A tire with tread pattern groove walls having concave and convex grooves

Abstract

The present invention relates to the technical field of tire pattern design and discloses a tire having tread pattern groove walls with concave-convex grooves, comprising a tread, and four circumferential grooves extending in the tire circumference direction C and transverse grooves extending outward in the tire width direction L. The tire is characterized in that the circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns, the block patterns comprising, from the inside to the outside of the tire, an inner shoulder block, an inner center block, an intermediate block, an outer center block, and an outer shoulder block. The tire having tread pattern groove walls with concave-convex grooves achieves relatively high levels of noise, handling safety, and durability performance, while maintaining optimal performance in other aspects, by optimizing the design of the tread transverse grooves, specifically designing the groove walls, and rationally configuring design parameters such as the position and size of the groove walls with concave-convex grooves.

Description

Technical Field

[0001] The invention relates to the technical field of tire pattern design, in particular to a tire with concave and convex grooves on its tread pattern groove wall. 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 performance. 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 multiple 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. However, it does not take into account the impact of the reduction in the rigidity of the entire tire pattern block on other performance (such as handling stability, high The circumferentially extending main grooves are spaced apart to improve handling stability without increasing the air column resonance sound. However, their abrupt design fails to account for stress concentration during driving, which can cause rubber blocks to tear or collapse. Multiple knurling patterns are provided on the longitudinal groove walls, both circumferentially and radially. This design focuses solely on wet performance, without addressing the specific wet performance, or considering further optimization and other performance aspects (such as noise and durability). Such a dense knurling pattern can lead to production process defects and weaken the overall tread pattern rigidity. Non-smooth rectangular grooves are provided on the sidewalls of the pattern grooves to effectively resolve the conflict between tire anti-slip and noise. However, this abrupt design shape connected to the tread did not take into account the possibility that stress concentration during driving would cause the rubber blocks to tear or collapse, thereby affecting the durability of the tire. In addition, problems with the early mold processing technology were also obvious. The non-connected design of the transverse grooves and circumferential grooves on the inner and outer shoulder blocks, while improving the tire's noise performance, also led to a decrease in 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 problems solved

[0005] In response to the shortcomings of the existing technology, the present invention provides a tire with concave and 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] (2) Technical solution

[0007] To achieve the above objectives, the present invention provides the following technical solution: a tire having a tread pattern groove wall with concave and convex grooves, comprising a tread, and four circumferential grooves extending in a tire circumference direction C and transverse grooves extending outward in a tire width direction L, the circumferential grooves and transverse grooves dividing the tread into a plurality of block patterns, the block pattern comprising, from the inside to the outside of the tire, an inner shoulder block, an inner center block, an intermediate block, an outer center block, and an outer shoulder block;

[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; and 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] Multiple groups of concave and 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 intermittently provided with a plurality of groups of concave and convex bumps.

[0012] Preferably, the first and second shoulder transverse grooves are provided with wide grooves, sub-wide grooves and narrow grooves, the wide grooves are partial grooves on the side of the first and second shoulder transverse grooves close to the grounding end, the first shoulder transverse groove is connected to one side of the first shoulder circumferential groove through the narrow groove, the second shoulder transverse groove is connected to one side of the second shoulder circumferential groove through the 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 both extend in the direction of the tire width L. In the direction of the tire width L, the first and second central transverse grooves are connected to the first and second shoulder circumferential grooves and have continuity in the direction of the tire width L.

[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 opposite to each other along the width direction of the tire L, and the groove bottom wall surfaces extend 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 along the tire circumference C direction with the concave bulge and the convex bulge as the center, and the 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. The 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 staggered in the first central circumferential groove and the second central circumferential groove, and the two adjacent concave and convex humps are designed to be irregularly arranged or regularly arranged in the direction of the tire circumference C, the concave humps and convex humps are equal in size and are staggered in two rows in the radial direction R of the tire, and the concave humps formed by the concave humps and convex humps in the direction of the tire width L are arc surfaces.

