Tire with concave-convex grooves in tread pattern groove wall

Abstract

The invention relates to the technical field of tread pattern design, and discloses a tire with concave-convex grooves in tread pattern groove walls, which comprises a tread, four circumferential grooves formed in the tread and extending along the tire circumference C direction, and transverse grooves extending towards the outer side of the tire width L direction. The circumferential grooves and the transverse grooves divide the tread into a plurality of block-shaped patterns, and the block-shaped patterns sequentially comprise an inner side shoulder block, an inner side close-to-center block, a middle block, an outer side close-to-center block and an outer side shoulder block from the inner side to the outer side of the tire. According to the tire with the concave-convex grooves in the tread pattern groove wall, the transverse groove of the tread is optimally designed, the groove wall of the groove is specially designed, and design parameters such as the position and the size of the concave-convex grooves in the groove wall are reasonably configured, so that the effects that the noise, the control safety performance and the durability can reach relatively high levels, and other performances are kept optimal are achieved.

Description

Technical Field

[0001] The invention relates to the technical field of tire pattern design, in particular to a tire with a tread pattern groove wall having concave and convex grooves. Background Art

[0002] Existing tire designs all take into account the tire's wetland drainage performance, noise performance, and handling stability performance, but also need to consider its durability performance, wetland (grip) performance, and safety performance. Existing products cannot achieve an extremely ideal combination of the main tire performances. In the current various special and novel designs, there is no mention of how to effectively improve the handling and safety performance while considering the tire's noise performance and wetland performance. For example, setting a plurality of holes at intervals in the circumferential direction of the tire can reduce the resonance of the air column while limiting the wear of the tread edge, but it does not take into account the impact of the reduction in the rigidity of the entire tire pattern block on other performances (such as handling stability, high The probability of damage to the pattern when driving at high speeds, thus affecting the service life, fine grooves are arranged in the circumferentially extending main groove and spaced apart to provide a method of improving handling stability without increasing the resonance sound of the air column, but its abrupt design shape does not take into account the possibility that the rubber block will tear or collapse due to stress concentration during driving. Multiple knurling is provided on the groove wall of the longitudinal groove along the circumferential direction and radial direction of the tire. This design only focuses on the wetland performance of the tire, and does not mention the specific effect of the tire in wetland, nor does it consider further optimization and taking into account other aspects of performance (such as noise and durability). Such a dense knurling design will have defects in the production process, and also lead to the overall weakening of the rigidity of the tread pattern. A rectangular groove with a non-smooth structure is provided on the side wall of the pattern groove to effectively solve the contradiction between tire anti-skid and noise. However, this abrupt design shape connected to the tread did not take into account the fact that stress concentration during driving may cause the rubber blocks to tear or collapse, thus affecting the durability of the tire. In addition, there were obvious problems with the early mold processing technology. The non-connected design of the transverse grooves and the circumferential grooves on the inner and outer shoulder blocks, while improving the tire noise performance, also reduces the tire's wetland drainage performance.

[0003] At present, the existing tire pattern design cannot take into account multiple performance requirements, nor can it achieve relatively high levels of noise, handling safety performance, and durability performance. Summary of the invention

[0004] 1. Technical issues to be solved

[0005] In view of the shortcomings of the prior art, the present invention provides a tire with concave-convex grooves on the tread pattern wall, which can solve the problem that the existing tire pattern design cannot take into account multiple performance requirements and cannot achieve relatively high levels of noise, handling safety performance, and durability performance.

[0006] (II) Technical solution

[0007] To achieve the above-mentioned object, the present invention provides the following technical solution: a tire having a tread pattern groove wall with concave-convex grooves, comprising a tread, and four circumferential grooves extending along the tire circumference C direction and a transverse groove extending outward in the tire width L direction provided on the tread, wherein the circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns, wherein the block patterns sequentially comprise an inner shoulder block, an inner center block, a middle block, an outer center block and an outer shoulder block from the inner side to the outer side of the tire;

[0008] The circumferential grooves include a first shoulder circumferential groove, a first central circumferential groove, a second central circumferential groove and a second shoulder circumferential groove, which are sequentially arranged from the inner side to the outer side of the tire; the transverse grooves include a first shoulder transverse groove, a first central transverse groove, an intermediate transverse groove, a second central transverse groove and a second shoulder transverse groove, which are sequentially arranged from the inner side to the outer side of the tire;

[0009] The tread patterns of the inner shoulder block and the outer shoulder block are both provided with a first shoulder transverse groove and a second shoulder transverse groove, and the first shoulder transverse groove and the second shoulder transverse groove are both designed in a wide-second wide-narrow manner;

[0010] A plurality of groups of concave-convex ridges are intermittently arranged on the groove walls of the first central circumferential groove and the second central circumferential groove;

[0011] The groove walls of the first central transverse groove and the second central transverse groove are discontinuously provided with a plurality of groups of concave-convex bumps.

[0012] Preferably, the first and second shoulder transverse grooves are provided with a wide groove, a sub-wide groove and a narrow groove, the wide groove being a partial groove of the first and second shoulder transverse grooves on the side close to the grounding end, the first shoulder transverse groove is connected with one side of the first shoulder circumferential groove through a narrow groove, the second shoulder transverse groove is connected with one side of the second shoulder circumferential groove through a narrow groove, the groove wall on one side of the sub-wide groove is designed to be gradually widened, and the narrow groove is designed to be gradually narrowed from the side of the grounding end to the side close to the first and second shoulder circumferential grooves.

