A full-season tire based on a stepped snail coupling occlusion structure and multi-dimensional deep grooves

Abstract

This invention relates to the field of tire design and manufacturing technology, and discloses an all-season tire based on a stepped conch-shaped coupling interlocking structure and multi-dimensional depth grooves. The tread has five ribs and four main grooves arranged alternately along the tire axis. The opposite walls of the first and fifth lateral grooves are respectively provided with stepped conch-shaped protrusions and recesses with two to four levels of spiral steps. The junction area between the groove wall and bottom of the main groove has three to five levels of multi-dimensional stepped protrusions, with the lowest level of spiral step and the lowest level of main groove step at the same radial height. The protrusions and recesses interlock when the tire is under load to limit tread block deformation. The spiral tapering profile and multi-dimensional stepped structure together promote water drainage and snow removal, and maintain an effective grip structure after tread wear. This invention can improve the snow traction, wet braking, and post-wear performance retention capabilities of all-season tires.

Description

Technical Field

[0001] This invention relates to the field of tire design and manufacturing technology, and more specifically, to an all-season tire based on a stepped conch-shaped coupling interlocking structure and multi-dimensional deep grooves. Background Technology

[0002] All-season tires need to maintain a relatively balanced braking, traction, and handling performance on dry, wet, and icy roads. Tire treads typically form drainage channels and grip edges through circumferential main grooves, lateral grooves, and steel plate grooves. Main grooves primarily collect and drain water, snow, and mud along the tire's circumference, while lateral grooves guide water and snow from the tread's contact patch to the main grooves or the outer shoulder. Steel plate grooves increase the number of tread edges, creating more entry points on icy and snowy surfaces. However, lateral grooves and steel plate grooves divide the continuous tread into multiple relatively independent tread blocks, making these blocks prone to bending, curling, or shearing deformation during braking, driving, or steering. When the tread block rigidity is insufficient, its effective contact area decreases, potentially reducing braking performance on both dry and wet surfaces. Simply reducing the number of grooves or increasing the tread block volume to improve rigidity reduces drainage space and grip edges on snow, making it difficult to handle different road conditions simultaneously.

[0003] Chinese invention patent CN110228332B discloses a tire with stepped sections on the main groove side. Multiple stepped sections are provided on the land side edge adjacent to the main groove. The height of the steps decreases in increments of two or more from the land tread towards the bottom of the main groove. By using stepped sections with varying numbers of steps, both driving performance on soft surfaces and resistance to uneven wear are considered. This patent also relates to stepped structures on the transverse groove side, indicating that setting multiple steps at the edges of the main or transverse grooves can increase the edge effect on soft surfaces and adjust local rigidity.

[0004] Existing three-dimensional sipes typically address the issue of insufficient tread block rigidity, while the stepped structure of the main groove is mainly used to increase the number of edges at different wear stages or improve mud and snow removal performance on soft surfaces. Ordinary lateral grooves usually rely on groove volume and the expulsion action generated by tire rotation to transport water and snow; the sidewalls of the lateral grooves themselves lack a continuously tapering structure that changes the flow direction. After snow is repeatedly pressed into the lateral grooves, it tends to compact within the grooves and adhere to the groove walls. When driving at high speeds on wet, slippery surfaces, if water cannot promptly enter the main groove or the outer shoulder from the lateral grooves, it may affect the effective contact between the tire tread and the road surface. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides an all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves. This enhances the water and snow drainage capacity of the lateral grooves and the load-bearing support rigidity of the tread blocks. Furthermore, it allows the deep functional structures in the lateral and main grooves to continue to function synergistically even after tread wear, thereby improving the tire's all-weather braking, traction, and performance retention capabilities.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] An all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves includes a tread and a shoulder. The tread is provided with five circumferentially extending ribs and four main grooves arranged alternately along the tire axis. The five ribs along the tire axis are, in sequence, a first rib, a second rib, a third rib, a fourth rib, and a fifth rib. The four main grooves along the tire axis are, in sequence, a first main groove, a second main groove, a third main groove, and a fourth main groove.

[0008] The first tread rib is divided into first tread blocks spaced apart along the tire circumference by the first transverse groove, and the fifth tread rib is divided into fifth tread blocks spaced apart along the tire circumference by the fifth transverse groove; at least one first transverse groove and at least one fifth transverse groove are respectively provided with stepped conch-shaped protrusions and stepped conch-shaped recesses adapted to the stepped conch-shaped protrusions on their opposite groove walls; when the tread blocks located on both sides of the corresponding transverse groove undergo relative displacement under ground load, the stepped conch-shaped protrusions can be embedded into the stepped conch-shaped recesses. A meshing structure is formed; the circumferential spacing between two adjacent sets of stepped conch-shaped protrusions is 1 / 4 to 1 / 2 of the circumferential length of the corresponding tread block; both the stepped conch-shaped protrusions and recesses include two to four levels of spiral steps stacked along the radial direction of the tire, and the overall top profile is a conch shell spiral tapering curve, with the spiral radius of the conch shell spiral tapering curve gradually decreasing from the starting end on the tread side to the ending end on the groove bottom side, and the top profiles of each level of spiral step are nested together; the spiral radius of the stepped conch-shaped protrusion is shown in the following formula: Where R0 is the maximum radius at the starting end, θ is the helical rotation angle, k is the shrinkage coefficient, and n is the shrinkage exponent; R0 is 3.0mm~6.0mm, θ is π / 2~3π / 2 rad, and k is... The n is 1.2 to 2.0;

[0009] The junction area between the wall and bottom of the main groove is provided with a multi-dimensional stepped protrusion. The multi-dimensional stepped protrusion includes 3 to 5 main groove steps arranged in layers along the radial direction of the tire. The radial height of the step surface of each main groove step relative to the bottom of the main groove increases gradually from the bottom side to the tread side. The radial height h of the step surface of the lowest main groove step relative to the bottom of the main groove is 25% to 40% of the total groove depth H. The total groove depth H = 6.0 mm to 9.5 mm.

