An ultra high performance tire having an interlocking steel sheet structure

Abstract

This invention provides an ultra-high performance tire with an interlocking steel plate structure, comprising a tread and tread blocks. Longitudinal grooves are provided between the tread blocks. The tread blocks include a central tread block, tread block one, tread block two, and shoulder tread blocks. Interlocking steel plates are provided on both the central tread block and tread block two. The two sets of interlocking steel plates are staggered circumferentially and have opposite locking directions. The roots of the interlocking steel plates are all provided with a gradually tapered chamfer. This invention, through the reverse coupling design of the interlocking steel plates and the main transverse grooves, effectively suppresses tread block creep deformation, enhances wet reverse shear force and water-breaking ability, and significantly improves the tire's wet braking stability, wear resistance, and overall handling performance.

Description

Technical Field

[0001] The invention relates to the field of tire design technology, and in particular to an ultra-high performance tire with an interlocking steel sheet structure. Background Technology

[0002] Currently, ultra-high performance tires (UHP) products targeting markets such as North America typically need to balance long-mileage durability, wet braking safety, and wet handling stability, while also taking into account all-season usage characteristics to adapt to the vast north-south span of the United States (from 25° to 49° north latitude) and the significant climate differences.

[0003] Current tire tread patterns typically employ traditional straight steel strips or simply zigzag steel strips. During vehicle braking and driving, the tread blocks are prone to significant deformation and creep, resulting in unstable contact area. This not only exacerbates tearing and wear of the rubber material at the edges of the tread grooves but also weakens grip on both dry and wet surfaces. Furthermore, the conventional lateral groove and steel strip orientation makes it difficult to effectively break the water film in wet conditions, failing to provide sufficient reverse shear force, leading to increased braking distances and a higher risk of hydroplaning. In addition, in pursuing high rigidity and large contact area, current tires often sacrifice drainage and noise reduction performance in the grooves, making it difficult to meet performance requirements in all weather conditions, especially in light snow. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the above-mentioned technologies and provide an ultra-high performance tire with an interlocking steel sheet structure.

[0005] Therefore, the present invention provides an ultra-high performance tire with an interlocking steel sheet structure, including a tire tread and a plurality of tread blocks disposed on the tire tread, with longitudinal grooves provided between adjacent tread blocks. The tread blocks include an intermediate tread block, a first tread block, a second tread block, and a shoulder tread block. The first tread block is located inside the second tread block, and the two are distributed on both sides of the intermediate tread block. The shoulder tread blocks are distributed on both sides of the first and second tread blocks. Interlocking steel sheets are provided on both the intermediate tread block and the second tread block. The two sets of interlocking steel sheets are staggered along the tire circumference and have opposite locking directions. The root of each interlocking steel sheet is provided with a gradually changing chamfer.

[0006] Preferably, both sets of interlocking steel plates are located between the two main transverse grooves, and the locking direction of the interlocking steel plates is arranged in the opposite direction to the inclined extension direction of the main transverse grooves.

[0007] Preferably, the main transverse groove includes a first groove, a second groove, and a first steel sheet. The first groove and the second groove are staggered on both sides of the first steel sheet, and the transverse edges of the first groove and the second groove are designed with chamfered corners.

[0008] Preferably, the side edge of the middle patterned block near the first patterned block has a 2-degree bend design, and the side edge of the second patterned block near the middle patterned block has a 2-degree slight bend design.

[0009] Preferably, the shoulder pattern block includes pattern block three and pattern block four. Pattern block three is located inside pattern block four. The width of pattern block three is smaller than the width of pattern block four. Both pattern block three and pattern block four are provided with multiple shoulder transverse grooves and shoulder steel plates. Irregular chamfers are staggered on both sides of the shoulder transverse grooves. The shoulder steel plate adopts a chamfer design on the side closer to the longitudinal groove.

[0010] Preferably, the bottom of the longitudinal groove is provided with a plurality of noise reduction structures, the noise reduction structures including a first protrusion and a second protrusion, the first protrusion being located inside the second protrusion, the rear end of the first protrusion being a teardrop-shaped protrusion, and the front end of the second protrusion being an arc-shaped concave seat matching the teardrop-shaped protrusion.

[0011] Preferably, the width of the front end of the first protrusion is greater than the width of its rear end, and there is a certain gap between the rear end of the first protrusion and the front end of the second protrusion.

[0012] Preferably, the height of the first bump is lower than the height of the second bump.

[0013] Preferably, the patterned block one is provided with a plurality of zigzag grooves, the zigzag grooves including a third groove, a fourth groove and a second steel sheet, the third groove and the fourth groove are connected end to end in an alternating manner, the second steel sheet is provided at the connection between the two, a transverse groove is provided between the two zigzag grooves, and the third steel sheet is connected to the outside of the transverse groove.

