Tire

Abstract

The utility model provides a kind of tire, and the tread of tire is provided with pattern structure, and pattern structure includes longitudinal groove, strip-shaped groove and partition structure.Longitudinal groove extends along the circumference of tire, and longitudinal groove is multiple, and multiple longitudinal groove is spaced apart along the width direction of tire, to separate the tread into two shoulder pattern parts and the middle pattern part between two shoulder pattern parts.Strip-shaped groove is arranged on middle pattern part, and at least one end of strip-shaped groove is communicated with longitudinal groove.Partition structure is arranged on the bottom wall of strip-shaped groove, and partition structure is multiple, and multiple partition structure is spaced apart along the extension direction of strip-shaped groove, to separate strip-shaped groove into multiple grooves. Among them, partition structure is used to block the airflow in strip-shaped groove.The utility model effectively solves the problem that new energy automobile tire comfort is poor in 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, with the rapid development of new energy vehicles, users are placing higher demands on the tire performance of these vehicles. Because new energy vehicles are driven by electric motors, the quiet design of these motors has increased users' expectations for the comfort of the tires.

[0003] However, the tire tread structure of some new energy vehicles is only an improvement on the original tread structure of gasoline vehicle tires. The requirements for noise reduction of gasoline vehicle tires are different from those of new energy vehicles, and cannot meet the comfort requirements of new energy vehicle tires. Utility Model Content

[0004] The main purpose of this invention is to provide a tire that solves the problem of poor comfort in existing tires for new energy vehicles.

[0005] 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 central tread portion located between the two shoulder tread portions; strip-shaped grooves disposed on the central tread portion, with at least one end of the strip-shaped grooves communicating with the longitudinal grooves; and partition structures disposed on the bottom wall of the strip-shaped grooves, with multiple partition structures spaced apart along the extension direction of the strip-shaped grooves to divide the strip-shaped grooves into multiple grooves; wherein the partition structures are used to block airflow within the strip-shaped grooves.

[0006] Furthermore, the plurality of grooves include: a main groove, one end of which is connected to a longitudinal groove located on one side of the central patterned portion; and an auxiliary groove, the end of which is away from the main groove and is at a predetermined distance from the longitudinal groove located on the other side of the central patterned portion; wherein the length of the main groove is greater than the length of the auxiliary groove.

[0007] Furthermore, the extension direction of the main groove is set at a first angle A1 with the width direction of the tire, and the first angle A1 satisfies: 32°≤A1≤38°; wherein, the main groove includes a first groove and a second groove that are interconnected, the end of the second groove away from the first groove extends into the longitudinal groove, the depth of the first groove is greater than the depth of the second groove, so as to form a first structural reinforcement through the bottom of the second groove; the depth H11 of the second groove satisfies: 2.9mm≤H11≤4.1mm, and the length L11 of the first structural reinforcement satisfies: 4mm≤L11≤8mm.

[0008] Furthermore, the pattern structure also includes: a connecting groove, disposed on the middle pattern portion, with both ends of the connecting groove connected to two adjacent longitudinal grooves respectively; wherein, the 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 being located between the first sub-connecting groove and the third sub-connecting groove, the depths of the first sub-connecting groove and the third sub-connecting groove being less than the depth of the second sub-connecting groove, so as to form a second structural reinforcement through the bottom of the first sub-connecting groove, and to form a third structural reinforcement through the bottom of the third sub-connecting groove; the depth H21 of the first sub-connecting groove satisfies: 2.9mm≤H21≤4.1mm, the depth H31 of the third sub-connecting groove satisfies: 2.9mm≤H31≤4.1mm, and the lengths L21 of the second structural reinforcement, L22 of the third structural reinforcement, and L of the connecting groove satisfy: 0.23L≤L21≤0.27L, 0.23L≤L22≤0.27L.

[0009] Furthermore, the plurality of intermediate tread portions include a central tread portion, at least a portion of which coincides with the center surface of the tire. The connecting groove on the central tread portion is a first connecting groove, which includes a first sub-groove and a second sub-groove that are connected to each other. The ends of the first sub-groove and the second sub-groove that are away from each other are connected to the longitudinal groove. The first sub-groove and the second sub-groove are set at an angle. The first sub-groove is set at a second angle A2 with the width direction of the tire. The second angle A2 satisfies: 30°≤A2≤36°. The second sub-groove is set at a third angle A3 with the width direction of the tire. The third angle A3 satisfies: 30°≤A3≤36°.

[0010] Furthermore, the multiple intermediate tread sections also include crown tread sections, which are located between the central tread section and the shoulder tread section. The crown tread section closer to the inner side of the tire is called the inner crown tread section. The connecting groove on the inner crown tread section is called the second connecting groove. The second connecting groove is set at a fourth angle A4 with the width direction of the tire. The fourth angle A4 satisfies: 32°≤A4≤38°.

[0011] Furthermore, the tread pattern near the outer side of the tire is called the outer tread pattern, and the connecting groove on the outer tread pattern is called the third connecting groove. There are multiple strip-shaped grooves on the outer tread pattern, and the multiple strip-shaped grooves are spaced apart along the circumference of the tire. The third connecting groove is set between two adjacent strip-shaped grooves. The third connecting groove is set at a fifth angle A5 with the width direction of the tire. The fifth angle A5 satisfies: 32°≤A5≤38°.

