Tire tread structure and tire with same

Abstract

The utility model provides a tire tread structure and a tire with the same. A plurality of longitudinal grooves of the tire tread structure are arranged at intervals along the width direction of the tire; wherein each longitudinal groove is arranged in a broken line shape or a wave shape; the elastic stone bulges are arranged in the longitudinal grooves; the first transverse grooves are formed in the middle pattern part and used for communicating the two adjacent longitudinal grooves, and the depth G1 of the first transverse grooves is smaller than the depth G2 of the longitudinal grooves; the first transverse concave part is arranged on the tire shoulder pattern part, one end of the first transverse concave part extends to the tire shoulder of the tire, a preset distance is formed between the other end of the first transverse concave part and the side face, close to the longitudinal groove, of the tire shoulder pattern part, and the depth G3 of the part, located on the tire shoulder, of the first transverse concave part is larger than the depth G1. The all-wheel-position tire for the truck effectively solves the problems that in the prior art, rolling resistance of the all-wheel-position tire for the truck is large, and abnormal abrasion is prone to being generated.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and more specifically, to a tire tread structure and a tire having the same. Background Technology

[0002] Currently, as the only component of a truck that comes into contact with the ground, the performance of truck tires has a significant impact on the truck's performance. Tires for different wheel positions (drive wheels and guide wheels) have different performance focuses. Guide wheel tires need to have excellent water drainage capacity and anti-friction properties. On the one hand, this ensures that the guide wheel tires can drain water efficiently in rainy weather, thereby ensuring good vehicle handling. On the other hand, it prevents the guide wheel tires from developing abnormal tread wear, which would affect driving comfort. Drive wheel tires, on the other hand, need to have good driving performance to ensure grip during climbing, starting, stopping, and acceleration.

[0003] In the existing technology, in addition to conventional guide wheel position tires and drive wheel position tires, a new tire design method has emerged in recent years, namely all-wheel position tires. All-wheel position tires can be installed on all wheel positions of a vehicle without considering the tread pattern, and have excellent ease of use.

[0004] However, existing all-wheel tires actually focus more on driving performance (design biased towards driving wheels). Their tread patterns often contain a large number of blocky elements. Although the above design can provide sufficient driving performance, it will result in higher tire rolling resistance. After installation on all vehicles, it will directly lead to an increase in fuel costs. Moreover, the blocky tread pattern is more prone to abnormal wear, resulting in a reduction in driving comfort. Utility Model Content

[0005] The main objective of this invention is to provide a tire tread structure and a tire having the same structure, in order to solve the problems of high rolling resistance and abnormal wear of all-wheel tires for trucks in the prior art.

[0006] To achieve the above objectives, according to one aspect of the present invention, a tire tread structure is provided, comprising: a plurality of longitudinal grooves spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions and a middle tread portion located between the two shoulder tread portions, the longitudinal grooves extending along the circumference of the tire; wherein each longitudinal groove is arranged in a zigzag or wavy shape; a pebble protrusion disposed within the longitudinal grooves; a first lateral groove disposed on the middle tread portion, the first lateral groove being used to connect two adjacent longitudinal grooves, the depth G1 of the first lateral groove satisfying the condition G1 < G2 with respect to the depth G2 of the longitudinal groove; a first lateral recess disposed on the shoulder tread portion, one end of the first lateral recess extending to the tire shoulder, the other end of the first lateral recess having a predetermined distance between it and the side of the shoulder tread portion near the longitudinal groove, the depth G3 of the portion of the first lateral recess on the shoulder satisfying the condition G1 < G3 with respect to the depth G1.

[0007] Furthermore, the portion of the first lateral recess located on the tire shoulder tread has a depth G4, and the depth G4 and depth G3 satisfy the condition: G4 < G3.

[0008] Furthermore, the first lateral grooves are arranged in a wavy pattern and there are multiple first lateral grooves. The multiple first lateral grooves are arranged at intervals along the circumference of the tire. The tire tread structure also includes: a second lateral groove, which is arranged between two adjacent first lateral grooves. The second lateral groove is used to connect two adjacent longitudinal grooves. The second lateral groove has a transition connecting section, and the depth G5 of the transition connecting section satisfies the condition that G5 < G2.

