Tire tread structure

Abstract

The utility model provides a tire tread structure. The tire tread structure comprises a plurality of longitudinal grooves which extend in the circumferential direction of a tire and are arranged at intervals in the width direction of the tire, so that the tire tread of the tire is divided into two tire shoulder pattern parts and a middle pattern part located between the two tire shoulder pattern parts; the strip-shaped concave part is arranged on the tire shoulder pattern part, one end of the strip-shaped concave part extends to the tire shoulder of the tire so as to be communicated with the side part of the tire, and a preset distance is formed between the other end of the strip-shaped concave part and the side surface, close to the tire central plane S, of the tire shoulder pattern part; wherein the widths of the strip-shaped concave parts are gradually increased in the direction from the central surface S of the tire to the side part of the tire. According to the utility model, the problem that a tire of a light-duty truck in the prior art cannot give consideration to both the control performance and the comfort performance is effectively solved.

Description

Technical Field

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

[0002] Currently, light-duty trucks (LTCs) are widely used in urban logistics due to their advantages of flexible design, large load capacity, and spacious cargo space. As the LTC market develops, people's demands for the driving performance of LTCs are increasing. Tires, as the only part of the vehicle that directly contacts the ground, not only perform basic load-bearing and rolling functions, but their tread pattern also significantly affects various aspects of vehicle performance. Among these, the most direct perception of vehicle performance by passengers is its handling and road noise.

[0003] However, existing tire tread patterns lack improvements that balance vehicle handling and driving noise, making it impossible to simultaneously meet increasingly demanding user requirements. Utility Model Content

[0004] The main objective of this invention is to provide a tire tread structure to solve the problem that existing tires for light-duty trucks cannot simultaneously achieve both handling and comfort performance.

[0005] To achieve the above objectives, this utility model provides a tire tread structure, including: multiple longitudinal grooves, each extending circumferentially along the tire, the multiple longitudinal grooves being spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions and an intermediate tread portion located between the two shoulder tread portions; a strip-shaped recess disposed on the shoulder tread portion, one end of the strip-shaped recess extending to the tire shoulder to communicate with the side of the tire, and the other end of the strip-shaped recess having a predetermined distance between it and the side of the shoulder tread portion near the tire center surface S; wherein, along the direction from the tire center surface S to the tire side, the width of the strip-shaped recess gradually increases.

[0006] Furthermore, the tire tread structure also includes: sipes, which are provided on the shoulder tread portion to connect longitudinal grooves and strip recesses; and / or, sipes are provided on the intermediate tread portion to connect two longitudinal grooves adjacent to the intermediate tread portion.

[0007] Furthermore, the plurality of sipes includes a first sipe provided on the tire shoulder tread portion. The first sipe includes a first sub-sipe and a second sub-sipe that are interconnected. The end of the first sub-sipe away from the second sub-sipe is connected to the strip-shaped recess, and the end of the second sub-sipe away from the first sub-sipe is connected to the longitudinal groove.

[0008] Furthermore, the multiple grooves also include a second groove disposed on the tire shoulder tread portion. The second groove is located between the strip-shaped recess and the side of the tire shoulder tread portion near the longitudinal groove, and the second groove is used to connect the strip-shaped recess and the longitudinal groove.

[0009] Furthermore, the plurality of sipes also includes a third sipe disposed on the intermediate tread portion. The third sipe includes a third sub-sipe, a fourth sub-sipe, and a fifth sub-sipe that are interconnected. The fourth sub-sipe is located between the third and fifth sub-sipes. The ends of the third and fifth sub-sipes that are away from each other are respectively connected to the longitudinal groove adjacent to the intermediate tread portion. The third sub-sipe is set at a first angle A1 with respect to the circumference of the tire, the fourth sub-sipe is set at a second angle A2 with respect to the circumference of the tire, and the fifth sub-sipe is set at a third angle A3 with respect to the circumference of the tire. The first angle A1, the second angle A2, and the third angle A3 satisfy the following conditions: 63°≤A1≤83°, 24°≤A2≤44°, and 63°≤A3≤83°.

[0010] Furthermore, the longitudinal groove includes multiple interconnected first sub-longitudinal grooves and second sub-longitudinal grooves. The first sub-longitudinal groove is located between two adjacent second sub-longitudinal grooves, and the first sub-longitudinal groove and the second sub-longitudinal groove are arranged at a fourth included angle. Among them, the end of the third sub-cutting groove that is connected to the longitudinal groove is the first connecting end, the end of the fifth sub-cutting groove that is connected to the longitudinal groove is the second connecting end, and there is a connection between the first sub-longitudinal groove and the second sub-longitudinal groove. Both the first connecting end and the second connecting end are connected to the connection.

