tire

Abstract

This utility model provides a tire with multiple tread block units on its tread surface, spaced apart along the circumferential direction of the tread. Each tread block unit includes: a central tread block located in the center of the tread; two side tread blocks arranged symmetrically on either side of the central tread block; and two shoulder tread blocks located on the side of the side tread blocks away from the central tread block, also arranged symmetrically. The central and side tread blocks each have a crown sipe, at least a portion of which is annular. This application solves the problem of poor overall performance in existing tires.

Description

Technical Field

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

[0002] Suburban Utility Vehicle (SUV) tires are designed for multi-purpose vehicles, requiring the combination of the driving feel and handling of sedan tires with the traction of SUV tires.

[0003] Currently, the tread designs of existing urban SUV tires often fail to achieve an ideal balance, making it difficult to simultaneously address handling performance, braking performance, and noise and comfort performance on both dry and wet roads, resulting in poor overall performance. Utility Model Content

[0004] The main objective of this invention is to provide a tire that addresses the problem of poor overall performance of existing tires.

[0005] To achieve the above objectives, according to one aspect of the present invention, a tire is provided, wherein the tire tread is provided with tread block units, and there are multiple tread block units, which are spaced apart along the circumferential direction of the tread. Each tread block unit includes: a central tread block disposed in the middle of the tread; two side tread blocks, which are centrally symmetrically disposed on both sides of the central tread block; and two shoulder tread blocks disposed on the side of the side tread blocks away from the central tread block, which are centrally symmetrically disposed. The central tread block and the side tread blocks are respectively provided with crown grooves, at least a portion of which is an annular structure.

[0006] Furthermore, the tread groove includes: a first groove, disposed on the middle tread block, the first groove including a first groove segment and a second groove segment, the second groove segment having an annular structure; the length direction of the first groove segment and the length direction of the second groove segment have a first included angle A, the first included angle A being an obtuse angle.

[0007] Furthermore, a first transverse groove is provided on the middle patterned block, and the first transverse groove runs through the middle patterned block; there are two first cutting grooves, and the two first cutting grooves are centrally symmetrically arranged on both sides of the first transverse groove.

[0008] Furthermore, a middle cut surface is provided on the middle patterned block. The middle cut surface is located at the end of the first transverse groove. The two ends of the middle cut surface are respectively connected to the groove wall surface of the first transverse groove and the surface of the middle patterned block to form a first step structure on the middle patterned block.

[0009] Furthermore, the tread groove includes a second groove and a third groove, which are respectively disposed on the side tread block; the second groove extends along the width direction of the side tread block, and the third groove is connected to the middle of the second groove, with at least a portion of the second groove and the third groove forming a ring structure.

[0010] Furthermore, the second groove includes a third groove segment and a fourth groove segment, wherein the extension direction of the third groove segment and the extension direction of the fourth groove segment have a second included angle B, which is an obtuse angle.

[0011] Furthermore, the tire crown sipes also include a fourth sipe, which is disposed on the side tread block and spaced apart from the second sipe along the circumferential direction of the side tread block; the fourth sipe extends along the width direction of the side tread block in a zigzag trajectory.

[0012] Furthermore, a second transverse groove is provided on the side patterned block, and the width of at least a portion of the second transverse groove gradually decreases from the side of the side patterned block to the center.

[0013] Furthermore, the second transverse trench includes: a first trench section and a second trench section that are interconnected, wherein the width of the first trench section is greater than the width of the second trench section; wherein, a second step structure is provided on the side wall of the first trench section.

[0014] Furthermore, the tire shoulder tread block is provided with multiple third lateral grooves and multiple tire shoulder slits, and each third lateral groove and each tire shoulder slit is arranged alternately along the circumferential direction of the tire shoulder tread block.

[0015] Furthermore, the third transverse trench includes: a third trench section and a fourth trench section that are interconnected, wherein the width of the third trench section is greater than the width of the fourth trench section; wherein, a third step structure is provided on the side wall of the third trench section.

[0016] Furthermore, the tread groove includes a first groove and a second groove. The first groove is disposed on the middle tread block, and the second groove is disposed on the side tread block. The first groove and the shoulder groove are respectively provided with concave and convex structures. The orthographic projection of the first groove and the shoulder groove on the horizontal plane extends along a curved trajectory.

[0017] Furthermore, a first lateral groove is provided on the middle tread block, a second lateral groove is provided on the side tread block, and a third lateral groove is provided on the shoulder tread block; the first lateral groove, the second lateral groove and the third lateral groove are arranged alternately along the circumferential direction of the tire tread.

[0018] By applying the technical solution of this utility model, annular tread grooves are provided on the middle tread block, which helps to improve the tire's grip and handling performance on dry roads. This is because the annular grooves can enhance the rigidity of the tread block, making it less prone to deformation under stress, thereby maintaining good road contact and responsiveness.

