Tire tread structure and tire with same

Abstract

The utility model provides a tire tread structure and a tire with the same. Pattern units of the tire tread structure comprise first transverse pattern blocks and second transverse pattern blocks, wherein the first transverse pattern blocks and the second transverse pattern blocks form a herringbone structure; the central pattern blocks are located between the first transverse pattern blocks and the second transverse pattern blocks, and at least part of the central pattern blocks coincide with the central plane S; wherein two longitudinal grooves are formed between the central pattern blocks of the plurality of pattern units and the transverse pattern structures of the plurality of pattern units in a surrounding manner, and the opening width W1 of each longitudinal groove and the tread width TR of the tire meet the following condition: 0.0535 TR < = W1 < = 0.0575 TR; a transverse groove is formed between every two adjacent transverse pattern structures in a surrounding mode, and the opening width W2 and the opening width W1 of each transverse groove meet the condition that W2 is larger than W1. The self-cleaning tire effectively solves the problem that the self-cleaning performance and the driving stability of the tire of the agricultural machine in the prior art are poor.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and more specifically, to a tire tread structure and a tire having the same. Background Technology

[0002] Currently, with the continuous improvement of agricultural automation, corresponding agricultural machinery is constantly emerging. Compared with traditional passenger car tires, agricultural machinery tires have very special usage scenarios, especially agricultural machinery used for heavy-duty transportation and cyclical operations. Their tires often need to frequently switch between farmland, unpaved rural roads, and conventional paved roads.

[0003] However, the tread pattern, a core component for tire performance, is often simply a continuation of the traditional passenger car tire tread pattern design in the agricultural machinery tire industry. This means that existing technology lacks tread pattern designs specifically for agricultural machinery tires. Furthermore, due to the unevenness, complex and harsh conditions of unpaved roads such as farmland and rural roads, often containing gravel and debris, existing agricultural machinery tires frequently suffer from the following problems:

[0004] First, tire tread grooves are prone to trapping gravel and foreign objects, which can easily cause the tire tread to be punctured or even broken, thus affecting the tire's service life.

[0005] Second, gravel and foreign objects trapped in the tire tread grooves are prone to falling off when the vehicle switches to different road surfaces due to changes in the tread force, which can lead to road pollution and affect the normal driving of other vehicles.

[0006] Third, when frequently switching between different road surfaces, the stability of the interaction force between the tire and the driving surface is poor, which affects the driver's operation, meaning that the driving stability of the tire cannot be guaranteed. Utility Model Content

[0007] The main objective of this invention is to provide a tire tread structure and a tire having the same structure, in order to solve the problems of poor self-cleaning performance and driving stability of agricultural machinery tires in the prior art.

[0008] To achieve the above objectives, according to one aspect of the present invention, a tire tread structure is provided, comprising a plurality of tread units spaced apart along the circumference of the tire. Each tread unit includes: a lateral tread structure comprising a first lateral tread block and a second lateral tread block, the first and second lateral tread blocks being located on opposite sides of the tire's center surface S, forming a herringbone structure; a center tread block located between the first and second lateral tread blocks, at least a portion of which overlaps with the center surface S; wherein the center tread blocks of the plurality of tread units and the lateral tread structures of the plurality of tread units surround each other to form two longitudinal grooves, the opening width W1 of each longitudinal groove satisfying the condition 0.0535TR≤W1≤0.0575TR with respect to the tire tread width TR; a lateral groove is formed between adjacent lateral tread structures, the end of the lateral groove near the center surface S communicating with the longitudinal groove, the opening width W2 of the lateral groove satisfying the condition W2>W1 with respect to the opening width W1.

[0009] Furthermore, the tread unit also includes: a first connecting groove, disposed on the first lateral tread block and / or the second lateral tread block, the first connecting groove being used to connect two adjacent lateral grooves; wherein, the opening width W3 of the first connecting groove satisfies the following condition with respect to the tread width TR: 0.0535TR≤W3≤0.0575TR.

[0010] Furthermore, along the direction from the tire tread to the bottom of the first connecting groove, the distance between the two groove walls of the first connecting groove gradually decreases, and the bottom of the first connecting groove is an arc-shaped surface.

[0011] Furthermore, a first transverse groove is formed between two adjacent first transverse patterned blocks, and a second transverse groove is formed between two adjacent second transverse patterned blocks. The first transverse patterned blocks and the second transverse grooves are arranged opposite each other. In the oppositely arranged first transverse patterned blocks and second transverse grooves, the extension direction line of the first transverse patterned block intersects the center plane S at a first point, and the extension direction line of the second transverse groove intersects the center plane S at a second point, with the first and second intersections coinciding. In the oppositely arranged second transverse patterned blocks and first transverse grooves, the extension direction line of the second transverse patterned block intersects the center plane S at a third point, and the extension direction line of the first transverse groove intersects the center plane S at a fourth point, with the third and fourth intersections coinciding.