[0009] Furthermore, the second transverse groove is arranged in a zigzag shape and includes a first sub-transverse groove, a second sub-transverse groove, and a third sub-transverse groove that are interconnected. The second sub-transverse groove is located between the first sub-transverse groove and the third sub-transverse groove. The ends of the first sub-transverse groove and the third sub-transverse groove that are away from each other form a connecting end, which is connected to the longitudinal groove. In the direction from the connecting end to the second sub-transverse groove, the width of the first sub-transverse groove gradually decreases, and the width of the third sub-transverse groove gradually decreases.

[0010] Furthermore, the first sub-lateral trench includes a first transverse trench and a second transverse trench that are interconnected. The first transverse trench is positioned away from the second sub-lateral trench relative to the second transverse trench. The end of the first transverse trench away from the second transverse trench is a connecting end. The depth of the second transverse trench is the same as the depth of the second sub-lateral trench, and the depth of the first transverse trench is greater than the depth of the second transverse trench. The third sub-lateral trench includes a third transverse trench and a fourth transverse trench that are interconnected. The fourth transverse trench is positioned away from the second sub-lateral trench relative to the third transverse trench. The end of the fourth transverse trench away from the third transverse trench is a connecting end. The depth of the third transverse trench is the same as the depth of the second sub-lateral trench, and the depth of the fourth transverse trench is greater than the depth of the third transverse trench. A transitional connecting section is formed between the second transverse trench, the second sub-lateral trench, and the third transverse trench.

[0011] Furthermore, the stone protrusion is set on the bottom of the longitudinal groove, and along the direction from the tread to the bottom of the longitudinal groove, the width of at least part of the longitudinal groove gradually decreases.

[0012] Furthermore, the plurality of longitudinal grooves include a shoulder longitudinal groove adjacent to the shoulder tread portion; in the cross-section of the shoulder longitudinal groove, the groove wall of the shoulder longitudinal groove includes a first plane and a first inclined surface connected to each other, the first inclined surface being disposed relative to the first plane near the bottom of the shoulder longitudinal groove, and the first inclined surface being connected to the bottom of the shoulder longitudinal groove; wherein, the distance between the first planes of the two groove walls of the shoulder longitudinal groove is consistent, and the distance between the first inclined surfaces of the two groove walls of the shoulder longitudinal groove gradually decreases along the direction from the tread to the bottom of the shoulder longitudinal groove.

[0013] Furthermore, the multiple longitudinal grooves include a crown longitudinal groove located between two adjacent intermediate tread portions. In the cross-section of the crown longitudinal groove, the groove wall of the crown longitudinal groove includes a second plane, a second inclined plane, and a third plane that are connected to each other. The second inclined plane is located between the second plane and the third plane. The third plane is disposed near the bottom of the crown longitudinal groove relative to the second inclined plane and is connected to the bottom of the crown longitudinal groove. The distance between the second planes of the two groove walls of the crown longitudinal groove is consistent, the distance between the third planes of the two groove walls of the crown longitudinal groove is consistent, and the distance between the second inclined planes of the two groove walls of the crown longitudinal groove gradually decreases along the direction from the tread to the bottom of the crown longitudinal groove.

[0014] Furthermore, the stone protrusions are set on the bottom of the longitudinal groove. The stone protrusions are strip-shaped protrusions. The portion of the longitudinal groove within the area where the strip-shaped protrusions are set has a first extending direction. The strip-shaped protrusions have a second extending direction, which is consistent with the first extending direction. There are multiple strip-shaped protrusions, which are spaced apart along the circumference of the tire at the bottom of the longitudinal groove. The tire tread structure also has multiple pitch units arranged sequentially along the circumference of the tire. The length of the strip-shaped protrusion in any pitch unit is positively correlated with the pitch of that pitch unit.

[0015] According to another aspect of the present invention, a tire is provided, the tire including the above-described tire tread structure.

