CN108819621B - Pneumatic tire for automobile - Google Patents
Pneumatic tire for automobile Download PDFInfo
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- CN108819621B CN108819621B CN201810916322.9A CN201810916322A CN108819621B CN 108819621 B CN108819621 B CN 108819621B CN 201810916322 A CN201810916322 A CN 201810916322A CN 108819621 B CN108819621 B CN 108819621B
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- grooves
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- 230000001788 irregular Effects 0.000 description 8
- 238000000034 method Methods 0.000 description 8
- 230000008569 process Effects 0.000 description 8
- 230000000694 effects Effects 0.000 description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 6
- 238000005299 abrasion Methods 0.000 description 5
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0304—Asymmetric patterns
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1259—Depth of the sipe
- B60C11/1263—Depth of the sipe different within the same sipe
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
- B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
- B60C2011/1286—Width of the sipe being different from sipe to sipe
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention relates to a pneumatic tire for an automobile, which comprises a first main groove and a second main groove, wherein a first row of shoulder patterns are formed outside the first circumferential groove; the first row of shoulder patterns comprises a first shoulder transverse groove and three first fine grooves; the first shoulder transverse ditch comprises a first transverse ditch section, a second transverse ditch section and a third transverse ditch section, wherein an included angle between the first transverse ditch section and the first main ditch is 55-85 degrees, an included angle between the second transverse ditch section and the first main ditch is 5-45 degrees, and an included angle between the third transverse ditch section and the first main ditch is 30-80 degrees; the two first fine grooves are intersected with the first shoulder transverse grooves, and one first fine groove is parallel to the first inter-tire transverse groove so as to divide the first row of shoulder patterns into a plurality of pattern blocks which are staggered along the circumferential direction of the tire. The pneumatic tire for the automobile can improve the tire shoulder strength and bear the instant impact force, avoid abnormal abrasion appearance caused by curling of the edges of the grooves, and simultaneously reduce noise generated by the tire tread in the running process of the automobile.
Description
Technical Field
The invention relates to the technical field of tires, in particular to a pneumatic tire for an automobile.
Background
Nowadays, along with popularization of good road, speed change is more and more frequent when an automobile runs, and when the automobile instantaneously accelerates, brakes and turns, the speed change is large, the tire is reflected on the tire, the tread bears great instantaneous impact force, particularly the tire shoulder transverse groove edge is more remarkable due to the impact force, and therefore the tire shoulder transverse groove edge is easy to turn up.
In addition, the noise generated by the tire is reduced, and the direction of effort is always directed when each tire manufacturer designs the tire.
Therefore, how to provide a pneumatic tire for an automobile, which can improve the tire shoulder strength and bear the instant impact force, avoid abnormal abrasion appearance caused by curling generated at the edges of grooves, and reduce the noise generated by the tire tread in the running process of the automobile is a technical problem to be solved by the technicians in the field.
Disclosure of Invention
The invention aims to provide a pneumatic tire for an automobile, which can improve the strength of a tire shoulder, bear instant impact force, avoid abnormal abrasion appearance caused by curling generated at the edge of a groove, and reduce noise generated by the tread of the tire in the running process of the automobile.
In order to solve the technical problems, the invention provides a pneumatic tire for an automobile, which comprises a first main groove and a second main groove which are arranged from outside to inside along the circumferential direction of the tire, wherein the first main groove is formed outside a first row of shoulder patterns; the first row of shoulder patterns comprises a plurality of groups of first grooves arranged along the grounding width direction, each group of first grooves comprises a first shoulder transverse groove and first fine grooves, each first fine groove comprises a first fine groove a, a first fine groove b and a first fine groove c, and the width of each first shoulder transverse groove is larger than that of each first fine groove; the first shoulder transverse ditch comprises a first transverse ditch section, a second transverse ditch section and a third transverse ditch section which are sequentially arranged from outside to inside, wherein an included angle between the first transverse ditch section and the first main ditch is 55-85 degrees, an included angle between the second transverse ditch section and the first main ditch is 5-45 degrees, an included angle between the third transverse ditch section and the first main ditch is 30-80 degrees, and steering angles between the first transverse ditch section, the second transverse ditch section and the third transverse ditch section are all larger than 90 degrees; the first fine groove a and the first fine groove b are respectively intersected with the first shoulder transverse groove, the first fine groove c comprises a fine groove first section, a fine groove second section and a fine groove third section which are sequentially arranged from outside to inside, the fine groove first section is parallel to the transverse groove first section, the fine groove second section is parallel to the transverse groove second section, and the fine groove third section is parallel to the transverse groove third section; the first shoulder transverse grooves and the first fine grooves jointly divide the first row of shoulder patterns into a plurality of pattern blocks, and the pattern blocks are staggered along the circumferential direction of the tire.