[0012] Further, the first transverse pattern block includes interconnected first straight line segments and first oblique line segments, with multiple first straight line segments and first oblique line segments, and at least one first oblique line segment is provided between two adjacent first straight line segments; in two adjacent first oblique line segments, at least a portion of the side of one first oblique line segment is positioned opposite to the side of another first oblique line segment; and / or, the second transverse pattern block includes interconnected second straight line segments and second oblique line segments, with multiple second straight line segments and second oblique line segments, and at least one second oblique line segment is provided between two adjacent second straight line segments; in two adjacent second oblique line segments, at least a portion of the side of one second oblique line segment is positioned opposite to the side of another second oblique line segment.

[0013] Furthermore, a central pattern portion is formed between the central pattern blocks of multiple pattern units. A recess is provided on both sides of the central pattern portion. The recess on the side of the central pattern portion near the first transverse groove is opposite to the end of the first transverse groove near the central pattern portion. The recess on the side of the central pattern portion away from the first transverse groove is opposite to the end of the second transverse groove near the central pattern portion.

[0014] Furthermore, the tire tread structure also includes: a second connecting groove, disposed on the central tread portion, the second connecting groove being used to connect two longitudinal grooves, the opening width W4 of the second connecting groove satisfying the following condition with the tread width TR: 0.0213TR≤W4≤0.0253TR; wherein, one end of the second connecting groove extends to the inner wall of the recess, and on the cross-section of the second connecting groove, along the direction from the tread to the bottom of the second connecting groove, the distance between the two groove walls of the second connecting groove gradually decreases; the bottom of the second connecting groove is an arc-shaped surface.

[0015] Furthermore, the longitudinal groove has a depth H1, and the transverse groove has a depth H2, with depth H1 being less than depth H2, so that a structurally reinforced connecting protrusion is formed between the central patterned block and the transverse patterned structure through the bottom of the longitudinal groove.

[0016] Furthermore, two adjacent tread units include a first tread unit and a second tread unit. The first lateral tread block and the second lateral tread block of the first tread unit both have a length L1 in the tire width direction. The first lateral tread block and the second lateral tread block of the second tread unit both have a length L2 in the tire width direction. The lengths L1 and L2 satisfy the condition: L1 < L2.

[0017] According to another aspect of the present invention, a tire is provided, the tire including the above-described tire tread structure.

[0018] Applying the technical solution of this utility model, the tire tread structure includes multiple tread units spaced apart circumferentially along the tire. The lateral tread structure of each tread unit includes a first lateral tread block and a second lateral tread block, which are located on both sides of the tire's center surface S, forming a "V" shape. The center tread block of each tread unit is located between the first and second lateral tread blocks, with at least a portion of the center tread block coinciding with the center surface S. Two longitudinal grooves are formed around the center tread blocks and the lateral tread structures of the multiple tread units. The opening width W1 of each longitudinal groove satisfies the condition 0.0535TR≤W1≤0.0575TR with respect to the tire tread width TR. A lateral groove is formed between adjacent lateral tread structures, with the end of the lateral groove near the center surface S connected to the longitudinal groove. The opening width W2 of the lateral groove satisfies the condition W2>W1 with respect to the opening width W1. In this way, regarding the overall layout of the tread structure, this application sets a central tread block at the core contact area between the tread and the driving surface (center surface S) to increase the interaction force between the tread and the driving surface. The herringbone tread structure located on both sides of the central tread block has greater grip, lateral force, and better off-road performance compared to the traditional passenger car tread structure, enabling the tire to better adapt to complex road conditions. The combination of these two aspects comprehensively improves the tire's driving stability (such as handling performance and rolling performance). At the same time, the design of the width of the lateral and longitudinal grooves ensures that the groove opening width is large enough to reduce the difficulty of foreign objects (mud, stones, etc.) trapped in the grooves being discharged from the grooves under inertia, thereby improving the tire's self-cleaning performance. This solves the problem of poor self-cleaning performance and driving stability of agricultural machinery tires in the prior art, and improves road pollution. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0020] Figure 1 A partially unfolded schematic diagram of an embodiment of the tire tread structure according to the present invention is shown;

