A tire

Abstract

This utility model proposes a tire belonging to the field of tire technology, including longitudinal grooves. Each longitudinal groove includes a first longitudinal groove extending along the centerline of the tire tread, and second longitudinal grooves distributed on both sides of the first longitudinal groove. The width of the first longitudinal groove is smaller than the width of the second longitudinal groove. Each longitudinal groove includes a first straight portion and a second straight portion. The junction of adjacent first and second straight portions defines a first inflection point offset to one side and a second inflection point offset to the opposite side. The first and second inflection points are alternately arranged along the circumference of the tire tread, with alternating arrangements between the first and second inflection points of adjacent longitudinal grooves, and between the first and second inflection points. A transverse groove connects at one end to the first inflection point of the longitudinal groove and at the other end to the second inflection point of an adjacent longitudinal groove. This utility model solves the technical problem that existing low-profile and wide-tread tires cannot simultaneously achieve wear resistance, traction, and water drainage, and features good wear resistance, traction, and water drainage.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, and in particular relates to a tire. Background Technology

[0002] In recent years, with the continuous growth of the logistics and transportation industry's demand for high load capacity, long mileage, and low energy consumption, tire design has gradually developed towards low aspect ratio and wide tread width. The low aspect ratio structure significantly improves the tire's resistance to load deformation and high-speed stability by shortening the sidewall height and enhancing tire carcass rigidity, while the wide tread width design optimizes load distribution and reduces unit tread pressure by increasing the contact area, thereby extending tire life.

[0003] However, truck and bus tires must withstand frequent starts and stops, heavy loads, and complex road conditions (such as unpaved roads and slippery roads). While a wide tread design can improve load-bearing capacity, in all-steel tires, excessive tread rigidity can lead to uneven ground pressure distribution, exacerbating central wear. Simultaneously, the low-profile structure may weaken the tire's ability to absorb vibrations, affecting ride comfort and even accelerating fatigue in the vehicle's suspension system. Although the steel cord skeleton layer of all-steel tires possesses high strength, the frictional heat generated between the wide tread and the road surface increases significantly during high-speed driving or continuous braking. Traditional drainage designs, primarily based on longitudinal grooves, may suffer from insufficient heat dissipation efficiency due to excessively large tread blocks, leading to high-temperature aging, delamination, and even tire blowout risks, especially in long-haul transportation scenarios. Utility Model Content

[0004] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0005] This utility model proposes a tire that solves the technical problem that existing low aspect ratio and wide tread tires cannot simultaneously achieve wear resistance, traction, and water drainage, and has the characteristics of good wear resistance, traction, and water drainage.

[0006] This utility model discloses a tire, comprising: longitudinal grooves, which are zigzag structures extending circumferentially along the tire tread, including a first longitudinal groove extending along the center line of the tread, and second longitudinal grooves distributed on both sides of the first longitudinal groove; the width of the first longitudinal groove is smaller than the width of the second longitudinal groove; each longitudinal groove includes a first straight portion and a second straight portion, and the junction of adjacent first straight portions and second straight portions defines a first inflection point offset to one side and a second inflection point offset to the opposite side; the first inflection point and the second inflection point are alternately arranged along the circumferentially along the tire tread, and the first inflection point, the second inflection point, and the first inflection point and the second inflection point of adjacent longitudinal grooves are staggered; and transverse grooves, one end of which connects to the first inflection point of the longitudinal groove, and the other end of which connects to the second inflection point of the adjacent longitudinal groove.

[0007] In some embodiments, the first straight portion and the second straight portion form an angle of 6°-12° with the tire circumference.

[0008] In some embodiments, the width of the first longitudinal groove is 3-5 mm, the included angle between the two sides of the groove wall is 1.5°-2.5°, and the bottom of the groove is a full circular arc structure.

[0009] In some embodiments, the width of the second longitudinal groove is 9-10 mm, the included angle between the two sides of the groove wall is 14°-16°, and the bottom of the groove is a full circular arc structure.

