Tire tread structure

Abstract

The utility model provides a tire tread structure which comprises a plurality of longitudinal grooves arranged at intervals along the width direction of a tire so as to divide a tire tread into a plurality of pattern parts; a plurality of transverse grooves are formed in any pattern part and are arranged at intervals in the circumferential direction of the tire, so that the pattern part is divided into a plurality of pattern blocks; the transverse cutter grooves are formed in the pattern blocks; in the two transverse cutter grooves adjacent to the pattern block, one end of the longitudinal concave part extends to the side surface of the pattern block so as to be communicated with one transverse cutter groove, and the other end of the longitudinal concave part penetrates through the transverse cutter groove in the pattern block and is arranged at an interval with the other transverse cutter groove; wherein the pattern parts located on the side, close to the outer side of the tire, of the tire center face S have the total width W1, the pattern parts located on the side, close to the inner side of the tire, of the tire center face S have the total width W2, and the total width W1 is larger than the total width W2. According to the utility model, the problem that the control performance of a tire in the prior art is low is effectively solved.

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] With the rapid development of automotive technology, users have higher expectations for vehicle handling, safety, comfort, and other performance. As the only component of a car that comes into contact with the ground, tires have a significant impact on the car's driving performance. In particular, the tire's tread pattern structure directly determines the tire's handling, wet-slip, comfort, and safety performance. Among these performance characteristics, tire handling is particularly important, as it not only affects the driver's driving experience but also their personal safety.

[0003] However, the handling performance and safety performance of tires brought about by the tire pattern structure in the prior art have gradually failed to match the increasingly improved driving and driving performance of vehicles, seriously affecting the personal safety of passengers. Utility Model Content

[0004] The main purpose of the utility model is to provide a tire tread structure to solve the problem of low handling performance of tires in the prior art.

[0005] To achieve the above-mentioned object, the utility model provides a tire tread structure, comprising: longitudinal grooves extending along the circumference of the tire, the longitudinal grooves being multiple and spaced apart along the width direction of the tire to divide the tire tread into a plurality of pattern sections; transverse grooves provided on the pattern sections, the transverse grooves being multiple and spaced apart along the circumference of the tire to divide the pattern section into a plurality of pattern blocks; transverse sipes provided on the pattern blocks; longitudinal recesses provided on at least one pattern block, wherein, in two transverse sipes adjacent to the pattern block, one end of the longitudinal recess extends to a side surface of the pattern block to communicate with one transverse sipe, and the other end of the longitudinal recess penetrates the transverse sipes on the pattern block and is spaced apart from the other transverse sipe; wherein the pattern section located on the outer side of the tire center plane S has a total width W1, and the pattern section located on the inner side of the tire center plane S has a total width W2, and the total width W1 and the total width W2 satisfy the following relationship: W1>W2.

[0006] Furthermore, the longitudinal recess is arranged in a strip shape, and the width of the longitudinal recess gradually decreases along the direction from the connecting end of the longitudinal recess to the other end of the longitudinal recess. The extension direction of the longitudinal recess is arranged at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 70°≤A1≤75°.

[0007] Furthermore, the multiple pattern portions include an inner shoulder pattern portion arranged near the inner side of the tire, the transverse grooves arranged on the inner shoulder pattern portion are inner shoulder transverse grooves, the inner shoulder transverse grooves include a first sub-connecting groove and a second sub-connecting groove that are connected to each other, the second sub-connecting groove is arranged near the longitudinal groove relative to the first sub-connecting groove, the second sub-connecting groove is connected to the longitudinal groove, and the first sub-connecting groove extends away from one end of the second sub-connecting groove to the shoulder of the tire to be connected with the inner side of the tire; wherein the depth of the second sub-connecting groove is less than the depth of the first sub-connecting groove, so as to form a first structural reinforcement portion in the inner shoulder transverse groove through the groove bottom of the second sub-connecting groove.

[0008] Furthermore, the multiple pattern portions also include an outer shoulder pattern portion arranged near the outer side of the tire, and the tire tread structure also includes: an outer shoulder transverse groove, arranged on the outer shoulder pattern portion, the outer shoulder transverse groove including a straight section and a bent section connected to each other, the straight section is arranged relative to the bent section near the longitudinal groove, and there is a preset distance between one end of the straight section away from the bent section and the side of the outer shoulder pattern portion near the longitudinal groove; wherein, a first chamfer is provided at the connection between at least part of the inner wall of the outer shoulder transverse groove and the tread.

[0009] Furthermore, the transverse sipes provided on the inner shoulder tread portion and the outer shoulder tread portion are shoulder transverse sipes. Along the depth direction of the shoulder transverse sipes, the shoulder transverse sipes include a smooth section and a zigzag section that are interconnected. The smooth section is arranged close to the groove bottom away from the zigzag section relative to the zigzag section. Along the width direction of the tire, the zigzag section is arranged in a broken line or wavy shape.

[0010] Furthermore, the tread portion that at least partially overlaps with the center plane S of the tire is a central tread portion, and the transverse grooves arranged on the central tread portion are central transverse grooves. The central transverse grooves include a third sub-connecting groove and a fourth sub-connecting groove that are connected to each other, and the ends of the third sub-connecting groove and the fourth sub-connecting groove away from each other are respectively connected to the longitudinal grooves located on both sides of the central tread portion; wherein, the width W3 of the third sub-connecting groove is greater than the width W4 of the fourth sub-connecting groove.

[0011] Furthermore, the pattern portion located between the inner shoulder pattern portion and the center pattern portion is the inner crown pattern portion, the transverse groove arranged on the inner crown pattern portion is the inner crown transverse groove, and the longitudinal recess is arranged on the inner crown pattern portion; wherein, the connecting end between the longitudinal recess and the inner crown transverse groove separates the inner crown transverse groove into a fifth sub-connecting groove and a sixth sub-connecting groove, the fifth sub-connecting groove is arranged close to the inner side of the tire relative to the sixth sub-connecting groove, and the width W5 of the fifth sub-connecting groove is greater than the width W6 of the sixth sub-connecting groove.

[0012] Furthermore, the fifth sub-connecting groove includes a first groove, a second groove and a third groove that are connected to each other, the second groove is located between the first groove and the third groove, and the third groove is arranged relative to the first groove and close to the sixth sub-connecting groove; wherein, the depth of the first groove is greater than the depth of the second groove, and the depth of the third groove is greater than the depth of the second groove, so as to form a second structural reinforcement portion in the fifth sub-connecting groove through the bottom of the second groove.

