Highly permeable low noise tire

Abstract

This invention relates to the field of tire technology, and more particularly to a high-passability, low-noise tire, comprising: a first circumferential main groove, a second circumferential main groove, a lateral main groove, and a lateral secondary groove; the circumferential main grooves extend continuously in an angular curve along the tire circumference, and the two circumferential main grooves are centrally symmetrical about the center line of the driving surface; the lateral main grooves extend continuously in an angular curve along the tire groove width direction and communicate with the circumferential main grooves, and the lateral main grooves are non-uniformly distributed along the tire circumference, with a circumferential distance of 70-140 mm between adjacent lateral main grooves; the lateral secondary grooves extend continuously in an angular curve from the circumferential main grooves to the tire sidewall and are disposed between the two adjacent lateral main grooves; a spindle-shaped tread block is formed between the circumferential main grooves and the two adjacent lateral main grooves; the spindle-shaped tread block is provided with a first branch groove and a second branch groove extending in an intersecting manner, the branch grooves extending continuously in an angular curve dividing the spindle-shaped tread block into a centrally symmetrical shape, the first branch groove communicating with the circumferential main groove, and the second branch groove communicating with the lateral main groove. It combines high passability and low noise.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more particularly to a tire with high passability and low noise. Background Technology

[0002] With the rise of off-road sports, off-road performance has become a key metric for vehicle selection, following safety and driving comfort. Off-road performance and driving comfort are closely related to tires.

[0003] Existing all-terrain tires produce less noise while driving, but they are easily covered by debris or have their tread grooves filled with mud, sand, etc., causing a sharp decrease in the contact area between the tire and the road surface and a loss of grip. This significantly reduces vehicle safety and handling, making it impossible for vehicles to drive normally on rough, rugged mountainous terrain or unpaved roads, resulting in low passability. Existing dedicated off-road tires provide strong grip on unpaved roads, but this strong grip generates high noise on paved surfaces, reducing ride comfort. Therefore, neither existing all-terrain nor off-road tires can simultaneously achieve high passability and low noise. Summary of the Invention

[0004] This invention provides a high-passability, low-noise tire to solve the technical problem that existing tires cannot simultaneously achieve both high passability and low noise.

[0005] This invention provides a high-passability, low-noise tire, comprising:

[0006] The first circumferential main channel, the second circumferential main channel, the transverse main channel, and the transverse secondary channel;

[0007] The circumferential main groove extends in a continuous angular bend along the tire circumference, and the first circumferential main groove and the second circumferential main groove are centrally symmetrical about the center line of the driving surface.

[0008] The transverse main groove extends in a continuous angular bend along the tire direction and communicates with the circumferential main groove. The transverse main grooves are non-uniformly distributed along the tire circumference, and the circumferential distance between adjacent transverse main grooves is 70-140mm. The transverse secondary groove extends in a continuous angular bend from the circumferential main groove to the tire sidewall and is located between two adjacent transverse main grooves.

[0009] A spindle-shaped pattern block is formed between the circumferential main groove and the two adjacent transverse main grooves;

[0010] The spindle-shaped patterned block is provided with a first and a second branch groove that extend in a cross direction. The branch grooves extend in a continuous angular bend, dividing the spindle-shaped patterned block into a centrally symmetrical shape. The first branch groove is connected to the circumferential main groove, and the second branch groove is connected to the transverse main groove.

[0011] In the first possible structure, the first walls of the circumferential main groove, the transverse main groove, and the transverse secondary groove are inclined outward;

[0012] The inclination angle of the first tank wall ranges from 98° to 115°.

[0013] The second wall of the first branch groove and the second branch groove are inclined outward;

[0014] The inclination angle of the second trench wall ranges from 95° to 97°.

[0015] In the second possible structure, a shoulder tread block is formed between the lateral main groove and the lateral secondary groove;

[0016] The tire shoulder tread blocks are alternately set with toothed patterns and a first conical protrusion.

