Special new energy vehicle tire with balanced high-mileage pattern structure

Abstract

The invention relates to a special new energy vehicle tire with a balanced high-mileage pattern structure, and belongs to the field of tire design. Comprising a tread and tire shoulders, a longitudinal central pattern groove is circumferentially arranged along the center of the tread, the longitudinal central pattern groove adopts a pattern groove angle gradual change design mode, two longitudinal tire shoulder pattern grooves with the same structure are arranged on the left side and the right side by taking the longitudinal central pattern groove as the center, and the longitudinal central pattern groove and the longitudinal tire shoulder pattern grooves are of longitudinal zigzag groove type structures. Central pattern strips are distributed between the adjacent longitudinal central pattern grooves and the longitudinal tire shoulder pattern grooves along the circumferential direction; tire shoulder pattern strips are arranged in the circumferential direction of the tire shoulder, water-drop-shaped cuts which are distributed in the circumferential direction are respectively designed at the concave positions of the tire shoulder pattern strips on the inner sides of the tire shoulder pattern strips, the water-drop-shaped cuts are cuts with certain angles, and the water-drop-shaped cuts extend to a central pattern strip along the zigzag back-swinging direction of a longitudinal tire shoulder pattern groove to form a transverse groove.

Description

Technical Field

[0001] The present invention relates to the technical field of tire tread design, and more specifically, to a special tire for new energy vehicles with a balanced high-mileage tread structure. Background Art

[0002] As is well known, with the strategic orientation of pure electric drive and innovations in aspects such as the chemistry of batteries and battery cells, electric drive systems, and the application scenarios of high-voltage architectures, the way is paved for the further electrification of trucks. Affected by the overall transportation environment, although the relatively high initial investment is a challenge, in the long run, the large difference between electricity prices and oil prices makes short- and medium-distance transportation more inclined towards electrification. According to relevant data predictions, by 2030, it is expected that more than 20% of global transportation will be electrified.

[0003] Affected by the battery endurance, the usage scenarios of electric heavy trucks are mainly tractors for sand and gravel transportation, urban construction waste dump trucks, mixers for construction within the urban area, special vehicles for municipal sanitation, etc., with a one-way haul distance within 300 kilometers and a daily mileage within 500 kilometers.

[0004] On the one hand, the drive mode of electric heavy trucks has changed to an electric drive mode. The electric drive has a large torque at the moment of starting, a fast starting speed, and during the starting and traveling processes, there is intense sliding friction between the tires and the road surface, which requires higher anti-deformation wear and driving performance of the tires. On the other hand, the usage scenarios of electric heavy trucks are mostly in urban and rural roads, where there are more road gravels and many curves, and the strong drive increases the risk of tire stone trapping and groove cracking.

[0005] Therefore, how to solve the above problems and design a special tire for new energy heavy trucks to avoid the problems of low wear and groove cracking caused by strong drive and the usage environment is an urgent problem for those skilled in the art to solve. Summary of the Invention

[0006] In order to overcome the deficiencies of the prior art, the present invention provides a special tire for new energy vehicles with a balanced high-mileage tread structure, avoiding the problems of low wear and groove cracking caused by strong drive and the usage environment.

[0007] The technical solution adopted by the present invention to solve its technical problems is as follows: A special tire for new energy vehicles with a balanced high-mileage tread pattern structure, including a tread and a shoulder, is characterized in that a longitudinal center tread groove is provided circumferentially along the center of the tread, and two longitudinally shoulder tread grooves with the same structure are arranged on the left and right with the longitudinal center tread groove as the center. The longitudinal center tread groove and the longitudinal shoulder tread grooves are of a longitudinal zigzag groove structure, and center tread strips are distributed circumferentially between adjacent longitudinal center tread grooves and longitudinal shoulder tread grooves; circumferentially arranged shoulder tread strips are provided on the shoulder, and circumferentially distributed "water droplet"-shaped cuts are respectively designed at the concave positions of the inner shoulder tread strips of the shoulder tread strips. The "water droplet"-shaped cuts are cuts with a certain angle, and the "water droplet"-shaped cuts extend transverse grooves along the zigzag swing direction of the longitudinal shoulder tread groove towards the center tread strip.

[0008] The cut with a certain angle is an oblique cut, and the included angle α1 between the cutting direction of the "water droplet" cut and the circumferential direction A of the tire tread pattern is 70 - 76 degrees, and the horizontal distance L between the top edge line of the cut and the concave position of the shoulder tread strip is 5 mm to 10 mm.

