CN219076924U

CN219076924U - Tread structure with variable angle design on side groove wall and tire

Info

Publication number: CN219076924U
Application number: CN202320001404.7U
Authority: CN
Inventors: 应婷; 张玉国; 姚峰转
Original assignee: Zhongce Rubber Jiande Co ltd
Current assignee: Zhongce Rubber Jiande Co ltd
Priority date: 2023-01-03
Filing date: 2023-01-03
Publication date: 2023-05-26
Anticipated expiration: 2033-01-03

Abstract

The present utility model relates to a tire structure, and more particularly, to a tread structure having a variable angle design for a side groove wall, and a tire. Including longitudinal edge grooves. The longitudinal side groove includes a stepped groove wall with a multi-step configuration. The utility model can effectively reduce the strain energy density amplitude of the tire and improve the bottom cracks of the grooves. The appropriate thickness of the groove bottom rubber material can effectively avoid the phenomenon of groove bottom cracks or high heat generation, and the service life and cost performance of the tire are prolonged.

Description

Tread structure with variable angle design on side groove wall and tire

Technical Field

The present utility model relates to a tire structure, and more particularly, to a tread structure having a variable angle design for a side groove wall, and a tire.

Background

Tires are the only ground-contacting parts of automobiles and play roles in bearing load, buffering inertia, transmitting torque, driving, braking and the like. The tire is a composite of a framework material and rubber, and stress and strain can be generated in the use process, so that the tire is damaged.

With the rapid development of the automobile industry and expressways in China, the performance requirements of people on tires are diversified. Compared with bias tires, the all-steel truck radial tire has the advantages of puncture resistance, super wear resistance, low oil consumption, high load, stable and comfortable running and good maneuvering performance. The tire tread has direct influence on bearing performance and safety, if the phenomenon of the bottom of a groove appears in the use process, the safety performance of the tire is directly influenced, once the bottom of the groove is cracked, the whole tire cannot be used, and the tire is damaged instantly or burst.

The groove bottom crack is a common tire breakage mode of the all-steel radial tire, generally occurs in early use, and researches show that the difference level between a first belt layer and a zero belt layer of the tire, crown materials, groove angles and groove bottom rubber thickness have a certain influence on the groove bottom crack. In the prior art, the longitudinal groove wall basically adopts 10-15 degrees of inclination, and the bottom rubber nails or the bottom arc radius of the groove is smaller, so that two H parts at the edge are easy to split. The angle design causes that the groove is easy to clamp stones, the rubber at the groove part is easy to stab, the fatigue resistance of the rubber material is affected, and meanwhile, the stress at the bottom of the groove is concentrated and the stress is uneven to cause cracks. The utility model discloses a groove angle research, rational design tire groove shape, angle and groove bottom circular arc reduce the influence to tire groove bottom strain energy density and strain and inflation back groove expansion ratio to improve the groove bottom breach.

Disclosure of Invention

The utility model aims to solve the technical problems of overcoming the defects in the prior art and providing a tread structure and a tire with variable-angle design of side groove walls.

In order to solve the problems existing in the prior art, the solution of the utility model is as follows:

a tread structure is provided having a variable angle design of the side groove walls, including longitudinal side grooves. The longitudinal side groove includes a stepped groove wall with a multi-step configuration.

As an improvement, the included angle between the side groove wall and the central line of the groove is 10-20 degrees.

As an improvement, the difference in angle between the side of each step structure on the outermost groove wall of the side groove and the center line of the groove is 2 DEG to 5 deg.

As an improvement, the thickness of the tread rubber at the bottom of the edge groove is 4.5-5.5 mm. The tread rubber at the bottom of the edge groove is single or multiple in formula, for example, the tread rubber is multiple in formula, and the thickness of the tread rubber at the top layer is 2-3.5 mm.

As an improvement, each side groove wall of the edge groove has a stepped structure with 2-3 different angles.

As an improvement, the edge grooves are of an asymmetric structure.

A tire comprises the tread structure.

The principle of the utility model is as follows:

during the running process of the tire, lateral tensile strain and radial compressive strain are concentrated on the bottom of the groove, and it is known that the fatigue life of vulcanized rubber has a direct relationship with the stress, so that the smaller the stress on the bottom of the groove is, the longer the fatigue life of rubber material is. In order to disperse or reduce the stress of the bottom of the groove, the deformation of the bottom of the groove is reduced by changing the angle of the tire groove and increasing the radius of the circular arc of the bottom of the groove, so that the stress concentration of the bottom of the tire groove is reduced, and the split is improved.

Compared with the prior art, the utility model has the beneficial effects that:

the utility model can effectively reduce the strain energy density amplitude of the tire and improve the bottom cracks of the grooves. The appropriate thickness of the groove bottom rubber material can effectively avoid the phenomenon of groove bottom cracks or high heat generation, and the service life and cost performance of the tire are prolonged.

Drawings

FIG. 1 is a schematic diagram of the structure of the present utility model.

Fig. 2 is a schematic view of the structure of the side groove in the first, second and third embodiments of embodiment 1 of the present utility model.

