Tire tread structure

Abstract

The invention provides a tire tread structure which comprises a plurality of longitudinal grooves formed in the width direction of a tire at intervals so as to divide a tread into a plurality of circumferential pattern parts. Communicating grooves are formed in the circumferential pattern part, the communicating grooves formed in the tire shoulder pattern part are used for communicating the longitudinal grooves with the side part of the tire, and the communicating grooves formed in the tire crown pattern part are used for communicating two adjacent longitudinal grooves; the transverse cutter grooves are provided with bent sections which are arranged in a wave shape or a broken line shape, and transverse cutter grooves are formed in the circumferential pattern part; wherein in the transverse cutter grooves which are arranged at intervals with the central plane S of the tire, the bending section of the transverse cutter groove which is positioned on the central plane S and is close to the outer side of the tire has a wave pitch S1, the bending section of the transverse cutter groove which is positioned on the central plane S and is close to the inner side of the tire has a wave pitch S2, and the wave pitch S1 and the wave pitch S2 meet the condition that S1 is greater than S2. 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 in particular to a tire tread structure. Background Art

[0002] Currently, traditional tire tread structures are typically designed for a single season and the road conditions associated with that season. For example, the tread structure of summer tires typically focuses on drainage and dry-road grip, with wide, shallow grooves and large tread blocks. However, when driving on icy and snowy winter roads, these summer tire treads fail to effectively cut into the ice and snow, resulting in a significant lack of grip. Winter tires, on the other hand, have a significantly different tread structure, often featuring deep, narrow grooves and sharp-edged tread blocks to cut through ice and drain water on icy roads. However, these winter tire treads offer significantly insufficient drainage when driving on dry roads in the summer's high temperatures, making them prone to slipping on wet roads and posing a potential driving safety hazard.

[0003] However, in the prior art, there is actually a lack of all-season tire designs that can provide stable driving under special road conditions in both summer and winter. Summary of the Invention

[0004] The main purpose of the present invention is to provide a tire tread structure to solve the problem in the prior art that tires cannot travel stably under special road conditions in both summer and winter.

[0005] In order to achieve the above-mentioned object, the present invention provides a tire tread structure, comprising: longitudinal grooves extending along the circumference of the tire, the longitudinal grooves being multiple, and the multiple longitudinal grooves being spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential pattern portions, the multiple circumferential pattern portions including two shoulder pattern portions and a crown pattern portion located between the two shoulder pattern portions; connecting grooves, the circumferential pattern portion being provided with connecting grooves, the connecting grooves arranged on the shoulder pattern portions being used to connect the longitudinal grooves and the side portions of the tire, and the connecting grooves arranged on the crown pattern portion being used to connect two adjacent longitudinal grooves; transverse sipes having curved sections arranged in a wavy or broken line shape, the circumferential pattern portion being provided with transverse sipes; wherein, among the transverse sipes spaced apart from the center plane S of the tire, the curved section of the transverse sipe located on the center plane S near the outer side of the tire has a pitch S1, and the curved section of the transverse sipe located on the center plane S near the inner side of the tire has a pitch S2, and the pitch S1 and the pitch S2 satisfy the following: S1>S2.

[0006] Furthermore, the crown tread portion includes a central tread portion and two side tread portions, at least part of the central tread portion coincides with the center plane S of the tire, and the two side tread portions are located between the shoulder tread portion and the central tread portion, and the connecting grooves provided on the two side tread portions include a first connecting groove, and the first connecting groove includes a first sub-connecting groove and a second sub-connecting groove that are interconnected; one end of the first sub-connecting groove extends to the side of the two side tread portions close to the center plane S to connect with the longitudinal groove, and the other end of the first sub-connecting groove has a preset distance from the side of the two side tread portions away from the center plane S; one end of the second sub-connecting groove extends to the groove wall of the first sub-connecting groove to connect with the first sub-connecting groove, and the other end of the second sub-connecting groove extends to the side of the two side tread portions away from the center plane S to connect with the longitudinal groove.

[0007] Furthermore, the width of the first sub-connecting groove gradually decreases along the direction from one end of the first sub-connecting groove close to the center plane S to the other end thereof; the extension direction of the first sub-connecting groove is set at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 124°≤A1≤130°.

[0008] Furthermore, the two side pattern portions arranged close to the inner side of the tire relative to the center plane S are inner crown pattern portions, the first connecting groove arranged on the inner crown pattern portion is the inner connecting groove, the second sub-connecting groove of the inner connecting groove includes a first groove and a second groove connected to each other, the first groove is arranged relative to the second groove and close to the first sub-connecting groove of the inner connecting groove, and the second groove is connected to the longitudinal groove; the first groove is arranged at a second angle A2 with the circumferential direction of the tire, and the second groove is arranged at a third angle A3 with the circumferential direction of the tire, and the second angle A2 and the third angle A3 satisfy: 50°≤A2≤56°, 77°≤A3≤83°.

[0009] Furthermore, there are multiple inner connecting grooves, and the multiple inner connecting grooves are arranged at intervals along the circumference of the tire. The connecting grooves arranged on the inner crown pattern portion also include: a second connecting groove, located between two adjacent inner connecting grooves and including a third sub-connecting groove and a fourth sub-connecting groove that are connected to each other, and the third sub-connecting groove is arranged close to the center plane S relative to the fourth sub-connecting groove; wherein, the third sub-connecting groove is arranged at a fourth angle A4 with the circumference of the tire, and the fourth sub-connecting groove is arranged at a fifth angle A5 with the circumference of the tire, and the fourth angle A4 and the fifth angle A5 satisfy: 50°≤A4≤56°, 77°≤A5≤83°.

[0010] Furthermore, the tire tread structure also includes a strip structure reinforcement portion, which has a first sub-reinforcement portion and a second sub-reinforcement portion connected to each other, and the first sub-reinforcement portion is arranged away from the center plane S relative to the second sub-reinforcement portion, and the width of the second sub-reinforcement portion gradually decreases and the height of the second sub-reinforcement portion gradually decreases along one end of the second sub-reinforcement portion connected to the first sub-reinforcement portion to the other end thereof, so as to form a first inclined surface on the second sub-reinforcement portion; wherein the strip structure reinforcement portion is arranged on the bottom of the inner connecting groove, and the first inclined surface is arranged opposite to the bottom of the inner connecting groove; and / or, the strip structure reinforcement portion is arranged on the bottom of the second connecting groove, and the first inclined surface is arranged opposite to the bottom of the second connecting groove.

[0011] Furthermore, the two side pattern portions arranged close to the outer side of the tire relative to the center plane S are outer crown pattern portions, the first connecting groove arranged on the outer crown pattern portion is the outer connecting groove, the second sub-connecting groove of the outer connecting groove is a straight groove, and the second sub-connecting groove of the outer connecting groove is arranged at a sixth angle A6 with the circumferential direction of the tire, and the sixth angle A6 satisfies: 50°≤A6≤56°.

[0012] Furthermore, there are multiple outer connecting grooves, and the multiple outer connecting grooves are arranged at intervals along the circumference of the tire. The connecting grooves arranged on the outer crown pattern portion include: a third connecting groove, located between two adjacent outer connecting grooves and including a fifth sub-connecting groove and a sixth sub-connecting groove that are connected to each other, and the sixth sub-connecting groove is arranged close to the center plane S relative to the fifth sub-connecting groove; wherein, the depth of the sixth sub-connecting groove is less than the depth of the fifth sub-connecting groove, so as to form a first structural reinforcement portion in the third connecting groove through the bottom of the sixth sub-connecting groove.

