Tire tread structure

Abstract

The utility model provides a tire tread structure. A plurality of longitudinal grooves of the tire tread structure are arranged at intervals in the width direction of the tire, so that the tire tread of the tire is divided into a plurality of circumferential pattern parts; transverse cutter grooves and communicating grooves are formed in the circumferential pattern part; wherein the plurality of circumferential pattern parts comprise a first tire crown pattern part, at least part of the first tire crown pattern part coincides with the central plane S of the tire, the width of the first tire crown pattern part is larger than that of the other circumferential pattern parts, and the communicating grooves formed in the first tire crown pattern part comprise first communicating grooves; the first communicating groove is provided with a bent groove, a first transverse groove and a longitudinal groove which are communicated with one another, one end of the bent groove is communicated with the longitudinal groove located on one side of the first tire crown pattern part, and one end of the first transverse groove is communicated with the longitudinal groove located on the other side of the first tire crown pattern part. According to the utility model, the problem that the tire in the prior art cannot stably run under special road conditions in summer and winter is effectively solved.

Description

Technical Field

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

[0002] Currently, tire tread designs are often seasonally oriented, specifically designed for wet, slippery roads caused by summer rains and icy, snowy roads caused by winter colds (summer tires and winter tires). Summer tires typically have wide and shallow tread grooves to maximize water drainage and ensure excellent grip in hot, wet conditions. However, summer tires struggle on cold, icy roads, as the wide grooves and tread blocks cannot easily embed themselves into the ice and snow, leading to slippage. Winter tires, on the other hand, have narrow, deep, and fine grooves to ensure the tread blocks can embed themselves into ice and snow, generating sufficient interaction force with the icy surface. However, in the rainy summer season, they suffer from drawbacks such as hydroplaning, rapid wear, and high energy consumption.

[0003] In the current technology, users in areas with distinct seasons or those who frequently travel across regions often purchase two sets of tires (summer tires and winter tires) to cope with the special road conditions of different summer and winter seasons by changing the tires.

[0004] However, frequent tire replacements not only increase the user's workload and affect the user experience, but also make it easy to forget to replace them, which in turn affects the tire's lifespan, increases the user's operating costs, and may even pose a threat to the user's driving safety. Utility Model Content

[0005] The main objective of this invention is to provide a tire tread structure to solve the problem that existing tires cannot maintain stable driving under special road conditions in both summer and winter.

[0006] To achieve the above objectives, this utility model provides a tire tread structure, comprising: longitudinal grooves extending circumferentially along the tire, wherein there are multiple longitudinal grooves spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions; transverse sipes provided on the circumferential tread portions; and connecting grooves provided on the circumferential tread portions, wherein the two ends of the connecting grooves extend to two sides of the circumferential tread portions respectively; wherein the multiple circumferential tread portions include a first crown tread portion, at least a portion of which coincides with the center surface S of the tire, and the width of the first crown tread portion is greater than the width of the other circumferential tread portions; the connecting grooves provided on the first crown tread portion include a first connecting groove, the first connecting groove having interconnected bending grooves, a first transverse groove, and a longitudinal groove, one end of the bending groove communicating with a longitudinal groove located on one side of the first crown tread portion, and one end of the first transverse groove communicating with a longitudinal groove located on the other side of the first crown tread portion.

[0007] Furthermore, the longitudinal groove connected to the bending groove is the shoulder longitudinal groove. The end of the bending groove away from the shoulder longitudinal groove is connected to the end of the longitudinal groove to form the main groove segment. The main groove segment has multiple interconnected branch groove segments. Along the direction from the end of the main groove segment connected to the shoulder longitudinal groove to the other end, the depth of the multiple branch groove segments gradually decreases.

[0008] Furthermore, the first lateral groove is located on the side of the main groove segment away from the longitudinal groove of the tire shoulder and is arranged in a tortuous shape. The first lateral groove includes a first sub-groove segment and a second sub-groove segment that are interconnected. The second sub-groove segment is arranged closer to the main groove segment than the first sub-groove segment. The ends of the first sub-groove segment and the second sub-groove segment that are away from each other are connected to the longitudinal groove and the main groove segment, respectively. The depth of the second sub-groove segment is less than the depth of the first sub-groove segment, so that the bottom of the second sub-groove segment forms a first structural reinforcement in the first lateral groove. The extension direction of the first sub-groove segment is set at a first angle A1 with the width direction of the tire. The first angle A1 satisfies: 31°≤A1≤39°.

[0009] Furthermore, there are multiple first connecting grooves, which are spaced apart along the circumference of the tire. In two adjacent first connecting grooves, the longitudinal groove of one first connecting groove is connected to the second sub-groove segment of the other first connecting groove.

[0010] Further, the first connecting groove includes a second lateral groove located between two adjacent first lateral grooves. The second lateral groove includes a first groove segment and a first kerfed groove segment that are interconnected. The first groove segment is positioned closer to the main groove segment than the first kerfed groove segment. The end of the first groove segment away from the first kerfed groove segment is connected to the main groove segment, and the end of the first kerfed groove segment away from the first groove segment is connected to the longitudinal groove. Along the direction from the first groove segment to the first kerfed groove segment, the width of the first groove segment gradually decreases. The extension direction of the second lateral groove forms a second included angle A2 with the width direction of the tire, and the second included angle A2 satisfies: 31°≤A 2≤39°; and / or, a third lateral groove, located between two adjacent bending grooves, the third lateral groove including a second groove segment and a second sipe segment that are interconnected, the second groove segment being positioned away from the main groove segment relative to the second sipe segment, the end of the second groove segment away from the second sipe segment being connected to the longitudinal groove of the tire shoulder, the end of the second sipe segment away from the second groove segment being connected to the main groove segment, the width of the second groove segment gradually decreasing along the direction from the second groove segment to the second sipe segment, the extension direction of the third lateral groove being set at a third included angle A3 with the width direction of the tire, the third included angle A3 satisfying: 31°≤A3≤39°.

[0011] Furthermore, the multiple circumferential tread portions also include a second crown tread portion, which is positioned closer to the outer side of the tire than the first crown tread portion. The connecting grooves provided on the second crown tread portion include: a second connecting groove, which is zigzag-shaped and includes a first sub-connecting groove, a second sub-connecting groove, and a third sub-connecting groove that are interconnected. The second sub-connecting groove is located between the first sub-connecting groove and the third sub-connecting groove, and the first sub-connecting groove is positioned closer to the outer side of the tire than the third sub-connecting groove. The depth of the second sub-connecting groove and the depth of the third sub-connecting groove are both less than the depth of the first sub-connecting groove, so that the bottom of the second sub-connecting groove and the bottom of the third sub-connecting groove form a second structural reinforcement within the second connecting groove.

