Tire tread structure

Abstract

The invention provides a tire tread structure. A plurality of longitudinal grooves of the tire tread structure are arranged at intervals in the width direction of the tire, so that the tire tread of the tire is divided into a plurality of circumferential pattern parts; transverse cutter grooves and communicating grooves are formed in the circumferential pattern part; wherein the plurality of circumferential pattern parts comprise a first tire crown pattern part, at least part of the first tire crown pattern part coincides with the central plane S of the tire, the width of the first tire crown pattern part is larger than that of the other circumferential pattern parts, and the communicating grooves formed in the first tire crown pattern part comprise first communicating grooves; the first communicating groove is provided with a bent groove, a first transverse groove and a longitudinal groove which are communicated with one another, one end of the bent groove is communicated with the longitudinal groove located on one side of the first tire crown pattern part, and one end of the first transverse groove is communicated with the longitudinal groove located on the other side of the first tire crown pattern part. According to the invention, the problem that a tire in the prior art cannot stably run under special road conditions in summer and winter is effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of tires, and more particularly, to a tire tread structure. Background Art

[0002] Currently, the tread pattern design of tires often has a seasonal orientation, that is, it is designed specifically for wet and slippery roads caused by heavy rain in summer and ice and snow roads caused by low temperature and heavy snow in winter (summer tires and winter tires). The tread grooves of summer tires are often wide and shallow to fully improve the drainage performance of the tread and ensure excellent grip in hot and dry-wet alternating environments. However, summer tires are ineffective on cold ice and snow roads. The wide grooves and corresponding tread blocks are difficult to embed in ice and snow, and it is easy to have a skidding problem. The grooves of winter tires are narrow, deep and fine to ensure that the tread blocks can be embedded in ice and snow to generate a sufficient large interaction force with the ice and snow road surface. However, in the rainy season of summer, it faces the disadvantages of easy hydroplaning, fast wear and high energy consumption.

[0003] In the prior art, for users in regions with distinct seasons or users who often travel across regions, they often purchase two sets of tires (summer tires and winter tires) to cope with the special road conditions in different summer and winter seasons by replacing tires.

[0004] However, frequent tire replacement not only increases the labor intensity of users, affects the user experience, but also easily leads to the problem of forgetting to replace, which in turn affects the service life of the tires, increases the user's usage cost, and even poses a potential safety hazard to the user's driving. Summary of the Invention

[0005] The main object of the present invention is to provide a tire tread structure to solve the problem that the tires in the prior art cannot travel stably under the special road conditions in both summer and winter seasons.

[0006] To achieve the above object, the present invention provides a tire tread structure, comprising: longitudinal grooves extending along the circumferential direction of the tire, with a plurality of longitudinal grooves spaced apart in the width direction of the tire to divide the tread of the tire into a plurality of circumferential tread portions; transverse slits provided on the circumferential tread portions; connecting grooves provided on the circumferential tread portions, with both ends of the connecting grooves extending to two side surfaces of the circumferential tread portions respectively; wherein, the plurality of circumferential tread portions include a first crown tread portion, at least a part of the first crown tread portion coincides with the center plane S of the tire, the width of the first crown tread portion is greater than the widths of the other circumferential tread portions, the connecting grooves provided on the first crown tread portion include first connecting grooves, and the first connecting grooves have a bent groove, a first transverse groove and a longitudinal groove that communicate with each other, one end of the bent groove communicates with the longitudinal groove on one side of the first crown tread portion, and one end of the first transverse groove communicates with the longitudinal groove on the other side of the first crown tread portion.

[0007] Further, the longitudinal groove communicating with the bent groove is a shoulder longitudinal groove, one end of the bent groove away from the shoulder longitudinal groove communicates with one end of the longitudinal groove to form a main groove section, and the main groove section has a plurality of communicating branch groove sections. Along the direction from the end of the main groove section communicating with the shoulder longitudinal groove to the other end thereof, the depths of the plurality of branch groove sections gradually decrease.

[0008] Further, the first transverse groove is located on the side of the main groove section away from the shoulder longitudinal groove and is arranged in a zigzag shape. The first transverse groove includes a first sub-groove section and a second sub-groove section that communicate with each other. The second sub-groove section is arranged closer to the main groove section than the first sub-groove section. The ends of the first sub-groove section and the second sub-groove section away from each other communicate with the longitudinal groove and the main groove section respectively; wherein, the depth of the second sub-groove section is less than the depth of the first sub-groove section to form a first structural strengthening portion in the first transverse groove through the bottom of the second sub-groove section. The extending direction of the first sub-groove section forms a first included angle A1 with the width direction of the tire, and the first included angle A1 satisfies: 31° ≤ A1 ≤ 39°.

[0009] Further, there are a plurality of first connecting grooves, and the plurality of first connecting grooves are spaced apart along the circumferential direction of the tire. In two adjacent first connecting grooves, the longitudinal groove of one first connecting groove communicates with the second sub-groove section of the other first connecting groove.

[0010] Further, the first connecting groove includes: a second transverse groove located between two adjacent first transverse grooves. The second transverse groove includes a first groove section and a first knife groove section that are connected to each other. The first groove section is disposed closer to the main groove section than the first knife groove section. One end of the first groove section away from the first knife groove section is connected to the main groove section, and one end of the first knife groove section away from the first groove section is connected to the longitudinal groove. Along the direction from the first groove section to the first knife groove section, the width of the first groove section gradually decreases. The extending direction of the second transverse groove forms a second included angle A2 with the width direction of the tire, and the second included angle A2 satisfies: 31° ≤ A2 ≤ 39°; and / or, a third transverse groove located between two adjacent bending grooves. The third transverse groove includes a second groove section and a second knife groove section that are connected to each other. The second groove section is disposed farther from the main groove section than the second knife groove section. One end of the second groove section away from the second knife groove section is connected to the shoulder longitudinal groove, and one end of the second knife groove section away from the second groove section is connected to the main groove section. Along the direction from the second groove section to the second knife groove section, the width of the second groove section gradually decreases. The extending direction of the third transverse groove forms a third included angle A3 with the width direction of the tire, and the third included angle A3 satisfies: 31° ≤ A3 ≤ 39°.

[0011] Further, the plurality of circumferential tread portions further includes a second crown tread portion disposed closer to the outer side of the tire than the first crown tread portion. The connecting groove provided on the second crown tread portion includes: a second connecting groove that is zigzag and includes a first sub-connecting groove, a second sub-connecting groove, and a third sub-connecting groove that are connected to each other. The second sub-connecting groove is located between the first sub-connecting groove and the third sub-connecting groove, and the first sub-connecting groove is disposed closer to the outer side of the tire than the third sub-connecting groove; wherein, the depths of both the second sub-connecting groove and the third sub-connecting groove are less than the depth of the first sub-connecting groove, so as to form a second structural strengthening portion in the second connecting groove through the bottoms of the second sub-connecting groove and the third sub-connecting groove.

[0012] Further, in the cross-section of the first sub-connecting groove, along the depth direction of the first sub-connecting groove, the first sub-connecting groove includes a first sub-connecting section and a second sub-connecting section that are connected to each other. The first sub-connecting section is disposed farther from the bottom of the first sub-connecting groove than the second sub-connecting section and forms the opening of the first sub-connecting groove. The width of the first sub-connecting section is greater than the width of the second sub-connecting section, so as to form a stop surface at the connection thereof; along the direction from the first sub-connecting groove to the second sub-connecting groove, the width of the first sub-connecting section gradually decreases, and the width of the second sub-connecting section gradually decreases.

