Tire tread structure

Abstract

The utility model provides a tire tread structure which comprises a plurality of longitudinal grooves extending along the circumferential direction of a tire, and the plurality of longitudinal grooves are arranged at intervals along the width direction of the tire so as to divide the tire tread into two tire shoulder pattern parts and a middle pattern part positioned between the two tire shoulder pattern parts; the first communicating groove is formed in the middle pattern part and is used for communicating two adjacent longitudinal grooves; wherein the number of the first communicating grooves is multiple, the multiple first communicating grooves are formed in the circumferential direction of the tire at intervals so as to divide the middle pattern part into multiple middle pattern blocks, at least part of the middle pattern blocks are located in a wear heat generation area of the tire, the wear heat generation area has the area S1, and the middle pattern blocks located in the wear heat generation area have the area S2; the area S1 and the area S2 meet the condition that 0.75 S1 < = S2 < = 0.85 S2. The mining dump truck tire effectively solves the problem that a mining dump truck tire in the prior art cannot give consideration to the control performance, the heat dissipation performance, the wear resistance and the cutting resistance at the same time.

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, mining dump trucks often face complex mine road conditions under different climatic conditions during their actual operation. For example, in the rainy season with heavy rainfall, the mine road surface is muddy and slippery, so the tires of mining dump trucks need to have good handling performance. In the hot and dry season with little rain, the mine road surface temperature is high, so the tires of mining dump trucks need to have good heat resistance and heat dissipation performance (heat resistance is often determined by the properties of the tire rubber). At the same time, because mine roads are usually unpaved and have a lot of gravel, mining dump truck tires also need to have high wear and cut resistance.

[0003] However, there is a lack of tires on the market that can balance handling performance, heat dissipation performance, wear resistance and cutting resistance. Especially when heat accumulates and the temperature rises on the tread, the rubber material on the tread is more likely to wear and be cut, which leads to a shorter service life of mining dump truck tires and seriously affects the user's cost of use. Utility Model Content

[0004] The main purpose of the utility model is to provide a tire tread structure to solve the problem in the prior art that mining dump truck tires cannot take into account the control performance, heat dissipation performance, wear resistance and cut resistance.

[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 arranged at intervals along the width direction of the tire to separate the tire tread into two shoulder pattern portions and an intermediate pattern portion located between the two shoulder pattern portions; a first connecting groove, arranged on the intermediate pattern portion, the first connecting groove being used to connect two adjacent longitudinal grooves; wherein, there are a plurality of first connecting grooves, and the plurality of first connecting grooves are arranged at intervals along the circumference of the tire to separate the intermediate pattern portion into a plurality of intermediate pattern blocks, at least part of the intermediate pattern blocks are located in the wear and heat generating area of ​​the tire, the wear and heat generating area has an area S1, the intermediate pattern blocks located in the wear and heat generating area have an area S2, and the area S1 and the area S2 satisfy: 0.75S1≤S2≤0.85S2.

[0006] Furthermore, there are multiple intermediate tread portions, and in two adjacent intermediate tread portions, the multiple first connecting grooves on one intermediate tread portion are arranged correspondingly to the multiple first connecting grooves on the other intermediate tread portion.

[0007] Furthermore, the tire tread structure also includes: the first connecting groove includes a first sub-groove, a second sub-groove and a third sub-groove that are interconnected, the second sub-groove is located between the first sub-groove and the third sub-groove, the extension direction of the first sub-groove is set at a first angle A1 with the width direction of the tire, the extension direction of the second sub-groove is set at a second angle A2 with the width direction of the tire, and the extension direction of the third sub-groove is set at a third angle A3 with the width direction of the tire; wherein, the first angle A1, the second angle A2 and the third angle A3 satisfy: 4°≤A1≤8°, 52°≤A2≤56°, 4°≤A3≤8°.

[0008] Furthermore, the tire tread structure also includes: a second connecting groove, which is arranged on the shoulder pattern portion, one end of the second connecting groove extends into the longitudinal groove adjacent to the shoulder pattern portion, and the other end of the second connecting groove extends to the shoulder of the tire to connect with the side of the tire; wherein the second connecting groove includes a fourth sub-groove, a fifth sub-groove and a sixth sub-groove that are interconnected, the fifth sub-groove is located between the fourth sub-groove and the sixth sub-groove, the extension direction of the fourth sub-groove is set at a fourth angle A4 with the width direction of the tire, the extension direction of the fifth sub-groove is set at a fifth angle A5 with the width direction of the tire, and the extension direction of the sixth sub-groove is set at a sixth angle A6 with the width direction of the tire, and the fourth angle A4, the fifth angle A5 and the sixth angle A6 satisfy: 4°≤A4≤8°, 52°≤A5≤56°, 4°≤A6≤8°.

[0009] Furthermore, a plurality of second connecting grooves separate the shoulder pattern portion into a plurality of shoulder pattern blocks, and the tire tread structure also includes: a groove, at least part of which is arranged on the shoulder pattern block, one end of the groove extends to the shoulder of the tire to be connected with the side of the tire, and the other end of the groove extends toward the center plane S of the tire into the middle pattern portion and is spaced apart from the center plane S; wherein, the overall extension direction of the groove is set at a seventh angle A7 with the width direction of the tire, and the seventh angle A7 satisfies: 10°≤A7≤11°, and the width of the groove gradually decreases in the direction from the shoulder pattern block to the center plane S.

[0010] Furthermore, the middle tread portion has a width L2, and the portion of the groove located in the middle tread portion has a length l in the width direction of the tire, and the width L2 and the length l satisfy: 0.15L2≤l≤0.5L2.

[0011] Furthermore, the multiple longitudinal grooves include: a first longitudinal groove, at least part of the first longitudinal groove coincides with the center plane S of the tire, a plurality of first heat dissipation recesses are arranged on the groove wall of the first longitudinal groove, the plurality of first heat dissipation recesses located on one groove wall of the first longitudinal groove are arranged one-to-one corresponding to the plurality of first heat dissipation recesses located on the other groove wall of the first longitudinal groove, a first heat dissipation portion is formed between the first heat dissipation recess and the corresponding first heat dissipation recess, the first longitudinal groove has a width W1, the first heat dissipation portion has a maximum width W2, and the width W1 and the maximum width W2 satisfy: 2.5W1≤W2≤4W2; the longitudinal groove located on one side of the first longitudinal groove is a second longitudinal groove, and the second longitudinal groove is arranged in a broken line shape.

