The pattern structure of the engineering tire with equal groove width and variable pitch can balance low noise and full wear period saturation

Abstract

The application discloses an engineering tire pattern structure with equal groove width, variable pitch, low noise and full wear period, and the like, and relates to the technical field of tires. The application breaks through the technical bottleneck of single performance, inconsistent performance of each pitch, uneven wear, poor structural reliability and low universality in the design of a traditional engineering tire variable pitch, and through integrated innovative design of equal groove width basic design+density differentiation matrix solid convex point+three-order universal pitch proportion, the application realizes the coordinated consideration of low noise, performance consistency, uniform wear and structural reliability, and is suitable for the use requirements of engineering tires in heavy load and multiple working conditions in all directions.

Description

Technical Field

[0001] This invention relates to the field of tire technology, specifically to an engineering tire tread structure that combines equal groove width and variable pitch to achieve both low noise and equal saturation throughout the entire wear cycle. Background Technology

[0002] As a core component for heavy-duty transportation and engineering operations, the tread design of engineering tires directly affects wear uniformity, driving noise, structural reliability, wet grip, driving force output, and overall vehicle comfort. Existing variable pitch designs for engineering tires suffer from the following technical defects and lack of versatility, and fail to achieve a synergistic balance of multiple performance characteristics:

[0003] (1) In the variable pitch design, the width of the transverse and longitudinal tread grooves in each pitch is inconsistent. When the tire rotates in the circumferential direction, the wet grip performance and driving force output of different pitches are different, resulting in poor ride smoothness and reduced comfort of the whole vehicle. Furthermore, the drainage and stone removal performance fluctuate with the pitch.

[0004] (2) The pitch design and the reinforcement of the pattern block are disconnected. The pattern block is prone to warping and deformation due to ground stress concentration and insufficient rigidity, resulting in local suspension and aggravated uneven wear. In addition, different specifications of engineering tires need to be designed separately, resulting in poor versatility.

[0005] (3) The variable pitch is mostly a single length ratio, the groove wall inclination angle is not differentiated, the transverse patterned groove is mostly a horizontal structure, the stress dispersion effect is poor, the saturation deviation of the whole wear cycle is large, the effective grounding area is prone to sudden change, and the wear uniformity is poor.

[0006] (4) The patterned block reinforcement structure adopts a highly differentiated design, which can easily lead to uneven wear. Moreover, noise reduction relies solely on pitch arrangement and does not combine heavy-load conditions to optimize stress distribution, thus failing to simultaneously guarantee performance consistency, low noise, and uniform wear.

[0007] (5) Stress concentration in the ditch wall, drainage and rock removal performance and rigidity are difficult to match, and problems such as ditch wall cracking and pattern block falling off are easy to occur, resulting in poor adaptability.

[0008] Existing technologies only focus on noise reduction, wear resistance, or structural strength, without considering the synergy between these performance characteristics. Therefore, it is necessary to redesign a tread pattern structure suitable for engineering tires to synergistically improve the aforementioned performance requirements. Summary of the Invention

[0009] The technical problem this invention aims to solve is to overcome the shortcomings of existing technologies and provide an engineering tire tread structure that combines equal groove width and variable pitch, taking into account both low noise and equal saturation throughout the entire wear cycle. Through an integrated design of equal groove width + density-differentiated matrix solid convex points + three-order universal pitch ratio, the consistency of wet grip and driving force of each pitch is first ensured. Then, low noise is achieved through variable pitch. Finally, the problem of uneven wear is solved by the equal tread saturation design. This achieves a unity of engineering tire performance consistency, low noise, uniform wear, no warping wear, and structural reliability. Moreover, it can be flexibly adapted to different specifications of engineering tires, improving design versatility and adaptation efficiency, and comprehensively improving the overall vehicle comfort.

[0010] The technical solution of this invention is as follows:

[0011] This engineering tire tread structure, featuring equal groove width and variable pitch, balances low noise with equal saturation throughout the entire wear cycle. The tire tread includes longitudinal grooves, lateral grooves, and tread blocks. Pitches A, B, and C are circumferentially arranged on the tread, with a length ratio of 1:1.07:1.14. The total number of circumferential pitches can be flexibly adjusted according to the circumferential length of different engineering tire specifications, eliminating the need to redesign the pitch ratio and improving design versatility. The lateral grooves within pitches A, B, and C have the same width as the longitudinal grooves, and are inclined at 10°-20° to the tire axis. The tread blocks have a matrix of upward-protruding solid bumps evenly distributed on their contact surfaces. All bumps have the same diameter and height, and this bump arrangement ensures that the tread saturation deviation of pitches A, B, and C is less than 1%.