[0009] The transverse grooves are designed with equal width but unequal depth, and penetrate the entire center tread strip. The included angle α2 between the extension direction of the transverse grooves and the circumferential direction A of the tire tread pattern is 70 - 76 degrees. The depth of the transverse grooves extending downward along the tire surface and the depths of the circumferential longitudinal center tread groove and the longitudinal shoulder tread grooves are in a ratio of 25% - 50%. The longitudinal center tread groove and the longitudinal shoulder tread groove have the same depth but different widths and zigzag angles.

[0010] The longitudinal center tread groove adopts an equal-angle zigzag method, and the angle β between the zigzag direction of the longitudinal center tread groove and the circumferential direction A of the tire tread pattern is 22° - 23.5°.

[0011] The longitudinal shoulder tread groove adopts a zigzag swing design method. The angle γ1 between the zigzag direction of the longitudinal shoulder tread groove and the circumferential direction A of the tire tread pattern is 130° - 140°, and the angle γ2 between the swing direction of the longitudinal shoulder tread groove and the circumferential direction A of the tire tread pattern is 7° - 9°.

[0012] The width of the longitudinal center tread groove is 0.9 - 1.1 times the width of the longitudinal shoulder tread groove, and the width of the shoulder tread strip is 1.2 - 1.3 times the width of the center tread strip.

[0013] Both the bottoms of the longitudinal center tread groove and the longitudinal shoulder tread grooves are provided with a stone-discharging structure, and the relative ratio of the length, width and height of the stone-discharging structure is: 9:4:5.

[0014] The longitudinal center tread groove adopts a design method of gradually changing the angle of the tread groove.

[0015] On the outer side of the shoulder tread strip, polygonal heat dissipation grooves are equidistantly arranged along the circumferential direction of the tread. The design of the heat dissipation grooves and the "water droplet" - shaped cut are respectively distributed on the inner and outer sides of the shoulder tread strip and are arranged in a staggered manner.

[0016] The central tread strip is designed with transverse grooves along the circumferential direction. The transverse grooves have a structure with equal width and unequal depth, and the transverse grooves cut the central tread strip into several independent units.

[0017] The circumferential lengths of the several independent units are unequal (divided into three lengths: S, M, and L). The widths of the transverse grooves contained in each independent unit are equal. The ratios of the widths of the transverse grooves to the circumferential lengths of the independent units of the three lengths S, M, and L are 0.14, 0.13, and 0.12 respectively.

[0018] The independent unit is designed with "S" - shaped fine grooves and irregular knurled friction grooves. The cross - sectional shape of the knurled friction groove structure is a continuous fine groove structure.

[0019] The beneficial effects of the present invention are that it can effectively prevent the occurrence of groove cracking and uneven wear, prevent abnormal wear of the tire shoulders, and extend the service life of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present invention will be further described below in conjunction with the drawings and embodiments.

[0021] Figure 1 is a structural schematic diagram of the balanced high - mileage tread pattern in the present invention;

[0022] Figure 2 is a three - dimensional schematic diagram of the variable - angle tread grooves of the tire in the present invention;

[0023] Figure 3 is a transverse and longitudinal cross - sectional view of the transverse grooves of the central tread strip;

[0024] Figure 4 is a cross - sectional view of the knurled friction groove;

[0025] Figure 5 is a force diagram during the actual use of the tire;

[0026] Figure 6 is an actual diagram of the tread showing river - like wear;

[0027] Figure 7 is a schematic diagram of the change in the gravel squeezing into the tread grooves;

[0028] Figure 8 is an actual diagram of the phenomenon of gravel getting stuck at the bottom of the tread grooves;

[0029] Figure 9 is an actual diagram of the belt layer wear caused by the gravel squeezing in;

[0030] Figure 10 Cross-sectional view of the shoulder heat dissipation groove;

[0031] Figure 11 Cross-sectional view of the longitudinal center tread groove.

