A tire tread structure

Abstract

The utility model provides a kind of tire tread structure, it is related to tire technical field, comprising: first longitudinal groove and second longitudinal groove, both are set on tread along the circumference of tire, about the center line of tread symmetry;Multiple pattern block groups are set on the crown between first longitudinal groove and second longitudinal groove, are arranged along the circumference of tire;Each pattern block group includes multiple pattern blocks arranged along the width direction of tread, and groove is equipped between adjacent two pattern blocks;The groove in adjacent two pattern block groups is set in dislocation.This utility model can effectively solve the deficiency of traction and wear resistance of tire in prior art under complex road conditions, especially on dirt road or pavement with gravel, tire is prone to skidding and eccentric wear problem.

Description

Technical Field

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

[0002] Currently, the road conditions for the use of ultra-large rigid dump truck tires are complex, especially the main roads, loading areas, and unloading areas, where the road conditions are complex and extremely harsh. Although the road surfaces of the main roads, loading areas, and unloading areas are compacted, they are still dirt roads with scattered ore and gravel. Moreover, dirt roads are prone to slippage during tire operation after watering or rain. Therefore, these types of roads pose a great challenge to the tire's traction and wear resistance. Utility Model Content

[0003] The main purpose of this utility model is to provide a tire tread structure to solve the problem of poor driving stability of center-axle trailers in the prior art.

[0004] To achieve the above objectives, this utility model provides a tire tread structure, comprising:

[0005] The first and second longitudinal grooves are both provided on the tire tread along the circumference; the first and second longitudinal grooves are symmetrical about the center line of the tire tread and are parallel to the center line;

[0006] Multiple tread block groups are set on the tire crown between the first longitudinal groove and the second longitudinal groove, and the multiple tread block groups are arranged along the circumference of the tire; each tread block group contains multiple tread blocks, and the multiple tread blocks are arranged along the width direction of the tire tread, with grooves provided between two adjacent tread blocks.

[0007] Along the width direction of the tread, the grooves in two adjacent tread blocks are staggered.

[0008] In some embodiments, each tread block group has an edge that extends along the width of the tread and has an angle between the edge and the ground in contact with the tire, the angle being no greater than 20 degrees.

[0009] In some embodiments, along the width direction of the tread, the area of ​​multiple tread blocks in each tread block group gradually decreases or gradually increases.

[0010] In some embodiments, there is a connecting groove between two adjacent tread blocks; a plurality of first transverse grooves are provided on the side of the first longitudinal groove near the tire shoulder, and a plurality of second transverse grooves are provided on the side of the second longitudinal groove near the tire shoulder. The plurality of first transverse grooves, the plurality of connecting grooves and the plurality of second transverse grooves are provided in a one-to-one correspondence, and the two ends of each connecting groove are connected to the corresponding first transverse groove and second transverse groove respectively.

[0011] In some embodiments, there is a connecting sipe between two adjacent tread block groups; along the circumference of the tire, a first longitudinal groove is alternately provided with a first transverse groove and a third transverse groove on the side near the tire shoulder; along the circumference of the tire, a second longitudinal groove is alternately provided with a second transverse groove and a fourth transverse groove on the side near the tire shoulder; a plurality of first transverse grooves, a portion of a plurality of connecting sipes and a plurality of second transverse grooves are arranged and connected in a one-to-one correspondence to form a first channel, and a plurality of third transverse grooves, another portion of a plurality of connecting sipes and a plurality of fourth transverse grooves are arranged and connected in a one-to-one correspondence to form a second channel, and the first channel and the second channel are arranged alternately along the circumference of the tire;

[0012] Wherein, the width of the first transverse groove in the circumferential direction of the tire is greater than the width of the third transverse groove in the circumferential direction of the tire; and / or, the width of the third transverse groove in the circumferential direction of the tire is greater than the width of the fourth transverse groove in the circumferential direction of the tire.

[0013] In some embodiments, the first channel and / or the second channel are of a “Z” shape.

