Tire tread structure and tire having the same

Abstract

The utility model provides a kind of tire tread structure and the tire with it. Among them, the longitudinal groove of tire tread structure extends along the circumference of tire, multiple longitudinal grooves are spaced apart along the width direction of tire, to separate the tread of tire into two shoulder pattern parts and the crown pattern part between two shoulder pattern parts;Transverse recess, shoulder pattern part is provided with transverse recess, and the one end of transverse recess close to the center surface S of tire is spaced apart between the side surface of shoulder pattern part close to center surface S;Transverse groove group, crown pattern part is provided with transverse groove group, and the two ends of transverse groove group are respectively communicated with two adjacent longitudinal grooves;Among them, transverse groove group includes first transverse groove and first knife slot that are interconnected, in the direction from first transverse groove to first knife slot, the width of first transverse groove gradually decreases, and the width of first knife slot is less than the minimum width of first transverse groove. The utility model effectively solves the problem of large driving noise of tire in prior art.

Description

Technical Field

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

[0002] Currently, tires, as the core component that directly contacts the road surface, play a crucial role in vehicle operation. In fact, vehicles rely on the friction generated between the tire tread and the road surface to provide traction, braking force, and steering control during driving. Among the many performance indicators of tires, the tread pattern is one of the key design factors affecting tire performance, influencing grip (driving stability and safety), wear resistance (lifespan), and noise level (driving comfort).

[0003] In existing technologies, the tread design of traditional tires often focuses on and is biased towards the tire's driving stability, safety and wear resistance. Specifically, for traditional fuel vehicles, the engine noise is relatively large, which results in relatively low tire noise. Therefore, the tread design of traditional tires often does not specifically address the tire's driving noise level.

[0004] However, with the gradual popularization of electric vehicles (the noise of the electric motor in electric vehicles is much less than that of the fuel engine in gasoline vehicles, and the driving noise of the tires is amplified infinitely), the driving noise of tires with traditional tread designs can no longer meet the driving needs of passengers and drivers, and can easily accelerate the driving fatigue of passengers and drivers. Utility Model Content

[0005] The main objective of this invention is to provide a tire tread structure and a tire having the same, in order to solve the problem of excessive driving noise in existing tires.

[0006] To achieve the above objectives, according to one aspect of the present invention, a tire tread structure is provided, comprising: longitudinal grooves extending circumferentially along the tire, wherein there are multiple longitudinal grooves spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions and a crown tread portion located between the two shoulder tread portions; a lateral recess provided on the shoulder tread portion, wherein one end of the lateral recess near the center surface S of the tire is spaced apart from the side of the shoulder tread portion near the center surface S; and a transverse groove group provided on the crown tread portion, wherein the two ends of the transverse groove group are respectively connected to two adjacent longitudinal grooves; wherein the transverse groove group includes a first transverse groove and a first sipe connected to each other, wherein the width of the first transverse groove gradually decreases along the direction from the first transverse groove to the first sipe, and the width of the first sipe is less than the minimum width of the first transverse groove.

[0007] Furthermore, the tread pattern comprises multiple portions, including a central tread portion, at least a portion of which overlaps with the center surface S. The tire tread structure further includes: lateral sipes disposed on the central tread portion. The lateral sipes include a first sub-sipe, a second sub-sipe, and a third sub-sipe that are interconnected. The second sub-sipe is located between the first and third sub-sipes. The ends of the first and third sub-sipes that are away from each other are respectively connected to two adjacent longitudinal grooves. The second sub-sipe is spaced apart from the center surface S.

[0008] Furthermore, the transverse groove group set on the central tread portion is called the central transverse groove group. There are multiple central transverse groove groups, which are spaced apart along the circumference of the tire. The transverse sipes are located between two adjacent central transverse groove groups.

[0009] Furthermore, the multiple tread patterns also include two side tread patterns located between the central tread pattern and the shoulder tread pattern. The two side tread patterns include: an outer tread pattern, which is positioned close to the outer side of the tire relative to the central surface S; a group of lateral grooves on the outer tread pattern is called an outer lateral groove group; along the depth direction of the outer lateral groove group, the first lateral groove of the outer lateral groove group includes a first sub-groove segment and a second sub-groove segment that are interconnected; the first sub-groove segment is positioned close to the tread relative to the second sub-groove segment; wherein, along the direction from the first sub-groove segment to the second sub-groove segment, the width of the first sub-groove segment gradually decreases.