[0016] Applying the technical solution of this utility model, multiple longitudinal grooves in the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions and a middle tread portion located between the two shoulder tread portions. The longitudinal grooves extend along the circumference of the tire. Each longitudinal groove is arranged in a zigzag or wavy shape. A raised section is provided within the longitudinal groove. A first lateral groove is provided on the middle tread portion, connecting two adjacent longitudinal grooves. The depth G1 of the first lateral groove satisfies the condition G1 < G2 with respect to the depth G2 of the longitudinal groove. A first lateral recess is provided on the shoulder tread portion, with one end extending to the tire shoulder. The other end of the first lateral recess has a predetermined distance from the side of the shoulder tread portion near the longitudinal groove. The depth G3 of the portion of the first lateral recess on the shoulder satisfies the condition G1 < G3 with respect to the depth G1. Thus, the tire tread structure in this application has no independent tread blocks. On the one hand, the first lateral groove, which is shallower than the longitudinal groove, makes the middle tread portion connected within the longitudinal groove, resulting in a continuous tread portion in the tire circumferential direction. On the other hand, the first lateral recess, which has a predetermined distance between itself and the side of the shoulder tread portion near the longitudinal groove, makes the shoulder tread portion also a continuous tread portion in the tire circumferential direction. That is, the shoulder tread portion and the middle tread portion have greater rigidity and lower rolling resistance in the tire circumferential direction, thereby improving the tire's fuel economy. Meanwhile, the design without independent tread blocks avoids the problem of tread blocks falling off due to insufficient edge rigidity, thus initially improving the tire's resistance to deformable wear. The deeper longitudinal grooves and the first lateral recess on the tire shoulder provide the tire with sufficient driving performance. The longitudinal grooves, which are the main contact points between the tire and the road surface, adopt a zigzag design and have stone protrusions inside to reduce the probability of stones getting stuck. This avoids tire punctures and deformable wear caused by stones rolling around in the tire, further improving the tire's resistance to deformable wear. This solves the problem of high rolling resistance and deformable wear in existing truck all-wheel tires, extending the tire's service life. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

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

[0019] Figure 2 It shows Figure 1 A schematic diagram of the longitudinal section of the second lateral groove in the tire tread structure;

[0020] Figure 3 It shows Figure 1 A cross-sectional schematic diagram of the longitudinal grooves on the shoulder of the tire tread structure;

[0021] Figure 4 It shows Figure 1 A schematic cross-sectional view of the longitudinal grooves of the tire tread structure.

[0022] The above figures include the following reference numerals:

[0023] 1. Tire shoulder tread pattern; 2. Middle tread pattern; 3. Tire shoulder;

[0024] 10. Longitudinal groove; 11. Shoulder longitudinal groove; 111. First plane; 112. First inclined plane; 12. Crown longitudinal groove; 121. Second plane; 122. Second inclined plane; 123. Third plane;

[0025] 20. The stone protrudes;

[0026] 30. First transverse groove;

[0027] 40. Second transverse groove; 41. Transition connecting section; 42. First sub-transverse groove; 421. First transverse groove; 422. Second transverse groove; 43. Second sub-transverse groove; 44. Third sub-transverse groove; 441. Third transverse groove; 442. Fourth transverse groove.

[0028] 50. First transverse concave portion. Detailed Implementation

[0029] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0030] To address the problems of high rolling resistance and abnormal wear in existing truck tires with all-wheel positions, this embodiment provides a tire tread structure and a tire having the same.

[0031] like Figures 1 to 4 As shown, the tire tread structure includes: a plurality of longitudinal grooves 10, spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions 1 and an intermediate tread portion 2 located between the two shoulder tread portions 1; the longitudinal grooves 10 extend along the circumference of the tire; wherein each longitudinal groove 10 is arranged in a zigzag or wavy shape; a pebble protrusion 20 is disposed within the longitudinal grooves 10; and a first lateral groove 30 is disposed on the intermediate tread portion 2, the first lateral groove 30 being used to connect adjacent... The two longitudinal grooves 10, the depth G1 of the first lateral groove 30 and the depth G2 of the longitudinal groove 10 satisfy: G1 < G2; the first lateral recess 50 is provided on the tire shoulder tread portion 1, one end of the first lateral recess 50 extends to the tire shoulder 3, and the other end of the first lateral recess 50 has a preset distance between it and the side of the tire shoulder tread portion 1 near the longitudinal groove 10, and the depth G3 of the portion of the first lateral recess 50 on the tire shoulder 3 satisfies: G1 < G3.