The first transverse groove section is positioned at the outer side edge, the grounding part is relatively less, the third transverse groove section is close to the inner side, the stress of the third transverse groove section is smaller relative to the second transverse groove section, the included angle between the second transverse groove section and the first main groove 1 is 5-45 degrees, compared with the included angle between the tire shoulder transverse groove and the first main groove in the tire in the prior art, the included angle is small, the instant impact force born by the automobile in the instant acceleration, braking and steering is larger, and the included angle between the second transverse groove section and the first main groove is smaller, the grounding time of the edge of the second transverse groove section is different, the impact effect of the impact force on the edge of the second transverse groove section at the same moment can be reduced, the situation that the second transverse groove section is curled is avoided, and the normal abrasion appearance of the tire is ensured.
Among the three first sipes, one (first sipe c) is approximately parallel to the first shoulder transverse groove, two (first sipe a and first sipe b) are intersected with the first shoulder transverse groove, the first shoulder transverse groove and the three first sipes divide the first row of shoulder patterns into a plurality of irregular grounding pattern blocks, the pattern blocks are staggered along the circumferential direction of the tire, namely, the staggered pattern blocks are respectively grounded in sequence in the running process of the automobile, so that the ground contact pressure of the whole first row of shoulder patterns can be homogenized, and the occurrence of partial uneven wear is restrained. Meanwhile, the stress of the tire shoulder can be effectively dispersed, and the driving comfort can be improved. Moreover, each irregular grounding pattern block can generate a rigidity complementation effect, so that the functions of supporting and interlocking can be achieved when the tire is stressed, and each originally independent irregular grounding pattern block forms a relatively uniform whole to a certain extent, so that the rigidity of the whole first row of shoulder patterns is ensured, and the wear resistance of the tire is improved.
In addition, because wave bands and frequencies generated when the pattern blocks (rubber blocks) with different sizes strike the ground are different, the wave bands and frequencies of the pattern blocks after the optimization arrangement design can cancel each other, the wave bands and frequencies of noise are calm, and the noise generated by the tires in the running process of the automobile is optimized.
Optionally, forming a second row of shoulder patterns within the second main groove; the second row of shoulder patterns comprises a plurality of groups of second grooves arranged along the grounding width direction, each group of second grooves comprises second shoulder transverse grooves and at least one second fine groove which are arranged at intervals, and the width of each second shoulder transverse groove is larger than that of each second fine groove.
Optionally, the second row of shoulder patterns is further provided with annular grooves arranged along the circumferential direction.
Optionally, at least one third main groove is further arranged between the first main groove and the second main groove, intermediate patterns are respectively arranged between the third main groove and the first main groove, between the third main groove and the second main groove and between two adjacent third main grooves, each intermediate pattern comprises multiple groups of third grooves arranged along the grounding width direction, each group of third grooves comprises an intermediate transverse groove and at least one intermediate thin groove, and the width of each intermediate transverse groove is larger than that of each intermediate thin groove.
Optionally, the first shoulder lateral groove is communicated with an adjacent middle lateral groove, the first fine groove is communicated with an adjacent middle fine groove, the second shoulder lateral groove is communicated with an adjacent middle lateral groove, and the second fine groove is communicated with an adjacent middle fine groove.
Optionally, the outer side width of the first shoulder transverse groove is greater than the inner side width; the inner side width of the second tire shoulder transverse groove is larger than the outer side width.
Optionally, the depth of the first section of the transverse ditch and the depth of the third section of the transverse ditch are both greater than the depth of the second section of the transverse ditch.
Optionally, the side walls of the shoulder transverse grooves are arranged in an inward inclined mode, and the width of the open ends of the shoulder transverse grooves is larger than the width of the bottoms.
