Block pattern tire tread and pneumatic tire

Abstract

The invention relates to the technical field of tire production, and discloses a blocky pattern tire tread and a pneumatic tire, the blocky pattern tire tread comprises a plurality of blocky patterns, at least the blocky patterns in contact with the ground form tread textures, the tread textures form at least one group of concave-convex structures for dividing the blocky patterns, the concave-convex structures extend along the surfaces of the blocky patterns through grooves, and the grooves extend along the surfaces of the blocky patterns. And the depth H1 of the groove is greater than or equal to 0.2 mm and less than or equal to 2mm. According to the invention, a plurality of groups of concave-convex structures are formed to divide the surface layer of the block-shaped patterns, so that the hardness of the surface layer is reduced under the condition that regular arrangement of the block-shaped patterns on the tread is not damaged, the absorption of impact energy when the tire is in contact with the ground is improved, and the noise in the tire running process is reduced; and therefore, the tire can comprehensively consider the driving performance, the wetland drainage performance and the low-noise requirement.

Description

Technical Field

[0001] This invention relates to the field of tire manufacturing technology, specifically to a block pattern tire tread and a pneumatic tire. Background Technology

[0002] With the rapid development of the logistics industry and the advancement of vehicle electrification, the performance requirements for heavy-duty vehicle tires are increasing. They not only need excellent wear resistance, driving performance, and wet grip, but also higher demands for comfort and low noise levels. Block tread tires, which feature a block pattern on their tread, offer significant advantages in driving and wet performance due to their unique structural design. Specifically, the block tread pattern, through the combination of wide lateral and longitudinal grooves, provides strong driving force and effective water drainage when the vehicle accelerates, climbs hills, or travels on slippery surfaces, preventing slippage and ensuring driving safety. Block tread tires are particularly preferred in mountainous, hilly, and rainy terrain, where the lateral grooves effectively propel the vehicle forward stably, while the longitudinal grooves work together to drain water and ensure wet grip.

[0003] However, block-pattern tires generate significant noise at high speeds. The periodic impacts from the tread blocks against the ground, combined with air resonance within the grooves, make tire noise a major source of vehicle noise, severely impacting ride comfort. Various solutions have been proposed in the prior art to reduce noise. For example, Michelin, in patent CN114829162A, proposed a structure with protrusions within the longitudinal grooves, which function as both a noise barrier and a stone removal mechanism. The longitudinally distributed protrusions block sound wave propagation within the grooves, thereby reducing noise. While this solution improves noise performance to some extent, its noise barrier structure significantly hinders water flow in the longitudinal grooves, reducing drainage efficiency. On wet roads, this decreased drainage performance weakens wet grip, affecting driving safety. Therefore, this solution struggles to achieve ideal noise reduction while maintaining traction and wet-weather performance.

[0004] In summary, existing methods for noise reduction by setting up barrier structures within trenches often come at the cost of sacrificing drainage performance and cannot fully meet the requirements of drive, wetland, and low noise. Summary of the Invention

[0005] To address the issue that existing pneumatic tires with block-patterned treads cannot fully meet the requirements of driving performance, wet conditions, and low noise, this invention provides a block-patterned tire tread and a pneumatic tire, with the specific technical solution as follows: A block pattern tire tread, wherein the tread is formed with a plurality of block patterns, at least the block patterns in contact with the ground are formed with tread texture, and the tread texture is formed with at least one set of concave and convex structures for dividing the block patterns, the concave and convex structures extending along the surface of the block patterns as grooves, the depth H1 of the grooves satisfying: 0.2mm≤H1≤2mm.

[0006] Furthermore, the top of the groove near the tread is the open end, and the top width W1 satisfies: 0.2mm≤W1≤2mm, and the bottom width W3 of the groove away from the tread satisfies: 0.2mm≤W3≤1mm.

[0007] Furthermore, the concave-convex structure includes at least two parallel grooves, and the spacing W2 between adjacent grooves satisfies: 0.6mm≤W2≤2mm.

