Sipe pattern on tread pattern for reducing noise in middle and long distance transportation mileage, tread pattern and tire

Abstract

According to the sipe pattern on the tread pattern for reducing the noise in the middle and long distance transportation mileage, the tread pattern and the tire, the first sipe pattern is designed to be provided with a plurality of steel sheet sipes at intervals, so that the wet and slippery performance can be ensured, the overall rigidity of pattern strips can be ensured, and the purpose of'breaking but rigidity 'is achieved. Through simulation verification, the design of the inclination angle value of the steel sheet in the first sipe pattern is beneficial to the noise performance level. In addition, the whole tire pattern has the performance of attractive appearance, low noise and high mileage.

Description

Technical Field

[0001] The utility model relates to a guide wheel tire for a load vehicle, in particular to a sipe pattern on a tread pattern and a tread pattern and a tire for reducing noise during medium and long-distance transportation. Background Art

[0002] The design of the pattern has a huge impact on tire performance. It is an important part of ensuring driving safety and is a very critical design project in the tire product development process.

[0003] With the changing economic landscape, European fleets are placing greater emphasis on transport efficiency. To maximize profits, fleets inevitably demand tires that meet labeling regulations while offering longer haul distances. These more stringent requirements inevitably increase the tire tread shoulder-to-sleeve ratio. Low-profile tires can maintain a vehicle compartment height of approximately 3 meters, even within a 4-meter height limit, significantly improving transport efficiency. Driving market sales through product technology upgrades and the development of high-end products, while comprehensively considering tire performance such as noise, uneven wear, wet grip, and rolling resistance, presents both opportunities and challenges for our company.

[0004] Current status of products with current technical means: Current product patterns are outdated, product performance defects are gradually exposed, label performance cannot match that of world-class brands, and it is impossible to seize high-end market share.

[0005] To meet market demand, we developed a tread pattern and tire designed to reduce noise during medium and long-distance transport. This tread pattern improves noise performance while also ensuring the overall tire is aesthetically pleasing, low-noise, and offers high mileage performance. Utility Model Content

[0006] To address the aforementioned issues, the present invention provides a tread pattern, a sipe pattern, and a tire designed to reduce noise during medium- and long-distance mileage. The first sipe pattern features multiple steel sipes spaced apart, ensuring wet performance while maintaining overall tread rigidity, achieving the goal of "flexible yet rigid." Simulations have confirmed that the steel sipe inclination angles in the first sipe pattern are beneficial to noise reduction. Furthermore, the overall tire pattern combines aesthetics, low noise, and high mileage performance.

[0007] The purpose of the utility model is achieved in the following way: a sipe pattern on a tread pattern for reducing noise in medium and long-distance transportation mileage, the tread pattern including grooves and ribs arranged along the circumferential direction of the tire, the sipe pattern being located on a rib with grooves on both sides; the sipe pattern being a first sipe pattern, the first sipe pattern including a first oblique sipe, a second oblique sipe, and a third oblique sipe, the two ends of the first oblique sipe being respectively connected to the grooves on both sides of the rib, one end of the second oblique sipe being connected to the first oblique sipe, the other end being connected to the third oblique sipe, one end of the third oblique sipe being connected to the second oblique sipe, the other end being connected to the grooves on one side of the rib, the angle between the first oblique sipe and the third oblique sipe and the transverse direction of the tire tread pattern is 15-20°, the depth range of the first oblique sipe and the second oblique sipe is 2-4mm, and the depth range of the third oblique sipe is 10-14mm.

[0008] A tread pattern for reducing noise in medium and long-distance transportation, the tread pattern comprises grooves and ribs arranged along the circumference of the tire, the sipe pattern being a first sipe pattern; in the width direction, the center of the tread pattern is a central groove, and from the central groove to both sides are respectively provided with a first rib, a second middle groove rib, an edge groove, and a third rib, the first sipe pattern being respectively provided on the first rib and the second rib; the first sipe pattern comprises a first oblique sipe (71), a second oblique sipe, and a third oblique sipe, one end of the first oblique sipe being connected to the central groove or the edge groove, and the other end being connected to the middle groove, one end of the second oblique sipe being connected to the first oblique sipe and the other end being connected to the third oblique sipe, one end of the third oblique sipe being connected to the second oblique sipe and the other end being connected to the middle groove, the depth range of the first oblique sipe and the second oblique sipe being 2-4 mm, and the depth range of the third oblique sipe being 10-14 mm.

