An rt tire

Abstract

The application provides an RT tire, which is provided with a tread, a carcass arranged on the radially inner side of the tread, and a belt layer between the tread and the carcass, the tread comprises a crown and a sidewall, the sidewall comprises an upper sidewall and a lower sidewall from top to bottom, the tread is provided with circumferential grooves extending along the circumferential direction of the tire and transverse grooves extending along the width direction of the tire, the circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns, the width of the crown is TDW, the crown arc radius is R1, and the crown arc length is RL, and the following relationships are met: TDW = NSW * (78% to 84%), R1 = NSW * (350% to 420%), and RL = TDW * (55% to 65%), the width of the belt layer is WBL, and the following relationship is met: WBL = TDW * (95% to 105%), the radius of the upper sidewall is SUHR, the radius of the lower sidewall is SDHR, and the following relationship is met: SUHR = SDHR * (80% to 99%), the total area of the plurality of block patterns is Ag, the total area of the whole tread is At, and the following relationship is met: 40% ≤ Ag / At ≤ 45%. The RT tire can meet the requirements of low noise, high comfort, safety and passability in bad road conditions.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more specifically to an RT tire. Background Technology

[0002] AT tires (All-Terrain Tires): AT tires are all-terrain tires suitable for driving in various road conditions, including highways, urban roads, and light off-road surfaces. They typically have a relatively flat tread pattern and offer good handling, comfort, and low noise characteristics, but their performance on rough roads is poor.

[0003] MT tires (Mud-Terrain Tire): MT tires are mud tires designed for harsh off-road environments, but they offer poor ride comfort and noise levels on paved roads.

[0004] RT tires (Rugged-Terrain Tire): RT tires are rugged terrain tires, falling between AT tires and MT tires.

[0005] Currently, domestic consumers have an increasing demand for large off-road vehicles, and people's need for outdoor excursions is growing. However, given the increasing availability of good road conditions, the market demand for MT tires is decreasing, while the demand for tires that can guarantee safety in harsh road conditions while providing comfort in good road conditions is increasing. Chinese utility model patent CN213322522U discloses an MT tire suitable for both on-road and off-road driving, including a tread crown, a left shoulder, and a right shoulder on the tire body. The left shoulder is located on the left side of the tread crown, and the right shoulder is on the right side. The tread crown tread blocks can better integrate with complex off-road surfaces, improving the tire's grip and effectively enhancing tire safety. The lateral tread grooves and crisscrossing shoulder tread blocks effectively improve the tire's heat dissipation, self-cleaning ability, and driving force. The shoulder tread blocks also feature a high-low gradient design, allowing the tire to automatically clear mud accumulated in the grooves during driving and effectively preventing stones from embedding, thus improving driving safety. Additionally, the sidewall protection blocks improve the tire's impact resistance and damage resistance. The MT tire disclosed in this patent performs well in harsh road conditions, but still suffers from poor driving comfort and noticeable noise.

[0006] For RT tires, the main technical challenges in achieving a balanced performance across various aspects are as follows:

[0007] 1. Larger off-road heavy-duty tires result in greater tire noise: Large SUVs and pickup trucks are generally large, so their tires are also large, with a section width of 235 or more. A larger section width means a larger contact area with the ground, which leads to greater tire noise.

[0008] 2. Off-road heavy-duty tires have deeper grooves, resulting in poorer noise performance and comfort: Generally, the groove depth of off-road tires is more than 12mm. The deeper the groove, the worse the noise and comfort.

[0009] 3. The complex tread pattern of off-road heavy-duty tires results in poor noise performance: Generally, passenger car tires have fewer tread grooves, smaller ones for land and sea use, and relatively simpler tread patterns, resulting in less noise. However, off-road tires, in order to ensure traction and passability in harsh road conditions, mainly use independent tread blocks with wider tread grooves, resulting in poorer tire comfort and noise performance.

[0010] Therefore, it is evident that developing a tire that can simultaneously achieve low noise and high comfort while ensuring safety and passability in harsh road conditions is an extremely challenging research endeavor. Summary of the Invention

[0011] The technical problem to be solved by this invention is how to create a tire that can satisfy both low noise and high comfort while ensuring safety and passability in harsh road conditions.

