Tire tread structure and tire with same

Abstract

The utility model provides a tire tread structure and a tire with the same. The tire tread structure comprises a plurality of longitudinal grooves which are formed in a tire tread of a tire and extend in the circumferential direction of the tire, and the longitudinal grooves are formed in the width direction of the tire at intervals so as to divide the tire tread into a tire shoulder pattern part, a center pattern part and a tire crown pattern part; at least part of the central pattern part coincides with the central plane S of the tire, the tire crown pattern part is located between the central pattern part and the tire shoulder pattern part, and the width W1 of the central pattern part, the width W2 of the tire shoulder pattern part and the width W3 of the tire crown pattern part meet the formula: W1gt; w3, wherein W2 is greater than W3; wherein the groove bottom of the longitudinal groove is an arc-shaped surface, and the distance between the two groove walls of the longitudinal groove is gradually reduced in the direction from the tread to the groove bottom of the longitudinal groove. According to the utility model, the problems of insufficient traction performance and short service life of the agricultural machine and tool tire in the prior art are effectively solved.

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, with the continuous improvement of agricultural automation, corresponding agricultural machinery is constantly emerging. Compared with traditional passenger car tires, agricultural machinery tires have more special usage scenarios. First, agricultural machinery tires need to have a large internal inflation pressure to cope with a large load. Second, they need to drive for a long time in wet, muddy, and somewhat corrosive farmland (mainly from fertilizers, pesticides, and other chemicals).

[0003] However, the tread pattern, a core component for tire performance, is often simply a continuation of traditional passenger car tire designs. In other words, current technology lacks tread pattern designs specifically for agricultural implement tires. This leads to the following problems in existing agricultural implement tires:

[0004] Problem 1: Insufficient traction performance, mainly due to the lack of drainage and self-cleaning performance. In other words, during actual driving, rainwater or mud can easily adhere to the tire tread or fill the grooves, which greatly reduces the interaction force between the tire tread and the driving surface, reduces grip performance, and consequently reduces traction performance.

[0005] Problem 2: Short service life. Agricultural machinery tires have high internal inflation pressure and bear heavy loads. Furthermore, the media adhering to the tread or filling the grooves are highly corrosive. This leads to two main issues: firstly, the relatively weak groove bottoms are prone to cracking; secondly, the tread is prone to abnormal wear. Specifically, the tread structures located on the tire shoulder and center are more susceptible to faster wear during straight-line and cornering driving due to the heavier loads. These combined factors shorten the tire's service life. Utility Model Content

[0006] The main objective of this invention is to provide a tire tread structure and a tire having the same, in order to solve the problems of insufficient traction performance and short service life of agricultural machinery tires in the prior art.

[0007] To achieve the above objectives, according to one aspect of the present invention, a tire tread structure is provided, comprising: longitudinal grooves disposed on the tire tread and extending along the circumference of the tire; the longitudinal grooves being multiple, spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion, a center tread portion, and a crown tread portion; at least a portion of the center tread portion coincides with the center surface S of the tire; the crown tread portion is located between the center tread portion and the shoulder tread portion; the widths W1 of the center tread portion, W2 of the shoulder tread portion, and W3 of the crown tread portion satisfy the following: W1 > W3, W2 > W3; wherein the bottom of the longitudinal groove is an arc-shaped surface, and the distance between the two groove walls of the longitudinal groove gradually decreases along the direction from the tread to the bottom of the longitudinal groove.

[0008] Furthermore, the tire tread structure also includes: a first lateral groove, wherein the center tread portion and / or the crown tread portion are provided with the first lateral groove, and the two ends of the first lateral groove are respectively connected to two adjacent longitudinal grooves; wherein the first lateral groove is set at a first angle A1 with the width direction of the tire, and the first angle A1 satisfies: 55°≤A1≤65°.

