Tire

Abstract

The invention provides a tire which comprises a plurality of pattern modules which are sequentially arranged in the circumferential direction of the tire, and each pattern module is of a central symmetry structure. Wherein each pattern module comprises a tire crown pattern block group and a tire shoulder pattern block group, and a first longitudinal groove is formed between the tire shoulder pattern block group and the tire crown pattern block group; an avoiding end surface is arranged on the tire crown pattern block group and / or the tire shoulder pattern block group, the avoiding end surface comprises a first connecting end and a second connecting end, the first connecting end is connected with the surface of the tire crown pattern block group or the tire shoulder pattern block group, and the second connecting end is connected with the groove wall surface of the first longitudinal groove; wherein the second connecting end is obliquely arranged towards the middle direction of the first longitudinal groove relative to the first connecting end, so that the technical problem that the service life of the tire is shortened due to low eccentric wear resistance of the tire in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more specifically, to a tire. Background Technology

[0002] In recent years, with increased awareness of the hazards of particulate matter pollution and the dual pressures of energy security and environmental protection, the requirements for energy conservation and emission reduction in automobiles have become increasingly stringent. As the only part of a car in contact with the ground, tires face ever-increasing demands for fuel efficiency, lifespan, and adaptability to complex road conditions. This requires tires to simultaneously possess lower rolling resistance, higher mileage, better wet grip, and stone trapping resistance. Therefore, people are gradually placing higher demands on tread pattern design—a crucial factor affecting overall tire performance.

[0003] Traditional low rolling resistance cross-road condition tread block structures often employ a zigzag groove structure. This structure can significantly improve driving and braking forces while reducing rolling resistance. However, the turning points at the crests of the tread grooves have raised structures. The contact area between the raised structures and the ground is much smaller than that of the tread block body. When the vehicle is loaded and turning or braking, the lateral force on the tire will be highly concentrated at this point, causing the raised structures to wear more severely than the tread block body. This leads to uneven tire wear and significantly reduces tire lifespan. Summary of the Invention

[0004] The main objective of this invention is to provide a tire that solves the technical problem of low resistance to uneven wear in existing tires, which leads to reduced tire lifespan.

[0005] To achieve the above objectives, according to one aspect of the present invention, a tire is provided, comprising: a plurality of tread modules arranged sequentially along the circumferential direction of the tire, the tread modules having a centrally symmetrical structure; wherein each tread module includes: a crown tread block group and a shoulder tread block group, a first longitudinal groove being provided between the shoulder tread block group and the crown tread block group; an avoidance end face is provided on the crown tread block group and / or the shoulder tread block group, the avoidance end face including a first connecting end and a second connecting end, the first connecting end being connected to the surface of the crown tread block group or the shoulder tread block group, and the second connecting end being connected to the groove wall surface of the first longitudinal groove; wherein the second connecting end is inclined relative to the first connecting end toward the center of the first longitudinal groove.

[0006] Furthermore, the first connecting end and / or the second connecting end extend along the circumferential direction of the tire in a zigzag trajectory; or, the first connecting end and / or the second connecting end extend along the circumferential direction of the tire in a curved trajectory.

[0007] Furthermore, the avoidance end face includes multiple unit faces, which are connected sequentially along the circumferential direction of the tire, and adjacent unit faces are set at an angle.

[0008] Furthermore, the second connecting end includes a first connecting edge and a second connecting edge that are connected to each other. The straight line containing the first connecting edge and the straight line containing the second connecting edge have a first included angle, which is an obtuse angle.

[0009] Furthermore, the tread pattern block group and / or the shoulder tread pattern block group are provided with a protruding structure protruding towards the center of the first longitudinal groove. The protruding structure includes a first side wall and a second side wall, and there is a second included angle between the first side wall and the second side wall. The second included angle is an obtuse angle. The first side wall is connected to the first connecting edge, and the second side wall is connected to the second connecting edge.

[0010] Furthermore, the avoidance end face includes a first surface segment and a second surface segment that are interconnected along the circumferential direction of the tire, and the first surface segment and the second surface segment have a third included angle, which is an obtuse angle.

[0011] Furthermore, the tread pattern block group and / or the shoulder tread pattern block group are provided with a protruding structure protruding towards the center of the first longitudinal groove. The protruding structure includes a third side wall and a fourth side wall, and there is a fourth included angle between the third side wall and the fourth side wall, which is an obtuse angle. The third side wall is connected to the first surface segment, and the fourth side wall is connected to the second surface segment.

[0012] Furthermore, the avoidance end face includes a third surface segment, a fourth surface segment, and a fifth surface segment connected sequentially along the circumferential direction of the tire. The third surface segment and the fourth surface segment have a fifth included angle, which is an obtuse angle; the fourth surface segment and the fifth surface segment have a sixth included angle, which is also an obtuse angle.

[0013] Furthermore, the tread block group and / or the shoulder tread block group are provided with a protruding structure protruding towards the center of the first longitudinal groove. The protruding structure includes a fifth side wall, a sixth side wall, and a seventh side wall connected in sequence along the extension direction of the first longitudinal groove. The fifth side wall is connected to the third surface segment, the sixth side wall is connected to the fourth surface segment, and the seventh side wall is connected to the fifth surface segment.

[0014] Furthermore, the avoidance end face includes a sixth face segment and a seventh face segment connected sequentially along the circumferential direction of the tire, and the sixth face segment and the seventh face segment have a seventh included angle, which is an obtuse angle.

[0015] Furthermore, the avoidance end face extends along the circumferential direction of the tire in a wave-like trajectory, with the trough of the wave-like trajectory facing the center of the tire.

[0016] Furthermore, the tread pattern block group includes a first tread pattern block and a second tread pattern block. There are two second tread pattern blocks, which are centrally symmetrically arranged on both sides of the first tread pattern block. A second longitudinal groove is provided between the first tread pattern block and the second tread pattern block. The first longitudinal groove is provided between the second tread pattern block and the shoulder tread pattern block group.

[0017] Furthermore, a first sipe is provided on the first tread block, the first sipe extends along the tire width direction in a first zigzag pattern, and the two ends of the first sipe are respectively connected to the second longitudinal groove.

[0018] Furthermore, a first support structure is embedded in the first tool groove, and at least a portion of the first support structure extends in a zigzag trajectory or in a wavy trajectory.

[0019] Furthermore, the first support structure includes a first wave segment, which includes multiple first reinforcing protrusions. Along the height direction of the first support structure, each first reinforcing protrusion extends in a first wave-shaped trajectory, and along the length direction of the first support structure, the multiple first reinforcing protrusions are connected sequentially in a second wave-shaped trajectory.

[0020] Furthermore, the first support structure includes a second wave segment and a straight plate segment. The second wave segment consists of multiple segments, which are spaced apart along the length of the first support structure. Adjacent second wave segments are connected by straight plate segments. The second wave segment includes multiple second reinforcing protrusions. Along the height of the first support structure, each second reinforcing protrusion extends in a third wave-shaped trajectory. Along the length of the first support structure, multiple second reinforcing protrusions extend in a fourth wave-shaped trajectory.

[0021] Furthermore, the first support structure includes a first broken line segment, which includes multiple third reinforcing protrusions. Along the height direction of the first support structure, each third reinforcing protrusion extends along a second broken line trajectory. Along the length direction of the first support structure, each third reinforcing protrusion is connected sequentially along a third broken line trajectory.

[0022] Furthermore, the second longitudinal groove includes a second longitudinal channel, which includes a first open groove segment, a first connecting groove segment, and a first flow groove segment that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the first open groove segment gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the first connecting groove segment gradually decreases; the width of the first tread block is W, the maximum width of the first connecting groove segment is TW14, the maximum width of the first flow groove segment is TW15, the ratio of TW15 to TW14 ranges from 1 to 2, and the ratio of TW14 to W is less than 0.25.

[0023] Furthermore, the second longitudinal groove includes a second longitudinal channel, which comprises a second open groove segment, a second connecting groove segment, and a second flow groove segment that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the second open groove segment gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the second connecting groove segment gradually increases. The width of the first tread block is W, the minimum width of the second connecting groove segment is TW16, the maximum width of the second flow groove segment is TW17, the ratio of TW17 to TW16 ranges from 1 to 2, and the ratio of TW17 to W is less than 0.25.

[0024] Furthermore, the second longitudinal groove includes a second longitudinal channel, which includes a third open groove segment, a third connecting groove segment, and a third flow groove segment that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the third open groove segment gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the third connecting groove segment is the same. The width of the first crown tread block is W, the width of the third connecting groove segment is TW18, the maximum width of the third flow groove segment is TW19, the ratio of TW19 to TW18 is in the range of 1 to 2, and the ratio of TW17 to W is less than 0.25.

[0025] Further, the second longitudinal groove includes a second longitudinal channel, which includes a fourth open groove segment, a fourth connecting groove segment, and a fourth flow channel segment connected sequentially from the tread to the tire center. The fourth flow channel segment includes a first connecting groove segment, a first expanding groove segment, and a first recessed groove segment connected sequentially. The first connecting groove segment is connected to the fourth connecting groove segment, and the first expanding groove segment extends radially along the tire. From the tread to the tire center, the flow cross-sectional area of ​​the fourth open groove segment gradually decreases. From the tread to the tire center, the flow cross-sectional area of ​​the fourth connecting groove segment gradually decreases. The width of the first tread block is W, the maximum width of the fourth connecting groove segment is TW20, the maximum width of the first expanding groove segment is TW21, the ratio of TW21 to TW20 ranges from 1 to 1.4, and the ratio of TW17 to W is less than 0.25.

[0026] Furthermore, the second longitudinal groove also includes a third longitudinal groove, which includes a fifth open groove segment, a fifth connecting groove segment, and a fifth flow groove segment that are sequentially connected along the tread to the center of the tire; the fifth open groove segment includes a first groove segment sidewall, a groove segment bottom wall, and a second groove segment sidewall that are sequentially connected, with the first groove segment sidewall and the second groove segment sidewall facing each other, and the first groove segment sidewall, the groove segment bottom wall, and the second groove segment sidewall forming a flow cavity; the opening of the fifth connecting groove segment is located inside the groove segment bottom wall.

[0027] Furthermore, the depth of the second longitudinal groove is H, the depth of the fifth open groove section is TD11, the depth of the fifth connecting groove section is TD12, and the maximum width of the fifth flow groove section is TW22. Among these, the ratio of TD11 to H is less than or equal to 0.5, the ratio of TD12 to H is less than or equal to 0.25, and TW22 is less than 4 mm.

[0028] Furthermore, the depth of the second longitudinal groove is H, the depth of the fifth open groove section is TD13, the depth of the fifth connecting groove section is TD14, and the maximum width of the fifth flow groove section is TW23. Among these, the ratio of TD13 to H is less than or equal to 0.3, the ratio of TD14 to H is less than or equal to 0.5, and TW23 is less than 4 mm.

[0029] Furthermore, the depth of the second longitudinal groove is H, the depth of the fifth open groove section is TD15, the depth of the fifth connecting groove section is TD16, and the maximum width of the fifth flow groove section is TW24. Among these, the ratio of TD15 to H is less than or equal to 0.5, the ratio of TD16 to H is less than or equal to 0.15, and TW24 is less than 5 mm.

[0030] Furthermore, the fifth flow channel section includes a second connecting channel section, a second expansion channel section, and a second recessed channel section connected in sequence. The second connecting channel section is connected to the fifth connecting channel section, and the second expansion channel section extends radially along the tire. The depth of the second longitudinal groove is H, the depth of the fifth opening channel section is TD17, the depth of the fifth connecting channel section is TD18, and the maximum width of the second expansion channel section is TW25. The ratio of TD17 to H is less than or equal to 0.5, the ratio of TD18 to H is less than or equal to 0.25, and TW25 is less than 3 mm.

[0031] Furthermore, the second longitudinal groove includes a second longitudinal channel and a third longitudinal channel, which are interconnected along the tire circumferential direction. The second longitudinal channel includes a first open groove segment, a first connecting groove segment, and a first flow groove segment that are sequentially connected from the tread to the tire center. The third longitudinal channel includes a fifth open groove segment, a fifth connecting groove segment, and a fifth flow groove segment that are sequentially connected along the tread to the tire center. Among these, along the tire circumferential direction, the fifth open groove segment is connected to the first open groove segment, the fifth connecting groove segment is connected to the first connecting groove segment, and the fifth flow groove segment is connected to the first flow groove segment.

[0032] Furthermore, the second longitudinal groove also includes a third longitudinal groove, which includes a fifth open groove segment, a fifth connecting groove segment, and a fifth flow groove segment that are sequentially connected along the tread to the center of the tire; the fifth open groove segment includes a first groove segment sidewall and a second groove segment sidewall, which are arranged opposite to each other, and the first groove segment sidewall and the second groove segment sidewall are in the form of a broken line structure or an arc structure.