Optionally, the length L of the transverse ditch two sections satisfies: 50% ×2p < l <90% ×2p, where P is the pitch of the tire.
Optionally, the width D of the first shoulder lobe satisfies: 5% TW < D <10% TW, depth H satisfies 1<D/W <1.5, where TW is tread width.
Drawings
FIG. 1 is a schematic tread pattern of a pneumatic tire for an automobile according to an embodiment of the present invention;
FIG. 2 is a partial schematic view of FIG. 1;
FIG. 3 is a cross-sectional view of Y-X in FIG. 2;
fig. 4 is a cross-sectional view A-A of fig. 2.
In fig. 1-4, the reference numerals are as follows:
1-a first main channel, 2-a second main channel and 3-a third main channel;
4-first row shoulder pattern, 41-first shoulder groove, 411-first transverse groove section, 412-second transverse groove section, 413-third transverse groove section, 42-first sipe a, 43-first sipe b, 44-first sipe c, 441-first sipe section, 442-second sipe section, 443-third sipe section;
5-second row shoulder pattern, 51-second shoulder transverse groove, 52-second sipe, 53-ring groove;
6-middle pattern, 61-middle transverse groove, 611-middle transverse groove one section, 612-middle transverse groove two section, 62-middle fine groove.
Detailed Description
In order to make the technical solution of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 to 4 are schematic views of tread patterns of a pneumatic tire for an automobile according to an embodiment of the present invention; FIG. 2 is a partial schematic view of FIG. 1; FIG. 3 is a cross-sectional view of Y-X in FIG. 2; fig. 4 is a cross-sectional view A-A of fig. 2.
The embodiment of the invention provides a pneumatic tire for an automobile, as shown in fig. 1, the tire comprises a first main groove 1 and a second main groove 2 which are arranged along the circumferential direction of the tire, wherein the first main groove 1 is positioned at the outer side (the outer side in the use state of the tire) of the second main groove 2, a first row of shoulder patterns 4 is formed in the area outside the first main groove 1, the first row of shoulder patterns 4 comprises a plurality of groups of first grooves arranged along the ground-engaging width direction, each group of first grooves comprises a first shoulder transverse groove 41 and a first fine groove, the first fine groove comprises a first fine groove a42, a first fine groove b43 and a first fine groove c44, and the width of the first shoulder transverse groove 41 is larger than the width of each first fine groove so as to realize drainage and avoid the phenomenon that the tire slips when running in rainy days.
In this embodiment, the first shoulder transverse groove 41 includes three structures sequentially arranged from outside to inside, and the three structures are a first transverse groove 411, a second transverse groove 412 and a third transverse groove 413, wherein, as shown in fig. 2, the included angle θ between the first transverse groove 411 and the first main groove 1 is 55 ° to 85 °, preferably 63 ° to 78 °, the included angle β between the second transverse groove 412 and the first main groove 1 is 5 ° to 45 °, preferably 10 ° to 30 °, and the included angle α between the third transverse groove 413 and the first main groove 1 is 30 ° to 80 °, preferably 45 ° to 65 °, that is, the first shoulder transverse groove 41 having the three-structure increases the number of the first shoulder transverse groove 41 compared with the structure having only one section, and the size and number of the ground pattern blocks formed by the first fine grooves can be increased, thereby further improving the noise reduction effect. Meanwhile, the steering angles among the first transverse ditch section 411, the second transverse ditch section 412 and the third transverse ditch section 413 are all larger than 90 degrees, that is, the included angles among the third sections of the first inter-tire transverse ditch 41 are obtuse angles, so that stress concentration can be effectively avoided, and abnormal abrasion appearance caused by impact damage at the steering connection position of the grooves is prevented.
The first transverse groove section 411 is located at the outer edge, the grounding part is relatively less, the third transverse groove section 413 is close to the inner side, the stress of the third transverse groove section 413 is less relative to the second transverse groove section 412, the included angle between the second transverse groove section 412 and the first main groove 1 is 5-45 degrees, compared with the included angle between the shoulder transverse groove and the first main groove 1 in the tire in the prior art, the included angle is small, the instantaneous impact force born by the automobile in the process of instantaneous acceleration, braking and steering is larger, and when the included angle between the second transverse groove section 412 and the first main groove 1 is smaller, the grounding time of the edge of the second transverse groove section 412 is different, the impact action of the impact force at the same moment on the edge of the second transverse groove section 412 can be reduced, the situation that the second transverse groove section 412 is curled is avoided, and the normal abrasion appearance of the tire is ensured.