[0009] Furthermore, the central tread portion is provided with a plurality of first lateral grooves, which are spaced apart along the circumference of the tire to divide the central tread portion into a plurality of central tread blocks, and at least a portion of the corners of the central tread blocks are provided with a first chamfer; the tread portion is provided with a plurality of first lateral grooves, which are spaced apart along the circumference of the tire to divide the tread portion into a plurality of tread blocks, and at least a portion of the corners of the tread blocks are provided with a second chamfer.

[0010] Furthermore, the first lateral groove located on the central tread portion is a central lateral groove, and the first lateral groove located on the crown tread portion is a crown lateral groove. Multiple central lateral grooves and multiple crown lateral grooves are arranged in a one-to-one correspondence, so that a straight and oblique groove is formed between the central lateral groove and the crown lateral groove corresponding to the central lateral groove.

[0011] Furthermore, the tire tread structure also includes: a second lateral groove disposed on the shoulder tread portion, one end of the second lateral groove communicating with a longitudinal groove adjacent to the shoulder tread portion, and the other end of the second lateral groove extending to the side of the tire.

[0012] Furthermore, the second lateral groove includes a first sub-lateral groove and a second sub-lateral groove that are interconnected. The first sub-lateral groove is positioned closer to the center surface S relative to the second sub-lateral groove. The end of the first sub-lateral groove away from the second sub-lateral groove is connected to a longitudinal groove adjacent to the tire shoulder tread portion. The end of the second sub-lateral groove away from the first sub-lateral groove extends to the side portion. The extension direction of the first sub-lateral groove is consistent with the extension direction of the first lateral groove. The second sub-lateral groove is positioned at a second included angle A2 with the circumference of the tire. The second included angle A2 satisfies: 55°≤A2≤65°.

[0013] Furthermore, there are multiple second lateral grooves, which are spaced apart along the circumference of the tire. Multiple straight oblique grooves are arranged in a one-to-one correspondence with the multiple second lateral grooves. In the second lateral grooves and the corresponding straight oblique grooves, the first sub-lateral groove is located on the extension line of the straight oblique groove.

[0014] Furthermore, the tire tread structure also includes: a strip-shaped sidewall recess, disposed on the side, the end of the second sub-lateral groove away from the first sub-lateral groove being connected to one end of the strip-shaped sidewall recess, and the distance between the two inner sidewalls of the strip-shaped sidewall recess gradually increasing along the direction from one end of the strip-shaped sidewall recess near the second sub-lateral groove to the other end of the strip-shaped sidewall recess.

[0015] Furthermore, in the cross-section of the longitudinal groove, the groove wall of the longitudinal groove and the normal of the longitudinal groove are set at a third included angle A3, which satisfies: 10°≤A3≤14°.

[0016] According to another aspect of the present invention, a tire is provided, the tire including the above-described tire tread structure.

[0017] The present invention utilizes a tire tread structure with longitudinal grooves that extend circumferentially along the tire tread. Multiple longitudinal grooves are spaced apart along the width of the tire, dividing the tread into a shoulder tread portion, a center tread portion, and a crown tread portion. At least a portion of the center tread portion coincides with the tire's center surface S. The crown tread portion is located between the center tread portion and the shoulder tread portion. The widths W1 of the center tread portion, W2 of the shoulder tread portion, and W3 of the crown tread portion satisfy the following relationship: W1 > W3, W2 > W3. The bottom of each longitudinal groove is an arc-shaped surface, and the distance between the two groove walls gradually decreases along the direction from the tread to the bottom of the longitudinal groove. This allows the shoulder tread portion and center tread portion, which are wider than the crown tread portion, to have a larger contact area with the ground when the vehicle is traveling straight or turning, reducing the interaction force per unit area and thus decreasing the wear rate of the shoulder tread portion and center tread portion, mitigating uneven wear of the tread structure. Meanwhile, the longitudinal grooves, as the main drainage channels for the tire, are designed with a wider opening than bottom in their cross-section. This structure effectively prevents dirt, stones, and other impurities from clogging the grooves, improving tire traction, preventing corrosion, and extending tire lifespan. The curved bottom effectively avoids stress concentration, adapting to the heavy loads faced by agricultural implement tires, reducing the probability of groove cracking, and further extending tire lifespan. This solves the problems of insufficient traction and short lifespan in existing agricultural implement tires, improving the user experience. Attached Figure Description

[0018] 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:

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

[0020] Figure 2 It shows the use of Figure 1 A cross-sectional diagram of a tire with a tread structure.