[0021] Figure 2 It shows Figure 1 A cross-sectional schematic diagram of the tire tread structure in the diagram;

[0022] Figure 3 It shows Figure 1 An enlarged schematic diagram of a tread unit within the tire tread structure;

[0023] Figure 4 It shows Figure 1 A schematic diagram of the cross-section of the longitudinal grooves in the tire tread structure;

[0024] Figure 5 It shows Figure 1 A schematic cross-sectional view of the first connecting groove in the tire tread structure;

[0025] Figure 6 It shows Figure 1 A schematic diagram of the cross-section of the lateral grooves in the tire tread structure;

[0026] Figure 7 It shows Figure 1 A cross-sectional schematic diagram of the connection between the transverse and longitudinal grooves of the tire tread structure;

[0027] Figure 8 It shows Figure 1 A schematic diagram of the cross-section of the second connecting groove in the tire tread structure.

[0028] The above figures include the following reference numerals:

[0029] 1. Pattern unit; 101. First pattern unit; 102. Second pattern unit;

[0030] 10. Horizontal pattern structure; 11. First horizontal pattern block; 111. First straight line segment; 1111. First sub-straight line segment; 1112. Second sub-straight line segment; 1113. Third sub-straight line segment; 1114. Fourth sub-straight line segment; 112. First diagonal line segment; 1121. First sub-diagonal line segment; 1122. Second sub-diagonal line segment; 1123. Third sub-diagonal line segment; 12. Second horizontal pattern block;

[0031] 20. Center tread block; 30. Longitudinal groove; 31. Structural reinforcement connecting protrusion; 40. Lateral groove; 41. First lateral groove; 42. Second lateral groove; 50. First connecting groove; 60. Center tread portion; 61. Recess; 70. Second connecting groove; 80. Sidewall recess; 90. Marking. Detailed Implementation

[0032] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0033] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0034] In this utility model, unless otherwise stated, directional terms such as "upper" and "lower" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0035] In order to solve the problems of poor self-cleaning performance and driving stability of agricultural machinery tires in the prior art, this application provides a tire tread structure and a tire having the same.

[0036] like Figures 1 to 8 As shown, the tire tread structure includes multiple tread units 1 spaced apart circumferentially along the tire. Each tread unit 1 includes a lateral tread structure 10 and a central tread block 20. The lateral tread structure 10 includes a first lateral tread block 11 and a second lateral tread block 12, which are located on opposite sides of the tire's center surface S, forming a herringbone structure. The central tread block 20 is located between the first lateral tread block 11 and the second lateral tread block 12, with at least a portion of the central tread block 20 coinciding with the center surface S. Two longitudinal grooves 30 are formed by the central tread blocks 20 of the multiple tread units 1 and the lateral tread structures 10 of the multiple tread units 1. The opening width W1 of each longitudinal groove 30 satisfies the following condition with respect to the tire tread width TR: 0.0535TR≤W1≤0.0575TR. A transverse groove 40 is formed between two adjacent transverse pattern structures 10. The end of the transverse groove 40 near the center surface S is connected to the longitudinal groove 30. The opening width W2 and opening width W1 of the transverse groove 40 satisfy the condition: W2 > W1.

[0037] Applying the technical solution of this embodiment, the tire tread structure includes a plurality of tread units 1 spaced apart along the circumference of the tire. The lateral tread structure 10 of the tread unit 1 includes a first lateral tread block 11 and a second lateral tread block 12. The first lateral tread block 11 and the second lateral tread block 12 are respectively located on both sides of the center surface S of the tire and form a "V" shaped structure. The center tread block 20 of the tread unit 1 is located between the first lateral tread block 11 and the second lateral tread block 12, and at least part of the center tread block 20 coincides with the center surface S. Among them, the center tread blocks 20 of the plurality of tread units 1 and the lateral tread structure 10 of the plurality of tread units 1 form two longitudinal grooves 30. The opening width W1 of each longitudinal groove 30 satisfies the following condition with respect to the tread width TR of the tire: 0.0535TR≤W1≤0.0575TR. A transverse groove 40 is formed between two adjacent transverse tread structures 10. The end of the transverse groove 40 near the center surface S is connected to the longitudinal groove 30. The opening width W2 of the transverse groove 40 satisfies the condition that W2 > W1. Thus, for the overall layout of the tread structure, this embodiment sets a central tread block 20 at the core contact part between the tread and the driving surface (at the center surface S) to increase the interaction force between the tread and the driving surface. The herringbone tread structure located on both sides of the central tread block 20 has greater grip, lateral force and better off-road performance than the traditional passenger car tread structure, enabling the tire to better adapt to complex road conditions. The combination of the two comprehensively improves the tire's driving stability (such as handling performance, rolling performance, etc.). Meanwhile, the width design of the transverse groove 40 and the longitudinal groove 30 ensures that the groove opening width is large enough to reduce the difficulty of foreign objects (mud, stones, etc.) mixed in the groove being discharged from the groove under the action of inertia, thereby improving the tire's self-cleaning performance. This solves the problem that the self-cleaning performance and driving stability of agricultural machinery tires in the existing technology are both poor, and improves the road pollution phenomenon.

