A noise reduction sipe for a tire tread pattern, a tire tread pattern, and a tire

Abstract

The utility model provides a kind of tire tread pattern's noise reduction pattern groove and tire tread pattern and tire, by limiting the width and depth ratio of pattern groove bottom and bottom upper end connecting section, a1 / a2 range is generally taken 0.5-0.8;B1 / B2 range is generally taken 1.1-1.9, to play the effect of noise reduction, if the ratio is too large, cause service life to drop, if the ratio is too small, cannot play the effect of noise reduction.

Description

Technical Field

[0001] This utility model relates to tire tread patterns, and more particularly to a noise-reducing tread groove and tire tread pattern, which is especially suitable for use in all wheel positions of electric buses. Background Technology

[0002] With the development of public transportation, urban roads are increasingly interconnected, while rural roads are often narrow, hindering the rapid passage of two vehicles and leading to more frequent braking and turning. Therefore, tires for electric buses need to prioritize noise pollution, energy efficiency, and protection against uneven wear. Since electric buses have no engine noise, tire noise is more easily perceived by users, making low-noise design crucial for enhancing customer experience. Research shows that when vehicle speeds exceed 60 km / h, tire tread noise becomes the primary source of vehicle noise, accounting for over 30%. Regulations on vehicle noise are becoming increasingly stringent in various countries, further driving the tire industry to optimize noise reduction designs. Simultaneously, global focus on carbon emissions and fuel efficiency is pushing tires towards lower rolling resistance and superior fuel economy. Developing tires that meet the requirements for low noise, low rolling resistance, superior fuel economy, and protection against uneven wear is imperative for tire manufacturers.

[0003] The existing electric bus tire EP3498496A1 does not have good anti-wear performance, and its noise reduction needs to be improved. Utility Model Content

[0004] To address the aforementioned issues, this invention provides a noise-reducing tread groove, tire tread pattern, and tire itself, which can reduce noise; it is particularly suitable for use on all wheel positions of electric buses.

[0005] The purpose of this utility model is achieved in the following manner: a noise-reducing tread groove for a tire tread pattern, wherein the tread groove has a wide bottom and a narrower upper connecting section on the transverse cross-section, and has one of the following structures: (1) The upper bottom connecting segment is a vertical segment I, and the bottom is an arc I. The vertical segment I and the arc I are connected by a rounded corner. The maximum width of the bottom arc I is b1, and the length dimension in the depth direction is a1. The width of the vertical segment I is b2, and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.8; the ratio of b1 to b2 is 1.1-1.9. (2) The upper bottom connecting section is vertical section I, and the bottom is vertical section II. The connection between vertical section I and vertical section II, as well as the corners at the bottom and top of vertical section II, are all transitioned by rounded corners. The width of the bottom vertical section II is b1, and its length in the depth direction is a1. The width of vertical section I is b2, and its length in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.8; the ratio of b1 to b2 is 1.1-1.9. (3) The upper bottom connecting section is vertical section I, and the bottom is an enlarged inclined line section. The connection between vertical section I and the enlarged inclined line section, as well as the corner of the bottom of the enlarged inclined line section, are all transitioned by rounded corners. The maximum width of the enlarged inclined line section is b1, and its length in the depth direction is a1. The width of vertical section I is b2, and its length in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.8; the ratio of b1 to b2 is 1.1-1.9. (4) The upper bottom connecting segment is a vertical segment I, and the bottom is an equilateral trapezoidal segment that is wider at the top and narrower at the bottom. The connection between the vertical segment I and the equilateral trapezoidal segment, as well as the corners at the bottom and top of the equilateral trapezoidal segment, are all transitioned by rounded corners. The maximum width of the equilateral trapezoidal segment is b1, and its length in the depth direction is a1. The width of the vertical segment I is b2, and its length in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.8; the ratio of b1 to b2 is 1.1-1.9. (5) The upper bottom connecting section is vertical section I, the bottom is vertical section III and the gradually narrowing section connecting the lower part of vertical section III. The connection between vertical section I and vertical section III, the connection between vertical section III and the gradually narrowing section, the upper corner of vertical section III and the lower corner of the gradually narrowing section are all transitioned by rounded corners. The maximum width of vertical section III and the gradually narrowing section is b1, and the length dimension in the depth direction is a1. The width of vertical section I is b2, and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.8; the ratio of b1 to b2 is 1.1-1.9. The bottom of the vertical segment II, the sloping line expansion segment, the equilateral trapezoidal segment, and the gradually narrowing segment are all arc-shaped.

