Tire

Abstract

The utility model provides a kind of tire, including multiple pattern modules, multiple pattern modules are sequentially spaced along the circumferential direction of tire, and transverse separation groove body is arranged between two adjacent pattern modules;Wherein, each pattern module includes: crown pattern block group, crown pattern block group includes first crown pattern block, second crown pattern block and third crown pattern block, second crown pattern block includes first block and second block, and first block and second block are symmetrically arranged in the two sides of first crown pattern block along tire width direction;Third crown pattern block is located in the side of first crown pattern block along tire circumferential direction, and third crown pattern block is central symmetry structure, so as to reach tire noise reduction, the optimization of control, improve the driving experience of driver, solve the problem that noise and grip of tire in the prior art are difficult to balance.

Description

Technical Field

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

[0002] In the field of tire technology, AT tires tend to have smooth and continuous tread patterns to reduce noise and improve comfort while driving on roads, while MT tires focus on the strength of the tread blocks and the depth of the grooves to enhance grip on unpaved roads. RT tires (Rugged Terrain Tires), also known as all-terrain tires, are mainly targeted at users who need to cope with complex unpaved roads while maintaining good performance on paved roads, substantially breaking through the performance boundaries between traditional all-terrain tires (AT tires) and professional mud tires (MT tires).

[0003] Traditional RT tires typically employ wide grooves, reinforced sidewalls, and prominent tread blocks to improve puncture resistance and off-road capability. However, existing RT tire designs often struggle to balance the quiet comfort of AT tires with the high traction of MT tires, resulting in higher noise levels on highways or insufficient grip in complex road conditions, thus affecting overall performance. Utility Model Content

[0004] The main purpose of this invention is to provide a tire that solves the problem of balancing noise and grip in existing tires.

[0005] To achieve the above objectives, according to one aspect of the present invention, a tire is provided, comprising: a plurality of tread modules, the plurality of tread modules being arranged sequentially at intervals along the circumferential direction of the tire, and a transverse dividing groove being provided between two adjacent tread modules; wherein, each tread module includes: a crown tread block group, the crown tread block group including a first crown tread block, a second crown tread block and a third crown tread block, the second crown tread block including a first block and a second block, the first block and the second block being centrally symmetrically arranged on both sides of the first crown tread block along the tire width direction; the third crown tread block being located on one side of the first crown tread block along the tire circumferential direction, the third crown tread block having a centrally symmetrical structure.

[0006] Furthermore, the first tread pattern block has a centrally symmetrical structure and includes: a middle block located in the middle of the tread pattern block group; a first extension block disposed at the first end of the middle block, the first extension block extending from the middle block along a first direction; wherein, the straight line containing the first direction has a first angle with the center line of the tread, the first angle being an acute angle.

[0007] Furthermore, a first groove is provided on the intermediate block, the first groove is located in the middle of the intermediate block and extends along the circumferential direction of the tire in a first zigzag trajectory, the first groove runs through the intermediate block; and / or, a first step structure is provided on the side of the first tread pattern block, the first step structure extends from the intermediate block to the first extension block.

[0008] Furthermore, the first block and the second block include: a third extension block and a fourth extension block that are connected to each other, the extension direction of the third extension block and the extension direction of the fourth extension block are set at an angle, a clearance space is provided between the third extension block and the fourth extension block, at least a portion of the first tread pattern block is disposed in the clearance space, and a first longitudinal groove is provided between the first tread pattern block and the first block and / or the second block.

[0009] Furthermore, the third tire tread pattern block includes: a third block and a fourth block, the third block and the fourth block being centrally symmetrically arranged, at least a portion of the third block being located to the side of the first block, and at least a portion of the fourth block being located to the side of the second block; wherein, a second groove is provided between the third block and the first block, and a third groove is provided between the fourth block and the first tire tread pattern block; a first groove is provided in the middle of the first tire tread pattern block, and the first groove communicates with the third groove.

[0010] Furthermore, a recessed portion is provided on the third block, which is recessed from the side of the third block toward the center of the third block, so as to form a recessed groove on the third block that communicates with the second groove.

[0011] Furthermore, a fourth groove is provided between the third block and the fourth block. The fourth groove extends along the second zigzag trajectory and is connected to the second groove and the third groove, respectively.

[0012] Furthermore, the third and fourth blocks are respectively provided with fifth grooves, which extend along the circumferential direction of the tire in a third zigzag pattern, and the two fifth grooves are respectively connected to the third and fourth blocks.

[0013] Furthermore, each pattern module also includes: a shoulder pattern block group and a sidewall pattern block group, which are centrally symmetrical; and a second longitudinal groove, which is located between the crown pattern block group and the shoulder pattern block group, and has a protrusion inside.

[0014] Furthermore, the shoulder tread block assembly includes: a first shoulder tread block, at least a portion of which is located to the side of a second crown tread block; a second shoulder tread block, which is spaced apart from the first shoulder tread block along the circumferential direction of the tire, at least a portion of which is located to the side of a third crown tread block; and a sixth groove is provided between the first shoulder tread block and the second shoulder tread block, the sixth groove communicating with a second longitudinal groove.

[0015] Furthermore, a first boss is provided in the sixth groove, extending along the length of the sixth groove; a second boss is provided on the first boss, extending along the length of the first boss, and the width of the second boss is smaller than the width of the first boss.

[0016] Furthermore, the first shoulder tread block includes a first sidewall and a second sidewall that are connected to each other. The first sidewall and the second sidewall are set at an angle to each other, and both the first sidewall and the second sidewall are set towards the second longitudinal groove. The third crown tread block includes a third sidewall that is set towards the second crown tread block. The plane containing the first sidewall and the plane containing the third sidewall are parallel to each other.

[0017] Furthermore, a seventh groove is provided on the second shoulder tread block. The seventh groove runs through the second shoulder tread block in the circumferential direction of the tire. The width of the seventh groove gradually increases or decreases in the circumferential direction of the tire. The maximum width between the groove wall of the seventh groove and the tire shoulder line is a, and the range of a is 2.5% to 3.5% of the tire tread width.

[0018] Furthermore, the second shoulder tread block includes a fourth sidewall and a sixth sidewall, with a second included angle between the fourth sidewall and the sixth sidewall, the second included angle being an obtuse angle; a first boss is provided in the sixth groove, the first boss extends along the length direction of the sixth groove, and the plane where the end of the first boss is located has a third included angle with the fourth sidewall, the third included angle being an acute angle.