[0038] Specifically, the interconnected design of the transverse grooves 40 and the longitudinal grooves 30 allows impurities such as mud and water to flow within the grooves. This ensures that the impurities between the tire tread and the driving surface can be stably discharged into the grooves, preventing a decrease in the coefficient of friction between the tire tread and the driving surface, which could lead to tire slippage or hydroplaning. Consequently, the tire can maintain high driving performance (stability) on both dry and wet roads, ensuring high passability.

[0039] In this embodiment, the opening width W1 of the longitudinal groove 30 and the tread width TR of the tire satisfy the following condition: W1 = 0.055TR.

[0040] Specifically, the relatively wide lateral grooves 40 and longitudinal grooves 30 in this embodiment can also reduce the amount of material used in the tire, thereby reducing the tire's weight and processing costs, which is beneficial to market competitiveness.

[0041] like Figure 2 As shown, the tire tread is actually an arc-shaped surface, as shown in its unfolded diagram (e.g.) Figure 1 As shown in the figure, the arc length TRL of the tread arc and the tread width TRL satisfy the following relationship: TRL = 1.003TR.

[0042] In this embodiment, a sidewall recess 80 is also provided on the tire sidewall. The sidewall recess 80 is connected to the lateral groove 40. The sidewall recess 80 can act as a groove when the tire tread is squeezed, deformed or worn, so as to improve the tire's self-cleaning performance and handling performance while extending the tire's service life.

[0043] In this embodiment, an "X"-shaped mark 90 is provided on the tire sidewall to enhance the tire's appearance.

[0044] like Figure 1 and Figure 5 As shown, the tread unit 1 also includes a first connecting groove 50, which is disposed on the first lateral tread block 11 and / or the second lateral tread block 12. The first connecting groove 50 is used to connect two adjacent lateral grooves 40. The opening width W3 of the first connecting groove 50 satisfies the following relationship with the tread width TR: 0.0535TR≤W3≤0.0575TR. Thus, by connecting two adjacent lateral grooves 40 through the first connecting groove 50, the flow path of impurities between the lateral grooves 40 is increased, further ensuring the tire's high passability. Simultaneously, the width design of the first connecting groove 50 also reduces the risk of stone trapping and the difficulty of impurity removal, further improving the tire's self-cleaning performance.

[0045] In this embodiment, the opening width W3 of the first connecting groove 50 satisfies the following relationship with the tread width TR: W3 = 0.0555TR.

[0046] like Figure 5 As shown, along the direction from the tire tread to the bottom of the first connecting groove 50, the distance between the two groove walls of the first connecting groove 50 gradually decreases, and the bottom of the first connecting groove 50 is an arc-shaped surface. This design further reduces the risk of stones getting trapped in the first connecting groove 50 and the difficulty of removing impurities, ensuring the tire has excellent self-cleaning performance.

[0047] like Figure 5As shown, one wall of the first connecting groove 50 is set at a first angle A1 with its normal, where A1 is 15°, and the other wall of the first connecting groove 50 is set at a second angle A2 with its normal, where A2 is 10°. This arrangement results in an asymmetrical cross-sectional structure for the first connecting groove 50, which helps impurities to detach from their jammed positions during tire rolling, further improving the tire's self-cleaning performance.

[0048] like Figure 1 As shown, a first transverse groove 41 is formed between two adjacent first transverse patterned blocks 11, and a second transverse groove 42 is formed between two adjacent second transverse patterned blocks 12. The first transverse patterned blocks 11 and the second transverse groove 42 are arranged opposite to each other, and the first transverse groove 41 and the second transverse patterned blocks 12 are arranged opposite to each other. Among the oppositely arranged first transverse patterned blocks 11 and second transverse grooves 42, the extension direction line of the first transverse patterned block 11 has a first intersection point with the center plane S, and the extension direction line of the second transverse groove 42 has a second intersection point with the center plane S. The first intersection point and the second intersection point coincide. Among the oppositely arranged second transverse patterned blocks 12 and first transverse grooves 41, the extension direction line of the second transverse patterned block 12 has a third intersection point with the center plane S, and the extension direction line of the first transverse groove 41 has a fourth intersection point with the center plane S. The third intersection point and the fourth intersection point coincide with each other. In this way, the above configuration makes the tire tread structure present an approximately symmetrical structure, so as to ensure that the contact area of ​​the entire tread is uniform and stable, and the tread will not bounce due to changes in the contact area, thereby improving the tire's driving stability and the driver's comfort.