[0014] In some embodiments, the length of the first lateral groove in the tread width direction is greater than the length of the third lateral groove in the tread width direction; and / or, the length of the third lateral groove in the tread width direction is greater than the length of the fourth lateral groove in the tread width direction.

[0015] In some embodiments, the tread blocks in each tread block group are arranged in a stepped manner in the tread width direction.

[0016] In some embodiments, the distance between the first longitudinal groove and the second longitudinal groove is 60% of the tire tread width.

[0017] In some embodiments, the depths of the first longitudinal trench, the second longitudinal trench, and the trough are all equal.

[0018] The beneficial effects of this utility model are as follows:

[0019] The tire tread pattern provided by this utility model is designed with tread block groups, which include multiple tread blocks. The design of independent tread blocks increases the effective contact points during deformation, significantly enhancing the tire's grip and wear resistance under complex road conditions. The design of staggered grooves and "Z"-shaped channels helps to distribute pressure more evenly, avoiding tread block tearing and uneven wear caused by excessive local stress, thereby extending the tire's service life. The through groove structure helps air circulation and heat dissipation, preventing heat accumulation. In addition, the staggered groove design also prevents stones from getting trapped.

[0020] The gradual change in the area of ​​multiple tread blocks in each tread block group, and the staggered groove arrangement within adjacent tread block groups, optimizes the tire's ground contact pressure distribution, forming a more robust structure. This optimizes lateral and longitudinal grip, prevents excessive local stress from causing tread block tearing, and reduces the risk of premature tire damage.

[0021] The design of equal depths for the first longitudinal groove, the second longitudinal groove, and the trough enhances the tire's mud-shedding ability, prevents slippage, and significantly improves the tire's driving performance on muddy and gravel roads.

[0022] By controlling the angle between the tread blocks and the ground to be no greater than 20 degrees, the tread blocks will deform due to friction when the tire is in motion. The small angle design greatly suppresses tearing or chipping caused by deformation, greatly increases the rigidity of the tread blocks, makes tire wear more even, and further improves tire durability. On the other hand, at the moment the tire touches the ground, the contact area of ​​the tread blocks is preserved to the maximum extent, the ground pressure is distributed more evenly, and the wear resistance is improved.

[0023] The first transverse groove, the connecting sipes, and the second transverse groove form the first channel, and the third transverse groove, the connecting sipes, and the fourth transverse groove form the second channel. This multi-groove through-type structure design of the first and second channels helps the flow of air and heat, further reducing heat accumulation and preventing premature tire damage.

[0024] The stepped arrangement of tread blocks and the specific groove spacing design in the tread width direction avoid stress concentration, allowing the ground pressure to be distributed more evenly across the entire tire surface, while also enhancing tire traction and preventing uneven wear.

[0025] In conclusion, the innovative design of this tire tread pattern not only improves the tire's driving safety under harsh conditions, but also significantly extends the tire's service life, which is of great value in improving the operating efficiency of mining dump trucks and reducing operating costs. Attached Figure Description

[0026] 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:

[0027] Figure 1 A schematic diagram of an embodiment of the tire tread pattern according to the present invention is shown.

[0028] The above figures include the following reference numerals:

[0029] 100, First longitudinal groove; 200, Second longitudinal groove; 300, Patterned block group; 310, Patterned block; 320, Groove; 400, First transverse groove; 500, Second transverse groove; 600, Connecting knife groove; 700, Third transverse groove; 800, Fourth transverse groove. Detailed Implementation

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] like Figure 1 As shown, an embodiment of this utility model provides a tire tread structure, including: a first longitudinal groove 100 and a second longitudinal groove 200, both the first longitudinal groove 100 and the second longitudinal groove 200 being disposed on the tread along the circumference of the tire; the first longitudinal groove 100 and the second longitudinal groove 200 being symmetrically arranged about the center line of the tread and both being parallel to the center line of the tread; a plurality of tread block groups 300 being disposed on the tread crown between the first longitudinal groove 100 and the second longitudinal groove 200, the plurality of tread block groups 300 being disposed along the circumference of the tire; each tread block group 300 including a plurality of tread blocks 310, the plurality of tread blocks 310 being arranged along the width direction of the tread, and a groove 320 being provided between two adjacent tread blocks 310; wherein, along the width direction of the tread, the grooves 320 in two adjacent tread block groups 300 are staggered.

