middle.
[0019] Figure 3 This is a schematic diagram of the auxiliary belt of this utility model.
[0020] In the picture:
[0021] 1-Rubber layer, 2-Skeleton layer, 3-Longitudinal pattern, 4-Drainage groove, 5-Water film breaking unit, 51-Breakthrough column, 52-Serrated protrusion, 6-Auxiliary belt, 61-Reinforcing belt, 62-Inner cavity, 63-Positioning block. Detailed Implementation
[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.
[0023] In the description of this utility model, it should be understood that the terms "upper", "middle", "outer", "inner", "around", etc., which indicate orientation or positional relationship, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the components or elements 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.
[0024] Please see Figures 1 to 3 As shown, this utility model is a tire tread structure, including a rubber layer 1, a skeleton layer 2, longitudinal patterns 3, drainage grooves 4, water film breaking units 5, and auxiliary strips 6. The skeleton layer 2 is fixed inside the rubber layer 1. Several longitudinal patterns 3 are parallel to each other in the middle of the outer side of the rubber layer 1, and several drainage grooves 4 are evenly opened on both sides of the rubber layer 1. Water film breaking units 5 are fixed inside both the longitudinal patterns 3 and the drainage grooves 4. Auxiliary strips 6 are opened inside the rubber layer 1 between adjacent drainage grooves 4.
[0025] Specifically, the skeleton layer 2 adopts a mesh structure woven from high-strength yarn (steel wire material). This design can improve the rigidity of the rubber layer 1, thereby increasing the service life of the tire.
[0026] Specifically, the longitudinal tread pattern 3 extends in the same direction as the tire's rolling direction, and the drainage grooves 4 are connected to the corresponding longitudinal tread pattern 3. The drainage grooves 4 are set at an angle of 45° to 80° with the corresponding longitudinal tread pattern 3. With this arrangement, the longitudinal tread pattern 3 can drain water between the tire and the ground by cooperating with the drainage grooves 4, reducing the risk of hydroplaning. Secondly, the drainage grooves 4 can improve the tire's grip.
[0027] Specifically, the water film breaking unit 5 includes a baffle column 51 and a serrated protrusion 52. The baffle column 51 is uniformly fixed inside the longitudinal pattern 3 and the drainage groove 4, and the height of the baffle column 51 is less than the depth of the longitudinal pattern 3 and the drainage groove 4. The serrated protrusion 52 is fixed on the inner walls of both sides of the longitudinal pattern 3, and the height of the serrated protrusion 52 is less than the height of the baffle column 51. Both the baffle column 51 and the serrated protrusion 52 are integrally set with the rubber layer 1. With this setting, when the tire rolls on the waterlogged road surface, the rubber layer 1 will deform under the action of the vehicle's gravity, causing the baffle column 51 to collide with the water film formed on the longitudinal pattern 3 and the drainage groove 4, thereby breaking the water film inside the longitudinal pattern 3 and the drainage groove 4. In addition, the serrated protrusion 52 can make the interior of the longitudinal pattern 3 form an irregular stepped structure, thereby preventing the splashed water droplets from forming a water film again inside the longitudinal pattern 3 after the baffle column 51 breaks the water film.
[0028] Specifically, the auxiliary belt 6 includes a reinforcing belt 61, an inner cavity 62, and a positioning block 63. The reinforcing belt 61 is fixed inside the rubber layer 1 between adjacent drainage grooves 4, and the cross-sectional shape of the reinforcing belt 61 is "U". The inner cavity 62 is opened inside the reinforcing belt 61, and the positioning block 63 is provided at the upper end of the inner cavity 62. The positioning block 63 is integrally set with the rubber layer 1, and both sides of the positioning block 63 are fixed to the inner wall of the reinforcing belt 61. With this setting, when the tire wears down after a long period of use (the depth of the drainage groove 4 decreases), the positioning block 63 will lose its connection with the rubber layer 1 and then detach inside the inner cavity 62. At this time, the inner cavity 62 can assist the drainage groove 4 in achieving the drainage effect.
[0029] Specifically, the reinforcing belt 61 is made of a mesh structure woven from high-strength yarn (aramid fiber). This design can strengthen the rubber layer 1 near the auxiliary belt 6 and prevent the rubber layer 1 at that location from breaking.
[0030] Please see Figure 1-3 As shown, this utility model is a tire tread structure. Its working principle is as follows: When in use, the skeleton layer 2 can provide rigidity for the rubber layer 1, while the longitudinal pattern 3 and drainage groove 4 can drain water between the tire and the ground, reducing the risk of hydroplaning. At the same time, the water film breaking unit 5 can break the water film formed inside the longitudinal pattern 3 and drainage groove 4. In addition, when the depth of the drainage groove 4 decreases after the tire has been used for a long time, the auxiliary belt 6 can assist the drainage groove 4 in draining water between the tire and the road surface.
[0031] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0032] The preferred embodiments of this utility model disclosed above are merely illustrative of the present utility model. These preferred embodiments do not exhaustively describe all details, nor do they limit the utility model to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of this utility model, thereby enabling those skilled in the art to better understand and utilize it. This utility model is limited only by the claims and their full scope and equivalents.
Claims
1. A tire tread structure, comprising a rubber layer (1), a carcass layer (2), longitudinal tread pattern (3), drainage grooves (4), water film breaking units (5), and auxiliary strips (6), characterized in that: The rubber layer (1) has a skeleton layer (2) fixed inside; several longitudinal patterns (3) are opened in parallel on the middle of the outer side of the rubber layer (1), and several drainage grooves (4) are evenly opened on both sides of the rubber layer (1), wherein water film breaking units (5) are fixed inside the longitudinal patterns (3) and drainage grooves (4); auxiliary strips (6) are opened inside the rubber layer (1) between adjacent drainage grooves (4).
2. The tire tread structure as described in claim 1, characterized in that: The skeleton layer (2) is a mesh structure woven from high-strength yarn.
3. The tire tread structure as described in claim 1, characterized in that: The longitudinal pattern (3) extends in the same direction as the rolling direction of the tire, and the drainage groove (4) is connected to the corresponding longitudinal pattern (3), wherein the drainage groove (4) is provided with an angle of 45° to 80° with the corresponding longitudinal pattern (3).
4. The tire tread structure as described in claim 3, characterized in that: The water film breaking unit (5) includes a turbulence column (51) and a serrated protrusion (52). The turbulence column (51) is uniformly fixed inside the longitudinal pattern (3) and the drainage groove (4), and the height of the turbulence column (51) is less than the depth of the longitudinal pattern (3) and the drainage groove (4). The serrated protrusion (52) is fixed on the inner walls of both sides of the longitudinal pattern (3), and the height of the serrated protrusion (52) is less than the height of the turbulence column (51). The turbulence column (51) and the serrated protrusion (52) are both integrally formed with the rubber layer (1).
5. The tire tread structure as described in claim 1, characterized in that: The auxiliary belt (6) includes a reinforcing belt (61), an inner cavity (62), and a positioning block (63). The reinforcing belt (61) is fixed inside the rubber layer (1) between adjacent drainage channels (4), and the cross-sectional shape of the reinforcing belt (61) is "U". The inner cavity (62) is provided inside the reinforcing belt (61), and the upper end of the inner cavity (62) is provided with a positioning block (63). The positioning block (63) is integrally formed with the rubber layer (1), and both sides of the positioning block (63) are fixed to the inner wall of the reinforcing belt (61).
6. The tire tread structure as described in claim 5, characterized in that: The reinforcing strip (61) is a mesh structure woven from high-strength yarn.