[0010] Furthermore, there are multiple outer transverse groove groups, which are spaced apart along the circumference of the tire. The tire tread structure also includes: a transverse groove, which is provided on the outer tread pattern and located between two adjacent outer transverse groove groups. One end of the transverse groove extends to one side of the outer tread pattern to communicate with the longitudinal groove, and the other end of the transverse groove is spaced apart from the other side of the outer tread pattern.

[0011] Furthermore, the two shoulder tread portions include an inner shoulder tread portion, which is positioned closer to the inner side of the tire than the center surface S. The tire tread structure also includes a connecting groove, a lateral recess on the inner shoulder tread portion is called an inner lateral recess, the connecting groove is positioned on the inner shoulder tread portion and located between the inner lateral recess and the longitudinal groove, the inner lateral recess is connected to the longitudinal groove through the connecting groove, and the width of the connecting groove is smaller than the width of the inner lateral recess.

[0012] Furthermore, the depth of the connecting groove is less than the depth of the inner transverse recess, so that a structural reinforcement is formed through the bottom of the connecting groove.

[0013] Furthermore, the tire tread structure includes multiple tread sections arranged circumferentially along the tire, including a first tread section, a second tread section, a third tread section, a fourth tread section, and a fifth tread section; wherein the pitch PA of the first tread section, the pitch PB of the second tread section, the pitch PC of the third tread section, the pitch PD of the fourth tread section, and the pitch PE of the fifth tread section satisfy the following: PA < PB < 1.2PA, 1.1PA < PC < 1.2PA, 1.23PA < PD < 1.43PA, and 1.36PA < PE < 1.56PA.

[0014] Furthermore, each tread portion includes multiple sub-tread portions arranged along the circumference of the tire, and the pitches P' of the multiple sub-tread portions are different; and / or, the extension direction of the lateral recess is set at a first angle A1 with respect to the width direction of the tire, the first angle A1 satisfying: 5°≤A1≤9°, and the width W1 of the lateral recess and the pitch P' of the sub-tread portion satisfying: 0.11P'≤W1≤0.12P'; and / or, in the cross-section of the lateral recess, the inner wall of the lateral recess is set at a second angle A2 with respect to the normal of the lateral recess, the second angle A2 satisfying: 3°≤A2≤7°.

[0015] According to another aspect of the present invention, a tire is provided, the tire including the above-described tire tread structure.

[0016] Applying the technical solution of this utility model, multiple longitudinal grooves extending circumferentially along the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions and a crown tread portion located between the two shoulder tread portions. A lateral recess is provided on the shoulder tread portion, with one end of the lateral recess near the center surface S of the tire spaced apart from the side of the shoulder tread portion near the center surface S. A transverse groove group is provided on the crown tread portion, with each end of the transverse groove group connecting to two adjacent longitudinal grooves. The transverse groove group includes a first transverse groove and a first sipe, which are interconnected. Along the direction from the first transverse groove to the first sipe, the width of the first transverse groove gradually decreases, and the width of the first sipe is less than the minimum width of the first transverse groove. Thus, the tire tread in this application employs a large number of semi-enclosed groove designs. Specifically, the lateral recesses on the shoulder tread are not connected to the longitudinal grooves, and the wider first lateral groove in the crown tread group is only directly connected to one end of the longitudinal groove (the other end is indirectly connected via a narrower first groove). The narrower first groove helps reduce the creep deformation of the crown tread (i.e., the narrower first groove provides less deformation space during tread compression), while the first lateral groove, connected to one end of the longitudinal groove and with a gradually changing width, can turbulently control air vibrations within the longitudinal groove. Therefore, the above-mentioned design of this application can significantly reduce tire cavity noise (air vibration noise generated by tire rolling, periodic tread deformation, and periodic vibrations of compressed air), thereby solving the problem of high tire noise in the prior art. Simultaneously, the lateral recesses and groove groups can balance the rigidity of the shoulder tread and crown tread respectively, increasing the interaction force between the tread and the driving surface and ensuring vehicle stability. 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 front view of an embodiment of the tire tread structure according to the present invention is shown;

[0019] Figure 2 It shows Figure 1 A schematic diagram of the cross-section of the transverse concave portion of the tire tread structure;

[0020] Figure 3 It shows Figure 1 A schematic diagram of the longitudinal section of the lateral recess and connecting grooves in the tire tread structure;

[0021] Figure 4 It shows Figure 1A schematic diagram of the cross-section of the first transverse groove of the outer transverse groove group of the tire tread structure.

