Tire tread structure

Abstract

The utility model provides a tire tread structure. The tire tread structure comprises a longitudinal groove, a second sub-longitudinal groove of the longitudinal groove is located between two adjacent first sub-longitudinal grooves, and a first included angle A1 is formed between each first sub-longitudinal groove and the corresponding second sub-longitudinal groove. The longitudinal groove positioned between two adjacent middle pattern parts is a first longitudinal groove; the strip-shaped stone removing structures arranged on the groove bottoms of the first longitudinal grooves are first stone removing structures, and in the direction from the groove bottoms of the first longitudinal grooves to the tread, the distance between the groove walls of the first longitudinal grooves and at least part of the outer surfaces of the first stone removing structures is gradually increased. In addition, a large number of cutter groove structures arranged on the tread form specific pattern lines on the tread, so that the running control performance of the tire in the whole service life is comprehensively improved. The tire for the new energy bus effectively solves the problem that the tire for the new energy bus in the prior art is low in abrasion resistance and stone clamping resistance.

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, buses are a vital component of urban public transportation systems and carry the travel needs of most residents. As large passenger vehicles, buses place high demands on tire performance, including wear resistance, wet skid resistance, and safety. Furthermore, the tread, as the part of the tire that comes into direct contact with the ground, has a direct impact on these properties, especially its surface pattern structure.

[0003] With the widespread adoption of new energy technologies, new energy buses now account for over 90% of all new energy buses in operation. However, many new energy buses still use tires from traditional fuel buses. Compared to traditional fuel buses, new energy buses utilize motor drive systems with higher torque, which results in greater tread pressure on the tire surface during acceleration or braking. This increases tread wear, shortens tire life, and increases the risk of tire slippage. Furthermore, if stones on the tread enter the tread grooves during operation, the high load and tread pressure can cause localized deformation of the tire crown, damage to the groove bottom, and even damage to the belt layer, further shortening the tire's service life. Utility Model Content

[0004] The main purpose of the utility model is to provide a tire tread structure to solve the problem of low wear resistance and stone pinching resistance of tires for new energy buses in the prior art.

[0005] To achieve the above-mentioned object, the present invention provides a tire tread structure, comprising: a longitudinal groove extending along the circumference of the tire, the longitudinal groove comprising a plurality of interconnected first sub-longitudinal grooves and a plurality of second sub-longitudinal grooves, the second sub-longitudinal grooves being located between two adjacent first sub-longitudinal grooves, the first sub-longitudinal grooves being arranged at a first angle A1 with the second sub-longitudinal grooves, the first angle A1 satisfying the following: 120°≤A1≤160°. A plurality of longitudinal grooves are provided, the plurality of longitudinal grooves being spaced apart along the width of the tire to separate the tire tread into two shoulder pattern portions and a plurality of intermediate pattern portions located between the two shoulder pattern portions, the longitudinal grooves located between two adjacent intermediate pattern portions being first longitudinal grooves; and a strip-shaped stone-repelling structure disposed at the bottom of the longitudinal groove, the strip-shaped stone-repelling structure disposed at the bottom of the first longitudinal groove being the first stone-repelling structure, wherein the distance between the groove wall of the first longitudinal groove and at least a portion of the outer surface of the first stone-repelling structure gradually increases along the direction from the groove bottom of the first longitudinal groove to the tread.

[0006] Furthermore, the outer surface of the first stone row structure includes a first inclined surface, a first plane and a second inclined surface that are interconnected, the first plane is located between the first inclined surface and the second inclined surface, and the first inclined surface and the second inclined surface are both connected to the bottom of the first longitudinal groove; wherein, along the direction from the bottom of the first longitudinal groove to the tread, the distance between the first inclined surface and the groove wall of the first longitudinal groove gradually increases, and the distance between the second inclined surface and the groove wall of the first longitudinal groove gradually increases.

[0007] Furthermore, the longitudinal groove adjacent to the shoulder pattern portion is a second longitudinal groove, and the strip-shaped stone-removing structure arranged on the bottom of the second longitudinal groove is a second stone-removing structure. Along the direction from the bottom of the second longitudinal groove to the tread, the distance between the groove wall of the second longitudinal groove and at least part of the outer peripheral surface of the second stone-removing structure is consistent.

[0008] Furthermore, the outer peripheral surface of the second stone row structure includes a second plane, a third plane and a fourth plane connected to each other, the third plane is located between the second plane and the fourth plane, and the second plane and the fourth plane are connected to the bottom of the second longitudinal groove; wherein, along the direction from the bottom of the second longitudinal groove to the tread, the distance between the second plane and the groove wall of the second longitudinal groove is consistent, and the distance between the fourth plane and the groove wall of the second longitudinal groove is consistent.

[0009] Furthermore, an installation area is formed between the second sub-longitudinal groove and the two first sub-longitudinal grooves adjacent to the second sub-longitudinal groove. The strip stone row structure is located in the installation area and includes a first sub-stone row structure, a second sub-stone row structure and a third sub-stone row structure that are interconnected. The second sub-stone row structure is located between the first sub-stone row structure and the third sub-stone row structure; wherein, the extension direction of the first sub-stone row structure and the extension direction of the second sub-stone row structure are set at a second angle A2, and the extension direction of the second sub-stone row structure and the extension direction of the third sub-stone row structure are set at a third angle A3, and the second angle A2 and the third angle A3 satisfy: 120°≤A2≤160°, 120°≤A3≤160°.

[0010] Furthermore, the tire tread structure also includes: a first connecting groove, which is arranged on the shoulder pattern portion, one end of the first connecting groove is connected to the longitudinal groove, and the other end of the first connecting groove extends to the shoulder of the tire to be connected to the side of the tire; a second connecting groove, which is arranged on the middle pattern portion, and the second connecting groove is used to connect the longitudinal grooves located on both sides of the middle pattern portion, and at least part of the second connecting groove is arranged in a broken line or wavy shape.