[0012] Furthermore, in the cross-section of the first sub-connecting trench, along the depth direction of the first sub-connecting trench, the first sub-connecting trench includes a first sub-connecting segment and a second sub-connecting segment that are interconnected. The first sub-connecting segment is disposed away from the bottom of the first sub-connecting trench relative to the second sub-connecting segment and forms an opening of the first sub-connecting trench. The width of the first sub-connecting segment is greater than the width of the second sub-connecting segment, so as to form a stop surface at the connection between the two. Along the direction from the first sub-connecting trench to the second sub-connecting trench, the width of the first sub-connecting segment gradually decreases, and the width of the second sub-connecting segment gradually decreases.

[0013] Furthermore, the multiple circumferential tread portions also include inner shoulder tread portions. The inner shoulder tread portions are positioned closer to the inner side of the tire than the center surface S. The connecting grooves on the inner shoulder tread portions include inner shoulder connecting grooves. The inner shoulder connecting grooves are positioned at a fourth angle A4 with the width direction of the tire. The fourth angle A4 satisfies: 11°≤A4≤19°. The inner shoulder connecting grooves include interconnected fourth sub-connecting grooves, fifth sub-connecting grooves, and sixth sub-connecting grooves. The fifth sub-connecting groove is located between the fourth and fifth sub-connecting grooves. The depths of the fourth and sixth sub-connecting grooves are both greater than the depth of the fifth sub-connecting groove, so that a third structural reinforcement is formed within the inner shoulder connecting groove through the bottom of the fifth sub-connecting groove.

[0014] Furthermore, the inner shoulder connecting groove has strip-shaped protrusions on its groove wall. The strip-shaped protrusions extend along the depth direction of the inner shoulder connecting groove, and one end of the strip-shaped protrusion away from the bottom of the inner shoulder connecting groove extends to the tire tread. There are multiple strip-shaped protrusions, which are arranged along the extension direction of the inner shoulder connecting groove to form a serrated structure on the groove wall of the inner shoulder connecting groove.

[0015] Furthermore, the multiple circumferential tread portions also include outer shoulder tread portions, which are positioned closer to the outer side of the tire than the center surface S. The connecting grooves on the outer shoulder tread portions include outer shoulder connecting grooves, which are positioned at a fifth angle A5 with respect to the width direction of the tire. The fifth angle A5 satisfies: 4°≤A5≤10°, and the fourth angle A4 and the fifth angle A5 satisfy: A5=0.5A4.

[0016] Furthermore, the outer shoulder connecting groove includes a seventh sub-connecting groove and an eighth sub-connecting groove that are interconnected. The seventh sub-connecting groove is positioned closer to the center surface S relative to the eighth sub-connecting groove. In the cross-section of the seventh sub-connecting groove, along the depth direction of the seventh sub-connecting groove, the seventh sub-connecting groove includes a third sub-connecting segment and a fourth sub-connecting segment that are interconnected. The third sub-connecting segment is positioned away from the bottom of the seventh sub-connecting groove relative to the fourth sub-connecting segment and forms the opening of the seventh sub-connecting groove. The width of the third sub-connecting segment is greater than the width of the fourth sub-connecting segment to form a stop surface at the connection between the two. Along the direction from the seventh sub-connecting groove to the eighth sub-connecting groove, the width of the third sub-connecting segment gradually decreases.

[0017] Furthermore, the multiple circumferential tread portions also include an outer shoulder tread portion, a second crown tread portion, and an inner shoulder tread portion. The transverse sipes have wavy, bent sections. The bent sections of the transverse sipes provided on the outer shoulder tread portion and the second crown tread portion all have a wave pitch S1. The bent sections of the transverse sipes provided on the second crown tread portion and the inner shoulder tread portion all have a wave pitch S2. The wave pitch S1 is greater than the wave pitch S2.

[0018] Applying the technical solution of this utility model, multiple longitudinal grooves in the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. Each circumferential tread portion has a transverse sipe and a connecting groove, with both ends of the connecting groove extending to two sides of the circumferential tread portion. The multiple circumferential tread portions include a first crown tread portion, at least a portion of which coincides with the center plane S of the tire. The width of the first crown tread portion is greater than the width of the other circumferential tread portions. The connecting groove in the first crown tread portion includes a first connecting groove, which has interconnected bending grooves, a first transverse groove, and a longitudinal groove. One end of the bending groove connects to a longitudinal groove located on one side of the first crown tread portion, and one end of the first transverse groove connects to a longitudinal groove located on the other side of the first crown tread portion. In this way, the tire tread structure in this application actually forms a "snow and water network" through a large number of interconnected grooves arranged on the circumferential tread portion (the interconnected grooves extending to the two sides of the circumferential tread portion can respectively connect the longitudinal grooves and the side of the tire; as well as the two adjacent longitudinal grooves), which greatly improves the tire's snow and water removal performance, thereby ensuring that the tire has high driving stability on wet and icy roads (reducing the probability of slippage). The large number of transverse sipes arranged on the circumferential tread portion can not only improve the tire's ability to cut water film, but also increase the overall friction of the tread to further adapt to wet or icy roads; on the other hand, it can balance the rigidity of the circumferential tread portion and increase its flexibility, ensuring that the tread can generate a sufficiently large interaction force (mainly friction) with the summer or winter road surface (winter road surface is icy and uneven). Building upon this, this application widens the first tread pattern portion at the tread crown (the core contact point between the tire and the road surface) (effectively increasing the area, but also increasing rigidity). It utilizes complex first connecting grooves to connect adjacent longitudinal grooves while further balancing the rigidity of the larger first tread pattern portion. The bending grooves, first lateral grooves, and longitudinal grooves with different extension directions and shapes achieve localized rigidity differentiation within the first tread pattern portion to cope with more complex road conditions. Simultaneously, the larger first tread pattern portion provides greater grip compared to other circumferential tread patterns, resulting in stronger tire handling and better performance in complex summer and winter road conditions. This solves the problem in existing technologies where tires cannot maintain stable driving under special road conditions in both summer and winter, ensuring the safety of passengers. Attached Figure Description

[0019] 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:

[0020] Figure 1 A partial front view of an embodiment of the tire tread structure according to the present invention is shown;

[0021] Figure 2 It shows Figure 1 A cross-sectional schematic diagram of the tire tread structure at point aa;

[0022] Figure 3 It shows Figure 1 A cross-sectional schematic diagram of the tire tread structure at point bb.

[0023] Figure 4 It shows Figure 1 A cross-sectional schematic diagram of the tire tread structure at the cc point;

[0024] Figure 5 It shows Figure 1 A cross-sectional schematic diagram of the tire tread structure at point dd;

[0025] Figure 6 It shows Figure 1 A cross-sectional view of the ee section of the tire tread structure.