[0032] In the figure: 1. Longitudinal center tread groove; 2. Longitudinal shoulder tread groove; 3. Center tread rib; 4. Shoulder tread rib; 5. Heat dissipation groove; 6. Transverse groove; 7. Knurled friction groove; 8. Stone discharge structure; 9. "Droplet"-shaped cutting; 10. Independent unit; 11. Recessed position of the shoulder tread rib; 12. "S"-shaped fine groove; α1. Angle between the "droplet" cutting direction and the tire tread circumference; α2. Angle between the transverse groove extension direction and the circumferential line; β. Angle between the longitudinal center tread groove zigzag direction and the tread circumference; γ1. Angle between the longitudinal shoulder tread groove zigzag direction and the tread circumferential line; γ2. Angle between the longitudinal shoulder tread groove swing-back direction and the tread circumferential line; γ. Angle of the knurled structure groove wall; W1. Width of the protruding part of the knurled friction groove; W2. Width of the groove of the knurled friction groove; a. Knurled depth; β'. Angle of the longitudinal center tread groove wall; H. Tread groove depth, h1. First section of the transverse groove, h2. Second section of the transverse groove, A. Tire tread circumference, R. Arc radius of the groove bottom, R2. Arc radius of the groove bottom of the heat dissipation groove, △. Groove wall angle. Detailed implementation method

[0033] Figure 1 As shown, in this embodiment, three longitudinal zigzag grooves are distributed along the tire tread circumference. The three longitudinal zigzag grooves include a longitudinal center tread groove 1 provided along the center of the tire tread circumference, and two longitudinal shoulder tread grooves 2 with the same structure arranged on the left and right with the longitudinal center tread groove 1 as the center. Center tread ribs 3 are distributed along the circumferential direction between the adjacent longitudinal center tread groove 1 and longitudinal shoulder tread groove 2; Shoulder tread ribs 4 are arranged circumferentially on the shoulder, and "droplet"-shaped cuttings 9 distributed circumferentially are respectively designed at the recessed positions 11 of the shoulder tread ribs 4 inside the shoulder tread ribs 4. The "droplet"-shaped cuttings 9 are cuttings with a certain angle, and the "droplet"-shaped cuttings 9 extend transverse grooves 6 towards the center tread ribs 3 along the zigzag swing-back direction of the longitudinal shoulder tread grooves 2.

[0034] During the use of the tire, in addition to providing driving force, the tire will bear the resultant force of a lateral force and a longitudinal force. This resultant force has a certain angle with the tire rolling direction. The force is shown in Figure 5 , the resultant force generated by the relatively large driving force of new energy vehicles is much greater than that of traditional fuel vehicles, and the tire is more likely to show river-like wear (see Figure 6) Adjust the proportion of the tread blocks. At the same time, design a "water drop" - shaped cut 9 at the prominent position of the tread strip on the shoulder to increase the rigidity of the tread block on the shoulder. Meanwhile, the "water drop" - shaped cut reduces the stress concentration at the convex and concave positions of the tread strip on the shoulder. When the tire bears the "resultant force", river - like wear will not occur.

[0035] The widths and depths of the two longitudinal shoulder tread grooves 2 are the same. The longitudinal shoulder tread grooves 2 adopt a zigzag and pendulum design method (i.e., large - angle zigzag and small - angle pendulum), and the longitudinal center tread groove 1 adopts an equal - amplitude zigzag method (i.e., the left - and - right zigzag angles are the same). Through the asynchronous zigzag design of the longitudinal shoulder tread grooves 2 and the longitudinal center tread groove 1, the rigidity of the shoulder tread strip and the middle tread strip is effectively balanced.

[0036] The zigzag direction of the longitudinal center tread groove 1 and the angle β between the longitudinal center tread groove and the circumferential direction A of the tire tread is 22° - 23.5°. The zigzag direction of the longitudinal shoulder tread groove 2 and the angle γ1 between the longitudinal shoulder tread groove and the circumferential line of the tire tread circumferential direction A is 130° - 140°. The pendulum direction of the longitudinal shoulder tread groove 2 and the angle γ2 between the longitudinal shoulder tread groove and the circumferential line of the tire tread circumferential direction A is 7° - 9°.

[0037] The width of the longitudinal center tread groove 1 is 0.9 - 1.1 times the width of the longitudinal shoulder tread groove 2; the width of the longitudinal shoulder tread strip 4 is 1.2 - 1.3 times the width of the longitudinal center tread strip 3.

[0038] For the "water drop" - shaped oblique cut, the cutting surface and the circumferential direction A of the tire tread, that is, the angle α1 between the "water drop" cutting direction and the circumferential direction of the tire tread is 70 - 76 degrees, and the horizontal distance between the top edge of the cutting surface and the concave position 11 of the shoulder tread strip is 5 mm - 10 mm.