[0011] Furthermore, there are multiple first connecting grooves, and the multiple first connecting grooves are arranged at intervals along the circumference of the tire. The tire tread structure also includes: a first knife groove, which is arranged on the shoulder pattern portion and between two adjacent first connecting grooves, and at least a part of the first knife groove is arranged in a broken line or wavy shape; wherein, in the longitudinal section of the first knife groove, the first knife groove includes a first sub-knife groove, a second sub-knife groove, a third sub-knife groove, a fourth sub-knife groove and a fifth sub-knife groove that are connected in sequence, the first sub-knife groove and the fifth sub-knife groove have a depth G1, the second sub-knife groove and the fourth sub-knife groove have a depth G2, and the third sub-knife groove has a depth G3, and the depth G1, the depth G2 and the depth G3 satisfy: G3<G1<G2, 2mm≤G3≤2.5mm, 5mm≤G1≤6mm, 9mm≤G2≤11mm, so as to form a first structural reinforcement portion in the first knife groove through the first sub-knife groove, the third sub-knife groove and the fifth sub-knife groove.

[0012] Furthermore, a first arcuate transition surface is provided at the connection between the bottom of the first sub-tool groove and the bottom of the second sub-tool groove; a first transition surface is provided at the connection between the bottom of the third sub-tool groove and the bottom of the second sub-tool groove and the bottom of the fourth sub-tool groove, and the first transition surface includes a second arcuate transition surface and a third inclined surface connected to each other, and the third inclined surface is connected to the bottom of the third sub-tool groove; wherein, a fourth angle A4 is set between the third inclined surface and the bottom of the third sub-tool groove, and the fourth angle A4 satisfies: 100°≤A4≤110°; a third arcuate transition surface is provided at the connection between the bottom of the fourth sub-tool groove and the bottom of the fifth sub-tool groove.

[0013] Furthermore, there are multiple second connecting grooves, and the multiple second connecting grooves are arranged at intervals along the circumference of the tire. The multiple intermediate pattern portions include a central pattern portion, and at least part of the central pattern portion coincides with the center plane S of the tire. The tire tread structure also includes: a second knife groove, which is arranged on the central pattern portion and located between two adjacent second connecting grooves, and at least part of the second knife groove is arranged in a broken line or wavy shape; in the longitudinal section of the second knife groove, the second knife groove includes a sixth sub-knife groove, a seventh sub-knife groove and an eighth sub-knife groove connected in sequence, the sixth sub-knife groove and the eighth sub-knife groove have a depth G4, and the seventh sub-knife groove has a depth G5, and the depth G4 and the depth G5 satisfy: G4>G5, 2mm≤G5≤2.5mm, 9mm≤G4≤11mm, so as to form a second structural reinforcement portion in the second knife groove through the seventh sub-knife groove; wherein, the groove bottom of the seventh sub-knife groove and the groove bottom of the sixth sub-knife groove and the groove bottom of the eighth sub-knife groove are connected at a fourth arc-shaped transition surface.

[0014] Furthermore, the plurality of intermediate tread portions include a crown tread portion located between the center tread portion and the shoulder tread portion, and the tire tread structure further includes: a third sipe, provided on the crown tread portion and located between two adjacent second connecting grooves, the third sipe having a main sipe and at least two branch sipes connected to the main sipe, the branch sipe including a first sub-branch sipe and a second sub-branch sipe connected to each other, one end of the first sub-branch sipe away from the second sub-branch sipe connected to the main sipe, the main sipe and the first sub-branch sipe being arranged at a fifth angle A5, the first sub-branch sipe being arranged at a sixth angle A6 with the second sub-branch sipe, the fifth angle A5 and the sixth angle A6 satisfy the following: 110°≤A5≤ 130°, 110°≤A6≤130°; the main tool groove and any one of the branch tool grooves form a preset tool groove, and in the longitudinal section of the preset tool groove, the preset tool groove includes a ninth sub-tool groove, a tenth sub-tool groove and an eleventh sub-tool groove connected in sequence, the ninth sub-tool groove and the eleventh sub-tool groove have a depth G6, the eleventh sub-tool groove has a depth G7, and the depth G6 and the depth G7 satisfy: G6>G7, 2mm≤G7≤2.5mm, 9mm≤G6≤11mm, so as to form a third structural reinforcement part in the third tool groove through the tenth sub-tool groove; a fifth arc-shaped transition surface is provided at the connection between the groove bottom of the tenth sub-tool groove and the groove bottom of the ninth sub-tool groove and the groove bottom of the eleventh sub-tool groove.

[0015] According to the technical solution of the present invention, longitudinal grooves of a tire tread structure extend along the circumference of the tire. The longitudinal grooves include a plurality of interconnected first sub-longitudinal grooves and a plurality of second sub-longitudinal grooves. The second sub-longitudinal grooves are located between two adjacent first sub-longitudinal grooves. The first sub-longitudinal grooves and the second sub-longitudinal grooves are arranged at a first angle A1, and the first angle A1 satisfies the following conditions: 120°≤A1≤160°. A plurality of longitudinal grooves are provided, the plurality of longitudinal grooves being spaced apart along the width of the tire to separate the tire tread into two shoulder pattern portions and a plurality of intermediate pattern portions located between the two shoulder pattern portions. The longitudinal grooves located between two adjacent intermediate pattern portions are first longitudinal grooves. A strip-shaped stone-repelling structure is provided at the bottom of the longitudinal grooves. The strip-shaped stone-repelling structure provided at the bottom of the first longitudinal grooves is the first stone-repelling structure. The distance between the groove wall of the first longitudinal groove and at least a portion of the outer surface of the first stone-repelling structure gradually increases along the direction from the groove bottom of the first longitudinal groove to the tread. In this way, the longitudinal grooves actually adopt a broken-line groove design with a large bending angle (the value of A1) to effectively alleviate the force on the tread and reduce stress concentration, which is conducive to ensuring uniform pressure distribution, avoiding early wear and damage to the tread, and overall improving the wear resistance of the tread. The strip-shaped stone-removing structure arranged in the longitudinal grooves can prevent road stones from entering the longitudinal grooves, thereby improving the tire's stone-removing performance. At the same time, the middle pattern portion, as the core contact area between the tread and the driving surface, is more prone to stone pinching and stone jamming problems. When a stone is stuck between the first stone-removing structure and the groove wall, it will move under the driving force of the tire's rolling. Due to the gradual change in the distance between the first stone-removing structure and the groove wall, the stone is more likely to break free from the stuck position and be thrown out under the action of the tire's centrifugal force, further improving the tire's anti-stone pinching performance, thereby solving the problem of low wear resistance and anti-stone pinching performance of new energy bus tires in the prior art, and extending the tire's service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] 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:

[0017] Figure 1 A partial front view of an embodiment of a tire tread structure according to the present invention is shown;

[0018] Figure 2 Shown Figure 1 A cross-sectional view of the tire tread structure at BB;

[0019] Figure 3 Shown Figure 1 A cross-sectional view of the tire tread structure at CC;

[0020] Figure 4 Shown Figure 1 A cross-sectional view of the tire tread structure at DD;

[0021] Figure 5 Shown Figure 1 A cross-sectional view of the tire tread structure at EE;

[0022] Figure 6 Shown Figure 1 Cross-sectional view of the tire tread structure at F'-F'.

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

[0024] 1. Shoulder tread; 2. Center tread; 3. Crown tread;

[0025] 10. longitudinal groove; 11. first sub-longitudinal groove; 12. second sub-longitudinal groove; 13. first longitudinal groove; 14. second longitudinal groove;

[0026] 20. Strip stone row structure; 21. First stone row structure; 211. First inclined surface; 212. First plane; 213. Second inclined surface; 22. Second stone row structure; 221. Second plane; 222. Third plane; 223. Fourth plane; 23. First sub-stone row structure; 24. Second sub-stone row structure; 25. Third sub-stone row structure;

[0027] 30. first communicating groove;

[0028] 40. Second connecting groove;

[0029] 50, first grooving groove; 51, first sub-grooving groove; 52, second sub-grooving groove; 53, third sub-grooving groove; 54, fourth sub-grooving groove; 55, fifth sub-grooving groove; 56, first structural reinforcement portion; 57, first transition surface; 571, second arcuate transition surface; 572, third inclined surface;

[0030] 60, second sipe; 61, sixth sub-sipe; 62, seventh sub-sipe; 63, eighth sub-sipe; 64, second structural reinforcement;

[0031] 70. Third knife groove; 71. Main knife groove; 72. Branch knife groove; 721. First sub-branch knife groove; 722. Second sub-branch knife groove; 73. Ninth sub-knife groove; 74. Tenth sub-knife groove; 75. Eleventh sub-knife groove; 76. Third structural reinforcement portion. DETAILED DESCRIPTION

[0032] 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.

[0033] 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.

[0034] 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.

[0035] In order to solve the problem of low wear resistance and stone pinch resistance of tires for new energy buses in the prior art, the present application provides a tire tread structure.

[0036] like Figures 1 to 6 As shown, the tire tread structure includes: a longitudinal groove 10, extending along the circumference of the tire, the longitudinal groove 10 includes a plurality of first sub-longitudinal grooves 11 and a plurality of second sub-longitudinal grooves 12 that are interconnected, the second sub-longitudinal groove 12 is located between two adjacent first sub-longitudinal grooves 11, and the first sub-longitudinal groove 11 and the second sub-longitudinal groove 12 are arranged at a first angle A1, and the first angle A1 satisfies: 120°≤A1≤160°; wherein, there are a plurality of longitudinal grooves 10, and the plurality of longitudinal grooves 10 are spaced apart along the width direction of the tire to separate the wheel from the tire. The tread of the tire is divided into two shoulder pattern portions 1 and multiple intermediate pattern portions located between the two shoulder pattern portions 1. The longitudinal groove 10 located between two adjacent intermediate pattern portions is a first longitudinal groove 13; the strip-shaped stone-removing structure 20 is arranged on the groove bottom of the longitudinal groove 10, and the strip-shaped stone-removing structure 20 arranged on the groove bottom of the first longitudinal groove 13 is a first stone-removing structure 21. In the direction from the groove bottom of the first longitudinal groove 13 to the tread, the distance between the groove wall of the first longitudinal groove 13 and at least part of the outer surface of the first stone-removing structure 21 gradually increases.

[0037] Applying the technical solution of this embodiment, the longitudinal grooves 10 of the tire tread structure extend along the circumference of the tire. The longitudinal grooves 10 include a plurality of first sub-longitudinal grooves 11 and a plurality of second sub-longitudinal grooves 12 that are interconnected. The second sub-longitudinal grooves 12 are located between two adjacent first sub-longitudinal grooves 11. The first sub-longitudinal grooves 11 and the second sub-longitudinal grooves 12 are arranged at a first angle A1, and the first angle A1 satisfies: 120°≤A1≤160°. Among them, there are multiple longitudinal grooves 10, and the multiple longitudinal grooves 10 are arranged at intervals along the width direction of the tire to separate the tread of the tire into two shoulder pattern portions 1 and multiple intermediate pattern portions located between the two shoulder pattern portions. The longitudinal groove 10 located between two adjacent intermediate pattern portions is a first longitudinal groove 13, and the strip stone removal structure 20 is arranged on the groove bottom of the longitudinal groove 10. The strip stone removal structure 20 arranged on the groove bottom of the first longitudinal groove 13 is a first stone removal structure 21. In the direction from the groove bottom of the first longitudinal groove 13 to the tread, the distance between the groove wall of the first longitudinal groove 13 and at least part of the outer surface of the first stone removal structure 21 gradually increases. In this way, the longitudinal groove 10 actually adopts a broken line groove design with a large bending angle (the value of A1) to effectively alleviate the stress on the tread and reduce stress concentration, which is conducive to ensuring uniform pressure distribution, avoiding early wear and damage on the tread, and overall improving the wear resistance of the tread. The strip-shaped stone-removing structure 20 arranged in the longitudinal groove 10 can prevent road stones from entering the longitudinal groove, thereby improving the stone-removing performance of the tire. At the same time, the middle pattern portion, as the core contact area between the tread and the running surface, is more prone to stone pinching and stone jamming problems. When a stone is stuck between the first stone-removing structure 21 and the groove wall, it will move under the driving force of the tire rolling. Due to the gradual change in the distance between the first stone-removing structure 21 and the groove wall, the stone is more likely to break free from the stuck position and be thrown out under the action of the tire's centrifugal force, further improving the tire's anti-stone pinching performance, thereby solving the problem of low wear resistance and anti-stone pinching performance of new energy bus tires in the prior art and extending the tire's service life.