[0013] Furthermore, the connecting grooves arranged on the central tread portion include a central connecting groove, and the central connecting groove includes a seventh sub-connecting groove, an eighth sub-connecting groove and a ninth sub-connecting groove that are interconnected, and the eighth sub-connecting groove is located between the seventh sub-connecting groove and the ninth sub-connecting groove; wherein, the central connecting groove is arranged at a seventh angle A7 with the circumferential direction of the tire, and the seventh angle A7 satisfies: 57°≤A7≤63°, and the depth of the seventh sub-connecting groove and the depth of the ninth sub-connecting groove are both greater than the depth of the eighth sub-connecting groove, so as to form a second structural reinforcement portion in the central connecting groove through the bottom of the eighth sub-connecting groove.

[0014] Furthermore, there are multiple center connecting grooves, and the multiple center connecting grooves are arranged at intervals along the circumference of the tire to separate the center pattern portion into multiple center pattern blocks. In two adjacent center pattern blocks, the transverse knife groove arranged on one center pattern block is the first center knife groove, and the transverse knife groove arranged on the other center pattern block is the second center knife groove. The extension direction of the first center knife groove is set at an eighth angle A8 with the circumferential direction of the tire, and the extension direction of the second center knife groove is set at a ninth angle A9 with the circumferential direction of the tire. The eighth angle A8 and the ninth angle A9 satisfy: 55°≤A8≤61°, 117°≤A9≤123°.

[0015] Furthermore, a shoulder pattern portion is provided near the inner side of the tire relative to the center plane S as an inner shoulder pattern portion, and the connecting grooves provided on the inner shoulder pattern portion include an inner shoulder connecting groove, and the inner shoulder connecting groove is provided at a tenth angle A10 with the width direction of the tire, and the tenth angle A10 satisfies: 13°≤A10≤19°; the inner shoulder connecting groove includes a tenth sub-connecting groove, an eleventh sub-connecting groove and a twelfth sub-connecting groove that are connected to each other, and the eleventh sub-connecting groove is located between the tenth sub-connecting groove and the twelfth sub-connecting groove, and the depth of the tenth sub-connecting groove and the depth of the twelfth sub-connecting groove are both greater than the depth of the tenth sub-connecting groove, so as to form a third structural reinforcement portion in the inner shoulder connecting groove through the bottom of the eleventh sub-connecting groove.

[0016] Furthermore, a shoulder pattern portion arranged near the outer side of the tire relative to the center plane S is an outer shoulder pattern portion, and the connecting grooves arranged on the outer shoulder pattern portion include an outer shoulder connecting groove, and the outer shoulder connecting groove is arranged at an eleventh angle A11 with the circumferential direction of the tire, and the eleventh angle A11 satisfies: 5°≤A11≤11°, A11=0.5A10, and the outer shoulder connecting groove includes a thirteenth sub-connecting groove and a fourteenth sub-connecting groove that are connected to each other, and the thirteenth sub-connecting groove is arranged near the center plane S relative to the fourteenth sub-connecting groove, and the depth of the thirteenth sub-connecting groove is less than the depth of the fourteenth sub-connecting groove, so as to form a fourth structural reinforcement portion through the bottom of the thirteenth sub-connecting groove; wherein, along the width direction of the tire, the length of the eleventh sub-connecting groove is less than the length of the fourteenth sub-connecting groove.

[0017] Furthermore, the longitudinal groove adjacent to the inner shoulder pattern portion is an inner longitudinal groove, and a first recess is provided on the groove wall of the inner longitudinal groove, the first recess extends along the depth direction of the longitudinal groove and one end extends to the tread, and there are multiple first recesses, and the multiple first recesses are arranged along the circumference of the tire to form a serrated structure on the groove wall of the inner longitudinal groove; and / or, the longitudinal groove adjacent to the outer shoulder pattern portion is an outer longitudinal groove, and a second recess extending to the tread is provided on the groove wall of the outer longitudinal groove, and the size of the second recess in the tire width direction gradually decreases along the direction from the tread to the groove bottom of the outer longitudinal groove to form a second inclined surface on the inner wall of the second recess.

[0018] According to the technical solution of the present invention, a tire tread structure includes a plurality of longitudinal grooves extending circumferentially of the tire, spaced apart along the tire's width, to divide the tire tread into a plurality of circumferential pattern sections. The plurality of circumferential pattern sections include two shoulder pattern sections and a crown pattern section located between the shoulder pattern sections. The circumferential pattern sections are provided with connecting grooves. The connecting grooves provided in the shoulder pattern sections connect the longitudinal grooves with the tire's side, while the connecting grooves provided in the crown pattern section connect two adjacent longitudinal grooves. The circumferential pattern sections are provided with transverse sipes having curved sections arranged in a wavy or broken-line pattern. Among the transverse sipes spaced apart from the tire's center plane S, the curved sections located near the center plane S, closer to the tire's outer side, have a pitch S1, while the curved sections located near the center plane S, closer to the tire's inner side, have a pitch S2. The pitches S1 and S2 satisfy the following relationship: S1>S2. In this way, the tire tread structure in the present application actually forms a "snow and water drainage network" through a large number of connecting grooves arranged on the circumferential pattern portion (the connecting grooves arranged on the shoulder pattern portion and the crown pattern portion can respectively connect the longitudinal grooves and the side of the tire, and the two adjacent longitudinal grooves), which greatly improves the snow and water drainage performance of the tire, thereby ensuring that the tire has high driving stability on wet and slippery roads and icy and snowy roads (reducing the probability of slipping). The large number of transverse grooves arranged on the circumferential pattern portion can not only improve the tire's ability to cut water film, but also increase the overall friction of the tread to further adapt to wet or icy and snowy roads; on the other hand, it plays a role in balancing the rigidity of the circumferential pattern portion, increasing the flexibility of the circumferential pattern portion, and ensuring that the tread can generate a sufficiently large interaction force (mainly friction) with the summer or winter road surface (the winter road surface is frozen and uneven). At the same time, the curved section design improves the rigidity balance of the transverse sipes. Based on this, the present invention sets a larger pitch S1 for the transverse sipes located near the tire's outer side on the center plane S, resulting in greater overall rigidity for the circumferential pattern portion located near the tire's outer side on the center plane S, accommodating vehicle steering operations (when the vehicle is turning, the circumferential pattern portion located near the tire's outer side on the center plane S is the primary force-bearing portion under the action of centrifugal force). This circumferential pattern portion with greater rigidity effectively presses down on accumulated snow, thereby ensuring the tire can provide sufficient steering force during vehicle steering. As can be seen, through the combined effects of the above-mentioned designs, the tire tread structure of the present invention not only has extremely high snow and water discharge performance and can generate a sufficiently large interaction force with the running surface (preliminarily adapting to straight-line driving on wet and slippery roads in summer and icy and snowy roads in winter), but also effectively presses down on accumulated snow during steering, improving the vehicle's steering stability on icy and snowy roads. This solves the problem of prior art tires being unable to maintain stable driving under the special road conditions of both summer and winter, thereby ensuring the personal safety of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

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

[0021] Figure 2 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at aa in FIG;

[0022] Figure 3 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at position bb;

[0023] Figure 4 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at cc;

[0024] Figure 5 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at dd in FIG;

[0025] Figure 6 Shown Figure 1 Schematic diagram of the cross-section of the tire tread structure at ee.