[0008] Furthermore, the feature is that the concave-convex structure includes at least one groove and at least one protrusion, the groove and the protrusion are arranged in parallel, the axial side of the protrusion coincides with or is symmetrical to the axial side of the groove, and the height of the protrusion is height H2, which satisfies: 0.1mm≤H2≤1mm.

[0009] Furthermore, the single set of concave-convex structures can be formed into circumferential concave-convex structures, axial concave-convex structures, or oblique concave-convex structures according to the length direction; in a single block pattern, the tread texture can be composed of several sets of concave-convex structures with the same length direction, or it can be composed of several sets of circumferential concave-convex structures and several sets of axial concave-convex structures, or it can be composed of several sets of circumferential concave-convex structures and several sets of oblique concave-convex structures, or it can be composed of several sets of axial concave-convex structures and several sets of oblique concave-convex structures, or it can be composed of several sets of circumferential concave-convex structures, several sets of axial concave-convex structures, and several sets of oblique concave-convex structures.

[0010] Preferably, the tread pattern extends along the surface of the block pattern until both ends along the length direction are in contact with the sides of the block pattern.

[0011] Preferably, the tread pattern extends along the surface of the block pattern until only one end along the length direction contacts the side of the block pattern.

[0012] Preferably, the tread pattern is formed at both ends of the block pattern along the rolling direction of the tire.

[0013] Preferably, the tread pattern is formed at the front end of the second block pattern along the tire rolling direction, and the second block pattern is symmetrical about the tire's axial center plane.

[0014] An inflatable tire comprising a block-patterned tire tread.

[0015] As can be seen from the above technical solution, the present invention has the following beneficial effects: This invention forms a surface layer with several sets of concave and convex structures dividing the block pattern. Without disrupting the regular arrangement of the block pattern on the tread, it reduces the surface hardness, thereby improving its ability to absorb the impact energy when the tire contacts the ground, thus reducing tire noise during driving. This allows the tire to comprehensively meet the requirements of driving performance, wet drainage performance, and low noise. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the radial cross-sectional structure of a single block pattern in this invention; Figure 2 This is a schematic diagram of the radial cross-sectional structure of one embodiment of a single block pattern in this invention; Figure 3 This is a schematic diagram of the radial cross-sectional structure of one embodiment of a single block pattern in this invention; Figure 4 This is a schematic diagram of the radial cross-sectional structure of one embodiment of a single block pattern in this invention; Figure 5 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 6 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 7 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 8 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 9 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 10 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 11 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention; Figure 12 This is a top view of the grounding area of ​​one embodiment of the block pattern II in this invention; Figure 13 This is a top view of the grounding area of ​​one embodiment of the block pattern in this invention.

[0017] In the picture: 1. Block pattern; 2. Tread texture; 21. Groove; 22. Raised; 3. Block pattern two. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] In the description of the embodiments of the present invention, it should be noted that the terms "inner", "outer", "upper", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0020] Example 1 like Figure 1 As shown, this embodiment is a block pattern tire tread, the tread is formed with a plurality of block patterns 1, characterized in that at least the block patterns 1 in contact with the ground are formed with tread texture 2, the tread texture 2 is formed with at least a set of concave and convex structures for dividing the block patterns 1, the concave and convex structures extend along the surface of the block patterns 1 with grooves 21, and the depth H1 of the grooves 21 satisfies: 0.2mm≤H1≤2mm.

[0021] Specifically, the tread has several rows of block patterns 1 formed along the axial direction. The sides of each block pattern 1 are parallel and asymmetrical about the axial center plane of the tire, so that circumferential grooves are formed between adjacent rows of block patterns 1. When the tread comes into contact with a wet ground, the water on the ground is discharged through the circumferential grooves, ensuring its grip on wet and slippery surfaces. Secondly, the block patterns 1 in the same row are evenly distributed along the circumference, so that axial grooves are formed between adjacent block patterns 1 in the same row. This can increase the contact area between the tread and the ground and ensure the friction force applied by the ground to the tread, thereby improving its grip and improving the tire's driving performance.