[0013] Further, the plurality of circumferential tread portions further includes an inner shoulder tread portion, the inner shoulder tread portion is disposed closer to the inner side of the tire relative to the central plane S, and the communication grooves provided on the inner shoulder tread portion include inner shoulder communication grooves, and the inner shoulder communication grooves are disposed at a fourth angle A4 with respect to the width direction of the tire, and the fourth angle A4 satisfies: 11° ≤ A4 ≤ 19°; the inner shoulder communication grooves include a fourth sub-communication groove, a fifth sub-communication groove, and a sixth sub-communication groove that are interconnected, the fifth sub-communication groove is located between the fourth sub-communication groove and the fifth sub-communication groove, and the depths of the fourth sub-communication groove and the sixth sub-communication groove are both greater than the depth of the fifth sub-communication groove, so as to form a third structural reinforcement portion in the inner shoulder communication groove through the bottom of the fifth sub-communication groove.

[0014] Further, strip-shaped protrusions are provided on the groove walls of the inner shoulder communication grooves, the strip-shaped protrusions extend along the depth direction of the inner shoulder communication grooves, and one end of the strip-shaped protrusions away from the groove bottom of the inner shoulder communication grooves extends to the tread; wherein, there are a plurality of strip-shaped protrusions, and the plurality of strip-shaped protrusions are arranged along the extending direction of the inner shoulder communication grooves to form a serrated structure on the groove walls of the inner shoulder communication grooves.

[0015] Further, the plurality of circumferential tread portions further includes an outer shoulder tread portion, the outer shoulder tread portion is disposed closer to the outer side of the tire relative to the central plane S, and the communication grooves provided on the outer shoulder tread portion include outer shoulder communication grooves, and the outer shoulder communication grooves are disposed at a fifth angle A5 with respect to the width direction of the tire, and the fifth angle A5 satisfies: 4° ≤ A5 ≤ 10°, and between the fourth angle A4 and the fifth angle A5 satisfies: A5 = 0.5A4.

[0016] Further, the outer shoulder communication grooves include a seventh sub-communication groove and an eighth sub-communication groove that are interconnected, and the seventh sub-communication groove is disposed closer to the central plane S relative to the eighth sub-communication groove; wherein, in the cross-section of the seventh sub-communication groove, along the depth direction of the seventh sub-communication groove, the seventh sub-communication groove includes a third sub-communication section and a fourth sub-communication section that are interconnected, the third sub-communication section is disposed away from the groove bottom of the seventh sub-communication groove relative to the fourth sub-communication section and forms an opening of the seventh sub-communication groove, the width of the third sub-communication section is greater than the width of the fourth sub-communication section to form a stop surface at the connection thereof; along the direction from the seventh sub-communication groove to the eighth sub-communication groove, the width of the third sub-communication section gradually decreases.

[0017] Further, the plurality of circumferential tread portions further include an outer shoulder tread portion, a second crown tread portion, and an inner shoulder tread portion. The transverse grooves have bent segments arranged in a wavy shape. The bent segments of the transverse grooves provided on the outer shoulder tread portion and the second crown tread portion both have a wave pitch S1, and the bent segments of the transverse grooves provided on the second crown tread portion and the inner shoulder tread portion both have a wave pitch S2, and the wave pitch S1 is greater than the wave pitch S2.

[0018] Applying the technical solution of the present invention, a plurality of longitudinal grooves of the tire tread structure are arranged at intervals in the width direction of the tire to divide the tread of the tire into a plurality of circumferential tread portions. Transverse slits and connecting grooves are provided on the circumferential tread portions, and both ends of the connecting grooves extend to the two side surfaces of the circumferential tread portions respectively. Among them, the plurality of circumferential tread portions include a first crown tread portion, at least a part of the first crown tread portion coincides with the center plane S of the tire, the width of the first crown tread portion is greater than the widths of the other circumferential tread portions, and the connecting grooves provided on the first crown tread portion include a first connecting groove. The first connecting groove has a bent groove, a first transverse groove and a longitudinal groove that communicate with each other. One end of the bent groove communicates with the longitudinal groove on one side of the first crown tread portion, and one end of the first transverse groove communicates with the longitudinal groove on the other side of the first crown tread portion. In this way, a "snow and water drainage network" is actually formed on the tire tread structure in this application through a large number of connecting grooves arranged on the circumferential tread portions (the connecting grooves with both ends extending to the two side surfaces of the circumferential tread portions can respectively communicate with the longitudinal grooves and the side portions of the tire; and two adjacent longitudinal grooves), greatly improving the snow and water drainage performance of the tire, thereby ensuring that the tire has high driving stability on wet and icy roads (reducing the occurrence probability of skidding). On the one hand, a large number of transverse slits arranged on the circumferential tread portions can not only improve the tire's ability to cut the water film, but also increase the overall friction of the tread to further adapt to wet or icy roads; on the other hand, they play a role in balancing the rigidity of the circumferential tread portions, increasing the flexibility of the circumferential tread portions, and ensuring that there is a sufficient large interaction force (mainly friction force) between the tread and the summer or winter road surface (the winter road surface is frozen and uneven). On this basis, in this application, the first crown tread portion at the crown (the core contact position between the tread and the driving surface) is designed to be widened (actually increasing the area, but the rigidity also increases accordingly), and while realizing the connection of two adjacent longitudinal grooves by using the complex first connecting groove, the rigidity of the larger-area first crown tread portion is further balanced. The bent groove, the first transverse groove and the longitudinal groove with different extension directions and shapes can realize the local rigidity differentiation of the first crown tread portion to cope with more complex road conditions. At the same time, the larger-area first crown tread portion can also provide greater grip compared with other circumferential tread portions, making the tire have stronger handling performance and being more conducive to coping with the complex road conditions in summer and winter, thereby solving the problem that the tires in the prior art cannot drive stably in the special road conditions in summer and winter, and ensuring the personal safety of the passengers and drivers. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The specification drawings forming a part of the present application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0020] Figure 1 Shows a partial front view of an embodiment of a tire tread structure according to the present invention;

[0021] Figure 2 Shows Figure 1 A schematic cross-sectional view taken along line a-a of the tire tread structure in;

[0022] Figure 3 Shows Figure 1 A schematic cross-sectional view taken along line b-b of the tire tread structure in;

[0023] Figure 4 Shows Figure 1 A schematic cross-sectional view taken along line c-c of the tire tread structure in;

[0024] Figure 5 Shows Figure 1 A schematic cross-sectional view taken along line d-d of the tire tread structure in;

[0025] Figure 6 Shows Figure 1 A schematic cross-sectional view taken along line e-e of the tire tread structure in.