[0032] Applying the technical solution of this embodiment, the tire tread includes a first longitudinal groove 100 and a second longitudinal groove 200, both arranged symmetrically about the center line of the tire circumferentially on the tire surface. Multiple tread block groups 300 are disposed on the tire crown between the first longitudinal groove 100 and the second longitudinal groove 200, and are arranged circumferentially on the tire surface. Each tread block group 300 includes multiple tread blocks 310 arranged along the width direction of the tire tread, with grooves between adjacent tread blocks 310. The grooves in adjacent tread block groups 300 are staggered. This design optimizes the tire's traction and wear resistance under complex road conditions. Through the symmetrical arrangement of the first longitudinal groove 100 and the second longitudinal groove 200, the tire maintains good balance during rolling, reducing vibration and noise, and improving driving comfort. By employing a combination of tread block groups 300 and grooves 320, multiple tread block groups 300 are distributed circumferentially, while the grooves 320 divide the tread blocks 310 along the width of the tire, forming a multi-directional grip structure. This enhances the tire's grip on muddy or gravel roads and reduces the risk of slippage. The staggered arrangement of the grooves 320 in adjacent tread block groups 300 avoids stress concentration, resulting in a more uniform stress distribution when the tire is under load, reducing localized wear and improving the overall wear resistance of the tire. Furthermore, the staggered groove design also prevents stones from getting trapped. Therefore, this solution overcomes the shortcomings of existing tire tread patterns in terms of traction and wear resistance under complex road conditions, significantly improves tire performance on dirt roads or gravel roads, and solves the problems of slippage and uneven wear.

[0033] In this embodiment, each tread block group 300 has an edge 330 that extends along the width direction of the tread. The edge 330 forms an angle with the ground in contact with the tire, and the angle is no greater than 20 degrees. It should be noted that during driving, the tire is perpendicular to the ground it contacts; more precisely, the center line of the tread is perpendicular to the ground in contact with the tire.

[0034] In this embodiment, the edge 330 of each tread block group 300 extends along the tread width direction, and the angle formed between it and the ground in contact with the tire is no greater than 20 degrees. When the tire is in motion, the tread blocks 310 deform due to friction. The small angle design greatly suppresses tearing or chipping caused by deformation, significantly increasing the rigidity of the tread blocks 310, making tire wear more uniform and extending its lifespan. On the other hand, at the moment the tire touches the ground, the contact area of ​​the tread blocks 310 is maximized, and the ground pressure distribution is more uniform, improving wear resistance. Due to the limitation of the angle, the tread blocks can distribute pressure more stably when in contact with the ground, avoiding tearing or chipping of the tread blocks caused by excessive local stress, thus enhancing the tire's wear resistance and service life. In addition, the smaller angle also helps to reduce energy loss during tire rolling, improving its driving efficiency under different road conditions. In the tread width direction, the edge of the tread block 310 has a smoother contact with the ground, which not only improves the tire's adaptability to the road surface but also reduces noise during driving, improving driving comfort. Although this embodiment is optimized for a specific angle, in other embodiments, the geometry and arrangement of the tread blocks can be adjusted to adapt to different types of road surfaces and vehicle usage needs, thereby achieving a wider range of pressure distribution optimization and traction performance improvement.

[0035] Furthermore, in this embodiment, along the width direction of the tread, the area of ​​the plurality of tread blocks 310 in each tread block group 300 gradually decreases or gradually increases along the width direction of the tread.