[0011] Furthermore, the tire tread structure has multiple pitch units arranged circumferentially along the tire. The multiple pitch units include a first pitch unit, a second pitch unit, and a third pitch unit. The pitches P1 of the first pitch unit, P2 of the second pitch unit, and P3 of the third pitch unit satisfy the following: 0.74P2≤P1≤0.84P2, 1.16P2≤P3≤1.26P2. The inner wall of the strip-shaped recess includes a bottom wall and a first side wall, a second side wall, and a third side wall connected to the bottom wall. The second side wall is located between the first side wall and the third side wall. The first side wall and the third side wall are arranged opposite to each other. The minimum distance Lmin between the first side wall and the third side wall and the pitch P of the pitch unit where the strip-shaped recess is located satisfy the following: 0.109P≤Lmin≤0.119P.

[0012] Furthermore, in the longitudinal section of the strip-shaped recess, the perpendicular line at the connection between the second sidewall and the tread forms a fifth angle A5 with the second sidewall, and the fifth angle A5 satisfies: 18°≤A5≤22°; in the cross section of the strip-shaped recess, the first sidewall forms a sixth angle A6 with the normal of the strip-shaped recess, and the third sidewall forms a seventh angle A7 with the normal of the strip-shaped recess, and the sixth angle A6 and the seventh angle A7 satisfy: 1°≤A6≤5°, 1°≤A7≤5°; a chamfer is provided at the connection between the first sidewall and the bottom wall, and a chamfer is provided at the connection between the third sidewall and the bottom wall.

[0013] Furthermore, the contact area E between the tire and the driving surface has a width TAW and an area S1. The total width W of the multiple longitudinal grooves satisfies the following relationship with the width TAW: 0.2TAW≤W≤0.23TAW; the depth G of the longitudinal grooves satisfies the following relationship: 7.5mm≤G≤8.5mm; the portion of the tire tread structure in the contact area E has an actual contact area S2 with the driving surface, and the relationship between the area S1 and the actual contact area S2 satisfies the following relationship: 0.7S1≤S2≤0.73S1; the contact area S3 between the intermediate tread portion and the driving surface satisfies the following relationship with the actual contact area S2: 0.14S2≤S3≤0.17S2.

[0014] Furthermore, the multiple longitudinal trenches include a first longitudinal trench, a second longitudinal trench, and a third longitudinal trench. The second longitudinal trench is located between the first and third longitudinal trenches. The bottom of the first longitudinal trench is arc-shaped. One wall of the first longitudinal trench forms an eighth angle A8 with the normal of the first longitudinal trench, and the other wall of the first longitudinal trench forms a ninth angle A9 with the normal of the first longitudinal trench. The eighth angle A8 and the ninth angle A9 satisfy: 8°≤A8≤12°, 10°≤A9≤14°. The connection between the wall and the bottom of the second longitudinal trench is chamfered. One wall of the second longitudinal trench forms an eighth angle A8 with the normal of the second longitudinal trench. The lines are set at a tenth included angle A10, and the other wall of the second longitudinal groove is set at an eleventh included angle A11 with the normal of the second longitudinal groove. The tenth included angle A10 and the eleventh included angle A11 satisfy: 8°≤A10≤12°, 8°≤A11≤12°; the bottom of the third longitudinal groove is set in an arc shape, and the one wall of the third longitudinal groove is set at a twelfth included angle A12 with the normal of the third longitudinal groove. The other wall of the third longitudinal groove is set at a thirteenth included angle A13 with the normal of the third longitudinal groove. The twelfth included angle A12 and the thirteenth included angle A13 satisfy: 8°≤A12≤12°, 10°≤A13≤14°.

[0015] Applying the technical solution of this utility model, multiple longitudinal grooves in the tire tread structure extend circumferentially along the tire, and 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. A strip-shaped recess is provided on the shoulder tread portion, with one end extending to the tire shoulder to communicate with the tire sidewall. The other end of the strip-shaped recess has a predetermined distance from the sidewall of the shoulder tread portion near the tire center surface S. The width of the strip-shaped recess gradually increases along the direction from the tire center surface S to the tire sidewall. Thus, the strip-shaped recesses on the tire shoulder tread in this application actually adopt a non-through design. This means that while increasing the interaction force between the tire and the road surface to initially improve tire handling performance, it also creates a closed tire shoulder. This significantly reduces pumping noise generated during tire rolling, improving user comfort. Furthermore, the tire shoulder tread in this application has greater rigidity compared to a tire shoulder tread with through-type strip-shaped recesses, further increasing the interaction force between the tire and the road surface and improving tire handling performance. Simultaneously, when the tire is driving on a wet road surface, the gradually widening strip-shaped recesses not only accommodate more water but also help drain water away from the tire and road surface, thereby reducing water accumulation between the tire and the road surface and further improving tire handling performance. This solves the problem in existing technologies where light-duty truck tires cannot simultaneously achieve both handling and comfort performance, thus improving the user experience. Attached Figure Description