[0026] Wherein, the above-mentioned drawings include the following reference numerals:

[0027] 10, longitudinal groove; 11, inner shoulder longitudinal groove; 12, crown longitudinal groove; 13, outer shoulder longitudinal groove;

[0028] 20, transverse sipe; 21, bent section; 22, inner shoulder transverse sipe; 23, inner crown transverse sipe; 24, outer crown transverse sipe; 25, outer shoulder transverse sipe;

[0029] 30, connecting groove; 31, first connecting groove; 311, bent groove; 312, first transverse groove; 3121, first sub-groove section; 3122, second sub-groove section; 313, longitudinal groove; 314, main groove section; 3141, branch groove section; 315, second transverse groove; 3151, first groove section; 3152, first sipe section; 316, third transverse groove; 3161, second groove section; 3162, second sipe section; 32, second connecting groove; 321, first sub-connecting groove; 3211, first sub-connecting section; 3212, second sub-connecting section; 322, second sub-connecting groove; 323, third sub-connecting groove; 33, inner shoulder connecting groove; 331, fourth sub-connecting groove; 332, fifth sub-connecting groove; 333, sixth sub-connecting groove; 34, outer shoulder connecting groove; 341, seventh sub-connecting groove; 3411, third sub-connecting section; 3412, fourth sub-connecting section; 342, eighth sub-connecting groove;

[0030] 40. First crown tread pattern portion; 50. Second crown tread pattern portion; 60. Inner shoulder tread pattern portion; 70. Outer shoulder tread pattern portion;

[0031] 81. First structural reinforcement portion; 82. Second structural reinforcement portion; 83. Third structural reinforcement portion; 84. First structural reinforcement member; 85. Second structural reinforcement member;

[0032] 90. Serrated structure; 91. Strip-shaped protrusion; 100. Strip-shaped chamfer. Detailed implementation manner

[0033] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the drawings and in combination with the embodiments.

[0034] It should be pointed out that unless otherwise specified, all technical and scientific terms used in the present application have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present application belongs.

[0035] In the present invention, unless otherwise stated, the orientation terms such as "upper, lower" are usually in the direction shown in the drawings, or in the vertical, perpendicular or gravitational direction; similarly, for the convenience of understanding and description, "left, right" are usually in the left and right shown in the drawings; "inner, outer" refer to the inner and outer relative to the contour of each component itself, but the above orientation terms do not limit the present invention.

[0036] In order to solve the problem that the existing tires cannot drive stably under the special road conditions in summer and winter, the present application provides a tire tread structure.

[0037] As Figures 1 to 6 shown, the tire tread structure includes longitudinal grooves 10, transverse knife grooves 20 and connecting grooves 30. The longitudinal grooves 10 extend along the circumferential direction of the tire, and a plurality of longitudinal grooves 10 are arranged at intervals in the width direction of the tire to divide the tread of the tire into a plurality of circumferential tread pattern portions. Transverse knife grooves 20 are provided on the circumferential tread pattern portions. Connecting grooves 30 are provided on the circumferential tread pattern portions, and both ends of the connecting grooves 30 extend to the two side surfaces of the circumferential tread pattern portions respectively. Among them, the plurality of circumferential tread pattern portions include a first crown tread pattern portion 40. At least a part of the first crown tread pattern portion 40 coincides with the center plane S of the tire. The width of the first crown tread pattern portion 40 is greater than the widths of the other circumferential tread pattern portions. The connecting groove 30 provided in the first crown tread pattern portion 40 includes a first connecting groove 31. The first connecting groove 31 has a bent groove 311, a first transverse groove 312 and a longitudinal groove 313 that are interconnected. One end of the bent groove 311 is connected to the longitudinal groove 10 on one side of the first crown tread pattern portion 40, and one end of the first transverse groove 312 is connected to the longitudinal groove 10 on the other side of the first crown tread pattern portion 40.

[0038] Applying the technical solution of this embodiment, a plurality of longitudinal grooves 10 of the tire tread structure are arranged at intervals in the width direction of the tire to divide the tire tread into a plurality of circumferential tread portions. Transverse slits 20 and connecting grooves 30 are provided on the circumferential tread portions, and both ends of the connecting grooves 30 extend to the two side surfaces of the circumferential tread portions respectively. Among them, the plurality of circumferential tread portions include a first crown tread portion 40. At least a part of the first crown tread portion 40 coincides with the center plane S of the tire. The width of the first crown tread portion 40 is greater than the widths of the other circumferential tread portions. The connecting grooves 30 provided on the first crown tread portion 40 include a first connecting groove 31. The first connecting groove 31 has a bent groove 311, a first transverse groove 312 and a longitudinal groove 313 that communicate with each other. One end of the bent groove 311 communicates with the longitudinal groove 10 on one side of the first crown tread portion 40, and one end of the first transverse groove 312 communicates with the longitudinal groove 10 on the other side of the first crown tread portion 40. In this way, a "snow and water drainage network" is actually formed on the tire tread structure in this embodiment through a large number of connecting grooves 30 arranged on the circumferential tread portions (the connecting grooves with both ends extending to the two side surfaces of the circumferential tread portions can respectively communicate with the longitudinal grooves 10 and the side portions of the tire; and two adjacent longitudinal grooves 10), greatly improving the snow and water drainage performance of the tire, thereby ensuring that the tire has high driving stability on wet and icy roads (reducing the occurrence probability of slipping). On the one hand, a large number of transverse slits 20 arranged on the circumferential tread portions can not only improve the tire's ability to cut the water film, but also increase the overall friction of the tread, so as to further adapt to wet or icy roads; on the other hand, they play a role in balancing the rigidity of the circumferential tread portions, increasing the flexibility of the circumferential tread portions, and ensuring that there is a sufficient large interaction force (mainly friction force) between the tread and the summer or winter roads (the winter roads are frozen and uneven). On this basis, in this embodiment, the first crown tread portion 40 at the crown (the core contact position between the tread and the driving surface) is designed to be widened (actually increasing the area, but the rigidity also increases accordingly), and while realizing the connection of two adjacent longitudinal grooves 10 by using the complex first connecting groove 31, the rigidity of the larger-area first crown tread portion 40 is further balanced. The bent groove 311, the first transverse groove 312 and the longitudinal groove 313 with different extension directions and shapes can realize the local rigidity differentiation of the first crown tread portion 40 to cope with more complex road conditions. At the same time, the larger-area first crown tread portion 40 can also provide greater grip compared with other circumferential tread portions, making the tire have stronger controllability and being more conducive to coping with the complex road conditions in summer and winter, thus solving the problem that the tires in the prior art cannot drive stably under the special road conditions in summer and winter, and ensuring the personal safety of the passengers and drivers.

[0039] Specifically, the horizontally arranged horizontal knife grooves 20 (or other horizontal grooves can also be used) can actually balance the rigidity of the circumferential tread portion in the circumferential direction of the tire (ensuring that the circumferential tread portion can undergo a sufficient amount of elastic deformation along the circumferential direction of the tire to generate frictional force in the circumferential direction of the tire), while the longitudinally arranged longitudinal grooves 313 can balance the rigidity of the circumferential tread portion in the width direction of the tire (ensuring that the circumferential tread portion can undergo a sufficient amount of elastic deformation along the width direction of the tire to generate frictional force in the width direction of the tire), and the bent design of the bent groove 311 and the subsequent inclined design grooves can balance the rigidity of the circumferential tread portion in both the circumferential and width directions of the tire. Of course, the differences in specific structures (such as shape and size) will also cause corresponding changes in the rigidity balance ability, thereby generating local rigidity differences.

[0040] Specifically, the balance of rigidity enables a greater interaction force between the tread and the driving surface, generating corresponding forces such as greater driving force and braking force, and comprehensively (beneficial effects can be generated in both summer and winter) improving the driving stability of the tire.