The first fine groove a42 and the first fine groove b43 are respectively intersected with the first shoulder transverse groove 41, the first fine groove c44 comprises a fine groove first section 441, a fine groove second section 442 and a fine groove third section 443 which are sequentially arranged from outside to inside, wherein the fine groove first section 441 is parallel to the transverse groove first section 411, the fine groove second section 442 is parallel to the transverse groove second section 412, the fine groove third section 443 is parallel to the transverse groove third section 413, the parallel is approximately parallel, and the difference of included angles between the two parallel grooves and the first main groove is within +/-5 degrees.
The first sipe a42 and the first sipe b43 have an angle in the range of 10 ° with respect to the ground contact width direction of the tire. Specifically, since the first fine groove a42 and the first fine groove b43 have a certain radian, the connection line between the first fine groove a42 and the points of the two side edges of the first row of shoulder patterns 4 forms a straight line, the included angle between the straight line and the ground-contact width direction of the tire is not more than 10 °, and the first fine groove b43 is identical to the above arrangement mode and will not be repeated. This arrangement facilitates the separation of the first row of shoulder patterns 4 into a plurality of irregular ground-contacting blocks with the first inter-tire lateral grooves 41 and the first sipe c44, while at the same time, the included angle with the axis of rotation of the tire is no greater than 10 °, which means that it is disposed generally in a direction parallel to the axis of the tire, facilitating the drainage of accumulated water during operation.
That is, among the three first sipes, one (the first sipe c 44) is substantially parallel to the first shoulder groove 41, and two (the first sipe a42 and the first sipe b 43) intersect with the first shoulder groove 41, the first shoulder groove 41 and the three first sipes divide the first row shoulder pattern 4 into a plurality of irregular ground-engaging blocks, and each block is arranged in a staggered manner along the circumferential direction of the tire, that is, the blocks arranged in a staggered manner are respectively grounded in sequence during running of the automobile, so that ground contact pressure of the entire first row shoulder pattern 4 can be homogenized, and occurrence of partial uneven wear can be suppressed. Meanwhile, the stress of the tire shoulder can be effectively dispersed, and the driving comfort can be improved. Moreover, the rigidity of each irregular grounding pattern block can generate a complementary effect, so that the effects of supporting and interlocking can be achieved when the tire is stressed, and each originally independent irregular grounding pattern block forms a relatively uniform whole to a certain extent, so that the rigidity of the whole first row of tire shoulder patterns 4 is ensured, and the wear resistance of the tire shoulder is improved.
In addition, the wave bands and frequencies generated when the pattern blocks (rubber blocks) with different sizes strike the ground are different, the wave bands and frequencies of the pattern blocks after the optimization arrangement design can offset each other, the wave bands and frequencies of noise are calm, and the noise generated by the tires in the running process of the automobile is reduced.
In the above-described embodiment, the tire forms the second row of shoulder patterns 5 in the region inside the second main groove 2 (refer to the side of the tire that faces inward in the use state), the second row of shoulder patterns 5 includes plural sets of second grooves arranged in the ground-contact width direction, each set of second grooves includes the second shoulder transverse grooves 51 and at least one second sipe 52 (in the present embodiment, each set of second grooves includes two second sipes 52) arranged at intervals, so as to divide the second row of shoulder patterns 5 into plural blocks, optimizing noise generated by the tire during running of the automobile. As shown in fig. 1, each of the second shoulder transverse grooves 51 and the second sipes 52 are disposed substantially along the transverse direction (i.e., the ground contact width direction) of the second row of shoulder patterns 5, and the width of the second shoulder transverse grooves 51 is greater than the width of the second sipes 52, so that water in the sipes (including the transverse grooves and the sipes) is smoothly discharged during the running process of the automobile.
In the above embodiment, the second row of shoulder patterns 5 is further provided with the circumferential annular groove 53, and the annular groove 53 can disperse the rigidity of the shoulder of the second row of shoulder patterns 5, so as to avoid the influence on the driving comfort caused by the rigidity of the shoulder of the second row of shoulder patterns 5. Of course, in the present embodiment, the ring groove 53 is not required, and specifically, the ring groove 53 is not required if the width of the second row of shoulder patterns 5 is smaller, and the second row of shoulder patterns 5 is set according to the width of the second row of shoulder patterns 5.
