Tire tread structure

Abstract

This invention provides a tire tread structure. Multiple longitudinal grooves in the tire tread structure extend circumferentially along the tire, dividing the tread into shoulder tread portions and intermediate tread portions located between the two shoulder tread portions. A first groove is disposed on the intermediate tread portion, with its two ends respectively communicating with two adjacent longitudinal grooves. The multiple first grooves are spaced apart circumferentially along the tire to divide the intermediate tread portion into multiple intermediate tread blocks. At least a portion of the first groove protrudes in a first direction along the tire's circumference, forming an arc-shaped segment, such that an intermediate tread block adjacent to the first groove forms a mating protrusion, and another intermediate tread block adjacent to the first groove forms a mating recess. When the intermediate tread portion undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion and the inner wall of the mating recess provide limiting and stopping. This invention effectively solves the problem of poor driving stability in existing center-axle trailers.

Description

Technical Field

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

[0002] Currently, road transport, with its advantages of high adaptability, fast delivery efficiency, and direct transport capabilities, has become an important part of the transportation system. Among these, the center-axle trailer is the most commonly used transport vehicle. It mainly consists of a tractor, a trailer, and a coupler connecting the tractor and trailer. Its unique overall structure allows for a longer overall length, increasing carrying capacity, while also providing a smaller turning radius, greatly enhancing its maneuverability. However, the coupler connection method can easily amplify the lateral forces generated by the tractor during transmission at the rear of the vehicle, causing the center-axle trailer to sway vertically or horizontally. This is especially problematic during steering, lane changes, or braking, easily leading to accidents such as skidding, fishtailing, and folding.

[0003] In existing technologies, research on improving the driving stability of center-axle trailers (enhancing their resistance to lateral forces) focuses on the overall structure. However, due to the overall mass and length of center-axle trailers, improvements to the overall structure often have limited impact on driving stability and cannot completely solve the aforementioned problems. In recent years, some researchers have shifted their focus to low-profile, small-metric tires used in center-axle trailers. This is because, during the operation of center-axle trailers, low-profile, small-metric tires have greater rigidity on their sides under high tire pressure and a smaller flexural deformation buffer area on the sidewall. Therefore, the tire, in a free-rolling state, transmits forces from the axle (including lateral forces) and the ground at a faster rate. The forces generated by the interaction between the tire tread (tread pattern structure) and the road surface also have a significant impact on the driving state of center-axle trailers (handling stability, braking safety, vertical vibration characteristics, etc.).

[0004] However, existing tire tread structure improvements are still relatively conventional, lacking specific improvements for the characteristics of center-axle trailers that are prone to generating large lateral forces, and the improvement in the driving stability of center-axle trailers is not satisfactory. Summary of the Invention

[0005] The main objective of this invention is to provide a tire tread structure to solve the problem of poor driving stability of center-axle trailers in the prior art.

[0006] To achieve the above objectives, the present invention provides a tire tread structure, comprising: a plurality of longitudinal grooves, each longitudinal groove extending circumferentially along the tire, the plurality of longitudinal grooves being spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion and an intermediate tread portion located between two shoulder tread portions; a first groove disposed on the intermediate tread portion, the two ends of the first groove respectively communicating with two longitudinal grooves adjacent to the intermediate tread portion, the first groove being a plurality of such first grooves being spaced apart along the circumferential direction of the tire to divide the intermediate tread portion into a plurality of intermediate tread blocks; wherein, along the circumferential direction of the tire, at least a portion of the first groove protrudes in a first direction and forms an arc-shaped segment, such that an intermediate tread block adjacent to the first groove forms a mating protrusion and another intermediate tread block adjacent to the first groove forms a mating recess, and when the intermediate tread portion undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion is limited and stopped by the inner wall of the mating recess.

[0007] Furthermore, the longitudinal groove includes a first sub-longitudinal groove and a second sub-longitudinal groove that are interconnected. The extension direction of the first sub-longitudinal groove and the extension direction of the second sub-longitudinal groove are set at a first included angle A1, which satisfies: 150°≤A1≤162°. Along the circumference of the tire, the length L1 of the first sub-longitudinal groove and the length L2 of the second sub-longitudinal groove satisfy: 1.4L2≤L1≤1.9L2. The length L3 of the first groove satisfies: 0.4L1+0.4L2≤L3≤0.6L1+0.6L2. There are multiple first sub-longitudinal grooves and multiple second sub-longitudinal grooves. At least one first sub-longitudinal groove is provided between two adjacent second sub-longitudinal grooves.

[0008] Furthermore, the protrusions have a maximum width a and a minimum width b, and the maximum width a and the minimum width b satisfy the condition: 1.5b≤a≤1.7b; the middle patterned part has a maximum width c and a minimum width d, and the maximum width c and the minimum width d satisfy the condition: 0.72c≤d≤0.85c; wherein, the maximum width a and the maximum width c satisfy the condition: 0.3c≤a≤0.5c.

[0009] Furthermore, the tire tread structure also includes: a mating component disposed within the first groove, the mating component comprising a first serrated structure and a second serrated structure disposed opposite to each other, the first serrated structure and the second serrated structure being connected to two adjacent intermediate tread blocks respectively, and engaging with each other when the intermediate tread portion undergoes elastic deformation; wherein, the portion of the first groove with the mating component is a serrated segment, and the portion of the first groove without the mating component is a smooth segment, there are multiple serrated segments and smooth segments, and at least one smooth segment is disposed between two adjacent serrated segments; and / or, a connecting structure disposed within the first groove, wherein the mating protrusion is connected to the mating recess through the connecting structure.