[0012] Furthermore, a second heat dissipation recess is provided on the groove wall of the first connecting groove, and a second heat dissipation portion is formed between the second heat dissipation recess located on one groove wall of the first connecting groove and the second heat dissipation recess located on the other groove wall of the first connecting groove. The first connecting groove has a width W3, and the second heat dissipation portion has a maximum width W4. The width W3 and the maximum width W4 satisfy: 2.5W3≤W4≤4W3.

[0013] Further, in the cross-section where the first longitudinal groove has the first heat dissipation portion, the groove wall of the first longitudinal groove includes a first groove wall surface and a second groove wall surface connected to each other, the second groove wall surface is arc-shaped and is arranged relative to the first groove wall surface away from the groove bottom of the first longitudinal groove, and along the direction from the groove bottom of the first longitudinal groove to the tread, the distance between the second groove wall surfaces on the two groove walls of the first longitudinal groove gradually increases to form a first heat dissipation recess on the two groove walls of the first longitudinal groove respectively; in the cross-section where the first connecting groove has the second heat dissipation portion, the groove wall of the first connecting groove includes a third groove wall surface and a fourth groove wall surface connected to each other, the fourth groove wall surface is arc-shaped and is arranged relative to the third groove wall surface away from the groove bottom of the first connecting groove, and along the direction from the groove bottom of the first connecting groove to the tread, the distance between the fourth groove wall surfaces on the two groove walls of the first connecting groove gradually increases to form a second heat dissipation recess on the two groove walls of the first connecting groove respectively.

[0014] Furthermore, a strip structure reinforcement is provided on the bottom of the second longitudinal groove, and one groove wall of the second longitudinal groove is connected to the other groove wall of the second longitudinal groove through the strip structure reinforcement; wherein, the connecting end of the first connecting groove and the second longitudinal groove and the strip structure reinforcement are staggered; and / or, the connecting end of the second connecting groove and the second longitudinal groove and the strip structure reinforcement are staggered.

[0015] Furthermore, the shoulder pattern portion has a width L1, the middle pattern portion has a width L2, and the tread has a width L3. The widths L1, L2, and L3 satisfy the following conditions: 0.225L3≤L1≤0.25L3, 0.25L3≤L2≤0.275L3.

[0016] Furthermore, a groove wall of the groove includes a first sub-groove wall, a second sub-groove wall and a third sub-groove wall connected in sequence, the second sub-groove wall forms a step surface on the groove wall of the groove, the connection between the first sub-groove wall and the second sub-groove wall and the connection between the second sub-groove wall and the third sub-groove wall are both provided with chamfers, and the groove bottom of the groove is arranged in an arc shape; wherein, the extension direction of the first sub-groove wall and the extension direction of the third sub-groove wall are both set at an eighth angle A8 with the normal of the groove, and the eighth angle A8 satisfies: 12.5°≤A6≤15°, there is a distance L4 between the first sub-groove wall and the third sub-groove wall, the distance L4 satisfies: 4mm≤L4≤6mm, the depth H1 of the groove satisfies: 70mm≤H1≤85mm, and the height H2 of the first sub-groove wall and the depth H1 satisfy: 0.3H1≤H2≤0.5H1.

[0017] According to the technical solution of the present invention, the plurality of longitudinal grooves in the tire tread structure extend circumferentially of the tire. The plurality of longitudinal grooves are spaced apart along the width of the tire to separate the tire 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, and the first connecting groove is used to connect two adjacent longitudinal grooves. There are a plurality of first connecting grooves, and the plurality of first connecting grooves are spaced apart along the circumference of the tire to separate the intermediate pattern portion into a plurality of intermediate pattern blocks. At least some of the intermediate pattern blocks are located within the wear and heat generating area of ​​the tire. The wear and heat generating area has an area S1, and the intermediate pattern blocks located within the wear and heat generating area have an area S2. The relationship between area S1 and area S2 satisfies the following relationship: 0.75S1≤S2≤0.85S2. In this way, the wear and heat generating area of ​​the tire is actually the core friction and heat accumulation area of ​​the tire during rolling and driving. The tread in the wear and heat generating area is divided into a large number of independent intermediate pattern blocks by the longitudinal grooves and the first connecting grooves, so that the heat generated in the wear and heat generating area can be dissipated through the longitudinal grooves and the first connecting grooves. The above-mentioned setting of area S1 and area S2 ensures that the contact area between the tread in the wear and heat generating area and the driving surface is relatively appropriate, which not only enables sufficiently large friction to be generated between the tire and the driving surface, but also improves the traction performance and handling performance of the tire. It also makes each middle pattern block have good rigidity, thereby improving the wear resistance and cut resistance of the tire tread; on the other hand, it ensures that the groove area of ​​the wear and heat generating area is relatively appropriate, so that the heat generated by the tire during driving can be dissipated through the grooves in a timely manner, thereby improving the heat dissipation performance of the tire, avoiding the problem of accelerated wear caused by heat accumulation on the tread, and further improving the heat dissipation performance and wear resistance and cut resistance of the tire, thereby solving the problem in the existing technology that mining dump truck tires cannot take into account the handling performance, heat dissipation performance and wear resistance and cut resistance, thereby extending the service life of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] 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:

[0019] Figure 1 A partial front view of an embodiment of a tire tread structure according to the present invention is shown;

[0020] Figure 2 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at BB;

[0021] Figure 3 Shown Figure 1A schematic cross-sectional view of the tire tread structure at JJ in FIG.

[0022] Figure 4 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at CC;

[0023] Figure 5 Shown Figure 1 Schematic cross-sectional view of the tire tread structure at DD;

[0024] Figure 6 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at GG;

[0025] Figure 7 Shown Figure 1 A schematic cross-sectional view of the tire tread structure at FF;

[0026] Figure 8 Shown Figure 1 A schematic cross-sectional view of the EE of the tire tread structure;

[0027] Figure 9 Shown Figure 1 Schematic diagram of the longitudinal section of the strip structural reinforcement of the tire tread structure.

