Tire tread structure

Abstract

The utility model provides a tire tread structure. Longitudinal grooves of the tire tread structure extend in the circumferential direction of a tire, and the multiple longitudinal grooves are formed in the width direction of the tire at intervals so as to divide a tire tread into two tire shoulder pattern parts and a middle pattern part located between the two tire shoulder pattern parts. The first communicating groove is formed in the middle pattern part and used for communicating the longitudinal grooves located in the two sides of the middle pattern part, and the width of the first communicating groove is gradually reduced in the direction from the tire shoulder pattern part to the middle pattern part; wherein the middle pattern part is further provided with a first strip-shaped corner cut located in the first communicating groove, the end, away from the tire shoulder pattern part, of the first strip-shaped corner cut is communicated with the first communicating groove, the width of the first strip-shaped corner cut is gradually reduced in the direction from the middle pattern part to the tire shoulder pattern part, and the depth of the first strip-shaped corner cut is gradually increased in the direction from the middle pattern part to the tire shoulder pattern part. The new energy automobile tire effectively solves the problem that in the prior art, a new energy automobile tire is low in controllability and comfort.

Description

Technical Field

[0001] The utility model relates to the technical field of tires, and in particular to a tire tread structure. Background Art

[0002] Currently, with the rapid growth of my country's new energy vehicle market (particularly in the electric SUV sector), traditional fuel vehicles are being replaced by new energy vehicles. At the same time, as the sole contact component between the vehicle and the ground, the tread pattern structure of the tire significantly affects the vehicle's driving performance.

[0003] However, a large number of new energy vehicles in the existing technology are still using the original fuel vehicle tires. In fact, since the power system of new energy vehicles is completely different from that of fuel vehicles, they have more special requirements for tire performance. For example, new energy vehicles often require higher handling (such as grip, braking performance, anti-skid performance, etc.) and higher comfort (such as lower driving noise, mainly because the operating noise of the new energy vehicle power system is much smaller than that of fuel vehicles, and the driving noise of the tires is amplified at this time). Utility Model Content

[0004] The main purpose of the utility model is to provide a tire tread structure to solve the problem of low controllability and comfort of new energy vehicle tires in the prior art.

[0005] In order to achieve the above-mentioned purpose, the utility model provides a tire tread structure, comprising: a plurality of longitudinal grooves, each longitudinal groove extending along the circumference of the tire, and the plurality of longitudinal grooves being spaced apart along the width direction of the tire to separate the tread into two shoulder pattern portions and an intermediate pattern portion located between the two shoulder pattern portions; a first connecting groove, provided on the intermediate pattern portion, the first connecting groove being used to connect the longitudinal grooves located on both sides of the intermediate pattern portion, and the width of the first connecting groove gradually decreases from the shoulder pattern portion to the intermediate pattern portion; wherein a first strip cut angle located in the first connecting groove is also provided on the intermediate pattern portion, the first strip cut angle being connected to the first connecting groove at one end away from the shoulder pattern portion, and the width of the first strip cut angle gradually decreases and the depth of the first strip cut angle gradually increases from the intermediate pattern portion to the shoulder pattern portion.

[0006] Furthermore, there are multiple intermediate pattern portions including a central pattern portion, at least part of the central pattern portion coincides with the center plane S of the tire, and the tire tread structure further includes: a first recess, provided on the central pattern portion, one end of the first recess extends to a side surface of the central pattern portion to communicate with the first connecting groove, and a first preset distance L1 is provided between the other end of the first recess and the other side surface of the central pattern portion; wherein the first recess is arranged in an arc shape, and the width of the first recess gradually decreases in the direction from the shoulder pattern portion to the central pattern portion, and the first preset distance L1 and the width W1 of the central pattern portion satisfy: 0.2W1≤L1≤0.3W1.

[0007] Furthermore, the central tread portion is provided with a second strip cut corner located inside the first recess, the second strip cut corner extending to the side of the central tread portion to communicate with the longitudinal groove, and the second strip cut corner is arranged in an arc shape;

[0008] Wherein, the width of the second strip cut angle gradually decreases from the shoulder pattern portion to the middle pattern portion, and the depth G1 of the second strip cut angle satisfies: 3mm≤G1≤4mm.

[0009] Furthermore, there are multiple first recesses, which are spaced apart along the circumference of the tire, and a first recess group is formed between two adjacent first recesses. In the first recess group, the two first recesses extend to different sides of the central tread portion respectively and bend toward each other.

[0010] Furthermore, there is a first angle A1 between the extension direction of the first recess and the circumferential direction of the tire, and a second angle A2 between the extension direction of the first connecting groove and the width direction of the tire. The first angle A1 and the second angle A2 satisfy: 47°≤A1≤53°, 37°≤A2≤43°, 4°≤A1-A2≤6°.

[0011] Furthermore, the multiple intermediate tread portions also include a crown tread portion located between the center tread portion and the shoulder tread portion, a first connecting groove is arranged on the crown tread portion, a first structural reinforcement protrusion is arranged on the groove bottom of the first connecting groove, and the two groove walls of the first connecting groove are connected by the first structural reinforcement protrusion; wherein, the first connecting groove is arranged in an arc shape; and / or, the first strip cut angle is arranged in an arc shape; and / or, the maximum depth Gmax of the first strip cut angle satisfies: 1.5mm≤Gmax≤3mm; and / or, the depth G2 of the first connecting groove and the depth G3 of the longitudinal groove satisfy: 1.5mm≤G3-G2≤3mm; and / or, the height H1 of the first structural reinforcement protrusion satisfies: 1.5mm≤H1≤3.5mm.

