A port machinery tire

Abstract

The present application provides a port machinery tire, which relates to the field of tire technology. The port machinery tire includes a crown, a shoulder, a sidewall, and a port machinery anti-cracking pattern. The port machinery anti-cracking pattern includes a transverse groove arranged along the circumference of the crown, the head of the groove is close to the center line of the crown, and the tail of the groove runs through the shoulder to the sidewall. The groove includes a groove bottom and a first groove wall and a second groove wall respectively located on both sides of the groove bottom. The width between the first groove wall and the second groove wall gradually increases along the normal of the groove bottom and away from the groove bottom. At least one of the first groove wall and the second groove wall forms a wavy joining curve at the junction with the groove bottom. The joining curve has a convex arc portion convex in the direction of the groove bottom width. The convex arc portion corresponds to a raised pattern reinforcement rib formed on the first groove wall or the second groove wall. The port machinery anti-cracking pattern in the port machinery tire provided by the present application has strong anti-destruction ability, which prevents the groove from being damaged and cracked during use and extends the service life.

Description

Technical Field

[0001] The present invention relates to the technical field of tires, and in particular to a tire for port machinery. Background Art

[0002] With the rapid development of the maritime and river transport industries, the variety of port machinery has increased, and the number of port machinery tires used by these machines has also gradually increased. Due to their nature, port machinery tires require long periods of high load and high-frequency steering. Therefore, to ensure the efficient operation of port machinery, port machinery tires must possess excellent damage resistance. However, the tread structure used in current port machinery tires on the market is simple and inadequate, resulting in weak groove damage resistance. This makes groove cracking very likely during use, leading to unsatisfactory performance during repeated operations. Summary of the Invention

[0003] In order to overcome the deficiencies in the prior art, the present application provides a port machinery tire to solve the deficiencies in the prior art.

[0004] To achieve the above-mentioned object, the present application provides a port machinery tire, comprising a crown, a shoulder, a sidewall, and a port machinery anti-cracking pattern, wherein the port machinery anti-cracking pattern comprises transverse grooves arranged circumferentially along the crown, wherein the head of the groove is close to the centerline of the crown, and the tail of the groove passes through the shoulder to the sidewall;

[0005] The groove comprises a groove bottom and a first groove wall and a second groove wall respectively located on both sides of the groove bottom;

[0006] Wherein, a wavy joining curve is formed at the junction of at least one of the first groove wall and the second groove wall with the groove bottom, and the joining curve has a convex arc portion protruding toward the width direction of the groove bottom, and the convex arc portion corresponds to a raised pattern reinforcement rib formed on the first groove wall or the second groove wall.

[0007] In a possible implementation, the width between the first groove wall and the second groove wall gradually increases along the normal line of the groove bottom and in a direction away from the groove bottom.

[0008] In a possible embodiment, the first groove wall and the second groove wall respectively form corresponding first groove crown edges and second groove crown edges on the tread, and the head of the groove forms a groove head crown portion on the tread that is connected to the first groove crown edge and the second groove crown edge, wherein the first groove crown edge and the second groove crown edge are straight edges or arc edges, and the groove head crown portion transitions to the first groove crown edge and the second groove crown edge in a tangential arc.

[0009] In one possible embodiment, the first groove wall and the second groove wall respectively form a corresponding first sidewall groove edge and a second sidewall groove edge on the sidewall, and the groove bottom forms a third sidewall groove edge connected to the first sidewall groove edge and the second sidewall groove edge on the sidewall, wherein the first sidewall groove edge and the second sidewall groove edge are symmetrical about the groove bottom, and the symmetry plane of the first sidewall groove edge and the second sidewall groove edge is perpendicular to the third sidewall groove edge.

[0010] In a possible embodiment, the third sidewall groove edge has rounded corners at its junction with the first sidewall groove edge and the second sidewall groove edge, and the angles formed between the third sidewall groove edge and the first sidewall groove edge and the second sidewall groove edge are 95° to 105°.

[0011] In a possible implementation manner, the first trench wall, the second trench wall and the trench bottom are connected at points where they are tangentially transitioned through circular arcs.

[0012] In a possible embodiment, the first groove wall and the second groove wall each form a wavy joining curve at their junctions with the groove bottom, and the joining curves located on both sides of the groove bottom are symmetrical about a center line of the groove bottom.

[0013] In a possible implementation manner, the width between the first groove wall and the second groove wall gradually increases from the head to the tail of the groove.