[0032] Using the technical solution of this embodiment, a plurality of longitudinal grooves 10 of the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions 1 and an intermediate tread portion 2 located between the two shoulder tread portions 1, and the longitudinal grooves 10 extend along the circumference of the tire. Each longitudinal groove 10 is arranged in a zigzag or wavy shape. The stone protrusion 20 is arranged in the longitudinal groove 10. The first transverse groove 30 is arranged on the middle tread portion 2. The first transverse groove 30 is used to connect two adjacent longitudinal grooves 10. The depth G1 of the first transverse groove 30 and the depth G2 of the longitudinal groove 10 satisfy: G1 < G2. The first transverse recess 50 is arranged on the tire shoulder tread portion 1. One end of the first transverse recess 50 extends to the tire shoulder 3. The other end of the first transverse recess 50 and the side of the tire shoulder tread portion 1 near the longitudinal groove 10 have a preset distance. The depth G3 of the part of the first transverse recess 50 located on the tire shoulder 3 satisfies: G1 < G3. Thus, in this embodiment, the tire tread structure has no independent tread blocks. On the one hand, the first lateral groove 30, which is shallower than the longitudinal groove 10, makes the middle tread portion 2 connected within the longitudinal groove 10, thereby making the middle tread portion 2 a continuous tread portion in the tire circumferential direction. On the other hand, the first lateral recess 50, which has a preset distance between itself and the side of the shoulder tread portion 1 near the longitudinal groove 10, makes the shoulder tread portion 1 a continuous tread portion in the tire circumferential direction as well. That is, the shoulder tread portion 1 and the middle tread portion 2 have greater rigidity and lower rolling resistance in the tire circumferential direction, thereby improving the tire's fuel economy performance. Meanwhile, the design without independent tread blocks can also avoid the problem of block falling off caused by the insufficient edge rigidity of independent tread blocks, thus initially improving the tire's resistance to deformable wear. The deep longitudinal grooves 10 and the first lateral recess 50 on the tire shoulder 3 can provide the tire with sufficient driving performance. The longitudinal grooves 10, which are the main contacts between the tire and the driving surface, adopt a tortuous design and have stone protrusions 20 in the longitudinal grooves 10 to reduce the probability of stones getting stuck. This avoids the problem of tire puncture and deformable wear caused by stones rolling around in the tire, further improving the tire's resistance to deformable wear. This solves the problem of high rolling resistance and easy deformable wear in existing truck all-wheel tires, and extends the tire's service life.

[0033] Specifically, since the tire tread structure in this embodiment is applied to all wheel positions, if it is installed on the drive wheel position, a large interaction force will be generated between the tire and the driving surface. The rigidity of the independent tread blocks is relatively small (especially at the edges), and they are very prone to local edge wear during vehicle operation (that is, uneven wear on both sides of the transversely set grooves), and even problems such as chipping and tearing.

[0034] In this embodiment, there are three longitudinal grooves 10, which are spaced apart along the width of the tire, dividing the tire tread into two shoulder tread portions 1 and two intermediate tread portions 2 located between the two shoulder tread portions 1.

[0035] In this embodiment, the longitudinal groove 10 has a tortuous structure (zigzag shape). This design ensures that the tire can achieve better performance in mixed road conditions and driving performance, while also reducing the probability of stones entering the longitudinal groove 10. Combined with the stone protrusions 20 set in the longitudinal groove 10, the occurrence of stone trapping can be avoided to the greatest extent. This effectively reduces the problem of punctures to the bottom rubber, belt layer and tire body caused by stone rolling, and effectively extends the service life of the tire.

[0036] Specifically, in this embodiment, the longitudinal groove 10 and the first lateral recess 50 located on the tire shoulder 3 both adopt a full-depth dimension design, that is, the maximum depth can be set for the corresponding size of the tire to ensure that the two can achieve a sufficiently large rigidity balance and improve the tire's driving performance. At the same time, the first lateral groove 30 is a shallow groove, and its depth is much smaller than that of the longitudinal groove 10. It mainly serves to drain water and cut water film to improve the tire's driving ability in rainy weather.

[0037] It should be noted that, Figure 1 This is a diagram showing the unfolded portion of the tire tread. In reality, the shoulder 3 is located on the side of the shoulder tread pattern 1. Figure 1 The width of the portion of the first lateral recess 50 located on the shoulder 3 is actually its depth G3.

[0038] Optionally, the portion of the first lateral recess 50 located on the tire shoulder tread portion 1 has a depth G4, where G4 < G3. This allows the portion of the first lateral recess 50 on the tire shoulder tread portion 1 to not only help dissipate heat and prevent heat buildup, but also to provide some traction for the tire in the early stages of its use. Simultaneously, its shallower depth further increases the rigidity of the tire shoulder tread portion 1, preventing abnormal wear (preventing stone trapping and increasing rigidity at the edges).

[0039] Specifically, the portion of the first lateral recess 50 located on the tire shoulder tread portion 1 also adopts a shallow groove design.

[0040] Specifically, the depth of the shallow grooves can be limited according to the actual size of the tire.

