Tire tread structure and tires having it

Abstract

This invention provides a tire tread structure and a tire having the same. The tire tread structure includes multiple lateral groove groups spaced apart along the circumference of the tire. Each lateral groove group includes a first lateral groove and a second lateral groove, located on opposite sides of the tire's center surface S, forming a "V" shape. Longitudinal groove groups are positioned between adjacent lateral groove groups, each including multiple longitudinal grooves spaced apart along the tire's width, connecting adjacent lateral groove groups. An anti-skid structure is embedded in the tire tread, increasing the friction between the tread and the road surface. The multiple longitudinal grooves include a first longitudinal groove and a second longitudinal groove, with the first longitudinal groove located on the side of the second longitudinal groove closest to the center surface S. At least one first longitudinal groove is linearly arranged, while the second longitudinal groove is either zigzag or wavy. This invention effectively solves the problem in the prior art where automobile tires cannot simultaneously achieve both grip and comfort.

Description

Technical Field

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

[0002] Currently, in the harsh winter environment, road surfaces are covered with ice and snow, greatly increasing driving difficulty and potential safety hazards. As the only contact component between the car and the road surface, the performance of tires directly affects the vehicle's driving stability and safety. Therefore, drivers have placed higher demands on the grip and safety performance of tires on icy and snowy roads.

[0003] However, while existing tires improve grip by changing the tread pattern, they easily overlook the issue of tire noise. Noise during tire operation can reduce driving comfort, thus affecting the driver's comfort. Utility Model Content

[0004] The main objective of this invention is to provide a tire tread structure and a tire having the same structure, in order to solve the problem that existing automobile tires cannot simultaneously achieve both grip and comfort.

[0005] To achieve the above objectives, according to one aspect of the present invention, a tire tread structure is provided, comprising: a plurality of transverse groove groups, spaced apart along the circumference of the tire, the transverse groove group including a first transverse groove and a second transverse groove, the first transverse groove and the second transverse groove being located on both sides of the center surface S of the tire and forming a "V" shape; a longitudinal groove group, disposed between two adjacent transverse groove groups, the longitudinal groove group including a plurality of longitudinal grooves spaced apart along the width direction of the tire, the longitudinal grooves being used to connect two adjacent transverse groove groups; and an anti-skid structure embedded in the tire tread, the anti-skid structure being used to increase the friction between the tread and the driving surface; wherein the plurality of longitudinal grooves include a first longitudinal groove and a second longitudinal groove, the first longitudinal groove being located on the side of the second longitudinal groove closer to the center surface S, at least one first longitudinal groove being arranged in a straight line, and the second longitudinal groove being arranged in a zigzag or wavy shape.

[0006] Further, the first lateral groove includes a first sub-lateral groove, a second sub-lateral groove, and a third sub-lateral groove that are interconnected. The second sub-lateral groove is located between the first and third sub-lateral grooves. The first sub-lateral groove is positioned closer to the center surface S relative to the third sub-lateral groove. The end of the first sub-lateral groove away from the second sub-lateral groove has a first preset distance L1 between itself and the center surface S. The end of the third sub-lateral groove away from the second sub-lateral groove extends to the tire sidewall. And / or, the second lateral groove includes a fourth, a fifth, and a sixth sub-lateral groove that are interconnected. The fifth sub-lateral groove is located between the fourth and sixth sub-lateral grooves. The fourth sub-lateral groove is positioned closer to the center surface S relative to the sixth sub-lateral groove. The end of the fourth sub-lateral groove away from the fifth sub-lateral groove has a second preset distance L2 between itself and the center surface S. The end of the sixth sub-lateral groove away from the fifth sub-lateral groove extends to the tire sidewall.

[0007] Furthermore, the width of the first transverse groove gradually increases along the direction from one end near the center surface S to the other end; and / or, the width of the second transverse groove gradually increases along the direction from one end near the center surface S to the other end; wherein, in the first and second sub-transverse grooves, the maximum groove depth G1 satisfies: 9mm≤G1≤11mm, and the maximum groove depth G1 and the maximum groove depth G2 of the third sub-transverse groove satisfy: 3.3mm≤G1-G2≤3.7mm.