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

[0027] 10. Longitudinal groove; 11. Inner shoulder longitudinal groove; 12. Crown longitudinal groove; 13. Outer shoulder longitudinal groove;

[0028] 20. Transverse sipe; 21. Bend section; 22. Inner shoulder transverse sipe; 23. Inner crown transverse sipe; 24. Outer crown transverse sipe; 25. Outer shoulder transverse sipe;

[0029] 30. Connecting trench; 31. First connecting trench; 311. Bend groove; 312. First transverse groove; 3121. First sub-groove segment; 3122. Second sub-groove segment; 313. Longitudinal groove; 314. Main groove segment; 3141. Support groove segment; 315. Second transverse groove; 3151. First groove segment; 3152. First cutter groove segment; 316. Third transverse groove; 3161. Second groove segment; 3162. Second cutter groove segment; 32. Second connecting trench; 321. 3211, First Sub-connecting Segment; 3212, Second Sub-connecting Segment; 322, Second Sub-connecting Groove; 323, Third Sub-connecting Groove; 33, Inner Shoulder Connecting Groove; 331, Fourth Sub-connecting Groove; 332, Fifth Sub-connecting Groove; 333, Sixth Sub-connecting Groove; 34, Outer Shoulder Connecting Groove; 341, Seventh Sub-connecting Groove; 3411, Third Sub-connecting Segment; 3412, Fourth Sub-connecting Segment; 342, Eighth Sub-connecting Groove;

[0030] 40. First tire crown pattern; 50. Second tire crown pattern; 60. Inner shoulder pattern; 70. Outer shoulder pattern;

[0031] 81. First structural reinforcement; 82. Second structural reinforcement; 83. Third structural reinforcement; 84. First structural reinforcement member; 85. Second structural reinforcement member;

[0032] 90. Serrated structure; 91. Strip-shaped protrusion; 100. Strip-shaped chamfer. Detailed Implementation

[0033] 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.

[0034] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0035] 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.

[0036] To address the problem that existing tires cannot maintain stable driving under special road conditions in both summer and winter, this application provides a tire tread structure.

[0037] like Figures 1 to 6As shown, the tire tread structure includes longitudinal grooves 10, lateral sipes 20, and connecting grooves 30. The longitudinal grooves 10 extend circumferentially along the tire, and multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. Lateral sipes 20 are provided on the circumferential tread portions. Connecting grooves 30 are provided on the circumferential tread portions, and both ends of the connecting grooves 30 extend to the two sides of the circumferential tread portions, respectively. The plurality of circumferential tread portions include a first crown tread portion 40, at least a portion of which coincides with the center surface S of the tire. The width of the first crown tread portion 40 is greater than the width of the other circumferential tread portions. The connecting groove 30 provided in the first crown tread portion 40 includes a first connecting groove 31. The first connecting groove 31 has a bending groove 311, a first lateral groove 312 and a longitudinal groove 313 that are interconnected. One end of the bending groove 311 is connected to the longitudinal groove 10 located on one side of the first crown tread portion 40, and one end of the first lateral groove 312 is connected to the longitudinal groove 10 located on the other side of the first crown tread portion 40.

[0038] Applying the technical solution of this embodiment, multiple longitudinal grooves 10 of the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. Each circumferential tread portion is provided with a transverse sipe 20 and a connecting groove 30, with both ends of the connecting groove 30 extending to the two sides of the circumferential tread portion. The multiple circumferential tread portions include a first crown tread portion 40, at least a portion of which coincides with the center plane S of the tire. The width of the first crown tread portion 40 is greater than the width of the other circumferential tread portions. The connecting groove 30 provided in the first crown tread portion 40 includes a first connecting groove 31. The first connecting groove 31 has interconnected bending grooves 311, first transverse grooves 312, and longitudinal grooves 313. One end of the bending groove 311 communicates with the longitudinal groove 10 located on one side of the first crown tread portion 40, and one end of the first transverse groove 312 communicates with the longitudinal groove 10 located on the other side of the first crown tread portion 40. Thus, in this embodiment, the tire tread structure actually forms a "snow and water network" through a large number of interconnected grooves 30 arranged on the circumferential tread portion (the interconnected grooves extending to the two sides of the circumferential tread portion can respectively connect the longitudinal grooves 10 and the side of the tire; as well as the two adjacent longitudinal grooves 10), which greatly improves the tire's snow and water removal performance, thereby ensuring that the tire has high driving stability on wet and icy roads (reducing the probability of slippage). The large number of transverse sipes 20 arranged on the circumferential tread portion can not only improve the tire's ability to cut water film, but also increase the overall friction of the tread to further adapt to wet or icy roads; on the other hand, they can balance the rigidity of the circumferential tread portion and increase its flexibility, ensuring that the tread can generate a sufficiently large interaction force (mainly friction) with the summer or winter road surface (winter road surface is icy and uneven). Based on this, this embodiment widens the first tread pattern 40 at the crown (the core contact point between the tire tread and the driving surface) (actually increasing the area, but also increasing the rigidity). The complex first connecting groove 31 connects two adjacent longitudinal grooves 10 while further balancing the rigidity of the larger first tread pattern 40. The bending grooves 311, the first lateral groove 312, and the longitudinal grooves 313, with different extension directions and shapes, achieve localized rigidity differentiation in the first tread pattern 40 to cope with more complex road conditions. Simultaneously, the larger first tread pattern 40 provides greater grip compared to other circumferential tread patterns, resulting in stronger tire handling and better handling of complex road conditions in summer and winter. This solves the problem in existing technologies where tires cannot maintain stable driving under special road conditions in both summer and winter, ensuring the safety of passengers.

[0039] Specifically, the transverse grooves 20 (or other transverse grooves) can balance the rigidity of the circumferential tread pattern in the tire circumferential direction (ensuring that the circumferential tread pattern can undergo sufficient elastic deformation along the tire circumferential direction to generate frictional force in the tire circumferential direction), while the longitudinal grooves 313 can balance the rigidity of the circumferential tread pattern in the tire width direction (ensuring that the circumferential tread pattern can undergo sufficient elastic deformation along the tire width direction to generate frictional force in the tire width). The bending design of the bending groove 311 and subsequent inclined grooves can balance the rigidity of the circumferential tread pattern in both the tire circumferential and width directions simultaneously. Of course, differences in specific structures (such as shape and size) will also lead to changes in the corresponding rigidity balancing ability, thus producing local rigidity differences.

[0040] The rigid balance of the tire body allows for greater interaction between the tread and the road surface, resulting in greater driving force, braking force, and other corresponding forces, which comprehensively improves the tire's driving stability (both in summer and winter).

[0041] Specifically, in this embodiment, the width of the transverse sipe 20 is actually much smaller than the width of the connecting groove 30 (actually between 1 and 3 mm), meaning that the drainage capacity of the transverse sipe 20 is relatively weak. Its main function is to balance the rigidity of the circumferential tread portion. In addition, the transverse sipe 20 causes each circumferential tread portion to form an edge (the edge of the transverse sipe 20 away from its bottom). These edges can cut the water film between the tread and the driving surface during the pressing of the road surface, so as to avoid the formation of a complete water film between the tread and the driving surface, which would reduce the coefficient of friction of the tread, thereby increasing the interaction force between the tread and the driving surface.