[0026] The above drawings include the following reference numerals:

[0027] 10. Longitudinal groove; 11. Inner longitudinal groove; 111. First concave portion; 112. Sawtooth structure; 12. Outer longitudinal groove; 121. Second concave portion; 122. Second inclined surface; 13. Outer crown longitudinal groove; 14. Inner crown longitudinal groove;

[0028] 20. Shoulder tread; 21. Inner shoulder tread; 22. Outer shoulder tread;

[0029] 30. Crown tread portion; 31. Center tread portion; 311. Center tread block; 32. Inner crown tread portion; 33. Outer crown tread portion;

[0030] 40. Connecting groove; 41. First connecting groove; 411. First sub-connecting groove; 412. Second sub-connecting groove; 42. Inner connecting groove; 421. First groove; 422. Second groove; 43. Second connecting groove; 431. Third sub-connecting groove; 432. Fourth sub-connecting groove; 44. Outer connecting groove; 45. Third connecting groove; 451. Fifth sub-connecting groove; 452. Sixth sub-connecting groove; 46. Center connecting groove; 461. Seventh sub-connecting groove; 462. Eighth sub-connecting groove; 463. Ninth sub-connecting groove; 47. Inner shoulder connecting groove; 471. Tenth sub-connecting groove; 472. Eleventh sub-connecting groove; 473. Twelfth sub-connecting groove; 48. Outer shoulder connecting groove; 481. Thirteenth sub-connecting groove; 482. Fourteenth sub-connecting groove;

[0031] 50, transverse grooving; 51, curved section; 52, first center grooving; 53, second center grooving;

[0032] 60. Strip structure reinforcement portion; 61. First sub-reinforcement portion; 62. Second sub-reinforcement portion; 621. First inclined surface;

[0033] 71. First structural reinforcement portion; 72. Second structural reinforcement portion; 73. Third structural reinforcement portion; 74. Fourth structural reinforcement portion. DETAILED DESCRIPTION

[0034] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0035] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by ordinary technicians in the technical field to which this application belongs.

[0036] In the present invention, unless otherwise specified, directional words such as "up" and "down" are generally used with respect to the directions shown in the drawings, or with respect to the vertical, perpendicular or gravity directions; similarly, for ease of understanding and description, "left" and "right" are generally used with respect to the left and right shown in the drawings; "inside" and "outside" refer to the inside and outside relative to the outline of each component itself, but the above directional words are not used to limit the present invention.

[0037] In order to solve the problem in the prior art that tires cannot travel stably under special road conditions in both summer and winter, the present application provides a tire tread structure.

[0038] like Figures 1 to 6As shown, the tire tread structure includes longitudinal grooves 10, connecting grooves 40, and transverse sipes 50. The longitudinal grooves 10 extend circumferentially of the tire. There are multiple longitudinal grooves 10, spaced apart across the tire's width, to divide the tire tread into multiple circumferential tread sections. The multiple circumferential tread sections include two shoulder tread sections 20 and a crown tread section 30 located between the shoulder tread sections 20. The circumferential tread sections are provided with connecting grooves 40. The connecting grooves 40 provided on the shoulder tread sections 20 connect the longitudinal grooves 10 with the tire's sides, while the connecting grooves 40 provided on the crown tread section 30 connect two adjacent longitudinal grooves 10. The transverse sipes 50 have curved sections 51 arranged in a wavy or broken-line pattern. The transverse sipes 50 are provided on the circumferential tread sections. Among them, in the transverse sipes 50 set at intervals from the center plane S of the tire, the curved section 51 of the transverse sipe 50 located on the center plane S close to the outer side of the tire has a wave pitch S1, and the curved section 51 of the transverse sipe 50 located on the center plane S close to the inner side of the tire has a wave pitch S2, and the wave pitch S1 and the wave pitch S2 satisfy: S1>S2.

[0039] Applying the technical solution of this embodiment, the tire tread structure comprises a plurality of longitudinal grooves 10 extending circumferentially along the tire, spaced apart across the tire's width, to divide the tire tread into a plurality of circumferential pattern sections. These circumferential pattern sections include two shoulder pattern sections 20 and a crown pattern section 30 located between the shoulder pattern sections 20. The circumferential pattern sections are provided with connecting grooves 40. The connecting grooves 40 provided on the shoulder pattern sections 20 connect the longitudinal grooves 10 with the tire's sidewalls, while the connecting grooves 40 provided on the crown pattern section 30 connect two adjacent longitudinal grooves 10. The circumferential pattern sections are provided with transverse sipes 50 having curved sections 51 arranged in a wavy or broken-line pattern. Among them, in the transverse sipes 50 set at intervals from the center plane S of the tire, the curved section 51 of the transverse sipe 50 located on the center plane S close to the outer side of the tire has a wave pitch S1, and the curved section 51 of the transverse sipe 50 located on the center plane S close to the inner side of the tire has a wave pitch S2, and the wave pitch S1 and the wave pitch S2 satisfy: S1>S2. In this way, the tire tread structure in this embodiment actually forms a "snow and water drainage network" through a large number of connecting grooves 40 arranged on the circumferential pattern portion (the connecting grooves 40 arranged on the shoulder pattern portion 20 and the crown pattern portion 30 can respectively connect the longitudinal grooves 10 and the side of the tire, and the two adjacent longitudinal grooves 10), which greatly improves the snow and water drainage performance of the tire, thereby ensuring that the tire has high driving stability on wet and slippery roads and icy and snowy roads (reducing the probability of slipping). The large number of transverse knife grooves 50 arranged on the circumferential pattern portion can not only improve the tire's ability to cut water film, but also increase the overall friction of the tread to further adapt to wet or icy and snowy roads; on the other hand, it plays a role in balancing the rigidity of the circumferential pattern portion, increasing the flexibility of the circumferential pattern portion, and ensuring that the tread can generate a sufficiently large interaction force (mainly friction) with the summer or winter road surface (the winter road surface is frozen and uneven). At the same time, the design of the curved section 51 can enhance the rigidity balancing capability of the transverse sipe 50. On this basis, in this embodiment, the wave pitch S1 of the transverse sipe 50 located on the center plane S close to the outer side of the tire is set to be larger, so that the overall rigidity of the circumferential pattern portion located on the center plane S close to the outer side of the tire is larger to adapt to the steering operation of the vehicle (when the vehicle turns, under the action of centrifugal force, the circumferential pattern portion located on the center plane S close to the outer side of the tire is the main force-bearing portion), that is, the above-mentioned circumferential pattern portion with greater rigidity can effectively press down on the accumulated snow, thereby ensuring that the tire can provide sufficiently large steering force during the vehicle steering process.It can be seen that through the combined effect of the above-mentioned designs, the tire tread structure in this embodiment not only has extremely high snow and water discharge performance, and can generate a sufficiently large interaction force with the driving surface (preliminarily adapting to straight-line driving on wet and slippery roads in summer and icy and snowy roads in winter), but can also effectively press down on accumulated snow during steering, thereby improving the steering stability of the vehicle on icy and snowy roads, thereby solving the problem in the prior art that tires cannot travel stably under special road conditions in both summer and winter, and ensuring the personal safety of passengers and drivers.

[0040] In this embodiment, the curved section 51 is arranged in a wave shape.

[0041] Specifically, the wave pitch is the distance between two wave crests or two wave troughs of the curved section 51 arranged in a wave shape.

[0042] Specifically, the transverse sipes 50 arranged laterally can actually balance the rigidity of the circumferential pattern portion in the circumferential direction of the tire (ensuring that the circumferential pattern portion can undergo sufficiently large elastic deformation along the circumferential direction of the tire to generate friction in the circumferential direction of the tire), while the curved sections 51 can balance the rigidity of the circumferential pattern portion in the width direction of the tire (ensuring that the circumferential pattern portion can undergo sufficiently large elastic deformation along the width direction of the tire to generate friction in the width direction of the tire), thereby improving the rigidity balancing ability of the transverse sipes 50.

[0043] Specifically, the balance of rigidity increases the interaction force between the tread and the running surface, thereby generating greater corresponding forces such as driving force and braking force, which can comprehensively improve the driving stability of the tire (produces beneficial effects in both summer and winter).