[0009] The middle pattern groove is a zigzag pattern groove; one end of the first oblique knife groove is connected to the central pattern groove or the side pattern groove, and the other end is connected to the bending part of the middle pattern groove; one end of the second oblique knife groove is connected to the first oblique knife groove, and the other end is connected to the third oblique knife groove; one end of the third oblique knife groove is connected to the second oblique knife groove, and the other end is connected to the bending part of the middle pattern groove; and the first oblique knife groove and the third oblique knife groove are connected at two different bending parts of the middle groove.

[0010] There is at least one middle groove bend between two middle groove bends connected by the first bevel groove and the third bevel groove;

[0011] First sipes are provided on the first rib and the second rib at intervals along the circumferential direction of the tire;

[0012] There is at least one middle groove bend between two adjacent first sipes on the first rib; there is at least one middle groove bend between two adjacent first sipes on the second rib;

[0013] The width ratio of the first pattern stripe to the second pattern stripe is 0.9-1.1, and the width of the third pattern stripe is 1.8-2 times that of the first pattern stripe and the second pattern stripe.

[0014] There is a middle groove bend between two middle groove bends connected by the first oblique sipe and the third oblique sipe of the same first sipe on the first rib, and the middle groove bends separated therefrom are connected to the first oblique sipe on the adjacent second rib. In addition, there is a middle groove bend between two adjacent first sipes on the first rib, and there is a middle groove bend between two adjacent first sipes on the second rib.

[0015] In the tire circumferential direction, the first oblique sipes and the third oblique sipes of the same first sipe pattern on the first rib and the adjacent second rib have opposite vertical positional relationships.

[0016] In the circumferential direction of the tire, on the right side of the center groove, for the same first sipe pattern on the first rib, the first oblique sipe is above the third oblique sipe, and for the same first sipe pattern on the adjacent second rib, the first oblique sipe is below the third oblique sipe;

[0017] The first oblique sipe is arranged in parallel with the third oblique sipe, and the length from the connection between the first oblique sipe and the middle tread groove to the connection between the second oblique sipe and the first oblique sipe is greater than the length of the third oblique sipe.

[0018] The tread pattern adopts an equal pitch design.

[0019] The first oblique knife groove, the second oblique knife groove and the third oblique knife groove are linear grooves with a full rounded corner design at the bottom of the groove and a width range of 0.6-1 mm.

[0020] The side grooves include auxiliary grooves, second supporting ribs, first supporting ribs, and main grooves. From the second rib to the adjacent third rib, they are auxiliary grooves, second supporting ribs, first supporting ribs, and main grooves. The angle between the groove wall of the main groove and the tread normal direction at the position where the upper end of the groove wall is located is 8°-11°. In the transverse section, from the first supporting rib to the second supporting rib, they are connected by an oblique line II inclined outward in the direction of the second supporting rib. The oblique line The angle between line II and the tread normal direction at the upper end of oblique line II is 8°-11°. The depth L1 of the main groove is 14-16mm. The width of the first supporting rib is 2-3mm and the depth L2 is 10-13mm. The width W3 of the second supporting rib is 6-8mm and the depth L3 is 2-4mm. The depth L2 of the auxiliary groove is 10-13mm and the width W2 is 0.8-1.2mm. The width W1 of the side groove is 15.5-17.5mm.

[0021] Along the circumferential direction of the tire, the bottom of the center groove is wavy from left to right; in the transverse section, the center groove wall gradually slopes outward from bottom to top;

[0022] The middle groove is a zigzag groove. In the transverse cross-section of the middle groove, the bottom is a "teardrop" design, the bottom of the middle groove is arc-shaped, and the maximum width range is 3.5-4.3mm; the middle groove wall, from the top of the arc bottom to the tire tread, is a vertical line and an outward-inclined oblique line III in sequence, and the width between the vertical groove walls and the inclined groove walls ranges from 0.5-2.2mm.

[0023] The bottom of the auxiliary groove is designed in a "water drop" shape.

[0024] In the transverse cross-sectional view of the edge pattern groove, the bottom of the main pattern groove is designed with a full rounded corner, and the side wall away from the first supporting pattern strip forms an outward-inclined oblique line I from bottom to top, and from the first supporting pattern strip to the second supporting pattern strip, it is connected by an oblique line II inclined outward in the direction of the second supporting pattern strip; and in the transverse cross-sectional view, the main pattern groove and the upper surface of the first supporting pattern strip are connected by a rounded corner, and the first supporting pattern strip and the oblique line II are connected by a rounded corner.