[0006] The bottom of the vertical segment II, the sloping line expansion segment, the equilateral trapezoidal segment, and the gradually narrowing segment are all rounded.

[0007] The width of the groove gradually increases outwards from the upper end, forming a trumpet shape.

[0008] A tire tread pattern includes tread strips and tread grooves arranged along the circumference of the tire. The tread grooves consist of two narrower intermediate tread grooves and two wider shoulder tread grooves. The width ratio of the shoulder tread grooves to the intermediate tread grooves is 1.5-2.5:1. The tread grooves are the noise-reducing tread grooves described above.

[0009] The shoulder tread grooves are wide and zigzag; the tread and shoulder are sealed, and the product's running surface width reaches more than 240mm.

[0010] The tire tread section has two lengths, long and short, and the long and short sections are arranged irregularly. The tread pattern is either non-directional or bidirectional, and the tread pattern is symmetrical at the center.

[0011] Each pattern strip has at least three oblique grooves; the oblique grooves on the same pattern strip along the circumference are arranged in parallel.

[0012] A tire, wherein the tire tread pattern includes tread grooves arranged along the circumference of the tire, the tread grooves being the noise-reducing tread grooves described above.

[0013] Compared with the prior art, this utility model provides a noise-reducing tread groove for tire tread patterns, as well as a tire tread pattern and a tire. By limiting the width and depth ratio of the bottom and the upper end connecting section of the tread groove, a1 / a2 is generally taken as 0.5-0.8; b1 / b2 is generally taken as 1.1-1.9, thereby achieving a noise reduction effect. If the ratio is too large, it will reduce the service life; if the ratio is too small, it will not achieve a noise reduction effect. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this utility model.

[0015] Figure 2A This is a cross-sectional schematic diagram of the patterned groove, especially the middle patterned groove, of this utility model; Figure 2B This is a cross-sectional schematic diagram of the patterned groove, especially the middle patterned groove, of this utility model; Figure 2C This is a cross-sectional schematic diagram of the patterned groove, especially the middle patterned groove, of this utility model; Figure 2D This is a cross-sectional schematic diagram of the patterned groove, especially the middle patterned groove, of this utility model; Figure 2E This is a cross-sectional schematic diagram of the patterned groove, especially the middle patterned groove, of this utility model; Figure 2F This is a cross-sectional schematic diagram of the patterned groove, especially the middle patterned groove, of this utility model.

[0016] Figure 3 This is a schematic diagram of a type of oblique trench.

[0017] Figure 4 It is the tread pattern in existing technology.

[0018] Among them, tread strip 1, tread groove 2, vertical section I 20, arc I 21, vertical section II 22, inclined line enlargement section 23, equilateral trapezoidal section 24, vertical section III 25, gradually shrinking section 26, oblique groove 3, oblique groove I 31, shoulder oblique groove 32, oblique groove II 33, oblique groove III 34, oblique groove 4, oblique groove I 40, oblique groove II 41, oblique groove III 42, straight connecting groove 5, crown tread strip 6, shoulder tread strip 7, circular groove 70, shoulder tread groove 8, and middle tread groove 9. Detailed Implementation

[0019] The present invention will now be described in detail with reference to specific embodiments. It should be noted that these embodiments are only used to further illustrate the present invention and should not be construed as limiting the scope of protection of the present invention. Those skilled in the art can make some non-essential improvements and adjustments based on the above description of the present invention.

[0020] like Figures 1-3 As shown, a tire tread pattern includes tread strips 1 and tread grooves 2 arranged along the circumference of the tire. Each tread strip 1 has at least three oblique grooves 3. Each oblique groove 3 includes parallel oblique grooves 4, and adjacent parallel oblique grooves are spaced apart in the length direction. Adjacent parallel oblique grooves 4 are connected to opposite ends by straight connecting grooves 5. At least one end of the oblique groove 3 is connected to the tread groove through the oblique groove 4. The oblique grooves 3 on the same tread strip arranged along the circumference are arranged in parallel.