[0018] Preferably, the convex-concave ridge includes a concave surface, a convex surface, a side surface and a groove bottom on the first and second central transverse grooves, the side surface and the groove bottom are arranged opposite to each other in the tire circumference C direction, and the groove bottom extends along the tire width L direction.

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

[0020] Preferably, the concave-convex ridges are staggered in the first and second central transverse grooves, wherein two adjacent groups of the concave-convex ridges are unequally spaced in the tire circumferential direction C 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] (3) Beneficial effects

[0023] Compared with the prior art, the present invention provides a tire with a tread pattern groove wall having concave and 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 transverse groove and the second shoulder transverse 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 interpenetrate with the circumferential groove. This prevents a large amount of foreign matter from accumulating in the grooves and clogging the grooves during driving. At the same time, it also ensures the rigidity of the shoulder pattern blocks and reduces the deformation of the pattern blocks, indirectly improving the stability of the passenger car tire during cornering and avoiding uneven wear. The endpoint of one side of the second-wide groove is included in the contact area during tire rolling and the distance from the endpoint of the other side of the wide groove to the ground contact width is shorter than that of the wide groove near the ground contact end. In addition, the wide groove is designed to be the widest, further optimizing noise performance and improving wet performance.

[0025] 2. The design of the convex and concave hulls reduces the air guiding effect, and cannot effectively reduce the interaction between the 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 pattern grooves becomes chaotic, affecting the noise. This design method 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 the best stages. The presence of these gradually shaped convex and concave hulls reduces the shear stress of the wall in 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 pattern 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 convex 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 bulge 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 concave-convex features of the groove walls 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 at the 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 the groove wall section plane A'-A' of the first central circumferential groove and the second central circumferential groove;

[0034] Figure 3d 2. It is a cross-sectional structural diagram of the groove wall at the 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 walls 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 5a A partial view of the groove wall features of the first central transverse groove and the second central transverse groove;

[0038] Figure 5b An oblique partial view of the concave-convex convex features of the groove walls 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 of the first central transverse groove and the second central transverse groove at the cross-sectional plane B1'-B1';

[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 picture:

[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. first central circumferential groove;

[0052] 63. 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 groove;

[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;

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

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

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

[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 clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts are within the scope of protection of the present invention.

[0076] The present invention is described in detail below with reference to 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 and transverse grooves extending outward in the tire width L. The circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns. The block pattern includes, from the inside to the outside of the tire, 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.

[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. 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] Shoulder transverse grooves 7174 are provided on the tread pattern of the inner shoulder block 10 and the outer shoulder block 50, which include a radial R outer portion, which is fluidically connected to the radial R inner portion, and the first shoulder transverse groove 71 and the second shoulder transverse groove 74 are both designed as wide-second wide-narrow.

[0080] In order to ensure excellent handling stability without sacrificing low noise levels, 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 that combines wide grooves 711; 741, sub-wide grooves 712; 742 and narrow grooves 713; 743, wherein the order from the ground end to CL is the wide groove 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 and the first shoulder circumferential groove 61, the second shoulder circumferential groove 64. The side wall of the second wide groove 712 ; 742 is designed to be significantly wider, and the narrow groove 713 ; 743 is designed to be gradually narrowed from the side close to the grounding end to the side 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 along 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 middle 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's performance. It improves the stability of the 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 5 mm, and the wide groove 711; 741 is designed to be the widest, further optimizing the noise performance and improving the wet performance.

[0084] like Figures 2a-2c As shown, multiple groups of concave and 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. 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 circumference C direction 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 humps 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 of the first central circumferential groove 62 and the second central circumferential groove 63 after being expanded in a cross-sectional view along the width direction of the tire 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 Figures 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 sidewall 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 denoted as H1, H2, a, H and DH. 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, ranging from 0.2mm to 5mm, and the optimal range is 0.5mm-2.5mm; the width of H gradually decreases in the circumferential direction C with the convex hull 90 and concave hull 70 as the center toward both ends, and the specific rule is to decrease by 0.1mm-0.5mm in sequence, with 0.15mm being 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 based on X, and so on, decreasing toward both ends.

