Tire tread structure

Abstract

This invention provides a tire tread structure, including multiple longitudinal grooves spaced apart along the width of the tire to divide the tread into multiple circumferential tread portions. Connecting grooves are provided on the circumferential tread portions; the connecting grooves on the shoulder tread portion connect the longitudinal grooves and the side of the tire, and the connecting grooves on the crown tread portion connect two adjacent longitudinal grooves. Lateral sipes have wavy or zigzag curved sections, and lateral sipes are provided on the circumferential tread portions. Among the lateral sipes spaced apart from the tire's center plane S, the curved sections of the lateral sipes located near the outer side of the tire on the center plane S have a wave pitch S1, and the curved sections of the lateral sipes located near the inner side of the tire on the center plane S have a wave pitch S2, wherein the wave pitches S1 and S2 satisfy: S1 > S2. This invention effectively solves the problem in the prior art that tires cannot maintain stable driving under special road conditions in both summer and winter.

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, traditional tire tread patterns are typically designed for a single season and the corresponding road conditions. For example, summer tire tread patterns usually prioritize drainage and dry grip, with wide, shallow grooves and large tread blocks. However, summer tire tread patterns fail to effectively embed themselves into ice and snow on icy or snowy roads in winter, resulting in severely insufficient grip. Winter tire tread patterns, on the other hand, are quite different, often employing deep, narrow grooves paired with sharp-edged tread blocks to cut through ice and expel melted snow on icy or snowy surfaces. However, winter tire tread patterns are noticeably inadequate in terms of drainage performance when driven on dry roads in high summer temperatures, making them prone to slipping on wet surfaces and posing a certain safety hazard.

[0003] Currently, there is a lack of all-season tire designs that can maintain stable driving under special road conditions in both summer and winter. Utility Model Content

[0004] 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.

[0005] 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, the multiple circumferential tread portions including two shoulder tread portions and a crown tread portion located between the two shoulder tread portions; connecting grooves provided on the circumferential tread portions, the connecting grooves provided on the shoulder tread portions for connecting the longitudinal grooves and the side of the tire, and the connecting grooves provided on the crown tread portions for connecting two adjacent longitudinal grooves; and lateral sipes having curved sections arranged in a wavy or zigzag shape, the lateral sipes provided on the circumferential tread portions; wherein, among the lateral sipes spaced apart from the center plane S of the tire, the curved sections of the lateral sipes located on the center plane S near the outer side of the tire have a wave pitch S1, and the curved sections of the lateral sipes located on the center plane S near the inner side of the tire have a wave pitch S2, and the wave pitches S1 and S2 satisfy the condition: S1 > S2.

[0006] Furthermore, the tread pattern includes a central tread pattern and two side tread patterns. At least a portion of the central tread pattern coincides with the center surface S of the tire. The side tread patterns are located between the shoulder tread pattern and the central tread pattern. The connecting grooves provided on the side tread patterns include a first connecting groove. The first connecting groove includes a first sub-connecting groove and a second sub-connecting groove that are interconnected. One end of the first sub-connecting groove extends to the side of the side tread pattern near the center surface S to communicate with the longitudinal groove. The other end of the first sub-connecting groove has a predetermined distance from the side of the side tread pattern away from the center surface S. One end of the second sub-connecting groove extends to the groove wall of the first sub-connecting groove to communicate with the first sub-connecting groove. The other end of the second sub-connecting groove extends to the side of the side tread pattern away from the center surface S to communicate with the longitudinal groove.

[0007] Furthermore, along the direction from one end of the first sub-connecting groove near the center surface S to the other end, the width of the first sub-connecting groove gradually decreases; the extension direction of the first sub-connecting groove is set at a first included angle A1 with the circumferential direction of the tire, and the first included angle A1 satisfies: 124°≤A1≤130°.

[0008] Furthermore, the two tread patterns located near the inner side of the tire relative to the center surface S are called inner crown tread patterns. The first connecting groove on the inner crown tread pattern is called an inner connecting groove. The second sub-connecting groove of the inner connecting groove includes a first groove and a second groove that are interconnected. The first groove is located near the first sub-connecting groove of the inner connecting groove relative to the second groove. The second groove is connected to the longitudinal groove. The first groove is set at a second included angle A2 with the circumference of the tire, and the second groove is set at a third included angle A3 with the circumference of the tire. The second included angle A2 and the third included angle A3 satisfy: 50°≤A2≤56°, 77°≤A3≤83°.

[0009] Furthermore, there are multiple inner connecting grooves, which are spaced apart along the circumference of the tire. The connecting grooves on the inner tread pattern also include: a second connecting groove, a third sub-connecting groove and a fourth sub-connecting groove located between two adjacent inner connecting grooves and interconnected, the third sub-connecting groove being positioned closer to the center surface S relative to the fourth sub-connecting groove; wherein, the third sub-connecting groove is positioned at a fourth angle A4 with the circumference of the tire, and the fourth sub-connecting groove is positioned at a fifth angle A5 with the circumference of the tire, the fourth angle A4 and the fifth angle A5 satisfying: 50°≤A4≤56°, 77°≤A5≤83°.

[0010] Furthermore, the tire tread structure also includes a strip-shaped reinforcing section, having a first sub-reinforcing section and a second sub-reinforcing section connected to each other. The first sub-reinforcing section is disposed away from the center plane S relative to the second sub-reinforcing section. Along the end of the second sub-reinforcing section connected to the first sub-reinforcing section to the other end, the width and height of the second sub-reinforcing section gradually decrease to form a first inclined surface on the second sub-reinforcing section. The strip-shaped reinforcing section is disposed on the bottom of the inner connecting groove, and the first inclined surface is disposed opposite to the bottom of the inner connecting groove. And / or, the strip-shaped reinforcing section is disposed on the bottom of the second connecting groove, and the first inclined surface is disposed opposite to the bottom of the second connecting groove.

[0011] Furthermore, the two tread patterns located near the outer side of the tire relative to the center surface S are called the outer tread patterns. The first connecting groove on the outer tread pattern is called the outer connecting groove. The second sub-connecting groove of the outer connecting groove is a straight groove. The second sub-connecting groove of the outer connecting groove is set at a sixth angle A6 with the circumference of the tire. The sixth angle A6 satisfies: 50°≤A6≤56°.

[0012] Furthermore, there are multiple outer connecting grooves, which are spaced apart along the circumference of the tire. The connecting grooves provided on the outer tread pattern include: a third connecting groove, located between two adjacent outer connecting grooves and including a fifth sub-connecting groove and a sixth sub-connecting groove that are interconnected, the sixth sub-connecting groove being positioned closer to the center surface S relative to the fifth sub-connecting groove; wherein, the depth of the sixth sub-connecting groove is less than the depth of the fifth sub-connecting groove, so that a first structural reinforcement is formed in the third connecting groove through the bottom of the sixth sub-connecting groove.