[0019] These two tread blocks are symmetrically distributed on both sides of the central tread block. This symmetrical layout helps the tire maintain balance during rotation, reduces vibration, and improves driving comfort. The side tread blocks are also equipped with annular crown grooves, which not only improve performance on dry roads but also quickly expel water on wet roads, reducing the water film effect and improving grip and safety in wet conditions.

[0020] The shoulder tread blocks are located on the outer side of the side tread blocks and are symmetrically distributed. The main function of the shoulder tread blocks is to enhance the tire's lateral support and wear resistance, especially during cornering or when subjected to large lateral forces. The annular sipes on the shoulder tread blocks further enhance this function, making the tire more stable under lateral forces and also helping to extend tire life.

[0021] The annular tread grooves enhance the rigidity of the tire tread blocks, especially the center and sidewall blocks, which directly improves the tire's steering response and handling stability on dry surfaces. Simultaneously, in wet conditions, the grooves help to quickly expel water from under the tire, preventing hydroplaning and ensuring good vehicle handling even in rainy weather.

[0022] By cleverly designing symmetrical tread blocks and sipes on the tire tread, the shortcomings of traditional tires in terms of handling, grip, noise, and durability are effectively solved, providing drivers with a safer, more comfortable, and more economical driving experience. Attached Figure Description

[0023] 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:

[0024] Figure 1 A structural schematic diagram of an embodiment of a tire according to the present invention is shown;

[0025] Figure 2 A schematic diagram of the tread block unit of a tire according to the present invention is shown;

[0026] Figure 3 A schematic diagram of the structure of the first blade in a tire according to the present invention is shown;

[0027] Figure 4A schematic diagram of the structure of the second blade in a tire according to the present invention is shown;

[0028] Figure 5 A schematic diagram of the structure of the third blade in a tire according to the present invention is shown;

[0029] Figure 6 A schematic diagram of the structure of the fourth blade in a tire according to the present invention is shown;

[0030] Figure 7 A top view of a first or second blade in a tire according to the present invention is shown.

[0031] The above figures include the following reference numerals:

[0032] 100. Patterned block unit;

[0033] 110. Middle patterned block; 111. First transverse groove; 112. Middle cross-section; 113. First stepped structure;

[0034] 120. Side patterned block; 121. Second transverse groove; 1210. First groove section; 1211. Second groove section; 1212. Second step structure;

[0035] 130. Shoulder tread block; 131. Third lateral groove; 132. Shoulder sipe; 1310. Third groove section; 1311. Fourth groove section; 1312. Third step structure;

[0036] 140. Tire crown sipe; 141. First sipe; 1410. First sipe section; 1411. Second sipe section; 142. Second sipe; 1420. Third sipe section; 1421. Fourth sipe section; 143. Third sipe; 144. Fourth sipe; 160. First longitudinal groove; 170. Second longitudinal groove; 181. First blade; 1810. First reinforcing structure; 182. Second blade; 1820. Second reinforcing structure; 183. Third blade; 184. Fourth blade. Detailed Implementation

[0037] 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.

[0038] As mentioned in the background section, traditional tire tread design faces multiple challenges in the field of urban SUV tire design. Due to their unique vehicle characteristics, urban SUV tires need to balance the driving feel and handling of a sedan with the high traction requirements of a multi-purpose vehicle. However, current technology often fails to achieve an ideal balance in the tread design of urban SUV tires, particularly in the trade-off between handling performance, braking performance, and noise and comfort performance on both dry and wet roads. Therefore, to address the aforementioned technical problems, the tire provided in this application has multiple tread block units 100 on its tread surface, which are spaced apart along the circumferential direction of the tread surface. Each tread block unit 100 includes: a central tread block 110 disposed in the center of the tread surface; two side tread blocks 120 centrally symmetrically disposed on both sides of the central tread block 110; and two shoulder tread blocks 130 disposed on the side of the side tread blocks 120 away from the central tread block 110, which are also centrally symmetrically disposed. The central tread block 110 and the side tread blocks 120 are each provided with a crown sipe 140, at least a portion of which is an annular structure. Thanks to the sipes 140 on the center tread block 110 and side tread blocks 120, with a ring-shaped structure in some parts, the tire's overall rigidity is improved. This design provides stronger grip, especially during cornering and straight-line driving, significantly enhancing the handling performance of urban SUV tires. The ring-shaped sipes make the tire's contact with the ground more stable during cornering, reducing the risk of sideslip. Furthermore, the ring-shaped sipes 140 ensure effective tire-ground contact, especially in wet conditions, reducing water film formation and preventing hydroplaning, thus improving wet braking performance. On dry roads, the sipe design also enhances tire friction and shortens braking distance. The carefully designed tread pattern and sipe shape, especially the symmetrical arrangement of the shoulder tread block 130 and side tread block 120, effectively disperse vibrations and reduce noise generated when the tire contacts the ground. The combination of annular sipes and symmetrical tread blocks ensures excellent tire performance under various road conditions, providing not only superior handling on dry surfaces but also maintaining good braking and anti-skid capabilities on wet surfaces. This enhances the tire's overall performance.

