Tire tread structure

Abstract

The application provides a tire tread structure. A plurality of longitudinal grooves of the tire tread structure extend along a circumferential direction of the tire, and the plurality of longitudinal grooves are arranged at intervals along a width direction of the tire to separate the tread into shoulder pattern portions and a middle pattern portion between the two shoulder pattern portions; a clamping assembly including a first clamping structure and a second clamping structure, the first clamping structure is arranged on one groove wall of the longitudinal groove, the second clamping structure is arranged on the other groove wall of the longitudinal groove, the first clamping structure is a protrusion, the second clamping structure has a second recess, the protrusion extends into the second recess and is clamped with the second recess to connect two adjacent middle pattern portions and / or connect the shoulder pattern portion and the middle pattern portion. The application effectively solves the problem of short service life of the tire of the existing technology.

Description

Technical Field

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

[0002] Currently, road transport, with its advantages of high adaptability, fast delivery efficiency, and direct transport capabilities, has become an important part of the transportation system. Among them, the center-axle trailer is the most commonly used transport vehicle in road transport. It mainly consists of a tractor, a trailer, and a coupler for connecting the tractor and trailer. The special vehicle structure allows the center-axle trailer to have a longer overall length to increase carrying capacity, while also having a smaller turning radius, greatly improving its steering flexibility.

[0003] However, the coupling connection method can easily amplify the lateral force generated by the tractor during transmission to the rear of the vehicle, causing the center-axle trailer to sway vertically or horizontally. This is especially problematic during steering, lane changing, or braking, easily leading to skidding, fishtailing, and even tipping accidents. Furthermore, because the center-axle trailer is prone to swaying, tire wear is increased during driving, thus shortening the tire lifespan. Summary of the Invention

[0004] The main objective of this invention is to provide a tire tread structure to solve the problem of short tire lifespan in the prior art for center-axle trailers.

[0005] To achieve the above objectives, the present invention provides a tire tread structure, comprising: a plurality of longitudinal grooves, each longitudinal groove extending along the circumference of the tire, the plurality of longitudinal grooves being spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion and an intermediate tread portion located between two shoulder tread portions; and a snap-fit ​​assembly, including a first snap-fit ​​structure and a second snap-fit ​​structure, the first snap-fit ​​structure being disposed on one wall of a longitudinal groove, the second snap-fit ​​structure being disposed on another wall of a longitudinal groove, the first snap-fit ​​structure being a protrusion, the second snap-fit ​​structure having a second recess, the protrusion extending into the second recess and engaging with the second recess to connect two adjacent intermediate tread portions and / or connect a shoulder tread portion and an intermediate tread portion.

[0006] Furthermore, the first snap-fit ​​structure is rod-shaped, and at least part of the first snap-fit ​​structure is arc-shaped. The first snap-fit ​​structure includes a first rod-shaped structure and a second rod-shaped structure that are connected to each other. Along the circumference of the tire, the width of the first rod-shaped structure is greater than the width of the second rod-shaped structure, so that the connection between the two forms a stepped surface. The stepped surface is used to limit and stop the inner wall of the second recess.

[0007] Furthermore, the shape of the second recess matches the shape of the protrusion, wherein there is a preset gap S1 between the outer peripheral surface of the protrusion and the inner wall of the second recess; and / or, there is a preset gap S2 between the snap-fit ​​assembly and the bottom wall of the longitudinal groove.

[0008] Furthermore, there are multiple snap-fit ​​components, which are spaced apart along the circumference of the tire; wherein, in two adjacent longitudinal grooves, along the width direction of the tire, the snap-fit ​​components located in one longitudinal groove are staggered from the snap-fit ​​components located in the other longitudinal groove.

[0009] Furthermore, the first rod-shaped structure is rectangular, and the apex of the first rod-shaped structure has an arc-shaped transition; and / or, there is an arc-shaped transition between the first rod-shaped structure and the second rod-shaped structure; there is an arc-shaped transition between the second rod-shaped structure and the wall of the longitudinal groove; and / or, there is an arc-shaped transition between the second snap-fit ​​structure and the wall of the longitudinal groove.

[0010] Furthermore, the width W4 of the shoulder tread portion and the width W5 of the intermediate tread portion satisfy the following condition: 0.72W4≤W5≤0.85W4. The tire tread structure also includes: a first groove disposed on the intermediate tread portion, the two ends of the first groove respectively communicating with two longitudinal grooves adjacent to the intermediate tread portion; multiple first grooves are provided at intervals along the circumference of the tire to divide the intermediate tread portion into multiple intermediate tread blocks; along the circumference of the tire, at least a portion of the first groove protrudes towards a first direction and forms an arc-shaped segment, so that an intermediate tread block adjacent to the first groove is shaped as follows: A mating protrusion and an intermediate patterned block adjacent to the first groove form a mating recess. When the intermediate patterned portion undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion and the inner wall of the mating recess are limited and stopped. The mating protrusion has a maximum width a and a minimum width b, and the maximum width a and the minimum width b satisfy the following condition: 1.5b≤a≤1.7b. The intermediate patterned portion has a maximum width c and a minimum width d, and the maximum width c and the minimum width d satisfy the following condition: 0.72c≤d≤0.85c. Among them, the maximum width a and the maximum width c satisfy the following condition: 0.3c≤a≤0.5c.