[0022] Secondly, the area where the tire tread contacts the ground is the ground contact area. The surface of the block pattern 1 in contact with the ground inevitably forms a tread texture 2. This tread texture 2 consists of several sets of concave-convex structures parallel to the tire tread in the length direction. These concave-convex structures form several grooves 21, which can divide the surface layer of the block pattern 1, reducing its surface strength and thus improving the cushioning performance and noise absorption capacity of the block pattern 1. Furthermore, the depth direction of the grooves 21 is radial to the tire. As the depth H1 increases, the strength of the divided surface layers of a single block pattern 1 decreases. When H1 > 2 mm, the surface strength of the block pattern 1 becomes too low, reducing its support effect on the ground and consequently causing the wheel... During tire acceleration, the pressure exerted on the ground by the tire surface is largely absorbed by the surface layer of the block pattern 1, thereby reducing the force exerted on the tire surface and reducing the tire's driving performance. When the depth H1 of the groove 21 decreases, the strength of the surface layers of a single block pattern 1 increases until H1 < 0.2 mm. At this point, the surface strength of the block pattern 1 is too high, making its buffering effect on the ground insignificant, and thus its noise absorption is insignificant, failing to reduce tire driving noise. Preferably, when 0.3 mm ≤ H1 ≤ 1 mm, the reduction in surface strength of the block pattern 1, the reduction in driving performance of the block pattern 1, and the water drainage performance of the block pattern 1 are balanced, allowing the tire to comprehensively meet the requirements of driving, wet conditions, and low noise.

[0023] Furthermore, the top of the groove 21 near the tread is an open end, and the top width W1 satisfies: 0.2mm≤W1≤2mm. The bottom width W3 of the groove 21 away from the tread satisfies: 0.2mm≤W3≤1mm.

[0024] Specifically, the top of the groove 21 is an open end, and its bottom is formed inside the block pattern 1, which divides the surface of the block pattern 1 into several parts, thereby reducing the surface strength of the block pattern 1. Secondly, the top width W1 represents the width of the open end. When the top width W1 increases, the land-sea ratio of the block pattern 1 decreases, and the surface strength of the block pattern 1 decreases. When W1 > 2 mm, the land-sea ratio of the block pattern 1 is too low, the tire's wear resistance is excessively reduced, and the surface strength of the block pattern 1 decreases, thus reducing the tire's driving performance. When the top width W1 decreases, the land-sea ratio of the block pattern 1 increases, and the surface strength of the block pattern 1 increases. When W1 < 0.2 mm, the land-sea ratio of the block pattern 1 is too high, the groove 21 used for drainage is too narrow, the tire's drainage performance is too low, and the surface strength of the block pattern 1 is too high, making its buffering effect on the ground insignificant, thus making its noise absorption insignificant and unable to reduce tire driving noise. Preferably, when 0.5mm≤W1≤1mm, the reduction in surface strength of the block pattern 1, the reduction in driving performance of the block pattern 1, and the drainage performance of the block pattern 1 are balanced, so that the tire can fully meet the requirements of driving, wet conditions, and low noise.

[0025] Secondly, W3 represents the inclination angle of the two axial sides of groove 21 relative to the radial direction of the tire. When W3 increases, the inclination angle decreases, causing the cross-section of groove 21 to tend towards a U-shaped cross-section. When W1 is fixed and W3 increases, the bottom width of groove 21 increases until W3 > 1 mm. At this point, the top width of groove 21 is smaller than its bottom width, causing the surface layer of the block pattern 1 to compress groove 21 when the tread pattern 2 contacts the ground, reducing its drainage performance. When W3 decreases, the inclination angle increases, causing the cross-section of groove 21 to tend towards a V-shaped cross-section. When W1 is fixed and W3 decreases, the bottom width of groove 21 decreases. The cross-sectional change of groove 21 increases from the top opening to the bottom until W3 < 0.2mm. At this point, the cross-sectional area of ​​groove 21 decreases sharply from the top opening to the bottom, resulting in a very violent compression and release process of air within groove 21. The air pumping effect is more obvious, generating significant noise. At the same time, the horn-shaped groove 21 amplifies the air vibration sound of specific frequencies in driving noise, increasing the noise pitch and hindering noise reduction. Preferably, when 0.2mm ≤ W3 ≤ 0.5mm, the drainage performance and noise reduction of the block pattern 1 are balanced, allowing the tire to meet both wet conditions and low noise requirements.