[0019] Furthermore, the third tire crown tread block includes a fifth sidewall, which is disposed facing the first longitudinal groove; the fifth sidewall includes a first wall, a second wall, and a third wall connected in sequence, with a fourth included angle between the first and second walls and a fifth included angle between the second and third walls, the fourth and fifth included angles being obtuse angles; wherein, the minimum distance between the third wall and the tire shoulder tread block group is greater than the minimum distance between the first wall and the tire shoulder tread block group.

[0020] Furthermore, the lateral dividing groove includes: a first groove segment, a second groove segment, and a third groove segment that are interconnected. The first groove segment is located between two adjacent tread block groups, the second groove segment is located between two adjacent shoulder tread block groups, and the third groove segment is located between two adjacent sidewall tread block groups.

[0021] The first groove extends in a fourth zigzag trajectory, and the second groove has a third protrusion located in the middle of the second groove and extending along the length of the second groove.

[0022] Furthermore, the second longitudinal groove includes a fourth groove segment and a fifth groove segment that are interconnected. The fourth groove segment is located between the first shoulder tread block and the second crown tread block. The extension direction of the fourth groove segment has a sixth angle with the center line of the crown, and the sixth angle is an acute angle or an obtuse angle. The extension direction of the fifth groove segment has a sixth angle with the extension direction of the fourth groove segment, and the sixth angle is an obtuse angle.

[0023] The technical solution of this invention disrupts the continuity and periodicity of the tread pattern by using multiple circumferentially arranged tread modules at intervals, which helps reduce the noise level generated when the tire rotates, especially when driving on highways. Lateral dividing grooves between adjacent tread modules improve the tire's drainage performance on wet roads, quickly expelling water from the tire contact surface, reducing hydroplaning, and also aiding in the removal of mud on muddy roads, reducing mud adhesion and further improving self-cleaning ability. The centrally symmetrical tread block group evenly distributes ground pressure when the tire rotates. The centrally symmetrical arrangement of the first and second blocks ensures consistent grip and traction whether the tire is driving straight or turning, improving vehicle stability and handling. This achieves reduced tire noise, optimized all-terrain adaptability and handling, enhancing the driver's experience in various road conditions and solving the problem of balancing tire noise and grip in existing technologies. Attached Figure Description

[0024] 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:

[0025] Figure 1 A schematic diagram of the tread pattern module of a tire according to the present invention is shown;

[0026] Figure 2 A schematic diagram of the tread pattern block assembly of a tire according to the present invention is shown;

[0027] Figure 3 A first structural schematic diagram of the tire shoulder tread block group and the tire sidewall tread block group according to the present invention is shown.

[0028] Figure 4 A second structural schematic diagram of the tire shoulder tread block group and the tire sidewall tread block group according to the present invention is shown.

[0029] The above figures include the following reference numerals:

[0030] 1. Pattern module; 11. Horizontal dividing groove; 111. First groove segment; 112. Second groove segment; 1121. Third boss; 1122. Fourth boss; 113. Third groove segment;

[0031] 2. Tire crown tread block assembly; 21. First tire crown tread block; 211. Intermediate block; 2111. First groove; 2112. First step structure; 212. First extension block; 213. First mounting groove; 22. Second tire crown tread block; 221. First block; 2211. Third extension block; 2212. Fourth extension block; 2213. Clearance space; 222. Second block; 223. First longitudinal groove; 2 3. Third tire crown pattern block; 231. Third block; 2311. Second groove; 2312. Recess; 2313. Recessed groove; 2314. Second mounting groove; 232. Fourth block; 2321. Third groove; 2322. Fourth groove; 2323. Fifth groove; 233. Third side wall; 234. Fifth side wall; 2341. First wall; 2342. Second wall; 2343. Third wall;

[0032] 3. Shoulder tread block assembly; 31. Second longitudinal groove; 311. Protrusion; 312. Fourth groove segment; 313. Fifth groove segment; 32. First shoulder tread block; 321. First sidewall; 322. Second sidewall; 323. Fourth mounting groove; 33. Second shoulder tread block; 331. Sixth groove; 3311. First boss; 3312. Second boss; 332. Seventh groove; 333. Fourth sidewall; 334. Sixth sidewall; 34. Third mounting groove;

[0033] 4. Sidewall tread block group; 41. Spacing groove; 42. First sidewall tread block; 421. First sidewall block; 422. Second sidewall block; 43. Second sidewall tread block; 44. First sidewall groove; 45. Second sidewall groove. Detailed Implementation

[0034] 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.

[0035] like Figures 1 to 4As shown, the tire provided in this application includes multiple tread modules 1, which are arranged sequentially at intervals along the circumferential direction of the tire. A transverse dividing groove 11 is provided between two adjacent tread modules 1. Each tread module 1 includes a crown tread block group 2, which includes a first crown tread block 21, a second crown tread block 22, and a third crown tread block 23. The second crown tread block 22 includes a first block 221 and a second block 222. The first block 221 and the second block 222 are centrally symmetrically arranged on both sides of the first crown tread block 21 along the tire width direction. The third crown tread block 23 is located on one side of the first crown tread block 21 along the circumferential direction of the tire and has a centrally symmetrical structure. By setting the interval of the tread pattern module 1, setting the lateral dividing groove 11, and the centrally symmetrical tread pattern block group 2, tire noise reduction, all-terrain adaptability and handling optimization are achieved, improving the driver's driving experience under various road conditions and solving the problem of difficulty in balancing tire noise and grip in the existing technology.

[0036] Multiple tread modules 1 are arranged sequentially at intervals along the circumferential direction of the tire. The circumferential arrangement of multiple tread modules 1 disrupts the continuity and periodicity of the tread pattern, which helps reduce the noise level generated when the tire rotates, especially when driving on highways. In addition, this distribution ensures that the tire has greater flexibility when in contact with the ground, thereby improving its self-cleaning ability and grip on unpaved roads.

[0037] A transverse dividing groove 11 is provided between two adjacent tread modules 1. The transverse dividing groove 11 improves the tire's drainage performance on wet and slippery roads, quickly draining water from the tire contact surface and reducing the risk of slippage caused by the formation of a water film between the tire and the wet road surface, thereby improving the tire's grip. In addition, the transverse dividing groove 11 also helps to drain mud on muddy roads, reducing mud adhesion and further improving self-cleaning ability.

[0038] Each tread pattern module 1 includes: a crown tread block group 2, which includes a first crown tread block 21, a second crown tread block 22, and a third crown tread block 23. The second crown tread block 22 includes a first block 221 and a second block 222, which are centrally symmetrically arranged on both sides of the first crown tread block 21 along the tire width direction. The third crown tread block 23 is located on one side of the first crown tread block 21 along the tire circumferential direction and has a centrally symmetrical structure. In this way, the ground pressure can be evenly distributed when the tire rotates. The centrally symmetrical arrangement of the first block 221 and the second block 222 ensures that the tire obtains consistent grip and traction whether driving straight or turning, thereby improving the vehicle's stability and handling.