[0012] Furthermore, the tread pattern structure also includes: a connecting groove, provided on the tire shoulder tread portion, one end of the connecting groove communicating with the longitudinal groove, and the other end of the connecting groove extending to the tire shoulder, the connecting groove being set at a sixth included angle A6 with the width direction of the tire, the sixth included angle A6 satisfying: 32°≤A6≤35°; wherein, the connecting groove includes a first sub-connecting groove and a second sub-connecting groove that are interconnected, the depth of the first sub-connecting groove being greater than the depth of the second sub-connecting groove, so as to form a fourth structural reinforcement through the bottom of the second sub-connecting groove; wherein, the groove depth H41 of the second sub-connecting groove satisfies: 2.9mm≤H41≤4.1mm, and the length L41 of the fourth structural reinforcement satisfies: 5mm≤L41≤9mm.

[0013] Furthermore, there are multiple connecting grooves, which are spaced apart along the circumference of the tire. The tread structure also includes: a first sipe, which is disposed between two adjacent connecting grooves. One end of the first sipe is at a predetermined distance from the longitudinal groove, and the other end of the first sipe extends to the tire shoulder. The first sipe includes a third sub-sipe and a fourth sub-sipe that are interconnected. The depth of the third sub-sipe is greater than the depth of the fourth sub-sipe, so that a fifth structural reinforcement is formed through the bottom of the fourth sub-sipe. The groove depth H51 of the fourth sub-sipe satisfies: 2.9mm≤H51≤4.1mm, and the length L51 of the fifth structural reinforcement satisfies: 4mm≤L51≤8mm.

[0014] Furthermore, multiple connecting grooves divide the shoulder tread portion into multiple shoulder tread blocks, each shoulder tread block having a first chamfer; and / or, multiple connecting sipes are provided at intervals along the circumference of the tire to divide the intermediate tread portion into multiple intermediate tread blocks, at least some of the intermediate tread blocks having a second chamfer.

[0015] 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 circumferentially along the tire, and there are multiple longitudinal grooves. These multiple longitudinal grooves are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions and a central tread portion located between the two shoulder tread portions. Strip-shaped grooves are provided on the central tread portion, with at least one end of each groove communicating with a longitudinal groove. Separating structures are provided on the bottom wall of the strip-shaped grooves, and there are multiple separating structures. These separating structures are spaced apart along the extension direction of the strip-shaped grooves to divide them into multiple grooves. The separating structures are used to block airflow within the strip-shaped grooves. Thus, during vehicle operation, the arrangement of multiple longitudinal grooves allows water to drain between the tire and the road surface, ensuring reliable water drainage and improving the tire's anti-slip performance. Simultaneously, the strip-shaped grooves can break the water film between the tire and the road surface, increasing the friction between the tire and the road surface and ensuring the tire's wet handling performance. Meanwhile, multiple partition structures can block and reflect sound waves within the strip grooves, creating an irregular sound wave reflection interface. This blocks the transmission path of sound waves within the grooves, effectively suppressing groove resonance during tire rolling, reducing tire noise, and improving tire comfort. This solves the problem of poor comfort in existing new energy vehicle tires. Attached Figure Description

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

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

[0018] Figure 2 It shows Figure 1 A cross-sectional view of the connected grooves in the pattern structure from one perspective;

[0019] Figure 3 It shows Figure 1 A cross-sectional view of the connected knife groove with its patterned structure from another perspective;

[0020] Figure 4 It shows Figure 1 A cross-sectional view of the first recess of the patterned structure in the image;

[0021] Figure 5 It shows Figure 1 A cross-sectional view of the first sub-connecting trench in the pattern structure;

[0022] Figure 6 It shows Figure 1A cross-sectional view of the second sub-connecting groove of the patterned structure.

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

[0024] 10. Longitudinal groove; 11. First longitudinal groove; 12. Second longitudinal groove;

[0025] 20. Tire shoulder pattern area;

[0026] 30. Middle tread pattern; 31. Central tread pattern; 32. Inner tread pattern; 33. Outer tread pattern;

[0027] 40. Main groove; 41. First structural reinforcement;

[0028] 50. Auxiliary groove;

[0029] 60. Connecting tool groove; 601. Second structural reinforcement; 602. Third structural reinforcement;

[0030] 61. First connecting groove; 611. First sub-groove; 612. Second sub-groove;

[0031] 62. Second connecting tool groove;

[0032] 63. Third connecting groove;

[0033] 70. Connecting trench; 71. First sub-connecting trench; 72. Second sub-connecting trench;

[0034] 80. First tool groove. Detailed Implementation

[0035] 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.

[0036] 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.

[0037] 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.

[0038] To address the issue of poor comfort in existing tires for new energy vehicles, this application provides a tire.