[0022] The above figures include the following reference numerals:

[0023] 10. Longitudinal groove; 11. First longitudinal groove; 12. Second longitudinal groove; 13. Third longitudinal groove; 14. Fourth longitudinal groove;

[0024] 20. Tire shoulder tread pattern; 21. Inner tire shoulder tread pattern; 22. Outer tire shoulder tread pattern;

[0025] 30. Tread pattern area; 31. Central tread pattern area; 32. Outer tread pattern area; 33. Inner tread pattern area;

[0026] 40. Horizontal concave portion; 41. Inner horizontal concave portion; 42. Outer horizontal concave portion; 43. Chamfer;

[0027] 50. Transverse groove group; 51. First transverse groove; 52. First cutter groove; 53. Central transverse groove group; 54. Outer transverse groove group; 541. First sub-groove segment; 542. Second sub-groove segment; 55. Inner transverse groove group;

[0028] 60. Transverse groove; 61. First sub-groove; 62. Second sub-groove; 63. Third sub-groove;

[0029] 70. Horizontal groove; 80. Connecting groove; 90. Structural reinforcement; 100. Patterned part; 110. Sub-patterned part. 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 excessive tire noise in existing technologies, this application provides a tire tread structure and a tire having the same.

[0034] like Figures 1 to 4 As shown, the tire tread structure includes longitudinal grooves 10, lateral recesses 40, and a group of transverse grooves 50. Multiple longitudinal grooves 10 extend circumferentially along the tire and are spaced apart along the width of the tire to divide the tire tread into two shoulder tread portions 20 and a crown tread portion 30 located between the two shoulder tread portions 20. A lateral recess 40 is provided on the shoulder tread portion 20, with one end of the lateral recess 40 near the center surface S of the tire spaced apart from the side of the shoulder tread portion 20 near the center surface S. A group of transverse grooves 50 is provided on the crown tread portion 30, with both ends of the group of transverse grooves 50 connecting to two adjacent longitudinal grooves 10. The group of transverse grooves 50 includes a first transverse groove 51 and a first sipe 52 that are interconnected. Along the direction from the first transverse groove 51 to the first sipe 52, the width of the first transverse groove 51 gradually decreases, and the width of the first sipe 52 is less than the minimum width of the first transverse groove 51.

[0035] Applying the technical solution of this embodiment, the multiple longitudinal grooves 10 extending circumferentially along the tire tread structure are spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions 20 and a crown tread portion 30 located between the two shoulder tread portions 20. A lateral recess 40 is provided on the shoulder tread portion 20, and one end of the lateral recess 40 near the center surface S of the tire is spaced apart from the side of the shoulder tread portion 20 near the center surface S. A transverse groove group 50 is provided on the crown tread portion 30, and the two ends of the transverse groove group 50 are respectively connected to two adjacent longitudinal grooves 10. The transverse groove group 50 includes a first transverse groove 51 and a first sipe 52 that are interconnected. Along the direction from the first transverse groove 51 to the first sipe 52, the width of the first transverse groove 51 gradually decreases, and the width of the first sipe 52 is less than the minimum width of the first transverse groove 51. Thus, the tire tread in this embodiment employs a large number of semi-enclosed groove designs. Specifically, the lateral recesses 40 on the shoulder tread portion 20 are not connected to the longitudinal grooves 10, and the wider first lateral groove 51 in the lateral groove group 50 on the crown tread portion 30 is only directly connected to one end of the longitudinal groove 10 (the other end is indirectly connected via a narrower first sipe 52). The narrower first sipe 52 actually helps reduce the creep deformation of the crown tread portion 30 (i.e., the narrower first sipe 52 provides less deformation space during tread compression), while the first lateral groove 51, connected to one end of the longitudinal groove 10 and with a gradually changing width, can turbulently affect the air vibration in the longitudinal groove 10. Therefore, the above-mentioned design of this application sufficiently reduces the tire's cavity noise problem (air vibration noise generated by tire rolling, tread periodic deformation, and periodic vibration of compressed air), thereby solving the problem of high tire driving noise in the prior art. Meanwhile, the lateral recess 40 and the lateral groove group 50 can balance the rigidity of the shoulder tread portion 20 and the crown tread portion 30 respectively, so as to increase the interaction force between the tread and the driving surface and ensure the driving stability of the vehicle.