[0039] like Figure 1 and 2 As shown, the first tread pattern block 21 has a centrally symmetrical structure. The first tread pattern block 21 includes: a middle block 211, located in the middle of the tread pattern block group 2; and a first extension block 212, disposed at the first end of the middle block 211, extending from the middle block 211 along a first direction; wherein, the straight line containing the first direction has a first angle with the center line of the tread, and the first angle is an acute angle.

[0040] The first tread block 21 has a centrally symmetrical structure. This central symmetry helps reduce unbalanced forces during tire rotation, thereby reducing road noise caused by the tread pattern. The intermediate block 211 is located in the center of the tire crown, serving to bear weight and transmit road information, improving the tire's straight-line stability. The acute-angle design of the first extension block 212 also helps to break the tread pattern's periodicity, reducing tread resonance and further reducing driving noise. The first extension block 212 is located at the first end of the intermediate block 211 and extends along a first direction. The first angle between this direction and the centerline of the tread crown is an acute angle, allowing it to cut into the ground more effectively during tire rotation. Especially during steering or acceleration, it provides additional grip, ensuring the vehicle can more stably control its direction and power output. The inclined layout of the first extension block 212 helps water and mud to drain quickly along the acute-angle direction, reducing water and silt accumulation in the grooves, thereby improving the tire's drainage performance and self-cleaning ability on wet and muddy roads.

[0041] Specifically, the first extension block 212 extends in a first direction, and there is a first angle between the straight line and the center line of the tire crown. The first angle is an acute angle. Correspondingly, the angle between the straight line and the center line of the tire crown in the opposite direction is an obtuse angle.

[0042] like Figure 1 and 2 As shown, a first groove 2111 is provided on the intermediate block 211. The first groove 2111 is located in the middle of the intermediate block 211 and extends along the circumferential direction of the tire in a first zigzag trajectory. The first groove 2111 penetrates the intermediate block 211. And / or, a first step structure 2112 is provided on the side of the first tread block 21. The first step structure 2112 extends from the intermediate block 211 to the first extension block 212.

[0043] The first groove 2111 is located in the center of the intermediate block 211, extending along the circumferential direction of the tire in a predetermined zigzag pattern, and running through the entire intermediate block 211. Compared to straight grooves, the zigzag extension of the first groove 2111 more effectively guides water from the tire center to both sides, improving drainage efficiency, especially during sudden braking or high-speed driving, allowing for faster water removal and reducing hydroplaning. Furthermore, the interaction between the zigzag first groove 2111 and the intermediate block 211 provides grip in different directions, particularly on wet and slippery surfaces, improving the tire's lateral stability. A first step structure 2112 is provided on the side of the first tread block 21, extending from the intermediate block 211 to the first extension block 212. This first step structure 2112 enhances the friction between the first tread block 21 and the ground, particularly during cornering or encountering uneven surfaces, improving tire response and grip performance. In addition, the step structure between the intermediate block 211 and the first extension block 212 can not only increase the rigidity of the tread blocks, but also reduce the vibration and noise generated when the tire contacts the ground by changing the contact characteristics of the tread blocks.

[0044] Furthermore, the first tread block 21 is provided with a fifth zigzag-shaped first mounting groove 213. The first mounting groove 213 extends from the first extension block 212 to the first groove 2111. The first mounting groove 213 is embedded with a steel sheet structure to balance the rigidity difference of different areas of the first tread block 21 and to help improve drainage performance.

[0045] Furthermore, the first tread pattern block 21 includes two symmetrically arranged first corners, which are located between the first longitudinal groove 223 and the third groove 2321. The angle β between the direction of the connecting line of the two first corners and the circumferential direction of the tire is 15 to 20 degrees.

[0046] Furthermore, the third tread pattern block 23 includes two oppositely arranged second corners, which are located between the first groove segment 111 and the second longitudinal groove 31. The angle α between the direction of the connecting line of the two second corners and the circumferential direction of the tire is 15 to 20 degrees.

[0047] like Figure 1 and 2As shown, the first block 221 and the second block 222 include: a third extension block 2211 and a fourth extension block 2212 connected to each other. The extension direction of the third extension block 2211 and the extension direction of the fourth extension block 2212 are set at an angle. A clearance space 2213 is provided between the third extension block 2211 and the fourth extension block 2212. At least a portion of the first tread pattern block 21 is disposed in the clearance space 2213 to form a first longitudinal groove 223 between the first tread pattern block 21 and the first block 221 and / or the second block 222.

[0048] The interconnected third extension block 2211 and fourth extension block 2212 are angled together, increasing the cutting angle when the tread blocks contact the ground. This helps the tire better cut into and grip the ground on soft or muddy surfaces, thus improving traction. Furthermore, the angle between the third and fourth extension blocks breaks the periodicity of the tire tread pattern, helping to reduce road noise. A clearance space 2213 between the third and fourth extension blocks 2211 and 2212 allows the tire to effectively expel mud and gravel during rolling, reducing clogging between tread blocks, maintaining the independence of the tread blocks, and improving self-cleaning capabilities. At least a portion of the first tread block 21 is disposed within the clearance space 2213 to form a first longitudinal groove 223 between the first tread block 21 and the first block 221 and / or the second block 222. The arrangement of the first longitudinal groove 223, particularly within the clearance space 2213, serves as an additional drainage channel, helping to quickly drain water accumulated under the tire on wet and slippery road surfaces such as in rainy weather, reducing hydroplaning and improving driving safety on wet and slippery roads. Furthermore, the formation of the first longitudinal groove 223 provides a more refined tire tread structure, which helps to improve the tire's sensitivity to changes in road surface, enhancing handling, especially stability during cornering.

[0049] like Figure 1 and 2 As shown, the third block 231 and the fourth block 232 are arranged symmetrically at the center. At least a portion of the third block 231 is located to the side of the first block 221, and at least a portion of the fourth block 232 is located to the side of the second block 222. A second groove 2311 is provided between the third block 231 and the first block 221, and a third groove 2321 is provided between the fourth block 232 and the first tread pattern block 21. The first groove 2111 and the third groove 2321 are connected.