[0008] Furthermore, the tire tread structure also includes: sipes, which are disposed between two adjacent transverse groove groups, and the groove width W of the sipe satisfies: 0.3mm≤W≤0.7mm; wherein, at least a portion of the sipe is arranged in a zigzag or wavy shape.

[0009] Furthermore, multiple transverse groove groups divide the tire tread into multiple tread sections, and sipes are provided on the tread sections; there are multiple sipes, and the multiple sipes are spaced apart along the circumferential and width directions of the tire; wherein, on any tread section, along the circumferential direction of the tire, the distance P between two adjacent sipes satisfies: 5.4mm≤P≤5.8mm.

[0010] Furthermore, longitudinal grooves are provided on the tread portion, and there are multiple second longitudinal grooves. These multiple second longitudinal grooves are spaced apart along the width direction of the tire to divide the tread portion into two shoulder tread portions and an intermediate tread portion located between the two shoulder tread portions. The sipes provided on the intermediate tread portion extend perpendicularly to the tire's travel direction, while the sipes provided on the shoulder tread portions extend in the same direction as the shoulder tread portions.

[0011] Furthermore, multiple first longitudinal grooves are provided on the intermediate tread portion, and these multiple first longitudinal grooves are spaced apart along the width direction of the tire to divide the intermediate tread portion into a central tread portion and a crown tread portion. At least part of the central tread portion coincides with the central surface S, and the crown tread portion is located between the shoulder tread portion and the central tread portion. In particular, along the circumferential direction of the tire, two adjacent first longitudinal grooves include a first sub-longitudinal groove and a second sub-longitudinal groove. The first sub-longitudinal groove is arranged in a straight line, and the second sub-longitudinal groove is arranged in a broken line.

[0012] Furthermore, the first preset distance L1 and the second preset distance L2 satisfy the following condition: L1 < L2. Along the circumference of the tire, two adjacent transverse groove groups include a first transverse groove group and a second transverse groove group; wherein, the first transverse groove of the first transverse groove group is adjacent to the second transverse groove of the second transverse groove group, and the second transverse groove of the first transverse groove group is adjacent to the first transverse groove of the second transverse groove group.

[0013] Furthermore, the tire tread structure also includes: a first guide groove, disposed on the tire sidewall, the first guide groove connecting two adjacent transverse groove groups; a second guide groove, disposed on the tire sidewall, the second guide groove being arranged in a straight line; wherein, there are multiple first guide grooves, the multiple first guide grooves being spaced apart along the circumference of the tire, and there are multiple second guide grooves, the second guide grooves being located between two adjacent first guide grooves.

[0014] This application also provides a tire, which includes the above-described tire tread structure.

[0015] Applying the technical solution of this utility model, multiple transverse groove groups of the tire tread structure are spaced apart along the circumference of the tire. Each transverse groove group includes a first transverse groove and a second transverse groove, located on either side of the tire's center surface S, forming a "V" shape. Longitudinal groove groups are positioned between adjacent transverse groove groups, each including multiple longitudinal grooves spaced apart along the tire's width direction, connecting adjacent transverse groove groups. An anti-skid structure is embedded in the tire tread, increasing the friction between the tread and the driving surface. The multiple longitudinal grooves include a first longitudinal groove and a second longitudinal groove. The first longitudinal groove is located on the side of the second longitudinal groove closest to the center surface S. At least one first longitudinal groove is linearly arranged, while the second longitudinal groove is either zigzag or wavy. In this way, the V-shaped arrangement of the first and second transverse grooves allows the tire tread blocks to better embed into the ground, increasing the friction between the tire and the ground, thus ensuring tire grip, preventing tire slippage, and guaranteeing tire traction. On the other hand, it also effectively removes ice, snow, and wastewater from the tire tread, ensuring excellent snow and wastewater removal performance and maintaining good wet-weather handling. Simultaneously, the arrangement of multiple longitudinal grooves works in conjunction with the transverse grooves to remove ice, snow, and wastewater, further improving wet-weather handling. Furthermore, the multiple non-connected longitudinal grooves reduce the formation of air vortices and lower the resonance frequency of the air within the grooves, thereby reducing tire noise during operation. In addition, the arrangement of the first and second longitudinal grooves, while ensuring drainage performance, further reduces air resonance frequency, further reducing tire noise during operation and improving ride comfort, thus solving the problem of insufficient tire grip and comfort in existing automotive technologies. At the same time, the anti-slip structure design increases the contact points between the tire and the ground, providing additional grip, improving tire traction, and enhancing tire safety performance. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

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

[0018] Figure 2 It shows Figure 1 A partial front view of the tire tread structure where the anti-skid structure is not embedded.