[0038] Specifically, the longitudinal groove 10 with a zigzag groove design having a large bending angle (the value of A1) has a smaller degree of creep deformation at the turning point, thereby reducing heat generation at the turning point and improving the wear resistance and anti-skid performance of the tire.

[0039] In this embodiment, there are four longitudinal grooves 10 , which are spaced apart along the width direction of the tire to divide the tread of the tire into two shoulder pattern portions 1 and three middle pattern portions located between the two shoulder pattern portions.

[0040] It should be noted that the number of longitudinal grooves 10 is not limited thereto and can be adjusted according to working conditions and usage requirements. Optionally, the number of longitudinal grooves 10 is six, eight, ten, or more.

[0041] In this embodiment, the four longitudinal grooves 10 are actually arranged in a mirror-symmetrical manner with the center plane S of the tire as the symmetry plane, so as to further effectively alleviate the stress on the tread, reduce stress concentration, and further improve the wear resistance of the tire.

[0042] like Figure 3 As shown, the outer surface of the first stone-repelling structure 21 includes a first inclined surface 211, a first plane 212, and a second inclined surface 213, which are interconnected. The first plane 212 is located between the first inclined surface 211 and the second inclined surface 213. The first inclined surface 211 and the second inclined surface 213 are both connected to the bottom of the first longitudinal groove 13. In the direction from the bottom of the first longitudinal groove 13 to the tread, the distance between the first inclined surface 211 and the groove wall of the first longitudinal groove 13 gradually increases, and the distance between the second inclined surface 213 and the groove wall of the first longitudinal groove 13 gradually increases. Thus, the above arrangement effectively makes the first stone-repelling structure 21 a step-type stone-repelling block. This not only directly prevents stones, but also allows stones to change their fixed points during tire movement through the first inclined surface 211 and the second inclined surface 213, thereby allowing stones to escape from the groove due to centrifugal force. This further improves the stone-repelling reliability of the first stone-repelling structure 21, thereby enhancing the safety and service life of the tire.

[0043] In this embodiment, the upper base width of the terraced stone guard is 2-3 mm, the lower base width is 5-6 mm, and the height is 3-4 mm.

[0044] Specifically, the upper surface of the step-type stone guard parallel to the tread can directly play a role in stone removal. At the same time, the inclined side of the step-type stone guard can allow the fixed point of the stone to change during the movement of the tire, and then separate from the groove due to centrifugal force, further improving the stone removal effect, and the tire has higher safety performance, longer service life, and better self-cleaning performance.

[0045] like Figure 2 As shown, the longitudinal groove 10 adjacent to the shoulder pattern portion 1 is the second longitudinal groove 14, and the strip-shaped stone-removing structure 20 provided on the groove bottom of the second longitudinal groove 14 is the second stone-removing structure 22. Along the direction from the groove bottom of the second longitudinal groove 14 to the tread, the distance between the groove wall of the second longitudinal groove 14 and at least part of the outer peripheral surface of the second stone-removing structure 22 is consistent.

[0046] Specifically, the outer peripheral surface of the second stone-repelling structure 22 includes a second plane 221, a third plane 222, and a fourth plane 223, which are interconnected. The third plane 222 is located between the second plane 221 and the fourth plane 223. The second plane 221 and the fourth plane 223 are connected to the bottom of the second longitudinal groove 14. In the direction from the bottom of the second longitudinal groove 14 to the tread, the distance between the second plane 221 and the groove wall of the second longitudinal groove 14 is consistent, and the distance between the fourth plane 223 and the groove wall of the second longitudinal groove 14 is consistent. Thus, the above arrangement makes the second stone-repelling structure 22 located within the second longitudinal groove 14 a rectangular stone-repelling block. This rectangular stone-repelling block significantly increases the rigidity of the inner wall of the second longitudinal groove 14, effectively preventing deformation and cracking of the tire groove bottom. It also provides excellent stone-repelling performance, improving the wear resistance and puncture resistance of the tire.

[0047] In this embodiment, the groove depth of the second longitudinal groove 14 is 13-15 mm, the width is 12-14 mm, the width-to-depth ratio of the second longitudinal groove 14 is 0.85-0.95, the groove wall inclination angle of the second longitudinal groove 14 (the angle between the groove wall and the normal of the second longitudinal groove) is 22°-28°, and its cross-sectional shape is a symmetrical V-shaped groove with a fully circular groove bottom.

[0048] In this embodiment, the structure of the first longitudinal groove 13 is consistent with the structure of the second longitudinal groove 14 .

[0049] In this embodiment, the width of the rectangular stone guard is 5-6 mm and the height is 7-8 mm.