[0036] Specifically, although this embodiment has made targeted design features for the tire tread structure to reduce tire noise, driving stability and driving safety are always the primary design considerations for tires. Therefore, this embodiment provides lateral groove structures (lateral recesses 40 and lateral groove groups 50) on both the shoulder tread portion 20 and the crown tread portion 30 to ensure that there is a sufficiently large interaction force between the tread and the driving surface. (The lateral groove structure can balance the rigidity of the corresponding circumferential tread portions (shoulder tread portion 20 and crown tread portion 30) in the circumferential direction of the tire, that is, to ensure that the circumferential tread portions can undergo sufficiently large elastic deformation in the circumferential direction of the tire, so as to ensure close contact between the two during the compression process of the tread and the driving surface, thereby increasing the interaction force between them.) Based on this, the structure of the lateral recesses 40 and the lateral groove groups 50 is improved as described above to reduce the cavity noise problem during tire driving.

[0037] In this embodiment, the contact portion between the tire tread and the driving surface has a width TWA.

[0038] Optionally, there are four longitudinal grooves 10, including a first longitudinal groove 11, a second longitudinal groove 12, a third longitudinal groove 13, and a fourth longitudinal groove 14. The widths W2 of the first longitudinal groove 11, W3 of the second longitudinal groove 12, W4 of the third longitudinal groove 13, W5 of the fourth longitudinal groove 14, and TWA satisfy the following: W2 = (6.1% ± 1)% TWA, W3 = (7.3% ± 1)% TWA, W4 = (7.4% ± 1)% TWA, and W5 = (5.8% ± 1)% TWA.

[0039] Specifically, while the extensive semi-enclosed groove design in this embodiment can improve the noise problem in the tube cavity, it also has an adverse effect on the tire's drainage performance. Therefore, the longitudinal grooves 10 in this embodiment all adopt a larger width design to more effectively drain the water accumulated between the tread and the driving surface, avoid the occurrence of the water film effect (more water accumulation between the tread and the driving surface leads to the formation of a complete water film between the tread and the driving surface, which in turn leads to a reduction in the coefficient of friction of the tread), thereby increasing the tire's grip on wet and slippery roads and ensuring the driving safety of passengers.

[0040] like Figure 1As shown, the tire tread pattern 30 comprises multiple portions, including a central tread pattern 31. At least a portion of the central tread pattern 31 overlaps with the center surface S. The tire tread structure also includes lateral sipes 60, which are disposed on the central tread pattern 31. The lateral sipes 60 include a first sub-sipe 61, a second sub-sipe 62, and a third sub-sipe 63 that communicate with each other. The second sub-sipe 62 is located between the first sub-sipe 61 and the third sub-sipe 63. The ends of the first sub-sipe 61 and the third sub-sipe 63 that are away from each other are respectively connected to two adjacent longitudinal grooves 10. The second sub-sipe 62 is spaced apart from the center surface S. In this way, the above-mentioned configuration can, on the one hand, further separate the central tread portion 31 through the lateral sipes 60 (to balance rigidity), thereby increasing the friction generated by the core contact portion (central tread portion 31) between the tread and the driving surface, which helps to improve the straight-line driving stability of the vehicle and shorten the braking distance; on the other hand, it makes the lateral sipes 60 non-symmetrical about the central plane S, so that the distribution of the noise spectrum is more dispersed, avoiding the occurrence of resonance, and further reducing the driving noise of the tire.

[0041] like Figure 1 As shown, the transverse groove groups 50 provided on the central tread portion 31 are central transverse groove groups 53. There are multiple central transverse groove groups 53, which are spaced apart along the circumference of the tire. The transverse sipes 60 are located between two adjacent central transverse groove groups 53. In this way, the alternating arrangement of the central transverse groove groups 53 and transverse sipes 60 can further balance the central transverse groove groups 53 and transverse sipes 60 with different rigidity balance capabilities, so as to ensure that the overall rigidity of the central tread portion 31 can tend to be balanced during tire rolling, thereby further improving the tire's driving stability.

[0042] Specifically, in the two longitudinal grooves 10 adjacent to the central tread portion 31, the central transverse groove group 53 is connected to the longitudinal groove 10 that is closer to the inner side of the tire relative to the central surface S.