[0044] Specifically, a smaller wave pitch means that the wave segment arrangement density per unit length is smaller, and its ability to balance the rigidity of the circumferential pattern portion in the tire width direction is weaker, so the overall rigidity is greater.

[0045] Specifically, the width of the transverse sipes 50 in this embodiment is significantly smaller than that of the connecting grooves 40 (actually between 1 and 3 mm). This means that the transverse sipes 50 have minimal drainage capabilities, and their primary function is to balance the rigidity of the circumferential tread portion. Furthermore, the transverse sipes 50 create sharp corners within each circumferential tread portion (the edges of the transverse sipes 50 extending away from their groove bottoms). These corners can break up the water film between the tread and the running surface during road pressure, preventing the formation of a complete water film between the tread and the running surface, which would reduce the tread's coefficient of friction and thereby increase the interaction force between the tread and the running surface.

[0046] Specifically, the improvement of the flexibility of the circumferential pattern portion by the transverse sipes 50 can also improve the cushioning performance of the tire, thereby improving the driving comfort of the passengers.

[0047] like Figure 1 As shown, the crown tread portion 30 includes a central tread portion 31 and side tread portions. At least a portion of the central tread portion 31 coincides with the center plane S of the tire. The side tread portions are located between the shoulder tread portion 20 and the central tread portion 31. The connecting grooves 40 provided on the side tread portions include a first connecting groove 41. The first connecting groove 41 includes a first sub-connecting groove 411 and a second sub-connecting groove 412 that communicate with each other. One end of the first sub-connecting groove 411 extends to the side surfaces of the side tread portions near the center plane S to communicate with the longitudinal groove 10. The other end of the first sub-connecting groove 411 is a predetermined distance away from the side surfaces of the side tread portions away from the center plane S. One end of the second sub-connecting groove 412 extends to the groove wall of the first sub-connecting groove 411 to communicate with the first sub-connecting groove 411. The other end of the second sub-connecting groove 412 extends to the side surfaces of the side tread portions away from the center plane S to communicate with the longitudinal groove 10. In this way, the specially arranged first connecting groove 41 makes the local rigidity of the pattern parts on both sides (the part where the first sub-connecting groove 411 and the part where the second sub-connecting groove 412 are arranged) different, so that the rigidity of the pattern parts on both sides close to the center plane S is relatively smaller, so as to increase the interaction force between the center part of the arc-shaped tread (center plane S part) and the driving surface (to better adapt to complex road conditions), and also ensure that the vehicle has higher straight-line driving stability.

[0048] like Figure 1 As shown, the width of the first sub-connecting groove 411 gradually decreases from one end of the first sub-connecting groove 411 close to the center plane S to the other end thereof. The extension direction of the first sub-connecting groove 411 is set at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 124°≤A1≤130°. In this way, the above-mentioned setting enables the first sub-connecting groove 411 to have a higher self-cleaning (foreign matter removal) ability, that is, the design of the gradual width (the opening size can be designed to be larger) makes the engagement area between the foreign matter and the groove wall smaller during the rolling process of the tire, and it is easier to be thrown out of the groove under the action of inertia, and the setting of the first angle A1 (inclination) ensures that the first sub-connecting groove 411 has a more appropriate rigid balance ability in both the tire width direction and the circumferential direction.

[0049] In this embodiment, the first angle A1 is 127°.

[0050] like Figure 1As shown, the two side tread portions disposed closer to the inner side of the tire relative to the center plane S are referred to as the inner crown tread portion 32. The first connecting groove 41 disposed on the inner crown tread portion 32 is referred to as the inner connecting groove 42. The second sub-connecting groove 412 of the inner connecting groove 42 includes a first groove 421 and a second groove 422 that are interconnected. The first groove 421 is disposed opposite the second groove 422 and closer to the first sub-connecting groove 411 of the inner connecting groove 42. The second groove 422 is connected to the longitudinal groove 10. The first groove 421 is disposed at a second angle A2 with respect to the circumferential direction of the tire, and the second groove 422 is disposed at a third angle A3 with respect to the circumferential direction of the tire. The second angle A2 and the third angle A3 satisfy the following conditions: 50°≤A2≤56°, and 77°≤A3≤83°. In this way, during straight-line driving in summer, the second grooves 422, arranged at the larger third angle A3, effectively disperse the circumferential forces acting on the tread. During cornering in winter, the first grooves 421, arranged at the smaller second angle A2, enhance the lateral grip of the inner crown tread portion 32 on the driving surface. Furthermore, these angles create a generally inverse and intersecting arrangement between the first grooves 421 and the first sub-connecting grooves 411. This cross-cut design enhances the self-cleaning properties of the inner crown tread portion 32 in all seasons, effectively preventing foreign matter such as stones, gravel, and snow from becoming lodged in the grooves, while also improving the grip of the inner crown tread portion 32 under complex road conditions.

[0051] In this embodiment, the transverse sipes 50 and the inner connecting grooves 42 provided on the inner crown pattern portion 32 are also cross-arranged, further refining the pattern block structure and improving friction in different seasons throughout the year.

[0052] In this embodiment, the second angle A2 is 53°, and the third angle A3 is 80°.

[0053] like Figure 1As shown, there are multiple inner connecting grooves 42, and the multiple inner connecting grooves 42 are arranged at intervals along the circumference of the tire. The connecting grooves 40 arranged on the inner crown pattern portion 32 also include a second connecting groove 43. The second connecting groove 43 is located between two adjacent inner connecting grooves 42 and includes a third sub-connecting groove 431 and a fourth sub-connecting groove 432 that are connected to each other. The third sub-connecting groove 431 is arranged close to the center plane S relative to the fourth sub-connecting groove 432, wherein the third sub-connecting groove 431 is arranged at a fourth angle A4 with the circumference of the tire, and the fourth sub-connecting groove 432 is arranged at a fifth angle A5 with the circumference of the tire, and the fourth angle A4 and the fifth angle A5 satisfy: 50°≤A4≤56°, 77°≤A5≤83°. It can be seen that the value ranges of the fourth angle A4, the fifth angle A5, the second angle A2 and the third angle A3 are consistent, that is, the extension direction of the third sub-connecting groove 431 is roughly the same as that of the first groove 421, and the extension direction of the fourth sub-connecting groove 432 is roughly the same as that of the second groove 422. Compared with the inner connecting groove 42, the second connecting groove 43 does not have the first sub-connecting groove 411. The purpose of this setting is to further refine and separate the structure of the inner crown pattern portion 32 and balance the rigidity, while avoiding the setting of too many first sub-connecting grooves 411, which leads to excessive rigidity at the corresponding position, and further causes the inner crown pattern portion 32 to be prone to local wear problems, thereby extending the service life of the tire.

[0054] In this embodiment, the fourth angle A4 is 53°, and the fifth angle A5 is 80°.

[0055] like Figure 1 and Figure 4 As shown, the tire tread structure further includes a strip-shaped structural reinforcement portion 60 having a first sub-reinforcement portion 61 and a second sub-reinforcement portion 62 connected to each other. The first sub-reinforcement portion 61 is disposed away from the center plane S relative to the second sub-reinforcement portion 62. The width and height of the second sub-reinforcement portion 62 gradually decrease from one end of the second sub-reinforcement portion 62 connected to the first sub-reinforcement portion 61 to the other end thereof, thereby forming a first inclined surface 621 on the second sub-reinforcement portion 62. The strip-shaped structural reinforcement portion 60 is disposed on the bottom of the inner connecting groove 42, with the first inclined surface 621 disposed opposite the bottom of the inner connecting groove 42; and / or the strip-shaped structural reinforcement portion 60 is disposed on the bottom of the second connecting groove 43, with the first inclined surface 621 disposed opposite the bottom of the second connecting groove 43. In this way, the arrangement of the strip-shaped structural reinforcement 60 can adapt to the dynamic stress conditions of the tire during driving in different seasons and on different road surfaces, dynamically adjusting the rigidity of the inner crown pattern portion 32 and thereby improving the overall durability of the tire. Furthermore, the arrangement of the first inclined surface 621 can prevent foreign matter from entering the groove and assist in its expulsion, further enhancing the tire's self-cleaning performance.