[0028] The above drawings include the following reference numerals:

[0029] 1. Wear heat generating area; 10. Longitudinal groove; 11. First longitudinal groove; 111. First heat dissipation recess; 112. First groove wall; 113. Second groove wall; 12. Second longitudinal groove; 20. Shoulder tread portion; 21. Shoulder tread block; 30. Middle tread portion; 31. Middle tread block; 40. First connecting groove; 41. First sub-groove; 42. Second sub-groove; 43. Third sub-groove; 44. Second heat dissipation recess; 45. Third groove wall; 46. Fourth groove wall; 50. Second connecting groove; 51. Fourth sub-groove; 52. Fifth sub-groove; 53. Sixth sub-groove; 60. Groove; 61. First sub-groove wall; 62. Second sub-groove wall; 63. Third sub-groove wall; 70. Strip structural reinforcement; 80. Wear indicator. DETAILED DESCRIPTION

[0030] 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.

[0031] 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.

[0032] 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.

[0033] In order to solve the problem in the prior art that mining dump truck tires cannot take into account the handling performance, heat dissipation performance, wear resistance and cut resistance, the present application provides a tire tread structure.

[0034] like Figures 1 to 9 As shown, the tire tread structure includes a plurality of longitudinal grooves 10 and first connecting grooves 40. Each longitudinal groove 10 extends along the circumference of the tire. The plurality of longitudinal grooves 10 are spaced apart along the width of the tire to divide the tire tread into two shoulder pattern portions 20 and a middle pattern portion 30 located between the two shoulder pattern portions 20. The first connecting grooves 40 are provided in the middle pattern portion 30 and are used to connect two adjacent longitudinal grooves 10. There are a plurality of first connecting grooves 40, spaced apart along the circumference of the tire to divide the middle pattern portion 30 into a plurality of middle pattern blocks 31. At least some of the middle pattern blocks 31 are located within the wear and heat generating region 1 of the tire. The wear and heat generating region 1 has an area S1. The middle pattern blocks 31 located within the wear and heat generating region 1 have an area S2. The relationship between areas S1 and S2 satisfies the following relationship: 0.75S1≤S2≤0.85S2.

[0035] Applying the technical solution of this embodiment, the tire tread structure has multiple longitudinal grooves 10 extending circumferentially of the tire. The multiple longitudinal grooves 10 are spaced apart along the tire width direction to divide the tire tread into two shoulder pattern portions 20 and an intermediate pattern portion 30 located between the two shoulder pattern portions 20. A first connecting groove 40 is provided in the intermediate pattern portion 30 to connect two adjacent longitudinal grooves 10. There are multiple first connecting grooves 40, spaced apart circumferentially of the tire to divide the intermediate pattern portion 30 into multiple intermediate pattern blocks 31. At least some of the intermediate pattern blocks 31 are located within the wear and heat generating region 1 of the tire. The wear and heat generating region 1 has an area S1. The intermediate pattern blocks 31 located within the wear and heat generating region have an area S2. The relationship between areas S1 and S2 satisfies the following relationship: 0.75S1≤S2≤0.85S2. In this way, the wear and heat generating area 1 of the tire is actually the core friction and heat accumulation area of ​​the tire during rolling and driving. The tread in the wear and heat generating area 1 is divided into a large number of independent intermediate pattern blocks 31 by the longitudinal grooves 10 and the first connecting grooves 40, so that the heat generated in the wear and heat generating area 1 can be dissipated through the longitudinal grooves 10 and the first connecting grooves 40. The above-mentioned setting of area S1 and area S2 ensures that the contact area between the tread in the wear and heat generating area 1 and the driving surface is relatively appropriate, which not only enables a sufficiently large friction force to be generated between the tire and the driving surface, but also improves the traction performance of the tire. and handling performance, and also makes each middle pattern block 31 have good rigidity, thereby improving the wear resistance and cut resistance of the tire tread; on the other hand, it ensures that the groove area of ​​the wear heat generating area 1 is relatively appropriate, so that the heat generated by the tire during driving can be dissipated through the grooves in time, thereby improving the heat dissipation performance of the tire, avoiding the problem of accelerated wear caused by heat accumulation on the tread, and further improving the heat dissipation performance and wear resistance and cut resistance of the tire, thereby solving the problem in the prior art that the mining dump truck tire cannot take into account the handling performance, heat dissipation performance and wear resistance and cut resistance, thereby extending the service life of the tire.

[0036] In this embodiment, there are three longitudinal grooves 10 , which are spaced apart in the width direction of the tire to divide the tread into two shoulder pattern portions 20 and two middle pattern portions 30 located between the two shoulder pattern portions 20 .

[0037] Specifically, wear-heating zone 1 on the tire tread can be simulated using software. This refers to the area of ​​the tire where temperatures are higher during vehicle movement. In reality, during tire rolling and driving, centrifugal force causes the tire's contact patch to decrease and become concentrated within the central wear-heating zone 1. Therefore, the land-sea ratio (the ratio of area S1 to area S2) and the tread pattern within wear-heating zone 1 significantly impact the tread's wear resistance and heat dissipation, particularly heat dissipation and traction performance under heavy loads on harsh roads.

[0038] Specifically, if the sea-land ratio (the ratio of area S1 to area S2) is too large, it means that the area of ​​the middle pattern block 31 is too large, which in turn leads to poor heat dissipation performance of the tread. If the sea-land ratio (the ratio of area S1 to area S2) is too small, it means that the area of ​​the middle pattern block 31 is too small, and the rigidity of the middle pattern block 31 is too small, which in turn leads to poor wear resistance, puncture resistance, and cut resistance of the tread.

[0039] Optionally, there are multiple intermediate tread sections 30. In two adjacent intermediate tread sections 30, the multiple first connecting grooves 40 on one intermediate tread section 30 correspond to the multiple first connecting grooves 40 on the other intermediate tread section 30. In this way, the corresponding first connecting grooves 40 on the two intermediate tread sections 30 form a nearly "X"-shaped structure with the longitudinal grooves 10, thereby increasing air flow within the grooves and rapidly dissipating heat from the tread, further enhancing the tire's heat dissipation, wear resistance, and cut resistance. Furthermore, the nearly "X"-shaped grooves also better balance the rigidity of the intermediate tread sections 30, thereby increasing the interaction between the tire and the driving surface and improving the tire's handling performance.