[0012] Furthermore, there are multiple first connecting grooves, and the multiple first connecting grooves are arranged at intervals along the circumference of the tire to separate the crown pattern part into multiple crown blocks. The tire tread structure also includes: a first groove, which is arranged on the crown block and is arranged in an arc shape, and the two first connecting grooves adjacent to the crown block are connected to each other through the first groove; a second groove, which is arranged on the crown block and is located on one side of the first groove, one end of the second groove is connected to the longitudinal groove, and the other end of the second groove has a second preset distance from the first groove; wherein, the depth G4 of the first groove satisfies: 1mm≤G4≤2mm.

[0013] Furthermore, the tire tread structure also includes: a second connecting groove, which is arranged on the shoulder pattern portion, and the longitudinal groove adjacent to the shoulder pattern portion is connected to the outside of the tire through the second connecting groove; a second structure reinforcing protrusion, which is arranged on the groove bottom of the second connecting groove and is located at one end of the second connecting groove close to the longitudinal groove, and a V-shaped groove is provided on the second structure reinforcing protrusion, and the longitudinal groove is connected to the second connecting groove through the V-shaped groove; a fine groove, which is arranged at the groove bottom of the V-shaped groove; wherein the extension direction of the second connecting groove is set at a third angle A3 with the width direction of the tire, and the third angle A3 satisfies: 6°≤A3≤10°; the shoulder pattern portion has a width W9 within the crown arc of the tire, and the second structure reinforcing protrusion has a length L2, and the width W9 and the length L2 satisfy: 0.22W9≤L2≤0.26W9; the depth G5 of the V-shaped groove satisfies: 3mm≤G5≤5mm; the depth G6 of the fine groove satisfies: 1.3mm≤G6≤1.8mm.

[0014] Furthermore, a plurality of first recesses connected to one side of the center pattern portion divide the center pattern portion into a plurality of center pattern blocks, a plurality of second connecting grooves divide the shoulder pattern portion into a plurality of shoulder pattern blocks, a plurality of crown pattern blocks are arranged in one-to-one correspondence with the plurality of shoulder pattern blocks, a plurality of center pattern blocks are arranged in one-to-one correspondence with the plurality of shoulder pattern blocks, a pattern group is formed between the shoulder pattern blocks and the corresponding center pattern blocks and crown pattern blocks, and a length P1 of the first pattern group, a length P2 of the second pattern group, a length P3 of the third pattern group, a length P4 of the fourth pattern group and a length P5 of the fifth pattern group in the plurality of pattern groups satisfy the following conditions: 1.12P1≤P2≤1.16P1, 1.266P1≤P3≤1.306, 1.406P1≤P4≤1.446, 1.55P1≤P5≤1.59.

[0015] Furthermore, the tire crown arc has a length TAW, and the length TAW satisfies the following relationship with the nominal section width SN of the tire: 0.75SN≤TAW≤0.79SN; and / or, there are multiple crown pattern parts, and the multiple crown pattern parts include an outer crown pattern part arranged near the outer side of the tire and an inner crown pattern part arranged near the inner side of the tire, and the width W2 of the outer crown pattern part, the width W3 of the center pattern part, the width W4 of the inner crown pattern part and the length TAW satisfy the following relationship: 1.01W3≤W2≤1.05W3, 1.01W3≤W4≤1.05W3, 0.115TAW≤W2≤0.135TAW, 0.11TAW≤W 3≤0.13TAW, 0.115TAW≤W4≤0.135TAW; and / or, the plurality of longitudinal grooves include a first longitudinal groove, a second longitudinal groove, a third longitudinal groove and a fourth longitudinal groove arranged in sequence from the outer side to the inner side of the tire, and the width W5 of the first longitudinal groove, the width W6 of the second longitudinal groove, the width W7 of the third longitudinal groove, the width W8 of the fourth longitudinal groove and the length TAW satisfy: 0.05TAW≤W5≤0.056TAW, 0.059TAW≤W6≤0.065TAW, 0.059TAW≤W7≤0.065TAW, 0.05TAW≤W8≤0.056TAW.

[0016] The tire tread structure of the present invention has multiple longitudinal grooves extending along the circumference of the tire and spaced apart along the width of the tire, thereby dividing the tread into two shoulder pattern portions and an intermediate pattern portion located between the two shoulder pattern portions. A first connecting groove is provided in the intermediate pattern portion to connect the longitudinal grooves located on both sides of the intermediate pattern portion. The width of the first connecting groove gradually decreases from the shoulder pattern portion to the intermediate pattern portion. The intermediate pattern portion is also provided with a first stripe cut angle located within the first connecting groove. The first stripe cut angle communicates with the first connecting groove at one end away from the shoulder pattern portion. The width of the first stripe cut angle gradually decreases and the depth of the first stripe cut angle gradually increases from the intermediate pattern portion to the shoulder pattern portion. In this way, while setting the first connecting groove to realize the liquid flow between adjacent longitudinal grooves, thereby improving the drainage performance and wetland driving ability (anti-skid performance) of the tire, since the width of the first connecting groove near the end of the middle pattern portion is smaller, the rigidity of the tire tread structure near the tire center plane S is higher. In fact, the tire tread structure near the tire center plane is the main contact area between the tire and the driving surface. The increase in rigidity here (not easy to deform) is conducive to further improvement of the tire handling performance (such as braking, grip and other performance). At the same time, the above-mentioned setting of the first strip cut angle can not only increase the connecting area between the smaller end of the width of the first connecting groove and the longitudinal groove, thereby improving the smoothness of the airflow, avoiding the generation of noise such as resonance and air explosion, and thus improving the driving comfort of the user, but also increase the edge density of the first connecting groove, thereby improving the ability of the tire tread structure to cut the water film (that is, during the driving process of the tire, the edge of the first strip cut angle close to the tread will first cut the water film, and when the tire tread structure is squeezed and deformed, the edge of the first strip cut angle located in the first connecting groove will cut the water film again), further improving the tire's anti-skid performance, thereby solving the problem of low handling and comfort of new energy vehicle tires in the existing technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings constituting part of this application are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 A partial front view of a tire tread structure according to the present invention is shown;

