An HT tire

Abstract

The utility model provides a kind of HT tire belongs to tire design field, including the central block of extending along the circumferential center line of tire tread, the middle block of being located central block left and right sides and symmetrically arranged;Central block and the two sides of middle block are equipped with longitudinal groove, and longitudinal groove is composed of several straight line parts staggered arrangement;Man-shaped through groove is equipped on middle block, and man-shaped through groove includes first groove and second groove;First groove one end is connected with the longitudinal groove of one side of middle block, and other end is closed on middle block;Second groove one end is connected with the longitudinal groove of other side of middle block, and other end is connected first groove.The utility model solves the technical problems that existing HT tire has water slide on water accumulation pavement, uneven wear, premature wear in local part leads to shortening of tire service life, insufficient rigidity of tread structure, poor grip and stability under high speed or heavy load working condition, with good drainage, wear resistance, good grip, stable characteristics.

Description

Technical Field

[0001] This utility model belongs to the field of tire design, and in particular relates to an HT tire. Background Technology

[0002] HT tires, as highway terrain tires, are mainly suitable for urban SUVs and multi-purpose passenger vehicles in the market. They need to simultaneously meet the requirements of comfort on paved roads, wet safety, and light off-road capability. According to the requirements of EU regulations (EC) No. 1222 / 2009 and the revised EU 2020 / 740, tires must meet strict ratings in terms of wet grip (AE level), rolling noise (AC level), and fuel efficiency (AG level).

[0003] However, traditional HT tires have the following shortcomings: Performance imbalance: Tread patterns that prioritize road quietness often sacrifice wet grip. For example, some symmetrical tread patterns cannot achieve a braking distance of B or higher on wet and slippery roads at 80km / h. Inadequate regulatory adaptation: In 2025, the EU will implement stricter testing standards (wetland testing speed increased to 85km / h, noise testing added to low-temperature conditions), and existing pattern designs face the risk of downgrading; Poor compatibility across multiple scenarios: Based on existing road conditions, there is a lack of effective support for consumers' light off-road needs for HT tires (such as rural gravel roads, grass, etc.), and the strength and arrangement of tread blocks make it difficult to balance grip and wear resistance.

[0004] In summary, existing HT tires have several drawbacks, including hydroplaning on wet roads, which affects driving safety; uneven tread wear, leading to premature wear in certain areas and shortening tire lifespan; and insufficient tread structure rigidity, resulting in poor grip and stability under high-speed or heavy-load conditions. Utility Model Content

[0005] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0006] This utility model proposes an HT tire that solves the technical problems of existing HT tires, such as hydroplaning on wet roads, affecting driving safety; uneven tread wear, premature wear leading to shortened tire life; and insufficient tread structure rigidity, resulting in poor grip and stability under high-speed or heavy-load conditions. The new tire features good drainage, wear resistance, good grip, and stability.

[0007] This utility model discloses an HT tire, including a central tread block extending along the circumferential centerline of the tire tread, and intermediate tread blocks symmetrically arranged on the left and right sides of the central tread block; longitudinal grooves are provided on both sides of the central tread block and the intermediate tread blocks, and the longitudinal grooves are composed of several straight sections arranged alternately; a human-shaped through groove is provided on the intermediate tread block, the human-shaped through groove including a first groove and a second groove; one end of the first groove connects to the longitudinal groove on one side of the intermediate tread block, and the other end is closed on the intermediate tread block; one end of the second groove connects to the longitudinal groove on the other side of the intermediate tread block, and the other end connects to the first groove; the width of the human-shaped through groove is 3-5mm.

[0008] In some embodiments, the included angle between the first trench and the second trench is 60°-80°.

[0009] In some embodiments, the width of the longitudinal groove is 6-15 mm.

[0010] In some embodiments, the stagger distance of several straight sections is 1 / 10 to 1 / 4 of the width of the longitudinal groove.

[0011] In some embodiments, both the central patterned block and the intermediate patterned block are provided with grooves connecting adjacent straight sections of the same longitudinal groove.

[0012] In some embodiments, a shoulder tread block is also included on the side of the intermediate tread block away from the central tread block, and the width of the shoulder tread block is greater than the width of the intermediate tread block and the central tread block.