[0025] The center groove and the side groove are straight grooves;

[0026] The tread pattern is rotated 180° from the left side of the central axis through the center to form the right side pattern;

[0027] The overall shoulder design is closed, and the shoulder contour is arc-shaped.

[0028] A tire for reducing noise during medium and long-distance transportation, the tread pattern of which is the tread pattern described above.

[0029] Compared to existing technologies, the present invention provides a sipe pattern, tread pattern, and tire designed for low-noise mid- and long-distance haulage. The first sipe pattern features multiple steel sipes spaced apart, ensuring wet performance while maintaining overall tread rigidity, achieving a "crushing yet rigid" design. Simulations have confirmed that the steel sipe inclination angle design in the first sipe pattern improves noise performance. Furthermore, the overall tire pattern combines aesthetics, low noise, and high mileage performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a three-dimensional structural diagram of the tread pattern of the utility model.

[0031] Figure 2 It is a schematic diagram of the planar structure of the tread pattern of the utility model.

[0032] Figure 3It is a schematic diagram of the transverse cross-sectional structure of the tread crown of the tread pattern of the utility model.

[0033] Figure 4 It is a schematic diagram of the transverse cross-sectional structure of the edge groove.

[0034] Figure 5 It is a schematic diagram of the transverse cross-sectional structure of the middle groove.

[0035] Figure 6 It is a schematic diagram of the transverse cross-sectional structure of the first bevel groove, the second bevel groove, the third bevel groove, the fourth bevel groove, the fifth bevel groove, the sixth bevel groove, the seventh bevel groove or the eighth bevel groove.

[0036] Figure 7 This is a noise level comparison chart of the utility model.

[0037] Among them, the first pattern rib 1, the second pattern rib 2, the third pattern rib 3, the center pattern groove 4, the middle pattern groove 5, the edge pattern groove 6, the pattern main groove 61, the first supporting pattern rib 62, the second supporting pattern rib 63, the secondary groove 64, the oblique line I 65, the oblique line II 66, the first sipe pattern 7, the first oblique sipe 71, the second oblique sipe 72, the third oblique sipe 73, the second sipe pattern 8, the fourth oblique sipe 81, the fifth oblique sipe 82, the sixth oblique sipe 83, the seventh oblique sipe 84, and the eighth oblique sipe 85. DETAILED DESCRIPTION

[0038] The present invention is described in detail below with reference to specific embodiments. It is necessary to point out that the present embodiments are only used to further illustrate the present invention and cannot be understood as limiting the scope of protection of the present invention. Technical personnel skilled in the art can make some non-essential improvements and adjustments based on the contents of the present invention.

[0039] like Figure 1-Figure 7 The tread pattern shown here is designed for reducing noise during medium and long-distance transport. It includes grooves and ribs arranged along the tire's circumference. In the width direction, the center of the tread pattern is a central groove 4. From the central groove 4, there are first ribs 1, middle grooves 5, second ribs 2, side grooves 6, and third ribs 3. First sipes 7 are provided on the first rib 1 and second rib 2, respectively. Second sipes 8 are provided on the third rib 3. The tread pattern is designed with a uniform pitch. The number of pitches can be 94-100.

[0040] The first sipe pattern 7 includes a first oblique sipe 71, a second oblique sipe 72, and a third oblique sipe 73. One end of the first oblique sipe 71 is connected to the center groove 4 or the side groove 6, and the other end is connected to the middle groove 5. One end of the second oblique sipe 72 is connected to the first oblique sipe 71, and the other end is connected to the third oblique sipe 73. One end of the third oblique sipe 73 is connected to the second oblique sipe 72, and the other end is connected to the middle groove 5.

[0041] The middle groove 4 is a zigzag groove. One end of the first oblique sipe 71 connects to the center groove 4 or the side groove 6, and the other end connects to the bend of the middle groove 5. One end of the second oblique sipe 72 connects to the first oblique sipe 71, and the other end connects to the third oblique sipe 73. One end of the third oblique sipe 73 connects to the second oblique sipe 72, and the other end connects to the bend of the middle groove 5. The first oblique sipe 71 and the third oblique sipe 73 connect at two different bends in the middle groove. The first oblique sipe 71 and the third oblique sipe 73 do not intersect.

[0042] The two middle groove bends connected by the first oblique sipe 71 and the third oblique sipe 73 are separated by one middle groove bend, or may be separated by at least two middle groove bends.

[0043] First sipes are provided on the first rib 1 and the second rib 2 at intervals along the circumferential direction of the tire.