[0010] The lowest spiral step of the stepped conch-shaped protrusion and the lowest main groove step of the multidimensional stepped protrusion are at the same radial height of the tire.

[0011] Preferably, the spiral angle α of the spiral tapering curve of the stepped conch-shaped protrusion is 15°~35°, and changes continuously along the spiral path. The spiral angle α is the angle between the spiral tangent and the tire circumference.

[0012] Preferably, the lowest spiral step of the stepped conch-shaped protrusion has a protrusion height of 2.0mm to 3.5mm, and the highest spiral step has a protrusion height of 0.5mm to 1.5mm; when the stepped conch-shaped protrusion includes three or four spiral steps, the protrusion height of the intermediate spiral step located between the lowest and highest spiral steps is 1.0mm to 2.5mm.

[0013] Preferably, the height difference between adjacent spiral step protrusions is 1.0mm to 2.5mm.

[0014] Preferably, the depth of each level of the stepped conch-shaped recess is 0.1 mm to 0.3 mm greater than the height of the corresponding first-level spiral step in the stepped conch-shaped protrusion.

[0015] Preferably, the radial height h of the step surface of the lowest level main ditch relative to the bottom of the main ditch is 2mm to 3.5mm.

[0016] Preferably, the angle between the transition groove wall between each step of the multi-dimensional stepped protrusion and the radial direction of the tire is 1° to 5°.

[0017] Preferably, the transition groove walls between the various steps of the multi-dimensional stepped protrusion are rounded with a radius of 0.4~2.0mm.

[0018] Preferably, the second tread rib is divided into second tread blocks spaced apart along the tire circumference by the second lateral groove, the third tread rib is divided into third tread blocks spaced apart along the tire circumference by the third lateral groove, and the fourth tread rib is divided into fourth tread blocks spaced apart along the tire circumference by the fourth lateral groove; the second and fourth lateral grooves are inclined in the same tire circumferential direction relative to the tire axial direction, and the third lateral groove is inclined in the tire circumferential direction opposite to the second and fourth lateral grooves relative to the tire axial direction.

[0019] Preferably, the first patterned block, the second patterned block, the third patterned block, the fourth patterned block, and the fifth patterned block are each provided with at least one steel plate groove.

[0020] This invention creates spirally tapering water-guiding, snow-guiding, and gripping edges within the transverse grooves by providing stepped conch-shaped protrusions with 2-4 levels of spiral steps and corresponding stepped conch-shaped recesses on the opposite walls of the first and fifth transverse grooves. During tire braking, driving, or steering, the interlocking of the protrusions and recesses restricts the relative displacement of the tread blocks on both sides of the transverse grooves, improving the rigidity of the tread block support and effective grounding stability. Simultaneously, by providing 3-5 levels of multi-dimensional stepped protrusions at the junction of the main groove wall and bottom, and connecting the lowest level of spiral step with the lowest level of the main groove... The stepped design, with the treads positioned at the same radial height, allows the deep functional structures in the lateral and main grooves to be retained synchronously even as the tread wears to the mid-to-late stages, continuously providing snow gripping, flow guidance, drainage, and snow removal. By limiting the maximum radius of the spiral starting end, the spiral rotation angle, the spiral angle, the step protrusion height, the difference in convex and concave depth, the total groove depth, and the radial height of the lowest-level main groove step, a balance can be achieved between the groove flow cross-section, tread block rigidity, load-bearing engagement timing, and structural durability. This results in shorter braking distances on snow and wet surfaces, improved snow traction performance, and reduced performance degradation after tire wear.

[0021] In summary, this invention achieves synergy between the stepped conch-shaped interlocking structure and the multi-dimensional stepped main groove structure in terms of load support, fluid guidance, and wear depth, thereby improving the overall performance of all-season tires in dry, wet, snowy, and worn conditions. Attached Figure Description

[0022] Figure 1 This is a planar development diagram of the tire tread pattern.

[0023] Figure 2 for Figure 1 AA cross-section view.

[0024] Figure 3 This is a top-down magnified view of the stepped conch-shaped protrusion.

[0025] Figure 4 for Figure 1BB cross-section.

[0026] Figure 5 This is a schematic diagram showing the interlocking state of the stepped conch-shaped protrusion and the stepped conch-shaped recess.

[0027] Figure 6 This is a schematic diagram of a stepped, conch-shaped water flow.