[0050] The third block 231 and the fourth block 232 are centrally symmetrically arranged. At least a portion of the third block 231 is located to the side of the first block 221, and at least a portion of the fourth block 232 is located to the side of the second block 222. The central symmetry of the third block 231 and the fourth block 232 helps to maintain the balance of the tire during rotation, reduce uneven wear, and extend the tire's service life. At the same time, it also ensures that the grip performance on both sides is consistent whether the tire is driving straight or turning, thus improving handling stability. A second groove 2311 is provided between the third block 231 and the first block 221, and a third groove 2321 is provided between the fourth block 232 and the first tread block 21. The first groove 2111 and the third groove 2321 are connected. The arrangement of the second groove 2311 and the third groove 2321, as well as their connection with the first groove 2111, creates an efficient drainage system that can quickly guide water accumulated on the tire contact surface to the outside of the tire, reducing the risk of hydroplaning when driving in rainy weather. The embedded groove design also helps the tire to self-clean when driving on muddy or soft roads, preventing mud from clogging the tread and maintaining the independence and grip of the tread blocks. In addition, the interconnected design of multiple grooves breaks the periodicity of the sound when the tire contacts the ground, which helps to reduce the noise generated when the tire rotates and improves driving comfort.

[0051] like Figure 2 As shown, a recessed portion 2312 is provided on the third block 231. The recessed portion 2312 is recessed from the side of the third block 231 toward the center of the third block 231, so as to form a recessed groove 2313 on the third block 231 that communicates with the second groove 2311.

[0052] The third block 231 has a recess 2312, which is recessed from the side of the third block 231 toward the center of the third block 231. The recess 2312, especially on the side of the third block 231, increases the complexity of the tire tread pattern. This helps to effectively remove mud or small stones when the tire rotates, prevents clogging between tread blocks, maintains the independence of the tread blocks, and ensures continuous high grip performance. The recess 2312, by forming a depression on its surface instead of a direct opening, preserves the basic rigidity of the third block 231 and avoids the decrease in tread block rigidity caused by too many grooves, thereby ensuring the stability and wear resistance of the tread blocks when bearing loads. A recessed groove 2313, communicating with the second groove 2311, is formed on the third block 231. This recessed groove 2313 serves as a new drainage path, connecting with the second groove 2311. It more effectively guides accumulated water from the center of the third block 231 towards the side of the tire, thereby improving drainage efficiency in rainy weather and reducing hydroplaning. Furthermore, the non-periodic structure of the recessed groove 2313 helps to break the noise pattern during tire rotation, reducing noise generated when the tire contacts the ground and improving driving comfort.

[0053] like Figure 1 and 2 As shown, a fourth groove 2322 is provided between the third block 231 and the fourth block 232. The fourth groove 2322 extends along the second broken line trajectory and is connected to the second groove 2311 and the third groove 2321 respectively.

[0054] The zigzag design of the fourth groove 2322 increases the complexity of the grooves, enabling it to more effectively capture and guide the flow of water, mud, or small stones during tire rotation, avoiding the accumulation caused by a single groove and thus improving the tire's self-cleaning ability on wet or muddy roads. Furthermore, the zigzag design of the fourth groove 2322 disrupts the uniformity of sound propagation, helping to suppress noise generated during tire rotation and improving driving comfort and quietness. Through the connection of the fourth groove 2322 with the second groove 2311 and the third groove 2321, a complete groove network is formed. This not only quickly removes water but also provides more edge contact points on dry roads, increasing tire-road friction, improving grip and handling stability. In addition, the interconnection of multiple grooves reduces the impact force when the tire contacts the ground, further reducing noise levels and improving tire stability on various road surfaces.

[0055] Furthermore, such as Figure 1 and 2As shown, the third block 231 and the fourth block 232 are provided with a sixth zigzag-shaped second mounting groove 2314. One end of the second mounting groove 2314 is connected to the middle of the fifth groove 2323, and the other end is connected to the fourth groove 2322. The second mounting groove 2314 is embedded with a steel sheet structure to balance the rigidity difference of different areas of the first tire crown tread block 21 and to help improve drainage performance.

[0056] like Figure 1 and 2 As shown, a fifth groove 2323 is provided on the third block 231 and the fourth block 232. The fifth groove 2323 extends along the circumferential direction of the tire in a third zigzag trajectory and penetrates the third block 231 and the fourth block 232.

[0057] The circumferential extension and zigzag trajectory of the fifth groove 2323 provide the tire with a multi-directional drainage channel, more effectively capturing and expelling water, especially at high speeds or in heavy rain, significantly reducing hydroplaning and improving vehicle safety. The continuous design of the fifth groove 2323 increases the number of edges in contact with the ground. These edges create more contact points as the tire rolls over them, improving grip on both dry and wet surfaces. The zigzag trajectory of the fifth groove 2323 alters the contact angle between the tread blocks and the ground during tire rotation, contributing to improved tire response and handling stability during steering and braking. Furthermore, the zigzag design of the fifth groove 2323 breaks the cyclical nature of tire-ground contact, helping to reduce tire noise and enhance driving comfort.

[0058] like Figure 1 and 3 As shown, each pattern module 1 also includes: a shoulder pattern block group 3 and a sidewall pattern block group 4, the shoulder pattern block group 3 and the sidewall pattern block group 4 are respectively centrally symmetrical; a second longitudinal groove 31 is disposed between the crown pattern block group 2 and the shoulder pattern block group 3, and a protrusion 311 is provided in the second longitudinal groove 31.

[0059] The symmetrical design of the shoulder tread block group 3 and the sidewall tread block group 4 ensures the independence and stability of the tire tread block group under stress, helps balance the weight distribution on both sides of the tire, reduces instability factors during high-speed driving or cornering, improves handling performance, and at the same time reduces abnormal wear on the tire shoulder and sidewall, extending tire life. The second longitudinal groove 31, located between the crown tread block group 2 and the shoulder tread block group 3, has a protrusion 311. When the vehicle is driving in rainy weather, the groove helps to quickly push water from the contact area to both sides of the tire, reducing hydroplaning and improving tire grip. The protrusion 311 in the second longitudinal groove 31 also helps to reduce noise generated by airflow and pressure changes when the tire contacts the ground, thus altering the airflow pattern within the groove and improving driving comfort.

[0060] The cross-sectional shape of the protrusion 311 can be, but is not limited to, a triangle. The pointed corner of the protrusion 311 faces the direction of the extension of the second longitudinal groove 31, which guides the water flow, thereby improving the drainage efficiency in rainy weather and reducing hydroplaning.

[0061] like Figure 1 and 3 As shown, the tire shoulder tread block group 3 includes: a first tire shoulder tread block 32, at least a portion of which is located on the side of the second tire crown tread block 22; a second tire shoulder tread block 33, which is spaced apart from the first tire shoulder tread block 32 along the circumferential direction of the tire, at least a portion of which is located on the side of the third tire crown tread block 23; a sixth groove 331 is provided between the first tire shoulder tread block 32 and the second tire shoulder tread block 33, and the sixth groove 331 is connected to the second longitudinal groove 31.