[0044] Two adjacent first sipes 7 on the first pattern strip 1 are separated by a bend of the middle groove 5, or by at least two bends of the middle groove; two adjacent first sipes 7 on the second pattern strip 2 are separated by a bend of the middle groove 5, or by at least two bends of the middle groove.

[0045] There is a middle groove bend between the two middle groove bends connected by the first oblique groove 71 and the third oblique groove 73 of the same first sipe pattern 7 on the first pattern strip 1, and the middle groove bends separated here are connected to the first oblique groove 71 on the adjacent second pattern strip; and there is a middle groove 5 bend between the two adjacent first sipe patterns 7 on the first pattern strip 1, and there is a middle groove 5 bend between the two adjacent first sipe patterns 7 on the second pattern strip 2.

[0046] In addition, along the tire circumferential direction, the vertical positional relationship between the first oblique sipe and the third oblique sipe of the same first sipe pattern on the first rib 1 and the adjacent second rib 2 is opposite.

[0047] like Figure 1As shown, in addition, along the circumference of the tire, on the right side of the center groove, the same first sipe pattern on the first rib has the first oblique sipe above the third oblique sipe, and the same first sipe pattern on the adjacent second rib has the first oblique sipe below the third oblique sipe.

[0048] The first oblique sipe 71 is arranged parallel to the third oblique sipe 73 . The length from the connection between the first oblique sipe 71 and the middle groove to the connection between the second oblique sipe 72 and the first oblique sipe 71 is greater than the length of the third oblique sipe 73 .

[0049] The third bevel groove 73 is connected to the 1 / 3-2 / 3 position of the first rib or the second rib, preferably the 1 / 2 position.

[0050] The included angles between the first bevel groove 71 and the third bevel groove 73 and the transverse direction of the tire tread pattern are 15-20°. The first bevel groove 71, the second bevel groove 72 and the third bevel groove 73 are linear grooves with a full rounded bottom and a width range of 0.6-1mm. The depths of the first and second bevel grooves are 2-4mm, and the depth of the third bevel groove is 10-14mm.

[0051] The first sipe pattern features multiple steel sipes spaced apart, ensuring wet performance while maintaining overall tread rigidity, achieving a "squeezable yet rigid" design. Simulations have confirmed that the steel sipe inclination angles in this application contribute to improved noise performance. Furthermore, the overall tire pattern combines aesthetics, low noise, and high mileage.

[0052] The second sipe pattern 8 includes a fourth oblique sipe 81, a fifth oblique sipe 82, a sixth oblique sipe 83, a seventh oblique sipe 84, and an eighth oblique sipe 85. The fourth oblique sipe 81, the fifth oblique sipe 82, and the sixth oblique sipe 83 are respectively connected to the edge groove 6. One end of the seventh oblique sipe 84 is connected to an end of the fourth oblique sipe 81 away from the edge groove 6, and the other end is connected to the fifth oblique sipe 82. One end of the eighth oblique sipe 85 is connected to an end of the sixth oblique sipe 83 away from the edge groove 6, and the other end is connected to the fifth oblique sipe 82. The seventh oblique sipe 84 and the eighth oblique sipe 85 are connected to each other, and the connecting point is the connecting point with the fifth oblique sipe 82. The connecting point of the seventh oblique sipe 84 and the fifth oblique sipe 82 is not the end of the fifth oblique sipe 82.

[0053] The fourth bevel groove 81 , the fifth bevel groove 82 , and the sixth bevel groove 83 are arranged in parallel. The length from the connection between the fifth bevel groove 82 and the edge groove 6 to the connection between the fifth bevel groove 82 and the seventh bevel groove 84 is greater than the length of the fourth bevel groove 81 and also greater than the length of the sixth bevel groove 83 .

[0054] The fourth oblique sipe 81 has the same length as the sixth oblique sipe 83. The fifth oblique sipe 82 is connected to the third rib 3 at a position 1 / 2 to 3 / 5 of its width.

[0055] The cross-sectional shape of the second sipe is similar to a fork shape.

[0056] The design of the shoulder sipes has a significant impact on the tire's noise, wet grip performance, and steering performance. It is crucial to meet customer performance targets through the design of the shoulder pattern.