[0021] By setting oblique grooves on the tread strip 1, airflow is transmitted to both sides, thereby reducing noise energy. The tread strip has at least three oblique grooves, which ensures tire traction, provides handling performance, prevents uneven tire wear, and reduces noise. In this application, the oblique grooves are designed as a vine-like bionic structure—each oblique groove includes parallel oblique slots, and adjacent parallel oblique slots are spaced apart along their length. Adjacent parallel oblique slots are connected at opposite ends by straight connecting slots. At least one end of each oblique groove is connected to the tread groove. Through multiple bending, tread noise is reduced while improving the tensile and torsional strength of the tread strip, achieving low noise and strong adhesion.

[0022] The parallel inclined groove 4 is composed of inclined groove I 40 and inclined groove II 41. At least one end of the inclined groove 3 is connected to the patterned groove 2 through inclined groove I 40. The distance between inclined groove I 40 and inclined groove II 41 in the vertical direction is h1, the straight-line distance between the two ends of the inclined groove 3 is L1, and the physical length formed along the bending path between the two ends of the inclined groove 3 is l1. The value of L1 / l1 ranges from 0.9 to 1, and the value of h1 / L1 ranges from 0.05 to 0.1.

[0023] The parallel inclined groove 4 is composed of inclined groove I 40, inclined groove II 41, and inclined groove III 42. At least one end of the inclined groove 3 is connected to the patterned groove 2 through inclined groove I 40. The ends of inclined groove II 41 and inclined groove III 42 in the length direction are connected to the inclined grooves by straight connecting grooves 5. The inclined grooves connected to the ends of inclined groove II 41 and inclined groove III 42 in the length direction are inclined groove I 40. The distance between inclined groove I 40 and inclined groove II 41 in the vertical direction is h1, the distance between inclined groove I 40 and inclined groove III 42 in the vertical direction is h2, the straight distance between the two ends of the inclined groove 3 is L1, and the physical length formed along the bending path between the two ends of the inclined groove 3 is l1. The value of L1 / l1 ranges from 0.9 to 1, the value of h1 / L1 ranges from 0.05 to 0.1, and the value of h2 / L1 ranges from 0.05 to 0.1.

[0024] Preferably, the two ends of the inclined groove I 40 are connected to the inclined groove via straight connecting grooves. One end of the inclined groove I 40 is connected to the inclined groove II 41 via a straight connecting groove, and the other end of the inclined groove I is connected to the inclined groove III 42 via a straight connecting groove. The inclined groove II 41 and the inclined groove III 42 have the same length and width, and h1 and h2 are equal.

[0025] Tread pattern 1 includes crown tread pattern 6 and shoulder tread pattern 7. The tread groove on the inner side of shoulder tread pattern 7 is called shoulder tread groove 8. The oblique groove on crown tread pattern 6 is connected to the tread grooves on both sides of crown tread pattern 6, and the oblique groove 3 on shoulder tread pattern 7 is connected to shoulder tread groove 8. This structural design allows the tread grooves and oblique grooves of the tire tread pattern to be connected in both directions, which can reduce energy and thus reduce noise.

[0026] The oblique grooves on the tread pattern 6 are oblique grooves I31, with a width of 1-5mm. The depth of oblique groove I31 is greater than half the depth of tread groove 2 but less than the depth of the tread groove. The greater depth of oblique groove I31 ensures sufficient traction performance even in the later stages of tire use. The oblique groove I31 connects to the tread groove on the left and right sides, which improves the tire's water drainage and air exhaust performance, ensuring good grip on wet and slippery roads.

[0027] The two ends of the oblique groove I31 are connected to the patterned groove 2 through different oblique grooves I40 located on the same straight line.

[0028] The oblique groove on the shoulder tread 7 is the shoulder oblique groove 32. One end of the shoulder oblique groove 32 is connected to the shoulder tread groove through the oblique groove I 40, and the other end is located on the shoulder tread and connected to the circular groove 70.

[0029] The length and width of the oblique grooves I 40, II 41, and III 42 of the shoulder oblique groove 32, as well as the distance between oblique groove I 40 and oblique groove II 41 and oblique groove III 42 in the vertical direction, may be the same or different.

[0030] The zigzag oblique grooves 32 on the shoulder tread slab 7 include oblique grooves II 33 and III 34. Oblique grooves II 33 and III 34 are alternately arranged on the same shoulder tread slab. The length of oblique groove II 33 is greater than that of oblique groove III 34. The two grooves run in the same direction or are parallel. This structural design can not only prevent uneven tire wear, but also reduce noise.