[0010] In some embodiments, the first inflection point and the second inflection point connected to the other end of the same transverse groove are both offset toward the transverse groove.

[0011] In some embodiments, the width of the transverse groove is 5-7 mm, the included angle between the two sides of the groove wall is 5°-7°, and the bottom of the groove is a full circular arc structure.

[0012] In some embodiments, a side transverse groove is also provided on the tire shoulder, one end of which is connected to the second longitudinal groove and the other end extends toward the tire shoulder. The width of the side transverse groove is 9-11 mm and the included angle between the two sides of the groove wall is 11°-13°.

[0013] In some embodiments, shoulder tread blocks are defined between adjacent side transverse grooves, and adjacent shoulder tread blocks are connected by reinforcing ribs provided in the side transverse grooves.

[0014] In some embodiments, the tire shoulder tread block is further provided with edge transverse fine grooves and circumferential fine grooves connected to the edge transverse fine grooves; the depth of the edge transverse fine grooves is 2-3mm and the width is 0.6-1.5mm.

[0015] In some embodiments, an intermediate patterned block is defined between the longitudinal and transverse grooves, and a transversely arranged steel sheet is provided on the intermediate patterned block. The width of the steel sheet is 0.6-0.8 mm, and the depth is 1 / 2-4 / 5 of the depth of the longitudinal groove.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] This utility model proposes a tire with a zigzag structure for the longitudinal grooves, and the width of the central first longitudinal groove is smaller than the width of the two second longitudinal grooves on both sides. This can improve the interlocking effect between the tread blocks, reduce deformation, especially under heavy load or sudden braking, it can reduce the deformation of the crown center, reduce slip wear, and increase some lateral engagement edges when turning, taking into account both straight-line stability and cornering support.

[0018] The first and second inflection points act as "drainage valves" during tire rolling. Specifically, when water flows at high speed along the longitudinal grooves, the sudden turn at the inflection point changes the direction of the water flow, forcing some of the water to overflow to both sides through the transverse grooves or the gaps between the steel plates. The inflection point design avoids a single longitudinal groove bearing all the drainage pressure, reducing the risk of localized lifting caused by water accumulation. Furthermore, the inflection points of each longitudinal groove are not on the same horizontal line and are misaligned. The misaligned inflection points stagger the peak drainage periods of the longitudinal grooves. When the inflection point of one groove enters the contact area, the inflection points of adjacent grooves are still in a non-contact state, forming a stepped drainage rhythm. This avoids the drainage system overload caused by all grooves reaching maximum flow at the same time. The misalignment of the inflection points can also disrupt the resonance frequency of the water flow between adjacent grooves, reducing the energy loss caused by the superposition of turbulence, allowing the water flow to be guided more smoothly to the tire sidewall and improving drainage efficiency. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0020] Figure 1 This is a schematic diagram of the tire structure provided in an embodiment of the present utility model;

[0021] Figure 2 for Figure 1 Cross-sectional view of the AA patterned groove;

[0022] Figure 3 for Figure 1 Cross-sectional view of the BB pattern groove;

[0023] Figure 4 for Figure 1 Cross-sectional view of the CC pattern groove;

[0024] Figure 5 for Figure 1 Cross-sectional view of the DD pattern groove;

[0025] Figure 6 for Figure 1 Cross-sectional view of the EE patterned groove;

[0026] Figure 7 for Figure 1 Cross-sectional view of the FF patterned groove;

[0027] Figure 8 A schematic diagram of the steel sheet of the tire provided in an embodiment of this utility model;

[0028] In the above figures: 1. First longitudinal groove; 2. Second longitudinal groove; 3. First inflection point; 4. Second inflection point; 5. Transverse groove; 6. Side transverse groove; 7. Reinforcing rib; 8. Side transverse fine groove; 9. Circumferential fine groove; 10. Steel sheet. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be described and explained below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model. All other embodiments obtained by those skilled in the art based on the embodiments provided by this utility model without inventive effort are within the scope of protection of this utility model.

[0030] This utility model embodiment provides a tire. Figure 1 This is a schematic diagram of the tread pattern structure of a tire according to an embodiment of the present invention.