[0041] Specifically, the groove width of the horizontal knife grooves 20 in this embodiment is actually much smaller than that of the connecting grooves 30 (actually 1 - 3 mm), that is, the drainage capacity of the horizontal knife grooves 20 is weak, and its main function is to balance the rigidity of the circumferential tread portion. In addition, the horizontal knife grooves 20 form edges (the edges of the horizontal knife grooves 20 far from their groove bottoms) on each circumferential tread portion, and these edges can cut the water film between the tread and the driving surface during the process of pressing down on the road surface, so as to prevent the formation of a complete water film between the tread and the driving surface, which would lead to a reduction in the friction coefficient of the tread, and thus can increase the interaction force between the tread and the driving surface.

[0042] Specifically, the improvement of the flexibility of the circumferential tread portion by the horizontal knife grooves 20 can also improve the buffering performance of the tire, and thus improve the driving comfort of the passengers.

[0043] In this embodiment, the bent groove 311 is actually arc-shaped to guide and drain the accumulated water on the road surface during the extrusion of the tread, so as to improve the drainage performance of the tire.

[0044] In this embodiment, the relationship between the nominal section width SN of the tire and the total crown arc length TAW (the width TAW of the tread contact area) of the tire satisfies: 0.86 ≤ TAW / SN ≤ 0.9. In this way, the above setting can ensure that the tread contacts the ground evenly during driving, effectively disperse the vehicle load, reduce local wear of the tread, and improve the handling performance.

[0045] In this embodiment, there are three longitudinal grooves 10, and the three longitudinal grooves 10 divide the tread into two shoulder tread portions and two crown tread portions located between the two shoulder tread portions.

[0046] As Figure 1 shown, the longitudinal groove 10 communicating with the bending groove 311 is the shoulder longitudinal groove. One end of the bending groove 311 away from the shoulder longitudinal groove communicates with one end of the longitudinal groove 313 to form the main groove section 314. The main groove section 314 has a plurality of communicating branch groove sections 3141. Along the direction from the end of the main groove section 314 communicating with the shoulder longitudinal groove to the other end thereof, the depths of the plurality of branch groove sections 3141 gradually decrease. In this way, the above arrangement ensures that the main groove section 314 as a whole has a sufficiently large snow and water storage space, and at the same time has the ability to drain snow and water. By means of the branch groove sections 3141 with smaller depths, the local rigidity of the first crown tread part 40 is enhanced, so that the local rigidity difference of the first crown tread part 40 is greater, to adapt to more complex road conditions and enhance the grip of the tire under complex road conditions.

[0047] In this embodiment, there are two shoulder longitudinal grooves, including the inner shoulder longitudinal groove 11 and the outer shoulder longitudinal groove 13. The inner shoulder longitudinal groove 11 is arranged closer to the inner side of the tire relative to the center plane S, and the outer shoulder longitudinal groove 13 is arranged closer to the outer side of the tire relative to the center plane S.

[0048] As Figure 3 shown, there are two branch groove sections 3141 (the bending groove 311 and the longitudinal groove 313 respectively), the depths of the two branch groove sections 3141 are h4 and h5 respectively, and the depth of the inner shoulder longitudinal groove 11 is h6. Wherein, h4 = (1 / 2)h5, and h6 - 2.5mm ≤ h5 ≤ h6 - 2mm.

[0049] As Figure 1As shown in the figure, the first transverse groove 312 is located on the side of the main groove section 314 away from the shoulder longitudinal groove and is arranged in a zigzag shape. The first transverse groove 312 includes a first sub-groove section 3121 and a second sub-groove section 3122 that are connected to each other. The second sub-groove section 3122 is arranged closer to the main groove section 314 than the first sub-groove section 3121. The ends of the first sub-groove section 3121 and the second sub-groove section 3122 away from each other are respectively connected to the longitudinal groove 10 and the main groove section 314. Among them, the depth of the second sub-groove section 3122 is less than the depth of the first sub-groove section 3121, so as to form a first structural strengthening part 81 in the first transverse groove 312 through the bottom of the second sub-groove section 3122. The extending direction of the first sub-groove section 3121 is set at a first included angle A1 with the width direction of the tire, and the first included angle A1 satisfies: 31° ≤ A1 ≤ 39°. In this way, the above setting of the zigzag-shaped first transverse groove 312 and its first sub-groove section 3121 can perform more complex rigidity balance to adapt to more complex road conditions, and the setting of the first structural strengthening part 81 strengthens the structure at the connection position between the first transverse groove 312 and the main groove section 314 (the second sub-groove section 3122 is connected to the main groove section 314, and the structural strength at the connection position is weaker), so as to avoid the problems of block chipping and abnormal wear of the tread blocks caused by too small rigidity, and further extend the service life of the tire.

[0050] In this embodiment, the first included angle A1 is 35°.

[0051] As Figure 1 shown in the figure, there are multiple first communication grooves 31, and the multiple first communication grooves 31 are arranged at intervals along the circumferential direction of the tire. Among two adjacent first communication grooves 31, the longitudinal groove 313 of one first communication groove 31 is connected to the second sub-groove section 3122 of the other first communication groove 31. In this way, the above setting realizes the mutual connection between two adjacent first communication grooves 31 on the one hand, that is, a "snow and water drainage network" is separately formed on the first tread pattern part 40 with a larger width, further improving the snow and water drainage performance of the tire; on the other hand, it makes the first structural strengthening part 81 located at the connection of three grooves, thereby strengthening the structure of the more vulnerable connection part, and further extending the service life of the tire.

[0052] As Figure 1As shown in the figure, the first connecting groove 31 includes a second transverse groove 315 and a third transverse groove 316. The second transverse groove 315 is located between two adjacent first transverse grooves 312. The second transverse groove 315 includes a first groove segment 3151 and a first knife groove segment 3152 that communicate with each other. The first groove segment 3151 is arranged closer to the main groove segment 314 than the first knife groove segment 3152. One end of the first groove segment 3151 away from the first knife groove segment 3152 communicates with the main groove segment 314, and one end of the first knife groove segment 3152 away from the first groove segment 3151 communicates with the longitudinal groove 10. Along the direction from the first groove segment 3151 to the first knife groove segment 3152, the width of the first groove segment 3151 gradually decreases. The extending direction of the second transverse groove 315 is set at a second angle A2 with respect to the width direction of the tire, and the second angle A2 satisfies: 31° ≤ A2 ≤ 39°; and / or, the third transverse groove 316 is located between two adjacent bending grooves 311. The third transverse groove 316 includes a second groove segment 3161 and a second knife groove segment 3162 that communicate with each other. The second groove segment 3161 is arranged farther away from the main groove segment 314 than the second knife groove segment 3162. One end of the second groove segment 3161 away from the second knife groove segment 3162 communicates with the shoulder longitudinal groove, and one end of the second knife groove segment 3162 away from the second groove segment 3161 communicates with the main groove segment 314. Along the direction from the second groove segment 3161 to the second knife groove segment 3162, the width of the second groove segment 3161 gradually decreases. The extending direction of the third transverse groove 316 is set at a third angle A3 with respect to the width direction of the tire, and the third angle A3 satisfies: 31° ≤ A3 ≤ 39°. In this way, the complex structures of the second transverse groove 315 and the third transverse groove 316 further balance the rigidity of the relatively large and complete treads between two adjacent first transverse grooves 312 and between two adjacent bending grooves 311, so as to increase the local difference in tread rigidity and adapt to more complex road conditions. At the same time, the second transverse groove 315 and the third transverse groove 316 also have a certain drainage capacity, thereby improving the drainage performance of the tire.