[0039] like Figures 1 to 6 As shown, the tire tread has a tread pattern, including longitudinal grooves 10, strip-shaped grooves, and dividing structures. The longitudinal grooves 10 extend circumferentially along the tire, and there are multiple longitudinal grooves 10. These multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions 20 and an intermediate tread portion 30 located between the two shoulder tread portions 20. Strip-shaped grooves are provided on the intermediate tread portion 30, and at least one end of the strip-shaped groove communicates with the longitudinal groove 10. Dividing structures are provided on the bottom wall of the strip-shaped grooves, and there are multiple dividing structures. These multiple dividing structures are spaced apart along the extension direction of the strip-shaped grooves to divide the strip-shaped grooves into multiple recesses. The dividing structures are used to block airflow within the strip-shaped grooves.

[0040] Applying the technical solution of this embodiment, the tire tread is provided with a tread structure. The longitudinal grooves 10 of the tread structure extend circumferentially along 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 middle tread portion 30 located between the two shoulder tread portions 20. Strip-shaped grooves are provided on the middle tread portion 30, with at least one end of each groove communicating with a longitudinal groove 10. Multiple separating structures are provided on the bottom wall of the strip-shaped grooves, spaced apart along the extension direction of the grooves to divide them into multiple recesses. The separating structures are used to block airflow within the strip-shaped grooves. Thus, during vehicle operation, the arrangement of multiple longitudinal grooves 10 allows water to drain between the tire and the road surface, ensuring reliable tire drainage and improving the tire's anti-slip performance. Simultaneously, the strip-shaped grooves can break the water film between the tire and the road surface, increasing the friction between them and ensuring the tire's wet handling performance. Meanwhile, multiple partition structures can block and reflect sound waves within the strip grooves, creating an irregular sound wave reflection interface. This blocks the transmission path of sound waves within the grooves, effectively suppressing groove resonance during tire rolling, reducing tire noise, and improving tire comfort. This solves the problem of poor comfort in existing new energy vehicle tires.

[0041] like Figure 1As shown, the multiple grooves include a main groove 40 and an auxiliary groove 50. One end of the main groove 40 communicates with the longitudinal groove 10 located on one side of the intermediate tread portion 30. The end of the auxiliary groove 50 away from the main groove 40 is at a predetermined distance from the longitudinal groove 10 located on the other side of the intermediate tread portion 30. The length of the main groove 40 is greater than the length of the auxiliary groove 50. In this way, the longer main groove 40 can cut the water film between the intermediate tread portion 30 and the driving surface, increasing the friction between the intermediate tread portion 30 and the driving surface, ensuring the wet handling performance of the intermediate tread portion 30, thereby ensuring the tire's anti-slip performance and wet handling performance. At the same time, the auxiliary groove 50 can block the transmission of sound waves from the longitudinal groove 10 to the strip groove, effectively suppressing the groove resonance phenomenon generated when the tire rolls, reducing tire driving noise, and improving tire driving comfort.

[0042] In this embodiment, there are multiple auxiliary grooves 50, which are spaced apart along the extension direction of the strip groove.

[0043] Specifically, two auxiliary grooves 50 are provided to reduce tire noise while ensuring the rigidity and wear resistance of the middle tread section 30.

[0044] It should be noted that the number of auxiliary grooves 50 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, the number of auxiliary grooves 50 can be three, four, five, or more.

[0045] Tests have shown that the 50-inch groove design can reduce low-frequency tire noise (below 400Hz) by 5dB when the vehicle is traveling at 60km / h, achieving a dual improvement in tire quietness and comfort, and also reducing noise fatigue for the driver.

[0046] Specifically, the depth of the auxiliary groove 50 is between 1.0 mm and 1.4 mm.

[0047] like Figure 1 and Figure 4As shown, the extension direction of the main groove 40 forms a first angle A1 with the width direction of the tire, where the first angle A1 satisfies: 32°≤A1≤38°. The main groove 40 includes a first groove and a second groove that are interconnected. The end of the second groove furthest from the first groove extends into the longitudinal groove 10. The depth of the first groove is greater than the depth of the second groove, forming a first structural reinforcement 41 at the bottom of the second groove. The depth H11 of the second groove satisfies: 2.9mm≤H11≤4.1mm, and the length L11 of the first structural reinforcement 41 satisfies: 4mm≤L11≤8mm. This angle setting of the main groove 40 optimizes the lateral stress distribution of the intermediate tread pattern 30, enabling the tire to generate an efficient lateral shear force compensation effect under wet driving conditions, ensuring the tire's grip and steering response performance on slippery surfaces. Meanwhile, the main groove 40 includes a first groove and a second groove with different depths, so that the first structural reinforcement part 41 formed at the bottom of the second groove can connect the two side walls of the second groove, ensuring the structural strength of the middle patterned part 30 and ensuring the grip and maneuverability of the middle patterned part 30.

[0048] In this embodiment, the main groove 40 is not connected to the longitudinal groove 10 located on the other side of the middle tread section 30, and the distance is between 8mm and 12mm. While ensuring the wet handling performance of the middle tread section 30, it also reserves a suitable setting position for the auxiliary groove 50, further ensuring the tire's noise reduction reliability.