[0041] Optionally, the first lateral grooves 30 are arranged in a wavy pattern and there are multiple first lateral grooves 30. The multiple first lateral grooves 30 are spaced apart along the circumference of the tire. The tire tread structure also includes a second lateral groove 40, which is disposed between two adjacent first lateral grooves 30. The second lateral groove 40 is used to connect two adjacent longitudinal grooves 10. The second lateral groove 40 has a transition connecting section 41, and the depth G5 of the transition connecting section 41 satisfies the condition that G5 < G2. In this way, the wavy arrangement of the first lateral grooves 30 can increase the total length of the first lateral grooves 30 within a limited width (the width of the middle tread portion 2), thereby improving its ability to cut water film. Meanwhile, the second lateral groove 40 balances the rigidity of the intermediate tread portion 2 to improve the driving performance of the tire, while providing a transition connection section 41 with a smaller depth (compared to the depth G2 of the longitudinal groove 10) to ensure that the intermediate tread portions 2 located on both sides of the second lateral groove 40 have a connection portion within the depth range of the longitudinal groove 10 (the intermediate tread portion 2 is a circumferentially continuous tread portion).

[0042] like Figure 1 and Figure 2 As shown, the second transverse groove 40 is arranged in a zigzag shape and includes a first sub-transverse groove 42, a second sub-transverse groove 43, and a third sub-transverse groove 44 that are interconnected. The second sub-transverse groove 43 is located between the first sub-transverse groove 42 and the third sub-transverse groove 44. The ends of the first sub-transverse groove 42 and the third sub-transverse groove 44 that are away from each other form a connecting end, which is connected to the longitudinal groove 10. Along the direction from the connecting end to the second sub-transverse groove 43, the width of the first sub-transverse groove 42 gradually decreases, and the width of the third sub-transverse groove 44 gradually decreases.

[0043] Meanwhile, the first sub-lateral trench 42 includes a first transverse trench 421 and a second transverse trench 422 that are interconnected. The first transverse trench 421 is positioned away from the second sub-lateral trench 43 relative to the second transverse trench 422. The end of the first transverse trench 421 away from the second transverse trench 422 is a connecting end. The depth of the second transverse trench 422 is the same as the depth of the second sub-lateral trench 43, and the depth of the first transverse trench 421 is greater than the depth of the second transverse trench 422. The third sub-lateral trench 44 includes a third transverse trench 441 and a fourth transverse trench 442 that are interconnected. The fourth transverse trench 442 is positioned away from the second sub-lateral trench 43 relative to the third transverse trench 441. The end of the fourth transverse trench 442 away from the third transverse trench 441 is a connecting end. The depth of the third transverse trench 441 is the same as the depth of the second sub-lateral trench 43, and the depth of the fourth transverse trench 442 is greater than the depth of the third transverse trench 441. A transition connection section 41 is formed between the second transverse groove 422, the second sub-transverse groove 43, and the third transverse groove 441.

[0044] Thus, the first transverse groove 421 and the fourth transverse groove 442, which are connected to the longitudinal groove 10, are actually the widest ends of the second transverse groove 40. Their large width and depth can provide sufficient balance to the rigidity of the intermediate patterned part 2, so as to ensure that the intermediate patterned part 2 can provide sufficient driving performance. The transition connecting section 41 (the second transverse groove 422, the second sub-transverse groove 43 and the third transverse groove 441) is not only shallow, but also gradually narrows in width, so as to ensure that the intermediate patterned parts 2 located on both sides of the second transverse groove 40 have sufficiently high connection strength, increase the circumferential rigidity of the intermediate patterned part 2, and reduce rolling resistance.

[0045] In this embodiment, the depths of the first transverse groove 421 and the fourth transverse groove 442 are the same as the depth of the longitudinal groove 10, and both are full-depth dimension designs.

[0046] In this embodiment, the second transverse groove 422, the second sub-transverse groove 43, and the third transverse groove 441 have the same depth and are all shallow groove designs.

[0047] like Figure 3 and Figure 4 As shown, the stone-carrying protrusion 20 is provided on the bottom of the longitudinal groove 10. Along the direction from the tread to the bottom of the longitudinal groove 10, the width of at least part of the longitudinal groove 10 gradually decreases. In this way, if a stone enters the longitudinal groove 10, the gradually changing width design is beneficial for the stone to roll in the longitudinal groove 10, thereby quickly escaping from the jamming point and being discharged out of the longitudinal groove 10 under the action of centrifugal force, thus improving the tire's stone-carrying performance.