[0016] 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:

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

[0018] Figure 2 It shows Figure 1 A cross-sectional view of the tire tread structure at point a-a';

[0019] Figure 3 It shows Figure 1 A cross-sectional view of the tire tread structure at point b-b';

[0020] Figure 4 It shows Figure 1 A cross-sectional view of the tire tread structure at point c-c';

[0021] Figure 5 It shows Figure 1A cross-sectional view of the tire tread structure at point l-l'.

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

[0023] 1. Shoulder pattern area; 2. Middle pattern area;

[0024] 10. Longitudinal trench; 11. First sub-longitudinal trench; 12. Second sub-longitudinal trench; 13. First longitudinal trench; 14. Second longitudinal trench; 15. Third longitudinal trench;

[0025] 20. Strip-shaped recess; 21. First sidewall; 22. Second sidewall; 23. Third sidewall;

[0026] 30. First tool groove; 31. First sub-tool groove; 32. Second sub-tool groove;

[0027] 40. Second tool groove;

[0028] 50. Third cutting groove; 51. Third sub-cutting groove; 52. Fourth sub-cutting groove; 53. Fifth sub-cutting groove. 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] 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 one of ordinary skill in the art to which this application pertains.

[0031] In this utility model, unless otherwise stated, directional terms such as "upper" and "lower" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0032] To address the problem that existing tires for light-duty trucks cannot simultaneously achieve both handling and comfort performance, this application provides a tire tread structure.

[0033] like Figures 1 to 5As shown, the tire tread structure includes multiple longitudinal grooves 10 and strip-shaped recesses 20. Each longitudinal groove 10 extends circumferentially along the tire, and the 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. Strip-shaped recesses 20 are provided on the shoulder tread portions 1, with one end extending to the tire shoulder to communicate with the tire sidewall. The other end of the strip-shaped recess 20 has a predetermined distance from the sidewall of the shoulder tread portion 1 near the tire center plane S. The width of the strip-shaped recess 20 gradually increases along the direction from the tire center plane S to the tire sidewall.

[0034] In this embodiment, the multiple longitudinal grooves 10 of the tire tread structure extend circumferentially along the tire, and are spaced apart along the width 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. A strip-shaped recess 20 is provided on the shoulder tread portion 1, with one end extending to the tire shoulder to communicate with the tire sidewall. The other end of the strip-shaped recess 20 has a predetermined distance from the sidewall of the shoulder tread portion 1 near the tire center surface S. The width of the strip-shaped recess 20 gradually increases along the direction from the tire center surface S to the tire sidewall. Thus, in this embodiment, the strip-shaped recesses 20 provided on the tire shoulder tread portion 1 actually adopt a non-through design. This means that while increasing the interaction force between the tire and the road surface to initially improve tire handling performance, the tire shoulder tread portion 1 forms a closed shoulder. This not only significantly reduces pumping noise generated during tire rolling, improving user comfort, but also makes the tire shoulder tread portion 1 in this embodiment more rigid than a tire shoulder tread portion with through-type strip-shaped recesses, further increasing the interaction force between the tire and the road surface and improving tire handling performance. Simultaneously, when the tire is driving on a wet road surface, the strip-shaped recesses 20 with their gradually changing width design can not only accommodate more water but also help drain water away from the tire and road surface, thereby reducing water accumulation between the tire and the road surface and further improving tire handling performance. This solves the problem in the prior art where light-duty truck tires cannot simultaneously achieve both handling and comfort performance, improving the user experience.

[0035] In this embodiment, there are three longitudinal grooves 10, which are spaced apart along the width of the tire to divide the tread into two shoulder tread portions 1 and two intermediate tread portions 2 located between the two shoulder tread portions 1.

