Tire pattern structure for summer use

Abstract

The utility model relates to the tire pattern structure technical field for summer, and disclose a kind of tire pattern structure for summer, it include: pattern annular block and outer tire module, outer tire module is embedded in the inner chamber of pattern annular block, pattern annular block is made of pattern block, the edge of pattern block is provided with chamfer, chamfer design is through optimization stress distribution curve, make tire ground pressure peak value reduce 18%~22%, effectively delay shoulder position abnormal wear and tear;Tread of pattern annular block is provided with temperature-sensitive deformation layer, temperature-sensitive deformation layer is made of shape memory polymer, the inner chamber of outer tire module is provided with enhanced bead.The tire pattern structure for summer, oblique angle design can accelerate water flow to discharge along specific direction, and polishing treatment reduces surface resistance when water flow passes, both effectively shorten water film residence time, significantly reduce the probability that vehicle occurs water slide phenomenon on water accumulation pavement, while smooth inner wall surface can reduce water flow vortex generation, further inhibit the generation of drainage noise.

Description

Technical Field

[0001] This utility model relates to the technical field of tire tread structure for summer applications, specifically a tire tread structure for summer applications. Background Technology

[0002] In the high-temperature environment of summer, tires need to meet multiple requirements at the same time, such as improving grip performance, enhancing wear resistance, optimizing drainage efficiency and reducing driving noise. However, the traditional tire structure has a contradiction of insufficient comprehensive performance when dealing with high-temperature conditions and various road conditions.

[0003] Conventional tires have a fixed contact patch shape. Under high temperatures, the rubber softens, leading to a decrease in the actual contact area, which directly affects the coefficient of friction and grip stability. The edges of the tread blocks often have a right-angle structure, which can easily form stress concentration points during driving, accelerating abnormal tread wear and generating vibration and noise. The tread grooves usually have a vertical sidewall design, which allows sharp foreign objects to easily penetrate deep into the tread, causing structural damage, and there is a lack of effective impact energy buffering mechanisms. The drainage channels generally have insufficient resistance to deformation, and are prone to collapse and deformation after long-term pressure, leading to blockage of the drainage channels. Insufficient surface roughness control of the main drainage channels and the inner walls of the tread grooves can easily generate eddies and turbulence when water flows through, increasing the risk of hydroplaning and causing additional noise. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a tire tread structure applicable in summer, which solves the problem that the drainage channels generally have insufficient resistance to deformation, are prone to collapse and deformation after long-term pressure, leading to blockage of the drainage channels, and have insufficient control over the surface roughness of the main drainage channel and the inner wall of the tread channel, which easily generates vortices and turbulence when water flows through, increasing the risk of hydroplaning and causing additional noise.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a tire tread structure for summer use, comprising: a tread ring block and an outer tire module, wherein the outer tire module is embedded in the inner cavity of the tread ring block, the tread ring block is composed of tread blocks, and the edges of the tread blocks are chamfered. The chamfer design optimizes the stress distribution curve, reducing the peak tire contact pressure by 18% to 22%, effectively delaying abnormal wear at the tire shoulder; the tread of the tread ring block is provided with a temperature-sensitive deformation layer, which is made of shape memory polymer, simultaneously improving wet drainage performance and dry contact area; the outer surface of the tread ring block is uniformly provided with sipes, auxiliary drainage grooves, tread grooves, and main drainage grooves, and the inner cavity of the sipes is filled with a rubber pad, which is made of microporous foamed rubber material, and generates 0.2 to 0.4 mm of deformation under pressure when the vehicle turns. The deformation compensation of m suppresses the edge curling effect of the tread. The sipes are designed to be narrow at the bottom and wide at the top. This wedge-shaped structure causes the cross-sectional area of ​​the water flow to change in a gradient. Combined with the 15°-30° tilt angle, it forms a Venturi effect to accelerate drainage. The inner cavity of the auxiliary drainage groove is filled with reinforcing ribs. The reinforcing ribs adopt a composite structure of carbon fiber bundles and rubber matrix, which increases the rigidity of the groove wall while ensuring drainage volume, effectively suppressing the deformation of the groove wall during high-speed lane changes. The main drainage groove is designed with an angled angle, which forms a 12° angle with the tire rotation direction, increasing the water flow projection distance under the action of centrifugal force and improving the drainage efficiency of water accumulation in the wheel hub area. The main drainage groove and the tread groove are both set on the front of the outer side of the tread ring block. The inner cavity of the main drainage groove and the tread groove is polished to ensure smooth drainage and avoid water film adhesion caused by excessive smoothness.

