tire

Abstract

This invention provides a tire with a tread pattern on its tread surface. The elastic structure of the tread pattern is disposed within longitudinal grooves to limit and stop any foreign objects entering the longitudinal grooves. A connecting groove is provided on the tread portion to connect two adjacent longitudinal grooves. The connecting groove includes two interconnected first connecting grooves and a second connecting groove. The first connecting groove communicates with the longitudinal grooves, and the second connecting groove is located between the two first connecting grooves. The depth H1 of the first connecting groove is greater than the depth H2 of the second connecting groove. Along the depth direction of the first connecting groove, the first connecting groove includes interconnected first and second groove segments. The first groove segment is positioned closer to the tread than the second groove segment, and the width W1 of the first groove segment is greater than the width W2 of the second groove segment. This invention effectively solves the problem of short service life of heavy-duty truck tires in the prior art.

Description

Technical Field

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

[0002] Currently, compared to traditional passenger car tires, truck tires have a wider range of driving scenarios, especially since they are frequently driven on mixed road conditions combining paved and unpaved roads. A major characteristic of mixed road conditions is the presence of many stones or sharp objects on the road surface. These stones or sharp objects can puncture the tread and tread grooves early in the tire's lifespan. For trucks, which bear a greater weight, the tread grooves will undergo periodic deformation as the tire rolls and compresses the road surface. This deformation is more pronounced than that of traditional passenger car tires. This repeated rotation causes the tread grooves to flex and flex repeatedly. When the flexing deformation reaches the fatigue threshold of the rubber compound, the small punctures caused by stones or sharp objects will develop into cracks, and eventually into fissures (tread groove cracks), severely affecting the tire's lifespan.

[0003] In addition, the tread rubber of heavy-duty truck tires wears faster than usual. While increasing the groove depth can theoretically extend the tire's lifespan, excessive depth can lead to insufficient rigidity of the tread blocks, further increasing the wear rate of the tread rubber and even causing uneven wear or chipping of the tread blocks, thus reducing the tire's lifespan. If the groove depth design of traditional passenger car tires is adopted, its lifespan is also unsatisfactory.

[0004] It is evident that effectively extending the service life of heavy-duty truck tires is a pressing technical issue that needs to be addressed. Utility Model Content

[0005] The main objective of this invention is to provide a tire that solves the problem of short service life of heavy-duty truck tires in the prior art.

[0006] To achieve the above objectives, this utility model provides a tire with a tread pattern structure on its tread surface. The tread pattern structure includes: longitudinal grooves extending circumferentially along the tire, with multiple longitudinal grooves spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions and a crown tread portion located between the two shoulder tread portions; an elastic structure disposed within the longitudinal grooves to limit and stop foreign objects entering the longitudinal grooves; and a connecting groove disposed on the crown tread portion to connect two adjacent longitudinal grooves. The connecting groove includes two interconnected first connecting grooves and a second connecting groove. The first connecting groove is connected to the longitudinal grooves, and the second connecting groove is located between the two first connecting grooves. The depth H1 of the first connecting groove is greater than the depth H2 of the second connecting groove. Along the depth direction of the first connecting groove, the first connecting groove includes interconnected first groove segments and second groove segments. The first groove segment is positioned closer to the tread than the second groove segment, and the width W1 of the first groove segment is greater than the width W2 of the second groove segment.

[0007] Furthermore, the second connecting groove includes a first sub-connecting groove, a second sub-connecting groove, and a third sub-connecting groove that are interconnected. The second sub-connecting groove is located between the first sub-connecting groove and the third sub-connecting groove. The ends of the first sub-connecting groove and the third sub-connecting groove that are away from each other are respectively connected to the two first connecting grooves. The depths H21 of the first sub-connecting groove, H22 of the second sub-connecting groove, and H23 of the third sub-connecting groove satisfy the following relationship: H21 > H22, H23 > H22.

[0008] Furthermore, the connecting trench includes a first sub-connecting segment, a second sub-connecting segment, a third sub-connecting segment, and an arc-shaped segment that are interconnected. The second sub-connecting segment is located between the first and third sub-connecting segments. The ends of the first and third sub-connecting segments that are away from each other are connected to the longitudinal trench. The first sub-connecting segment is connected to the second sub-connecting segment through an arc-shaped segment, and the second sub-connecting segment is connected to the third sub-connecting segment through another arc-shaped segment. The first and second sub-connecting segments are set at a first included angle A1, and the second and third sub-connecting segments are set at a second included angle A2.