[0089] The spacing between adjacent concave humps 70 or convex humps 90 and the radius of the inscribed circle of each concave humps 70 or convex humps 90, denoted as L2 and R, respectively, are in the following relationship: 3R ≤ L2 ≤ 6 mm. Furthermore, the spacing between adjacent concave and convex humps 24 and 25 can be constant, or it can gradually decrease from the convex hump 90 to the concave hump 70.

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

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

[0092] The presence of these gradually changing bumps and ridges reduces the shear stress on 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 capacity of the tread groove and the hydroplaning speed of the tire.

[0093] like Figures 5a-5c As shown, a plurality of groups of concave and convex bumps 2425 are intermittently placed on the groove walls of the first central transverse groove 72 and the second central transverse groove 73. 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 humps 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 groove 61 and the second shoulder circumferential groove 64 in the circumferential direction C, wherein the concave humps 70' and convex humps 90' are equal in size and are staggered in two rows in the radial direction R, and are arranged in a gradually changing size from the middle to the two ends along the tire width L, and are arranged in a concave-convex-concave manner.

[0096] like Figure 5 、 Figure 5a As shown, the distances between the first central transverse groove 72 and the second central transverse groove 73 after being expanded in the cross-sectional view 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 central block 20 and the outer side and the central block 40 along the width direction of the tire, and the width of a group of concave and convex ridges 24 and 25 provided in the first central transverse groove 72 and the second central transverse groove 73 along the width direction of the tire is L3', and have the following relationship with L: 0.75L ≥L3' ≥0.25L.

[0097] like Figure 3d 、 Figure 5 and Figure 5a-5e As shown, the following relationships exist among the distances between the upper end point of the convex hull 90' and the surfaces 125 and 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 sidewall surfaces 113 and 114, the arc transition surfaces 117 and 118 after expansion, the width of the concave hull 70' or the convex hull 90', the depths of the first central transverse groove 72 and the second central transverse groove 73, and the distances of the grooves in the tire radial direction, denoted as H1', ​​H2', a, H', and DH1, respectively: 0.5HD1 ≥ H1' ≥ 0.3 mm; 0.5a' ≥ H2' ≥ 0.3 mm; HH' = 2R, where R is the radius of the inscribed circle of the hexagon, ranging from 1 mm to 5 mm, and preferably ranging from 1 mm to 2 mm.

[0098] The width of H decreases gradually from convex hump 90' and concave hump 70' toward the ends along the circumference C. Specifically, the width decreases by 0.1mm-0.5mm, with 0.15mm being the optimal value. If the H value of convex hump 90' and concave hump 70' is a certain value X, the optimal H value of the adjacent convex hump 91' and concave hump 71' is reduced by 0.1mm from X, and so on toward the ends.

[0099] The spacing between a concave hump 70' or convex hump 90' and its adjacent concave hump 71' or convex hump 91', and the radius of the inscribed circle of the concave hump 70' or convex hump 90', denoted as L2' and R, respectively, are in the following relationship: 3R ≤ L2' ≤ 6 mm. The spacing between adjacent concave and convex humps can be constant, or it can gradually decrease from the convex hump 90' to the concave hump 70'.

[0100] The concave hull surface 70 a ′ or the convex hull surface 90 a ′ 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 in the range of 0.1 mm≤R≤1 mm.