[0028] Reference numerals: 11-First main groove, 12-Second main groove, 13-Third main groove, 14-Fourth main groove, 21-First patterned rib, 211-First transverse groove, 22-Second patterned rib, 221-Second transverse groove, 23-Third patterned rib, 231-Third transverse groove, 24-Fourth patterned rib, 241-Fourth transverse groove, 25-Fifth patterned rib, 251-Fifth transverse groove, 3-Multidimensional stepped protrusion, 41-Stepped conch-shaped protrusion, 42-Stepped conch-shaped depression, 5-Steel sheet groove. Detailed Implementation

[0029] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present invention.

[0030] In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", 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 application 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 application.

[0031] Figure 1 The diagram shows a schematic of the tire crown unfolded into a planar state, and Figure 1 The diagram also shows the left shoulder line a and the right shoulder line b. A circumferentially extending tire tread pattern is provided on the tread between the left shoulder line a and the right shoulder line b. The tire tread pattern employs a structure in which five tread ribs and four main grooves are arranged alternately along the tire axis. Specifically, along the tire axis from one side of the tread to the other, the following ribs are arranged sequentially: first tread rib 21, first main groove 11, second tread rib 22, second main groove 12, third tread rib 23, third main groove 13, fourth tread rib 24, fourth main groove 14, and fifth tread rib 25.

[0032] The first main groove 11, the second main groove 12, the third main groove 13, and the fourth main groove 14 all extend continuously along the tire circumference and are spaced apart along the tire axial direction. Each main groove separates two adjacent tread ribs, ensuring that the five tread ribs remain relatively independent along the tire axial direction, while simultaneously forming four circumferentially continuous drainage and snow removal channels. When the tire drives over water or snow-covered surfaces, the water and snow entering each groove can flow into the adjacent main groove and be discharged into the contact area along the circumferential extension direction of the main groove.

[0033] The first tread rib 21 includes multiple first lateral grooves 211 arranged at intervals along the tire circumference. Each first lateral groove 211 extends along the tire axial direction or extends obliquely relative to the tire axial direction, with its end near the outer side of the tread extending to the tire shoulder and its end near the inner side of the tread communicating with the first main groove 11. The first lateral grooves 211 may have unequal widths and / or unequal depths. Two adjacent first lateral grooves 211, the first main groove 11, and the outer edge of the tread together form a first tread block, thus dividing the first tread rib 21 into multiple first tread blocks arranged sequentially along the tire circumference.

[0034] The first lateral groove 211 forms a lateral grip edge in the tire shoulder area and guides water and snow from the first tread block contact area towards the first main groove 11 or the outer side of the tire shoulder. When the tire is driving or braking, the edge of the first lateral groove 211 can cut into the snow or water film, improving the adhesion between the first tread block and the road surface; after the tire leaves the contact area, the opening of the first lateral groove 211 reopens, which helps to expel the snow that has been pressed into the groove.

[0035] The first tread block has at least one steel strip groove 5. In the illustrated embodiment, the first tread block has two three-dimensional steel strip grooves 5. The steel strip grooves 5 are recessed from the contact surface of the first tread block towards the radially inward side of the tire and extend along the tire axis or extend obliquely relative to the tire axis. Multiple steel strip grooves 5 can be spaced apart along the tire circumference, so that the contact surface of the first tread block forms multiple small grip edges. The depth of the steel strip grooves 5 is less than the overall tread depth of the first tread block, thereby increasing the grip edges on ice and snow while avoiding completely dividing the first tread block into independent parts.

[0036] The second tread rib 22 is located between the first main groove 11 and the second main groove 12, and includes multiple second transverse grooves 221 arranged at intervals along the tire circumference. One end of each second transverse groove 221 is connected to the first main groove 11, and the other end is connected to the second main groove 12. Two adjacent second transverse grooves 221, the first main groove 11 and the second main groove 12 together form a second tread block.

[0037] like Figure 1As shown, the second lateral groove 221 is inclined relative to the tire axial direction in a predetermined tire circumferential direction, so that the second tread block as a whole forms an obliquely set lateral edge, and the second lateral groove 221 may have unequal width and / or unequal depth. This oblique structure allows the second lateral groove 221 to gradually enter the contact area during tire rolling, rather than the entire edge of the lateral groove contacting the road surface at the same time, which helps to reduce the instantaneous impact of the tread block and allows water or snow to flow along the second lateral groove 221 to the first main groove 11 and the second main groove 12 respectively.

[0038] The second tread block has at least one steel plate groove 5. In the illustrated embodiment, the second tread block has two three-dimensional steel plate grooves 5. The steel plate grooves 5 can be parallel to or at an angle to the second transverse groove 221, so that the grounding surface of the second tread block has both a large transverse groove gripping edge and a small steel plate groove gripping edge, so as to take into account both snow traction performance and tread block support rigidity.

[0039] The third tread rib 23 is located between the second main groove 12 and the third main groove 13, and includes multiple third transverse grooves 231 arranged at intervals along the tire circumference. One end of the third transverse groove 231 is connected to the second main groove 12, and the other end is connected to the third main groove 13. Two adjacent third transverse grooves 231, the second main groove 12, and the third main groove 13 together form the third tread block.