[0010] Furthermore, the tire tread structure also includes: a first recess, disposed on the intermediate tread block, one end of the first recess extending to one side of the intermediate tread block, and the other end of the first recess having a predetermined distance from the other side of the intermediate tread block; wherein, the first recess includes a first sub-recess and a second sub-recess that are interconnected, and the extension direction of the first sub-recess and the extension direction of the second sub-recess are set at an angle.

[0011] Furthermore, each longitudinal groove has a depth D1, and the multiple longitudinal grooves include: a first longitudinal groove adjacent to the tire shoulder tread portion; and a second longitudinal groove located between two adjacent intermediate tread portions; wherein, the width W2 of the first longitudinal groove and the width W3 of the second longitudinal groove satisfy: W2 > W3, the width W2 and the depth D1 satisfy: 0.77D1 ≤ W2 ≤ 0.92D1, and the width W3 and D1 satisfy: 0.77D1 ≤ W3 ≤ 0.92D1.

[0012] Furthermore, the width W4 of the shoulder tread portion and the width W5 of the intermediate tread portion satisfy the following condition: 0.72W4≤W5≤0.85W4. The tire tread structure also includes: a snap-fit ​​assembly, including a first snap-fit ​​structure and a second snap-fit ​​structure. The first snap-fit ​​structure is disposed on one wall of a longitudinal groove, and the second snap-fit ​​structure is disposed on the other wall of a longitudinal groove. The first snap-fit ​​structure is a protrusion, and the second snap-fit ​​structure has a second recess. The protrusion extends into the second recess and snaps into the second recess. Adjacent intermediate tread portions are connected by the snap-fit ​​assembly; and / or, the shoulder tread portion is connected to the intermediate tread portion by the snap-fit ​​assembly.

[0013] Furthermore, the protrusion is rod-shaped and includes interconnected first and second rod-shaped structures. Along the tire's circumference, the width of the first rod-shaped structure is greater than the width of the second rod-shaped structure, so that the connection between the two forms a stepped surface. This stepped surface serves as a limiting stop for the inner wall of the second recess, and the shape of the second recess matches the shape of the protrusion. And / or, a predetermined gap S1 exists between the outer peripheral surface of the protrusion and the inner wall of the second recess; and / or, a predetermined gap S2 exists between the locking assembly and the bottom wall of the longitudinal groove. Furthermore, there are multiple locking assemblies, spaced apart along the tire's circumference. In two adjacent longitudinal grooves, along the tire's width direction, the locking assembly located in one longitudinal groove is staggered from the locking assembly located in the other longitudinal groove.

[0014] Furthermore, the tire tread structure also includes: a connecting groove disposed on the shoulder tread portion, with both ends of the connecting groove extending to the two sides of the shoulder tread portion respectively; wherein there are multiple connecting grooves, which are spaced apart along the circumference of the tire to divide the shoulder tread portion into multiple shoulder tread blocks; a third recess disposed on the bottom wall of the connecting groove; and / or, a fourth recess disposed on the shoulder tread block, with one end of the fourth recess extending to one side of the shoulder tread portion, and the other end of the fourth recess having a predetermined distance from the other side of the shoulder tread portion.

[0015] Applying the technical solution of this invention, multiple longitudinal grooves in the tire tread structure extend along the circumference of the tire, and are spaced apart along the width direction of the tire to divide the tread into shoulder tread portions and intermediate tread portions located between two shoulder tread portions. A first groove is provided on the intermediate tread portion, and both ends of the first groove are respectively connected to two longitudinal grooves adjacent to the intermediate tread portion. There are multiple first grooves, which are spaced apart along the circumference of the tire to divide the intermediate tread portion into multiple intermediate tread blocks. At least a portion of the first groove protrudes in a first direction along the circumference of the tire and forms an arc-shaped segment, so that one intermediate tread block adjacent to the first groove forms a mating protrusion, and another intermediate tread block adjacent to the first groove forms a mating recess. When the intermediate tread portion undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion and the inner wall of the mating recess limit and stop the movement. In this way, the aforementioned arrangement of the first groove divides the intermediate tread pattern into multiple intermediate tread blocks, significantly reducing the overall rigidity of the intermediate tread section and ensuring that it can undergo sufficiently large elastic deformation. During this elastic deformation, adjacent intermediate tread blocks, using the mating recess and mating protrusion as nodes, and constrained (limiting stops) by the mating recess and mating protrusion, can generate adaptive flexible creep deformation along the direction of the tire's overall stress. This not only allows the tread to generate lateral torque to resist lateral forces but also increases the tread's coverage, adhesion, and friction with the road surface, creating a "sticking" effect. This reduces the relative slippage between the tread and the road surface, significantly improving vehicle stability and thus solving the problem of poor driving stability in existing center-axle trailers. Simultaneously, the first groove, extending both laterally and circumferentially, also increases the tread's grip on wet road surfaces, further enhancing the tire's anti-slip performance. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1A partial front view of an embodiment of the tire tread structure according to the present invention is shown;

[0018] Figure 2 It shows Figure 1 A partially enlarged schematic diagram of the tire tread structure;

[0019] Figure 3 It shows Figure 1 A three-dimensional perspective view of the snap-fit ​​assembly of the tire tread structure in the image;

[0020] Figure 4 It shows Figure 1 A cross-sectional schematic diagram of the BB section of the tire tread structure;

[0021] Figure 5 It shows Figure 1 A cross-sectional view of the tire tread structure at point CC;

[0022] Figure 6 The diagram shows the force analysis of the vehicle during its movement.