[0036] In this embodiment, the area of ​​multiple tread blocks 310 in each tread block group 300 gradually decreases or increases along the width direction of the tread. When the area of ​​the tread blocks 310 gradually decreases, a gradient drainage and mud removal channel is formed from the center area of ​​the tire to the edge. This design is beneficial for enhancing tire grip on wet or muddy roads, preventing slippage, and improving vehicle stability and safety. The change in the area of ​​the tread blocks 310 can affect the pressure distribution when the tire contacts the ground. The gradually increasing tread block area can provide a more stable contact surface, helping to evenly distribute the pressure when the tire contacts the ground, reducing local wear and extending tire life. This design pattern allows the contact area between the tread blocks and the ground to change dynamically during tire rolling, effectively improving the tire's adaptability to different road conditions. Through the gradual design of the tread block size, not only is the function of the tire maximized in different areas, but also more balanced tire wear is promoted by optimizing the distribution of the contact area, extending tire life. Of course, this gradual pattern can be adjusted according to specific usage environments and needs to achieve optimal tire performance. In other embodiments not shown in the figure, the gradual change in the area of ​​the tread blocks can be achieved through different geometric shapes, such as ellipses, trapezoids, etc. These variations further enrich the design space of tire treads and meet a wider range of market demands.

[0037] Furthermore, in this embodiment, there is a connecting groove 600 between two adjacent pattern block groups 300; the first longitudinal groove 100 has a plurality of first transverse grooves 400 on the side near the tire shoulder, and the second longitudinal groove 200 has a plurality of second transverse grooves 500 on the side near the tire shoulder. The plurality of first transverse grooves 400, the plurality of connecting grooves 600 and the plurality of second transverse grooves 500 are arranged in a one-to-one correspondence, and the two ends of each connecting groove 600 are respectively connected to the corresponding first transverse groove 400 and second transverse groove 500.

[0038] In this embodiment, a connecting groove 600 is provided between two adjacent tread block groups 300; the first longitudinal groove 100 has multiple first lateral grooves 400 on the side near the tire shoulder, and the second longitudinal groove 200 also has multiple second lateral grooves 500 on the side near the tire shoulder. These first lateral grooves 400, connecting grooves 600, and second lateral grooves 500 are arranged in a one-to-one correspondence and are interconnected. This design achieves effective connectivity between the tread block groups 300, enhancing the tread's drainage, mud removal, and heat dissipation functions under complex road conditions. The connecting groove 600, through its connection with the first lateral grooves 400 and the second lateral grooves 500, also promotes airflow and rapid heat dissipation, reducing the risk of premature tire damage due to heat accumulation. In other embodiments not shown, the specific shape or position of the lateral grooves and grooves may vary, but their connectivity and the basic principle of optimizing tire performance remain consistent, further enhancing the tire's adaptability and reliability in various working environments.

[0039] Furthermore, in this embodiment, there is a connecting groove 600 between two adjacent tread block groups 300; along the circumference of the tire, the first longitudinal groove 100 is alternately provided with a first transverse groove 400 and a third transverse groove 700 on the side near the tire shoulder; along the circumference of the tire, the second longitudinal groove 200 is alternately provided with a second transverse groove 500 and a fourth transverse groove 800 on the side near the tire shoulder; a plurality of first transverse grooves 400, a portion of a plurality of connecting grooves 600 and a plurality of second transverse grooves 500 are arranged and connected in a one-to-one correspondence to form a first channel, and a plurality of third transverse grooves 700, another portion of a plurality of connecting grooves 600 and a plurality of fourth transverse grooves 800 are arranged and connected in a one-to-one correspondence to form a second channel, and the first channel and the second channel are arranged alternately along the circumference of the tire;

[0040] Wherein, the width of the first transverse groove 400 in the circumferential direction of the tire is greater than the width of the third transverse groove 700 in the circumferential direction of the tire; and / or, the width of the third transverse groove 700 in the circumferential direction of the tire is greater than the width of the fourth transverse groove 800 in the circumferential direction of the tire.