[0013] Furthermore, the connecting groove provided on the central tread portion includes a central connecting groove, which includes a seventh sub-connecting groove, an eighth sub-connecting groove, and a ninth sub-connecting groove that are interconnected. The eighth sub-connecting groove is located between the seventh sub-connecting groove and the ninth sub-connecting groove. The central connecting groove is set at a seventh angle A7 with the circumference of the tire. The seventh angle A7 satisfies: 57°≤A7≤63°. The depths of the seventh sub-connecting groove and the ninth sub-connecting groove are both greater than the depth of the eighth sub-connecting groove, so that a second structural reinforcement is formed in the central connecting groove through the bottom of the eighth sub-connecting groove.

[0014] Furthermore, there are multiple central connecting grooves, which are spaced apart along the circumference of the tire to divide the central tread pattern into multiple central tread blocks. In two adjacent central tread blocks, a transverse sipe on one central tread block is called the first central sipe, and a transverse sipe on the other central tread block is called the second central sipe. The extension direction of the first central sipe forms an eighth angle A8 with the circumference of the tire, and the extension direction of the second central sipe forms a ninth angle A9 with the circumference of the tire. The eighth angle A8 and the ninth angle A9 satisfy: 55°≤A8≤61°, 117°≤A9≤123°.

[0015] Furthermore, the inner shoulder tread portion is provided near the inner side of the tire relative to the center plane S. The connecting groove provided on the inner shoulder tread portion includes the inner shoulder connecting groove. The inner shoulder connecting groove is set at a tenth angle A10 with the width direction of the tire. The tenth angle A10 satisfies: 13°≤A10≤19°. The inner shoulder connecting groove includes a tenth sub-connecting groove, an eleventh sub-connecting groove and a twelfth sub-connecting groove that are interconnected. The eleventh sub-connecting groove is located between the tenth sub-connecting groove and the twelfth sub-connecting groove. The depth of the tenth sub-connecting groove and the depth of the twelfth sub-connecting groove are both greater than the depth of the tenth sub-connecting groove, so that a third structural reinforcement is formed in the inner shoulder connecting groove through the bottom of the eleventh sub-connecting groove.

[0016] Furthermore, the shoulder tread portion located near the outer side of the tire relative to the center plane S is called the outer shoulder tread portion. The connecting grooves provided on the outer shoulder tread portion include the outer shoulder connecting groove. The outer shoulder connecting groove is set at an eleventh angle A11 with the tire's circumference. The eleventh angle A11 satisfies: 5°≤A11≤11°, A11=0.5A10. The outer shoulder connecting groove includes a thirteenth sub-connecting groove and a fourteenth sub-connecting groove that are interconnected. The thirteenth sub-connecting groove is located near the center plane S relative to the fourteenth sub-connecting groove. The depth of the thirteenth sub-connecting groove is less than the depth of the fourteenth sub-connecting groove, so that a fourth structural reinforcement is formed through the bottom of the thirteenth sub-connecting groove. In the tire's width direction, the length of the eleventh sub-connecting groove is less than the length of the fourteenth sub-connecting groove.

[0017] Furthermore, the longitudinal groove adjacent to the inner shoulder tread portion is the inner longitudinal groove, and a first recess is provided on the groove wall of the inner longitudinal groove. The first recess extends along the depth direction of the longitudinal groove and one end extends to the tread. There are multiple first recesses, which are arranged along the circumference of the tire to form a serrated structure on the groove wall of the inner longitudinal groove; and / or, the longitudinal groove adjacent to the outer shoulder tread portion is the outer longitudinal groove, and a second recess is provided on the groove wall of the outer longitudinal groove, extending to the tread. Along the direction from the tread to the bottom of the outer longitudinal groove, the size of the second recess gradually decreases in the tire width direction to form a second inclined surface on the inner wall of the second recess.

[0018] Applying the technical solution of this utility model, multiple longitudinal grooves extending circumferentially along the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. These multiple circumferential tread portions include two shoulder tread portions and a crown tread portion located between the two shoulder tread portions. Connecting grooves are provided on the circumferential tread portions. The connecting grooves on the shoulder tread portions connect the longitudinal grooves and the side of the tire, and the connecting grooves on the crown tread portions connect two adjacent longitudinal grooves. Lateral sipes with wavy or zigzag curved sections are provided on the circumferential tread portions. Among the lateral sipes spaced apart from the tire's center plane S, the curved section of the lateral sipe located near the outer side of the tire on the center plane S has a wave pitch S1, and the curved section of the lateral sipe located near the inner side of the tire on the center plane S has a wave pitch S2. The wave pitches S1 and S2 satisfy the condition: S1 > S2. 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 set on the shoulder tread portion and the crown tread portion can respectively connect the longitudinal grooves and the side of the tire, and 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 lateral grooves 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 the flexibility of the circumferential tread portion, 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). Meanwhile, the design of the curved section enhances the rigidity balance of the lateral sipes. Based on this, this application sets a larger wave pitch S1 for the lateral sipes located on the center plane S near the outer edge of the tire, resulting in greater overall rigidity of the circumferential tread portion on the center plane S near the outer edge of the tire. This adapts to vehicle steering (during vehicle steering, the circumferential tread portion on the center plane S near the outer edge of the tire is the main stress-bearing part under centrifugal force). In other words, the more rigid circumferential tread portion can effectively compress snow accumulation, thereby ensuring the tire provides sufficient steering force during vehicle steering. Therefore, through the combined effect of the above design, the tire tread structure in this application not only possesses extremely high snow and water removal performance and can generate sufficiently large interaction forces with the driving surface (preliminarily adapting to straight-line driving on wet and slippery roads in summer and icy and snowy roads in winter), but also effectively compresses snow accumulation during steering, improving vehicle steering stability on icy and snowy roads. This solves the problem that existing 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 longitudinal groove; 111. First recess; 112. Serrated structure; 12. Outer longitudinal groove; 121. Second recess; 122. Second inclined surface; 13. Outer crown longitudinal groove; 14. Inner crown longitudinal groove;

[0028] 20. Tire shoulder tread pattern; 21. Inner tire shoulder tread pattern; 22. Outer tire shoulder tread pattern;

[0029] 30. Tread pattern area; 31. Central tread pattern area; 311. Central tread block; 32. Inner tread pattern area; 33. Outer tread pattern area;

[0030] 40. Connecting groove; 41. First connecting groove; 411. First sub-connecting groove; 412. Second sub-connecting groove; 42. Inner connecting groove; 421. First groove; 422. Second groove; 43. Second connecting groove; 431. Third sub-connecting groove; 432. Fourth sub-connecting groove; 44. Outer connecting groove; 45. Third connecting groove; 451. Fifth sub-connecting groove; 452. Sixth sub-connecting groove; 46. Center connecting groove; 461. Seventh sub-connecting groove; 462. Eighth sub-connecting groove; 463. Ninth sub-connecting groove; 47. Inner shoulder connecting groove; 471. Tenth sub-connecting groove; 472. Eleventh sub-connecting groove; 473. Twelfth sub-connecting groove; 48. Outer shoulder connecting groove; 481. Thirteenth sub-connecting groove; 482. Fourteenth sub-connecting groove;