[0057] The second pattern sipes are composed of a fourth oblique sipe 81, a fifth oblique sipe 82, a sixth oblique sipe 83, a seventh oblique sipe 84 and an eighth oblique sipe 85, wherein the fourth oblique sipe 81, the fifth oblique sipe 82 and the sixth oblique sipe 83 are designed to be parallel and have an angle range of 15°-20° with the horizontal axis, the angle range of the seventh oblique sipe 84 with the vertical direction is 25°-30°, the angle range of the eighth oblique sipe 85 with the vertical direction is 5°-10°, and the overall width range of the sipe design is 0.6mm-1mm. Design advantages: 1. Noise reduction: (1) The shoulder design of the tread pattern is a closed shoulder design, which effectively avoids the noise generated by the bell-mouth effect when the tire contacts the road surface. (2) The overall design of the sipes of the pattern is mostly in the range of 15°-20° with the horizontal axis. The fourth oblique sipe 81, the fifth oblique sipe 82, and the sixth oblique sipe 83 of the second shoulder sipe design are consistent with the angle of the middle pattern rib sipe, which reduces the generation of pumping noise; (3) The fourth oblique sipe 81 and the seventh oblique sipe 84 form a through-hole, and the sixth oblique sipe 83 and the eighth oblique sipe 85 form a through-hole, which reduces the generation of tread pattern amplification. In addition, our simulation verification shows that the shoulder pattern sipe angle design has little effect on the noise level when the angle with the horizontal axis is within the range of 15°-20°. 2. It is beneficial to wet grip performance and tire guidance performance.

[0058] The included angles between the fourth bevel groove, the fifth bevel groove, and the sixth bevel groove and the transverse direction of the tire tread pattern are 15-20 degrees. The fourth bevel groove, the fifth bevel groove, the sixth bevel groove, the seventh bevel groove, and the eighth bevel groove are linear grooves, the bottom of the grooves are fully rounded, and the groove depth ranges from 1.5 to 2.5 mm.

[0059] The design and orderly arrangement of the first and second sipes contribute to the tire's wet grip and noise levels. Furthermore, the first and second sipes are formed by cutting the tread strips into multiple pieces using a steel sheet, increasing the saturation of the tread pattern and achieving a fragmented pattern without sacrificing rigidity.

[0060] The edge groove 6 includes a secondary groove 64, a second supporting rib 63, a first supporting rib 62, and a main groove 61. From the second rib 2 to the adjacent third rib 3, the secondary groove 64, the second supporting rib 63, the first supporting rib 62, and the main groove 61 are arranged in this order. Figure 4 As shown, the angle between the groove wall of the main groove 61 and the tread normal direction at the position where the upper end of the groove wall is located is 8°-11°. In the transverse section, from the first supporting rib 62 to the second supporting rib 63, it is connected by the oblique line II66 inclined outwardly in the direction of the second supporting rib 63. The angle between the oblique line II66 and the tread normal direction at the position where the upper end of the oblique line II66 is located is 8°-11°.

[0061] The design of the edge grooves prevents cracks in the groove bottom while increasing the stone-removing capacity of the grooves. In addition, the design of the second supporting tread strips can effectively improve the anti-eccentric wear ability of the pattern, thereby increasing the mileage of the pattern.

[0062] In the transverse cross-section of the side groove, the bottom of the auxiliary groove 64 is designed as a "teardrop" shape, and the wall of the auxiliary groove 64 is a vertical structure from the bottom to the tire tread. This design can prevent stress concentration and cause steel sheet fracture. Figure 4 In the figure, the auxiliary groove 64 is designed as a full arc (indicated by C4), the groove wall is designed as a vertical design, and the groove bottom and groove wall of the auxiliary groove 64 are transitioned by an arc (indicated by C5 in the figure).

[0063] In the transverse cross-section of the side groove, in order to avoid cracking of the main groove, the bottom of the main groove 6 is designed with a full rounded corner ( Figure 4 The bottom fillet / arc of the main groove 6 connects to the sidewall of the first supporting rib 62, forming an outwardly inclined oblique line I 65 from bottom to top. The first supporting rib 62 and the second supporting rib 63 are connected by an oblique line II 66 that tilts outward toward the second supporting rib 63. Furthermore, in a transverse cross-section, the main groove 61 is connected to the upper surface of the first supporting rib 62 by a fillet (indicated by C2), and the first supporting rib 62 is connected to the oblique line II 66 by a fillet (indicated by C3).

[0064] The depth L1 of the main pattern groove 61 is 14-16mm, the width of the first supporting pattern strip 62 is 2-3mm, and the depth L2 is 10-13mm; the width W3 of the second supporting pattern strip 63 is 6-8mm, and the depth L3 is 2-4mm; the depth L2 of the auxiliary groove 64 is 10-13mm, and the width W2 is 0.8-1.2mm; the width W1 of the side pattern groove 6 is 15.5-17.5mm.