[0013] In some embodiments, the total width of the shoulder tread blocks is 7 / 20 to 9 / 20 of the tire contact patch width; the total width of the middle tread blocks and the central tread blocks is 9 / 20 to 1 / 2 of the tire contact patch width.

[0014] In some embodiments, the central patterned block is provided with a Z-shaped steel sheet with both ends connected to the longitudinal grooves on both sides of the central patterned block.

[0015] In some embodiments, the Z-shaped steel sheet includes a first part, a second part, and a third part connected in sequence, with the angle between the first part and the second part being 100°-140° and the angle between the second part and the third part being 100°-140°.

[0016] In some embodiments, the length of the first part, the second part, and the third part is 20-30mm, and the thickness is 1-2mm.

[0017] Compared with the prior art, the beneficial effects of this utility model are as follows: The utility model provides an HT tire. The non-linear longitudinal groove structure eliminates the problem of drainage dead corners caused by lateral force when a traditional linear groove turns, improves the driving safety on wet roads. Meanwhile, the curved path design of the non-linear groove enables air and water flow to flow gently, reduces turbulent noise generated by airflow impacting the groove wall, and improves driving comfort. The middle herringbone through groove design is herringbone-shaped and arranged in a through manner. The herringbone structure fits the rolling direction of the tire, and can actively guide accumulated water to be quickly discharged to the sidewall. Meanwhile, the inclined patterns of the herringbone groove increase the contact edge between the tread and the ground, especially when turning, starting or braking, which can enhance the traction and lateral grip of the tire, improve driving stability. The herringbone pattern can disperse the ground contact pressure, avoid premature wear of the middle part of the tread, and prolong the service life of the tire. Description of Drawings

[0018] The drawings described herein are used to provide further understanding of the present utility model and constitute a part of the present utility model. The schematic embodiments of the present utility model and the descriptions thereof are used to explain the present utility model and do not constitute an improper limitation on the present utility model. In the drawings: Figure 1 is a structural schematic diagram of the HT tire provided by the embodiment of the present utility model; In the above drawings: 101, central tread block; 102, intermediate tread block; 103, shoulder tread block; 2, longitudinal groove; 201, straight portion; 301, first groove; 302, second groove; 401, first portion; 402, second portion; 403, third portion. Detailed Description

[0019] To make the purpose, technical solutions and advantages of the present utility model clearer, the present utility model is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model, not to limit the present utility model. Based on the embodiments provided by the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the scope of protection of the present utility model.

[0020] An embodiment of the present utility model provides an HT tire, Figure 1 is a structural schematic diagram of the HT tire according to the embodiment of the present utility model. With reference to Figure 1As shown, the HT tire comprises a central tread block 101 extending along the circumferential center line of the tire tread, and intermediate tread blocks 102 symmetrically arranged on the left and right sides of the central tread block 101; longitudinal grooves 2 are provided on both sides of the central tread block 101 and the intermediate tread blocks 102, and the longitudinal grooves 2 are formed by a plurality of linear portions 201 arranged in a staggered manner; a herringbone through groove is provided on the intermediate tread block 102, and the herringbone through groove comprises a first groove 301 and a second groove 302; one end of the first groove 301 communicates with the longitudinal groove 2 on one side of the intermediate tread block 102, and the other end is closed on the intermediate tread block 102; one end of the second groove 302 communicates with the longitudinal groove 2 on the other side of the intermediate tread block 102, and the other end is connected to the first groove 301; the groove width of the herringbone through groove is 3-5 mm.

[0021] The non-linear longitudinal groove 2 structure in the above HT tire solves the problem of drainage dead angle caused by lateral force when turning with traditional linear grooves, improves the safety of driving on wet roads. Meanwhile, the curved path design of the non-linear groove allows air and water flow to flow gently, reduces turbulent noise generated by air flow impacting the groove wall, and improves driving comfort; the design of the herringbone through groove in the intermediate tread block is herringbone-shaped and through-arranged. The herringbone structure fits the rolling direction of the tire, can actively guide accumulated water to be rapidly discharged toward the tire side, meanwhile the inclined纹路 of the herringbone groove increases the contact edge between the tread and the ground, especially when turning, starting or braking, can enhance the traction and lateral grip of the tire, improve driving stability. The herringbone纹路 can disperse ground contact pressure, avoid premature wear of the middle part of the tread, and prolong the service life of the tire.