[0012] Preferably, the pattern saturation within pitches A, B, and C is 60-70%. Here, pattern saturation is the percentage of the effective grounding area of ​​the pattern block to the total area of ​​the pitch unit.

[0013] Preferably, the inclination angle of the longitudinal groove wall in pitch A is 14°-16°, the inclination angle of the longitudinal groove wall in pitch B is 12°-14°, and the inclination angle of the longitudinal groove wall in pitch C is 10°-12°; the inclination angle of the transverse groove wall in pitch A is 12°-14°, the inclination angle of the transverse groove wall in pitch B is 9°-11°, and the inclination angle of the transverse groove wall in pitch C is 6°-8°.

[0014] Preferably, the walls of the transverse and longitudinal tread grooves are both conical structures that are narrow on the inside and wide on the outside, and the bottom of the grooves is provided with a transition arc to adapt to the heavy-duty wear characteristics of engineering tires, ensuring that the effective ground contact area increases linearly during the wear process without any local abrupt changes.

[0015] Preferably, the root of the protrusion is chamfered and the top is rounded; the diameter of the protrusion is 2.2-2.5mm and the height is 2-2.2mm; the center-to-center distance of the protrusions within pitch A is 1.4-1.6 times the diameter of the protrusion, the center-to-center distance of the protrusions within pitch B is 1.6-1.8 times the diameter of the protrusion, and the center-to-center distance of the protrusions within pitch C is 1.8-2 times the diameter of the protrusion.

[0016] Preferably, the longitudinal patterned groove is a through-type straight groove structure, and the width of the longitudinal and transverse patterned grooves within pitches A, B, and C is 15-20 mm, while the depth of the longitudinal patterned groove is 24-26 mm.

[0017] Preferably, the intersection of the transverse and longitudinal patterned grooves is provided with a transition rounded corner, and the edges of the patterned blocks are chamfered.

[0018] This invention overcomes the technical bottlenecks of traditional engineering tire variable pitch design, such as single performance, inconsistent performance across pitches, uneven wear, poor structural reliability, and low versatility. Through an integrated innovative design combining equal groove width base design, density-differentiated matrix solid convex points, and a three-order universal pitch ratio, it achieves a synergistic balance of low noise, consistent performance, uniform wear, and structural reliability. It comprehensively adapts to the heavy-duty and multi-condition usage requirements of engineering tires, and compared to existing technologies, it has the following significant advantages:

[0019] 1. This invention unifies the width of the transverse and longitudinal tread grooves within pitches A, B, and C, eliminating from the structural root the deviations in wet grip performance and driving force output caused by groove width differences in traditional variable pitch designs when each pitch touches the ground. This ensures that the drainage and stone removal performance is synchronous and stable during tire circumferential rotation, without performance fluctuations, thus solving the pain point of poor vehicle ride smoothness and laying a core structural foundation for overall vehicle comfort. At the same time, the unified groove width design adapts to the drainage and stone removal requirements of engineering tires under heavy load conditions, eliminating the risk of stone trapping and water accumulation.

[0020] 2. This invention adopts a three-order pitch length ratio of 1:1.07:1.14 and arranges it in a circumferential asymmetric cycle, which can disrupt the tread resonance frequency during tire rolling, achieving a general reduction of 3-4dB in driving noise of engineering tires. Moreover, this variable pitch noise reduction design does not conflict with the equal groove width design, achieving low noise while ensuring the consistency of the core performance of each pitch, thus improving the overall vehicle driving comfort from both performance consistency and low noise dimensions.