[0056] Specifically, the strip-shaped structural reinforcement portion 60 is connected to both groove walls of the groove. In fact, the strip-shaped structural reinforcement portion 60 is an integrated structure formed by a specific mold during the tire molding process.

[0057] In this embodiment, a strip-shaped structural reinforcement portion 60 is provided in both the inner communicating groove 42 and the second communicating groove 43 .

[0058] Specifically, in the inner communicating groove 42 , the first sub-reinforcement portion 61 is located in the second groove 422 , and the second sub-reinforcement portion 62 is located in the first groove 421 .

[0059] Specifically, in the second communication groove 43 , the first sub-reinforcement portion 61 is located in the fourth sub-communication groove 432 , and the second sub-reinforcement portion 62 is located in the third sub-communication groove 431 .

[0060] Specifically, the upper surface of the first sub-reinforcement portion 61 (the surface away from the groove bottom) is a plane with a depth H1 of 4.0±0.5 mm. The lowest point of the second sub-reinforcement portion 62 is the groove bottom, that is, the first inclined surface 621 is arranged in a triangular shape.

[0061] like Figure 1 As shown, the two side tread sections located near the outer side of the tire relative to the center plane S are the outer crown tread section 33. The first connecting groove 41 provided on the outer crown tread section 33 is the outer connecting groove 44. The second sub-connecting groove 412 of the outer crown tread section 33 is a linear groove. The second sub-connecting groove 412 of the outer crown tread section 33 forms a sixth angle A6 with the circumference of the tire, satisfying the following conditions: 50°≤A6≤56°. Thus, the outer crown tread section 44 employs a design similar to that of the inner connecting groove 42. The cross-cutting design of the first sub-connecting groove 411 and the second sub-connecting groove 412 balances the rigidity of the outer crown tread section 33 in both the tire width and circumferential directions, thereby enhancing the grip of the outer crown tread section 33 under complex road conditions. Furthermore, the self-cleaning properties of the outer crown tread section 33 are enhanced in all seasons, effectively preventing foreign objects such as stones, gravel, and snow from becoming lodged in the grooves.

[0062] In this embodiment, the sixth angle A6 is 53°.

[0063] like Figure 1 and Figure 6As shown, there are multiple outer connecting grooves 44 spaced apart along the circumference of the tire. The connecting grooves 40 provided on the outer crown tread portion 33 include: a third connecting groove 45 located between two adjacent outer connecting grooves 44 and comprising a fifth sub-connecting groove 451 and a sixth sub-connecting groove 452, which are interconnected. The sixth sub-connecting groove 452 is located closer to the center plane S relative to the fifth sub-connecting groove 451. The depth of the sixth sub-connecting groove 452 is less than that of the fifth sub-connecting groove 451, so that the bottom of the sixth sub-connecting groove 452 forms a first structural reinforcement portion 71 within the third connecting groove 45. This arrangement further refines the structure of the outer crown tread portion 33 and balances its rigidity while avoiding the problem of excessive number of first sub-connecting grooves 411, which would result in reduced rigidity at corresponding locations and, in turn, localized wear of the inner crown tread portion 32, thereby extending the service life of the tire. At the same time, the first structural reinforcement portion 71 can withstand a large shear force during vehicle driving and is arranged close to the center plane S. That is, whether it is frequent braking on high-temperature roads in summer or turning conditions on slippery roads in winter (the force on the center plane S of the tread is greater), the first structural reinforcement portion 71 can respond to the sudden shear force generated by the above-mentioned driving conditions, thereby resisting abnormal deformation and improving the driving stability of the vehicle.

[0064] In this embodiment, the depth H2 of the sixth sub-connecting groove 452 is 4.0±0.3 mm.

[0065] like Figure 1 and Figure 2 As shown, the connecting groove 40 provided on the central tread portion 31 includes a central connecting groove 46. The central connecting groove 46 comprises a seventh connecting groove 461, an eighth connecting groove 462, and a ninth connecting groove 463, which are interconnected. The eighth connecting groove 462 is located between the seventh connecting groove 461 and the ninth connecting groove 463. The central connecting groove 46 forms a seventh angle A7 with the circumferential direction of the tire, which satisfies the following conditions: 57°≤A7≤63°. The depths of the seventh connecting groove 461 and the ninth connecting groove 463 are both greater than the depth of the eighth connecting groove 462, thereby forming a second structural reinforcement portion 72 within the central connecting groove 46 via the bottom of the eighth connecting groove 462. Thus, the central connecting groove 46, arranged at the seventh angle, effectively breaks up water films during high-speed driving in summer, significantly improving wet grip. In winter, it promotes tread block deformation (stiffness balancing), enhancing grip on snowy or icy roads. Furthermore, the second structural reinforcement 72 resists abnormal shear forces, ensuring high driving stability and extending the tire's service life.

[0066] In this embodiment, the eighth sub-connecting groove 462 (the second structural reinforcement portion 72 ) is centrally symmetrical about the central plane S, so as to further improve its balance in resisting abnormal shear forces.

[0067] In this embodiment, the bottom of the eighth sub-connecting groove 462 has a height difference H3 with respect to the bottoms of the seventh sub-connecting groove 461 and the ninth sub-connecting groove 463 , and the height difference H3 is 2.5±0.3 mm.

[0068] like Figure 1 and Figure 2 As shown, there are multiple center connecting grooves 46, and the multiple center connecting grooves 46 are arranged at intervals along the circumference of the tire to separate the center pattern portion 31 into multiple center pattern blocks 311. In two adjacent center pattern blocks 311, the transverse knife groove 50 arranged on one center pattern block 311 is a first center knife groove 52, and the transverse knife groove 50 arranged on the other center pattern block 311 is a second center knife groove 53. The extension direction of the first center knife groove 52 is set at an eighth angle A8 with the circumferential direction of the tire, and the extension direction of the second center knife groove 53 is set at a ninth angle A9 with the circumferential direction of the tire. The eighth angle A8 and the ninth angle A9 satisfy: 55°≤A8≤61°, 117°≤A9≤123°. In this way, the above-mentioned setting is actually aimed at the most important interactive part between the tire and the driving surface (the center pattern portion 31 is further set), that is, the first center groove 52 and the second center groove 53 on the two adjacent center pattern blocks 311 are arranged crosswise, so as to further increase the friction between the tread and the driving surface in summer; when braking in winter, the rigidity of the center pattern portion 31 is balanced, the braking force is effectively dispersed, and the braking performance is improved to adapt to the driving needs of different seasons.

[0069] In this embodiment, the eighth included angle A8 is 58°, and the ninth included angle A9 is 120°.