[0042] Specifically, the lateral sipes 20 enhance the flexibility of the circumferential tread pattern, thereby improving the tire's cushioning performance and enhancing the driving comfort of passengers.

[0043] In this embodiment, the bending groove 311 is actually arc-shaped to guide and discharge road surface water during the tire tread compression process, thereby improving the tire's drainage performance.

[0044] In this embodiment, the nominal section width SN of the tire and the total crown arc length TAW (width of the tread contact area) of the tire satisfy the following condition: 0.86 ≤ TAW / SN ≤ 0.9. This configuration ensures that the tire tread makes uniform contact with the ground during driving, effectively distributing vehicle load, reducing localized tread wear, and improving handling performance.

[0045] In this embodiment, there are three longitudinal grooves 10, which divide the tread into two shoulder tread portions and two crown tread portions located between the two shoulder tread portions.

[0046] like Figure 1 As shown, the longitudinal groove 10 connected to the bending groove 311 is the shoulder longitudinal groove. The end of the bending groove 311 away from the shoulder longitudinal groove is connected to one end of the longitudinal groove 313 to form a main groove section 314. The main groove section 314 has multiple interconnected branch groove sections 3141. Along the direction from one end of the main groove section 314 connected to the shoulder longitudinal groove to the other end, the depth of the multiple branch groove sections 3141 gradually decreases. In this way, the above arrangement ensures that the main groove section 314 as a whole has a sufficiently large space for snow and water to be contained and to dissipate snow and water. At the same time, the smaller depth of the branch groove sections 3141 enhances the local rigidity of the first tread pattern 40, making the local rigidity difference of the first tread pattern 40 greater, so as to adapt to more complex road conditions and enhance the tire's grip under complex road conditions.

[0047] In this embodiment, there are two longitudinal shoulder grooves, including an inner longitudinal shoulder groove 11 and an outer longitudinal shoulder groove 13. The inner longitudinal shoulder groove 11 is disposed closer to the inner side of the tire relative to the center surface S, and the outer longitudinal shoulder groove 13 is disposed closer to the outer side of the tire relative to the center surface S.

[0048] like Figure 3 As shown, there are two support groove sections 3141 (a bending groove 311 and a longitudinal groove 313), with depths of h4 and h5 respectively, and the depth of the inner shoulder longitudinal groove 11 is h6. Where h4 = (1 / 2)h5, and h6 - 2.5mm ≤ h5 ≤ h6 - 2mm.

[0049] like Figure 1As shown, the first lateral groove 312 is located on the side of the main groove section 314 away from the longitudinal groove of the tire shoulder and is arranged in a tortuous shape. The first lateral groove 312 includes a first sub-groove section 3121 and a second sub-groove section 3122 that are interconnected. The second sub-groove section 3122 is arranged closer to the main groove section 314 than the first sub-groove section 3121. The ends of the first sub-groove section 3121 and the second sub-groove section 3122 that are away from each other are connected to the longitudinal groove 10 and the main groove section 314, respectively. The depth of the second sub-groove section 3122 is less than the depth of the first sub-groove section 3121, so that a first structural reinforcement 81 is formed in the first lateral groove 312 through the bottom of the second sub-groove section 3122. The extension direction of the first sub-groove section 3121 is set at a first angle A1 with the width direction of the tire. The first angle A1 satisfies: 31°≤A1≤39°. In this way, the above-mentioned arrangement of the first transverse groove 312 and its first sub-groove segment 3121 with a tortuous structure can achieve a more complex rigidity balance to adapt to more complex road conditions. The arrangement of the first structural reinforcement part 81 strengthens the structure at the connection position between the first transverse groove 312 and the main groove segment 314 (the second sub-groove segment 3122 is connected to the main groove segment 314, and the structural strength at the connection position is weaker), so as to avoid the problem of tread block breakage and abnormal wear caused by insufficient rigidity, thereby extending the service life of the tire.

[0050] In this embodiment, the first included angle A1 is 35°.

[0051] like Figure 1 As shown, there are multiple first connecting grooves 31, which are spaced apart along the circumference of the tire. In two adjacent first connecting grooves 31, the longitudinal groove 313 of one first connecting groove 31 is connected to the second sub-groove segment 3122 of the other first connecting groove 31. In this way, the above arrangement realizes the mutual connection between two adjacent first connecting grooves 31, that is, a separate "snow and water network" is formed on the wider first tread pattern portion 40, which further improves the tire's snow removal and performance. On the other hand, it makes the first structural reinforcement portion 81 located at the connection point of the three grooves, thereby strengthening the weaker connection point and further extending the tire's service life.

[0052] like Figure 1As shown, the first connecting groove 31 includes a second transverse groove 315 and a third transverse groove 316. The second transverse groove 315 is located between two adjacent first transverse grooves 312. The second transverse groove 315 includes a first groove segment 3151 and a first kerfed groove segment 3152 that are interconnected. The first groove segment 3151 is positioned closer to the main groove segment 314 relative to the first kerfed groove segment 3152. The end of the first groove segment 3151 away from the first kerfed groove segment 3152 is connected to the main groove segment 314. The end of the first kerfed groove segment 3152 away from the first groove segment 3151 is connected to the longitudinal groove 10. Along the direction from the first groove segment 3151 to the first kerfed groove segment 3152, the width of the first groove segment 3151 gradually decreases. The extension direction of the second transverse groove 315 forms a second included angle A2 with the width direction of the tire. 2. Satisfying: 31°≤A2≤39°; and / or, the third lateral groove 316 is located between two adjacent bending grooves 311. The third lateral groove 316 includes a second groove segment 3161 and a second sipe segment 3162 that are interconnected. The second groove segment 3161 is positioned away from the main groove segment 314 relative to the second sipe segment 3162. One end of the second groove segment 3161 away from the second sipe segment 3162 is connected to the longitudinal groove of the tire shoulder. One end of the second sipe segment 3162 away from the second groove segment 3161 is connected to the main groove segment 314. Along the direction from the second groove segment 3161 to the second sipe segment 3162, the width of the second groove segment 3161 gradually decreases. The extension direction of the third lateral groove 316 is set at a third included angle A3 with the width direction of the tire. The third included angle A3 satisfies: 31°≤A3≤39°. In this way, the complex structure of the second lateral groove 315 and the third lateral groove 316 further enhances the rigidity balance of the larger, intact tread between the two adjacent first lateral grooves 312 and the two adjacent bending grooves 311, thereby increasing the local differences in tread rigidity and adapting to more complex road conditions. At the same time, the second lateral groove 315 and the third lateral groove 316 also have a certain drainage capacity, thus improving the tire's drainage performance.

[0053] In this embodiment, a second transverse groove 315 is provided between two adjacent first transverse grooves 312, and a third transverse groove 316 is provided between two adjacent bending grooves 311.