[0006] Preferably, the inner cavity of the outer tire module is provided with a reinforced bead. The inner cavity of the reinforced bead is polished, which increases the coefficient of friction between the bead and the rim contact surface, improves contact stability at high vehicle speeds, and effectively prevents bead slippage caused by high-speed centrifugal force.

[0007] Preferably, the inner cavity of the outer tire module is provided with a padding strip made of silicone-based composite material, which effectively buffers the vibration transmission between the wheel hub and the tire body; the inner cavity of the outer tire module is provided with a load-bearing skeleton made of three-layer aramid fiber cross-woven structure, which improves puncture resistance and meets the needs of use in complex road conditions in summer.

[0008] Preferably, the grooves are arranged radially on the surface of the patterned annular block at an inclination angle of 15°-30°, and the spacing between adjacent grooves increases in an arithmetic sequence from the tire axle outwards, taking into account both handling response and ride comfort; the bottom of the grooves is connected to the auxiliary drainage channel through a guide channel, which adopts a gradient cross-section design to form a Venturi tube effect and improve the rainwater drainage speed.

[0009] Preferably, the reinforcing ribs filling the auxiliary drainage channel are carbon fiber reinforced composite woven mesh, which has a cross-grid structure, ensuring drainage efficiency while improving the tear resistance of the channel wall; and the surface of the reinforcing ribs is coated with a hydrophobic nano-coating to improve the rainwater drainage speed.

[0010] Preferably, the outer tire module and the tread ring block are connected by an interference fit, and the contact surface is provided with an annular dovetail groove structure, so that it can maintain the structural integrity under impact and effectively prevent the risk of the module falling off during high-speed rotation; the chamfered surface is provided with a microporous sound-absorbing structure to absorb noise.

[0011] Compared with the prior art, this utility model provides a tire tread structure for summer use, which has the following beneficial effects:

[0012] This tire tread structure, designed for summer use, incorporates a temperature-sensitive deformation layer made of shape memory polymer in the tread. This allows the tire to automatically adjust the contact patch shape according to temperature changes in high-temperature summer conditions, effectively increasing the actual contact area and thus improving the coefficient of friction and grip stability. The chamfered edges of the tread blocks disperse stress concentration during driving, reducing the risk of abnormal tread wear and extending tire life. The chamfered structure also creates a gradual contact transition during tire rolling, reducing vibrations caused by sharp edges. The sipes feature a narrow-at-the-bottom, wide-at-the-top structure filled with rubber pads. This prevents sharp objects from embedding deep into the tread and causing structural damage, while the elastic deformation of the pads buffers impact energy from the road surface. The wedge-shaped space also creates a self-sealing effect during tire compression, preventing excessive intrusion of stones and other debris. The reinforced design of the auxiliary drainage channels significantly improves the channel's resistance to deformation while maintaining drainage efficiency. This prevents the drainage channels from collapsing due to repeated pressure after long-term use, ensuring that the drainage channels remain unobstructed during rainy weather. The angled structure of the main drainage channel and the polishing treatment of the inner wall of the patterned groove create a synergistic effect. The angled design can accelerate the water flow to be discharged in a specific direction, while the polishing treatment reduces the surface resistance when the water flows through. The combination of the two effectively shortens the water film residence time and significantly reduces the probability of vehicles hydroplaning on waterlogged roads. At the same time, the smooth inner wall surface can reduce the generation of water vortices and further suppress the generation of drainage noise. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the external appearance of the present invention;

[0014] Figure 2 This is a plan view of the present invention;

[0015] Figure 3 This is a front view of the present utility model.

[0016] In the diagram: 1. Patterned ring block; 11. Outer tire module; 12. Reinforced bead; 2. Sipe; 3. Auxiliary drainage groove; 4. Patterned groove; 5. Main drainage groove. Detailed Implementation

[0017] 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 protection scope of the present utility model.

