Tire tread structure

Abstract

The utility model provides a tire tread structure which comprises a plurality of longitudinal grooves which extend along the circumferential direction of a tire and are arranged at intervals along the width direction of the tire so as to divide a tire tread of the tire into tire shoulder pattern parts and a plurality of middle pattern parts positioned between the two tire shoulder pattern parts; the concave part is arranged on the middle pattern part, one end of the concave part extends to the side face of the middle pattern part so as to be communicated with the longitudinal groove, and the depth of the concave part is gradually reduced in the direction from the end to the other end of the concave part; the transverse grooves are formed in the middle pattern part, the multiple transverse grooves are formed in the circumferential direction of the tire at intervals, and the end of at least one transverse groove extends to the inner wall of the concave part so as to be communicated with the concave part. The automobile tire effectively solves the problem that in the prior art, the safety and comfort of the automobile tire are insufficient.

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, tires are one of the core safety components of automobiles. As the only contact component between the car and the road surface, in addition to the most basic functions of bearing load and rolling, tires also greatly affect passenger comfort and the car's anti-slip properties, safety, and other performance characteristics.

[0003] However, as the complexity of road conditions for vehicles continues to increase, users have higher and higher requirements for the overall performance of tires, especially tire safety and comfort. Existing tire tread patterns cannot meet these requirements. Utility Model Content

[0004] The main objective of this invention is to provide a tire tread structure to address the shortcomings in the safety and comfort of automobile tires in the prior art.

[0005] To achieve the above objectives, this utility model provides a tire tread structure, comprising: 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 shoulder tread portions and multiple intermediate tread portions located between two shoulder tread portions; a recess disposed on the intermediate tread portions, one end of the recess extending to the side of the intermediate tread portion to communicate with the longitudinal grooves, the depth of the recess gradually decreasing along the direction from the first end to the other end of the recess; and multiple lateral grooves disposed on the intermediate tread portions, the multiple lateral grooves being spaced apart along the circumferential direction of the tire, at least one end of the lateral groove extending to the inner wall of the recess to communicate with the recess.

[0006] Furthermore, the multiple intermediate tread sections include a center tread section and a crown tread section. At least a portion of the center tread section coincides with the center surface S of the tire. The crown tread section is located between the center tread section and the shoulder tread section. The tire tread structure also includes: a first connecting groove disposed on the crown tread section for connecting longitudinal grooves located on both sides of the crown tread section; wherein, a structural reinforcing protrusion is provided at the bottom of the first connecting groove, and the two groove walls of the first connecting groove are connected by the structural reinforcing protrusion.

[0007] Furthermore, the tread pattern near the outer side of the tire is called the outer tread pattern. The recess includes: a first recess, disposed on the central tread pattern, the extension direction of the first recess forming a second angle A2 with the width direction of the tire, the second angle A2 satisfying: 20°≤A2≤30°, one end of the first recess connected to the longitudinal groove being located away from the outer side of the tire relative to its other end; a second recess, disposed on the outer tread pattern, the extension direction of the second recess forming a third angle A3 with the width direction of the tire, the third angle A3 satisfying: 30°≤A3≤40°, one end of the second recess connected to the longitudinal groove being located closer to the outer side of the tire relative to its other end; wherein, the length L of the first recess and the width W23 of the central tread pattern satisfying: 1.3L≤W23≤1.7L.

[0008] Furthermore, the tread pattern near the inner side of the tire is the inner tread pattern, and the plurality of lateral grooves include: a first lateral groove, the two ends of which are respectively connected to the longitudinal grooves located on both sides of the middle tread pattern; wherein, at least a portion of the first lateral groove on the inner tread pattern is arranged in a zigzag or wavy shape; a second lateral groove on the outer tread pattern, one end of which extends to the inner wall of the second recess to communicate with the second recess, and the other end of which extends to the side of the outer tread pattern to communicate with the longitudinal groove; and a third lateral groove on the outer tread pattern, one end of which extends to the inner wall of the first connecting groove to communicate with the first connecting groove, and the other end of which extends to the side of the outer tread pattern to communicate with the longitudinal groove.

[0009] Furthermore, the tire tread structure also includes: a third recess, disposed on the central tread portion, one end of the third recess extending to one side of the central tread portion to communicate with a longitudinal groove, and the other end of the third recess having a predetermined distance from the other side of the central tread portion; wherein the third recess and the first recess are respectively connected to the longitudinal grooves located on both sides of the central tread portion.

[0010] Furthermore, there are multiple first recesses, which are spaced apart along the circumference of the tire. The tire tread structure also includes a longitudinal groove located between two adjacent first recesses, with the two ends of the longitudinal groove communicating with the two adjacent first recesses respectively.