[0019] Figure 2 Shown Figure 1 A partial enlarged schematic diagram of the tire tread structure;

[0020] Figure 3 Shown Figure 2A schematic cross-sectional view of the tire tread structure at aa in FIG;

[0021] Figure 4 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at position bb;

[0022] Figure 5 Shown Figure 1 Schematic diagram of the cross-section of the tire tread structure at cc.

[0023] The above drawings include the following reference numerals:

[0024] 10. Longitudinal groove; 11. First longitudinal groove; 12. Second longitudinal groove; 13. Third longitudinal groove; 14. Fourth longitudinal groove; 20. Shoulder tread portion; 21. Shoulder tread block; 30. First connecting groove; 31. First strip cut angle; 40. Center tread portion; 41. Center tread block; 50. First recess; 51. Second strip cut angle; 52. First recess group; 60. Crown tread portion; 61. Outer crown tread portion; 62. Inner crown tread portion; 63. Crown tread block; 70. First structural reinforcement protrusion; 80. First groove; 90. Second groove; 100. Second connecting groove; 110. Second structural reinforcement protrusion; 111. V-groove; 112. Fine groove; 120. Third groove; 121. First sub-groove; 122. Second sub-groove. DETAILED DESCRIPTION

[0025] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0026] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by ordinary technicians in the technical field to which this application belongs.

[0027] In the present invention, unless otherwise specified, directional words such as "up" and "down" are generally used with respect to the directions shown in the drawings, or with respect to the vertical, perpendicular or gravity direction; similarly, for ease of understanding and description, "left" and "right" are generally used with respect to the left and right shown in the drawings; "inside" and "outside" refer to the inside and outside relative to the outline of each component itself, but the above directional words are not used to limit the present invention.

[0028] In order to solve the problem of low handling and comfort of new energy vehicle tires in the prior art, the present application provides a tire tread structure.

[0029] like Figures 1 to 5As shown, the tire tread structure includes a plurality of longitudinal grooves 10 and a first connecting groove 30. Each longitudinal groove 10 extends along the tire's circumference. The plurality of longitudinal grooves 10 are spaced apart along the tire's width to divide the tread into two shoulder pattern sections 20 and an intermediate pattern section located between the two shoulder pattern sections 20. The first connecting groove 30 is provided in the intermediate pattern section and serves to connect the longitudinal grooves 10 located on either side of the intermediate pattern section. The width of the first connecting groove 30 gradually decreases from the shoulder pattern section 20 to the intermediate pattern section. Furthermore, the intermediate pattern section includes a first ribbed corner 31 located within the first connecting groove 30. The first ribbed corner 31 communicates with the first connecting groove 30 at one end distal from the shoulder pattern section 20. The width of the first ribbed corner 31 gradually decreases and the depth of the first ribbed corner 31 gradually increases from the intermediate pattern section to the shoulder pattern section 20.

[0030] The tire tread structure of the present invention has multiple longitudinal grooves 10 extending along the tire's circumference and spaced apart along the tire's width, thereby dividing the tread into two shoulder pattern sections 20 and an intermediate pattern section located between the two shoulder pattern sections. A first connecting groove 30 is provided in the intermediate pattern section to connect the longitudinal grooves 10 located on both sides of the intermediate pattern section. The width of the first connecting groove 30 gradually decreases from the shoulder pattern section 20 to the intermediate pattern section. Furthermore, the intermediate pattern section is provided with a first ribbed corner cut 31 located within the first connecting groove 30. The first ribbed corner cut 31 communicates with the first connecting groove 30 at one end away from the shoulder pattern section 20. The width of the first ribbed corner cut 31 gradually decreases and the depth of the first ribbed corner cut 31 gradually increases from the intermediate pattern section to the shoulder pattern section 20. In this way, while providing the first connecting groove 30 to realize the liquid flow between adjacent longitudinal grooves 10, thereby improving the drainage performance and wetland driving ability (anti-skid performance) of the tire, since the width of the first connecting groove 30 near one end of the middle pattern portion is smaller, the rigidity of the tire tread structure near the tire center plane is higher. In fact, the tire tread structure near the tire center plane S is the main contact area between the tire and the driving surface. The increase in rigidity here (not easy to deform) is conducive to further improvement of the tire handling performance (such as braking, grip and other performance). At the same time, the above-mentioned setting of the first strip cut angle 31 can not only increase the connecting area between the smaller end of the first connecting groove 30 and the longitudinal groove 10, thereby improving the smoothness of the airflow, avoiding the generation of noise such as resonance and air explosion, and thus improving the driving comfort of the user, but also increase the edge density of the first connecting groove 30, thereby improving the ability of the tire tread structure to cut the water film (that is, during the driving process of the tire, the edge of the first strip cut angle 31 close to the tread will first cut the water film, and when the tire tread structure is squeezed and deformed, the edge of the first strip cut angle 31 located in the first connecting groove 30 will cut the water film again), further improving the tire's anti-skid performance, thereby solving the problem of low handling and comfort of new energy vehicle tires in the existing technology.

[0031] In this embodiment, the larger end of the first communicating groove 30 has a width W10 , and the smaller end of the first communicating groove 30 has a width W11 . The width W10 and the width W11 satisfy: W10 = 2W11 .