[0014] Preferably, both ends of the interlocking steel sheet and the first steel sheet are straight steel sheets, and the middle part is a vertically wavy shape.

[0015] The beneficial effects of the present invention are as follows: The present invention provides an ultra-high performance tire with an interlocking steel sheet structure, which has the following beneficial effects.

[0016] (1) This invention constructs a strong interlocking mechanical structure by setting interlocking steel sheets on the middle tread block and the second tread block, and making the two sets of interlocking steel sheets circumferentially staggered and locking in opposite directions, combined with the gradual chamfer at the root. When the tire is subjected to lateral force and braking force, this structure provides reverse support and shear force through the interlocking surface and the reverse chamfer, which greatly reduces the creep and deformation of the tread blocks, thereby improving the straight-line stability, wear resistance and grip of the tire during lane changes; (2) The locking direction of the interlocking steel sheet is opposite to the inclined extension direction of the main transverse ditch. Under wet conditions, the interlocking steel sheet and the main transverse ditch form a reverse tearing force, which can break the water film on the road surface more efficiently. The main transverse ditch adopts a silent knife groove form with the knife groove and steel sheet interlaced. The chamfer design of the silent knife groove increases the ground contact area during braking. The synergistic effect of the two significantly shortens the wet braking distance and improves the wet handling stability. (3) The middle tread block and the two edges of the tread block adopt a 2-degree and 1-degree curved groove design to form a sharp sawtooth edge. When in contact with wet road surface, it can quickly pierce the water film, improve drainage efficiency and ground contact area, ensure that it does not slip in rainy and snowy weather, and improve the tire's light snow performance; the shoulder tread block increases the outer turning control area and edge tear resistance through width ratio optimization and irregular chamfer design, improving dry braking and handling performance. (4) The bottom of the longitudinal groove is equipped with a noise reduction structure consisting of a teardrop-shaped protrusion and an arc-shaped concave seat. The height difference and shape of the protrusion one and the protrusion two are used to disturb the airflow at the bottom of the groove, eliminate the resonance of the tube cavity, and effectively reduce driving noise. (5) The interlocking steel sheet, steel sheet one, shoulder steel sheet and steel sheet three adopt the form of combining straight steel sheets at both ends with a wavy 3D steel sheet in the middle. While enhancing the rigidity and drainage capacity of the tread block, it balances the contradiction between wet drainage and tread block deformation, and improves the comprehensive performance of ultra-high performance tires under all-weather conditions. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of the ultra-high performance tire of the present invention; Figure 2 This is a structural diagram of the middle patterned block and patterned block two; Figure 3 This is a parameter diagram of the noise reduction structure; Figure 4 This is a three-dimensional structural diagram of the noise reduction structure; Figure 5 This is a structural schematic diagram of interlocking steel sheets, steel sheet one, and steel sheet three; Figure 6 This is a structural diagram of the shoulder steel plate; Figure 7 This is a plan view of a high-performance tire; Figure 8 yes Figure 7 A cross-sectional view along the k-k' direction; Figure 9 yes Figure 7 A cross-sectional view along the n-n' direction; Figure 10 yes Figure 7 A cross-sectional view along the v-v' direction; Figure 11 yes Figure 7A cross-sectional view along the j-j' direction; Figure 12 This is a schematic diagram of the shape of ultra-high performance tire tracks.

[0018] Markings in the diagram: 1. Longitudinal groove; 111. Longitudinal groove one; 112. Longitudinal groove two; 113. Longitudinal groove three; 114. Longitudinal groove four; 2. Middle patterned block; 3. Patterned block one; 4. Patterned block two; 5. Shoulder patterned block; 51. Patterned block three; 52. Patterned block four; 6. Interlocking steel plate; 7. Gradient chamfer; 8. Knife groove one; 9. Knife groove two; 10. Steel plate one; 11. Shoulder transverse groove; 12. Shoulder steel plate; 13. Protrusion one; 14. Protrusion two; 15. Knife groove three; 16. Knife groove four; 17. Steel plate two; 18. Transverse groove; 19. Steel plate three; 20. Steel plate four; 21. Steel plate five; 22. Groove; 23. Short steel plate. Detailed Implementation

[0019] The present invention will be further described below with reference to the accompanying drawings and specific embodiments to aid in understanding its content. Unless otherwise specified, the methods used in this invention are conventional methods; the raw materials and apparatus used, unless otherwise specified, are conventional commercially available products.