[0011] Furthermore, the shoulder tread portion near the inner side of the tire is the inner shoulder tread portion, and the tire tread structure also includes: a fourth recess, disposed on the inner shoulder tread portion, the fourth recess including a first sub-recess and a second sub-recess that are interconnected, the first sub-recess being disposed closer to the longitudinal groove relative to the second sub-recess, the end of the first sub-recess being away from the second sub-recess being connected to the longitudinal groove, and the depth of the first sub-recess being less than the depth of the second sub-recess; a fourth lateral groove, disposed on the inner shoulder tread portion, one end of the fourth lateral groove being connected to the longitudinal groove; wherein, at least a portion of the fourth lateral groove is arranged in a zigzag or wavy shape.

[0012] Furthermore, the tread pattern near the outer side of the tire is called the outer shoulder tread pattern. The tire tread structure also includes: a second connecting groove, disposed on the outer shoulder tread pattern, the second connecting groove including a first sub-connecting groove and a second sub-connecting groove that are interconnected, the first sub-connecting groove being disposed away from the outer side of the tire relative to the second sub-connecting groove, the end of the first sub-connecting groove away from the second sub-connecting groove being connected to a longitudinal groove, the end of the second sub-connecting groove away from the first sub-connecting groove being connected to the outer side of the tire, the depth of the first sub-connecting groove being less than the depth of the second sub-connecting groove to form a stepped surface between them, at least a portion of the stepped surface being arc-shaped; and a fifth lateral groove, disposed on the outer shoulder tread pattern, the fifth lateral groove including a first sub-groove and a second sub-groove that are interconnected, the first sub-groove being disposed away from the outer side of the tire relative to the second sub-groove, the end of the first sub-groove away from the second sub-groove being connected to a longitudinal groove; wherein the first sub-groove and the second sub-groove are arranged at an angle.

[0013] Furthermore, the tire tread structure also includes: multiple pitch pattern units arranged circumferentially along the tire, the multiple pitch pattern units including a first pattern group, a second pattern group, a third pattern group, a fourth pattern group and a fifth pattern group; wherein, the lengths P1 of the first pattern group, P2 of the second pattern group, P3 of the third pattern group, P4 of the fourth pattern group and P5 of the fifth pattern group satisfy the following: 1.071P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, 1.439P1≤P5≤1.499P1.

[0014] Furthermore, the tire tread structure also includes: a chamfer, provided on at least a portion of the edges of the central tread portion, the width of the chamfer gradually decreasing along the circumference of the tire; wherein, the inner wall of the chamfer provided on the outer tread portion is arc-shaped.

[0015] Applying the technical solution of this utility model, each longitudinal groove of the tire tread structure extends along the circumference of the tire, and multiple longitudinal grooves are spaced apart along the width direction of the tire to divide the tire tread into shoulder tread portions and multiple intermediate tread portions located between two shoulder tread portions. Recesses are provided on the intermediate tread portions, with one end extending to the side of the intermediate tread portion to communicate with the longitudinal grooves. The depth of the recesses gradually decreases along the direction from that end to the other end of the recess. Multiple lateral grooves are provided on the intermediate tread portions, spaced apart along the circumference of the tire. At least one lateral groove extends to the inner wall of the recess to communicate with the recess. In this way, the design of multiple longitudinal grooves gives the tire tread high drainage performance, while the design of lateral grooves and recesses can balance the rigidity of the core contact area between the tire and the road surface. This not only ensures that there is a sufficiently large interaction force between the tire tread and the road surface, but also avoids hard collisions caused by excessive rigidity, thus improving the tire's driving comfort. On the other hand, it can break the water film between the tire tread and the road surface. Combined with the drainage capacity of the longitudinal grooves, it greatly reduces the probability of "hydroplaning" and improves the tire's anti-slip and wet handling, thus initially ensuring the tire's driving safety. Meanwhile, the connection points between the lateral grooves and the recesses, as well as the connection points between the recesses and the longitudinal grooves, have lower rigidity. This helps to further enhance the gripping force between the tire and the road surface during braking, shortening the braking distance and further ensuring tire driving safety. The gradually decreasing depth of the recesses makes the rigidity of the middle position of the tread pattern relatively greater than that of the edges, avoiding the problem of insufficient rigidity. This further balances the rigidity of the tire and improves the driving comfort, thus solving the problem of insufficient tire safety and comfort in existing technologies. 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 partial front view of the tire tread structure;

[0019] Figure 3 It shows Figure 1 A cross-sectional view of the first longitudinal groove of the tire tread structure;

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

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

[0022] Figure 6 It shows Figure 1 A cross-sectional view of the fourth longitudinal groove in the tire tread structure;

[0023] Figure 7 It shows Figure 1 A cross-sectional view of the fourth recess of the tire tread structure;

[0024] Figure 8 It shows Figure 1 A cross-sectional view of the second recess of the tire tread structure.