[0013] Furthermore, the pattern portion located between the outer shoulder pattern portion and the center pattern portion is the outer crown pattern portion, and the transverse grooves arranged on the outer crown pattern portion include: a first outer crown transverse groove, including a seventh sub-connecting groove, an eighth sub-connecting groove and a ninth sub-connecting groove that are connected to each other, the eighth sub-connecting groove is located between the seventh sub-connecting groove and the ninth sub-connecting groove, and the ends of the eighth sub-connecting groove and the ninth sub-connecting groove away from each other are connected to the longitudinal grooves located on both sides of the outer crown pattern portion, the width of the seventh sub-connecting groove is greater than the width of the eighth sub-connecting groove, and the width of the ninth sub-connecting groove is greater than the width of the eighth sub-connecting groove; the second outer crown transverse groove includes a tenth sub-connecting groove, an eleventh sub-connecting groove, a twelfth sub-connecting groove and a thirteenth sub-connecting groove that are connected in sequence. The connecting grooves, the ends of the tenth sub-connecting groove and the thirteenth sub-connecting groove away from each other are respectively connected to the longitudinal grooves located on both sides of the outer crown pattern portion, the tenth sub-connecting groove has a depth G1, the eleventh sub-connecting groove has a depth G2, the twelfth sub-connecting groove has a depth G3, and the thirteenth sub-connecting groove has a depth G4, and the depths G1, G2, G3 and G4 satisfy: G1<(G2, G4), G3<(G2, G4), so as to form a third structural reinforcement portion in the second outer crown transverse groove through the groove bottom of the tenth sub-connecting groove and the groove bottom of the twelfth sub-connecting groove; wherein, there are multiple first outer crown transverse grooves, there are multiple second outer crown transverse grooves, and the first outer crown transverse groove is located between two adjacent second outer crown transverse grooves.

[0014] Furthermore, the contact surface between the tread and the driving surface has a width TAW, and along the inner side of the tire to the outer side of the tire, the plurality of longitudinal grooves include a first longitudinal groove, a second longitudinal groove, a third longitudinal groove and a fourth longitudinal groove arranged in sequence, and the width w1 of the first longitudinal groove, the width w2 of the second longitudinal groove, the width w3 of the third longitudinal groove, the width w4 of the fourth longitudinal groove and the width TAW satisfy the following conditions: 0.0607TAW≤w1≤0.0667TAW, 0.0568TAW≤w2≤0.0628TAW, 0.0568TAW≤w3≤0.0628TAW, 0.0529TAW ≤w4≤0.0589TAW; the tire tread structure has a plurality of pitch units arranged along the circumference of the tire, each pitch unit includes at least two sub-pitch units arranged along the circumference of the tire, and the pitch P1 of the first pitch unit, the pitch P2 of the second pitch unit, the pitch P3 of the third pitch unit, the pitch P4 of the fourth pitch unit and the pitch P5 in the fifth pitch unit among the plurality of pitch units satisfy 0.971P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, and 1.439P1≤P5≤1.499P1.

[0015] According to the technical solution of the present invention, a tire tread structure includes longitudinal grooves extending circumferentially of the tire, a plurality of longitudinal grooves spaced apart along the width of the tire to divide the tire tread into a plurality of tread sections, transverse grooves disposed on each tread section, a plurality of transverse grooves disposed circumferentially of each tread section to divide the tread section into a plurality of tread blocks, transverse sipes disposed on each tread block, and longitudinal recesses disposed on at least one tread block. In two adjacent connecting grooves of the tread block, one end of the longitudinal recess extends to a side of the tread block to communicate with the first connecting groove, while the other end of the longitudinal recess penetrates the transverse sipe on the tread block and is spaced apart from the second connecting groove. The tread section located on the outer side of the tire center plane S has a total width W1, and the tread section located on the inner side of the tire center plane S has a total width W2, and the total widths W1 and W2 satisfy the following relationship: W1>W2. In this way, the tire tread structure of the present application actually adopts a design of a large number of transverse grooves and transverse sipes. On the one hand, water channels can be formed between the transverse grooves, transverse sipes and longitudinal grooves to play a role in drainage when the tire is running on wet and slippery roads, thereby improving the tire's ability to run on wet and slippery roads; on the other hand, a large number of transverse grooves and transverse sipes can balance the rigidity of the tread to increase the interaction force between the tread and the running surface, thereby improving the braking performance and handling performance of the tire as a whole. Since the area of ​​the pattern portion of the tire center plane S close to the outside of the tire is larger (the circumference is certain, the larger the width, the larger the area), the rigidity of the pattern portion of the tire center plane S close to the outside of the tire is greater, which helps to increase the friction between the tire and the running surface when the vehicle turns, further improving the tire's grip and handling performance. At the same time, the provision of the longitudinal recesses can further balance the rigidity of the pattern portion in a targeted manner (balanced along the circumference of the tire) to further increase the interaction force between the tire and the driving surface. The above designs complement and interact with each other, thereby ensuring that the tire has extremely high handling performance to the greatest extent, protecting the personal safety of passengers and drivers, and thus solving the problem of low handling performance of tires in the prior art. 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 1A front view of a pitch unit of a tire tread structure;

[0019] Figure 3 Shown Figure 1 A schematic cross-sectional view of a first longitudinal groove of a tire tread structure;

[0020] Figure 4 Shown Figure 1 A schematic cross-sectional view of a second longitudinal groove of the tire tread structure;

[0021] Figure 5 Shown Figure 1 A schematic cross-sectional view of a third longitudinal groove of the tire tread structure;

[0022] Figure 6 Shown Figure 1 A schematic cross-sectional view of a fourth longitudinal groove of the tire tread structure;

[0023] Figure 7 Shown Figure 1 A schematic cross-sectional view of the inner shoulder transverse groove of the tire tread structure;

[0024] Figure 8 Shown Figure 1 A schematic cross-sectional view of a central transverse groove of a tire tread structure;

[0025] Figure 9 Shown Figure 1 Schematic cross-sectional view of the crown transverse sipes arranged on the inner crown pattern portion of the tire tread structure.