[0039] In this embodiment, the center tread strip 3 is designed with transverse grooves 6 along the circumferential direction. The transverse grooves are of equal - width and unequal - depth structure, and the transverse grooves cut the center tread strip 3 into several independent units 10 with unequal circumferential lengths; each independent unit 10 is designed with an "S" - shaped fine groove 12 and an irregular knurled friction groove 7 structure, and the cross - sectional shape of the knurled friction groove 7 structure is a continuous fine groove structure.

[0040] The traction and braking force during tire use describe the forces transmitted between the tire and the road under various conditions, which are necessary conditions for the controlled steering, acceleration, and braking of motor vehicles. If the upper limit of friction is exceeded, a full-slip, i.e., "skidding", phenomenon will occur. Once the tire skids, the friction with the road surface intensifies, instantly causing heat accumulation in the tire. On the one hand, heat accumulation will accelerate the wear of the tire, and on the other hand, it will lead to the early damage of the tire. Affected by the driving mode, new energy vehicles have a relatively large instantaneous torque during the tire driving and braking processes. Compared with the traditional fuel driving mode, the tire often exceeds the upper limit of friction, resulting in the tire skidding on the ground, that is, the tire driving performance is insufficient, and the tire has problems of rapid wear and early damage.

[0041] The longitudinal central tread bar 3 is designed with transverse grooves 6 of equal width and unequal depth along the circumferential direction. For the transverse and longitudinal sectional views, see Figure 3 , the transverse grooves 6 are designed with equal width and unequal depth and run through the entire central tread bar 3. The extension direction of the transverse grooves 6 is the same as the circumferential direction A of the tire tread, that is, the included angle α2 between the extension direction of the transverse grooves and the tread circumferential direction is 70 - 76 degrees. The depth h1 of the first section of the transverse groove is 25% - 35% of the tread groove depth H, and the depth h2 of the second section of the transverse groove is 35% - 50% of the tread groove depth H. Among them, the radius range of the bottom arc radius R in the longitudinal sectional view is 2 mm - 2.5 mm.

[0042] The circumferential lengths of the several independent units 10 are not equal (the lengths are divided into three types: S, M, and L). The widths of the transverse grooves 6 included in each unit are equal. The ratios of the widths of the transverse grooves to the circumferential lengths of the independent units of the three lengths S, M, and L are 0.14, 0.13, and 0.12 respectively.

[0043] The independent unit 10 is designed with an "S"-shaped fine groove 12 and an irregular knurled friction groove 7 structure. For the sectional view of the knurled friction groove 7, see Figure 4 , the angle γ of the knurled groove wall generally ranges from 4° to 6°. The width W1 of the protruding part of the knurled friction groove is generally 0.8 - 1.2 mm, the width W2 of the groove of the knurled friction groove is generally 1.0 - 1.5 mm, and the knurled depth a ranges from 5% to 10% of the tread groove depth H.

[0044] In this embodiment, through the gradual change of the angle of the longitudinal central tread groove 1 and the design of stone discharge at the groove bottom, the phenomenon of stone jamming in the tread groove and the crack at the bottom of the tread groove caused by stone jamming are prevented.

[0045] Due to the limitation of cruising range, new energy vehicles are mostly used on urban and rural roads, where vehicles will start and brake frequently. Urban and rural roads have more gravel and many turns. Compared with traditional fuel vehicles, new energy vehicles are more likely to be "squeezed into" gravel during friction with the ground, and the gravel will cause cracks in the bottom of the ditch due to cuts. If the gravel is further squeezed in and reaches the belt layer, it will cause belt wear, thereby causing early damage to the tire.

[0046] Figure 8 Shown are actual photos of stones being caught in the tire during actual use.

[0047] Figure 9 The picture shows the actual situation of the belt layer being corroded after the gravel penetrated deep into the belt layer during the actual use of the tire.

[0048] Based on this, the applicant analyzed the reasons for the stone clamping in the tire: analyzing the actual state of the stone clamping in the grooves of different depths ( Figure 7 As shown in the figure, due to the characteristics of rubber itself, the grooves on both sides are generally designed with the same angle. After the stone is caught, it will gradually extend to the bottom of the groove along the direction of the groove wall. At the same time, the groove wall rubber is cut, and the stone will be "stuck" into the groove ( Figure 8 As the tire is used for a longer time, the tread strips are repeatedly squeezed, and the stones are clamped deeper and deeper, eventually piercing the bottom of the tread groove and directly reaching the belt layer, causing the belt layer to wear and rust, and eventually causing tire damage ( Figure 9 shown).