[0033] Furthermore, the shoulder tread block assembly includes a shoulder tread block and a first lateral groove. The first lateral groove is located on the side of the shoulder tread block along the tire circumferential direction. The first end of the first lateral groove is connected to the first longitudinal groove, and the groove opening at the second end faces the side of the tire. The shoulder tread block is provided with a first slit and a second slit that are connected to each other. The first slit has an eighth included angle with the surface of the shoulder tread block, and the eighth included angle is an obtuse angle. The first slit is an inclined surface facing the tire sidewall. There are two second slits, with the first slit located between the two second slits. The second slit has a ninth included angle with the surface of the shoulder tread block. The first slit and the second slit are located at the second end of the first lateral groove and are connected to the groove wall of the first lateral groove.

[0034] Furthermore, the tire shoulder tread block assembly includes a tire shoulder tread block, on which a second slit groove is provided. The first end of the second slit groove is connected to the first longitudinal groove, and the second end of the second slit groove extends from the first longitudinal groove toward the interior of the tire shoulder tread block in a fourth zigzag trajectory. A second support structure is embedded in the second slit groove.

[0035] Furthermore, the tire shoulder tread block assembly includes a tire shoulder tread block, on which a third groove is provided. The first end of the third groove is connected to the first longitudinal groove, and the second end of the third groove extends from the first longitudinal groove toward the interior of the tire shoulder tread block in a first straight line trajectory. A third support structure is embedded in the third groove.

[0036] Furthermore, a second groove is provided on the first tread block, the second groove is connected to the second longitudinal groove, a fourth slit is provided on the bottom surface of the second groove, the fourth slit extends from the inside of the second groove toward the middle of the first tread block to the outside of the second groove, and a fourth support structure is embedded in the fourth slit.

[0037] Furthermore, a third groove is provided on the second tread block, which communicates with the second longitudinal groove. A fifth sipe is provided on the bottom surface of the third groove, extending from the inside of the third groove toward the center of the second tread block to the outside of the third groove. A fifth support structure is embedded in the fifth sipe. A sixth sipe is provided on the second tread block, with its two ends communicating with the first and second longitudinal grooves respectively. The sixth sipe extends along the tire width direction in a fifth zigzag pattern, and a sixth support structure is embedded in the sixth sipe. A seventh sipe is provided on the second tread block, with its first end communicating with the first longitudinal groove. The second end of the seventh sipe extends from the first longitudinal groove toward the inside of the second tread block in a second straight-line pattern, and a seventh support structure is embedded in the seventh sipe.

[0038] The technical solution of this invention involves multiple tread modules arranged sequentially along the circumferential direction of the tire. These tread modules have a centrally symmetrical structure, ensuring tire balance during rotation, reducing tire vibration and noise, and improving driving comfort. Each tread module includes a crown tread block group and a shoulder tread block group. A first longitudinal groove is provided between the shoulder tread block group and the crown tread block group, which not only improves the tire's water drainage capacity but also enhances its adaptability to complex road conditions, especially providing better grip and safety on wet and slippery surfaces. The tread block group and / or shoulder tread block group are provided with a clearance end face, which includes a first connecting end and a second connecting end. The first connecting end is connected to the surface of the tread block group or the shoulder tread block group, and the second connecting end is connected to the groove wall of the first longitudinal groove. The second connecting end is inclined towards the center of the first longitudinal groove relative to the first connecting end, which can effectively disperse stress at the moment of contact between the tire and the ground, significantly reduce the uneven wear of the tread block edges, extend the tire's service life, and also help reduce the tire's noise level at high speeds, thus improving the driving experience. Attached Figure Description

[0039] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0040] Figure 1 A schematic diagram of the tread pattern module according to an embodiment of a tire based on the present invention is shown;

[0041] Figure 2 A first-view structural schematic diagram of the avoidance end face of a tire according to an embodiment of the present invention is shown.

[0042] Figure 3 A second-view structural schematic diagram of the avoidance end face of a tire according to an embodiment of the present invention is shown;

[0043] Figure 4 The first embodiment of the avoidance end face of the tire according to the present invention is shown. Figure 1 A cross-sectional view at position BB in the middle;

[0044] Figure 5 A first-view structural schematic diagram of a second embodiment of the avoidance end face of a tire according to the present invention is shown;

[0045] Figure 6 A second-view structural schematic diagram of a second embodiment of the avoidance end face of a tire according to the present invention is shown;

[0046] Figure 7A second embodiment of the clearance end face of a tire according to the present invention is shown. Figure 1 A cross-sectional view at position BB in the middle;

[0047] Figure 8 A first-view structural schematic diagram of a third embodiment of the avoidance end face of a tire according to the present invention is shown;

[0048] Figure 9 A second-view structural schematic diagram of a third embodiment of the avoidance end face of a tire according to the present invention is shown;

[0049] Figure 10 A third embodiment of the avoidance end face of a tire according to the present invention is shown. Figure 1 A cross-sectional view at position BB in the middle;

[0050] Figure 11 A first-view structural schematic diagram of a fourth embodiment of the avoidance end face of a tire according to the present invention is shown;

[0051] Figure 12 A second-view structural schematic diagram of a fourth embodiment of the avoidance end face of a tire according to the present invention is shown;

[0052] Figure 13 A fourth embodiment of the avoidance end face of a tire according to the present invention is shown. Figure 1 A cross-sectional view at position BB in the middle;

[0053] Figure 14 A first-view structural schematic diagram of a fifth embodiment of the avoidance end face of a tire according to the present invention is shown;

[0054] Figure 15 A second-view structural schematic diagram of a fifth embodiment of the avoidance end face of a tire according to the present invention is shown;

[0055] Figure 16 A fifth embodiment of the avoidance end face of a tire according to the present invention is shown. Figure 1 A cross-sectional view at position BB in the middle;

[0056] Figure 17 A schematic diagram of the tread block assembly according to an embodiment of a tire based on the present invention is shown;

[0057] Figure 18 A first-view structural schematic diagram of a first embodiment of a first support structure according to an embodiment of a tire according to the present invention is shown;

[0058] Figure 19 A first embodiment of a first support structure according to an embodiment of a tire according to the present invention is shown. Figure 17 A cross-sectional view at position AA in the middle;

[0059] Figure 20 A second-view structural schematic diagram of a first embodiment of a first support structure according to an embodiment of a tire according to the present invention is shown;

[0060] Figure 21 A first-view structural schematic diagram of a second embodiment of a first support structure according to an embodiment of a tire according to the present invention is shown;

[0061] Figure 22 A second embodiment of the first support structure according to an embodiment of a tire according to the present invention is shown. Figure 17 A cross-sectional view at position AA in the middle;

[0062] Figure 23 A second-view structural schematic diagram of a second embodiment of a first support structure according to an embodiment of a tire according to the present invention is shown;

[0063] Figure 24 A first-view structural schematic diagram of a third embodiment of the first support structure according to an embodiment of a tire according to the present invention is shown;

[0064] Figure 25 A third embodiment of the first support structure according to an embodiment of a tire according to the present invention is shown. Figure 17 A cross-sectional view at position AA in the middle;

[0065] Figure 26 A third-view structural schematic diagram of a third embodiment of a first support structure according to an embodiment of a tire according to the present invention is shown;

[0066] Figure 27 A schematic diagram of the structure of the shoulder tread block assembly according to an embodiment of a tire based on the present invention is shown;

[0067] Figure 28 A first embodiment of the second longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view at position CC;

[0068] Figure 29 A second embodiment of the second longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view at position CC;

[0069] Figure 30 A third embodiment of the second longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view at position CC;

[0070] Figure 31A fourth embodiment of the second longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view at position CC;

[0071] Figure 32 A first embodiment of the third longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view of the DD position in the middle;

[0072] Figure 33 A second embodiment of the third longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view of the DD position in the middle;

[0073] Figure 34 A third embodiment of the third longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view of the DD position in the middle;

[0074] Figure 35 A fourth embodiment of the third longitudinal groove of a tire according to the present invention is shown. Figure 27 A cross-sectional view of the DD position in the middle;

[0075] Figure 36 A schematic diagram of the structure of a first embodiment of the fifth opening groove segment according to an embodiment of a tire according to the present invention is shown;

[0076] Figure 37 A schematic diagram of a second embodiment of the fifth opening groove segment according to an embodiment of a tire according to the present invention is shown.

[0077] The above figures include the following reference numerals:

[0078] 100. Pattern module; 110. First longitudinal groove; 120. Second longitudinal groove; 12. Chamfer;

[0079] 200. Tire crown tread block group; 210. First tire crown tread block; 211. First sipe; 220. Second tire crown tread block;

[0080] 300. Shoulder tread block group; 310. Shoulder tread block; 311. Fourth groove; 312. Second groove; 330. First transverse groove; 331. First cut surface; 332. Second cut surface; 340. Second groove; 341. Third groove; 342. Fifth groove; 343. Third groove; 344. Sixth groove; 347. Seventh groove;

[0081] 400. Avoidance end face; 410. First connecting end; 420. Second connecting end; 421. First connecting edge; 422. Second connecting edge; 423. First face segment; 424. Second face segment; 425. Third face segment; 426. Fourth face segment; 427. Fifth face segment; 428. Sixth face segment; 429. Seventh face segment; 430. Unit face;

[0082] 500. Protruding structure; 510. First side wall; 511. Second side wall; 512. Third side wall; 513. Fourth side wall; 514. Fifth side wall; 515. Sixth side wall; 516. Seventh side wall;

[0083] 600. First support structure; 610. First wave segment; 620. Second wave segment; 630. Straight section; 640. First zigzag segment; 650. First reinforced protruding segment; 660. Second reinforced protruding segment; 670. Third reinforced protruding segment;

[0084] 700. Second longitudinal groove; 710. First open groove section; 711. Second open groove section; 712. Third open groove section; 713. Fourth open groove section; 720. First connecting groove section; 721. Second connecting groove section; 722. Third connecting groove section; 723. Fourth connecting groove section; 730. First flow passage groove section; 731. Second flow passage groove section; 732. Third flow passage groove section; 733. Fourth flow passage groove section; 741. First connecting groove section; 742. First expansion groove section; 743. First recessed groove section;

[0085] 800. Third longitudinal channel; 810. Fifth open channel segment; 811. First channel segment sidewall; 812. Channel segment bottomwall; 813. Second channel segment sidewall; 814. Flow cavity; 820. Fifth connecting channel segment; 830. Fifth flow channel segment; 831. Second connecting channel segment; 832. Second expansion channel segment; 833. Second recessed channel segment. Detailed Implementation

[0086] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0087] As mentioned in the background section, in recent years, with increased awareness of the hazards of particulate matter pollution and the dual pressures of energy security and environmental protection, the requirements for energy conservation and emission reduction in automobiles have become increasingly stringent. As the only part of a vehicle in contact with the ground, tires face increasing demands for fuel efficiency, lifespan, and adaptability to complex road conditions. This requires tires to simultaneously possess lower rolling resistance, higher mileage, better wet grip, and stone trapping resistance. Therefore, higher demands have been placed on tread pattern design—a crucial factor affecting overall tire performance. Traditional low rolling resistance cross-road condition tread block structures often employ a zigzag groove structure. This structure can significantly improve driving and braking forces and reduce rolling resistance. However, the ridges at the edges of the tread grooves have raised structures. The contact area between these raised structures and the ground is much smaller than that of the main tread block. When the vehicle is loaded and during cornering and braking, the lateral forces on the tire concentrate at these points, causing the raised structures to wear more severely than the main tread block, resulting in uneven tire wear and significantly reducing tire lifespan. Therefore, in view of the above-mentioned technical problems, the tire proposed in this application includes: a plurality of tread modules 100, which are arranged sequentially along the circumferential direction of the tire, and the tread modules 100 have a centrally symmetrical structure; each tread module 100 includes: a crown tread block group 200 and a shoulder tread block group 300, and a first longitudinal groove 110 is provided between the shoulder tread block group 300 and the crown tread block group 200; an avoidance end face 400 is provided on the crown tread block group 200 and / or the shoulder tread block group 300, and the avoidance end face 400 includes a first connecting end 410 and a second connecting end 420, the first connecting end 410 is connected to the surface of the crown tread block group 200 or the shoulder tread block group 300, and the second connecting end 420 is connected to the groove wall of the first longitudinal groove 110; the second connecting end 420 is inclined relative to the first connecting end 410 toward the middle of the first longitudinal groove 110. By tilting the second connecting end 420 towards the center of the first longitudinal groove 110 relative to the first connecting end 410, the stress when the tire contacts the ground can be effectively dispersed, the stress concentration at the edge of the tread block can be reduced, the uneven wear at the edge of the tread block can be significantly reduced, the tire service life can be extended, and the noise level of the tire at high speed can also be reduced, thus improving the driving experience. This solves the technical problem in the prior art where the lateral force on the tire is concentrated at the height of the raised structure, causing the raised structure to wear more severely than the main body of the tread block, resulting in uneven tire wear and a significant reduction in tire service life.