[0012] To address the aforementioned technical problems, this invention provides an RT tire, comprising a tread, a tire carcass disposed radially inside the tread, and a belt layer located between the tread and the tire carcass. The tread includes a crown and a sidewall, the sidewall comprising an upper sidewall and a lower sidewall from top to bottom. The tread has circumferential grooves extending along the tire's circumference and lateral grooves extending along the tire's width, dividing the tread into multiple block patterns. The crown has a width of TDW, a crown radius of R1, and a crown length of RL, satisfying the following relationship:

[0013] TDW = NSW * (78% ~ 84%)

[0014] R1 = NSW * (350% ~ 420%)

[0015] RL = TDW * (55% ~ 65%)

[0016] Wherein, NSW is the nominal cross-sectional width;

[0017] The width of the belt layer is WBL, which satisfies the following relationship:

[0018] WBL = TDW * (95% ~ 105%);

[0019] The radius of the upper tire sidewall is SUHR, and the radius of the lower tire sidewall is SDHR, satisfying the following relationship:

[0020] SUHR=SDHR*(80%~99%);

[0021] The total area of ​​the plurality of said block patterns is Ag, and the total area of ​​the entire tread is At, satisfying the following relationship:

[0022] 40% ≤ Ag / At ≤ 45%.

[0023] Furthermore, the plurality of block patterns include a central pattern block and shoulder pattern blocks, wherein the area of ​​the central pattern block is Ag1 and the area of ​​the shoulder pattern block is Ag2, satisfying the following relationship:

[0024] Ag1 = Ag2 (70% ~ 75%).

[0025] Furthermore, the central patterned block is divided into multiple smaller blocks by a first groove, and the total area of ​​the first groove accounts for 10% to 25% of the total area of ​​the central patterned block. The width of the first groove ranges from [missing information].

[0026] 0.5mm~1.0mm;

[0027] The shoulder pattern block is divided into multiple small blocks by the second groove. The total area of ​​the second groove accounts for 5% to 10% of the total area of ​​the shoulder pattern block. The width of the second groove ranges from 0.5 mm to 1.0 mm.

[0028] Furthermore, the angle formed by the longitudinal groove of the central tread block and the tread centerline is in the range of 20° to 30°, wherein the width of the longitudinal groove of the central tread block is WG1, satisfying the following relationship:

[0029] WG1 = TDW * (3% ~ 4%);

[0030] The angle between the longitudinal groove of the shoulder tread block and the centerline of the tread ranges from 8° to 15°. The width of the longitudinal groove of the shoulder tread block is WG2, and its depth is WH2, satisfying the following relationship:

[0031] WG2 = TDW * (5% ~ 7%)

[0032] WH2 = WG2 * (0.7 ~ 0.95).

[0033] Furthermore, the lateral grooves of the shoulder tread block are three zigzag lines along the tire width direction, and the angle between the zigzag lateral grooves and the tire's horizontal axis is in the range of 60° to 75°; the angle between the zigzag lateral grooves and the ground contact curve is in the range of 10° to 15°.

[0034] Furthermore, the width of the shoulder pattern block is WJG2, satisfying the following relationship:

[0035] WJG2 = WP * (0.2 ~ 0.3),

[0036] Where WP represents pitch.

[0037] Furthermore, the shoulder pattern block is provided with staggered protrusions and concave blocks, and the groove edges of the concave blocks are arc-shaped. The central pattern block includes a first main groove in a stepped shape and a second main groove in a protruding shape. The first main groove has a step depth of H and a width of WJ1, satisfying the following relationship:

[0038] H = HG1 * 0.25,

[0039] WJ1 = 0.25WG1,

[0040] HG1 represents the trench depth.

[0041] Furthermore, the second main groove has a protrusion length of LT2 and a width of WT2, satisfying the following relationship:

[0042] LT2 = 0.3~0.5LG2,

[0043] WT2 = WG * (0.15 ~ 0.3),

[0044] Where LG2 is the trench length and WG is the trench width.

[0045] Furthermore, a first protrusion is provided at the bottom of the transverse groove along the width direction of the tire on the shoulder tread block, and exhaust lines are added on both sides of the first protrusion. The ratio of the height of the exhaust line to the height of the first protrusion is in the range of 0.45 to 0.6.

[0046] 10. The RT tire according to claim 1, characterized in that a second protrusion is added to the sidewall portion, the second protrusion comprising small protrusions of varying heights and depths, the height of the second protrusion ranging from 3.5mm to 7mm, and the length of the second protrusion being HZ, satisfying the following relationship:

[0047] HZ = SH (0.2~0.3),

[0048] Where SH represents the cross-sectional height.