[0013] Preferably, the first central transverse groove is opened on the side of the central block, and the second central transverse groove is opened on the outer side of the central block. The first and second central transverse grooves extend along the tire width L direction. In the tire width L direction, the first and second central transverse grooves are connected with the first and second shoulder circumferential grooves and have continuity in the tire width L direction.

[0014] Preferably, the middle transverse groove is opened on the middle block, and the middle transverse groove adopts a through design, is continuously distributed along the pattern pitch in the tire circumferential direction C and is connected with one side of the first and second central circumferential grooves.

[0015] Preferably, the concave-convex hull design includes sidewall surfaces, groove bottom wall surfaces, concave hulls, convex hulls and arc transition surfaces on the first and second central circumferential grooves, wherein the sidewall surfaces and arc transition surfaces are arranged oppositely along the tire width direction L, and the groove bottom wall surface extends along the tire circumference C direction;

[0016] A plurality of groups of concave-convex bulge designs are intermittently arranged on the groove walls of the first and second central circumferential grooves. The concave-convex bulge designs are arranged in a gradually changing size toward both ends with the concave bulge and the convex bulge as the center along the tire circumference C direction, and a layer close to the surface of the inner central block and the outer central block is arranged in a concave-convex-concave manner, and the other layer is arranged in the opposite manner. Two adjacent concave-convex bulge designs are equally spaced in the tire circumference C direction.

[0017] Preferably, the concave and convex humps are designed to be alternately arranged in the first central circumferential groove and the second central circumferential groove, and two adjacent concave and convex humps are designed to be irregularly arranged or regularly arranged in the tire circumferential direction C, the concave humps and convex humps are equal in size and are alternately arranged in two rows in the tire radial direction R, and the concave humps formed by the concave humps and convex humps in the tire width L direction are arc surfaces.

[0018] Preferably, the convex-concave humps include concave hump surfaces, convex hump surfaces, side surfaces and groove bottoms on the first and second central transverse grooves, the side surfaces and groove bottoms are arranged opposite to each other in the tire circumference C direction, and the groove bottoms extend in the tire width L direction.

[0019] Preferably, the groove walls of the first and second central transverse grooves are intermittently provided with a plurality of groups of concave and convex humps, the concave and convex humps are centered in the circumferential C direction, the concave hump surfaces and the convex hump surfaces are equal in size and are staggered in two rows in the radial R direction of the tire, and are arranged in a gradually changing size from the middle to both ends along the width L direction of the tire, presenting a concave-convex-concave arrangement.

[0020] Preferably, the concave-convex humps are arranged alternately in the first and second central transverse grooves, wherein two adjacent groups of the concave-convex humps are arranged at unequal intervals in the tire circumferential C direction and are parallel to each other.

[0021] Preferably, the cross-sectional shape of the concave-convex hull and the concave-convex hull design is a polygon, and the polygon includes one or more common shapes such as triangle, semicircle, step, rectangle, ellipse, pentagon, teardrop, triangle, semicircle, step, rectangle and ellipse.

[0022] (III) Beneficial effects

[0023] Compared with the prior art, the present invention provides a tire with a tread pattern groove wall having concave-convex grooves, which has the following beneficial effects:

[0024] 1. By adopting a wide-second-wide-narrow design style in the width direction of the first shoulder lateral groove and the second shoulder lateral groove, the grooves near the first shoulder circumferential groove and the second shoulder circumferential groove are designed to have a gradually changing width, and the section connected to the circumferential groove is designed to be the narrowest and connected to the circumferential groove, so as to avoid a large amount of foreign matter accumulating in the groove and clogging the groove during the driving of the tire, and at the same time, the rigidity of the shoulder pattern block is ensured, the deformation of the pattern block is reduced, and the stability of the passenger car tire when turning is indirectly improved and uneven wear can be avoided, wherein one side end point of the second-wide groove is included in the contact area during the rolling of the tire and the distance from the other side end point of the wide groove to the ground contact width near the ground contact end is smaller than that of the wide groove, and the wide groove is designed to be the widest, so as to further optimize the noise performance and improve the wet performance.

[0025] 2. The design of the convex-concave hulls reduces the air guiding effect, and cannot effectively reduce the interaction between air, resulting in an increase in the amount of air pumped when the tire touches the ground, which is detrimental to the noise performance of the tire; the air flow in the tread grooves becomes chaotic, affecting the noise. This design of groups of varying sizes and distances allows the circumferential grooves to form an area with the optimal groove width. During the rolling process of the tire, the air and water flowing into the circumferential grooves can flow in and out in stages as best as possible. The presence of these gradually changing convex-concave hulls reduces the shear stress on the inner wall of the non-smooth sidewall area, and the boundary layer thickness is larger, thereby reducing the energy loss and air flow resistance caused by vortex motion in the boundary layer, thereby increasing the drainage of the tread grooves and the hydroplaning speed of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a schematic diagram of the tire pattern of the present invention;

[0027] Figure 2 A partial view of the groove wall feature section plane AA of the first central circumferential groove and the second central circumferential groove;

[0028] Figure 2a An oblique partial view of the concave-convex bulge features of the groove walls of the first central circumferential groove and the second circumferential transverse groove;

[0029] Figure 2b A partial view of the concave-convex hull features of the groove walls of the first central circumferential groove and the second circumferential transverse groove;

[0030] Figure 2c A partial front view of the groove wall concave-convex features of the first central circumferential groove and the second circumferential transverse groove;

[0031] Figure 3a for Figure 2 A cross-sectional structural diagram of the groove wall at the section plane BB of the first central circumferential groove and the second central circumferential groove;