[0070] like Figure 1 and Figure 5As shown, the shoulder pattern portion 20 disposed closer to the inner side of the tire relative to the center plane S is an inner shoulder pattern portion 21. The communication grooves 40 disposed on the inner shoulder pattern portion 21 include an inner shoulder communication groove 47. The inner shoulder communication groove 47 is disposed at a tenth angle A10 with the tire width direction, wherein the tenth angle A10 satisfies the following conditions: 13°≤A10≤19°. The inner shoulder communication groove 47 includes a tenth sub-communication groove 471, an eleventh sub-communication groove 472, and a twelfth sub-communication groove 473, which are interconnected. The eleventh sub-communication groove 472 is located between the tenth sub-communication groove 471 and the twelfth sub-communication groove 473. The depths of the tenth sub-communication groove 471 and the twelfth sub-communication groove 473 are both greater than the depth of the tenth sub-communication groove 471, thereby forming a third structural reinforcement portion 73 within the inner shoulder communication groove 47 via the bottom of the eleventh sub-communication groove 472. In this way, the inner shoulder connecting groove 47, arranged at the tenth angle, can provide rigidity balance for the inner shoulder tread portion 21, ensuring that the inner shoulder tread portion 21 can better conform to the ground and increase grip when the vehicle turns in the summer. In the winter, it ensures that the tire maintains good grip when turning on snowy or icy roads. The larger angle design improves the tire's snow removal performance when driving on snowy roads (accumulated snow or melted snow water is more easily discharged). At the same time, the third structural reinforcement portion 73 enhances the inner shoulder tread portion 21's resistance to abnormal shear, thereby adapting to the changes in lateral forces in different driving scenarios throughout the seasons.

[0071] In this embodiment, the eleventh sub-communication groove 472 has a length L1 in the tire width direction, L1 = 8 ± 3 mm, and a depth h4 = 4.0 ± 0.5 mm.

[0072] In this embodiment, the tenth included angle A10 is 16°.

[0073] like Figure 1 and Figure 3As shown, the shoulder pattern portion 20 disposed near the outer side of the tire relative to the center plane S is the outer shoulder pattern portion 22. The communication grooves 40 disposed on the outer shoulder pattern portion 22 include an outer shoulder communication groove 48. The outer shoulder communication groove 48 is disposed at an eleventh angle A11 with the tire circumferential direction, wherein the eleventh angle A11 satisfies the following conditions: 5°≤A11≤11°, A11=0.5A10. The outer shoulder communication groove 48 includes a thirteenth sub-communication groove 481 and a fourteenth sub-communication groove 482, which are interconnected. The thirteenth sub-communication groove 481 is disposed near the center plane S relative to the fourteenth sub-communication groove 482. The depth of the thirteenth sub-communication groove 481 is less than the depth of the fourteenth sub-communication groove 482, so that the fourth structural reinforcement portion 74 is formed at the bottom of the thirteenth sub-communication groove 481. In the width direction of the tire, the length of the eleventh sub-communication groove 472 is less than the length of the fourteenth sub-communication groove 482. Thus, the outer shoulder connecting groove 48, arranged at the eleventh angle, balances the rigidity of the outer shoulder tread portion 22. During high-speed cornering in summer, the smaller angle allows the outer shoulder tread portion 22 to maintain closer contact with the ground, providing strong lateral grip. In winter, this design also helps enhance the tire's handling and grip when cornering at high speed on icy or snowy roads. Furthermore, the fourth structural reinforcement 74 also mitigates abnormal shear forces, extending the tire's service life and improving its driving stability.

[0074] In this embodiment, the thirteenth sub-communication groove 481 has a length L2 in the tire width direction, where L2 = L1 + 3 mm, and a depth H5 = 4.0 ± 0.5 mm.

[0075] Specifically, given that the outer shoulder pattern portion 22 and the inner shoulder pattern portion 21 are subjected to greater stress under high-speed driving, turning and complex road conditions, the longer length L2 is set to enable it to more effectively disperse the stress, thereby ensuring the reliability of the tire during use in all seasons.

[0076] like Figure 1As shown, the longitudinal groove 10 adjacent to the inner shoulder pattern portion 21 is the inner longitudinal groove 11. A first recess 111 is provided on the groove wall of the inner longitudinal groove 11. The first recess 111 extends along the depth of the longitudinal groove 10 and extends into the tread at one end. Multiple first recesses 111 are arranged circumferentially along the tire to form a serrated structure 112 on the groove wall of the inner longitudinal groove 11. This serrated structure 112 effectively enhances tire grip. It acts like a small scraper, breaking through the water film and ensuring a sufficient direct contact area between the tire and the driving surface, thereby reducing the risk of hydroplaning. In winter, on snowy roads, the serrated structure 112 effectively embeds itself into the snow, improving grip. On icy roads, the interaction between the serrated edges and the ice increases friction, thereby enhancing the tire's overall grip and handling performance.

[0077] In this embodiment, both groove walls of the inner longitudinal groove 11 are provided with first recesses 111 , and the first recesses 111 on each groove wall are staggered in the width direction of the tire.

[0078] like Figure 1 As shown, the longitudinal groove 10 adjacent to the outer shoulder pattern portion 22 is the outer longitudinal groove 12. The groove wall of the outer longitudinal groove 12 is provided with a second recess 121 extending to the tread. The size of the second recess 121 gradually decreases along the tread to the groove bottom of the outer longitudinal groove 12, forming a second inclined surface 122 on the inner wall of the second recess 121. Thus, from a fluid dynamics perspective, in summer operating conditions, the groove wall design of the second inclined surface 122 can guide air and water flow more smoothly through the groove during tire rolling. This mechanism not only effectively reduces air and water resistance, improving tire rolling efficiency, but also suppresses noise generation to a certain extent (disrupting noise transmission and avoiding frequency resonance). Simultaneously, in winter operating conditions, the second inclined surface 122 helps drain snow from the groove, preventing snow accumulation from adversely affecting tire performance, thereby maintaining the tire's grip and handling on icy and snowy roads.

[0079] like Figure 1 As shown, the tire tread structure in this embodiment actually adopts an asymmetric pattern structure design. The asymmetric design can effectively optimize the stress state and performance of the tire in different seasons and different road conditions.

[0080] In this embodiment, the tire tread structure's crown arc length (TW) and nominal section width (SN) maintain a specific ratio of 0.85 ≤ TW / SN ≤ 0.90. Within this range, the tire achieves ideal ground pressure distribution in all seasons. This ensures uniform contact patch on hot summer roads, effectively reducing localized excessive wear, and enhances grip on cold or slippery winter roads.

[0081] like Figure 1 As shown, from the inside to the outside of the tire, four longitudinal grooves 10 separate the inner shoulder tread portion 21, the inner crown tread portion 32, the center tread portion 31, and the outer crown tread portion 33. The widths of the outer shoulder tread portion 22 and the inner crown tread portion 32 are identical to the width of the outer crown tread portion 33, both being W1. Width W1 is (13.4±0.3)% TW, while width W2 of the center tread portion 31 is (13.9±0.3)% TW. It can be seen that the width of the center tread portion 31 in this embodiment is relatively large, providing stable support and ensuring the vehicle's straight-line driving stability, whether in dry summer or snowy winter. The slightly narrower widths of the side tread portions enhance the tire's flexibility in corners and adapt to steering requirements under different road conditions in all seasons.

[0082] like Figure 1 As shown, the four longitudinal grooves 10 also include an outer crown longitudinal groove 13 and an inner crown longitudinal groove 14. The width W11 of the inner crown longitudinal groove 11 is (5.3%±0.2)%TW, the width W12 of the inner crown longitudinal groove 14 is (5.0%±0.2)%TW, the width W13 of the outer crown longitudinal groove 13 is (5.0%±0.2)%TW, and the width W14 of the outer longitudinal groove 12 is (5.3%±0.2)%TW. In this way, during heavy summer rainstorms, the wider longitudinal grooves 10 can quickly drain large amounts of accumulated water to prevent hydroplaning. On snowy winter roads, the narrower longitudinal grooves 10 can not only assist in drainage but also enhance the engagement between the tread and the running surface, improving grip.