[0021] 3. This invention abandons the highly differentiated design of traditional tread block reinforcement, adopting a matrix solid convex dot structure with uniform diameter and height and increasing density gradient. On the one hand, the density difference of the convex dots precisely matches the area difference of each pitch under variable pitch, ensuring that the tread saturation deviation of pitches A, B, and C is less than 1%, and the initial tread saturation is precisely controlled at 60-70%. On the other hand, it forms a multi-point rigid support network, dispersing the concentrated grounding stress at the center of the tread block to multiple support points, eliminating the warping deformation and local suspension problems of the tread block under heavy loads, and avoiding the aggravation of uneven wear. At the same time, the convex dots and tread blocks wear synchronously, achieving a linear increase in effective ground contact area without local abrupt changes, improving the wear mileage and wear uniformity of engineering tires.

[0022] 4. In this invention, the transverse tread grooves are inclined at 10°-20° to the tire axis, replacing the traditional horizontal structure and effectively dispersing transverse shear stress. At the same time, the groove wall inclination angles of the longitudinal and transverse tread grooves are designed according to the pitch difference, and the groove walls are all conical structures that are narrow on the inside and wide on the outside. Combined with the all-round stress dispersion design of the groove bottom transition arc, the transition rounded corners at the groove intersection, and the chamfered edges of the tread blocks, it works synergistically with the matrix convex points to disperse local stress under heavy loads in all directions, solving the industry pain points of groove wall cracking and tread block falling off in traditional designs, and improving the reliability of the heavy-load structure of engineering tires.

[0023] 5. The three-stage universal pitch ratio, uniform groove width across all pitches, and graded groove wall inclination design adopted in this invention eliminate the need to redesign the core structure for different specifications of engineering tires. Only the total number of pitches and the groove fine-tuning parameters need to be flexibly adjusted according to the circumferential length of the tread to adapt to the entire series of engineering tires. This greatly improves the reusability and adaptability of the tread structure design and reduces the design and production modification costs of different specifications of engineering tires.

[0024] 6. The equal groove width design of this invention ensures stable and excellent drainage and stone removal performance. The three-stage variable pitch + low noise design adapts to the comfort requirements of highway driving. The multi-point rigid support + all-round stress dispersion design adapts to the heavy-load wear requirements of harsh working conditions such as off-road and port. It achieves full coverage of various heavy-load working conditions such as highway, off-road, and port, and can be adapted to the full range of engineering tires. Moreover, it takes into account multiple performance aspects and meets the comprehensive use requirements of engineering tires under heavy loads.

[0025] In summary, this invention achieves four objectives—consistent performance, low noise, uniform wear, and structural reliability—for engineering tires through collaborative and innovative design involving multiple structures and parameters. It comprehensively addresses the industry pain points of existing variable pitch engineering tire tread patterns, significantly improves the overall performance of engineering tires and the comfort of vehicle integration, while also possessing strong versatility and adaptability to a wide range of working conditions, thus having extremely high industrial application value. Attached Figure Description

[0026] Figure 1 This is one of the schematic diagrams of the engineering tire tread structure of the present invention, which combines low noise with equal saturation throughout the entire wear cycle.

[0027] Figure 2 This is a schematic diagram of the convex points of the engineering tire tread structure of the present invention, which combines low noise and equal saturation throughout the entire wear cycle.

[0028] Figure 3 This is the second schematic diagram of the engineering tire tread structure of the present invention, which combines low noise with equal saturation throughout the entire wear cycle.

[0029] Figure 4 yes Figure 3 E-E' cross-sectional view.

[0030] Figure 5 yes Figure 3 F-F' cross-section.

[0031] Figure 6 yes Figure 3 K-K' cross-section.

[0032] Figure 7 yes Figure 3 G-G' cross-section.

[0033] Figure 8 yes Figure 3 H-H' cross-sectional view.

[0034] Figure 9 yes Figure 3 J-J' cross-sectional view.

[0035] Figure 10 This is a schematic diagram of the engineering tire tread structure in Comparative Example 1.

[0036] Figure 11 yes Figure 10 N-N' cross-sectional view.

[0037] In the diagram, 1. Longitudinal groove; 2. Transverse groove; 3. Pattern block; 4. Pitch A; 5. Pitch B; 6. Pitch C; 7. Protrusion; 8. Transition fillet. Detailed Implementation

[0038] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of this invention will be clearly and completely described below in conjunction with the embodiments of this invention.