[0054] In this embodiment, the second included angle A2 is 35° and the third included angle A3 is 35°.

[0055] In this embodiment, the lateral sipes 20 provided on the first tread pattern 40 are inner tread lateral sipes 23. The inner tread lateral sipes 23 are arranged intersectingly with the first lateral groove 312 (second lateral groove 315, third lateral groove 316) to improve the tire's adaptability and grip under different road conditions. At the same time, the small sipes cut the tread blocks to form elastic edges, which can also enhance the micro-grip of the tire tread on icy and snowy roads.

[0056] In this embodiment, the first connecting groove 31 formed by the above-mentioned arrangement forms a unique tree-shaped biomimetic structure. This unique groove arrangement improves drainage efficiency on the one hand, and enhances the tread's grip under complex road conditions, especially the lateral grip on icy and snowy roads on the other hand.

[0057] like Figure 1 As shown, the plurality of circumferential tread portions also include a second crown tread portion 50. The second crown tread portion 50 is disposed closer to the outer side of the tire than the first crown tread portion 40. The connecting groove 30 disposed on the second crown tread portion 50 includes a second connecting groove 32. The second connecting groove 32 is disposed in a tortuous shape and includes a first sub-connecting groove 321, a second sub-connecting groove 322, and a third sub-connecting groove 323 that are interconnected. The second sub-connecting groove 322 is located between the first sub-connecting groove 321 and the third sub-connecting groove 323. The first sub-connecting groove 321 is disposed closer to the outer side of the tire than the third sub-connecting groove 323. The depth of the second sub-connecting groove 322 and the depth of the third sub-connecting groove 323 are both less than the depth of the first sub-connecting groove 321, so that a second structural reinforcement portion 82 is formed in the second connecting groove 32 through the bottom of the second sub-connecting groove 322 and the bottom of the third sub-connecting groove 323. In this way, while enabling the connection between two adjacent longitudinal grooves 10, the second connecting groove 32 can also generate complex rigidity balance forces through its complex structural design (i.e., the first sub-connecting groove 321, the second sub-connecting groove 322 and the third sub-connecting groove 323; and the second structural reinforcement 82 formed by the second sub-connecting groove 322 and the third sub-connecting groove 323), so as to improve the local rigidity difference of the second tread pattern 50 and thus improve the tire's adaptability to complex road surfaces.

[0058] In this embodiment, the width of the first tread pattern portion 40 is (30.0±0.3)%TAW, and the width of the second tread pattern portion 50 is (14.8±0.5)%TAW. The width of the first tread pattern portion 40 is twice the width of the second tread pattern portion 50 to ensure that the area of ​​the first tread pattern portion 40 is large enough. This allows the tire to improve its directional properties and thus its handling performance during tire operation by generating a relatively large amount of friction.

[0059] like Figure 1 and Figure 2As shown, in the cross-section of the first sub-connecting trench 321, along the depth direction of the first sub-connecting trench 321, the first sub-connecting trench 321 includes a first sub-connecting segment 3211 and a second sub-connecting segment 3212 that are interconnected. The first sub-connecting segment 3211 is disposed away from the bottom of the first sub-connecting trench 321 relative to the second sub-connecting segment 3212, and forms an opening of the first sub-connecting trench 321. The width of the first sub-connecting segment 3211 is greater than the width of the second sub-connecting segment 3212, so as to form a stop surface at the connection between the two. Along the direction from the first sub-connecting trench 321 to the second sub-connecting trench 322, the width of the first sub-connecting segment 3211 gradually decreases, and the width of the second sub-connecting segment 3212 gradually decreases. In this way, the gradient width design of the first sub-connecting segment 3211 and the second sub-connecting segment 3212 helps to increase the fluid flow velocity and improve the tread's drainage performance. Since the width of the first sub-connecting segment 3211 is greater than the width of the second sub-connecting segment 3212, the tread compound under the stop surface further forms a second structural reinforcement 85 to enhance the structural strength at the first sub-connecting groove 321. Together with the second structural reinforcement 82, it can improve the ability of the second crown tread pattern 50 to cope with sudden shear forces, reduce the possibility of tread block breakage, and improve the tire's wear resistance and handling stability.

[0060] In this embodiment, the second structural reinforcement 85 is a triangular prism structure.

[0061] In this embodiment, the second tread pattern portion 50 is disposed near the outer side of the tire relative to the center surface S, while the first tread pattern portion 40 is located on the side of the second tread pattern portion 50 near the inner side of the tire.

[0062] Specifically, when a vehicle is turning, due to the influence of centrifugal force and inertia, the tread located on the side of the center plane S closer to the outer side of the tire is subjected to a greater overall force, especially during sharp turns when a sudden shear force is generated, which can easily cause the tread blocks to fall off or be damaged. In this embodiment, the second structural reinforcement 85 and the second structural reinforcement part 82 formed by the tread rubber material under the stop surface are used to comprehensively improve the structural strength around the grooves, which can extend the service life of the tire and also produce better steering control effect.

[0063] like Figure 2 As shown, the height of the second sub-connecting segment 3212 is h3, h3=(2.5±0.3)mm, that is, the height of the second structural reinforcement 85 formed by the tread rubber material below the stop surface is h3.

[0064] In this embodiment, the lateral sipes 20 provided on the second tread pattern 50 are the outer tread lateral sipes 24. These small sipes can further balance the rigidity of the second tread pattern 50, increase the friction of the tread on wet and slippery roads, and improve grip.

[0065] Specifically, the corner (zigzag design) and depth variation design of the second connecting groove 32 can improve the edge engagement of the second connecting groove 32 with icy and snowy roads, thereby improving the tire's snow performance.

[0066] like Figure 1 As shown, the multiple circumferential tread portions also include an inner shoulder tread portion 60. The inner shoulder tread portion 60 is positioned closer to the inner side of the tire than the center surface S. The connecting groove 30 provided on the inner shoulder tread portion 60 includes an inner shoulder connecting groove 33. The inner shoulder connecting groove 33 is positioned at a fourth angle A4 with the width direction of the tire, and the fourth angle A4 satisfies: 11°≤A4≤19°. The inner shoulder connecting groove 33 includes a fourth sub-connecting groove 331, a fifth sub-connecting groove 332, and a sixth sub-connecting groove 333 that are interconnected. The fifth sub-connecting groove 332 is located between the fourth sub-connecting groove 331 and the fifth sub-connecting groove 332. The depth of the fourth sub-connecting groove 331 and the depth of the sixth sub-connecting groove 333 are both greater than the depth of the fifth sub-connecting groove 332, so that a third structural reinforcement portion 83 is formed in the inner shoulder connecting groove 33 through the bottom of the fifth sub-connecting groove 332. In this way, the zigzag design of the inner shoulder connecting groove 33 allows the tire to maintain good grip when turning on snowy or icy roads, while the larger angle of the fourth included angle A4 improves the tire's snow-clearing performance on icy and snowy surfaces, ensuring effective snow grip. The third structural reinforcement 83 can locally reinforce the inner shoulder tread pattern 60 to increase the local rigidity difference of the inner shoulder tread pattern 60 and adapt to complex road conditions.