[0032] Figure 3b for Figure 2 A cross-sectional structural diagram of the groove wall section plane B'-B' of the first central circumferential groove and the second central circumferential groove;

[0033] Figure 3c for Figure 2 A cross-sectional structural diagram of a groove wall section plane A'-A' of a first central circumferential groove and a second central circumferential groove;

[0034] Figure 3d ) is a cross-sectional structural diagram of the groove wall section plane CC of the first central circumferential groove and the second central circumferential groove;

[0035] Figure 4 Two sets of partial views of the concave-convex features of the groove wall of the first central circumferential groove and the second central circumferential groove;

[0036] Figure 5 A partial front view of the concave-convex convex features of the groove walls of the first central transverse groove and the second circumferential transverse groove;

[0037] Figure 5 (a) is a partial view of the groove wall features of the first central transverse groove and the second central transverse groove;

[0038] Figure 5 (b) is an inclined partial view of the concave-convex bulge features of the groove wall of the first central circumferential groove and the second circumferential transverse groove;

[0039] Figure 5c for Figure 5 A cross-sectional structural diagram of the groove wall section plane B1-B1 of the first central transverse groove and the second central transverse groove;

[0040] Figure 5d for Figure 5 A cross-sectional structural diagram of the groove wall section plane B1'-B1' of the first central transverse groove and the second central transverse groove;

[0041] Figure 5e for Figure 2 A cross-sectional structural diagram of the groove wall section plane A1'-A1' of the first central transverse groove and the second central transverse groove;

[0042] Figure 6 These are the renderings of different design styles for the trench walls.

[0043] In the figure:

[0044] 1. Contact area;

[0045] 10. Medial shoulder block;

[0046] 20. The inner side is close to the central block;

[0047] 30. Middle block;

[0048] 40, the outer side is close to the central block;

[0049] 50, lateral shoulder block;

[0050] 61. first shoulder circumferential groove;

[0051] 62. a first central circumferential groove;

[0052] 63. a second central circumferential groove;

[0053] 64, second shoulder circumferential groove;

[0054] 71, first shoulder transverse groove;

[0055] (711; 741), wide groove;

[0056] (712; 742), secondary wide groove;

[0057] (713; 743), narrow grooves;

[0058] 72. first central transverse groove;

[0059] 73, second central transverse groove;

[0060] 74, second shoulder transverse groove;

[0061] 75, middle transverse groove;

[0062] (14, 15), concave and convex hull design;

[0063] (103; 104), side wall surface;

[0064] (105; 106), ditch bottom wall;

[0065] (107; 108), arc transition surface;

[0066] (24, 25), concave-convex hull;

[0067] (70; 70'), concave hull;

[0068] (70a; 70a'), concave surface;

[0069] (90;90'), convex hull;

[0070] (90a; 90a'), convex hull surface;

[0071] (113; 114), side;

[0072] (115, 116), ditch bottom,

[0073] (117, 118), arc transition surface,

[0074] (125, 126), surface. DETAILED DESCRIPTION

[0075] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0076] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0077] like Figure 1 As shown, the pneumatic tire includes a tread, and four circumferential grooves extending along the tire circumference C direction and transverse grooves extending outward in the tire width L direction. The circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns. The block pattern includes an inner shoulder block 10, an inner center block 20, an intermediate block 30, an outer center block 40 and an outer shoulder block 50 from the inner side to the outer side of the tire.

[0078] The circumferential grooves include, from the inner side to the outer side of the tire, the first shoulder circumferential groove 61, the first central circumferential groove 62, the second central circumferential groove 63 and the second shoulder circumferential groove 64 in sequence, and the transverse grooves include, from the inner side to the outer side of the tire, the first shoulder transverse groove 71 (consisting of 711 to 713), the first central transverse groove 72, the middle transverse groove 75, the second central transverse groove 73 and the second shoulder transverse groove 74 (consisting of 741 to 743).

[0079] A shoulder transverse groove 7174 is provided on the tread pattern of the inner shoulder block 10 and the outer shoulder block 50, which includes a radial R outer portion, the radial R outer portion is fluidly connected with the radial R inner portion, and the first shoulder transverse groove 71 and the second shoulder transverse groove 74 are both of wide-second wide-narrow design.

[0080] In order to ensure excellent handling stability without sacrificing low noise level, the shoulder transverse grooves are optimized in design, wherein the first shoulder transverse groove 71 and the second shoulder transverse groove 74 both adopt a gradient groove design combining wide grooves 711; 741, sub-wide grooves 712; 742 and narrow grooves 713; 743, wherein in order from the ground end to CL, they are wide grooves 711; 741, sub-wide grooves 712; 742 and narrow grooves 713, wherein the wide grooves 711; 741 are partial grooves on the side of the first shoulder transverse groove 71 and the second shoulder transverse groove 74 close to the ground end, and the narrow grooves 713; 743 are used to connect the first shoulder transverse groove 71, the second shoulder transverse groove 74 with the first shoulder circumferential groove 61, the second shoulder circumferential groove 64. The wall of one side of the second wide groove 712; 742 is designed to be obviously gradually widened, and the narrow groove 713; 743 is designed to be gradually narrowed from the side close to the grounding end to the direction close to the first shoulder circumferential groove 61 and the second shoulder circumferential groove 64.