[0040] like Figure 1As shown, the first connecting groove 40 includes a first sub-groove 41, a second sub-groove 42, and a third sub-groove 43, which are interconnected. The second sub-groove 42 is located between the first and third sub-grooves 41 and 43. The first sub-groove 41 extends at a first angle A1 with the tire width, the second sub-groove 42 extends at a second angle A2 with the tire width, and the third sub-groove 43 extends at a third angle A3 with the tire width. The first angle A1, the second angle A2, and the third angle A3 satisfy the following conditions: 4° ≤ A1 ≤ 8°, 52° ≤ A2 ≤ 56°, and 4° ≤ A3 ≤ 8°. This arrangement creates a Z-shaped design for the first connecting groove 40, ensuring rigidity balance with the intermediate tread portion 30 both in the tire width and circumferential directions. This further increases the interaction between the tread and the running surface, thereby improving the tire's handling performance. At the same time, the above-mentioned setting of the angle ensures that air can flow smoothly in the first connecting groove 40, thereby increasing the air flow speed in the first connecting groove 40 and improving the heat dissipation performance of the tire.

[0041] In this embodiment, the first angle A1 and the third angle A3 are 6°.

[0042] In this embodiment, the second angle A2 is 54°.

[0043] like Figure 1As shown, the tire tread structure also includes a second connecting groove 50, which is arranged on the shoulder pattern portion 20. One end of the second connecting groove 50 extends into the longitudinal groove 10 adjacent to the shoulder pattern portion 20, and the other end of the second connecting groove 50 extends to the shoulder of the tire to communicate with the side of the tire. The second connecting groove 50 includes a fourth sub-groove 51, a fifth sub-groove 52, and a sixth sub-groove 53, which are interconnected. The fifth sub-groove 52 is located between the fourth and sixth sub-grooves 51 and 53. The fourth sub-groove 51 extends at a fourth angle A4 with the tire width, the fifth sub-groove 52 extends at a fifth angle A5 with the tire width, and the sixth sub-groove 53 extends at a sixth angle A6 with the tire width. The fourth, fifth, and sixth angles A4, A5, and A6 satisfy the following conditions: 4°≤A4≤8°, 52°≤A5≤56°, and 4°≤A6≤8°. Thus, the second connecting groove 50 provided on the shoulder pattern portion 20 can guide air within the tread to the side of the tire, further improving the tire's heat dissipation performance. At the same time, on the one hand, the above-mentioned setting makes the second connecting groove 50 designed in a "Z" shape, so that the second connecting groove 50 can balance the rigidity of the shoulder pattern portion 20 in the width direction and the circumferential direction of the tire, thereby increasing the interaction force between the tire and the driving surface and improving the handling performance of the tire (especially the steering handling performance. When the vehicle turns, the interaction force between the shoulder pattern portion 20 and the driving surface is greater); on the other hand, the angle design ensures that the air can flow smoothly in the second connecting groove 50, thereby increasing the air flow rate and improving the heat dissipation performance of the tire.

[0044] In this embodiment, the fourth angle A4 and the sixth angle A6 are both 6°.

[0045] In this embodiment, the fifth angle A5 is 54°.

[0046] In this embodiment, a plurality of second connecting grooves 50 are also provided on the shoulder pattern portion 20. The plurality of second connecting grooves 50 are arranged in one-to-one correspondence with the plurality of first connecting grooves 40. There is an offset distance between the second connecting grooves 50 and the corresponding first connecting grooves 40 in the axial direction of the tire.

[0047] like Figure 1As shown, a plurality of second connecting grooves 50 separate the shoulder pattern portion 20 into a plurality of shoulder pattern blocks 21. The tire tread structure further includes a groove 60, at least a portion of which is disposed on the shoulder pattern blocks 21. One end of the groove 60 extends to the tire shoulder to communicate with the tire side, while the other end of the groove 60 extends toward the tire center plane S into the middle pattern portion 30 and is spaced from the center plane S. The overall extension direction of the groove 60 forms a seventh angle A7 with the tire width direction, satisfying the following condition: 10°≤A7≤11°. The width of the groove 60 gradually decreases along the direction from the shoulder pattern block 21 to the center plane S. In this way, the above-mentioned setting of the groove 60 helps to further balance the rigidity of the shoulder pattern portion 20 and the middle pattern portion 30, and the width gradient design helps to ensure that the middle pattern block 31 in the wear and heat generating area 1 (the area where the tread mainly contacts the driving surface) is more rigid than the shoulder pattern portion 20, so as to further improve the handling performance and traction performance of the tire.

[0048] In this embodiment, the minimum width of the groove 60 is between 9 mm and 10 mm, and the maximum width of the groove 60 is between 64 mm and 65 mm. In fact, compared to the width designs of other groove structures on the tread, the maximum width of the groove 60 is designed to be larger and the width varies over a larger distance. This ensures that the groove 60 can maintain a good balance with the tread rigidity while allowing the groove 60 to dissipate heat within the shoulder pattern portion 20 in a timely manner, further improving the tire's heat dissipation reliability.

[0049] like Figure 1 As shown, the upper half of the contour line of the groove 60 includes the first straight line, the second straight line and the third straight line, and the lower half of the contour line of the groove 60 includes the fourth straight line and the fifth straight line. The third straight line is connected to the fifth straight line through an arc line. The first straight line is set at 3° to the width direction of the tire, the second straight line is set at 2° to the width direction of the tire, the third straight line is set at 11° to the width direction of the tire, the fourth straight line is set at 3° to the width direction of the tire, and the fifth straight line is set at 11° to the width direction of the tire.

[0050] In this embodiment, the middle tread portion 30 has a width L2, and the portion of the groove 60 located within the middle tread portion 30 has a length l in the tire width direction. The width L2 and length l satisfy the following relationship: 0.15L2 ≤ l ≤ 0.5L2. This arrangement ensures that the groove 60 can balance the rigidity of the middle tread portion 30 and provide heat dissipation, while preventing the groove 60 from extending too far into the middle tread portion 30 and thereby significantly affecting the rigidity of the middle tread portion 30, further enhancing the functional stability of the groove 60.