[0009] Furthermore, the tire tread pattern consists of multiple sections, each with multiple interconnected grooves, which are spaced apart along the circumference of the tire.

[0010] Furthermore, the multiple tread patterns include a central tread pattern, at least a portion of which coincides with the center surface S of the tire. The tread structure also includes a tread group disposed on the central tread pattern and located between two adjacent connected grooves. The tread group includes multiple lateral grooves, which are spaced apart along the width direction of the tire to form a structural reinforcement through the central tread pattern between two adjacent lateral grooves.

[0011] Furthermore, one end of the transverse groove is connected to the longitudinal groove located on one side of the central patterned portion, and the other end of the transverse groove is at a predetermined distance from the longitudinal groove located on the other side of the central patterned portion; wherein, along the direction from one end of the transverse groove connected to the longitudinal groove to the other end, the transverse groove has multiple sub-groove segments with gradually increasing depth.

[0012] Furthermore, the sub-groove segment connected with the longitudinal groove is called the connecting segment. Along the depth direction of the connecting segment, the connecting segment includes a third groove segment and a fourth groove segment that are interconnected. The third groove segment is located away from the tread relative to the fourth groove segment, and the width of the third groove segment is smaller than the width of the fourth groove segment.

[0013] Furthermore, the bottom of the longitudinal groove is an arc-shaped surface, and the distance between the two walls of the longitudinal groove gradually decreases along the direction from the opening of the longitudinal groove to its bottom; and / or, an elastic structure is provided on the bottom of the longitudinal groove, and a chamfer is provided at the connection between the elastic structure and the inner wall of the longitudinal groove; wherein, the elastic structure is in the shape of a frustum or a truncated cone, and the cross-sectional area of ​​the elastic structure gradually decreases along the direction away from the bottom of the groove.

[0014] Furthermore, there are multiple elastic structures, which are spaced apart along the circumference of the tire; wherein, the minimum gap value L between two adjacent elastic structures satisfies: 1mm≤L≤2mm.

[0015] Furthermore, the multiple tread patterns also include side tread patterns, which are located between the central tread pattern and the shoulder tread pattern. The tread structure also includes an anti-slip tread group, which is disposed on the side tread patterns to increase the coefficient of friction between the tire tread and the driving surface. The anti-slip tread group includes multiple strip-shaped protrusions, which are spaced apart along the circumference of the tire.

[0016] Applying the technical solution of this utility model, the tire tread is provided with a tread structure. The longitudinal grooves of the tread structure extend along the circumference of the tire, and multiple longitudinal grooves are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions and a crown tread portion located between the two shoulder tread portions. An elastic structure is provided in the longitudinal grooves to limit and stop the inner wall of the longitudinal grooves and foreign objects entering the longitudinal grooves. A connecting groove is provided on the crown tread portion to connect two adjacent longitudinal grooves. The connecting groove includes two interconnected first connecting grooves and a second connecting groove. The first connecting groove is connected to the longitudinal grooves, and the second connecting groove is located between the two first connecting grooves. The depth H1 of the first connecting groove is greater than the depth H2 of the second connecting groove. Along the depth direction of the first connecting groove, the first connecting groove includes an interconnected first groove segment and a second groove segment. The first groove segment is located closer to the tread than the second groove segment, and the width W1 of the first groove segment is greater than the width W2 of the second groove segment. Thus, firstly, this application incorporates an elastic structure within the longitudinal grooves. This elastic structure serves two purposes: firstly, it limits and stops foreign objects such as stones entering the longitudinal grooves, preventing direct contact between these objects and the bottom of the grooves, thereby avoiding potential punctures; secondly, it limits and stops the objects against the groove walls, reducing the degree of bending deformation during tread compression and thus lowering the likelihood of groove cracking. Simultaneously, the connecting grooves located at the core contact area (tread pattern) between the tread and the road surface employ a variable depth design. This ensures sufficient rigidity in the tread pattern to reduce the probability of tread block breakage or fracture, while maintaining the grooves (the deeper first connecting groove) even after tread wear, preserving tread grip performance. Furthermore, the deeper first connecting groove further employs a variable width design. During tread wear, the narrower second groove segment helps increase the rigidity of the thinning tread, further enhancing tread rigidity during later tire use and maintaining tread grip performance. It is evident that this application, through the aforementioned design, can comprehensively improve the service life of tires, thereby solving the problem of the short service life of heavy-duty truck tires in the prior art. Attached Figure Description