[0032] Specifically, the improvement of the rigidity of the tire tread structure near the tire center plane S is also beneficial to improving the load-bearing performance of the tire to meet the high load requirements of new energy vehicles for tires.

[0033] Specifically, the first connecting groove 30 has a smaller width at the end away from the shoulder tread portion 20. While this increases rigidity, it also results in poor airflow. In this embodiment, by providing a first beveled strip 31 and specifying its width and depth as described above, the connecting area between the first connecting groove 30 and the longitudinal groove 10 is increased, providing a flow-guiding effect while minimizing the impact on the aforementioned rigidity improvement. Furthermore, the provision of the first beveled strip 31 reduces the sharp edges of the central tread portion, preventing deformation and tipping, thereby improving the tire's braking capability.

[0034] like Figure 1 and Figure 2 As shown, the intermediate tread sections are multiple and include a central tread section 40. At least a portion of the central tread section 40 coincides with the tire's center plane S. The tire tread structure also includes a first recess 50, disposed on the central tread section 40. One end of the first recess 50 extends to one side of the central tread section 40 to communicate with the first connecting groove 30. A first predetermined distance L1 is defined between the other end of the first recess 50 and the other side of the central tread section 40. The first recess 50 is arc-shaped, with its width gradually decreasing from the shoulder section 20 to the central tread section 40. The first predetermined distance L1 and the width W1 of the central tread section 40 satisfy the following relationship: 0.2W1≤L1≤0.3W1. This arrangement of the first recess 50 creates an overall crescent shape, further balancing the lateral and longitudinal rigidity of the tire's core contact area (central tread section 40) with the driving surface, ensuring all-around handling during driving. At the same time, the central tread portion 40 actually cancels the setting of the larger width groove (the first connecting groove 30), and uses fine knife grooves (the first recess 50) to divide the central tread portion 40, which can strengthen the rigidity of the central tread portion 40 as a whole. The use of one end through, one end non-through and the above-mentioned first preset distance L1 can further improve the edge rigidity of the middle tread portion, prevent the central tread portion 40 from tilting when the tire turns, causing excessive wear of the tire, thereby extending the service life of the tire.

[0035] Specifically, as the width of the first recess 50 gradually decreases, the depth thereof gradually increases, so as to avoid a reduction in the smoothness of air flow in the first recess 50 , thereby enhancing its guiding effect on the airflow.

[0036] like Figures 1 to 3As shown, the center tread portion 40 is also provided with a second bevel 51 located within the first recess 50. The second bevel 51 extends to the side of the center tread portion 40 to connect with the longitudinal groove 10. The second bevel 51 is arranged in an arc shape. The width of the second bevel 51 gradually decreases from the shoulder tread portion 20 to the middle tread portion, and the depth G1 of the second bevel 51 satisfies the following conditions: 3mm≤G1≤4mm. This arrangement not only enhances the water-cutting ability of the center tread portion 40, thereby improving the tire's wet driving performance; on the other hand, the limited depth G1 further enhances the water-cutting ability of the center tread portion 40 without compromising its rigidity, making it easier for the tire to contact the driving surface when driving on wet surfaces, ensuring safe tire operation.

[0037] Optionally, multiple first recesses 50 are provided, spaced apart along the circumference of the tire. Adjacent first recesses 50 form a first recess group 52. Within each first recess group 52, two first recesses 50 extend to different sides of the center tread portion 40 and curve toward each other. This arrangement of first recess groups 52 further enhances the lateral and longitudinal rigidity balance of the first recesses 50, ensuring the tire's all-around handling during driving. Furthermore, this arrangement further enhances the side rigidity of the intermediate tread portion, preventing excessive wear of the tire due to the center tread portion 40 tipping over during cornering, thereby extending the tire's service life.

[0038] Optionally, a first angle A1 is formed between the extension direction of the first recess 50 and the circumferential direction of the tire, and a second angle A2 is formed between the extension direction of the first connecting groove 30 and the width direction of the tire. The first angle A1 and the second angle A2 satisfy the following conditions: 47°≤A1≤53°, 37°≤A2≤43°, and 4°≤A1-A2≤6°. In practice, the larger the values ​​of the first angle A1 and the second angle A2, the more fragmented the tread portion is divided by the first recess 50 and the first connecting groove 30, and the lower the rigidity is. Considering that the center tread portion 40 lacks the wider first connecting groove 30, its rigidity is greater than that of the other intermediate tread portions. To balance the overall rigidity of the intermediate tread portion, the value of the second angle A2 is reduced and the above-mentioned limit is adopted to ensure that the intermediate tread portion has a relatively balanced overall rigidity. At the same time, the first recess 50 and the first connecting groove 30 are actually designed to extend to the same side to ensure that the airflow has a high flow smoothness, thereby reducing airflow vibration, reducing tire driving noise, and improving user driving comfort.

[0039] Table 1: Carved tire test results under different (A1-A2) values

[0040] plan A1-A2(°) Noise test Comfort Dry braking Comparative Example 1 -10 100 100 100 Comparative Example 2 -5 100 98 102 Comparative Example 3 0 102 98 103 Comparative Example 4 5 103 105 104.2 Comparative Example 5 10 101 102 95

[0041] The results are expressed as a score with Comparative Example 1 being 100, with larger values ​​indicating better performance.