[0011] Furthermore, the longitudinal groove includes a first sub-longitudinal groove and a second sub-longitudinal groove that are interconnected. The extension directions of the first sub-longitudinal groove and the second sub-longitudinal groove are set at a first included angle A1, which satisfies: 150°≤A1≤162°. Along the circumferential direction of the tire, the length L1 of the first sub-longitudinal groove and the length L2 of the second sub-longitudinal groove satisfy: 1.4L2≤L1≤1.9L2. The length L3 of the first groove satisfies: 0.4L1+0.4L2≤L3≤0.6L1+0.6L2 with respect to lengths L1 and L2. The first sub-longitudinal groove is multiple. The second longitudinal groove is multiple, and at least one first longitudinal groove is provided between two adjacent second longitudinal grooves; and / or, wherein each longitudinal groove has a depth D1, and the multiple longitudinal grooves include: a first longitudinal groove adjacent to the tire shoulder tread portion; a second longitudinal groove located between two adjacent intermediate tread portions; wherein the width W2 of the first longitudinal groove and the width W3 of the second longitudinal groove satisfy: W2 > W3, the width W2 and the depth D1 satisfy: 0.77D1 ≤ W2 ≤ 0.92D1, and the width W3 and D1 satisfy: 0.77D1 ≤ W3 ≤ 0.92D1.

[0012] Furthermore, the tire tread structure also includes: a mating component disposed within the first groove, the mating component comprising a first serrated structure and a second serrated structure disposed opposite to each other, the first serrated structure and the second serrated structure being connected to two adjacent intermediate tread blocks respectively, and engaging with each other when the intermediate tread portion undergoes elastic deformation; wherein, the portion of the first groove with the mating component is a serrated segment, and the portion of the first groove without the mating component is a smooth segment, there are multiple serrated segments and smooth segments, and at least one smooth segment is disposed between two adjacent serrated segments; and / or, a connecting structure disposed within the first groove, wherein the mating protrusion is connected to the mating recess through the connecting structure.

[0013] Furthermore, the tire tread structure also includes: a first recess, disposed on the intermediate tread block, one end of the first recess extending to one side of the intermediate tread block, and the other end of the first recess having a predetermined distance from the other side of the intermediate tread block; wherein, the first recess includes a first sub-recess and a second sub-recess that are interconnected, and the extension direction of the first sub-recess and the extension direction of the second sub-recess are set at an angle.

[0014] Furthermore, the tire tread structure also includes: a connecting groove disposed on the shoulder tread portion, with both ends of the connecting groove extending to the two sides of the shoulder tread portion respectively; wherein there are multiple connecting grooves, which are spaced apart along the circumference of the tire to divide the shoulder tread portion into multiple shoulder tread blocks; a third recess disposed on the bottom wall of the connecting groove; and / or, a fourth recess disposed on the shoulder tread block, with one end of the fourth recess extending to one side of the shoulder tread portion, and the other end of the fourth recess having a predetermined distance from the other side of the shoulder tread portion.

[0015] Applying the technical solution of this invention, multiple longitudinal grooves in the tire tread structure extend circumferentially along the tire and are spaced apart along the width direction of the tire to divide the tread into shoulder tread portions and intermediate tread portions located between two shoulder tread portions. The engaging assembly includes a first engaging structure and a second engaging structure. The first engaging structure is disposed on one wall of a longitudinal groove, and the second engaging structure is disposed on the other wall of the longitudinal groove. The first engaging structure is a protrusion, and the second engaging structure has a second recess. The protrusion extends into the second recess and engages with it to connect two adjacent intermediate tread portions and / or connect the shoulder tread portions and the intermediate tread portions. In this way, the multiple longitudinal grooves can drain water accumulated between the tire and the road surface, ensuring the tire's drainage performance, its anti-slip properties, and its driving safety on wet and slippery roads. Meanwhile, the interlocking mechanism allows for the interlocking of two adjacent intermediate tread sections or between the intermediate tread section and the shoulder tread section. On one hand, it balances the relatively low rigidity of the intermediate tread section, preventing excessive deformation of its contact area that could lead to cracks, chipping, or other damage, thus extending the service life of the tire tread structure and the tire itself. On the other hand, it increases the rigidity of the longitudinal grooves. Through the squeezing and interlocking between the first and second interlocking structures, it reduces the degree of closure-opening deformation of the longitudinal grooves during tire rolling. This not only ensures that the longitudinal grooves have a sufficiently large drainage volume and improves the tire's drainage capacity, but also reduces the probability of fatigue cracks at the bottom of the longitudinal grooves, further extending the tire's service life. This solves the problem of short tire life in existing center-axle trailers. Attached Figure Description

[0016] 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:

[0017] Figure 1 A partial front view of an embodiment of the tire tread structure according to the present invention is shown;

[0018] Figure 2 It shows Figure 1 A partially enlarged schematic diagram of the tire tread structure;

[0019] Figure 3 It shows Figure 1 A three-dimensional perspective view of the snap-fit ​​assembly of the tire tread structure in the image;

[0020] Figure 4 It shows Figure 1 A cross-sectional schematic diagram of the BB section of the tire tread structure;

[0021] Figure 5 It shows Figure 1 A cross-sectional view of the tire tread structure at point CC;

[0022] Figure 6 The diagram shows the force analysis of the vehicle during its movement.

[0023] Figure 7 It shows Figure 1 A cross-sectional schematic diagram of the first groove of the tire tread structure;

[0024] Figure 8 It shows Figure 7 A cross-sectional view of the first groove from another angle.