[0067] In this embodiment, the fourth included angle A4 is 15°.

[0068] In this embodiment, the fifth sub-connecting groove 332 has a length L1 along the width direction of the tire, where L1 = 10 ± 3 mm, which is the corresponding length of the third structural reinforcement 83.

[0069] In this embodiment, the fourth sub-connecting groove 331 has a length L2 in the width direction of the tire, L2 = 10 ± 3 mm, and the lengths L1 and L2 are equal.

[0070] like Figure 4 As shown, the third structural reinforcement 83 has a height h7 relative to the bottom of the fourth sub-connecting groove 331 (sixth sub-connecting groove 333), where h7 = 4.5 ± 0.5 mm.

[0071] In this embodiment, both walls of the inner shoulder longitudinal groove 11 are provided with strip-shaped chamfers 100. The extending direction of the strip-shaped chamfers 100 is consistent with the extending direction of the inner shoulder longitudinal groove 11. The inner wall of the strip-shaped chamfers 100 is triangular. The strip-shaped chamfers 100 on the two groove walls are provided one-to-one, and their width decreases in opposite directions. In this way, when driving on wet ground, the triangular inner wall of the strip-shaped chamfers 100 can increase the opening area of ​​the groove, improve drainage efficiency, and increase the contact area. When driving on ice, the triangular inner wall can also form a tiny "serrated" structure to increase the friction between the tire tread and the icy and snowy road surface.

[0072] In this embodiment, the transverse sipes 20 provided on the inner shoulder tread portion 60 are inner shoulder transverse sipes 22. These small sipes can further balance the rigidity of the inner shoulder tread portion 60, increase the friction of the tread on wet and slippery roads, and improve grip.

[0073] like Figure 1 As shown, strip-shaped protrusions 91 are provided on the groove wall of the inner shoulder connecting groove 33. The strip-shaped protrusions 91 extend along the depth direction of the inner shoulder connecting groove 33, and one end of the strip-shaped protrusions 91 away from the bottom of the inner shoulder connecting groove 33 extends to the tread. Multiple strip-shaped protrusions 91 are arranged along the extension direction of the inner shoulder connecting groove 33 to form a serrated structure 90 on the groove wall of the inner shoulder connecting groove 33. This arrangement creates corresponding serrated edges on the tread, further improving the tread's embedding effect on icy and snowy roads and its ability to cut water film on wet roads, thereby increasing the friction under corresponding road conditions.

[0074] like Figure 1 As shown, the multiple circumferential tread portions also include an outer shoulder tread portion 70. The outer shoulder tread portion 70 is positioned close to the outer side of the tire relative to the center plane S. The connecting groove 30 provided on the outer shoulder tread portion 70 includes an outer shoulder connecting groove 34. The outer shoulder connecting groove 34 is positioned at a fifth angle A5 with the width direction of the tire. The fifth angle A5 satisfies: 4°≤A5≤10°, and the fourth angle A4 and the fifth angle A5 satisfy: A5=0.5A4. The outer shoulder connecting groove 34 includes a seventh sub-connecting groove 341 and an eighth sub-connecting groove 342 that are interconnected. The seventh sub-connecting groove 341 is positioned close to the center plane S relative to the eighth sub-connecting groove 342. In this way, the zigzag design of the outer shoulder connecting groove 34, which is positioned at the aforementioned fifth angle A5, allows the tire to maintain good grip when turning in complex road conditions.

[0075] like Figure 1 , Figure 5 and Figure 6As shown, in the cross-section of the seventh sub-connecting trench 341, along the depth direction of the seventh sub-connecting trench 341, the seventh sub-connecting trench 341 includes a third sub-connecting segment 3411 and a fourth sub-connecting segment 3412 that are interconnected. The third sub-connecting segment 3411 is disposed away from the bottom of the seventh sub-connecting trench 341 relative to the fourth sub-connecting segment 3412, and forms an opening of the seventh sub-connecting trench 341. The width of the third sub-connecting segment 3411 is greater than the width of the fourth sub-connecting segment 3412, so as to form a stop surface at the connection between the two. Along the direction from the seventh sub-connecting trench 341 to the eighth sub-connecting trench 342, the width of the third sub-connecting segment 3411 gradually decreases. The above design is actually similar to the design of the first sub-connecting groove 321. That is, the gradually widened third sub-connecting section 3411 helps to increase the fluid flow speed and improve the tread drainage performance. Since the width of the third sub-connecting section 3411 is greater than the width of the fourth sub-connecting section 3412, the tread rubber material under the stop surface further forms the first structural reinforcement 84 to enhance the structural strength at the seventh sub-connecting groove 341, thereby improving the ability of the outer shoulder tread 70 to cope with sudden shear forces, reducing the possibility of tread block breakage, and improving the tire's wear resistance and handling stability.

[0076] In this embodiment, the first structural reinforcement 84 is a triangular prism structure.

[0077] In this embodiment, the seventh sub-connecting groove 341 has a length L3 along the width direction of the tire, L3 = 12 ± 3 mm, that is, the first structural reinforcement 84 has a length L3 along the width direction of the tire.

[0078] In this embodiment, the depth of the seventh sub-connecting groove 341 is h8, h8 = 4.0 ± 0.5 mm, and the height of the first structural reinforcement member 84 relative to the bottom of the seventh sub-connecting groove 341 is h9, (1 / 3)h8≤h9≤(2 / 3)h8.

[0079] In this embodiment, the lateral sipes 20 provided on the outer shoulder tread portion 70 are called outer shoulder lateral sipes 25. These small sipes can further balance the rigidity of the outer shoulder tread portion 70, increase the friction of the tread on wet and slippery roads, and improve grip.

[0080] like Figure 1 As shown, the multiple circumferential tread portions also include an outer shoulder tread portion 70, a second crown tread portion 50, and an inner shoulder tread portion 60. The transverse sipes 20 have wavy bends 21. The bends 21 of the transverse sipes 20 provided on the outer shoulder tread portion 70 and the second crown tread portion 50 all have a wave pitch S1. The bends 21 of the transverse sipes 20 provided on the second crown tread portion 50 and the inner shoulder tread portion 60 all have a wave pitch S2. The wave pitch S1 is greater than the wave pitch S2.

[0081] In this embodiment, the curved section is arranged in a wavy shape.

[0082] Specifically, the wave distance is the distance between two peaks or two troughs of a wavy section.

[0083] Specifically, a smaller wave pitch means a smaller density of wave segments per unit length, resulting in a weaker ability to balance the rigidity of the circumferential tread pattern in the tire width direction. Therefore, the overall rigidity is greater to accommodate the greater overall force on the tread located on the center plane S near the outer edge of the tire caused by vehicle cornering, thereby optimizing the grip and drainage performance of the outer shoulder area under different road conditions.