[0014] In one possible embodiment, along the head to tail direction of the tread groove, the first groove wall and the second groove wall both include a crown area groove wall and a sidewall area groove wall, wherein the angle between at least one of the two crown area groove walls and the vertical plane perpendicular to the groove bottom is 15° to 28°, and the angle between the two sidewall area groove walls and the vertical plane perpendicular to the groove bottom is 20° to 30°.

[0015] In a possible implementation manner, the grooves are provided on both sides of the center line of the crown, and the grooves on both sides are arranged in opposite directions.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The port machinery anti-cracking pattern in the port machinery tire provided herein forms a wavy joining curve at the junction of at least one of the first and second groove walls with the groove bottom, giving the groove bottom an irregular shape to disperse stress at the groove bottom and thereby improve the groove's resistance to damage. Furthermore, a raised pattern reinforcement rib is formed on the convex arc portion of the first or second groove wall corresponding to the joining curve to provide enhanced protection for the first or second groove wall and the groove bottom, effectively mitigating damage and cracking of the groove during use and extending the tire's service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 A schematic diagram of the three-dimensional structure of a port machinery tire provided in an embodiment of the present application is shown;

[0020] Figure 2 Shown Figure 1 The diagram shows the decomposition of the pitch of a tread block in a port machinery tire;

[0021] Figure 3 Shown Figure 2 Schematic diagram of the three-dimensional structure of a pattern block pitch;

[0022] Figure 4 Shown Figure 3 A partial enlarged schematic diagram of point A in the middle;

[0023] Figure 5 Shown Figure 3 A top view of the tread block pitch shown;

[0024] Figure 6 Shown Figure 5 Partial cross-sectional view along the BB direction;

[0025] Figure 7 Shown Figure 5 Partial cross-sectional view along CC direction;

[0026] Figure 8 A comparison of the distribution changes of equivalent stress cloud diagrams of the tire pattern of the port machinery tire in this embodiment and the universal pattern under the same conditions is shown;

[0027] Figure 9 A comparison of shear stress cloud distribution changes between the tire pattern of the port machinery tire in this embodiment and the universal pattern under the same conditions is shown.

[0028] Description of main component symbols:

[0029] 100-port machinery tire; 100a-tread block pitch; 101-crown; 102-shoulder; 103-sidewall; 104-toe; 110-groove; 111-groove bottom; 1120a-groove wall of the first crown area; 1120b-groove wall of the second crown area; 1121a-groove wall of the first sidewall area; 1121b-groove wall of the second sidewall area; 1123-tread reinforcement rib; 1123a-first groove 1123b-second tread reinforcement rib; 1123c-convex arc portion; 1123d-concave arc portion; 112a-first groove wall; 112b-second groove wall; 113a-first groove crown edge; 113b-second groove crown edge; 114a-first sidewall groove edge; 114b-second sidewall groove edge; 115-groove head crown; 116-third sidewall groove edge; 120-tread block. DETAILED DESCRIPTION

[0030] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0031] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0032] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0033] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0034] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0035] Example

[0036] See also Figure 1 and Figure 2 This embodiment provides a port machinery tire 100 for use in port machinery. The port machinery tire 100 includes a crown 101, a shoulder 102, a sidewall 103, and a toe 104. The crown 101 is the portion of the port machinery tire 100 that contacts the ground. The shoulders 102, sidewalls 103, and toe 104 are located on both sides of the crown 101. The crown 101, shoulder 102, sidewall 103, and toe 104 are located radially from the outside to the inside of the port machinery tire 100.

[0037] The port machinery tire 100 is provided with a port machinery anti-cracking pattern, which includes a preset number of grooves 110 uniformly distributed circumferentially along the crown 101 of the port machinery tire 100, wherein the grooves 110 are transverse grooves 110, that is, the heads of the grooves 110 are close to the center line of the crown 101, and the tails of the grooves 110 pass through the tire shoulder 102 and extend to the sidewall 103.

[0038] Furthermore, grooves 110 are provided on both sides of the centerline of the crown 101, and the grooves 110 on both sides of the centerline of the crown 101 are arranged in opposite directions. That is, the line connecting each two adjacent grooves 110 on either side of the centerline intersects the centerline at a symmetrical point, and each two adjacent grooves 110 on either side of the centerline are symmetrical about the corresponding symmetrical point. In this embodiment, the reverse arrangement of the grooves 110 on both sides of the centerline of the crown 101 improves the torsional resistance of the port machinery anti-cracking pattern and effectively reduces damage to the port machinery anti-cracking pattern caused by high-frequency steering of the port machinery tire 100.