[0025] The above figures include the following reference numerals:

[0026] 10. Longitudinal trench; 11. First sub-longitudinal trench; 12. Second sub-longitudinal trench; 13. First longitudinal trench; 14. Second longitudinal trench;

[0027] 20. Tire shoulder tread pattern area; 21. Tire shoulder tread pattern block;

[0028] 30. Central pattern section; 31. Central pattern block; 32. Matching raised section; 33. Matching recessed section;

[0029] 40. First groove; 41. Arc-shaped segment; 42. Serrated segment; 43. Smooth segment;

[0030] 50. Matching component; 51. First serrated structure; 52. Second serrated structure;

[0031] 60. Connection structure;

[0032] 70. The first recess; 71. The first sub-recess; 72. The second sub-recess;

[0033] 80. Snap-fit ​​assembly; 81. First snap-fit ​​structure; 811. First rod-shaped structure; 812. Second rod-shaped structure; 82. Second snap-fit ​​structure; 83. Stepped surface;

[0034] 90. Connecting trenches;

[0035] 100. The third concave part;

[0036] 110. The fourth concave part. Detailed Implementation

[0037] 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.

[0038] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0039] In this invention, unless otherwise stated, directional terms such as "up" and "down" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not intended to limit this invention.

[0040] To address the problem of short tire lifespan in existing center-axle trailers, this application provides a tire tread structure.

[0041] like Figures 1 to 8 As shown, the present invention provides a tire tread structure including a plurality of longitudinal grooves 10 and a snap-fit ​​assembly 80. Each longitudinal groove 10 extends along the circumference of the tire, and the plurality of longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into shoulder tread portions 20 and intermediate tread portions 30 located between two shoulder tread portions 20. The snap-fit ​​assembly 80 includes a first snap-fit ​​structure 81 and a second snap-fit ​​structure 82. The first snap-fit ​​structure 81 is disposed on one groove wall of the longitudinal groove 10, and the second snap-fit ​​structure 82 is disposed on the other groove wall of the longitudinal groove 10. The first snap-fit ​​structure 81 is a protrusion, and the second snap-fit ​​structure 82 has a second recess. The protrusion extends into the second recess and engages with the second recess to connect two adjacent intermediate tread portions 30 and / or connect the shoulder tread portions 20 and the intermediate tread portions 30.

[0042] Applying the technical solution of this embodiment, the multiple longitudinal grooves 10 of the tire tread structure extend along the circumference of the tire, and the multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into shoulder tread portions 20 and intermediate tread portions 30 located between two shoulder tread portions 20. The engaging assembly 80 includes a first engaging structure 81 and a second engaging structure 82. The first engaging structure 81 is disposed on one wall of the longitudinal groove 10, and the second engaging structure 82 is disposed on the other wall of the longitudinal groove 10. The first engaging structure 81 is a protrusion, and the second engaging structure 82 has a second recess. The protrusion extends into the second recess and engages with the second recess to connect two adjacent intermediate tread portions 30 and / or connect the shoulder tread portion 20 and the intermediate tread portion 30. In this way, the multiple longitudinal grooves 10 can drain water accumulated between the tire and the driving surface, ensuring the tire's drainage performance, wet grip, and driving safety on wet and slippery roads. Meanwhile, the interlocking mechanism 80 can interlock two adjacent intermediate tread sections 30 or between the intermediate tread section 30 and the shoulder tread section 20. On the one hand, it can balance the relatively low rigidity of the intermediate tread section 30, preventing excessive deformation of its ground contact part, which could lead to cracks, chipping, or other damage, thereby extending the service life of the tire tread structure and the tire itself. On the other hand, it can increase the rigidity of the longitudinal groove 10. Through the squeezing and interlocking between the first interlocking structure 81 and the second interlocking structure 82, the degree of closure-opening deformation of the longitudinal groove 10 during tire rolling can be reduced. This not only ensures that the longitudinal groove 10 has a sufficiently large drainage volume and improves the tire's drainage capacity, but also reduces the probability of fatigue cracks at the bottom of the longitudinal groove 10, further extending the tire's service life. This solves the problem of short tire service life in the prior art for center-axle trailers.

[0043] In this embodiment, the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82 are actually mortise and tenon structures.

[0044] Optionally, the first snap-fit ​​structure 81 is rod-shaped, and at least a portion of the first snap-fit ​​structure 81 is arc-shaped. The first snap-fit ​​structure 81 includes a first rod-shaped structure 811 and a second rod-shaped structure 812 connected to each other. Along the circumference of the tire, the width of the first rod-shaped structure 811 is greater than the width of the second rod-shaped structure 812, so that a stepped surface 83 is formed at the connection between the two. The stepped surface 83 is used to limit and stop the connection with the inner wall of the second recess. In this way, the above arrangement ensures high reliability of the snap-fit ​​between the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82, while simplifying their structure and making them easier to manufacture and implement, thereby reducing the processing difficulty for workers.

[0045] like Figure 3 and Figure 4As shown, the shape of the second recess matches the shape of the protrusion, wherein a preset gap S1 exists between the outer peripheral surface of the protrusion and the inner wall of the second recess; and / or, a preset gap S2 exists between the snap-fit ​​assembly 80 and the bottom wall of the longitudinal groove 10. Thus, the preset gap S1 provides a certain amount of deformation and movement space for the first snap-fit ​​structure 81 and the second snap-fit ​​structure 82, allowing their snap-fit ​​engagement to match the adaptive flexible creep deformation of the intermediate tread portion 30, further improving the vehicle's driving stability. Simultaneously, the longitudinal groove 10 can drain water through the preset gap S2, thereby reducing the impact of the snap-fit ​​assembly 80 on the tire's drainage capacity.