[0040] The third lateral groove 231 is inclined relative to the tire axial direction in the tire circumferential direction opposite to that of the second lateral groove 221, and the third lateral groove 231 may have unequal width and / or unequal depth. Therefore, the second lateral groove 221 on the second tread rib 22 and the third lateral groove 231 on the third tread rib 23 form an alternating layout with opposite directions. This structure enables multiple gripping edges facing different directions to be formed in the center of the tread, providing support for shear loads in different directions when the tire is subjected to driving force, braking force or lateral force, and reducing the possibility of concentrated deformation of the tread blocks in the center of the tread along a single direction.

[0041] The third tread block also has at least one steel strip groove 5. In the illustrated embodiment, the third tread block has two steel strip grooves 5 spaced apart along the tire axial direction, which together with the third lateral groove 231 form a multi-level grip edge, so that the third tread rib 23 can improve the cutting and adhesion performance on icy and snowy roads while maintaining the continuous support capacity of the tread area.

[0042] The fourth tread rib 24 is located between the third main groove 13 and the fourth main groove 14, and includes multiple fourth transverse grooves 241 arranged at intervals along the tire circumference. One end of the fourth transverse groove 241 is connected to the third main groove 13, and the other end is connected to the fourth main groove 14. Two adjacent fourth transverse grooves 241, the third main groove 13, and the fourth main groove 14 together form the fourth tread block.

[0043] The fourth lateral groove 241 is inclined in the same direction as the second lateral groove 221 relative to the tire axial direction, and in the opposite direction to the third lateral groove 231. The third lateral groove 231 may have unequal width and / or unequal depth. When the tire rolls circumferentially, the second lateral groove 221, the third lateral groove 231, and the fourth lateral groove 241 enter the contact patch area in different directions in sequence. This reduces the tendency for continuous unidirectional shear deformation in the tire crown area and guides water and snow entering the center of the tread to the first main groove 11, the second main groove 12, the third main groove 13, and the fourth main groove 14, respectively.

[0044] The fourth tread block also has at least one steel groove 5 to increase the effective gripping edge of the grounding surface of the fourth tread block. In the illustrated embodiment, the fourth tread block has two steel grooves 5. The steel grooves 5 can be parallel to or at an angle to the fourth transverse groove 241, so that the grounding surface of the fourth tread block has both a large transverse groove gripping edge and a small steel groove gripping edge, so as to balance snow traction performance and tread block support rigidity.

[0045] The fifth tread rib 25 is located axially outside the fourth main groove 14 and includes multiple fifth lateral grooves 251 arranged at intervals along the tire circumference. Each fifth lateral groove 251 connects to the fourth main groove 14 at one end near the inner side of the tread, and extends to the other shoulder side at the other end near the outer side of the tread. Two adjacent fifth lateral grooves 251, the fourth main groove 14, and the outer edge of the tread together form a fifth tread block, thus dividing the fifth tread rib 25 into multiple fifth tread blocks arranged at intervals along the tire circumference. The fifth tread rib 25 also has axially extending longitudinal fine grooves on the side near the fourth main groove 14, dividing the fifth tread rib 25 into two parallel tread ribs.

[0046] In the illustrated embodiment, the fifth lateral groove 251 extends along the tire axial direction and has a certain curvature or inclination, enabling the fifth lateral groove 251 to form a lateral drainage and snow removal path from the fourth main groove 14 to the outer side of the tire shoulder. At least one steel plate groove 5 is provided on the fifth tread block; in the illustrated embodiment, two steel plate grooves 5 are provided on the fifth tread block to improve the edge grip of the fifth tread rib 25 on snow, ice, and wet surfaces.

[0047] The first tread rib 21 and the fifth tread rib 25 are closely connected to the shoulder tread areas on both sides of the tire tread. The first lateral groove 211 and the fifth lateral groove 251 guide water and snow accumulation in the shoulder areas to the first main groove 11, the fourth main groove 14, or the outer side of the shoulder, respectively. The second tread rib 22, the third tread rib 23, and the fourth tread rib 24, through the intersecting second lateral groove 221, the third lateral groove 231, and the fourth lateral groove 241, guide water and snow accumulation in the crown area to the circumferential main grooves. Thus, the first to fifth lateral grooves and the first to fourth main grooves together form a drainage and snow removal channel network that runs through the shoulder and crown areas.

[0048] At least one first transverse groove 211 and at least one fifth transverse groove 251 each have a stepped conch-shaped protrusion 41 and a stepped conch-shaped recess 42 respectively provided on their opposite groove walls. Both the first transverse groove 211 and the fifth transverse groove 251 can adopt the same stepped conch-shaped convex-concave mating structure. Figure 1 The structure at point 251 of the fifth horizontal ditch is used as a central marker.

[0049] Taking the fifth horizontal groove 251 as an example, a stepped conch-shaped protrusion 41 is provided on one side of the groove wall of the fifth horizontal groove 251, and protrudes from that side of the groove wall toward the interior of the fifth horizontal groove 251; a stepped conch-shaped recess 42 is provided on the other side of the groove wall of the fifth horizontal groove 251, and recesses from that side of the groove wall toward the interior of the fifth patterned block. The stepped conch-shaped protrusion 41 and the stepped conch-shaped recess 42 correspond to each other along the width direction of the fifth horizontal groove 251.