[0025] The above figures include the following reference numerals:

[0026] 10. Longitudinal groove; 11. First longitudinal groove; 12. Second longitudinal groove; 13. Third longitudinal groove; 14. Fourth longitudinal groove;

[0027] 20. Tire shoulder tread pattern; 21. Inner tire shoulder tread pattern; 211. Inner tire shoulder tread block; 22. Outer tire shoulder tread pattern; 221. Outer tire shoulder tread block;

[0028] 30. Middle tread pattern; 31. Central tread pattern; 311. Central tread pattern block; 32. Outer tread pattern; 321. Outer tread pattern block; 33. Inner tread pattern; 331. Inner tread pattern block;

[0029] 40. Recessed part; 41. First recessed part; 42. Second recessed part;

[0030] 50. Transverse trench; 51. First transverse trench; 52. Second transverse trench; 53. Third transverse trench; 54. Fourth transverse trench; 55. Fifth transverse trench; 551. First sub-trench; 552. Second sub-trench;

[0031] 60. First connecting trench; 61. Protrusion;

[0032] 70. The third concave part;

[0033] 80. Longitudinal groove;

[0034] 90. The fourth concave part; 91. The first sub-concave part; 92. The second sub-concave part;

[0035] 100. Second connecting trench; 101. First sub-connecting trench; 102. Second sub-connecting trench;

[0036] 110. Chamfer. Detailed Implementation

[0037] 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.

[0038] 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.

[0039] 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.

[0040] To address the shortcomings in tire safety and comfort in existing automotive technologies, this application provides a tire tread structure.

[0041] like Figures 1 to 8 As shown, the tire tread structure includes multiple longitudinal grooves 10, recesses 40, and lateral grooves 50. 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 shoulder tread portions 20 and multiple intermediate tread portions 30 located between two shoulder tread portions 20. Recesses 40 are provided on the intermediate tread portions 30, with one end of the recess 40 extending to the side of the intermediate tread portion 30 to communicate with the longitudinal grooves 10, and the depth of the recess 40 gradually decreasing along the direction from this end to the other end of the recess 40. Multiple lateral grooves 50 are provided on the intermediate tread portions 30, and the multiple lateral grooves 50 are spaced apart along the circumferential direction of the tire, with at least one end of the lateral groove 50 extending to the inner wall of the recess 40 to communicate with the recess 40.

[0042] Applying the technical solution of this embodiment, each longitudinal groove 10 of the tire tread structure extends along the circumference of the tire, and multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tire tread into shoulder tread portions 20 and multiple intermediate tread portions 30 located between two shoulder tread portions 20. A recess 40 is provided on the intermediate tread portion 30, with one end extending to the side of the intermediate tread portion 30 to communicate with the longitudinal groove 10. The depth of the recess 40 gradually decreases along the direction from that end to the other end of the recess 40. Multiple lateral grooves 50 are provided on the intermediate tread portions 30, and these multiple lateral grooves 50 are spaced apart along the circumference of the tire. At least one lateral groove 50 has its end extending to the inner wall of the recess 40 to communicate with the recess 40. In this way, the arrangement of multiple longitudinal grooves 10 gives the tire tread high drainage performance, while the arrangement of lateral grooves 50 and recesses 40 can balance the rigidity of the core contact part between the tire and the driving surface. This not only ensures that there is a sufficiently large interaction force between the tire tread and the driving surface, but also avoids hard collisions caused by excessive rigidity, thus improving the tire's driving comfort. On the other hand, it can break the water film between the tire tread and the driving surface. Combined with the drainage capacity of the longitudinal grooves 10, it greatly reduces the probability of "hydroplaning" and improves the tire's anti-slip and wet handling performance, thus initially ensuring the tire's driving safety. Meanwhile, the connection points between the lateral groove 50 and the recess 40, and between the recess 40 and the longitudinal groove 10, have lower rigidity. This helps to further enhance the gripping force between the tire and the road surface during braking, shorten the braking distance, and further ensure the tire's driving safety. The gradually decreasing depth of the recess 40 makes the rigidity of the middle position of the tread pattern 30 relatively greater than that of the edge, thus avoiding the problem of insufficient rigidity. This further balances the tire's rigidity and improves the tire's driving comfort, thereby solving the problem of insufficient tire safety and comfort in existing technologies.

[0043] In this embodiment, the contact area between the tire and the driving surface has an area S1, and the area S2 of the tire tread structure satisfies the condition: 0.68S2≤S1≤0.72S2. This arrangement provides the tire with a large driving surface area, allowing the tire tread blocks to fully contact the driving surface, ensuring the tire's wear resistance, maintaining handling performance in both dry and wet conditions, and improving tire safety.

[0044] In this embodiment, the driving surface is the ground.

[0045] In this embodiment, the total crown arc length TAW of the tire tread and the nominal section width SN of the tire satisfy the following relationship: TAW = 0.832SN.

[0046] In this embodiment, the tire tread pattern is an asymmetrical design.