[0046] like Figure 1 and Figure 2 As shown, there are multiple locking components 80, which are spaced apart along the circumference of the tire. Specifically, in two adjacent longitudinal grooves 10, the locking components 80 located in one longitudinal groove 10 are staggered from those located in the other longitudinal groove 10 along the width direction of the tire. This arrangement enhances the interlocking effect of the locking components 80. On the entire tire tread surface, the multiple locking components 80 are evenly distributed in a staggered, dotted pattern, ensuring that the rigidity of each intermediate tread section 30 is well balanced. This prevents excessive deformation and damage to the intermediate tread sections 30 due to insufficient local rigidity, thus extending the service life of the tire tread structure.

[0047] like Figure 3 As shown, the first rod-shaped structure 811 is rectangular, and its apex is arc-shaped; and / or, there is an arc-shaped transition between the first rod-shaped structure 811 and the second rod-shaped structure 812; there is an arc-shaped transition between the second rod-shaped structure 812 and the wall of the longitudinal groove 10; and / or, there is an arc-shaped transition between the second snap-fit ​​structure 82 and the wall of the longitudinal groove 10. This arrangement makes the connection between the first rod-shaped structure 811 and the second rod-shaped structure 812 smoother, and the connection between the first rod-shaped structure 811 and the second rod-shaped structure 812 and the wall of the longitudinal groove 10 smoother, avoiding stress concentration at the connection point, ensuring the structural strength of the snap-fit ​​assembly and the longitudinal groove 10, and further extending the service life of the tread structure.

[0048] Specifically, the width W4 of the shoulder tread portion 20 and the width W5 of the intermediate tread portion 30 satisfy the following condition: 0.72W4≤W5≤0.85W4. The tire tread structure also includes a first groove 40: the first groove 40 is disposed on the intermediate tread portion 30, and the two ends of the first groove 40 are respectively connected to two longitudinal grooves 10 adjacent to the intermediate tread portion 30. There are multiple first grooves 40, and the multiple first grooves 40 are spaced apart along the circumference of the tire to divide the intermediate tread portion 30 into multiple intermediate tread blocks 31. Along the circumference of the tire, at least a portion of the first groove 40 protrudes in a first direction and forms an arc-shaped segment 41, so that one intermediate tread block 31 adjacent to the first groove 40 forms a mating protrusion 32 and another intermediate tread block 31 adjacent to the first groove 40 forms a mating recess 33. When the intermediate tread portion 30 undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion 32 is limited and stopped by the inner wall of the mating recess 33. The tread protrusion 32 has a maximum width 'a' and a minimum width 'b', with the maximum width 'a' ≤ a ≤ 1.7b. The intermediate tread portion 30 has a maximum width 'c' and a minimum width 'd', with the maximum width 'c' ≤ d ≤ 0.85c. Furthermore, the maximum width 'a' and maximum width 'c' satisfy the condition that '0.3c ≤ a ≤ 0.5c'. This wider shoulder tread portion 2020 provides greater rigidity, ensuring a sufficiently large contact area between the tire tread and the road surface at high speeds, thus improving dry handling performance and braking safety. Meanwhile, the aforementioned arrangement of the first groove 40 divides the intermediate tread portion 30 into multiple intermediate tread blocks 31, thereby significantly reducing the overall rigidity of the intermediate tread portion 30 and ensuring that the intermediate tread portion 30 can undergo sufficiently large elastic deformation. During the elastic deformation of the intermediate tread portion 30, two adjacent intermediate tread blocks 31 can undergo adaptive flexible creep deformation along the direction of the tire's overall force, with the mating recess 33 and the mating protrusion 32 as nodes, through the constraint (limiting stop) between the mating recess 33 and the mating protrusion 32. This not only enables the tread to generate lateral torque that resists lateral forces, but also increases the tread's coverage, adhesion, and friction on the road surface, creating a "sticking" effect on the ground, thereby reducing the relative slippage between the tread and the driving surface and significantly improving the vehicle's driving stability. Furthermore, the first groove 40, which extends in both the lateral and circumferential directions of the tire, can also increase the tread's grip on wet driving surfaces, thereby improving the tire's anti-slip performance. Meanwhile, the above-mentioned settings of maximum width a, minimum width b, maximum width c and minimum width d ensure, on the one hand, that the mating protrusion 32 located in the mating recess 33 can be limited and stopped with the inner wall of the mating recess 33; on the other hand, ensure that the structural strength of the mating protrusion 32 relative to the intermediate patterned part 30 is appropriate.

[0049] Specifically, the internal space of the first groove 40 provides a certain amount of space for the mating protrusion 32 and the mating recess 33 to facilitate the overall elastic deformation of the intermediate tread portion 30, further reducing the overall rigidity of the intermediate tread portion 30, so that the intermediate tread portion 30 can undergo an elastic deformation degree similar to that of a flexible tread rib without changing its tread material.

[0050] In this embodiment, there are two central patterned sections 30.

[0051] It should be noted that the number of intermediate patterned sections 30 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, there may be three, four, five, six, seven, or more intermediate patterned sections 30.

[0052] In this embodiment, the arc-shaped segment 41 of the first groove 40 on the middle tread portion 30 near the outer side of the tire protrudes in a first direction, while the arc-shaped segment 41 of the first groove 40 on the middle tread portion 30 near the inner side of the tire protrudes in a second direction. This arrangement allows the orientation of the mating protrusion 32 and the mating recess 33 to match the actual movement state of the tire tread during tire steering, further enhancing the adaptive flexible creep effect of each middle tread portion 30.