[0026] like Figure 2 and Figure 3 As shown, the concave-convex structure includes at least two parallel grooves 21, and the spacing W2 between adjacent grooves 21 is the same and satisfies: 0.6mm≤W2≤2mm.

[0027] Specifically, one embodiment of the concave-convex structure is formed by the combination of groove 21 and tread. The groove 21 of a single set of concave-convex structures has the same length direction, and the distance W2 between adjacent grooves 21 represents the distance between the bottoms of adjacent grooves 21. Figure 2 The single-group convex-concave structure includes two parallel grooves 21. When the distance W2 increases, the surface size of the block-shaped pattern 1 divided between adjacent grooves 21 increases, increasing its hardness. However, when W2 > 2 mm, the surface size of the divided block-shaped pattern 1 becomes too large, resulting in excessive hardness and ineffective cushioning of the ground. Consequently, its noise absorption is also ineffective, failing to reduce tire noise. When the distance W2 decreases, the surface size of the block-shaped pattern 1 divided between adjacent grooves 21 decreases, decreasing its hardness. However, when W2 < 0.6 mm, the surface size of the divided block-shaped pattern 1 becomes too small, excessively reducing tire wear resistance and surface strength, thus decreasing tire traction performance. Preferably, when 1.5 mm ≤ W2 ≤ 2 mm, the surface size of the divided block-shaped pattern 1 can balance tire traction performance and noise reduction performance. Similarly, when the single-group convex-concave structure includes more than two parallel grooves 21, the range of distance W2 also meets the requirements.

[0028] like Figure 1 and Figure 4 As shown, the concave-convex structure includes at least one groove 21 and at least one protrusion 22. The groove 21 and the protrusion 22 are arranged in parallel. The axial side of the protrusion 22 coincides with or is symmetrical to the axial side of the groove 21. The height of the protrusion 22 is height H2, which satisfies: 0.1mm≤H2≤1mm.

[0029] Specifically, the second embodiment of the concave-convex structure is composed of a groove 21 and a protrusion 22. The groove 21 and the protrusion 22 of a single concave-convex structure are in the same length direction. The protrusion 22 refers to the part that protrudes radially from the tread. Both the groove 21 and the protrusion 22 are symmetrical about the tire circumference. The axial side of the protrusion 22 coincides with the axial side of the adjacent groove 21 and has the same inclination angle as the axial side of the groove 21, so that there is no stress concentration point at the connection position of the protrusion 22 and the groove 21. Figure 4The single-unit concave-convex structure consists of a groove 21 and a protrusion 22. As the height H2 of the protrusion 22 increases, its axial width and hardness also increase. However, when H2 > 1mm, the height of the protrusion 22 becomes excessive, resulting in an excessively large axial width and consequently excessive hardness. This reduces its cushioning effect on the ground, consequently reducing its noise absorption capacity and failing to reduce tire noise. Furthermore, an excessively high protrusion 22 leads to uneven pressure distribution on the tread, causing the protrusion 22 in contact with the ground to bear excessive pressure and accelerate wear, reducing the effective contact area of ​​the tread and increasing local pressure on the tread. The increased impact on the contact area between the tire tread and the ground makes the uneven structure unable to effectively absorb the increased impact, resulting in noise. Secondly, when the height H2 of the protrusion 22 decreases, the axial width of the protrusion 22 decreases, and the hardness of the protrusion 22 decreases. When H2 < 0.1 mm, the height of the protrusion 22 is too low, making its contact area with the ground too small, thus its buffering effect on the ground is not obvious, and its noise absorption is not obvious, failing to reduce tire driving noise. Preferably, when 0.2 mm ≤ H2 ≤ 0.5 mm, the height of the protrusion 22 is appropriate, which can balance the effective contact area of ​​the tire and the noise reduction effect of the tire.