[0049] Specifically, taking the center plane S as the dividing line, the tread pattern structure on one side of the center plane S is offset by a predetermined distance along the circumference of the tire and then symmetrically arranged with the center plane S to obtain the tread pattern structure on the other side of the center plane S.

[0050] Specifically, the extension direction line is actually the line connecting the midpoints of the two ends (before chamfering) of the horizontal patterned blocks (the first horizontal patterned block 11 and the second horizontal patterned block 12).

[0051] Specifically, in this embodiment, the end of the lateral tread block near the longitudinal groove 30 is chamfered at the corner within the longitudinal groove 30 to avoid rapid wear at the sharper (lower structural strength) corners, thereby helping to extend the tire's service life.

[0052] like Figure 1 and Figure 2As shown, the first transverse pattern block 11 includes interconnected first straight line segments 111 and first oblique line segments 112, each with multiple first straight line segments 111 and first oblique line segments 112, with at least one first oblique line segment 112 disposed between two adjacent first straight line segments 111; in two adjacent first oblique line segments 112, at least a portion of the side surface of one first oblique line segment 112 is disposed opposite to the side surface of another first oblique line segment 112; and / or, the second transverse pattern block 12 includes interconnected second straight line segments and second oblique line segments, each with multiple second straight line segments and at least one second oblique line segment disposed between two adjacent second straight line segments; in two adjacent second oblique line segments, at least a portion of the side surface of one second oblique line segment is disposed opposite to the side surface of another second oblique line segment. In this way, the above-mentioned arrangement enables the first lateral tread block 11 and / or the second lateral tread block 12 to adopt a staggered swing design, so as to improve the tire's traction performance (increase the interaction force between the tire and the driving surface) and make the first lateral tread block 11 and the second lateral tread block 12 have high fatigue resistance, thereby extending the tire's service life.

[0053] As mentioned above, the tread pattern structure in this embodiment adopts an approximately symmetrical design, so both the first lateral tread block 11 and the second lateral tread block adopt a staggered swing design.

[0054] Specifically, with Figure 1 The specific structure of the first horizontal patterned block 11 in the diagram will be explained using the example of this block:

[0055] In this embodiment, along the direction from the side of the tire to the center surface S, the first lateral tread block 11 includes a first sub-straight line segment 1111, a first sub-diagonal line segment 1121, a second sub-straight line segment 1112, a second sub-diagonal line segment 1122, a third sub-straight line segment 1113, a third sub-diagonal line segment 1123, and a fourth sub-straight line segment 1114 connected in sequence.

[0056] Specifically, the first sub-straight line segment 1111 has a length S1 along the width direction of the tire, S1 = 0.103TR, and the first sub-diagonal line segment 1121... Figure 1 The first sub-slope segment 1121 is inclined downwards, forming a third angle A3 with the tire circumferential direction, where A3 = 45°. The second sub-straight segment 1112 has a misalignment distance S0 with the first sub-straight segment 1111, where S0 = 0.0123TR. The first sub-straight segment 1111, the first sub-slope segment 1121, and the second sub-straight segment 1112 have a length S2 along the width direction of the tire, where S2 = 0.191TR. The second sub-slope segment 1122... Figure 1The upper section is skewed upwards. The second sub-slant segment 1122 is set at a fourth angle A4 with the tire circumference, where A4 = 18°. The third sub-straight segment 1113 has a misalignment distance S0 with the second sub-straight segment 1112. The first sub-straight segment 1111, the first sub-slant segment 1121, the second sub-straight segment 1112, the second sub-slant segment 1122, and the third sub-straight segment 1113 have a length S3 in the tire width direction, where S3 = 0.279TR. The third sub-slant segment 1123 is... Figure 1 The third sub-slope segment 1123 is set at a fifth angle A5 with the tire circumference, where A5 = 45°. The fourth sub-straight line segment 1114 and the third sub-straight line segment 1113 have a misalignment distance S0.