[0047] like Figure 1 As shown, the multiple intermediate tread sections 30 include a central tread section 31 and a crown tread section. At least a portion of the central tread section 31 coincides with the center surface S of the tire. The crown tread section is located between the central tread section 31 and the shoulder tread section 20. The tire tread structure also includes a first connecting groove 60. The first connecting groove 60 is provided on the crown tread section to connect the longitudinal grooves 10 located on both sides of the crown tread section. A structural reinforcing protrusion 61 is provided at the bottom of the first connecting groove 60, and the two walls of the first connecting groove 60 are connected by the structural reinforcing protrusion 61. This arrangement allows liquid between the crown tread section and the driving surface to be discharged into the longitudinal grooves 10 through the first connecting groove 60, thereby ensuring the drainage performance of the crown tread section and improving the tire's drainage performance. Simultaneously, the arrangement of the structural reinforcing protrusion 61 improves its rigidity and stability with adjacent tread blocks, reduces the deformation of the tread blocks, and improves the tire's wear resistance and handling.

[0048] like Figure 2 As shown, the first connecting groove 60 is set at a first included angle A1 with the width direction of the tire, and the first included angle A1 satisfies: 25°≤A1≤35°.

[0049] In this embodiment, there are two structural reinforcing protrusions 61, located at opposite ends of the bottom of the first connecting groove 60. This precise positioning ensures that the two reinforcing protrusions 61 uniformly reinforce the tire tread pattern, thereby balancing its rigidity.

[0050] It should be noted that the number of structural reinforcing protrusions 61 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, the number of structural reinforcing protrusions 61 can be one, three, four, six, or more.

[0051] like Figure 1 and Figure 2As shown, the tread pattern near the outer edge of the tire is the outer tread pattern 32, and the recess 40 includes a first recess 41 and a second recess 42. The first recess 41 is disposed on the central tread pattern 31, and the extension direction of the first recess 41 forms a second angle A2 with the width direction of the tire, satisfying: 20°≤A2≤30°. One end of the first recess 41 that connects to the longitudinal groove 10 is positioned away from the outer edge of the tire relative to its other end. The second recess 42 is disposed on the outer tread pattern 32, and the extension direction of the second recess 42 forms a third angle A3 with the width direction of the tire, satisfying: 30°≤A3≤40°. One end of the second recess 42 that connects to the longitudinal groove 10 is positioned closer to the outer edge of the tire relative to its other end. The length L of the first recess 41 and the width W23 of the central tread pattern 31 satisfy: 1.3L≤W23≤1.7L. In this way, the arrangement of the first recess 41 ensures that its inclination and length are appropriate, enabling it to break through the water film between the central tread pattern 31 and the driving surface, thus ensuring the anti-slip performance of the central tread pattern 31, balancing its rigidity, and guaranteeing both comfort and safety. Similarly, the arrangement of the second recess 42 ensures that its inclination is appropriate, enabling it to break through the water film between the outer tread pattern 32 and the driving surface, thus ensuring its anti-slip performance, balancing its rigidity, and guaranteeing both comfort and safety.

[0052] like Figure 1As shown, the tread pattern near the inner side of the tire is the inner tread pattern 33, and the plurality of lateral grooves 50 include a first lateral groove 51, a second lateral groove 52, and a third lateral groove 53. The two ends of the first lateral groove 51 are respectively connected to the longitudinal grooves 10 located on both sides of the middle tread pattern 30. At least a portion of the first lateral groove 51 on the inner tread pattern 33 is arranged in a zigzag or wavy shape. The second lateral groove 52 on the outer tread pattern 32 has one end extending to the inner wall of the second recess 42 to communicate with the second recess 42, and the other end extending to the side of the outer tread pattern 32 to communicate with the longitudinal grooves 10. A third lateral groove 53 is provided on the outer tread pattern portion 32. One end of the third lateral groove 53 extends to the inner wall of the first connecting groove 60 to communicate with it, and the other end extends to the side of the outer tread pattern portion 32 to communicate with the longitudinal groove 10. This arrangement of the first lateral groove 51 disperses the rigidity of the middle tread pattern portion 30, improving tire comfort. Simultaneously, the connections between the second lateral groove 52 and the second recess 42, as well as with the longitudinal groove 10, reduce the rigidity of the outer tread pattern portion 32, enhance the gripping force between the outer tread pattern portion 32 and the driving surface, further shorten the braking distance during braking, and improve tire driving safety. Meanwhile, the connection between the third lateral groove 53 and the first connecting groove 60, as well as the connection with the longitudinal groove 10, reduces the rigidity of the outer tread pattern 32, enhances the gripping force between the outer tread pattern 32 and the driving surface, further shortens the braking distance of the tire during braking, and improves the driving safety of the tire.

[0053] In this embodiment, the first connecting groove 60 and the first transverse groove 51 provided on the inner tread pattern are arranged parallel to each other.

[0054] like Figure 1 As shown, the tire tread structure also includes a third recess 70. The third recess 70 is disposed on the central tread portion 31, with one end extending to one side of the central tread portion 31 to communicate with the longitudinal groove 10, and the other end of the third recess 70 having a predetermined distance from the other side of the central tread portion 31. The third recess 70 and the first recess 41 are respectively connected to the longitudinal grooves 10 located on both sides of the central tread portion 31. This arrangement can break through the water film between the central tread portion 31 and the driving surface, further improving the wet grip and wet handling of the central tread portion 31, and further enhancing the tire's driving safety.