[0021] Figure 3 It shows Figure 1 A schematic diagram of the cross-section of the longitudinal grooves in the tire tread structure;

[0022] Figure 4 It shows Figure 1 A schematic cross-sectional view of the first lateral groove in the tire tread structure;

[0023] Figure 5 It shows Figure 1 An enlarged schematic diagram of the strip-shaped sidewall recess in the tire tread structure.

[0024] The above figures include the following reference numerals:

[0025] 1. Side;

[0026] 10. Longitudinal groove; 20. Shoulder tread portion; 21. Shoulder tread block; 22. Third chamfer; 30. Center tread portion; 31. Center tread block; 32. First chamfer; 40. Crown tread portion; 41. Crown tread block; 42. Second chamfer; 50. First lateral groove; 60. Straight oblique groove; 70. Second lateral groove; 71. First sub-lateral groove; 72. Second sub-lateral groove; 80. Strip-shaped sidewall recess. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] In this utility model, unless otherwise stated, directional terms such as "up" and "down" 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.

[0030] To address the problems of insufficient traction and short service life of agricultural implement tires in the prior art, this application provides a tire tread structure and a tire having the same.

[0031] like Figures 1 to 5As shown, longitudinal grooves 10 of the tire tread structure are provided on the tire tread and extend along the circumference of the tire. There are multiple longitudinal grooves 10, which are spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion 20, a center tread portion 30, and a crown tread portion 40. At least a portion of the center tread portion 30 coincides with the center surface S of the tire. The crown tread portion 40 is located between the center tread portion 30 and the shoulder tread portion 20. The widths W1 of the center tread portion 30, W2 of the shoulder tread portion 20, and W3 of the crown tread portion 40 satisfy the following condition: W1 > W3, W2 > W3. The bottom of the longitudinal groove 10 is an arc-shaped surface, and the distance between the two groove walls of the longitudinal groove 10 gradually decreases along the direction from the tread to the bottom of the longitudinal groove 10.

[0032] Applying the technical solution of this embodiment, the longitudinal grooves 10 of the tire tread structure are provided on the tire tread and extend along the circumference of the tire. Multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion 20, a center tread portion 30, and a crown tread portion 40. At least a portion of the center tread portion 30 coincides with the center surface S of the tire. The crown tread portion 40 is located between the center tread portion 30 and the shoulder tread portion 20. The widths W1 of the center tread portion 30, W2 of the shoulder tread portion 20, and W3 of the crown tread portion 40 satisfy the following: W1 > W3, W2 > W3. The bottom of the longitudinal groove 10 is an arc-shaped surface, and the distance between the two walls of the longitudinal groove 10 gradually decreases along the direction from the tread to the bottom of the longitudinal groove 10. In this way, the wider shoulder tread portion 20 and center tread portion 30 compared to the crown tread portion 40 provide a larger contact area with the ground when the vehicle is traveling straight or turning. This reduces the magnitude of the interaction force per unit area, thereby reducing the wear rate of the shoulder tread portion 20 and center tread portion 30 and mitigating the problem of uneven wear in the tread structure. Simultaneously, the longitudinal grooves 10, as the main grooves for water drainage, have a groove wall design that results in a structure where the opening width of the longitudinal groove 10 is wider than the bottom width in its cross-section. This structure effectively prevents impurities such as mud and stones from clogging the grooves, improving tire traction performance, preventing corrosion within the grooves, and extending tire lifespan. The arc-shaped groove bottom effectively avoids stress concentration, adapting to the heavy loads faced by agricultural machinery tires, reducing the probability of groove cracking, and further extending tire lifespan. This solves the problems of insufficient traction and short lifespan in existing agricultural machinery tires, improving the user experience.