[0049] Furthermore, the length of the central patterned block is L1, and the length of the shoulder patterned block is L2, satisfying the following relationship:

[0050] L1 = TDW * (0.4 ~ 0.5),

[0051] L2 = TDW * (0.5 ~ 0.6).

[0052] Compared with the prior art, the present invention has the following beneficial effects:

[0053] This invention combines tread pattern design, profile design, and structural design to create an RT tire that satisfies both low noise and high comfort while ensuring safety and passability in harsh road conditions. Attached Figure Description

[0054] Figure 1 This is a cross-sectional view of the tire of the present invention along the meridian direction;

[0055] Figure 2 This is a partial schematic diagram of the tire tread pattern of the present invention;

[0056] Figure 3 This is a partial schematic diagram showing the tire tread pattern of the present invention divided into small blocks;

[0057] Figure 4 This is a partial schematic diagram of the first main groove G1 of the tire tread pattern of the present invention;

[0058] Figure 5 This is a partial schematic diagram of the second main groove G2 of the tire tread pattern of the present invention;

[0059] Figure 6 This is a partial schematic diagram of the depth of the second main groove G2 of the tire tread pattern of the present invention;

[0060] Figure 7 This is a partial schematic diagram of the shoulder lateral groove of the tire tread pattern of the present invention;

[0061] Figure 8 A partial schematic diagram of the design of the first main groove G1 step of the tire tread pattern of the present invention;

[0062] Figure 9 A partial schematic diagram of the design of the second main groove G2 protrusion of the tire tread pattern of the present invention;

[0063] Figure 10 This is a partial schematic diagram of the bottom of the shoulder groove of the tire tread pattern of the present invention. Detailed Implementation

[0064] To make the technical solutions and effects of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0065] This invention aims to create an RT tire that combines low noise and high comfort with safety and passability in harsh road conditions by combining structural, profile and tread patterns.

[0066] I. Structural Aspects

[0067] like Figure 1As shown, the RT tire provided by this invention comprises a tread T1, a sidewall S1, two nylon crown belt layers J1, two steel belt layers BL, two polyester cord carcass layers, two cores B1, two support filler rubbers F1, and two wear-resistant rubbers R1, etc. The sidewall S1 includes an upper sidewall and a lower sidewall from top to bottom. Specifically:

[0068] The optimal width of the belt layer BL is WBL = TDW * (95% ~ 105%) to ensure the high-speed safety and durability of the tire, as well as the stability of the contact patch shape.

[0069] The optimal height of the support filler F1, HBF = SDH * (40% ~ 60%), is used to ensure the high-speed safety and durability of the tire.

[0070] The optimal width of the carcass layer's wrapping height HP1 is HP1 = SDH * (95% ~ 105%), to ensure the tire's high-speed safety and durability.

[0071] II. Outline

[0072] To ensure the stability of the tire's contact patch shape, the tire profile design includes the following:

[0073] The width of the crown area TDW = NSW * (78% ~ 84%);

[0074] The radius of the crown arc at the crown area, R1, is calculated as NSW * (350%–420%).

[0075] The crown arc length RL of the tread region is calculated as TDW * (55%–65%).

[0076] The upper sidewall radius SUHR is smaller than the lower sidewall radius SDHR, and SUHR = SDHR * (80% ~ 99%).

[0077] The table below shows the results of the FEA analysis when TDW, R1, RL, and SUHR take different values:

[0078] plan TDW R1 RL SUHR FEA analysis (rectangularity) analyze Option 1 76％ 340％ 50％ 75％ 74.3％ Not meeting design goals Option 2 80％ 370％ 58％ 95％ 80％ Meet the design goals Option 3 86％ 450％ 70％ 102％ 77.6％ Not meeting design goals

[0079] III. Pattern

[0080] like Figure 3 As shown, the tire tread has circumferential grooves extending along the tire's circumference and lateral grooves extending along the tire's width. The circumferential and lateral grooves divide the tire tread into multiple block patterns. Multiple blocks are formed by the longitudinal and transverse grooves. The optimal ratio of the total area Ag of the blocks to the total area At of the entire tire tread is 40% to 45%. If the area ratio is too high, the comfort and noise performance will be reduced, while the safety and passability will be improved.