[0055] like Figure 1As shown, there are multiple first recesses 41, which are spaced apart along the circumference of the tire. The tire tread structure also includes longitudinal grooves 80. The longitudinal grooves 80 are located between two adjacent first recesses 41, and their two ends are connected to the two adjacent first recesses 41 respectively. In this way, the longitudinal grooves 80 can cooperate with the first recesses 41 to reduce the rigidity of the central tread pattern 31, increase the gripping force between the central tread pattern 31 and the driving surface, shorten the tire braking distance, and further improve the tire's driving safety. On the other hand, they can be staggered with the first lateral grooves 51 of the central tread pattern 31 to disperse the rigidity of the central tread pattern 31 and improve the tire's comfort.

[0056] like Figure 1 As shown, the shoulder tread portion 20 near the inner side of the tire is the inner shoulder tread portion 21. The tire tread structure also includes a fourth recess 90 and a fourth lateral groove 54. The fourth recess 90 is disposed on the inner shoulder tread portion 21. The fourth recess 90 includes a first sub-recess 91 and a second sub-recess 92 that are interconnected. The first sub-recess 91 is disposed closer to the longitudinal groove 10 relative to the second sub-recess 92. The end of the first sub-recess 91 away from the second sub-recess 92 is connected to the longitudinal groove 10. The depth of the first sub-recess 91 is less than the depth of the second sub-recess 92. The fourth lateral groove 54 is disposed on the inner shoulder tread portion 21. One end of the fourth lateral groove 54 is connected to the longitudinal groove 10. At least a portion of the fourth lateral groove 54 is arranged in a zigzag or wavy shape. In this way, the fourth recess 90 is positioned to connect with the longitudinal groove 10, draining the fluid between the inner shoulder tread portion 21 and the driving surface to the inner side of the tire, thus improving the tire's water drainage performance and anti-slip properties. Simultaneously, the fourth lateral groove 54 is positioned to distribute the rigidity of the inner shoulder tread portion 21, improving tire comfort. Furthermore, the depth relationship between the first sub-recess 91 and the second sub-recess 92 enhances the rigidity of the inner shoulder tread portion 21, preventing it from being too rigid, further improving tire handling and safety.

[0057] like Figure 1As shown, the shoulder tread portion 20 near the outer side of the tire is the outer shoulder tread portion 22. The tire tread structure also includes a second connecting groove 100 and a fifth lateral groove 55. The second connecting groove 100 is disposed on the outer shoulder tread portion 22. The second connecting groove 100 includes a first sub-connecting groove 101 and a second sub-connecting groove 102 that are interconnected. The first sub-connecting groove 101 is disposed away from the outer side of the tire relative to the second sub-connecting groove 102. One end of the first sub-connecting groove 101 away from the second sub-connecting groove 102 is connected to the longitudinal groove 10. One end of the second sub-connecting groove 102 away from the first connecting groove 101 is connected to the outer side of the tire. The depth of the first sub-connecting groove 101 is less than the depth of the second connecting groove 102, so that a stepped surface is formed between the two. At least a portion of the stepped surface is arc-shaped. A fifth lateral groove 55 is provided on the outer shoulder tread portion 22. The fifth lateral groove 55 includes a first sub-groove 551 and a second sub-groove 552 that are interconnected. The first sub-groove 551 is positioned away from the outer side of the tire relative to the second sub-groove 552, and one end of the first sub-groove 551 away from the second sub-groove 552 communicates with the longitudinal groove 10. The first sub-groove 551 and the second sub-groove 552 are arranged at an angle. In this way, the arrangement of the second connecting groove 100 allows it to communicate with the longitudinal groove 10, draining the liquid between the outer shoulder tread portion 22 and the driving surface to the outer side of the tire, improving the tire's water drainage performance and anti-slip properties. At the same time, the arrangement of the fifth lateral groove 55 can disperse the rigidity of the outer shoulder tread portion 22, improving tire comfort. Meanwhile, the depth relationship between the first sub-connecting groove 101 and the second sub-connecting groove 102 can improve the rigidity of the outer shoulder tread portion 22, prevent the rigidity of the outer shoulder tread portion 22 from being too small, ensure the handling performance of the tire during cornering, and further improve the tire's handling and safety.

[0058] The cross-sectional view of the fourth recess 90 is as follows Figure 7 As shown, in this embodiment, the cross-sectional view of the second connecting groove 100 is basically consistent with that of the fourth recess 90, so as to ensure that the rigidity of the inner shoulder tread portion 21 and the outer shoulder tread portion 22 has a small difference, so as to ensure the comfort of the tire.