[0033] Specifically, when the interior of the longitudinal groove 10 is filled with soil, impurities such as water and mud between the tread and the driving surface cannot be squeezed into the longitudinal groove 10. The coefficient of friction between the tread and the driving surface will be greatly reduced, and the interaction force between the two will decrease accordingly. The traction performance (grip performance) of the tire will decrease as a result. However, the above-mentioned design of the longitudinal groove 10 in this embodiment can effectively drain water and remove impurities, thereby avoiding the above-mentioned problems and improving the traction performance of the tire.

[0034] In this embodiment, there are four longitudinal grooves 10, which are spaced apart along the width of the tire, thereby dividing the tread into five tread sections. The five tread sections include two shoulder tread sections 20, two crown tread sections 40, and one center tread section 30.

[0035] Specifically, the five tread sections (two shoulder tread sections 20, two crown tread sections 40 and one center tread section 30) extending along the tire circumference are regularly and symmetrically distributed. In particular, the center tread section 30, which coincides with the center surface S of the tire, can provide the tire with high traction stability along the tire circumference, while the shoulder tread sections 20 can be subjected to corresponding compression when the vehicle is turning, and provide high lateral grip and support.

[0036] It should be noted that the number of longitudinal grooves 10 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, there may be five, six, seven, eight, or more longitudinal grooves 10.

[0037] Optionally, in the cross-section of the longitudinal groove 10, the groove wall of the longitudinal groove 10 and the normal of the longitudinal groove 10 are set at a third included angle A3, where the third included angle A3 satisfies: 10°≤A3≤14°. This arrangement ensures that the internal structure design of the longitudinal groove 10 is appropriate. If the value of the third included angle A3 is too large, the groove wall will be too inclined, affecting not only the drainage effect of the longitudinal groove 10 but also causing an unnecessary reduction in the area of ​​the central tread portion 30 and the crown tread portion 40, thus reducing the tire's contact area and affecting its traction performance. If the value of the third included angle A3 is too small, the inclination of the groove wall will be insufficient, meaning the self-cleaning performance of the longitudinal groove 10 cannot be fully improved.

[0038] In this embodiment, the third included angle A3 is 12°, that is, the opening angle of the longitudinal groove 10 in this embodiment is 24°.

[0039] like Figure 1 and Figure 2As shown, the tire tread structure also includes a first lateral groove 50. The first lateral groove 50 is provided on the center tread portion 30 and / or the crown tread portion 40, and the two ends of the first lateral groove 50 are respectively connected to two adjacent longitudinal grooves 10. The first lateral groove 50 is set at a first angle A1 with respect to the width direction of the tire, and the first angle A1 satisfies: 55°≤A1≤65°. In this way, the first lateral groove 50, which is inclined relative to the width direction of the tire, can balance the rigidity of the center tread portion 30 and the crown tread portion 40 in the width and length directions of the tire, so as to ensure that a sufficiently large and multi-directional interaction force can be generated between the tread and the driving surface, which is beneficial to improving the tire's grip performance under complex road conditions (such as paved roads, unpaved roads, dry roads, wet roads, etc.).

[0040] In this embodiment, both the central tread pattern portion 30 and the crown tread pattern portion 40 are provided with a first transverse groove 50.

[0041] In this embodiment, the first included angle A1 is set to 60° to ensure that the value of the first included angle A1 is appropriate, and to further ensure that a sufficiently large interaction force can be generated between the tire tread and the driving surface.