[0030] like Figures 5 to 11 As shown, the ground contact area refers to the area where the tire tread contacts the ground. A single set of concave-convex structures can be formed in the length direction as a circumferential concave-convex structure, an axial concave-convex structure, or an oblique concave-convex structure. In a single block pattern 1, the tread texture 2 can be composed of several sets of concave-convex structures with the same length direction, or it can be composed of several sets of circumferential concave-convex structures and several sets of axial concave-convex structures, or it can be composed of several sets of circumferential concave-convex structures and several sets of oblique concave-convex structures, or it can be composed of several sets of axial concave-convex structures and several sets of oblique concave-convex structures, or it can be composed of several sets of circumferential concave-convex structures, several sets of axial concave-convex structures, and several sets of oblique concave-convex structures.

[0031] Specifically, the length direction of the circumferential concave-convex structure is the tire circumferential direction, the length direction of the axial concave-convex structure is the tire axial direction, and the length direction of the oblique concave-convex structure forms an angle with both the tire circumferential and axial directions. Secondly, a single block pattern 1 includes several sets of concave-convex structures, with the length directions of a single set of concave-convex structures being circumferential, axial, and oblique. A single block pattern 1 is arbitrarily composed of concave-convex structures in three different length directions, with combinations including length direction combinations and quantity combinations. The tread includes several block patterns 1, and the concave-convex structures of different block patterns 1 are also arbitrarily combined. The figure only shows the length direction combination method. Examples of different embodiments of 1 are as follows: one is that all groups of concave and convex structures are circumferential concave and convex structures; another is that all groups of concave and convex structures are axial concave and convex structures; another is that all groups of concave and convex structures are oblique concave and convex structures; one is that some groups of concave and convex structures are circumferential concave and convex structures, and another is axial concave and convex structures; another is that some groups of concave and convex structures are circumferential concave and convex structures, and another is oblique concave and convex structures; and another is that some groups of concave and convex structures are axial concave and convex structures, and another is oblique concave and convex structures. All different embodiments can comprehensively take into account the tire's driving performance, wet drainage performance, and low noise requirements.

[0032] Whether the block pattern 1 in different positions has tread texture 2 is determined according to other performance requirements of the tire. For example, the block pattern 1 located in the middle position along the axial direction of the tread forms tread texture 2, or the block pattern 1 on both sides of the tread near the shoulder forms tread texture 2, or all the block patterns 1 on the tread form tread texture 2. The more tread texture 2 there are, the more the tread wears and the less wear-resistant the tire becomes.

[0033] Among them, different sets of concave and convex structures can simultaneously be the first embodiment of the concave and convex structure, or simultaneously be the second embodiment of the concave and convex structure, or be a combination of two embodiments of the concave and convex structure. The combination ratio is determined according to actual production requirements and other tire performance requirements (such as wear resistance).

[0034] Furthermore, the tread pattern 2 extends along the surface of the block pattern 1 until both ends along the length direction are in contact with the side of the block pattern 1.

[0035] Specifically, in one embodiment where the tread texture 2 is formed on a single block pattern 1, the tread texture 2 includes several sets of concave and convex structures with consistent or mixed length directions. Each set of concave and convex structures passes through the block pattern 1 along its own length direction, so that the two ends of the groove 21 form open ends on the side of the block pattern 1, and the two end faces of the protrusion 22 overlap with the side of the block pattern 1, thereby forming the tread texture 2 on each block pattern 1 and improving its noise reduction performance.

[0036] Furthermore, the tread pattern 2 extends along the surface of the block pattern 1 until only one end along the length direction contacts the side of the block pattern 1.