[0059] like Figure 1As shown, the tire tread structure also includes multiple pitch pattern units arranged circumferentially along the tire. These multiple pitch pattern units include a first pattern group, a second pattern group, a third pattern group, a fourth pattern group, and a fifth pattern group. The lengths P1 of the first pattern group, P2 of the second pattern group, P3 of the third pattern group, P4 of the fourth pattern group, and P5 of the fifth pattern group satisfy the following relationships: 1.071P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, and 1.439P1≤P5≤1.499P1. This multi-pitch arrangement makes the tire tread structure more intricate and complex. Finite element simulation analysis shows that this pitch arrangement helps reduce the probability of noise resonance, effectively suppresses noise generated by tread block contact with the ground, and further improves tire comfort.

[0060] like Figure 1 and Figure 2 As shown, there are multiple first connecting grooves 60, which are spaced apart along the circumference of the tire. There are also multiple second recesses 42, which are spaced apart along the circumference of the tire. An outer tread pattern block 321 is formed between the first connecting grooves 60 and the second recesses 42. The multiple first connecting grooves 60 divide the inner tread pattern 33 into multiple inner tread pattern blocks 331. There are multiple third recesses 70, which are spaced apart along the circumference of the tire. The third recesses 70 and the first recesses 41 form a separating structure, which divides the central tread pattern 31 into multiple central tread blocks 311. There are multiple fourth recesses 90, which are spaced apart along the circumference of the tire to divide the inner shoulder tread pattern 21 into multiple inner shoulder tread blocks 211. Multiple second connecting grooves 100 are provided at intervals along the circumference of the tire to divide the outer shoulder tread portion 22 into multiple outer shoulder tread blocks 221. Multiple outer crown tread blocks 321 are arranged in a one-to-one correspondence with multiple center tread blocks 311, multiple inner crown tread blocks 331 are arranged in a one-to-one correspondence with multiple center tread blocks 311, multiple inner shoulder tread blocks 211 are arranged in a one-to-one correspondence with multiple center tread blocks 311, and multiple outer shoulder tread blocks 221 are arranged in a one-to-one correspondence with multiple center tread blocks 311. The center tread blocks 311 and their corresponding inner shoulder tread blocks 211, inner crown tread blocks 331, outer crown tread blocks 321, and outer shoulder tread blocks 221 form a sub-tread pattern group.

[0061] In this embodiment, a pitch pattern unit includes two adjacent sub-pattern groups.

[0062] like Figure 1As shown, the tire tread structure also includes a chamfer 110. The chamfer 110 is provided on at least a portion of the edges of the central tread portion 30, and its width gradually decreases along the circumference of the tire. The inner wall of the chamfer 110 provided on the outer tread portion 32 is arc-shaped. This design, on the one hand, avoids stress concentration when the tire contacts the road surface, improving the tire's wear resistance; on the other hand, it increases the water-enveloping area of ​​the tire when driving on wet roads, which is beneficial to improving tire driving safety. Simultaneously, this design also prevents surface damage to the tread blocks, extending the tire's service life.

[0063] In this embodiment, a chamfer 110 is provided at the edge of the inner tread pattern 33 near the center tread pattern 31, and a chamfer 110 is provided at the edge of the center tread pattern 31 near the inner tread pattern 33.

[0064] In this embodiment, the outer tread pattern 32 is provided with a chamfer 110 near the outer edge of the outer tire, and two adjacent chamfers 110 are symmetrically arranged.

[0065] In this embodiment, the plurality of longitudinal grooves 10 include a first longitudinal groove 11, a second longitudinal groove 12, a third longitudinal groove 13, and a fourth longitudinal groove 14. The first longitudinal groove 11 is located between the inner shoulder tread portion 21 and the inner crown tread portion 33, and the width W11 of the first longitudinal groove 11 satisfies the following condition: 0.061T ≤ W11 ≤ 0.067T. The second longitudinal groove 12 is located between the inner crown tread portion 33 and the center tread portion 31, and the width W12 of the second longitudinal groove 12 satisfies the following condition: 0.056T ≤ W12 ≤ 0.062T. The third longitudinal groove 13 is located between the center tread portion 31 and the outer crown tread portion 32, and the width W13 of the third longitudinal groove 13 satisfies the following condition: 0.056T ≤ W13 ≤ 0.062T. The fourth longitudinal groove 14 is located between the outer crown tread portion 32 and the outer shoulder tread portion 22. The width W14 of the fourth longitudinal groove 14 satisfies the following relationship with its width T: 0.053T ≤ W14 ≤ 0.059T. And / or, the width W21 of the inner shoulder tread portion 21 satisfies the following relationship with its width T: 0.174T ≤ W21 ≤ 0.204T. The width W22 of the inner crown tread portion 33 satisfies the following relationship with its width T: 0.11T ≤ W22 ≤ 0.14T. The width W23 of the center tread portion 31 satisfies the following relationship with its width T: 0.115T ≤ W23 ≤ 0.145T. The width W24 of the outer crown tread portion 32 satisfies the following relationship with its width T: 0.111T ≤ W24 ≤ 0.141T. The width W25 of the outer shoulder tread portion 22 satisfies the following relationship with width T: 0.176T≤W25≤0.206T. Specifically, the widths W21, W22, W23, W24, and W25 satisfy the following relationships: 1.43W23≤W21≤1.47W23, 0.94W23≤W22≤0.98W23, 0.95W23≤W24≤0.99W23, and 1.45W23≤W25≤1.49W23. This configuration, on the one hand, results in larger tread blocks near the outer edge of the tire, increasing their rigidity and thus improving friction between the tire and the ground during cornering, enhancing grip, and further improving handling and safety. On the other hand, it also results in wider longitudinal grooves 10 near the inner edge of the tire, which improves water drainage performance.