[0039] Please refer to Figures 1 to 7This application provides a tire with tread block units 100 on its tread surface. Multiple tread block units 100 are spaced apart along the circumferential direction of the tread surface. Each tread block unit 100 includes: a central tread block 110 disposed in the center of the tread surface; two side tread blocks 120 centrally symmetrically disposed on either side of the central tread block 110; and two shoulder tread blocks 130 disposed on the side of the side tread blocks 120 away from the central tread block 110, also centrally symmetrically disposed. A crown sipe 140 is provided on both the central tread block 110 and the side tread blocks 120, at least a portion of which is annular.

[0040] According to the tire provided in this application, annular tread grooves 140 are provided on the center tread block 110, which helps to improve the tire's grip and handling performance on dry roads, because the annular grooves can enhance the rigidity of the tread block, making it less prone to deformation under stress, thereby maintaining good road contact and responsiveness.

[0041] These two tread block units 100 are symmetrically distributed on both sides of the central tread block 110. This symmetrical layout helps the tire maintain balance during rotation, reduces vibration, and improves driving comfort. The side tread blocks 120 are also equipped with annular crown grooves 140, which not only improve performance on dry roads but also quickly expel water on wet roads, reducing the water film effect and improving grip and safety in wet conditions.

[0042] The shoulder tread blocks 130 are located on the outer side of the side tread blocks 120 and are symmetrically distributed. The main function of the shoulder tread blocks 130 is to enhance the tire's lateral support and wear resistance, especially during cornering or when lateral forces are large. The annular crown grooves 140 on the shoulder tread blocks 130 further enhance this function, making the tire more stable under lateral forces and also helping to extend tire life.

[0043] The design of the annular tread grooves 140 enhances the rigidity of the tire tread blocks, especially in the center tread block 110 and the side tread blocks 120. This directly improves the tire's steering response and handling stability on dry surfaces. At the same time, in wet conditions, the grooves help to quickly expel water accumulated under the tire, preventing hydroplaning and ensuring that the vehicle maintains good handling even in rainy weather.

[0044] By cleverly designing symmetrical tread blocks and 140 tread grooves on the tire tread, the shortcomings of traditional tires in terms of handling, grip, noise and durability are effectively solved, providing drivers with a safer, more comfortable and economical driving experience.

[0045] Specifically, the tread groove 140 includes: a first groove 141 disposed on the intermediate tread block 110, the first groove 141 including a first groove segment 1410 and a second groove segment 1411, the second groove segment 1411 having an annular structure; the length direction of the first groove segment 1410 and the length direction of the second groove segment 1411 have a first included angle A, the first included angle A being an obtuse angle.

[0046] The primary design purpose of the first groove section 1410 is to provide better handling and braking performance on dry roads. The obtuse angle A design allows the tread block to better distribute stress when subjected to ground pressure, preventing excessive wear on the tread block edges, while also ensuring the rigidity and stability of the tread block.

[0047] The second sipe section 1411 has a ring-shaped structure, designed to improve drainage and grip in wet conditions. The ring design allows water to drain quickly along the sipe's path, preventing the formation of a water film and reducing the "water skidding" effect. Furthermore, the ring-shaped sipe increases the interlocking area between the tread blocks, providing sufficient friction even on wet surfaces to ensure vehicle stability and safety.

[0048] The first sipe section 1410, in combination with the shape of the middle tread block 110, and the obtuse angle A, can provide better grip and handling on dry roads, while reducing the wear of the tread blocks and extending the tire's lifespan.

[0049] The complex design of the first groove 141 reduces noise generated when the tire contacts the ground by dispersing sound waves, thus improving driving comfort. The obtuse angle A also helps reduce the impact force of the tread blocks when they contact the ground, further reducing noise levels.

[0050] In specific implementation, such as Figure 1 and Figure 2 As shown, a first transverse groove 111 is provided on the middle patterned block 110, and the first transverse groove 111 extends through the middle patterned block 110; there are two first cutting grooves 141, and the two first cutting grooves 141 are centrally symmetrically arranged on both sides of the first transverse groove 111.

[0051] A first lateral groove 111 is designed on the intermediate tread block 110. This groove runs through the intermediate tread block 110 and covers the entire width of the intermediate tread block. This through-type design is especially important in wet and slippery conditions because it allows water between the tire and the ground to be quickly discharged laterally, effectively reducing the formation of a water film, avoiding hydroplaning, and ensuring that the vehicle can still maintain good handling and braking performance in rainy or slippery road conditions.

[0052] Furthermore, two instances of the first sipe 141 are arranged symmetrically on both sides of the first lateral groove 111, meaning that each intermediate tread block 110 is symmetrically divided by these two sipes. This ensures that the tire has uniform rigidity when rotating, avoiding tire imbalance caused by excessively high or low rigidity of one tread block, thereby reducing vibration and noise during driving.