[0051] In this embodiment, the plurality of longitudinal grooves 10 include a first longitudinal groove 11 and a second longitudinal groove 12. At least a portion of the first longitudinal groove 11 coincides with the center plane S of the tire. A plurality of first heat dissipation recesses 111 are provided on the groove wall of the first longitudinal groove 11. The plurality of first heat dissipation recesses 111 located on one groove wall of the first longitudinal groove 11 correspond to the plurality of first heat dissipation recesses 111 located on the other groove wall of the first longitudinal groove 11. A first heat dissipation portion is formed between the first heat dissipation recesses 111 and the corresponding first heat dissipation recesses 111. The first longitudinal groove 11 has a width W1, and the first heat dissipation portion has a maximum width W2. The width W1 and the maximum width W2 satisfy the following relationship: 2.5W1≤W2≤4W2. The longitudinal groove 10 located on one side of the first longitudinal groove 11 is the second longitudinal groove 12, and the second longitudinal groove 12 is arranged in a broken line shape. Thus, the configuration of the first heat dissipation portion further enhances the tire's heat dissipation performance, thereby improving the tire's wear and cut resistance. The configuration of width W1 and maximum width W2 ensures that the first heat dissipation portion can continue to function even during tread extrusion and deformation, further enhancing the tire's heat dissipation performance. Furthermore, the zigzag-shaped second longitudinal grooves 12 increase their area, further enhancing the tire's heat dissipation performance.

[0052] In this embodiment, a second heat dissipation recess 44 is provided on the groove wall of the first connecting groove 40. The second heat dissipation recess 44 on one groove wall of the first connecting groove 40 is surrounded by a second heat dissipation recess 44 on the other groove wall of the first connecting groove 40. The first connecting groove 40 has a width W3, and the second heat dissipation recess 44 has a maximum width W4. The width W3 and the maximum width W4 satisfy the following relationship: 2.5W3≤W4≤4W3. Thus, the configuration of the second heat dissipation recess 44 further enhances the tire's heat dissipation performance, thereby improving the tire's wear and cut resistance. The configuration of the width W3 and the maximum width W4 ensures that the second heat dissipation recess can still perform its heat dissipation function during tread compression and deformation, further enhancing the tire's heat dissipation performance.

[0053] Specifically, the principle of the first heat dissipation part and the second heat dissipation part improving the tire heat dissipation performance is as follows:

[0054] During the rolling process of a tire, the tread undergoes periodic compression deformation. In practice, when the first longitudinal grooves 11 and the first connecting grooves 40 undergo compression deformation, the two groove walls of the first longitudinal grooves 11 and the two groove walls of the first connecting grooves 40 abut against each other, preventing airflow within the grooves. This significantly impacts the tire's heat dissipation performance, especially at high tire rolling speeds. Therefore, this embodiment provides first and second heat dissipation portions. When the groove walls abut against each other, the first and second heat dissipation portions still form a porous structure for heat dissipation, thereby improving the tire's heat dissipation performance and reducing the probability of thermal delamination during high-speed driving. Furthermore, the first and second heat dissipation portions increase the interaction force between the tire and the surface, thereby improving the tire's handling performance.

[0055] In this embodiment, the first heat dissipation portion and the second heat dissipation portion are arranged in an approximately elliptical shape, which not only improves the appearance of the tire, but also makes the edges of the first heat dissipation portion and the second heat dissipation portion not sharp, reduces the possibility of pattern blocks falling off, and extends the service life of the tire.

[0056] It should be noted that the shapes of the first heat dissipation portion and the second heat dissipation portion are not limited thereto and can be adjusted according to working conditions and usage requirements. Optionally, the first heat dissipation portion and the second heat dissipation portion are circular or polygonal in design.

[0057] Specifically, this embodiment comprehensively realizes the smooth flow of gas in the tread through the first heat dissipation portion, the second heat dissipation portion, the first longitudinal groove 11 and the first connecting groove 40 with an "X" shape, and the second connecting groove 50 with a "Z" shape located on the shoulder pattern portion 20. And through the limitation of area S1 and area S2, it is ensured that the groove area located in the wear heat generating area 1 is large enough as a whole to ensure that the heat dissipation performance of the tire can meet the use requirements of the tire.

[0058] In this embodiment, the width W1 of the first longitudinal groove 11 and the width W3 of the first connecting groove 40 are designed based on the actual properties of the tire rubber compound to ensure that the two groove walls of the first longitudinal groove 11 and the two groove walls of the first connecting groove 40 adhere to each other when the tread is extruded and deformed. This configuration results in a step-by-step change in the rigidity of the intermediate tread portion 30. Specifically, when the groove walls are not in contact, the intermediate tread portion 30 deforms normally and generates a significant interaction force with the running surface, improving the tire's handling performance. However, when the groove walls are in contact, the rigidity of the intermediate tread portion 30 increases dramatically, enhancing its wear, cut, and puncture resistance. Simultaneously, the first and second heat dissipation portions can still dissipate heat, preventing heat accumulation, thereby comprehensively improving the tire's heat dissipation, wear, and cut resistance.

[0059] like Figure 7 As shown, in the cross section of the first longitudinal groove 11 having the first heat dissipation portion, the groove wall of the first longitudinal groove 11 includes a first groove wall surface 112 and a second groove wall surface 113 that are connected to each other. The second groove wall surface 113 is arc-shaped and is arranged away from the groove bottom of the first longitudinal groove 11 relative to the first groove wall surface 112. Along the direction from the groove bottom of the first longitudinal groove 11 to the tread, the distance between the second groove wall surfaces 113 on the two groove walls of the first longitudinal groove 11 gradually increases, thereby forming a first heat dissipation recess 111 on each groove wall of the first longitudinal groove 11. In this way, the above arrangement makes the opening of the cross section of the first heat dissipation portion have a "trumpet-shaped" arrangement, which not only increases the heat dissipation area and improves the heat dissipation performance, but also prevents stones on the running surface from being trapped in the first heat dissipation portion with a larger area, thereby improving the tire's stone-entrapment resistance.

[0060] like Figure 8 As shown, in the cross section of the first longitudinal groove 11 having the first heat dissipation portion, the width w1 at its opening satisfies: 15mm≤w1≤20mm, the diameter R1 of the arc-shaped second groove wall 113 satisfies: 35mm≤R1≤45mm, and the depth G3 satisfies: 40mm≤G3≤50mm.