[0088] Please refer to Figures 1 to 37The tire provided in this application includes: a plurality of tread modules 100, which are arranged sequentially along the circumferential direction of the tire, and the tread modules 100 have a centrally symmetrical structure; wherein, each tread module 100 includes: a crown tread block group 200 and a shoulder tread block group 300, and a first longitudinal groove 110 is provided between the shoulder tread block group 300 and the crown tread block group 200; an avoidance end face 400 is provided on the crown tread block group 200 and / or the shoulder tread block group 300, and the avoidance end face 400 includes a first connecting end 410 and a second connecting end 420, the first connecting end 410 being connected to the surface of the crown tread block group 200 or the shoulder tread block group 300, and the second connecting end 420 being connected to the groove wall of the first longitudinal groove 110; wherein, the second connecting end 420 is inclined relative to the first connecting end 410 toward the center of the first longitudinal groove 110.

[0089] Multiple tread modules 100 are arranged sequentially along the circumferential direction of the tire. The tread modules 100 have a centrally symmetrical structure, which can ensure the tire's balance during rotation, reduce tire vibration and noise, and improve driving comfort. Each tread module 100 includes: a crown tread block group 200 and a shoulder tread block group 300. A first longitudinal groove 110 is provided between the shoulder tread block group 300 and the crown tread block group 200, which not only improves the tire's water drainage capacity but also enhances the tire's adaptability to complex road conditions, especially on wet and slippery roads, providing better grip and safety. The tread block group 200 and / or the shoulder tread block group 300 are provided with a clearance end face 400. The clearance end face 400 includes a first connecting end 410 and a second connecting end 420. The first connecting end 410 is connected to the surface of the tread block group 200 or the shoulder tread block group 300, and the second connecting end 420 is connected to the groove wall of the first longitudinal groove 110. The second connecting end 420 is inclined relative to the first connecting end 410 toward the center of the first longitudinal groove 110, which can effectively disperse stress at the moment of contact between the tire and the ground, significantly reduce the uneven wear phenomenon of the tread block edge, extend the tire service life, and also help reduce the noise level of the tire at high speed and improve the driving experience.

[0090] like Figures 1 to 16 As shown, the first connecting end 410 and / or the second connecting end 420 extend along the circumferential direction of the tire in a zigzag trajectory; or, the first connecting end 410 and / or the second connecting end 420 extend along the circumferential direction of the tire in a curved trajectory.

[0091] In the first embodiment of this application, the first connecting end 410 and / or the second connecting end 420 extend along the circumferential direction of the tire in a zigzag pattern. Each turning point of the zigzag pattern is a stress transfer node, thereby effectively avoiding high stress concentration at a specific point, reducing wear on the edges of the tread blocks, significantly improving the tire's resistance to uneven wear, and enhancing grip on wet roads. The zigzag pattern can also more effectively guide and drain accumulated water, reducing the water film effect between the tire and the ground, and improving driving safety. In addition, this structure may also help reduce the noise level of the tire during rolling, improving driving comfort.

[0092] In the second embodiment of this application, as Figure 1 , Figure 11 , Figure 12 and Figure 13 As shown, the first connecting end 410 and / or the second connecting end 420 extend along a curved trajectory in the circumferential direction of the tire. This smooth curved trajectory disperses and reduces stress when the tire contacts the ground, reduces uneven wear at the edges of the tread blocks, and makes the tire more evenly distributed under load, thereby improving the overall wear resistance and service life of the tire. Furthermore, this structure also reduces vibrations generated when the tire contacts the ground at high speeds, improving driving comfort.

[0093] like Figure 1 As shown, the avoidance end face 400 includes multiple unit faces 430, which are connected sequentially along the circumferential direction of the tire, and adjacent unit faces 430 are arranged at an angle.

[0094] In this embodiment, the avoidance end face 400 includes multiple unit faces 430, which are connected sequentially along the circumferential direction of the tire. Adjacent unit faces 430 are arranged at an angle. This angle allows stress to be transferred and dispersed among the multiple unit faces 430 when the tire is subjected to ground reaction forces, reducing stress concentration points and effectively mitigating wear on the tread block edges, especially uneven wear. Furthermore, the angle between the unit faces 430 also improves the tire's heat dissipation performance. By increasing the surface area of ​​the tread blocks, the tire's temperature during driving is reduced, further extending the tire's service life.

[0095] like Figures 2 to 4 As shown, the second connecting end 420 includes a first connecting edge 421 and a second connecting edge 422 that are connected to each other. The straight line containing the first connecting edge 421 and the straight line containing the second connecting edge 422 have a first included angle, which is an obtuse angle.

[0096] In this embodiment, the second connecting end 420 includes a first connecting edge 421 and a second connecting edge 422 that are connected to each other. There is a first included angle between the straight line containing the first connecting edge 421 and the straight line containing the second connecting edge 422. The first included angle is an obtuse angle, so that when the tire is subjected to the reaction force of the ground, the pressure will not be concentrated on a certain point, but will be transmitted along the first connecting edge 421 and the second connecting edge 422 respectively. This reduces the wear caused by excessive local pressure on the edge of the tread block and extends the service life of the tire.

[0097] like Figures 1 to 4 As shown, the tread pattern block group 200 and / or the shoulder tread pattern block group 300 are provided with a protruding structure 500 protruding towards the middle of the first longitudinal groove 110. The protruding structure 500 includes a first side wall 510 and a second side wall 511. The first side wall 510 and the second side wall 511 have a second included angle, which is an obtuse angle. The first side wall 510 is connected to the first connecting edge 421, and the second side wall 511 is connected to the second connecting edge 422.

[0098] In this embodiment, the tread block group 200 and / or the shoulder tread block group 300 are provided with a protruding structure 500 protruding towards the center of the first longitudinal groove 110. The protruding structure 500 includes a first sidewall 510 and a second sidewall 511, with a second included angle between the first sidewall 510 and the second sidewall 511. The second included angle is an obtuse angle, which allows the pressure to be evenly distributed through the different surfaces of the first sidewall 510 and the second sidewall 511 at the moment of tire contact with the ground, reducing stress concentration at the edge of the tread blocks, thereby reducing the risk of uneven wear and extending tire service life. In addition, the protruding structure 500 protruding towards the center of the first longitudinal groove 110 helps the tire to better capture and expel water on wet and slippery roads, reducing the water film effect and improving tire grip and safety. The first sidewall 510 is connected to the first connecting edge 421, and the second sidewall 511 is connected to the second connecting edge 422. Through the combination of the protruding structure 500 and the avoidance end face 400, the stress generated when the tire touches the ground can be more effectively dispersed, while optimizing the tire's grip and drainage performance under wet and complex road conditions.

[0099] like Figures 5 to 7 As shown, the avoidance end face 400 includes a first surface segment 423 and a second surface segment 424 that are connected to each other along the circumferential direction of the tire. The first surface segment 423 and the second surface segment 424 have a third included angle, which is an obtuse angle.

[0100] In this embodiment, the avoidance end face 400 includes a first surface segment 423 and a second surface segment 424 connected to each other along the circumferential direction of the tire. A third included angle, which is obtuse, is formed between the first surface segment 423 and the second surface segment 424. This allows the pressure to be more evenly distributed along the polyhedral structure of the avoidance end face 400 when the tire is subjected to ground reaction force, preventing stress concentration at a single point, significantly improving the tire's anti-wear performance, and extending its service life. Furthermore, the multi-segment structure of the entire avoidance end face 400 helps reduce impact vibration when the tire contacts the ground, thereby reducing noise during tire rolling and improving driving comfort.

[0101] like Figure 1 , Figure 5 , Figure 6 and Figure 7 As shown, the tread pattern block group 200 and / or the shoulder tread pattern block group 300 are provided with a protruding structure 500 protruding towards the center of the first longitudinal groove 110. The protruding structure 500 includes a third side wall 512 and a fourth side wall 513. The third side wall 512 and the fourth side wall 513 have a fourth included angle, which is an obtuse angle. The third side wall 512 is connected to the first surface segment 423, and the fourth side wall 513 is connected to the second surface segment 424.

[0102] In this embodiment, the protruding structure 500 includes a third sidewall 512 and a fourth sidewall 513, with a fourth included angle between the third sidewall 512 and the fourth sidewall 513, which is an obtuse angle. The third sidewall 512 is connected to the first surface segment 423, and the fourth sidewall 513 is connected to the second surface segment 424, forming a stress dispersion network. This network not only disperses stress during the initial contact between the tire and the ground, but also further disperses the stress generated inside and outside the tire during continuous rolling through the alternating action of the third sidewall 512 and the fourth sidewall 513. This significantly reduces wear on the edge of the protruding structure 500, and in particular, significantly improves its anti-uniform wear performance.

[0103] like Figure 1 , Figure 8 , Figure 9 and Figure 10 As shown, the avoidance end face 400 includes a third surface segment 425, a fourth surface segment 426 and a fifth surface segment 427 connected sequentially along the circumferential direction of the tire. The third surface segment 425 and the fourth surface segment 426 have a fifth included angle, which is an obtuse angle; the fourth surface segment 426 and the fifth surface segment 427 have a sixth included angle, which is an obtuse angle.

[0104] In this embodiment, the avoidance end face 400 includes a third surface segment 425, a fourth surface segment 426, and a fifth surface segment 427 connected sequentially along the circumferential direction of the tire. A fifth included angle (obtuse angle) exists between the third surface segment 425 and the fourth surface segment 426; a sixth included angle (obtuse angle) exists between the fourth surface segment 426 and the fifth surface segment 427. This allows the avoidance end face 400 to distribute pressure more evenly across the different surface segments at the moment the tire contacts the ground, avoiding stress concentration, effectively reducing uneven tire wear, and significantly extending tire lifespan. The progressive connection of the third surface segment 425 and the fifth surface segment 427 creates more contact points, helping the tire grip the road surface better in wet or water-filled conditions, reducing the possibility of hydroplaning, and improving vehicle handling and safety. Furthermore, it facilitates the rapid guidance of water from the tire surface to the first longitudinal groove 110, accelerating drainage speed, effectively improving the tire's drainage performance on wet roads, and reducing the water film effect.

[0105] like Figure 1 , Figure 8 , Figure 9 and Figure 10 As shown, the tread pattern block group 200 and / or the shoulder tread pattern block group 300 are provided with a protruding structure 500 protruding towards the center of the first longitudinal groove 110. The protruding structure 500 includes a fifth side wall 514, a sixth side wall 515 and a seventh side wall 516 connected sequentially along the extension direction of the first longitudinal groove 110. The fifth side wall 514 is connected to the third surface segment 425, the sixth side wall 515 is connected to the fourth surface segment 426 and the seventh side wall 516 is connected to the fifth surface segment 427.

[0106] In this embodiment, the raised structure 500 includes a fifth sidewall 514, a sixth sidewall 515, and a seventh sidewall 516 connected sequentially along the extension direction of the first longitudinal groove 110. The fifth sidewall 514 is connected to the third surface segment 425, the sixth sidewall 515 is connected to the fourth surface segment 426, and the seventh sidewall 516 is connected to the fifth surface segment 427. This allows the pressure to be more evenly distributed across the sidewalls when the tire contacts the ground, reducing stress concentration at the edges of the tread blocks, effectively preventing uneven wear of the tread blocks, and enhancing the tire's wear resistance and service life. The extension of the raised structure 500 towards the center of the first longitudinal groove 110, and its synergistic effect with the multi-surface segment avoidance end face 400, effectively breaks up the water film, enhances the tire's grip on wet and slippery surfaces, and helps guide accumulated water to flow quickly from the tire surface to the first longitudinal groove 110, improving the tire's drainage performance.

[0107] like Figure 1 , Figure 14 , Figure 15 and Figure 16As shown, the clearance end face 400 includes a sixth surface segment 428 and a seventh surface segment 429 connected sequentially along the circumferential direction of the tire. The sixth surface segment 428 and the seventh surface segment 429 have a seventh included angle, which is an obtuse angle.

[0108] In this embodiment, the avoidance end face 400 includes a sixth surface segment 428 and a seventh surface segment 429 connected sequentially along the circumferential direction of the tire. A seventh included angle, which is obtuse, is formed between the sixth surface segment 428 and the seventh surface segment 429. This allows the pressure to be more evenly distributed through the seventh included angle between the sixth surface segment 428 and the seventh surface segment 429 when the tire is subjected to ground reaction force, reducing stress concentration at the edges of the tread blocks, effectively preventing uneven wear, and improving the tire's wear resistance and service life. Furthermore, the synergistic effect of the avoidance end face 400 and the raised structure 500 helps provide more contact points and drainage paths under wet road conditions, thereby enhancing the tire's grip and drainage performance, and improving the vehicle's handling and safety in rainy or flooded conditions.

[0109] like Figure 1 , Figure 11 , Figure 12 and Figure 13 As shown, the avoidance end face 400 extends in a wave-shaped trajectory along the circumferential direction of the tire, with the trough of the wave-shaped trajectory facing the center of the tire.