[0062] At least a portion of the first shoulder tread block 32 is located to the side of the second crown tread block 22. The second shoulder tread block 33 is spaced apart from the first shoulder tread block 32 along the circumferential direction of the tire. At least a portion of the second shoulder tread block 33 is located to the side of the third crown tread block 23. This enhances the tire's grip under complex road conditions, providing additional support and improving vehicle stability, especially during cornering and sideslip. A sixth groove 331 is provided between the first shoulder tread block 32 and the second shoulder tread block 33. The sixth groove 331 communicates with the second longitudinal groove 31, forming a more efficient and complex drainage path. This allows for the rapid removal of water from the tire-ground contact area, reducing hydroplaning and improving safety on wet roads. Furthermore, the distribution and communication of the sixth groove 331 and the second longitudinal groove 31 help to break the noise pattern during tire rotation, reducing resonance noise generated by tire-ground contact and providing a quieter driving environment. In addition, the sixth groove 331 ensures the independent movement of the first shoulder tread block 32 and the second shoulder tread block 33, avoids mutual interference between the tread blocks, helps maintain the shape of the tread blocks, and improves wear resistance.

[0063] like Figure 1 and 3 As shown, a first boss 3311 is provided in the sixth groove 331, and the first boss 3311 extends along the length direction of the sixth groove 331; a second boss 3312 is provided on the first boss 3311, and the second boss 3312 extends along the length direction of the first boss 3311, and the width of the second boss 3312 is smaller than the width of the first boss 3311.

[0064] A first protrusion 3311 is provided within the sixth groove 331. The first protrusion 3311 extends along the length of the sixth groove 331. The first protrusion 3311 guides water flow along the extension path of the second longitudinal groove 31 and the sixth groove 331, preventing water from stagnating in the groove, accelerating drainage speed, and reducing the possibility of hydroplaning. In addition, the first protrusion 3311 acts as a structural support, enhancing the rigidity of the tire shoulder tread block group 3, which helps improve the tire's handling stability during cornering and high-speed driving, and reduces tire deformation.

[0065] The second protrusion 3312 is disposed on the first protrusion 3311. The second protrusion 3312 extends along the length direction of the first protrusion 3311. The width of the second protrusion 3312 is smaller than the width of the first protrusion 3311. Since the second protrusion 3312 protrudes from the first protrusion 3311 and the width of the second protrusion 3312 is smaller than the width of the first protrusion 3311, mud can be quickly thrown off the second protrusion 3312 during tire rotation, thereby improving the tire's self-cleaning ability.

[0066] The shape of the second boss 3312 can be, but is not limited to, a cuboid, a cylinder, or a semi-cylindrical shape. The width direction of the second boss 3312 and the width direction of the first boss 3311 are in the circumferential direction of the tire.

[0067] like Figure 1 and 3 As shown, the first shoulder tread block 32 includes a first sidewall 321 and a second sidewall 322 that are connected to each other. The first sidewall 321 and the second sidewall 322 are set at an angle, and both the first sidewall 321 and the second sidewall 322 are set towards the second longitudinal groove 31. The third crown tread block 23 includes a third sidewall 233 that is set towards the second crown tread block 22. The plane where the first sidewall 321 is located and the plane where the third sidewall 233 is located are parallel to each other.

[0068] The angled structure formed by the first sidewall 321 and the second sidewall 322 of the first shoulder tread block 32 increases the rigidity and stability of the shoulder tread block. This design reduces tire deformation under complex road conditions, maintaining good tire performance. The sidewall of the first shoulder tread block 32 is positioned facing the second longitudinal groove 31, which helps guide rainwater and mud into the second longitudinal groove 31, accelerating drainage and mud removal, reducing hydroplaning, and improving driving safety on wet or muddy roads. The third sidewall 233 is parallel to the plane containing the first sidewall 321, meaning that these two tread blocks can maintain a similar angle of contact with the ground when the tire rotates, which helps enhance tire-ground contact, improve grip, and guide the water flow in the second longitudinal groove 31 to the second groove 2311, facilitating rapid drainage.

[0069] like Figure 3 As shown, a seventh groove 332 is provided on the second shoulder tread block 33. The seventh groove 332 runs through the second shoulder tread block 33 along the circumferential direction of the tire. Along the circumferential direction of the tire, the width of the seventh groove 332 gradually increases or decreases. The maximum width between the groove wall of the seventh groove 332 and the tire shoulder line is a, and the range of a is 2.5% to 3.5% of the tire tread width.

[0070] The non-uniform groove width design of the seventh groove 332 allows the depth and width of the groove to be adjusted according to the drainage needs of different areas, thereby more efficiently draining water from the tire-to-ground contact area and reducing hydroplaning. Furthermore, the gradual change in the width of the seventh groove 332 breaks the periodicity of the tire grooves, helping to reduce noise generated when the tire is in contact with the ground, providing a quieter driving environment and improving driving comfort.

[0071] Specifically, the tire shoulder line refers to the edge line that turns from the shoulder tread block group 3 to the sidewall tread block group 4 along the tire width direction.

[0072] Furthermore, such as Figure 1 and 3 As shown, the first shoulder tread block 32 is embedded with an eighth zigzag-shaped fourth mounting groove 323. There is a spacer groove 41 extending along the tire circumference between the shoulder tread block group 3 and the sidewall tread block group 4. One end of the fourth mounting groove 323 is connected to the spacer groove 41, and then extends along the tire width direction. After bending, the other end of the fourth mounting groove 323 is connected to the sixth groove 331. The fourth mounting groove 323 is embedded with a steel sheet structure to balance the rigidity difference of different areas of the first shoulder tread block 32 and to help improve drainage performance.

[0073] Furthermore, such as Figure 1 and 3 As shown, the second shoulder tread block 33 is embedded with a seventh zigzag-shaped third mounting groove 34. One end of the third mounting groove 34 is connected to the seventh groove 332 and extends towards the tread block group 2. After bending, the other end of the third mounting groove 34 is connected to the sixth groove 331. The third mounting groove 34 is embedded with a steel sheet structure to balance the rigidity difference of different areas of the second shoulder tread block 33 and to help improve drainage performance.

[0074] Specifically, the shape of the steel sheet structure embedded in the third mounting groove 34 and the fourth mounting groove 323 can be, but is not limited to, wavy, to provide support for the tire, help improve the overall handling accuracy of the tire, and also enhance the grip on icy and snowy roads.