[0081] To ensure good tire handling and provide good grip, the area of ​​the first tread block G1, Ag1, is smaller than the area of ​​the second tread block G2, Ag1 = Ag2 * (70% ~ 75%).

[0082] To ensure good tire handling and provide good grip, the first tread block G1 and the second tread block G2 are divided into small blocks by grooves G11 and sipes DC11. The total area Adc of the grooves and sipes accounts for 10% to 25% of the total area ATg1 of the first tread block G1, and the width of the sipes DC11 is controlled between 0.5 mm and 1.0 mm.

[0083] The main function of the second tread block G2 on the shoulder is to provide low-end grip. To improve tire comfort and performance on ice and snow, the tread block is divided by the sipe DC21. The total area of ​​the sipe DC21 is 5% to 10% of the total area of ​​the G2 block. The width of the sipe DC21 is controlled between 0.5 mm and 1.0 mm.

[0084] like Figure 4 As shown, because this type of tire requires independent block patterns to improve its grip, its handling stability is somewhat reduced. To achieve the best effect, the angle between the first main groove G1 and the centerline is designed to be 20° to 30°. To control the tire's handling stability, the corresponding PDT (handling stability index) is shown in the table below when the angle between the first main groove G1 and the centerline is different:

[0085] plan angle PDT (Drainage Performance Index) Option 1 15° 100 Option 2 25° 115 Option 3 35° 109

[0086] Because this type of tire requires independent block tread patterns to improve low-end grip, its handling stability is somewhat reduced. To achieve optimal performance, the width of the first main groove, G1, is designed as WG1 = TDW * (3%–4%). As shown in the table below, the performance indices differ depending on the percentage of the first main groove's G1 width.

[0087] plan width PDT (Handling Stability Index) PDT (Drainage Performance Index) Option 1 2.8％ 112 100 Option 2 3.5％ 108 108 Option 3 4.2％ 104 117

[0088] like Figure 5 As shown, the second main ditch G2 is primarily used for drainage and controlling the tire's wet-weather performance. The angle of the ditch affects the tire's wet-weather drainage performance; an excessively large angle results in poor drainage, while a larger angle provides better grip on rough roads. To ensure the permeability of the main ditch and grip on muddy roads, the optimal angle a2 is 8°–15°. As shown in the table below, different performance indices result from different angle values ​​for the second main ditch G2:

[0089] plan angle PDT (Potential Low-Performance Index) PDT (Drainage Performance Index) Option 1 6° 100 100 Option 2 12° 109 98 Option 3 17° 118 88

[0090] The second main groove, G2, is primarily used for drainage and controlling the tire's wet-weather performance. The width of the groove affects the tire's wet-weather drainage performance; a narrow groove results in poor drainage, while a wider groove provides better grip on rough roads but reduces noise and comfort. To ensure the main groove's permeability and grip on muddy roads, the optimal width is WG2 = TDW * (5%–7%). As shown in the table below, different performance indices result from varying values ​​for the width percentage of the second main groove, G2.

[0091] plan width PDT (Potential Low-Performance Index) PDT (Drainage Performance Index) Option 1 4.8％ 100 100 Option 2 6％ 108 108 Option 3 7.6％ 96 112

[0092] like Figure 6 As shown, the second main groove G2 is mainly used for drainage and controlling the tire's wet performance. The depth of the groove affects the tire's wet drainage performance. If the depth is too small, the drainage effect is poor. If the depth is larger, the grip on bad road conditions is better, but the tire's noise comfort is worse. To ensure the tire's wet performance, grip on muddy road conditions, and noise comfort, the optimal ratio of groove depth to sufficient width is WH2 = WG2 * (0.7 ~ 0.95).

[0093] like Figure 10 As shown, the angle design of the shoulder tread groove JG2 is crucial. To ensure grip on muddy roads, a three-line zigzag design is employed. This zigzag design increases the contact area with external objects, thus improving the tire's grip. The angle of the zigzag lines in the shoulder tread groove, along with the angle of the contact patch profile, directly affects the tire's noise and comfort performance. The optimal zigzag groove angles a1 and a5 are 10°–15° and 60°–75°, respectively. The corresponding PDT (Handling Stability Index) values ​​for different zigzag groove angles a1 and a5 are shown in the table below.