[0019] The above figures include the following reference numerals:

[0020] 1. Horizontal ditch group; 101. First horizontal ditch group; 102. Second horizontal ditch group; 11. First horizontal ditch; 111. First sub-horizontal ditch; 112. Second sub-horizontal ditch; 113. Third sub-horizontal ditch; 12. Second horizontal ditch; 121. Fourth sub-horizontal ditch; 122. Fifth sub-horizontal ditch; 123. Sixth sub-horizontal ditch;

[0021] 20. Longitudinal ditch group; 21. First longitudinal ditch; 211. First sub-longitudinal ditch; 212. Second sub-longitudinal ditch; 22. Second longitudinal ditch;

[0022] 30. Anti-slip structure;

[0023] 40. Pattern section; 41. Central pattern section; 42. Crown pattern section; 43. Shoulder pattern section;

[0024] 50. Tool groove;

[0025] 60. First guide channel;

[0026] 70. Second guide channel;

[0027] 80. Decorative longitudinal grooves. Detailed Implementation

[0028] 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.

[0029] 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.

[0030] 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.

[0031] To address the problem that existing automobile tires cannot simultaneously achieve both grip and comfort, this application provides a tire tread structure and a tire having the same structure.

[0032] like Figure 1 and Figure 2As shown, multiple transverse groove groups 1 of the tire tread structure are spaced apart along the circumference of the tire. Each transverse groove group 1 includes a first transverse groove 11 and a second transverse groove 12, located on either side of the tire's center surface S, forming a "V" shape. Longitudinal groove groups 20 are positioned between adjacent transverse groove groups 1, each including multiple longitudinal grooves spaced apart along the tire's width direction, connecting adjacent transverse groove groups 1. Anti-skid structures 30 are embedded in the tire tread, increasing the friction between the tread and the driving surface. The multiple longitudinal grooves include a first longitudinal groove 21 and a second longitudinal groove 22. The first longitudinal groove 21 is located on the side of the second longitudinal groove 22 closest to the center surface S. At least one first longitudinal groove 21 is linearly arranged, while the second longitudinal groove 22 is either zigzag or wavy.

[0033] Applying the technical solution of this embodiment, multiple transverse groove groups 1 of the tire tread structure are spaced apart along the circumference of the tire. Each transverse groove group 1 includes a first transverse groove 11 and a second transverse groove 12, located on either side of the tire's center surface S, forming a "V" shape. A longitudinal groove group 20 is disposed between adjacent transverse groove groups 1, comprising multiple longitudinal grooves spaced apart along the tire's width direction, connecting adjacent transverse groove groups 1. An anti-skid structure 30 is embedded in the tire tread, increasing the friction between the tread and the driving surface. The multiple longitudinal grooves include a first longitudinal groove 21 and a second longitudinal groove 22. The first longitudinal groove 21 is located on the side of the second longitudinal groove 22 closest to the center surface S. At least one first longitudinal groove 21 is linearly arranged, while the second longitudinal groove 22 is either zigzag or wavy. In this way, the V-shaped arrangement of the first and second transverse grooves 11 and 12 allows the tire tread blocks to better embed into the ground, increasing the friction between the tire and the ground, thus ensuring tire grip, preventing tire slippage, and guaranteeing tire traction performance. On the other hand, it also allows ice, snow, and wastewater to drain from between the tire tread and the ground, ensuring the tire's snow and wastewater removal performance and wet-weather handling performance. Simultaneously, the arrangement of multiple longitudinal groove groups 20, in conjunction with the transverse groove group 1, drains ice, snow, and wastewater, improving the tire's wet-weather handling performance. Furthermore, the multiple non-connected longitudinal grooves reduce the formation of air vortices and lower the resonance frequency of the air within the grooves, thereby reducing tire noise during driving. Furthermore, the arrangement of the first and second longitudinal grooves 21, while ensuring drainage performance, further reduces air resonance frequency, further reducing tire noise during driving and improving tire ride comfort, thus solving the problem of insufficient tire grip and comfort in existing automotive technologies. Meanwhile, the anti-slip structure 30 increases the contact points between the tire and the ground, providing additional grip, improving tire traction, and enhancing tire safety performance.