[0084] In this embodiment, the three longitudinal grooves 10 also include a crown longitudinal groove 12, which is located between the first crown pattern portion 40 and the second crown pattern portion 50.

[0085] In this embodiment, the width of the outer shoulder longitudinal groove 13 is (4.8% ± 0.2)% TAW, the width of the crown longitudinal groove 12 is (5.2% ± 0.2)% TAW, and the width of the inner shoulder longitudinal groove 11 is (5.4% ± 0.2)% TAW. These longitudinal grooves 10 cooperate with the connecting grooves 30 to form an efficient drainage network, effectively improving the tire's drainage performance.

[0086] In this embodiment, the tread grounding ratio is set to (64±2)% within the wide TAW grounding area. A suitable grounding ratio can ensure uniform tire wear, extend tire life, and improve tire handling performance and stability.

[0087] To verify the effectiveness of this design, a tire using the tire tread structure in this embodiment and the original tire were subjected to performance tests. The test evaluation results are as follows:

[0088] Evaluation Project Original design tire Tire using the tire tread structure of this embodiment European label noise dB 72 71 European wetland grip coefficient 1.25 1.32 European rolling resistance coefficient 8.6 7.8 European Snow Traction Index 1.08 1.13 North American F1805 Snow Traction Index 113 118

[0089] Specifically, a higher European Label Noise, European Wetland Grip Coefficient, European Snow Traction Index, and North American F1805 Snow Traction Index indicate better performance, while a lower European Rolling Drag Coefficient indicates better performance.

[0090] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0091] Multiple longitudinal grooves in the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. Each circumferential tread portion has lateral sipes and connecting grooves, with both ends of the connecting grooves extending to two sides of the circumferential tread portion. The multiple circumferential tread portions include a first crown tread portion, at least a portion of which coincides with the tire's center plane S. The width of the first crown tread portion is greater than the width of the other circumferential tread portions. The connecting groove in the first crown tread portion includes a first connecting groove, which has interconnected bending grooves, a first lateral groove, and a longitudinal groove. One end of the bending groove connects to a longitudinal groove located on one side of the first crown tread portion, and one end of the first lateral groove connects to a longitudinal groove located on the other side of the first crown tread portion. In this way, the tire tread structure in this application actually forms a "snow and water network" through a large number of interconnected grooves arranged on the circumferential tread portion (the interconnected grooves extending to the two sides of the circumferential tread portion can respectively connect the longitudinal grooves and the side of the tire; as well as the two adjacent longitudinal grooves), which greatly improves the tire's snow and water removal performance, thereby ensuring that the tire has high driving stability on wet and icy roads (reducing the probability of slippage). The large number of transverse sipes arranged on the circumferential tread portion can not only improve the tire's ability to cut water film, but also increase the overall friction of the tread to further adapt to wet or icy roads; on the other hand, it can balance the rigidity of the circumferential tread portion and increase its flexibility, ensuring that the tread can generate a sufficiently large interaction force (mainly friction) with the summer or winter road surface (winter road surface is icy and uneven). Building upon this, this application widens the first tread pattern portion at the tread crown (the core contact point between the tire and the road surface) (effectively increasing the area, but also increasing rigidity). It utilizes complex first connecting grooves to connect adjacent longitudinal grooves while further balancing the rigidity of the larger first tread pattern portion. The bending grooves, first lateral grooves, and longitudinal grooves with different extension directions and shapes achieve localized rigidity differentiation within the first tread pattern portion to cope with more complex road conditions. Simultaneously, the larger first tread pattern portion provides greater grip compared to other circumferential tread patterns, resulting in stronger tire handling and better performance in complex summer and winter road conditions. This solves the problem in existing technologies where tires cannot maintain stable driving under special road conditions in both summer and winter, ensuring the safety of passengers.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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) extend along the circumference of the tire. There are multiple longitudinal grooves (10), and the multiple longitudinal grooves (10) are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. A transverse cutting groove (20) is provided on the circumferential patterned portion; A connecting groove (30) is provided on the circumferential patterned portion, and the two ends of the connecting groove (30) extend to the two sides of the circumferential patterned portion respectively. Among them, the plurality of circumferential tread portions include a first crown tread portion (40), at least a portion of the first crown tread portion (40) coincides with the center surface S of the tire, the width of the first crown tread portion (40) is greater than the width of the other circumferential tread portions, and the connecting groove (30) provided in the first crown tread portion (40) includes a first connecting groove (31), the first connecting groove (31) has a bending groove (311), a first lateral groove (312) and a longitudinal groove (313) that are connected to each other, one end of the bending groove (311) is connected to the longitudinal groove (10) located on one side of the first crown tread portion (40), and one end of the first lateral groove (312) is connected to the longitudinal groove (10) located on the other side of the first crown tread portion (40).

2. The tire tread structure according to claim 1, characterized in that, The longitudinal groove (10) connected to the bending groove (311) is the shoulder longitudinal groove. The end of the bending groove (311) away from the shoulder longitudinal groove is connected to one end of the longitudinal groove (313) to form a main groove section (314). The main groove section (314) has multiple interconnected branch groove sections (3141). Along the direction from one end of the main groove section (314) connected to the shoulder longitudinal groove to the other end, the depth of the multiple branch groove sections (3141) gradually decreases.

3. The tire tread structure according to claim 2, characterized in that, The first transverse groove (312) is located on the side of the main groove section (314) away from the longitudinal groove of the tire shoulder and is arranged in a tortuous shape. The first transverse groove (312) includes a first sub-groove segment (3121) and a second sub-groove segment (3122) that are interconnected. The second sub-groove segment (3122) is disposed close to the main groove segment (314) relative to the first sub-groove segment (3121). The ends of the first sub-groove segment (3121) and the second sub-groove segment (3122) that are away from each other are respectively connected to the longitudinal groove (10) and the main groove segment (314). The depth of the second sub-groove segment (3122) is less than the depth of the first sub-groove segment (3121), so that a first structural reinforcement (81) is formed in the first transverse groove (312) through the bottom of the second sub-groove segment (3122). The extension direction of the first sub-groove segment (3121) is set at a first angle A1 with the width direction of the tire. The first angle A1 satisfies: 31°≤A1≤39°.

4. The tire tread structure according to claim 3, characterized in that, There are multiple first connecting grooves (31), and the multiple first connecting grooves (31) are arranged at intervals along the circumference of the tire. In two adjacent first connecting grooves (31), the longitudinal groove (313) of one first connecting groove (31) is connected to the second sub-groove segment (3122) of the other first connecting groove (31).