[0017] 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:

[0018] Figure 1 A partial tread structure schematic diagram of an embodiment of a tire according to the present invention is shown;

[0019] Figure 2 It shows Figure 1 A cross-sectional view of the local tread structure at point aa;

[0020] Figure 3 It shows Figure 1 A cross-sectional view of the bb section of the local tread structure;

[0021] Figure 4 It shows Figure 1 A cross-sectional view of the partial tread structure at point cc;

[0022] Figure 5 It shows Figure 1 A partial sectional view of the tire.

[0023] The above figures include the following reference numerals:

[0024] 10. Longitudinal trenches;

[0025] 20. Tire shoulder pattern area;

[0026] 30. Crown pattern area; 31. Central pattern area; 32. Side pattern areas;

[0027] 40. Elastic structure; 41. Chamfer;

[0028] 50. Connecting trench; 51. First connecting trench; 511. First trench segment; 512. Second trench segment; 52. Second connecting trench; 521. First sub-connecting trench; 522. Second sub-connecting trench; 523. Third sub-connecting trench; 53. First sub-connecting segment; 54. Second sub-connecting segment; 55. Third sub-connecting segment; 56. Arc-shaped segment;

[0029] 60. Pattern group; 61. Horizontal groove; 62. Sub-groove segment; 63. Connecting segment; 631. Third groove segment; 632. Fourth groove segment; 64. Structural reinforcement; 70. Anti-slip pattern group; 80. Strip-shaped recess; 90. Chamfer. Detailed Implementation

[0030] 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.

[0031] 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.

[0032] 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.

[0033] To address the problem of short service life of heavy-duty truck tires in the prior art, this application provides a tire.

[0034] like Figures 1 to 5 As shown, the tire tread has a tread pattern, including longitudinal grooves, an elastic structure 40, and connecting grooves 50. The longitudinal grooves 10 extend circumferentially along the tire, and there are multiple longitudinal grooves 10. These multiple longitudinal grooves 10 are spaced apart along the width of the tire to divide the tread into two shoulder tread portions 20 and a crown tread portion 30 located between the two shoulder tread portions 20. The elastic structure 40 is disposed within the longitudinal grooves 10 to limit and stop foreign objects entering the longitudinal grooves 10 from entering the longitudinal grooves 10. The connecting grooves 50 are disposed on the crown tread portion 30 to connect two adjacent longitudinal grooves 10. The connecting groove 50 includes two interconnected first connecting grooves 51 and second connecting grooves 52. The first connecting groove 51 is connected to the longitudinal groove 10, and the second connecting groove 52 is located between the two first connecting grooves 51. The depth H1 of the first connecting groove 51 is greater than the depth H2 of the second connecting groove 52. Along the depth direction of the first connecting groove 51, the first connecting groove 51 includes an interconnected first groove segment 511 and a second groove segment 512. The first groove segment 511 is located closer to the tread than the second groove segment 512, and the width W1 of the first groove segment 511 is greater than the width W2 of the second groove segment 512.