[0017] In the third possible structure, the circumferential main groove, the transverse main groove, and the transverse secondary groove are provided with stone strips;

[0018] The height of the stone strip is 10% to 40% of the groove depth;

[0019] The width of the stone strip is 10% to 50% of the groove width.

[0020] The first and second support grooves are provided with toothed reinforcing ribs.

[0021] In the fifth possible structure, a second conical protrusion is provided at both ends of the transverse main groove.

[0022] The sixth possible implementation also includes:

[0023] Protective tread pattern set on the tire sidewall;

[0024] The protective pattern includes alternating first and second raised areas.

[0025] In the seventh possible structure, the spindle-shaped tread block and the shoulder tread block are provided with steel sheets.

[0026] In the eighth possible structure, a section of the circumferential main groove includes two angular bends with a bending angle of 20° to 30°;

[0027] The transverse main channel between the first circumferential main channel and the second circumferential main channel includes two angular bends;

[0028] The first support groove includes four angular bends with bending angles of 30° to 60°;

[0029] The second support groove includes two angular bends with bending angles of 30° to 60°.

[0030] In the ninth possible structure, the width and depth of the circumferential main groove, the transverse main groove, and the transverse secondary groove are equal.

[0031] The width of the circumferential main groove is 11-15 mm, and the depth is 10-16 mm.

[0032] The distance between the first circumferential main channel and the second circumferential main channel is 50% to 70% of the width of the driving surface;

[0033] The lateral main groove extends from one side of the tire to the other side.

[0034] The lateral main groove has a bending angle of 20° to 40° at the tire shoulder;

[0035] The circumferential distance between the two ends of the transverse main channel is 30-100mm;

[0036] The width of the support groove is 45% to 55% of the width of the circumferential main groove, and the depth is 75% to 85% of the depth of the circumferential main groove.

[0037] The angle between the first and second branch grooves is 70° to 110°.

[0038] As can be seen from the above technical solutions, the present invention has the following advantages:

[0039] The tire tread structure provided by this invention includes a first circumferential main groove, a second circumferential main groove, a lateral main groove, and a lateral secondary groove. The circumferential main groove extends continuously in a curved manner along the tire circumference, and the first and second circumferential main grooves are centrally symmetrical about the center line of the driving surface. The lateral main groove extends continuously in an angular curved manner along the tire direction and communicates with the circumferential main groove. The lateral main grooves are non-uniformly distributed along the tire circumference, and the circumferential distance between adjacent lateral main grooves is 70-140 mm. The lateral secondary groove extends continuously in an angular curved manner from the circumferential main groove to the tire sidewall and is disposed between two adjacent lateral main grooves. A spindle-shaped tread block is formed between the circumferential main groove and the two adjacent lateral main grooves. The spindle-shaped tread block is provided with a first branch groove and a second branch groove that extend in a cross direction. The branch groove extends continuously in an angular curved manner, dividing the spindle-shaped tread block into a centrally symmetrical shape. The first branch groove communicates with the circumferential main groove, and the second branch groove communicates with the lateral main groove. The tire's tread surface is divided into widths by two circumferential main grooves and circumferentially by multiple lateral main grooves. Due to the relatively small number of circumferential main grooves and the large spacing between the lateral main grooves, a large spindle-shaped tread block with a large friction area is formed, resulting in strong grip. The fewer grooves also reduce the probability of foreign objects embedding in the tire, thus reducing the likelihood of a sudden drop in friction area caused by an object lifting the tire and improving grip stability. This stable and strong grip ensures the tire can pass through various road surfaces, giving it high passability. Furthermore, the first and second branch grooves, which extend intersectingly, optimize the angle of contact between the spindle-shaped tread block and the ground, allowing air, water, and mud to pass quickly along the grooves. Simultaneously, noise is guided in different directions, optimizing the superposition of peaks and troughs of long and short audio frequencies, reducing noise. Therefore, it combines high passability with low noise. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a planar unfolded schematic diagram of a high-passability, low-noise tire according to an embodiment of the present invention;