[0037] Specifically, in the second embodiment where the tread pattern 2 is formed on a single block pattern 1, the tread pattern 2 includes several sets of concave and convex structures that are consistent or mixed in the length direction. Each set of concave and convex structures does not pass through the block pattern 1 along its own length direction, so that the groove 21 has an opening at only one end on the side of the block pattern 1, and the protrusion 22 overlaps with the side of the block pattern 1 at only one end. This results in a portion of the single block pattern 1 having the tread pattern 2, improving its noise reduction performance while also taking into account the tread's driving performance. The proportion of the tread pattern 2 to the single block pattern 1 is reduced, which increases the hardness of the block pattern 1. This reduces the impact energy absorbed by the ground on the tire, alleviates the sluggishness of tire handling, and improves the tire's driving performance.

[0038] like Figure 12 As shown, the tread pattern 2 is formed at the front end of the block pattern 3 along the tire rolling direction, and the block pattern 3 is symmetrical about the tire axial center plane.

[0039] Specifically, the front end of the second block pattern 3 along the tire rolling direction refers to the end of the block pattern 1 that first contacts the ground during tire rolling. The second block pattern 3 is symmetrical about the axial center plane of the tire, so that the tread texture 2 formed on the second block pattern 3 is symmetrical about the axial center plane of the tire. This reduces the proportion of the tread texture 2 to a single block pattern 1, increases the hardness of the block pattern 1, reduces the impact energy applied to the tire by the ground by the tread texture 2, reduces the sluggishness of tire handling, and improves the driving performance of the tire.

[0040] like Figure 13 As shown, the tread pattern 2 is formed at both ends of the block pattern 1 along the rolling direction of the tire.

[0041] Specifically, the front end of the block pattern 1 along the tire rolling direction refers to the end of the block pattern 1 that first contacts the ground during the tire rolling process, and the rear end of the block pattern 1 along the tire rolling direction refers to the end of the block pattern 1 that later contacts the ground during the tire rolling process; secondly, the embodiment in which the tread texture 2 is formed on a single block pattern 1 is as follows: the tread texture 2 is only formed on the front and rear ends of the block pattern 1, which improves its noise reduction capability while reducing the proportion of the tread texture 2 on a single block pattern 1.

[0042] Example 2 is an inflatable tire that includes the block pattern tire tread of Example 1, thereby comprehensively taking into account the tire's driving performance, wet drainage performance and low noise requirements.

[0043] Experiments on the stiffness of block pattern 1 and the driving noise of truck pneumatic tires: The mainstream truck tire specification 12R22.5 in China was selected for comparative simulation analysis. The tire outer diameter was 1081mm, with 68 pitches, a tread width of 240mm, a groove depth of 15.7mm, and 5 block patterns 1 distributed axially on the tire. The simulation speed was 70km / h, the simulated tire pressure was 930kpa, the simulated load was 3550kg, and the simulated road condition was a flat road surface.

[0044] The simulation results are shown in Table 1. The simulation results represent the percentage of noise. The smaller the value, the lower the noise and the better the comfort. The pneumatic tire without tread texture 2 is used as a comparison example. The stiffness, noise peak value and average value of its block pattern are all set to 100%.

[0045] Table 1

[0046] As can be seen from the comparative examples, Examples 1, 2, 3 and 4 in Table 1, the block pattern 1 forming the tread texture 2 can reduce its own stiffness, thereby reducing noise during driving; secondly, in Examples 1, 2, 3 and 4, when H1 is the largest, W1 is the largest, W2=2mm, and W3 is the largest, the noise during driving is the lowest.