[0101] like Figure 5b As shown, the circumferential width W1' of the convex 90' on the side wall surface 113; 114 and the convex 70' spaced apart from the center of the convex 90' and gradually decreasing toward 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, where W' is 1mm as the optimal value, and 2mm≥d (d')≥0.2mm. This relationship ensures the width d of the protrusion or recess, thereby improving the durability of the protrusion or recess, because it can suppress damage caused by fatigue of the protrusion or recess due to braking torque and repetitive cyclic loads generated during cornering during tire use, 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 be easily deformed when the airflow passes through, thereby failing to play the role of reinforcing the circumferential groove and blocking the sound, which is not conducive to noise.

[0103] The depth of the first and second central circumferential grooves 62 and 63 is constant in the tire radial direction R, with a spacing of 3R ≤ L2 ( L2') ≤ 6 mm. The spacing between adjacent concave and convex ridges can be constant, or it can be gradually reduced at both ends, such as convex ridges 90° and 90°, and concave ridges 70° and 70°.

[0104] When L2(L2') is less than 3R, compressed air cannot flow effectively into the grooves of varying sizes for diffusion. This prevents optimal area formation and effectively increases the gas flow rate within the cavity. This prevents smoother flow of air or water through the grooves, stabilizes the flow rate, and reduces eddy currents, leading to columnar resonance and negatively impacting the drainage capacity of the grooves.

[0105] When L2 (L2') is greater than 6mm, the air column with one or both ends open formed between the tire tread groove and the road surface cannot effectively make the tread blocks emit different frequencies under certain conditions. The noise parts of different frequencies cannot offset each other, so that the tire has a resonant frequency of vibration and sound, which will cause air column resonance and increase 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 ranges from 0.2mm to 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 detrimental to the noise performance of the tire; when H1<0.3mm, the groove is too close to the tread, which reduces the tread rigidity and causes the tire to be easily bent and deformed during driving, braking or steering, which easily leads to 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 prone to 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 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, with the maximum value at the center not exceeding 0.5mm-2mm as the optimal value, and gradually decreasing in size from the center to the two ends. The specific rule is to reduce by 0.1mm-1mm in sequence, with 0.15mm being 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. Similarly, it decreases towards the two ends, which reduces the air guiding effect and cannot effectively reduce the interaction between the 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; making the air flow in the pattern groove chaotic, affecting the noise. This design method of changing the size and distance in groups enables the circumferential groove to form an area with the optimal groove width, so that the air and water flowing into the circumferential groove can flow in and be discharged in the best stage during the rolling process of the tire.

[0109] A group of concave and convex designs 14; 15 are placed in a group of 10-30 correspondingly or staggered along the side wall surfaces 103; 104 in the circumferential direction. If too few are placed, the sound wave propagation 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. 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 influence on the rigidity and durability of the pattern block.

[0110] The width of H gradually decreases in the circumferential direction C from the convex hull 90' and the concave hull 70' toward both ends. The specific rule is to decrease by 0.1mm-0.5mm in sequence, with 0.15mm being 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 0.15mm based on X, and so on, decreasing toward both ends.

[0111] The top surfaces 70a; 90a or 70a'; 90a' in the concave hull 70; 70' or the convex hull 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 hull surface 90a or 90a', the concave hull surface 70a or 70a', the side wall surfaces 103; 104 of the circumferential groove or the side wall surfaces 113; 114 of the transverse groove interact and interfere with each other, thereby controlling the occurrence of airway resonance.

[0112] Individual sets of concave-convex bump designs 14 and 15 are placed in the first central circumferential groove 62 and the second central circumferential groove 63, respectively. These can be placed in a corresponding or staggered arrangement, with the amplitudes of these various modes of sound waves varying at different circumferential locations. Ideally, 10 to 20 sets are placed along the tire's circumference. Adjacent sets of concave-convex bump designs 14 and 15 can be evenly spaced around the tire's circumference, or they can be randomly arranged.

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

[0114]

[0115] The dry and wet handling test values ​​are outdoor actual vehicle test results, and the noise test is 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' is less than 1 / 3W', the W1' value is too small, which is not conducive to the wet performance of the tire. When W1' is greater than 1 / 3W', the W1' value is too large, and the connection and reinforcement effect of the grooves is reduced when the vehicle is running, resulting in insufficient overall rigidity of the shoulder pattern blocks, thereby reducing the handling stability of the tire.