[0042] Specifically, the central tread portion 30 is provided with a plurality of first lateral grooves 50, which are spaced apart along the circumference of the tire to divide the central tread portion 30 into a plurality of central tread blocks 31. At least a portion of the corners of the central tread blocks 31 are provided with first chamfers 32. The tread portion 40 is provided with a plurality of first lateral grooves 50, which are spaced apart along the circumference of the tire to divide the tread portion 40 into a plurality of tread blocks 41. At least a portion of the corners of the tread blocks 41 are provided with second chamfers 42. In this way, the above-mentioned arrangement of the first lateral grooves 50 can provide uniform rigidity balance for the central tread portion 30 and the tread portion 40 in the circumference of the tire. At the same time, the first chamfers 32 and the second chamfers 42 can reduce the wear rate at the corners of the tread blocks, which have relatively thin structural strength, further extending the tire's service life.

[0043] In this embodiment, since the first transverse groove 50 is inclined, both the center tread block 31 and the crown tread block 41 are block structures with a parallelogram cross-section. In this embodiment, the first chamfer 32 and the second chamfer 42 are set at the apex with a smaller angle, thereby avoiding the problem of rapid wear at sharp apex with a smaller angle.

[0044] In this embodiment, the depth and width of the first lateral groove 50 are smaller than those of the longitudinal groove 10, so as to avoid a large amount of impurities filling the first lateral groove 50, which helps to improve the traction performance of the tire.

[0045] Optionally, the width of the first transverse groove 50 is 3 mm and the depth is 3 mm.

[0046] like Figure 4 As shown, in the cross-section of the first transverse groove 50, the first transverse groove 50 is a groove of equal width with a flat bottom. However, the connection between the groove wall and the bottom is rounded. This feature can reduce stress concentration, decrease the probability of cracking at the bottom of the first transverse groove 50, improve the tread durability and crack resistance of the tire, and thus extend the service life of the tire.

[0047] like Figure 1 As shown, the first lateral groove 50 located on the central tread portion 30 is a central lateral groove, and the first lateral groove 50 located on the crown tread portion 40 is a crown lateral groove. Multiple central lateral grooves and multiple crown lateral grooves are arranged in a one-to-one correspondence, forming a straight-sloping groove 60 between the central lateral groove and the corresponding crown lateral groove. In fact, the first lateral groove 50 also serves to connect two adjacent longitudinal grooves 10. This arrangement allows the ends of the corresponding central lateral groove and crown lateral groove to be positioned opposite each other within a straight-sloping groove. Under the pressure of the tread, mud, water, and other impurities discharged through the central lateral groove or crown lateral groove can flow smoothly into the adjacent central lateral groove or crown lateral groove, thereby improving the tire's self-cleaning and drainage performance, and thus enhancing its wet-weather driving performance. Simultaneously, this arrangement also makes the tire's overall appearance more aesthetically pleasing.

[0048] like Figure 1 As shown, the tire tread structure also includes a second lateral groove 70, which is disposed on the shoulder tread portion 20. One end of the second lateral groove 70 is connected to the longitudinal groove 10 adjacent to the shoulder tread portion 20, and the other end of the second lateral groove 70 extends to the sidewall 1 of the tire. This arrangement allows the second lateral groove 70 to balance the rigidity of the shoulder tread portion 20, thereby improving the interaction between the shoulder tread portion 20 and the road surface when the vehicle is cornering, thus enhancing the tire's handling performance. Simultaneously, the second lateral groove 70 also connects the longitudinal groove 10 to the outer side of the tire, meaning that impurities such as mud and water flowing into the second lateral groove 70 can be expelled during the tread compression process, further improving the tire's self-cleaning and drainage performance.

[0049] In this embodiment, the depth and width of the second lateral groove 70 are smaller than those of the longitudinal groove 10, so as to avoid the second lateral groove 70 from being filled with a large amount of impurities, which helps to improve the traction performance of the tire.

[0050] Optionally, the width of the second transverse groove 70 is 3 mm and the depth is 3 mm.

[0051] Specifically, in the cross-section of the second transverse groove 70, the second transverse groove 70 is an equal-width groove with a flat groove bottom, but there are rounded corners at the connection between its groove wall and the groove bottom. This setting can weaken the stress concentration phenomenon, reduce the probability of cracking at the groove bottom of the second transverse groove 70, improve the tread durability and crack resistance of the tire, and thus extend the service life of the tire.