[0053] The symmetrical distribution of the first groove 141 increases the contact area and friction between the tire and the ground. Especially when turning and driving straight, this design can provide additional grip and enhance handling stability and responsiveness on dry roads.

[0054] Furthermore, the intermediate patterned block 110 is provided with an intermediate cut surface 112, which is located at the end of the first transverse groove 111. The two ends of the intermediate cut surface 112 are respectively connected to the groove wall surface of the first transverse groove 111 and the surface of the intermediate patterned block 110, so as to form a first step structure 113 on the intermediate patterned block 110.

[0055] The intermediate cut surface 112 is located at the end of the first lateral groove 111. This means that when the tire contacts the ground, the intermediate cut surface 112 will participate in the friction along with the groove wall of the first lateral groove 111 and the surface of the intermediate tread block 110, increasing the actual contact area between the tire and the ground, thereby improving the tire's grip.

[0056] The groove wall of the first lateral groove 111 connected to the middle section 112 and its two ends, together with the surface of the middle tread block 110, form a stepped structure—the first stepped structure 113. During tire rolling, this structure can provide more stable support through different levels of contact area, reduce the deformation of the tread block, and maintain the tire's good handling performance.

[0057] When the tire tread wears down after prolonged driving, the first step structure 113 can ensure the tire's contact area with the ground, thus guaranteeing driving safety.

[0058] In the specific implementation process, the tire crown groove 140 includes a second groove 142 and a third groove 143, which are respectively disposed on the side tread block 120; the second groove 142 extends along the width direction of the side tread block 120, and the third groove 143 is connected to the middle part of the second groove 142, and at least a part of the second groove 142 and the third groove 143 form a ring structure.

[0059] The second sipe 142 extends along the width of the side tread block 120, and its main purpose is to increase the rigidity and stability of the tire, especially under lateral forces (such as sharp turns or sudden lane changes). Since the side tread block 120 is located at the edge of the tire contact with the ground, the lateral layout of the second sipe 142 can effectively resist deformation, ensuring that the tire can maintain a good contact surface when subjected to lateral pressure, thereby improving handling performance and braking effect.

[0060] When the second sipe 142 and the third sipe 143 intersect or connect, they together form part of a ring-shaped structure. This ring-shaped structure helps to distribute the pressure at the tire's contact patch, avoiding uneven wear caused by excessive local stress. At the same time, the ring-shaped sipe design also enhances the tire's water drainage performance, especially on wet and slippery roads, enabling it to drain water from under the tire more quickly, reducing the formation of a water film, and improving wet grip and safety.

[0061] The precise layout of the sipes helps to disperse the noise generated when the tire contacts the ground, making the tire run more quietly. At the same time, by optimizing the shape of the tread blocks, the vibration amplitude of the tire when driving on uneven roads is reduced, improving ride comfort.

[0062] The innovative combination design of the second groove 142 and the third groove 143, as well as the ring structure they form, not only effectively solves the limitations of traditional side tread blocks in terms of handling and wet safety, but also comprehensively optimizes noise, comfort and durability, greatly improving the tire's overall performance under various road conditions and meeting the high standards of urban SUV drivers for tire performance.

[0063] The second cutting groove 142 includes a third cutting groove segment 1420 and a fourth cutting groove segment 1421. The extension direction of the third cutting groove segment 1420 and the extension direction of the fourth cutting groove segment 1421 have a second included angle B, which is an obtuse angle.

[0064] The third sipe 1420 extends at a certain angle to the width direction of the tread, aiming to improve the tire's stability and handling performance in a specific direction. Its function is that when the tire is subjected to lateral forces, the third sipe 1420, through its shape and layout, can provide additional support, making the tire more stable.

[0065] The fourth sipe segment 1421 extends at an obtuse angle B to the third sipe segment 1420, which typically means that the fourth sipe segment 1421 may extend radially or obliquely along the tire. The purpose of this design is twofold: firstly, to increase tire rigidity; and secondly, to create a more complex tread pattern through interaction with the third sipe segment 1420, thereby improving tire grip in multiple directions, especially under complex driving conditions such as slippery surfaces or high-speed cornering.

[0066] The combination of the third sipe section 1420 and the fourth sipe section 1421 enhances tire stability in multiple directions, particularly improving the tire's resistance to lateral and retrograde forces under complex road conditions and adverse weather conditions. The obtuse angle B design allows the tire to provide more grip area through a finer tread block layout when subjected to forces in different directions, thereby improving grip and handling agility. Especially when driving on wet or snowy roads, this design can significantly improve the vehicle's starting, acceleration, braking, and cornering performance.

[0067] The multi-layered, complex-angled sipe design of the second sipe 142 disperses sound waves when the tire contacts the ground, reducing driving noise. Simultaneously, this design helps reduce vibration of the tread blocks when in contact with the ground, thereby improving driving comfort.