[0039] Example 1

[0040] This embodiment provides a tread pattern structure for a 445 / 95R25 engineering tire with equal groove width and variable pitch, which balances low noise and equal saturation throughout the entire wear cycle. Figure 1 As shown, the tire tread features longitudinal tread grooves 1, lateral tread grooves 2, and tread blocks 3. The tread is circumferentially arranged with pitches A4, B5, and C6, creating a three-tiered, variable-pitch, asymmetrical cyclic arrangement. The length ratio of pitches A4, B5, and C6 is 1:1.07:1.14. The lateral tread grooves 2 within pitches A4, B5, and C6 have a width L = 15mm, while the longitudinal tread grooves 1 are continuous straight grooves with a width D = 15mm and a depth of 26mm. This asymmetrical arrangement of the pitches completely disrupts the tread resonance frequency during tire rolling, reducing driving noise by 3-4dB. Furthermore, this design avoids conflict with the consistent width of the lateral tread grooves 2 and longitudinal tread grooves 1 within each pitch, achieving low noise while maintaining performance consistency and doubly improving overall vehicle comfort.

[0041] Meanwhile, considering the design characteristics of variable pitch, the solid cylindrical protrusions 7 of the matrix with "density gradient and uniform size" are used to achieve warpage suppression and precise saturation adjustment of the tread blocks 3 of the engineering tire, solving the problem of uneven saturation of tread patterns at different pitches under the variable pitch design. The specific design is as follows:

[0042] (1) The patterned block 3 has a matrix of upward-protruding solid bumps 7 evenly distributed on its grounding surface (e.g. Figure 1 , Figure 2 As shown), each pitch protrusion 7 and pattern block 3 are integrally vulcanized and molded. The root is provided with a chamfer of R=0.5mm, the top is an arc-shaped structure of R=1.5mm, the diameter is 2.5mm, the height of protrusion 7 is 2.2mm, and the size is uniform.

[0043] (2) The matrix density is increased in a gradient from pitch A4 to pitch B5 to pitch C6. The center-to-center distance of the convex points 7 in pitch A4 is 3.5 mm, the center-to-center distance of the convex points 7 in pitch B5 is 4 mm, and the center-to-center distance of the convex points 7 in pitch C6 is 4.5 mm. In this embodiment, the initial tread saturation of each pitch is precisely controlled to 70% by adjusting the density difference, and the area difference of the large, medium and small pitch tread blocks 3 under the variable pitch is matched to achieve consistent rigidity of each pitch of the engineering tire.

[0044] (3) The multi-point rigid support network formed by the density gradient disperses the concentrated grounding stress in the center of the patterned block 3 to multiple support points. The distance between the protrusion 7 and the trench wall is ≥2mm, avoiding superposition with the stress of the trench wall, so that the patterned block 3 always remains flat and grounded under heavy load, and completely eliminates warping deformation.

[0045] (4) The size of each pitch protrusion 7 is uniform. During the wear process, it is worn flat in sync with the pattern block 3. It provides early pre-support and mid-term transition. There are no local protrusions or depressions throughout the process. Combined with the density gradient design, the saturation deviation of the pattern of the engineering tire throughout the wear cycle is less than 1%, which solves the problem of uneven wear under the variable pitch design.

[0046] Furthermore, in this embodiment, as Figure 1 As shown, the lateral tread groove 2 is inclined at 10° to the tire axis, replacing the traditional horizontal structure. This improves the drainage and stone removal performance of engineering tires under heavy loads, disperses lateral shear stress, reduces the risk of groove wall cracking, and is suitable for various heavy-load working conditions such as off-road, port, and highway driving. Meanwhile, the groove walls of both the lateral tread groove 2 and the longitudinal tread groove 1 have differentiated inclination angles according to pitch A4 → pitch B5 → pitch C6. The inclination angle of the longitudinal tread groove 1 is greater than that of the lateral tread groove 2. Both are conical structures that are narrower on the inside and wider on the outside, achieving stress dispersion and adapting to the heavy-load wear characteristics of engineering tires. The specific design is as follows:

[0047] like Figures 3-6 As shown, the inclination angles of the longitudinal groove 1 are: pitch A4 14°, pitch B5 12°, pitch C6 10°; Figure 3 , Figure 7 , Figure 8 , Figure 9 As shown, the inclination angles of the transverse patterned groove 2 are: pitch A4 12°, pitch B5 10°, and pitch C6 8°.