[0023] Figure 7 It shows Figure 1 A cross-sectional schematic diagram of the first groove of the tire tread structure;

[0024] Figure 8 It shows Figure 7 A cross-sectional view of the first groove from another angle.

[0025] The above figures include the following reference numerals:

[0026] 10. Longitudinal trench; 11. First sub-longitudinal trench; 12. Second sub-longitudinal trench; 13. First longitudinal trench; 14. Second longitudinal trench;

[0027] 20. Tire shoulder tread pattern area; 21. Tire shoulder tread pattern block;

[0028] 30. Central pattern section; 31. Central pattern block; 32. Matching raised section; 33. Matching recessed section;

[0029] 40. First groove; 41. Arc-shaped segment; 42. Serrated segment; 43. Smooth segment;

[0030] 50. Matching component; 51. First serrated structure; 52. Second serrated structure;

[0031] 60. Connection structure;

[0032] 70. The first recess; 71. The first sub-recess; 72. The second sub-recess;

[0033] 80. Snap-fit ​​assembly; 81. First snap-fit ​​structure; 811. First rod-shaped structure; 812. Second rod-shaped structure; 82. Second snap-fit ​​structure; 83. Stepped surface;

[0034] 90. Connecting trenches;

[0035] 100. The third concave part;

[0036] 110. The fourth concave part. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0038] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0039] In this invention, unless otherwise stated, directional terms such as "up" and "down" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not intended to limit this invention.

[0040] To address the problem of poor driving stability in existing center-axle trailers, this application provides a tire tread structure.

[0041] like Figures 1 to 8 As shown, the tire tread structure includes multiple longitudinal grooves 10 and first grooves 40. Each longitudinal groove 10 extends circumferentially along the tire, and the multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into shoulder tread portions 20 and intermediate tread portions 30 located between two shoulder tread portions 20. The first grooves 40 are provided on the intermediate tread portions 30, and both ends of the first grooves 40 are respectively connected to two longitudinal grooves 10 adjacent to the intermediate tread portions 30. There are multiple first grooves 40, and the multiple first grooves 40 are spaced apart along the circumferential direction of the tire to divide the intermediate tread portions 30 into multiple intermediate tread blocks 31. Along the circumference of the tire, at least a portion of the first groove 40 protrudes in a first direction and forms an arc-shaped segment 41, such that an intermediate tread block 31 adjacent to the first groove 40 forms a mating protrusion 32 and another intermediate tread block 31 adjacent to the first groove 40 forms a mating recess 33. When the intermediate tread portion 30 undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion 32 is stopped by the inner wall of the mating recess 33.

[0042] Using the technical solution of this embodiment, the multiple longitudinal grooves 10 of the tire tread structure extend along the circumference of the tire. The multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion 20 and an intermediate tread portion 30 located between two shoulder tread portions 20. A first groove 40 is provided on the intermediate tread portion 30. The two ends of the first groove 40 are respectively connected to two longitudinal grooves 10 adjacent to the intermediate tread portion 30. There are multiple first grooves 40. The multiple first grooves 40 are spaced apart along the circumference of the tire to divide the intermediate tread portion 30 into multiple intermediate tread blocks 31. Along the circumference of the tire, at least a portion of the first groove 40 protrudes in a first direction and forms an arc-shaped segment 41, such that an intermediate tread block 31 adjacent to the first groove 40 forms a mating protrusion 32 and another intermediate tread block 31 adjacent to the first groove forms a mating recess 33. When the intermediate tread portion 30 undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion 32 is limited and stopped by the inner wall of the mating recess 33. In this way, the above-mentioned arrangement of the first groove 40 can divide the intermediate tread portion 30 into multiple intermediate tread blocks 31, thereby greatly reducing the overall rigidity of the intermediate tread portion 30 and ensuring that the intermediate tread portion 30 can undergo sufficiently large elastic deformation. During the elastic deformation of the intermediate tread portion 30, two adjacent intermediate tread blocks 31 can generate adaptive flexible creep deformation along the direction of the tire's overall force through the constraint (limit stop) between the mating recess 33 and the mating protrusion 32, using the mating recess 33 and the mating protrusion 32 as nodes. This not only enables the tread to generate lateral torque that resists lateral forces, but also increases the tread's coverage, adhesion, and friction on the road surface, thus creating a "sticking" effect on the ground. This reduces the relative slippage between the tread and the driving surface, greatly improving the vehicle's driving stability and solving the problem of poor driving stability of center-axle trailers in the prior art. Meanwhile, the first groove 40, which extends in both the lateral and circumferential directions of the tire, can increase the tread's grip on wet driving surfaces, thereby improving the tire's anti-slip performance.

[0043] Specifically, the internal space of the first groove 40 provides a certain amount of space for the mating protrusion 32 and the mating recess 33 to facilitate the overall elastic deformation of the intermediate tread portion 30, further reducing the overall rigidity of the intermediate tread portion 30, so that the intermediate tread portion 30 can undergo an elastic deformation degree similar to that of a flexible tread rib without changing its tread material.