[0053] In this embodiment, the second transverse groove 315 is arranged between two adjacent first transverse grooves 312, and the third transverse groove 316 is arranged between two adjacent bending grooves 311.

[0054] In this embodiment, the second angle A2 is 35°, and the third angle A3 is 35°.

[0055] In this embodiment, the transverse knife groove 20 provided on the first crown tread part 40 is the inner crown transverse knife groove 23. The inner crown transverse knife groove 23 and the first transverse groove 312 (the second transverse groove 315, the third transverse groove 316) are arranged in a cross pattern to improve the adaptability and grip of the tire under different road conditions. At the same time, the small knife grooves cut the tread blocks to form elastic edges, which can also enhance the microscopic grip of the tread on the ice and snow road surface.

[0056] In this embodiment, the first communication groove 31 formed by the above settings forms a unique dendritic bionic structure. This unique groove arrangement improves the drainage efficiency on the one hand; on the other hand, it enhances the grip of the tread on complex road conditions, especially the lateral grip on ice and snow roads.

[0057] As Figure 1 shown, the plurality of circumferential tread portions further include a second crown tread portion 50. The second crown tread portion 50 is arranged closer to the outer side of the tire than the first crown tread portion 40. The communication groove 30 provided on the second crown tread portion 50 includes a second communication groove 32. The second communication groove 32 is arranged in a zigzag shape and includes a first sub-communication groove 321, a second sub-communication groove 322, and a third sub-communication groove 323 that are interconnected. The second sub-communication groove 322 is located between the first sub-communication groove 321 and the third sub-communication groove 323. The first sub-communication groove 321 is arranged closer to the outer side of the tire than the third sub-communication groove 323. Among them, the depths of the second sub-communication groove 322 and the third sub-communication groove 323 are both smaller than the depth of the first sub-communication groove 321, so as to form a second structural strengthening portion 82 in the second communication groove 32 through the bottoms of the second sub-communication groove 322 and the third sub-communication groove 323. In this way, while the second communication groove 32 realizes the communication between two adjacent longitudinal grooves 10, it can also generate a complex rigid balance force through its complex structural design (i.e., the first sub-communication groove 321, the second sub-communication groove 322, and the third sub-communication groove 323; and the second structural strengthening portion 82 formed by the second sub-communication groove 322 and the third sub-communication groove 323) to enhance the local rigidity difference of the second crown tread portion 50, thereby enhancing the adaptability of the tire to complex road surfaces.

[0058] In this embodiment, the width of the first crown tread portion 40 is (30.0 ± 0.3)% TAW, and the width of the second crown tread portion 50 is (14.8 ± 0.5)% TAW. The width of the first crown tread portion 40 is twice the width of the second crown tread portion 50 to ensure that the area of the first crown tread portion 40 is large enough, so as to enhance the steering performance of the tire through the relatively large friction force generated during the driving of the tire, and further enhance the handling performance of the tire.

[0059] As Figure 1 and Figure 2As shown, in the cross-section of the first sub-connecting groove 321, along the depth direction of the first sub-connecting groove 321, the first sub-connecting groove 321 includes a first sub-connecting section 3211 and a second sub-connecting section 3212 that are interconnected. The first sub-connecting section 3211 is arranged farther from the bottom of the first sub-connecting groove 321 than the second sub-connecting section 3212 and forms the opening of the first sub-connecting groove 321. The width of the first sub-connecting section 3211 is greater than the width of the second sub-connecting section 3212 to form a stop surface at the connection between the two; along the direction from the first sub-connecting groove 321 to the second sub-connecting groove 322, the width of the first sub-connecting section 3211 gradually decreases, and the width of the second sub-connecting section 3212 gradually decreases. In this way, the first sub-connecting section 3211 and the second sub-connecting section 3212 with a gradually changing width help to increase the liquid flow velocity and improve the drainage performance of the tread; and since the width of the first sub-connecting section 3211 is greater than the width of the second sub-connecting section 3212, the tread rubber below the stop surface further forms a second structural reinforcement 85 to enhance the structural strength at the first sub-connecting groove 321. Cooperating with the second structural reinforcement part 82, it can improve the ability of the second crown pattern part 50 to cope with sudden shear forces, reduce the possibility of the pattern blocks chipping off, and improve the wear resistance and handling stability of the tire.

[0060] In this embodiment, the second structural reinforcement 85 is a triangular prism structure.

[0061] In this embodiment, the second crown pattern part 50 is arranged closer to the outer side of the tire relative to the central plane S, and the first crown pattern part 40 is located on the side closer to the inner side of the tire of the second crown pattern part 50.

[0062] Specifically, when the vehicle is turning, due to the influence of centrifugal force and inertia, the combined force on the tread on the side closer to the outer side of the tire of the central plane S is greater. Especially when making a sharp turn, sudden shear forces are generated, which are extremely likely to cause the pattern blocks to chip off and be damaged. In this embodiment, the second structural reinforcement 85 and the second structural reinforcement part 82 formed by the tread rubber below the stop surface are used to comprehensively improve the structural strength around the groove, which can not only extend the service life of the tire but also produce a better steering and handling effect.

[0063] As Figure 2 shown, the height of the second sub-connecting section 3212 is h3, and h3 = (2.5 ± 0.3) mm, that is, the height of the second structural reinforcement 85 formed by the tread rubber below the stop surface is h3.

[0064] In this embodiment, the transverse knife grooves 20 provided on the second crown pattern part 50 are outer crown transverse knife grooves 24. These fine knife grooves can further balance the rigidity of the second crown pattern part 50, increase the friction of the tread on a wet and slippery road surface, and improve the grip.

[0065] Specifically, the corner (zigzag design) and the groove depth variation design of the second connecting groove 32 can improve the biting property of the edge of the second connecting groove 32 on the ice and snow road surface, thereby enhancing the snow performance of the tire.

[0066] As Figure 1 shown, the plurality of circumferential tread portions further include an inner shoulder tread portion 60, and the inner shoulder tread portion 60 is disposed closer to the inner side of the tire relative to the center plane S. The connecting groove 30 disposed on the inner shoulder tread portion 60 includes an inner shoulder connecting groove 33, and the inner shoulder connecting groove 33 is disposed at a fourth included angle A4 with respect to the width direction of the tire. The fourth included angle A4 satisfies: 11° ≤ A4 ≤ 19°. The inner shoulder connecting groove 33 includes a fourth sub-connecting groove 331, a fifth sub-connecting groove 332, and a sixth sub-connecting groove 333 that are connected to each other. The fifth sub-connecting groove 332 is located between the fourth sub-connecting groove 331 and the fifth sub-connecting groove 332. The depths of the fourth sub-connecting groove 331 and the sixth sub-connecting groove 333 are both greater than the depth of the fifth sub-connecting groove 332, so as to form a third structural strengthening portion 83 in the inner shoulder connecting groove 33 through the bottom of the fifth sub-connecting groove 332. In this way, the zigzag-shaped inner shoulder connecting groove 33 enables the tire to maintain good grip when turning on a snow-covered or icy road surface, and the setting of the relatively large fourth included angle A4 can improve the snow discharge performance of the tire when driving on an ice and snow ground, ensuring effective snow grip of the tire. The third structural strengthening portion 83 can locally strengthen the structure of the inner shoulder tread portion 60 to increase the local rigidity difference of the inner shoulder tread portion 60 and adapt to complex road conditions.