[0061] like Figure 7 As shown, in the cross section of the first longitudinal groove 11 where the first heat dissipation portion is not provided, the groove wall is a vertical groove wall with a depth of G3, the overall width W1 is consistent, and the width W1 satisfies: 5mm≤W1≤8mm, and the groove bottom is an arc surface.

[0062] like Figure 8 As shown, in the cross-section of the first connecting groove 40 at the location of the second heat dissipation portion, the groove wall of the first connecting groove 40 includes a third groove wall surface 45 and a fourth groove wall surface 46 that are interconnected. The fourth groove wall surface 46 is arc-shaped and is located farther from the groove bottom of the first connecting groove 40 relative to the third groove wall surface 45. Along the direction from the groove bottom of the first connecting groove 40 to the tread, the distance between the fourth groove wall surfaces 46 on the two groove walls of the first connecting groove 40 gradually increases, thereby forming second heat dissipation recesses 44 on each groove wall of the first connecting groove 40. This arrangement results in a "trumpet-shaped" cross-section at the third heat dissipation portion, which not only increases the heat dissipation area and improves heat dissipation performance, but also prevents stones on the running surface from being trapped in the larger second heat dissipation portion, thereby enhancing the tire's stone-entrapment resistance.

[0063] like Figure 3 As shown, in the cross section of the first connecting groove 40 having the second heat dissipation portion, the width W1 at its opening satisfies: 15mm≤W1≤20mm, the diameter R2 of the arc-shaped second groove wall 113 satisfies: 10mm≤R2≤45mm, and the depth G4 satisfies: 40mm≤G4≤50mm.

[0064] like Figure 2 As shown, in the cross section where the first connecting groove 40 is not provided with the second heat dissipation portion, the groove wall is a vertical groove wall with a depth of G4, the overall width W3 is consistent, and the width W3 satisfies: 3mm≤W3≤4mm, and the groove bottom is an arc surface.

[0065] In this embodiment, a strip structural reinforcement 70 is provided on the bottom of the second longitudinal groove 12, and one groove wall of the second longitudinal groove 12 is connected to the other groove wall of the second longitudinal groove 12 via the strip structural reinforcement 70. The first connecting groove 40 is staggered with the connecting end of the second longitudinal groove 12 and the strip structural reinforcement 70; and / or the second connecting groove 50 is staggered with the connecting end of the second longitudinal groove 12 and the strip structural reinforcement 70. In this way, the strip structural reinforcement 70 not only improves the stone-preventing capability of the second longitudinal groove 12 (the portion provided with the strip structural reinforcement 70 is shallower and less prone to stone trapping), but also provides structural reinforcement to the bottom of the second longitudinal groove 12 to prevent cracking or splitting at the bottom of the second longitudinal groove 12, thereby extending the service life of the tire.

[0066] like Figure 1 、 Figure 5 and Figure 6 As shown, along the circumference of the tire, the second longitudinal groove 12 located between two adjacent grooves 60 has a length L5, and the strip-shaped structural reinforcement 70 has a length L6. The lengths L5 and L6 satisfy the following relationship: 0.2L5 ≤ L6 ≤ 0.25L5. The second longitudinal groove 12 has a depth G1 at the location where the strip-shaped structural reinforcement 70 is located. The second longitudinal groove 12 has a depth G2 at other locations (where the strip-shaped structural reinforcement 70 is not located). The depths G1 and G2 satisfy the following relationship: 13mm ≤ G2 - G1 ≤ 24mm. Thus, the above-mentioned dimensional limitations ensure that the strip-shaped structural reinforcement 70 has sufficient structural reinforcement performance.

[0067] Specifically, after the tire is inflated, the distance between the shoulder pattern portion 20 and the middle pattern portion 30 (the second longitudinal groove 12) will cause the width of the second longitudinal groove 12 to change irregularly (mainly increase) due to the different growth of the crown. On the one hand, it will cause the second longitudinal groove 12 to be prone to stone clamping; on the other hand, it will cause the groove bottom of the second longitudinal groove 12 to be prone to cracking. Both stone clamping and groove bottom cracking will cause damage to the tire and affect the tire life. The provision of a strip structural reinforcement 70 connecting the two groove walls of the second longitudinal groove 12 can offset the above deformation, enhance the structural strength of the groove bottom, and thus avoid the occurrence of the above adverse conditions and extend the service life of the tire.

[0068] like Figure 5As shown, in the cross section where the second longitudinal groove 12 is not provided with the strip structural reinforcement 70, its groove wall is a vertical groove wall, the depth G5 satisfies: 40mm≤G5≤50mm, the width w5 is generally consistent and satisfies: 14mm≤w5≤16mm, and the groove bottom is an arc surface.

[0069] like Figure 6 As shown, in the cross section of the first longitudinal groove 11 where the strip-shaped structural reinforcement 70 is provided, the groove wall is a vertical groove wall, and the depth G6 satisfies: G6=0.4H1.

[0070] like Figure 9 As shown, in the longitudinal cross-sectional view of the strip structure reinforcement 70, the two opposite side surfaces of the strip structure reinforcement 70 are inclined surfaces to form a trapezoidal boss structure, which is beneficial to improving the structural reinforcement capability of the strip structure reinforcement 70. The two inclined surfaces and the normal of the strip structure reinforcement 70 are both set at a ninth angle A9, and the ninth angle A9 satisfies: 12.5°≤A9≤15°. The edges and corners of the strip structure reinforcement 70 and its connection with the bottom of the groove are chamfered to avoid the problems of easy wear and easy stone clamping caused by sharp edges.

[0071] Optionally, the shoulder pattern portion 20 has a width L1, the middle pattern portion 30 has a width L2, and the tread has a width L3. The widths L1, L2, and L3 satisfy the following relationship: 0.225L3≤L1≤0.25L3, and 0.25L3≤L2≤0.275L3. This arrangement provides suitable overall rigidity for the shoulder pattern portion 20 and the middle pattern portion 30. While meeting the tire's requirements for wear resistance, cut resistance, puncture resistance, and heat dissipation, the tire also offers superior handling performance, ensuring sufficient safety for the driver.