[0020] Before providing a detailed description of this application, the meaning of FD in the accompanying drawings will be explained. FD represents the full depth of the trench. Example

[0021] like Figures 1-12 As shown, the present invention provides an ultra-high performance tire with an interlocking steel sheet structure, including a tire tread and a plurality of tread blocks asymmetrically arranged on the tire tread. A longitudinal groove 1 is provided between adjacent tread blocks. The tread blocks include an intermediate tread block 2, a first tread block 3, a second tread block 4, and a shoulder tread block 5. The first tread block 3 is located inside the second tread block 4 and the two are distributed on both sides of the intermediate tread block 2. The shoulder tread block 5 is distributed on both sides of the first tread block 3 and the second tread block 4.

[0022] Specifically, the longitudinal grooves 1 extend circumferentially along the tire, dividing the tread into four asymmetrical functional areas. Tread block 1 3 is located in the inner quarter area, tread block 2 4 is located in the outer quarter area, the middle tread block 2 is centrally located, and the shoulder tread blocks 5 are located at the outermost ends of the tread. This asymmetrical layout aims to balance the different needs of drainage on the inner side and handling on the outer side.

[0023] Furthermore, such as Figure 1 and Figure 2As shown, interlocking steel plates 6 are provided on both the intermediate tread block 2 and the second tread block 4. The corresponding interlocking steel plates 6 on the intermediate tread block 2 and the second tread block 4 are staggered along the tire circumference and locked in opposite directions. The root of each interlocking steel plate 6 is provided with a gradient chamfer 7.

[0024] Specifically, the interlocking steel plates 6 are not arranged in a traditional unidirectional straight line, but rather adopt a coupling form in which the two side walls interlock. For example, on the middle patterned block 2, the side of the interlocking steel plate 6 near the patterned block 1 3 exhibits a three-segment zigzag structure, while the side near the patterned block 2 4 exhibits a two-segment zigzag structure, with the two interlocking in space; on the patterned block 2 4, one side of the interlocking steel plate 6 also adopts a three-segment zigzag structure, while the other side rotates this structure 180 degrees, forming a locking form that looks like they are about to shake hands.

[0025] The gradient chamfer 7 is a sloping chamfer in the root area of ​​the interlocking steel sheet 6. At the root of the interlocking steel sheet 6 of the middle patterned block 2, the width of the gradient chamfer 7 can be set to 1.0mm-2.5mm, and the gradient depth is 0mm-1.2mm; at the root of the interlocking steel sheet 6 of the patterned block 2, in order to further enhance the rigid support, flexural resistance and surface drainage area of ​​the outer steel sheet, the gradient depth can be increased from 1.2mm to 1.5mm.

[0026] The gradient chamfer 7 eliminates the traditional stress concentration right angle at the root of the interlocking steel sheet 6, allowing the stress to be smoothly distributed along the slope when the interlocking steel sheet 6 is subjected to flexural deformation, significantly increasing the flexural fatigue life of the interlocking steel sheet 6. On the other hand, the gradient chamfer 7 widens the opening area at the root of the interlocking steel sheet 6, which is equivalent to adding a miniature drainage funnel at the entrance of the interlocking steel sheet 6. When driving on wet ground, it can more quickly introduce and drain accumulated water, increasing the effective drainage volume on the surface of the steel sheet, thereby further improving the drainage and grip performance of the tread.

[0027] Furthermore, both sets of interlocking steel plates 6 are located between the two main transverse grooves, and the locking direction of the interlocking steel plates 6 is arranged in the opposite direction to the inclined extension direction of the main transverse grooves.

[0028] The main transverse grooves on the tire tread typically have a certain angle to guide water flow. However, the interlocking steel plates 6 do not follow this angle; instead, they form an angled arrangement opposite to it. When the tire rolls on wet ground, water tends to slide along the inclined extension direction of the main transverse grooves. If the interlocking steel plates 6 are in the same direction as the water flow, the grooves cannot effectively resist the water flow and are prone to slipping with the water flow, leading to the continuous spread of a water film and causing hydroplaning hazards. In contrast, the interlocking steel plates 6, with their reverse-arranged, have a zigzag wall that counteracts the direction of water flow. Upon contact with the wet surface, they can cut off the slip path of the continuous water film, providing reverse shear force and mechanical grip support, thereby significantly improving the stability of wet braking and handling. As shown in Tables 1 and 2, the Tanδ@0℃ value of this tire is 0.318, which is greater than the 0.284 of international top brands. Tanδ@0℃ is negatively correlated with wet braking distance. In actual tests, compared with international M brand, the wet braking distance is 100.6% of M brand.

[0029] It should be understood that in actual design, as long as there is an angle difference between the interlocking steel sheet 6 and the extension direction of the main transverse groove that is sufficient to form reverse resistance, it should fall within the scope of the reverse arrangement of the present invention.