[0042] Optionally, the plurality of intermediate tread portions further include a crown tread portion 60 located between the central tread portion 40 and the shoulder tread portion 20. The first connecting groove 30 is disposed on the crown tread portion 60. A first structural reinforcement protrusion 70 is disposed on the groove bottom of the first connecting groove 30, and two groove walls of the first connecting groove 30 are connected by the first structural reinforcement protrusion 70. The first connecting groove 30 is arranged in an arc shape; and / or the first strip cut angle 31 is arranged in an arc shape; and / or the maximum depth Gmax of the first strip cut angle 31 satisfies the following conditions: 1.5 mm ≤ Gmax ≤ 3 mm; and / or the depth G2 of the first connecting groove 30 and the depth G3 of the longitudinal groove 10 satisfy the following conditions: 1.5 mm ≤ G3 - G2 ≤ ​​3 mm; and / or the height H1 of the first structural reinforcement protrusion 70 satisfies the following conditions: 1.5 mm ≤ H1 ≤ 3.5 mm. This arrangement, on the one hand, further enhances the rigidity of the crown tread portion 60 through the first structural reinforcement protrusion 70, thereby preventing distortion of the crown tread portion 60 during tire steering. On the other hand, the height restriction prevents the first structural reinforcement protrusion 70 from blocking the first connecting groove 30, thereby reducing the increase in pumping noise. Furthermore, the size restriction of the first strip cutout 31 minimizes its impact on the rigidity of the crown tread portion 60.

[0043] In this embodiment, a first structure reinforcement protrusion 70 is provided at both ends of the first connecting groove 30 to enhance the rigidity and uniformity of the first structure reinforcement protrusion 70 .

[0044] In this embodiment, the first structural reinforcement protrusion 70 is actually a boss structure.

[0045] Table 2: Carved tire test results under different H1 values

[0046]

[0047] The results are expressed as a score with Comparative Example 1 being 100, with larger values ​​indicating better performance.

[0048] In this embodiment, the maximum depth Gmax of the first strip-shaped cut corners 31 is 2 mm, and the depth thereof gradually decreases to 0 mm.

[0049] Optionally, there are multiple first connecting grooves 30, spaced apart along the circumference of the tire to separate the crown tread portion 60 into a plurality of crown blocks 63. The tire tread structure further includes a first groove 80 and a second groove 90. The first groove 80 is disposed on the crown block 63 in an arcuate shape, and two adjacent first connecting grooves 30 are interconnected via the first groove 80. The second groove 90 is disposed on the crown block 63 and located to one side of the first groove 80. One end of the second groove 90 communicates with the longitudinal groove 10, and the other end of the second groove 90 is spaced a second predetermined distance from the first groove 80. The depth G4 of the first groove 80 satisfies the following: 1 mm ≤ G4 ≤ 2 mm. This arrangement increases the driving pressure at the center of the crown tread portion 60, making it easier for the tire to drain water from the center when driving on wet surfaces, thereby improving the tire's wet driving performance, braking performance, and handling. Furthermore, the arc-shaped first groove 80 connects two adjacent first connecting grooves 30, making the tread structure smoother and more integrated while further enhancing the tire's drainage capabilities. Furthermore, the limited size of the first groove 80 prevents a reduction in the rigidity of the crown tread portion 60, thereby extending the tire's service life.

[0050] Optionally, the tire tread structure further includes a second connecting groove 100, a second structural reinforcement protrusion 110, and a fine groove 112. The second connecting groove 100 is provided on the shoulder tread portion 20, and the longitudinal groove 10 adjacent to the shoulder tread portion 20 is connected to the outer side of the tire via the second connecting groove 100. The second structural reinforcement protrusion 110 is provided at the bottom of the second connecting groove 100 and is located at one end of the second connecting groove 100 close to the longitudinal groove 10. The second structural reinforcement protrusion 110 is provided with a V-shaped groove 111, and the longitudinal groove 10 is connected to the second connecting groove 100 via the V-shaped groove 111. The fine groove 112 is provided at the bottom of the V-shaped groove 111. Among them, the extension direction of the second connecting groove 100 is set at a third angle A3 with the width direction of the tire, and the third angle A3 satisfies: 6°≤A3≤10°; the shoulder pattern portion 20 has a width W9 within the crown arc of the tire, and the second structural reinforcement protrusion 110 has a length L2, and the width W9 and the length L2 satisfy: 0.22W9≤L2≤0.26W9; the depth G5 of the V-groove 111 satisfies: 3mm≤G5≤5mm; the depth G6 of the fine groove 112 satisfies: 1.3mm≤G6≤1.8mm.

[0051] Specifically, the dynamic pressure of the gas flow field within the second connecting groove 100 increases significantly with increasing tread groove angle. The dynamic pressure is even more pronounced at the two ends of the second connecting groove 100—where it intersects with the tire's outer side and with the longitudinal groove 10, respectively. Therefore, the third angle A3 should not be too large. Reducing the angle can reduce tire pumping noise, thereby improving driving comfort. A reasonable third angle A3 also helps optimize drainage performance, thereby enhancing the tire's grip and safety in wet conditions.

[0052] Specifically, if the third angle A3 is too large, the rigidity of the shoulder pattern portion 20 will increase, the impact noise will increase, and the tire comfort will be damaged. If the third angle A3 is too small, the tire wet performance will be partially lost, which is not conducive to driving safety.

[0053] Table 3: Carved tire test results at different third angles A3

[0054]

[0055] Specifically, the angle -8° is in the same direction as the first included angle A1, which means that the deflection direction of the second connecting groove 100 is different from the deflection direction of the first recess 50, so -8° is used for definition.