[0026] The above drawings include the following reference numerals:

[0027] 10. longitudinal groove; 11. first longitudinal groove; 12. second longitudinal groove; 13. third longitudinal groove; 14. fourth longitudinal groove;

[0028] 20. Tread portion; 21. Inner shoulder tread portion; 22. Outer shoulder tread portion; 23. Center tread portion; 24. Inner crown tread portion; 241. Third chamfer; 25. Outer crown tread portion; 251. Fourth chamfer; 252. Fifth chamfer;

[0029] 30, transverse groove; 31, inner shoulder transverse groove; 311, first sub-connecting groove; 312, second sub-connecting groove; 313, first structural reinforcement; 314, second chamfer; 32, outer shoulder transverse groove; 321, straight segment; 322, curved segment; 323, first chamfer; 33, center transverse groove; 331, third sub-connecting groove; 332, fourth sub-connecting groove; 34, inner crown transverse groove; 341, fifth sub-connecting groove; 3411, first groove; 3 412, second groove; 3413, third groove; 3414, second structural reinforcement; 342, sixth sub-connecting groove; 35, first outer crown transverse groove; 351, seventh sub-connecting groove; 352, eighth sub-connecting groove; 353, ninth sub-connecting groove; 36, second outer crown transverse groove; 361, tenth sub-connecting groove; 362, eleventh sub-connecting groove; 363, twelfth sub-connecting groove; 364, thirteenth sub-connecting groove; 365, third structural reinforcement;

[0030] 40. Transverse sipes; 41. Shoulder transverse sipes; 42. Crown transverse sipes;

[0031] 50, longitudinal concave;

[0032] 60. Oblique groove. DETAILED DESCRIPTION

[0033] 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.

[0034] 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.

[0035] 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.

[0036] In order to solve the problem of low handling performance of tires in the prior art, the present application provides a tire tread structure.

[0037] like Figures 1 to 9As shown, the tire tread structure includes longitudinal grooves 10, transverse grooves 30, transverse sipes 40, and longitudinal recesses 50. The longitudinal grooves 10 extend circumferentially along the tire. There are multiple longitudinal grooves 10, spaced apart along the tire's width, dividing the tire's tread into multiple tread sections 20. Transverse grooves 30 are provided on each tread section 20. There are multiple transverse grooves 30 on any given tread section 20, spaced apart along the tire's circumference, dividing that section 20 into multiple tread blocks. Transverse sipes 40 are provided on each tread block. A longitudinal recess 50 is provided on at least one tread block. In two adjacent connecting grooves, one end of the longitudinal recess 50 extends to the side of the tread block to connect with one connecting groove. The other end of the longitudinal recess 50 penetrates the transverse sipe 40 on the tread block and is spaced apart from the other connecting groove. The tread portion 20 located on the tire center plane S close to the outer side of the tire has a total width W1, and the tread portion 20 located on the tire center plane S close to the inner side of the tire has a total width W2. The total width W1 and the total width W2 satisfy: W1>W2.

[0038] Applying the technical solution of this embodiment, the longitudinal grooves 10 of the tire tread structure extend along the circumference of the tire, and there are multiple longitudinal grooves 10, and the multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to separate the tire tread into multiple pattern portions 20, and the transverse grooves 30 are provided on the pattern portion 20, and there are multiple transverse grooves 30 on any pattern portion 20, and the multiple transverse grooves 30 are spaced apart along the circumference of the tire to separate the pattern portion 20 into multiple pattern blocks, and the transverse sipes 40 are provided on the pattern blocks, and the longitudinal recesses 50 are provided on at least one pattern block. In the two transverse grooves 30 adjacent to the pattern block, one end of the longitudinal recess extends to the side of the pattern block to communicate with one transverse groove 30, and the other end of the longitudinal recess 50 passes through the transverse sipe 40 located on the pattern block and is spaced apart from the other transverse groove 30. The tread portion located on the tire center plane S close to the outer side of the tire has a total width W1, and the tread portion located on the tire center plane S close to the inner side of the tire has a total width W2. The total width W1 and the total width W2 satisfy: W1>W2. In this way, the tire tread structure of the present application actually adopts a design of a large number of transverse grooves 30 and transverse sipes 40. On the one hand, water channels can be formed between the transverse grooves 30, the transverse sipes 40 and the longitudinal grooves 10 to play a role in drainage when the tire is running on a wet road, thereby improving the tire's driving ability on a wet road; on the other hand, a large number of transverse grooves 30 and transverse sipes 40 can balance the rigidity of the tread to increase the interaction force between the tread and the driving surface, thereby improving the braking performance and handling performance of the tire as a whole. Since the area of ​​the pattern portion 20 near the outer side of the tire on the center plane S of the tire is larger (the circumference is certain, the larger the width, the larger the area), the rigidity of the pattern portion 20 near the outer side of the tire on the center plane S of the tire is greater, which helps to increase the friction between the tire and the driving surface when the vehicle turns, further improving the tire's grip and handling performance. At the same time, the provision of the longitudinal recess 50 can further balance the rigidity of the pattern portion 20 in a targeted manner (balanced along the circumference of the tire) to further increase the interaction force between the tire and the driving surface. The above designs complement and interact with each other, thereby ensuring that the tire has extremely high handling performance to the greatest extent, protecting the personal safety of passengers and drivers, and thus solving the problem of low handling performance of tires in the prior art.

[0039] Specifically, the tread is the surface of the tire that is used to come into contact with the running surface.

[0040] In this embodiment, there are four longitudinal grooves 10 , which are spaced apart in the width direction of the tire to divide the tread into five pattern portions 20 .

[0041] The tire tread structure has multiple pitch units arranged along the circumference of the tire, each pitch unit includes at least two sub-pitch units arranged along the circumference of the tire, and the pitch P1 of the first pitch unit, the pitch P2 of the second pitch unit, the pitch P3 of the third pitch unit, the pitch P4 of the fourth pitch unit and the pitch P5 in the fifth pitch unit among the multiple pitch units satisfy 0.971P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, 1.439P1≤P5≤1.499P1.