[0030] Furthermore, the main transverse groove adopts a "silent groove" design. The overall direction of the main transverse groove on the middle patterned block 2 is downward sloping from the inside to the outside, while the overall direction of the main transverse groove on the patterned block 4 is upward sloping from the inside to the outside. The main transverse groove includes groove 8, groove 9, and steel sheet 10. Groove 8 and groove 9 are staggered on both sides of steel sheet 10. The depth of groove 8 and groove 9 on the middle patterned block 2 near the steel sheet 10 is 1.5mm-2.0mm, and the depth near the end of the longitudinal groove 1 is 2.2mm-2.5mm from the bottom of the groove upward (e.g., ...). Figure 8 As shown). The transverse edges of the first groove 8 and the second groove 9 are designed with chamfered corners (as shown). Figure 11 (As shown).

[0031] Specifically, the main transverse ditch is not a completely open, continuous channel, but rather a segmented structure composed of two silent cutting channels, 8 and 9, and a central steel plate 10. The transition distance between cutting channels 8 and 9 accounts for one-third of the entire main transverse ditch, ensuring sufficient drainage volume and snow removal capacity. Steel plate 10 acts as a structural bridge, connecting the cutting channels on both sides. This design ensures sufficient drainage and snow removal volume in the main transverse ditch while avoiding the decrease in rigidity that would result from a long, continuous channel.

[0032] The cutting angle of the main transverse groove on patterned block 24 is opposite to that of the main transverse groove on the middle patterned block 2, but the design is the same. The overall depth is 0.2mm deeper than that of the middle patterned block 2, that is, the depth near the end of the longitudinal groove 1 is 2.0mm-2.3mm higher than the bottom of the groove (e.g., Figure 9 (As shown).

[0033] The lateral edges of grooves 1 (8) and 2 (9) feature a chamfered design with a chamfer width of 0.8mm-1.5mm. During normal tire rolling, this chamfered design increases the water storage and drainage space at the groove edges. During braking and driving, the tread blocks undergo slight tilting deformation, causing the chamfered area, originally hidden in the groove sidewall, to flip and conform to the road surface, dynamically increasing the effective contact area and improving grip on both dry and wet surfaces. Simultaneously, the beveled transition of the chamfer eliminates the stress concentration phenomenon of traditional right-angle groove edges, allowing the rubber compound to smoothly slide and buffer along the chamfered surface during compression, significantly improving the tearing defect of the rubber compound at the edges of the main transverse grooves.

[0034] Furthermore, steel plates 20 are also provided on the large-pitch intermediate tread blocks 2 and 4. These steel plates 20 also feature a chamfered design, which balances the rigidity of the large tread blocks while reducing the creep of the surrounding tread blocks and increasing the drainage volume on the steel plate surface. This ensures linear stability in the central area while reducing tread block deformation, thus improving wear resistance, handling performance, grip, and lane-changing stability.

[0035] Furthermore, such as Figure 5 As shown, the interlocking steel sheets 6, 10, and 20 all adopt a "2D+3D" combination. The two ends of each steel sheet are 3mm long and are 2D straight sheets, while the middle area is a 3D vertically wavy design. The 3D steel sheets are designed by bending the straight sheets. The depth of the steel sheets is 2.3mm-2.6mm from the bottom of the trench upwards (e.g., ...). Figure 10 As shown, taking steel sheet 420 as an example, compared with ordinary 2D steel sheet, the rigidity of the patterned block is greatly improved. Compared with European and domestic UHP products, the depth of the steel sheet is greatly increased. This design is to maintain a balance between wet drainage and patterned block rigidity, and improve the water drift feel of wet handling.

[0036] The steel plates on the middle tread block 2 and tread block 4 work together to improve the tire's longitudinal stiffness, lateral slip, and braking stability, reducing braking distance on both dry and wet surfaces. As shown in Table 2, the effective contact patch of this tire is 119.4% of that of the international M brand, the Lateral Mu Peak value in the six-force stability test is 101% of that of the international M brand, and in actual testing compared to the international M brand, its wet handling is 102% of that of the M brand.

[0037] Furthermore, the side edge of the middle patterned block 2 near the side edge of the first patterned block 3 is designed with a 2-degree bend, and the side edge of the second patterned block 4 near the side edge of the middle patterned block 2 is designed with a 1-degree slight bend.

[0038] Specifically, the 2-degree zigzag design means that while the side edge of the pattern block extends circumferentially, it also exhibits a zigzag shape with a large amplitude and high frequency in the lateral direction; while the 1-degree slight zigzag design means that the side edge only has small zigzags with a small amplitude and low frequency.