[0031] The width of oblique grooves II33 and III34 is 1-5mm, and their depth is less than half the depth of the tread grooves. The diameter of the circular groove 70 is greater than the width of oblique grooves II33 and III34, generally between 2-5mm. The shallow depth of oblique grooves II33 and III34 provides some driving and handling performance in the early stages of tire use. They also complement the oblique grooves on the tread blocks, creating a more harmonious transition and a more aesthetically pleasing appearance.

[0032] All two tread grooves are zigzag grooves, which improve the tire's driving performance and passability.

[0033] Since all tread grooves 2 are zigzag grooves, there are recesses in the tread strips, and these recesses connect to oblique grooves on the tread strips. The length of oblique groove II 33 is greater than that of oblique groove III 34, and the shoulder tread groove connects to the recesses in the shoulder tread strips via oblique groove III 34.

[0034] The pattern groove consists of two narrower central pattern grooves 9 and two wider shoulder pattern grooves 8.

[0035] The middle tread groove 9 is a zigzag groove, which can maximize the tread saturation of the tire while ensuring good driving performance, thereby increasing tire mileage.

[0036] By adjusting the number, width, and depth of the zigzag grooves on the tire tread, it can be adapted to more usage scenarios, such as city buses and long-distance tour buses.

[0037] The central groove exhibits a wide bottom and a narrower upper connecting section on the transverse cross-section, which can be one of the following scenarios: (1) The upper bottom connecting section is a vertical section I20, and the bottom is an arc I21. The vertical section I20 and the arc I21 are connected by a rounded corner. The maximum width of the bottom arc I21 is b1, and the length dimension in the depth direction is a1. The width of the vertical section I is b2, and the length dimension in the depth direction is a2. The range of a1 / a2 is generally 0.5-0.8; the range of b1 / b2 is generally 1.1-1.9; thus achieving a noise reduction effect. If the ratio is too large, it will reduce the service life. If the ratio is too small, it will not achieve a noise reduction effect. Figure 2A ; (2) The upper bottom connecting section is vertical section I20, and the bottom is vertical section II22. The connection between vertical section I20 and vertical section II22, as well as the corners at the bottom and top of vertical section II, are all transitioned by rounded corners. The width of the bottom vertical section II is b1, and its length in the depth direction is a1. The width of vertical section I is b2, and its length in the depth direction is a2. The ratio of a1 / a2 is generally 0.5-0.8; the ratio of b1 / b2 is generally 1.1-1.9; thus achieving a noise reduction effect; such as Figure 2B ; (3) The upper bottom connecting section is a vertical section I20, and the bottom is an enlarged inclined line section 23. The connection between the vertical section I20 and the enlarged inclined line section 23, as well as the corners at the bottom of the enlarged inclined line section, are all rounded. The maximum width of the enlarged inclined line section is b1, and its length in the depth direction is a1. The width of the vertical section I is b2, and its length in the depth direction is a2. The ratio of a1 / a2 is generally 0.5-0.8; the ratio of b1 / b2 is generally 1.1-1.9. This achieves a noise reduction effect. Figure 2C ; (4) The upper bottom connecting section is a vertical section I20, and the bottom is an equilateral trapezoidal section 24 that is wider at the top and narrower at the bottom. The connection between the vertical section I20 and the equilateral trapezoidal section 24, as well as the corners at the bottom and top of the equilateral trapezoidal section, are all transitioned by rounded corners. The maximum width of the equilateral trapezoidal section is b1, and its length in the depth direction is a1. The width of the vertical section I is b2, and its length in the depth direction is a2. The range of a1 / a2 is generally 0.5-0.8; the range of b1 / b2 is generally 1.1-1.9; thus achieving a noise reduction effect; such as Figure 2D ; (5) The upper bottom connecting section is vertical section I20, the bottom is vertical section III25 and the gradually narrowing section 26 connecting the lower part of vertical section III25. The connection between vertical section I20 and vertical section III25, the connection between vertical section III25 and gradually narrowing section 26, the upper corner of vertical section III25 and the lower corner of gradually narrowing section 26 are all transitioned by rounded corners. The maximum width of vertical section III25 and gradually narrowing section 26 is b1, and the length dimension in the depth direction is a1. The width of vertical section I is b2, and the length dimension in the depth direction is a2. The range of a1 / a2 is generally 0.5-0.8; the range of b1 / b2 is generally 1.1-1.9; thus achieving a noise reduction effect. Figure 2E .