[0065] Along the tire circumference, the upper surface of the second supporting rib 63 is provided with oblong blocks, with adjacent oblong blocks connected by reinforcing ribs. The ribs are designed to dissipate heat. The length of the oblong blocks is 1 / 2-3 / 4 of the pitch length.

[0066] The center groove 4 and the side groove 6 are straight grooves.

[0067] Along the circumferential direction of the tire, the bottom of the central groove 4 is wavy from side to side; in the transverse section, the groove wall of the central groove 4 gradually tilts outward from bottom to top.

[0068] The middle tread groove is a zigzag groove, which improves the traction of the tire while improving the handling stability of the tire; Figure 5 As shown in the transverse cross-section of the center groove 5, the bottom has a "teardrop" design, ensuring pattern saturation while increasing heat dissipation from the tread. The bottom of the center groove is curved, with a maximum width ranging from 3.5 to 4.3 mm. From the top of the curved bottom to the tire tread, a vertical line 51 and an outward-sloping oblique line III 52 are located. This design ensures a more secure connection between the steel sheets during molding. The width between the vertical and inclined groove walls ranges from 0.5 to 2.2 mm.

[0069] The width ratio of the first pattern stripe to the second pattern stripe is 0.9-1.1. The width of the third pattern stripe 3 is 1.8-2 times that of the first pattern stripe and the second pattern stripe.

[0070] The tread pattern is rotated 180 degrees from the left side of the center axis through the center to form the right side pattern.

[0071] The tire shoulder adopts a closed shoulder design to reduce noise. The tire shoulder contour adopts an arc design, which is referred to as arc B. Figure 3 As shown in the transverse cross-sectional view, the outer contour of the upper surface of the shoulder part (i.e. the tread of the shoulder part) is a curved surface. Figure 3 The middle part is arc B, the outer contour of the upper surface at the crown position is arc A, and arc B is tangent to arc A. In the prior art, the shoulder position is usually designed as a straight line, which is tangent to or intersects with arc A. Therefore, the design of this application improves the anti-eccentric wear ability of the tire, and adopts an arc design at the intersection of the crown and the sidewall, such as Figure 3 Medium RA reduces stress at the corners of the tread blocks and increases the service life of the tire.

[0072] like Figure 3As shown in the transverse cross-sectional view, the outer contour of the upper surface of the tire shoulder (i.e., the shoulder tread) is arc B, and the outer contour of the upper surface of the tire crown (i.e., the crown tread) is arc A. Arc B is tangent to Arc A. In the prior art, the shoulder is typically designed as a straight line that is tangent to or intersects Arc A. Therefore, the design of this application improves the tire's resistance to uneven wear. The curved outer contour of the upper surface of the tire shoulder (i.e., the shoulder tread) reduces stress at the corners of the tread blocks and increases the tire's service life. Simulations have verified that the tire design of this application has a more uniform ground contact.

[0073] The saturation of the tread pattern is close to 85%, and the first sipe pattern is provided on the pattern ribs 1 and 2, which improves the overall rigidity of the pattern ribs and ensures the product mileage.

[0074] This utility model mainly improves the tire noise level through the sipe pattern on the tread strip. The tread pattern in this application adopts a uniform pitch design or a three-variable pitch design, which can greatly reduce noise; the tire's anti-eccentric wear ability is improved through the groove design and shoulder profile design; the design of straight grooves combined with zigzag grooves improves the tire's traction while ensuring the tire's handling stability; especially the combined design of sipe patterns and grooves on the tread strip enhances the wet grip performance of the tread pattern, while improving the tire's noise level and overall improving the tire's handling stability. Figure 7 As shown, the tread pattern in this application adopts a uniform pitch design or a three-variable pitch design, which can greatly reduce noise. In particular, this application adopts a uniform pitch design for the pattern pitch, with the pitch number range of 94-100, so that the noise level reaches Class A.

[0075] In order to enable the tire to be used on medium and long-distance national roads, and to have a low noise level and a high mileage life, the present invention provides a low-noise pattern for improving the mileage of medium and long-distance transportation. The tread pattern has a very high mileage life. The mileage improvement is mainly from the following aspects: (1) The saturation of the tread pattern of the existing medium and long-distance series is usually about 78%, while the saturation of the tread pattern of the present application is close to 85%, which is a high-saturation pattern; (2) The design form of the tread groove of the present application makes the wear of the tire more uniform, further ensuring the mileage of the tire. The tread pattern design can prevent the tire from generating high heat in the shoulder and crown during medium and long-distance transportation, reducing early damage. The design of the tread pattern takes into account the noise and wet-slip performance of the pattern at the same time, and can make the pattern noise level reach Class A and the wet-slip level reach Class B. The optimized groove design, combined with the design of the crown profile, can improve the tire's anti-bias wear performance and improve the tire's handling stability.