[0072] like Figure 7As shown, a groove wall of the groove 60 includes a first sub-groove wall 61, a second sub-groove wall 62, and a third sub-groove wall 63 connected in sequence. The second sub-groove wall 62 forms a stepped surface on the groove wall of the groove 60. The connection between the first sub-groove wall 61 and the second sub-groove wall 62 and the connection between the second sub-groove wall 62 and the third sub-groove wall 63 are both chamfered. The groove bottom of the groove 60 is arranged in an arc shape. The extension direction of the first sub-groove wall 61 and the extension direction of the third sub-groove wall 63 are both set at an eighth angle A8 with the normal line of the groove 60. The eighth angle A8 satisfies: 12.5°≤A6≤15°. There is a distance L4 between the first sub-groove wall 61 and the third sub-groove wall 63. The distance L4 satisfies: 4mm≤L4≤6mm. The depth H1 of the groove 60 satisfies: 70mm≤H1≤85mm. The height H2 of the first sub-groove wall 61 and the depth H1 satisfy: 0.3H1≤H2≤0.5H1. In this way, on the one hand, the above-mentioned setting forms a step structure on the groove wall of the groove 60, so as to increase the area of ​​the groove 60 and improve the heat dissipation performance of the tire, while reducing the risk of stone clamping in the tire, improving the rigidity of the groove wall, and further extending the service life of the tire; on the other hand, the arc design of the groove bottom, the angle design and the above-mentioned size design are all conducive to reducing the risk of stone clamping in the groove 60.

[0073] In this embodiment, a wear indicator 80 is further provided on the bottom of the groove 60 . The wear indicator 80 is used to assist users and maintenance personnel in understanding the wear condition of the tread.

[0074] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0075] The tire tread structure includes multiple longitudinal grooves extending circumferentially of the tire. The multiple longitudinal grooves are spaced apart along the tire's width to separate the tire's 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, and the first connecting groove is used to connect two adjacent longitudinal grooves. There are multiple first connecting grooves, and the multiple first connecting grooves are spaced apart along the tire's circumference to separate the intermediate pattern portion into multiple intermediate pattern blocks. At least some of the intermediate pattern blocks are located within the tire's wear and heat generating area. The wear and heat generating area has an area S1, and the intermediate pattern blocks located within the wear and heat generating area have an area S2. The relationship between area S1 and area S2 satisfies the following relationship: 0.75S1≤S2≤0.85S2. In this way, the wear and heat generating area of ​​the tire is actually the core friction and heat accumulation area of ​​the tire during rolling and driving. The tread in the wear and heat generating area is divided into a large number of independent intermediate pattern blocks by the longitudinal grooves and the first connecting grooves, so that the heat generated in the wear and heat generating area can be dissipated through the longitudinal grooves and the first connecting grooves. The above-mentioned setting of area S1 and area S2 ensures that the contact area between the tread in the wear and heat generating area and the driving surface is relatively appropriate, which not only enables sufficiently large friction to be generated between the tire and the driving surface, but also improves the traction performance and handling performance of the tire. It also makes each middle pattern block have good rigidity, thereby improving the wear resistance and cut resistance of the tire tread; on the other hand, it ensures that the groove area of ​​the wear and heat generating area is relatively appropriate, so that the heat generated by the tire during driving can be dissipated through the grooves in a timely manner, thereby improving the heat dissipation performance of the tire, avoiding the problem of accelerated wear caused by heat accumulation on the tread, and further improving the heat dissipation performance and wear resistance and cut resistance of the tire, thereby solving the problem in the existing technology that mining dump truck tires cannot take into account the handling performance, heat dissipation performance and wear resistance and cut resistance, thereby extending the service life of the tire.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] The above are merely preferred embodiments of the present invention and are 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 of the tire into two shoulder pattern portions (20) and an intermediate pattern portion (30) located between the two shoulder pattern portions (20); a first connecting groove (40) provided on the intermediate tread portion (30), wherein the first connecting groove (40) is used to connect two adjacent longitudinal grooves (10); There are a plurality of first connecting grooves (40), and the plurality of first connecting grooves (40) are arranged at intervals along the circumference of the tire to separate the intermediate pattern portion (30) into a plurality of intermediate pattern blocks (31). At least part of the intermediate pattern blocks (31) are located in a wear and heat generating area (1) of the tire. The wear and heat generating area (1) has an area S1, and the intermediate pattern blocks (31) located in the wear and heat generating area (1) have an area S2. The area S1 and the area S2 satisfy the following relationship: 0.75S1≤S2≤0.85S2.

2. The tire tread structure according to claim 1, characterized in that: There are a plurality of intermediate patterned portions (30), and in two adjacent intermediate patterned portions (30), the plurality of first connecting grooves (40) on one intermediate patterned portion (30) are arranged correspondingly to the plurality of first connecting grooves (40) on the other intermediate patterned portion (30).

3. The tire tread structure according to claim 1, wherein: The tire tread structure further comprises: The first connecting groove (40) comprises a first sub-groove (41), a second sub-groove (42) and a third sub-groove (43) which are interconnected, the second sub-groove (42) being located between the first sub-groove (41) and the third sub-groove (43), the extending direction of the first sub-groove (41) being arranged at a first angle A1 with respect to the width direction of the tire, the extending direction of the second sub-groove (42) being arranged at a second angle A2 with respect to the width direction of the tire, and the extending direction of the third sub-groove (43) being arranged at a third angle A3 with respect to the width direction of the tire; The first angle A1, the second angle A2 and the third angle A3 satisfy the following conditions: 4°≤A1≤8°, 52°≤A2≤56°, and 4°≤A3≤8°.

4. The tire tread structure according to claim 1, wherein: The tire tread structure further comprises: a second connecting groove (50) provided on the shoulder tread portion (20), one end of the second connecting groove (50) extending into the longitudinal groove (10) adjacent to the shoulder tread portion (20), and the other end of the second connecting groove (50) extending to the shoulder of the tire to communicate with the side of the tire; The second connecting groove (50) includes a fourth sub-groove (51), a fifth sub-groove (52) and a sixth sub-groove (53) that are interconnected. The fifth sub-groove (52) is located between the fourth sub-groove (51) and the sixth sub-groove (53). The extension direction of the fourth sub-groove (51) forms a fourth angle A4 with the width direction of the tire. The extension direction of the fifth sub-groove (52) forms a fifth angle A5 with the width direction of the tire. The extension direction of the sixth sub-groove (53) forms a sixth angle A6 with the width direction of the tire. The fourth angle A4, the fifth angle A5 and the sixth angle A6 satisfy the following conditions: 4°≤A4≤8°, 52°≤A5≤56° and 4°≤A6≤8°.