[0066] Specifically, the widths W21, W22, W23, W24, and W25 satisfy the following ratios: W21 = 1.45W23, W22 = 0.96W23, W24 = 0.97W23, and W25 = 1.47W23, to ensure the most appropriate proportional relationship.

[0067] like Figures 3 to 6As shown, the joints between the walls and bottoms of the first longitudinal groove 11, the second longitudinal groove 12, the third longitudinal groove 13 and the fourth longitudinal groove 14 are all provided with chamfers with a radius of 2.5 mm.

[0068] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0069] Each longitudinal groove in the tire tread structure extends circumferentially along the tire, and multiple longitudinal grooves are spaced apart along the width of the tire to divide the tire tread into shoulder tread sections and multiple intermediate tread sections located between two shoulder tread sections. Recesses are provided on the intermediate tread sections, with one end extending to the side of the intermediate tread section to communicate with the longitudinal grooves. The depth of the recesses gradually decreases along the direction from that end to the other end of the recess. Multiple lateral grooves are provided on the intermediate tread sections, and these multiple lateral grooves are spaced apart circumferentially along the tire. At least one lateral groove extends to the inner wall of a recess to communicate with the recess. In this way, the design of multiple longitudinal grooves gives the tire tread high drainage performance, while the design of lateral grooves and recesses can balance the rigidity of the core contact area between the tire and the road surface. This not only ensures that there is a sufficiently large interaction force between the tire tread and the road surface, but also avoids hard collisions caused by excessive rigidity, thus improving the tire's driving comfort. On the other hand, it can break the water film between the tire tread and the road surface. Combined with the drainage capacity of the longitudinal grooves, it greatly reduces the probability of "hydroplaning" and improves the tire's anti-slip and wet handling, thus initially ensuring the tire's driving safety. Meanwhile, the connection points between the lateral grooves and the recesses, as well as the connection points between the recesses and the longitudinal grooves, have lower rigidity. This helps to further enhance the gripping force between the tire and the road surface during braking, shortening the braking distance and further ensuring tire driving safety. The gradually decreasing depth of the recesses makes the rigidity of the middle position of the tread pattern relatively greater than that of the edges, avoiding the problem of insufficient rigidity. This further balances the rigidity of the tire and improves the driving comfort, thus solving the problem of insufficient tire safety and comfort in existing technologies.

[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: 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 shoulder tread portions (20) and multiple intermediate tread portions (30) located between two shoulder tread portions (20). A recess (40) is provided on the intermediate patterned portion (30). One end of the recess (40) extends to the side of the intermediate patterned portion (30) to communicate with the longitudinal groove (10). The depth of the recess (40) gradually decreases along the direction from that end to the other end of the recess (40). A lateral groove (50) is provided on the intermediate tread portion (30). There are multiple lateral grooves (50), which are spaced apart along the circumference of the tire. The end of at least one lateral groove (50) extends to the inner wall of the recess (40) to communicate with the recess (40).

2. The tire tread structure according to claim 1, characterized in that, The plurality of intermediate tread portions (30) include a central tread portion (31) and a crown tread portion, at least a portion of the central tread portion (31) coincides with the center surface S of the tire, and the crown tread portion is located between the central tread portion (31) and the shoulder tread portion (20). The tire tread structure further includes: A first connecting groove (60) is provided on the tread pattern portion of the tire crown to connect the longitudinal grooves (10) located on both sides of the tread pattern portion of the tire crown. The first connecting groove (60) has a structural reinforcement protrusion (61) at the bottom of the groove, and the two groove walls of the first connecting groove (60) are connected by the structural reinforcement protrusion (61).

3. The tire tread structure according to claim 2, characterized in that, The tread pattern near the outer edge of the tire is the outer tread pattern (32), and the recess (40) includes: A first recess (41) is provided on the central tread portion (31). The extension direction of the first recess (41) is set at a second angle A2 with the width direction of the tire. The second angle A2 satisfies: 20°≤A2≤30°. One end of the first recess (41) that is connected to the longitudinal groove (10) is located away from the outer side of the tire relative to its other end. The second recess (42) is provided on the outer tread pattern (32). The extension direction of the second recess (42) is set at a third angle A3 with the width direction of the tire. The third angle A3 satisfies: 30°≤A3≤40°. One end of the second recess (42) that is connected to the longitudinal groove (10) is located closer to the outer side of the tire than the other end of the second recess (42). The length L of the first recess (41) and the width W23 of the central patterned part (31) satisfy the following condition: 1.3L≤W23≤1.7L.