[0081] like Figure 1 , Figure 2a As shown, the first central transverse groove 72 and the second central transverse groove 73 on the inner side of the tread pattern near the central block 20 and the outer side near the central block 40 extend in the direction of the tire width L, and include a radial R outer portion, which is fluidically connected to the radial R inner portion. In the width L direction, the first central transverse groove 72 and the second central transverse groove 73 are connected to the first shoulder circumferential groove 61 and the second shoulder circumferential groove 64, and have a certain continuity in the tire width direction, so as not to reduce the wet performance while ensuring the handling stability.

[0082] like Figure 1 As shown, there is an intermediate transverse groove 75 on the intermediate block 30 of the tread pattern, which is continuously distributed along the pattern pitch in the tire circumferential direction C and communicates with one side of the first central circumferential groove 62 and the second central circumferential groove 63. The intermediate transverse groove 75 adopts a relatively through-type design, which effectively ensures the high-speed straight-line stability of the tire without reducing the wet performance.

[0083] It can be found that the first shoulder transverse groove 71 and the second shoulder transverse groove 74 adopt a wide-second wide-narrow design in the width direction. The grooves near the first shoulder circumferential groove 61 and the second shoulder circumferential groove 64 are designed to have a gradually changing width, and the section connected to the circumferential groove is designed to be the narrowest and connected to the circumferential groove, so as to avoid a large amount of foreign matter accumulating in the groove and clogging the groove during the driving of the tire, and at the same time ensure the rigidity of the shoulder pattern block, reduce the deformation of the pattern block, and indirectly improve the tire performance. It improves the stability of the passenger car tire when turning and avoids uneven wear, wherein one side endpoint 722; 732 of the secondary wide groove 712; 742 is included in the contact area 1 during tire rolling and will be close to the ground contact end. The distance from the other side endpoint 721; 731 of the wide groove 711; 741 to the ground contact width is ≤ the length of the wide groove 711; 741 in the width direction L and is greater than or equal to 5mm, and the wide groove 711; 741 is designed to be the widest, further optimizing the noise performance and improving the wet performance.

[0084] like Figure 2a-2c As shown, multiple groups of concave-convex designs 14 and 15 are intermittently placed on the groove walls of the first central circumferential groove 62 and the second central circumferential groove 63, and the tread features include:

[0085] There are a pair of side wall surfaces 103; 104, groove bottom wall surfaces 105; 106, and a pair of arc transition surfaces 107; 108 on the first central circumferential groove 62 and the second central circumferential groove 63, wherein the pair of side wall surfaces 103; 104 and the pair of arc transition surfaces 107; 108 are opposite to each other along the width direction of the tire L, and the groove bottom wall surfaces 105; 106 extend along the circumferential direction C of the tire.

[0086] A plurality of groups of concave and convex humps 14; 15 are intermittently placed on the groove walls of the first central circumferential groove 62 and the second central circumferential groove 63, and the concave and convex humps 14; 15 are placed in a gradually changing size toward both ends with the concave humps 70 and the convex humps 90 as the center along the circumference C direction of the tire, and the layer close to the surface 125; 126 on the inner side near the central block 20 and the outer side near the central block 40 is displayed in a concave-convex-concave manner, and the lower layer is displayed in the opposite manner, and is placed at a certain distance or continuously with the side wall surface 103; 104 as the base surface, wherein the concave humps 70 and convex humps 90 are equal in size and are arranged in two rows alternately in the radial R direction, or in one row, and the concave hump surfaces 70a and 90a formed by the concave humps 70 and the convex humps 90 in the width L direction are arc surfaces.

[0087] like Figure 2 , Figure 3c As shown, the distances between the first central circumferential groove 62 and the second central circumferential groove 63 after being expanded in a cross-sectional view along the tire width direction are respectively composed of a, b, c, d, and e, and surfaces 125 and 126 are the surfaces on the inner side close to the central block 20 and the outer side close to the central block 40.

[0088] like Figure 2b-2c and Figure 3a-3d As shown, the distance between the upper end point of the convex hull 90 and the surface 125; 126 on the inner side of the central block 20 and the outer side of the central block 40, the lower end point of the concave hull 70 and the lower end point of the side wall surface 10; 104, the arc transition surface 107; 108 after unfolding, the width of the concave hull 70 or the convex hull 90, the depth of the first central circumferential groove 62, and the second central circumferential groove 63 are respectively recorded as H1, H2, a, H and DH, and the following relationship exists between the five: 0.5HD≥H1≥0.3mm; 0.5a≥H2≥0.3mm; HH=2R, R is the radius of the inscribed circle of the hexagon in the range of 0.2mm-5mm, and the optimal range is 0.5mm-2.5mm; the width of H is gradually reduced in the circumferential direction C with the convex hull 90 and the concave hull 70 as the center to the two ends, and the specific rule is to reduce by 0.1mm-0.5mm in sequence, among which 0.15mm is the optimal value. If the H value of the convex hull 90 and the concave hull 70 is a certain value X, then the H value of the adjacent convex hull 91 and the concave hull 71 is optimally reduced by 0.15 mm on the basis of X, and so on toward both ends.

[0089] The distance between the concave hull 70 or convex hull 90 and the adjacent concave hull 70 or convex hull 90 and the radius of the inscribed circle of the concave hull 70 or convex hull 90 are respectively denoted as L2 and R, and the two have the following relationship: 3R≤L2≤6mm. The distance between two adjacent concave and convex hulls 24; 25 can be a constant value or the convex hull 90 and the concave hull 70 can be a value that gradually decreases toward both ends.

[0090] The concave hull surface 70a or the convex hull surface 90a provided in the first central circumferential groove 62 and the second central circumferential groove 63 and the surface of the side wall surface 103; 104 are provided with two arcs R2; R2', which are within the range of 0.1mm≤R2; R2'≤1mm.