[0039] The double-zigzag edge design of the middle tread block 2 and tread block 4 allows the sharp edges to quickly pierce and cut through the continuously spreading water film when the tire contacts a wet road surface, greatly improving drainage, ensuring the contact area between the tire and the road surface, improving wet grip, preventing slippage in rainy weather, and ensuring a certain degree of light snow resistance. As shown in Table 1, the Tg point of this tire is -31.8℃, indicating that the rubber compound can still maintain certain performance at -31.8℃.

[0040] This embodiment employs an asymmetrical design with a 2-degree bend on the inner side and a 1-degree bend on the outer side, based on the selection of stress and functional requirements on the inner and outer sides of the tread. The inner area (the side of the middle tread block 2 near tread block 3) mainly undertakes the functions of drainage and snow grip. The 2-degree bend maximizes the drainage efficiency of the inner side and allows the serrated edges to embed deeper into the snow under light snow conditions, forming a gripping effect similar to snow grooves, providing reliable light snow traction. The outer area (the side of tread block 4 near the middle tread block 2) mainly undertakes the function of rigid support during cornering and high-speed driving. The 1-degree slight bend retains the necessary edge water-breaking ability while maximizing the rigid support and wear resistance requirements of the outer tread block, achieving a balance between drainage and handling rigidity.

[0041] Furthermore, the shoulder pattern block 5 includes pattern block three 51 and pattern block four 52, the pattern block three 51 is located inside the pattern block four 52, and the width of the pattern block three 51 is smaller than the width of the pattern block four 52.

[0042] Specifically, the shoulder tread block 5 is divided into two sub-regions along the circumference: the inner tread block 3 51 is narrower, while the outer tread block 4 52 is wider. In this embodiment, the lateral width of tread block 4 52 is 1.03 times the lateral width of tread block 3 51, and the tread compound hardness is approximately 70 Shore A, which meets the requirements of UHP products and is comparable to the hardness of the international M brand.

[0043] When a vehicle is cornering, the lateral load on the outer shoulder area of ​​the tire is much greater than that on the inner shoulder area due to centrifugal force. If the inner and outer shoulders are designed with equal width, the outer tread blocks are prone to excessive tilting and deformation when subjected to huge lateral forces, causing the contact patch to shift outwards or even touch the ground at the edge, thus accelerating wear on the outer side and reducing handling limits. This embodiment increases the width of the outer tread block 52, thereby increasing the effective contact area of ​​the outer region under cornering conditions. This allows the lateral force to be evenly distributed and absorbed by the wider contact patch, significantly improving cornering stability and resistance to uneven wear.

[0044] Furthermore, both the patterned block three 51 and the patterned block four 52 are provided with multiple shoulder transverse grooves 11 and shoulder steel plates 12, and the two sides of the shoulder transverse grooves 11 are staggered with irregular chamfers. The irregular chamfers not only increase the personalized design elements, but also increase the ground contact area and tear resistance of the groove edges.

[0045] Specifically, the shoulder transverse groove 11 serves as the main drainage and snow removal channel in the shoulder area. The edges of the groove walls on both sides are not in the traditional smooth right angle shape, but are set with irregular chamfers. For example, one style of chamfer can be set on one side of the shoulder transverse groove 11, while another style of chamfer can be set alternately on the other side.

[0046] Furthermore, the shoulder steel plate 12 has a transverse chamfer design on the side near the longitudinal groove 1.

[0047] Specifically, the shoulder steel plate 12 typically extends laterally to provide water breaking and deformation adaptability, while this embodiment introduces a transverse chamfer design at one end near the longitudinal groove 1 to enhance the shoulder steel plate 12's ability to break the water film, drain water, and increase the tear resistance of the shoulder steel plate 12's edges.

[0048] Furthermore, the shoulder steel plate 12 is provided with an upwardly bent triangular structure at the connection between its upper chamfer and the longitudinal groove 1 to enhance shear grip, improve braking performance on dry and wet surfaces, reduce steel plate creep deformation, and improve the rigidity of the shoulder pattern block 5.

[0049] Furthermore, transverse steel plates 21 are also provided on the shoulder pattern block 5 of the large pitch pattern block, in order to balance the rigidity of the large pitch pattern block and the small pitch pattern block.

[0050] Furthermore, such as Figure 6 As shown, the shoulder steel plate 12 and steel plate 21 also adopt the form of "2D+3D" combination, with a depth of 1.2mm-1.5mm raised from the bottom of the groove, which enhances the deformation ability of the shoulder pattern block and improves wear resistance and handling performance.