[0049] The applicant set out to identify the cause of the stone inclusion and the cause of the belt damage.

[0050] First, the variable angle groove wall design method is adopted ( Figure 2 As shown in the figure, different from the common stone-entrapment phenomenon in the equal-angle grooves, the stone is more difficult to enter and penetrate deeper into the variable-angle grooves because of the different forces between the stone and the groove walls on both sides.

[0051] Secondly, a "stone-removing platform" design is added to the bottom of the groove. When the stone is sandwiched into the bottom of the groove and reaches the position of the stone-removing platform, the elasticity of the rubber of the "stone-removing platform" is used to prevent the stone from going deeper.

[0052] The cross section of the longitudinal center groove 1 is designed as an asymmetric U-shaped structure ( Figure 11 As shown in the figure, the groove wall is designed with a gradual angle along the circumferential direction, and the longitudinal center groove wall angle β' is gradually changed from 5° to 15°.

[0053] A dedicated stone-removing structure 8 is provided at the bottom of the longitudinal center groove 1 and the longitudinal shoulder groove 2. The stone-removing structures 8 are evenly arranged along the groove direction. The dimensions of the stone-removing structures 8 are in a length, width and height ratio of 9:4:5.

[0054] In this embodiment, equidistant and equally deep polygonal heat dissipation grooves 5 are circumferentially formed on the outer side of the shoulder tread strip 4, and the heat dissipation grooves 5 have both stress distribution and heat dissipation functions.

[0055] To ensure the anti-deformation wear resistance of the tire, the proportion of the shoulder tread strip is large, and the rigidity of the tire shoulder is large during the use of the tire, which is prone to problems such as "edge breakage" and heat concentration. To avoid the occurrence of this problem, equidistant and equally deep polygonal heat dissipation grooves 5 are circumferentially formed on the outer side of the shoulder tread strip 4.

[0056] See Figure 10 , the equally deep stress dispersion groove has a "U" shape, the depth range of the stress dispersion groove is 2-4 mm, the radius of the arc at the bottom of the groove R2 ranges from 1 to 2 mm, and the angle of the groove wall △ ranges from 3° to 5°.

[0057] The design of the heat dissipation groove 5 and the "water droplet" - shaped cut 9 are respectively distributed on the inner and outer sides of the shoulder tread strip 4 and are arranged in a staggered manner.

[0058] The above design of the special tire for new energy vehicles with a balanced high - mileage tread structure fully considers the application scenarios of new energy vehicle tires, balances the relationship between tire driving force, anti - deformation wear resistance, and heat dissipation performance, meets the higher requirements of new energy vehicles for tire performance, and has the following beneficial effects:

[0059] A longitudinal center groove 1 is provided along the circumference of the center of the tread, and two longitudinal shoulder grooves 2 of the same structure are arranged on the left and right with the longitudinal center groove 1 as the center. The longitudinal center groove 1 and the longitudinal shoulder groove 2 are longitudinal zigzag groove structures. The ratio of the groove and the rib is optimized, which can effectively reduce the uneven rigidity distribution caused by the unreasonable ratio setting and prevent the occurrence of deformed shoulder wear. The different zigzag designs of the longitudinal center groove 1 and the longitudinal shoulder groove 2 can effectively coordinate the rigidity difference between the ribs, balance the stress distribution of the entire pattern and groove, and effectively prevent the occurrence of groove cracks and eccentric wear. By designing a "water drop" shaped cut 9 with a certain angle distributed circumferentially at the concave position 11 of the shoulder rib, and cooperating with the transverse groove 6 extending to the center rib 3, the river wear caused by the high rigidity of the shoulder can be effectively prevented when the sliding friction caused by the large torque at the moment of vehicle startup. The zigzag grooves are combined with the optimized design ratio of the grooves and ribs to ensure uniform distribution of crown rigidity and uniform grounding of the crown, which can avoid shoulder wear caused by uneven rigidity when sliding friction is caused by large torque at the moment of vehicle startup. By designing a number of continuous serrated knurled friction grooves 7 along the circumference of the tread on the center rib 3, the problem of insufficient grip caused by large torque at the moment of startup is avoided, and the aesthetics of the tire is improved. Through the stone removal structure 8 and the variable angle design of the grooves, the groove bottom cracks caused by frequent stone clamping in special operating scenarios of new energy vehicles are avoided to the greatest extent, extending the service life of the tire. The polygonal equal-depth heat dissipation grooves 5 are designed at the lower part of the shoulder, which further optimize the shoulder rigidity on the one hand, and reduce the heat generated by large torque at the moment of tire startup on the other hand.