[0042] Wherein: 10-First circumferential main groove, 11-Second circumferential main groove, 12-Transverse main groove, 13-Transverse secondary groove, 14-First branch groove, 15-Second branch groove, 16-Spindle-shaped tread block, 17-Shoulder tread block, 18-Toothed tread, 19-First conical protrusion, 20-Second conical protrusion, 21-Stone strip, 22-Toothed reinforcing rib, 23-Protective tread, 23.1-First protrusion, 23.2-Second protrusion, 24-Steel sheet, 25-Driving surface. Detailed Implementation

[0043] This invention provides a high-passability, low-noise tire to address the technical problem that existing tires cannot simultaneously achieve both high passability and low noise.

[0044] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0045] In the description of the embodiments of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0046] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a replaceable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0047] Existing all-terrain tires produce less noise while driving, but they are easily covered by debris or have their tread grooves filled with mud, sand, etc., causing a sharp decrease in the contact area between the tire and the road surface and a loss of grip. This significantly reduces vehicle safety and handling, making it impossible for vehicles to drive normally on rough, rugged mountainous terrain or unpaved roads, resulting in low passability. Existing dedicated off-road tires provide strong grip on unpaved roads, but this strong grip generates high noise on paved surfaces, reducing ride comfort. Therefore, neither existing all-terrain nor off-road tires can simultaneously achieve high passability and low noise.

[0048] Please see Figure 1The present invention provides a high-passability, low-noise tire, comprising:

[0049] The tire has a first circumferential main groove 10, a second circumferential main groove 11, a lateral main groove 12, and a lateral secondary groove 13. The circumferential main groove extends continuously in an angular curve along the tire circumference. The first circumferential main groove 10 and the second circumferential main groove 11 are centrally symmetrical about the center line of the driving surface 25. The lateral main groove 12 extends continuously in an angular curve along the tire width direction and connects with the circumferential main groove. The lateral main groove 12 is not uniformly distributed along the tire circumference, and the circumferential distance between adjacent lateral main grooves 12 is 70-140mm. The lateral secondary groove 13 extends continuously in an angular curve from the circumferential main groove to the tire sidewall and is located between two adjacent lateral main grooves 12. A spindle-shaped tread block 16 is formed between the circumferential main groove and the two adjacent lateral main grooves 12. The spindle-shaped tread block 16 is provided with a first branch groove 14 and a second branch groove 15 that extend intersectingly. The branch grooves extend continuously in an angular curve, dividing the spindle-shaped tread block 16 into a centrally symmetrical shape. The first branch groove 14 connects to the circumferential main groove, and the second branch groove 15 connects to the lateral main groove 12.

[0050] It should be noted that: the driving surface 25 is the theoretical tire surface that contacts the ground when the tire rolls on a flat surface; the circle that divides the driving surface 25 into two equal parts along the tire circumference is the center line of the driving surface 25. However, for ease of explanation and understanding, the following explanation will be based on the unfolded tire. The center line of the driving surface 25 in the unfolded state is defined as the X-axis, the edge line of the driving surface 25 near the inner side of the tire is defined as the X1 axis, the edge line of the driving surface 25 near the outer side of the tire is defined as the X2 axis, the straight line perpendicular to the center line of the driving surface 25 is defined as the Y-axis, and the intersection line of the inner tire shoulder and the inner tire sidewall is defined as the X3 axis, and the intersection line of the outer tire shoulder and the outer tire sidewall is defined as the X4 axis.

[0051] An angular bend refers to a groove segment before and after the bend forming an angle, rather than an arc. The bend angle is defined as the angle formed by the straight line extending in the direction of extension and the X-axis or Y-axis. The range of the bend angle for each angular bend of the circumferential main groove, the transverse main groove 12, and the transverse secondary groove 13 is (0°, 90°).