[0051] As shown in Table 1, this tire has a DIN treadwear index of 175%, while the international M brand has a DIN treadwear index of 171%, indicating superior treadwear performance. The Tanδ@26℃ value is 0.235, while the international M brand's Tanδ@26℃ value is 0.245, showing comparable results. The Tanδ@26℃ value is negatively correlated with dry braking. As shown in Table 2, the six-component force test shows that the Cornering Stiffness value is 100% of the international M brand's, and the Aligning Torque Stiffness value is 101% of the international M brand's. Real-vehicle testing of dry handling shows that it achieves 98.6% of the international M brand's performance, indicating comparable results for both products. In actual dry braking tests, the international M brand achieves 98.1% of the performance, also showing comparable results for both products, meeting the requirements for ultra-high performance tires.

[0052] Furthermore, a teardrop-shaped groove 22 is provided on the shoulder tread block 5 near the parting line. This groove 22 reflects and dissipates tire noise waves of a specific frequency band through the damping effect of the rubber wall, achieving a surface acoustic damping sound absorption effect. Moreover, the teardrop-shaped streamlined contour can alter the airflow boundary layer on the shoulder, breaking the laminar flow adhesion effect, weakening the pumping effect, and suppressing local eddies, thereby reducing turbulence and pumping noise. Therefore, this structure, in conjunction with the noise reduction structure within the tire longitudinal groove 1 described below, can further reduce tire noise.

[0053] Furthermore, the patterned block 3 is provided with multiple zigzag grooves, the overall direction of which is an upward sloping arrangement from the inside out. The zigzag grooves include a third groove 15, a fourth groove 16, and a second steel sheet 17. The third groove 15 and the fourth groove 16 are connected end to end in an alternating manner, and the second steel sheet 17 is provided at the connection point between them.

[0054] Both the aforementioned cutter grooves 15 and 16 are silent cutter grooves, and the steel sheet 17 is a common 2D steel sheet with a depth of 2.0mm-2.5mm. The depth of cutter grooves 15 and 16 near the front end of steel sheet 17 is 1.5mm-2.0mm, and the depth near the end of longitudinal groove 1 is 1.8mm-2.2mm from the bottom of the groove upwards. The intermediate transition distance accounts for 1 / 3 of the entire tortuous groove, the purpose of which is to ensure the drainage volume and snow removal function of the groove.

[0055] Specifically, tread block 3, located in the inner quarter of the tread, bears a significant burden of water drainage and snow removal. While traditional straight lateral grooves drain water quickly, they cannot provide a sufficiently long water flow path within a limited width, and long, continuous lateral grooves severely disrupt the continuity of the rubber compound. On the other hand, while purely open, zigzag grooves can improve drainage and snow removal efficiency by extending the path, their multi-segmented bends mean that the tread block lacks continuous rubber support when subjected to lateral forces, which can easily lead to a precipitous drop in tread block rigidity, resulting in excessive deformation and creep during braking and driving.

[0056] In this embodiment, a steel sheet 2 17 is introduced as a structural bridge at the break point where the first and last ends of the grooves 15 and 16 intersect. The bridging function of the steel sheet 2 17 is to reconnect the isolated rubber areas that were originally separated by the tortuous grooves. When the pattern block 3 is subjected to lateral shear force or braking force, the stress no longer concentrates and tears along the fragile groove edges, but is conducted and dispersed across regions through the steel sheet 2 17. This ensures long-distance drainage and snow removal along the tortuous path while maintaining the core lateral rigidity of the pattern block.

[0057] Furthermore, the two lateral edges of the blade groove 315 and blade groove 416 are designed with chamfers, which can increase the ground contact area during braking and driving.

[0058] Furthermore, a silent transverse groove 18 is provided between the two meandering grooves, and a steel sheet 19 is connected to the outside of the transverse groove 18. The steel sheet 19 adopts a "2D+3D" design, and the transverse groove 18 also adopts a chamfered design with the transition area occupying 1 / 2 of the entire groove, which is more rigid than other silent grooves, in order to balance the rigidity of the entire inner pattern block.

[0059] Furthermore, two short steel strips 23 are added to both sides of the patterned block 3 to cut through the water film. One end of each short steel strip 23 is connected to the longitudinal groove 1. Specifically, one short steel strip 23 is located above the sipe 3 15 and its orientation is consistent with that of the sipe 3 15, while the other short steel strip 23 is located below the sipe 4 16 and its orientation is consistent with that of the sipe 4 16. The depth of the short steel strip 23 is 2.0mm-2.5mm above the bottom of the groove. The design of the patterned block 3, combined with the widened longitudinal groove 1 on the inner shoulder, results in better drainage performance.

[0060] Furthermore, such as Figure 3 and Figure 4As shown, the bottom of the longitudinal groove 1 is provided with multiple "groove sound grid" noise reduction structures. Each noise reduction structure includes a first protrusion 13 and a second protrusion 14. The first protrusion 13 is located inside the second protrusion 14. The rear end of the first protrusion 13 is a teardrop-shaped protrusion, and the front end of the second protrusion 14 is an arc-shaped concave seat that matches the teardrop-shaped protrusion. The first protrusion 13 and the second protrusion 14 are arranged horizontally.