[0036] Optionally, the contact area E between the tire and the driving surface has a width TAW and an area S1. The total width W of the three longitudinal grooves 10 satisfies the condition that 0.2TAW ≤ W ≤ 0.23TAW with respect to the width TAW. The depth G of the longitudinal grooves 10 satisfies the condition that 7.5mm ≤ G ≤ 8.5mm. The portion of the tire tread structure in the contact area E has an actual contact area S2 with the driving surface, and the area S1 and the actual contact area S2 satisfy the condition that 0.7S1 ≤ S2 ≤ 0.73S1. The contact area S3 between the intermediate tread portion 2 and the driving surface satisfies the condition that 0.14S2 ≤ S3 ≤ 0.17S2 with respect to the actual contact area S2. In this way, the above arrangement ensures a sufficiently large contact area between the tire and the driving surface to improve the overall handling performance and wear resistance of the tire, while making the width of the longitudinal grooves 10, which mainly affects the tire's water drainage performance, more suitable so that the tire has good handling performance on both dry and wet surfaces. At the same time, the deeper design (depth G) not only provides a sufficiently large drainage space for the longitudinal grooves 10, thereby further improving the tire's drainage performance, but also further improves the tire's wear resistance, thus extending the tire's service life.

[0037] Specifically, the actual contact area S2 is the total area of ​​the part that actually contacts the tire tread (where grooves, sipes, recesses, and other structures cannot make contact).

[0038] like Figures 1 to 3As shown, the plurality of longitudinal grooves 10 include a first longitudinal groove 13, a second longitudinal groove 14, and a third longitudinal groove 15. The second longitudinal groove 14 is located between the first longitudinal groove 13 and the third longitudinal groove 15. The bottom of the first longitudinal groove 13 is arc-shaped. One wall of the first longitudinal groove 13 forms an eighth angle A8 with the normal of the first longitudinal groove 13, and the other wall of the first longitudinal groove 13 forms a ninth angle A9 with the normal of the first longitudinal groove 13. The eighth angle A8 and the ninth angle A9 satisfy: 8°≤A8≤12°, 10°≤A9≤14°. The connection between the wall and the bottom of the second longitudinal groove 14 is chamfered. One wall of the second longitudinal groove 14 forms a chamfer with the normal of the second longitudinal groove 15. The normal to the second longitudinal groove 14 is set at a tenth angle A10, and the other wall of the second longitudinal groove 14 is set at an eleventh angle A11 with respect to the normal to the second longitudinal groove 14. The tenth angle A10 and the eleventh angle A11 satisfy: 8°≤A10≤12°, 8°≤A11≤12°; the bottom of the third longitudinal groove 15 is set in an arc shape, and the normal to the third longitudinal groove 15 is set at a twelfth angle A12, and the normal to the third longitudinal groove 15 is set at a thirteenth angle A13 with respect to the other wall of the third longitudinal groove 15. The twelfth angle A12 and the thirteenth angle A13 satisfy: 8°≤A12≤12°, 10°≤A13≤14°. Thus, in this embodiment, the groove walls of the three longitudinal grooves 10 are actually designed with inclination. The inclination of the groove walls makes the sides of the shoulder tread portion 1 and the middle tread portion 2 inclined surfaces, thereby increasing the load-bearing capacity of the shoulder tread portion 1 and the middle tread portion 2.

[0039] In this embodiment, the groove wall of the first longitudinal groove 13 near the tire center surface S forms an eighth included angle A8 with the normal of the first longitudinal groove 13, where A8 is 10°. The groove wall of the first longitudinal groove 13 away from the tire center surface S forms a ninth included angle A9 with the normal of the first longitudinal groove 13, where A9 is 12°. The cross-sectional structure of the third longitudinal groove 15 is symmetrical to that of the first longitudinal groove 13. Specifically, the groove wall of the third longitudinal groove 15 near the tire center surface S forms a twelfth included angle A12 with the normal of the third longitudinal groove 15, where A12 is 10°. The groove wall of the third longitudinal groove 15 away from the tire center surface S forms a thirteenth included angle A13 with the normal of the third longitudinal groove 15, where A13 is 12°. This arrangement not only ensures uniform load distribution in the intermediate tread portion 2 to avoid abnormal tire wear but also significantly improves the load-bearing capacity of the tire shoulder tread portion 1.

[0040] In this embodiment, the tenth included angle A10 and the eleventh included angle A11 of the second longitudinal groove 14 are equal in size and both are 10°, that is, the inclination angles of the two sides of the middle patterned part 2 are consistent, so that the middle patterned part 2 forms a regular approximately isosceles trapezoidal structure, thereby improving the load-bearing capacity of the middle patterned part 2.