[0048] like Figure 3 As shown, the plurality of longitudinal grooves 10 include a shoulder longitudinal groove 11 adjacent to the shoulder tread portion 1. In the cross-section of the shoulder longitudinal groove 11, the groove wall of the shoulder longitudinal groove 11 includes a first plane 111 and a first inclined surface 112 connected to each other. The first inclined surface 112 is disposed relative to the first plane 111 near the bottom of the shoulder longitudinal groove 11 and is connected to the bottom of the shoulder longitudinal groove 11. The distance between the first planes 111 of the two groove walls of the shoulder longitudinal groove 11 is the same, and the distance between the first inclined surfaces 112 of the two groove walls of the shoulder longitudinal groove 11 gradually decreases along the direction from the tread to the bottom of the shoulder longitudinal groove 11.

[0049] like Figure 4As shown, the plurality of longitudinal grooves 10 include a crown longitudinal groove 12 located between two adjacent intermediate tread portions 2. In the cross-section of the crown longitudinal groove 12, the groove wall of the crown longitudinal groove 12 includes a second plane 121, a second inclined surface 122, and a third plane 123 connected to each other. The second inclined surface 122 is located between the second plane 121 and the third plane 123. The third plane 123 is disposed near the bottom of the crown longitudinal groove 12 relative to the second inclined surface 122, and the third plane 123 is connected to the bottom of the crown longitudinal groove 12. The distance between the second planes 121 of the two groove walls of the crown longitudinal groove 12 is the same, and the distance between the third planes 123 of the two groove walls of the crown longitudinal groove 12 is the same. Along the direction from the tread to the bottom of the crown longitudinal groove 12, the distance between the second inclined surfaces 122 of the two groove walls of the crown longitudinal groove 12 gradually decreases. In this way, the longitudinal groove 12 of the tire crown, as the core contact longitudinal groove between the tire and the driving surface, has a higher probability of trapping stones. Compared with the longitudinal groove 11 of the tire shoulder, the third plane 123 actually forms a "sunken" design in the longitudinal groove 12 of the tire crown to ensure that the stone protrusion 20 set at the bottom of the groove can stably squeeze and collide with the stones, further improving the tire's stone removal performance.

[0050] In this embodiment, an arc-shaped chamfer is provided at the connection between the third plane 123 and the bottom of the longitudinal groove 12 of the tire crown, so that the two are smoothly transitioned, thereby improving the tire tread pattern sea-to-road ratio in the middle and late stages of tire use and extending the tire's service life.

[0051] In this embodiment, the tortuosity of the shoulder longitudinal groove 11 is less than that of the crown longitudinal groove 12. That is, within a certain length range, the crown longitudinal groove 12 has more tortuosity segments to ensure that the crown longitudinal groove 12 in contact with the core of the driving surface can better balance the rigidity of the tread, thereby providing greater driving performance and mixed road condition adaptability.

[0052] In this embodiment, the stone-carrying protrusions 20 are disposed on the bottom of the longitudinal groove 10. The stone-carrying protrusions 20 are strip-shaped protrusions. A portion of the longitudinal groove 10 within the area where the strip-shaped protrusions are disposed has a first extending direction, and the strip-shaped protrusions have a second extending direction, which is consistent with the first extending direction. There are multiple strip-shaped protrusions, spaced apart along the circumference of the tire at the bottom of the longitudinal groove 10. The tire tread structure also has multiple pitch units arranged sequentially along the circumference of the tire. The length of the strip-shaped protrusion within any pitch unit is positively correlated with the pitch of that pitch unit. Thus, the above arrangement ensures that the extending direction and length of the stone-carrying protrusions 20 match the extending direction of the longitudinal groove 10 and the dimensions of the pitch units at their respective locations, further improving the stone-carrying reliability and road condition adaptability of the stone-carrying protrusions 20.

[0053] Specifically, if the extension direction of the stone protrusion 20 is skewed or the size is not appropriate, it may cause the stones entering the longitudinal groove 10 through the opening of the longitudinal groove 10 to fail to make immediate contact with the stone protrusion 20, thus affecting the stone-carrying performance of the stone protrusion 20.

[0054] Specifically, the larger the pitch of the pitch unit where the projectile protrusion 20 is located, the longer the projectile protrusion 20 is; the smaller the pitch of the pitch unit where the projectile protrusion 20 is located, the shorter the length of the projectile protrusion 20 is.

[0055] In this embodiment, the projectile protrusion 20 is a long strip structure with a quadrilateral cross-section.