[0044] In this embodiment, there are two central patterned portions 30. It should be noted that the number of central patterned portions 30 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, there may be three, four, five, six, seven, or more central patterned portions 30.

[0045] In this embodiment, the arc-shaped segment 41 of the first groove 40 on the middle tread portion 30 near the outer side of the tire protrudes in a first direction, while the arc-shaped segment 41 of the first groove 40 on the middle tread portion 30 near the inner side of the tire protrudes in a second direction. This arrangement allows the orientation of the mating protrusion 32 and the mating recess 33 to match the actual movement state of the tire tread during tire steering, further enhancing the adaptive flexible creep effect of each middle tread portion 30.

[0046] As attached Figure 1 As shown, the first direction is downward and the second direction is upward.

[0047] In this embodiment, the mating protrusion 32 and the mating recess 33 are actually mortise and tenon structures.

[0048] In this embodiment, the first groove 40 is actually a cutting groove.

[0049] Specifically, during the actual steering process of the tire, with the center surface of the tire as the dividing interface, the tread near the outer side of the center surface and the tread near the inner side of the center surface will rotate relative to each other as the tire rotates. The force on the two treads is not the same (approximately opposite). The first groove 40 on the intermediate tread portion 30, which is the main contact between the tread and the driving surface, can better adapt to the actual force on the two treads by adopting the above-mentioned configuration, so as to improve the adaptive flexible creep effect of each intermediate tread portion 30, thereby improving the driving stability of the tire.

[0050] Optionally, the longitudinal groove 10 includes a first sub-longitudinal groove 11 and a second sub-longitudinal groove 12 that are interconnected. The extension direction of the first sub-longitudinal groove 11 and the extension direction of the second sub-longitudinal groove 12 are set at a first included angle A1, which satisfies: 150°≤A1≤162°. Along the circumference of the tire, the length L1 of the first sub-longitudinal groove 11 and the length L2 of the second sub-longitudinal groove 12 satisfy: 1.4L2≤L1≤1.9L2. The length L3 of the first groove 40 satisfies: 0.4L1+0.4L2≤L3≤0.6L1+0.6L2. There are multiple first sub-longitudinal grooves 11 and multiple second sub-longitudinal grooves 12, and at least one first sub-longitudinal groove 11 is provided between two adjacent second sub-longitudinal grooves 12. In this way, each longitudinal groove 10 is a reciprocating zigzag groove with a large bending angle (A1). On the one hand, this improves the smoothness of liquid flow within the longitudinal groove 10, thereby enhancing the tire's water drainage capacity. On the other hand, it allows the longitudinal groove 10 to have a greater length, increasing the edge length of the longitudinal groove 10 and improving its ability to cut water film, thus enhancing the tire's anti-skid performance. Simultaneously, the two adjacent reciprocating zigzag longitudinal grooves 10 create a gradually widening and narrowing "centipede"-like structure in the middle tread portion 30, further enhancing the adaptive flexible creeping effect of the middle tread portion 30. Furthermore, the aforementioned settings for lengths L1, L2, and L3 enhance the flexibility of each length value while ensuring a suitable dimensional proportion for each structure, thereby ensuring that each structure can perform its function correctly.

[0051] In this embodiment, the cross-section of the longitudinal groove 10 is approximately V-shaped, its bottom is arc-shaped, and its groove wall is set at a second included angle A2 with respect to its normal line. The second included angle A2 satisfies: 26°≤A2≤30°.

[0052] Optionally, the mating protrusion 32 has a maximum width *a* and a minimum width *b*, where the maximum width *a* ≤ *a* ≤ *1.7*b*. The intermediate patterned portion 30 has a maximum width *c* and a minimum width *d*, where the maximum width *c* ≤ *d* ≤ *0.85*c*. Specifically, the maximum width *a* ≤ *a* ≤ *0.5*c*. This arrangement of the maximum width *a*, minimum width *b*, maximum width *c*, and minimum width *d* ensures, on the one hand, that the mating protrusion 32 located within the mating recess 33 can provide a limiting stop with the inner wall of the mating recess 33; and on the other hand, ensures that the structural strength of the mating protrusion 32 relative to the intermediate patterned portion 30 is appropriate.

[0053] Specifically, if the maximum width a is too large, the structural strength of the mating protrusion 32 is approximately the same as that of the middle patterned part 30, and its elastic deformation enhancement of the middle patterned part 30 is limited (mainly from the internal space of the first groove 40); if the maximum width a is too small, the structural strength of the mating protrusion 32 is relatively small, and it is easy to directly detach from the mating recess 33, affecting the realization of its normal function.