[0042] In this embodiment, the contact surface between the tread and the driving surface has a width TAW. From the inner side to the outer side of the tire, the multiple longitudinal grooves 10 include a first longitudinal groove 11, a second longitudinal groove 12, a third longitudinal groove 13 and a fourth longitudinal groove 14 arranged in sequence. The width w1 of the first longitudinal groove 11, the width w2 of the second longitudinal groove 12, the width w3 of the third longitudinal groove 13, the width w4 of the fourth longitudinal groove 14 and the width TAW satisfy: 0.0607TAW≤w1≤0.0667TAW, 0.0568TAW≤w2≤0.0628TAW, 0.0568TAW≤w3≤0.0628TAW, 0.0529TAW≤w4≤0.0589TAW. In this way, the above arrangement, on the one hand, makes the width of the longitudinal groove 10 near the inner side of the tire larger, which is beneficial to the drainage of the tire during rolling, improves the tire's driving ability in rainy days, and ensures the personal safety of passengers; on the other hand, it makes the width of the longitudinal groove 10 near the outer side of the tire smaller, so as to ensure that the overall rigidity of the tire pattern structure near the outer side of the tire (with the tire center plane S as the boundary) is larger, so as to increase the friction and grip between the tire and the ground when the vehicle turns, thereby improving the handling performance of the tire.

[0043] In this embodiment, along the direction from the inner side to the outer side of the tire, the five pattern portions are the inner shoulder pattern portion 21, the outer shoulder pattern portion 22, the center pattern portion 23, the inner crown pattern portion 24 and the outer crown pattern portion 25, and the width w5 of the inner shoulder pattern portion 21, the width w6 of the outer shoulder pattern portion 22, the width w7 of the center pattern portion 23, the width w8 of the inner crown pattern portion 24, the width w9 of the outer crown pattern portion 25 and the width TAW satisfy: 0.174TAW≤w5≤0.204TAW, 0.110TAW≤w6≤0.140TAW, 0.115TAW≤w7≤0.145TAW, 0.111TAW≤w8≤0.141TAW, 0.176TAW≤w9≤0.206TAW. The width w5 of the inner shoulder tread portion 21, the width w6 of the outer shoulder tread portion 22, the width w7 of the center tread portion 23, the width w8 of the inner crown tread portion 24, and the width w9 of the outer crown tread portion 25 satisfy the following conditions: w5 = 1.45w7, w6 = 0.96w7, w8 = 1.97w7, and w9 = 1.47w7. This arrangement further ensures that the tread portion 20 near the outer side of the tire has a larger area and a more appropriate size ratio with the contact surface between the tread and the driving surface, further enhancing the friction and grip between the tire and the ground when the vehicle is turning, thereby improving the tire's handling performance.

[0044] In this embodiment, the overall ground contact ratio of the tire tread is 0.7. The larger ground contact area enables each pattern portion 20 to fully contact the driving surface. In addition to improving the wear resistance of the tire, it can also effectively improve the tire's grip performance and ensure the safety of the tire during driving on dry and wet lands.

[0045] In this embodiment, the tire tread structure has a plurality of pitch units arranged along the circumference of the tire, each pitch unit comprising at least two sub-pitch units arranged along the circumference of the tire. Among the plurality of pitch units, the pitch P1 of the first pitch unit, the pitch P2 of the second pitch unit, the pitch P3 of the third pitch unit, the pitch P4 of the fourth pitch unit, and the pitch P5 of the fifth pitch unit satisfy the following conditions: 0.971P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, and 1.439P1≤P5≤1.499P1. Thus, the tire tread structure in this embodiment employs a five-pitch conformal design, with multiple composite pitches employed within a single pitch unit. This makes the tire tread structure's pattern arrangement more intricate and complex, effectively suppressing tire driving noise and enhancing passenger comfort.

[0046] Specifically, the pitch size of each pitch unit is arranged in an optimal manner after finite element noise simulation.

[0047] like Figure 3 As shown, a groove wall of the first longitudinal groove 11 is set at a second angle A2 with the normal of the first longitudinal groove 11, and another groove wall of the first longitudinal groove 11 is set at a third angle A3 with the normal of the first longitudinal groove 11, and a chamfer is set at the connection between the groove wall and the groove bottom of the first longitudinal groove 11.

[0048] In this embodiment, the second angle A2 is 10°, and the third angle A3 is 12°.

[0049] like Figure 4 As shown, the groove wall of the second longitudinal groove 12 and the normal of the second longitudinal groove 12 are arranged at a fourth angle A4, and the connection between the groove wall and the groove bottom of the second longitudinal groove 12 is provided with a chamfer.

[0050] In this embodiment, the fourth angle A4 is 8°.

[0051] like Figure 5 As shown, the groove wall of the third longitudinal groove 13 and the normal line of the third longitudinal groove 13 are arranged at a fifth angle A5, and the connection between the groove wall and the groove bottom of the third longitudinal groove 13 is provided with a chamfer.

[0052] In this embodiment, the fifth angle A5 is 8°.

[0053] like Figure 6 As shown, a groove wall of the fourth longitudinal groove 14 is set at a sixth angle A6 with the normal of the fourth longitudinal groove 14, another groove wall of the fourth longitudinal groove 14 is set at a seventh angle A7 with the normal of the fourth longitudinal groove 14, and a chamfer is set at the connection between the groove wall and the groove bottom of the fourth longitudinal groove 14.

[0054] In this embodiment, the sixth angle A6 is 10°, and the seventh angle A7 is 12°.

[0055] like Figure 1 and Figure 2 As shown, the longitudinal recess 50 is arranged in a strip shape. The width of the longitudinal recess 50 gradually decreases from the connecting end to the other end of the longitudinal recess 50. The longitudinal recess 50 extends at a first angle A1 with the circumferential direction of the tire. The first angle A1 satisfies the following conditions: 70°≤A1≤75°. In this way, the inclined longitudinal recess 50 balances the rigidity of the tread block in both the circumferential and width directions of the tire. Its width helps ensure greater rigidity within the tread block than at its edges, further increasing the interaction between the tread and the running surface, thereby improving the tire's handling performance.

[0056] like Figure 1 and Figure 2 As shown, the plurality of tread sections 20 include an inner shoulder tread section 21 disposed near the inner side of the tire. The transverse grooves 30 disposed on the inner shoulder tread section 21 are inner shoulder transverse grooves 31. The inner shoulder transverse grooves 31 include a first sub-connecting groove 311 and a second sub-connecting groove 312 that are interconnected. The second sub-connecting groove 312 is disposed near the longitudinal groove 10 relative to the first sub-connecting groove 311 and is connected to the longitudinal groove 10. The first sub-connecting groove 311 extends to the shoulder of the tire at one end away from the second sub-connecting groove 312 to communicate with the inner side of the tire. The depth of the second sub-connecting groove 312 is less than that of the first sub-connecting groove 311, so that a first structural reinforcement portion 313 is formed within the inner shoulder transverse groove 31 via the bottom of the second sub-connecting groove 312. In this way, the above-mentioned arrangement can structurally reinforce the connection between the inner shoulder transverse groove 31 and the longitudinal groove 10 through the first structural reinforcement portion 313. While extending the service life of the tire tread structure, it can also hinder the flow direction of the airflow, avoid the tube cavity noise problem caused by high-speed airflow, and thus reduce the driving noise of the tire.