[0050] like Figure 3 and Figure 4 As shown, both the stepped conch-shaped protrusion 41 and the stepped conch-shaped recess 42 include two to four levels of spiral steps stacked along the radial direction of the tire. The top view of each level of spiral step is nested within each other, and the overall shape is a spirally tapering shape resembling a conch shell. Each level of spiral step bends and extends from the spiral starting end to the spiral ending end, and its spiral radius gradually decreases from the spiral starting end to the spiral ending end.

[0051] The spiral radius of the stepped conch-shaped protrusion 41 satisfies: Where R0 is the maximum radius at the starting end of the helix, θ is the helix rotation angle, k is the contraction coefficient, and n is the contraction index; R0 is 3.0 mm to 6.0 mm, θ is π / 2 to 3π / 2 rad, and k is... n is 1.2 to 2.0. By limiting the parameters mentioned above, the spiral profile forms a continuously tapering shape from the starting end to the ending end, so that the stepped conch-shaped protrusion 41 has both a spiral guiding edge and a load-bearing interlocking profile.

[0052] The spiral tapering curve of the stepped conch-shaped protrusion 41 has a helix angle α, which is the angle between the tangent of the spiral tapering curve and the tire circumference. The helix angle α is 15° to 35% and changes continuously along the spiral path. The helix angle α keeps the contour of the stepped conch-shaped protrusion 41 inclined relative to the tire circumference, thereby causing water or snow entering the transverse groove to be deflected along the spiral contour and move towards the transverse groove outlet, the adjacent main groove, or the outer side of the tire shoulder.

[0053] The overall top-view profile dimensions of the different levels of spiral steps gradually decrease from the tread side towards the bottom of the fifth transverse groove 251, creating a nested structure in which the stepped conch-shaped protrusion 41 gradually contracts from the tread to the groove bottom. Simultaneously, the protrusion height of each spiral step gradually decreases from the groove bottom towards the tread side; that is, the lowest spiral step near the groove bottom has a larger protrusion height, while the highest spiral step near the tread has a smaller protrusion height. Thus, the stepped conch-shaped protrusion 41 exhibits gradient changes in both its top-view profile dimensions and the protrusion height of the groove wall.

[0054] Specifically, the lowest spiral step near the bottom of the transverse groove in the stepped conch-shaped protrusion 41 has a protrusion height of 2.0mm to 3.5mm, and the highest spiral step near the tread has a protrusion height of 0.5mm to 1.5mm. When the stepped conch-shaped protrusion 41 includes three or four spiral steps, the protrusion height of the intermediate spiral step between the lowest and highest spiral steps is 1.0mm to 2.5mm. Furthermore, the difference in protrusion height between adjacent spiral steps is 1.0mm to 2.5mm. By giving the lowest spiral step a larger protrusion height, it can still form an effective snow-biting edge and bite support even after the tread has worn to the middle and late stages; by giving the highest spiral step a smaller protrusion height, the occupancy of the protrusion 41 on the transverse groove flow space in the new tire condition can be reduced, and the possibility of premature bite during normal rolling can be reduced; the intermediate spiral steps form a continuous height transition between the lowest and highest steps, allowing each spiral step to function sequentially at different wear stages.

[0055] Each level of the stepped conch-shaped recess 42 is adapted to the corresponding spiral step shape of the stepped conch-shaped protrusion 41. The recess depth of each level of recess is 0.1mm to 0.3mm greater than the protrusion height of the corresponding first-level spiral step, so that a small fitting gap is maintained between the protrusion 41 and the recess 42 when the tire is not subjected to a large ground contact load.

[0056] When the tire is rolling in a normal straight line, the tread blocks on both sides of the first lateral groove 211 or the fifth lateral groove 251 can undergo normal elastic deformation, and the stepped conch-shaped protrusion 41 will not continuously press against the stepped conch-shaped recess 42. When the tire brakes, drives, or steers, the tread blocks located on both sides of the corresponding lateral groove are subjected to circumferential and axial forces and undergo relative displacement, and the stepped conch-shaped protrusion 41 gradually enters the stepped conch-shaped recess 42.

[0057] like Figure 5As shown, when the stepped conch-shaped protrusion 41 is embedded in the stepped conch-shaped recess 42, the spiral steps at each level abut against the corresponding recessed steps, forming a multi-level interlocking structure. The spiral tapering profile can limit the further misalignment of the tread blocks on both sides of the lateral groove along the tire circumference, axial direction, and lateral groove width direction, so that the adjacent tread blocks originally separated by the lateral groove can support each other under high load conditions, improving the overall rigidity of the tire shoulder area.

[0058] The spacing between adjacent stepped conch-shaped protrusions 41 along the tire circumference is 1 / 4 to 1 / 2 of the circumferential length of the corresponding tread block. This spacing ensures a sufficient number of stepped conch-shaped structures within each tread pitch while retaining necessary rubber connection areas between adjacent structures to maintain the structural strength of the transverse groove sidewalls and tread blocks.

[0059] like Figure 1 and Figure 2 As shown, at least one main ditch has a multi-dimensional stepped protrusion 3 at the junction of its wall and bottom. In the illustrated embodiment, the multi-dimensional stepped protrusion 3 is located at the junction of one side wall and bottom of the fourth main ditch 14 and protrudes towards the interior of the fourth main ditch 14.

