Light truck tire pattern and tire

Abstract

The utility model discloses a light -duty tire pattern and tire relates to heavy -duty tire technical field, including tire main part, corrugated groove, first strip groove, second strip groove and third strip groove, the surface fixedly connected with first protrusion, second protrusion and third protrusion of tire main part respectively, and first protrusion is located the both sides of the midline of tire main part surface. The utility model, through the differentiation width design of first strip groove and second strip groove, has retained the structure rigidity of shoulder region to bear the load stress, has passed wide groove to promote the air flow efficiency again, has matched narrow groove and has dispersed local stress, has solved the problem that the closed shoulder heat dissipation is insufficient, and the stress of open type groove is uneven, effectively avoided the shoulder eccentric wear, crack and delamination phenomenon, promoted the stability of groove stone and ground wave corrugated groove arc side surface design can reduce the gravel embedding resistance, cooperates the guiding effect of arc groove body, promotes the stone removal efficiency.

Description

Technical Field

[0001] This utility model relates to the field of heavy-duty tire technology, and in particular to a light-duty tire tread pattern and tire. Background Technology

[0002] Light trucks, pickups, SUVs, and minivans need to carry a certain weight of goods or passengers, but they don't need to handle extreme heavy-duty scenarios like heavy trucks. They have a balanced requirement for tire load-bearing capacity and driving performance. Light truck tires are just right for this purpose. They are between passenger tires and heavy truck tires, and they adopt a more robust tire carcass structure and a deeper and more wear-resistant tread pattern design. While having a load-bearing capacity far exceeding that of ordinary passenger tires, they also take into account the comfort and handling stability of the vehicle during driving. They can effectively meet the daily use needs of light truck vehicles, ensure driving safety, and extend tire life.

[0003] However, in the existing technology, light truck tires need to meet the dual requirements of load-bearing capacity and driving experience. Different performance goals have natural conflicts in the tread structure design. In order to improve the rigidity of the tire shoulder to withstand concentrated stress when under load, a closed tire shoulder design will lead to insufficient heat dissipation. If an open groove is used but the angle, depth and other parameters are not designed properly, it will cause uneven stress distribution on the tire shoulder. Both situations will cause the tire shoulder to wear unevenly, crack or even delamination due to stress concentration or high temperature accumulation. This not only greatly increases the risk of early damage and shortens the service life, but also directly affects the vehicle's driving safety and ride comfort. Utility Model Content

[0004] The purpose of this utility model is to solve the problems existing in the prior art by proposing a light-duty truck tire tread pattern and tire.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a light-duty truck tire tread pattern and tire, comprising a tire body, a corrugated groove, a first strip groove, a second strip groove, and a third strip groove. The surface of the tire body is fixedly connected with a first protrusion, a second protrusion, and a third protrusion. The first protrusion is located on both sides of the centerline of the surface of the tire body, the second protrusion is located on the side of the tire body, and the third protrusion is located on the side of the second protrusion. The side of the corrugated groove is arc-shaped and is formed by combining the ends of the arc-shaped surface of the side of the corrugated groove. The first strip groove and the second strip groove are both formed by the gap between the second protrusion and the third protrusion. The width of the second strip groove is five times the width of the first strip groove. The third strip groove is formed by the gap between the third protrusions and is obliquely arranged on the side of the tire body.

[0006] Preferably, the angle between the third groove and the centerline of the tire body is 45°-60°.

[0007] Preferably, the side of the third protrusion is provided with two grooves, which are evenly distributed on the side of the third protrusion.

[0008] Preferably, the depth of the groove is 3-5mm.

[0009] Preferably, a first reinforcing ring and a second reinforcing ring are fixedly connected to the sides of the tire body, with the first reinforcing ring located inside the second reinforcing ring.

[0010] Preferably, there are multiple reinforcing ribs arranged in a ring array between the second reinforcing ring and the first reinforcing ring. The reinforcing ribs are fixedly connected to the side of the tire body, and the reinforcing ribs are fixedly connected to the first reinforcing ring and the second reinforcing ring respectively.