[0060] The design of the above structures is integrated to match the use characteristics of new energy vehicle tires, and the balance between the tire pattern structure's anti-eccentric wear, anti-deformation wear, grip performance and heat dissipation is considered to improve the service life of new energy vehicle tires.

Claims

1. A tire for new energy vehicles with a balanced high-mileage pattern structure, comprising a tread and a shoulder, characterized in that: A longitudinal center groove is provided along the circumference of the center of the tread. The longitudinal center groove adopts a groove angle gradient design method. Two longitudinal shoulder grooves with the same structure are provided on the left and right sides of the longitudinal center groove. The longitudinal center groove and the longitudinal shoulder groove are longitudinal zigzag groove structures. Center pattern strips are distributed along the circumferential direction between adjacent longitudinal center grooves and longitudinal shoulder grooves. A shoulder pattern strip is provided circumferentially on the shoulder, wherein the concave positions of the shoulder pattern strips on the inner sides of the shoulder pattern strips are respectively designed with circumferentially distributed "water drop" shaped cuts. The "water drop" shaped cuts are cuts with a certain angle. The "water drop" shaped cuts extend transverse grooves toward the center pattern strips along the zigzag swing direction of the longitudinal shoulder grooves. Polygonal heat dissipation grooves are equidistantly provided on the outer sides of the shoulder pattern strips along the circumference of the tread. The design of the heat dissipation grooves and the "water drop" shaped cuts are respectively distributed on the inner and outer sides of the shoulder pattern strips and are arranged in a staggered manner.

2. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1 is characterized in that The cutting at a certain angle is an oblique cutting, and the angle α1 between the cutting direction and the tire pattern circumference A is 70-76 degrees, and the lateral distance L between the cutting top edge line and the recessed position of the shoulder pattern strip is 5 mm to 10 mm.

3. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1 is characterized in that The transverse grooves are designed with equal width and unequal depth, and run through the entire center tread strip. The angle α2 between the extension direction of the transverse grooves and the circumferential direction A of the tire pattern is 70-76 degrees. The depth of the transverse grooves extending downward along the tire surface is 25%-50% of the depth of the circumferential longitudinal center pattern grooves and longitudinal shoulder pattern grooves. The longitudinal center pattern grooves and longitudinal shoulder pattern grooves have the same depth but different widths and bending angles.

4. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1 is characterized in that The longitudinal center groove is zigzag at an equal angle, and the angle β between the zigzag direction and the tire tread circumferential direction A is 22°-23.5°.

5. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1, characterized in that The longitudinal shoulder pattern groove adopts a zigzag swinging design, and the zigzag direction and the circumferential direction A of the tire pattern are at an angle γ1 of 130°-140°, and the swinging direction and the circumferential direction A of the longitudinal shoulder pattern groove are at an angle γ2 of 7°-9°.

6. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1, characterized in that The width of the longitudinal center groove is 0.9 to 1.1 times the width of the longitudinal shoulder groove, and the width of the shoulder strip is 1.2 to 1.3 times the width of the center strip.

7. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1, characterized in that The bottoms of the longitudinal center tread groove and the longitudinal shoulder tread groove are both provided with stone removal structures, and the relative ratio of the length, width and height of the stone removal structure is 9:4:

5.

8. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 1, characterized in that The central tread strip is designed with transverse grooves along the circumferential direction. The transverse grooves are of equal width and unequal depth structure, and the transverse grooves cut the central tread strip into a plurality of independent units.

9. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 8, characterized in that The circumferential lengths of the several independent units are divided into three types: S, M, and L. The width of the transverse grooves contained in each independent unit is equal. The ratio of the width of the transverse grooves in the independent units of the three lengths of S, M, and L to the circumferential length of each independent unit is 0.14, 0.13, and 0.12 respectively.

10. The tire for new energy vehicles with a balanced high mileage pattern structure according to claim 8, characterized in that The plurality of independent units are designed with an "S"-shaped fine groove and an irregular knurled friction groove, and the cross-sectional shape of the knurled friction groove structure is a continuous fine groove structure.

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