[0041] In this embodiment, a connecting groove 600 is designed between two adjacent tread block groups 300, which enhances the tire's mud-removing performance and heat dissipation capacity. The first longitudinal groove 100 has alternating first transverse grooves 400 and third transverse grooves 700 near the tire shoulder, while the second longitudinal groove 200 has second transverse grooves 500 and fourth transverse grooves 800 on the same side. The first transverse groove 400, connecting groove 600, and second transverse groove 500 are interconnected, as are the third transverse groove 700, connecting groove 600, and fourth transverse groove 800, forming first channels and second channels respectively. These channels are arranged alternately along the tire circumference. It is worth noting that the width of the first transverse groove 400 in the tire circumference direction is greater than the width of the third transverse groove 700, and the circumferential width of the third transverse groove 700 is greater than the width of the fourth transverse groove 800. This stepped groove width design helps create airflow of varying intensities as the tire rolls, promoting even heat distribution and reducing localized overheating. It also improves the tire's adaptability to complex road conditions, enhancing traction and wear resistance. Furthermore, this staggered groove design effectively disperses road pressure, reducing tire wear and extending service life. In other embodiments not shown in the figures, the groove width and depth can be further optimized to adapt to more diverse usage environments, ensuring excellent tire performance under various operating conditions.

[0042] Furthermore, in this embodiment, the first channel and / or the second channel are of a "Z" shape.

[0043] In this embodiment, the first and second grooves adopt a "Z"-shaped structure design. This "Z"-shaped groove structure can generate more complex deformation patterns when the tire rolls. Compared with straight grooves, it can significantly enhance the tire's grip performance on wet or muddy roads. This is because the "Z"-shaped structure, upon contact with the ground, can enhance water drainage through its unique geometry and create more contact points between the tire and the ground, thereby improving traction. Simultaneously, the "Z"-shaped groove layout can effectively disperse the heat generated by the tire during high-speed operation, accelerating tire surface cooling by increasing airflow paths and extending tire life. Furthermore, this design can slow down tire wear on complex terrain because it better adapts to terrain changes, reduces stress concentration in the tread blocks during deformation, and prevents premature tearing or detachment of the tread blocks. In different embodiments, the specific dimensions and angles of the "Z"-shaped structure of the first and second grooves can be adjusted to meet the needs of different vehicle types and usage environments. This flexible design not only improves the overall performance of the tire but also provides more possibilities for subsequent product customization. In other embodiments not shown, the mud removal capacity and heat dissipation effect can be further optimized by changing the depth or width of the "Z"-shaped groove, aiming to provide users with a safer and more durable tire solution.

[0044] Furthermore, in this embodiment, the length of the first lateral groove 400 in the tread width direction is greater than the length of the third lateral groove 700 in the tread width direction; the length of the third lateral groove 700 in the tread width direction is greater than the length of the fourth lateral groove 800 in the tread width direction.

[0045] In this embodiment, the length of the first lateral groove 400 in the tread width direction is designed to be greater than the corresponding length of the third lateral groove 700. This length difference optimizes the tread's water drainage capacity and improves driving stability on wet and slippery surfaces. Simultaneously, the length of the third lateral groove 700 is designed to be greater than the length of the fourth lateral groove 800. This tiered decreasing length arrangement enhances the tire's adaptability and handling performance under different road conditions. Overall, through this unique lateral groove length gradient design, the tire can reduce rolling resistance and improve fuel economy while maintaining good wet grip. This technical solution not only improves the overall performance of the tire but also extends its service life, providing drivers with a safer and more efficient driving experience. Of course, in addition to the length gradient design, the specific shape, depth, and position of the lateral grooves can also be adjusted according to different usage requirements to achieve optimal overall performance. In other embodiments not shown, the design of the lateral groove length difference may vary, but the core purpose is to achieve comprehensive optimization of tire performance by precisely controlling the size of the lateral grooves.

[0046] Furthermore, in this embodiment, the tread blocks 310 in each tread block group 300 are arranged in a stepped manner in the tread width direction.

[0047] In this embodiment, the tread blocks 310 in each tread block group 300 are arranged in a stepped manner in the tread width direction. This design aims to optimize tire performance under complex road conditions. By using a stepped arrangement of the tread blocks 310 in the tread width direction, the tire can form a changing contact pattern when rolling, thereby providing better traction and grip on different road surfaces. This arrangement is particularly effective in dispersing stress, reducing localized wear, and extending tire life when encountering gravel or uneven road surfaces.