[0056] In this embodiment, the pitch size between multiple pitch units is different. That is, the tire tread structure in this embodiment adopts an irregular variable pitch arrangement design to reduce airflow resonance in the tire tread during vehicle operation, reduce noise, and improve the driving comfort of passengers.

[0057] This embodiment also provides a tire (not shown), which includes the tire tread structure described above.

[0058] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0059] Multiple longitudinal grooves in the tire tread structure are spaced apart along the width of the tire to divide the tire tread into two shoulder tread portions and a middle tread portion located between the two shoulder tread portions. The longitudinal grooves extend circumferentially along the tire. Each longitudinal groove is arranged in a zigzag or wavy shape. Pebble protrusions are provided within the longitudinal grooves. A first lateral groove is provided on the middle tread portion and is used to connect two adjacent longitudinal grooves. The depth G1 of the first lateral groove satisfies the condition G1 < G2 with respect to the depth G2 of the longitudinal groove. A first lateral recess is provided on the shoulder tread portion, with one end extending to the tire shoulder. The other end of the first lateral recess is at a predetermined distance from the side of the shoulder tread portion near the longitudinal groove. The depth G3 of the portion of the first lateral recess on the shoulder satisfies the condition G1 < G3 with respect to the depth G1. Thus, the tire tread structure in this application has no independent tread blocks. On the one hand, the first lateral groove, which is shallower than the longitudinal groove, makes the middle tread portion connected within the longitudinal groove, resulting in a continuous tread portion in the tire circumferential direction. On the other hand, the first lateral recess, which has a predetermined distance between itself and the side of the shoulder tread portion near the longitudinal groove, makes the shoulder tread portion also a continuous tread portion in the tire circumferential direction. That is, the shoulder tread portion and the middle tread portion have greater rigidity and lower rolling resistance in the tire circumferential direction, thereby improving the tire's fuel economy. Meanwhile, the design without independent tread blocks avoids the problem of tread blocks falling off due to insufficient edge rigidity, thus initially improving the tire's resistance to deformable wear. The deeper longitudinal grooves and the first lateral recess on the tire shoulder provide the tire with sufficient driving performance. The longitudinal grooves, which are the main contact points between the tire and the road surface, adopt a zigzag design and have stone protrusions inside to reduce the probability of stones getting stuck. This avoids tire punctures and deformable wear caused by stones rolling around in the tire, further improving the tire's resistance to deformable wear. This solves the problem of high rolling resistance and deformable wear in existing truck all-wheel tires, extending the tire's service life.

[0060] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0061] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0062] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0063] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0064] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this application.

[0065] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire tread structure, characterized in that, include: Multiple longitudinal grooves (10) are spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions (1) and an intermediate tread portion (2) located between the two shoulder tread portions (1). The longitudinal grooves (10) extend along the circumference of the tire. Each of the longitudinal grooves (10) is arranged in a zigzag or wavy shape. A projectile protrusion (20) is provided within the longitudinal groove (10); A first transverse groove (30) is provided on the middle patterned part (2). The first transverse groove (30) is used to connect two adjacent longitudinal grooves (10). The depth G1 of the first transverse groove (30) and the depth G2 of the longitudinal groove (10) satisfy the following condition: G1 < G2. A first lateral recess (50) is provided on the tire shoulder tread portion (1). One end of the first lateral recess (50) extends to the tire shoulder (3). The other end of the first lateral recess (50) is at a predetermined distance from the side of the tire shoulder tread portion (1) near the longitudinal groove (10). The depth G3 of the portion of the first lateral recess (50) located on the tire shoulder (3) satisfies the following condition: G1 < G3.

2. The tire tread structure according to claim 1, characterized in that, The portion of the first lateral recess (50) located on the shoulder tread portion (1) has a depth G4, and the depth G4 and the depth G3 satisfy the condition: G4 < G3.

3. The tire tread structure according to claim 1, characterized in that, The first lateral grooves (30) are arranged in a wavy pattern and there are multiple first lateral grooves (30), which are spaced apart along the circumference of the tire. The tire tread structure also includes: The second transverse groove (40) is disposed between two adjacent first transverse grooves (30), and the second transverse groove (40) is used to connect two adjacent longitudinal grooves (10); The second transverse groove (40) has a transition connection section (41), and the depth G5 of the transition connection section (41) satisfies the condition that G5 < G2 with respect to the depth G2.