[0050] like Figure 1As shown, a mounting area is formed between the second sub-longitudinal groove 12 and the two first sub-longitudinal grooves 11 adjacent to the second sub-longitudinal groove 12. The strip-shaped stone-discharging structure 20 is located in the mounting area and includes a first sub-stone-discharging structure 23, a second sub-stone-discharging structure 24, and a third sub-stone-discharging structure 25 connected to each other. The second sub-stone-discharging structure 24 is located between the first sub-stone-discharging structure 23 and the third sub-stone-discharging structure 25. The first sub-stone-discharging structure 23 and the second sub-stone-discharging structure 24 form a second angle A2, and the second sub-stone-discharging structure 24 and the third sub-stone-discharging structure 25 form a third angle A3. The second angle A2 and the third angle A3 satisfy the following conditions: 120°≤A2≤160°, and 120°≤A3≤160°. In this way, the above-mentioned arrangement increases the length of the strip stone discharge structure 20, thereby improving the stone discharge performance of the strip stone discharge structure 20, while enabling the structure of the strip stone discharge structure 20 to match the structure of the zigzag longitudinal groove 10, not only ensuring that the distance between the strip stone discharge structure 20 and the groove wall is relatively appropriate, but also allowing the stones to move stably in the gap between the strip stone discharge structure 20 and the groove wall, further improving the possibility of the stones escaping from the stuck position and being discharged out of the groove.

[0051] In this embodiment, the values ​​of the second angle A2 and the third angle A3 are consistent with the value of the first angle A1, so that the strip-shaped stone-removing structure 20 and the longitudinal groove 10 are arranged parallel to each other.

[0052] like Figure 1 As shown, the tire tread structure further includes: a first connecting groove 30, disposed on the shoulder pattern portion 1, one end of the first connecting groove 30 being connected to the longitudinal groove 10, and the other end of the first connecting groove 30 extending to the tire shoulder to connect to the side of the tire; a second connecting groove 40, disposed on the middle pattern portion, the second connecting groove 40 being used to connect the longitudinal grooves 10 located on both sides of the middle pattern portion, at least part of the second connecting groove 40 being arranged in a broken line or wavy shape. In this way, the above arrangement not only separates the pattern portions to balance the rigidity of the tread, thereby increasing the interaction force between the tread and the running surface, and improving the handling performance of the tire, but also serves as a drainage function, that is, the longitudinal grooves 10 can be interconnected through the second connecting groove 40, and water can be discharged to the outside of the tire through the first connecting groove 30 to prevent water from accumulating between the tread and the running surface, thereby improving the wet handling performance of the tire.

[0053] In this embodiment, the depth of the first connecting groove 30 and the second connecting groove 40 is 3-4 mm, and both have a rounded transition with a radius greater than 0.5 mm at the groove bottom.

[0054] like Figure 1 and Figure 6As shown, there are multiple first connecting grooves 30, and the multiple first connecting grooves 30 are arranged at intervals along the circumference of the tire. The tire tread structure also includes: a first sipe 50, which is arranged on the shoulder pattern portion 1 and is located between two adjacent first connecting grooves 30, and at least part of the first sipe 50 is arranged in a broken line or wave shape; wherein, in the longitudinal section of the first sipe 50, the first sipe 50 includes a first sub-sipe 51, a second sub-sipe 52, a third sub-sipe 53, a fourth sub-sipe 54 and a fifth sub-sipe, which are connected in sequence. 55, the first sub-knife groove 51 and the fifth sub-knife groove 55 have a depth G1, the second sub-knife groove 52 and the fourth sub-knife groove 54 have a depth G2, and the third sub-knife groove 53 has a depth G3, and the depths G1, G2 and G3 satisfy the following conditions: G3<G1<G2, 2mm≤G3≤2.5mm, 5mm≤G1≤6mm, 9mm≤G2≤11mm, so as to form a first structural reinforcement portion 56 in the first knife groove 50 through the first sub-knife groove 51, the third sub-knife groove 53 and the fifth sub-knife groove 55. In this way, while the tread is separated by the first groove 50 to increase the force between the tread and the driving surface and improve the handling performance of the tire, the multi-stage first groove 50 with a depth-varying design can form a first structural reinforcement portion 56 through a portion with a smaller depth, thereby increasing the connection strength of the shoulder pattern blocks located on both sides of the first groove 50, and comprehensively improving the rigidity and supporting performance of the shoulder pattern portion 1, so that the tire still has high wear resistance and puncture resistance in the middle and late stages of use, and has a longer service life.

[0055] In this embodiment, the depth G2 is 10 mm.

[0056] like Figure 1 and Figure 4 As shown, a first arcuate transition surface is provided at the connection between the bottom of the first sub-groove 51 and the bottom of the second sub-groove 52. A first transition surface 57 is provided at the connection between the bottom of the third sub-groove 53 and the bottoms of the second and fourth sub-grooves 52 and 54, respectively. The first transition surface 57 comprises a second arcuate transition surface 571 and a third inclined surface 572 connected to the bottom of the third sub-groove 53. The third inclined surface 572 forms a fourth angle A4 with the bottom of the third sub-groove 53, satisfying the following conditions: 100°≤A4≤110°. A third arcuate transition surface is provided at the connection between the bottom of the fourth sub-groove 54 and the bottom of the fifth sub-groove 55. This configuration further streamlines the internal structure of the first groove 50, improving the rigidity and support performance of the shoulder tread portion 1 and extending the tire's service life.

[0057] Specifically, the improvement of the rigidity and supporting performance of the shoulder pattern portion 1 is beneficial for the tire to cope with the working conditions of frequent starts and stops of buses, thereby improving the wear resistance of the tire and further extending the service life of the tire.

[0058] In this embodiment, the radius of the multiple arc-shaped transition surfaces should be greater than 3 mm.

[0059] like Figure 6 As shown, the fourth angle A4 is marked as the angle between the third inclined surface 572 and the bottom of the second sub-cutting groove 52. Since the groove bottoms are parallel to each other, the size is equal to the angle between the third inclined surface 572 and the bottom of the third sub-cutting groove 53.