4. The tire tread structure according to claim 3, characterized in that, The tread pattern near the inner side of the tire is the inner tread pattern (33), and the plurality of lateral grooves (50) include: The first transverse groove (51) has two ends connected to the longitudinal grooves (10) located on both sides of the middle tread portion (30); wherein, at least part of the first transverse groove (51) provided on the inner crown tread portion (33) is provided in a zigzag or wavy shape. A second transverse groove (52) is provided on the outer tread pattern portion (32). One end of the second transverse groove (52) extends to the inner wall of the second recess (42) to communicate with the second recess (42), and the other end of the second transverse groove (52) extends to the side of the outer tread pattern portion (32) to communicate with the longitudinal groove (10). A third lateral groove (53) is provided on the outer tread pattern portion (32). One end of the third lateral groove (53) extends to the inner wall of the first connecting groove (60) to communicate with the first connecting groove (60), and the other end of the third lateral groove (53) extends to the side of the outer tread pattern portion (32) to communicate with the longitudinal groove (10).

5. The tire tread structure according to claim 4, characterized in that, The tire tread structure also includes: A third recess (70) is provided on the central patterned portion (31). One end of the third recess (70) extends to one side of the central patterned portion (31) to communicate with the longitudinal groove (10). The other end of the third recess (70) has a predetermined distance from the other side of the central patterned portion (31). The third recess (70) and the first recess (41) are respectively connected to the longitudinal grooves located on both sides of the central patterned portion (31).

6. The tire tread structure according to claim 5, characterized in that, The first recess (41) is multiple, and the multiple first recesses (41) are spaced apart along the circumference of the tire. The tire tread structure also includes: A longitudinal groove (80) is located between two adjacent first recesses (41), and the two ends of the longitudinal groove (80) are respectively connected to the two adjacent first recesses (41).

7. The tire tread structure according to claim 6, characterized in that, The shoulder tread portion (20) near the inner side of the tire is the inner shoulder tread portion (21), and the tire tread structure further includes: A fourth recess (90) is provided on the inner shoulder tread portion (21). The fourth recess (90) includes a first sub-recess (91) and a second sub-recess (92) that are interconnected. The first sub-recess (91) is disposed near the longitudinal groove (10) relative to the second sub-recess (92). The end of the first sub-recess (91) away from the second sub-recess (92) is connected to the longitudinal groove (10). The depth of the first sub-recess (91) is less than the depth of the second sub-recess (92). A fourth lateral groove (54) is provided on the inner shoulder tread portion (21), and one end of the fourth lateral groove (54) is connected to the longitudinal groove (10); wherein at least a portion of the fourth lateral groove (54) is provided in a zigzag or wavy shape.

8. The tire tread structure according to claim 7, characterized in that, The shoulder tread portion (20) near the outer side of the tire is the outer shoulder tread portion (22), and the tire tread structure further includes: A second connecting groove (100) is provided on the outer shoulder tread portion (22). The second connecting groove (100) includes a first sub-connecting groove (101) and a second sub-connecting groove (102) that are interconnected. The first sub-connecting groove (101) is disposed away from the outer side of the tire relative to the second sub-connecting groove (102). One end of the first sub-connecting groove (101) away from the second sub-connecting groove (102) is connected to the longitudinal groove (10). One end of the second sub-connecting groove (102) away from the first sub-connecting groove (101) is connected to the outer side of the tire. The depth of the first sub-connecting groove (101) is less than the depth of the second sub-connecting groove (102) so that a stepped surface is formed between them. At least a portion of the stepped surface is arc-shaped. A fifth lateral groove (55) is provided on the outer shoulder tread portion (22). The fifth lateral groove (55) includes a first sub-groove (551) and a second sub-groove (552) that are connected to each other. The first sub-groove (551) is disposed away from the outer side of the tire relative to the second sub-groove (552). One end of the first sub-groove (551) away from the second sub-groove (552) is connected to the longitudinal groove (10). The first sub-groove (551) and the second sub-groove (552) are disposed at an angle.

9. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: Multiple pitch pattern units arranged circumferentially along the tire, the multiple pitch pattern units including a first pattern group, a second pattern group, a third pattern group, a fourth pattern group and a fifth pattern group; The lengths P1 of the first pattern group, P2 of the second pattern group, P3 of the third pattern group, P4 of the fourth pattern group, and P5 of the fifth pattern group satisfy the following: 1.071P1≤P2≤1.131P1, 1.183P1≤P3≤1.243P1, 1.303P1≤P4≤1.363P1, and 1.439P1≤P5≤1.499P1.

10. The tire tread structure according to claim 3, characterized in that, The tire tread structure also includes: A chamfer (110) is provided on at least a portion of the edges of the intermediate tread portion (30), and the width of the chamfer (110) gradually decreases along the circumference of the tire; The inner wall of the chamfer (110) on the outer tread pattern (32) is arc-shaped.

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