[0067] In this embodiment, the fourth included angle A4 is 15°.

[0068] In this embodiment, the fifth sub-connecting groove 332 has a length L1 in the width direction of the tire, and L1 = 10 ± 3 mm, which is the corresponding length of the third structural strengthening portion 83.

[0069] In this embodiment, the fourth sub-connecting groove 331 has a length L2 in the width direction of the tire, and L2 = 10 ± 3 mm, and the length L1 and the length L2 are equal.

[0070] As Figure 4 shown, the third structural strengthening portion 83 has a height h7 with respect to the bottom of the fourth sub-connecting groove 331 (the sixth sub-connecting groove 333), and h7 = 4.5 ± 0.5 mm.

[0071] In this embodiment, strip chamfers 100 are provided on both groove walls of the inner shoulder longitudinal groove 11. The extending direction of the strip chamfers 100 is the same as that of the inner shoulder longitudinal groove 11. The inner wall of the strip chamfer 100 is triangular. The strip chamfers 100 on the two groove walls are arranged in one-to-one correspondence, and the directions of their width reduction are opposite. In this way, when driving on a wet road, the triangular inner wall of the strip chamfer 100 can increase the opening area of the groove, improve the drainage efficiency and increase the grounding area; when driving on an ice road, the triangular inner wall can also form a micro "serrated" structure to increase the friction between the tread and the ice and snow road surface.

[0072] In this embodiment, the transverse knife grooves 20 provided on the inner shoulder tread portion 60 are inner shoulder transverse knife grooves 22. These fine knife grooves can further balance the rigidity of the inner shoulder tread portion 60, increase the friction of the tread on a wet and slippery road surface, and improve the grip.

[0073] As Figure 1 shown, strip protrusions 91 are provided on the groove walls of the inner shoulder connecting groove 33. The strip protrusions 91 extend along the depth direction of the inner shoulder connecting groove 33, and one end of the strip protrusions 91 far from the groove bottom of the inner shoulder connecting groove 33 extends to the tread. Among them, there are multiple strip protrusions 91, and the multiple strip protrusions 91 are arranged along the extending direction of the inner shoulder connecting groove 33 to form a serrated structure 90 on the groove walls of the inner shoulder connecting groove 33. The above settings make corresponding serrated edges formed on the tread to further improve the embedding effect of the tread on the ice and snow road surface and the ability to cut the water film on the wet road surface, so as to increase the friction force under the corresponding road conditions.

[0074] As Figure 1 shown, the multiple circumferential tread portions further include an outer shoulder tread portion 70. The outer shoulder tread portion 70 is arranged closer to the outer side of the tire relative to the central plane S. The connecting groove 30 provided on the outer shoulder tread portion 70 includes an outer shoulder connecting groove 34. The outer shoulder connecting groove 34 is arranged at a fifth included angle A5 with respect to the width direction of the tire. The fifth included angle A5 satisfies: 4° ≤ A5 ≤ 10°, and between the fourth included angle A4 and the fifth included angle A5, it satisfies: A5 = 0.5A4. The outer shoulder connecting groove 34 includes a seventh sub-connecting groove 341 and an eighth sub-connecting groove 342 that are interconnected. The seventh sub-connecting groove 341 is arranged closer to the central plane S than the eighth sub-connecting groove 342. In this way, the outer shoulder connecting groove 34 with a zigzag design and the above setting of the fifth included angle A5 enables the tire to maintain good grip when turning under complex road conditions.

[0075] As 、 Figure 1 and Figure 5As shown, in the cross-section of the seventh sub-connecting groove 341, along the depth direction of the seventh sub-connecting groove 341, the seventh sub-connecting groove 341 includes a third sub-connecting segment 3411 and a fourth sub-connecting segment 3412 that are interconnected. The third sub-connecting segment 3411 is arranged farther from the bottom of the seventh sub-connecting groove 341 than the fourth sub-connecting segment 3412 and forms the opening of the seventh sub-connecting groove 341. The width of the third sub-connecting segment 3411 is greater than the width of the fourth sub-connecting segment 3412 to form a stop surface at the connection between the two. Along the direction from the seventh sub-connecting groove 341 to the eighth sub-connecting groove 342, the width of the third sub-connecting segment 3411 gradually decreases. The above design is actually similar to the design of the first sub-connecting groove 321, that is, the third sub-connecting segment 3411 with a gradually changing width helps to increase the liquid flow velocity and improve the drainage performance of the tread; and since the width of the third sub-connecting segment 3411 is greater than the width of the fourth sub-connecting segment 3412, the tread rubber below the stop surface further forms a first structural reinforcement 84 to enhance the structural strength at the seventh sub-connecting groove 341, thereby improving the ability of the outer shoulder tread part 70 to cope with sudden shear forces, reducing the possibility of block chipping of the tread blocks, and improving the wear resistance and handling stability of the tire.

[0076] In this embodiment, the first structural reinforcement 84 is a triangular prism structure.

[0077] In this embodiment, the seventh sub-connecting groove 341 has a length L3 in the width direction of the tire, L3 = 12 ± 3 mm, that is, the first structural reinforcement 84 has a length L3 in the width direction of the tire.

[0078] In this embodiment, the depth of the seventh sub-connecting groove 341 is h8, h8 = 4.0 ± 0.5 mm, and the height of the first structural reinforcement 84 relative to the bottom of the seventh sub-connecting groove 341 is h9, (1 / 3)h8 ≤ h9 ≤ (2 / 3)h8.

[0079] In this embodiment, the transverse grooves 20 provided on the outer shoulder tread part 70 are outer shoulder transverse grooves 25. These fine grooves can further balance the rigidity of the outer shoulder tread part 70, increase the friction of the tread on a wet road surface, and improve the grip.

[0080] As Figure 6 shown, the plurality of circumferential tread parts further include an outer shoulder tread part 70, a second crown tread part 50, and an inner shoulder tread part 60. The transverse groove 20 has a bent section 21 arranged in a wavy shape. The bent sections 21 of the transverse grooves 20 provided on the outer shoulder tread part 70 and the second crown tread part 50 both have a wave pitch S1, and the bent sections 21 of the transverse grooves 20 provided on the second crown tread part 50 and the inner shoulder tread part 60 both have a wave pitch S2, and the wave pitch S1 is greater than the wave pitch S2.

[0081] In this embodiment, the bent section is arranged in a wavy shape.

[0082] Specifically, the wave pitch is the distance between two wave crests or two wave troughs of the bent section arranged in a wavy shape.

[0083] Specifically, a smaller wave pitch means a smaller arrangement density of the wave segments per unit length, and its ability to balance the rigidity of the circumferential tread portion in the tire width direction is weaker, so the overall rigidity is greater to adapt to the characteristic that the overall force on the tread near the outer side of the tire center plane S is greater caused by vehicle turning, so as to optimize the grip and drainage performance of the outer shoulder area under different road conditions.