[0061] Specifically, this embodiment introduces an acoustic disturbance device with a "water droplet penetrating stone" design at the bottom of the longitudinal groove 1. When the tire rolls at high speed, air is periodically forced into and extracted from the longitudinal groove 1. If the bottom of the groove is a traditional smooth straight wall shape, the airflow will form regular periodic pulsations within the groove, and the sound waves will produce continuous regular reflections between the smooth walls, which can easily excite the standing wave resonance effect in the cavity, thereby amplifying noise of a specific frequency and radiating it outward. However, in this embodiment, an acoustic impedance surface is constructed at the bottom of the groove by combining a teardrop-shaped protrusion with an arc-shaped concave seat. When the airflow passes through these undulating and abruptly shaped structures, the originally laminar airflow is forcibly torn apart and dispersed into countless microscopic turbulent flows. The continuous reflection path of the sound waves is cut off, and the conditions for the establishment of standing wave resonance are destroyed, thereby achieving effective suppression and attenuation of cavity noise at the sound source.

[0062] Furthermore, the width of the front end of the first protrusion 13 is greater than the width of its rear end, effectively reducing the impact noise and pumping noise of the tread blocks hitting the ground. The distance from the rear end of the first protrusion 13 to the front end of the second protrusion 14 is approximately equal to the distance from the front end of the second protrusion 14 to the bottom end of the recess, which facilitates further reduction of tire noise.

[0063] Furthermore, the height of the first bump 13 is lower than the height of the second bump 14.

[0064] Specifically, this embodiment constructs a noise reduction layout with a lower inner side and a higher outer side. The height of protrusion 13 is 0.6mm, while the height of protrusion 2 14 is 1.5mm, forming a significant height difference of 0.9mm between the two, which facilitates the disruption of airflow at the bottom of the trench and reduces noise.

[0065] The design of the noise reduction structure not only reflects the aesthetics of the design, but also disrupts the airflow at the bottom of the trench, improves the noise in the cavity, and achieves the purpose of reducing noise. After actual testing, the noise result was 71dB, which is 1 decibel lower than the limit.

[0066] Furthermore, the longitudinal groove 1 includes longitudinal groove one 111, longitudinal groove two 112, longitudinal groove three 113 and longitudinal groove four 114 from the inside to the outside. The width of longitudinal groove one 111 is 1.13 times the width of longitudinal groove four 114. The total width of the four longitudinal grooves accounts for 20.4% of the entire patterned block, demonstrating good drainage performance.

[0067] Furthermore, such as Figure 12 As shown, the tire's contact patch width is increased by 3%, which increases the drainage volume, ensures uniform force distribution on the contact area, and ensures a sufficiently large effective contact area. The purpose is to improve the tire's wet braking and handling performance.

[0068] Table 1

[0069] Table 2

[0070] In order to objectively demonstrate the technical effects of each technical feature in actual driving, this embodiment has been verified by combining specific formula data and real vehicle test data.

[0071] As shown in the table above, at the rubber compound formulation level, the Tanδ@0℃ value of the tire in this embodiment reaches 0.318, significantly higher than the 0.284 of leading international brands. Tanδ@0℃ is a key dynamic mechanical parameter characterizing the wet grip of the rubber compound near 0℃, and its value is negatively correlated with wet braking distance. The measured wet braking distance of this high Tanδ value tire reached 27.11m, better than the benchmark brand's 27.24m, and the wet handling performance index reached 102% of the benchmark brand. At the same time, the tire's Tg point is -31.8℃, ensuring that the rubber compound can still maintain the necessary flexibility and resilience in low-temperature environments below -30 degrees Celsius. This allows the zigzag design of the tread block edges to effectively embed into snow grooves and form mechanical engagement in light snow conditions, rather than losing grip due to rubber hardening.

[0072] In terms of long-distance wear resistance and rigid support, the measured data also confirms the effectiveness of the aforementioned structure. The DIN wear index of this embodiment reached 175%, which is better than the benchmark brand's 171%. This is mainly due to the reverse locking of the interlocking steel sheet 6, which provides reverse shear support under lateral force, greatly suppressing the creep deformation of the pattern block. At the same time, the combination of the 2D straight sections at both ends of the steel sheet and the 3D wavy section in the middle, as well as the bridging and closed-loop effect of steel sheet 17 and steel sheet 19 in the tortuous groove, reconnects the force transmission path of the rubber material while ensuring drainage volume, avoiding a sharp drop in rigidity, thereby reducing abnormal wear caused by excessive deformation. In the actual measurement, the effective grounding area of ​​this embodiment reached 119.4% of the benchmark brand, which directly proves that the asymmetrical shoulder width design (widening the outer pattern block 52) and the various chamfer designs on the edge of the transverse groove dynamically increase the grounding area when subjected to force and flipping. In the six-point force test, the Lateral Mu Peak value reached 101% of the benchmark brand, and the Aligning Torque Stiffness reached 101%, which takes into account long-mileage durability, wet braking safety and wet handling stability, and meets the needs of all-season use.