[0048] The bottom of the transverse patterned groove 2 and the longitudinal patterned groove 1 are provided with transition arcs. The intersection of the transverse patterned groove 2 and the longitudinal patterned groove 1 is provided with transition rounded corners 8. The edges of the patterned block 3 are chamfered, which works in conjunction with the inclination angle of the groove wall and the protrusions 7 to disperse the heavy load stress in all directions, suppress the warping of the patterned block 3 and the cracking of the groove wall, and ensure the reliability of the structure.

[0049] Example 2

[0050] This embodiment provides a tread pattern structure for a 445 / 95R25 engineering tire with equal groove width and variable pitch, which balances low noise and equal saturation throughout the entire wear cycle. Figure 1 As shown, the tire tread has longitudinal tread grooves 1, lateral tread grooves 2, and tread blocks 3. The tread is circumferentially arranged with pitches A4, B5, and C6, creating a three-tiered, variable-pitch, asymmetrical cyclic arrangement. The length ratio of pitches A4, B5, and C6 is 1:1.07:1.14. The lateral tread grooves 2 within pitches A4, B5, and C6 are 18mm wide, and the longitudinal tread grooves 1 are continuous straight grooves with a width of 18mm and a depth of 25mm.

[0051] Meanwhile, considering the design characteristics of variable pitch, the solid cylindrical protrusions 7 of the matrix with "density gradient and uniform size" are used to achieve warpage suppression and precise saturation adjustment of the tread blocks 3 of the engineering tire, solving the problem of uneven saturation of tread patterns at different pitches under the variable pitch design. The specific design is as follows:

[0052] (1) The patterned block 3 has a matrix of upward-protruding solid bumps 7 evenly distributed on its grounding surface (e.g. Figure 1 , Figure 2 As shown), each pitch protrusion 7 and patterned block 3 are integrally vulcanized and molded. The root is provided with a chamfer of R=0.5mm, the top is an arc-shaped structure of R=1.2mm, the diameter is 2.4mm, the height of protrusion 7 is 2.1mm, and the dimensions are uniform.

[0053] (2) The matrix density is increased in a gradient from pitch A4 to pitch B5 to pitch C6. The center-to-center distance of the convex points 7 in pitch A4 is 3.6 mm, the center-to-center distance of the convex points 7 in pitch B5 is 4.1 mm, and the center-to-center distance of the convex points 7 in pitch C6 is 4.6 mm. In this embodiment, the initial tread saturation of each pitch is precisely controlled to 65% by adjusting the density difference, and the area difference of the large, medium and small pitch tread blocks 3 under the variable pitch is matched to achieve consistent rigidity of each pitch of the engineering tire.

[0054] (3) The multi-point rigid support network formed by the density gradient disperses the concentrated grounding stress in the center of the patterned block 3 to multiple support points. The distance between the protrusion 7 and the trench wall is ≥2mm, avoiding superposition with the stress of the trench wall, so that the patterned block 3 always remains flat and grounded under heavy load, and completely eliminates warping deformation.

[0055] (4) The size of each pitch protrusion 7 is uniform. During the wear process, it is worn flat in sync with the pattern block 3. It provides early pre-support and mid-term transition. There are no local protrusions or depressions throughout the process. Combined with the density gradient design, the saturation deviation of the pattern of the engineering tire throughout the wear cycle is less than 1%, which solves the problem of uneven wear under the variable pitch design.

[0056] Furthermore, in this embodiment, the lateral tread groove 2 is inclined at 15° to the tire axis. Simultaneously, the groove walls of both the lateral tread groove 2 and the longitudinal tread groove 1 have differentiated inclination angles according to pitch A4 → pitch B5 → pitch C6. The inclination angle of the longitudinal tread groove 1 wall is greater than that of the lateral tread groove 2 wall. Both are conical structures that are narrower on the inside and wider on the outside, achieving stress dispersion and adapting to the heavy-load wear characteristics of engineering tires. The specific design is as follows:

[0057] Inclination angles of longitudinal groove 1: pitch A4 15°, pitch B5 13°, pitch C6 11°; Inclination angles of transverse groove 2: pitch A4 13°, pitch B5 11°, pitch C6 7°.