[0060] like Figure 1 and Figure 4 As shown, there are multiple second connecting grooves 40, and the multiple second connecting grooves 40 are arranged at intervals along the circumference of the tire. The multiple intermediate pattern portions include a central pattern portion 2, and at least part of the central pattern portion 2 coincides with the center plane S of the tire. The tire tread structure also includes: a second sipe 60, which is arranged on the central pattern portion 2 and between two adjacent second connecting grooves 40, and at least part of the second sipe 60 is arranged in a broken line or wavy shape; in the longitudinal section of the second sipe 60, the second sipe 60 includes a sixth sub-sipe 61, a first sub-sipe 62, and a second sub-sipe 63 that are connected in sequence. The seventh sub-groove 62 and the eighth sub-groove 63, the sixth sub-groove 61 and the eighth sub-groove 63 have a depth G4, the seventh sub-groove 62 has a depth G5, and the depth G4 and the depth G5 satisfy: G4>G5, 2mm≤G5≤2.5mm, 9mm≤G4≤11mm, so as to form a second structural reinforcement portion 64 in the second groove 60 through the seventh sub-groove 62; wherein, the connection between the groove bottom of the seventh sub-groove 62 and the groove bottom of the sixth sub-groove 61 and the groove bottom of the eighth sub-groove 63 is provided with a fourth arc-shaped transition surface. As a result, the second sipes 60 on the center tread portion 2 also adopt a multi-stage design with varying depths. While the second sipes 60 separate the tread, increasing the interaction between the tread and the running surface, thus improving the tire's handling performance, the second structural reinforcements 64 formed by the second sipes 60 also increase the connection strength of the center blocks on either side of the second sipes 60, comprehensively improving the rigidity of the center tread portion 2 and extending the tire's service life. Furthermore, the second sipes 60 also cut through water film, preventing the formation of a complete water film between the center tread portion 2 and the running surface, thereby improving the tire's handling in rainy weather.

[0061] In this embodiment, the depth G4 is 10 mm.

[0062] like Figure 1 and Figure 5As shown, the plurality of intermediate pattern portions include a crown pattern portion 3 located between the center pattern portion 2 and the shoulder pattern portion 1, and the tire tread structure further includes: a third sipe 70, which is arranged on the crown pattern portion 3 and is located between two adjacent second connecting grooves 40, the third sipe 70 having a main sipe 71 and at least two branch sipes 72 connected to the main sipe 71, the branch sipe 72 including a first sub-branch sipe 721 and a second sub-branch sipe 722 connected to each other, the first sub-branch sipe 721 being connected to the main sipe 71 at one end away from the second sub-branch sipe 722, the main sipe 71 and the first sub-branch sipe 721 being arranged at a fifth angle A5, the first sub-branch sipe 721 and the second sub-branch sipe 722 being arranged at a sixth angle A6, the fifth angle A5 and the sixth angle A6 satisfy: 1 10°≤A5≤130°, 110°≤A6≤130°; the main knife groove 71 and any one of the branch knife grooves 72 form a preset knife groove. In the longitudinal section of the preset knife groove, the preset knife groove includes a ninth sub-knife groove 73, a tenth sub-knife groove 74 and an eleventh sub-knife groove 75 connected in sequence. The ninth sub-knife groove 73 and the eleventh sub-knife groove 75 have a depth G6, and the eleventh sub-knife groove 75 has a depth G7. The depth G6 and the depth G7 satisfy: G6>G7, 2mm≤G7≤2.5mm, 9mm≤G6≤11mm, so as to form a third structural reinforcement portion 76 in the third knife groove 70 through the tenth sub-knife groove 74; a fifth arc-shaped transition surface is provided at the connection between the groove bottom of the tenth sub-knife groove 74 and the groove bottom of the ninth sub-knife groove 73 and the groove bottom of the eleventh sub-knife groove 75. Thus, the above arrangement enables the third sipe 70 located on the crown tread portion 3 to also adopt a multi-stage design with varying depths, forming a "Y"-shaped structure. While the third sipe 70 separates the tread to increase the interaction between the tread and the running surface, thereby improving the tire's handling performance, the third structural reinforcement 76 formed by the third sipe 70 increases the connection strength of the central pattern blocks located on both sides of the third sipe 70, comprehensively improving the rigidity of the crown tread portion 3 and extending the service life of the tire. At the same time, the third sipe 70 can also cut the water film to prevent the formation of a complete water film between the crown tread portion 3 and the running surface, thereby improving the tire's ability to drive in rainy weather. At the same time, the above arrangement also makes the structure of the third sipe 70 more beautiful, thereby improving the tire's appearance.

[0063] In this embodiment, there are two blade-supporting grooves 72 .

[0064] It should be noted that the number of the blade support grooves 72 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, there are three, four, five, six, or more blade support grooves 72.

[0065] In this embodiment, the fifth angle A5 and the sixth angle A6 are both 120°, so that the main knife groove 71 and the two first sub-branch knife grooves 721 form a radial structure with a central angle of 120°, and the second sub-branch knife grooves 722 are parallel to the main knife groove 71.

[0066] In this embodiment, the width of the longitudinal grooves 10 is designed to be relatively small, allowing the shoulder tread portion 1, the center tread portion 2, and the crown tread portion 3 to form large-area tread blocks, ensuring the tire has excellent driving, traction, and wet skid resistance. Furthermore, the large-area tread blocks provide the tire with excellent puncture, cut, and tear resistance.

[0067] In this embodiment, the pattern blocks of the shoulder pattern portion 1 , the center pattern portion 2 , and the crown pattern portion 3 have the same length, and the ratio of their widths is 1:0.93:1.33.

[0068] This embodiment also provides a tire (not shown), which includes the tire tread structure described above.