[0073] In the description of this invention, it should be understood that the terms "left", "right", "up", "down", "top", "bottom", "front", "back", "inner", "outer", "back", "middle", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0074] However, the above description is merely a specific embodiment of the present invention and should not be construed as limiting the scope of the present invention. Therefore, any substitution of equivalent components or equivalent changes and modifications made in accordance with the scope of protection of the present invention should still fall within the scope of the claims of the present invention.

Claims

1. A high-performance tire with an interlocking steel sheet structure, comprising a tire tread and a plurality of tread blocks disposed on the tire tread, wherein longitudinal grooves (1) are provided between adjacent tread blocks, characterized in that, The tread blocks include a middle tread block (2), a tread block one (3), a tread block two (4), and a shoulder tread block (5). The tread block one (3) is located inside the tread block two (4), and the two are distributed on both sides of the middle tread block (2). The shoulder tread block (5) is distributed on both sides of the tread block one (3) and the tread block two (4). Interlocking steel plates (6) are provided on both the middle tread block (2) and the tread block two (4). The two sets of interlocking steel plates (6) are staggered along the tire circumference and have opposite locking directions. The root of the interlocking steel plates (6) is provided with a gradual chamfer (7).

2. The ultra-high performance tire with an interlocking steel sheet structure according to claim 1, characterized in that, Both sets of interlocking steel plates (6) are located between the two main transverse grooves, and the locking direction of the interlocking steel plates (6) is opposite to the inclined extension direction of the main transverse grooves.

3. The ultra-high performance tire with an interlocking steel sheet structure according to claim 2, characterized in that, The main transverse groove includes a first groove (8), a second groove (9), and a first steel sheet (10). The first groove (8) and the second groove (9) are staggered on both sides of the first steel sheet (10). The transverse edges of the first groove (8) and the second groove (9) are designed with chamfered corners.

4. The ultra-high performance tire with an interlocking steel sheet structure according to claim 1, characterized in that, The middle patterned block (2) has a 2-degree bend design on the side edge near the first patterned block (3), and the second patterned block (4) has a 1-degree slight bend design on the side edge near the middle patterned block (2).

5. A high-performance tire with an interlocking steel sheet structure according to claim 1, characterized in that, The shoulder pattern block (5) includes pattern block three (51) and pattern block four (52). Pattern block three (51) is located inside pattern block four (52). The width of pattern block three (51) is smaller than the width of pattern block four (52). Both pattern block three (51) and pattern block four (52) are provided with multiple shoulder transverse grooves (11) and shoulder steel plates (12). The two sides of the shoulder transverse groove (11) are staggered with irregular chamfers. The shoulder steel plate (12) is designed with chamfers on the side close to the longitudinal groove (1).

6. A high-performance tire with an interlocking steel sheet structure according to claim 1, characterized in that, The bottom of the longitudinal groove (1) is provided with multiple noise reduction structures, including a first protrusion (13) and a second protrusion (14). The first protrusion (13) is located inside the second protrusion (14). The rear end of the first protrusion (13) is a teardrop-shaped protrusion, and the front end of the second protrusion (14) is an arc-shaped concave seat that matches the teardrop-shaped protrusion.

7. A high-performance tire with an interlocking steel sheet structure according to claim 6, characterized in that, The width of the front end of the first protrusion (13) is greater than the width of its rear end, and there is a certain gap between the rear end of the first protrusion (13) and the front end of the second protrusion (14).

8. A high-performance tire with an interlocking steel sheet structure according to claim 6, characterized in that, The height of the first bump (13) is lower than the height of the second bump (14).

9. A high-performance tire with an interlocking steel sheet structure according to claim 1, characterized in that, The patterned block 1 (3) is provided with multiple zigzag grooves, including slit three (15), slit four (16) and steel sheet two (17). Slit three (15) and slit four (16) are connected end to end in an alternating manner, and steel sheet two (17) is provided at the connection between them. A transverse groove (18) is provided between the two zigzag grooves, and steel sheet three (19) is connected to the outside of the transverse groove (18).

10. A high-performance tire with an interlocking steel sheet structure according to claim 3, characterized in that, Both ends of the interlocking steel sheet (6) and the first steel sheet (10) are straight steel sheets, and the middle part is a vertically wavy shape.

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