[0054] Optionally, the tire tread structure further includes a mating component 50 disposed within the first groove 40. The mating component 50 includes a first serrated structure 51 and a second serrated structure 52 disposed opposite to each other. The first serrated structure 51 and the second serrated structure 52 are respectively connected to two adjacent intermediate tread blocks 31. When the intermediate tread portion 30 undergoes elastic deformation, the first serrated structure 51 and the second serrated structure 52 engage. The portion of the first groove 40 with the mating component 50 is a serrated segment 42, and the portion of the first groove 40 without the mating component 50 is a smooth segment 43. There are multiple serrated segments 42 and smooth segments 43, and at least one smooth segment 43 is disposed between two adjacent serrated segments 42. And / or, a connecting structure 60 is disposed within the first groove 40, and the mating protrusion 32 is connected to the mating recess 33 through the connecting structure 60. In this way, during the elastic deformation of the intermediate tread portion 30, the first serrated structure 51 and the second serrated structure 52 located in the first groove 40 will interlock, which not only further enhances the adaptive flexible creep deformation of the intermediate tread portion 30, but also provides additional lateral torque to further improve the vehicle's driving stability. Simultaneously, the above arrangement allows the serrated segments 42 and smooth segments 43 of the first groove 40 to be spaced apart, thereby enhancing the interlocking constraint capability of the mating assembly 50 and further improving the aforementioned effects. Furthermore, the connecting structure 60 used to connect the mating protrusion 32 and the mating recess 33 can improve the connection strength between them, preventing the mating protrusion 32 from dislodging from the mating recess 33 when the intermediate tread portion 30 undergoes excessive elastic deformation, thus avoiding tire damage and extending the tire's service life.

[0055] In this embodiment, the depth D2 of the serrated segment 42 and the depth D1 of the longitudinal groove 10 satisfy the following condition: 0.65D1≤D2≤0.8D1.

[0056] In this embodiment, the depth D3 of the smooth segment 43 and the depth D1 of the longitudinal groove 10 satisfy the following condition: 0.3D1≤D3≤0.8D1.

[0057] In this embodiment, along the width direction of the tire, the first groove 40 includes a first serrated segment, a first smooth segment, a second serrated segment, a second smooth segment, a third smooth segment, a third serrated segment, a fourth smooth segment, and a fourth serrated segment connected in sequence. The groove widths of the first serrated segment, the first smooth segment, the third smooth segment, and the fourth serrated segment are all greater than or equal to 1.2 mm and less than or equal to 2 mm, and the groove widths of the second smooth segment, the third serrated segment, and the third smooth segment are all greater than or equal to 0.4 mm and less than or equal to 0.8 mm.

[0058] In this embodiment, the length ratio between the first serrated segment, the first smooth segment, the second serrated segment, and the second smooth segment is 1:0.8:1:1.2.

[0059] In this embodiment, the first serrated segment, the first smooth segment, the second serrated segment, and the second smooth segment are symmetrical to the third smooth segment, the third serrated segment, the fourth smooth segment, and the fourth serrated segment.

[0060] Specifically, the connecting structure 60 is a reinforcing rib.

[0061] like Figure 1 and Figure 2 As shown, the tire tread structure also includes a first recess 70, which is disposed on the intermediate tread block 31. One end of the first recess 70 extends to one side of the intermediate tread block 30, and the other end of the first recess 70 is at a predetermined distance from the other side of the intermediate tread block 30. The first recess 70 includes a first sub-recess 71 and a second sub-recess 72 that are interconnected. The extending direction of the first sub-recess 71 and the extending direction of the second sub-recess 72 are set at an angle. Thus, the bent first recess 70 can form a serrated recess on the intermediate tread block 31. This can, on the one hand, homogenize the rigidity of the intermediate tread block 31, thereby homogenizing the rigidity of the sidewalls (groove walls of the longitudinal grooves 10) of the intermediate tread block 31, to avoid uneven wear phenomena similar to "riverbed wear," thus improving the tread's resistance to uneven wear; on the other hand, it can puncture the water film between the tread and the driving surface, thereby improving the tire's resistance to wet skids.

[0062] In this embodiment, the depth of the first recess 70 is two-thirds of the depth D1.

[0063] In this embodiment, the length of the first recess 70 is greater than or equal to 3 mm and less than or equal to 5 mm.

[0064] In this embodiment, the width of the first recess 70 is greater than or equal to 0.4 mm and less than or equal to 0.6 mm.

[0065] In this embodiment, multiple first recesses 70 are provided on both sides of the central patterned block 31, and the first recesses 70 on both sides are symmetrical to each other.

[0066] Optionally, each longitudinal groove 10 has a depth D1. The multiple longitudinal grooves 10 include a first longitudinal groove 13 and a second longitudinal groove 14. The first longitudinal groove 13 is adjacent to the shoulder tread portion 20. The second longitudinal groove 14 is located between two adjacent intermediate tread portions 30. The width W2 of the first longitudinal groove 13 and the width W3 of the second longitudinal groove 14 satisfy the following conditions: W2 > W3; the width W2 and depth D1 satisfy the following condition: 0.77D1 ≤ W2 ≤ 0.92D1; and the width W3 and D1 satisfy the following condition: 0.77D1 ≤ W3 ≤ 0.92D1. Thus, the width and depth of the longitudinal grooves 10 directly affect their drainage capacity. The aforementioned arrangement of the first longitudinal groove 13 and the second longitudinal groove 14 ensures that the drainage capacity of each longitudinal groove 10 is matched to its position on the tire tread, thereby improving the overall drainage capacity of the tire. At the same time, the above-mentioned settings for width and depth (groove width-to-depth ratio) can not only improve the tire's water drainage capacity, but also improve the tire's driving stability.

[0067] In this embodiment, the depth D1 satisfies: 13mm≤D1≤15mm.

[0068] In this embodiment, the width W2 satisfies: 11mm≤W2≤13mm.