In the above embodiment, at least one third main groove 3 is further provided between the first main groove 1 and the second main groove 2, and intermediate patterns 6 are provided between the third main groove 3 and the first main groove 1, between the third main groove 3 and the second main groove 2, and between the adjacent two third main grooves 3, the intermediate patterns 6 including plural sets of third grooves provided in the ground-contact width direction, each set of third grooves including an intermediate lateral groove 61 and at least one intermediate sipe 62 (in this embodiment, each set of third grooves is provided with two intermediate sipes 62, respectively), and similarly, the width of the intermediate lateral groove 61 is also larger than the width of the intermediate sipe 62.
Specifically, in this embodiment, as shown in fig. 1, the number of the third main grooves 3 is two, at this time, three intermediate patterns 6 are present between the first main groove 1 and the second main groove 2, and if the number of the third main grooves 3 is one, two intermediate patterns 6 are present between the first main groove 1 and the second main groove 2. The number of the third main grooves 3 may be specifically set according to the width of the tire and the like, and is not specifically required here. As shown in fig. 1, the width of each intermediate pattern 6 and the shape and number of the intermediate lateral grooves 61 and the intermediate sipes 62 are different, and may be set according to specific needs.
In the above-described embodiment, as shown in fig. 1, the first shoulder lateral groove 41 communicates with the intermediate lateral groove 61 adjacent thereto, the first sipe (including the first sipe a42, the first sipe b43 and the first sipe c 44) communicates with the intermediate sipe 62 adjacent thereto, the second shoulder lateral groove 51 communicates with the intermediate lateral groove 61 adjacent thereto, the second sipe 52 communicates with the intermediate sipe 62 adjacent thereto, and when the third main groove 3 is provided, the number of intermediate patterns 6 is at least two, and at this time, the intermediate lateral groove 61 also communicates with the intermediate lateral groove 61 or the intermediate sipe 62 adjacent thereto. In this embodiment, as shown in Y-Y in fig. 1, the first shoulder transverse groove 41 is sequentially communicated with the middle transverse groove 61, the middle thin groove 62 and the second shoulder transverse groove 51, that is, a whole communicated groove is formed, and the grooves are communicated to prevent the gas and water in the groove from flowing, so that the gas and water in the groove can be conveniently discharged into the main groove and discharged along with the rolling of the tire, and the noise generated by the blocked flow of the gas and water in the groove and the skid of the wet tire in rainy days can be effectively avoided.
In the above embodiment, as shown in fig. 1, the outer side width of the first shoulder groove 41 is larger than the inner side width; the second shoulder transverse groove 51 has an inner width greater than an outer width, wherein, as described above, the inner side is the inward side in the use state and the outer side is the outward side in the use state, so that the water in the groove can be smoothly discharged.
In the above embodiment, as shown in fig. 3, the depth of the first transverse groove 411 and the depth of the third transverse groove 413 are both greater than the depth of the second transverse groove 412, that is, the depth of the second transverse groove 412 is the smallest in the first shoulder transverse groove 41, so that the rigidity of the first row shoulder transverse grooves can be ensured and the wear-resisting effect can be improved while the pattern is separated and the drainage effect is realized. Similarly, when the intermediate lateral groove 61 has a structure including the first intermediate lateral groove segment 611 and the second intermediate lateral groove segment 612, the depths of the first intermediate lateral groove segment 611 and the second intermediate lateral groove segment 612 are different from each other, and as shown in fig. 3, the depth of the first intermediate lateral groove segment 611 is smaller than the depth of the second intermediate lateral groove segment 612, and of course, the depth of the second intermediate lateral groove segment 612 may be set smaller than the depth of the first intermediate lateral groove segment 611, so long as the intermediate lateral groove 61 separates patterns and achieves a drainage effect while ensuring the rigidity of the intermediate lateral groove 61.