[0043] like Figure 1 and Figure 4As shown, the multiple tread patterns 30 also include two side tread patterns located between the central tread pattern 31 and the shoulder tread pattern 20. The two side tread patterns include an outer tread pattern 32, which is positioned relative to the center surface S and closer to the outer side of the tire. A group of lateral grooves 50 on the outer tread pattern 32 is called an outer lateral groove group 54. Along the depth direction of the outer lateral groove group 54, the first lateral groove 51 of the outer lateral groove group 54 includes a first sub-groove segment 541 and a second sub-groove segment 542 that are interconnected. The first sub-groove segment 541 is positioned relative to the second sub-groove segment 542 and closer to the tread surface. The width of the first sub-groove segment 541 gradually decreases along the direction from the first sub-groove segment 541 to the second sub-groove segment 542. Thus, for the outer transverse groove group 54, the design of the second sub-groove section 542 and the first sub-groove section 541 are both designed to adapt to the actual stress conditions of the outer tread pattern 32 (when the vehicle is turning, the outer tread pattern 32 is subjected to greater stress due to centrifugal force). That is, the narrower second sub-groove section 542 can provide local rigid reinforcement from the inside of the tread to increase the rigidity of the outer tread pattern 32 and improve the tire's handling performance; while the gradually decreasing width of the first sub-groove section 541 can form inclined groove walls to reduce the risk of tread block breakage and extend the tire's service life.

[0044] Specifically, the inclined groove wall formed by the first sub-groove segment 541 can also increase the contact area between the tread and the driving surface during the compression deformation of the tread, improve the tire's grip, and help optimize the drainage path of the tread grooves, improve the tire's drainage performance on wet and slippery roads, and reduce the risk of slipping.

[0045] Specifically, the outer transverse groove group 54 can also be regarded as a groove wall of a sipe structure that runs through the outer tire crown pattern 32 with a chamfered angle, and the chamfered angle is the first sub-groove segment 541.

[0046] Specifically, in the two longitudinal grooves 10 adjacent to the outer tread pattern 32, the outer transverse groove group 54 is connected to the longitudinal groove 10 that is closer to the outer side of the tire relative to the center surface S.

[0047] In this embodiment, the two side tread portions also include an inner crown tread portion 33, which is disposed near the inner side of the tire relative to the center surface S.

[0048] Specifically, the transverse groove group 50 provided on the inner tread pattern 33 is the inner transverse groove group 55. In the two longitudinal grooves 10 adjacent to the inner tread pattern 33, the inner transverse groove group 55 is connected to the longitudinal groove 10 that is close to the inner side of the tire relative to the center surface S.

[0049] Specifically, the inner tread pattern 33 is also an asymmetrical structure to improve the dispersion of the noise spectrum, avoid resonance, and further reduce tire noise.

[0050] like Figure 1 As shown, there are multiple outer lateral groove groups 54, which are spaced apart along the circumference of the tire. The tire tread structure also includes lateral grooves 70, which are disposed on the outer tread portion 32 and located between two adjacent outer lateral groove groups 54. One end of the lateral groove 70 extends to one side of the outer tread portion 32 to communicate with the longitudinal groove 10, and the other end of the lateral groove 70 is spaced apart from the other side of the outer tread portion 32. In this way, the above arrangement, through the semi-closed design of the lateral grooves 70 (unlike the first lateral groove 51, there is no indirect communication design, and the rigidity balance ability is weaker) and the alternating arrangement of the outer lateral groove groups 54, further strengthens the rigidity of the outer tread portion 32 to adapt to the stress conditions of the outer tread portion 32.

[0051] Specifically, the outer lateral groove group 54 and the lateral groove 70 make the outer tread pattern 32 asymmetrical, which helps to improve the distribution and dispersion of the noise spectrum, avoid the occurrence of resonance, and further reduce the tire's driving noise.

[0052] like Figure 1 As shown, the two shoulder tread portions 20 include an inner shoulder tread portion 21, which is positioned closer to the inner side of the tire than the center surface S. The tire tread structure also includes a connecting groove 80. The connecting groove 80 is a lateral recess 40 on the inner shoulder tread portion 21, which is an inner lateral recess 41. The connecting groove 80 is located on the inner shoulder tread portion 21 and between the inner lateral recess 41 and the longitudinal groove 10. The inner lateral recess 41 is connected to the longitudinal groove 10 through the connecting groove 80, and the width of the connecting groove 80 is smaller than the width of the inner lateral recess 41. This configuration allows the inner lateral recess 41 to connect with the longitudinal groove 10 through the narrower connecting groove 80, thereby enhancing the tire's water drainage capacity while maintaining the closed design of the inner lateral recess 41, further ensuring the tire's driving stability on wet and slippery surfaces.