[0056] Specifically, to reduce the dynamic pressure of the flow field at the junction of the second connecting groove 100 and the longitudinal groove 10, a second structural reinforcement protrusion 110 is further provided at the bottom of the second connecting groove 100 in this embodiment. The second structural reinforcement protrusion 110 is located at the end of the second connecting groove 100 near the longitudinal groove 10. Its overall structure is a boss, on which a V-shaped groove 111 is provided. The bottom of the V-shaped groove 111 is cut with a small knife groove. The depth G5 of the V-shaped groove 111 should not be too large. If the depth is too large, the dynamic pressure at the junction will not be significantly improved. If the depth is too small, the wet performance of the tire will be seriously impaired. When driving in wet conditions, the water flow in the longitudinal groove 10 of the tire cannot be smoothly discharged, and the wet driving safety of the tire cannot be effectively guaranteed.

[0057] Specifically, if the V-shaped groove 111 is not used and the "U"-shaped groove commonly seen in the market is used, the rigidity of the junction will decrease, that is, the second structural reinforcement protrusion 110 cannot play a good structural reinforcement role, and the edge of the pattern will be severely worn when the tire turns. This embodiment optimizes the cross-sectional shape of the second structural reinforcement protrusion 110, which can not only ensure the rigidity of the shoulder pattern portion 20, but also reduce the pumping noise in the second connecting groove 100.

[0058] In this embodiment, a third groove 120 is also provided on the shoulder pattern portion 20. One end of the third groove 120 is connected to the longitudinal groove 10, and the other end of the third groove 120 is connected to the second connecting groove 100. The third groove 120 is bent as a whole and includes a first sub-groove 121 and a second sub-groove 122 that are connected to each other.

[0059] Specifically, the third groove 120 is a thin groove.

[0060] Optionally, the plurality of first recesses 50 connected to one side of the central tread portion 40 divide the central tread portion 40 into a plurality of central tread blocks 41, the plurality of second connecting grooves 100 divide the shoulder tread portion 20 into a plurality of shoulder tread blocks 21, the plurality of crown tread blocks 63 are arranged in one-to-one correspondence with the plurality of shoulder tread blocks 21, the plurality of central tread blocks 41 are arranged in one-to-one correspondence with the plurality of shoulder tread blocks 21, and the shoulder tread blocks 21 and the corresponding central tread blocks 41 are arranged in one-to-one correspondence with each other. A pattern group is formed between the pattern block 41 and the crown pattern block 63. The lengths P1 of the first pattern group, P2 of the second pattern group, P3 of the third pattern group, P4 of the fourth pattern group, and P5 of the fifth pattern group satisfy the following conditions: 1.12P1≤P2≤1.16P1, 1.266P1≤P3≤1.306, 1.406P1≤P4≤1.446, and 1.55P1≤P5≤1.59. Thus, the tire pattern structure in this embodiment actually adopts a five-unequal-pitch design. The noise generated during tire driving is closely related to the pattern pitch. To reduce noise, an unequal-pitch pattern should be used in the design, and the pattern design should preferably use multiple pitches. The pitch ratio should be an irrational number that is not close to an integer ratio to avoid concentration of acoustic energy in the noise frequency domain.

[0061] Specifically, the five unequal pitches in this embodiment are arranged through simulation optimization. The longer the pattern pitch repetition period, the better, and the more balanced the spectrum curve.

[0062] Optionally, the crown arc of the tire has a length TAW, and the length TAW satisfies the following relationship with the nominal section width SN of the tire: 0.75SN≤TAW≤0.79SN; and / or, there are a plurality of crown pattern portions 60, the plurality of crown pattern portions 60 including an outer crown pattern portion 61 disposed near the outer side of the tire and an inner crown pattern portion 62 disposed near the inner side of the tire, and the width W2 of the outer crown pattern portion 61, the width W3 of the center pattern portion 40, the width W4 of the inner crown pattern portion 62, and the length TAW satisfy the following relationship: 1.01W3≤W2≤1.05W3, 1.01W3≤W4≤1.05W3, 0.115TAW≤W2≤0.135TAW, 0.11TAW≤W3≤ 0.13TAW, 0.115TAW≤W4≤0.135TAW; and / or, the plurality of longitudinal grooves 10 include a first longitudinal groove 11, a second longitudinal groove 12, a third longitudinal groove 13 and a fourth longitudinal groove 14 arranged in sequence from the outer side to the inner side of the tire, and the width W5 of the first longitudinal groove 11, the width W6 of the second longitudinal groove 12, the width W7 of the third longitudinal groove 13, the width W8 of the fourth longitudinal groove 14 and the length TAW satisfy: 0.05TAW≤W5≤0.056TAW, 0.059TAW≤W6≤0.065TAW, 0.059TAW≤W7≤0.065TAW, 0.05TAW≤W8≤0.056TAW.

[0063] Specifically, this embodiment also limits the overall size of the tire pattern structure to balance the width ratio of the longitudinal grooves 10 and the width ratio of the multi-pattern portion, so that the tire tread structure has relatively good overall rigidity.

[0064] Specifically, the width of the longitudinal grooves 10 directly affects the tire's grip. When the longitudinal grooves 10 are wider, the softness of each tread portion is greater, thereby enhancing the tire's grip on the ground. However, if the longitudinal grooves 10 are too wide, the wear resistance of the tread may deteriorate and may even cause tread blocks to fall off. In this embodiment, the width of the longitudinal grooves 10 and the width of the tread portion are rationally designed to improve the tire's handling performance. The tread portion width ratio and the width of the longitudinal grooves 10 jointly affect the tire's wear resistance. The above-described setting of the tread portion width ratio ensures that the tire maintains sufficient grip while also having good wear resistance, thereby achieving a moderate level of tire performance and improving the overall tire performance.