[0049] like Figures 1 to 3As shown, the pattern structure also includes a connecting groove 60. The connecting groove 60 is disposed on the middle pattern portion 30, and its two ends are respectively connected to two adjacent longitudinal grooves 10. The connecting groove 60 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 and third sub-connecting grooves. The depths of the first and third sub-connecting grooves are both less than the depth of the second sub-connecting groove, so that a second structural reinforcement portion 601 is formed through the bottom of the first sub-connecting groove, and a third structural reinforcement portion 602 is formed through the bottom of the third sub-connecting groove. The depth H21 of the first sub-connecting groove satisfies: 2.9mm ≤ H21 ≤ 4.1mm, and the depth H31 of the third sub-connecting groove satisfies: 2.9mm ≤ H31 ≤ 4.1mm. The lengths L21 of the second structural reinforcement 601, L22 of the third structural reinforcement 602, and L of the connecting groove 60 satisfy: 0.23L ≤ L21 ≤ 0.27L, 0.23L ≤ L22 ≤ 0.27L. Thus, the connecting groove 60 connects two adjacent longitudinal grooves 10, allowing water accumulated on the middle tread portion 30 to drain into the longitudinal grooves 10 on both sides, improving the tire's drainage performance and anti-skid performance. Furthermore, the second structural reinforcement 601 and the third structural reinforcement 602 enhance the structural rigidity of the middle tread portion 30, improving its grip and handling. Meanwhile, the lengths of the second structural reinforcement 601 and the third structural reinforcement 602 have a dynamic proportional relationship with the length of the connecting groove 60, so that the lengths of the second structural reinforcement 601 and the third structural reinforcement 602 can change according to the size of the connecting groove 60, ensuring the design rationality of the second structural reinforcement 601 and the third structural reinforcement 602, and achieving the optimal stress of the intermediate tread section 30. Compared with traditional tires, the tire ground pressure standard deviation of this application is reduced by 0.22 times, the load uniformity is improved by 0.11 times, the tire service life is extended, and the tire driving stability is improved.

[0050] like Figure 1As shown, the plurality of intermediate tread portions 30 include a central tread portion 31, at least a portion of which coincides with the center surface of the tire. The connecting groove 60 located on the central tread portion 31 is a first connecting groove 61. The first connecting groove 61 includes a first sub-groove 611 and a second sub-groove 612 that are connected to each other. The ends of the first sub-groove 611 and the second sub-groove 612 that are away from each other are connected to the longitudinal groove 10. The first sub-groove 611 and the second sub-groove 612 are set at an angle. The first sub-groove 611 is set at a second angle A2 with the width direction of the tire. The second angle A2 satisfies: 30°≤A2≤36°. The second sub-groove 612 is set at a third angle A3 with the width direction of the tire. The third angle A3 satisfies: 30°≤A3≤36°. In this way, the first connecting groove 61, through the first sub-grooves 611 and the second sub-grooves 612, forms a "7"-shaped groove structure, with the apex aligned with the tire's driving direction. The biomimetic sawtooth structure optimizes the dynamic stress distribution when the central tread portion 31 contacts the ground, also improving the rigidity of the central tread portion 31. This ensures the tire's resistance to deformation during high-speed driving and reduces rolling resistance during straight-line driving, thus increasing the driving range of new energy vehicles. Simultaneously, the arrangement of the first sub-grooves 611 and the second sub-grooves 612 disrupts airflow paths, reducing tire noise and improving tire comfort.

[0051] In this embodiment, the way the first connecting groove 61 is configured increases the rigidity of the tire by 0.18 times and reduces the rolling resistance by 0.032 times during the test. At a driving speed of 80km / h, the noise of the tire is reduced by 6dB.

[0052] like Figure 1 As shown, the multiple intermediate tread sections 30 also include a crown tread section, located between the central tread section 31 and the shoulder tread section 20. The crown tread section closest to the inner side of the tire is the inner crown tread section 32. The connecting groove 60 on the inner crown tread section 32 is the second connecting groove 62, which forms a fourth angle A4 with the width direction of the tire. The fourth angle A4 satisfies: 32°≤A4≤38°. This arrangement balances the rigidity of the inner crown tread section 32, ensuring its grip and enabling the tire to provide the optimal lateral force transmission path during vehicle cornering, thus improving tire handling and driving safety.

[0053] like Figure 1As shown, the tread pattern near the outer edge of the tire is the outer tread pattern 33. The connecting groove 60 on the outer tread pattern 33 is the third connecting groove 63. Multiple strip-shaped grooves are provided on the outer tread pattern 33, spaced apart along the circumference of the tire. The third connecting groove 63 is positioned between two adjacent strip-shaped grooves, forming a fifth angle A5 with the width direction of the tire. This fifth angle A5 satisfies the condition: 32°≤A5≤38°. This alternating arrangement of strip-shaped grooves and the third connecting groove 63, while improving the noise reduction performance of the strip-shaped grooves, also further cuts the water film between the outer tread pattern 33 and the driving surface, thus further improving wet handling within the outer tread pattern. At the same time, the above-mentioned configuration can also balance the rigidity of the outer tread pattern 33, ensuring the grip of the outer tread pattern 33, so that the tire can provide the best lateral force transmission path when the vehicle is turning, thereby improving the tire's handling and driving safety.