[0053] As attached Figure 1 As shown, the first direction is downward and the second direction is upward.

[0054] In this embodiment, the mating protrusion 32 and the mating recess 33 are actually mortise and tenon structures.

[0055] In this embodiment, the first groove 40 is actually a cutting groove.

[0056] Specifically, if the maximum width a is too large, the structural strength of the mating protrusion 32 is approximately the same as that of the middle patterned part 30, and its elastic deformation enhancement of the middle patterned part 30 is limited (mainly from the internal space of the first groove 40); if the maximum width a is too small, the structural strength of the mating protrusion 32 is relatively small, and it is easy to directly dislodge from the mating recess 33, affecting the realization of its normal function.

[0057] Specifically, during the actual steering process of the tire, with the center surface of the tire as the dividing interface, the tread near the outer side of the center surface and the tread near the inner side of the center surface will rotate relative to each other as the tire rotates. The force conditions on the two treads are not the same (approximately opposite). The first groove 40 on the intermediate tread portion 30, which is the main contact between the tread and the driving surface, can better adapt to the actual force conditions on both treads by adopting the above-mentioned configuration, so as to improve the adaptive flexible creep effect of each intermediate tread portion 30, thereby improving the driving stability of the tire.

[0058] like Figure 1 and Figure 2 As shown, the longitudinal groove 10 includes a first sub-longitudinal groove 11 and a second sub-longitudinal groove 12 that are interconnected. The extension direction of the first sub-longitudinal groove 11 and the extension direction of the second sub-longitudinal groove 12 are set at a first included angle A1, which satisfies: 150°≤A1≤162°. Along the circumference of the tire, the length L1 of the first sub-longitudinal groove 11 and the length L2 of the second sub-longitudinal groove 12 satisfy: 1.4L2≤L1≤1.9L2. The length L3 of the first groove 40 satisfies: 0.4L1+0.4L2≤L3≤0.6L1+0.6L2. There are multiple first sub-longitudinal grooves 11 and multiple second sub-longitudinal grooves 12. At least one first sub-longitudinal groove 11 is provided between two adjacent second sub-longitudinal grooves 12. And / or, wherein each longitudinal groove 10 has a depth D1, and the multiple longitudinal grooves 10 include a first longitudinal groove 13 and a second longitudinal groove 14. The first longitudinal groove 13 is adjacent to the shoulder tread portion 20. The second longitudinal groove 14 is located between two adjacent intermediate tread portions 30. The width W2 of the first longitudinal groove 13 and the width W3 of the second longitudinal groove 14 satisfy the following conditions: W2 > W3; the width W2 and depth D1 satisfy the following conditions: 0.77D1 ≤ W2 ≤ 0.92D1; and the width W3 and D1 satisfy the following conditions: 0.77D1 ≤ W3 ≤ 0.92D1. Thus, each longitudinal groove 10 is a reciprocating zigzag groove with a large bending angle (A1). This improves the smoothness of fluid flow within the longitudinal groove 10, thereby enhancing the tire's water drainage capacity. Furthermore, it allows the longitudinal groove 10 to have a greater length, increasing the edge length of the longitudinal groove 10 and improving its ability to cut water films, thus enhancing the tire's anti-skid performance. Meanwhile, the two adjacent reciprocating zigzag longitudinal grooves 10 create a gradually widening and narrowing "centipede"-like structure in the intermediate tread portion 30, further enhancing its adaptive flexible creeping effect. Simultaneously, the aforementioned settings of lengths L1, L2, and L3 improve the flexibility of each length value while ensuring appropriate dimensional proportions for each structure, thereby ensuring that each structure can function properly. Furthermore, the width and depth of the longitudinal grooves 10 directly affect their drainage capacity. The aforementioned settings of the first longitudinal groove 13 and the second longitudinal groove 14 ensure that the drainage capacity of each longitudinal groove 10 is matched to its position on the tread, thereby improving the overall drainage capacity of the tire. Moreover, the aforementioned settings of width and depth (groove width-to-depth ratio) not only improve the tire's drainage capacity but also enhance its driving stability.

[0059] In this embodiment, the depth D1 satisfies: 13mm≤D1≤15mm.

[0060] In this embodiment, the width W2 satisfies: 11mm≤W2≤13mm.

[0061] In this embodiment, the width W3 satisfies: 10mm≤W3≤12mm.

[0062] In this embodiment, the cross-section of the longitudinal groove 10 is approximately V-shaped, its bottom is arc-shaped, and its groove wall is set at a second included angle A2 with respect to its normal line. The second included angle A2 satisfies: 26°≤A2≤30°.