[0094] plan Angle a1 Angle a5 PDT (Noise Performance Index) Option 1 8° 50° 78 Option 2 12° 68° 70 Option 3 17° 80° 73

[0095] like Figure 7 As shown, the width of the shoulder groove JG2 affects the tire's grip on rough roads and its noise level on good roads. The wider the groove, the worse the noise and the worse the wet drainage performance. The narrower the groove, the weaker the grip on rough roads and the worse the passability on rough roads. The optimal shoulder width is WJG2 = WP * (0.2 ~ 0.3).

[0096] like Figure 2 As shown, to improve the tire's grip on muddy roads, this part incorporates alternating high and low convex bumps J32 and concave bumps J31.

[0097] like Figure 8 As shown, tires are prone to getting stuck with stones when driving on rough roads, which affects the service life of the tires. In order to improve the tire's resistance to getting stuck with stones, the first main groove G1 adopts a stepped design, with a step depth H = HG1 * 0.25 and a step width WJ1 = 0.25WG1.

[0098] like Figure 9 As shown, tires are prone to getting stuck with stones when driving on rough roads, which affects the tire's lifespan. To improve the tire's resistance to getting stuck with stones, the second main groove G2 adopts a bump design. To ensure the permeability of the groove while ensuring the bump's resistance to getting stuck with stones, the length of the bump LT2 = 0.3~0.5LG2, and the width of the bump WT2 = WG*(0.15~0.3).

[0099] like Figure 10 As shown, tires are prone to getting stuck with stones when driving on rough roads, which affects the tire's lifespan. To improve the tire's resistance to getting stuck with stones, the bottom of the shoulder groove JG2 is designed with protrusions. To ensure the shoulder groove's resistance to getting stuck with stones, 3 to 5 protrusions are set in each groove. To ensure the permeability of the shoulder groove, the height of the protrusions is HZ2 = HG * (0.1 to 0.2).

[0100] The shoulder groove has a raised bump at the bottom, and the air in the bump is difficult to expel. It is necessary to set an exhaust hole at the top of the bump. However, the excess glue left after venting cannot be removed, which affects the appearance of the tire. To solve this problem, an exhaust line design is added on both sides of each bump. To achieve the exhaust effect, the height of the exhaust line is HZ2*(0.45~0.6).

[0101] like Figure 2 As shown, this tire is easily impacted by stones on its sidewall when driving on rough roads, which can affect its lifespan. To extend the tire's lifespan, a protrusion S3 design is added to the tire sidewall. The protrusion height is 3.5mm to 7mm, and the protrusion length HZ = SH (0.2 to 0.3). The grooves HG3, HG31, S41, and S31 on the protrusion divide the protrusion S3 into several sections with varying heights and depths, which can improve the tire's grip on muddy roads.

[0102] To improve tire grip and handling stability, the lengths L1 and L2 of tread blocks K1 and K2 are less than L2, with L1 = TDW * (0.4 ~ 0.5) and L2 = TDW * (0.5 ~ 0.6).

[0103] To address tire noise issues, this tread pattern employs a variable pitch design, divided into four pitch widths, with each pitch width featuring two tread patterns: WA1 and WA2.

[0104] The more segments a tire has, the quieter it is. However, this affects the tire's wet drainage and grip. The optimal segment width WA1 is JW*(0.021~0.024).

[0105] In summary, this invention achieves an RT tire that satisfies both low noise and high comfort while ensuring safety and passability in harsh road conditions. A sample of this tire was sent to a third-party organization for testing of noise, hydroplaning and comfort, tear resistance, and passability. The test results are as follows:

[0106] Test conditions:

[0107] 1. Test vehicle: 2023 Ford F-250 SuperDuty XLT 4X4;

[0108] 2. Test air pressure: 60 psi (420 kPa) Front / 75 psi (520 kPa) Rear;

[0109] 3. Test load: 6,150 lbs / 2,790 kg;

[0110] 4. Testing location: US testing center;

[0111] 5. Test specification LT 265 / 70R17;

[0112] The test results are shown in the table below:

[0113]

[0114] The above tests demonstrate that this invention achieves the noise and safety performance requirements of passenger car tires while maintaining the performance of off-road tires.