[0110] In this embodiment, the avoidance end face 400 extends along the circumferential direction of the tire in a wave-like trajectory. The troughs of the wave-like trajectory are positioned towards the center of the tire, effectively dispersing the stress when the tire contacts the ground. The troughs absorb impact, and the tortuous structure of the wave-like trajectory evenly distributes stress circumferentially, reducing stress concentration at the edges of the tread blocks, effectively preventing uneven wear, and improving the tire's resistance to uneven wear and its service life. When the tire contacts a wet road surface, the avoidance end face 400 with its wave-like trajectory provides additional water channels and contact points, helping to quickly break up the water film, enhancing grip, and improving the vehicle's handling stability and safety in rainy or wet road conditions. In addition, it helps guide water flow to drain quickly along the circumferential direction of the tire, improving drainage efficiency, reducing water retention on the tire surface, and further optimizing the tire's wet performance and comfort.

[0111] like Figure 1 and Figure 17As shown, the tread pattern block group 200 includes a first tread pattern block 210 and a second tread pattern block 220. There are two second tread pattern blocks 220, which are centrally symmetrically arranged on both sides of the first tread pattern block 210. A second longitudinal groove 120 is provided between the first tread pattern block 210 and the second tread pattern block 220. A first longitudinal groove 110 is provided between the second tread pattern block 220 and the shoulder tread pattern block group 300.

[0112] In this embodiment, the tread block assembly 200 includes a first tread block 210 and a second tread block 220. There are two second tread blocks 220, which are centrally symmetrically arranged on both sides of the first tread block 210. This allows for a more even distribution of contact pressure across the entire tire tread when the tire contacts the ground, reducing stress concentration at the edges of the tread blocks, effectively preventing uneven wear, and improving tire wear resistance and service life. A second longitudinal groove 120 is provided between the first tread block 210 and the second tread block 220. A first longitudinal groove 110 is located between the second tread block 220 and the shoulder tread block assembly 300, effectively breaking up the water film and ensuring tire grip on wet roads, thus improving vehicle handling and safety. The multi-groove structure, especially the rational layout of the second longitudinal groove 120 and the first longitudinal groove 110, helps to guide water to flow quickly from the tire surface to the grooves, improves the tire's drainage efficiency, reduces the risk of water accumulating on the tire surface, and further optimizes driving performance on wet and slippery roads.

[0113] like Figure 17 As shown, the first tread block 210 is provided with a first groove 211. The first groove 211 extends along the tire width direction in a first zigzag trajectory, and the two ends of the first groove 211 are respectively connected to the second longitudinal groove 120.

[0114] In this embodiment, a first groove 211 is provided on the first tread block 210. The first groove 211 extends along the tire width direction in a first zigzag trajectory, which can change the stress transmission path of the tire. This allows the pressure to be more evenly distributed along the zigzag trajectory when the tire is subjected to ground reaction force, reducing stress concentration at the edge of the tread block, effectively preventing uneven wear of the tread block, and improving the tire's anti-wear ability and service life. The two ends of the first groove 211 are respectively connected to the second longitudinal groove 120, which not only provides additional water channels to accelerate the drainage of accumulated water, but also increases the contact points between the tire and the wet road surface, helping the tire maintain good grip in rainy or wet road conditions, and improving the vehicle's driving safety and handling performance.

[0115] like Figures 17 to 26As shown, a first support structure 600 is embedded in the first groove 211, and at least a portion of the first support structure 600 extends in a zigzag trajectory or in a wavy trajectory.

[0116] In this embodiment, a first support structure 600 is embedded in the first groove 211, which can significantly increase the rigidity of the first tread block 210, reduce the deformation of the tread block under load, effectively suppress uneven wear and pitting wear of the tread block, and improve the wear resistance and service life of the tire. At least a portion of the first support structure 600 extends in a zigzag or wavy trajectory, which can cleverly guide and disperse stress, avoid stress accumulation in specific areas, reduce stress concentration at the edge of the tread block, and make the stress distribution of the tire more balanced under complex road conditions, thereby improving the overall stability of the tire.

[0117] like Figures 17 to 20 As shown, the first support structure 600 includes a first wave segment 610, which includes a plurality of first reinforcing protrusions 650. Along the height direction of the first support structure 600, each first reinforcing protrusion 650 extends in a first wave-shaped trajectory. Along the length direction of the first support structure 600, the plurality of first reinforcing protrusions 650 are connected sequentially in a second wave-shaped trajectory.

[0118] In this embodiment, the first support structure 600 includes a first wave segment 610, which includes multiple first reinforcing protrusions 650. These significantly increase the internal support of the first tread block 210, reduce deformation of the tread block under load, effectively suppress uneven wear and tear, and improve the tire's wear resistance and service life. The first reinforcing protrusions 650 extend along a first wave-shaped trajectory in the height direction of the first support structure 600 and connect along a second wave-shaped trajectory in the length direction. This guides and disperses the stress borne by the tire during rolling, preventing stress accumulation in specific areas and ensuring a more balanced stress distribution in the tread block under complex road conditions.

[0119] like Figure 17 , Figure 21 , Figure 22 and Figure 23 As shown, the first support structure 600 includes a second wave segment 620 and a straight plate segment 630. The second wave segment 620 consists of multiple segments, which are spaced apart along the length of the first support structure 600. Adjacent second wave segments 620 are connected by straight plate segments 630. The second wave segment 620 includes multiple second reinforcing protrusions 660. Along the height of the first support structure 600, each second reinforcing protrusion 660 extends in a third wave-shaped trajectory. Along the length of the first support structure 600, the multiple second reinforcing protrusions 660 extend in a fourth wave-shaped trajectory.

[0120] In this embodiment, the first support structure 600 includes a second wave segment 620 and a straight plate segment 630. The second wave segment 620 consists of multiple segments, which are spaced apart along the length of the first support structure 600. Adjacent second wave segments 620 are connected by straight plate segments 630, which enhances the internal structure of the first tread block 210, effectively improving the rigidity and wear resistance of the tread block and extending the tire's service life. The second wave segment 620 includes multiple second reinforcing protrusions 660. Along the height of the first support structure 600, each second reinforcing protrusion 660 extends in a third wave pattern. Along the length of the first support structure 600, the multiple second reinforcing protrusions 660 extend in a fourth wave pattern. This can guide and disperse the stress of the tire during rolling, preventing stress concentration at specific points, thereby reducing uneven wear and tear on the tread block and improving the tire's resistance to uneven wear.

[0121] like Figure 17 , Figure 24 , Figure 25 and Figure 26 As shown, the first support structure 600 includes a first broken line segment 640, which includes a plurality of third reinforcing protrusions 670. Along the height direction of the first support structure 600, each third reinforcing protrusion 670 extends along a second broken line trajectory. Along the length direction of the first support structure 600, each third reinforcing protrusion 670 is connected sequentially along the third broken line trajectory.

[0122] In this embodiment, the first support structure 600 includes a first zigzag segment 640, which includes a plurality of third reinforcing protrusions 670. Along the height direction of the first support structure 600, each third reinforcing protrusion 670 extends along a second zigzag trajectory. Along the length direction of the first support structure 600, each third reinforcing protrusion 670 is connected sequentially along the third zigzag trajectory, thereby improving the overall rigidity of the tread block, reducing the deformation of the tread block under high load, and thus preventing uneven wear and tear, extending the service life of the tire. This allows the third reinforcing protrusions 670 to more effectively distribute the pressure borne by the tire during rolling, avoid stress concentration in specific parts of the tread block, and ensure the structural stability of the tread block under complex road conditions.

[0123] like Figure 27 and Figure 28As shown, the second longitudinal groove 120 includes a second longitudinal channel 700, which includes a first open groove segment 710, a first connecting groove segment 720, and a first flow groove segment 730 connected sequentially from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the first open groove segment 710 gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the first connecting groove segment 720 gradually decreases; the width of the first tread block 210 is W, the maximum width of the first connecting groove segment 720 is TW14, the maximum width of the first flow groove segment 730 is TW15, the ratio of TW15 to TW14 ranges from 1 to 2, and the ratio of TW14 to W is less than 0.25.

[0124] In this embodiment, the second longitudinal groove 120 includes a second longitudinal channel 700, which includes a first open groove section 710, a first connecting groove section 720, and a first flow-through groove section 730 that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the first open groove section 710 gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the first connecting groove section 720 gradually decreases. This effectively guides the water accumulated on the tire surface to flow rapidly into the first flow-through groove section 730, avoiding water retention on the tread, significantly improving the tire's drainage performance, and ensuring the vehicle's handling stability and safety performance on rainy or slippery roads. The width of the first tread block 210 is W, the maximum width of the first connecting groove segment 720 is TW14, and the maximum width of the first flow groove segment 730 is TW15. The ratio of TW15 to TW14 ranges from 1 to 2, and the ratio of TW14 to W is less than 0.25. Even with the presence of the second longitudinal groove 120, the tread block assembly 200 maintains sufficient rigidity, preventing excessive deformation of the tread block assembly 200 under load, thereby reducing wear and increasing tire lifespan. Furthermore, the gradually changing flow cross-sectional area also helps control airflow and water vibration during drainage, reducing noise generated during tire operation and improving driving comfort.

[0125] like Figure 27 and Figure 29 As shown, the second longitudinal groove 120 includes a second longitudinal channel 700, which includes a second open groove section 711, a second connecting groove section 721, and a second flow groove section 731 connected sequentially from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the second open groove section 711 gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the second connecting groove section 721 gradually increases. The width of the first tread block 210 is W, the minimum width of the second connecting groove section 721 is TW16, the maximum width of the second flow groove section 731 is TW17, the ratio of TW17 to TW16 ranges from 1 to 2, and the ratio of TW17 to W is less than 0.25.

[0126] In this embodiment, the second longitudinal groove 120 includes a second longitudinal channel 700, which includes a second open channel segment 711, a second connecting channel segment 721, and a second flow channel segment 731 that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the second open channel segment 711 gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the second connecting channel segment 721 gradually increases. This allows for rapid guidance of accumulated water inflow and ensures smooth flow of water inside the tire, preventing water stagnation and significantly improving the tire's drainage efficiency, thereby enhancing handling stability and safety under wet and slippery road conditions. The width of the first tread block 210 is W, the minimum width of the second connecting groove section 721 is TW16, and the maximum width of the second flow groove section 731 is TW17. The ratio of TW17 to TW16 ranges from 1 to 2, and the ratio of TW17 to W is less than 0.25. This ensures that while performing excellent drainage performance, the tread block group 200 still maintains sufficient rigidity, reducing excessive deformation of the tire during rolling, thereby reducing rolling resistance and improving the tire's fuel efficiency.

[0127] like Figure 27 and Figure 30 As shown, the second longitudinal groove 120 includes a second longitudinal channel 700, which includes a third open groove segment 712, a third connecting groove segment 722, and a third flow groove segment 732 that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the third open groove segment 712 gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the third connecting groove segment 722 is the same. The width of the first tread block 210 is W, the width of the third connecting groove segment 722 is TW18, and the maximum width of the third flow groove segment 732 is TW19. The ratio of TW19 to TW18 ranges from 1 to 2, and the ratio of TW17 to W is less than 0.25.

[0128] In this embodiment, the second longitudinal groove 120 includes a second longitudinal channel 700, which comprises a third open groove section 712, a third connecting groove section 722, and a third flow-through groove section 732 that are sequentially connected from the tread to the tire center. From the tread to the tire center, the flow cross-sectional area of ​​the third open groove section 712 gradually decreases, enabling rapid drainage of water from the tire contact surface into the groove. Simultaneously, as the depth increases, the water flow is effectively controlled, preventing water pressure accumulation within the third open groove section 712, thus improving the tire's drainage efficiency on wet roads and enhancing handling stability and safety. From the tread to the tire center, the flow cross-sectional area of ​​the third connecting groove section 722 remains constant, ensuring smooth water flow through the third connecting groove section 722. The width of the first tread block 210 is W, the width of the third connecting groove section 722 is TW18, and the maximum width of the third flow groove section 732 is TW19. The ratio of TW17 to W is less than 0.25, which ensures the support of the tread block group 200. The ratio of TW19 to TW18 ranges from 1 to 2, effectively balancing drainage efficiency and tread block rigidity, ensuring the structural stability and safety performance of the tire under various road conditions.

[0129] like Figure 27 and Figure 31 As shown, the second longitudinal groove 120 includes a second longitudinal groove body 700. The second longitudinal groove body 700 includes a fourth open groove segment 713, a fourth connecting groove segment 723, and a fourth flow groove segment 733 that are sequentially connected from the tread to the tire center. The fourth flow groove segment 733 includes a first connecting groove segment 741, a first expansion groove segment 742, and a first recessed groove segment 743 that are sequentially connected. The first connecting groove segment 741 is connected to the fourth connecting groove segment 723, and the first expansion groove segment 742 is along the tire... Extending radially; from the tread to the tire center, the flow cross-sectional area of ​​the fourth open groove segment 713 gradually decreases; from the tread to the tire center, the flow cross-sectional area of ​​the fourth connecting groove segment 723 gradually decreases; the width of the first crown tread block 210 is W, the maximum width of the fourth connecting groove segment 723 is TW20, the maximum width of the first expansion groove segment 742 is TW21, the ratio of TW21 to TW20 ranges from 1 to 1.4, and the ratio of TW17 to W is less than 0.25.