[0034] In this embodiment, two adjacent longitudinal groove groups 20 are staggered along the circumference of the tire to further reduce tire noise and improve tire driving comfort.

[0035] In this embodiment, the extension direction of the first longitudinal groove 21 is set at a first angle A1 with the circumferential direction of the tire, and the first angle A1 satisfies: 10°≤A1≤14°.

[0036] Specifically, the first included angle A1 is 12°.

[0037] The extension direction of the second longitudinal groove 22 is set at a second included angle A2 with the circumferential direction of the tire, and the second included angle A2 satisfies: 27°≤A2≤31°.

[0038] Specifically, the second included angle A2 is 29°.

[0039] In this embodiment, the land-to-sea ratio of the tire is 0.66.

[0040] In this embodiment, the pattern is a unidirectional pattern.

[0041] In this embodiment, the anti-slip structure 30 is an anti-slip stud made of a high-strength, wear-resistant alloy material.

[0042] In this embodiment, the anti-skid structure 30 is placed at the required points using a configuration table within the product environment of CATIA software, and the total number of anti-skid structures 30 within a certain range is automatically calculated. If the position of the anti-skid structure 30 needs to be adjusted, the configuration table can be used to quickly generate a new graphic, automatically recalculate the total number of anti-skid structures 30 within the specified range, and output the result. This ensures a reasonable distribution of the anti-skid structures 30 on the tread blocks, providing sufficient grip while reducing noise generated by the impact between the anti-skid structures 30 and the road surface. Through computer simulation and actual testing, the optimal spacing and angle of the anti-skid structures 30 are determined, enabling them to evenly distribute pressure on icy and snowy surfaces, improving grip performance while reducing damage to the road surface. Furthermore, optimizing the arrangement of the anti-skid structures 30 ensures even contact with the icy and snowy road surface, providing stable grip for the tire, reducing road damage, lowering tire noise, and improving driving comfort.

[0043] like Figure 1As shown, the first transverse groove 11 includes a first sub-transverse groove 111, a second sub-transverse groove 112 and a third sub-transverse groove 113 that are interconnected. The second sub-transverse groove 112 is located between the first sub-transverse groove 111 and the third sub-transverse groove 113. The first sub-transverse groove 111 is located closer to the center surface S than the third sub-transverse groove 113. The end of the first sub-transverse groove 111 away from the second sub-transverse groove 112 has a first preset distance L1 between it and the center surface S. The end of the third sub-transverse groove 113 away from the second sub-transverse groove 112 extends to the sidewall of the tire. And / or, the second lateral groove 12 includes a fourth sub-lateral groove 121, a fifth sub-lateral groove 122, and a sixth sub-lateral groove 123 that are interconnected. The fifth sub-lateral groove 122 is located between the fourth sub-lateral groove 121 and the sixth sub-lateral groove 123. The fourth sub-lateral groove 121 is positioned closer to the center surface S relative to the sixth sub-lateral groove 123. The end of the fourth sub-lateral groove 121 away from the fifth sub-lateral groove 122 has a second predetermined distance L2 between it and the center surface S. The end of the sixth sub-lateral groove 123 away from the fifth sub-lateral groove 122 extends to the tire sidewall. Thus, the above arrangement limits the first lateral groove 11 and the second lateral groove 12 to be composed of three interconnected parts, allowing the first lateral groove 11 and the second lateral groove 12 to adapt to the tire's structural shape. This facilitates processing and provides multiple levels of drainage paths, further improving the tire's ability to expel snow and mud. Simultaneously, the above arrangement limits the first lateral groove 11 and the second lateral groove 12 to have different designs, ensuring the tire's aesthetics while further improving its drainage performance.