[0035] Using the technical solution of this embodiment, a tread pattern is provided on the tire tread. The longitudinal grooves 10 of the tread pattern extend along the circumference of the tire. Multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions 20 and a crown tread portion 30 located between the two shoulder tread portions 20. An elastic structure 40 is provided in the longitudinal grooves 10 to limit and stop the inner wall of the longitudinal grooves 10 and foreign objects entering the longitudinal grooves 10. A connecting groove 50 is provided on the crown tread portion 30 to connect two adjacent longitudinal grooves 10. The connecting groove 50 includes two interconnected first connecting grooves 51 and second connecting grooves 52. The first connecting groove 51 is connected to the longitudinal groove 10, and the second connecting groove 52 is located between the two first connecting grooves 51. The depth H1 of the first connecting groove 51 is greater than the depth H2 of the second connecting groove 52. Along the depth direction of the first connecting groove 51, the first connecting groove 51 includes an interconnected first groove segment 511 and a second groove segment 512. The first groove segment 511 is located closer to the tread than the second groove segment 512, and the width W1 of the first groove segment 511 is greater than the width W2 of the second groove segment 512. Thus, firstly, in this embodiment, an elastic structure 40 is provided inside the longitudinal groove 10. The elastic structure 40 can, on the one hand, limit and stop foreign objects such as stones entering the longitudinal groove 10, preventing direct contact between these objects and the bottom of the groove 10, thereby avoiding the possibility of punctures. On the other hand, it can limit and stop the movement between the elastic structure 40 and the groove wall, reducing the degree of bending deformation during tread compression, thereby reducing the possibility of groove cracking. Simultaneously, the connecting groove 50 located at the core contact area (tread pattern 30) between the tread and the driving surface adopts a variable depth design. This ensures that the tread pattern 30 has sufficiently high rigidity to reduce the probability of tread block breakage or cracking, while also ensuring that the groove (the deeper first connecting groove 51) remains after tread wear, maintaining tread grip performance. Furthermore, the first connecting groove 51, which has a greater depth, adopts a variable width design. During tread wear, the narrower second groove segment 512 helps increase the rigidity of the thinning tread, further improving tread rigidity during later tire use and maintaining tread grip performance. Therefore, this embodiment, through the above-mentioned design, can comprehensively improve tire lifespan, thereby solving the problem of short lifespan of heavy-duty truck tires in the prior art.

[0036] It is understandable that the rigidity of the tread affects the degree to which the tread can deform. Greater rigidity means the tread is less prone to deformation and has a smaller interaction force with the road surface; conversely, lower rigidity means the tread is more prone to deformation and has a larger interaction force with the road surface (but if the rigidity is too low, the tread is more easily damaged under the influence of this interaction force). This results in greater grip, ensuring the tire has sufficiently high driving performance, braking performance, and anti-skid performance. In this embodiment, the connecting grooves 50 on the tread connect two adjacent longitudinal grooves 10 to serve a drainage function, while also balancing the tread rigidity to improve grip performance. Furthermore, as the tread wears down and becomes thinner and more deformed, it is more susceptible to deformation and damage. Therefore, in the later stages of tire use, the impact of the connecting grooves 50 on tread rigidity should be reduced to increase tread rigidity and avoid damage caused by insufficient tread rigidity.

[0037] Specifically, in this embodiment, the tire shoulder tread portion 20 does not have a long groove-like structure, ensuring that the rigidity of the tire shoulder tread portion 20 is large enough to cope with the huge lateral impact force generated when a heavy truck is turning. This not only improves the tire's anti-skid performance, but also helps to extend the service life of the tire shoulder tread portion 20.

[0038] In this embodiment, the longitudinal grooves 10 are four (four-line pattern) to improve the tire's guiding performance, anti-skid performance and braking performance (the guiding performance, anti-skid performance and braking performance are better than the traditional three-line pattern).

[0039] In this embodiment, each longitudinal groove 10 has multiple strip-shaped recesses 80 on both groove walls. One end of each strip-shaped recess 80 extends to the tread to form an opening (which can also be understood as a groove structure with one end connected to the longitudinal groove 10). The multiple strip-shaped recesses 80 are spaced apart along the circumference of the tire. In this way, the arrangement of the strip-shaped recesses 80 helps to further balance the rigidity of the tread portion that is not connected to the groove 50, so as to further ensure the tire's driving performance, braking performance, and anti-skid performance.

[0040] like Figure 1 and Figure 2As shown, the second connecting groove 52 includes a first sub-connecting groove 521, a second sub-connecting groove 522, and a third sub-connecting groove 523 that are interconnected. The second sub-connecting groove 522 is located between the first sub-connecting groove 521 and the third sub-connecting groove 523. The ends of the first sub-connecting groove 521 and the third sub-connecting groove 523 that are away from each other are respectively connected to two first connecting grooves 51. The depths H21 of the first sub-connecting groove 521, H22 of the second sub-connecting groove 522, and H23 of the third sub-connecting groove 523 satisfy the following conditions: H21 > H22, H23 > H22. In this way, the second connecting groove 52 adopts a variable depth design, which makes the rigidity of the tread pattern 30 gradually increase from its sides to the middle position, and the transition is smoother. This ensures that the tire has sufficiently high driving performance, braking performance, and anti-skid performance, while further extending the service life of the tread pattern 30.