[0060] The multi-dimensional stepped protrusion 3 includes three to five levels of main groove steps arranged radially along the tire. Each level of main groove step has a stepped surface facing the interior of the fourth main groove 14, and adjacent stepped surfaces are connected by transition groove walls. The radial height of each stepped surface relative to the bottom of the fourth main groove 14 increases progressively from the bottom side to the tread side, causing the local groove walls of the fourth main groove 14 to form a multi-level undulating stepped structure.

[0061] like Figure 2 As shown, the total groove depth from the tread to the bottom of the main groove is H, which ranges from 6.0 mm to 9.5 mm. The radial height of the lowest-level main groove step in the multi-dimensional stepped protrusion 3 relative to the bottom of the main groove is h, which is 25% to 40% of H and ranges from 2.0 mm to 3.5 mm. When h is less than 25% of H, the lowest-level main groove step is too close to the bottom of the main groove, making it difficult to form an effective step edge in time during the middle stage of tread wear. When h is greater than 40% of H, the lowest-level main groove step occupies more of the main groove flow section in the new tire condition, which may affect the drainage and snow removal volume of the main groove. Limiting h to 25% to 40% of H and to 2.0 mm to 3.5 mm allows the lowest-level main groove step to balance the main groove flow capacity in the new tire condition and the ability to retain deep edges after tread wear.

[0062] As water or snow flows circumferentially along the fourth main ditch 14, it passes through the area where the multi-dimensional stepped protrusion 3 is located. The edges of the multi-steps can disturb the water and compacted snow attached to the ditch walls and provide additional cutting edges for driving on snow. After the tire leaves the contact patch, the fourth main ditch 14 recovers its deformation, and the snow attached to the vicinity of the steps is loosened and discharged by the combined action of the ditch wall rebound and the circumferential flow of the main ditch.

[0063] In the multi-dimensional stepped protrusion 3, the angle between the transition groove wall between adjacent main groove steps and the tire radial direction is 1° to 5°. The connection between the transition groove wall and the adjacent step surface adopts a rounded transition with a radius of 0.4mm to 2.0mm. This structure ensures a smooth transition between each level of main groove step, reduces stress concentration at the root of the step, and facilitates demolding after tire vulcanization.

[0064] The lowest spiral step of the stepped conch-shaped protrusion 41 and the lowest main groove step of the multi-dimensional stepped protrusion 3 are at the same radial height of the tire. This radial correspondence ensures that the deep conch-shaped steps in the transverse grooves and the deep steps in the main grooves are retained synchronously during tread wear.

[0065] When the tire is new, the spiral steps, main groove steps, and steel plate grooves 5 near the tread side initially provide grip, flow guidance, and support. As the tread wears down, the structure on the tread side gradually decreases, and the lowest spiral steps and the lowest main groove steps near the bottom of the grooves continue to be exposed and function, so that the lateral grooves and main grooves still have effective snow-biting, water-draining, and snow-removing edges in the middle and later stages of tire use.

[0066] As the tread gradually wears down from its new state, the highest-level spiral step and the higher-positioned main groove step closest to the tread side initially participate in grip, drainage, and support. As the tread wear depth increases, the middle spiral step and the middle main groove step become visible in sequence. When the tread wears to the middle to late stages, the lowest-level spiral step with a protrusion height of 2.0mm–3.5mm and the lowest-level main groove step with a radial height h of 2.0mm–3.5mm remain. Because both are at the same tire radial height, the deep conch-shaped structure in the lateral grooves and the deep step structure in the main grooves can work together at the same wear stage, thereby slowing down the decline in snow-catching, water-draining, and snow-removing performance after tread wear.

[0067] like Figure 6 As shown, after water or snow enters the first transverse groove 211 or the fifth transverse groove 251, which has a stepped conch-shaped protrusion 41, it flows in a curved manner along the conch-shaped tapering profile. The various spiral steps guide the water or snow flow at different radial depths, and then the water or snow enters the first main groove 11 or the fourth main groove 14, which is connected to the transverse groove, or is discharged from the outside of the tire shoulder.

[0068] Therefore, the tread pattern of the present invention does not function independently of a single main groove, lateral groove, or steel plate groove. Instead, it is composed of five tread ribs, four circumferential main grooves, second to fourth lateral grooves with intersecting directions, first and fifth lateral grooves on the tire shoulder, steel plate grooves 5, stepped conch-shaped protrusions 41, stepped conch-shaped depressions 42, and multi-dimensional stepped protrusions 3, forming a multi-layered tread structure. Among them, the first to fourth main grooves provide continuous circumferential drainage and snow removal channels, the first to fifth lateral grooves provide lateral drainage and gripping edges, the steel plate grooves 5 increase the gripping edges for small ice and snow, the stepped conch-shaped protrusions 41 and 42 retain the flexibility of the tread blocks under low load conditions and form a bite support under high load conditions, and the multi-dimensional stepped protrusions 3 continuously provide groove wall edge and depth reserves at different wear depths, so that the tire can maintain relatively stable overall performance in dry, wet, snowy, and worn conditions.

[0069] Application Example 1

[0070] The prototype is an all-season tire with a specification of 225 / 55R17. The tread has 5 tread ribs and 4 main grooves, and the depth of the main grooves is 8.5mm.