[0031] 50. Transverse groove; 51. Bending section; 52. First center groove; 53. Second center groove;

[0032] 60. Strip-shaped reinforcing section; 61. First sub-reinforcing section; 62. Second sub-reinforcing section; 621. First inclined surface;

[0033] 71. First structural reinforcement; 72. Second structural reinforcement; 73. Third structural reinforcement; 74. Fourth structural reinforcement. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] like Figures 1 to 6As shown, the tire tread structure includes longitudinal grooves 10, connecting grooves 40, and lateral sipes 50. The longitudinal grooves 10 extend circumferentially along the tire, and there are multiple longitudinal grooves 10. These multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. These multiple circumferential tread portions include two shoulder tread portions 20 and a crown tread portion 30 located between the two shoulder tread portions 20. Connecting grooves 40 are provided on the circumferential tread portions. The connecting grooves 40 on the shoulder tread portions 20 connect the longitudinal grooves 10 and the side of the tire, and the connecting grooves 40 on the crown tread portions 30 connect two adjacent longitudinal grooves 10. The lateral sipes 50 have curved sections 51 arranged in a wavy or zigzag shape. Among them, in the transverse sipes 50 spaced apart from the center surface S of the tire, the curved section 51 of the transverse sipes 50 located on the center surface S near the outer side of the tire has a wave pitch S1, and the curved section 51 of the transverse sipes 50 located on the center surface S near the inner side of the tire has a wave pitch S2. The wave pitches S1 and S2 satisfy the condition: S1 > S2.

[0039] Applying the technical solution of this embodiment, multiple longitudinal grooves 10 extending circumferentially along the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into multiple circumferential tread portions. These multiple circumferential tread portions include two shoulder tread portions 20 and a crown tread portion 30 located between the two shoulder tread portions 20. Connecting grooves 40 are provided on the circumferential tread portions. The connecting grooves 40 on the shoulder tread portions 20 connect the longitudinal grooves 10 and the side of the tire, and the connecting grooves 40 on the crown tread portion 30 connect two adjacent longitudinal grooves 10. Transverse sipes 50 with wavy or zigzag curved sections 51 are provided on the circumferential tread portions. Among them, in the transverse sipes 50 spaced apart from the center surface S of the tire, the curved section 51 of the transverse sipes 50 located on the center surface S near the outer side of the tire has a wave pitch S1, and the curved section 51 of the transverse sipes 50 located on the center surface S near the inner side of the tire has a wave pitch S2. The wave pitches S1 and S2 satisfy the condition: S1 > S2. In this embodiment, the tire tread structure actually forms a "snow and water network" through a large number of interconnected grooves 40 arranged on the circumferential tread portion (the interconnected grooves 40 arranged on the shoulder tread portion 20 and the crown tread portion 30 can respectively connect the longitudinal grooves 10 and the side of the tire, and 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 50 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 the flexibility of the circumferential tread portion, 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). Meanwhile, the design of the curved section 51 can improve the rigidity balance of the transverse groove 50. Based on this, in this embodiment, the wave pitch S1 of the transverse groove 50 located on the center surface S near the outer side of the tire is set to be larger, so that the overall rigidity of the circumferential tread portion located on the center surface S near the outer side of the tire is larger, so as to adapt to the vehicle's steering operation (when the vehicle is steering, under the action of centrifugal force, the circumferential tread portion located on the center surface S near the outer side of the tire is the main force-bearing part). That is, the above-mentioned circumferential tread portion with greater rigidity can effectively press down the snow, thereby ensuring that the tire can provide sufficient steering force during the vehicle's steering process.As can be seen, through the combined effect of the above design, the tire tread structure in this embodiment not only has extremely high snow and water removal performance and can generate a sufficiently large interaction force with the driving surface (initially adapting to straight driving on wet and slippery roads in summer and icy and snowy roads in winter), but also can effectively compress snow during turning and improve the turning stability of the vehicle on icy and snowy roads. This solves the problem that tires in the prior art cannot drive stably under special road conditions in both summer and winter, ensuring the personal safety of passengers.

[0040] In this embodiment, the curved section 51 is arranged in a wavy shape.

[0041] Specifically, the wave pitch is the distance between two peaks or two troughs of the wavy section 51.

[0042] Specifically, the transversely arranged transverse sipes 50 can actually balance the rigidity of the circumferential tread portion in the tire circumferential direction (ensuring that the circumferential tread portion can undergo sufficiently large elastic deformation along the tire circumferential direction to generate frictional force in the tire circumferential direction), while the curved section 51 can balance the rigidity of the circumferential tread portion in the tire width direction (ensuring that the circumferential tread portion can undergo sufficiently large elastic deformation along the tire width direction to generate frictional force in the tire width direction), thus improving the rigidity balancing capability of the transverse sipes 50.

[0043] Specifically, the rigid balance results in a greater interaction force between the tire tread and the driving surface, generating greater driving force, braking force, and other corresponding forces, which can comprehensively (with beneficial effects in both summer and winter) improve the tire's driving stability.

[0044] Specifically, a smaller wave pitch means a smaller density of wave segments per unit length, which results in a weaker ability to balance the rigidity of the circumferential tread pattern in the tire width direction, thus leading to greater overall rigidity.

[0045] Specifically, in this embodiment, the width of the transverse groove 50 is actually much smaller than the width of the connecting groove 40 (actually between 1 and 3 mm), meaning that the drainage capacity of the transverse groove 50 is extremely weak. Its main function is to balance the rigidity of the circumferential tread portion. In addition, the transverse groove 50 causes each circumferential tread portion to form an edge (the edge of the transverse groove 50 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 and thus increase the interaction force between the tread and the driving surface.

[0046] Specifically, the increased flexibility of the lateral sipes 50 in the circumferential tread pattern can also improve the tire's cushioning performance, thereby enhancing the driving comfort of passengers.

[0047] like Figure 1 As shown, the tread pattern 30 includes a central tread pattern 31 and two side tread patterns. At least a portion of the central tread pattern 31 coincides with the center surface S of the tire. The side tread patterns are located between the shoulder tread pattern 20 and the central tread pattern 31. A connecting groove 40 provided on the side tread patterns includes a first connecting groove 41, which includes a first sub-connecting groove 411 and a second sub-connecting groove 412 that are interconnected. One end of the first sub-connecting groove 411 extends to the side of the side tread patterns near the center surface S to communicate with the longitudinal groove 10. The other end of the first sub-connecting groove 411 has a predetermined distance from the side of the side tread patterns away from the center surface S. One end of the second sub-connecting groove 412 extends to the groove wall of the first sub-connecting groove 411 to communicate with the first sub-connecting groove 411. The other end of the second sub-connecting groove 412 extends to the side of the side tread patterns away from the center surface S to communicate with the longitudinal groove 10. In this way, the specially designed first connecting groove 41 creates a difference in the local rigidity of the two sides of the tread portion (the part with the first sub-connecting groove 411 and the part with the second sub-connecting groove 412), making the rigidity of the two sides of the tread portion near the center surface S relatively smaller. This increases the interaction force between the center portion of the arc-shaped tread (center surface S portion) and the driving surface (which can better adapt to complex road conditions) and also ensures that the vehicle has high straight-line driving stability.