[0075] like Figure 3 and 4 As shown, the second shoulder tread block 33 includes a fourth side wall 333 and a sixth side wall 334. There is a second included angle between the fourth side wall 333 and the sixth side wall 334. The second included angle is an obtuse angle. There is a third included angle between the plane where the end of the first boss 3311 is located and the fourth side wall 333. The third included angle is an acute angle.

[0076] The obtuse angle design of the second included angle allows the tread blocks to have a larger lateral support area in the tire circumference, which is especially important when the vehicle is turning or encountering lateral forces, providing better lateral stability and support, and improving handling performance. The acute angle between the plane where the fourth side wall 333 and the end of the first boss 3311 are located forms an effective guide for water and mud discharge, which helps to improve the discharge efficiency of water and mud to the second longitudinal groove 31, thereby reducing the risk of hydroplaning and mud slipping.

[0077] like Figure 1 and 4As shown, the third tire crown tread block 23 includes a fifth side wall 234, which is disposed facing the first longitudinal groove 223. The fifth side wall 234 includes a first wall 2341, a second wall 2342, and a third wall 2343 connected in sequence. There is a fourth included angle between the first wall 2341 and the second wall 2342, and a fifth included angle between the second wall and the third wall 2343. The fourth and fifth included angles are obtuse angles. The minimum distance between the third wall 2343 and the tire shoulder tread block group 3 is greater than the minimum distance between the first wall 2341 and the tire shoulder tread block group 3.

[0078] The fifth sidewall 234 of the third tread block 23 faces the first longitudinal groove 223, which helps to quickly guide water flow into the first longitudinal groove 223, improves drainage efficiency on wet and slippery roads, reduces hydroplaning, and thus enhances driving safety. The obtuse angle between the first wall 2341, the second wall 2342, and the third wall 2343 increases the structural rigidity of the tread block, preventing excessive deformation of the tread block under high load or complex road conditions. At the same time, it increases the effective contact area between the tire and the ground, thereby enhancing grip and handling stability. In addition, the obtuse angle between the first wall 2341, the second wall 2342, and the third wall 2343 breaks the traditional right angle or acute angle pattern, which helps to reduce air turbulence when the tire contacts the ground, thereby reducing driving noise and improving driving comfort. The minimum distance between the third wall surface 2343 and the shoulder tread block group 3 is greater than the minimum distance between the first wall surface 2341 and the shoulder tread block group 3. This helps to optimize the airflow distribution between the tire tread blocks and provides better heat management, avoiding heat accumulation caused by the small distance between the tread blocks, thereby extending the tire's service life.

[0079] like Figure 1 and 4 As shown, the transverse dividing groove 11 includes: a first groove segment 111, a second groove segment 112, and a third groove segment 113 that are interconnected. The first groove segment 111 is located between two adjacent tread block groups 2, the second groove segment 112 is located between two adjacent shoulder tread block groups 3, and the third groove segment 113 is located between two adjacent sidewall tread block groups 4. The first groove segment 111 extends in a fourth zigzag trajectory, and a third boss 1121 is provided in the second groove segment 112. The third boss 1121 is located in the middle of the second groove segment 112 and extends along the length direction of the second groove segment 112.

[0080] The fourth zigzag trajectory of the first groove segment 111 breaks the straight-line drainage pattern of the tire's longitudinal grooves, enabling more effective capture and diversion of water accumulated on the tire contact surface, thus improving drainage efficiency on wet and slippery roads. Simultaneously, this zigzag shape helps the tire self-clean during rolling, reducing the retention of mud and debris. The third groove segment 113, located between two adjacent sidewall tread block groups 4, connects the drainage paths of the sidewall tread block groups 4, optimizing drainage and enhancing sidewall support, thereby improving tire safety under complex road conditions, especially on irregular surfaces or under high lateral forces, reducing the risk of rollover. The third boss 1121, located in the middle of the second groove segment 112 and extending along its length, acts as a structural support, enhancing the rigidity of the shoulder tread block group 3, which helps improve tire handling stability during cornering and high-speed driving, and reduces tire deformation.

[0081] Furthermore, such as Figure 4 As shown, a fourth boss 1122 is provided on the third boss 1121. The fourth boss 1122 extends along the length of the third boss 1121, and the width of the fourth boss 1122 is smaller than the width of the third boss 1121. Because the fourth boss 1122 protrudes from the third boss 1121, and the width of the third boss 1121 is smaller than the width of the third boss 1121, mud can be quickly thrown off the fourth boss 1122 during tire rotation, improving the tire's self-cleaning ability.

[0082] The shape of the fourth boss 1122 can be, but is not limited to, a cuboid, a cylinder, or a semi-cylindrical shape. The width direction of the fourth boss 1122 is the circumferential direction of the tire.

[0083] like Figure 3 and 4 As shown, the second longitudinal groove 31 includes a fourth groove segment 312 and a fifth groove segment 313 that are interconnected. The fourth groove segment 312 is located between the first shoulder tread block 32 and the second crown tread block 22. The extension direction of the fourth groove segment 312 has a fifth angle with the center line of the crown, which is an acute or obtuse angle. The extension direction of the fifth groove segment 313 has a sixth angle with the extension direction of the fourth groove segment 312, which is an obtuse angle.

[0084] The fourth groove segment 312 is located between the first shoulder tread block 32 and the second crown tread block 22. The extension direction of the fourth groove segment 312 forms a fifth angle with the center line of the crown. This fifth angle can be acute or obtuse. By setting different angles, the tire's drainage path during driving is optimized, ensuring efficient drainage on wet or muddy roads, reducing hydroplaning, and improving driving safety. The acute or obtuse angle setting of the fifth angle, and the obtuse angle setting of the sixth angle, can adjust the tire's contact angle with the ground, allowing the tire to provide more stable grip and handling performance under different driving conditions, especially when cornering or facing lateral forces. The second longitudinal groove 31 adopts a segmented groove design. By changing the extension direction and angle of the grooves, it helps to break the periodicity of tire-ground contact, reducing driving noise caused by the grooves, thus providing a quieter and smoother driving experience. In addition, the second longitudinal groove 31 adopts a segmented groove design, which helps to disperse the stress on the tire during driving, avoid local stress concentration, thereby reducing the wear of the tread blocks and extending the overall service life of the tire.