[0053] like Figure 1 and Figure 3 As shown, the depth of the connecting groove 80 is less than the depth of the inner lateral recess 41, so that a structural reinforcement 90 is formed at the bottom of the connecting groove 80. In this way, the above-mentioned arrangement can strengthen the connection between the structurally weak connecting groove 80 and the longitudinal groove 10 through the structural reinforcement 90, so as to resist the sudden shear force generated during vehicle steering, thereby improving the tire's handling performance and extending the tire's service life.

[0054] like Figure 1As shown, the two tire shoulder tread portions 20 also include an outer tire shoulder tread portion 22. The lateral recess 40 provided on the outer tire shoulder tread portion 22 is the outer lateral recess 42. The outer lateral recess 42 adopts a fully enclosed design to ensure that the rigidity of the outer tire shoulder tread portion 22 is relatively large while separating the outer tire shoulder tread portion 22 to balance its rigidity.

[0055] like Figure 1 As shown, the tire tread structure includes multiple tread sections 100 arranged circumferentially along the tire. These multiple tread sections 100 include a first tread section, a second tread section, a third tread section, a fourth tread section, and a fifth tread section. The pitches PA of the first tread section, PB of the second tread section, PC of the third tread section, PD of the fourth tread section, and PE of the fifth tread section satisfy the following relationships: PA < PB < 1.2PA, 1.1PA < PC < 1.2PA, 1.23PA < PD < 1.43PA, and 1.36PA < PE < 1.56PA. Thus, the tread sections 100 arranged circumferentially with five different pitch settings make the tread pattern structure more intricate and complex, effectively reducing tread resonance and disrupting the spectral distribution of cavity noise (making it more dispersed), thereby reducing the peak value of tire driving noise.

[0056] In this embodiment, the optimal pitch ratio between the five types of patterned parts 100 is an irrational number ratio. The pitch arrangement is optimized through finite element simulation, ultimately forming an optimal sorting method of 62 to 79 patterned parts 100 (preferably an even number) to further reduce the pattern resonance phenomenon.

[0057] like Figure 1 Each tread pattern 100 shown includes multiple sub-tread patterns 110 arranged along the circumference of the tire, and the pitch P' of the multiple sub-tread patterns 110 is different. In this way, a multi-pitch setting is further adopted for each tread pattern 100, the noise spectrum distribution is more dispersed, the sound energy tends to be uniform, and the noise performance of the tire is further improved.

[0058] In this embodiment, each tread portion 100 includes two sub-tread portions 110 arranged along the circumference of the tire.

[0059] like Figure 1As shown, the extension direction of the lateral recess 40 is set at a first angle A1 with the width direction of the tire. The first angle A1 satisfies: 5°≤A1≤9°. The width W1 of the lateral recess 40 and the pitch P' of the sub-pattern portion 110 satisfy: 0.11P'≤W1≤0.12P'. In this way, the setting of the small tilt angle (first angle A1) and its width W1, while conforming to the liquid flow direction in the groove, also provides sufficient space for liquid flow, thereby improving the tire's water drainage capacity in rainy weather, that is, the tire's anti-slip performance.

[0060] like Figure 2 As shown, in the cross-section of the transverse recess 40, the inner wall of the transverse recess 40 forms a second included angle A2 with the normal of the transverse recess 40, and the second included angle A2 satisfies: 3°≤A2≤7°. This arrangement of the groove wall facilitates the discharge of foreign objects from the transverse recess 40 under inertia or compression, reducing the probability of sharp, pebble-like foreign objects damaging the bottom wall of the recess, thereby extending the tire's service life.

[0061] like Figure 2 As shown, the lateral recess 40 is also provided with a chamfer 43 (actually a strip-shaped chamfer) near the edge of the tread, which helps to reduce abnormal wear of the tire on uneven road surfaces and reduce the risk of tire chipping and breakage.