[0115] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An RT tire, comprising a tread, a carcass disposed radially inside the tread, and a belt layer located between the tread and the carcass, the tread including a crown and a sidewall, the sidewall including an upper sidewall and a lower sidewall from top to bottom, the tread having circumferential grooves extending along the tire circumference and lateral grooves extending along the tire width, the circumferential grooves and lateral grooves dividing the tread into a plurality of block patterns, characterized in that: The width of the tire crown is TDW, the radius of the crown arc is R1, and the length of the crown arc is RL, satisfying the following relationship: TDW = NSW * (78% ~ 84%) R1 = NSW * (350% ~ 420%) RL = TDW * (55% ~ 65%) Wherein, NSW is the nominal cross-sectional width; The width of the belt layer is WBL, which satisfies the following relationship: WBL = TDW * (95% ~ 105%); The radius of the upper tire sidewall is SUHR, and the radius of the lower tire sidewall is SDHR, satisfying the following relationship: SUHR=SDHR*(80%~99%); The total area of ​​the plurality of said block patterns is Ag, and the total area of ​​the entire tread is At, satisfying the following relationship: 40% ≤ Ag / At ≤ 45%.

2. The RT tire of claim 1, wherein, The plurality of block-shaped patterns include a central pattern block and shoulder pattern blocks, wherein the area of ​​the central pattern block is Ag1 and the area of ​​the shoulder pattern block is Ag2, satisfying the following relationship: Ag1 = Ag2 (70% ~ 75%).

3. The RT tire according to claim 2, characterized in that: The central patterned block is divided into multiple smaller blocks by a first groove. The total area of ​​the first groove accounts for 10% to 25% of the total area of ​​the central patterned block. The width of the first groove ranges from 0.5 mm to 1.0 mm. The shoulder pattern block is divided into multiple small blocks by the second groove. The total area of ​​the second groove accounts for 5% to 10% of the total area of ​​the shoulder pattern block. The width of the second groove ranges from 0.5 mm to 1.0 mm.

4. The RT tire according to claim 2, characterized in that: The angle between the longitudinal groove of the central tread block and the centerline of the tread is in the range of 20° to 30°, wherein the width of the longitudinal groove of the central tread block is WG1, satisfying the following relationship: WG1 = TDW * (3% ~ 4%); The angle between the longitudinal groove of the shoulder tread block and the centerline of the tread ranges from 8° to 15°. The width of the longitudinal groove of the shoulder tread block is WG2, and its depth is WH2, satisfying the following relationship: WG2 = TDW * (5% ~ 7%) WH2 = WG2 * (0.7 ~ 0.95).

5. The RT tire of claim 2, wherein, The shoulder tread block has three zigzag grooves along the tire width direction. The angle between the zigzag grooves and the tire's horizontal axis is 60° to 75°. The angle between the zigzag grooves and the tire's contact patch curve is 10° to 15°.

6. The RT tire of claim 5, wherein, The width of the shoulder pattern block is WJG2, which satisfies the following relationship: WJG2 = WP * (0.2 ~ 0.3), Where WP represents pitch.

7. The RT tire of claim 4 wherein, The shoulder pattern block is further provided with staggered protrusions and concave blocks, and the groove edges of the concave blocks are arc-shaped. The central pattern block includes a first main groove in a stepped shape and a second main groove in a protruding shape. The first main groove has a step depth of H and a width of WJ1, satisfying the following relationship: H = HG1 * 0.25, WJ1 = 0.25WG1, HG1 represents the trench depth.

8. The RT tire of claim 7, wherein, The second main groove has a protrusion length of LT2 and a width of WT2, satisfying the following relationship: LT2 = 0.3~0.5LG2, WT2 = WG * (0.15 ~ 0.3), Where LG2 is the trench length and WG is the trench width.

9. The RT tire of claim 2, wherein, The shoulder tread block has a first protrusion at the bottom of the transverse groove along the tire width direction, and exhaust lines are added on both sides of the first protrusion. The ratio of the height of the exhaust line to the height of the first protrusion is in the range of 0.45 to 0.

6.

10. The RT tire of claim 1, wherein, A second protrusion is added to the tire sidewall. The second protrusion includes small protrusions of varying heights and depths. The height of the second protrusion ranges from 3.5mm to 7mm, and the length of the second protrusion is HZ, satisfying the following relationship: HZ = SH (0.2~0.3), Where SH represents the cross-sectional height.

11. The RT tire of claim 2, wherein, The length of the central patterned block is L1, and the length of the shoulder patterned block is L2, satisfying the following relationship: L1 = TDW * (0.4 ~ 0.5), L2 = TDW * (0.5 ~ 0.6).

Images