[0018] This utility model provides a technical solution, please refer to Figure 1 , Figure 2 and Figure 3 A tire tread structure for summer use includes: a tread ring block 1 and an outer tire module 11. The outer tire module 11 is embedded in the inner cavity of the tread ring block 1. The tread ring block 1 is composed of tread blocks, and the edges of the tread blocks are chamfered. The chamfer design effectively delays abnormal wear at the tire shoulder by optimizing the stress distribution curve. The tread of the tread ring block 1 is provided with a temperature-sensitive deformation layer made of shape memory polymer, which simultaneously improves wet drainage performance and dry contact area. The outer surface of the tread ring block 1 is uniformly provided with sipes 2, auxiliary drainage grooves 3, tread grooves 4, and main drainage grooves 5. The inner cavity of the sipe 2 is filled with a rubber pad made of microporous foamed rubber material, which effectively suppresses the edge curling effect of the tread. The sipe 2 has a design that is narrow at the bottom and wide at the top. The wedge-shaped structure creates a gradient change in the cross-sectional area through which water flows, and with an inclination angle of 15°-30°, it forms a Venturi effect to accelerate drainage. The inner cavity of the auxiliary drainage groove 3 is filled with reinforcing ribs, which adopt a composite structure of carbon fiber bundles and rubber matrix. While ensuring drainage volume, the rigidity of the groove wall is improved, effectively suppressing the deformation of the groove wall during high-speed lane changes. The main drainage groove 5 is designed with an angle, which forms a 12° angle with the tire rotation direction, increasing the water jet distance under centrifugal force and improving the efficiency of water drainage in the wheel hub area. The main drainage groove 5 and the tread groove 4 are both located on the front of the outer side of the tread ring block 1. The inner cavities of the main drainage groove 5 and the tread groove 4 are polished to ensure smooth drainage and avoid water film adhesion caused by excessive smoothness.

[0019] The inner cavity of the outer tire module 11 is provided with a reinforced bead 12. The inner cavity of the reinforced bead 12 is polished, which increases the friction coefficient between the bead and the rim contact surface, improves contact stability at high vehicle speeds, and effectively prevents bead slippage caused by high-speed centrifugal force.

[0020] The inner cavity of the outer tire module 11 is equipped with a padding strip made of silicone-based composite material, which effectively buffers the vibration transmission between the wheel hub and the tire body. The inner cavity of the outer tire module 11 is equipped with a load-bearing skeleton made of three-layer aramid fiber cross-woven structure, which improves the puncture resistance and meets the needs of use in complex road conditions in summer.

[0021] The sipes 2 are arranged radially on the surface of the patterned annular block 1 at an inclination angle of 15°-30°, and the spacing between adjacent sipes 2 increases in an arithmetic sequence from the tire axle outward, taking into account both handling response and ride comfort; the bottom of the sipes 2 is connected to the auxiliary drainage channel 3 through a flow guide channel, which adopts a gradually changing cross section design to form a Venturi tube effect and improve the rainwater drainage speed.

[0022] The reinforcing ribs inside the auxiliary drainage channel 3 are made of carbon fiber reinforced composite woven mesh. The woven mesh has a cross-grid structure, which improves the tear resistance of the channel wall while ensuring drainage efficiency. The surface of the reinforcing ribs is coated with a hydrophobic nano-coating to increase the rainwater discharge speed.

[0023] The outer tire module 11 is connected to the patterned ring block 1 by an interference fit. Its contact surface is provided with an annular dovetail groove structure, which can maintain the structural integrity under impact and effectively prevent the risk of module falling off during high-speed rotation. The chamfered surface is provided with a microporous sound-absorbing structure to absorb noise.

[0024] When the tire contacts the ground, the tread ring block 1 first optimizes the stress distribution curve through its chamfered edge structure, effectively dispersing stress concentration in the tire shoulder area. At this time, the temperature-sensitive deformation layer begins to respond to changes in ambient temperature. When the temperature rises, the shape memory polymer material undergoes microscopic deformation, causing the tread blocks to expand moderately, simultaneously increasing the volume of wet drainage channels and the contact area with dry road surfaces. During vehicle operation, external water flow first contacts the radially arranged sipes 2, whose 15°-30° inclination angle forms a water flow guiding channel. The wedge-shaped structure, narrow at the bottom and wide at the top, causes the water flow to experience a gradient contraction at the cross-section. Combined with the gradually changing cross-section guiding channel at the bottom, which connects to the auxiliary drainage channel 3, a Venturi effect is generated to accelerate water discharge. The spacing between adjacent sipes 2 is designed to increase in an arithmetic progression, maintaining a dense arrangement in the tire axle area to improve handling response, and gradually thinning out towards the periphery to filter high-frequency vibrations.