[0052] As Figure 1 shown, the second transverse groove 70 includes a first sub-transverse groove 71 and a second sub-transverse groove 72 that are interconnected. The first sub-transverse groove 71 is arranged closer to the center plane S than the second sub-transverse groove 72. One end of the first sub-transverse groove 71 away from the second sub-transverse groove 72 is connected to the longitudinal groove 10 adjacent to the shoulder tread portion 20, and one end of the second sub-transverse groove 72 away from the first sub-transverse groove 71 extends to the side portion 1. Among them, the extending direction of the first sub-transverse groove 71 is the same as the extending direction of the first transverse groove 50, and the second sub-transverse groove 72 is arranged at a second included angle A2 with respect to the circumferential direction of the tire. The second included angle A2 satisfies: 55° ≤ A2 ≤ 65°. In this way, the above setting makes the second transverse groove 70 present an arrow-shaped structure to further improve its rigid balance effect on the shoulder tread portion 20 (that is, compared with the straight first transverse groove 50, the second transverse groove 70 has a greater length and a larger coverage range), and thus further improves the handling performance (turning) of the tire.

[0053] In this embodiment, the second included angle A2 is 60°.

[0054] Optionally, there are multiple second transverse grooves 70, and the multiple second transverse grooves 70 are arranged at intervals along the circumferential direction of the tire. The multiple straight oblique grooves 60 are arranged corresponding to the multiple second transverse grooves 70 one by one. In the second transverse groove 70 and the straight oblique groove 60 arranged corresponding to it, the first sub-transverse groove 71 is located on the extension line of the straight oblique groove 60. In this way, in the second transverse groove 70 and the straight oblique groove 60 arranged corresponding to it, the above setting makes the first sub-transverse groove 71 and the two ends of the straight oblique groove 60 be arranged opposite to each other and on the same straight line as the straight oblique groove 60, so as to facilitate the flow of mud and water liquid in the groove while making the tire tread structure more beautiful and improving the user experience.

[0055] Specifically, since one end of the first sub-transverse groove 71 away from the second sub-transverse groove 72 is connected to the longitudinal groove 10 adjacent to the shoulder tread portion 20, there is also a vertex angle with weak structural strength and reduced angle at the shoulder tread block 21. A third chamfer 22 is provided at this vertex angle to avoid its rapid wear and extend the service life of the tire.

[0056] As Figure 1As shown, the tire tread structure also includes a strip-shaped sidewall recess 80, which is disposed on the side portion 1. The end of the second sub-lateral groove 72 furthest from the first sub-lateral groove 71 is connected to one end of the strip-shaped sidewall recess 80. Along the direction from the end of the strip-shaped sidewall recess 80 near the second sub-lateral groove 72 to the other end of the strip-shaped sidewall recess 80, the distance between the two inner sidewalls of the strip-shaped sidewall recess 80 gradually increases. This arrangement further optimizes the mud removal performance at the tire shoulder, reduces the retention of mud or gravel, and improves the overall durability and self-cleaning ability of the tire.

[0057] Specifically, during the vehicle formation process, as the tread is compressed, the strip-shaped sidewall recess 80 at side 1 will contact the ground and form a groove that communicates with the second lateral groove 72, thereby achieving the effect of assisting in mud removal.

[0058] like Figure 1 and Figure 5 As shown, along the radial direction from the tread to the tire's central axis, the distance between the two inner walls of the strip-shaped sidewall recess 80 gradually increases to form an enlarged diameter section, further enhancing its self-cleaning effect.

[0059] like Figure 5 As shown, the inner wall of the strip-shaped sidewall recess 80 is set at a fourth included angle A4 with the width direction of the tire, and the fourth included angle A4 is 2°.

[0060] like Figure 2 As shown, the extension direction of the strip-shaped sidewall recess 80 is set at a fifth angle A5 with the horizontal plane, and the fifth angle A5 is 15°.