[0076] The above description is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto. It should be pointed out that for those skilled in the art and any technician familiar with this technical field, without departing from the overall concept of the present invention, equivalent replacements or changes based on the technical solution and the utility model concept of the present invention, as well as several changes and improvements made, should also be regarded as the protection scope of the present invention.

Claims

1. A sipe pattern on a tread pattern for reducing noise during medium and long-distance transport, characterized by: The tread pattern includes grooves and ribs arranged along the circumferential direction of the tire, and the sipe pattern is located on the rib with grooves on both sides; the sipe pattern is a first sipe pattern (7), and the first sipe pattern (7) includes a first oblique sipe (71), a second oblique sipe (72), and a third oblique sipe (73), and the two ends of the first oblique sipe (71) are respectively connected to the grooves on both sides of the rib; one end of the second oblique sipe (72) is connected to the first oblique sipe (71), and the other end is connected to the third oblique sipe (73); one end of the third oblique sipe (73) is connected to the second oblique sipe (72), and the other end is connected to the groove on one side of the rib; the angle between the first oblique sipe (71) and the third oblique sipe (73) and the transverse direction of the tire tread pattern is 15-20 degrees, the depth range of the first oblique sipe and the second oblique sipe is 2-4 mm, and the depth range of the third oblique sipe is 10-14 mm.

2. A tread pattern for reducing noise during medium and long-distance transport, characterized by: The tread pattern comprises grooves and ribs arranged along the circumference of the tire, wherein the sipe pattern is a first sipe pattern (7); in the width direction, the center of the tread pattern is a center groove (4), and from the center groove (4) to both sides are respectively provided with a first rib (1), a middle groove (5), a second rib (2), an edge groove (6), and a third rib (3); the first sipe pattern (7) is provided on the first rib (1) and the second rib (2); the first sipe pattern (7) comprises a first oblique sipe (71), a second oblique sipe (72), and a third rib (73). The first oblique slit (71) is connected to the center groove (4) or the side groove (6) at one end and connected to the middle groove (5) at the other end. The second oblique slit (72) is connected to the first oblique slit (71) at one end and connected to the third oblique slit (73) at the other end. The third oblique slit (73) is connected to the second oblique slit (72) at one end and connected to the middle groove (5) at the other end. The depth range of the first oblique slit and the second oblique slit is 2-4 mm, and the depth range of the third oblique slit is 10-14 mm.

3. The tread pattern for reducing noise during medium and long-distance transportation according to claim 2, characterized in that: The middle pattern groove (5) is a zigzag pattern groove; one end of the first oblique knife groove (71) is connected to the central pattern groove (4) or the side pattern groove (6), and the other end is connected to the bending part of the middle pattern groove (5); one end of the second oblique knife groove (72) is connected to the first oblique knife groove (71), and the other end is connected to the third oblique knife groove (73); one end of the third oblique knife groove (73) is connected to the second oblique knife groove (72), and the other end is connected to the bending part of the middle pattern groove (5); and the first oblique knife groove (71) and the third oblique knife groove (73) are connected at two different bending parts of the middle pattern groove.

4. The tread pattern for reducing noise during medium and long-distance transportation according to claim 3, characterized in that: There is at least one middle groove bend between two middle groove bends connected by the first bevel groove (71) and the third bevel groove (73); First sipe patterns are provided on the first tread strip (1) and the second tread strip (2) at intervals along the circumferential direction of the tire; At least one bending portion of the middle groove (5) is spaced between two adjacent first sipes (7) on the first tread strip (1); at least one bending portion of the middle groove (5) is spaced between two adjacent first sipes (7) on the second tread strip (2); The width ratio of the first pattern strip (1) to the second pattern strip (2) is 0.9-1.1, and the width of the third pattern strip (3) is 1.8-2 times that of the first pattern strip and the second pattern strip.