[0038] The bottom of the vertical segment II 22, the enlarged inclined line segment 23, the equilateral trapezoidal segment 24, and the gradually narrowing segment 26 is an arc-shaped bottom, preferably a rounded bottom. For example... Figure 2F .

[0039] As shown in the cross-sectional view of Figure 2, in the depth direction, the central tread groove 9 adopts a dumbbell-shaped design, narrow in the middle and wide at both ends. Under pressure, the central tread groove can close, effectively making the center of the tire crown a single piece, which can reduce the deformation of the tire tread pattern to a certain extent, reducing tire heat generation and rolling resistance. The width of the central tread groove 9 gradually increases outward from the upper end, forming a trumpet shape, which can provide a certain degree of anti-stone trapping function; the bottom of the central tread groove is an arc, and the diameter of the arc is larger than the width of the connecting section at the bottom, reducing stress concentration at the bottom of the groove.

[0040] The ratio of b1 to b2 is greater than 1.2:1 and less than 1.7:1, thus achieving a good noise reduction effect.

[0041] The width of the central pattern groove is relatively narrow, ranging from 1 to 5 mm.

[0042] The shoulder groove can also be designed to reduce noise, similar to the middle groove mentioned above.

[0043] The shoulder groove 8 is a wider, zigzag groove, with a width ratio of 1.5-2.5:1 to the middle groove 9. The bottom of the groove is designed with full rounded corners, which can reduce stress concentration at the bottom of the groove.

[0044] The shoulder groove 8 and the middle groove 9 have the same depth.

[0045] The tire features a closed shoulder design, resulting in a tread width exceeding 240mm. Compared to the standard 275mm width for this specification, this tread width is essentially at the upper limit of acceptable limits. The depth of the diagonal grooves I and II on the shoulder tread pattern is 1.5-3mm. Such shallow depth would reduce tire mileage; therefore, the increased tread width ensures optimal mileage performance. Simultaneously, the shallow tread depth, combined with the closed shoulder design, prevents excessive heat generation and maintains tire lifespan. The overall shallow tread depth, widened tread width, and closed shoulder design ensure both mileage and reduced rolling resistance, thereby improving fuel economy and overall operating costs.

[0046] Tire tread sections have both long and short lengths, which disrupts the noise frequency distribution and prevents the superposition and resonance of single-frequency sound waves generated by the tire at high speeds, thereby reducing the perceptible noise level. The irregular arrangement of long and short sections further disrupts the noise frequency distribution, thus reducing the perceptible noise level.

[0047] Overall, the variable pitch and irregular arrangement design of the tire can minimize tire noise at high speeds; the high saturation design of the tread pattern can reduce tire rolling resistance while ensuring tire driving performance, thereby reducing overall vehicle fuel consumption.

[0048] The tread pattern is either non-directional or bidirectional, and the tread pattern is symmetrical at the center.

[0049] compared to Figure 4 The existing tire tread patterns have a measured noise level as high as 73dB, while the tire tread pattern of this application has a lower tire noise level, reaching 71dB, and the measured noise level is significantly reduced.

[0050] This utility model provides a tire tread pattern suitable for urban electric buses; suitable for driving on ordinary and high-quality roads; with low tire noise, reaching 71dB; with excellent driving performance and passability; fewer tread stripes, resulting in lower heat generation and rolling resistance; a more aesthetically pleasing design with staggered, zigzag oblique grooves on the shoulder; and a widened tread with high saturation design to ensure superior single-trip mileage performance.

[0051] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. It should be noted that for those skilled in the art and any person skilled in the art, any equivalent substitutions or changes made based on the technical solution and utility model concept of the present utility model without departing from the overall concept of the present utility model, as well as any changes and improvements made, should also be considered within the protection scope of the present utility model.