[0068] The tire crown sipes 140 also includes a fourth sipe 144, which is disposed on the side tread block 120 and is spaced apart from the second sipe 142 along the circumferential direction of the side tread block 120; the fourth sipe 144 extends along the width direction of the side tread block 120 in a zigzag trajectory.

[0069] The spacing along the tire's circumferential direction is designed to create an alternating distribution of rigidity during tire rotation. When the tire contacts the ground, the different rigidity zones formed between the second sipe 142 and the fourth sipe 144 can more effectively absorb and disperse lateral forces, thereby improving tire handling stability and responsiveness. This alternating distribution design also reduces tire rotational noise by controlling the contact time of different rigidity zones, thus dispersing and reducing sound.

[0070] The zigzag sipe design increases the complexity of the tire tread and improves the self-cleaning ability of the sidewall tread blocks 120. The zigzag sipe path effectively guides the expulsion of mud, snow, or water as the tire rolls, reducing dirt retention in the tread blocks and ensuring the tire's continued high performance under various harsh conditions. Furthermore, the zigzag sipes increase the contact area between the tire and the ground, especially on wet surfaces, improving wet grip and braking performance.

[0071] In this application, a second transverse groove 121 is provided on the side patterned block 120. From the side to the middle of the side patterned block 120, the width of at least a portion of the groove of the second transverse groove 121 gradually decreases.

[0072] The main purpose of this design is to optimize tire contact pressure distribution. The sidewall tread blocks bear greater lateral forces during cornering, and the wider grooves provide better drainage channels and greater tread block rigidity, contributing to improved steering stability and grip in wet conditions. Meanwhile, the tread blocks closer to the center of the tire primarily function to provide traction and braking force during straight-line driving; their narrower groove width increases the actual contact area between the tread blocks and the ground, enhancing grip on dry surfaces.

[0073] As the width of the second lateral groove 121 gradually decreases, the rigidity of the tread blocks gradually increases. On the tire sidewall, tread blocks with higher rigidity can better resist lateral forces, while in the middle part of the tire, tread blocks with lower rigidity but larger contact area are more conducive to improving braking performance and handling on dry roads.

[0074] The varying width of the second lateral groove 121 also enhances the tire's self-cleaning ability. On wet or muddy surfaces, the wider grooves effectively channel water and mud from the tire sidewalls, preventing them from accumulating in the tread blocks, thus reducing hydroplaning and improving safety when driving on wet surfaces.

[0075] Specifically, the second transverse groove 121 includes: a first groove section 1210 and a second groove section 1211 that are interconnected, wherein the width of the first groove section 1210 is greater than the width of the second groove section 1211; wherein, a second step structure 1212 is provided on the groove side wall of the first groove section 1210.

[0076] The first groove section 1210 has a larger width, while the second groove section 1211 is relatively narrow. This design choice takes into account the tire's needs and functions under different conditions. The larger first groove section 1210 is more conducive to rapid water drainage, especially on wet and slippery roads, effectively reducing the formation of a water film, preventing hydroplaning, and improving wet grip and safety. The narrow design of the second groove section 1211 helps maintain the overall rigidity of the tire, reduces unnecessary deformation of the tread blocks, and maintains good handling and responsiveness.

[0077] A second stepped structure 1212 is provided on the sidewall of the first groove section 1210. This stepped structure essentially increases the complexity of the groove wall, forming an additional contact surface, which has multiple positive effects on tire performance. First, the stepped structure increases the tire's grip area on the ground, especially on dry roads, improving braking and handling by increasing friction. Second, the second stepped structure 1212 helps to distribute the pressure when the tire contacts the ground, reducing concentrated deformation of the tread blocks under stress, thereby improving the rigidity and wear resistance of the tread blocks. During long-term driving, when the tread is worn, the second stepped structure 1212 ensures that the tread has sufficient contact area, extending tire life. Third, the stepped structure design also enhances the tire's self-cleaning ability, preventing the accumulation of impurities such as mud, sand, and snow, and maintaining the tire's performance stability in complex environments.

[0078] The shoulder tread block 130 is provided with multiple third lateral grooves 131 and multiple shoulder slits 132, and the third lateral grooves 131 and the shoulder slits 132 are arranged alternately along the circumferential direction of the shoulder tread block 130.

[0079] The third lateral groove 131 runs through the tire shoulder tread block, providing a lateral drainage channel for the tire, allowing water to be quickly discharged from the tire contact surface, effectively reducing the thickness of the water film, preventing hydroplaning, and thus improving the tire's grip and braking performance under wet conditions.

[0080] The shoulder sipes 132 and the third lateral grooves 131 are arranged alternately. This design increases the complexity of the tire tread, allowing the tire to form more tiny contact points when it contacts the ground, increasing friction and improving handling and braking performance in dry conditions. At the same time, the shoulder sipes 132 enhance the tire's self-cleaning ability, helping to remove impurities such as mud and stones, and maintaining the durability of tire performance.