[0039] Optionally, the grooves 110 on both sides of the center line of the crown 101 are staggered to further improve the anti-torsion capability of the port machinery anti-cracking pattern.

[0040] In this embodiment, a block 120 is formed between two adjacent grooves 110 on the same side of the tread 101, and the length of each block 120 is one block pitch 100a. The ratio of the number of block pitches 100a on the port machinery tire 100 to the diameter of the port machinery tire 100 is defined as the block pitch index. In this embodiment, the block pitch index ranges from 0.10 to 0.18. Selecting a block pitch index within the range of 0.10 to 0.18 optimizes the number of block pitches 100a and increases the volume of the block 120, thereby increasing the contact area between the tread 101 and the ground. This also enhances the rigidity of the port machinery anti-cracking pattern, resulting in greater lateral stability for the tire, optimized contact area, and reduced stress damage to the grooves 110 in the tread 101, making the grooves 110 more resistant to damage. Furthermore, a tread block pitch index in the range of 0.10 to 0.18 is selected to facilitate the effective widening of the tread groove 110, thereby improving the grip ability (also understood as traction) of the port machinery tire 100 and the lateral stability of the crown 101 of the port machinery tire 100, making the driving ability more significant, and the heat generated by the pattern during the operation of the port machinery tire 100 can be dissipated more quickly.

[0041] In order to more clearly and in detail describe the structural solution of the grooves 110 in this embodiment, in this embodiment, one of the preset number of grooves 110 is selectively described:

[0042] See also Figures 2 to 7 , wherein the groove 110 includes a groove bottom 111 and a first groove wall 112a and a second groove wall 112b located on both sides of the groove bottom 111. Figure 6 or Figure 7From the perspective shown, the width between the first groove wall 112a and the second groove wall 112b gradually increases along the normal to the horizontal cross-section of the groove bottom 111 and away from the groove bottom 111. This arrangement aims to, on the one hand, effectively widen the width of the groove 110. The widened groove 110 has better heat dissipation capabilities, effectively reducing heat generated by the tire during use, slowing rubber aging, preventing premature damage to the groove 110, and extending its service life. On the other hand, the width between the first groove wall 112a and the second groove wall 112b gradually increases along the normal to the groove bottom 111, creating a larger inclination angle between the first groove wall 112a and the second groove wall 112b relative to the groove bottom 111. This reduces the stress on the groove bottom 111 of the groove 110, improves the groove 110's resistance to damage, prevents damage and cracking during use, and extends its service life.

[0043] See also Figure 3 、 Figure 4 as well as Figure 5 Furthermore, the first and second groove walls 112a, 112b each form a wavy joining curve at their junction with the groove bottom 111. The joining curve comprises a convex arc portion 1123c that bulges out in the width direction of the groove bottom 111 and a concave arc portion 1123d that is concave in the width direction of the groove bottom 111. The convex arc portion 1123c and the concave arc portion 1123d are smoothly joined. The convex arc portion 1123c has raised tread reinforcement ribs 1123 formed on the corresponding first and second groove walls 112a, 112b, to provide enhanced protection for the first and second groove walls 112a, 112b, and groove bottom 111, effectively reducing damage and cracking of the tread groove 110 during use and extending its service life.

[0044] In some embodiments, a wavy joining curve may be formed at the junction of the first groove wall 112a or the second groove wall 112b and the groove bottom 111, that is, the pattern reinforcement rib 1123 may be formed on the first groove wall 112a or the second groove wall 112b.

[0045] In this embodiment, the first groove wall 112a and the second groove wall 112b are selected to form a wavy joining curve at the junction with the groove bottom 111. Optionally, the joining curves on both sides of the groove bottom 111 are symmetrical about the center line of the groove bottom 111. Therefore, the pattern reinforcement ribs 1123 formed on the first groove wall 112a and the second groove wall 112b are also symmetrical about the center line of the groove bottom 111. Figure 5As shown, when viewing the groove bottom 111 from a top view, the projection surface formed by the groove bottom 111 is a symmetrical figure. Of course, in some embodiments, the joining curves on both sides of the groove bottom 111 may not be symmetrical about the center line of the groove bottom 111. In this way, the pattern reinforcement ribs 1123 formed on both the first groove wall 112a and the second groove wall 112b may also be asymmetrical.