[0025] When the vehicle makes a high-speed lane change, the carbon fiber reinforced composite woven mesh in the auxiliary drainage groove 3 resists groove wall deformation through its cross-grid structure, and its hydrophobic nano-coating further reduces water adhesion. At this time, the 12° angled design of the main drainage groove 5 comes into play, so that the trajectory of the water flow under centrifugal force forms an optimal angle with the rim. Combined with the polished inner wall of the tread groove 4, it ensures drainage efficiency while preventing water film formation. The microporous foamed rubber pad filled in the sipe 2 undergoes compressive deformation under cornering conditions, and the elastic compensation suppresses the edge curling effect of the tread. At the same time, the bottom guide channel continuously delivers water to the auxiliary drainage system.

[0026] In terms of structural stability, the outer tire module 11 achieves an interference fit with the tread ring block 1 through an annular dovetail tenon structure, and the three-layer aramid fiber cross-woven load-bearing skeleton provides puncture protection. When the vehicle is running at high speed, the polished surface of the inner wall of the reinforced bead 12 forms a high-friction coefficient contact with the rim, and together with the vibration damping effect of the silicone-based composite material pad, effectively suppresses bead slippage. The microporous sound-absorbing structure at the chamfered part works simultaneously, absorbing specific frequency noise through pore resonance, while the polished inner walls of the main drainage groove 5 and the tread groove 4 continuously disrupt the continuity of the water film during drainage, ensuring that the tire always maintains effective grip.

[0027] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0028] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A tire tread pattern structure for use in summer, comprising: The tread ring block (1) and the outer tire module (11) are embedded in the inner cavity of the tread ring block (1). The tread ring block (1) is composed of tread blocks, and the edges of the tread blocks are chamfered. The tread ring block (1) has a temperature-sensitive deformation layer on its surface, which is made of shape memory polymer. The tread ring block (1) is uniformly provided with a scissor groove (2), an auxiliary drainage groove (3), a tread groove (4), and a main drainage groove (5). The inner cavity of the scissor groove (2) is filled with a rubber pad. The scissor groove (2) is designed to be narrow at the bottom and wide at the top. The inner cavity of the auxiliary drainage groove (3) is filled with reinforcing ribs. The main drainage groove (5) is designed with an angle. The main drainage groove (5) and the tread groove (4) are both located on the front of the tread ring block (1). The inner cavities of the main drainage groove (5) and the tread groove (4) are polished.

2. The tire tread structure for summer use according to claim 1, characterized in that: The inner cavity of the outer tire module (11) is provided with a reinforcing bead (12), and the inner cavity of the reinforcing bead (12) is polished.

3. The tire tread structure for summer use according to claim 1, characterized in that: The inner cavity of the outer tire module (11) is provided with a padding strip, and the inner cavity of the outer tire module (11) is provided with a force-bearing frame.

4. The tire tread structure for summer use according to claim 1, characterized in that: The grooves (2) are arranged radially on the surface of the patterned annular block (1) at an inclination angle of 15°-30°, and the spacing between adjacent grooves (2) increases in an arithmetic sequence from the tire axle outwards. The bottom of the grooves (2) is connected to the auxiliary drainage groove (3) through a flow guide channel.

5. The tire tread structure for summer use according to claim 1, characterized in that: The reinforcing ribs filled in the auxiliary drainage channel (3) are carbon fiber reinforced composite material woven mesh. The woven mesh has a cross-grid structure, and the surface of the reinforcing ribs is coated with a hydrophobic nano-coating.

6. The tire tread structure for summer use according to claim 1, characterized in that: The outer tire module (11) is connected to the patterned ring block (1) by an interference fit, and its contact surface is provided with an annular dovetail groove structure. The chamfered surface is provided with a microporous sound-absorbing structure.

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