[0022] The above technical solution defines that the groove width of the herringbone through groove is 3-5 mm, the reason is that when the width is less than 3 mm, the groove is too narrow, which leads to restriction of the drainage channel, accumulated water cannot be discharged rapidly, and a water film is easily formed to cause hydroplaning. Meanwhile, narrow grooves are easily blocked by stones and impurities, which further weakens drainage and grip performance; when the width is greater than 5 mm, the excessively wide groove reduces the effective ground contact area of the tread, reduces the stability during straight-line driving, and reduces the rigidity of the tread, which is prone to cracking at the groove edge and aggravates wear.

[0023] In some embodiments, the included angle between the first groove 301 and the second groove 302 is 60°-80°. This technical solution defines the included angle between the first groove 301 and the second groove 302, the reason is that when the included angle is less than 60°, the adaptability to the rolling direction of the tire is poor, cannot effectively guide accumulated water to flow toward the tire side, the drainage efficiency is greatly reduced, meanwhile the function of the grip edge of the inclined纹路 is weakened, resulting in insufficient traction during steering and braking; when the included angle is greater than 80°, the active drainage advantage of the herringbone shape is lost, accumulated water is easily accumulated in the middle of the groove, the effect of dispersing ground contact pressure is weakened, the wear of the middle part of the tread is accelerated, and the service life is shortened.

[0024] In some embodiments, the width of the longitudinal groove 2 is 6-15 mm. It is understood that the width of the longitudinal groove 2 can also be any value within the range of 7 mm, 8 mm, 9 mm, 10 mm, 11 mm, 12 mm, 13 mm, 14 mm.

[0025] In some embodiments, the stagger distance of the straight sections 201 is 1 / 10 to 1 / 4 of the width of the longitudinal groove 2. If the stagger distance is less than 1 / 10, the groove tends to resemble a traditional straight groove design. When the tire turns, water will accumulate in a certain section of the groove due to lateral force and cannot be discharged in time, forming a drainage blind spot and increasing the risk of hydroplaning on wet surfaces. If the groove stagger distance is greater than 1 / 4, there is a risk of excessive groove design misalignment, which may cause the groove guide path to break, and water will accumulate at the misalignment point, forming a new drainage blind spot and weakening the safety of driving on wet surfaces. At the same time, excessive groove misalignment may also disrupt the overall continuity of the tread pattern, leading to an unbalanced ground pressure distribution, which can easily cause localized uneven wear and shorten the tire's service life. It should be noted that the stagger distance of the straight sections 201 refers to the distance of misalignment between them along the radial direction of the tire tread.

[0026] In some embodiments, both the central patterned block 101 and the intermediate patterned block 102 are provided with grooves that connect adjacent straight sections 201 of the same longitudinal groove 2.

[0027] In some embodiments, a shoulder tread block 103 is also included on the side of the intermediate tread block 102 away from the central tread block 101, and the width of the shoulder tread block 103 is greater than the width of the intermediate tread block 102 and the central tread block 101. In some embodiments, the total width of the shoulder tread block 103 is 7 / 20-9 / 20 of the tire contact patch width; the total width of the intermediate tread block 102 and the central tread block 101 is 9 / 20-1 / 2 of the tire contact patch width.

[0028] The three ribs in the middle of the tread (two middle tread blocks 102 and one central tread block 101) are the core area of ​​tire contact with the ground. They can significantly enhance the structural strength of the tread, making it less prone to excessive deformation under conditions such as high-speed driving and heavy loads. This provides sufficient rigidity to the tire, ensuring the stability of the vehicle when driving in a straight line and reducing problems such as driving vibration caused by tread deformation. The shoulder tread block 103 bears the lateral wear of off-road and steering, avoiding excessive wear in a single area and further extending the overall service life of the tire.