[0058] The bottom of the transverse patterned groove 2 and the longitudinal patterned groove 1 are provided with transition arcs. The intersection of the transverse patterned groove 2 and the longitudinal patterned groove 1 is provided with transition rounded corners 8. The edges of the patterned block 3 are chamfered, which works in conjunction with the inclination angle of the groove wall and the protrusions 7 to disperse the heavy load stress in all directions, suppress the warping of the patterned block 3 and the cracking of the groove wall, and ensure the reliability of the structure.

[0059] Example 3

[0060] This embodiment provides a tread pattern structure for a 445 / 95R25 engineering tire with equal groove width and variable pitch, balancing low noise and equal saturation throughout the entire wear cycle. The tire tread features longitudinal grooves 1, lateral grooves 2, and tread blocks 3. Pitches A4, B5, and C6 are circumferentially arranged on the tread, creating a three-tiered, variable-pitch, asymmetrical cyclic arrangement. The length ratio of pitches A4, B5, and C6 is 1:1.07:1.14. The lateral grooves 2 within pitches A4, B5, and C6 are 20mm wide, and the longitudinal grooves 1 are continuous straight grooves with a width of 20mm and a depth of 24mm.

[0061] Meanwhile, considering the design characteristics of variable pitch, the solid cylindrical protrusions 7 of the matrix with "density gradient and uniform size" are used to achieve warpage suppression and precise saturation adjustment of the tread blocks 3 of the engineering tire, solving the problem of uneven saturation of tread patterns at different pitches under the variable pitch design. The specific design is as follows:

[0062] (1) The patterned block 3 has a matrix of upward-protruding solid bumps 7 evenly distributed on its grounding surface (e.g. Figure 1 , Figure 2 As shown), each pitch protrusion 7 and patterned block 3 are integrally vulcanized and molded. The root is provided with a chamfer of R=0.5mm, and the top has an arc-shaped structure of R=1mm with a diameter of 2.2mm. The height of protrusion 7 is 2mm, and the dimensions are uniform.

[0063] (2) The matrix density is increased in a gradient from pitch A4 to pitch B5 to pitch C6. The center-to-center distance of the convex points 7 in pitch A4 is 3.5 mm, the center-to-center distance of the convex points 7 in pitch B5 is 3.9 mm, and the center-to-center distance of the convex points 7 in pitch C6 is 4.4 mm. In this embodiment, the initial tread saturation of each pitch is precisely controlled to 60% by adjusting the density difference, and the area difference of the large, medium and small pitch tread blocks 3 under the variable pitch is matched to achieve consistent rigidity of each pitch of the engineering tire.

[0064] (3) The multi-point rigid support network formed by the density gradient disperses the concentrated grounding stress in the center of the patterned block 3 to multiple support points. The distance between the protrusion 7 and the trench wall is ≥2mm, avoiding superposition with the stress of the trench wall, so that the patterned block 3 always remains flat and grounded under heavy load, and completely eliminates warping deformation.

[0065] (4) The size of each pitch protrusion 7 is uniform. During the wear process, it is worn flat in sync with the pattern block 3. It provides early pre-support and mid-term transition. There are no local protrusions or depressions throughout the process. Combined with the density gradient design, the saturation deviation of the pattern of the engineering tire throughout the wear cycle is less than 1%, which solves the problem of uneven wear under the variable pitch design.

[0066] Furthermore, in this embodiment, as Figure 1As shown, the lateral tread groove 2 is inclined at 20° to the tire axis. Simultaneously, the groove walls of both the lateral tread groove 2 and the longitudinal tread groove 1 have differentiated inclination angles according to pitch A4 → pitch B5 → pitch C6. The inclination angle of the longitudinal tread groove 1 wall is greater than that of the lateral tread groove 2 wall. Both are conical structures that are narrower on the inside and wider on the outside, achieving stress dispersion and adapting to the heavy-duty wear characteristics of engineering tires. The specific design is as follows:

[0067] Inclination angles of longitudinal groove 1: pitch A4 16°, pitch B5 14°, pitch C6 12°; Inclination angles of transverse groove 2: pitch A4 14°, pitch B5 9°, pitch C6 6°.