[0081] The alternating arrangement of the third lateral groove 131 and the shoulder groove 132 along the circumference ensures good grip for the tire in both the lateral and longitudinal directions, providing stable support during both cornering and straight driving. Furthermore, this design helps to disperse tire noise during operation, as different tread blocks and grooves contact the ground at different times, reducing resonance and creating a quieter driving environment.

[0082] The third transverse trench 131 includes: a third trench section 1310 and a fourth trench section 1311 that are interconnected, wherein the width of the third trench section 1310 is greater than the width of the fourth trench section 1311; wherein, a third step structure 1312 is provided on the side wall of the third trench section 1310.

[0083] The two components of the third lateral groove 131—the third groove section 1310 and the fourth groove section 1311—are connected to form a single unit. The larger width of the third groove section 1310 is designed to provide a wider drainage channel and increase the grip area when the tire contacts the ground, while the smaller width of the fourth groove section 1311 helps maintain tire rigidity, reduces tread block deformation, and also promotes the expulsion of mud and snow.

[0084] The third-step structure 1312 increases tire-road friction by creating additional contact surfaces and engagement points, significantly improving wet grip and braking performance, especially in wet or muddy conditions. Furthermore, the stepped structure also disperses pressure distribution when the tire contacts the ground, preventing excessive localized wear and helping to maintain even tire wear, thus extending tire life.

[0085] The difference in width between the third groove section 1310 and the fourth groove section 1311 not only optimizes the tire's drainage and self-cleaning functions, but also improves the tire's handling and stability under different road conditions by adjusting the rigidity of the tread blocks. The larger width of the third groove section facilitates the rapid expulsion of water, while the smaller width of the fourth groove section helps maintain the rigidity of the tread blocks. The combination of the two can reduce tire noise and vibration during rolling while ensuring drainage efficiency.

[0086] The tread groove 140 includes a first groove 141 and a second groove 142. The first groove 141 is disposed on the middle tread block 110, and the second groove 142 is disposed on the side tread block 120. The first groove 141 and the shoulder groove 132 are respectively provided with concave and convex structures. The orthographic projection of the first groove 141 and the shoulder groove 132 on the horizontal plane extends along a curved trajectory.

[0087] The first sipe 141 is located on the intermediate tread block 110, which is one of the main contact areas between the tire and the ground, providing traction and braking force when driving straight. The concave-convex structure within the first sipe increases the rigidity and coefficient of friction of the tread block. Especially on wet roads, this structure effectively improves tire grip, reduces the risk of slippage, and provides good handling under dry road conditions.

[0088] Shoulder grooves 132 are provided on the tire shoulder tread blocks 130, which primarily function during vehicle cornering. The shoulder grooves 132 also include a raised / lower structure, which helps to increase the rigidity of the tire shoulder tread blocks 130 and enhance vehicle stability during cornering. Especially in slippery cornering conditions, this structure provides additional grip, ensuring the vehicle safely and smoothly navigates the curve.

[0089] The first blade 181 is provided in the first cutting groove 141, and a first reinforcing structure 1810 is provided on the first blade 181. The first reinforcing structure 1810 is interlocked with the concave and convex structure in the first cutting groove 141. The second blade 182 is provided in the shoulder cutting groove 132, and a second reinforcing structure 1820 is provided on the second blade 182. The second reinforcing structure 1820 is interlocked with the concave and convex structure in the shoulder cutting groove 132.

[0090] The second cutting groove 142 contains a third cutting blade 183, and the fourth cutting groove 144 contains a fourth cutting blade 184. Each cutting blade is a 3D structure, meaning that each cutting blade extends along a wavy trajectory.

[0091] The middle tread block 110 is provided with a first lateral groove 111, the side tread block 120 is provided with a second lateral groove 121, and the shoulder tread block 130 is provided with a third lateral groove 131; the first lateral groove 111, the second lateral groove 121 and the third lateral groove 131 are arranged alternately along the circumferential direction of the tire tread.

[0092] The first lateral groove 111, the second lateral groove 121, and the third lateral groove 131 are staggered in the circumferential direction of the tire, which means that when the tire rotates, these grooves will not all be in contact with the ground at the same time. This staggered design can effectively reduce the noise generated when the tire touches the ground. By dispersing the impact force through different tread blocks and grooves contacting the ground asynchronously, the resonance effect is reduced, and quiet driving is achieved.

[0093] Furthermore, the variation in the width of the second lateral groove 121 and the staggered arrangement of the various lateral grooves enable the tire to effectively ensure the expulsion of water when driving on wet surfaces, reduce hydroplaning, and improve drainage and braking performance on wet surfaces.

[0094] like Figure 1 and Figure 2 As shown, the extension directions of the first lateral groove 111, the second lateral groove 121, and the third lateral groove 131 are respectively set at an angle to the horizontal width direction of the tread, and the line connecting the first lateral groove 111, the second lateral groove 121, and the third lateral groove 131 forms a broken line trajectory.