[0031] refer to Figure 1 As shown, the tire includes: longitudinal grooves, which are zigzag structures extending circumferentially along the tire tread, including a first longitudinal groove 1 extending along the centerline of the tread, and second longitudinal grooves 2 distributed on both sides of the first longitudinal groove 1; the width of the first longitudinal groove 1 is smaller than the width of the second longitudinal groove 2; each longitudinal groove includes a first straight portion and a second straight portion, and the junction of adjacent first straight portions and second straight portions defines a first inflection point 3 offset to one side and a second inflection point 4 offset to the opposite side; the first inflection point 3 and the second inflection point 4 are alternately arranged along the circumferentially of the tire tread, and the first inflection point 3, the second inflection point 4, and the first inflection point 3 and the second inflection point 4 of adjacent longitudinal grooves are staggered; and a transverse groove 5, one end of which connects to the first inflection point 3 of the longitudinal groove, and the other end of which connects to the second inflection point 4 of the adjacent longitudinal groove.

[0032] The aforementioned tire longitudinal grooves adopt a zigzag structure, with the width of the central first longitudinal groove 1 being smaller than the width of the two side second longitudinal grooves 2. This enhances the interlocking effect between tread blocks, reduces deformation, and especially reduces crown center deformation and slip wear under heavy loads or sudden braking. It also increases the lateral engagement edge during cornering, balancing straight-line stability and cornering support. The first inflection point 3 and the second inflection point 4 act as "drainage valves" during tire rolling. Specifically, when water flows at high speed along the longitudinal grooves, the sudden turn at the inflection point changes the direction of water flow, forcing some water to overflow to both sides through the lateral grooves or the gaps in the steel plates 10. The inflection point design avoids a single longitudinal trench bearing all the drainage pressure, reducing the risk of local uplift caused by water accumulation. Furthermore, the inflection points of each longitudinal trench are not on the same horizontal line, but are staggered. The staggered inflection points stagger the peak drainage periods of the longitudinal trenches. When the inflection point of one trench enters the grounding area, the inflection points of adjacent trenches are still in an ungrounded state, forming a stepped drainage rhythm. This avoids the drainage system from being overloaded due to all trenches reaching maximum flow at the same time. The staggered inflection points can also disrupt the resonance frequency of water flow between adjacent trenches, reducing the energy loss caused by turbulence superposition, allowing the water flow to be guided more smoothly to the tire side and improving drainage efficiency.

[0033] In some embodiments, the first straight section and the second straight section form an angle of 6°-12° with the tire circumference, forming a zigzag path. The zigzag path disperses the ground pressure to more tread block areas, avoiding pressure concentration zones caused by straight grooves. The zigzag path can also increase the longitudinal stiffness of the tread, suppress the creep deformation of the tread blocks at high speeds, and reduce the "drifting feeling" of the vehicle.

[0034] like Figure 2 As shown, the width of the first longitudinal trench 1 is 3-5mm, the included angle between the two trench walls is 1.5°-2.5°, and the bottom of the trench is a full circular arc structure; as Figure 3 As shown, the width of the second longitudinal trench 2 is 9-10mm, the included angle between the two sides of the trench wall is 14°-16°, and the bottom of the trench is a full circular arc structure.

[0035] In some embodiments, there are four second longitudinal grooves 2. These four second longitudinal grooves 2, together with the first longitudinal groove 1, divide the tread pattern into a left shoulder tread rib, four middle tread ribs, and a right shoulder tread rib. The width of the second longitudinal groove 2 is 9-10 mm, the included angle between the two sides of the groove wall is 14°-16°, and the bottom of the groove is a full circular arc structure. This design can increase the support performance of the adjacent tread ribs and ensure that the full circular arc radius of the groove bottom is greater than 2 mm, which can reduce stress concentration at the bottom of the groove and reduce the possibility of cracking at the bottom of the groove. The longitudinal zigzag grooves can also reduce the creep of the tread blocks during rolling and reduce abnormal wear problems such as "riverbank wear". The width of the first longitudinal groove 1 is 3-5mm, the included angle between the two sides of the groove wall is 1.5°-2.5°, and the bottom of the groove is a full arc structure. Its width is smaller than that of the second longitudinal groove 2, which can improve the interlocking effect between the pattern blocks, reduce deformation, especially under heavy load or sudden braking, can reduce the deformation of the crown center, reduce slip wear, and increase some lateral engagement edges when turning, taking into account both straight-line stability and cornering support.