[0068] The bottom of the transverse patterned groove 2 and the longitudinal patterned groove 1 are provided with transition arcs. The intersection of the transverse patterned groove 2 and the longitudinal patterned groove 1 is provided with transition rounded corners 8. The edges of the patterned block 3 are chamfered, which works in conjunction with the inclination angle of the groove wall and the protrusions 7 to disperse the heavy load stress in all directions, suppress the warping of the patterned block 3 and the cracking of the groove wall, and ensure the reliability of the structure.

[0069] Comparative Example 1

[0070] The difference from Example 1 is that, as Figure 10 As shown, the patterned block 3 does not have protrusions 7 on its grounding surface; as Figure 11 As shown, the width W of the transverse groove 2 in pitches A4, B5 and C6 is different, being 14mm, 15mm and 16mm respectively. The inclination angle of the groove wall of the transverse groove 2 and the longitudinal groove 1 in each pitch is the same, which is 11°.

[0071] Tires employing the tread patterns of Examples 1-3 and Comparative Example 1 were mounted on a crane vehicle for real-vehicle road testing. The vehicle speed was 50 km / h, the load was 10 t, and the road conditions were 70% highway and the remaining 30% unpaved gravel road. The mileage of the tires until the end of their service life was tested. Simultaneously, the uniformity of tread wear was observed after driving. It was found that the tread wear of Example 1 was more uniform, and the tire surface was relatively smooth; while the tread wear of Comparative Example 1 was very uneven, with a rough surface. The mileage test results of Example 1 and Comparative Example 1 are shown in Table 1.

[0072] Table 1. Mileage of tires using the tread patterns of Examples 1-3 and Comparative Example 1

[0073]

[0074] As shown in Table 1, the mileage of the tire in Comparative Example 1 is much lower than that of the tires in Examples 1-3. This is because the widths of the lateral tread grooves 2 within pitches A4, B5, and C6 of Comparative Example 1 are different. The difference in groove width causes significant deviations in wet grip performance and driving force output when the tire rotates circumferentially, resulting in poor overall vehicle ride smoothness. The tire is unevenly loaded when it touches the ground, and some pitch tread blocks 3 bear additional impact and shear stress, exacerbating localized uneven wear. The drainage and stone removal performance of different pitches fluctuates with the change in groove width, making it prone to stone trapping and water accumulation under heavy load conditions. Stone compression can directly cause tread block 3 to fall off and groove wall scratches, while water accumulation reduces ground friction and increases abnormal wear of tread block 3, thus shortening tire life in two ways.

[0075] Meanwhile, in Comparative Example 1, the inclination angles of the transverse groove 2 and longitudinal groove 1 walls are all the same for each pitch. The uniform groove wall inclination angle cannot match the area differences and stress distribution characteristics of pitches A4, B5, and C6 under variable pitch. The transverse shear stress and ground pressure stress under heavy load cannot be effectively dispersed, and a large amount of stress is concentrated on the groove wall and the root of the tread block 3, which is very easy to cause groove wall cracking and tread block 3 warping and deformation. The undifferentiated inclination angle design makes the effective ground contact area prone to local abrupt changes during tire wear, rather than the linear increase of the present invention, resulting in rapid wear of tread block 3 in some areas, and even local suspension, further aggravating uneven wear and shortening the driving mileage.

[0076] Furthermore, Comparative Example 1's failure to adopt the matrix solid convex point 7 design with uniform size and increasing density gradient of this invention is a key factor contributing to its uneven wear. Without the density gradient adjustment of convex points 7, the tread saturation deviation of pitches A4, B5, and C6 under variable pitch is large, the effective area of ​​initial ground contact varies greatly, and the rigidity of each pitch is inconsistent. Under heavy load, stress concentration easily occurs in the center of the tread block 3, causing warping and localized accelerated wear. Without the multi-point rigid support network formed by convex points 7, the tread block 3 cannot distribute the concentrated ground contact stress to multiple support points. Under heavy load, the flatness of the tread block 3 is difficult to guarantee. After local suspension occurs, the tread block 3 in the ground contact area has to bear a greater load, and the wear rate increases significantly. Without the synchronous wear design of convex points 7, the effective ground contact area of ​​the tire wear process has no transition, which easily leads to abrupt wear changes and makes it impossible to achieve uniform wear throughout the entire wear cycle, ultimately causing the tire to reach its service life prematurely.