[0044] In this embodiment, at least a portion of the first sub-cross groove 111 is arc-shaped, and at least a portion of the second sub-cross groove 112 is arc-shaped.

[0045] In this embodiment, at least a portion of the fourth sub-channel 121 is arc-shaped, and at least a portion of the fifth sub-channel 122 is arc-shaped.

[0046] like Figure 1 and Figure 2As shown, the width of the first transverse groove 11 gradually increases from one end near the center surface S to the other end; and / or, the width of the second transverse groove 12 gradually increases from one end near the center surface S to the other end. Specifically, in the first sub-transverse groove 111 and the second sub-transverse groove 112, the maximum groove depth G1 satisfies: 9mm ≤ G1 ≤ 11mm, and the maximum groove depth G1 and the maximum groove depth G2 of the third sub-transverse groove 113 satisfy: 3.3mm ≤ G1 - G2 ≤ ​​3.7mm. Thus, the gradual increase in width of the first transverse groove 11 and the second transverse groove 12 from the center surface of the tire to the tire sidewall facilitates the expulsion of ice, snow, and water from the ground, further improving the tire's water drainage performance. Meanwhile, the numerical relationship between the maximum groove depth G1 and the maximum groove depth G2 of the third sub-lateral groove 113 makes the tread blocks at the center of the tire more wear-resistant, extending the tire's service life; on the other hand, it makes the tread blocks at the tire shoulder more rigid, which is beneficial to the tire's handling performance.

[0047] In this embodiment, the maximum trench depth G1 and the maximum trench depth G2 of the third sub-cross trench 113 satisfy the following condition: G1-G2=3.5mm.

[0048] like Figure 1 and Figure 2 As shown, the tire tread structure also includes sipes 50, which are disposed between two adjacent transverse groove groups 1. The groove width W of the sipe 50 satisfies: 0.3mm ≤ W ≤ 0.7mm. At least a portion of the sipe 50 is arranged in a zigzag or wavy shape. This arrangement limits the sipe 50 to fine grooves, which on the one hand separates the tread blocks, making it easier for the tire to embed itself in icy and snowy surfaces; on the other hand, it ensures the compactness of the tread blocks, reducing their rigidity and deformation, thereby improving tire grip. Simultaneously, the shape of the sipe 50 balances the rigidity of the tire tread blocks in both the circumferential and width directions, further ensuring the tire's traction on snow.

[0049] In this embodiment, the groove 50 is a fine groove formed from a steel sheet.

[0050] In this embodiment, the thickness of the steel sheet is 0.5mm. When the length L of the steel sheet satisfies: L≥9mm, a 3D steel sheet is used; when the length L of the steel sheet satisfies: 6mm≤L<9mm, a non-3D steel sheet is used.

[0051] like Figure 1 and Figure 2As shown, multiple transverse groove groups 1 divide the tire tread into multiple tread sections 40, and sipes 50 are provided on the tread sections 40. There are multiple sipes 50, spaced apart along the circumferential and width directions of the tire. Specifically, on any tread section 40, along the circumferential direction of the tire, the distance P between two adjacent sipes 50 satisfies: 5.4mm ≤ P ≤ 5.8mm. This arrangement makes the sipes 50 more appropriately distributed, ensuring the rigidity of the tread section 40, improving the grip of the tread section 40, and ensuring good grip at all angles and positions where the tire contacts the ground. Simultaneously, the distance P between two adjacent sipes 50 ensures a more suitable density of sipes 50, avoiding an excessive number of sipes 50 that could affect tire handling and ensuring tire safety.