[0057] Specifically, the above parameter design is based on Figure 1 (The unfolded diagram) is used as an example for explanation, but in reality, as... Figure 2 As shown, the upper surface (tread) of the first transverse tread block 11 is actually an arc-shaped surface. Therefore, the edges of the first sub-straight line segment 1111, the first sub-diagonal line segment 1121, the second sub-straight line segment 1112, the second sub-diagonal line segment 1122, the third sub-straight line segment 1113, the third sub-diagonal line segment 1123, and the fourth sub-straight line segment 1114 are all actually arcs. Figure 1 As shown, in the first straight line segment 111 (first sub-straight line segment 1111, second sub-straight line segment 1112, third sub-straight line segment 1113 and fourth sub-straight line segment 1114), the lower side (actually in) Figure 2 The radius of the arc in the tire cross-section is RL1, RL1 = 2.77TR, located on the upper side (actually in...). Figure 2 The radius of the arc in the tire cross section is RL2, RL2 = 2.72TR.

[0058] In this embodiment, the first connecting groove 50 is disposed in the second sub-oblique segment 1122, which is in Figure 1 In the unfolded diagram, it coincides with the second sub-slanted line segment 1122, but in reality, the second sub-straight line segment 1112 and the third sub-straight line segment 1113 can still be connected by the adhesive material at the bottom of the first connecting groove 50.

[0059] like Figure 1As shown, a central tread portion 60 is formed between the central tread blocks 20 of multiple tread units 1. Recesses 61 are provided on both sides of the central tread portion 60. The recesses 61 on the side of the central tread portion 60 near the first lateral groove 41 are opposite to the ends of the first lateral groove 41 near the central tread portion 60. The recesses 61 on the side of the central tread portion 60 away from the first lateral groove 41 are opposite to the ends of the second lateral groove 42 near the central tread portion 60. In this way, the recesses 61 increase the groove area at the connection between the lateral groove 40 and the longitudinal groove 30, thereby further improving the tire's self-cleaning performance.

[0060] Specifically, while the recess 61 reduces the difficulty of removing impurities, it also makes it easier for impurities to enter the recess 61. The second connecting groove 70 is connected to the recess 61, which ensures that the impurities in the recess 61 can flow quickly and that the impurities between the tire tread and the driving surface can be squeezed into the groove more quickly.

[0061] In this embodiment, the maximum width S4 of the central patterned portion 60 (where the recess 61 is not provided) satisfies: S4 = 0.144TRL.

[0062] In this embodiment, the minimum width S5 of the central patterned portion 60 (the minimum distance between the bottom wall of the recess 61 and the side of the central patterned portion 60) satisfies: S5 = 0.1005TRL.

[0063] In this embodiment, an inner wall of the recess 61 includes a first plane and a second plane connected to each other. The first plane is disposed near the opening of the recess 61 relative to the second plane. The first plane is disposed at a sixth angle A6 with the tire circumferential direction, where A6 = 125°. The second plane is disposed at a seventh angle A7 with the tire width direction, where A7 = 125°.

[0064] like Figure 1 and Figure 8As shown, the tire tread structure also includes a second connecting groove 70, which is disposed on the central tread portion 60. The second connecting groove 70 connects two longitudinal grooves 30. The opening width W4 of the second connecting groove 70 satisfies the following relationship with the tread width TR: 0.0213TR≤W4≤0.0253TR. One end of the second connecting groove 70 extends to the inner wall of the recess 61. In the cross-section of the second connecting groove 70, the distance between the two groove walls gradually decreases along the direction from the tread to the bottom of the groove. The bottom of the second connecting groove 70 is an arc-shaped surface. Thus, the second connecting groove 70 not only connects two adjacent longitudinal grooves 30 to allow for impurity flow and improve the tire's wet handling performance, but also balances the rigidity of the central tread portion 60 to increase the interaction force between the central tread portion 60 and the driving surface. Meanwhile, its cross-section and width design ensure that impurities inside can be discharged more easily, thereby improving the tire's self-cleaning performance.

[0065] like Figure 8 As shown, the two walls of the second connecting trench 70 are set at a twelfth included angle A12 with respect to their normals, and the twelfth included angle A12 is 6°.

[0066] like Figure 1 and Figure 7 As shown, the longitudinal groove 30 has a depth H1, and the lateral groove 40 has a depth H2, with depth H1 being less than depth H2. This creates a structurally reinforcing connection protrusion 31 between the center tread block 20 and the lateral tread structure 10 through the bottom of the longitudinal groove 30. This arrangement improves the overall rigidity between the center tread block 20 and the lateral tread structure 10, reduces the tensile and torsional deformation of the center tread block 20 and the lateral tread structure 10 during tire steering, and helps extend tire life.