[0065] Table 4: Comparison of the tire tread structure of this embodiment and the existing product

[0066] Evaluation Project Old products The tire tread structure in this embodiment Fuel economy 100 105 Comfort 100 110 Noise inside the car 100 104 Wet handling 100 100 Dry handling 100 107 Wet braking 100 99 Dry braking 100 104

[0067] The above test evaluates the vehicle's performance while driving at a specified speed on a professional testing ground simulating urban roads. The specific evaluation criteria are not detailed here. The results are expressed as an index with the old product's value being 100. The larger the value, the better the evaluation item.

[0068] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0069] The tire tread structure comprises a plurality of longitudinal grooves extending circumferentially and spaced apart across the tire width, thereby dividing the tread into two shoulder tread sections and an intermediate tread section located between the two shoulder tread sections. A first connecting groove is provided in the intermediate tread section to connect the longitudinal grooves located on both sides of the intermediate tread section. The width of the first connecting groove gradually decreases from the shoulder tread section to the intermediate tread section. The intermediate tread section is further provided with a first ribbed angle located within the first connecting groove. The first ribbed angle communicates with the first connecting groove at an end distal from the shoulder tread section. The width of the first ribbed angle gradually decreases and the depth of the first ribbed angle gradually increases from the intermediate tread section to the shoulder tread section. In this way, while setting the first connecting groove to realize the liquid flow between adjacent longitudinal grooves, thereby improving the drainage performance and wetland driving ability (anti-skid performance) of the tire, since the width of the first connecting groove near the end of the middle pattern portion is smaller, the rigidity of the tire tread structure near the tire center plane S is higher. In fact, the tire tread structure near the tire center plane is the main contact area between the tire and the driving surface. The increase in rigidity here (not easy to deform) is conducive to further improvement of the tire handling performance (such as braking, grip and other performance). At the same time, the above-mentioned setting of the first strip cut angle can not only increase the connecting area between the smaller end of the width of the first connecting groove and the longitudinal groove, thereby improving the smoothness of the airflow, avoiding the generation of noise such as resonance and air explosion, and thus improving the driving comfort of the user, but also increase the edge density of the first connecting groove, thereby improving the ability of the tire tread structure to cut the water film (that is, during the driving process of the tire, the edge of the first strip cut angle close to the tread will first cut the water film, and when the tire tread structure is squeezed and deformed, the edge of the first strip cut angle located in the first connecting groove will cut the water film again), further improving the tire's anti-skid performance, thereby solving the problem of low handling and comfort of new energy vehicle tires in the existing technology.

[0070] Obviously, the embodiments described above are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0071] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, tasks, devices, components and / or combinations thereof.

[0072] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0073] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A tire tread structure, characterized in that: include: A plurality of longitudinal grooves (10), each of the longitudinal grooves (10) extending along the circumference of the tire, and the plurality of longitudinal grooves (10) being arranged at intervals along the width direction of the tire to separate the tread into two shoulder pattern portions (20) and an intermediate pattern portion located between the two shoulder pattern portions (20); a first connecting groove (30) provided on the middle tread portion, the first connecting groove (30) being used to connect the longitudinal grooves (10) located on both sides of the middle tread portion, and the width of the first connecting groove (30) gradually decreasing in a direction from the shoulder tread portion (20) to the middle tread portion; The intermediate tread portion is further provided with a first strip cut angle (31) located in the first connecting groove (30), and the first strip cut angle (31) is connected to the first connecting groove (30) at one end away from the shoulder tread portion (20), and the width of the first strip cut angle (31) gradually decreases and the depth of the first strip cut angle (31) gradually increases along the direction from the intermediate tread portion to the shoulder tread portion (20).

2. The tire tread structure according to claim 1, characterized in that: The intermediate tread portions are multiple and include a central tread portion (40), at least part of the central tread portion (40) coincides with the center plane S of the tire, and the tire tread structure further includes: a first recess (50) provided on the central tread portion (40), one end of the first recess (50) extending to a side surface of the central tread portion (40) to communicate with the first connecting groove (30), and a first preset distance L1 being formed between the other end of the first recess (50) and the other side surface of the central tread portion (40); The first concave portion (50) is arranged in an arc shape, and the width of the first concave portion (50) gradually decreases along the direction from the shoulder pattern portion (20) to the center pattern portion (40), and the first preset distance L1 and the width W1 of the center pattern portion (40) satisfy the following relationship: 0.2W1≤L1≤0.3W1.

3. The tire tread structure according to claim 2, wherein: The central tread portion (40) is further provided with a second strip-shaped cut corner (51) located inside the first recess (50), the second strip-shaped cut corner (51) extending to the side of the central tread portion (40) to communicate with the longitudinal groove (10), and the second strip-shaped cut corner (51) is arranged in an arc shape; Wherein, along the direction from the shoulder pattern portion (20) to the middle pattern portion, the width of the second strip cut angle (51) gradually decreases, and the depth G1 of the second strip cut angle (51) satisfies: 3mm≤G1≤4mm.

4. The tire tread structure according to claim 3, characterized in that: There are a plurality of first recesses (50), which are spaced apart along the circumference of the tire. A first recess group (52) is formed between two adjacent first recesses (50). In the first recess group (52), two first recesses (50) respectively extend to different sides of the central tread portion (40) and are bent toward each other.

5. The tire tread structure according to claim 4, characterized in that: There is a first angle A1 between the extension direction of the first recess (50) and the circumferential direction of the tire, and there is a second angle A2 between the extension direction of the first connecting groove (30) and the width direction of the tire, and the first angle A1 and the second angle A2 satisfy: 47°≤A1≤53°, 37°≤A2≤43°, 4°≤A1-A2≤6°.