[0052] like Figure 1 and Figure 2 As shown, longitudinal grooves 20 are provided on the tread portion 40. Multiple second longitudinal grooves 22 are spaced apart along the width of the tire, dividing the tread portion 40 into two shoulder tread portions 43 and an intermediate tread portion 40 located between the two shoulder tread portions 43. The sipes 50 on the intermediate tread portion 40 extend perpendicularly to the tire's direction of travel, while the sipes 50 on the shoulder tread portions 43 extend in the same direction as the shoulder tread portions 43. Thus, the sipes 50 on the intermediate tread portion 40 increase the contact points between the intermediate tread portion 40 and the ground, improving the grip of the intermediate tread portion 40 and ensuring the stability of the tire during straight-line travel. Meanwhile, the sipes 50 provided on the shoulder tread section 43 disperse the rigidity of the tread blocks of the shoulder tread section 43, ensuring the grip of the shoulder tread section 43, improving the lateral grip of the tire, further improving the tire's handling performance, and enhancing the tire's passability and safety on icy and snowy roads in winter.

[0053] like Figure 1 and Figure 2As shown, multiple first longitudinal grooves 21 are provided on the intermediate tread portion 40. These multiple first longitudinal grooves 21 are spaced apart along the width direction of the tire to divide the intermediate tread portion 40 into a central tread portion 41 and a crown tread portion 42. At least a portion of the central tread portion 41 coincides with the center surface S, and the crown tread portion 42 is located between the shoulder tread portion 43 and the central tread portion 41. Along the circumferential direction of the tire, two adjacent first longitudinal grooves 21 include a first sub-longitudinal groove 211 and a second sub-longitudinal groove 212. The first sub-longitudinal groove 211 is arranged in a straight line, and the second sub-longitudinal groove 212 is arranged in a zigzag line. In this way, multiple first longitudinal grooves 21 divide the intermediate tread blocks into a central tread portion 41 and a crown tread portion 42. This reasonable distribution of tread blocks not only evens out the deformation of the tread blocks, reducing noise caused by uneven deformation and further lowering tire noise, but also improves driving comfort. Furthermore, it ensures the tire's straight-line stability and its anti-skid performance during cornering and when encountering lateral forces, guaranteeing vehicle stability and safety. Simultaneously, the linearly arranged first sub-longitudinal grooves 211 connect with the transverse groove group 1 to drain ice, snow, and wastewater, ensuring the tire's drainage performance. Meanwhile, the zigzag-shaped second sub-longitudinal grooves 212, while achieving drainage performance, also disperse noise, further enhancing driving comfort.

[0054] In this embodiment, a decorative longitudinal groove 80 is provided on every other tread pattern portion 42 along the circumference of the tire. The longitudinal groove is used to connect two adjacent transverse groove groups 1, so as to improve the tire's drainage performance and enhance its aesthetics.

[0055] like Figure 1 and Figure 2 As shown, the first preset distance L1 and the second preset distance L2 satisfy the condition: L1 < L2. Along the circumference of the tire, two adjacent lateral groove groups 1 include a first lateral groove group 101 and a second lateral groove group 102. Specifically, the first lateral groove 11 of the first lateral groove group 101 is adjacent to the second lateral groove 12 of the second lateral groove group 102, and the second lateral groove 12 of the first lateral groove group 101 is adjacent to the first lateral groove 11 of the second lateral groove group 102. This configuration defines the positional relationship and arrangement of the first lateral groove 11 and the second lateral groove 12, optimizes the shape of the tread blocks, balances the contact pressure between the tire and the ground, improves tire wear resistance, extends tire lifespan, and also helps improve tire grip on icy and snowy surfaces.

[0056] like Figure 1 and Figure 2As shown, the tire tread structure also includes a first guide groove 60 and a second guide groove 70. The first guide groove 60 is disposed on the tire sidewall and connects two adjacent lateral groove groups 1. The second guide groove 70 is disposed on the tire sidewall and is arranged in a straight line. There are multiple first guide grooves 60, spaced apart along the circumference of the tire, and multiple second guide grooves 70, located between two adjacent first guide grooves 60. In this way, the first guide grooves 60 and the second guide grooves 70 can cooperate with the lateral groove groups 1, further improving the drainage and snow removal performance of the lateral groove groups 1, reducing the accumulation of foreign objects in the tread grooves, ensuring instantaneous grip during tire operation, and improving the tire's wet handling.

[0057] In this embodiment, the tire has a total of 70 tread pitches arranged circumferentially, such as Figure 2 As shown, the pattern pitch is divided into three sizes: H1, H2, and H3. There are 20 H1 pitches, 26 H2 pitches, and 24 H3 pitches.