[0054] like Figure 1 , Figure 5 and Figure 6 As shown, the tread pattern also includes a connecting groove 70. The connecting groove 70 is disposed on the tire shoulder tread portion 20. One end of the connecting groove 70 connects to the longitudinal groove 10, and the other end extends to the tire shoulder. The connecting groove 70 forms a sixth angle A6 with the tire's width direction, where the sixth angle A6 satisfies: 32°≤A6≤35°. The connecting groove 70 includes a first sub-connecting groove 71 and a second sub-connecting groove 72 that are interconnected. The depth of the first sub-connecting groove 71 is greater than the depth of the second sub-connecting groove 72, so that a fourth structural reinforcement is formed through the bottom of the second sub-connecting groove 72. The groove depth H41 of the second sub-connecting groove 72 satisfies: 2.9mm≤H41≤4.1mm, and the length L41 of the fourth structural reinforcement satisfies: 5mm≤L41≤9mm. In this way, the connecting groove 70 can drain water from the longitudinal groove 10 to the outside of the tire, improving the tire's drainage performance and further enhancing its wet grip. On the other hand, it can optimize the ground contact pressure distribution of the shoulder tread portion 20, balancing its rigidity and improving the tire's grip and handling. Simultaneously, the fourth structural reinforcement enhances the rigidity of the shoulder tread portion 20, ensuring its resistance to deformation, maintaining its structural integrity, improving its wear resistance, and extending the tire's service life.

[0055] According to tests, compared with traditional tires, the stress concentration area of ​​the shoulder tread portion 20 of this application has increased by 0.15 times and its service life has been extended by 0.12 times.

[0056] like Figure 1As shown, there are multiple connecting grooves 70, which are spaced apart along the circumference of the tire. The tread pattern also includes a first sipe 80. The first sipe 80 is located between two adjacent connecting grooves 70. One end of the first sipe 80 is at a predetermined distance from the longitudinal groove 10, and the other end of the first sipe 80 extends to the tire shoulder. The first sipe 80 includes a third sub-sipe and a fourth sub-sipe that are interconnected. The depth of the third sub-sipe is greater than the depth of the fourth sub-sipe, so that a fifth structural reinforcement is formed through the bottom of the fourth sub-sipe. The groove depth H51 of the fourth sub-sipe satisfies: 2.9mm ≤ H51 ≤ 4.1mm, and the length L51 of the fifth structural reinforcement satisfies: 4mm ≤ L51 ≤ 8mm. In this way, the first sipe 80 matches the connecting groove 70, ensuring the uniformity of stress transmission in the shoulder tread portion 20, improving the grip and handling of the shoulder tread portion 20, and further enhancing the rigidity of the shoulder tread portion 20 through the fifth structural reinforcement, ensuring the deformation resistance of the shoulder tread portion 20, ensuring the structural integrity of the shoulder tread portion 20, improving the wear resistance of the shoulder tread portion 20, extending the tire's service life, and also improving the tire's handling and straight-line driving stability.

[0057] In this embodiment, one wall of the fourth sub-slot is set at an angle of 30° to 36° with the normal of the fourth sub-slot, and the other wall of the fourth sub-slot is set at an angle of 45° to 51° with the normal of the fourth sub-slot.

[0058] In this embodiment, the first sipe 80 and the connecting groove 70 are arranged parallel to each other, and the distance between the first sipe 80 and the two adjacent connecting grooves 70 is the same. This equidistant, staggered arrangement of the first sipe 80 and the connecting grooves 70 effectively balances the flexibility of the tire shoulder tread pattern 20. Tests have shown that this arrangement reduces the load transfer rate of the tire during steering by 0.08 times and increases the handling response speed by 0.12 times, achieving a dual optimization of tire steering precision and stability.

[0059] like Figure 1As shown, multiple connecting grooves 70 divide the shoulder tread portion 20 into multiple shoulder tread blocks, each shoulder tread block having a first chamfer; and / or, multiple connecting sipes 60 are provided at intervals along the circumference of the tire to divide the intermediate tread portion 30 into multiple intermediate tread blocks, at least some of which have a second chamfer. Thus, the chamfered edges on the shoulder tread blocks not only effectively reduce the flexibility loss of the shoulder tread portion 20, preventing chipping and breakage, ensuring the wear resistance of the shoulder tread portion 20, reducing the rolling resistance coefficient of the tire, and improving the vehicle's range; they also increase the envelope area, improving the grip of the shoulder tread portion 20, thereby enhancing the tire's wet braking safety. Meanwhile, the chamfered corner of the middle tread section 30 can match the connecting groove 70, which disperses the lateral stress of the middle tread section 30, ensures the dry lateral grip of the middle tread section 30, reduces the risk of early cracking of the middle tread section 30, and improves the wear resistance and handling of the tire.

[0060] In this embodiment, the shoulder tread portion 20 near the inner side of the tire is the inner shoulder tread portion 20. The depth of the first chamfer on the inner shoulder tread portion 20 is between 0.6mm and 1.0mm. Through finite element simulation, the width of the first chamfer is designed to gradually decrease along the direction from the inner crown tread portion 32 to the shoulder tread portion 20.