[0077] In summary, the two major design flaws of Comparative Example 1—inconsistent groove width and uniform groove wall inclination angle—combined with the lack of reinforcement from the absence of density gradient protrusions 7, created a cumulative effect. The uneven load caused by the groove width difference, coupled with the stress concentration from the groove wall inclination angle, led to structural damage to the patterned block 3 and the groove wall first. Furthermore, the insufficient rigid support from the absence of protrusions 7 further exacerbated the warping and uneven wear of the patterned block 3. The structural damage, in turn, led to a further acceleration of the wear rate, ultimately forming a vicious cycle of "structural damage → uneven wear → more severe structural damage." As a result, the driving mileage of Comparative Example 1 was reduced compared to Example 1, and its performance was significantly degraded.

Claims

1. An engineering tire tread structure with equal groove width and variable pitch that balances low noise and equal saturation throughout the entire wear cycle, wherein the tire tread is provided with longitudinal tread grooves (1), lateral tread grooves (2), and tread blocks (3), characterized in that, The tread is circumferentially arranged with pitches A (4), B (5), and C (6), with a length ratio of 1:1.07:1.

14. The transverse tread grooves (2) within pitches A (4), B (5), and C (6) have the same width as the longitudinal tread grooves (1), and the transverse tread grooves (2) are inclined at 10°-20° to the tire axis. The tread blocks (3) have evenly distributed upward-protruding matrix solid bumps (7) on the contact surface, with all bumps (7) having the same diameter and height. The arrangement of bumps (7) ensures that the tread saturation deviation of pitches A (4), B (5), and C (6) is <1%. The inclination angle of the groove wall of the longitudinal tread groove (1) within pitch A (4) is 14°-16°, and the inclination angle of the groove wall of the longitudinal tread groove (1) within pitch B (5) is 12°-16°. The longitudinal groove (1) within pitch C (6) has a wall inclination angle of 10°-12°; the transverse groove (2) within pitch A (4) has a wall inclination angle of 12°-14°; the transverse groove (2) within pitch B (5) has a wall inclination angle of 9°-11°; and the transverse groove (2) within pitch C (6) has a wall inclination angle of 6°-8°; the root of the protrusion (7) is chamfered. The top is rounded; the diameter of the protrusion (7) is 2.2-2.5mm and the height is 2-2.2mm; the center distance of the protrusion (7) in pitch A (4) is 1.4-1.6 times the diameter of the protrusion (7), the center distance of the protrusion (7) in pitch B (5) is 1.6-1.8 times the diameter of the protrusion (7), and the center distance of the protrusion (7) in pitch C (6) is 1.8-2 times the diameter of the protrusion (7).

2. The engineering tire tread structure with equal groove width and variable pitch as described in claim 1, which balances low noise and equal saturation throughout the entire wear cycle, is characterized in that... The pattern saturation within the pitches A (4), B (5), and C (6) is 60-70%.

3. The engineering tire tread structure with equal groove width and variable pitch as described in claim 1, which balances low noise and equal saturation throughout the entire wear cycle, is characterized in that... The walls of the transverse patterned groove (2) and the longitudinal patterned groove (1) are both conical structures with a narrow inner surface and a wide outer surface, and the bottom of the groove is provided with a transition arc.

4. The engineering tire tread structure with equal groove width and variable pitch as described in claim 1, which balances low noise and equal saturation throughout the entire wear cycle, is characterized in that... The longitudinal patterned groove (1) is a through straight groove structure. The width of the longitudinal patterned groove (1) and the transverse patterned groove (2) within the pitch A (4), pitch B (5) and pitch C (6) is 15-20mm, and the depth of the longitudinal patterned groove (1) is 24-26mm.

5. The engineering tire tread structure with equal groove width and variable pitch as described in claim 4, which balances low noise and equal saturation throughout the entire wear cycle, is characterized in that... The intersection of the transverse pattern groove (2) and the longitudinal pattern groove (1) is provided with a transition rounded corner (8), and the edges of the pattern block (3) are chamfered.

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