[0041] like Figure 1 As shown, the connecting groove 50 includes a first sub-connecting segment 53, a second sub-connecting segment 54, a third sub-connecting segment 55, and an arc-shaped segment 56 that are interconnected. The second sub-connecting segment 54 is located between the first sub-connecting segment 53 and the third sub-connecting segment 55. The ends of the first sub-connecting segments 53 and the third sub-connecting segments 55 that are away from each other are connected to the longitudinal groove 10. The first sub-connecting segment 53 is connected to the second sub-connecting segment 54 via an arc-shaped segment 56, and the second sub-connecting segment 54 is connected to the third sub-connecting segment 55 via another arc-shaped segment 56. The first sub-connecting segment 53 and the second sub-connecting segment 54 are set at a first included angle A1, and the second sub-connecting segment 54 and the third sub-connecting segment 55 are set at a second included angle A2. This arrangement achieves a tortuous design of the connecting groove 50 in its extending direction, ensuring rigidity balance in both the width and circumferential directions of the tread pattern 30, further improving the tread's grip performance and ensuring that the tire has sufficiently high driving performance, braking performance, and anti-skid performance.

[0042] It is understandable that the grooves extending along the tire width direction can achieve rigid balance in the circumferential direction of the tread pattern 30. That is, when the tread pattern 30 is compressed and deformed, the width of the grooves extending along the tire width direction becomes smaller, while the grooves extending along the circumferential direction of the tire can achieve rigid balance in the width of the tread pattern 30. That is, when the tread pattern 30 is compressed and deformed, the width of the grooves extending along the circumferential direction of the tire becomes smaller. In this embodiment, the tread pattern 30 is synchronously rigidly balanced in both the width and circumferential directions by using the interconnected grooves 50 with multiple bends.

[0043] In this embodiment, the connecting groove 50 is arranged in an approximately "Z" shape to improve the appearance of the tire tread.

[0044] In this embodiment, the connection between the connecting groove 50 and the longitudinal groove has a sharp apex due to the inclined setting of the connecting groove 50 (first sub-connecting segment 53, third sub-connecting segment 55). In order to avoid the sharp apex having too little structural strength and causing it to collapse or break off, a chamfer 90 is provided at the above position in this embodiment.

[0045] Optionally, the dimension of the cut angle 90 along the circumference of the tire is 1-2 mm, the dimension of the cut angle 90 along the width of the tire is 1-2 mm, and the maximum depth of the cut angle 90 is 4-6 mm.

[0046] like Figure 1 As shown, there are multiple tread patterns 30, and each tread pattern 30 is provided with multiple connecting grooves 50, which are spaced apart along the circumference of the tire. In this way, the above arrangement can provide a balanced rigidity of the tread patterns 30 in the circumference of the tire, so as to ensure that the tire has sufficiently high driving performance, braking performance and anti-skid performance.

[0047] like Figure 1 As shown, the plurality of tread patterns 30 include a central tread pattern 31, at least a portion of which coincides with the center surface S of the tire. The tread structure also includes a tread group 60, which is disposed on the central tread pattern 31 and located between two adjacent connected grooves 50. The tread group 60 includes a plurality of lateral grooves 61, which are spaced apart along the width direction of the tire, so that a structural reinforcement 64 is formed between the central tread pattern 31 between two adjacent lateral grooves 61. Thus, this embodiment has specifically designed the central tread pattern 31, that is, the structural reinforcement 64 makes the overall rigidity of the central tread pattern 31 greater than that of other tread patterns 30, and its positional arrangement enhances the straight-line driving stability of the tire.

[0048] In this embodiment, the central tread pattern 31 is symmetrically arranged about the center plane S of the tire.

[0049] In this embodiment, one end of the lateral groove 61 is connected to the longitudinal groove 10 located on one side of the central tread portion 31, and the other end of the lateral groove 61 is at a predetermined distance from the longitudinal groove 10 located on the other side of the central tread portion 31. Along the direction from the end of the lateral groove 61 connected to the longitudinal groove 10 to the other end, the lateral groove 61 has multiple sub-groove segments 62 with gradually increasing depths. Thus, the lateral groove 61 also adopts a variable depth design, which not only further ensures that the central tread portion 31 has sufficiently high rigidity and reduces the probability of tread block breakage and cracking, but also ensures that the lateral groove 61 (the deeper part) remains after the tread wears out, maintaining the tread's grip performance.