4. The tire tread structure according to claim 3, characterized in that, The second transverse groove (40) is arranged in a zigzag shape and includes a first sub-transverse groove (42), a second sub-transverse groove (43), and a third sub-transverse groove (44) that are interconnected. The second sub-lateral groove (43) is located between the first sub-lateral groove (42) and the third sub-lateral groove (44). The ends of the first sub-lateral groove (42) and the third sub-lateral groove (44) that are away from each other form a connecting end, which is connected to the longitudinal groove (10). In the direction from the connecting end to the second sub-lateral groove (43), the width of the first sub-lateral groove (42) gradually decreases, and the width of the third sub-lateral groove (44) gradually decreases.

5. The tire tread structure according to claim 4, characterized in that, The first sub-lateral groove (42) includes a first transverse groove (421) and a second transverse groove (422) that are interconnected. The first transverse groove (421) is disposed away from the second sub-lateral groove (43) relative to the second transverse groove (422). The end of the first transverse groove (421) that is away from the second transverse groove (422) is the connecting end. The depth of the second transverse groove (422) is the same as the depth of the second sub-lateral groove (43). The depth of the first transverse groove (421) is greater than the depth of the second transverse groove (422). The third sub-lateral groove (44) includes a third transverse groove (441) and a fourth transverse groove (442) that are interconnected. The fourth transverse groove (442) is disposed away from the second sub-lateral groove (43) relative to the third transverse groove (441). The end of the fourth transverse groove (442) away from the third transverse groove (441) is the connecting end. The depth of the third transverse groove (441) is the same as the depth of the second sub-lateral groove (43), and the depth of the fourth transverse groove (442) is greater than the depth of the third transverse groove (441). The transition connection section (41) is formed between the second transverse groove (422), the second sub-transverse groove (43), and the third transverse groove (441).

6. The tire tread structure according to claim 1, characterized in that, The protrusion (20) is disposed on the bottom of the longitudinal groove (10), and at least part of the width of the longitudinal groove (10) gradually decreases along the direction from the tread to the bottom of the longitudinal groove (10).

7. The tire tread structure according to claim 6, characterized in that, The plurality of longitudinal grooves (10) include a shoulder longitudinal groove (11) adjacent to the shoulder tread portion (1); In the cross-section of the longitudinal shoulder groove (11), the groove wall of the longitudinal shoulder groove (11) includes a first plane (111) and a first inclined surface (112) connected to each other. The first inclined surface (112) is disposed near the bottom of the longitudinal shoulder groove (11) relative to the first plane (111), and the first inclined surface (112) is connected to the bottom of the longitudinal shoulder groove (11). The distance between the first planes (111) of the two groove walls of the shoulder longitudinal groove (11) is consistent, and the distance between the first inclined surfaces (112) of the two groove walls of the shoulder longitudinal groove (11) gradually decreases along the direction from the tread to the bottom of the groove.

8. The tire tread structure according to claim 6, characterized in that, The plurality of longitudinal grooves (10) include a crown longitudinal groove (12) located between two adjacent intermediate tread portions (2), In the cross-section of the longitudinal groove (12) of the tread, the groove wall of the longitudinal groove (12) includes a second plane (121), a second inclined plane (122) and a third plane (123) connected to each other. The second inclined plane (122) is located between the second plane (121) and the third plane (123). The third plane (123) is disposed near the bottom of the longitudinal groove (12) of the tread relative to the second inclined plane (122). The third plane (123) is connected to the bottom of the longitudinal groove (12). The distance between the second plane (121) of the two groove walls of the longitudinal groove (12) of the tread is consistent, the distance between the third plane (123) of the two groove walls of the longitudinal groove (12) of the tread is consistent, and the distance between the second inclined surface (122) of the two groove walls of the longitudinal groove (12) of the tread gradually decreases along the direction from the tread to the bottom of the longitudinal groove (12).

9. The tire tread structure according to claim 1, characterized in that, The projectile protrusion (20) is disposed on the bottom of the longitudinal groove (10). The protrusion (20) is a strip-shaped protrusion. The longitudinal groove (10) has a first extending direction in the area where the strip-shaped protrusion is located. The strip-shaped protrusion has a second extending direction, which is consistent with the first extending direction. There are multiple strip-shaped protrusions, and the multiple strip-shaped protrusions are arranged at intervals along the circumference of the tire at the bottom of the longitudinal groove (10). The tire tread structure also has a plurality of pitch units arranged sequentially along the circumference of the tire, and the length of the strip-shaped protrusion in any pitch unit is positively correlated with the pitch of the pitch unit.

10. A tire, characterized in that, The tire includes the tire tread structure as described in any one of claims 1 to 9.

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