FIG. 3 is a graph showing the variation rate of the groove width according to the first, second and third embodiments of the present utility model in example 1.

Fig. 4 is a schematic diagram of the positions of the measurement points of the strain energy amplitude values of the trench bottom in the first, second and third schemes in embodiment 1 of the present utility model.

Description of the drawings: 3-crown; 4-edge groove bottom; 5-outermost groove walls of the side grooves; 6-innermost groove walls of the side grooves; 7-edge groove wall step configuration.

Detailed Description

The utility model is described in further detail below with reference to fig. 1-4 and the detailed description:

the utility model avoids the traditional symmetrical angle design and cancels the design of the groove bottom adhesive nails. The groove walls adopt a variable angle design to disperse the bottom stress of the groove. And meanwhile, the influence of the thickness of the pattern groove primer on the groove bottom crack is studied.

The utility model relates to a tread structure with a variable angle design on the side groove wall, which comprises a longitudinal side groove. The longitudinal side grooves are provided with stepped groove walls, and the stepped groove walls are provided with 2-3 stepped structures. The angles between the

side groove walls

5, 6, 7 and the center line of the groove are 10 DEG-20 deg. The difference between the angle of each step side on the outermost groove wall 5 of the side groove and the center line of the groove is 2 DEG to 5 deg. The thickness of the tread rubber at the bottom of the edge groove 4 is 4.5mm-5.5 mm.

Example 1

1. 10.00R20 is taken as a study object, and the strain difference of grooves with different angles is studied by researching and comparing the change rate of the groove width and the strain energy amplitude of three schemes (from left to right in FIG. 2).

Scheme one: the side groove walls have a variable angle design, and the included angle between one side groove wall and the longitudinal direction of the tire is 10 degrees and 8 degrees. The other side included angle is 10 degrees.

Scheme II: the side groove walls are not provided with variable angle designs, the grooves are of symmetrical structures, and the included angles between the two side groove walls and the longitudinal direction of the tire are 10 degrees.

Scheme III: the side groove walls are not provided with variable angle designs, the grooves are not symmetrical structures, the included angle between one side groove wall and the longitudinal direction of the tire is 15 degrees, and the other side groove wall is 8 degrees.

Finite element calculations were performed by modeling, with the following results:

1. rate of change of groove width

As shown in fig. 3 (from left to right) which is a schematic diagram of the variation of the first, second and third groove widths, respectively, different groove wall angles or variation angles have little effect on the profile groove width variation rate.

2. Strain energy density amplitude

The strain energy density amplitude of each point at the bottom of the ditch in the scheme 1 is smaller, so that the ditch is not easy to crack.

In conclusion, the angular strain energy density amplitude of the groove designed in a variable angle mode is minimum, and groove bottom cracks are least likely to occur.

2. And analyzing the influence of different groove primer material thicknesses on the groove bottom cracks.

And (3) manufacturing a test tire by adjusting the thickness of the tread, so that the thickness of the rubber material at the bottom of the groove at the upper edge of the tire section is respectively 3.5mm,4.5mm,5.5mm and 6.5mm, and performing indoor durable machine tool test.

The machine tool results were as follows:

when the thickness of the groove bottom material is 4.5mm-5.5mm, the durability is optimal, and the groove bottom is not cracked. When the thickness is 3.5mm, the bottom of the edge pattern groove is split, the bottom sizing material is thinner, and the deformation resistance is insufficient. When the thickness reaches 6.5mm, the tread is thick as a whole, the heat generation of the center of the crown is high in the process of testing operation, the damage is advanced, the endurance time is shortest, the material is wasted, the cost is increased, and the energy conservation is not facilitated.

In summary, it is recommended that the thickness of the longitudinal groove bottom rubber is between 4.5mm and 5.5mm, for example, the tread rubber is of various formulations, and the thickness of the uppermost tread rubber is 2mm to 3.5mm.

Finally, it should be noted that the above list is only specific embodiments of the present utility model. Obviously, the utility model is not limited to the above embodiments, but many variations are possible. All modifications directly derived or suggested to one skilled in the art from the present disclosure should be considered as being within the scope of the present utility model.

Claims

1. A tread structure with a variable angle design for an edge groove wall comprises a longitudinal edge groove; the longitudinal edge groove is characterized by comprising a stepped groove wall, wherein the stepped groove wall is provided with a multi-stage stepped structure.

2. The tread construction of claim 1 wherein the side groove walls are at an angle of 10 ° to 20 ° to the groove centerline.

3. The tread structure of claim 1, wherein the angular difference between each step structure side portion on the outermost groove wall of the side groove and the groove centerline is from 2 ° to 5 °.

4. The tread structure of claim 1, wherein the side grooves are of an asymmetric configuration.

5. The tread construction of claim 1 wherein the side grooves each have a stepped configuration of 2-3 different angles per side groove wall.

6. The tread structure of claim 1, wherein the side groove undertread band thickness is 4.5mm to 5.5mm.

7. A tyre comprising a tread configuration as claimed in any one of claims 1 to 4.