[0061] In this embodiment, the depth of the second chamfer on the inner tread pattern 32 is between 0.9 mm and 1.3 mm. One end of the second chamfer on the inner tread pattern 32 is positioned close to the longitudinal groove 10 on one side of the inner tread pattern 32, and the distance between the other end and the longitudinal groove 10 on the other side of the inner tread pattern 32 is between 4 mm and 8 mm. This arrangement avoids excessive cutting of the inner tread pattern, which would reduce the structural strength of the middle tread pattern 30 and ensure the rigid connection strength of the middle tread pattern 30. On the other hand, it can combine with the second connecting groove 62 to disperse the lateral stress of the inner tread pattern 32, thereby increasing the dry lateral grip by 0.08 times and reducing the local stress peak by 0.3 times compared to traditional tires. This reduces the risk of early cracking of the inner tread pattern 32 and improves the tire's wear resistance and handling.

[0062] In this embodiment, the depth of the second chamfer located on the outer tread pattern 33 is between 0.9 mm and 1.3 mm. One end of the second chamfer located at the third connecting groove 63 is positioned close to the longitudinal groove 10 on one side of the outer tread pattern 33, and the distance between the other end and the longitudinal groove 10 on the other side of the outer tread pattern 33 is between 4 mm and 8 mm. One end of the second chamfer located at the main groove 40 is positioned close to the first longitudinal groove 11, and the distance between the other end and the second longitudinal groove 12 is between 8 mm and 12 mm.

[0063] In this embodiment, the depth of the second chamfer located in the central patterned portion 31 is between 0.8mm and 1.2mm. The second chamfer located in the central patterned portion 31 is mainly located at the position of the first sub-groove 611. The second chamfer located in the central patterned portion 31 can be combined with the first connecting groove 61 to optimize the dynamic stress distribution when the central patterned portion 31 contacts the driving surface, and also improve the wear resistance and handling of the central patterned portion 31.

[0064] In this embodiment, the depth of the first chamfer on the outer shoulder tread portion 20 is 0.8mm. This dimension has been verified by fluid dynamics simulation and heat conduction experiments. It can effectively channel the airflow and heat of the outer shoulder tread portion 20 during high-speed driving. According to the test, under the condition that the vehicle is continuously driving at a speed of 120km / h, the tire temperature is reduced by 6°C to 9°C compared with the traditional design. The above setting can suppress the thermo-oxidative aging effect of rubber and significantly improve the fatigue resistance of the tire. According to the bench durability test, the service life of the tire is extended by 0.15 times.

[0065] In this embodiment, the grooves on each tread portion are staggered along the circumference of the tire. The staggered distance between the connecting groove 70 and the second connecting sipe 62 on the inner shoulder tread portion 20 is between 2.3mm and 3.3mm, the staggered distance between the first connecting sipe 61 and the second connecting sipe 62 is between 6.0mm and 7.0mm, and the staggered distance between the connecting groove 70 and the third connecting sipe 63 on the outer shoulder tread portion 20 is between 4.8mm and 5.8mm. This arrangement balances the requirements for tire structural strength and noise reduction. This non-periodic arrangement breaks the symmetrical structure of traditional tire grooves, creating an irregular sound wave reflection interface. According to acoustic propagation theory, the staggered groove distribution can disperse the noise energy generated by tire rolling across a wide frequency range of 200Hz to 2000Hz, effectively suppressing sharp noise at a single frequency. Verified through real-world road tests under 8 typical road surfaces, 3 climate conditions, and all speed ranges (0-120km / h), this design can reduce tire noise by 4dB to 7dB. When the vehicle is traveling at a constant speed of 80km / h, the in-vehicle noise level is reduced by 5.2dB, significantly outperforming traditional tire performance.

[0066] In this embodiment, the ratio of the total length of the tire crown arc to the nominal section width is between 0.82 and 0.86. By shortening the tire crown arc, the ground pressure is evenly distributed along the width direction of the tire tread, which significantly improves the load balance capability and meets the concentrated load requirements of new energy vehicle battery packs.

[0067] In this embodiment, the contact portion between the tire and the road surface has a width T. The width of the shoulder tread portion 20 is between 0.192T and 0.196T, the width of the crown tread portion is between 0.131T and 0.135T, and the width of the center tread portion 31 is between 0.137T and 0.141T. Thus, the width of the shoulder tread portion 20 significantly increases the contact area between the tire and the ground, effectively improving the tire's grip performance in complex road conditions such as wet, muddy, and gravel roads, providing stable and reliable support for vehicle operation. Simultaneously, the width of the crown tread portion precisely balances grip and rolling resistance. Compared to the width of the shoulder tread portion 20, the moderately narrowed crown tread portion reduces unnecessary rubber contact area while ensuring lateral stability, thereby reducing energy loss during rolling. Meanwhile, the width of the central tread portion 31 is slightly wider than that of the crown tread portion, forming a rigid core area, which optimizes the stress distribution of the tread and effectively suppresses the creep deformation of the tread during high-speed driving. According to the test, the rolling resistance coefficient of the tire with this design is reduced by 0.055 times compared with the traditional design, which significantly improves the range efficiency and economy of new energy vehicles.

[0068] In this embodiment, the contact portion between the tire and the driving surface has an area S, and the ground contact rate of the tire tread is between 0.665S and 0.705S.