[0091] The range of the depth d of the concave humps 70 , 70 ′ or the convex humps 90 , 70 ′ is: 2 mm ≥ d( d1 ) ≥ 0.2 mm.

[0092] The presence of these gradually changing bumps and convexities reduces the shear stress on the inner wall of the non-smooth sidewall area, and the boundary layer thickness is larger, thereby reducing the energy loss and air flow resistance caused by vortex motion in the boundary layer, thereby increasing the drainage of the tread groove and the hydroplaning speed of the tire.

[0093] like Figure 5a-5c As shown, a plurality of groups of concave-convex combinations 2425 are intermittently placed on the groove walls of the first central transverse groove 72 and the second central transverse groove 73, and the tread features include:

[0094] There is a pair of side wall surfaces 113; 114 and groove bottom wall surfaces 115; 116 on the first central transverse groove 72 and the second central transverse groove 73, wherein the pair of side wall surfaces 103; 104 and the pair of side wall surfaces 113; 114 are opposite to each other in the circumferential direction of the tire, and the groove bottom wall surfaces 115; 116 extend in the direction of the tire width L.

[0095] A plurality of groups of concave and convex bump combination designs 24; 25 are intermittently placed on the groove walls of the first central transverse groove 72 and the second central transverse groove 73, and the combination design 24; 25 is centered on the two adjacent first central circumferential grooves 62 and the adjacent first shoulder circumferential grooves 61 and the second shoulder circumferential groove 64 in the circumferential C direction, wherein the concave bumps 70' and convex bumps 90' are equal in size and are alternately placed in two rows in the radial R direction, and are placed in a gradually changing size from the middle to the two ends along the tire width L direction, and are placed in a concave-convex-concave manner.

[0096] like Figure 5 , Figure 5a As shown, the distances of the first central transverse groove 72 and the second central transverse groove 73 after being expanded in the cross-section along the circumferential direction C of the tire are respectively composed of a', b', c', d', and e', L is the distance between the inner side and the outer side of the central block 20 and the central block 40 along the width direction of the tire, and a group of concave-convex bumps 24 and 25 arranged in the first central transverse groove 72 and the second central transverse groove 73 have a width L3' along the width direction of the tire, and have the following relationship with L: 0.75L≥L3'≥0.25L.

[0097] like Figure 3d , Figure 5 and Figure 5a-5e It is shown that the following relationship exists between the upper end point of the convex hull 90' and the surface 125; 126 on the inner side near the central block 20 and the outer side near the central block 40, the lower end point of the concave hull 70' and the lower end point of the side wall surface 113; 114, the arc transition surface 117; 118 after unfolding, the width of the concave hull 70' or the convex hull 90', the depth of the first central transverse groove 72, the second central transverse groove 73, and the distance of the groove in the radial direction of the tire, which are respectively denoted as H1', ​​H2', a, H' and DH1: 0.5HD1≥H1'≥0.3mm; 0.5a'≥H2'≥0.3mm; HH'=2R, R is the range of the radius of the inscribed circle of the hexagon, which is 1mm-5mm, and the optimal range is 1mm-2mm;

[0098] The width of H is gradually reduced from the convex hull 90' and the concave hull 70' to the two ends in the circumferential direction C, and the specific rule is to reduce by 0.1mm-0.5mm in sequence, among which 0.15mm is the best value. If the H value of the convex hull 90' and the concave hull 70' is a certain value X, then the H value of the adjacent convex hull 91' and the concave hull 71' is reduced by 0.1mm on the basis of X, and so on to reduce towards the two ends.

[0099] The distance between the concave hull 70' or convex hull 90' and the adjacent concave hull 71' or convex hull 91', and the radius of the inscribed circle of the concave hull 70' or convex hull 90' are respectively denoted as L2' and R, and the two have the following relationship: 3R≤L2'≤6mm. The distance between two adjacent concave and convex hulls is a constant value, and can also be a gradually decreasing value with the convex hull 90' and the concave hull 70' as the center and the value gradually decreasing toward the two ends.

[0100] The concave hull surface 70a' or the convex hull surface 90a' provided in the first central transverse groove 72 and the second central transverse groove 73 and the surface of the side wall surface 113; 114 are provided with two R2 arcs within the range of 0.1mm≤R≤1mm.

[0101] like Figure 5b As shown, the width W1' in the circumferential direction of the bulge 90' ​​on the side wall surface 113; 114 and the bulge 70' which is spaced from the center of the bulge 90' ​​and gradually becomes smaller towards both ends have the following relationship with the groove width W' of the first central transverse groove 72 and the second central transverse groove / 73: 3W1'≤W', 0.2mm<W'<5mm, wherein W' is 1mm as the optimal value, and 2mm≥d(d')≥0.2mm can ensure the width d of the protrusion or recess, thereby improving the durability of the protrusion or recess, because it can suppress the damage caused by fatigue of the protrusion or recess due to the braking torque and repetitive cyclic loads generated during cornering during the use of the tire, and the tire mold is not easily worn to affect the use effect.

[0102] When d and d1 are less than 0.2 mm, the width of the concave-convex package is too narrow, causing the rubber to deform easily when the airflow passes through, thereby failing to play the role of reinforcing the circumferential groove and blocking the sound, which is not good for noise.

[0103] The depth of the first central circumferential groove 62 and the second central circumferential groove 63 in the tire radial direction R is constant, 3R≤L2(L2')≤6mm. The distance between two adjacent concave and convex hulls can be constant or the convex hull 90;90' and the concave hull 70;70' can be gradually reduced.