[0048] like Figure 1 As shown, the width of the first sub-connecting groove 411 gradually decreases along the direction from one end near the center surface S to the other end. The extension direction of the first sub-connecting groove 411 is set at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 124°≤A1≤130°. In this way, the above-mentioned design makes the first sub-connecting groove 411 have a high self-cleaning (foreign object removal) capability. That is, the design of the gradually changing width (the opening size can be designed to be larger) makes the contact area between foreign objects and the groove wall smaller during the tire rolling process, and makes it easier for them to be thrown out of the groove under the action of inertia. The setting of the first angle A1 (inclination) ensures that the first sub-connecting groove 411 has a relatively suitable rigidity balance capability in both the tire width direction and the circumferential direction.

[0049] In this embodiment, the first included angle A1 is 127°.

[0050] like Figure 1As shown, the two tread patterns located near the inner side of the tire relative to the center plane S are called the inner crown tread patterns 32. A first connecting groove 41 on the inner crown tread pattern 32 is called the inner connecting groove 42. The second sub-connecting groove 412 of the inner connecting groove 42 includes a first groove 421 and a second groove 422 that are interconnected. The first groove 421 is located near the first sub-connecting groove 411 of the inner connecting groove 422 relative to the second groove 422. The second groove 422 is connected to the longitudinal groove 10. The first groove 421 is set at a second angle A2 with the circumferential direction of the tire, and the second groove 422 is set at a third angle A3 with the circumferential direction of the tire. The second angle A2 and the third angle A3 satisfy: 50°≤A2≤56°, 77°≤A3≤83°. Thus, under summer straight-line driving conditions, the larger third angle A3 of the second groove 422 effectively disperses the circumferential force on the tire tread; while under winter turning conditions, the smaller second angle A2 of the first groove 421 enhances the lateral grip of the inner tread pattern 32 on the road surface. Simultaneously, the aforementioned angle arrangement also results in the first groove 421 and the first sub-connecting groove 411 being arranged in a generally opposite and intersecting pattern. This intersecting design enhances the self-cleaning performance of the inner tread pattern 32 under all seasons, effectively preventing foreign objects such as stones, gravel, and snow from embedding in the grooves, and simultaneously improving the grip of the inner tread pattern 32 under complex road conditions.

[0051] In this embodiment, the transverse sipes 50 provided on the inner tread pattern 32 and the inner connecting grooves 42 are also intersected, further refining the pattern block structure and improving friction in different seasons throughout the year.

[0052] In this embodiment, the second included angle A2 is 53° and the third included angle A3 is 80°.

[0053] like Figure 1As shown, there are multiple inner connecting grooves 42, which are spaced apart along the circumference of the tire. The connecting grooves 40 on the inner tread pattern 32 also include a second connecting groove 43. The second connecting groove 43 is located between two adjacent inner connecting grooves 42 and includes a third sub-connecting groove 431 and a fourth sub-connecting groove 432 that are interconnected. The third sub-connecting groove 431 is positioned closer to the center surface S relative to the fourth sub-connecting groove 432. The third sub-connecting groove 431 is positioned at a fourth angle A4 with the circumference of the tire, and the fourth sub-connecting groove 432 is positioned at a fifth angle A5 with the circumference of the tire. The fourth angle A4 and the fifth angle A5 satisfy: 50°≤A4≤56°, 77°≤A5≤83°. As can be seen, the values ​​of the fourth included angle A4 and the fifth included angle A5 are consistent with those of the second included angle A2 and the third included angle A3. That is, the extension direction of the third sub-connecting groove 431 is roughly the same as that of the first groove 421, and the extension direction of the fourth sub-connecting groove 432 is roughly the same as that of the second groove 422. Compared with the inner connecting groove 42, the second connecting groove 43 does not have the first sub-connecting groove 411. The purpose of this setting is to further refine and divide the structure of the inner tread pattern 32 and balance its rigidity, while avoiding the excessive number of first sub-connecting grooves 411, which would result in insufficient rigidity at the corresponding position and thus cause the inner tread pattern 32 to be prone to local wear, thereby extending the service life of the tire.

[0054] In this embodiment, the fourth included angle A4 is 53° and the fifth included angle A5 is 80°.

[0055] like Figure 1 and Figure 4 As shown, the tire tread structure also includes a strip-shaped reinforcing section 60, having a first sub-reinforcing section 61 and a second sub-reinforcing section 62 connected to each other. The first sub-reinforcing section 61 is disposed away from the center plane S relative to the second sub-reinforcing section 62. Along the end of the second sub-reinforcing section 62 connected to the first sub-reinforcing section 61 to the other end, the width and height of the second sub-reinforcing section 62 gradually decrease, so as to form a first inclined surface 621 on the second sub-reinforcing section 62. The strip-shaped reinforcing section 60 is disposed on the bottom of the inner communicating groove 42, and the first inclined surface 621 is disposed opposite to the bottom of the inner communicating groove 42; and / or, the strip-shaped reinforcing section 60 is disposed on the bottom of the second communicating groove 43, and the first inclined surface 621 is disposed opposite to the bottom of the second communicating groove 43. In this way, the aforementioned arrangement of the strip-shaped reinforcing section 60 can be matched with the dynamic stress state of the tire when driving in different seasons and on different road surfaces, dynamically adjusting the rigidity of the inner tread pattern section 32, thereby improving the overall durability of the tire. At the same time, the arrangement of the first inclined surface 621 can also prevent foreign objects from entering the grooves and assist in the discharge of foreign objects, further improving the tire's self-cleaning performance.

[0056] Specifically, the strip-shaped reinforcing part 60 is connected to both walls of the groove. In fact, the strip-shaped reinforcing part 60 is an integrated structure formed by a specific mold during the tire molding process.

[0057] In this embodiment, both the inner connecting groove 42 and the second connecting groove 43 are provided with strip-shaped reinforcing parts 60.

[0058] Specifically, in the inner connecting groove 42, the first sub-reinforcing part 61 is located in the second groove 422, and the second sub-reinforcing part 62 is located in the first groove 421.

[0059] Specifically, in the second connecting groove 43, the first sub-reinforcing part 61 is located in the fourth sub-connecting groove 432, and the second sub-reinforcing part 62 is located in the third sub-connecting groove 431.