[0069] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0070] The longitudinal grooves of the tire tread structure extend circumferentially of the tire. The longitudinal grooves include a plurality of interconnected first sub-longitudinal grooves and a plurality of second sub-longitudinal grooves. The second sub-longitudinal grooves are located between two adjacent first sub-longitudinal grooves. The first sub-longitudinal grooves and the second sub-longitudinal grooves are arranged at a first angle A1, and the first angle A1 satisfies the following: 120°≤A1≤160°. There are a plurality of longitudinal grooves, spaced apart along the width of the tire to divide the tire tread into two shoulder tread portions and a plurality of intermediate tread portions located between the two shoulder tread portions. The longitudinal grooves located between two adjacent intermediate tread portions are first longitudinal grooves. A strip-shaped stone-repelling structure is disposed at the bottom of the longitudinal grooves. The strip-shaped stone-repelling structure disposed at the bottom of the first longitudinal grooves is the first stone-repelling structure. The distance between the groove wall of the first longitudinal groove and at least a portion of the outer surface of the first stone-repelling structure gradually increases along the direction from the groove bottom of the first longitudinal groove to the tread. In this way, the longitudinal grooves actually adopt a broken-line groove design with a large bending angle (the value of A1) to effectively alleviate the force on the tread and reduce stress concentration, which is conducive to ensuring uniform pressure distribution, avoiding early wear and damage to the tread, and overall improving the wear resistance of the tread. The strip-shaped stone-removing structure arranged in the longitudinal grooves can prevent road stones from entering the longitudinal grooves, thereby improving the tire's stone-removing performance. At the same time, the middle pattern portion, as the core contact area between the tread and the driving surface, is more prone to stone pinching and stone jamming problems. When a stone is stuck between the first stone-removing structure and the groove wall, it will move under the driving force of the tire's rolling. Due to the gradual change in the distance between the first stone-removing structure and the groove wall, the stone is more likely to break free from the stuck position and be thrown out under the action of the tire's centrifugal force, further improving the tire's anti-stone pinching performance, thereby solving the problem of low wear resistance and anti-stone pinching performance of new energy bus tires in the prior art, and extending the tire's service life.

[0071] Obviously, the embodiments described above are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0072] 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.

[0073] 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.

[0074] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A tire tread structure, characterized in that: include: A longitudinal groove (10) extends along the circumference of the tire, the longitudinal groove (10) comprising a plurality of first sub-longitudinal grooves (11) and a plurality of second sub-longitudinal grooves (12) that are interconnected, the second sub-longitudinal groove (12) being located between two adjacent first sub-longitudinal grooves (11), the first sub-longitudinal groove (11) and the second sub-longitudinal groove (12) being arranged at a first angle A1, the first angle A1 satisfying the following: 120°≤A1≤160°; There are a plurality of longitudinal grooves (10), and the plurality of longitudinal grooves (10) are arranged at intervals along the width direction of the tire to separate the tread of the tire into two shoulder pattern portions (1) and a plurality of intermediate pattern portions located between the two shoulder pattern portions (1), and the longitudinal groove (10) located between two adjacent intermediate pattern portions is a first longitudinal groove (13); A strip-shaped stone-removing structure (20) is arranged on the bottom of the longitudinal groove (10). The strip-shaped stone-removing structure (20) arranged on the bottom of the first longitudinal groove (13) is a first stone-removing structure (21). In a direction from the bottom of the first longitudinal groove (13) to the tread, the distance between the groove wall of the first longitudinal groove (13) and at least a portion of the outer surface of the first stone-removing structure (21) gradually increases.

2. The tire tread structure according to claim 1, characterized in that: The outer surface of the first stone row structure (21) comprises a first inclined surface (211), a first plane (212) and a second inclined surface (213) connected to each other, the first plane (212) is located between the first inclined surface (211) and the second inclined surface (213), and the first inclined surface (211) and the second inclined surface (213) are both connected to the bottom of the first longitudinal groove (13); Wherein, along the direction from the bottom of the first longitudinal groove (13) to the tread, the distance between the first inclined surface (211) and the groove wall of the first longitudinal groove (13) gradually increases, and the distance between the second inclined surface (213) and the groove wall of the first longitudinal groove (13) gradually increases.

3. The tire tread structure according to claim 1, wherein: The longitudinal groove (10) adjacent to the shoulder pattern portion (1) is a second longitudinal groove (14); the strip-shaped stone-removing structure (20) provided on the groove bottom of the second longitudinal groove (14) is a second stone-removing structure (22); and in a direction from the groove bottom of the second longitudinal groove (14) to the tread, the distance between the groove wall of the second longitudinal groove (14) and at least a portion of the outer peripheral surface of the second stone-removing structure (22) is consistent.

4. The tire tread structure according to claim 3, characterized in that: The outer peripheral surface of the second stone row structure (22) includes a second plane (221), a third plane (222), and a fourth plane (223) connected to each other, the third plane (222) is located between the second plane (221) and the fourth plane (223), and the second plane (221) and the fourth plane (223) are connected to the bottom of the second longitudinal groove (14); Wherein, in the direction from the bottom of the second longitudinal groove (14) to the tread, the distance between the second plane (221) and the groove wall of the second longitudinal groove (14) is consistent, and the distance between the fourth plane (223) and the groove wall of the second longitudinal groove (14) is consistent.

5. The tire tread structure according to claim 4, characterized in that: An installation area is formed between the second sub-longitudinal groove (12) and two first sub-longitudinal grooves (11) adjacent to the second sub-longitudinal groove (12); the strip-shaped stone-discharging structure (20) is located in the installation area and comprises a first sub-stone-discharging structure (23), a second sub-stone-discharging structure (24) and a third sub-stone-discharging structure (25) connected to each other; the second sub-stone-discharging structure (24) is located between the first sub-stone-discharging structure (23) and the third sub-stone-discharging structure (25); The extension direction of the first sub-stone-rowing structure (23) and the extension direction of the second sub-stone-rowing structure (24) are arranged at a second angle A2, and the extension direction of the second sub-stone-rowing structure (24) and the extension direction of the third sub-stone-rowing structure (25) are arranged at a third angle A3, and the second angle A2 and the third angle A3 satisfy: 120°≤A2≤160°, 120°≤A3≤160°.