[0046] See also Figure 3 、 Figure 6 as well as Figure 7 The first groove wall 112a, the second groove wall 112b, and the groove bottom 111 are all connected by a circular arc tangent transition, so that the stress at the connection between the first groove wall 112a, the second groove wall 112b and the groove bottom 111 is evenly distributed, while improving the stress distribution trend of the groove bottom 111 and enhancing the shear resistance of the first groove wall 112a and the second groove wall 112b. Optionally, the groove bottom 111 is configured as a full arc cross-section along the width direction of the groove bottom 111, and the head of the pattern groove 110 is configured as an ellipsoidal transition, further dispersing stress and improving the damage resistance of the groove bottom 111.

[0047] Furthermore, the width between the first groove wall 112a and the second groove wall 112b gradually increases from the head to the tail of the groove 110. In the direction through the groove 110, the first groove wall 112a includes a first crown region groove wall 1120a and a first sidewall region groove wall 1121a, and the second groove wall 112b includes a second crown region groove wall 1120b and a second sidewall region groove wall 1121b.

[0048] See also Figure 5 、 Figure 6 as well as Figure 7 , among which, Figure 6 As shown, the angles formed between the first crown region groove wall 1120a and the second crown region groove wall 1120b and the vertical plane passing through the center line of the groove bottom 111 are both 15° to 28°. Figure 7 As shown, the angles formed by the first sidewall groove wall 1121a and the second sidewall groove wall 1121b with the vertical plane passing through the center line of the groove bottom 111 are both 20° to 30°, so that the first groove wall 112a and the second groove wall 112b can have a larger inclination relative to the groove bottom 111, thereby reducing the stress value of the groove bottom 111 of the groove 110, improving the anti-destruction ability of the groove 110, avoiding the groove 110 from being damaged and cracked during use, and extending the service life.

[0049] In some embodiments, the angles formed between the first crown region groove wall 1120a and the second crown region groove wall 1120b and the vertical plane passing through the centerline of the groove bottom 111 are both 18° to 26°. The angles formed between the first sidewall region groove wall 1121a and the second sidewall region groove wall 1121b and the vertical plane passing through the centerline of the groove bottom 111 are 22° to 28°.

[0050] Optionally, the angles formed between the first crown region groove wall 1120a and the second crown region groove wall 1120b and a vertical plane passing through the centerline of the groove bottom 111 can be 19°, 20°, 20.5°, 21°, 22°, 22.3°, 23.5°, 24.6°, 25°, 25.5°, 26.1°, 26.5°, or 26.8°. The angles formed between the first sidewall region groove wall 1121a and the second sidewall region groove wall 1121b and a vertical plane passing through the centerline of the groove bottom 111 can be 22.5°, 22.8°, 23°, 23.7°, 24°, 24.6°, 25°, 25.5°, 26°, 26.5°, 27°, or 27.5°. It should be understood that the above are merely examples and are not intended to limit the scope of protection of this application.

[0051] See also Figure 3 and Figure 4 The first crown region groove wall 1120a and the second crown region groove wall 1120b respectively form corresponding first groove crown edges 113a and second groove crown edges 113b on the tread crown 101. Furthermore, the pattern reinforcement ribs 1123 formed on the first crown region groove wall 1120a and the second crown region groove wall 1120b are defined as first pattern reinforcement ribs 1123a, and the first pattern reinforcement ribs 1123a formed on the first crown region groove wall 1120a and the second crown region groove wall 1120b extend toward the corresponding first groove crown edges 113a and second groove crown edges 113b, respectively. The first groove crown edges 113a and the second groove crown edges 113b can be designed as straight lines or arc lines. The head of the groove 110 is formed with a groove head crown portion 115 on the tread crown 101, which is connected to the first groove crown edge 113a and the second groove crown edge 113b, and the groove head crown portion 115 is tangentially transitioned to the first groove crown edge 113a and the second groove crown edge 113b respectively, and then the first crown area groove wall 1120a and the second crown area groove wall 1120b are also tangentially transitioned at the head of the groove 110.

[0052] See also Figure 3 and Figure 4The first sidewall groove wall 1121a and the second sidewall groove wall 1121b respectively form the corresponding first sidewall groove edge 114a and second sidewall groove edge 114b on the sidewall 103. Further, the pattern reinforcement rib 1123 formed on the first sidewall groove wall 1121a and the second sidewall groove wall 1121b is defined as the second pattern reinforcement rib 1123b, and the second pattern reinforcement rib 1123b on the first sidewall groove wall 1121a extends from the groove bottom 111 to the first sidewall groove edge 114a, and the second pattern reinforcement rib 1123b on the second sidewall groove wall 1121b extends from the groove bottom 111 to the direction close to the second sidewall groove edge 114b.