[0060] Specifically, the upper surface (the surface away from the bottom of the groove) of the first sub-reinforcing part 61 is a plane with a depth H1 of 4.0±0.5mm, and the lowest point of the second sub-reinforcing part 62 is at the bottom of the groove, that is, the first inclined surface 621 is triangular.

[0061] like Figure 1 As shown, the two tread sections located near the outer edge of the tire relative to the center plane S are called the outer tread sections 33. The first connecting groove 41 on the outer tread section 33 is called the outer connecting groove 44. The second sub-connecting groove 412 of the outer connecting groove 44 is a straight groove. The second sub-connecting groove 412 of the outer connecting groove 44 forms a sixth angle A6 with the tire's circumference, where the sixth angle A6 satisfies: 50°≤A6≤56°. Thus, the outer connecting groove 44 actually adopts a design approximately the same as the inner connecting groove 42, that is, the first sub-connecting groove 411 and the second sub-connecting groove 412, with their cross-cut design, balance the rigidity of the outer tread section 33 in both the tire width and circumferential directions, thereby improving the grip of the outer tread section 33 under complex road conditions. Simultaneously, it enhances the self-cleaning performance of the outer tread section 33 under all-season conditions, effectively preventing foreign objects such as stones, gravel, and snow from embedding into the grooves.

[0062] In this embodiment, the sixth included angle A6 is 53°.

[0063] like Figure 1 and Figure 6As shown, there are multiple outer connecting grooves 44, which are spaced apart along the circumference of the tire. The connecting grooves 40 on the outer tread pattern 33 include a third connecting groove 45, located between two adjacent outer connecting grooves 44 and including a fifth sub-connecting groove 451 and a sixth sub-connecting groove 452 that are interconnected. The sixth sub-connecting groove 452 is positioned closer to the center surface S than the fifth sub-connecting groove 451. The depth of the sixth sub-connecting groove 452 is less than the depth of the fifth sub-connecting groove 451, so that the bottom of the sixth sub-connecting groove 452 forms a first structural reinforcement 71 within the third connecting groove 45. In this way, the above arrangement further refines and balances the structure of the outer tread pattern 33, while avoiding an excessive number of first sub-connecting grooves 411, which would result in insufficient rigidity at the corresponding positions and thus cause localized wear problems in the inner tread pattern 32, thereby extending the tire's service life. Meanwhile, the first structural reinforcement 71 can withstand a large shear force during vehicle operation and is located close to the center surface S. That is, whether it is frequent braking on hot summer roads or turning on wet and slippery winter roads (the center surface S of the tire tread is subjected to greater force), the first structural reinforcement 71 can withstand the sudden shear force generated by the above driving conditions, thereby resisting abnormal deformation and improving the driving stability of the vehicle.

[0064] In this embodiment, the depth H2 of the sixth sub-connecting trench 452 is 4.0 ± 0.3 mm.

[0065] like Figure 1 and Figure 2 As shown, the connecting groove 40 provided on the central tread portion 31 includes a central connecting groove 46. The central connecting groove 46 includes a seventh sub-connecting groove 461, an eighth sub-connecting groove 462, and a ninth sub-connecting groove 463 that are interconnected. The eighth sub-connecting groove 462 is located between the seventh sub-connecting groove 461 and the ninth sub-connecting groove 463. The central connecting groove 46 is set at a seventh angle A7 with the circumferential direction of the tire. The seventh angle A7 satisfies: 57°≤A7≤63°. The depths of the seventh sub-connecting groove 461 and the ninth sub-connecting groove 463 are both greater than the depth of the eighth sub-connecting groove 462, so that a second structural reinforcement portion 72 is formed within the central connecting groove 46 through the bottom of the eighth sub-connecting groove 462. In this way, the central connecting groove 46, positioned at the seventh angle, can efficiently break through the water film during high-speed vehicle travel in summer conditions, significantly improving wet grip. In winter environments, it can cause deformation of the tread blocks (rigidity balance capability), thereby enhancing grip on snowy or icy roads. At the same time, the second structural reinforcement 72 can resist abnormal shear forces, ensuring high tire stability while extending tire life.

[0066] In this embodiment, the eighth sub-connecting groove 462 (second structural reinforcement 72) is symmetrical about the central plane S to further improve its uniformity in resisting abnormal shear forces.

[0067] In this embodiment, the bottom of the eighth sub-connecting trench 462 has a height difference H3 relative to the bottom of the seventh sub-connecting trench 461 and the ninth sub-connecting trench 463, and the height difference H3 is 2.5±0.3mm.

[0068] like Figure 1 and Figure 2 As shown, there are multiple central connecting grooves 46, which are spaced apart along the circumference of the tire to divide the central tread portion 31 into multiple central tread blocks 311. In two adjacent central tread blocks 311, the transverse slit 50 provided on one central tread block 311 is the first central slit 52, and the transverse slit 50 provided on the other central tread block 311 is the second central slit 53. The extension direction of the first central slit 52 is set at an eighth angle A8 with the circumference of the tire, and the extension direction of the second central slit 53 is set at a ninth angle A9 with the circumference of the tire. The eighth angle A8 and the ninth angle A9 satisfy: 55°≤A8≤61°, 117°≤A9≤123°. Thus, the above-mentioned configuration is actually designed for the most important functional part between the tire and the driving surface (the center tread portion 31), so that the first center groove 52 and the second center groove 53 on the two adjacent center tread blocks 311 are arranged in a cross pattern to further increase the friction between the tire tread and the driving surface in summer; and to balance the rigidity of the center tread portion 31 during braking in winter, effectively disperse the braking force, and improve braking performance to adapt to the driving needs of different seasons.

[0069] In this embodiment, the eighth included angle A8 is 58° and the ninth included angle A9 is 120°.

[0070] like Figure 1 and Figure 5As shown, the inner shoulder tread pattern 20, located near the inner side of the tire relative to the center plane S, is called the inner shoulder tread pattern 21. The connecting groove 40 on the inner shoulder tread pattern 21 includes an inner shoulder connecting groove 47. The inner shoulder connecting groove 47 is set at a tenth angle A10 with the width direction of the tire, satisfying: 13°≤A10≤19°. The inner shoulder connecting groove 47 includes a tenth sub-connecting groove 471, an eleventh sub-connecting groove 472, and a twelfth sub-connecting groove 473 that are interconnected. The eleventh sub-connecting groove 472 is located between the tenth sub-connecting groove 471 and the twelfth sub-connecting groove 473. The depth of both the tenth sub-connecting groove 471 and the twelfth sub-connecting groove 473 is greater than the depth of the tenth sub-connecting groove 471, so that a third structural reinforcement 73 is formed within the inner shoulder connecting groove 47 through the bottom of the eleventh sub-connecting groove 472. In this way, the inner shoulder connecting groove 47, positioned at the tenth angle, can provide rigid balance to the inner shoulder tread pattern 21. This ensures that the inner shoulder tread pattern 21 can better conform to the ground and increase grip when the vehicle is turning in summer. In winter, it ensures that the tire can maintain good grip when turning on snowy or icy roads. The larger angle design can also improve the tire's snow removal performance when driving on snow (snow or melted snow water is easier to flow and expel). At the same time, the third structural reinforcement 73 can enhance the resistance of the inner shoulder tread pattern 21 to abnormal shearing to adapt to changes in lateral force under different driving scenarios in all four seasons.