[0063] like Figure 1 and Figure 2 As shown, the tire tread structure also includes a mating component 50, which is disposed within the first groove 40. The mating component 50 includes a first serrated structure 51 and a second serrated structure 52 disposed opposite to each other. The first serrated structure 51 and the second serrated structure 52 are respectively connected to two adjacent intermediate tread blocks 31. When the intermediate tread portion 30 undergoes elastic deformation, the first serrated structure 51 and the second serrated structure 52 engage. The portion of the first groove 40 with the mating component 50 is a serrated segment 42, and the portion of the first groove 40 without the mating component 50 is a smooth segment 43. There are multiple serrated segments 42 and smooth segments 43, and at least one smooth segment 43 is disposed between two adjacent serrated segments 42. And / or, the tire tread structure also includes a connecting structure 60, which is disposed within the first groove 40. The mating protrusion 32 is connected to the mating recess 33 through the connecting structure 60. In this way, during the elastic deformation of the intermediate tread portion 30, the first serrated structure 51 and the second serrated structure 52 located in the first groove 40 will interlock, which not only further enhances the adaptive flexible creep deformation of the intermediate tread portion 30, but also provides additional lateral torque to further improve the vehicle's driving stability. Simultaneously, the above arrangement allows the serrated segments 42 and smooth segments 43 of the first groove 40 to be spaced apart, thereby enhancing the interlocking constraint capability of the mating assembly 50 and further improving the aforementioned effects. Furthermore, the connecting structure 60 used to connect the mating protrusion 32 and the mating recess 33 can improve the connection strength between them, preventing the mating protrusion 32 from dislodging from the mating recess 33 when the intermediate tread portion 30 undergoes excessive elastic deformation, thus avoiding tire damage and extending the tire's service life.

[0064] In this embodiment, the depth of the serrated segment 42 and the depth D1 of the longitudinal groove 10 satisfy the following condition: 0.65D1≤D2≤0.8D1.

[0065] In this embodiment, the depth D3 of the smooth segment 43 and the depth D1 of the longitudinal groove 10 satisfy the following condition: 0.3D1≤D3≤0.8D1.

[0066] In this embodiment, along the width direction of the tire, the first groove 40 includes a first serrated segment 42, a first smooth segment 43, a second serrated segment 42, a second smooth segment 43, a third smooth segment 43, a third serrated segment 42, a fourth smooth segment 43, and a fourth serrated segment 42 connected in sequence. The groove widths of the first serrated segment 42, the first smooth segment 43, the third smooth segment 43, and the fourth serrated segment 42 are all greater than or equal to 1.2 mm and less than or equal to 2 mm, and the groove widths of the second smooth segment 43, the third serrated segment 42, and the third smooth segment 43 are all greater than or equal to 0.4 mm and less than or equal to 0.8 mm.

[0067] In this embodiment, the length ratio of the first serrated segment 42, the first smooth segment 43, the second serrated segment 42, and the second smooth segment 43 is 1:0.8:1:1.2.

[0068] In this embodiment, the first serrated segment 42, the first smooth segment 43, the second serrated segment 42 and the second smooth segment 43 are symmetrical to the third smooth segment 43, the third serrated segment 42, the fourth smooth segment 43 and the fourth serrated segment 42.

[0069] Specifically, the connecting structure 60 is a reinforcing rib.

[0070] like Figure 1 and Figure 2 As shown, the tire tread structure also includes a first recess 70, which is disposed on the intermediate tread block 31. One end of the first recess 70 extends to one side of the intermediate tread block 30, and the other end of the first recess 70 is at a predetermined distance from the other side of the intermediate tread block 30. The first recess 70 includes a first sub-recess 71 and a second sub-recess 72 that are interconnected. The extending direction of the first sub-recess 71 and the extending direction of the second sub-recess 72 are set at an angle. Thus, the bent first recess 70 can form a serrated recess on the intermediate tread block 31. This can, on the one hand, homogenize the rigidity of the intermediate tread block 31, thereby homogenizing the rigidity of the sidewalls (groove walls of the longitudinal grooves 10) of the intermediate tread block 31, to avoid uneven wear phenomena similar to "riverbed wear," thus improving the tread's resistance to uneven wear; on the other hand, it can puncture the water film between the tread and the driving surface, thereby improving the tire's resistance to wet skids.

[0071] In this embodiment, the depth of the first recess 70 is two-thirds of the depth D1.

[0072] In this embodiment, the length of the first recess 70 is greater than or equal to 3 mm and less than or equal to 5 mm.

[0073] In this embodiment, the width of the first recess 70 is greater than or equal to 0.4 mm and less than or equal to 0.6 mm.

[0074] In this embodiment, multiple first recesses 70 are provided on both sides of the central patterned block 31, and the first recesses 70 on both sides are symmetrical to each other.

[0075] like Figure 1 As shown, the tire tread structure also includes a connecting groove 90, a third recess 100, and a fourth recess 110. The connecting groove 90 is disposed on the shoulder tread portion 20, with both ends extending to the two sides of the shoulder tread portion 20. Multiple connecting grooves 90 are spaced apart along the circumference of the tire to divide the shoulder tread portion 20 into multiple shoulder tread blocks 21. The third recess 100 is disposed on the bottom wall of the connecting groove 90; and / or, the fourth recess 110 is disposed on the shoulder tread block 21, with one end extending to one side of the shoulder tread portion 20, and the other end of the fourth recess 110 having a predetermined distance from the other side of the shoulder tread portion 20. In this way, the connecting groove 90 can connect the longitudinal groove 10 to the outside of the tire, allowing liquid in the longitudinal groove 10 to drain to the outside of the tire, thereby improving the tire's water drainage performance. Meanwhile, the third recess 100 on the bottom wall of the connecting groove 90 makes the entire connecting groove 90 have an uneven depth design, which further improves the stability of liquid discharge, thereby improving the tire's wet grip and braking stability. At the same time, the edge of the fourth recess 110 can pierce the water film between the tire tread and the driving surface, further improving the tire's anti-slip performance.

[0076] In this embodiment, the structure of the fourth recess 110 is the same as that of the first recess 70. The bent fourth recess 110 can form a serrated recess on the tire shoulder tread block 21 to even out the rigidity of the sidewall (groove wall of the longitudinal groove 10) of the tire shoulder tread block 21, thereby avoiding uneven wear phenomena such as "riverbed wear" and improving the anti-wear performance of the tire tread.