[0053] Furthermore, the groove bottom 111 forms a third sidewall groove edge 116 on the sidewall 103, which connects to the first sidewall groove edge 114a and the second sidewall groove edge 114b. The first sidewall groove edge 114a and the second sidewall groove edge 114b are symmetrical about the centerline of the groove bottom 111, and the plane of symmetry between the first sidewall groove edge 114a and the second sidewall groove edge 114b is perpendicular to the third sidewall groove edge 116. This gives the tread blocks 120 on the sidewall 103 a prismatic shape, improving the self-cleaning ability of the port machinery anti-cracking pattern and further facilitating heat dissipation. This also provides stronger lateral support for the port machinery tire 100, thereby enhancing the stability of the port machinery tire 100 during driving.

[0054] The third sidewall groove edge 116 has rounded corners at the junctions with the first sidewall groove edge 114a and the second sidewall groove edge 114b, so as to further improve the self-cleaning ability.

[0055] Optionally, the radius of the fillet is 15 mm-30 mm.

[0056] Furthermore, the angles formed between the third sidewall groove edge 116 and the first sidewall groove edge 114a and the second sidewall groove edge 114b are 95° to 105°, so as to improve the self-cleaning ability, better lateral stability, and improve the anti-destruction ability of the pattern groove 110.

[0057] In some embodiments, the angles formed between the third sidewall groove edge 116 and the first sidewall groove edge 114a and the second sidewall groove edge 114b are 98° to 102°.

[0058] Alternatively, the angles formed between the third sidewall groove edge 116 and the first sidewall groove edge 114a and the second sidewall groove edge 114b may be 98.5°, 98.9°, 99°, 99.2°, 99.6°, 100°, 100.5°, 101°, 101.3°, or 101.8°. It should be understood that the above is merely an example and is not intended to limit the scope of protection of this application.

[0059] This embodiment also provides a port machinery anti-cracking pattern, specifically a tire pattern that prevents cracks in the transverse groove pattern of the port machinery tire. The structure of the port machinery anti-cracking pattern has been described in detail above and will not be repeated here.

[0060] In order to demonstrate the advantages of the port machinery anti-cracking pattern provided in this embodiment over the traditional general pattern, a simulation analysis was performed using commercial finite element software, and the following data was obtained:

[0061] Table 1: Equivalent stress data comparison table

[0062]

[0063] Table 2: Shear stress data comparison table

[0064]

[0065] It can be seen from Tables 1 and 2 above that, under the same conditions, the port machinery anti-cracking pattern provided in this embodiment has significantly improved equivalent stress and shear stress compared to the traditional general pattern, and the percentage of stress reduction is obvious.

[0066] Combined together Figure 8 and Figure 9 It can be seen that the area of ​​the black region of the head of the groove 110 provided in this embodiment that is subjected to equivalent stress is significantly reduced, and the area of ​​the black region of the groove bottom 111 of the groove 110 that is subjected to shear stress is also significantly reduced. At the same time, the peak stress is smaller, and thus the anti-cracking pattern for port machinery provided in this embodiment has better anti-destruction ability.

[0067] In summary, compared with the prior art, the port machinery anti-cracking pattern provided in this embodiment has the following advantages:

[0068] (1) The reverse arrangement of the tread grooves 110 on both sides of the center line of the crown 101 can improve the anti-torsion ability of the port machinery anti-cracking pattern and better reduce the damage to the port machinery anti-cracking pattern caused by high-frequency steering of the port machinery tire 100.

[0069] (2) The tread block pitch index in the range of 0.10 to 0.18 is selected, so that the number of tread block pitches 100a is more reasonably designed, and at the same time the volume of the tread block 120 is increased, thereby increasing the contact area between the tread crown 101 and the ground. The stiffness of the port machinery anti-cracking pattern is also improved, making the tire more stable laterally, optimizing the ground contact area, and alleviating the stress damage of the tread groove 110 on the tread crown 101. The tread groove 110 has a stronger anti-destruction ability, thereby enhancing the anti-destruction ability of the entire port machinery anti-cracking pattern.

[0070] (3) A tread block pitch index in the range of 0.10 to 0.18 is selected to facilitate the effective widening of the tread groove 110, so that the heat generated by the port machinery tire 100 during operation can be dissipated more quickly, while improving the grip ability (which can be understood as traction) of the port machinery tire 100 and making the driving ability more significant.