[0069] In this embodiment, the longitudinal groove 10 located between the shoulder tread portion 20 and the crown tread portion is the first longitudinal groove 11, and the longitudinal groove 10 located between the center tread portion 31 and the crown tread portion is the second longitudinal groove 12. The width of the first longitudinal groove 11 is between 0.048T and 0.052T, and the width of the second longitudinal groove 12 is between 0.051T and 0.055T. This narrow design of the first longitudinal groove 11 effectively strengthens the rigidity of the tire shoulder, suppressing tread deformation during high-speed cornering. Combined with an optimized rubber compound, it can reduce rolling resistance by 0.28 times, significantly improving the range performance of new energy vehicles. Simultaneously, the second longitudinal groove 12 and the first longitudinal groove 11 form a symmetrical drainage structure with a wide center and narrow sides, achieving a golden ratio. The aforementioned design, by increasing the cross-sectional area of ​​the drainage channel in the central region and combining it with a biomimetic wavy groove inner wall design, can improve wet drainage efficiency by 0.2 times, effectively avoiding the risk of tire slippage caused by the water film effect and ensuring driving safety in rainy weather. Simultaneously, this design also ensures uniform distribution of tread contact pressure, providing more stable grip during wet braking. Furthermore, the design creates a gradient structure with a central rigid zone and flexible zones on both sides, improving wet anti-skid performance by optimizing the drainage path, thus enhancing tread rigidity while ensuring drainage capacity. This achieves synergistic optimization of performance in terms of balanced load, low rolling resistance, high grip, quiet operation, and long lifespan.

[0070] In this embodiment, the tire specification is 245 / 45R19, the total crown arc length is 205mm, the nominal section width is 245mm, the tread contact ratio is 0.682S, the width of the first longitudinal groove 11 is 10.25mm, the width of the second longitudinal groove 12 is 10.87mm, the first chamfer depth is 0.8mm, the groove depth H41 of the second sub-connecting groove 72 is 3.5mm, the second included angle A2 is 33°, the third included angle A3 is 33°, the second chamfer depth is 1mm, and the depth of the auxiliary groove 50 is 1.2mm. After testing, the tire exhibits a 0.051-fold reduction in left-right wheel pressure difference, a 0.063-fold reduction in rolling resistance, a 0.045-fold increase in range, a 0.041-fold reduction in dry braking distance, a 5.5dB reduction in tire noise, and a 2.1% improvement in wear resistance (compared to 0.18 times for traditional tires), resulting in improved overall performance.

[0071] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0072] The tire tread features a tread pattern with longitudinal grooves extending circumferentially along the tire. Multiple longitudinal grooves are spaced apart along the tire's width, dividing the tread into two shoulder tread sections and a central tread section between them. Strip-shaped grooves are located on the central tread section, with at least one end connected to a longitudinal groove. Multiple partition structures are located on the bottom wall of these grooves, spaced apart along their extension direction, dividing the grooves into multiple recesses. These partition structures block airflow within the grooves. This arrangement of multiple longitudinal grooves during vehicle operation allows water to drain between the tire and the road surface, ensuring reliable water drainage and improving the tire's anti-slip performance. Simultaneously, the strip-shaped grooves break up the water film between the tire and the road surface, increasing friction and ensuring good wet handling. Meanwhile, multiple partition structures can block and reflect sound waves within the strip grooves, creating an irregular sound wave reflection interface. This blocks the transmission path of sound waves within the grooves, effectively suppressing groove resonance during tire rolling, reducing tire noise, and improving tire comfort. This solves the problem of poor comfort in existing new energy vehicle tires.

[0073] 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.

[0074] 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.

[0075] 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 an intermediate tread portion (30) located between the two shoulder tread portions (20). A strip-shaped groove is provided on the middle patterned portion (30), and at least one end of the strip-shaped groove is connected to the longitudinal groove (10); A partition structure is disposed on the bottom wall of the strip-shaped groove. There are multiple partition structures, which are spaced apart along the extension direction of the strip-shaped groove to divide the strip-shaped groove into multiple grooves. The partition structure is used to block the airflow within the strip-shaped groove.

2. The tire according to claim 1, characterized in that, The plurality of grooves include: The main groove (40) has one end connected to the longitudinal groove (10) located on one side of the intermediate patterned part (30); A secondary groove (50) has a predetermined distance between one end of the secondary groove (50) away from the main groove (40) and the longitudinal groove (10) located on the other side of the intermediate patterned part (30); The length of the main groove (40) is greater than the length of the auxiliary groove (50).

3. The tire according to claim 2, characterized in that, The extension direction of the main groove (40) is set at a first angle A1 with the width direction of the tire, and the first angle A1 satisfies: 32°≤A1≤38°; The main groove (40) includes a first groove and a second groove that are interconnected. The end of the second groove that is away from the first groove extends into the longitudinal groove (10). The depth of the first groove is greater than the depth of the second groove, so as to form a first structural reinforcement (41) through the bottom of the second groove. The depth H11 of the second groove satisfies: 2.9mm≤H11≤4.1mm, and the length L11 of the first structural reinforcement (41) satisfies: 4mm≤L11≤8mm.