[0130] In this embodiment, the flow cross-sectional area of ​​the fourth open groove segment 713 gradually decreases from the tread to the tire center; similarly, the flow cross-sectional area of ​​the fourth connecting groove segment 723 gradually decreases from the tread to the tire center. This facilitates the rapid entry of accumulated water into the grooves while effectively reducing water pressure deep within the grooves. This ensures efficient drainage and grip on wet surfaces, enhancing vehicle handling stability and safety. The width of the first tread block 210 is W, and the maximum width of the fourth connecting groove segment 723 is TW20. The ratio of TW17 to W is less than 0.25, ensuring that the tread block assembly 200 maintains sufficient rigidity while maintaining efficient drainage performance. This reduces deformation of the tread block assembly 200 under high loads, lowers rolling resistance, and extends tire lifespan. The maximum width of the first expansion groove 742 is TW21, and the ratio of TW21 to TW20 ranges from 1 to 1.4. It provides expansion space at a certain depth in the second longitudinal groove 120, which not only helps the uniform flow of water, but also reduces the water pressure in the second longitudinal groove 120, helps maintain a stable internal water flow state, and further optimizes the tire's drainage performance.

[0131] like Figure 17 and Figure 32 As shown, the second longitudinal groove 120 also includes a third longitudinal groove 800, which includes a fifth open groove segment 810, a fifth connecting groove segment 820, and a fifth flow groove segment 830 connected sequentially along the tread to the center of the tire. The fifth open groove segment 810 includes a first groove segment side wall surface 811, a groove segment bottom wall surface 812, and a second groove segment side wall surface 813 connected sequentially. The first groove segment side wall surface 811 and the second groove segment side wall surface 813 are arranged opposite to each other, and the first groove segment side wall surface 811, the groove segment bottom wall surface 812, and the second groove segment side wall surface 813 form a flow cavity 814. The groove opening of the fifth connecting groove segment 820 is located inside the groove segment bottom wall surface 812.

[0132] In this embodiment, the fifth open groove segment 810 includes a first groove segment side wall surface 811, a groove segment bottom wall surface 812, and a second groove segment side wall surface 813 connected in sequence. The first groove segment side wall surface 811 and the second groove segment side wall surface 813 are arranged opposite to each other, forming a flow cavity 814. This cavity can more effectively guide and control the water flow when the tire rotates, preventing water accumulation on the tire tread and forming local water pressure peaks, thereby improving the tire's performance on wet surfaces. Simultaneously, the opening of the fifth connecting groove segment 820 is located within the groove segment bottom wall surface 812, which increases the guidance of the water flow, reduces turbulence between grooves, and thus reduces water resistance and improves the tire's rolling efficiency.

[0133] like Figure 27 and Figure 32As shown, the depth of the second longitudinal groove 120 is H, the depth of the fifth open groove section 810 is TD11, the depth of the fifth connecting groove section 820 is TD12, and the maximum width of the fifth flow groove section 830 is TW22. The ratio of TD11 to H is less than or equal to 0.5, the ratio of TD12 to H is less than or equal to 0.25, and TW22 is less than 4 mm.

[0134] In this embodiment, the depth of the second longitudinal groove 120 is H, the depth of the fifth open groove section 810 is TD11, the depth of the fifth connecting groove section 820 is TD12, and the maximum width of the fifth flow groove section 830 is TW22. The ratio of TD11 to H is less than or equal to 0.5, which balances the tire's drainage performance and tread block rigidity, providing the tire with excellent all-road adaptability and low rolling resistance for long-mileage driving characteristics. Specifically, the ratio of the depth TD11 of the fifth open groove section 810 to the total groove depth H is less than or equal to 0.5. This structure allows water to quickly enter the groove when it reaches the tire contact surface, while preventing the groove opening from being too deep, which would weaken the rigidity of the tread block edges. The ratio of the depth TD12 of the fifth connecting groove section 820 to H is less than or equal to 0.25, which ensures a smooth transition of water within the groove and reduces water flow resistance within the groove. The maximum width TW22 of the fifth flow channel section 830 is less than 4mm, which improves the guidance and flow efficiency of the water flow in the fifth flow channel section 830. At the same time, the maximum width TW22 of the fifth flow channel section 830 is less than 4mm, which helps to ensure the compatibility between the structural rigidity of the tread block group 200 and the water flow efficiency.

[0135] like Figure 27 and Figure 33 As shown, the depth of the second longitudinal groove 120 is H, the depth of the fifth open groove section 810 is TD13, the depth of the fifth connecting groove section 820 is TD14, and the maximum width of the fifth flow groove section 830 is TW23. The ratio of TD13 to H is less than or equal to 0.3, the ratio of TD14 to H is less than or equal to 0.5, and TW23 is less than 4 mm.

[0136] In this embodiment, the depth of the second longitudinal groove 120 is H, the depth of the fifth open groove section 810 is TD13, the depth of the fifth connecting groove section 820 is TD14, and the maximum width of the fifth flow groove section 830 is TW23. The ratio of TD13 to H is less than or equal to 0.3, ensuring excellent water drainage performance while maintaining the rigidity and wear resistance of the tread block assembly 200, thus extending the tire's service life. The ratio of TD14 to H is less than or equal to 0.5, effectively reducing the resistance of water flow within the second longitudinal groove 120 and lowering the water resistance effect during tire rolling, thereby reducing the tire's rolling resistance. TW23 is less than 4mm, ensuring smooth water flow in the second longitudinal groove 120 while avoiding excessive loss of rigidity in the tread block assembly 200. This allows the tire to maintain good handling and wear resistance under various road conditions, including wet, dry, and muddy conditions, enhancing its all-terrain adaptability.

[0137] like Figure 27 and Figure 34 As shown, the depth of the second longitudinal groove 120 is H, the depth of the fifth open groove section 810 is TD15, the depth of the fifth connecting groove section 820 is TD16, and the maximum width of the fifth flow groove section 830 is TW24. The ratio of TD15 to H is less than or equal to 0.5, the ratio of TD16 to H is less than or equal to 0.15, and TW24 is less than 5 mm.

[0138] In this embodiment, the depth of the second longitudinal groove 120 is H, the depth of the fifth open groove section 810 is TD15, the depth of the fifth connecting groove section 820 is TD16, and the maximum width of the fifth flow groove section 830 is TW24. The ratio of TD15 to H is less than or equal to 0.5, ensuring that water accumulation at the opening of the fifth open groove section 810 can quickly and effectively enter the fifth open groove section 810, avoiding the risk of slippage caused by water stagnation, and significantly improving tire grip and driving safety on wet roads. The ratio of TD16 to H is less than or equal to 0.15, and TW24 is less than 5mm, reducing water resistance while maintaining the connection and rigidity between tread blocks, reducing tire deformation during rolling, reducing rolling resistance, and improving tire energy efficiency.

[0139] like Figure 27 and Figure 35As shown, the fifth flow channel section 830 includes a second connecting channel section 831, a second expansion channel section 832, and a second recessed channel section 833 connected in sequence. The second connecting channel section 831 is connected to the fifth connecting channel section 820. The second expansion channel section 832 extends radially along the tire. The depth of the second longitudinal groove 120 is H, the depth of the fifth opening channel section 810 is TD17, the depth of the fifth connecting channel section 820 is TD18, and the maximum width of the second expansion channel section 832 is TW25. The ratio of TD17 to H is less than or equal to 0.5, the ratio of TD18 to H is less than or equal to 0.25, and TW25 is less than 3 mm.

[0140] In this embodiment, the fifth flow channel segment 830 includes a second connecting channel segment 831, a second expansion channel segment 832, and a second recessed channel segment 833 connected in sequence. The second connecting channel segment 831 is connected to the fifth connecting channel segment 820, and the second expansion channel segment 832 extends radially along the tire. The depth of the second longitudinal groove 120 is H, the depth of the fifth opening channel segment 810 is TD17, the depth of the fifth connecting channel segment 820 is TD18, and the maximum width of the second expansion channel segment 832 is TW25. The ratio of TD17 to H is less than or equal to 0.5, ensuring that accumulated water can quickly and fully enter the fifth flow channel segment 830, avoiding the risk of slippage caused by water stagnation on wet and slippery roads, and significantly improving the tire's wet driving safety and grip. The ratio of TD18 to H is less than or equal to 0.25, and TW25 is less than 3mm, ensuring a smooth transition of water flow inside the groove, reducing water resistance, and lowering energy consumption during tire rolling.

[0141] like Figures 27 to 35 As shown, the second longitudinal groove 120 includes a second longitudinal groove 700 and a third longitudinal groove 800, which are interconnected along the tire circumferential direction. The second longitudinal groove 700 includes a first open groove segment 710, a first connecting groove segment 720, and a first flow groove segment 730 that are sequentially connected from the tread to the tire center. The third longitudinal groove 800 includes a fifth open groove segment 810, a fifth connecting groove segment 820, and a fifth flow groove segment 830 that are sequentially connected along the tread to the tire center. In the tire circumferential direction, the fifth open groove segment 810 is connected to the first open groove segment 710, the fifth connecting groove segment 820 is connected to the first connecting groove segment 720, and the fifth flow groove segment 830 is connected to the first flow groove segment 730.

[0142] In this embodiment, the fifth opening groove segment 810 is connected to the first opening groove segment 710, ensuring that when the tire contacts the ground, accumulated water can quickly and comprehensively enter the second longitudinal groove 120 through the fifth opening groove segment 810 and the first opening groove segment 710, improving the tire's wet grip and driving safety. The fifth connecting groove segment 820 is connected to the first connecting groove segment 720, and the fifth flow-through groove segment 830 is connected to the first flow-through groove segment 730, ensuring that the water flow inside the second longitudinal groove 120 can be guided tightly and efficiently, avoiding the additional resistance caused by the water flow stagnation in the groove, optimizing the radial distribution of the water flow, and improving the tire's grip and stability on wet and slippery roads.

[0143] like Figure 27 , Figure 26 and Figure 37 As shown, the second longitudinal groove 120 also includes a third longitudinal groove 800, which includes a fifth open groove segment 810, a fifth connecting groove segment 820 and a fifth flow groove segment 830 that are connected sequentially along the tread to the center of the tire. The fifth open groove segment 810 includes a first groove segment sidewall 811 and a second groove segment sidewall 813, which are arranged opposite to each other. The first groove segment sidewall 811 and the second groove segment sidewall 813 are either broken lines or arcs.

[0144] In this embodiment, the first groove sidewall 811 and the second groove sidewall 813 are either zigzag or arc-shaped structures, which significantly improve the tire's drainage performance on wet roads, ensuring that accumulated water can be quickly and effectively removed from the tire contact surface, avoiding hydroplaning, and improving driving safety and wet handling performance. Furthermore, the zigzag or arc-shaped structures of the first groove sidewall 811 and the second groove sidewall 813 also help reduce water flow noise and tread block vibration during tire rolling, improving driving comfort and quietness. The zigzag or arc-shaped sidewall structure guides water flow more smoothly into the fifth connecting groove 820 and the fifth overflow groove 830, reducing water flow resistance inside the grooves, lowering tire deformation and energy consumption during rolling, thereby reducing rolling resistance and improving vehicle fuel economy and electrical efficiency.

[0145] Furthermore, the side wall surface 811 of the first groove segment and the side wall surface 813 of the second groove segment have a broken line structure, and the groove opening of the fifth opening groove segment 810 has a hexagonal structure.

[0146] like Figure 27As shown, the shoulder tread block assembly 300 includes a shoulder tread block 310 and a first lateral groove 330. The first lateral groove 330 is located on the side of the shoulder tread block 310 along the tire circumferential direction. The first end of the first lateral groove 330 is connected to the first longitudinal groove 110, and the groove opening at the second end faces the side of the tire. The shoulder tread block 310 is provided with a first cross-section 331 and a second cross-section 332 that are connected to each other. The first cross-section 331 and the surface of the shoulder tread block 310 have an eighth included angle, which is an obtuse angle. The first cross-section 331 is an inclined surface facing the tire sidewall direction. There are two second cross-sections 332. The first cross-section 331 is located between the two second cross-sections 332, and the second cross-section 332 and the surface of the shoulder tread block 310 have a ninth included angle. The first cross-section 331 and the second cross-section 332 are located at the second end of the first lateral groove 330 and are connected to the groove wall surface of the first lateral groove 330.

[0147] In this embodiment, the first end of the first lateral groove 330 is connected to the first longitudinal groove 110, ensuring smooth water flow between the tire tread blocks. This facilitates water removal during wet driving, improving grip and driving safety. The groove at the second end faces the tire side. By introducing a first slit 331 and two second slits 332, the edge structure of the shoulder tread block 310 is optimized to achieve better tire lateral stability, reduce rolling resistance, and improve drainage performance. The eighth angle formed by the first slit 331 and the surface of the shoulder tread block 310 is an obtuse angle, pointing towards the tire sidewall. This effectively disperses the lateral force when the tire contacts the road surface, reducing wear on the tread block edges. The ninth angle between the second slit 332 and the surface of the shoulder tread block 310 optimizes the force distribution at the tread block edges, further reducing uneven wear on the tread blocks under complex road conditions, and improving the overall tire performance and service life.