[0047] Secondly, as shown in Examples 2 and 1 in Table 1, when H1 increases, W1 increases, W2 decreases, and W3 increases, the stiffness of the block pattern 1 decreases, its buffering effect on tread impact energy is enhanced, and both the peak and average noise levels decrease. As shown in Examples 3 and 1 in Table 1, when H1 increases, W1 increases, W2 increases, and W3 increases, the stiffness of the block pattern 1 decreases, its buffering effect on tread impact energy is enhanced, and both the peak and average noise levels decrease. As shown in Examples 1 and 4 in Table 1, when the block pattern 1 forms a protrusion 22, the stiffness of the block pattern 1 increases slightly, its buffering effect on tread impact energy decreases somewhat, and both the peak and average noise levels increase. As shown in Examples 2 and 3, when W2 decreases, the stiffness of the block pattern 1 decreases, its buffering effect on tread impact energy increases, the peak noise remains unchanged, but the average noise decreases. As shown in Examples 2 and 4 in Table 1, when the block pattern 1 forms a protrusion 22, H1 increases, W1 increases, W2 decreases, and W3 increases, the stiffness of the block pattern 1 decreases, its buffering effect on tread impact energy is enhanced, and both the peak and average noise levels decrease. As shown in Examples 3 and 4 in Table 1, when the block pattern 1 forms a protrusion 22, H1 increases, W1 increases, W2 increases, and W3 increases, the stiffness of the block pattern 1 decreases, its buffering effect on tread impact energy is enhanced, and both the peak and average noise levels decrease.

[0048] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

[0049] The technologies, shapes, and structures not described in detail in this invention are all known technologies.

Claims

1. A block-pattern tire tread, wherein the tread is formed with a plurality of the block-patterns (1), characterized in that, At least the block pattern (1) in contact with the ground forms a tread texture (2), the tread texture (2) forms at least one set of concave and convex structures for dividing the block pattern (1), the concave and convex structures extend along the surface of the block pattern (1) in the form of grooves (21), the depth H1 of the grooves (21) satisfies: 0.2mm≤H1≤2mm.

2. The block-pattern tire tread according to claim 1, characterized in that: The groove (21) has an open end near the top of the tread, and the top width W1 satisfies: 0.2mm≤W1≤2mm. The bottom width W3 of the groove (21) away from the tread satisfies: 0.2mm≤W3≤1mm.

3. The block-pattern tire tread according to claim 2, characterized in that: The concave-convex structure includes at least two parallel grooves (21), and the distance W2 between adjacent grooves (21) satisfies: 0.6mm≤W2≤2mm.

4. The block pattern tire tread according to claim 2, characterized in that: The concave-convex structure includes at least one groove (21) and at least one protrusion (22). The groove (21) and the protrusion (22) are arranged parallel to each other. The axial side of the protrusion (22) coincides with or is symmetrical to the axial side of the groove (21). The height of the protrusion (22) is height H2, which satisfies: 0.1mm≤H2≤1mm.

5. The block pattern tire tread according to any one of claims 3 or 4, characterized in that: The concave-convex structure of a single group can be formed into a circumferential concave-convex structure, an axial concave-convex structure, or an oblique concave-convex structure according to the length direction. In a single block pattern (1), the tread texture (2) may be composed of several sets of concave and convex structures with the same length direction, or it may be composed of several sets of circumferential concave and convex structures and several sets of axial concave and convex structures, or it may be composed of several sets of circumferential concave and convex structures and several sets of oblique concave and convex structures, or it may be composed of several sets of axial concave and convex structures and several sets of oblique concave and convex structures, or it may be composed of several sets of circumferential concave and convex structures, several sets of axial concave and convex structures and several sets of oblique concave and convex structures.

6. The block pattern tire tread according to claim 5, characterized in that: The tread texture (2) extends along the surface of the block pattern (1) until both ends along the length direction are in contact with the side of the block pattern (1).

7. The block-pattern tire tread according to claim 5, characterized in that: The tread pattern (2) extends along the surface of the block pattern (1) until only one end along the length direction contacts the side of the block pattern (1).

8. The block pattern tire tread according to claim 7, characterized in that: The tread pattern (2) is formed at both ends of the block pattern (1) along the rolling direction of the tire.

9. The block-pattern tire tread according to claim 7, characterized in that: The tread pattern (2) is formed at the front end of the second block pattern (3) along the tire rolling direction, and the second block pattern (3) is symmetrical about the tire axial center plane.

10. A pneumatic tire, characterized in that, Including the block pattern tire tread as described in any one of claims 1 to 9.

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