[0050] In this embodiment, there are two transverse grooves 61, which are respectively connected to the longitudinal grooves 10 located on both sides of the central tread portion 31, so that the structural reinforcement portion 64 is located in the middle of the central tread portion 31 along the tire width direction, further improving the straight-line driving ability of the central tread portion 31.

[0051] In this embodiment, the sub-groove segment 62 communicating with the longitudinal groove 10 is a connecting segment 63. Along the depth direction of the connecting segment 63, the connecting segment 63 includes a third groove segment 631 and a fourth groove segment 632 that are interconnected. The third groove segment 631 is located away from the tread relative to the fourth groove segment 632, and the width of the third groove segment 631 is smaller than the width of the fourth groove segment 632. Thus, in this embodiment, the connecting segment 63 actually adopts a variable width design similar to the first connecting groove 51. That is, during the tread wear process, the narrower third groove segment 631 helps to increase the rigidity of the thinning tread, thereby further improving the tread rigidity during the later use of the tire and maintaining the tread's grip performance.

[0052] like Figure 4 and Figure 5 As shown, the bottom of the longitudinal groove 10 is an arc-shaped surface, and the distance between the two groove walls of the longitudinal groove 10 gradually decreases along the direction from the opening of the longitudinal groove 10 to its bottom. In this way, the longitudinal groove 10 with a larger width can further improve its ability to cope with bending deformation by adopting the above-mentioned inclined groove wall design, effectively disperse stress, and reduce the probability of cracking at the bottom of the longitudinal groove 10.

[0053] like Figure 1 , Figure 4 and Figure 5 As shown, the elastic structure 40 is disposed on the bottom of the longitudinal groove 10, and a chamfer 41 is provided at the connection between the elastic structure 40 and the inner wall of the longitudinal groove 10. The elastic structure 40 is shaped like a frustum or a truncated cone, and its cross-sectional area gradually decreases in the direction away from the bottom of the groove. Thus, each sidewall of the elastic structure 40, based on an inclined surface design, has a rounded corner transition. The gap between adjacent elastic structures 40 and the bottom of the groove (between two adjacent elastic structures 40 and the elastic structure 40) gradually increases in the direction away from the bottom of the groove, reducing the space and frequency of punctures to the bottom of the groove, protecting it from damage. Under heavy load, the elastic structure 40 can prevent the groove walls from closing, reducing flexural deformation and suppressing tread cracking. The inclined sidewalls of the elastic structure 40, both with and without groove walls and the bottom of the groove, employ a rounded design to improve puncture resistance, reduce flexural deformation, suppress cracking, and comprehensively improve tire lifespan.

[0054] In this embodiment, the elastic structure 40 is a frustum structure.

[0055] Optionally, the height of the elastic structure 40 is 2.5mm-5.0mm to match the depth of the longitudinal groove 10, which avoids wasting rubber material and reduces the possibility of being punctured, effectively improving the reliability of the elastic structure 40.

[0056] Optionally, the top surface width of the elastic structure 40 is 2.5mm-5.0mm, which effectively covers the bottom of the longitudinal groove 10 while avoiding waste of rubber material, thereby improving the reliability of the elastic structure 40.

[0057] Optionally, the length of the elastic structure 40 along the circumferential direction of the tire is 4.0mm-7.0mm to improve the rigidity and puncture resistance of the elastic structure 40.

[0058] Optionally, the side of the elastic structure 40 is tilted at an angle of 10°-20°. The tilt angle allows the elastic structure 40 to cover more of the bottom of the groove, reducing the space and frequency of the bottom of the groove being punctured.

[0059] Optionally, the chamfer 41 between the elastic structure 40 and the groove wall of the longitudinal groove 10 has a size of R0.5-R2. The chamfer can increase the thickness of the bottom adhesive to improve puncture resistance while reducing flexural deformation and suppressing groove cracking.

[0060] Optionally, the chamfer 41 between the elastic structure 40 and the bottom of the longitudinal groove 10 has a size of R0.5-R1 to reduce flexural deformation and suppress groove cracking.

[0061] like Figure 1 and Figure 4 As shown, there are multiple elastic structures 40, which are spaced apart along the circumference of the tire. The minimum gap L between two adjacent elastic structures 40 satisfies the condition: 1mm ≤ L ≤ 2mm. This arrangement increases the area of ​​the bottom of the longitudinal groove 10 covered by the elastic structures 40, further effectively protecting the groove bottom from punctures, while ensuring that the minimum gap value L is appropriately sized to prevent gravel from entering between adjacent elastic structures 40 through the gap, thus further extending the tire's service life.