[0085] like Figure 3 As shown, the sidewall tread block group 4 includes a first sidewall tread block 42 and a second sidewall tread block 43 spaced apart. A first sidewall groove 44 is provided between the first sidewall tread block 42 and the second sidewall tread block 43. The first sidewall groove 44 communicates with a sixth groove 331, and the extension direction of the first sidewall groove 44 is set at an acute angle to the extension direction of the spacer groove 41. The communication between the first sidewall groove 44 and the sixth groove 331, coupled with the acute angle between it and the spacer groove 41, allows the tire to effectively guide the water and mud on the sidewall to be discharged quickly when driving at high speeds, significantly reducing the risk of hydroplaning and mud accumulation, and improving the tire's driving safety and self-cleaning ability on wet or muddy roads.

[0086] The first sidewall tread block 42 is at least partially located on the side of the second shoulder tread block 33 opposite to the crown tread block group 2. The first sidewall tread block 42 includes a first sidewall block 421 and a second sidewall block 422 spaced apart. The first sidewall block 421 is located between the second sidewall block 422 and the second shoulder tread block 33. A first sidewall groove 44 is located between the first sidewall block 421 and the second sidewall tread block 43. A second sidewall groove 45 with an obtuse angle is provided between the first sidewall block 421 and the second sidewall block 422. One end of the second sidewall groove 45 is connected to the first sidewall groove 44, and the other end is connected to the spacer groove 41. By setting the first sidewall block 421 and the second sidewall block 422 between the second shoulder tread block 33 and the first sidewall tread block 42, additional support and protection are provided for the tire sidewall, reducing the possibility of the tire sidewall being damaged by stones or sharp objects under complex road conditions.

[0087] Furthermore, the thickness of the sidewall tread block group 4 ranges from 4 mm to 6 mm.

[0088] Furthermore, such as Figure 2 As shown, a spacer groove 41 extending along the tire circumference is provided between the shoulder tread block group 3 and the sidewall tread block group 4, and the angle γ between the extending direction of the second sidewall tread block 43 and the extending direction of the spacer groove 41 is 25 to 40 degrees.

[0089] like Figures 1 to 4 As shown, tread module 1 employs three different tread pitch sizes, with consistent tread patterns and proportionally set widths, arranged randomly along the circumference of the tire tread. By breaking the periodic arrangement pattern, tread resonance is significantly suppressed. Simultaneously, the middle and shoulder tread blocks are rationally staggered to further optimize noise control performance.

[0090] The thickness range of the first boss 3311 and the thickness range of the third boss 1121 are 1mm~1.5mm, increasing shoulder rigidity and improving off-road traction. The area of ​​the shoulder pattern above the tire shoulder line is called Shoulder, the area of ​​the center tread block is called Scenter, the total area above the tire shoulder line is S, and the ratio of Shoulder / Scenter is between 1.15 and 1.35. The ratio of (Sshoulder+Scenter) / S is between 0.53 and 0.57.

[0091] The upper edges of the first tire crown pattern block 21, the second tire crown pattern block 22, the third tire crown pattern block 23, the first tire shoulder pattern block 32, the second tire shoulder pattern block 33, and the second tire side pattern block 43 are stepped, which facilitates the discharge of stones and other debris.

[0092] The sidewall tread block group 4 includes a first sidewall tread block 42 and a second sidewall tread block 43. The first sidewall tread block 42 extends outward from the second shoulder tread block 33, and the second sidewall tread block 43 extends outward from the first shoulder tread block 32. The sidewall tread block group 4 is distributed around the circumference of the tire. The lengths of the first sidewall tread block 42 and the second sidewall tread block 43 are staggered, and their thicknesses range from 4mm to 6mm, providing both good protection and facilitating lightweight design.

[0093] Both the shoulder tread block group 3 and the crown tread block group 2 have transverse mounting grooves on their surfaces, which can enhance the tire's multi-directional traction and balance the tread block stiffness.

[0094] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0095] Multiple tread modules 1 are arranged sequentially at intervals along the circumferential direction of the tire. The circumferential arrangement of multiple tread modules 1 disrupts the continuity and periodicity of the tread pattern, which helps reduce the noise level generated when the tire rotates, especially when driving on highways. In addition, this distribution ensures that the tire has greater flexibility when in contact with the ground, thereby improving its self-cleaning ability and grip on unpaved roads.

[0096] A transverse dividing groove 11 is provided between two adjacent tread modules 1. The transverse dividing groove 11 improves the tire's drainage performance on wet and slippery roads, quickly draining water from the tire contact surface and reducing the risk of slippage caused by the formation of a water film between the tire and the wet road surface, thereby improving the tire's grip. In addition, the transverse dividing groove 11 also helps to drain mud on muddy roads, reducing mud adhesion and further improving self-cleaning ability.

[0097] Each tread pattern module 1 includes: a crown tread block group 2, which includes a first crown tread block 21, a second crown tread block 22, and a third crown tread block 23. The second crown tread block 22 includes a first block 221 and a second block 222, which are centrally symmetrically arranged on both sides of the first crown tread block 21 along the tire width direction. The third crown tread block 23 is located on one side of the first crown tread block 21 along the tire circumferential direction and has a centrally symmetrical structure. In this way, the ground pressure can be evenly distributed when the tire rotates. The centrally symmetrical arrangement of the first block 221 and the second block 222 ensures that the tire obtains consistent grip and traction whether driving straight or turning, thereby improving the vehicle's stability and handling.

[0098] In summary, by setting the intervals of the tread pattern module 1, setting the lateral dividing grooves 11, and using the centrally symmetrical tread pattern block group 2, tire noise reduction, all-terrain adaptability, and handling optimization are achieved, improving the driver's driving experience under various road conditions and solving the problem of balancing tire noise and grip in existing technologies.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire, characterized in that, include: Multiple pattern modules (1) are arranged sequentially at intervals along the circumferential direction of the tire, and a transverse partition groove (11) is provided between two adjacent pattern modules (1). Each of the pattern modules (1) includes: The tread pattern block group (2) includes a first tread pattern block (21), a second tread pattern block (22) and a third tread pattern block (23). The second tread pattern block (22) includes a first block (221) and a second block (222). The first block (221) and the second block (222) are centrally symmetrically arranged on both sides of the first tread pattern block (21) along the tire width direction. The third tread block (23) is located on one side of the first tread block (21) along the circumferential direction of the tire, and the third tread block (23) has a centrally symmetrical structure.

2. The tire according to claim 1, characterized in that, The first tread pattern block (21) has a centrally symmetrical structure, and the first tread pattern block (21) includes: The intermediate block (211) is located in the middle of the tread pattern block group (2); A first extension block (212) is disposed at the first end of the intermediate block (211), and the first extension block (212) extends from the intermediate block (211) along a first direction; Wherein, the straight line containing the first direction has a first angle with the center line of the tire crown, and the first angle is an acute angle.