[0071] (4) The first groove wall 112a and the second groove wall 112b are processed to have a larger inclination angle relative to the groove bottom 111, thereby reducing the stress value of the groove bottom 111 of the groove 110, improving the anti-destruction ability of the groove 110, and preventing the groove 110 from being damaged and cracked during use, thereby improving the overall anti-destruction ability of the port machinery anti-cracking pattern and extending its service life.

[0072] (5) A wavy joining curve is formed at the junction of the first groove wall 112a and the second groove wall 112b with the groove bottom 111 to disperse the stress on the groove bottom 111 and improve the shear stress distribution, thereby improving the anti-destruction ability of the tread groove 110. At the same time, a raised pattern reinforcement rib 1123 is formed on the convex arc portion 1123c of the joining curve corresponding to the first groove wall 112a and the second groove wall 112b to strengthen the protection of the first groove wall 112a, the second groove wall 112b and the groove bottom 111, effectively slowing down the damage and cracking of the tread groove 110 during use, thereby improving the anti-destruction ability of the overall anti-cracking pattern of the port machinery and extending its service life.

[0073] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0074] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A port machinery tire, characterized in that: The tire comprises a crown, a shoulder, a sidewall and a port machinery anti-cracking pattern, wherein the port machinery anti-cracking pattern comprises transverse grooves arranged along the circumference of the crown, the head of the groove is close to the center line of the crown, and the tail of the groove passes through the shoulder to the sidewall; The groove comprises a groove bottom and a first groove wall and a second groove wall respectively located on both sides of the groove bottom; Wherein, at least one of the first groove wall and the second groove wall forms a wavy joining curve at the junction with the groove bottom, the joining curve has a convex arc portion convex in the width direction of the groove bottom, and the convex arc portion corresponds to a raised pattern reinforcement rib formed on the first groove wall or the second groove wall; The first groove wall and the second groove wall each form a wavy joining curve at their junctions with the groove bottom, and the joining curves on both sides of the groove bottom are symmetrical about the center line of the groove bottom; the joining curves have a convex arc portion convex in the groove bottom width direction and a concave arc portion concave in the groove bottom width direction, and the convex arc portion and the concave arc portion are smoothly connected; The width between the first groove wall and the second groove wall gradually increases along the normal line of the groove bottom and in a direction away from the groove bottom.

2. The port machinery tire according to claim 1, characterized in that: The first groove wall and the second groove wall are respectively formed with corresponding first groove crown edges and second groove crown edges on the tread, and the head of the groove is formed with a groove head crown portion connected to the first groove crown edge and the second groove crown edge on the tread, wherein the first groove crown edge and the second groove crown edge are straight edges or arc edges, and the groove head crown portion is tangent to the first groove crown edge and the second groove crown edge in an arc transition.

3. The port machinery tire according to claim 1, characterized in that: The first groove wall and the second groove wall respectively form a corresponding first sidewall groove edge and a second sidewall groove edge on the sidewall, and the groove bottom forms a third sidewall groove edge connected to the first sidewall groove edge and the second sidewall groove edge on the sidewall, wherein the first sidewall groove edge and the second sidewall groove edge are symmetrical about the groove bottom, and the symmetry plane of the first sidewall groove edge and the second sidewall groove edge is perpendicular to the third sidewall groove edge.

4. The port machinery tire according to claim 3, characterized in that: The third sidewall groove edge has rounded corners at its junction with the first sidewall groove edge and the second sidewall groove edge, and the angles formed between the third sidewall groove edge and the first sidewall groove edge and the second sidewall groove edge are 95° to 105°.

5. The port machinery tire according to claim 1, characterized in that: The first groove wall, the second groove wall and the groove bottom are connected at points where they are tangentially transitioned through circular arcs.

6. The port machinery tire according to claim 1, characterized in that: Along the direction from the head to the tail of the groove, the width between the first groove wall and the second groove wall gradually increases.

7. The port machinery tire according to claim 6, characterized in that: Along the head to tail direction of the tread groove, the first groove wall and the second groove wall both include a crown area groove wall and a sidewall area groove wall, wherein the angle between at least one of the two crown area groove walls and the vertical plane perpendicular to the groove bottom is 15°~28°, and the angle between the two sidewall area groove walls and the vertical plane perpendicular to the groove bottom is 20°~30°.

8. The port machinery tire according to any one of claims 1 to 7, characterized in that: The grooves are provided on both sides of the center line of the crown, and the grooves on both sides are arranged in opposite directions.

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