[0058] In this embodiment, the first guide channel 60 is arranged in a zigzag shape.

[0059] This application also provides a tire (not shown) that includes the tire tread structure described above.

[0060] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0061] Multiple lateral groove groups are spaced apart along the circumference of the tire tread structure. Each lateral groove group includes a first lateral groove and a second lateral groove, located on either side of the tire's center surface S, forming a "V" shape. Longitudinal groove groups are positioned between adjacent lateral groove groups, each consisting of multiple grooves spaced apart along the tire's width, connecting adjacent lateral groove groups. Anti-skid structures are embedded in the tire tread to increase friction between the tread and the road surface. These longitudinal grooves include a first longitudinal groove and a second longitudinal groove. The first longitudinal groove is located on the side of the second longitudinal groove closest to the center surface S. At least one first longitudinal groove is linear, while the second longitudinal groove is either zigzag or wavy. In this way, the V-shaped arrangement of the first and second transverse grooves allows the tire tread blocks to better embed into the ground, increasing the friction between the tire and the ground, thus ensuring tire grip, preventing tire slippage, and guaranteeing tire traction. On the other hand, it also effectively removes ice, snow, and wastewater from the tire tread, ensuring excellent snow and wastewater removal performance and maintaining good wet-weather handling. Simultaneously, the arrangement of multiple longitudinal grooves works in conjunction with the transverse grooves to remove ice, snow, and wastewater, further improving wet-weather handling. Furthermore, the multiple non-connected longitudinal grooves reduce the formation of air vortices and lower the resonance frequency of the air within the grooves, thereby reducing tire noise during operation. In addition, the arrangement of the first and second longitudinal grooves, while ensuring drainage performance, further reduces air resonance frequency, further reducing tire noise during operation and improving ride comfort, thus solving the problem of insufficient tire grip and comfort in existing automotive technologies. At the same time, the anti-slip structure design increases the contact points between the tire and the ground, providing additional grip, improving tire traction, and enhancing tire safety performance.

[0062] 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.

[0063] 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.

[0064] 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 by, include: Multiple transverse groove groups (1) are arranged at intervals along the circumference of the tire. The transverse groove group (1) includes a first transverse groove (11) and a second transverse groove (12). The first transverse groove (11) and the second transverse groove (12) are located on both sides of the center surface S of the tire and form a "V" shaped structure. A longitudinal groove group (20) is provided between two adjacent transverse groove groups (1). The longitudinal groove group (20) includes a plurality of longitudinal grooves spaced apart along the width direction of the tire. The longitudinal grooves are used to connect the two adjacent transverse groove groups (1). An anti-skid structure (30) is embedded in the tread of the tire, the anti-skid structure (30) being used to increase the friction between the tread and the driving surface; The plurality of longitudinal grooves include a first longitudinal groove (21) and a second longitudinal groove (22). The first longitudinal groove (21) is located on the side of the second longitudinal groove (22) close to the center surface S. At least one of the first longitudinal grooves (21) is arranged in a straight line and the second longitudinal groove (22) is arranged in a broken line or a wave shape.

2. The tire tread structure according to claim 1, characterized in that, The first transverse groove (11) includes a first sub-transverse groove (111), a second sub-transverse groove (112), and a third sub-transverse groove (113) that are interconnected. The second sub-transverse groove (112) is located between the first sub-transverse groove (111) and the third sub-transverse groove (113). The first sub-transverse groove (111) is positioned closer to the center surface S relative to the third sub-transverse groove (113). The end of the first sub-transverse groove (111) away from the second sub-transverse groove (112) has a first preset distance L1 between it and the center surface S. The end of the third sub-transverse groove (113) away from the second sub-transverse groove (112) extends to the sidewall of the tire; and / or, The second transverse groove (12) includes a fourth sub-transverse groove (121), a fifth sub-transverse groove (122), and a sixth sub-transverse groove (123) that are interconnected. The fifth sub-transverse groove (122) is located between the fourth sub-transverse groove (121) and the sixth sub-transverse groove (123). The fourth sub-transverse groove (121) is located closer to the center surface S relative to the sixth sub-transverse groove (123). The end of the fourth sub-transverse groove (121) away from the fifth sub-transverse groove (122) has a second preset distance L2 between it and the center surface S. The end of the sixth sub-transverse groove (123) away from the fifth sub-transverse groove (122) extends to the sidewall of the tire.