[0036] In some embodiments, the first inflection point 3 and the second inflection point 4, which is connected to the other end of the same transverse groove 5, are both offset toward the transverse groove 5. The transverse groove 5 is located at the narrowest point of the rib, which is structurally more fragile. The transverse groove 5 will disperse stress and prevent crack propagation after external damage.

[0037] like Figure 4 As shown, the width of the transverse groove 5 is 5-7mm, the included angle between the two side walls is 5°-7°, and the bottom of the groove is a full arc structure. The transverse groove 5 horizontally cuts the central tread rib, increasing the tire's traction performance, reducing shoulder heat generation during high-speed driving, and improving high-speed tire performance. It complements the longitudinal grooves, playing a crucial role, especially in complex road conditions, heavy loads, and multi-directional handling scenarios. It creates a "shovel effect" when the tire rolls, increasing the contact area between the drive wheel and soft surfaces (such as mud or sand), enhancing thrust. Interwoven with the longitudinal main grooves, it forms a grid-like drainage path; the longitudinal grooves quickly guide water flow towards the tire sidewalls, while the transverse grooves disperse water pressure, preventing localized water accumulation.

[0038] In some embodiments, a side transverse groove 6 is also included at the tire shoulder, one end of which connects to the second longitudinal groove 2, and the other end extends toward the tire shoulder, such as... Figure 5As shown, the width of the side transverse groove 6 is 9-11mm, and the included angle between the two side groove walls is 11°-13°. Furthermore, the bottom chamfer is 2-2.5mm. The side transverse groove 6 is designed to be wider than the central transverse groove 5. The tire edge is a high-risk area for water accumulation during high-speed cornering (centrifugal force drives water to flow outwards). Widening the side transverse groove 6 increases instantaneous drainage capacity, quickly draining water from the edge and preventing hydroplaning. The side transverse groove 6 cuts the edge tread ribs into several small tread blocks, enhancing lateral grip, especially effective during vehicle start-up, hill climbing, or sudden braking. The transverse grooves create more lateral tread edges, which engage with the ground during cornering, increasing lateral friction and reducing the risk of sideslipping in corners. It also creates a "centrifugal debris removal" path during tire rotation, quickly dislodging embedded gravel and mud, preventing foreign objects from damaging the tire or reducing grip.

[0039] In some embodiments, shoulder tread blocks are defined between adjacent side transverse grooves 6, and adjacent shoulder tread blocks are connected by reinforcing ribs 7 provided within the side transverse grooves 6. The reinforcing ribs 7 connect the side tread blocks cut by the side transverse grooves 6, such as... Figure 6 , 7 As shown, the chamfer of reinforcing rib 7 is 4-5mm, and the transition angle is 12°-15°. Reinforcing rib 7 increases the longitudinal rigidity of the tire tread. When the tire rolls under heavy load and complex road conditions, the bottom of the grooves will be subjected to repeated compression, bending, and tensile stresses. When the vehicle turns or brakes suddenly, reinforcing rib 7 can limit the lateral displacement of adjacent tread blocks, preventing the tread blocks from wearing out due to excessive deformation or reducing grip.

[0040] In some embodiments, the tire shoulder tread block also features edge transverse grooves 8 and circumferential grooves 9 connected to the edge transverse grooves 8; the depth of the edge transverse grooves 8 is 2-3 mm, and the width is 0.6-1.5 mm. Specifically, the design of adding a circumferential groove 9 at 2 / 5 of the edge of the tread block, combined with the oblique grooves, helps to quickly expel the water film between the tire contact patch and the road surface, especially on wet, waterlogged, or rainy roads. The grooves reduce tire slippage, lower the risk of skidding, and improve tire flexibility and handling response, especially during cornering. They increase edge friction on the tire contact surface, thereby improving steering stability and handling, making the vehicle more stable at high speeds or during sharp turns.