[0061] Optionally, the depth of the strip-shaped sidewall recess 80 is 3 mm and the minimum width is 3 mm to form a shallow groove design.

[0062] It is evident that the tire tread structure in this embodiment has at least the following beneficial effects:

[0063] 1. The width of the center tread portion 30 and the shoulder tread portion 20 is wider than that of the crown tread portion 40, providing a larger contact area, which can improve the tire's traction and load-bearing capacity and mitigate abnormal wear of the center tread portion 30 and the shoulder tread portion 20.

[0064] 2. The grooves distributed on the tread (first lateral groove 50 and second lateral groove 70) serve to drain water and remove mud. The design of the grooves running through the entire tread (straight oblique groove 60 and second lateral groove 70) makes the contact between the tread and the ground more flexible, with greater interaction force and generating additional friction in the lateral direction. Especially on wet and slippery surfaces, this helps to improve lateral stability and ensures that the tread can provide a stable ground pressure distribution, preventing the tire from slipping or deviating in complex terrain. The oblique angle design allows mud or water to be quickly discharged along the grooves, reducing the impact of mud adhesion on grip and reducing the water film effect. The depth design prevents mud or water accumulation and ensures that impurities can be adaptively discharged by centrifugal force and ground shear force when the tire rolls, improving the tread's self-cleaning ability.

[0065] 3. The 24° opening design of the longitudinal groove 10 and the full arc design of the groove bottom ensure the overall rigidity of the tread and prevent groove cracking caused by high load and high air pressure conditions.

[0066] This embodiment also provides a tire (not shown), which includes the tire tread structure described above.

[0067] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0068] The longitudinal grooves of the tire tread structure are set on the tire tread and extend circumferentially. Multiple longitudinal grooves are spaced apart along the width direction of the tire to divide the tread into a shoulder tread portion, a center tread portion, and a crown tread portion. At least part of the center tread portion coincides with the center surface S of the tire. The crown tread portion is located between the center tread portion and the shoulder tread portion. The widths W1 of the center tread portion, W2 of the shoulder tread portion, and W3 of the crown tread portion satisfy the following relationship: W1 > W3, W2 > W3. The bottom of the longitudinal groove is an arc-shaped surface, and the distance between the two groove walls gradually decreases along the direction from the tread to the bottom of the longitudinal groove. This allows the shoulder tread portion and the center tread portion, which are wider than the crown tread portion, to have a larger contact area with the ground when the vehicle is traveling straight or turning, thereby reducing the magnitude of the interaction force per unit area and thus reducing the wear rate of the shoulder tread portion and the center tread portion, mitigating the problem of uneven wear in the tread structure. Meanwhile, the longitudinal grooves, as the main drainage channels for the tire, are designed with a wider opening than bottom in their cross-section. This structure effectively prevents dirt, stones, and other impurities from clogging the grooves, improving tire traction, preventing corrosion, and extending tire lifespan. The curved bottom effectively avoids stress concentration, adapting to the heavy loads faced by agricultural implement tires, reducing the probability of groove cracking, and further extending tire lifespan. This solves the problems of insufficient traction and short lifespan in existing agricultural implement tires, improving the user experience.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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: Longitudinal grooves (10) are provided on the tire tread and extend along the circumference of the tire. There are multiple longitudinal grooves (10), which are spaced apart along the width direction of the tire to divide the tire tread into a shoulder tread portion (20), a center tread portion (30), and a crown tread portion (40). At least a portion of the center tread portion (30) coincides with the center surface S of the tire. The crown tread portion (40) is located between the center tread portion (30) and the shoulder tread portion (20). The width W1 of the center tread portion (30), the width W2 of the shoulder tread portion (20), and the width W3 of the crown tread portion (40) satisfy the following: W1 > W3, W2 > W3. The bottom of the longitudinal groove (10) is an arc-shaped surface, and the distance between the two walls of the longitudinal groove (10) gradually decreases along the direction from the tread to the bottom of the longitudinal groove (10).

2. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: The first transverse groove (50) is provided on the central tread portion (30) and / or the crown tread portion (40), and the two ends of the first transverse groove (50) are respectively connected to two adjacent longitudinal grooves (10). The first transverse groove (50) is set at a first angle A1 with respect to the width direction of the tire, and the first angle A1 satisfies: 55°≤A1≤65°.

3. The tire tread structure according to claim 2, characterized in that, The central tread portion (30) is provided with a plurality of first transverse grooves (50), the plurality of first transverse grooves (50) are spaced apart along the circumference of the tire to divide the central tread portion (30) into a plurality of central tread blocks (31), and at least a portion of the edges of the central tread blocks (31) are provided with first chamfers (32). The tread pattern portion (40) is provided with a plurality of first lateral grooves (50), which are spaced apart along the circumference of the tire to divide the tread pattern portion (40) into a plurality of tread pattern blocks (41), and at least a portion of the edges of the tread pattern blocks (41) are provided with second chamfers (42).

4. The tire tread structure according to any one of claims 1 to 3, characterized in that, The first lateral groove (50) located on the central tread portion (30) is a central lateral groove, and the first lateral groove (50) located on the crown tread portion (40) is a crown lateral groove. The plurality of central lateral grooves and the plurality of crown lateral grooves are arranged in a one-to-one correspondence, so that a straight oblique groove (60) is formed between the central lateral groove and the crown lateral groove corresponding to the central lateral groove.

5. The tire tread structure according to claim 4, characterized in that, The tire tread structure also includes: A second lateral groove (70) is provided on the shoulder tread portion (20). One end of the second lateral groove (70) is connected to a longitudinal groove (10) adjacent to the shoulder tread portion (20), and the other end of the second lateral groove (70) extends to the side portion (1) of the tire.

6. The tire tread structure according to claim 5, characterized in that, The second lateral groove (70) includes a first sub-lateral groove (71) and a second sub-lateral groove (72) that are interconnected. The first sub-lateral groove (71) is disposed near the center surface S relative to the second sub-lateral groove (72). The end of the first sub-lateral groove (71) away from the second sub-lateral groove (72) is connected to a longitudinal groove (10) adjacent to the shoulder tread portion (20). The end of the second sub-lateral groove (72) away from the first sub-lateral groove (71) extends to the side portion (1). Wherein, the extension direction of the first sub-lateral groove (71) is consistent with the extension direction of the first lateral groove (50), and the second sub-lateral groove (72) is set at a second included angle A2 with the circumferential direction of the tire, the second included angle A2 satisfying: 55°≤A2≤65°.

7. The tire tread structure according to claim 6, characterized in that, There are multiple second lateral grooves (70), and the multiple second lateral grooves (70) are arranged at intervals along the circumference of the tire. The multiple straight oblique grooves (60) are arranged one-to-one with the multiple second lateral grooves (70). In the second lateral grooves (70) and the straight oblique grooves (60) arranged therewith, the first sub-lateral groove (71) is located on the extension line of the straight oblique groove (60).

8. The tire tread structure according to claim 6, characterized in that, The tire tread structure also includes: A strip-shaped sidewall recess (80) is provided on the side portion (1). The end of the second sub-lateral groove (72) away from the first sub-lateral groove (71) is connected to one end of the strip-shaped sidewall recess (80). Along the direction from one end of the strip-shaped sidewall recess (80) near the second sub-lateral groove (72) to the other end of the strip-shaped sidewall recess (80), the distance between the two inner sidewalls of the strip-shaped sidewall recess (80) gradually increases.

9. The tire tread structure according to claim 1, characterized in that, In the cross-section of the longitudinal groove (10), the groove wall of the longitudinal groove (10) and the normal of the longitudinal groove (10) are set at a third included angle A3, and the third included angle A3 satisfies: 10°≤A3≤14°.

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

Images