3. The tire according to claim 2, characterized in that, The intermediate block (211) is provided with a first groove (2111), the first groove (2111) is located in the middle of the intermediate block (211), extends along the circumferential direction of the tire in a first zigzag trajectory, and the first groove (2111) penetrates the intermediate block (211). And / or, The first tread pattern block (21) has a first step structure (2112) on its side, which extends from the intermediate block (211) to the first extension block (212).

4. The tire according to claim 1, characterized in that, The first block (221) and the second block (222) include: A third extension block (2211) and a fourth extension block (2212) are interconnected. The extension direction of the third extension block (2211) is set at an angle to the extension direction of the fourth extension block (2212). A clearance space (2213) is provided between the third extension block (2211) and the fourth extension block (2212). At least a portion of the first tread pattern block (21) is disposed in the clearance space (2213). A first longitudinal groove (223) is provided between the first tread pattern block (21) and the first block (221) and / or the second block (222).

5. The tire according to claim 1, characterized in that, The third tread pattern block (23) includes: The third block (231) and the fourth block (232) are arranged in a centrally symmetrical manner. At least a portion of the third block (231) is located to the side of the first block (221), and at least a portion of the fourth block (232) is located to the side of the second block (222). A second groove (2311) is provided between the third block (231) and the first block (221), and a third groove (2321) is provided between the fourth block (232) and the first tread pattern block (21). The first tread pattern block (21) has a first groove (2111) in the middle, and the first groove (2111) is connected to the third groove (2321).

6. The tire according to claim 5, characterized in that, The third block (231) is provided with a recess (2312), which is recessed from the side of the third block (231) toward the center of the third block (231) to form a recessed groove (2313) communicating with the second groove (2311) on the third block (231).

7. The tire according to claim 5, characterized in that, A fourth groove (2322) is provided between the third block (231) and the fourth block (232). The fourth groove (2322) extends along the second broken line trajectory. The fourth groove (2322) is connected to the second groove (2311) and the third groove (2321) respectively.

8. The tire according to claim 5, characterized in that, The third block (231) and the fourth block (232) are respectively provided with a fifth groove (2323). The fifth groove (2323) extends along the circumferential direction of the tire in a third zigzag trajectory. The two fifth grooves (2323) respectively penetrate the third block (231) and the fourth block (232).

9. The tire according to claim 1, characterized in that, Each of the pattern modules (1) further includes: The tire shoulder tread block group (3) and the tire side tread block group (4) are respectively centrally symmetrical structures; The second longitudinal groove (31) is disposed between the tread block group (2) and the shoulder tread block group (3), and a protrusion (311) is provided in the second longitudinal groove (31).

10. The tire according to claim 9, characterized in that, The tire shoulder tread block group (3) includes: The first shoulder tread block (32) is located at least partly on the side of the second crown tread block (22); The second shoulder tread block (33) is spaced apart from the first shoulder tread block (32) along the circumferential direction of the tire, and at least a portion of the second shoulder tread block (33) is located to the side of the third crown tread block (23). A sixth groove (331) is provided between the first shoulder tread block (32) and the second shoulder tread block (33), and the sixth groove (331) is connected to the second longitudinal groove (31).

11. The tire according to claim 10, characterized in that, A first boss (3311) is provided in the sixth groove (331), and the first boss (3311) extends along the length direction of the sixth groove (331). The second boss (3312) is disposed on the first boss (3311). The second boss (3312) extends along the length direction of the first boss (3311), and the width of the second boss (3312) is smaller than the width of the first boss (3311).

12. The tire according to claim 10, characterized in that, The first shoulder tread block (32) includes a first sidewall (321) and a second sidewall (322) that are connected to each other. The first sidewall (321) and the second sidewall (322) are set at an angle, and both the first sidewall (321) and the second sidewall (322) are set towards the second longitudinal groove (31). The third tread pattern block (23) includes a third sidewall (233), which is disposed facing the second tread pattern block (22). The plane containing the first sidewall (321) and the plane containing the third sidewall (233) are parallel to each other.

13. The tire according to claim 10, characterized in that, The second shoulder tread block (33) is provided with a seventh groove (332), which runs through the second shoulder tread block (33) along the circumferential direction of the tire. The width of the seventh groove (332) gradually increases or decreases along the circumferential direction of the tire. The maximum width between the groove wall of the seventh groove (332) and the tire shoulder line is a, and the range of a is 2.5% to 3.5% of the tire running surface width.

14. The tire according to claim 10, characterized in that, The second shoulder tread block (33) includes a fourth sidewall (333) and a sixth sidewall (334), and there is a second included angle between the fourth sidewall (333) and the sixth sidewall (334), which is an obtuse angle; The sixth groove (331) is provided with a first boss (3311), which extends along the length of the sixth groove (331). The plane at the end of the first boss (3311) has a third included angle with the fourth side wall (333), which is an acute angle.

15. The tire according to claim 9, characterized in that, The third tread pattern block (23) includes a fifth side wall (234), which is disposed facing the first longitudinal groove (223); The fifth side wall (234) includes a first wall (2341), a second wall (2342) and a third wall (2343) connected in sequence. The first wall (2341) and the second wall (2342) have a fourth included angle, and the second wall and the third wall (2343) have a fifth included angle. The fourth included angle and the fifth included angle are both obtuse angles. The minimum distance between the third wall surface (2343) and the shoulder tread block group (3) is greater than the minimum distance between the first wall surface (2341) and the shoulder tread block group (3).

16. The tire according to claim 10, characterized in that, The transverse partition groove (11) includes: The first groove segment (111), the second groove segment (112), and the third groove segment (113) are interconnected. The first groove segment (111) is located between two adjacent crown tread block groups (2), the second groove segment (112) is located between two adjacent shoulder tread block groups (3), and the third groove segment (113) is located between two adjacent sidewall tread block groups (4). The first groove segment (111) extends in a fourth zigzag trajectory, and the second groove segment (112) is provided with a third boss (1121). The third boss (1121) is located in the middle of the second groove segment (112) and extends along the length direction of the second groove segment (112).

17. The tire according to claim 10, characterized in that, The second longitudinal groove (31) includes: The fourth groove segment (312) and the fifth groove segment (313) are interconnected. The fourth groove segment (312) is located between the first shoulder tread block (32) and the second crown tread block (22). The extension direction of the fourth groove segment (312) has a sixth angle with the center line of the crown. The sixth angle is an acute angle or an obtuse angle. The extension direction of the fifth groove segment (313) has a sixth included angle with the extension direction of the fourth groove segment (312), and the sixth included angle is an obtuse angle.

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