[0048] Furthermore, the distance W1 between the first longitudinal groove 100 and the second longitudinal groove 200 is 60% of the tire tread width TW.

[0049] The distance between the first longitudinal groove 100 and the second longitudinal groove 200 is set to 60% of the tire's tread width. This parameter is based on in-depth research into the tire's dynamic characteristics under various operating conditions. This distance ensures that the tire has sufficient water drainage capacity on muddy or slippery surfaces, preventing hydroplaning and enhancing safety and handling on wet surfaces. Of course, in other embodiments, the arrangement of the tread blocks 310 and the distance between the first longitudinal groove 100 and the second longitudinal groove 200 can be adjusted according to specific usage requirements to adapt to a wider range of application scenarios. This design not only reflects meticulous consideration for improving tire performance but also significantly enhances the tire's adaptability and durability in practical applications.

[0050] Furthermore, in this embodiment, the depths of the first longitudinal groove 100, the second longitudinal groove 200, and the trench 320 are all equal.

[0051] In this embodiment, the depths of the first longitudinal groove 100, the second longitudinal groove 200, and the groove 320 are all set to be equal. This technical solution aims to ensure that the tire's mud-removal capacity is enhanced and slippage is prevented during use. Through the design of consistent depth, each groove can effectively and simultaneously expel soil and water when the tire contacts the ground. Furthermore, grooves of equal depth create a more consistent airflow channel when the tire rotates, which helps to evenly dissipate heat, prevents overheating, and thus extends the tire's service life. This technical solution not only demonstrates good adaptability and durability in practical use but also reflects simplicity and practicality in design, providing strong support for the stable operation of the tire under complex road conditions.

[0052] In a specific embodiment of this utility model, each pattern block group 300 includes three pattern blocks 310. Specifically, the pattern block group 300 includes a first pattern block group, which includes three pattern blocks 310. The three pattern blocks 310 include a first pattern block, a second pattern block, and a third pattern block. A first groove is formed between the first and second pattern blocks, and a second groove is formed between the second and third pattern blocks. The first and second grooves are arranged sequentially from left to right. The edge length of the first pattern block is W2. The pattern block group adjacent to the first pattern block group has a third groove and a fourth groove, which are arranged sequentially from left to right. The edge length of the second pattern block between the first and third grooves is W3. The edge length of the second pattern block between the third and second grooves is W4. The edge length of the third pattern block between the second and fourth grooves is W5. The edge length of the third pattern block between the fourth groove and the second groove is W6.

[0053] Among them, W2=W6, W3=W5, W4=2W3; W2:W3=2:1, W4:W3=2:1, W6:W5=2:1, so that the grooves are staggered to avoid stress concentration, and the grounding pressure is more evenly distributed on the entire tire surface to prevent uneven wear.

[0054] The second embodiment of this utility model provides a tire, including the tire tread pattern as described above.

[0055] This invention also provides a tire, including the tire tread pattern described above. This tire design, thanks to the unique layout of the tread pattern, significantly enhances grip and wear resistance under complex road conditions while maintaining tire balance. Due to the precise fit between the tread block group 300 and the groove 320, each tread block 310 effectively disperses pressure from the ground during tire rolling, preventing rapid wear caused by stress concentration. The staggered arrangement of the grooves 320 between adjacent tread block groups 300 ensures that the tire maintains a uniform coefficient of friction under different road conditions, avoiding stress concentration and resulting in a more uniform stress distribution when the tire is under load, reducing localized wear and improving the overall wear resistance of the tire. Therefore, this tire not only adapts to diverse road environments but also ensures safety and economy under high-intensity operating conditions, providing users with a more reliable and durable tire solution.