[0029] In some embodiments, the central tread block 101 is provided with Z-shaped steel sheets at both ends connecting to the longitudinal grooves 2 on both sides of the central tread block 101. In some embodiments, the Z-shaped steel sheet includes a first part 401, a second part 402, and a third part 403 connected in sequence, with the included angle between the first part 401 and the second part 402 being 100°-140°, and the included angle between the second part 402 and the third part 403 being 100°-140°. In some embodiments, the length of the first part 401, the second part 402, and the third part 403 is 20-30mm, and the thickness is 1-2mm. This structural design effectively increases the contact edge and friction area between the tire tread and the ground (the contact edge length is increased by 30%-40% compared to traditional straight steel sheets); especially when turning, starting, or on wet and slippery surfaces, it can enhance traction and lateral grip, increasing the grip coefficient on wet and slippery surfaces by 15%-25% and reducing the risk of slippage. Strengthening the rigidity of the central tread improves its deformation resistance by 30%-40%, making it suitable for SUVs driving at high speeds (≥110km / h) and under heavy loads (≤1.5 times the rated load). This prevents excessive tread deformation and ensures straight-line driving stability and handling precision. The Z-shaped steel sheets and tire grooves form a collaborative airflow channel, increasing the drainage rate by 30%-40%, meeting the drainage needs of SUVs in rainy and muddy conditions. At the same time, the zigzag structure disrupts the straight flow path of air and water, reducing "turbulence noise" by 10-15dB at high speeds of 120km / h, thus improving driving comfort.

[0030] It is understandable that the angle between the first part 401 and the second part 402 can be any value within the range of 115°, 120°, 125°, 130°, 135°, etc.; the lengths of the first part 401, the second part 402, and the third part 403 can be any value within the range of 21mm, 22mm, 23mm, 24mm, 25mm, 26mm, 27mm, 28mm, 29mm, etc.

[0031] The aforementioned tires feature a centrally symmetrical tread pattern design. With the tire's central axis as the axis of symmetry, the tread patterns on both sides are strictly mirror-symmetrical, resulting in a neat structure and visually harmonious appearance. During driving, the grip, water drainage, and wear resistance on both sides of the tire remain highly balanced, providing stable performance in both straight-line driving and cornering, preventing driving deviations caused by uneven performance. Some centrally symmetrical tread patterns allow for both forward and reverse installation, eliminating the need for strict distinction between the front and back sides and improving ease of use. The symmetrical structural design ensures more even wear during use, effectively extending tire life and reducing user operating costs.

[0032] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0033] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. An HT tire, characterized in that, It includes a central tread block extending along the circumferential centerline of the tire tread, and intermediate tread blocks symmetrically arranged on the left and right sides of the central tread block; longitudinal grooves are provided on both sides of the central tread block and the intermediate tread blocks, and the longitudinal grooves are composed of several straight sections arranged alternately. The central patterned block is provided with a human-shaped through groove, which includes a first groove and a second groove; one end of the first groove is connected to the longitudinal groove on one side of the central patterned block, and the other end is closed on the central patterned block; one end of the second groove is connected to the longitudinal groove on the other side of the central patterned block, and the other end is connected to the first groove; the width of the human-shaped through groove is 3-5mm.

2. The HT tire according to claim 1, characterized in that, The included angle between the first groove and the second groove is 60°-80°.

3. The HT tire according to claim 1, characterized in that, The width of the longitudinal groove is 6-15mm.

4. The HT tire according to claim 3, characterized in that, The stagger distance of some of the straight sections is 1 / 10 to 1 / 4 of the width of the longitudinal groove.

5. The HT tire according to claim 1, characterized in that, Both the central patterned block and the intermediate patterned block are provided with grooves that connect adjacent straight sections of the same longitudinal groove.

6. The HT tire according to claim 1, characterized in that, It also includes a shoulder tread block located on the side of the intermediate tread block away from the central tread block, wherein the width of the shoulder tread block is greater than the width of the intermediate tread block and the central tread block.

7. The HT tire according to claim 6, characterized in that, The total width of the shoulder tread blocks is 7 / 20 to 9 / 20 of the tire contact patch width; the total width of the middle tread blocks and the central tread blocks is 9 / 20 to 1 / 2 of the tire contact patch width.

8. The HT tire according to claim 1, characterized in that, The central patterned block is provided with a Z-shaped steel sheet with both ends connecting the longitudinal grooves on both sides of the central patterned block.

9. The HT tire according to claim 8, characterized in that, The Z-shaped steel sheet comprises a first part, a second part, and a third part connected in sequence. The angle between the first part and the second part is 100°-140°, and the angle between the second part and the third part is 100°-140°.

10. The HT tire according to claim 9, characterized in that, The length of the first part, the second part, and the third part is 20-30mm, and the thickness is 1-2mm.

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