In the above embodiment, as shown in fig. 4, the side walls of the shoulder transverse grooves (including the first shoulder transverse groove 41 and the second shoulder transverse groove 51) are inclined inward, the inclination angle is θ1, the value range of θ1 is preferably 2 ° to 15 °, and the width of the open end of the shoulder transverse groove is greater than the width of the bottom. That is, from the cross section, the tire shoulder transverse groove is in a gradually-reduced structure from top to bottom, the rubber material of the side wall is increased along with the increase of the depth of the tire shoulder transverse groove, the strength of the tire shoulder transverse groove can be enhanced, and the situation that the tire shoulder transverse groove is worn after being grounded in the running process of an automobile is improved. Similarly, the intermediate lateral grooves 61 located in the intermediate pattern 6 may be provided with side walls inclined inward to enhance the strength of the intermediate lateral grooves 61.
In the above embodiment, as shown in fig. 2, the length L of the transverse ditch second section 412 satisfies: 50% ×2p < l <90% ×2p, where P is the pitch of the tire tread, the pitch P of the tire is known after the tire performance parameters are determined, and if the length of the second transverse groove segment 412 is set too long, the drainage performance of the first groove is not facilitated, and if too short, the formation of multiple irregular shoulder blocks is not facilitated.
In addition, the width D (as shown in fig. 4) of the first shoulder groove 41 satisfies: 5% TW < D <10% TW, and the depth H of the transverse groove two section 412 satisfies 1<D/W <1.5, where TW is the tread width as shown in FIG. 1. If the width D of the first shoulder groove 41 is too wide, the strength of the tread is affected, and if it is too narrow, drainage is not facilitated; similarly, if the depth H of the lateral groove two section 412 is too deep, the tread strength is affected, and if too shallow, drainage is not favored. Under the parameter setting in the present embodiment, the normal wear appearance of the first shoulder groove 41 is ensured by dispersing the instantaneous impact force during starting and steering.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.
Claims (10)
1. A pneumatic tire for an automobile, characterized by comprising a first main groove (1) and a second main groove (2) arranged in the tire circumferential direction from outside to inside, the first main groove (1) being formed outside of a first row of shoulder patterns (4);
the first row of shoulder patterns (4) comprises a plurality of groups of first grooves arranged along the ground-engaging width direction, each group of first grooves comprises a first shoulder transverse groove (41) and first fine grooves, each first fine groove comprises a first fine groove a (42), a first fine groove b (43) and a first fine groove c (44), and the width of each first shoulder transverse groove (41) is larger than that of each first fine groove;
the first shoulder transverse ditch (41) comprises a first transverse ditch section (411), a second transverse ditch section (412) and a third transverse ditch section (413) which are sequentially arranged from outside to inside, the included angle between the first transverse ditch section (411) and the first main ditch (1) is 55-85 degrees, the included angle between the second transverse ditch section (412) and the first main ditch (1) is 5-45 degrees, the included angle between the third transverse ditch section (413) and the first main ditch (1) is 30-80 degrees, and the steering angles between the first transverse ditch section (411), the second transverse ditch section (412) and the third transverse ditch section (413) are all larger than 90 degrees;
the first fine groove a (42) and the first fine groove b (43) are respectively intersected with the first shoulder transverse groove (41), the first fine groove c (44) comprises a fine groove first section (441), a fine groove second section (442) and a fine groove third section (443) which are sequentially arranged from outside to inside, the fine groove first section (441) is parallel to the transverse groove first section (411), the fine groove second section (442) is parallel to the transverse groove second section (412), and the fine groove third section (443) is parallel to the transverse groove third section (413);
the first shoulder transverse grooves (41) and the first fine grooves jointly divide the first row of shoulder patterns (4) into a plurality of pattern blocks, and the pattern blocks are staggered along the circumferential direction of the tire.
2. Pneumatic tire for automobiles according to claim 1, characterized in that a second row of shoulder patterns (5) is formed inside the second main groove (2);
the second row of shoulder patterns (5) comprises a plurality of groups of second grooves arranged along the ground-contact width direction, each group of second grooves comprises second shoulder transverse grooves (51) and at least one second fine groove (52) which are arranged at intervals, and the width of each second shoulder transverse groove (51) is larger than that of each second fine groove (52).
3. Pneumatic tire for automobiles according to claim 2, characterized in that the second row of shoulder patterns (5) is also provided with circumferential grooves (53).