5. The tread pattern for reducing noise during medium and long-distance transportation according to claim 4, characterized in that: There is a middle groove bend between two middle groove bends connected by the first oblique groove (71) and the third oblique groove (73) of the same first sipe pattern (7) on the first tread strip (1), and the middle groove bends separated here are connected to the first oblique groove (71) on the adjacent second tread strip, and there is a middle groove (5) bend between two adjacent first sipe patterns (7) on the first tread strip (1), and there is a middle groove (5) bend between two adjacent first sipe patterns (7) on the second tread strip (2); Along the circumferential direction of the tire, the upper and lower positional relationships of the first oblique sipe and the third oblique sipe of the same first sipe pattern on the first rib (1) and the adjacent second rib (2) are opposite.

6. The tread pattern for reducing noise during medium and long-distance transportation according to claim 2, characterized in that: In the circumferential direction of the tire, on the right side of the center groove, for the same first sipe pattern on the first rib, the first oblique sipe is above the third oblique sipe, and for the same first sipe pattern on the adjacent second rib, the first oblique sipe is below the third oblique sipe; The first oblique sipe (71) and the third oblique sipe (73) are arranged in parallel, and the length from the connection between the first oblique sipe (71) and the middle tread groove to the connection between the second oblique sipe (72) and the first oblique sipe (71) is greater than the length of the third oblique sipe (73).

7. The tread pattern for reducing noise during medium and long-distance transportation according to claim 2, characterized in that: The first oblique knife groove (71), the second oblique knife groove (72), and the third oblique knife groove (73) are linear grooves, the bottom of the grooves are designed with full rounded corners, and the width range is 0.6-1 mm.

8. The tread pattern for reducing noise during medium and long-distance transportation according to claim 2, characterized in that: The side pattern groove (6) includes a secondary groove (64), a second supporting pattern strip (63), a first supporting pattern strip (62), and a pattern main groove (61). From the second pattern strip (2) to the adjacent third pattern strip (3), the secondary groove (64), the second supporting pattern strip (63), the first supporting pattern strip (62), and the pattern main groove (61) are arranged in this order. The angle between the groove wall of the pattern main groove (61) and the tread normal direction at the position where the upper end of the groove wall is located is 8°-11°. In the transverse section, from the first supporting pattern strip (62) to the second supporting pattern strip (63), the second supporting pattern strip (62) is formed through the outward second supporting pattern strip (6 3) The slanted line II (66) is connected in a direction, and the angle between the slanted line II (66) and the tread normal direction at the position where the upper end of the slanted line II is located is 8°-11°. The depth L1 of the main groove (61) is 14-16 mm. The width of the first supporting rib (62) is 2-3 mm and the depth L2 is 10-13 mm. The width W3 of the second supporting rib (63) is 6-8 mm and the depth L3 is 2-4 mm. The depth L2 of the auxiliary groove (64) is 10-13 mm and the width W2 is 0.8-1.2 mm. The width W1 of the side groove (6) is 15.5-17.5 mm. Along the circumferential direction of the tire, the bottom of the central groove (4) is wavy in the left and right directions; in the transverse section, the groove wall of the central groove (4) gradually tilts outward from bottom to top; The middle groove is a zigzag groove. In the transverse cross-section of the middle groove (5), the bottom is a "teardrop" design. The bottom of the middle groove is arc-shaped, and the maximum width range is 3.5-4.3mm. The groove wall of the middle groove (5) is a vertical line and an outward-inclined oblique line III from the top of the arc-shaped bottom to the tire tread. The width between the vertical groove walls and the inclined groove walls ranges from 0.5-2.2mm.

9. The tread pattern for reducing noise during medium and long-distance transportation according to claim 8, characterized in that: The bottom of the auxiliary groove (64) is designed in a "water drop" shape; In the transverse cross-sectional view of the edge pattern groove, the bottom of the pattern main groove (61) is designed with a full rounded corner, and the side wall away from the first supporting pattern strip (62) forms an outwardly inclined oblique line I (65) from bottom to top, and is connected from the first supporting pattern strip (62) to the second supporting pattern strip (63) by an oblique line II (66) inclined outwardly in the direction of the second supporting pattern strip (63); and in the transverse cross-sectional view, the pattern main groove (61) and the upper surface of the first supporting pattern strip (62) are connected by a rounded corner, and the first supporting pattern strip (62) and the oblique line II (66) are connected by a rounded corner; The central groove (4) and the side groove (6) are straight grooves; The tread pattern is rotated 180° from the left side of the central axis through the center to form the right side pattern; The overall shoulder design is closed, and the shoulder contour is arc-shaped.

10. A tire for reducing noise during medium and long-distance transportation, characterized by: The tread pattern is the tread pattern described in any one of claims 2 to 9.

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