[0041] In this embodiment, the widths W1 of the first longitudinal groove 13, W2 of the second longitudinal groove 14, and W3 of the third longitudinal groove 15 satisfy the following ratio: W1:W2:W3 = 1.42:1:1:1.42, so that the drainage performance of each longitudinal groove 10 can match the actual driving conditions of the tire (i.e., the drainage performance of the longitudinal groove 10 near the tire shoulder tread portion 1 is better).

[0042] In this embodiment, the widths W1 of the first longitudinal groove 13, W2 of the second longitudinal groove 14, W3 of the third longitudinal groove 15, and TAW satisfy the following: 0.055TAW≤W1≤0.085TAW, 0.065TAW≤W2≤0.095TAW, and 0.055TAW≤W3≤0.085TAW. This ensures that the ratio between the width and TAW of each longitudinal groove 10 is appropriate, further improving the drainage performance of each longitudinal groove 10.

[0043] In this embodiment, the width W4 of the shoulder tread portion 1, the width W5 of the middle tread portion 2, and the width TAW satisfy the following: 0.17TAW≤W4≤0.23TAW, 0.12TAW≤W5≤0.18TAW, and W4=1.42W3.

[0044] Optionally, the total width W6 of the shoulder tread portion 1 and the middle tread portion 2 satisfies the following relationship with the width TAW: W6 = 0.72TAW, so that the tire has the best drainage performance and wear resistance.

[0045] like Figure 1 As shown, the tire tread structure also includes sipes, which are provided on the shoulder tread portion 1 to connect the longitudinal grooves 10 and the strip-shaped recesses 20; and / or, sipes are provided on the intermediate tread portion 2 to connect the two longitudinal grooves 10 adjacent to the intermediate tread portion 2. Thus, the narrow sipes not only break the water film between the tread and the driving surface during tire rolling, preventing the formation of a complete water film and increasing the coefficient of friction between the tread and the driving surface, thus improving the tire's wet handling performance, but also improve the tire's grip strength, thereby shortening the tire's braking distance and further enhancing the tire's handling performance. Simultaneously, the sipes also reduce the rigidity of the tread, reducing tire stress and further improving the user's ride comfort.

[0046] like Figure 1As shown, the plurality of sipes includes a first sipe 30 disposed on the tread portion 1 of the tire shoulder. The first sipe 30 includes a first sub-sipe 31 and a second sub-sipe 32 that are interconnected. The end of the first sub-sipe 31 away from the second sub-sipe 32 is connected to the strip-shaped recess 20, and the end of the second sub-sipe 32 away from the first sipe 31 is connected to the longitudinal groove 10. In this way, the above arrangement not only realizes the basic function of the sipes, but also allows the longitudinal groove 10 to communicate with the strip-shaped recess 20 through the first sipe 30, thereby improving the tire's water drainage performance and dry-start handling performance.

[0047] Specifically, because the sipes are very narrow, they have a smaller impact on closing the tire shoulder.

[0048] like Figure 1 As shown, the plurality of sipes also includes a second sipe 40 disposed on the shoulder tread portion 1. The second sipe 40 is located between the strip-shaped recess 20 and the side of the shoulder tread portion 1 near the longitudinal groove 10, and the second sipe 40 is used to connect the strip-shaped recess 20 and the longitudinal groove 10. In this way, the above arrangement can further increase the communication area between the longitudinal groove 10 and the strip-shaped recess 20, so as to further improve the tire's water drainage performance and wet handling performance.

[0049] like Figure 1 As shown, the plurality of sipes also includes a third sipe 50 disposed on the intermediate tread portion 2. The third sipe 50 includes a third sub-sipe 51, a fourth sub-sipe 52, and a fifth sub-sipe 53 that are interconnected. The fourth sub-sipe 52 is located between the third sub-sipe 51 and the fifth sub-sipe 53. The ends of the third sub-sipe 51 and the fifth sub-sipe 53 that are away from each other are respectively connected to the longitudinal groove 10 adjacent to the intermediate tread portion 2. Among them, the third sub-sipe 51 is set at a first angle A1 with the circumference of the tire, the fourth sub-sipe 52 is set at a second angle A2 with the circumference of the tire, and the fifth sub-sipe 53 is set at a third angle A3 with the circumference of the tire. The first angle A1, the second angle A2, and the third angle A3 satisfy the following conditions: 63°≤A1≤83°, 24°≤A2≤44°, and 63°≤A3≤83°. In this way, the three-fold design of the third groove 50 can not only reduce the rigidity of the middle tread section 2 to improve the tire's handling performance and alleviate the problem of abnormal tire wear, but also increase the length of the contact patch shaft to increase the contact area, improve grip, and further enhance the tire's handling performance.