[0104] When L2(L2')<3R, the compressed air cannot flow into the grooves of different sizes for diffusion, and the optimal area cannot be obtained, so the gas flow rate in the cavity cannot be effectively increased. The air or water in the groove cannot flow more smoothly, the flow rate cannot be more stable, and less vortex cannot be generated, so that the air column resonance sound is generated, and it is not conducive to the drainage capacity of the groove.

[0105] When L2(L2')>6mm, when the air column with one end or both ends open is formed between the tire pattern groove and the road surface, under certain conditions, it cannot effectively make the frequency of the sound of the pattern block different, and the noise parts of different frequencies cannot offset each other, so that the tire has a resonant frequency of vibration and sound, which will produce air column resonance, thereby increasing the tire noise.

[0106] The concave surface 70a; 70a' or the convex surface 90a; 90a' and the side wall surface 103; 104 are provided with two R2; R2' arcs, which are within the range of 0.1mm≤R≤1mm, effectively avoiding stress concentration and maintaining good tear resistance in the groove side wall surface 103; 104 and the concave surface 70a and convex surface 90a areas.

[0107] When the depth HD of the first central circumferential groove 62 or the second central circumferential groove 63 remains unchanged, the length remains constant, 0.5HD≥H1≥0.3mm; 0.5a≥H2≥0.3mm; HH=2R, R is the radius of the inscribed circle of the hexagon and the range is 0.2mm-5mm. When H1>0.5DH and H2>0.5a, multiple rows of concave-convex grooves cannot be placed at this time, the air diversion effect becomes smaller, and the interaction between air cannot be effectively reduced, resulting in an increase in the pumping volume when the tire touches the ground, which is not good for the noise performance of the tire; when H1<0.3mm, the groove is too close to the tread, which reduces the rigidity of the tread, resulting in large bending deformation of the tire during driving, braking or steering, which is easy to cause uneven wear of the tire. When H2<0.3mm, the tire is too close to the concave-convex groove and the arc transition surface 107; 108 during driving, which is easy to cause mechanical stress, increasing the probability of damage to the pattern when the vehicle is driving at high speed and reducing the service life of the tire. In addition, the number of overall bumps and bumps will be reduced, which is not good for noise.

[0108] The width of H is centered on the convex hull 90 and the concave hull 70 in the circumferential direction C, wherein the maximum value at the center is not more than 0.5mm-2mm as the optimal value, and the size gradually decreases from the center to the two ends. The specific rule is to reduce by 0.1mm-1mm in sequence, wherein 0.15mm is the optimal value. If the H value of the convex hull 90 and the concave hull 70 is a certain value X, then the H value of the adjacent convex hull 91 and the concave hull 71 is reduced by 0.15mm on the basis of X as the optimal value, and so on and so forth as it decreases toward the two ends, the air guiding effect becomes smaller, and the interaction between the air cannot be effectively reduced, resulting in an increase in the amount of air pumped when the tire touches the ground, which is detrimental to the noise performance of the tire; the air flow in the pattern groove becomes chaotic, affecting the noise. Such a design method of changing the size and distance in groups allows the circumferential groove to form an area with the optimal groove width, and the air and water flow flowing into the circumferential groove can flow in and be discharged in stages in the best way during the rolling process of the tire.

[0109] A group of convex and concave designs 14; 15 are placed in a group of 10-30 correspondingly or staggered on both sides along the side wall surface 103; 104 in the circumferential direction. If too few are placed, the propagation of sound waves generated by the resonance of the first central circumferential groove 62 and the second central circumferential groove 63 cannot be well weakened by the protrusions, and the effect of the diffuse wave flow cannot be effectively reduced, and it is difficult to control the tracheal resonance sound, thereby reducing the noise performance, and resulting in a reduction in the local rubber volume of the central block 30 and the inner side close to the central block 20 and the outer side close to the central block 40, thereby reducing the reinforcement effect and having a bad effect on the rigidity and durability of the pattern block.

[0110] The width of H gradually decreases in the circumferential direction C with the convex hull 90' and the concave hull 70' as the center toward both ends, and the specific rule is to decrease by 0.1mm-0.5mm in sequence, among which 0.15mm is the optimal value; if the H value of the convex hull 90' and the concave hull 70' is a certain value X, then the H value of the adjacent convex hull 91' and the concave hull 71' is reduced by 0.15mm on the basis of X as the optimal value, and so on to reduce toward both ends.

[0111] The top surfaces 70a; 90a or 70a'; 90a' in the concave bulge 70; 70' or the convex bulge 90; 90' allow the circumferential groove or the transverse groove to form areas of different depths and styles. Due to the formation of these areas, polymorphic resonance is likely to occur in the air duct. In the air duct, the resonance modes corresponding to the convex bulge surface 90a or 90a', the concave bulge surface 70a or 70a', the side wall surface 103; 104 of the circumferential groove or the side wall surface 113; 114 of the transverse groove interact and interfere with each other, thereby controlling the occurrence of airway resonance.

[0112] The single group of concave-convex hull designs 14; 15 are placed in the first central circumferential groove 62 and the second central circumferential groove 63 respectively, and can be placed correspondingly or staggered, and the amplitudes of the sound waves of these multiple modes have different circumferential positions. It is best to place 10 to 20 groups along the circumferential direction of the tire. Two adjacent groups of concave-convex hull designs 14; 15 are equally spaced in the circumferential direction of the tire, or they can be arranged randomly.

[0113] Based on the above design scheme, we conducted an experimental study. The experimental scheme and test results are shown as follows.