[0069] In this embodiment, the width W3 satisfies: 10mm≤W3≤12mm.

[0070] Optionally, the width W4 of the shoulder tread portion 20 and the width W5 of the intermediate tread portion 30 satisfy the following condition: 0.72W4≤W5≤0.85W4. The tire tread structure also includes a snap-fit ​​assembly 80, which includes a first snap-fit ​​structure 81 and a second snap-fit ​​structure 82. The first snap-fit ​​structure 81 is disposed on one wall of the longitudinal groove 10, and the second snap-fit ​​structure 82 is disposed on the other wall of the longitudinal groove 10. The first snap-fit ​​structure 81 is a protrusion, and the second snap-fit ​​structure 82 has a second recess. The protrusion extends into the second recess and engages with the second recess. Adjacent intermediate tread portions 30 are connected by the snap-fit ​​assembly 80; and / or, the shoulder tread portion 20 is connected to the intermediate tread portion 30 by the snap-fit ​​assembly 80. In this way, the wider shoulder tread portion 20 has greater rigidity, thereby ensuring a sufficiently large contact area between the tire tread and the road surface when the tire is traveling at high speeds, thus improving the tire's dry handling performance and braking safety. Meanwhile, the snap-fit ​​assembly 80 can interlock two adjacent intermediate tread sections 30 or between the intermediate tread section 30 and the shoulder tread section 20. On the one hand, it can balance the relatively small rigidity of the intermediate tread section 30, preventing excessive deformation of its ground contact part, which could lead to cracks, chipping, or other damage, thereby extending the service life of the tire tread structure. On the other hand, it can increase the rigidity of the longitudinal groove 10. That is, through the squeezing and interlocking between the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82, it can reduce the degree of closure-opening deformation of the longitudinal groove 10 during tire rolling. This not only ensures that the longitudinal groove 10 has a sufficiently large drainage volume and improves the tire's drainage capacity, but also reduces the probability of fatigue cracks at the bottom of the longitudinal groove 10.

[0071] In this embodiment, the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82 are actually mortise and tenon structures.

[0072] Optionally, the protrusion is rod-shaped and includes interconnected first rod-shaped structures 811 and second rod-shaped structures 812. Along the tire's circumference, the width of the first rod-shaped structure 811 is greater than the width of the second rod-shaped structure 812, so that the connection between the two forms a stepped surface 83. The stepped surface 83 serves as a limiting stop for the inner wall of the second recess, and the shape of the second recess matches the shape of the protrusion. And / or, a preset gap S1 exists between the outer peripheral surface of the protrusion and the inner wall of the second recess; and / or, a preset gap S2 exists between the snap-fit ​​assembly 80 and the bottom wall of the longitudinal groove 10. In this way, the above configuration ensures high snap-fit ​​reliability between the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82 while simplifying their structure, making them easier to process and implement, thereby reducing the processing difficulty for workers. Simultaneously, the preset gap S1 provides a certain deformation and movement space for the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82, allowing their snap-fit ​​to match the adaptive flexible creep deformation of the intermediate tread pattern 30, further improving the vehicle's driving stability. Meanwhile, the longitudinal groove 10 can drain water through the preset gap S2, thereby reducing the impact of the snap-fit ​​assembly 80 on the tire's drainage capacity.

[0073] like Figure 1 and Figure 2 As shown, there are multiple locking components 80, which are spaced apart along the circumference of the tire. In two adjacent longitudinal grooves 10, along the width direction of the tire, the locking components 80 located in one longitudinal groove 10 are staggered from those located in the other longitudinal groove 10. This arrangement enhances the interlocking effect of the locking components 80. On the entire tire tread surface, the multiple locking components 80 are evenly distributed in a staggered, dotted pattern, ensuring that the rigidity of each intermediate tread section 30 is well balanced. This prevents excessive deformation and damage to the intermediate tread sections 30 due to insufficient local rigidity, thus extending the service life of the tire tread structure.

[0074] Optionally, the tire tread structure further includes a connecting groove 90, a third recess 100, and a fourth recess 110. The connecting groove 90 is disposed on the shoulder tread portion 20, with both ends extending to the two sides of the shoulder tread portion 20. Multiple connecting grooves 90 are spaced apart along the circumference of the tire to divide the shoulder tread portion 20 into multiple shoulder tread blocks 21. Alternatively, the third recess 100 is disposed on the bottom wall of the connecting groove 90. Or, the fourth recess 110 is disposed on the shoulder tread block 21, with one end extending to one side of the shoulder tread portion 20 and the other end of the fourth recess 110 having a predetermined distance from the other side of the shoulder tread portion 20. In this way, the connecting groove 90 can connect the longitudinal groove 10 to the outside of the tire, allowing liquid in the longitudinal groove 10 to drain to the outside of the tire, thereby improving the tire's water drainage performance. Meanwhile, the third recess 100 on the bottom wall of the connecting groove 90 makes the entire connecting groove 90 have an uneven depth design, which further improves the stability of liquid discharge, thereby improving the tire's wet grip and braking stability. At the same time, the edge of the fourth recess 110 can pierce the water film between the tire tread and the driving surface, further improving the tire's anti-slip performance.