[0084] In this embodiment, the three longitudinal grooves 10 further include a crown longitudinal groove 12, and the crown longitudinal groove 12 is located between the first crown tread portion 40 and the second crown tread portion 50.

[0085] In this embodiment, the width of the outer shoulder longitudinal groove 13 is (4.8% ± 0.2)% TAW, the width of the crown longitudinal groove 12 is (5.2% ± 0.2)% TAW, and the width of the inner shoulder longitudinal groove 11 is (5.4% ± 0.2)% TAW. These longitudinal grooves 10 cooperate with the connecting grooves 30 to form an efficient drainage network, effectively improving the drainage performance of the tire.

[0086] In this embodiment, within the ground contact area of width TAW, the ground contact rate of the tread is set to (64 ± 2)%. A suitable ground contact rate can ensure uniform wear of the tire, extend the service life of the tire, and at the same time improve the handling performance and stability of the tire.

[0087] In order to verify the effectiveness of the design of this design solution, a tire with the tire tread structure in this embodiment was used to conduct a performance test on the tire with the original design tire, and the test evaluation results are as follows:

[0088] Figure 1 Evaluation items Original design tire Tire with the tread structure of the tire in this embodiment 72 71 European label noise dB 1.25 1.32 European wet grip coefficient 8.6 7.8 European rolling resistance coefficient 1.08 1.13 European snow traction index North American F1805 snow traction index 113 118

[0089] Specifically, the larger the European label noise, European wet grip coefficient, European snow traction index, and North American F1805 snow traction index, the better the performance, and the smaller the European rolling resistance coefficient, the better the performance.

[0090] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0091] A plurality of longitudinal grooves of the tire tread structure are arranged at intervals in the width direction of the tire to divide the tread of the tire into a plurality of circumferential tread portions. Transverse slits and connecting grooves are provided on the circumferential tread portions, and both ends of the connecting grooves extend to two side surfaces of the circumferential tread portions respectively. Among them, the plurality of circumferential tread portions include a first crown tread portion, at least a part of the first crown tread portion coincides with the center plane S of the tire, the width of the first crown tread portion is greater than the widths of the other circumferential tread portions, and the connecting grooves provided on the first crown tread portion include a first connecting groove. The first connecting groove has a bent groove, a first transverse groove and a longitudinal groove that communicate with each other. One end of the bent groove communicates with a longitudinal groove on one side of the first crown tread portion, and one end of the first transverse groove communicates with a longitudinal groove on the other side of the first crown tread portion. In this way, a "snow and water drainage network" is actually formed on the tire tread structure of the present application through a large number of connecting grooves arranged on the circumferential tread portions (the connecting grooves extending to two side surfaces of the circumferential tread portions can respectively communicate with the longitudinal grooves and the side portions of the tire; and two adjacent longitudinal grooves). The snow and water drainage performance of the tire is greatly improved, thereby ensuring that the tire has high driving stability on wet and icy roads (reducing the occurrence probability of slipping). On the one hand, a large number of transverse slits arranged on the circumferential tread portions can not only improve the tire's ability to cut the water film, but also increase the overall friction of the tread to further adapt to wet or icy roads; on the other hand, it plays a role in balancing the rigidity of the circumferential tread portions, increasing the flexibility of the circumferential tread portions, and ensuring that there is a sufficient large interaction force (mainly friction force) between the tread and the summer or winter road surface (the winter road surface is frozen and uneven). On this basis, the present application has widened the design of the first crown tread portion at the crown (the core contact position between the tread and the driving surface) (actually increasing the area, but the rigidity also increases accordingly), and uses the complex first connecting groove to connect two adjacent longitudinal grooves while further balancing the rigidity of the larger-area first crown tread portion. The bent groove, the first transverse groove and the longitudinal groove with different extending directions and shapes can realize the local rigidity difference of the first crown tread portion to cope with more complex road conditions. At the same time, the larger-area first crown tread portion can also provide greater grip compared with other circumferential tread portions, making the tire have stronger handling performance and being more conducive to coping with the complex road conditions in summer and winter. Furthermore, the problem that the tires in the prior art cannot drive stably under the special road conditions in summer and winter is solved, ensuring the personal safety of the passengers and drivers.

[0092] Obviously, the above-described embodiments are only a part of the embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0093] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should also be understood that when the terms "comprise" and / or "include" are used in this specification, they specify the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0094] It should be noted that the terms "first", "second", etc. in the description and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order different from those illustrated or described herein.

[0095] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A tire tread structure, characterized in that, Comprising: Longitudinal grooves (10) extending along the circumferential direction of the tire, with a plurality of the longitudinal grooves (10), and the plurality of longitudinal grooves (10) being spaced along the width direction of the tire to divide the tread of the tire into a plurality of circumferential tread portions; Transverse sipes (20) provided on the circumferential tread portions; Connecting grooves (30) provided on the circumferential tread portions, with two ends of the connecting grooves (30) respectively extending to two sides of the circumferential tread portions; Among them, the plurality of circumferential tread portions include a first crown tread portion (40), at least a part of the first crown tread portion (40) coinciding with the center plane S of the tire, the width of the first crown tread portion (40) being greater than the widths of the other circumferential tread portions, and the connecting grooves (30) provided on the first crown tread portion (40) including a first connecting groove (31), the first connecting groove (31) having a bent groove (311), a first transverse groove (312) and a longitudinal groove (313) that are interconnected, one end of the bent groove (311) being connected to a longitudinal groove (10) on one side of the first crown tread portion (40), and one end of the first transverse groove (312) being connected to a longitudinal groove (10) on the other side of the first crown tread portion (40).

2. The tire tread structure according to claim 1, characterized in that, The longitudinal groove (10) connected to the bent groove (311) is a shoulder longitudinal groove, one end of the bent groove (311) away from the shoulder longitudinal groove being connected to one end of the longitudinal groove (313) to form a main groove section (314), the main groove section (314) having a plurality of interconnected branch groove sections (3141), and in the direction from the end of the main groove section (314) connected to the shoulder longitudinal groove to the other end thereof, the depths of the plurality of branch groove sections (3141) gradually decrease.

3. The tire tread structure according to claim 2, wherein The first transverse groove (312) is located on a side of the main groove section (314) away from the shoulder longitudinal groove and is arranged in a zigzag shape. The first transverse groove (312) includes a first sub-groove section (3121) and a second sub-groove section (3122) that are interconnected, the second sub-groove section (3122) being arranged closer to the main groove section (314) than the first sub-groove section (3121), and the end portions of the first sub-groove section (3121) and the second sub-groove section (3122) away from each other being respectively connected to the longitudinal groove (10) and the main groove section (314). Among them, the depth of the second sub-groove section (3122) is less than the depth of the first sub-groove section (3121) to form a first structural strengthening portion (81) in the first transverse groove (312) through the bottom of the second sub-groove section (3122), and the extending direction of the first sub-groove section (3121) is set at a first included angle A1 with the width direction of the tire, and the first included angle A1 satisfies: 31° ≤ A1 ≤ 39°.

4. The tire tread structure according to claim 3, characterized in that, The first communication grooves (31) are multiple, and the multiple first communication grooves (31) are arranged at intervals along the circumferential direction of the tire. Among two adjacent first communication grooves (31), the longitudinal groove (313) of one first communication groove (31) communicates with the second sub-groove section (3122) of the other first communication groove (31).