[0041] In some embodiments, an intermediate patterned block is defined between the longitudinal groove and the transverse groove 5, and the intermediate patterned block is provided with transversely arranged steel sheets 10, such as... Figure 8As shown, the width of the steel sheet 10 is 0.6-0.8mm, and the depth is 1 / 2-4 / 5 of the depth of the longitudinal groove. Through its own tortuous design and oblique trend (the deep steel sheet 10 on the tread rib has an angle of 55°-65° with the tire circumferential direction), it can form a structural interlock when the vehicle starts, brakes or turns, thereby improving the tire traction and anti-slip performance.

[0042] Furthermore, the shoulder groove depth is 3-4mm, which helps to dissipate heat from the shoulder area of ​​the tire, improves the shoulder's heat dissipation capacity, prevents local overheating, and reduces the occurrence of tire shoulder gaps and shoulder delamination.

[0043] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0044] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A tire, characterized in that, include: Longitudinal grooves are zigzag structures extending circumferentially along the tire tread, including a first longitudinal groove extending along the centerline of the tread and second longitudinal grooves distributed on both sides of the first longitudinal groove; the width of the first longitudinal groove is smaller than the width of the second longitudinal groove. Each of the longitudinal grooves includes a first straight section and a second straight section. The junction of adjacent first straight sections and second straight sections defines a first inflection point that shifts to one side and a second inflection point that shifts to the opposite side. The first inflection point and the second inflection point are arranged alternately along the circumferential direction of the tire tread. The first inflection points, the second inflection points, and the first inflection points and the second inflection points of adjacent longitudinal grooves are arranged alternately. A transverse ditch connects at one end to the first inflection point of the longitudinal ditch and at the other end to the second inflection point of the adjacent longitudinal ditch.

2. The tire according to claim 1, characterized in that, The first straight section and the second straight section form an angle of 6°-12° with the tire circumference.

3. The tire according to claim 1, characterized in that, The width of the first longitudinal groove is 3-5mm, the included angle between the two sides of the groove wall is 1.5°-2.5°, and the bottom of the groove is a full circular arc structure.

4. The tire according to claim 1, characterized in that, The width of the second longitudinal trench is 9-10mm, the included angle between the two sides of the trench wall is 14°-16°, and the bottom of the trench is a full circular arc structure.

5. The tire according to claim 1, characterized in that, The first inflection point and the second inflection point, which is connected to the other end of the same transverse groove, are both offset toward the transverse groove.

6. The tire according to claim 1, characterized in that, The width of the transverse groove is 5-7mm, the included angle between the two sides of the groove wall is 5°-7°, and the bottom of the groove is a full circular arc structure.

7. The tire according to claim 1, characterized in that, It also includes a side transverse groove located on the tire shoulder. One end of the side transverse groove is connected to the second longitudinal groove, and the other end extends toward the tire shoulder. The width of the side transverse groove is 9-11 mm, and the included angle between the two sides of the groove wall is 11°-13°.

8. The tire according to claim 7, characterized in that, The adjacent side transverse grooves define the tire shoulder tread blocks, and the adjacent tire shoulder tread blocks are connected by reinforcing ribs provided in the side transverse grooves.

9. The tire according to claim 8, characterized in that, The tire shoulder tread block is also provided with a side transverse fine groove and a circumferential fine groove connected to the side transverse fine groove; the depth of the side transverse fine groove is 2-3mm and the width is 0.6-1.5mm.

10. The tire according to claim 1, characterized in that, An intermediate patterned block is defined between the longitudinal groove and the transverse groove. A transversely arranged steel sheet is provided on the intermediate patterned block. The width of the steel sheet is 0.6-0.8 mm, and the depth is 1 / 2-4 / 5 of the depth of the longitudinal groove.

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