5. The tire tread structure according to claim 4, characterized in that: The plurality of second connecting grooves (50) separate the shoulder pattern portion (20) into a plurality of shoulder pattern blocks (21), and the tire tread structure further comprises: A groove (60), at least part of which is provided on the shoulder tread block (21), one end of the groove (60) extending to the shoulder of the tire to communicate with the side of the tire, and the other end of the groove (60) extending toward the center plane S of the tire into the middle tread portion (30) and spaced from the center plane S; The overall extension direction of the groove (60) is set at a seventh angle A7 with the width direction of the tire, and the seventh angle A7 satisfies: 10°≤A7≤11°, and the width of the groove (60) gradually decreases in the direction from the shoulder tread block (21) to the center plane S.

6. The tire tread structure according to claim 5, characterized in that: The middle tread portion (30) has a width L2, and the portion of the groove (60) located in the middle tread portion (30) has a length l in the width direction of the tire, and the width L2 and the length l satisfy: 0.15L2≤l≤0.5L2.

7. The tire tread structure according to claim 4, characterized in that: The plurality of longitudinal grooves (10) include: A first longitudinal groove (11), at least a portion of the first longitudinal groove (11) coincides with a center plane S of the tire, a plurality of first heat dissipation recesses (111) are provided on the groove wall of the first longitudinal groove (11), the plurality of first heat dissipation recesses (111) located on one groove wall of the first longitudinal groove (11) and the plurality of first heat dissipation recesses (111) located on another groove wall of the first longitudinal groove (11) are provided in a one-to-one correspondence, a first heat dissipation portion is formed between the first heat dissipation recesses (111) and the first heat dissipation recesses (111) provided corresponding thereto, the first longitudinal groove (11) has a width W1, the first heat dissipation portion has a maximum width W2, and the width W1 and the maximum width W2 satisfy the following relationship: 2.5W1≤W2≤4W2; The longitudinal groove (10) located on one side of the first longitudinal groove (11) is a second longitudinal groove (12), and the second longitudinal groove (12) is arranged in a broken line shape.

8. The tire tread structure according to claim 7, characterized in that: A second heat dissipation recess (44) is provided on the groove wall of the first connecting groove (40), and a second heat dissipation recess (44) located on one groove wall of the first connecting groove (40) and a second heat dissipation recess (44) located on another groove wall of the first connecting groove (40) are surrounded to form a second heat dissipation portion, the first connecting groove (40) has a width W3, the second heat dissipation portion has a maximum width W4, and the width W3 and the maximum width W4 satisfy the following relationship: 2.5W3≤W4≤4W3.

9. The tire tread structure according to claim 8, characterized in that: In a cross section of the first longitudinal groove (11) having the first heat dissipation portion, the groove wall of the first longitudinal groove (11) comprises a first groove wall surface (112) and a second groove wall surface (113) connected to each other, the second groove wall surface (113) being arc-shaped and arranged away from the groove bottom of the first longitudinal groove (11) relative to the first groove wall surface (112), and the distance between the second groove wall surfaces (113) on the two groove walls of the first longitudinal groove (11) gradually increases in a direction from the groove bottom of the first longitudinal groove (11) to the tread, so as to form the first heat dissipation recess (111) on the two groove walls of the first longitudinal groove (11); In a cross section where the first connecting groove (40) has the second heat dissipation portion, the groove wall of the first connecting groove (40) includes a third groove wall surface (45) and a fourth groove wall surface (46) connected to each other, the fourth groove wall surface (46) is arc-shaped and is arranged away from the groove bottom of the first connecting groove (40) relative to the third groove wall surface (45), and along the direction from the groove bottom of the first connecting groove (40) to the tread, the distance between the fourth groove wall surfaces (46) on the two groove walls of the first connecting groove (40) gradually increases, so as to form the second heat dissipation recess (44) on the two groove walls of the first connecting groove (40), respectively.

10. The tire tread structure according to claim 7, wherein: A strip-shaped structural reinforcement (70) is provided on the groove bottom of the second longitudinal groove (12), and one groove wall of the second longitudinal groove (12) is connected to the other groove wall of the second longitudinal groove (12) through the strip-shaped structural reinforcement (70); Wherein, the first connecting groove (40) is staggered with the connecting end of the second longitudinal groove (12) and the strip structure reinforcement (70); and / or, the second connecting groove (50) is staggered with the connecting end of the second longitudinal groove (12) and the strip structure reinforcement (70).

11. The tire tread structure according to claim 1, wherein: The shoulder pattern portion (20) has a width L1, the middle pattern portion (30) has a width L2, and the tread has a width L3. The widths L1, L2, and L3 satisfy the following relationship: 0.225L3≤L1≤0.25L3, 0.25L3≤L2≤0.275L3.

12. The tire tread structure according to claim 5, characterized in that: A groove wall of the groove (60) comprises a first sub-groove wall (61), a second sub-groove wall (62) and a third sub-groove wall (63) connected in sequence, the second sub-groove wall (62) forms a step surface on the groove wall of the groove (60), the connection between the first sub-groove wall (61) and the second sub-groove wall (62) and the connection between the second sub-groove wall (62) and the third sub-groove wall (63) are both provided with chamfers, and the groove bottom of the groove (60) is arranged in an arc shape; The extending direction of the first sub-groove wall (61) and the extending direction of the third sub-groove wall (63) are both arranged at an eighth angle A8 with the normal of the groove (60), and the eighth angle A8 satisfies: 12.5°≤A8≤15°. There is a distance L4 between the first sub-groove wall (61) and the third sub-groove wall (63), and the distance L4 satisfies: 4mm≤L4≤6mm. The depth H1 of the groove (60) satisfies: 70mm≤H1≤85mm. The height H2 of the first sub-groove wall (61) and the depth H1 satisfy: 0.3H1≤H2≤0.5H1.

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