[0057] In this embodiment, a second chamfer 314 is provided at the connection between the groove wall of the inner shoulder transverse groove 31 and the tread. The second chamfer 314 is actually a chamfered angle. The setting of the chamfer helps to relieve stress concentration and avoid the phenomenon of block falling. While extending the service life of the tire, it can also increase the contact area between the tread and the driving surface during the process of tread extrusion and deformation, thereby improving the handling performance of the tire.

[0058] like Figure 7 As shown, a groove wall of the inner shoulder transverse groove 31 is set at a ninth angle A9 with the normal of the inner shoulder transverse groove 31, another groove wall of the inner shoulder transverse groove 31 is set at a tenth angle A10 with the normal of the inner shoulder transverse groove 31, and the groove bottom of the inner shoulder transverse groove 31 is an arc-shaped surface.

[0059] In this example, the ninth angle A9 is 5°, and the tenth angle A10 is 3°.

[0060] Specifically, the depth of the second sub-connecting groove 312 is smaller than the depth of the first sub-connecting groove 311, so that the bottom of the second sub-connecting groove 312 is higher than the bottom of the first sub-connecting groove 311, that is, a block-shaped "sealing block" is formed at the connection between the first sub-connecting groove 311 and the second sub-connecting groove 312, and the "sealing block" can connect the two opposite groove walls to play a role in structural reinforcement.

[0061] like Figure 1 and Figure 2As shown, the multiple tread sections 20 also include an outer shoulder tread section 22 disposed near the outer side of the tire. The tire tread structure also includes an outer shoulder transverse groove 32 disposed on the outer shoulder tread section 22. The outer shoulder transverse groove 32 comprises a straight segment 321 and a curved segment 322 that are interconnected. The straight segment 321 is disposed adjacent to the longitudinal groove 10, opposite the curved segment 322. A predetermined distance exists between the end of the straight segment 321 distal from the curved segment 322 and the side of the outer shoulder tread section 22 adjacent to the longitudinal groove 10. A first chamfer 323 is formed at the junction of at least a portion of the inner wall of the outer shoulder transverse groove 32 and the tread. This arrangement results in a closed shoulder design for the outer shoulder tread section 22, further reducing tire driving noise and increasing the rigidity of the outer shoulder tread section 22, thereby enhancing the tire's handling performance. Furthermore, the design of the outer shoulder transverse groove 32 also contributes to the tire's aesthetic appearance.

[0062] In this embodiment, the first chamfer 323 is actually a chamfered angle. The setting of the chamfer helps to relieve stress concentration, avoid the phenomenon of block falling, and extend the service life of the tire. At the same time, it can also increase the contact area between the tread and the driving surface during the tread extrusion and deformation process, thereby improving the handling performance of the tire.

[0063] In this embodiment, the bent section 322 is hook-shaped as a whole.

[0064] In this embodiment, an oblique groove 60 is further provided on a side of the bending section 322 away from the straight section 321 . The oblique groove 60 is approximately parallel to the bending section 322 , and its width gradually decreases along the extending direction of the oblique groove 60 .

[0065] In this embodiment, the oblique groove 60 is actually a shallow groove, and its extending direction forms an eighth included angle A8 with the circumferential direction of the tire.

[0066] In this embodiment, the eighth included angle A8 is 23.8°.

[0067] like Figure 1 and Figure 2As shown, the transverse sipes 40 provided on the inner shoulder tread portion 21 and the outer shoulder tread portion 22 are shoulder transverse sipes 41. Along the depth direction of the shoulder transverse sipes 41, the shoulder transverse sipes 41 include interconnected smooth sections and zigzag sections. The smooth sections are arranged closer to the groove bottom of the shoulder transverse sipes 41 than the zigzag sections. Along the width direction of the tire, the zigzag sections are arranged in a broken line or wavy shape. Thus, the above arrangement makes the shoulder transverse sipes 41 3D sipes. Compared to conventional sipes, 3D sipes have an inconsistency in rigidity balance (i.e., the rigidity balance capacity of the zigzag sections is different from that of the smooth sections), further increasing the interaction force between the inner shoulder tread portion 21 and the outer shoulder tread portion 22 and the running surface, thereby improving the handling performance of the tire.

[0068] like Figures 1 to 2 As shown, the tread portion 20 that at least partially overlaps with the tire center plane S is the central tread portion 23. The transverse grooves 30 provided on the central tread portion 23 are central transverse grooves 33. The central transverse grooves 33 include a third sub-connecting groove 331 and a fourth sub-connecting groove 332, which are interconnected. The distal ends of the third sub-connecting groove 331 and the fourth sub-connecting groove 332 are connected to the longitudinal grooves 10 on either side of the central tread portion 23. The width W3 of the third sub-connecting groove 331 is greater than the width W4 of the fourth sub-connecting groove 332. This arrangement of the central transverse grooves 33 balances the rigidity of the central tread portion 23 while preventing it from being too rigid (the central tread portion 23 is the core contact area between the tread and the running surface, while the smaller fourth sub-connecting groove 332 has a weaker rigidity balancing capability), thereby improving the tire's handling performance.

[0069] Specifically, the fourth sub-connecting groove 332 is arranged closer to the outside of the tire relative to the third sub-connecting groove 331 to ensure that the area of ​​the center pattern portion 23 closer to the outside of the tire (with the tire center plane S as the boundary) has greater rigidity.

[0070] like Figure 8 As shown, the groove wall of the third sub-connecting groove 331 and the normal line of the third sub-connecting groove 331 are set at an eleventh angle A11, and the groove bottom of the third sub-connecting groove 331 is an arc surface.

[0071] In this embodiment, the eleventh included angle A11 is 3°.