[0052] The depth and width of the circumferential main groove are equal everywhere, and the specific groove shape is not limited; it can be a rectangular groove. The circumferential main groove extends continuously along the tire circumference, that is, the projections of any two connected groove segments on the Y-axis extend in opposite directions, and the projections of these two connected groove segments on the X-axis are connected end to end without overlapping. For example, the circumferential main groove first extends a first length along a first direction inclined towards the X1 axis, then extends a second length along a second direction inclined towards the X2 axis, and then extends a third length along a third direction inclined towards the X1 axis, and so on, until the circumferential main groove is connected end to end. The first circumferential main groove 10 and the second circumferential main groove 11 are symmetrical about the center line of the driving surface 25, that is, the first circumferential main groove 10 and the second circumferential main groove 11 are located on both sides of the X-axis, and the extension directions of the corresponding groove segments of the first circumferential main groove 10 and the second circumferential main groove 11 are parallel to each other, with equal extension lengths and equal distances from the extension starting point to the X-axis.

[0053] The lateral main groove 12 extends in a continuous angular curve along the tire width direction. That is, the projections of any two connected segments of the lateral main groove 12 on the X-axis extend in opposite directions, and the projections of these two connected segments on the Y-axis are connected end-to-end without overlap. The lateral main grooves are non-uniformly arranged along the tire circumference, meaning multiple lateral main grooves 12 are distributed side-by-side at different intervals along the X-axis. These multiple lateral main grooves 12 pass through the circumferential main groove, dividing it at different scales. The lateral main grooves 12 extend from the X3 axis to the X4 axis, intersecting and connecting successively with the first circumferential main groove 10 and the second circumferential main groove 11. The specific values ​​of the spacing between the lateral main grooves are determined through finite element simulation.

[0054] The continuous angular bending extension of the transverse secondary groove 13 is the same as the continuous angular bending of the transverse main groove 12. The transverse secondary groove 13 extends from the first circumference to the main groove 10 to the X3 axis, or from the second circumference to the main groove 11 to the X4 axis. Two transverse secondary grooves 13 are provided between two adjacent transverse main grooves 12, one of which extends from the first circumference to the main groove 10 to the X3 axis, and the other extends from the second circumference to the main groove 11 to the X4 axis.

[0055] The spindle-shaped pattern block 16 is a pattern block that is larger in the middle and smaller at both ends, with the end faces closest to the X1 axis and the end faces closest to the X2 axis serving as the two ends of the spindle-shaped pattern block 16. In order to form a spindle shape, the overall direction of the transverse main groove 12 is tilted to a certain extent, that is, the projections of the two ends of the transverse main groove 12 on the X-axis are a certain distance apart.

[0056] Since the adjacent transverse main grooves 12, as well as the first circumferential main groove 10 and the second circumferential main groove 11, are all symmetrical about the centerline of the driving surface 25, it is necessary to ensure that the first branch groove 14 and the second branch groove 15 intersect at the X-axis, and that the branch grooves on the X1 axis side and the X2 axis side are also symmetrical about the centerline of the X-axis. That is, within the same pitch, the center of symmetry of the circumferential main groove, the center of symmetry of the transverse main groove 12, and the center of symmetry of the branch groove coincide. The same pitch is the area between two adjacent transverse main grooves 12.

[0057] The beneficial effects of this embodiment:

[0058] ① The tire's surface is divided into widths by two circumferential main grooves and circumferentially by multiple transverse main grooves. Due to the relatively small number of circumferential main grooves and the large spacing between the transverse main grooves, a large tread pattern with a large friction area is formed, resulting in strong grip. The small number of grooves also reduces the probability of foreign objects embedding in the tire, thus reducing the probability of foreign objects lifting the tire and causing a sudden drop in friction area, improving the stability of grip. Stable and strong grip ensures that the tire can pass through various types of road surfaces, giving the tire high passability. Furthermore, the first and second branch grooves, which extend intersectingly, optimize the angle of entry when the tread pattern contacts the ground, allowing air, water, and mud to pass quickly along the branch grooves. At the same time, noise is guided in different directions, optimizing the superposition of peaks and troughs of long and short audio frequencies, reducing noise. Thus, it combines high passability with low noise.