[0071] The boundary area between the main ditch wall and the ditch bottom is provided with a three-level multi-dimensional stepped protrusion 3. The radial height h of the lowest step surface of the main ditch relative to the bottom of the main ditch is 3mm. The angle between the transition ditch wall between each step and the radial direction of the tire is 1.5°. The radius of the rounded corner at the transition point is set to 0.4mm to 0.8mm according to the corresponding position.

[0072] The opposite walls of the first transverse groove 211 and the fifth transverse groove 251 are respectively provided with three-tiered stepped conch-shaped protrusions 41 and stepped conch-shaped recesses 42. The maximum radius of the starting end of the stepped conch-shaped protrusion 41 is... The diameter is 4.5 mm, the helical rotation angle θ is 180°, the tapering coefficient k is 0.025, the tapering index n is 1.5, and the helical angle α is 25°. The heights of the three-stage helical steps from the bottom of the groove to the tread side are 2.8 mm, 1.8 mm, and 0.8 mm respectively, with a height difference of 1.0 mm between adjacent steps. The corresponding depths of the three-stage stepped conch-shaped recesses 42 from the bottom of the groove to the tread side are 3.0 mm, 2.0 mm, and 1.0 mm respectively, with each level of recess depth being 0.2 mm greater than the corresponding protrusion height. The lowest helical step of the stepped conch-shaped protrusion 41 is at the same tire radial height (3 mm depth) as the lowest main groove step of the multi-dimensional stepped protrusion 3.

[0073] The circumferential spacing between two adjacent stepped conch-shaped protrusions 41 is 1 / 3 (35mm) of the circumferential length of the corresponding pattern block.

[0074] Application Example 2

[0075] The prototype is an all-season tire with a specification of 235 / 60R18. The tread has 5 tread ribs and 4 main grooves, and the depth of the main grooves is 9.0mm.

[0076] The boundary area between the wall and bottom of the main ditch is provided with a four-level multi-dimensional stepped protrusion 3. The radial height h of the lowest step of the main ditch relative to the bottom of the main ditch is 3.5mm. The angle between the transition wall of each step and the radial direction of the tire is 1.5°. The radius of the rounded corner at the transition point is set to 0.4mm to 0.8mm according to the corresponding position.

[0077] The opposite walls of the first transverse groove 211 and the fifth transverse groove 251 are respectively provided with four-tiered stepped conch-shaped protrusions 41 and stepped conch-shaped recesses 42. The maximum radius of the starting end of the stepped conch-shaped protrusion 41 is... The diameter is 5.0 mm, the helical rotation angle θ is 210°, the tapering coefficient k is 0.02, the tapering index n is 1.8, and the helical angle α is 25°. The heights of the four-level helical steps from the bottom of the groove to the tread side are 3.2 mm, 2.2 mm, 1.2 mm, and 0.6 mm respectively, with a height difference of 1.0 mm between adjacent steps. The corresponding depths of the four-level stepped conch-shaped recesses 42 from the bottom of the groove to the tread side are 3.4 mm, 2.4 mm, 1.4 mm, and 0.8 mm respectively, with each level of recess depth being 0.2 mm greater than the corresponding protrusion height. The lowest level of the stepped conch-shaped protrusion 41 is at the same tire radial height (depth 3.5 mm) as the lowest level of the main groove step of the multi-dimensional stepped protrusion 3.

[0078] The circumferential spacing between two adjacent stepped conch-shaped protrusions 41 is 1 / 3 (35mm) of the circumferential length of the corresponding pattern block.

[0079] Comparative Example

[0080] The comparative example uses an all-season tire with the same specifications, carcass structure, tread compound formula, and vulcanization process as Application Example 1. The main groove of the comparative example uses a conventional continuous groove bottom and conventional groove walls, without multi-dimensional stepped protrusions 3; the two opposite groove walls of the transverse grooves are conventional planes, without stepped conch-shaped protrusions 41 and stepped conch-shaped recesses 42, and only conventional steel plate grooves are provided on the tread blocks.

[0081] Test methods

[0082] All tires in each group used the same carcass structure, tread compound, and manufacturing process, and each group used tires from the same batch for parallel testing.

[0083] The snow braking test was conducted on a compacted ice and snow road surface at a temperature of -5℃, with an initial vehicle speed of 40km / h, and the braking distance from the start of braking to complete stop was recorded.

[0084] The snow traction test is conducted according to the single-wheel longitudinal drive traction test principle on snow or icy surfaces as specified in ASTM F1805, and the improvement in traction performance is calculated using a comparative example. ASTM F1805 is applicable to determining the straight-line drive traction performance of passenger car and light truck tires on snow or icy surfaces.

[0085] The wet braking test was conducted on a uniformly wet asphalt road surface with an initial vehicle speed of 80 km / h, and the braking distance from the start of braking to complete stop was recorded.

[0086] In the post-wear performance test, each group of tires accumulated 30,000 km under the same road cycle conditions, and then underwent a snow braking test under the same conditions, and the increase in braking distance relative to the corresponding new tire braking distance was calculated.

[0087] Table 1 Performance Test Results

[0088]

[0089] The foregoing description of embodiments of the present invention, through which those skilled in the art are able to implement or use the present invention, will be readily apparent to those skilled in the art. Various modifications to these embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novelty disclosed herein.