[0011] Compared with the prior art, the advantages and positive effects of this utility model are as follows: 1. In this utility model, the differentiated width design of the first and second strip grooves not only preserves the structural rigidity of the tire shoulder area to bear the load stress, but also improves the air circulation efficiency through the wide grooves and disperses local stress through the narrow grooves. This solves the problems of insufficient heat dissipation in closed tire shoulders and uneven stress in open grooves, effectively avoiding tire shoulder wear, cracks and delamination, and improving the stability of groove stone removal and ground contact. The arc-shaped side design of the corrugated groove can reduce the resistance of stone embedding. Combined with the guiding effect of the arc-shaped groove, it improves the stone removal efficiency. The oblique arrangement of the third strip groove not only enhances the drainage capacity of the tire sidewall, but also disperses the lateral force through the groove structure, avoiding the decrease in grip caused by groove blockage. At the same time, the combination of the first protrusion and the corrugated groove ensures the stability of the central ground contact area, taking into account both load-bearing capacity and driving smoothness.

[0012] 2. In this utility model, by reducing driving noise and vibration, the groove on the side of the third protrusion can weaken the transmission of tire sidewall vibration and reduce low-frequency vibration under heavy load; the arc-shaped structure of the corrugated groove can reduce airflow impact noise compared to the straight groove, and with the differentiated arrangement of multiple grooves, it breaks the noise resonance frequency, significantly improving driving comfort and extending tire life and safety while ensuring load rigidity. Through the structural synergy of each groove and protrusion, it not only solves the problems of stress concentration on the tire shoulder, insufficient heat dissipation, and stone trapping in the groove in the prior art, but also avoids the degradation of other performance caused by single performance optimization, reduces the risk of early tire damage, extends service life, and ensures driving safety under heavy load conditions.

[0013] 3. In this utility model, through the synergistic effect of the first reinforcing ring, the second reinforcing ring, and the reinforcing ribs, the overall structural rigidity and load-bearing strength of the tire body sidewall are significantly improved. This effectively resists the lateral forces and radial pressures borne by the tire sidewall during heavy-duty driving, preventing excessive sidewall deformation. Furthermore, the reinforcing ribs in the ring array evenly distribute the stress borne by the tire sidewall to the first reinforcing ring, the second reinforcing ring, and the tire body, preventing damage problems such as sidewall cracking and bulging caused by local stress concentration. At the same time, it enhances the impact resistance of the tire sidewall, further ensuring the structural stability and driving safety of the light-duty truck tire under heavy-duty conditions, and extending the tire's service life. Attached Figure Description

[0014] Figure 1 This utility model provides a schematic diagram of a lightweight heavy-duty tire tread pattern and a three-dimensional structure of the tire. Figure 2 This utility model provides a lightweight heavy-duty tire tread pattern and a top view structural diagram of the tire. Figure 3 This utility model provides a light-duty tire tread pattern and a side view structural diagram of the tire.

[0015] Legend: 100, tire body; 110, first protrusion; 120, second protrusion; 130, third protrusion; 140, first reinforcing ring; 150, second reinforcing ring; 160, reinforcing rib; 210, corrugated groove; 220, first strip groove; 230, second strip groove; 240, third strip groove; 250, groove. Detailed Implementation

[0016] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0017] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the present invention is not limited to the specific embodiments disclosed in the following specification.