6. The tire tread structure according to claim 4, characterized in that: The plurality of intermediate tread portions further include a crown tread portion (60) located between the central tread portion (40) and the shoulder tread portion (20); the first connecting groove (30) is provided on the crown tread portion (60); a first structural reinforcement protrusion (70) is provided on the groove bottom of the first connecting groove (30); and two groove walls of the first connecting groove (30) are connected by the first structural reinforcement protrusion (70); Wherein, the first connecting groove (30) is arranged in an arc shape; and / or, The first strip-shaped cut corner (31) is arranged in an arc shape; and / or, The maximum depth Gmax of the first strip cut corner (31) satisfies: 1.5mm≤Gmax≤3mm; and / or, The depth G2 of the first connecting groove (30) and the depth G3 of the longitudinal groove (10) satisfy the following relationship: 1.5 mm ≤ G3 - G2 ≤ ​​3 mm; and / or, The height H1 of the first structural reinforcement protrusion (70) satisfies: 1.5 mm ≤ H1 ≤ 3.5 mm.

7. The tire tread structure according to claim 6, characterized in that: There are a plurality of first connecting grooves (30), and the plurality of first connecting grooves (30) are arranged at intervals along the circumference of the tire to separate the crown pattern portion (60) into a plurality of crown pattern blocks (63). The tire tread structure further includes: A first groove (80) is provided on the crown pattern block (63) and is arranged in an arc shape, and two first connecting grooves (30) adjacent to the crown pattern block are connected to each other through the first groove (80); a second groove (90) disposed on the crown pattern block (63) and located on one side of the first groove (80), one end of the second groove (90) being in communication with the longitudinal groove (10), and a second preset distance being formed between the other end of the second groove (90) and the first groove (80); Wherein, the depth G4 of the first groove (80) satisfies: 1mm≤G4≤2mm.

8. The tire tread structure according to claim 7, characterized in that: The tire tread structure further comprises: A second connecting groove (100) is provided on the shoulder tread portion (20), wherein the longitudinal groove (10) adjacent to the shoulder tread portion (20) is connected to the outer side of the tire through the second connecting groove (100); A second structural reinforcement protrusion (110) is provided on the bottom of the second connecting groove (100) and is located at one end of the second connecting groove (100) close to the longitudinal groove (10); a V-shaped groove (111) is provided on the second structural reinforcement protrusion (110); and the longitudinal groove (10) is connected to the second connecting groove (100) through the V-shaped groove (111); A fine groove (112) is provided at the bottom of the V-shaped groove (111); The second connecting groove (100) is arranged at a third angle A3 with respect to the width direction of the tire, and the third angle A3 satisfies: 6°≤A3≤10°; the shoulder pattern portion (20) has a width W9 within the tire crown arc, the second structural reinforcement protrusion (110) has a length L2, and the width W9 and the length L2 satisfy: 0.22W9≤L2≤0.26W9; the depth G5 of the V-shaped groove (111) satisfies: 3mm≤G5≤5mm; the depth G6 of the fine groove (112) satisfies: 1.3mm≤G6≤1.8mm.

9. The tire tread structure according to claim 8, characterized in that: A plurality of first recesses (50) connected to one side of the central tread portion (40) divide the central tread portion (40) into a plurality of central tread blocks (41); a plurality of second connecting grooves (100) divide the shoulder tread portion (20) into a plurality of shoulder tread blocks (21); a plurality of crown tread blocks (63) are arranged in one-to-one correspondence with a plurality of shoulder tread blocks (21); a plurality of central tread blocks (41) are arranged in one-to-one correspondence with a plurality of shoulder tread blocks (21); a pattern group is formed between the shoulder tread blocks (21) and the corresponding central tread blocks (41) and the crown tread blocks; and a length P1 of a first pattern group, a length P2 of a second pattern group, a length P3 of a third pattern group, a length P4 of a fourth pattern group, and a length P5 of a fifth pattern group in the plurality of pattern groups satisfy the following: 1.12P1≤P2≤1.16P1, 1.266P1≤P3≤1.306, 1.406P1≤P4≤1.446, 1.55P1≤P5≤1.

59.

10. The tire tread structure according to claim 6, wherein: The crown arc of the tire has a length TAW, and the length TAW and the nominal section width SN of the tire satisfy the following relationship: 0.75SN≤TAW≤0.79SN; and / or, There are a plurality of crown pattern portions (60), and the plurality of crown pattern portions (60) include an outer crown pattern portion (61) arranged near the outer side of the tire and an inner crown pattern portion (62) arranged near the inner side of the tire. The width W2 of the outer crown pattern portion (61), the width W3 of the center pattern portion (40), the width W4 of the inner crown pattern portion (62), and the length TAW satisfy the following conditions: 1.01W3≤W2≤1.05W3, 1.01W3≤W4≤1.05W3, 0.115TAW≤W2≤0.135TAW, 0.11TAW≤W3≤0.13TAW, and 0.115TAW≤W4≤0.135TAW. and / or, The plurality of longitudinal grooves (10) include a first longitudinal groove (11), a second longitudinal groove (12), a third longitudinal groove (13) and a fourth longitudinal groove (14) arranged in sequence from the outer side of the tire to the inner side of the tire, wherein the width W5 of the first longitudinal groove (11), the width W6 of the second longitudinal groove (12), the width W7 of the third longitudinal groove (13), the width W8 of the fourth longitudinal groove (14) and the length TAW satisfy the following relationship: 0.05TAW≤W5≤0.056TAW, 0.059TAW≤W6≤0.065TAW, 0.059TAW≤W7≤0.065TAW, 0.05TAW≤W8≤0.056TAW.

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