3. The tire tread structure according to claim 2, characterized in that, Along the direction from one end of the first transverse groove (11) near the center surface S to the other end, the width of the first transverse groove (11) gradually increases; and / or, Along the direction from one end of the second transverse groove (12) near the center surface S to the other end, the width of the second transverse groove (12) gradually increases; Among them, in the first sub-cross groove (111) and the second sub-cross groove (112), the maximum groove depth G1 satisfies: 9mm≤G1≤11mm, and the maximum groove depth G1 and the maximum groove depth G2 of the third sub-cross groove (113) satisfy: 3.3mm≤G1-G2≤3.7mm.

4. The tire tread structure according to any one of claims 1 to 3, characterized in that, The tire tread structure also includes: A cutting groove (50) is provided between two adjacent transverse groove groups (1), and the groove width W of the cutting groove (50) satisfies: 0.3mm≤W≤0.7mm; At least a portion of the cutting groove (50) is arranged in a zigzag or wavy shape.

5. The tire tread structure of claim 4 wherein, The multiple transverse groove groups (1) divide the tire tread into multiple tread portions (40), and the sipes (50) are provided on the tread portions (40); There are multiple cutting grooves (50), and the multiple cutting grooves (50) are spaced apart along the circumferential and width directions of the tire; In any one of the tread sections (40), along the circumferential direction of the tire, the distance P between two adjacent sipes (50) satisfies: 5.4mm≤P≤5.8mm.

6. The tire tread structure according to claim 5, characterized in that, The longitudinal groove group (20) is disposed on the patterned part (40). There are multiple second longitudinal grooves (22), and the multiple second longitudinal grooves (22) are spaced apart along the width direction of the tire to divide the tread portion (40) into two shoulder tread portions (43) and an intermediate tread portion (40) located between the two shoulder tread portions (43); The sipes (50) provided on the intermediate tread portion (40) extend in a direction perpendicular to the tire's direction of travel, while the sipes (50) provided on the shoulder tread portion (43) extend in a direction consistent with the direction of the shoulder tread portion (43).

7. The tire tread structure according to claim 6, characterized in that, The first longitudinal groove (21) is provided on the intermediate tread portion (40) and there are multiple first longitudinal grooves (21). The multiple first longitudinal grooves (21) are spaced apart along the width direction of the tire to divide the intermediate tread portion (40) into a central tread portion (41) and a crown tread portion (42). At least part of the central tread portion (41) coincides with the center surface S. The crown tread portion (42) is located between the shoulder tread portion (43) and the central tread portion (41). Along the circumference of the tire, two adjacent first longitudinal grooves (21) include a first sub-longitudinal groove (211) and a second sub-longitudinal groove (212). The first sub-longitudinal groove (211) is arranged in a straight line, and the second sub-longitudinal groove (212) is arranged in a broken line.

8. The tire tread structure according to claim 2, characterized in that, The first preset distance L1 and the second preset distance L2 satisfy the following condition: L1 < L2. Along the circumferential direction of the tire, the two adjacent transverse groove groups (1) include a first transverse groove group (101) and a second transverse groove group (102); Wherein, the first transverse groove (11) of the first transverse groove group (101) is adjacent to the second transverse groove (12) of the second transverse groove group (102), and the second transverse groove (12) of the first transverse groove group (101) is adjacent to the first transverse groove (11) of the second transverse groove group (102).

9. The tire tread structure according to claim 2, characterized in that, The tire tread structure also includes: A first guide groove (60) is provided on the tire sidewall, and the first guide groove (60) connects the two adjacent transverse groove groups (1); The second guide groove (70) is provided on the tire sidewall, and the second guide groove (70) is arranged in a straight line; There are multiple first guide channels (60), which are spaced apart along the circumference of the tire. There are multiple second guide channels (70), which are located between two adjacent first guide channels (60).

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

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