Claims

1. An all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves, characterized in that, The tire includes a tread and a shoulder. The tread is provided with five circumferentially extending ribs and four main grooves that are alternately arranged along the tire axis. The five ribs along the tire axis are, in order, the first rib (21), the second rib (22), the third rib (23), the fourth rib (24), and the fifth rib (25). The four main grooves along the tire axis are, in order, the first main groove (11), the second main groove (12), the third main groove (13), and the fourth main groove (14). The first tread rib (21) is divided into first tread blocks arranged at intervals along the tire circumference by the first transverse groove (211), and the fifth tread rib (25) is divided into fifth tread blocks arranged at intervals along the tire circumference by the fifth transverse groove (251); at least one first transverse groove (211) and at least one fifth transverse groove (251) are respectively provided with stepped conch-shaped protrusions (41) and stepped conch-shaped recesses (42) adapted to the stepped conch-shaped protrusions (41) on their respective two groove walls; when the tread blocks on both sides of the corresponding transverse groove undergo relative displacement under ground load, the stepped conch-shaped protrusions (41) can be embedded into the stepped conch-shaped recesses (42) to form an interlocking structure; the distance between two adjacent sets of stepped conch-shaped protrusions (41) along the tire circumference is 1 / 4 to 1 / 2 of the circumferential length of the corresponding tread blocks; Both the stepped conch-shaped protrusion (41) and the stepped conch-shaped recess (42) include two to four levels of spiral steps stacked along the radial direction of the tire. The overall top view profile is a conch shell spiral tapering curve, and the spiral radius of the conch shell spiral tapering curve gradually decreases from the starting end on the tread side to the ending end on the groove bottom side. The top view profiles of each level of the spiral steps are nested together. The spiral radius of the stepped conch-shaped protrusion (41) is as follows: R(θ) = R0 - k·θⁿ, where R0 is the maximum radius at the starting end, θ is the spiral rotation angle, k is the tapering coefficient, and n is the tapering index. R0 is 3.0mm~6.0mm, θ is π / 2~3π / 2 rad, k is 0.01~0.05 mm / radⁿ, and n is 1.2~2.

0. The junction area between the wall and the bottom of the main groove is provided with a multi-dimensional stepped protrusion (3). The multi-dimensional stepped protrusion (3) includes 3 to 5 main groove steps arranged in layers along the radial direction of the tire. The radial height of the step surface of each main groove step relative to the bottom of the main groove increases gradually from the bottom side to the tread side. The radial height h of the step surface of the lowest main groove step relative to the bottom of the main groove is 25% to 40% of the total groove depth H. The total groove depth H = 6.0 mm to 9.5 mm. The lowest spiral step of the stepped conch-shaped protrusion (41) and the lowest main groove step of the multidimensional stepped protrusion (3) are at the same tire radial height.

2. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves according to claim 1, characterized in that, The spiral angle α of the spiral tapering curve of the stepped conch-shaped protrusion (41) is 15°~35° and changes continuously along the spiral path. The spiral angle α is the angle between the spiral tangent and the tire circumference.

3. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional depth grooves according to claim 1, characterized in that, The lowest spiral step of the stepped conch-shaped protrusion (41) has a protrusion height of 2.0mm to 3.5mm, and the highest spiral step has a protrusion height of 0.5mm to 1.5mm; when the stepped conch-shaped protrusion (41) includes three or four spiral steps, the protrusion height of the intermediate spiral step located between the lowest spiral step and the highest spiral step is 1.0mm to 2.5mm.

4. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional depth grooves according to claim 3, characterized in that, The height difference between adjacent spiral step protrusions is 1.0mm to 2.5mm.

5. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves according to claim 3, characterized in that, The depth of each level of the stepped conch-shaped recess (42) is 0.1 mm to 0.3 mm greater than the height of the corresponding first-level spiral step in the stepped conch-shaped protrusion (41).

6. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves according to claim 1, characterized in that, The radial height h of the lowest-level main ditch step surface relative to the bottom of the main ditch is 2mm~3.5mm.

7. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves according to claim 1, characterized in that, The angle between the transition groove wall between each step of the multidimensional stepped protrusion (3) and the radial direction of the tire is 1°~5°.

8. The all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves according to claim 7, characterized in that, The transition groove walls between each step of the multi-dimensional stepped protrusion (3) are rounded with a radius of 0.4~2.0mm.

9. A seasonal tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional deep grooves according to claim 1, characterized in that, The second tread rib (22) is divided into second tread blocks arranged at intervals along the tire circumference by the second lateral groove (221), the third tread rib (23) is divided into third tread blocks arranged at intervals along the tire circumference by the third lateral groove (231), and the fourth tread rib (24) is divided into fourth tread blocks arranged at intervals along the tire circumference by the fourth lateral groove (241); the second lateral groove (221) and the fourth lateral groove (241) are inclined in the same tire circumferential direction relative to the tire axis, and the third lateral groove (231) is inclined in the tire circumferential direction opposite to that of the second lateral groove (221) and the fourth lateral groove (241) relative to the tire axis.

10. An all-season tire based on a stepped conch-shaped coupling and interlocking structure and multi-dimensional depth grooves according to claim 9, characterized in that, The first patterned block, the second patterned block, the third patterned block, the fourth patterned block, and the fifth patterned block are each provided with at least one steel plate groove (5).

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