[0075] In this embodiment, the structure of the fourth recess 110 is the same as that of the first recess 70. The bent fourth recess 110 can form a serrated recess on the tire shoulder tread block 21 to even out the rigidity of the sidewall (groove wall of the longitudinal groove 10) of the tire shoulder tread block 21, thereby avoiding uneven wear phenomena such as "riverbed wear" and improving the anti-uniform wear performance of the tire tread.

[0076] In this embodiment, the width of the connecting groove 90 is greater than or equal to 1.5 mm and less than or equal to 2.5 mm, and the depth is greater than or equal to 3 mm and less than or equal to 4 mm.

[0077] In this embodiment, the third recess 100 is a fine knife groove.

[0078] In this embodiment, the width of the third recess 100 is 0.6 mm, and the depth is greater than or equal to 7 mm and less than or equal to 9 mm.

[0079] like Figure 6As shown, the intermediate tread portion 30, separated by the longitudinal groove 10 and the first groove 40, ultimately forms a flexible tread rib resembling a "centipede." When the mid-axle trailer turns, the trailer tire is subjected to traction force in the direction of travel, centrifugal force during turning, and lateral drag force transmitted by the coupler. The flexible tread rib can generate adaptive flexible creep deformation along the overall force direction of the tire, using the tenon-and-mortise structure's mating protrusions 32 and mating recesses 33 as nodes, and under the mutual interlocking constraint of the mating components 50 (serrated structure) in the first groove 40, thereby generating lateral torque. This increases the tire surface's coverage, adhesion, and friction on the road surface, creating a "sticking" effect on the ground, thus stabilizing the trailer body and reducing the probability of sideslip or tail wagging. At the same time, the tenon-and-mortise structure-style interlocking components 80, which are evenly arranged in the longitudinal groove 10, can interlock the flexible tread ribs (intermediate tread portion 30) and the rigid tread ribs (shoulder tread portion 20) to extend the service life of the tire tread structure.

[0080] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0081] The tire tread structure has multiple longitudinal grooves extending circumferentially along the tire, and these grooves are spaced apart along the tire's width to divide the tread into shoulder tread sections and intermediate tread sections located between the two shoulder tread sections. A first groove is located on the intermediate tread section, and its two ends are connected to two adjacent longitudinal grooves of the intermediate tread section. There are multiple first grooves, spaced apart circumferentially along the tire to divide the intermediate tread section into multiple intermediate tread blocks. At least a portion of the first groove protrudes in a first direction along the tire's circumferential direction, forming an arc-shaped segment. This causes one intermediate tread block adjacent to the first groove to form a mating protrusion, and another adjacent intermediate tread block to form a mating recess. When the intermediate tread section undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion and the inner wall of the mating recess provide a limiting stop. In this way, the aforementioned arrangement of the first groove divides the intermediate tread pattern into multiple intermediate tread blocks, significantly reducing the overall rigidity of the intermediate tread section and ensuring that it can undergo sufficiently large elastic deformation. During this elastic deformation, adjacent intermediate tread blocks, using the mating recess and mating protrusion as nodes, and constrained (limiting stops) by the mating recess and mating protrusion, can generate adaptive flexible creep deformation along the direction of the tire's overall stress. This not only allows the tread to generate lateral torque to resist lateral forces but also increases the tread's coverage, adhesion, and friction with the road surface, creating a "sticking" effect. This reduces the relative slippage between the tread and the road surface, significantly improving vehicle stability and thus solving the problem of poor driving stability in existing center-axle trailers. Simultaneously, the first groove, extending both laterally and circumferentially, also increases the tread's grip on wet road surfaces, further enhancing the tire's anti-slip performance.

[0082] Obviously, the embodiments described above are merely some, not all, embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort should fall within the scope of protection of the present invention.

[0083] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0084] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0085] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A tire tread structure, characterized in that, include: Multiple longitudinal grooves (10) are provided, each of which extends along the circumference of the tire and is spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion (20) and an intermediate tread portion (30) located between two shoulder tread portions (20). A first groove (40) is provided on the intermediate tread portion (30). The two ends of the first groove (40) are respectively connected to two longitudinal grooves (10) adjacent to the intermediate tread portion (30). There are multiple first grooves (40), and multiple first grooves (40) are arranged at intervals along the circumference of the tire to divide the intermediate tread portion (30) into multiple intermediate tread blocks (31). Along the circumference of the tire, at least a portion of the first groove (40) protrudes in a first direction and forms an arc-shaped segment (41), such that an intermediate tread block (31) adjacent to the first groove (40) forms a mating protrusion (32) and another intermediate tread block (31) adjacent to the first groove (40) forms a mating recess (33). When the intermediate tread portion (30) undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion (32) is limited and stopped by the inner wall of the mating recess (33). The mating protrusion (32) and the mating recess (33) are tenon-and-mortise structures.

2. The tire tread structure according to claim 1, characterized in that, The longitudinal groove (10) includes a first sub-longitudinal groove (11) and a second sub-longitudinal groove (12) that are interconnected. The extension direction of the first sub-longitudinal groove (11) and the extension direction of the second sub-longitudinal groove (12) are set at a first included angle A1, which satisfies: 150°≤A1≤162°. Along the circumference of the tire, the length L1 of the first sub-longitudinal groove (11) and the length L2 of the second sub-longitudinal groove (12) satisfy: 1.4L2≤L1≤1.9L2. The length L3 of the first groove (40) satisfies: 0.4L1+0.4L2≤L3≤0.6L1+0.6L2. There are multiple first sub-longitudinal grooves (11) and multiple second sub-longitudinal grooves (12), and at least one first sub-longitudinal groove (11) is provided between two adjacent second sub-longitudinal grooves (12).