6. The tire tread structure according to claim 1, wherein: The tire tread structure further comprises: A first connecting groove (30) is provided on the shoulder pattern portion (1), one end of the first connecting groove (30) is connected to the longitudinal groove (10), and the other end of the first connecting groove (30) extends to the shoulder of the tire to communicate with the side of the tire; A second connecting groove (40) is provided on the middle tread portion, the second connecting groove (40) being used to connect the longitudinal grooves (10) located on both sides of the middle tread portion, and at least a portion of the second connecting groove (40) is provided in a broken line or wave shape.

7. The tire tread structure according to claim 6, characterized in that: There are a plurality of the first connecting grooves (30), and the plurality of the first connecting grooves (30) are arranged at intervals along the circumference of the tire. The tire tread structure further comprises: A first sipe (50) is provided on the shoulder tread portion (1) and is located between two adjacent first connecting grooves (30), wherein at least a portion of the first sipe (50) is provided in a broken line shape or a wave shape; Wherein, in the longitudinal section of the first knife groove (50), the first knife groove (50) includes a first sub-knife groove (51), a second sub-knife groove (52), a third sub-knife groove (53), a fourth sub-knife groove (54) and a fifth sub-knife groove (55) connected in sequence, the first sub-knife groove (51) and the fifth sub-knife groove (55) have a depth G1, the second sub-knife groove (52) and the fourth sub-knife groove (54) have a depth G2, and the third sub-knife groove (53) has a depth G3, and the depth G1, the depth G2 and the depth G3 satisfy: G3<G1<G2, 2mm≤G3≤2.5mm, 5mm≤G1≤6mm, 9mm≤G2≤11mm, so as to form a first structural reinforcement part (56) in the first knife groove (50) through the first sub-knife groove (51), the third sub-knife groove (53) and the fifth sub-knife groove (55).

8. The tire tread structure according to claim 7, characterized in that: A first arc-shaped transition surface is provided at the connection between the groove bottom of the first sub-groove (51) and the groove bottom of the second sub-groove (52); A first transition surface (57) is provided at the connection between the groove bottom of the third sub-groove (53) and the groove bottom of the second sub-groove (52) and the groove bottom of the fourth sub-groove (54), and the first transition surface (57) includes a second arc-shaped transition surface (571) and a third inclined surface (572) connected to each other, and the third inclined surface (572) is connected to the groove bottom of the third sub-groove (53); wherein the third inclined surface (572) and the groove bottom of the third sub-groove (53) are arranged at a fourth angle A4, and the fourth angle A4 satisfies: 100°≤A4≤110°; A third arc-shaped transition surface is provided at the connection between the groove bottom of the fourth sub-groove (54) and the groove bottom of the fifth sub-groove (55).

9. The tire tread structure according to claim 8, characterized in that: There are a plurality of second connecting grooves (40), and the plurality of second connecting grooves (40) are spaced apart along the circumference of the tire. The plurality of intermediate tread portions include a central tread portion (2), and at least part of the central tread portion (2) coincides with the center plane S of the tire. The tire tread structure further comprises: A second sipe (60) is provided on the central tread portion (2) and is located between two adjacent second connecting grooves (40), with at least a portion of the second sipe (60) being provided in a broken line or wave shape; In the longitudinal section of the second knife groove (60), the second knife groove (60) includes a sixth sub-knife groove (61), a seventh sub-knife groove (62) and an eighth sub-knife groove (63) which are connected in sequence, the sixth sub-knife groove (61) and the eighth sub-knife groove (63) have a depth G4, the seventh sub-knife groove (62) has a depth G5, and the depth G4 and the depth G5 satisfy the following conditions: G4>G5, 2mm≤G5≤2.5mm, 9mm≤G4≤11mm, so as to form a second structural reinforcement portion (64) in the second knife groove (60) through the seventh sub-knife groove (62); Wherein, the groove bottom of the seventh sub-groove (62), the groove bottom of the sixth sub-groove (61), and the groove bottom of the eighth sub-groove (63) are all provided with a fourth arc-shaped transition surface.

10. The tire tread structure according to claim 9, characterized in that: The plurality of intermediate tread portions include a crown tread portion (3) located between the central tread portion (2) and the shoulder tread portion (1), and the tire tread structure further includes: a third knife groove (70) provided on the crown pattern portion (3) and located between two adjacent second connecting grooves (40), the third knife groove (70) comprising a main knife groove (71) and at least two branch knife grooves (72) connected to the main knife groove (71), the branch knife groove (72) comprising a first sub-branch knife groove (721) and a second sub-branch knife groove (722) connected to each other, the first sub-branch knife groove (721) being connected to the main knife groove (71) at one end away from the second sub-branch knife groove (722), the main knife groove (71) and the first sub-branch knife groove (721) being arranged at a fifth angle A5, the first sub-branch knife groove (721) and the second sub-branch knife groove (722) being arranged at a sixth angle A6, the fifth angle A5 and the sixth angle A6 satisfying the following conditions: 110°≤A5≤130°, 110°≤A6≤130°; The main knife groove (71) and any one of the branch knife grooves (72) form a preset knife groove. In the longitudinal section of the preset knife groove, the preset knife groove includes a ninth sub-knife groove (73), a tenth sub-knife groove (74) and an eleventh sub-knife groove (75) connected in sequence. The ninth sub-knife groove (73) and the eleventh sub-knife groove (75) have a depth G6, and the eleventh sub-knife groove (75) has a depth G7. The depth G6 and the depth G7 satisfy the following conditions: G6>G7, 2mm≤G7≤2.5mm, 9mm≤G6≤11mm, so as to form a third structural reinforcement portion (76) in the third knife groove (70) through the tenth sub-knife groove (74); a fifth arc-shaped transition surface is provided at the connection between the groove bottom of the tenth sub-knife groove (74) and the groove bottom of the ninth sub-knife groove (73) and the groove bottom of the eleventh sub-knife groove (75).

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