[0095] A first longitudinal groove 160 is provided between the middle tread block 110 and the side tread block 120, and a second longitudinal groove 170 is provided between the side tread block 120 and the shoulder tread block 130. The first transverse groove 111 is connected to the first longitudinal groove 160, and the second transverse groove 121 is connected to the second longitudinal groove 170.

[0096] The tire tread pattern of this application adopts a symmetrical design. The tread pattern has a large contact patch ratio, which ensures the braking area of ​​the tread blocks and thus shortens the braking distance. Different styles of sipes cut the tread blocks apart, and reinforcing blocks are added inside the sipes to improve the rigidity of the tread blocks, thereby shortening the braking distance.

[0097] The tread includes a center tread block 110, side tread blocks 120, and shoulder tread blocks 130. The center tread block 110 is located between the two side tread blocks 120, and the shoulder tread block 130 is located on the outermost side. Longitudinal tread grooves are provided between adjacent tread blocks, and transverse tread grooves are provided on the tread blocks.

[0098] The middle patterned block 110 has a first transverse groove 111 of equal width and a zigzag-shaped groove.

[0099] The side patterned block 120 is provided with a second transverse groove 121 with a gradually changing width and a zigzag-shaped groove. The groove wall of the second transverse groove 121 is made with an inclined cut to form a second step structure.

[0100] The outer shoulder tread block 130 is provided with a third transverse groove 131, a zigzag slit groove, and an inclined cut on the groove wall of the third transverse groove 131 to form a third step structure.

[0101] The tread pattern features a symmetrical design. The high ground contact rate of the tread pattern ensures a large braking area for the tread blocks, thereby shortening the braking distance. Different styles of grooves cut the tread blocks, while reinforcing concave-convex structures are added inside the grooves to improve the rigidity of the tread blocks, further reducing braking distance.

[0102] The shoulder tread block 130 is provided with a third lateral groove 131, which, together with the first lateral groove 111 on the middle tread block 110 and the second lateral groove 121 with gradually changing width on the side tread block 120, forms a wave-shaped lateral tread groove that runs through the inner and outer sides of the tire. This allows the tire to effectively ensure the expulsion of water when driving on wet roads, reduce hydroplaning, and improve drainage and braking performance on wet roads.

[0103] The sipes on the shoulder, middle, and side tread blocks 120 are designed in 3D. The cross-sections of the sipes in the left and top views are wavy, which increases the interlocking force between the tread blocks on both sides of the sipe and ensures the rigidity of the tread blocks. At the same time, a reinforcing structure design is added inside the sipes to further improve the rigidity of the tread blocks, thereby improving the braking performance on dry roads.

[0104] The cuts on the shoulder and outer middle tread grooves gradually wear down after the tire has been driven for a period of time, gradually increasing the tire's contact area with the ground and thus improving braking performance on dry roads.

[0105] The middle and side tread blocks 120 are provided with annular grooves to reduce stress concentration, improve rigidity, and enhance braking and handling performance.

[0106] This tread pattern features five different tread pitches, with the same pattern across all pitches and a defined width. These five pitches are arranged randomly along the tire circumference; this random arrangement minimizes tread resonance. Furthermore, a strategic misalignment is designed between the center and shoulder tread blocks (130mm) to further reduce noise.

[0107] To ensure uniform tire rigidity, different numbers of sipes are set according to different tread pitches, thereby ensuring a uniform transition of rigidity between circumferential tread blocks and uniform tire wear.

[0108] As can be seen from the above technical solutions, this application improves the traction of the tread pattern by reasonably designing the grounding rate, the shape of the groove, and the shape of the tread groove, while effectively ensuring the braking performance on dry and wet roads and ensuring the comfort of the tire.

[0109] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0110] According to the tire provided in this application, annular tread grooves 140 are provided on the center tread block 110, which helps to improve the tire's grip and handling performance on dry roads, because the annular grooves can enhance the rigidity of the tread block, making it less prone to deformation under stress, thereby maintaining good road contact and responsiveness.

[0111] These two tread block units 100 are symmetrically distributed on both sides of the central tread block 110. This symmetrical layout helps the tire maintain balance during rotation, reduces vibration, and improves driving comfort. The side tread blocks 120 are also equipped with annular crown grooves 140, which not only improve performance on dry roads but also quickly expel water on wet roads, reducing the water film effect and improving grip and safety in wet conditions.

[0112] The shoulder tread blocks 130 are located on the outer side of the side tread blocks 120 and are symmetrically distributed. The main function of the shoulder tread blocks 130 is to enhance the tire's lateral support and wear resistance, especially during cornering or when lateral forces are large. The annular crown grooves 140 on the shoulder tread blocks 130 further enhance this function, making the tire more stable under lateral forces and also helping to extend tire life.

[0113] The design of the annular tread grooves 140 enhances the rigidity of the tire tread blocks, especially in the center tread block 110 and the side tread blocks 120. This directly improves the tire's steering response and handling stability on dry surfaces. At the same time, in wet conditions, the grooves help to quickly expel water accumulated under the tire, preventing hydroplaning and ensuring that the vehicle maintains good handling even in rainy weather.