5. The tire tread structure according to any one of claims 2 to 4, characterized in that, The first communication groove (31) includes: A second transverse groove (315), which is located between two adjacent first transverse grooves (312). The second transverse groove (315) includes a first groove section (3151) and a first knife groove section (3152) that communicate with each other. The first groove section (3151) is arranged closer to the main groove section (314) than the first knife groove section (3152). One end of the first groove section (3151) away from the first knife groove section (3152) communicates with the main groove section (314), and one end of the first knife groove section (3152) away from the first groove section (3151) communicates with the longitudinal groove (10). Along the direction from the first groove section (3151) to the first knife groove section (3152), the width of the first groove section (3151) gradually decreases. The extending direction of the second transverse groove (315) forms a second included angle A2 with the width direction of the tire, and the second included angle A2 satisfies: 31° ≤ A2 ≤ 39°; and / or, A third transverse groove (316), which is located between two adjacent bending grooves (311). The third transverse groove (316) includes a second groove section (3161) and a second knife groove section (3162) that communicate with each other. The second groove section (3161) is arranged farther from the main groove section (314) than the second knife groove section (3162). One end of the second groove section (3161) away from the second knife groove section (3162) communicates with the shoulder longitudinal groove, and one end of the second knife groove section (3162) away from the second groove section (3161) communicates with the main groove section (314). Along the direction from the second groove section (3161) to the second knife groove section (3162), the width of the second groove section (3161) gradually decreases. The extending direction of the third transverse groove (316) forms a third included angle A3 with the width direction of the tire, and the third included angle A3 satisfies: 31° ≤ A3 ≤ 39°.

6. The tire tread structure according to claim 1, characterized in that, The multiple circumferential tread portions further include a second crown tread portion (50). The second crown tread portion (50) is arranged closer to the outer side of the tire than the first crown tread portion (40). The communication grooves (30) provided on the second crown tread portion (50) include: The second connecting groove (32) is arranged in a zigzag shape and includes a first sub-connecting groove (321), a second sub-connecting groove (322) and a third sub-connecting groove (323) which are connected to each other. The second sub-connecting groove (322) is located between the first sub-connecting groove (321) and the third sub-connecting groove (323). The first sub-connecting groove (321) is arranged closer to the outer side of the tire than the third sub-connecting groove (323). Wherein, the depth of the second sub-connecting groove (322) and the depth of the third sub-connecting groove (323) are both smaller than the depth of the first sub-connecting groove (321), so as to form a second structural strengthening part (82) in the second connecting groove (32) through the bottoms of the second sub-connecting groove (322) and the third sub-connecting groove (323).

7. The tire tread structure according to claim 6, characterized in that In the cross-section of the first sub-connecting groove (321), along the depth direction of the first sub-connecting groove (321), the first sub-connecting groove (321) includes a first sub-connecting segment (3211) and a second sub-connecting segment (3212) which are connected to each other. The first sub-connecting segment (3211) is arranged farther from the groove bottom of the first sub-connecting groove (321) than the second sub-connecting segment (3212) and forms the opening of the first sub-connecting groove (321). The width of the first sub-connecting segment (3211) is greater than the width of the second sub-connecting segment (3212), so as to form a stop surface at the connection thereof; Along the direction from the first sub-connecting groove (321) to the second sub-connecting groove (322), the width of the first sub-connecting segment (3211) gradually decreases, and the width of the second sub-connecting segment (3212) gradually decreases.

8. The tire tread structure according to claim 1, characterized in that The plurality of circumferential tread portions further include an inner shoulder tread portion (60). The inner shoulder tread portion (60) is arranged closer to the inner side of the tire than the central plane S. The connecting groove (30) arranged on the inner shoulder tread portion (60) includes an inner shoulder connecting groove (33). The inner shoulder connecting groove (33) is arranged at a fourth included angle A4 with the width direction of the tire. The fourth included angle A4 satisfies: 11° ≤ A4 ≤ 19°; The inner shoulder connecting groove (33) includes a fourth sub-connecting groove (331), a fifth sub-connecting groove (332) and a sixth sub-connecting groove (333) which are connected to each other. The fifth sub-connecting groove (332) is located between the fourth sub-connecting groove (331) and the fifth sub-connecting groove (332). The depth of the fourth sub-connecting groove (331) and the depth of the sixth sub-connecting groove (333) are both greater than the depth of the fifth sub-connecting groove (332), so as to form a third structural strengthening part (83) in the inner shoulder connecting groove (33) through the bottom of the fifth sub-connecting groove (332).

9. The tire tread structure according to claim 8, wherein a strip-shaped protrusion (91) is provided on the groove wall of the inner shoulder connecting groove (33), the strip-shaped protrusion (91) extends along the depth direction of the inner shoulder connecting groove (33), and one end of the strip-shaped protrusion (91) away from the groove bottom of the inner shoulder connecting groove (33) extends to the tread; wherein, there are a plurality of the strip-shaped protrusions (91), and the plurality of strip-shaped protrusions (91) are arranged along the extending direction of the inner shoulder connecting groove (33) to form a serrated structure (90) on the groove wall of the inner shoulder connecting groove (33).

10. The tire tread structure according to claim 8, wherein the plurality of circumferential tread portions further include an outer shoulder tread portion (70), the outer shoulder tread portion (70) is arranged closer to the outer side of the tire relative to the central plane S, and the connecting groove (30) provided on the outer shoulder tread portion (70) includes an outer shoulder connecting groove (34), and the outer shoulder connecting groove (34) is arranged at a fifth included angle A5 with respect to the width direction of the tire, the fifth included angle A5 satisfies: 4° ≤ A5 ≤ 10°, and between the fourth included angle A4 and the fifth included angle A5 satisfies: A5 = 0.5A4.

11. The tire tread structure according to claim 10, wherein the outer shoulder connecting groove (34) includes a seventh sub-connecting groove (341) and an eighth sub-connecting groove (342) that are connected to each other, and the seventh sub-connecting groove (341) is arranged closer to the central plane S than the eighth sub-connecting groove (342); wherein, in the cross-section of the seventh sub-connecting groove (341), along the depth direction of the seventh sub-connecting groove (341), the seventh sub-connecting groove (341) includes a third sub-connecting section (3411) and a fourth sub-connecting section (3412) that are connected to each other, the third sub-connecting section (3411) is arranged away from the groove bottom of the seventh sub-connecting groove (341) relative to the fourth sub-connecting section (3412) and forms the opening of the seventh sub-connecting groove (341), the width of the third sub-connecting section (3411) is greater than the width of the fourth sub-connecting section (3412) to form a stop surface at the connection thereof; along the direction from the seventh sub-connecting groove (341) to the eighth sub-connecting groove (342), the width of the third sub-connecting section (3411) gradually decreases.

12. The tire tread structure according to claim 1, characterized in that, The plurality of the circumferential tread portions further include an outer shoulder tread portion (70), a second crown tread portion (50), and an inner shoulder tread portion (60). The transverse grooves (20) have bent segments (21) arranged in a wavy shape. The bent segments (21) of the transverse grooves (20) provided on the outer shoulder tread portion (70) and the second crown tread portion (50) both have a wave pitch S1, and the bent segments (21) of the transverse grooves (20) provided on the second crown tread portion (50) and the inner shoulder tread portion (60) both have a wave pitch S2. The wave pitch S1 is greater than the wave pitch S2.

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