[0071] In this embodiment, the eleventh sub-connecting groove 472 has a length L1 along the tire width direction, L1 = 8 ± 3 mm, and a depth h4 = 4.0 ± 0.5 mm.

[0072] In this embodiment, the tenth included angle A10 is 16°.

[0073] like Figure 1 and Figure 3As shown, the shoulder tread portion 20, located near the outer side of the tire relative to the center plane S, is the outer shoulder tread portion 22. The connecting groove 40 on the outer shoulder tread portion 22 includes an outer shoulder connecting groove 48. The outer shoulder connecting groove 48 is positioned at an eleventh angle A11 with the tire's circumference, satisfying: 5°≤A11≤11°, A11=0.5A10. The outer shoulder connecting groove 48 includes a thirteenth sub-connecting groove 481 and a fourteenth sub-connecting groove 482 that are interconnected. The thirteenth sub-connecting groove 481 is located near the center plane S relative to the fourteenth sub-connecting groove 482. The depth of the thirteenth sub-connecting groove 481 is less than the depth of the fourteenth sub-connecting groove 482, so that a fourth structural reinforcement portion 74 is formed through the bottom of the thirteenth sub-connecting groove 481. Along the tire's width direction, the length of the eleventh sub-connecting groove 482 is less than the length of the fourteenth sub-connecting groove 482. Thus, the outer shoulder connecting groove 48, positioned at the eleventh angle, balances the rigidity of the outer shoulder tread portion 22. During high-speed cornering in summer, the smaller angle design allows the outer shoulder tread portion 22 to make closer contact with the ground, providing strong lateral grip. In winter, when the vehicle is cornering at high speed on icy or snowy roads, this design also helps enhance tire handling and grip. Simultaneously, the fourth structural reinforcement 74 can also withstand abnormal shear forces, extending tire life and improving driving stability.

[0074] In this embodiment, the thirteenth sub-connecting groove 481 has a length L2 along the tire width direction, L2 = L1 + 3 mm, and a depth H5 = 4.0 ± 0.5 mm.

[0075] Specifically, given that the outer shoulder tread portion 22 experiences greater stress when encountering the inner shoulder tread portion 21 under conditions of high-speed driving, steering, and complex road conditions, the longer length L2 is designed to more effectively distribute stress, thereby ensuring the reliability of the tire during all-season use.

[0076] like Figure 1As shown, the longitudinal groove 10 adjacent to the inner shoulder tread portion 21 is the inner longitudinal groove 11. A first recess 111 is provided on the groove wall of the inner longitudinal groove 11. The first recess 111 extends along the depth direction of the longitudinal groove 10 and one end extends into the tire tread. There are multiple first recesses 111, arranged circumferentially around the tire, forming a serrated structure 112 on the groove wall of the inner longitudinal groove 11. This serrated structure 112 effectively enhances tire grip. This structure can cut through the water film like a small scraper, ensuring a sufficiently large direct contact area between the tire and the driving surface, thereby reducing the risk of hydroplaning. In winter use scenarios, the serrated structure 112 can effectively embed itself in snow on snowy roads, improving grip. On icy roads, the interaction between the serrated edges and the ice surface increases friction, further enhancing the overall grip and handling performance of the tire.

[0077] In this embodiment, both walls of the inner longitudinal groove 11 are provided with a first recess 111, and the first recesses 111 on each wall are staggered along the width direction of the tire.

[0078] like Figure 1 As shown, the longitudinal groove 10 adjacent to the outer shoulder tread portion 22 is the outer longitudinal groove 12. A second recess 121 extending to the tread is provided on the groove wall of the outer longitudinal groove 12. Along the direction from the tread to the bottom of the outer longitudinal groove 12, the size of the second recess 121 gradually decreases in the tire width direction, forming a second inclined surface 122 on the inner wall of the second recess 121. From a hydrodynamic perspective, in summer conditions, the groove wall design of the second inclined surface 122 guides airflow and water flow more smoothly through the groove during tire rolling. This mechanism not only effectively reduces air and water resistance and improves tire rolling efficiency but also suppresses noise generation to a certain extent (disrupting noise transmission and avoiding frequency resonance). Simultaneously, in winter conditions, the second inclined surface 122 helps to expel snow from the groove, preventing snow accumulation from adversely affecting tire performance, thereby maintaining tire grip and handling on icy and snowy roads.

[0079] like Figure 1 As shown, the tire tread structure in this embodiment actually adopts an asymmetrical pattern structure design. The asymmetrical design can effectively optimize the stress state and performance of the tire under different seasons and road conditions.

[0080] In this embodiment, the total crown arc length TW of the tire tread structure and the nominal section width SN should maintain a specific proportional relationship of 0.85≤TW / SN≤0.90. Within this range, the tire can achieve a relatively ideal ground contact pressure distribution in all seasons, ensuring uniform tire contact area on hot summer roads and effectively reducing localized excessive wear; while on cold or slippery winter roads, it helps to enhance grip.

[0081] like Figure 1 As shown, along the direction from the inner side of the tire to the outer side, four longitudinal grooves 10 separate the inner shoulder tread portion 21, the inner crown tread portion 32, the center tread portion 31, and the outer crown tread portion 33. The widths of the outer shoulder tread portion 22, the inner crown tread portion 32, and the outer crown tread portion 33 are all the same and W1, with a width W1 of (13.4±0.3)%TW. The width W2 of the center tread portion 31 is (13.9±0.3)%TW. It can be seen that the center tread portion 31 in this embodiment has a larger width, which can provide stable support when the vehicle is driving straight, whether in dry summer or snowy winter, ensuring the stability of the vehicle's straight-line driving. The widths of the two side tread portions are slightly narrower, which can improve the tire's flexibility when cornering and adapt to the steering needs of different road conditions in all seasons.

[0082] like Figure 1 As shown, the four longitudinal grooves 10 also include an outer tread longitudinal groove 13 and an inner tread longitudinal groove 14. The width W11 of the inner tread longitudinal groove 11 is (5.3% ± 0.2)%TW, the width W12 of the inner tread longitudinal groove 14 is (5.0% ± 0.2)%TW, the width W13 of the outer tread longitudinal groove 13 is (5.0% ± 0.2)%TW, and the width W14 of the outer tread longitudinal groove 12 is (5.3% ± 0.2)%TW. Thus, during heavy rain in summer, the wider longitudinal grooves 10 can quickly drain large amounts of water, preventing hydroplaning; while on snowy roads in winter, the narrower longitudinal grooves 10, while assisting in drainage, can enhance the grip between the tread pattern and the road surface, improving traction.