[0062] In this embodiment, the widths W6 of the inner shoulder tread pattern 21, W7 of the inner crown tread pattern 33, W8 of the center tread pattern 31, W9 of the outer crown tread pattern 32, W10 of the outer shoulder tread pattern 22, and the width TAW satisfy the following relationships: W6 = (17.4% ± 1.5)% TAW, W7 = (12.5% ​​± 1.5)% TAW, W8 = (12.5% ​​± 1.5)% TAW, W9 = ( 12.5% ​​± 1.5)%TAW, W10 = (18.3% ± 1.5)%TAW, W6:W7:W8:W9:W610 = 1.39:1.00:1.00:1.00:1.47. The above width settings, in conjunction with the width settings of the longitudinal grooves 10, can disperse the noise energy generated when the tire contacts the driving surface, avoid noise concentration in a specific frequency range, thereby reducing the overall noise level and improving driving comfort.

[0063] In this embodiment, the overall ground contact rate of the tire tread is about 68% to extend the tire's service life, balance dry braking and anti-wet skid performance, and indirectly improve the tire's driving safety performance.

[0064] In this embodiment, the extensive use of semi-enclosed grooves and their arrangement helps to reduce deformation energy loss when the tire tread contacts the road surface, thereby reducing the tire's rolling resistance and improving the vehicle's fuel economy.

[0065] Specifically, the tire tread structure in this embodiment adopts an asymmetrical pattern design. The tread pattern closer to the inner side of the tire on the center surface prioritizes water drainage, while the tread pattern closer to the outer side of the tire on the center surface emphasizes handling performance (with greater rigidity than the inner side), enhancing the tire's grip and stability during cornering and high-speed driving. Furthermore, the asymmetrical tread design combined with the five-pitch design effectively increases the complexity of the tire tread pattern, ensuring a more dispersed noise spectrum, preventing noise resonance, and significantly reducing tire noise during driving.

[0066] This embodiment also provides a tire (not shown), which includes the tire tread structure described above.

[0067] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0068] The tire tread structure includes multiple longitudinal grooves extending circumferentially along the tire's width, spaced apart to divide the tread into two shoulder tread sections and a crown tread section located between the two shoulder tread sections. Each shoulder tread section has a lateral recess, spaced apart from one end near the tire's center surface S and the side of the shoulder tread section near the center surface S. The crown tread section has a group of transverse grooves, each end of which connects to two adjacent longitudinal grooves. Each transverse groove group includes a first transverse groove and a first sipe, which are interconnected. Along the direction from the first transverse groove to the first sipe, the width of the first transverse groove gradually decreases, and the width of the first sipe is less than the minimum width of the first transverse groove. Thus, the tire tread in this application employs a large number of semi-enclosed groove designs. Specifically, the lateral recesses on the shoulder tread are not connected to the longitudinal grooves, and the wider first lateral groove in the crown tread group is only directly connected to one end of the longitudinal groove (the other end is indirectly connected via a narrower first groove). The narrower first groove helps reduce the creep deformation of the crown tread (i.e., the narrower first groove provides less deformation space during tread compression), while the first lateral groove, connected to one end of the longitudinal groove and with a gradually changing width, can turbulently control air vibrations within the longitudinal groove. Therefore, the above-mentioned design of this application can significantly reduce tire cavity noise (air vibration noise generated by tire rolling, periodic tread deformation, and periodic vibrations of compressed air), thereby solving the problem of high tire noise in the prior art. Simultaneously, the lateral recesses and groove groups can balance the rigidity of the shoulder tread and crown tread respectively, increasing the interaction force between the tread and the driving surface and ensuring vehicle stability.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire tread structure, characterized in that, include: 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 tire tread into two shoulder tread portions (20) and a crown tread portion (30) located between the two shoulder tread portions (20). A lateral recess (40) is provided on the shoulder tread portion (20). The lateral recess (40) is provided at one end near the center surface S of the tire and at a distance from the side of the shoulder tread portion (20) near the center surface S. Transverse groove group (50), the transverse groove group (50) is provided on the tread pattern part (30), and the two ends of the transverse groove group (50) are respectively connected to two adjacent longitudinal grooves (10); The transverse groove group (50) includes a first transverse groove (51) and a first cutting groove (52) that are interconnected. Along the direction from the first transverse groove (51) to the first cutting groove (52), the width of the first transverse groove (51) gradually decreases, and the width of the first cutting groove (52) is less than the minimum width of the first transverse groove (51). The two shoulder tread portions (20) include an inner shoulder tread portion (21), which is disposed near the inner side of the tire relative to the center surface S. The tire tread structure also includes a connecting groove (80). A lateral recess (40) disposed on the inner shoulder tread portion (21) is an inner lateral recess (41). The connecting groove (80) is disposed on the inner shoulder tread portion (21) and located between the inner lateral recess (41) and the longitudinal groove (10). The inner lateral recess (41) is connected to the longitudinal groove (10) through the connecting groove (80). The width of the connecting groove (80) is smaller than the width of the inner lateral recess (41).