[0067] like Figure 4 As shown, in the cross-section of the longitudinal groove 30, the connection between the groove wall and the groove bottom is provided with a rounded chamfer, while the groove bottom is a flat surface. The above-mentioned arrangement helps to ensure that the adhesive material (structural reinforcing connection protrusion 31) below the groove bottom has a sufficiently high structural strength to play a structural reinforcing role.

[0068] In this embodiment, one wall of the longitudinal groove 30 is positioned at an eighth angle A8 with its normal, where A8 is 15°, and the other wall of the first connecting groove 50 is positioned at a ninth angle A9 with its normal, where A9 is 10°. This arrangement results in an asymmetrical cross-sectional structure for the longitudinal groove 30, which helps impurities detach from stuck positions during tire rolling, further improving the tire's self-cleaning performance.

[0069] like Figure 6 As shown, in the cross-section of the first transverse groove 41 and the second transverse groove 42, the bottom of the first transverse groove 41 is a plane, and the connection between its groove wall and the bottom is provided with an arc chamfer. One of its groove walls is set at the 10th included angle A10 with its normal, and the 10th included angle A10 is 10°. The other groove wall is set at the 11th included angle A11 with its normal, and the 11th included angle A11 is 12°.

[0070] like Figure 1 As shown, two adjacent tread units 1 include a first tread unit 101 and a second tread unit 102. The first lateral tread block 11 and the second lateral tread block 12 of the first tread unit 101 both have a length L1 in the tire width direction. The first lateral tread block 11 and the second lateral tread block 12 of the second tread unit 102 both have a length L2 in the tire width direction. The lengths L1 and L2 satisfy the condition: L1 < L2. In this way, the above arrangement allows the tread to have different actual driving surface widths. While taking into account the tire's driving force, it can reduce the use of rubber materials, providing a new idea for tire lightweight design, and is conducive to tire weight reduction, cost reduction, and improved product competitiveness.

[0071] In this embodiment, the tire tread structure adopts an equal pitch pattern design to further ensure that the interaction force between the tread and the driving surface is more uniform and stable.

[0072] This application also provides a tire (not shown) that includes the tire tread structure described above.

[0073] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0074] The tire tread structure includes multiple tread units spaced circumferentially along the tire. The lateral tread structure of each tread unit includes a first lateral tread block and a second lateral tread block, located on either side of the tire's center surface S, forming a herringbone structure. The center tread block of each tread unit is located between the first and second lateral tread blocks, with at least a portion of the center tread block coinciding with the center surface S. Two longitudinal grooves are formed by the center tread blocks and the lateral tread structures of the multiple tread units. The opening width W1 of each longitudinal groove satisfies the condition 0.0535TR≤W1≤0.0575TR with respect to the tire tread width TR. A lateral groove is formed between adjacent lateral tread structures, with the end of the lateral groove near the center surface S connected to the longitudinal groove. The opening width W2 of the lateral groove satisfies the condition W2>W1 with respect to the opening width W1. In this way, regarding the overall layout of the tread structure, this application sets a central tread block at the core contact area between the tread and the driving surface (center surface S) to increase the interaction force between the tread and the driving surface. The herringbone tread structure located on both sides of the central tread block has greater grip, lateral force, and better off-road performance compared to the traditional passenger car tread structure, enabling the tire to better adapt to complex road conditions. The combination of these two aspects comprehensively improves the tire's driving stability (such as handling performance and rolling performance). At the same time, the design of the width of the lateral and longitudinal grooves ensures that the groove opening width is large enough to reduce the difficulty of foreign objects (mud, stones, etc.) trapped in the grooves being discharged from the grooves under inertia, thereby improving the tire's self-cleaning performance. This solves the problem of poor self-cleaning performance and driving stability of agricultural machinery tires in the prior art, and improves road pollution.