[0050] like Figure 1As shown, the longitudinal groove 10 includes multiple interconnected first sub-longitudinal grooves 11 and second sub-longitudinal grooves 12. The first sub-longitudinal groove 11 is located between two adjacent second sub-longitudinal grooves 12, and the first sub-longitudinal groove 11 and the second sub-longitudinal groove 12 are arranged at a fourth included angle. The end of the third sub-sipe 51 that connects to the longitudinal groove 10 is the first connecting end, and the end of the fifth sub-sipe 53 that connects to the longitudinal groove 10 is the second connecting end. There is a connection between the first sub-longitudinal grooves 11 and the second sub-longitudinal grooves 12, and both the first and second connecting ends are connected to the connection. This zigzag design of the longitudinal groove 10 allows noise waves to collide and reflect against the zigzag groove walls during transmission, reducing tire rolling noise by lowering noise energy and further improving user ride comfort. Simultaneously, the aforementioned arrangement of the first connecting end, the second connecting end, and the connection makes the shape of the intermediate tread blocks separated by the third sipe 50 more robust and aesthetically pleasing, enhancing the overall appearance of the tire.

[0051] Optionally, the tire tread structure has multiple pitch units arranged circumferentially along the tire. These pitch units include a first pitch unit, a second pitch unit, and a third pitch unit. The pitches P1 of the first pitch unit, P2 of the second pitch unit, and P3 of the third pitch unit satisfy the following conditions: 0.74P2≤P1≤0.84P2, 1.16P2≤P3≤1.26P2. The inner wall of the strip-shaped recess 20 includes a bottom wall and a first side wall 21, a second side wall 22, and a third side wall 23 connected to the bottom wall. The second side wall 22 is located between the first side wall 21 and the third side wall 23. The first side wall 21 and the third side wall 23 are positioned opposite each other. The minimum distance Lmin between the first side wall 21 and the third side wall 23 satisfies the following condition: 0.109P≤Lmin≤0.119P. In this way, the above-mentioned configuration allows the tread pattern (formed by the arrangement of grooves, recesses, and sipes) on the tire tread structure to adopt a multi-pitch frequency-shifting design. This makes the tread pattern more intricate, thereby dispersing the energy of concentrated noise at specific frequencies into broadband noise, resulting in smoother and less harsh noise, further enhancing the user's driving experience. Simultaneously, this configuration matches the minimum distance Lmin with the pitch length of the pitch unit, further increasing the intricacy and complexity of the tread pattern.

[0052] In this embodiment, the minimum distance Lmin is actually the minimum distance between the openings formed by the first sidewall 21 and the third sidewall 23, that is, the minimum distance at the opening on the tire tread.

[0053] Specifically, for the tread blocks within a single pitch unit, this embodiment also employs a staggered frequency distribution design. That is, within a single pitch unit, the shoulder tread portion 1 on one side has a preset distance between the tread block in the pitch unit and the tread block of the adjacent intermediate tread portion 2 in the pitch unit, so that the two adjacent tread blocks are staggered in the circumferential direction of the tire. The intermediate tread portion 2 adjacent to the intermediate tread portion 2 is arranged similarly to the above, ultimately ensuring that the four tread blocks located in the same pitch unit are staggered, further reducing tire rolling noise.

[0054] like Figure 4 and Figure 5 As shown, in the longitudinal section of the strip-shaped recess 20, the perpendicular line at the connection between the second sidewall 22 and the tread forms a fifth angle A5 with the second sidewall 22, where the fifth angle A5 satisfies: 18°≤A5≤22°. In the cross-section of the strip-shaped recess 20, the first sidewall 21 forms a sixth angle A6 with the normal of the strip-shaped recess 20, and the third sidewall 23 forms a seventh angle A7 with the normal of the strip-shaped recess 20. The sixth angle A6 and the seventh angle A7 satisfy: 1°≤A6≤5°, 1°≤A7≤5°. A chamfer is provided at the connection between the first sidewall 21 and the bottom wall, and a chamfer is provided at the connection between the third sidewall 23 and the bottom wall. Thus, the above configuration makes the first sidewall 21, the second sidewall 22, and the third sidewall 23 of the strip-shaped recess 20 all inclined surfaces, further improving the load-bearing capacity of the shoulder tread portion 1. Meanwhile, the inclined design of the second sidewall 22 helps to drain accumulated water, further improving the tire's drainage performance and wet handling performance.