[0072] like Figure 1 and Figure 2As shown, the tread portion 20 located between the inner shoulder tread portion 21 and the center tread portion 23 is the inner crown tread portion 24, the transverse groove 30 provided on the inner crown tread portion 24 is the inner crown transverse groove 34, and the longitudinal recess 50 is provided on the inner crown tread portion 24. The connecting end between the longitudinal recess 50 and the inner crown transverse groove 34 divides the inner crown transverse groove 34 into a fifth sub-connecting groove 341 and a sixth sub-connecting groove 342. The fifth sub-connecting groove 341 is located closer to the inner side of the tire relative to the sixth sub-connecting groove 342, and the width W5 of the fifth sub-connecting groove 341 is greater than the width W6 of the sixth sub-connecting groove 342. In this way, the above-mentioned pattern structure formed by the specially arranged longitudinal recesses 50, the inner crown transverse grooves 34 and the transverse sipes 40 performs a specific balance on the rigidity of the inner crown pattern portion 24 to ensure that the inner crown pattern portion 24 can match its driving state, further increase the interaction force between the tread and the driving surface, improve the handling performance of the tire, and ensure the driving safety of the passengers.

[0073] In this embodiment, the fifth sub-connecting groove 341 includes a first groove 3411, a second groove 3412, and a third groove 3413, which are interconnected. The second groove 3412 is located between the first groove 3411 and the third groove 3413, and the third groove 3413 is located relative to the first groove 3411 and closer to the sixth sub-connecting groove 342. The first groove 3411 is deeper than the second groove 3412, and the third groove 3413 is deeper than the second groove 3412. This allows the bottom of the second groove 3412 to form a second structural reinforcement 3414 within the fifth sub-connecting groove 341. This arrangement allows the second structural reinforcement 3414 to locally reinforce the fifth sub-connecting groove 341, thereby increasing the local rigidity of the inner crown pattern portion 24 and helping to extend the tire's service life. At the same time, the above arrangement can also disrupt the flow state of the airflow in the fifth sub-connecting groove 341 , thereby reducing the running noise of the tire.

[0074] Specifically, the structural reinforcement principle of the second structural reinforcement portion 3414 is not described in detail here, as is the structural reinforcement principle of the first structural reinforcement portion 313 .

[0075] In this embodiment, there are multiple inner crown transverse grooves 34, which are spaced apart along the circumference of the tire to separate the inner crown pattern portion 24 into multiple inner crown blocks. Within the first longitudinal groove 11 and the second longitudinal groove 12, a third chamfer 241 is provided at the junction of the sidewall of the inner crown block and the tread. The third chamfer 241 is a chamfered angle, and its width gradually decreases along the circumference of the tire. The width of the third chamfer 241 in the first longitudinal groove 11 decreases in the opposite direction to that of the third chamfer 241 in the second longitudinal groove 12. Thus, the provision of the chamfer helps alleviate stress concentration, prevent block dropout, and extend the service life of the tire. It also increases the contact area between the tread and the running surface during tread extrusion deformation, thereby improving the tire's handling performance.

[0076] like Figure 1 and Figure 2As shown, the pattern portion 20 located between the outer shoulder pattern portion 22 and the center pattern portion 23 is the outer crown pattern portion 25, and the transverse grooves 30 arranged on the outer crown pattern portion 25 include: a first outer crown transverse groove 35, including a seventh sub-connecting groove 351, an eighth sub-connecting groove 352 and a ninth sub-connecting groove 353 that are connected to each other, the eighth sub-connecting groove 352 is located between the seventh sub-connecting groove 351 and the ninth sub-connecting groove 353, and the ends of the eighth sub-connecting groove 352 and the ninth sub-connecting groove 353 away from each other are connected to the longitudinal grooves 10 located on both sides of the outer crown pattern portion 25, the width of the seventh sub-connecting groove 351 is greater than the width of the eighth sub-connecting groove 352, and the width of the ninth sub-connecting groove 353 is greater than the width of the eighth sub-connecting groove 352; the second outer crown transverse groove 36 includes a tenth sub-connecting groove 361, an eleventh sub-connecting groove 362, a twelfth sub-connecting groove 363 that are connected in sequence. The connecting groove 363 and the thirteenth sub-connecting groove 364, the ends of the tenth sub-connecting groove 361 and the thirteenth sub-connecting groove 364 away from each other are respectively connected to the longitudinal grooves 10 located on both sides of the outer crown pattern portion 25, the tenth sub-connecting groove 361 has a depth G1, the eleventh sub-connecting groove has a depth G2, the twelfth sub-connecting groove 363 has a depth G3, and the thirteenth sub-connecting groove 364 has a depth G4, and the depths G1, G2, G3 and G4 satisfy: G1<G2, G4, G3<G2, G4, so as to form a third structural reinforcement portion 365 in the second outer crown transverse groove 36 through the groove bottom of the tenth sub-connecting groove 361 and the groove bottom of the twelfth sub-connecting groove 363; wherein, there are multiple first outer crown transverse grooves 35, and there are multiple second outer crown transverse grooves 36, and the first outer crown transverse groove 35 is located between two adjacent second outer crown transverse grooves 36. In this way, the above-mentioned arrangement performs a specific rigid balance on the outer crown pattern portion 25 through the specially structured first outer crown transverse groove 35 and the second outer crown transverse groove 36, so as to ensure that the outer crown pattern portion 25 can match its driving state, further increase the interaction force between the tread and the driving surface, improve the handling performance of the tire, and ensure the driving safety of the passengers.

[0077] In this embodiment, a fourth chamfer 251 is provided at the junction of the groove wall of the second outer crown transverse groove 36 and the tread. The plurality of first outer crown transverse grooves 35 and the plurality of second outer crown transverse grooves 36 divide the outer crown pattern portion 25 into multiple outer crown patterns. A fifth chamfer 252 is provided at the junction of the sidewall of the outer crown pattern block located within the fourth longitudinal groove 14 and the tread. The fifth chamfer 252 is a chamfered angle, and its width gradually decreases along the circumferential direction of the tire. This chamfer helps alleviate stress concentration, prevent pattern block dropout, and extend the tire's service life. It also increases the contact area between the tread and the driving surface during tread extrusion and deformation, thereby improving the tire's handling performance.

[0078] In this embodiment, the transverse sipes 40 provided on the inner crown tread portion 24 , the outer crown tread portion 25 and the center tread portion 23 are crown transverse sipes 42 .