3. The tire tread structure according to claim 2, characterized in that, The mating protrusion (32) has a maximum width a and a minimum width b, wherein the maximum width a and the minimum width b satisfy the following condition: 1.5b ≤ a ≤ 1.7b; The middle patterned portion (30) has a maximum width c and a minimum width d, and the maximum width c and the minimum width d satisfy the following condition: 0.72c≤d≤0.85c; Wherein, the maximum width a and the maximum width c satisfy the following condition: 0.3c≤a≤0.5c.

4. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: A mating component (50) is disposed within the first groove (40). The mating component (50) includes a first serrated structure (51) and a second serrated structure (52) disposed opposite to each other. The first serrated structure (51) and the second serrated structure (52) are respectively connected to two adjacent intermediate pattern blocks (31). When the intermediate pattern part (30) undergoes elastic deformation, the first serrated structure (51) and the second serrated structure (52) engage. The portion of the first groove (40) where the mating component (50) is disposed is a serrated segment (42), and the portion of the first groove (40) where the mating component (50) is not disposed is a smooth segment (43). There are multiple serrated segments (42) and smooth segments (43), and at least one smooth segment (43) is disposed between two adjacent serrated segments (42). And / or, A connecting structure (60) is disposed in the first groove (40), and the mating protrusion (32) is connected to the mating recess (33) through the connecting structure (60).

5. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: A first recess (70) is provided on the intermediate patterned block (31). One end of the first recess (70) extends to one side of the intermediate patterned part (30), and the other end of the first recess (70) has a predetermined distance from the other side of the intermediate patterned part (30). The first recess (70) includes a first sub-recess (71) and a second sub-recess (72) that are interconnected, and the extension direction of the first sub-recess (71) and the extension direction of the second sub-recess (72) are set at an angle.

6. The tire tread structure according to claim 1, characterized in that, Each of the longitudinal grooves (10) has a depth D1, and the plurality of longitudinal grooves (10) include: The first longitudinal groove (13) is adjacent to the shoulder tread portion (20); The second longitudinal groove (14) is located between two adjacent intermediate patterned portions (30); Among them, the width W2 of the first longitudinal groove (13) and the width W3 of the second longitudinal groove (14) satisfy: W2 > W3, the width W2 and the depth D1 satisfy: 0.77D1 ≤ W2 ≤ 0.92D1, and the width W3 and the D1 satisfy: 0.77D1 ≤ W3 ≤ 0.92D1.

7. The tire tread structure according to claim 1, characterized in that, The width W4 of the shoulder tread portion (20) and the width W5 of the intermediate tread portion (30) satisfy the following condition: 0.72W4≤W5≤0.85W4. The tire tread structure further includes: The snap-fit ​​assembly (80) includes a first snap-fit ​​structure (81) and a second snap-fit ​​structure (82). The first snap-fit ​​structure (81) is disposed on one wall of the longitudinal groove (10), and the second snap-fit ​​structure (82) is disposed on the other wall of the longitudinal groove (10). The first snap-fit ​​structure (81) is a protrusion, and the second snap-fit ​​structure (82) has a second recess. The protrusion extends into the second recess and engages with the second recess. Wherein, two adjacent intermediate tread portions (30) are connected by the snap-fit ​​assembly (80); and / or, the shoulder tread portion (20) is connected to the intermediate tread portion (30) by the snap-fit ​​assembly (80).

8. The tire tread structure according to claim 7, characterized in that, The protrusion is rod-shaped and includes an interconnected first rod-shaped structure (811) and a second rod-shaped structure (812). Along the circumference of the tire, the width of the first rod-shaped structure (811) is greater than the width of the second rod-shaped structure (812), so that a stepped surface (83) is formed at their connection. The stepped surface (83) serves as a limiting stop for the inner wall of the second recess, the shape of which matches the shape of the protrusion; and / or, A preset gap S1 exists between the outer peripheral surface of the protrusion and the inner wall of the second recess; and / or, There is a preset gap S2 between the snap-fit ​​assembly (80) and the bottom wall of the longitudinal groove (10).

9. The tire tread structure according to claim 7 or 8, characterized in that, There are multiple snap-fit ​​components (80), and the multiple snap-fit ​​components (80) are arranged at intervals along the circumference of the tire. In two adjacent longitudinal grooves (10), along the width direction of the tire, the snap-fit ​​component (80) located in one longitudinal groove (10) is staggered from the snap-fit ​​component (80) located in the other longitudinal groove (10).

10. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: A connecting groove (90) is provided on the shoulder tread portion (20), and the two ends of the connecting groove (90) extend to the two sides of the shoulder tread portion (20); wherein, there are multiple connecting grooves (90), and the multiple connecting grooves (90) are arranged at intervals along the circumference of the tire to divide the shoulder tread portion (20) into multiple shoulder tread blocks (21). A third recess (100) is provided on the bottom wall of the communicating groove (90); and / or, A fourth recess (110) is provided on the tire shoulder tread block (21). One end of the fourth recess (110) extends to one side of the tire shoulder tread block (20), and the other end of the fourth recess (110) has a predetermined distance from the other side of the tire shoulder tread block (20).

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