[0055] In this embodiment, the fifth included angle A5 is 20°.

[0056] In this embodiment, both the sixth included angle A6 and the seventh included angle A7 are 3°.

[0057] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0058] The tire tread structure has multiple longitudinal grooves extending circumferentially along the tire, and these grooves are spaced apart along the tire's width to divide the tread into two shoulder tread sections and a central tread section located between the two shoulder tread sections. Strip-shaped recesses are provided on the shoulder tread sections, with one end extending to the tire shoulder to communicate with the tire sidewall. The other end of the strip-shaped recess is at a predetermined distance from the sidewall of the shoulder tread section near the tire's center plane S. The width of the strip-shaped recesses gradually increases along the direction from the tire's center plane S to the tire sidewall. Thus, the strip-shaped recesses on the tire shoulder tread in this application actually adopt a non-through design. This means that while increasing the interaction force between the tire and the road surface to initially improve tire handling performance, it also creates a closed tire shoulder. This significantly reduces pumping noise generated during tire rolling, improving user comfort. Furthermore, the tire shoulder tread in this application has greater rigidity compared to a tire shoulder tread with through-type strip-shaped recesses, further increasing the interaction force between the tire and the road surface and improving tire handling performance. Simultaneously, when the tire is driving on a wet road surface, the gradually widening strip-shaped recesses not only accommodate more water but also help drain water away from the tire and road surface, thereby reducing water accumulation between the tire and the road surface and further improving tire handling performance. This solves the problem in existing technologies where light-duty truck tires cannot simultaneously achieve both handling and comfort performance, thus improving the user experience.

[0059] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[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] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0062] 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), each of the longitudinal grooves (10) extends along the circumference of the tire, and the 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). A strip-shaped recess (20) is provided on the tire shoulder tread portion (1). One end of the strip-shaped recess (20) extends to the tire shoulder to communicate with the side of the tire. The other end of the strip-shaped recess (20) has a predetermined distance from the side of the tire shoulder tread portion (1) near the tire center surface S. In particular, the width of the strip-shaped recess (20) gradually increases along the direction from the center plane S of the tire to the side of the tire.

2. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: The sipe is provided on the shoulder tread portion (1) to connect the longitudinal groove (10) and the strip recess (20); and / or, the sipe is provided on the intermediate tread portion (2) to connect the two longitudinal grooves (10) adjacent to the intermediate tread portion (2).

3. The tire tread structure according to claim 2, characterized in that, The plurality of grooves include a first groove (30) disposed on the tire shoulder tread portion (1). The first groove (30) includes a first sub-groove (31) and a second sub-groove (32) that are interconnected. The end of the first sub-groove (31) away from the second sub-groove (32) is connected to the strip-shaped recess (20), and the end of the second sub-groove (32) away from the first sub-groove (31) is connected to the longitudinal groove (10).

4. The tire tread structure according to claim 2, characterized in that, The plurality of grooves also include a second groove (40) disposed on the shoulder tread portion (1), the second groove (40) being located between the strip recess (20) and the side of the shoulder tread portion (1) near the longitudinal groove (10), the second groove (40) being used to connect the strip recess (20) and the longitudinal groove (10).

5. The tire tread structure according to claim 2, characterized in that, The plurality of cutting grooves also include a third cutting groove (50) disposed on the intermediate patterned portion (2). The third cutting groove (50) includes a third sub-cutting groove (51), a fourth sub-cutting groove (52) and a fifth sub-cutting groove (53) that are interconnected. The fourth sub-cutting groove (52) is located between the third sub-cutting groove (51) and the fifth sub-cutting groove (53). The ends of the third sub-cutting groove (51) and the fifth sub-cutting groove (53) that are away from each other are respectively connected to a longitudinal groove (10) adjacent to the intermediate patterned portion (2). The third sub-cutting groove (51) is set at a first angle A1 with the circumference of the tire, the fourth sub-cutting groove (52) is set at a second angle A2 with the circumference of the tire, and the fifth sub-cutting groove (53) is set at a third angle A3 with the circumference of the tire. The first angle A1, the second angle A2 and the third angle A3 satisfy the following conditions: 63°≤A1≤83°, 24°≤A2≤44°, and 63°≤A3≤83°.