Claims

1. A noise-reducing tread groove for a tire, characterized in that: The patterned groove (2) has a wide bottom width and a narrower width at the upper bottom connecting section in the transverse section, and is one of the following structures: (1) The upper bottom connecting segment is a vertical segment I (20), and the bottom is an arc I (21). The vertical segment I (20) and the arc I (21) are connected by a rounded corner. The maximum width of the bottom arc I (21) is b1, and the length dimension in the depth direction is a1. The width of the vertical segment I is b2, and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.

8. b1:b2 is 1.1-1.9; (2) The upper bottom connecting section is vertical section I (20), and the bottom is vertical section II (22). The connection between vertical section I (20) and vertical section II (22) and the corners of the bottom and top of vertical section II are all rounded. The width of the bottom vertical section II is b1 and the length dimension in the depth direction is a1. The width of vertical section I is b2 and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.

8. b1:b2 is 1.1-1.9; (3) The upper bottom connecting section is vertical section I (20), and the bottom is inclined line expansion section (23). The connection between vertical section I (20) and inclined line expansion section (23) and the corner of the bottom of inclined line expansion section are all rounded. The maximum width of inclined line expansion section is b1, and the length dimension in the depth direction is a1. The width of vertical section I is b2, and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.

8. b1:b2 is 1.1-1.9; (4) The bottom upper end connecting segment is vertical segment I (20), and the bottom is an equilateral trapezoidal segment (24) that is wider at the top and narrower at the bottom. The connection between vertical segment I (20) and equilateral trapezoidal segment (24) and the corners of the bottom and top of the equilateral trapezoidal segment are all transitioned by rounded corners. The maximum width of the equilateral trapezoidal segment is b1, and the length dimension in the depth direction is a1. The width of vertical segment I is b2, and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.

8. b1:b2 is 1.1-1.9; (5) The upper bottom connecting section is vertical section I (20), the bottom is vertical section III (25) and the gradually narrowing section (26) connecting the lower part of vertical section III (25). The connection between vertical section I (20) and vertical section III (25), the connection between vertical section III (25) and gradually narrowing section (26), the upper corner of vertical section III (25) and the lower corner of gradually narrowing section (26) are all transitioned by rounded corners. The maximum width of vertical section III (25) and gradually narrowing section (26) is b1, and the length dimension in the depth direction is a1. The width of vertical section I is b2, and the length dimension in the depth direction is a2. The ratio of a1 to a2 is 0.5-0.

8. b1:b2 is 1.1-1.

9.

2. The noise-reducing tread groove of the tire tread pattern according to claim 1, characterized in that: The bottom of the vertical segment II (22), the sloping line expansion segment (23), the equilateral trapezoidal segment (24), and the gradually shrinking segment (26) is an arc-shaped bottom.

3. The noise-reducing tread groove of the tire tread pattern according to claim 2, characterized in that: The bottom of the vertical segment II (22), the sloping line expansion segment (23), the equilateral trapezoidal segment (24), and the gradually shrinking segment (26) is a rounded bottom.

4. The noise-reducing tread groove of the tire tread pattern according to claim 1, characterized in that: The upper part of the groove (2) gradually increases in width outward, forming a trumpet shape.

5. A tire tread pattern, characterized in that: The tire tread pattern includes tread strips (1) and tread grooves (2) arranged along the tire circumference. The tread grooves consist of two narrower intermediate tread grooves (9) and two wider shoulder tread grooves (8). The width ratio of the shoulder tread grooves (8) to the intermediate tread grooves (9) is 1.5-2.5:

1. The tread groove (2) is the noise reduction tread groove as described in any one of claims 1-4.

6. The tire tread pattern according to claim 5, characterized in that: The shoulder tread groove (8) is a relatively wide zigzag tread groove; the tread shoulder is a sealed shoulder design, and the product's driving surface width reaches more than 240mm.

7. The tire tread pattern according to claim 5, characterized in that: Tire tread sections have two lengths, long and short, and the long and short sections are arranged irregularly.

8. The tire tread pattern according to claim 5, characterized in that: The tread pattern is either non-directional or bidirectional, and the tread pattern is symmetrical at the center.

9. The tire tread pattern according to claim 5, characterized in that: Each pattern strip (1) has at least three oblique grooves (3); the oblique grooves (3) on the same pattern strip along the circumference are arranged in parallel.

10. A tire, characterized in that: The tire tread pattern includes tread grooves arranged along the circumference of the tire, and the tread grooves are the noise reduction tread grooves as described in any one of claims 1-4.

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