[0083] 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:

[0084] Evaluation Project Original design tire Tire using the tire tread structure of this embodiment comfort 100 111 Wetland controllability 100 102 Dry handling 100 103 wet braking 100 104 Dry braking 100 106 Snow braking 100 115 Snow handling 100 108

[0085] Specifically, the results are compared by setting each performance metric of the original tire design to 100; a higher score indicates better performance. The actual testing involves evaluating the performance of identical test vehicles equipped with the aforementioned tires at test speeds on simulated urban roads within a professional test track.

[0086] This application also provides a tire (not shown) that employs the above-described tire tread structure.

[0087] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0088] The tire tread structure includes multiple longitudinal grooves extending circumferentially along the tire's width, spaced apart to divide the tread into multiple circumferential tread sections. These sections include two shoulder tread sections and a crown tread section located between the two shoulder tread sections. Connecting grooves are provided on the circumferential tread sections. Connecting grooves on the shoulder tread sections connect the longitudinal grooves to the tire's sidewall, while connecting grooves on the crown tread sections connect two adjacent longitudinal grooves. Lateral sipes with wavy or zigzag curved sections are provided on the circumferential tread sections. Among the lateral sipes spaced apart from the tire's center plane S, the curved sections of the lateral sipes located near the outer side of the tire on the center plane S have a wave pitch S1, and the curved sections of the lateral sipes located near the inner side of the tire on the center plane S have a wave pitch S2. The wave pitches S1 and S2 satisfy the condition: S1 > S2. 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 set on the shoulder tread portion and the crown tread portion can respectively connect the longitudinal grooves and the side of the tire, and 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 lateral grooves 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 the flexibility of the circumferential tread portion, 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). Meanwhile, the design of the curved section enhances the rigidity balance of the lateral sipes. Based on this, this application sets a larger wave pitch S1 for the lateral sipes located on the center plane S near the outer edge of the tire, resulting in greater overall rigidity of the circumferential tread portion on the center plane S near the outer edge of the tire. This adapts to vehicle steering (during vehicle steering, the circumferential tread portion on the center plane S near the outer edge of the tire is the main stress-bearing part under centrifugal force). In other words, the more rigid circumferential tread portion can effectively compress snow accumulation, thereby ensuring the tire provides sufficient steering force during vehicle steering. Therefore, through the combined effect of the above design, the tire tread structure in this application not only possesses extremely high snow and water removal performance and can generate sufficiently large interaction forces with the driving surface (preliminarily adapting to straight-line driving on wet and slippery roads in summer and icy and snowy roads in winter), but also effectively compresses snow accumulation during steering, improving vehicle steering stability on icy and snowy roads. This solves the problem that existing tires cannot maintain stable driving under special road conditions in both summer and winter, ensuring the safety of passengers. 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 scope of protection of this utility model.

[0089] 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.

[0090] 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.

[0091] 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). 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. The multiple circumferential tread portions include two shoulder tread portions (20) and a crown tread portion (30) located between the two shoulder tread portions (20). A connecting groove (40) is provided on the circumferential tread portion. The connecting groove (40) provided on the shoulder tread portion (20) is used to connect the longitudinal groove (10) and the side of the tire. The connecting groove (40) provided on the crown tread portion (30) is used to connect two adjacent longitudinal grooves (10). The transverse slit (50) has a curved section (51) arranged in a wave-like or zigzag shape, and the transverse slit (50) is provided on the circumferential patterned part; In the transverse sipes (50) spaced apart from the center surface S of the tire, the curved section (51) of the transverse sipes (50) located on the center surface S near the outer side of the tire has a wave pitch S1, and the curved section (51) of the transverse sipes (50) located on the center surface S near the inner side of the tire has a wave pitch S2. The wave pitches S1 and S2 satisfy the condition: S1 > S2.

2. The tire tread structure according to claim 1, characterized in that, The tread pattern (30) includes a central tread pattern (31) and two side tread patterns. At least a portion of the central tread pattern (31) coincides with the center surface S of the tire. The two side tread patterns are located between the shoulder tread pattern (20) and the central tread pattern (31). The connecting groove (40) provided on the two side tread patterns includes a first connecting groove (41). The first connecting groove (41) includes a first sub-connecting groove (411) and a second sub-connecting groove (412) that are interconnected with each other. One end of the first sub-connecting groove (411) extends to the side of the two side patterned portions near the center surface S to communicate with the longitudinal groove (10), and the other end of the first sub-connecting groove (411) has a predetermined distance from the side of the two side patterned portions away from the center surface S; one end of the second sub-connecting groove (412) extends to the groove wall of the first sub-connecting groove (411) to communicate with the first sub-connecting groove (411), and the other end of the second sub-connecting groove (412) extends to the side of the two side patterned portions away from the center surface S to communicate with the longitudinal groove (10).

3. The tire tread structure according to claim 2, characterized in that, Along the direction from one end of the first sub-connecting groove (411) near the center surface S to the other end, the width of the first sub-connecting groove (411) gradually decreases. The extension direction of the first sub-connecting groove (411) is set at a first included angle A1 with the circumferential direction of the tire, and the first included angle A1 satisfies: 124°≤A1≤130°.

4. The tire tread structure according to claim 3, characterized in that, The two tread patterns located near the inner side of the tire relative to the center surface S are called the inner tread pattern (32). The first connecting groove (41) on the inner crown tread portion (32) is set as the inner connecting groove (42). The second sub-connecting groove (412) of the inner connecting groove (42) includes a first groove (421) and a second groove (422) that are connected to each other. The first groove (421) is set relative to the second groove (422) and close to the first sub-connecting groove (411) of the inner connecting groove (42). The second groove (422) is connected to the longitudinal groove (10). The first groove (421) is set at a second angle A2 with the circumference of the tire, and the second groove (422) is set at a third angle A3 with the circumference of the tire. The second angle A2 and the third angle A3 satisfy: 50°≤A2≤56°, 77°≤A3≤83°.

5. The tire tread structure according to claim 4, characterized in that, The inner connecting grooves (42) are multiple, and the multiple inner connecting grooves (42) are spaced apart along the circumference of the tire. The connecting grooves (40) provided on the inner tread pattern (32) also include: The second connecting trench (43) is located between two adjacent inner connecting trenches (42) and includes a third sub-connecting trench (431) and a fourth sub-connecting trench (432) that are interconnected. The third sub-connecting trench (431) is disposed closer to the center surface S relative to the fourth sub-connecting trench (432). The third sub-connecting groove (431) is set at a fourth angle A4 with the circumference of the tire, and the fourth sub-connecting groove (432) is set at a fifth angle A5 with the circumference of the tire. The fourth angle A4 and the fifth angle A5 satisfy: 50°≤A4≤56°, 77°≤A5≤83°.