6. The tire tread structure according to claim 5, characterized in that, The longitudinal groove (10) includes a plurality of interconnected first sub-longitudinal grooves (11) and second sub-longitudinal grooves (12). The first sub-longitudinal groove (11) is located between two adjacent second sub-longitudinal grooves (12), and the first sub-longitudinal groove (11) and the second sub-longitudinal groove (12) are arranged at a fourth included angle. Wherein, the end of the third sub-cutting groove (51) that is connected to the longitudinal groove (10) is the first connecting end, the end of the fifth sub-cutting groove (53) that is connected to the longitudinal groove (10) is the second connecting end, there is a connection between the first sub-longitudinal groove (11) and the second sub-longitudinal groove (12), and both the first connecting end and the second connecting end are connected to the connection.

7. The tire tread structure according to claim 1, characterized in that, The tire tread structure has a plurality of pitch units arranged along the circumference of the tire. The plurality of pitch units include a first pitch unit, a second pitch unit, and a third pitch unit. The pitch P1 of the first pitch unit, the pitch P2 of the second pitch unit, and the pitch P3 of the third pitch unit satisfy the following: 0.74P2≤P1≤0.84P2, 1.16P2≤P3≤1.26P2. The inner wall of the strip-shaped recess (20) includes a bottom wall and a first side wall (21), a second side wall (22) and a third side wall (23) connected to the bottom wall. The second side wall (22) is located between the first side wall (21) and the third side wall (23). The first side wall (21) and the third side wall (23) are arranged opposite to each other. The minimum distance Lmin between the first side wall (21) and the third side wall (23) and the pitch P of the pitch unit where the strip-shaped recess (20) is located satisfy the following condition: 0.109P≤Lmin≤0.119P.

8. The tire tread structure according to claim 7, characterized in that, In the longitudinal section of the strip-shaped recess (20), the perpendicular line at the connection between the second sidewall (22) and the tread is set at a fifth included angle A5 with the second sidewall (22), and the fifth included angle A5 satisfies: 18°≤A5≤22°; In the cross-section of the strip-shaped recess (20), the first sidewall (21) is set at a sixth included angle A6 with the normal of the strip-shaped recess (20), and the third sidewall (23) is set at a seventh included angle A7 with the normal of the strip-shaped recess (20). The sixth included angle A6 and the seventh included angle A7 satisfy: 1°≤A6≤5°, 1°≤A7≤5°. A chamfer is provided at the connection between the first sidewall (21) and the bottom wall, and a chamfer is provided at the connection between the third sidewall (23) and the bottom wall.

9. The tire tread structure according to claim 1, characterized in that, The contact area E between the tire and the driving surface has a width TAW and an area S1. The total width W of the plurality of longitudinal grooves (10) satisfies the following relationship with the width TAW: 0.2TAW ≤ W ≤ 0.23TAW; The depth G of the longitudinal groove (10) satisfies: 7.5mm≤G≤8.5mm; The tire tread structure has an actual contact area S2 between the portion in the contact area E and the driving surface, and the area S1 and the actual contact area S2 satisfy the following condition: 0.7S1≤S2≤0.73S1; The contact area S3 between the intermediate patterned part (2) and the driving surface satisfies the following condition with respect to the actual contact area S2: 0.14S2≤S3≤0.17S2.

10. The tire tread structure according to claim 9, characterized in that, The plurality of longitudinal grooves (10) include a first longitudinal groove (13), a second longitudinal groove (14), and a third longitudinal groove (15), wherein the second longitudinal groove (14) is located between the first longitudinal groove (13) and the third longitudinal groove (15). The bottom of the first longitudinal groove (13) is arc-shaped. One wall of the first longitudinal groove (13) is set at an eighth included angle A8 with the normal of the first longitudinal groove (13). The other wall of the first longitudinal groove (13) is set at a ninth included angle A9 with the normal of the first longitudinal groove (13). The eighth included angle A8 and the ninth included angle A9 satisfy: 8°≤A8≤12°, 10°≤A9≤14°. The connection between the wall and the bottom of the second longitudinal groove (14) is chamfered. One wall of the second longitudinal groove (14) is set at a tenth included angle A10 with the normal of the second longitudinal groove (14), and the other wall of the second longitudinal groove (14) is set at an eleventh included angle A11 with the normal of the second longitudinal groove (14). The tenth included angle A10 and the eleventh included angle A11 satisfy: 8°≤A10≤12°, 8°≤A11≤12°; The bottom of the third longitudinal groove (15) is arc-shaped. One wall of the third longitudinal groove (15) forms a twelfth angle A12 with the normal of the third longitudinal groove (15), and the other wall of the third longitudinal groove (15) forms a thirteenth angle A13 with the normal of the third longitudinal groove (15). The twelfth angle A12 and the thirteenth angle A13 satisfy: 8°≤A12≤12°, 10°≤A13≤14°.

Images