[0083] In order to verify the effectiveness of this design, tire performance tests were conducted on tires using the tire tread structure of this embodiment and tires with the original design. The test evaluation results are as follows:

[0084] Evaluation Project Original design tires Tire using the tire tread structure of this embodiment Comfort 100 111 Wet handling 100 102 Dry handling 100 103 Wet braking 100 104 Dry braking 100 106 Snow braking 100 115 Snow handling 100 108

[0085] Specifically, the results are scored against the original tire's performance rating of 100, with higher values indicating superior performance. The specific test involves evaluating the performance of identical test vehicles equipped with the aforementioned tires while driving at the test speed on simulated urban roads at a professional testing ground.

[0086] The present application also provides a tire (not shown), which adopts the above-mentioned tire tread structure.

[0087] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0088] The tire tread structure comprises a plurality of longitudinal grooves extending circumferentially and spaced apart across the tire's width to divide the tire tread into a plurality of circumferential tread sections. The plurality of circumferential tread sections include two shoulder tread sections and a crown tread section located between the shoulder tread sections. The circumferential tread sections are provided with connecting grooves. The connecting grooves provided in the shoulder tread sections connect the longitudinal grooves with the tire's sides, while the connecting grooves provided in the crown tread section connect two adjacent longitudinal grooves. The circumferential tread sections are provided with transverse sipes having curved sections arranged in a wavy or broken-line pattern. Among the transverse sipes spaced apart from the tire's center plane S, the curved sections located near the center plane S, closer to the tire's outer side, have a pitch S1, while the curved sections located near the center plane S, closer to the tire's inner side, have a pitch S2. Pitch S1 and pitch S2 satisfy the following relationship: S1>S2. In this way, the tire tread structure in the present application actually forms a "snow and water drainage network" through a large number of connecting grooves arranged on the circumferential pattern portion (the connecting grooves arranged on the shoulder pattern portion and the crown pattern portion can respectively connect the longitudinal grooves and the side of the tire, and the two adjacent longitudinal grooves), which greatly improves the snow and water drainage performance of the tire, thereby ensuring that the tire has high driving stability on wet and slippery roads and icy and snowy roads (reducing the probability of slipping). The large number of transverse grooves arranged on the circumferential pattern portion can not only improve the tire's ability to cut water film, but also increase the overall friction of the tread to further adapt to wet or icy and snowy roads; on the other hand, it plays a role in balancing the rigidity of the circumferential pattern portion, increasing the flexibility of the circumferential pattern portion, and ensuring that the tread can generate a sufficiently large interaction force (mainly friction) with the summer or winter road surface (the winter road surface is frozen and uneven). At the same time, the curved section design improves the rigidity balance of the transverse sipes. Based on this, the present invention sets a larger pitch S1 for the transverse sipes located near the tire's outer side on the center plane S, resulting in greater overall rigidity for the circumferential pattern portion located near the tire's outer side on the center plane S, accommodating vehicle steering operations (when the vehicle is turning, the circumferential pattern portion located near the tire's outer side on the center plane S is the primary force-bearing portion under the action of centrifugal force). This circumferential pattern portion with greater rigidity effectively presses down on accumulated snow, thereby ensuring the tire can provide sufficient steering force during vehicle steering. As can be seen, through the combined effects of the above-mentioned designs, the tire tread structure of the present invention not only has extremely high snow and water discharge performance and can generate a sufficiently large interaction force with the running surface (preliminarily adapting to straight-line driving on wet and slippery roads in summer and icy and snowy roads in winter), but also effectively presses down on accumulated snow during steering, improving the vehicle's steering stability on icy and snowy roads. This solves the problem of prior art tires being unable to maintain stable driving under the special road conditions of both summer and winter, thereby ensuring the personal safety of passengers. Obviously, the embodiments described above are only part of the embodiments of the present invention, rather than all the embodiments.Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative work should fall within the scope of protection of the present invention.

[0089] 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 be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, tasks, devices, components and / or combinations thereof.

[0090] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0091] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A tire tread structure, characterized in that: include: A longitudinal groove (10) extending along the circumference of the tire, wherein the longitudinal groove (10) is multiple, and the multiple longitudinal grooves (10) are spaced apart along the width direction of the tire to separate the tread of the tire into multiple circumferential pattern portions, wherein the multiple circumferential pattern portions include two shoulder pattern portions (20) and a crown pattern portion (30) located between the two shoulder pattern portions (20); A connecting groove (40), wherein the connecting groove (40) is provided on the circumferential pattern portion, the connecting groove (40) provided on the shoulder pattern portion (20) is used to connect the longitudinal groove (10) and the side of the tire, and the connecting groove (40) provided on the crown pattern portion (30) is used to connect two adjacent longitudinal grooves (10); A transverse sipe (50) having a curved section (51) arranged in a wave shape or a broken line shape, wherein the transverse sipe (50) is arranged on the circumferential pattern portion; Among the transverse sipes (50) spaced apart from the center plane S of the tire, a curved section (51) of the transverse sipe (50) located on the center plane S close to the outer side of the tire has a wave pitch S1, and a curved section (51) of the transverse sipe (50) located on the center plane S close to the inner side of the tire has a wave pitch S2, and the wave pitch S1 and the wave pitch S2 satisfy: S1>S2.

2. The tire tread structure according to claim 1, characterized in that: The crown tread portion (30) includes a central tread portion (31) and two side tread portions, at least a portion of the central tread portion (31) coincides with a center plane S of the tire, the two side tread portions are located between the shoulder tread portion (20) and the central tread portion (31), and the connecting grooves (40) provided on the two side tread portions include a first connecting groove (41), and the first connecting groove (41) includes a first sub-connecting groove (411) and a second sub-connecting groove (412) that are connected to each other; One end of the first sub-connecting groove (411) extends to the side surfaces of the two side pattern portions close to the center plane S to communicate with the longitudinal groove (10), and the other end of the first sub-connecting groove (411) has a preset distance from the side surfaces of the two side pattern portions away from the center plane S; one end of the second sub-connecting groove (412) extends to the groove wall of the first sub-connecting groove (411) to communicate with the first sub-connecting groove (411), and the other end of the second sub-connecting groove (412) extends to the side surfaces of the two side pattern portions away from the center plane S to communicate with the longitudinal groove (10).

3. The tire tread structure according to claim 2, characterized in that: Along the direction from one end of the first sub-connecting groove (411) close to the center plane S to the other end thereof, the width of the first sub-connecting groove (411) gradually decreases; The extension direction of the first sub-connecting groove (411) is arranged at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 124°≤A1≤130°.

4. The tire tread structure according to claim 3, characterized in that: The two side pattern portions arranged close to the inner side of the tire relative to the center plane S are inner crown pattern portions (32). The first connecting groove (41) on the inner tread crown pattern portion (32) is set as the inner connecting groove (42), and the second sub-connecting groove (412) of the inner connecting groove (42) includes a first groove (421) and a second groove (422) that are connected to each other, the first groove (421) is arranged relative to the second groove (422) and close to the first sub-connecting groove (411) of the inner connecting groove (42), and the second groove (422) is connected to the longitudinal groove (10); The first groove (421) is arranged at a second angle A2 with respect to the circumference of the tire, and the second groove (422) is arranged at a third angle A3 with respect to the circumference of the tire. The second angle A2 and the third angle A3 satisfy: 50°≤A2≤56°, 77°≤A3≤83°.