4. The tire according to claim 1, characterized in that, The pattern structure also includes: A connecting groove (60) is provided on the middle patterned part (30), and the two ends of the connecting groove (60) are respectively connected to two adjacent longitudinal grooves (10); The connecting cutter groove (60) includes a first sub-connecting cutter groove, a second sub-connecting cutter groove and a third sub-connecting cutter groove that are interconnected. The second sub-connecting cutter groove is located between the first sub-connecting cutter groove and the third sub-connecting cutter groove. The depth of the first sub-connecting cutter groove and the depth of the third sub-connecting cutter groove are both less than the depth of the second sub-connecting cutter groove, so that a second structural reinforcement part (601) is formed through the bottom of the first sub-connecting cutter groove, and a third structural reinforcement part (602) is formed through the bottom of the third sub-connecting cutter groove. The depth H21 of the first sub-connecting groove satisfies: 2.9mm≤H21≤4.1mm, the depth H31 of the third sub-connecting groove satisfies: 2.9mm≤H31≤4.1mm, and the length L21 of the second structural reinforcement (601), the length L22 of the third structural reinforcement (602) and the length L of the connecting groove (60) satisfy: 0.23L≤L21≤0.27L, 0.23L≤L22≤0.27L.

5. The tire according to claim 4, characterized in that, The plurality of intermediate tread portions (30) include a central tread portion (31), at least a portion of which coincides with the center surface of the tire. The connecting groove (60) located on the central patterned part (31) is the first connecting groove (61). The first connecting groove (61) includes a first sub-groove (611) and a second sub-groove (612) that are connected to each other. The ends of the first sub-groove (611) and the second sub-groove (612) that are away from each other are connected to the longitudinal groove (10). The first sub-cutting groove (611) and the second sub-cutting groove (612) are set at an angle to each other. The first sub-cutting groove (611) is set at a second angle A2 with respect to the width direction of the tire. The second angle A2 satisfies: 30°≤A2≤36°. The second sub-cutting groove (612) is set at a third angle A3 with respect to the width direction of the tire. The third angle A3 satisfies: 30°≤A3≤36°.

6. The tire according to claim 5, characterized in that, The plurality of intermediate tread portions (30) also include crown tread portions, which are located between the central tread portion (31) and the shoulder tread portion (20), and the crown tread portion closer to the inner side of the tire is the inner crown tread portion (32). Among them, the connecting groove (60) located on the inner tread pattern (32) is the second connecting groove (62), and the second connecting groove (62) is set at a fourth included angle A4 with the width direction of the tire. The fourth included angle A4 satisfies: 32°≤A4≤38°.

7. The tire according to claim 6, characterized in that, The tread pattern near the outer side of the tire is called the outer tread pattern (33), and the connecting groove (60) on the outer tread pattern (33) is called the third connecting groove (63). The strip-shaped groove is provided on the outer tread pattern (33). There are multiple strip-shaped grooves, which are spaced apart along the circumference of the tire. The third connecting groove (63) is provided between two adjacent strip-shaped grooves. The third connecting groove (63) is set at a fifth angle A5 with the width direction of the tire. The fifth angle A5 satisfies: 32°≤A5≤38°.

8. The tire according to claim 4, characterized in that, The pattern structure also includes: A connecting groove (70) is provided on the shoulder tread portion (20). One end of the connecting groove (70) is connected to the longitudinal groove (10), and the other end of the connecting groove (70) extends to the shoulder of the tire. The connecting groove (70) is provided at a sixth included angle A6 with the width direction of the tire. The sixth included angle A6 satisfies: 32°≤A6≤35°. The connecting trench (70) includes a first sub-connecting trench (71) and a second sub-connecting trench (72) that are interconnected. The depth of the first sub-connecting trench (71) is greater than the depth of the second sub-connecting trench (72) so as to form a fourth structural reinforcement through the bottom of the second sub-connecting trench (72). The groove depth H41 of the second sub-connecting groove (72) satisfies: 2.9mm≤H41≤4.1mm, and the length L41 of the fourth structural reinforcement satisfies: 5mm≤L41≤9mm.

9. The tire according to claim 8, characterized in that, The connecting grooves (70) are multiple, and the multiple connecting grooves (70) are spaced apart along the circumference of the tire. The tread structure also includes: A first sipe (80) is provided between two adjacent connecting grooves (70), one end of the first sipe (80) is at a predetermined distance from the longitudinal groove (10), and the other end of the first sipe (80) extends to the tire shoulder. The first cutting groove (80) includes a third sub-cutting groove and a fourth sub-cutting groove that are interconnected. The depth of the third sub-cutting groove is greater than the depth of the fourth sub-cutting groove, so as to form a fifth structural reinforcement part through the bottom of the fourth sub-cutting groove. The groove depth H51 of the fourth sub-groove satisfies: 2.9mm≤H51≤4.1mm, and the length L51 of the fifth structural reinforcement satisfies: 4mm≤L51≤8mm.

10. The tire according to claim 8, characterized in that, The plurality of connecting grooves (70) divide the shoulder tread portion (20) into a plurality of shoulder tread blocks, the shoulder tread blocks having a first chamfer; and / or, There are multiple connecting grooves (60), which are spaced apart along the circumference of the tire to divide the intermediate tread portion (30) into multiple intermediate tread blocks, at least some of which have a second chamfer.

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