[0114] By cleverly designing symmetrical tread blocks and 140 tread grooves on the tire tread, the shortcomings of traditional tires in terms of handling, grip, noise and durability are effectively solved, providing drivers with a safer, more comfortable and economical driving experience.

[0115] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0116] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0117] 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.

[0118] 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, wherein a plurality of tread blocks (100) are provided on the tread surface, the plurality of tread blocks (100) being spaced apart along the circumferential direction of the tread surface, characterized in that, The patterned block unit (100) includes: The intermediate tread block (110) is located in the middle of the tread. Two side patterned blocks (120) are arranged symmetrically on both sides of the central patterned block (110); Two shoulder tread blocks (130) are disposed on the side of the side tread block (120) away from the middle tread block (110), and the two shoulder tread blocks (130) are centrally symmetrically arranged; The middle tread block (110) and the side tread block (120) are respectively provided with a crown groove (140), and at least part of the crown groove (140) is an annular structure.

2. The tire according to claim 1, characterized in that, The crown groove (140) includes: The first groove (141) is provided on the intermediate patterned block (110). The first groove (141) includes a first groove segment (1410) and a second groove segment (1411). The second groove segment (1411) is an annular structure. The length direction of the first cutting groove segment (1410) and the length direction of the second cutting groove segment (1411) have a first included angle A, which is an obtuse angle.

3. The tire according to claim 2, characterized in that, The intermediate patterned block (110) is provided with a first transverse groove (111), which extends through the intermediate patterned block (110). There are two first cutting grooves (141), and the two first cutting grooves (141) are centrally symmetrically arranged on both sides of the first transverse groove (111).

4. The tire according to claim 3, characterized in that, The intermediate patterned block (110) is provided with an intermediate cut surface (112), which is located at the end of the first transverse groove (111). The two ends of the intermediate cut surface (112) are respectively connected to the groove wall of the first transverse groove (111) and the surface of the intermediate patterned block (110) to form a first step structure (113) on the intermediate patterned block (110).

5. The tire according to claim 1, characterized in that, The tread groove (140) includes a second groove (142) and a third groove (143), and the second groove (142) and the third groove (143) are respectively disposed on the side tread block (120); The second cutting groove (142) extends along the width direction of the side pattern block (120), and the third cutting groove (143) is connected to the middle of the second cutting groove (142). At least a portion of the second cutting groove (142) and the third cutting groove (143) form an annular structure.

6. The tire according to claim 5, characterized in that, The second tool groove (142) includes: The third cutting groove segment (1420) and the fourth cutting groove segment (1421) have a second included angle B between their extension directions, and the second included angle B is an obtuse angle.

7. The tire according to claim 5, characterized in that, The crown sipes (140) also include a fourth sipe (144), which is disposed on the side tread block (120) and is spaced apart from the second sipe (142) along the circumferential direction of the side tread block (120). The fourth cutting groove (144) extends along the width direction of the side pattern block (120) in a zigzag trajectory.

8. The tire according to claim 5, characterized in that, The side patterned block (120) is provided with a second transverse groove (121), and the width of at least a portion of the second transverse groove (121) gradually decreases from the side to the center of the side patterned block (120).

9. The tire according to claim 8, characterized in that, The second transverse groove (121) includes: The first trench segment (1210) and the second trench segment (1211) are interconnected, and the width of the first trench segment (1210) is greater than the width of the second trench segment (1211). The first trench section (1210) has a second step structure (1212) on its side wall.

10. The tire according to claim 1, characterized in that, The shoulder tread block (130) is provided with a plurality of third lateral grooves (131) and a plurality of shoulder slits (132), and each of the third lateral grooves (131) and each of the shoulder slits (132) are arranged alternately in sequence along the circumferential direction of the shoulder tread block (130).

11. The tire according to claim 10, characterized in that, The third transverse groove (131) includes: The third trench segment (1310) and the fourth trench segment (1311) are interconnected, wherein the width of the third trench segment (1310) is greater than the width of the fourth trench segment (1311); The third groove section (1310) has a third step structure (1312) on its side wall.

12. The tire according to claim 10, characterized in that, The tread groove (140) includes a first groove (141) and a second groove (142). The first groove (141) is disposed on the middle tread block (110), and the second groove (142) is disposed on the side tread block (120). The first groove (141) and the shoulder groove (132) are respectively provided with concave and convex structures; the orthographic projection of the first groove (141) and the shoulder groove (132) on the horizontal plane extends along a curved trajectory.

13. The tire according to claim 1, characterized in that, The middle tread block (110) is provided with a first transverse groove (111), the side tread block (120) is provided with a second transverse groove (121), and the shoulder tread block (130) is provided with a third transverse groove (131). The first lateral groove (111), the second lateral groove (121) and the third lateral groove (131) are arranged alternately along the circumferential direction of the tread.

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