[0018] Example 1: As Figures 1-3As shown, this utility model provides a light-duty truck tire tread pattern and tire, including a tire body 100, a corrugated groove 210, a first strip groove 220, a second strip groove 230, and a third strip groove 240. A first protrusion 110, a second protrusion 120, and a third protrusion 130 are fixedly connected to the surface of the tire body 100. The first protrusion 110 is located on both sides of the centerline of the surface of the tire body 100, the second protrusion 120 is located on the side of the tire body 100, and the third protrusion 130 is located on the side of the second protrusion 120. The side of the corrugated groove 210 is arc-shaped, and the corrugated groove 210 extends from the arc-shaped surface of its side end. The tire body 100 is assembled in a manner in which the first strip groove 220 and the second strip groove 230 are both formed by the gap between the second protrusion 120 and the third protrusion 130. The width of the second strip groove 230 is five times the width of the first strip groove 220. The third strip groove 240 is formed by the gap between the third protrusion 130 and is arranged obliquely on the side of the tire body 100. The angle between the third strip groove 240 and the centerline of the tire body 100 is 45°-60°. The side of the third protrusion 130 is provided with two grooves 250, which are evenly distributed on the side of the third protrusion 130. The depth of the grooves 250 is 3-5mm.

[0019] The specific configuration and function of this embodiment are described in detail below. The light-duty truck tire tread pattern and tire include a tire body 100, and corrugated grooves 210, a first strip groove 220, a second strip groove 230, and a third strip groove 240 formed on the surface of the tire body 100. At the same time, a first protrusion 110, a second protrusion 120, and a third protrusion 130 are integrally formed on the surface of the tire body 100. Among them, the first protrusion 110 is symmetrically distributed on both sides of the centerline on the surface of the tire body 100, forming the central contact area of ​​the tire; the second protrusion 120 is located in the shoulder area of ​​the tire body 100, serving as the main stress-bearing structure during load-bearing; the third protrusion 130 is disposed on the outer side of the second protrusion 120, near the tire side edge.

[0020] Corrugated grooves 210 are formed between adjacent first protrusions 110, with smooth arc-shaped sides, and are connected end-to-end by the arc-shaped surfaces to form a closed groove structure. First strip grooves 220 and second strip grooves 230 are both formed in the gap between the second protrusion 120 and the third protrusion 130, arranged parallel to each other, with the width of the second strip groove 230 being five times the width of the first strip groove 220. The third strip groove 240 is formed by the gap between adjacent third protrusions 130, extending obliquely along the sidewall of the tire body 100, with an angle of 45°-60° with the centerline of the tire body 100. Furthermore, two grooves 250 are formed on the side of the third protrusion 130, evenly distributed along the height direction of the third protrusion 130, with a depth controlled to 3-5 mm.

[0021] By using the differentiated width design of the first groove 220 (narrow groove) and the second groove 230 (wide groove), the structural rigidity of the tire shoulder area is preserved to bear the load stress, while the wide groove improves the air circulation efficiency. Combined with the narrow groove to disperse local stress, it solves the problems of insufficient heat dissipation of the closed tire shoulder and uneven stress of the open groove, effectively avoiding tire shoulder wear, cracks and delamination. The curved side design of the corrugated groove 210 enhances the stability of the tire's stone removal and ground contact. This reduces the resistance to stone embedding and, combined with the guiding effect of the curved groove, improves stone removal efficiency. The 45°-60° angled arrangement of the third strip groove 240 not only enhances the tire's sidewall drainage capacity but also disperses lateral forces through the groove structure, preventing a decrease in grip due to groove blockage. Simultaneously, the combination of the first protrusion 110 and the corrugated groove 210 ensures the stability of the central ground contact area, balancing load-bearing capacity and ride comfort. The 3-5mm deep groove 250 on the side of the third protrusion 130 can weaken the transmission of vibration on the tire sidewall and reduce low-frequency vibration under heavy load. The arc structure of the corrugated groove 210 can reduce airflow impact noise compared to straight grooves. Combined with the differentiated arrangement of multiple grooves, it breaks the noise resonance frequency and significantly improves driving comfort while ensuring load rigidity. Extending tire lifespan and safety is achieved through the synergistic structure of the grooves and protrusions. This not only solves problems such as stress concentration on the tire shoulder, insufficient heat dissipation, and stone trapping in the grooves in existing technologies, but also avoids the degradation of other performances caused by optimizing a single performance, reducing the risk of early tire damage, extending tire lifespan, and ensuring driving safety under heavy load conditions.