5. The tire tread structure according to claim 4, characterized in that: There are a plurality of inner communicating grooves (42), and the plurality of inner communicating grooves (42) are arranged at intervals along the circumference of the tire. The communicating grooves (40) arranged on the inner crown pattern portion (32) further include: a second communication groove (43) located between two adjacent inner communication grooves (42) and comprising a third sub-communication groove (431) and a fourth sub-communication groove (432) that are communicated with each other, wherein the third sub-communication groove (431) is arranged close to the center plane S relative to the fourth sub-communication groove (432); The third sub-connecting groove (431) is arranged at a fourth angle A4 with respect to the circumference of the tire, and the fourth sub-connecting groove (432) is arranged at a fifth angle A5 with respect to the circumference of the tire, and the fourth angle A4 and the fifth angle A5 satisfy: 50°≤A4≤56°, 77°≤A5≤83°.

6. The tire tread structure according to claim 5, characterized in that: The tire tread structure further comprises a strip-shaped structural reinforcement portion (60) having a first sub-reinforcement portion (61) and a second sub-reinforcement portion (62) connected to each other, wherein the first sub-reinforcement portion (61) is arranged away from the center plane S relative to the second sub-reinforcement portion (62). Along the second sub-reinforcement portion (62) from one end connected to the first sub-reinforcement portion (61) to the other end thereof, the width of the second sub-reinforcement portion (62) gradually decreases, and the height of the second sub-reinforcement portion (62) gradually decreases, so as to form a first inclined surface (621) on the second sub-reinforcement portion (62); Wherein, the strip structure reinforcement portion (60) is arranged on the bottom of the inner connecting groove (42), and the first inclined surface (621) is arranged opposite to the bottom of the inner connecting groove (42); and / or, the strip structure reinforcement portion (60) is arranged on the bottom of the second connecting groove (43), and the first inclined surface (621) is arranged opposite to the bottom of the second connecting groove (43).

7. The tire tread structure according to claim 2, wherein: The two side pattern portions arranged near the outer side of the tire relative to the center plane S are outer crown pattern portions (33), the first connecting groove (41) on the outer crown pattern portion (33) is arranged as an outer connecting groove (44), and the second sub-connecting groove (412) of the outer connecting groove (44) is a linear groove. The second sub-connecting groove (412) of the outer connecting groove (44) is arranged at a sixth angle A6 with the circumferential direction of the tire, and the sixth angle A6 satisfies: 50°≤A6≤56°.

8. The tire tread structure according to claim 7, characterized in that: There are a plurality of outer communicating grooves (44), which are spaced apart along the circumference of the tire. The communicating grooves (40) provided on the outer crown pattern portion (33) include: a third communication groove (45) located between two adjacent outer communication grooves (44) and comprising a fifth sub-communication groove (451) and a sixth sub-communication groove (452) that are connected to each other, wherein the sixth sub-communication groove (452) is arranged close to the center plane S relative to the fifth sub-communication groove (451); The depth of the sixth sub-connecting groove (452) is less than the depth of the fifth sub-connecting groove (451), so that a first structural reinforcement portion (71) is formed in the third connecting groove (45) through the bottom of the sixth sub-connecting groove (452).

9. The tire tread structure according to claim 2, wherein: The connecting groove (40) provided on the central tread portion (31) includes a central connecting groove (46), wherein the central connecting groove (46) includes a seventh sub-connecting groove (461), an eighth sub-connecting groove (462), and a ninth sub-connecting groove (463) which are interconnected, and the eighth sub-connecting groove (462) is located between the seventh sub-connecting groove (461) and the ninth sub-connecting groove (463); The central connecting groove (46) is arranged at a seventh angle A7 with respect to the circumference of the tire, and the seventh angle A7 satisfies: 57°≤A7≤63°, and the depth of the seventh sub-connecting groove (461) and the depth of the ninth sub-connecting groove (463) are both greater than the depth of the eighth sub-connecting groove (462), so as to form a second structural reinforcement portion (72) in the central connecting groove (46) through the bottom of the eighth sub-connecting groove (462).

10. The tire tread structure according to claim 9, characterized in that: There are a plurality of central connecting grooves (46), and the plurality of central connecting grooves (46) are arranged at intervals along the circumference of the tire to separate the central tread portion (31) into a plurality of central tread blocks (311). In two adjacent center pattern blocks (311), the transverse sipe (50) provided on one center pattern block (311) is a first center sipe (52), and the transverse sipe (50) provided on the other center pattern block (311) is a second center sipe (53), an extension direction of the first center sipe (52) forms an eighth angle A8 with respect to the circumferential direction of the tire, and an extension direction of the second center sipe (53) forms a ninth angle A9 with respect to the circumferential direction of the tire, and the eighth angle A8 and the ninth angle A9 satisfy the following conditions: 55°≤A8≤61°, and 117°≤A9≤123°.

11. The tire tread structure according to claim 2, wherein: A shoulder pattern portion (20) is provided near the inner side of the tire relative to the center plane S as an inner shoulder pattern portion (21), and a connecting groove (40) provided on the inner shoulder pattern portion (21) includes an inner shoulder connecting groove (47), and the inner shoulder connecting groove (47) is provided at a tenth angle A10 with the width direction of the tire, and the tenth angle A10 satisfies the following: 13°≤A10≤19°; The inner shoulder connecting groove (47) includes a tenth sub-connecting groove (471), an eleventh sub-connecting groove (472) and a twelfth sub-connecting groove (473) that are interconnected. The eleventh sub-connecting groove (472) is located between the tenth sub-connecting groove (471) and the twelfth sub-connecting groove (473). The depth of the tenth sub-connecting groove (471) and the depth of the twelfth sub-connecting groove (473) are both greater than the depth of the tenth sub-connecting groove (471), so as to form a third structural reinforcement portion (73) in the inner shoulder connecting groove (47) through the bottom of the eleventh sub-connecting groove (472).

12. The tire tread structure according to claim 11, wherein: The shoulder pattern portion (20) arranged near the outer side of the tire relative to the center plane S is an outer shoulder pattern portion (22), and the connecting groove (40) arranged on the outer shoulder pattern portion (22) includes an outer shoulder connecting groove (48), and the outer shoulder connecting groove (48) is arranged at an eleventh angle A11 with the circumferential direction of the tire, and the eleventh angle A11 satisfies: 5°≤A11≤11°, A11=0.5A10, and the outer shoulder connecting groove (48) is arranged at an eleventh angle A11 with the circumferential direction of the tire. The communication groove (48) includes a thirteenth sub-communication groove (481) and a fourteenth sub-communication groove (482) that are interconnected. The thirteenth sub-communication groove (481) is arranged close to the center plane S relative to the fourteenth sub-communication groove (482). The depth of the thirteenth sub-communication groove (481) is less than the depth of the fourteenth sub-communication groove (482), so as to form a fourth structural reinforcement portion (74) through the bottom of the thirteenth sub-communication groove (481). Wherein, along the width direction of the tire, the length of the eleventh sub-connecting groove (472) is smaller than the length of the fourteenth sub-connecting groove (482).

13. The tire tread structure according to claim 12, wherein: The longitudinal groove (10) adjacent to the inner shoulder pattern portion (21) is an inner longitudinal groove (11), a first recess (111) is provided on the groove wall of the inner longitudinal groove (11), the first recess (111) extends along the depth direction of the longitudinal groove (10) and one end extends the tread, there are a plurality of first recesses (111), and the plurality of first recesses (111) are arranged along the circumference of the tire to form a serrated structure (112) on the groove wall of the inner longitudinal groove (11); and / or, The longitudinal groove (10) adjacent to the outer shoulder pattern portion (22) is an outer longitudinal groove (12), and a second recess (121) extending to the tread is provided on the groove wall of the outer longitudinal groove (12), and the size of the second recess (121) in the tire width direction gradually decreases in the direction from the tread to the groove bottom of the outer longitudinal groove (12), so as to form a second inclined surface (122) on the inner wall of the second recess (121).

Images