[0079] like Figure 9 As shown, in the cross section of the crown transverse sipe 42 provided on the inner crown pattern portion 24, the groove bottom is an arcuate surface, and the groove wall forms a twelfth included angle A12 with its normal line.

[0080] In this embodiment, the twelfth angle A12 is 3°.

[0081] In this embodiment, the eighth sub-connecting groove 352, the tenth sub-connecting groove 361 and the twelfth sub-connecting groove 363 actually all have the function of structural reinforcement, that is, the rigidity balance ability of the three is smaller, and they all have the effect of disrupting airflow and reducing tire driving noise. The specific structural reinforcement principle is as mentioned above and will not be repeated here.

[0082] In this embodiment, the tire tread structure actually adopts an asymmetric pattern design. The longitudinal groove 10 near the outside of the tire is narrower, and the pattern portion 20 has a larger area, so the rigidity is greater. When the tire turns, it can effectively increase the friction between the tread and the driving surface, making the tire have stronger grip and higher safety performance. The longitudinal groove 10 near the inside of the tire is wider, and the pattern portion 20 is smaller in width than the pattern portion 20 near the outside of the tire, so as to ensure that it can effectively improve the drainage performance of the tire.

[0083] In this embodiment, the tire tread structure actually also adopts a multi-angle design (first chamfer 323, second chamfer 314, third chamfer 241, fourth chamfer 251, fifth chamfer 252) to increase the tire's water envelope area, which is beneficial to improving driving safety.

[0084] In other implementations not shown in the drawings, this embodiment further provides a tire comprising the above-mentioned tire tread structure.

[0085] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0086] The tire tread structure comprises longitudinal grooves extending circumferentially of the tire, a plurality of longitudinal grooves spaced apart along the tire width to divide the tire tread into a plurality of tread sections, transverse grooves disposed on each tread section, a plurality of transverse grooves disposed circumferentially of each tread section to divide the tread section into a plurality of tread blocks, transverse sipes disposed on each tread block, and longitudinal recesses disposed on at least one tread block. In two adjacent connecting grooves of the tread block, one end of the longitudinal recess extends to a side of the tread block to communicate with one connecting groove, while the other end of the longitudinal recess penetrates the transverse sipe on the tread block and is spaced apart from the other connecting groove. The tread section located on the outer side of the tire center plane S has a total width W1, and the tread section located on the inner side of the tire center plane S has a total width W2, and the total widths W1 and W2 satisfy the following relationship: W1>W2. In this way, the tire tread structure of the present application actually adopts a design of a large number of transverse grooves and transverse sipes. On the one hand, water channels can be formed between the transverse grooves, transverse sipes and longitudinal grooves to play a role in drainage when the tire is running on wet and slippery roads, thereby improving the tire's ability to run on wet and slippery roads; on the other hand, a large number of transverse grooves and transverse sipes can balance the rigidity of the tread to increase the interaction force between the tread and the running surface, thereby improving the braking performance and handling performance of the tire as a whole. Since the area of ​​the pattern portion of the tire center plane S close to the outside of the tire is larger (the circumference is certain, the larger the width, the larger the area), the rigidity of the pattern portion of the tire center plane S close to the outside of the tire is greater, which helps to increase the friction between the tire and the running surface when the vehicle turns, further improving the tire's grip and handling performance. At the same time, the provision of the longitudinal recesses can further balance the rigidity of the pattern portion in a targeted manner (balanced along the circumference of the tire) to further increase the interaction force between the tire and the driving surface. The above designs complement and interact with each other, thereby ensuring that the tire has extremely high handling performance to the greatest extent, protecting the personal safety of passengers and drivers, and thus solving the problem of low handling performance of tires in the prior art.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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) extending along the circumference of the tire, wherein the longitudinal groove (10) is multiple and the multiple longitudinal grooves (10) are spaced apart along the width direction of the tire to divide the tread of the tire into multiple pattern portions (20); Transverse grooves (30) are provided on the tread portion (20), wherein there are a plurality of transverse grooves (30) on any one of the tread portions (20), and the plurality of transverse grooves (30) are spaced apart along the circumference of the tire to separate the tread portion (20) into a plurality of tread blocks; A transverse sipe (40) is provided on the tread block; A longitudinal recess (50) is provided on at least one of the tread blocks, wherein one end of the longitudinal recess (50) extends to the side of the tread block in two transverse grooves (30) adjacent to the tread block to communicate with one of the transverse grooves (30), and the other end of the longitudinal recess (50) passes through the transverse sipe (40) located on the tread block and is spaced apart from the other transverse groove (30); The tread portion (20) located on the tire center plane S close to the tire outer side has a total width W1, and the tread portion (20) located on the tire center plane S close to the tire inner side has a total width W2, and the total width W1 and the total width W2 satisfy: W1>W2.

2. The tire tread structure according to claim 1, characterized in that: The longitudinal recess (50) is arranged in a strip shape, and the width of the longitudinal recess (50) gradually decreases in a direction from the connecting end of the longitudinal recess (50) to the other end of the longitudinal recess (50). The extension direction of the longitudinal recess (50) is arranged at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 70°≤A1≤75°.

3. The tire tread structure according to claim 1, wherein: The plurality of pattern portions (20) include an inner shoulder pattern portion (21) disposed close to the inner side of the tire, and the transverse grooves (30) disposed on the inner shoulder pattern portion (21) are inner shoulder transverse grooves (31). The inner shoulder transverse groove (31) includes a first sub-connecting groove (311) and a second sub-connecting groove (312) that are connected to each other, the second sub-connecting groove (312) is arranged relative to the first sub-connecting groove (311) and close to the longitudinal groove (10), the second sub-connecting groove (312) is connected to the longitudinal groove (10), and the first sub-connecting groove (311) extends away from one end of the second sub-connecting groove (312) to the shoulder of the tire to communicate with the inner side of the tire; The depth of the second sub-connecting groove (312) is less than the depth of the first sub-connecting groove (311), so that a first structural reinforcement portion (313) is formed in the inner shoulder transverse groove (31) through the groove bottom of the second sub-connecting groove (312).