[0148] like Figure 27 As shown, the tire shoulder tread block assembly 300 includes a tire shoulder tread block 310. A second groove 340 is provided on the tire shoulder tread block 310. The first end of the second groove 340 is connected to the first longitudinal groove 110. The second end of the second groove 340 extends from the first longitudinal groove 110 toward the interior of the tire shoulder tread block 310 in a fourth zigzag trajectory. A second support structure is embedded in the second groove 340.

[0149] In this embodiment, the first end of the second groove 340 is connected to the first longitudinal groove 110, optimizing the tire's drainage performance, improving wet grip, and reducing water resistance. Simultaneously, the second end of the second groove 340 extends inwards towards the shoulder tread block 310 in a fourth zigzag trajectory. This not only enhances the guidance of water flow, avoiding water stagnation or reverse flow that may occur in traditional straight groove designs, but also, through this zigzag structure, the second groove 340 can improve the deformation capacity of the shoulder tread block 310 without significantly increasing tire rolling resistance, ensuring the tire's flexibility and stability under different road conditions. The second support structure embedded within the second groove 340 maintains the structural rigidity and overall stability of the shoulder tread block 310 without affecting the drainage and deformation effects of the second groove 340, preventing deformation and wear of the tread block under prolonged use or heavy loads, thereby extending the tire's service life and improving its overall performance.

[0150] like Figure 27 As shown, the tire shoulder tread block assembly 300 includes a tire shoulder tread block 310. A third groove 341 is provided on the tire shoulder tread block 310. The first end of the third groove 341 is connected to the first longitudinal groove 110. The second end of the third groove 341 extends from the first longitudinal groove 110 toward the interior of the tire shoulder tread block 310 in a first straight line trajectory. A third support structure is embedded in the third groove 341.

[0151] In this embodiment, the first end of the third groove 341 is connected to the first longitudinal groove 110, expanding the groove network, optimizing the tire's drainage system, and improving grip and safety on wet surfaces. The design of the second end of the third groove 341 extending in a first straight-line trajectory towards the inside of the tire shoulder tread block 310 ensures unobstructed water flow from the tire contact surface to the groove interior. Simultaneously, the simplicity and directness of the straight-line trajectory reduces the resistance that water flow may generate during cornering, further lowering rolling resistance. The third support structure embedded in the third groove 341 reinforces its structure, preventing deformation or damage under prolonged use or heavy loads. It also enhances the overall rigidity of the tire shoulder tread block 310, improving tire stability and handling during driving.

[0152] Furthermore, the third groove 341 shown is multiple, and the multiple third grooves 341 are spaced apart along the tire circumferential direction, which further enhances the tire's drainage performance and improves wet grip. At the same time, through the spaced third grooves 341 and the third support structure, the overall rigidity and deformation capacity of the tire tread blocks are optimized, ensuring the tire's handling stability and wear resistance under complex road conditions.

[0153] like Figure 27As shown, a second groove 312 is provided on the first tread block 210. The second groove 312 is connected to the second longitudinal groove 120. A fourth cutting groove 311 is provided on the bottom surface of the second groove 312. The fourth cutting groove 311 extends from the inside of the second groove 312 toward the middle of the first tread block 210 to the outside of the second groove 312. A fourth support structure is embedded in the fourth cutting groove 311.

[0154] In this embodiment, the connection between the second groove 312 and the second longitudinal groove 120 not only increases the tire's drainage path and improves wet grip, but also enhances the tire's heat dissipation performance and reduces rolling resistance. The fourth sipe 311 extends from inside the second groove 312 towards the center of the first tread block 210 to the outside of the second groove 312, further refining water flow guidance, improving the tire's drainage efficiency and wet handling stability. Simultaneously, the extension of the fourth sipe 311 increases the tire's deformation capacity when in contact with the ground, optimizing the tire's grip and handling. The fourth support structure embedded in the fourth sipe 311 enhances the structural stability of the fourth sipe 311, preventing deformation or damage under prolonged use or heavy load conditions, thereby maintaining the rigidity and durability of the first tread block 210 and improving the overall performance of the tire.

[0155] like Figure 27 As shown, a third groove 343 is provided on the second crown tread block 220, which communicates with the second longitudinal groove 120. A fifth cutting groove 342 is provided on the bottom surface of the third groove 343, extending from the inside of the third groove 343 toward the center of the second crown tread block 220 to the outside of the third groove 343. A fifth support structure is embedded in the fifth cutting groove 342. A sixth cutting groove 344 is provided on the second crown tread block 220, with its two ends respectively connected to the first longitudinal groove 120. The groove 110 is connected to the second longitudinal groove 120. The sixth sipe 344 extends along the tire width direction in a fifth zigzag pattern. The sixth sipe 344 is embedded with a sixth support structure. The second tread block 220 is provided with a seventh sipe 347. The first end of the seventh sipe 347 is connected to the first longitudinal groove 110. The second end of the seventh sipe 347 extends from the first longitudinal groove 110 toward the interior of the second tread block 220 in a second straight line pattern. The seventh sipe 347 is embedded with a seventh support structure.

[0156] In this embodiment, a third groove 343 is provided on the second tread block 220, which communicates with the second longitudinal groove 120. A fifth sipe 342 is provided on the bottom surface of the third groove 343. The fifth sipe 342 extends from the inside of the third groove 343 toward the center of the second tread block 220 to the outside of the third groove 343. A fifth support structure is embedded in the fifth sipe 342, which can refine the water flow path and improve the tire's drainage efficiency. At the same time, the fifth sipe 342 increases the deformation capacity of the tire tread block, which helps to improve grip and handling. The fifth support structure embedded in the fifth sipe 342 enhances the structural stability of the sipe and prevents wear and deformation under long-term use. The second tread block 220 has a sixth sipe 344, which connects to the first longitudinal groove 110 and the second longitudinal groove 120 at both ends. The sixth sipe 344 extends along the tire width in a fifth zigzag pattern. A sixth support structure is embedded within the sixth sipe 344. This not only increases the interlocking between the tread blocks and improves the tire's dry grip, but also helps to distribute the pressure when the tire contacts the ground, reducing wear on the tread block edges and lowering rolling resistance. The embedded sixth support structure further enhances the structural strength of the sixth sipe 344, ensuring its stability and durability under complex road conditions. The second tread block 220 has a seventh sipe 347. The first end of the seventh sipe 347 communicates with the first longitudinal groove 110, and the second end extends from the first longitudinal groove 110 toward the interior of the second tread block 220 in a second straight-line trajectory. This helps maintain the structural integrity of the tire tread block and provides an additional drainage path, enhancing the tire's wet handling performance. The simplicity of the straight-line trajectory reduces resistance when water flows through the tread, thereby reducing rolling resistance and optimizing the tire's overall performance.

[0157] Furthermore, the first support structure 600, the second support structure, the third support structure, the fourth support structure, the fifth support structure, the sixth support structure, and the seventh support structure are made of steel sheets.

[0158] like Figures 1 to 37As shown, the tire of this application is divided into five parts by two first longitudinal grooves 110 and two second longitudinal grooves 120, including two shoulder tread blocks 310 on both sides, two second crown tread blocks 220 on both sides, and a first crown tread block 210. The central area of ​​the tread is the first crown tread block 210. The outer side of the first crown tread block 210 is a circumferentially zigzag second longitudinal groove 120. On both sides of the second longitudinal groove 120 are two second crown tread blocks 220. The outer side of the two second crown tread blocks 220 is a circumferentially straight first longitudinal groove 110. The outer side of the two first longitudinal grooves 110 are the two shoulder tread blocks 310. The ratio of the maximum width of the second crown tread block 220 to the maximum width of the first crown tread block 210 is between 1.0 and 1.4; the ratio of the maximum width of the shoulder tread block 310 to the maximum width of the first crown tread block 210 is between 1.0 and 1.4; the ratio of the maximum width of the first longitudinal groove 110 to the maximum width of the second longitudinal groove 120 is between 1.0 and 1.8; both the first longitudinal groove 110 and the second longitudinal groove 120 on both sides adopt a full tread depth structure.

[0159] The tread blocks 310 on both sides of the tire shoulder are spaced apart along the tire circumference.

[0160] The two shoulder tread blocks 310 are provided with an asymmetrical V-shaped fourth support structure. One end of the V-shaped fourth support structure is connected to the first longitudinal groove 110, and the other end is closed on the shoulder tread block 310. The angle between the curved part and the circumferential direction is between 50° and 70°. The thickness of the fourth support structure is less than 8 mm, the depth is less than mm, and the lateral width of the fourth support structure is greater than 50% of the width of the shoulder tread block 310. The V-shaped fourth support structure and the V-shaped first sipe 211 are staggered to divide the shoulder tread blocks 310 into non-equidistant pitches. The pitch ratio of the shoulder tread blocks 310 is between 1.0 and 1.2.

[0161] The two shoulder tread blocks 310 are provided with asymmetrical V-shaped first grooves 211. The two ends of the asymmetrical V-shaped first groove 211 are connected to the shoulder tread block 310 and the first longitudinal groove 110, respectively. The curved part is at an angle of 50° to 70° with the circumferential direction, the depth is less than 3mm, the groove width is less than 2mm, and the groove width near the shoulder is less than 3mm. The V-shaped first grooves 211 and the V-shaped fourth support structure are staggered to divide the shoulder tread blocks 310 into non-equidistant pitches, with a pitch ratio ranging from 1.0 to 1.2.

[0162] The outer edges of the two tire shoulder tread blocks 310 are provided with a fourth groove 311. The length of the fourth groove 311 along the driving surface direction is less than 8mm, the width perpendicular to the second longitudinal groove 120 direction is greater than 1.5mm, and the depth is the full tread depth. The intersection of the fourth groove 311 and the edge of the tire shoulder tread block 310 adopts a chamfer structure, and the chamfer angle with the driving surface is in the range of 40 to 70°. The fourth groove 311 is connected to the first longitudinal groove 110 through the V-shaped first groove 211.

[0163] The tread blocks 310 on both sides of the tire shoulder are provided with a seventh support structure. The seventh support structure is evenly distributed at the four equal points between the V-shaped fourth support structure and the V-shaped first sipe 211. The thickness of the seventh support structure is less than 0.8 mm, the width is less than 15% of the width of the first tire crown tread block 210, and the depth is less than 3 mm.

[0164] The second crown pattern block 220 on both sides is a circumferentially discontinuous rib.

[0165] The second tread blocks 220 on both sides are provided with transverse 3D zigzag steel sheets 7. The two ends of the transverse 3D zigzag steel sheets 7 are respectively connected to the first longitudinal groove 110 and the second longitudinal groove 120. The zigzag part is at an angle of 40° to 75° with the circumferential direction. The thickness of the 3D part in the width direction is less than or equal to 2mm, the thickness of the 3D part in the depth direction is less than or equal to 2mm, the depth of the 3D steel sheet part is greater than 50% of the full tread depth, and the depth of the ordinary steel sheet part in the middle is less than 25% of the full tread depth. The 3D steel sheet part in the depth direction of the transverse 3D zigzag third support structure accounts for more than 70%, and the 3D steel sheet part in the vertical tread groove direction accounts for more than 60%. The transverse 3D zigzag third support structure and the transverse zigzag second support structure are arranged alternately to divide the second tread blocks 220 with non-equidistant pitch, and the pitch ratio ranges from 1.0 to 1.2.

[0166] The second tread blocks 220 on both sides are provided with a transversely curved second support structure. The thickness of the transversely curved second support structure is less than 0.8 mm and the depth is less than 30% of the full tread depth. The transversely curved second support structure has a first transverse groove 330 at the edge of the second longitudinal groove 120. The thickness of the first transverse groove 330 is less than 2.0 mm and the depth is less than 25% of the full tread depth. The transversely curved second support structure and the transverse 3D curved steel sheet 7 are staggered to divide the second tread blocks 220 with non-equidistant pitch, and the pitch ratio ranges from 1.0 to 1.2.

[0167] The second tread pattern blocks 220 on both sides are provided with a seventh support structure at the edge of the first longitudinal groove 110. The seventh support structure is evenly arranged at the four equal points between the transverse 3D curved steel sheet 7 and the transverse curved second support structure. The thickness is less than 0.8 mm, the width is less than 15% of the width of the first tread pattern block 210, and the depth is less than 3 mm.

[0168] The first tire's crown pattern block 210 is a non-circumferential continuous rib.

[0169] The first tread block 210 is provided with a centrally symmetrical, laterally concealed 3D first support structure 600. The two ends of the laterally concealed 3D first support structure 600 are connected to the second longitudinal groove 120, and the middle part is at an angle of 40° to 75° with the circumferential direction. The laterally concealed 3D first support structure 600 and the laterally curved fourth support structure are staggered to divide the first tread block 210 with non-equidistant pitch, and the pitch ratio ranges from 1.0 to 1.2.