[0062] like Figure 1 As shown, the multiple tread patterns 30 also include side tread patterns 32, located between the central tread pattern 31 and the shoulder tread pattern 20. The tread structure also includes anti-slip tread groups 70, which are disposed on the side tread patterns 32 to increase the coefficient of friction between the tire tread and the road surface. The anti-slip tread groups 70 include multiple strip-shaped protrusions spaced apart along the circumference of the tire. This arrangement further ensures the tire's grip performance during initial use, thereby improving the tire's overall performance.

[0063] In this embodiment, the anti-slip pattern group 70 is arranged in a parallelogram and distributed on both sides of the pattern part 32 on both sides of the symmetrical plane along the tire circumference. The overall arrangement is regular and has a high aesthetic appearance.

[0064] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0065] The tire tread has a tread pattern. The longitudinal grooves of the tread pattern extend circumferentially along the tire, and multiple longitudinal grooves are spaced apart along the width of the tire to divide the tread into two shoulder tread portions and a crown tread portion located between the two shoulder tread portions. An elastic structure is disposed within the longitudinal grooves to limit and stop any foreign objects entering the longitudinal grooves. A connecting groove is disposed on the crown tread portion to connect two adjacent longitudinal grooves. The connecting groove includes two interconnected first connecting grooves and a second connecting groove. The first connecting groove communicates with the longitudinal grooves, and the second connecting groove is located between the two first connecting grooves. The depth H1 of the first connecting groove is greater than the depth H2 of the second connecting groove. Along the depth direction of the first connecting groove, the first connecting groove includes an interconnected first groove segment and a second groove segment. The first groove segment is positioned closer to the tread than the second groove segment, and the width W1 of the first groove segment is greater than the width W2 of the second groove segment. Thus, firstly, this application incorporates an elastic structure within the longitudinal grooves. This elastic structure serves two purposes: firstly, it limits and stops foreign objects such as stones entering the longitudinal grooves, preventing direct contact between these objects and the bottom of the grooves, thereby avoiding potential punctures; secondly, it limits and stops the objects against the groove walls, reducing the degree of bending deformation during tread compression and thus lowering the likelihood of groove cracking. Simultaneously, the connecting grooves located at the core contact area (tread pattern) between the tread and the road surface employ a variable depth design. This ensures sufficient rigidity in the tread pattern to reduce the probability of tread block breakage or fracture, while maintaining the grooves (the deeper first connecting groove) even after tread wear, preserving tread grip performance. Furthermore, the deeper first connecting groove further employs a variable width design. During tread wear, the narrower second groove segment helps increase the rigidity of the thinning tread, further enhancing tread rigidity during later tire use and maintaining tread grip performance. It is evident that this application, through the aforementioned design, can comprehensively improve the service life of tires, thereby solving the problem of the short service life of heavy-duty truck tires in the prior art.

[0066] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0067] 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.

[0068] 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.

[0069] 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, characterized in that, The tire tread has a tread pattern, the tread pattern including: Longitudinal grooves (10) extend along the circumference of the tire. There are multiple longitudinal grooves (10), and the multiple longitudinal grooves (10) are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions (20) and a crown tread portion (30) located between the two shoulder tread portions (20). An elastic structure (40) is disposed in the longitudinal groove (10) to limit and stop the movement of the inner wall of the longitudinal groove (10) and foreign objects entering the longitudinal groove (10). A connecting groove (50) is provided on the tread pattern portion (30) to connect two adjacent longitudinal grooves (10); The connecting groove (50) includes two interconnected first connecting grooves (51) and a second connecting groove (52). The first connecting groove (51) is connected to the longitudinal groove (10), and the second connecting groove (52) is located between the two first connecting grooves (51). The depth H1 of the first connecting groove (51) is greater than the depth H2 of the second connecting groove (52). Along the depth direction of the first connecting groove (51), the first connecting groove (51) includes an interconnected first groove segment (511) and a second groove segment (512). The first groove segment (511) is located closer to the tread than the second groove segment (512). The width W1 of the first groove segment (511) is greater than the width W2 of the second groove segment (512).