4. A pneumatic tyre for vehicle as claimed in claim 2 or 3, characterized in that at least one third main groove (3) is further provided between the first main groove (1) and the second main groove (2), intermediate patterns (6) are provided between the third main groove (3) and the first main groove (1), between the third main groove (3) and the second main groove (2) and between adjacent two of the third main grooves (3), the intermediate patterns (6) comprise a plurality of sets of third grooves provided in the ground-contacting width direction, each set of third grooves comprises an intermediate lateral groove (61) and at least one intermediate fine groove (62), and the width of the intermediate lateral groove (61) is larger than the width of the intermediate fine groove (62).
5. The pneumatic tire for automobiles according to claim 4, characterized in that the first shoulder lateral groove (41) communicates with an intermediate lateral groove (61) adjacent thereto, the first sipe communicates with the intermediate sipe (62) adjacent thereto, the second shoulder lateral groove (51) communicates with an intermediate lateral groove (61) adjacent thereto, and the second sipe (52) communicates with the intermediate sipe (62) adjacent thereto.
6. A pneumatic tire for automobiles according to claim 2 or 3, characterized in that the outer side width of the first shoulder groove (41) is larger than the inner side width; the second shoulder transverse groove (51) has an inner width greater than an outer width.
7. A pneumatic tyre for vehicles according to any one of claims 1 to 3, wherein the depth of said first transverse groove segment (411) and the depth of said third transverse groove segment (413) are both greater than the depth of said second transverse groove segment (412).
8. A pneumatic tire for automobiles according to any one of claims 1-3, wherein the side walls of the shoulder transverse grooves are disposed obliquely inward, and the width of the open ends of the shoulder transverse grooves is larger than the width of the bottoms.
9. A pneumatic tyre for vehicles according to any one of claims 1 to 3, wherein the length L of said transverse groove two-section (412) is such that: 50% ×2p < l <90% ×2p, where P is the pitch of the tire.
10. A pneumatic tyre for vehicles according to any one of claims 1 to 3, wherein the width D of said first shoulder groove (41) is such that: 5% TW < D <10% TW, depth H satisfies 1<D/W <1.5, where TW is tread width.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810916322.9A CN108819621B (en) | 2018-08-13 | 2018-08-13 | Pneumatic tire for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810916322.9A CN108819621B (en) | 2018-08-13 | 2018-08-13 | Pneumatic tire for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108819621A CN108819621A (en) | 2018-11-16 |
| CN108819621B true CN108819621B (en) | 2024-03-01 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810916322.9A Active CN108819621B (en) | 2018-08-13 | 2018-08-13 | Pneumatic tire for automobile |
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| Country | Link |
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| CN (1) | CN108819621B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109455044B (en) * | 2018-12-21 | 2024-01-02 | 正新橡胶（中国）有限公司 | Pneumatic tire |
| US20220305848A1 (en) * | 2019-06-14 | 2022-09-29 | The Yokohama Rubber Co., Ltd. | Tire |
| WO2023119080A1 (en) * | 2021-12-22 | 2023-06-29 | Pirelli Tyre S.P.A. | Car tyre |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012179965A (en) * | 2011-02-28 | 2012-09-20 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| CN103350617A (en) * | 2013-07-25 | 2013-10-16 | 厦门正新橡胶工业有限公司 | Tread structure of radial tyre |
| CN105291712A (en) * | 2015-10-19 | 2016-02-03 | 正新橡胶（中国）有限公司 | Pneumatic tyre |
| CN208745665U (en) * | 2018-08-13 | 2019-04-16 | 正新橡胶（中国）有限公司 | A kind of automobile pneumatic tire |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6450221B2 (en) * | 2015-03-05 | 2019-01-09 | 住友ゴム工業株式会社 | Pneumatic tire |
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012179965A (en) * | 2011-02-28 | 2012-09-20 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| CN103350617A (en) * | 2013-07-25 | 2013-10-16 | 厦门正新橡胶工业有限公司 | Tread structure of radial tyre |
| CN105291712A (en) * | 2015-10-19 | 2016-02-03 | 正新橡胶（中国）有限公司 | Pneumatic tyre |
| CN208745665U (en) * | 2018-08-13 | 2019-04-16 | 正新橡胶（中国）有限公司 | A kind of automobile pneumatic tire |
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| CN108819621A (en) | 2018-11-16 |
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