[0059] ②The non-uniform arrangement of the transverse main slots generates audio frequencies of different frequencies that cancel each other out, reducing noise.

[0060] ③ By dividing the tread blocks at both ends of the main tread block by the secondary tread block, a larger shoulder tread block is formed. This ensures that when the tire gets stuck, the tire shoulder can rub against the road surface, providing grip to offset the increased resistance, ensuring the tire can move normally and improving the tire's passability.

[0061] ④ The continuous angular bending of the circumferential main groove, transverse main groove, transverse secondary groove and support groove ensures that the pattern blocks formed by the groove division have sufficient rigidity, which can avoid chipping, avoid changes in friction area, improve the stability of tire grip, and improve tire durability.

[0062] ⑤ The tire is evenly divided into multiple pitches by the transverse main groove, and then the pitch length and pitch arrangement are optimized by using finite element simulation technology. The peaks and troughs of long and short audio frequencies are optimized and superimposed to reduce noise and improve comfort.

[0063] Specifically, to improve the tire's self-cleaning ability to expel foreign objects such as mud and stones, the first walls of the circumferential main groove, the lateral main groove 12, and the lateral secondary groove 13 are designed to slope outwards, i.e., the circumferential main groove, the lateral main groove 12, and the lateral secondary groove 13 are trapezoidal grooves; the slope angle of the first groove wall is 98° to 115°. Simultaneously, the second walls of the first branch groove 14 and the second branch groove 15 are also designed to slope outwards, i.e., the branch grooves are also trapezoidal grooves; the slope angle of the second groove wall is 95° to 97°. The slope angle of the groove wall refers to the angle formed by the bottom surface of the groove and the groove wall. Since the slope angles of both the first and second groove walls are greater than 90°, the groove walls are all inclined surfaces. This reduces the groove's clamping ability against foreign objects, preventing them from remaining in the groove and thus improving the tire's self-cleaning ability. At the same time, it reduces the probability of a sudden drop in friction area due to foreign objects embedding in the groove, improving the stability of grip.

[0064] Specifically, to ensure sufficient traction for the tire on soft or snowy surfaces, toothed patterns 18 and first conical protrusions 19 are alternately arranged on the shoulder tread blocks 17, which are divided by the lateral main groove 12 and the lateral secondary groove 13. That is, one of two adjacent shoulder tread blocks has a toothed pattern 18, and the other has a first conical protrusion 19. Thus, when the tire gets stuck, the toothed pattern 18 and the first conical protrusion 19 rub against the road surface to offset the increased resistance, ensuring the vehicle can move normally and further improving the tire's passability. In this embodiment, the toothed pattern 18 and the first conical protrusion 19 are arranged on the shoulder tread blocks 17 near the X3 and X4 axes. The toothed pattern 18 is formed by dividing the shoulder tread block 17 with multiple grooves perpendicular to the X3 or X4 axis, and the first conical protrusion 19 is a triangular cone.

[0065] More preferably, a second conical protrusion 20 is provided at both ends of the transverse main groove 12. The second conical protrusion 20 and the first conical protrusion 19 are at the same level, and the second conical protrusion 20 is a triangular cone smaller than the first conical protrusion 19. In this way, the friction between the tire and the road body is increased by the alternating friction between the first conical protrusion 19, the second conical protrusion 20, and the toothed pattern 18, thereby increasing the traction.

[0066] Specifically, to further improve the tire's self-cleaning ability, bobble strips 21 are provided in the first circumferential main groove 10, the second circumferential main groove 11, the lateral main groove 12, and the lateral secondary groove 13. The height of the bobble strips 21 is 10% to 40% of the groove depth, and the width of the bobble strips 21 is 10% to 50% of the groove width. The bobble strips 21 can use their own restoring elasticity to eject foreign objects in the grooves, reducing damage to the tire from foreign objects. At the same time, they increase the thickness of the bottom of the grooves, improving the tire's puncture resistance and ensuring the tire's ability to pass through rough and rugged special road surfaces. In this embodiment, multiple bobble strips 21 are provided in the circumferential main groove, the lateral main groove 12, and the lateral secondary groove 13, and the extension direction of the bobble strips 21 is the same as the extension direction of the grooves.