[0170] In the first embodiment of the lateral hidden 3D first support structure 600, the curvature of the lateral hidden 3D first support structure 600 is greater than or equal to 1.2, the thickness of the 3D part in the depth direction TW1 is less than or equal to 2mm, the thickness of the 3D part in the width direction TW2 is less than or equal to 2mm, the depth TD1 is greater than 50% of the full tread depth, the 3D steel sheet part TD2 in the depth direction is greater than 70% of TD1, and the 3D steel sheet part TW3 in the direction perpendicular to the tread groove is greater than 60% of the width of the first tire crown tread block 210.

[0171] In the second embodiment of the lateral hidden 3D first support structure 600, the curvature of the lateral hidden 3D first support structure 600 is greater than or equal to 1.2, the thickness of the 3D part in the depth direction TW4 is less than or equal to 2mm, the thickness of the 3D part in the width direction TW5 is less than or equal to 2mm, the depth TD3 is greater than 50% of the full tread depth, the 3D steel sheet part TD4 in the depth direction is greater than 70% of TD3, and the 3D steel sheet part TW6 to TW7 in the vertical tread groove direction is greater than 50% of the width of the first crown tread block 210.

[0172] In the third embodiment of the lateral hidden 3D first support structure 600, the tortuosity of the lateral hidden 3D first support structure 600 is greater than or equal to 1.25, the thickness of the 3D part in the depth direction TW8 is less than or equal to 2mm, the thickness of the 3D part in the width direction TW9 is less than or equal to 2mm, the depth TD5 is greater than 50% of the full tread depth, the 3D steel sheet part in the depth direction TD6 is greater than 70% of TD5, and the 3D steel sheet part in the vertical tread groove direction TW10 is greater than 60% of the width of the first crown tread block 210.

[0173] The first tread block 210 is provided with a transversely curved fourth support structure. One end of the transversely curved fourth support structure is connected to the second longitudinal grooves 120 on both sides, and the other end is closed on the first tread block 210. The width of the transversely curved fourth support structure is less than 50% of the width of the first tread block 210, the thickness is less than 0.8 mm, and the depth is less than 30% of the full tread depth. The transversely curved fourth support structure has a first transverse groove 330 at the edge of the second longitudinal groove 120, with a thickness of less than 2.0 mm and a depth of less than 25% of the full tread depth.

[0174] The first longitudinal groove 110 on both sides is a circumferential zigzag patterned groove.

[0175] The depth of the first longitudinal groove 110 on both sides is greater than 15mm, which is the full tread depth; the first longitudinal groove 110 is provided with shoulder tread blocks 310 and crown tread blocks 220 on both sides respectively.

[0176] Each crest of the first longitudinal groove 110 on both sides adopts a chamfered angle design of 12, which removes a portion of the protruding part of the edge crest of the patterned block.

[0177] In the first embodiment of the chamfer 12, the width TW11 of the chamfer 12 portion is less than 3mm, the angle deg1 with the tire driving plane is 30 to 60°, a portion of the ridge protrusion at the top of the tread groove is cut off, and the top of the tread groove is a tortuous line segment with a tortuosity of less than 1.15.

[0178] In the second embodiment of the chamfer 12, the width TW12 of the chamfer 12 portion is less than 2mm, the angle deg2 with the tire driving plane is 30 to 60°, a portion of the ridge protrusion at the top of the tread groove is cut off, and the top of the tread groove is a zigzag line segment with a zigzag degree of less than 1.25;

[0179] In the third embodiment of the chamfer 12, the width TW13 of the chamfer 12 portion is less than 4mm, the angle deg3 with the tire driving plane is 30 to 60°, the entire tread groove wavy protrusion portion is completely cut off, and the top of the tread groove is a straight line.

[0180] The second longitudinal grooves on both sides, 120, are circumferentially zigzag patterned grooves.

[0181] The second longitudinal groove 120 is a combination of the second longitudinal groove 700 and the third longitudinal groove 800, and its depth is greater than 15mm, which is the full tread depth; the second longitudinal groove 120 is provided with the second crown tread blocks 220 and the first crown tread blocks 210 on both sides respectively.

[0182] The second longitudinal groove 120 consists of a narrow upper groove and a widened lower groove.

[0183] In a first embodiment of the second longitudinal groove 700, the first connecting groove segment 720 is wider at the top and narrower at the bottom, with a draft angle deg4 less than 10°, a depth TD7 greater than or equal to 50% of the full pattern depth, and the groove width ratio TW14:TW15 between the first connecting groove segment and the first flow groove segment is in the range of 2.0 to 1.0; the top edge of the second longitudinal groove 120 adopts a chamfered structure, the chamfer width is less than 3mm, and the angle with the driving surface is in the range of 50° to 70°.

[0184] In a second embodiment of the second longitudinal groove 700, the second connecting groove segment 721 is wider at the bottom and narrower at the top, with a draft angle deg5 less than 10° and a depth TD8 greater than or equal to 60% of the full pattern depth. The groove width ratio TW16:TW17 between the second connecting groove segment 721 and the second flow groove segment 731 ranges from 2.0 to 1.0. The top edge of the second longitudinal groove 120 adopts a chamfered structure with a chamfer width of less than 3mm and an angle between it and the driving surface ranging from 50° to 70°.

[0185] In a third embodiment of the second longitudinal groove 700, the third connecting groove segment 722 is a straight groove with a depth TD9 greater than or equal to 50% of the full pattern depth. The groove width ratio TW18:TW19 of the third connecting groove segment 722 and the third flow groove segment 732 ranges from 1.0 to 2.0. The top edge of the second longitudinal groove 120 adopts a chamfered structure with a chamfer width of less than 3mm and an angle with the driving surface ranging from 50° to 70°.

[0186] In the fourth embodiment of the second longitudinal groove 700, the fourth connecting groove segment 723 is wider at the top and narrower at the bottom, with a draft angle deg6 less than 10°, a depth TD10 greater than or equal to 50% of the full pattern depth, and the groove width ratio TW20:TW21 between the fourth connecting groove segment 723 and the fourth flow groove segment 733 is in the range of 1.4 to 1.0; the top edge of the second longitudinal groove 120 adopts a chamfer structure with a chamfer width of less than 3mm and an angle with the driving surface in the range of 50° to 70°.

[0187] The second longitudinal groove 120 is provided with a fifth opening groove section 810 every 25% of the length of the first crown tread block pitch. The width of the fifth opening groove section 810 is equal to the widest part of the groove chamfer, the width is less than 10mm, and the length is greater than 15mm. A fifth connecting groove section 820 is provided at the bottom of the fifth opening groove section 810. The vertical groove part at the upper end of the fifth connecting groove section 820 has a wave-shaped structure and the width of the vertical groove part is less than 1.5mm. The lower end of the fifth connecting groove section 820 is the fifth flow groove section 830.

[0188] In the first embodiment of the third longitudinal groove 800, the depth TD11 of the fifth open groove section 810 is less than or equal to 50% of the full pattern depth, the partial depth TD12 of the fifth connecting groove section 820 is less than or equal to 25% of the full pattern depth, and the partial width TW22 of the fifth flow groove section 830 is less than 4mm.

[0189] The second form is shown in section view D to D extended form 2. The depth TD13 of the fifth opening groove section 810 is less than or equal to 30% of the full pattern depth, the partial depth TD14 of the fifth connecting groove section 820 is less than or equal to 50% of the full pattern depth, and the partial width TW23 of the fifth flow groove section 830 is less than 4mm;

[0190] The third form is shown in section view D to D extended form 3. The depth TD15 of the fifth opening groove section 810 is less than or equal to 50% of the full pattern depth, the partial depth TD16 of the fifth connecting groove section 820 is less than or equal to 15% of the full pattern depth, and the partial width TW24 of the fifth flow groove section 830 is less than 5mm;

[0191] The fourth form is shown in section views D to D extended form 4. The depth TD17 of the fifth opening groove section 810 is less than or equal to 50% of the full pattern depth, the partial depth TD18 of the fifth connecting groove section 820 is less than or equal to 25% of the full pattern depth, and the partial width TW25 of the fifth flow groove section 830 is less than 3mm;

[0192] The shoulder tread blocks 310 on both sides, the second crown tread blocks 220 on both sides and the first crown tread block 210 all adopt the same type of non-equal tread pitch design, with a pitch ratio range of 1.0 to 1.2, and each pitch is regularly arranged along the circumference of the tire.

[0193] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0194] Multiple tread modules 100 are arranged sequentially along the circumferential direction of the tire. The tread modules 100 have a centrally symmetrical structure, which can ensure the tire's balance during rotation, reduce tire vibration and noise, and improve driving comfort. Each tread module 100 includes: a crown tread block group 200 and a shoulder tread block group 300. A first longitudinal groove 110 is provided between the shoulder tread block group 300 and the crown tread block group 200, which not only improves the tire's water drainage capacity but also enhances the tire's adaptability to complex road conditions, especially on wet and slippery roads, providing better grip and safety. The tread block group 200 and / or the shoulder tread block group 300 are provided with a clearance end face 400. The clearance end face 400 includes a first connecting end 410 and a second connecting end 420. The first connecting end 410 is connected to the surface of the tread block group 200 or the shoulder tread block group 300, and the second connecting end 420 is connected to the groove wall of the first longitudinal groove 110. The second connecting end 420 is inclined relative to the first connecting end 410 toward the center of the first longitudinal groove 110, which can effectively disperse stress at the moment of contact between the tire and the ground, significantly reduce the uneven wear phenomenon of the tread block edge, extend the tire service life, and also help reduce the noise level of the tire at high speed and improve the driving experience.

[0195] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0196] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0197] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0198] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0199] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A tire, characterized in that, include: Multiple pattern modules (100) are arranged sequentially along the circumferential direction of the tire, and the pattern modules (100) have a centrally symmetrical structure; Each of the pattern modules (100) includes: The tire crown tread block group (200) and the tire shoulder tread block group (300) are provided with a first longitudinal groove (110) between the tire shoulder tread block group (300) and the tire crown tread block group (200). The tread pattern block group (200) and / or the shoulder tread pattern block group (300) are provided with a clearance end face (400), the clearance end face (400) includes a first connecting end (410) and a second connecting end (420), the first connecting end (410) is connected to the surface of the tread pattern block group (200) or the shoulder tread pattern block group (300), and the second connecting end (420) is connected to the groove wall surface of the first longitudinal groove (110); The second connecting end (420) is inclined relative to the first connecting end (410) toward the center of the first longitudinal groove (110).

2. The tire according to claim 1, characterized in that, The first connecting end (410) and / or the second connecting end (420) extend along a zigzag trajectory in the circumferential direction of the tire; or, The first connecting end (410) and / or the second connecting end (420) extend in a curved trajectory along the circumferential direction of the tire.

3. The tire according to claim 1, characterized in that, The avoidance end face (400) includes multiple unit faces (430), which are connected sequentially along the circumferential direction of the tire, and adjacent unit faces (430) are arranged at an angle.

4. The tire according to claim 1, characterized in that, The second connecting end (420) includes a first connecting edge (421) and a second connecting edge (422) that are connected to each other. The straight line containing the first connecting edge (421) and the straight line containing the second connecting edge (422) have a first included angle, which is an obtuse angle.

5. The tire according to claim 4, characterized in that, The tread pattern block group (200) and / or the shoulder tread pattern block group (300) are provided with a protruding structure (500) protruding towards the center of the first longitudinal groove (110). The protruding structure (500) includes a first side wall (510) and a second side wall (511). There is a second included angle between the first side wall (510) and the second side wall (511). The second included angle is an obtuse angle. The first sidewall (510) is connected to the first connecting edge (421), and the second sidewall (511) is connected to the second connecting edge (422).

6. The tire according to claim 1, characterized in that, The avoidance end face (400) includes a first face segment (423) and a second face segment (424) connected to each other along the circumferential direction of the tire, and the first face segment (423) and the second face segment (424) have a third included angle, which is an obtuse angle.

7. The tire according to claim 6, characterized in that, The tread pattern block group (200) and / or the shoulder tread pattern block group (300) are provided with a protruding structure (500) protruding towards the center of the first longitudinal groove (110). The protruding structure (500) includes a third side wall (512) and a fourth side wall (513). There is a fourth included angle between the third side wall (512) and the fourth side wall (513). The fourth included angle is an obtuse angle. The third side wall (512) is connected to the first surface segment (423), and the fourth side wall (513) is connected to the second surface segment (424).

8. The tire according to claim 1, characterized in that, The avoidance end face (400) includes a third face segment (425), a fourth face segment (426) and a fifth face segment (427) connected sequentially along the circumferential direction of the tire. The third face segment (425) and the fourth face segment (426) have a fifth included angle, which is an obtuse angle. The fourth face segment (426) and the fifth face segment (427) have a sixth included angle, which is an obtuse angle.

9. The tire according to claim 8, characterized in that, The tread pattern block group (200) and / or the shoulder tread pattern block group (300) are provided with a protruding structure (500) protruding towards the center of the first longitudinal groove (110). The protruding structure (500) includes a fifth side wall (514), a sixth side wall (515) and a seventh side wall (516) connected in sequence along the extension direction of the first longitudinal groove (110). The fifth side wall (514) is connected to the third side segment (425), the sixth side wall (515) is connected to the fourth side segment (426), and the seventh side wall (516) is connected to the fifth side segment (427).