[0077] In this embodiment, the width of the connecting groove 90 is greater than or equal to 1.5 mm and less than or equal to 2.5 mm, and the depth is greater than or equal to 3 mm and less than or equal to 4 mm.

[0078] In this embodiment, the third recess 100 is a fine knife groove.

[0079] In this embodiment, the width of the third recess 100 is 0.6 mm, and the depth is greater than or equal to 7 mm and less than or equal to 9 mm.

[0080] like Figure 6As shown, the intermediate tread portion 30, separated by the longitudinal groove 10 and the first groove 40, ultimately forms a flexible tread rib resembling a "centipede." When the mid-axle trailer turns, the trailer tire is subjected to traction force in the direction of travel, centrifugal force during turning, and lateral drag force transmitted by the coupler. The flexible tread rib can generate adaptive flexible creep deformation along the overall force direction of the tire, using the tenon-and-mortise structure's mating protrusions 32 and mating recesses 33 as nodes, and under the mutual interlocking constraint of the mating components 50 (serrated structure) in the first groove 40, thereby generating lateral torque. This increases the tire surface's coverage, adhesion, and friction on the road surface, creating a "sticking" effect on the ground, thus stabilizing the trailer body and reducing the probability of sideslip or tail wagging. At the same time, the tenon-and-mortise structure-style interlocking components 80, which are evenly arranged in the longitudinal groove 10, can interlock the flexible tread ribs (intermediate tread portion 30) and the rigid tread ribs (shoulder tread portion 20) to extend the service life of the tire tread structure.

[0081] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0082] The tire tread structure features multiple longitudinal grooves extending circumferentially along the tire and spaced apart along the tire's width, dividing the tread into shoulder tread sections and intermediate tread sections located between two shoulder tread sections. The engagement assembly includes a first engagement structure and a second engagement structure. The first engagement structure is disposed on one wall of a longitudinal groove, and the second engagement structure is disposed on the other wall of the longitudinal groove. The first engagement structure is a protrusion, and the second engagement structure has a second recess. The protrusion extends into the second recess and engages with it to connect two adjacent intermediate tread sections and / or connect the shoulder tread sections and the intermediate tread sections. In this way, the multiple longitudinal grooves can drain water accumulated between the tire and the road surface, ensuring the tire's water drainage performance, its anti-slip properties, and its driving safety on wet and slippery roads. Meanwhile, the interlocking mechanism allows for the interlocking of two adjacent intermediate tread sections or between the intermediate tread section and the shoulder tread section. On one hand, it balances the relatively low rigidity of the intermediate tread section, preventing excessive deformation of its contact area that could lead to cracks, chipping, or other damage, thus extending the service life of the tire tread structure and the tire itself. On the other hand, it increases the rigidity of the longitudinal grooves. Through the squeezing and interlocking between the first and second interlocking structures, it reduces the degree of closure-opening deformation of the longitudinal grooves during tire rolling. This not only ensures that the longitudinal grooves have a sufficiently large drainage volume and improves the tire's drainage capacity, but also reduces the probability of fatigue cracks at the bottom of the longitudinal grooves, further extending the tire's service life. This solves the problem of short tire life in existing center-axle trailers.

[0083] Obviously, the embodiments described above are merely some, not all, embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort should fall within the scope of protection of the present invention.

[0084] 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.

[0085] 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.

[0086] 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 tread structure, characterized in that, include: Multiple longitudinal grooves (10) are provided, each of which extends along the circumference of the tire and is spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion (20) and an intermediate tread portion (30) located between two shoulder tread portions (20). The snap-fit ​​assembly (80) includes a first snap-fit ​​structure (81) and a second snap-fit ​​structure (82). The first snap-fit ​​structure (81) is disposed on one wall of the longitudinal groove (10), and the second snap-fit ​​structure (82) is disposed on the other wall of the longitudinal groove (10). The first snap-fit ​​structure (81) is a protrusion, and the second snap-fit ​​structure (82) has a second recess. The protrusion extends into the second recess and engages with the second recess to connect two adjacent intermediate tread portions (30) and / or connect the shoulder tread portion (20) and the intermediate tread portion (30). The first snap-fit ​​structure (81) is rod-shaped, and the first snap-fit ​​structure (81) includes a first rod-shaped structure (811) and a second rod-shaped structure (812) that are connected to each other. There are multiple snap-fit ​​components (80), and the multiple snap-fit ​​components (80) are arranged at intervals along the circumference of the tire; In two adjacent longitudinal grooves (10), along the width direction of the tire, the snap-fit ​​assembly (80) located in one longitudinal groove (10) is staggered from the snap-fit ​​assembly (80) located in the other longitudinal groove (10).

2. The tire tread structure according to claim 1, characterized in that, At least a portion of the first snap-fit ​​structure (81) is arc-shaped. Along the circumference of the tire, the width of the first rod-shaped structure (811) is greater than the width of the second rod-shaped structure (812) so that a stepped surface (83) is formed at the connection between the two, and the stepped surface (83) is used to limit and stop the inner wall of the second recess.

3. The tire tread structure according to claim 2, characterized in that, The shape of the second recess matches the shape of the protrusion. Wherein, a predetermined gap S1 exists between the outer peripheral surface of the protrusion and the inner wall of the second recess; and / or, There is a preset gap S2 between the snap-fit ​​assembly (80) and the bottom wall of the longitudinal groove (10).