[0067] Specifically, the first groove 14 and the second groove 15 are provided with toothed reinforcing ribs 22. By providing the toothed reinforcing ribs 22, the tensile and tear resistance of the spindle-shaped tread block 16 can be enhanced. Furthermore, the toothed reinforcing ribs 22 possess a certain degree of elasticity, which can eject foreign objects from the grooves, improving the tire's self-cleaning ability. Simultaneously, the toothed reinforcing ribs 22 increase the thickness of the groove bottom, improving the tire's puncture resistance and ensuring its ability to pass through rough and uneven road surfaces. In this embodiment, a set of symmetrical toothed reinforcing ribs is provided in the first groove.

[0068] Specifically, to protect the tire sidewall from damage by foreign objects, a protective tread pattern 23 is provided on the tire sidewall. The protective tread pattern 23 includes alternating first protrusions 23.1 and second protrusions 23.2. By providing the protective tread pattern 23, a sufficiently thick layer of rubber can protect the tire sidewall. Simultaneously, the protective tread pattern 23 can provide additional grip when the tire becomes deeply embedded, improving the tire's ability to pass through extreme road conditions. Furthermore, the protective tread pattern 23 can be customized according to user needs to ensure the tire's appearance meets the user's aesthetic standards. In this embodiment, two types of protrusions are alternately provided on the inner tire sidewall, and another two types of protrusions are alternately provided on the outer tire sidewall.

[0069] Specifically, to improve tire ride comfort, steel plates 24 are incorporated into the spool-shaped tread blocks 16 and the shoulder tread blocks 17. The steel plates 24 divide the large tread blocks, reducing their rigidity and thus improving ride comfort.

[0070] In this embodiment, the width of the circumferential main groove is 11-15mm. By setting a large groove width, the threshold for foreign object embedding is increased, the probability of foreign object embedding is reduced, thereby improving the stability of grip. The depth of the circumferential main groove is 10-16mm. The width and depth of the transverse main groove 12, the first circumferential main groove 10, the second circumferential main groove 11, and the transverse secondary groove 13 between the X1 and X2 axes are equal. The transverse main groove 12 from the X3 axis to the X1 axis is provided with a second conical protrusion. Starting from 20, the groove width gradually decreases until it equals the width of the circumferential main groove, and the groove depth is the same as the groove depth of the circumferential main groove. The same applies to the lateral main groove 12 from X4 axis to X1 axis. The distance between the first circumferential main groove 10 and the second circumferential main groove 11 is 50% to 70% of the width of the driving surface 25. The lateral main groove 12 extends from one tire sidewall to the other tire sidewall. The bending angle of the lateral main groove 12 at the tire shoulder is 30°. The circumferential distance between the two ends of the lateral main groove 12 is 30 to 100 mm. The projection interval of the two ends of the transverse main groove 12 on the X-axis is 30-100mm; the circumferential distance between adjacent transverse main grooves 12 is 70-140mm, that is, the X-axis length between adjacent transverse main grooves 12 is 70-140mm, with a preferred value of 106.7mm; the tread saturation of the tire is 53%-58%; the groove width of the support groove is 45%-55% of the groove width of the circumferential main groove; the groove depth of the support groove is 75%-85% of the groove depth of the circumferential main groove; the first support... The intersection angle formed by the intersecting groove segments of groove 14 and the second branch groove 15 is 70° to 110°; the circumferential main groove within one pitch includes two angular bends with a bending angle of 20° to 30°; the transverse main groove 12 between the first circumferential main groove 10 and the second circumferential main groove 11 includes two angular bends; the first branch groove 14 includes four angular bends with a bending angle of 30° to 60°; the second branch groove 15 includes two angular bends with a bending angle of 30° to 60°. In this embodiment, the first branch groove 14 and the second branch groove 15 divide the spindle-shaped patterned block formed by the first circumferential main groove 10, the second circumferential main groove 11, and the two adjacent transverse main grooves 12 into four irregular patterned blocks.