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

[0118] The width of the 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' exceeds 0.75L, the transverse groove volume decreases, reducing the tire's ability to store and drain water on slippery roads, impairing wet performance. When L3' is less than 0.25L, the transverse groove volume increases, increasing the amount of air pumped into the grooves during contact, negatively impacting tire noise. Furthermore, when tire wear reaches a certain level, the boundary index decreases, diminishing the tire's reinforcing properties and impacting handling stability.

[0120] A single set of convex and concave ridges 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 ridges 24; 25 are placed at unequal intervals in the circumferential direction of the tire and are basically parallel to each other. The unequal intervals are determined by the arrangement of various different pattern sections 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 making reasonable configurations, it is beneficial to improve the uniformity of the tire during driving and is beneficial to improving the noise performance of the tire.

[0121] The total area of ​​the upper convex humps 70; 70' is greater than the total area of ​​the concave humps 90; 90', and multiple groups of concave and convex humps 24; 25 are intermittently placed on the groove walls of the first central transverse groove 72 and the second central transverse groove 73. Each convex area cooperates with the convex area on the opposite wall, thereby mechanically preventing the relative movement of the groove walls at least when the tire contacts the road surface. This can limit 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 due to contact with the road leads to a significant reduction in losses related to the hysteresis phenomenon of the material and its deformation. Overall, it reduces the energy loss of the tire during rolling, thereby ensuring 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 common shapes such as triangle, semicircle, step, rectangle, ellipse, 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, or 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 set on specific grooves, depending on 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, and 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, and can also be fully convex, fully 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 below.

[0126]

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

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

[0129] While 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 these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A tire having a tread pattern groove wall with concave and convex grooves, comprising a tread, and four circumferential grooves extending in the tire circumference direction C and a transverse groove extending outward in the tire width direction L, characterized in that: The circumferential grooves and the transverse grooves divide the tread into a plurality of block patterns, wherein the block patterns sequentially comprise, from the inner side to the outer side of the tire, 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); 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) arranged in sequence 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) arranged in sequence from the inner side to the outer side of the tire; The tread pattern of the inner shoulder block (10) is provided with a first shoulder transverse groove (71), and the tread pattern of the outer shoulder block (50) is provided with a second shoulder transverse groove (74), and both the first shoulder transverse groove (71) and the second shoulder transverse groove (74) are designed in a wide-second wide-narrow manner; Multiple groups of concave and convex ridge 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 intermittently provided with a plurality of groups of concave and convex ridges (24, 25); The first shoulder transverse groove (71) and the second shoulder transverse groove (74) are respectively provided with a wide groove (711; 741), a sub-wide groove (712; 742) and a narrow groove (713; 743), wherein the wide groove (711; 741) is a portion of the groove on the side of the first shoulder transverse groove (71) and the second shoulder transverse groove (74) close to the ground contact end, the first shoulder transverse groove (71) is communicated with one side of the first shoulder circumferential groove (61) through the narrow groove (713), and the second shoulder transverse groove (74) is communicated with one side of the second shoulder circumferential groove (64) through the narrow groove (743), the groove wall on 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 side of the ground contact end to the side close to the first shoulder circumferential groove (61) and the second shoulder circumferential groove (64); The first central transverse groove (72) is provided on the tread pattern on the inner side close to the central block (20), and the second central transverse groove (73) is provided on the tread pattern on the outer side close to the central block (40). The first central transverse groove (72) and the second central transverse groove (73) both extend in the direction of the tire width L. In the direction of the tire width L, the first central transverse groove (72) communicates with the first shoulder circumferential groove (61), and the second central transverse groove (73) communicates with the second shoulder circumferential groove (64), and they are continuous in the direction of the tire width L.

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

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