2. The tire according to claim 1, characterized in that, The second connecting groove (52) includes a first sub-connecting groove (521), a second sub-connecting groove (522), and a third sub-connecting groove (523) that are connected to each other. The second sub-connecting groove (522) is located between the first sub-connecting groove (521) and the third sub-connecting groove (523). The ends of the first sub-connecting groove (521) and the third sub-connecting groove (523) that are away from each other are respectively connected to the two first connecting grooves (51). The depths H21 of the first sub-connecting groove (521), H22 of the second sub-connecting groove (522), and H23 of the third sub-connecting groove (523) satisfy the following relationship: H21 > H22, H23 > H22.

3. The tire according to claim 2, characterized in that, The connecting trench (50) includes a first sub-connecting segment (53), a second sub-connecting segment (54), a third sub-connecting segment (55), and an arc segment (56) that are interconnected. The second sub-connecting segment (54) is located between the first sub-connecting segment (53) and the third sub-connecting segment (55). The ends of the first sub-connecting segment (53) and the third sub-connecting segment (55) that are away from each other are connected to the longitudinal trench (10). The first sub-connecting segment (53) is connected to the second sub-connecting segment (54) through one of the arc segments (56), and the second sub-connecting segment (54) is connected to the third sub-connecting segment (55) through another arc segment (56). The first sub-connecting segment (53) and the second sub-connecting segment (54) are set at a first included angle A1, and the second sub-connecting segment (54) and the third sub-connecting segment (55) are set at a second included angle A2.

4. Tyre according to any one of claims 1 to 3, characterized in that, There are multiple tread patterns (30), and each tread pattern (30) is provided with multiple connecting grooves (50), which are spaced apart along the circumference of the tire.

5. Tyre according to Claim 4, characterized in that, The plurality of said tread patterns (30) include a central tread pattern (31), at least a portion of which coincides with the center surface S of the tire, and the tread structure further includes: A tread pattern (60) is disposed on the central tread portion (31) and located between two adjacent connecting grooves (50). The tread pattern (60) includes a plurality of lateral grooves (61), which are spaced apart along the width direction of the tire to form a structural reinforcement (64) through the central tread portion (31) between two adjacent lateral grooves (61).

6. The tire according to claim 5, characterized in that, One end of the transverse groove (61) is connected to the longitudinal groove (10) located on one side of the central patterned part (31), and the other end of the transverse groove (61) is at a predetermined distance from the longitudinal groove (10) located on the other side of the central patterned part (31). In the direction from one end of the transverse groove (61) that is connected to the longitudinal groove (10) to the other end, the transverse groove (61) has a plurality of sub-groove segments (62) with gradually increasing depth.

7. Tyre according to Claim 6, characterized in that, The sub-groove segment (62) connected to the longitudinal groove (10) is a connecting segment (63). Along the depth direction of the connecting segment (63), the connecting segment (63) includes a third groove segment (631) and a fourth groove segment (632) that are connected to each other. The third groove segment (631) is disposed away from the tread relative to the fourth groove segment (632), and the width of the third groove segment (631) is smaller than the width of the fourth groove segment (632).

8. The tire according to claim 1, characterized in that, The bottom of the longitudinal groove (10) is an arc-shaped surface, and the distance between the two walls of the longitudinal groove (10) gradually decreases along the direction from the opening of the longitudinal groove (10) to its bottom; and / or, The elastic structure (40) is disposed on the bottom of the longitudinal groove (10), and a chamfer (41) is provided at the connection between the elastic structure (40) and the inner wall of the longitudinal groove (10). The elastic structure (40) is in the shape of a frustum or a truncated cone, and the cross-sectional area of ​​the elastic structure (40) gradually decreases along the direction away from the bottom of the groove.

9. The tire of claim 1, wherein, There are multiple elastic structures (40), and the multiple elastic structures (40) are arranged at intervals along the circumference of the tire; wherein, the minimum gap value L between two adjacent elastic structures (40) satisfies: 1mm≤L≤2mm.

10. The tire of claim 5, wherein, The plurality of the crown tread portions (30) also include side tread portions (32), which are located between the central tread portion (31) and the shoulder tread portion (20). The tread structure further includes: Anti-slip pattern group (70), the anti-slip pattern group (70) is disposed on the pattern portions (32) on both sides to increase the coefficient of friction between the tire tread and the driving surface; The anti-slip pattern group (70) includes multiple strip-shaped protrusions, which are spaced apart along the circumference of the tire.

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