[0114]

[0115] The dry and wet handling test values ​​are the outdoor actual vehicle test results, and the noise test is the indoor single-unit noise test results.

[0116] The width of the first central transverse groove 72 and the second central transverse groove 73 is constant in the tire width direction. When W1'<1 / 3W', the W1' value is too small, which is not good for the wet performance of the tire; when W1'>1 / 3W', the W1' value is too large, and the connection and reinforcement effect of the groove becomes smaller when the vehicle is running, resulting in insufficient overall rigidity of the shoulder pattern block, thereby reducing the handling stability of the tire.

[0117] When H1'>0.5HD1, H2'>0.5HD1, the connection and reinforcement of the transverse grooves will be weakened, resulting in insufficient longitudinal stiffness and insufficient overall rigidity of the tread blocks. Bending deformation will occur during tire braking and steering, which may lead to uneven tire wear. At the same time, the pattern stability will deteriorate during high-speed straight driving, affecting the handling stability.

[0118] The width of a group of concave-convex bumps 24 and 25 provided in the first central transverse groove 72 and the second central transverse groove 73 along the tire width direction is L3', and has the following relationship with L: 0.75L≥L3'≥0.25L.

[0119] When L3'>0.75L, the volume of the transverse groove decreases, resulting in a decrease in the water storage and drainage capacity of the tire when driving on a slippery road, reducing the wet performance of the tire; when L3'<0.25L, the volume of the transverse groove increases, resulting in an increase in the pumping volume of the transverse groove when the tire touches the ground, which is not good for the noise of the tire. When the tire wears to a certain extent, the boundary index decreases, the insufficient reinforcement effect on the tire will affect the handling stability to a certain extent.

[0120] A single set of convex and concave humps 24; 25 are respectively placed in the first central transverse groove 72 and the second central transverse groove 73, and can be placed correspondingly or staggered. Adjacent convex and concave humps 24; 25 are placed at unequal intervals in the circumferential direction of the tire and are basically parallel to each other. The unequal spacing is determined by the arrangement of various different pattern nodes such as PA, PB, PC in the circumferential direction. The pitch values ​​of PA, PB and PC are different. By setting a set of designs on PA, PB and PC and configuring them reasonably, it is beneficial to improve the uniformity of the tire during driving and to improve the noise performance of the tire.

[0121] The total area of ​​the upper convex humps 70; 70' is ≥ the total area of ​​the concave humps 90; 90', and the groove walls of the first central transverse groove 72 and the second central transverse groove 73 are intermittently provided with a plurality of groups of concave and convex humps 24; 25, each convex area cooperates with the convex area on the opposite wall, so as to mechanically prevent the relative movement of the groove walls at least when the tire contacts the road surface, thereby limiting the lateral deformation and the compression deformation along the tread in the radial R direction to the greatest extent possible, so that the limitation of deformation caused by contact with the road leads to a significant reduction in the losses related to the hysteresis phenomenon of the material and its deformation, which reduces the energy loss of the tire during rolling as a whole, thereby ensuring the handling stability.

[0122] The cross-sectional shape of the concave-convex package placed in the first central circumferential groove 62, the second central circumferential groove 63 or the first central transverse groove 72, the second central transverse groove 73 in the circumferential direction or the width direction of the tread block is formed into a polygon, which includes a triangle, a semicircle, a step, a rectangle, an ellipse. 、 Common shapes such as pentagon, teardrop, triangle, semicircle, step, rectangle and ellipse. The cross-sectional shape is not limited to Figure 6 As shown in the figure, it can also be replaced with other shapes, and can also be set to different depths and heights for presentation.

[0123] The concave-convex inclusions placed in the first central circumferential groove 62, the second central circumferential groove 63 or the first central transverse groove 72 and the second central transverse groove 73 may exist simultaneously or be separately arranged on a specific groove, which is determined by different tire performance requirements.

[0124] The placement of the concave-convex packages in the radial R direction of the tread block is not limited to the staggered bite shown in the figure, but can also be replaced by upper and lower side-by-side placement, placement in only one row or other placement methods. The tread block is not limited to the concave-convex-concave display method shown in the figure, but can also be all convex, all concave or any other feasible methods.

[0125] We conducted an experimental study on the above design scheme. The experimental scheme and test results are shown as follows.

[0126]

[0127] The dry and wet handling test values ​​are the outdoor actual vehicle test results, and the noise test is the indoor single-unit noise test results.

[0128] It should be noted that the term "comprises" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device that includes a series of elements includes not only those elements, but also includes other elements that are not explicitly listed, or also includes elements inherent to such process, method, article, or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, method, article, or device that includes the element.

[0129] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A tire having a tread pattern groove wall with concave-convex grooves, comprising a tread, and four circumferential grooves extending along the tire circumference C direction and a transverse groove extending outward in the tire width L direction provided on the tread, characterized in that: The circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns, wherein the block patterns sequentially include an inner shoulder block (10), an inner center block (20), a middle block (30), an outer center block (40) and an outer shoulder block (50) from the inner side to the outer side of the tire; The circumferential grooves include a first shoulder circumferential groove (61), a first central circumferential groove (62), a second central circumferential groove (63) and a second shoulder circumferential groove (64) which are sequentially arranged from the inner side to the outer side of the tire, and the transverse grooves include a first shoulder transverse groove (71), a first central transverse groove (72), an intermediate transverse groove (75), a second central transverse groove (73) and a second shoulder transverse groove (74) which are sequentially arranged from the inner side to the outer side of the tire; A first shoulder transverse groove (71) and a second shoulder transverse groove (74) are provided on the tread patterns of the inner shoulder block (10) and the outer shoulder block (50), and the first shoulder transverse groove (71) and the second shoulder transverse groove (74) are both of a wide-second-wide-narrow design; A plurality of groups of concave-convex designs (14, 15) are intermittently arranged on the groove walls of the first central circumferential groove (62) and the second central circumferential groove (63); The groove walls of the first central transverse groove (72) and the second central transverse groove (73) are provided with a plurality of groups of concave-convex bumps (24, 25) in a discontinuous manner.