2. The tire tread structure according to claim 1, characterized in that, The tread pattern (30) comprises multiple parts, including a central tread pattern (31), at least a portion of which coincides with the central surface S. The tire tread structure further includes: A transverse cutting groove (60) is provided on the central patterned portion (31). The transverse cutting groove (60) includes a first sub-cutting groove (61), a second sub-cutting groove (62), and a third sub-cutting groove (63) that are interconnected. The second sub-cutting groove (62) is located between the first sub-cutting groove (61) and the third sub-cutting groove (63). The ends of the first sub-cutting groove (61) and the third sub-cutting groove (63) that are away from each other are respectively connected to two adjacent longitudinal grooves (10). The second sub-groove (62) is spaced apart from the center surface S.

3. The tire tread structure according to claim 2, characterized in that, The transverse groove group (50) provided on the central tread portion (31) is a central transverse groove group (53). There are multiple central transverse groove groups (53), and the multiple central transverse groove groups (53) are arranged at intervals along the circumference of the tire. The transverse sipe (60) is located between two adjacent central transverse groove groups (53).

4. The tire tread structure according to claim 2, characterized in that, The plurality of the tire crown tread portions (30) also include side tread portions located between the central tread portion (31) and the shoulder tread portion (20), the side tread portions including: The outer tread pattern (32) is disposed near the outer side of the tire relative to the center surface S. The lateral groove group (50) disposed on the outer tread pattern (32) is the outer lateral groove group (54). Along the depth direction of the outer lateral groove group (54), the first lateral groove (51) of the outer lateral groove group (54) includes a first sub-groove segment (541) and a second sub-groove segment (542) that are interconnected. The first sub-groove segment (541) is disposed near the tread relative to the second sub-groove segment (542). In the direction from the first sub-slot segment (541) to the second sub-slot segment (542), the width of the first sub-slot segment (541) gradually decreases.

5. The tire tread structure according to claim 4, characterized in that, The outer transverse groove group (54) is multiple, and the multiple outer transverse groove groups (54) are arranged at intervals along the circumference of the tire. The tire tread structure also includes: A lateral groove (70) is provided on the outer tread pattern portion (32) and located between two adjacent outer lateral groove groups (54). One end of the lateral groove (70) extends to one side of the outer tread pattern portion (32) to communicate with the longitudinal groove (10). The other end of the lateral groove (70) is spaced apart from the other side of the outer tread pattern portion (32).

6. The tire tread structure according to claim 1, characterized in that, The depth of the connecting groove (80) is less than the depth of the inner transverse recess (41) so that a structural reinforcement (90) is formed through the bottom of the connecting groove (80).

7. The tire tread structure according to claim 1, characterized in that, The tire tread structure includes a plurality of tread portions (100) arranged circumferentially along the tire, and the plurality of tread portions (100) include a first tread portion, a second tread portion, a third tread portion, a fourth tread portion and a fifth tread portion. The pitches PA of the first patterned portion, PB of the second patterned portion, PC of the third patterned portion, PD of the fourth patterned portion, and PE of the fifth patterned portion satisfy the following: PA < PB < 1.2PA, 1.1PA < PC < 1.2PA, 1.23PA < PD < 1.43PA, and 1.36PA < PE < 1.56PA.

8. The tire tread structure according to claim 7, characterized in that, Each of the tread portions (100) includes a plurality of sub-tread portions (110) arranged circumferentially along the tire, the pitch P' of the plurality of sub-tread portions (110) being different in size; and / or, The extension direction of the lateral recess (40) is set at a first angle A1 with the width direction of the tire, the first angle A1 satisfying: 5°≤A1≤9°, and the width W1 of the lateral recess (40) and the pitch P' of the sub-pattern portion (110) satisfying: 0.11P'≤W1≤0.12P'; and / or, In the cross section of the transverse recess (40), the inner wall of the transverse recess (40) and the normal of the transverse recess (40) are set at a second included angle A2, which satisfies: 3°≤A2≤7°.

9. A tire, characterized in that, The tire includes the tire tread structure as described in any one of claims 1 to 8.

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