[0075] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0076] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0077] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0078] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire tread structure characterized by, The tread structure comprises a plurality of pattern units (1) arranged at intervals in the circumferential direction of the tire, the pattern units (1) comprising: a transverse pattern structure (10) comprising a first transverse block (11) and a second transverse block (12), the first transverse block (11) and the second transverse block (12) being located on two sides of a center plane S of the tire respectively and forming a "human" shape structure; a center block (20) located between the first transverse block (11) and the second transverse block (12), at least part of the center block (20) coinciding with the center plane S; wherein the center block (20) of a plurality of the pattern units (1) and the transverse pattern structure (10) of a plurality of the pattern units (1) surround to form two longitudinal grooves (30), the opening width W1 of each longitudinal groove (30) and the tread width TR of the tire satisfy: 0.0535TR≤W1≤0.0575TR; the opening width W2 of the transverse groove (40) and the opening width W1 satisfy: W2>W1. The pattern unit (1) further comprises:

2. The tire tread structure of claim 1 wherein, a first communication groove (50) arranged on the first transverse block (11) and / or the second transverse block (12), the first communication groove (50) being used for communicating two adjacent transverse grooves (40); wherein the opening width W3 of the first communication groove (50) and the tread width TR satisfy: 0.0535TR≤W3≤0.0575TR. In the direction from the tread of the tire to the bottom of the first communication groove (50), the distance between the two groove walls of the first communication groove (50) gradually decreases, and the bottom of the first communication groove (50) is an arc surface.

3. The tire tread structure of claim 2, wherein, 4. The tire tread structure according to claim 1, wherein two adjacent first transverse blocks (11) surround to form a first transverse groove (41), and two adjacent second transverse blocks (12) surround to form a second transverse groove (42), the first transverse block (11) is arranged opposite to the second transverse groove (42), and the first transverse groove (41) is arranged opposite to the second transverse block (12). ​ In the first transverse block (11) and the second transverse groove (42) arranged oppositely, the extension direction line of the first transverse block (11) has a first intersection point with the center plane S, and the extension direction line of the second transverse groove (42) has a second intersection point with the center plane S, and the first intersection point coincides with the second intersection point; in the second transverse block (12) and the first transverse groove (41) arranged oppositely, the extension direction line of the second transverse block (12) has a third intersection point with the center plane S, and the extension direction line of the first transverse groove (41) has a fourth intersection point with the center plane S, and the third intersection point and the fourth intersection point coincide with each other.

5. The tire tread structure according to claim 4, wherein The first transverse block (11) comprises a plurality of first straight line segments (111) and first inclined line segments (112) connected with each other, at least one first inclined line segment (112) is arranged between adjacent two first straight line segments (111), and at least part of a side surface of one first inclined line segment (112) is arranged opposite to a side surface of another first inclined line segment (112) in adjacent two first inclined line segments (112); and / or The second transverse block (12) comprises a plurality of second straight line segments and second inclined line segments connected with each other, at least one second inclined line segment is arranged between adjacent two second straight line segments, and at least part of a side surface of one second inclined line segment is arranged opposite to a side surface of another second inclined line segment in adjacent two second inclined line segments.

6. The tire tread structure according to claim 4, wherein A center pattern portion (60) is formed between the center blocks (20) of the plurality of pattern units (1), recesses (61) are arranged on both side surfaces of the center pattern portion (60), the recess (61) on the side surface of the center pattern portion (60) close to the first transverse groove (41) is arranged opposite to the end portion of the first transverse groove (41) close to the center pattern portion (60), and the recess (61) on the side surface of the center pattern portion (60) away from the first transverse groove (41) is arranged opposite to the end portion of the second transverse groove (42) close to the center pattern portion (60).

7. The tire tread structure of claim 6 wherein, The tire tread structure further comprises: A second communication groove (70) is arranged on the center pattern portion (60), the second communication groove (70) is used for communicating two longitudinal grooves (30), and the opening width W4 of the second communication groove (70) and the tread width TR satisfy the relationship: 0.0213TR≤W4≤0.0253TR. The second communication groove (70) extends to the inner wall of the recess (61) at one end thereof, and the distance between two groove walls of the second communication groove (70) gradually decreases in a direction from the tread to the groove bottom of the second communication groove (70) in a cross section of the second communication groove (70); and the groove bottom of the second communication groove (70) is an arc surface.

8. The tire tread structure according to claim 1, wherein The longitudinal groove (30) has a depth H1, and the transverse groove (40) has a depth H2, the depth H1 being smaller than the depth H2, so as to form a structure reinforcing connecting protrusion (31) between the central block (20) and the transverse pattern structure (10) through the bottom of the longitudinal groove (30).

9. The tire tread structure of claim 1 wherein, Two adjacent pattern units (1) include a first pattern unit (101) and a second pattern unit (102), The first transverse block (11) and the second transverse block (12) of the first pattern unit (101) each have a length L1 in the tire width direction, the first transverse block (11) and the second transverse block (12) of the second pattern unit (102) each have a length L2 in the tire width direction, and the length L1 and the length L2 satisfy: L1 < L2.

10. A tire characterized by The tire comprises the tire tread structure according to any one of claims 1 to 9.

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