10. The tire according to claim 1, characterized in that, The avoidance end face (400) includes a sixth face segment (428) and a seventh face segment (429) connected sequentially along the circumferential direction of the tire. The sixth face segment (428) and the seventh face segment (429) have a seventh included angle, which is an obtuse angle.

11. The tire according to claim 1, characterized in that, The avoidance end face (400) extends along the circumferential direction of the tire in a wave-like trajectory, with the troughs of the wave-like trajectory facing the center of the tire.

12. The tire according to claim 1, characterized in that, The tread pattern block group (200) includes a first tread pattern block (210) and a second tread pattern block (220). There are two second tread pattern blocks (220), which are centrally symmetrically arranged on both sides of the first tread pattern block (210). A second longitudinal groove (120) is provided between the first tread pattern block (210) and the second tread pattern block (220). The first longitudinal groove (110) is provided between the second tread pattern block (220) and the shoulder tread pattern block group (300).

13. The tire according to claim 12, characterized in that, The first tread block (210) is provided with a first groove (211), which extends along the width direction of the tire in a first zigzag trajectory, and the two ends of the first groove (211) are respectively connected to the second longitudinal groove (120).

14. The tire according to claim 13, characterized in that, The first tool groove (211) is embedded with a first support structure (600), at least a portion of which extends in a broken line trajectory or in a wave-shaped trajectory.

15. The tire according to claim 14, characterized in that, The first support structure (600) includes a first wave segment (610), the first wave segment (610) includes a plurality of first reinforcing protrusions (650), each of the first reinforcing protrusions (650) extends along the height direction of the first support structure (600) in a first wave-shaped trajectory, and the plurality of first reinforcing protrusions (650) are connected sequentially in a second wave-shaped trajectory along the length direction of the first support structure (600).

16. The tire according to claim 14, characterized in that, The first support structure (600) includes a second wave segment (620) and a straight plate segment (630). The second wave segment (620) is multiple segments, and the multiple second wave segments (620) are spaced apart along the length direction of the first support structure (600). Adjacent second wave segments (620) are connected by the straight plate segment (630). The second wave segment (620) includes a plurality of second reinforcing protrusions (660). Along the height direction of the first support structure (600), each of the second reinforcing protrusions (660) extends in a third wave-shaped trajectory. Along the length direction of the first support structure (600), the plurality of second reinforcing protrusions (660) extend in a fourth wave-shaped trajectory.

17. The tire according to claim 14, characterized in that, The first support structure (600) includes a first broken line segment (640), the first broken line segment (640) includes a plurality of third reinforcing protrusions (670), each of the third reinforcing protrusions (670) extends along a second broken line trajectory along the height direction of the first support structure (600), and each of the third reinforcing protrusions (670) is connected sequentially along the third broken line trajectory along the length direction of the first support structure (600).

18. The tire according to claim 12, characterized in that, The second longitudinal groove (120) includes a second longitudinal groove (700), which includes a first open groove section (710), a first connecting groove section (720), and a first flow groove section (730) that are sequentially connected from the tread to the center of the tire. From the tread to the center of the tire, the flow cross-sectional area of ​​the first opening groove section (710) gradually decreases; From the tread to the center of the tire, the flow cross-sectional area of ​​the first connecting groove segment (720) gradually decreases; The width of the first tread pattern block (210) is W, the maximum width of the first connecting groove segment (720) is TW14, the maximum width of the first flow groove segment (730) is TW15, the ratio of TW15 to TW14 is between 1 and 2, and the ratio of TW14 to W is less than 0.

25.

19. The tire according to claim 12, characterized in that, The second longitudinal groove (120) includes a second longitudinal groove (700), which includes a second open groove section (711), a second connecting groove section (721), and a second flow groove section (731) that are sequentially connected from the tread to the center of the tire. From the tread to the center of the tire, the flow cross-sectional area of ​​the second opening groove section (711) gradually decreases; From the tread to the center of the tire, the flow cross-sectional area of ​​the second connecting groove section (721) gradually increases; The width of the first tread pattern block (210) is W, the minimum width of the second connecting groove section (721) is TW16, the maximum width of the second flow groove section (731) is TW17, the ratio of TW17 to TW16 is between 1 and 2, and the ratio of TW17 to W is less than 0.

25.

20. The tire according to claim 12, characterized in that, The second longitudinal groove (120) includes a second longitudinal groove (700), which includes a third open groove section (712), a third connecting groove section (722) and a third flow groove section (732) that are sequentially connected from the tread to the center of the tire. From the tread to the center of the tire, the flow cross-sectional area of ​​the third opening groove section (712) gradually decreases; The flow cross-sectional area of ​​the third connecting groove segment (722) is the same from the tread to the center of the tire; The width of the first tread pattern block (210) is W, the width of the third connecting groove section (722) is TW18, the maximum width of the third flow groove section (732) is TW19, the ratio of TW19 to TW18 is between 1 and 2, and the ratio of TW17 to W is less than 0.

25.

21. The tire according to claim 12, characterized in that, The second longitudinal groove (120) includes a second longitudinal groove (700), which includes a fourth open groove segment (713), a fourth connecting groove segment (723), and a fourth flow groove segment (733) that are sequentially connected from the tread to the center of the tire. The fourth flow groove segment (733) includes a first connecting groove segment (741), a first expansion groove segment (742), and a first recessed groove segment (743) that are sequentially connected. The first connecting groove segment (741) is connected to the fourth connecting groove segment (723), and the first expansion groove segment (742) extends radially along the tire. From the tread to the center of the tire, the flow cross-sectional area of ​​the fourth opening groove segment (713) gradually decreases; From the tread to the center of the tire, the flow cross-sectional area of ​​the fourth connecting groove segment (723) gradually decreases; The width of the first tread pattern block (210) is W, the maximum width of the fourth connecting groove segment (723) is TW20, the maximum width of the first expansion groove segment (742) is TW21, the ratio of TW21 to TW20 is between 1 and 1.4, and the ratio of TW17 to W is less than 0.

25.

22. The tire according to claim 12, characterized in that, The second longitudinal groove (120) also includes a third longitudinal groove (800), which includes a fifth open groove segment (810), a fifth connecting groove segment (820) and a fifth flow groove segment (830) that are sequentially connected along the tread to the center of the tire. The fifth opening slot segment (810) includes a first slot segment side wall surface (811), a slot segment bottom wall surface (812), and a second slot segment side wall surface (813) connected in sequence. The first slot segment side wall surface (811) and the second slot segment side wall surface (813) are arranged opposite to each other. The first slot segment side wall surface (811), the slot segment bottom wall surface (812), and the second slot segment side wall surface (813) form a flow cavity (814). The opening of the fifth connecting groove segment (820) is located within the bottom wall surface (812) of the groove segment.

23. The tire according to claim 22, characterized in that, The depth of the second longitudinal groove (120) is H, the depth of the fifth open groove section (810) is TD11, the depth of the fifth connecting groove section (820) is TD12, and the maximum width of the fifth flow groove section (830) is TW22. The ratio of TD11 to H is less than or equal to 0.5, the ratio of TD12 to H is less than or equal to 0.25, and TW22 is less than 4 mm.

24. The tire according to claim 22, characterized in that, The depth of the second longitudinal groove (120) is H, the depth of the fifth open groove section (810) is TD13, the depth of the fifth connecting groove section (820) is TD14, and the maximum width of the fifth overflow groove section (830) is TW23. The ratio of TD13 to H is less than or equal to 0.3, the ratio of TD14 to H is less than or equal to 0.5, and TW23 is less than 4 mm.

25. The tire according to claim 22, characterized in that, The depth of the second longitudinal groove (120) is H, the depth of the fifth open groove section (810) is TD15, the depth of the fifth connecting groove section (820) is TD16, and the maximum width of the fifth overflow groove section (830) is TW24. The ratio of TD15 to H is less than or equal to 0.5, the ratio of TD16 to H is less than or equal to 0.15, and TW24 is less than 5 mm.

26. The tire according to claim 22, characterized in that, The fifth flow channel section (830) includes a second connecting channel section (831), a second expansion channel section (832), and a second recessed channel section (833) connected in sequence. The second connecting channel section (831) is connected to the fifth connecting channel section (820), and the second expansion channel section (832) extends radially along the tire. The depth of the second longitudinal groove (120) is H, the depth of the fifth open groove section (810) is TD17, the depth of the fifth connecting groove section (820) is TD18, and the maximum width of the second expansion groove section (832) is TW25. The ratio of TD17 to H is less than or equal to 0.5, the ratio of TD18 to H is less than or equal to 0.25, and TW25 is less than 3 mm.

27. The tire according to claim 12, characterized in that, The second longitudinal groove (120) includes a second longitudinal groove (700) and a third longitudinal groove (800), which are interconnected along the tire circumferential direction; The second longitudinal groove (700) includes a first open groove section (710), a first connecting groove section (720) and a first flow groove section (730) that are sequentially connected from the tread to the center of the tire. The third longitudinal groove (800) includes a fifth open groove section (810), a fifth connecting groove section (820) and a fifth flow groove section (830) that are sequentially connected along the tread to the center of the tire. Along the circumferential direction of the tire, the fifth opening groove segment (810) is connected to the first opening groove segment (710), the fifth connecting groove segment (820) is connected to the first connecting groove segment (720), and the fifth flow groove segment (830) is connected to the first flow groove segment (730).

28. The tire according to claim 12, characterized in that, The second longitudinal groove (120) also includes a third longitudinal groove (800), which includes a fifth open groove segment (810), a fifth connecting groove segment (820) and a fifth flow groove segment (830) that are sequentially connected along the tread to the center of the tire. The fifth opening slot segment (810) includes a first slot segment side wall (811) and a second slot segment side wall (813). The first slot segment side wall (811) and the second slot segment side wall (813) are arranged opposite to each other. The first slot segment side wall (811) and the second slot segment side wall (813) are either a broken line structure or an arc structure.

29. The tire according to claim 1, characterized in that, The shoulder tread block group (300) includes a shoulder tread block (310) and a first lateral groove (330). The first lateral groove (330) is located on the side of the shoulder tread block (310) along the circumferential direction of the tire. The first end of the first lateral groove (330) is connected to the first longitudinal groove (110), and the groove opening at the second end faces the side of the tire. The tire shoulder tread block (310) is provided with a first cut surface (331) and a second cut surface (332) that are connected to each other. The first cut surface (331) and the surface of the tire shoulder tread block (310) have an eighth included angle, which is an obtuse angle. The first cut surface (331) is an inclined surface facing the tire side. There are two second cut surfaces (332), and the first cut surface (331) is located between the two second cut surfaces (332). The second cut surface (332) has a ninth included angle with the surface of the tire shoulder tread block (310). The first cut surface (331) and the second cut surface (332) are located at the second end of the first transverse groove (330) and are connected to the groove wall surface of the first transverse groove (330).

30. The tire according to claim 1, characterized in that, The tire shoulder tread block group (300) includes a tire shoulder tread block (310), and a second groove (340) is provided on the tire shoulder tread block (310). The first end of the second groove (340) is connected to the first longitudinal groove (110), and the second end of the second groove (340) extends from the first longitudinal groove (110) toward the interior of the tire shoulder tread block (310) in a fourth zigzag trajectory. A second support structure is embedded in the second groove (340).

31. The tire according to claim 1, characterized in that, The shoulder tread block group (300) includes a shoulder tread block (310), and a third groove (341) is provided on the shoulder tread block (310). The first end of the third groove (341) is connected to the first longitudinal groove (110), and the second end of the third groove (341) extends from the first longitudinal groove (110) toward the interior of the shoulder tread block (310) in a first straight line trajectory. A third support structure is embedded in the third groove (341).

32. The tire according to claim 12, characterized in that, The first tread block (210) is provided with a second groove (312), which is connected to the second longitudinal groove (120). A fourth cutting groove (311) is provided on the bottom surface of the second groove (312). The fourth cutting groove (311) extends from the inside of the second groove (312) toward the middle of the first tread block (210) to the outside of the second groove (312). A fourth support structure is embedded in the fourth cutting groove (311).

33. The tire according to claim 12, characterized in that, The second tread block (220) is provided with a third groove (343), which is connected to the second longitudinal groove (120). A fifth cutting groove (342) is provided on the bottom surface of the third groove (343). The fifth cutting groove (342) extends from the inside of the third groove (343) toward the middle of the second tread block (220) to the outside of the third groove (343). A fifth support structure is embedded in the fifth cutting groove (342). The second tread block (220) is provided with a sixth groove (344), the two ends of the sixth groove (344) are respectively connected to the first longitudinal groove (110) and the second longitudinal groove (120), the sixth groove (344) extends along the tire width direction in a fifth zigzag trajectory, and a sixth support structure is embedded in the sixth groove (344); The second tread block (220) is provided with a seventh groove (347). The first end of the seventh groove (347) is connected to the first longitudinal groove (110). The second end of the seventh groove (347) extends from the first longitudinal groove (110) toward the interior of the second tread block (220) in a second straight line trajectory. The seventh groove (347) is embedded with a seventh support structure.

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