6. The tire tread structure according to claim 5, characterized in that, The tire tread structure further includes a strip-shaped reinforcing section (60), having a first sub-reinforcing section (61) and a second sub-reinforcing section (62) connected to each other. The first sub-reinforcing section (61) is disposed away from the center surface S relative to the second sub-reinforcing section (62). Along the second sub-reinforcing part (62) from one end connected to the first sub-reinforcing part (61) to the other end, the width of the second sub-reinforcing part (62) gradually decreases and the height of the second sub-reinforcing part (62) gradually decreases, so as to form a first inclined surface (621) on the second sub-reinforcing part (62); Wherein, the strip-shaped reinforcing part (60) is disposed on the bottom of the inner connecting groove (42), and the first inclined surface (621) is disposed opposite to the bottom of the inner connecting groove (42); and / or, the strip-shaped reinforcing part (60) is disposed on the bottom of the second connecting groove (43), and the first inclined surface (621) is disposed opposite to the bottom of the second connecting groove (43).

7. The tire tread structure according to claim 2, characterized in that, The two tread patterns located near the outer side of the tire relative to the center surface S are called outer crown tread patterns (33). The first connecting groove (41) on the outer crown tread pattern (33) is called an outer connecting groove (44). The second sub-connecting groove (412) of the outer connecting groove (44) is a straight groove. The second sub-connecting groove (412) of the outer connecting groove (44) is set at a sixth included angle A6 with the circumference of the tire, and the sixth included angle A6 satisfies: 50°≤A6≤56°.

8. The tire tread structure according to claim 7, characterized in that, There are multiple outer connecting grooves (44), and the multiple outer connecting grooves (44) are arranged at intervals along the circumference of the tire. The connecting grooves (40) provided on the outer tread pattern portion (33) include: The third connecting trench (45) is located between two adjacent outer connecting trenches (44) and includes a fifth sub-connecting trench (451) and a sixth sub-connecting trench (452) that are connected to each other. The sixth sub-connecting trench (452) is disposed closer to the center surface S relative to the fifth sub-connecting trench (451). The depth of the sixth sub-connecting groove (452) is less than the depth of the fifth sub-connecting groove (451), so that the bottom of the sixth sub-connecting groove (452) forms a first structural reinforcement (71) in the third connecting groove (45).

9. The tire tread structure according to claim 2, characterized in that, The connecting groove (40) provided on the central patterned portion (31) includes a central connecting groove (46), which includes a seventh sub-connecting groove (461), an eighth sub-connecting groove (462) and a ninth sub-connecting groove (463) that are interconnected. The eighth sub-connecting groove (462) is located between the seventh sub-connecting groove (461) and the ninth sub-connecting groove (463). The central connecting groove (46) is set at a seventh angle A7 with the circumference of the tire. The seventh angle A7 satisfies: 57°≤A7≤63°. The depth of the seventh sub-connecting groove (461) and the depth of the ninth sub-connecting groove (463) are both greater than the depth of the eighth sub-connecting groove (462), so that a second structural reinforcement (72) is formed in the central connecting groove (46) through the bottom of the eighth sub-connecting groove (462).

10. The tire tread structure according to claim 9, characterized in that, The central connecting groove (46) is multiple, and the multiple central connecting grooves (46) are arranged at intervals along the circumference of the tire to divide the central tread portion (31) into multiple central tread blocks (311). In two adjacent center tread blocks (311), the transverse slit (50) set on one center tread block (311) is the first center slit (52), and the transverse slit (50) set on the other center tread block (311) is the second center slit (53). The extension direction of the first center slit (52) is set at an eighth angle A8 with the circumference of the tire, and the extension direction of the second center slit (53) is set at a ninth angle A9 with the circumference of the tire. The eighth angle A8 and the ninth angle A9 satisfy: 55°≤A8≤61°, 117°≤A9≤123°.

11. The tire tread structure according to claim 2, characterized in that, The inner shoulder tread portion (21) is provided near the inner side of the tire relative to the center surface S. The connecting groove (40) provided on the inner shoulder tread portion (21) includes the inner shoulder connecting groove (47). The inner shoulder connecting groove (47) is provided at a tenth angle A10 with the width direction of the tire. The tenth angle A10 satisfies: 13°≤A10≤19°. The inner shoulder connecting groove (47) includes a tenth sub-connecting groove (471), an eleventh sub-connecting groove (472), and a twelfth sub-connecting groove (473) that are interconnected. The eleventh sub-connecting groove (472) is located between the tenth sub-connecting groove (471) and the twelfth sub-connecting groove (473). The depth of the tenth sub-connecting groove (471) and the depth of the twelfth sub-connecting groove (473) are both greater than the depth of the tenth sub-connecting groove (471), so that a third structural reinforcement (73) is formed in the inner shoulder connecting groove (47) through the bottom of the eleventh sub-connecting groove (472).

12. The tire tread structure according to claim 11, characterized in that, The shoulder tread portion (20) located near the outer side of the tire relative to the center surface S is the outer shoulder tread portion (22). The connecting groove (40) on the outer shoulder tread portion (22) includes an outer shoulder connecting groove (48). The outer shoulder connecting groove (48) is set at an eleventh angle A11 with the circumferential direction of the tire. The eleventh angle A11 satisfies: 5°≤A11≤11°, A11=0.5A10. The through groove (48) includes a thirteenth sub-connecting groove (481) and a fourteenth sub-connecting groove (482) that are interconnected. The thirteenth sub-connecting groove (481) is disposed close to the center surface S relative to the fourteenth sub-connecting groove (482). The depth of the thirteenth sub-connecting groove (481) is less than the depth of the fourteenth sub-connecting groove (482) so that a fourth structural reinforcement (74) is formed through the bottom of the thirteenth sub-connecting groove (481). Wherein, along the width direction of the tire, the length of the eleventh sub-connecting groove (472) is less than the length of the fourteenth sub-connecting groove (482).

13. The tire tread structure according to claim 12, characterized in that, The longitudinal groove (10) adjacent to the inner shoulder tread portion (21) is an inner longitudinal groove (11). A first recess (111) is provided on the groove wall of the inner longitudinal groove (11). The first recess (111) extends along the depth direction of the longitudinal groove (10) and one end extends beyond the tire tread. There are multiple first recesses (111), arranged circumferentially along the tire to form a serrated structure (112) on the groove wall of the inner longitudinal groove (11); and / or, The longitudinal groove (10) adjacent to the outer shoulder tread portion (22) is the outer longitudinal groove (12). The outer longitudinal groove (12) has a second recess (121) extending to the tread. Along the direction from the tread to the bottom of the outer longitudinal groove (12), the size of the second recess (121) gradually decreases in the tire width direction to form a second inclined surface (122) on the inner wall of the second recess (121).

Images