[0022] Example 2: Figures 1-3 As shown, a first reinforcing ring 140 and a second reinforcing ring 150 are fixedly connected to the side of the tire body 100, respectively. The first reinforcing ring 140 is located inside the second reinforcing ring 150. A plurality of reinforcing ribs 160 are arranged in a ring between the second reinforcing ring 150 and the first reinforcing ring 140. The reinforcing ribs 160 are fixedly connected to the side of the tire body 100, and the reinforcing ribs 160 are fixedly connected to the first reinforcing ring 140 and the second reinforcing ring 150 respectively.

[0023] The overall effect of this embodiment is that by setting an inner first reinforcing ring 140, an outer second reinforcing ring 150 on the side of the tire body 100, and a plurality of reinforcing ribs 160 arranged in a ring between the two and fixedly connected to the tire body 100 and the two reinforcing rings respectively, a stable ring frame support structure is formed. Its beneficial effects are: it can significantly improve the overall structural rigidity and load-bearing strength of the side of the tire body 100 through the synergistic effect of the first reinforcing ring 140, the second reinforcing ring 150 and the reinforcing ribs 160, effectively resisting the lateral force and radial pressure borne by the tire side during heavy driving, and avoiding excessive side deformation; it can also use the ring array of reinforcing ribs 160 to evenly distribute the stress borne by the tire side to the first reinforcing ring 140, the second reinforcing ring 150 and the tire body 100, preventing side cracking, bulging and other damage problems caused by local stress concentration, while enhancing the impact resistance of the tire side, further ensuring the structural stability and driving safety of the light truck tire under heavy load conditions, and extending the tire service life.

[0024] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the protection scope of the present utility model.

Claims

1. A light truck tire pattern and tire characterized in that: The tire body includes a tire body (100), a corrugated groove (210), a first strip groove (220), a second strip groove (230), and a third strip groove (240). A first protrusion (110), a second protrusion (120), and a third protrusion (130) are fixedly connected to the surface of the tire body (100). The first protrusion (110) is located on both sides of the centerline of the surface of the tire body (100), the second protrusion (120) is located on the side of the tire body (100), and the third protrusion (130) is located on the side of the second protrusion (120). The side of the corrugated groove (210) is arc-shaped. The corrugated groove (210) is formed by the end-to-end combination of the arc-shaped surfaces on the side of the corrugated groove (210). The first strip groove (220) and the second strip groove (230) are both formed by the gap between the second protrusion (120) and the third protrusion (130). The width of the second strip groove (230) is five times the width of the first strip groove (220). The third strip groove (240) is formed by the gap between the third protrusion (130), and the third strip groove (240) is obliquely arranged on the side of the tire body (100).

2. A light truck tyre according to claim 1, characterized in that: The angle between the third groove (240) and the centerline of the tire body (100) is 45°-60°.

3. A light truck tire pattern and tire according to claim 1, wherein: The third protrusion (130) has two grooves (250) on its side, and the two grooves (250) are evenly distributed on the side of the third protrusion (130).

4. A light truck tyre according to claim 3, wherein: The depth of the groove (250) is 3-5mm.

5. A light truck tire pattern and tire according to claim 1 wherein: The tire body (100) has a first reinforcing ring (140) and a second reinforcing ring (150) fixedly connected to its side, with the first reinforcing ring (140) located inside the second reinforcing ring (150).

6. A light truck tyre according to claim 5, wherein: The second reinforcing ring (150) and the first reinforcing ring (140) are arranged in a ring with multiple reinforcing ribs (160). The reinforcing ribs (160) are fixedly connected to the side of the tire body (100), and the reinforcing ribs (160) are fixedly connected to the first reinforcing ring (140) and the second reinforcing ring (150) respectively.

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