5. The tire tread structure according to any one of claims 2 to 4, characterized in that, The first connecting trench (31) includes: The second transverse groove (315) is located between two adjacent first transverse grooves (312). The second transverse groove (315) includes a first groove segment (3151) and a first kerfed groove segment (3152) that are interconnected. The first groove segment (3151) is positioned closer to the main groove segment (314) relative to the first kerfed groove segment (3152). The end of the first groove segment (3151) away from the first kerfed groove segment (3152) is connected to the main groove segment (314). The end of the first kerfed groove segment (3152) away from the first groove segment (3151) is connected to the longitudinal groove (10). Along the direction from the first groove segment (3151) to the first kerfed groove segment (3152), the width of the first groove segment (3151) gradually decreases. The extension direction of the second transverse groove (315) is set at a second included angle A2 with the width direction of the tire. The second included angle A2 satisfies: 31°≤A2≤39°; and / or, The third lateral groove (316) is located between two adjacent bending grooves (311). The third lateral groove (316) includes a second groove section (3161) and a second sipe section (3162) that are interconnected. The second groove section (3161) is located away from the main groove section (314) relative to the second sipe section (3162). One end of the second groove section (3161) away from the second sipe section (3162) is connected to the longitudinal groove of the tire shoulder. One end of the second sipe section (3162) away from the second groove section (3161) is connected to the main groove section (314). Along the direction from the second groove section (3161) to the second sipe section (3162), the width of the second groove section (3161) gradually decreases. The extension direction of the third lateral groove (316) is set at a third angle A3 with the width direction of the tire. The third angle A3 satisfies: 31°≤A3≤39°.

6. The tire tread structure according to claim 1, characterized in that, The plurality of circumferential tread portions further include a second crown tread portion (50), which is disposed relative to the first crown tread portion (40) closer to the outer side of the tire. The communicating groove (30) disposed on the second crown tread portion (50) includes: The second connecting groove (32) is arranged in a tortuous shape and includes a first sub-connecting groove (321), a second sub-connecting groove (322) and a third sub-connecting groove (323) that are interconnected. The second sub-connecting groove (322) is located between the first sub-connecting groove (321) and the third sub-connecting groove (323). The first sub-connecting groove (321) is arranged closer to the outer side of the tire than the third sub-connecting groove (323). The depth of the second sub-connecting trench (322) and the depth of the third sub-connecting trench (323) are both less than the depth of the first sub-connecting trench (321), so that a second structural reinforcement (82) is formed in the second connecting trench (32) through the bottom of the second sub-connecting trench (322) and the bottom of the third sub-connecting trench (323).

7. The tire tread structure according to claim 6, characterized in that, In the cross-section of the first sub-connecting trench (321), along the depth direction of the first sub-connecting trench (321), the first sub-connecting trench (321) includes a first sub-connecting segment (3211) and a second sub-connecting segment (3212) that are interconnected. The first sub-connecting segment (3211) is disposed away from the bottom of the first sub-connecting trench (321) relative to the second sub-connecting segment (3212) and forms an opening of the first sub-connecting trench (321). The width of the first sub-connecting segment (3211) is greater than the width of the second sub-connecting segment (3212) so as to form a stop surface at the connection between the two. Along the direction from the first sub-connecting trench (321) to the second sub-connecting trench (322), the width of the first sub-connecting segment (3211) gradually decreases, and the width of the second sub-connecting segment (3212) gradually decreases.

8. The tire tread structure according to claim 1, characterized in that, The plurality of circumferential tread portions also include inner shoulder tread portions (60), which are disposed near the inner side of the tire relative to the center surface S. The connecting groove (30) disposed on the inner shoulder tread portion (60) includes an inner shoulder connecting groove (33), which is disposed at a fourth included angle A4 with the width direction of the tire. The fourth included angle A4 satisfies: 11°≤A4≤19°. The inner shoulder connecting groove (33) includes a fourth sub-connecting groove (331), a fifth sub-connecting groove (332), and a sixth sub-connecting groove (333) that are interconnected. The fifth sub-connecting groove (332) is located between the fourth sub-connecting groove (331) and the fifth sub-connecting groove (332). The depth of the fourth sub-connecting groove (331) and the depth of the sixth sub-connecting groove (333) are both greater than the depth of the fifth sub-connecting groove (332), so that a third structural reinforcement (83) is formed in the inner shoulder connecting groove (33) through the bottom of the fifth sub-connecting groove (332).

9. The tire tread structure according to claim 8, characterized in that, A strip-shaped protrusion (91) is provided on the groove wall of the inner shoulder connecting groove (33). The strip-shaped protrusion (91) extends along the depth direction of the inner shoulder connecting groove (33), and one end of the strip-shaped protrusion (91) away from the bottom of the inner shoulder connecting groove (33) extends to the tire tread. There are multiple strip-shaped protrusions (91), and the multiple strip-shaped protrusions (91) are arranged along the extension direction of the inner shoulder connecting groove (33) to form a serrated structure (90) on the groove wall of the inner shoulder connecting groove (33).

10. The tire tread structure according to claim 8, characterized in that, The plurality of circumferential tread portions also include an outer shoulder tread portion (70), which is disposed near the outer side of the tire relative to the center surface S. The connecting groove (30) disposed on the outer shoulder tread portion (70) includes an outer shoulder connecting groove (34), which is disposed at a fifth angle A5 with respect to the width direction of the tire. The fifth angle A5 satisfies: 4°≤A5≤10°, and the fourth angle A4 and the fifth angle A5 satisfy: A5=0.5A4.

11. The tire tread structure according to claim 10, characterized in that, The outer shoulder connecting groove (34) includes a seventh sub-connecting groove (341) and an eighth sub-connecting groove (342) that are interconnected. The seventh sub-connecting groove (341) is located closer to the center surface S than the eighth sub-connecting groove (342). In the cross-section of the seventh sub-connecting trench (341), along the depth direction of the seventh sub-connecting trench (341), the seventh sub-connecting trench (341) includes a third sub-connecting segment (3411) and a fourth sub-connecting segment (3412) that are interconnected. The third sub-connecting segment (3411) is disposed away from the bottom of the seventh sub-connecting trench (341) relative to the fourth sub-connecting segment (3412) and forms the opening of the seventh sub-connecting trench (341). The width of the third sub-connecting segment (3411) is greater than the width of the fourth sub-connecting segment (3412) to form a stop surface at the connection between the two. Along the direction from the seventh sub-connecting trench (341) to the eighth sub-connecting trench (342), the width of the third sub-connecting segment (3411) gradually decreases.

12. The tire tread structure according to claim 1, characterized in that, The plurality of circumferential tread portions also include an outer shoulder tread portion (70), a second crown tread portion (50), and an inner shoulder tread portion (60). The transverse sipes (20) have wavy bends (21). The bends (21) of the transverse sipes (20) on the outer shoulder tread portion (70) and the second crown tread portion (50) all have a wave pitch S1. The bends (21) of the transverse sipes (20) on the second crown tread portion (50) and the inner shoulder tread portion (60) all have a wave pitch S2. The wave pitch S1 is greater than the wave pitch S2.

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