[0071] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A high-passability, low-noise tire, characterized in that, include: The first circumferential main channel, the second circumferential main channel, the transverse main channel, and the transverse secondary channel; The circumferential main groove extends in a continuous angular bend along the tire circumference, and the first circumferential main groove and the second circumferential main groove are symmetrical about the center line of the driving surface. The transverse main groove extends continuously in an angular bend along the tire width direction and communicates with the circumferential main groove. The transverse main grooves are non-uniformly arranged along the tire circumference, and the circumferential distance between adjacent transverse main grooves is 70-140mm. The transverse secondary groove extends from the circumferential main groove in a continuous angular bend to the tire sidewall and is disposed between two adjacent transverse main grooves. A spindle-shaped pattern block is formed between the circumferential main groove and the two adjacent transverse main grooves; The spindle-shaped patterned block is provided with a first branch groove and a second branch groove that extend in a cross direction. The branch grooves extend in a continuous angular bend, dividing the spindle-shaped patterned block into a centrally symmetrical pattern. The first branch groove is connected to the circumferential main groove, and the second branch groove is connected to the transverse main groove.

2. The high-passability, low-noise tire according to claim 1, characterized in that: The first walls of the circumferential main groove, the transverse main groove, and the transverse secondary groove are inclined outward; The inclination angle of the first tank wall is 98° to 115°; The second walls of the first and second support grooves are inclined outwards. The inclination angle of the second tank wall is 95° to 97°.

3. The high-passability, low-noise tire according to claim 1, characterized in that: A shoulder tread block is formed between the main transverse groove and the secondary transverse groove; The tire shoulder tread blocks are alternately decorated with toothed patterns and first conical protrusions.

4. A high-passability, low-noise tire according to claim 1, characterized in that: The circumferential main groove, the transverse main groove, and the transverse secondary groove are equipped with stone strips; The height of the stone strip is 10% to 40% of the groove depth; The width of the stone strip is 10% to 50% of the groove width.

5. A high-passability, low-noise tire according to claim 1, characterized in that: The first support groove and the second support groove are provided with toothed reinforcing ribs.

6. A high-passability, low-noise tire according to claim 1, characterized in that: Both ends of the transverse main groove are provided with a second conical protrusion.

7. A high-passability, low-noise tire according to claim 1, characterized in that, Also includes: Protective tread pattern set on the tire sidewall; The protective pattern includes alternating first and second protrusions.

8. A high-passability, low-noise tire according to claim 3, characterized in that: The spindle-shaped tread blocks and the tire shoulder tread blocks are provided with steel sheets.

9. A high-passability, low-noise tire according to claim 1, characterized in that: One section of the circumferential main groove includes two angular bends with a bending angle of 20° to 30°; The transverse main groove between the first circumferential main groove and the second circumferential main groove includes two angular bends; The first support groove includes four angular bends with bending angles of 30° to 60°; The second support groove includes two angular bends with bending angles of 30° to 60°.

10. A high-passability, low-noise tire according to claim 1, characterized in that: The width and depth of the circumferential main groove, the transverse main groove, and the transverse secondary groove are equal. The width of the circumferential main groove is 11-15 mm, and the depth is 10-16 mm. The distance between the first circumferential main groove and the second circumferential main groove is 50% to 70% of the width of the driving surface; The lateral main groove extends from one tire sidewall to the other tire sidewall; The bending angle of the lateral main groove at the tire shoulder is 20° to 40°; The circumferential distance between the two ends of the transverse main groove is 30-100mm; The width of the support groove is 45% to 55% of the width of the circumferential main groove, and the depth is 75% to 85% of the depth of the circumferential main groove. The angle between the first support groove and the second support groove is 70° to 110°.

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