2. A tire with a tread groove wall having concave-convex grooves according to claim 1, characterized in that: The first and second shoulder transverse grooves (71, 74) are provided with a wide groove (711; 741), a sub-wide groove (712; 742) and a narrow groove (713; 743); the wide groove (711; 741) is a partial groove of the first and second shoulder transverse grooves (71, 74) close to the grounding end; the first shoulder transverse groove (71) is communicated with one side of the first shoulder circumferential groove (61) through the narrow groove (713); the second shoulder transverse groove (74) is communicated with one side of the second shoulder circumferential groove (64) through the narrow groove (743); a groove wall of one side of the sub-wide groove (712; 742) is designed to be gradually widened; and the narrow groove (713; 743) is designed to be gradually narrowed from the grounding end side to the side close to the first and second shoulder circumferential grooves (61, 64).

3. A tire with a tread groove wall having concave-convex grooves according to claim 1, characterized in that: The first central transverse groove (72) is formed on the side of the central block (20), and the second central transverse groove (73) is formed on the outer side of the central block (40). The first and second central transverse grooves (72, 73) extend in the tire width L direction. In the tire width L direction, the first and second central transverse grooves (72, 73) communicate with the first and second shoulder circumferential grooves (61, 64) and have continuity in the tire width L direction.

4. A tire with a tread groove wall having concave-convex grooves according to claim 1, characterized in that: The middle transverse groove (75) is provided on the middle block (30), and the middle transverse groove (75) adopts a through design, is continuously distributed along the pattern pitch in the tire circumferential direction C, and is connected with one side of the first and second central circumferential grooves (62, 63).

5. A tire with concave-convex grooves on the tread groove wall according to claim 1, characterized in that: The concave-convex hull design (14, 15) comprises sidewall surfaces (103; 104), groove bottom wall surfaces (105; 106), concave hulls (70), convex hulls (90) and arc transition surfaces (107; 108) on the first and second central circumferential grooves (62, 63), wherein the sidewall surfaces (103; 104) and arc transition surfaces (107; 108) are arranged opposite to each other along the width direction of the tire L, and the groove bottom wall surfaces (105; 106) extend along the circumference C direction of the tire; A plurality of groups of concave-convex bulge designs (14, 15) are intermittently arranged on the groove walls of the first and second central circumferential grooves (62, 63), and the concave-convex bulge designs (14, 15) are arranged in a gradually changing size toward both ends along the tire circumference C direction with the concave bulge (70) and the convex bulge (90) as the center, and the layer closer to the surface (125; 126) of the inner central block (20) and the outer central block (40) is arranged in a concave-convex-concave manner, and the other layer is arranged in the opposite manner, and two adjacent concave-convex bulge designs (14, 15) are equally spaced in the tire circumference C direction.

6. A tire with concave-convex grooves on the tread groove wall according to claim 5, characterized in that: The concave-convex bulge designs (14, 15) are arranged alternately in the first central circumferential groove (62) and the second central circumferential groove (63); two adjacent concave-convex bulge designs (14, 15) are arranged irregularly in the tire circumferential C direction; the concave bulges (70) and the convex bulges (90) are equal in size and are arranged alternately in two rows in the tire radial R direction; and the concave-convex bulge surfaces (70a; 90a) formed by the concave bulges (70) and the convex bulges (90) in the tire width L direction are arc surfaces.

7. A tire with concave-convex grooves on the tread groove wall according to claim 1, characterized in that: The concave-convex ridges (24, 25) include a concave ridge surface (70'), a convex ridge surface (90'), a side surface (113; 114) and a groove bottom (115; 116) on the first and second central transverse grooves (72, 73), the side surface (113; 114) and the groove bottom (115; 116) are arranged opposite to each other in the tire circumference C direction, and the groove bottom (115; 116) extends in the tire width L direction.

8. The monitoring device for the effectiveness of plateau soil and water conservation measures according to claim 7, characterized in that: The groove walls of the first and second central transverse grooves (72, 73) are intermittently provided with a plurality of groups of concave and convex hulls (24, 25), the concave and convex hulls (24, 25) are centrally arranged in the circumferential C direction, the concave hull surfaces (70') and the convex hull surfaces (90') are equal in size and are staggered in two rows in the tire radial R direction, and are arranged in a gradually changing size from the middle to both ends along the tire width L direction, presenting a concave-convex-concave arrangement.

9. A tire with a tread groove wall having concave-convex grooves according to claim 1, characterized in that: The concave-convex humps (24, 25) are arranged alternately in the first and second central transverse grooves (72, 73), wherein two adjacent groups of the concave-convex humps (24, 25) are arranged at unequal intervals in the tire circumferential C direction and are parallel to each other.

10. A tire with concave-convex grooves on the tread groove wall according to claim 1, characterized in that: The cross-sectional shape of the concave-convex hull (24, 25) and the concave-convex hull design (14, 15) is a polygon, and the polygon includes one or more of a triangle, a semicircle, a step, a rectangle and an ellipse.

Images