4. The tire tread structure according to claim 2, characterized in that, The first rod-shaped structure (811) is rectangular, and the apex of the first rod-shaped structure (811) has an arc-shaped transition; and / or, The first rod-shaped structure (811) and the second rod-shaped structure (812) have an arc-shaped transition; The second rod-shaped structure (812) has an arc-shaped transition with the groove wall of the longitudinal groove (10); and / or, The second snap-fit ​​structure (82) and the groove wall of the longitudinal groove (10) form an arc transition.

5. The tire tread structure according to claim 2, characterized in that, The width W4 of the shoulder tread portion (20) and the width W5 of the intermediate tread portion (30) satisfy the following condition: 0.72W4≤W5≤0.85W4. The tire tread structure also includes: A first groove (40) is provided on the intermediate tread portion (30). The two ends of the first groove (40) are respectively connected to two longitudinal grooves (10) adjacent to the intermediate tread portion (30). There are multiple first grooves (40), and multiple first grooves (40) are arranged at intervals along the circumference of the tire to divide the intermediate tread portion (30) into multiple intermediate tread blocks (31). Along the circumference of the tire, at least a portion of the first groove (40) protrudes in a first direction and forms an arc-shaped segment (41) such that an intermediate tread block (31) adjacent to the first groove (40) forms a mating protrusion (32) and another intermediate tread block (31) adjacent to the first groove (40) forms a mating recess (33). When the intermediate tread portion (30) undergoes elastic deformation, at least a portion of the outer peripheral surface of the mating protrusion (32) is limited and stopped by the inner wall of the mating recess (33). The mating protrusion (32) has a maximum width a and a minimum width b, wherein the maximum width a and the minimum width b satisfy the following condition: 1.5b ≤ a ≤ 1.7b; The middle patterned portion (30) has a maximum width c and a minimum width d, and the maximum width c and the minimum width d satisfy the following condition: 0.72c≤d≤0.85c; Wherein, the maximum width a and the maximum width c satisfy the following condition: 0.3c≤a≤0.5c.

6. The tire tread structure according to claim 5, characterized in that, The longitudinal groove (10) includes a first sub-longitudinal groove (11) and a second sub-longitudinal groove (12) that are interconnected. The extension direction of the first sub-longitudinal groove (11) and the extension direction of the second sub-longitudinal groove (12) are set at a first included angle A1, which satisfies: 150°≤A1≤162°. Along the circumference of the tire, the length L1 of the first sub-longitudinal groove (11) and the length L2 of the second sub-longitudinal groove (12) satisfy: 1.4L2≤L1≤1.9L2. The length L3 of the first groove (40) satisfies: 0.4L1+0.4L2≤L3≤0.6L1+0.6L2. There are multiple first longitudinal grooves (11) and multiple second longitudinal grooves (12), with at least one first longitudinal groove (11) provided between two adjacent second longitudinal grooves (12); and / or, Each of the longitudinal grooves (10) has a depth D1, and the plurality of longitudinal grooves (10) include: The first longitudinal groove (13) is adjacent to the shoulder tread portion (20); The second longitudinal groove (14) is located between two adjacent intermediate patterned portions (30); Among them, the width W2 of the first longitudinal groove (13) and the width W3 of the second longitudinal groove (14) satisfy: W2 > W3, the width W2 and the depth D1 satisfy: 0.77D1 ≤ W2 ≤ 0.92D1, and the width W3 and the D1 satisfy: 0.77D1 ≤ W3 ≤ 0.92D1.

7. The tire tread structure according to claim 5, characterized in that, The tire tread structure also includes: A mating component (50) is disposed within the first groove (40). The mating component (50) includes a first serrated structure (51) and a second serrated structure (52) disposed opposite to each other. The first serrated structure (51) and the second serrated structure (52) are respectively connected to two adjacent intermediate pattern blocks (31). When the intermediate pattern part (30) undergoes elastic deformation, the first serrated structure (51) and the second serrated structure (52) engage. The portion of the first groove (40) where the mating component (50) is disposed is a serrated segment (42), and the portion of the first groove (40) where the mating component (50) is not disposed is a smooth segment (43). There are multiple serrated segments (42) and smooth segments (43), and at least one smooth segment (43) is disposed between two adjacent serrated segments (42). And / or, A connecting structure (60) is disposed in the first groove (40), and the mating protrusion (32) is connected to the mating recess (33) through the connecting structure (60).

8. The tire tread structure according to claim 5, characterized in that, The tire tread structure also includes: A first recess (70) is provided on the intermediate patterned block (31). One end of the first recess (70) extends to one side of the intermediate patterned part (30), and the other end of the first recess (70) has a predetermined distance from the other side of the intermediate patterned part (30). The first recess (70) includes a first sub-recess (71) and a second sub-recess (72) that are interconnected, and the extension direction of the first sub-recess (71) and the extension direction of the second sub-recess (72) are set at an angle.

9. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: A connecting groove (90) is provided on the shoulder tread portion (20), and the two ends of the connecting groove (90) extend to the two sides of the shoulder tread portion (20); wherein, there are multiple connecting grooves (90), and the multiple connecting grooves (90) are arranged at intervals along the circumference of the tire to divide the shoulder tread portion (20) into multiple shoulder tread blocks (21). A third recess (100) is provided on the bottom wall of the communicating groove (90); and / or, A fourth recess (110) is provided on the tire shoulder tread block (21). One end of the fourth recess (110) extends to one side of the tire shoulder tread block (20), and the other end of the fourth recess (110) has a predetermined distance from the other side of the tire shoulder tread block (20).

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