4. The tire tread structure according to claim 3, characterized in that: The plurality of pattern portions (20) further include an outer shoulder pattern portion (22) disposed near the outer side of the tire, and the tire tread structure further includes: An outer shoulder transverse groove (32) is provided on the outer shoulder tread portion (22), the outer shoulder transverse groove (32) comprising a straight segment (321) and a bent segment (322) that are interconnected, the straight segment (321) being arranged relative to the bent segment (322) and close to the longitudinal groove (10), and a preset distance being provided between an end of the straight segment (321) away from the bent segment (322) and a side surface of the outer shoulder tread portion (22) close to the longitudinal groove (10); Wherein, a first chamfer (323) is provided at the connection between at least a portion of the inner wall of the outer shoulder transverse groove (32) and the tread.

5. The tire tread structure according to claim 4, characterized in that: The transverse sipes (40) provided on the inner shoulder pattern portion (21) and the outer shoulder pattern portion (22) are shoulder transverse sipes (41). Along the depth direction of the shoulder transverse sipes (41), the shoulder transverse sipes (41) include a smooth section and a zigzag section that are interconnected. The smooth section is provided close to the groove bottom away from the zigzag section relative to the zigzag section. Along the width direction of the tire, the zigzag section is provided in a broken line shape or a wave shape.

6. The tire tread structure according to claim 4, characterized in that: The tread portion (20) that at least partially overlaps with the tire center plane S is a central tread portion (23), and the transverse grooves (30) provided on the central tread portion (23) are central transverse grooves (33). The central transverse groove (33) includes a third sub-connecting groove (331) and a fourth sub-connecting groove (332) that are connected to each other, and the ends of the third sub-connecting groove (331) and the fourth sub-connecting groove (332) that are away from each other are respectively connected to the longitudinal grooves (10) located on both sides of the central tread portion (23); Wherein, the width W3 of the third sub-connecting groove (331) is greater than the width W4 of the fourth sub-connecting groove (332).

7. The tire tread structure according to claim 6, characterized in that: The pattern portion (20) located between the inner shoulder pattern portion (21) and the center pattern portion (23) is an inner crown pattern portion (24), the transverse groove (30) provided on the inner crown pattern portion (24) is an inner crown transverse groove (34), and the longitudinal recess (50) is provided on the inner crown pattern portion (24); The connecting end between the longitudinal recess (50) and the inner tread transverse groove (34) divides the inner tread transverse groove (34) into a fifth sub-connecting groove (341) and a sixth sub-connecting groove (342), and the fifth sub-connecting groove (341) is arranged closer to the inner side of the tire relative to the sixth sub-connecting groove (342), and the width W5 of the fifth sub-connecting groove (341) is greater than the width W6 of the sixth sub-connecting groove (342).

8. The tire tread structure according to claim 7, characterized in that: The fifth sub-connecting groove (341) includes a first groove (3411), a second groove (3412) and a third groove (3413) that are interconnected, the second groove (3412) is located between the first groove (3411) and the third groove (3413), and the third groove (3413) is arranged relative to the first groove (3411) and close to the sixth sub-connecting groove (342); The depth of the first groove (3411) is greater than the depth of the second groove (3412), and the depth of the third groove (3413) is greater than the depth of the second groove (3412), so as to form a second structural reinforcement portion (3414) in the fifth sub-connecting groove (341) through the bottom of the second groove (3412).

9. The tire tread structure according to claim 6, wherein: The pattern portion (20) located between the outer shoulder pattern portion (22) and the center pattern portion (23) is an outer crown pattern portion (25), and the transverse grooves (30) provided on the outer crown pattern portion (25) include: The first outer crown transverse groove (35) comprises a seventh sub-connecting groove (351), an eighth sub-connecting groove (352) and a ninth sub-connecting groove (353) which are interconnected, wherein the eighth sub-connecting groove (352) is located between the seventh sub-connecting groove (351) and the ninth sub-connecting groove (353), and ends of the eighth sub-connecting groove (352) and the ninth sub-connecting groove (353) which are away from each other are connected to the longitudinal grooves (10) located on both sides of the outer crown tread portion (25); the width of the seventh sub-connecting groove (351) is greater than the width of the eighth sub-connecting groove (352), and the width of the ninth sub-connecting groove (353) is greater than the width of the eighth sub-connecting groove (352); The second outer crown transverse groove (36) includes a tenth sub-connecting groove (361), an eleventh sub-connecting groove (362), a twelfth sub-connecting groove (363) and a thirteenth sub-connecting groove (364) which are connected in sequence. The ends of the tenth sub-connecting groove (361) and the thirteenth sub-connecting groove (364) which are away from each other are respectively connected to the longitudinal grooves (10) located on both sides of the outer crown tread portion (25). The tenth sub-connecting groove (361) has a depth G1. The eleventh sub-connecting groove (362) has a depth G1. The twelfth sub-connecting groove (363) has a depth G2, the thirteenth sub-connecting groove (364) has a depth G4, and the depths G1, G2, G3, and G4 satisfy the following relationship: G1 < (G2, G4), G3 < (G2, G4), so as to form a third structural reinforcement portion (365) in the second outer crown transverse groove (36) through the groove bottom of the tenth sub-connecting groove (361) and the groove bottom of the twelfth sub-connecting groove (363); There are a plurality of first outer crown transverse grooves (35), a plurality of second outer crown transverse grooves (36), and the first outer crown transverse groove (35) is located between two adjacent second outer crown transverse grooves (36).

10. The tire tread structure according to claim 1, wherein: The contact surface between the tread and the running surface has a width TAW, Along the inner side to the outer side of the tire, the plurality of longitudinal grooves (10) include a first longitudinal groove (11), a second longitudinal groove (12), a third longitudinal groove (13) and a fourth longitudinal groove (14) arranged in sequence, and the width w1 of the first longitudinal groove (11), the width w2 of the second longitudinal groove (12), the width w3 of the third longitudinal groove (13), the width w4 of the fourth longitudinal groove (14) and the width TAW satisfy the following conditions: 0.0607TAW≤w1≤0.0667TAW, 0.0568TAW≤w2≤0.0628TAW, 0.0568TAW≤w3≤0.0628TAW, 0.0529TAW≤w4≤0.0589TAW; The tire tread structure has multiple pitch units arranged along the circumference of the tire, each of the pitch units includes at least two sub-pitch units arranged along the circumference of the tire, and the pitch P1 of the first pitch unit, the pitch P2 of the second pitch unit, the pitch P3 of the third pitch unit, the pitch P4 of the fourth pitch unit, and the pitch P5 in the fifth pitch unit among the multiple pitch units satisfy 0.971P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, and 1.439P1≤P5≤1.499P1.

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