[0056] When a tire is mounted on a vehicle and begins to move, the tread contacts the ground, and the design characteristics of the tire tread pattern come into play. During rolling, the first longitudinal groove 100 and the second longitudinal groove 200, acting as the main drainage channels in the central area, quickly expel accumulated water, reduce the water film effect, and maintain good wet grip. Simultaneously, multiple tread block groups 300 distributed along the tire's circumference interact with the grooves 320 in the tread width direction, forming a dynamic contact patch that improves the tire's traction and handling stability under complex road conditions. Especially when encountering muddy or soft surfaces, the synergistic effect of the connecting sipes 600 with the first lateral groove 400, second lateral groove 500, third lateral groove 700, and fourth lateral groove 800 enhances the tire's mud-shedding ability and grip, preventing slippage and ensuring driving safety. Furthermore, the gradual change in area and length of the tread blocks 310, along with the consistent depth of the grooves, contributes to the evenness of tire wear under different road conditions, reducing localized excessive wear and extending tire life. During continuous rolling, the "Z"-shaped structure of the first and second grooves not only optimizes the tire's wet performance but also promotes airflow and heat dissipation, preventing premature tire damage caused by localized heat buildup. This series of design details, combined with precise manufacturing processes, ensures the tire's superior performance in various complex environments, meeting high performance standards for both wet handling and heat dissipation under high-temperature conditions.

[0057] 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.

[0058] 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.

[0059] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0060] 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.

[0061] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this application.

[0062] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire tread structure, characterized in that, include: The first longitudinal groove (100) and the second longitudinal groove (200) are both arranged on the tire tread along the circumference of the tire; the first longitudinal groove (100) and the second longitudinal groove (200) are symmetrically arranged about the center line of the tire tread and are both parallel to the center line of the tire tread. Multiple tread block groups (300) are disposed on the tire crown between the first longitudinal groove (100) and the second longitudinal groove (200), and the multiple tread block groups (300) are arranged along the circumference of the tire; each tread block group (300) includes multiple tread blocks (310), the multiple tread blocks (310) are arranged along the width direction of the tire tread, and a groove (320) is provided between two adjacent tread blocks (310). In this configuration, along the width direction of the tread, the grooves (320) in two adjacent tread block groups (300) are staggered.

2. The tire tread structure according to claim 1, characterized in that, Each of the tread blocks (300) has an edge (330) extending along the width of the tread, and the edge (330) has an angle with the ground in contact with the tire, the angle being no greater than 20 degrees.

3. The tire tread structure according to claim 1, characterized in that, Along the width direction of the tread, the area of ​​the plurality of tread blocks (310) in each of the tread block groups (300) gradually decreases or gradually increases.

4. The tire tread structure according to claim 1, characterized in that, There is a connecting groove (600) between two adjacent pattern block groups (300); the first longitudinal groove (100) has a plurality of first transverse grooves (400) on the side near the tire shoulder, and the second longitudinal groove (200) has a plurality of second transverse grooves (500) on the side near the tire shoulder. The plurality of first transverse grooves (400), the plurality of connecting grooves (600) and the plurality of second transverse grooves (500) are arranged in a one-to-one correspondence. The two ends of each connecting groove (600) are connected to the corresponding first transverse groove (400) and second transverse groove (500) respectively.

5. The tire tread structure according to claim 1, characterized in that, Two adjacent tread block groups (300) are connected by a sipe (600); along the circumference of the tire, the first longitudinal groove (100) is alternately provided with a first transverse groove (400) and a third transverse groove (700) on the side near the tire shoulder; along the circumference of the tire, the second longitudinal groove (200) is alternately provided with a second transverse groove (500) and a fourth transverse groove (800) on the side near the tire shoulder; a portion of a plurality of first transverse grooves (400), a portion of a plurality of connected sipes (600) and a plurality of second transverse grooves (500) are arranged and connected in a one-to-one correspondence to form a first channel; another portion of a plurality of third transverse grooves (700), a portion of a plurality of connected sipes (600) and a plurality of fourth transverse grooves (800) are arranged and connected in a one-to-one correspondence to form a second channel; the first channel and the second channel are arranged alternately along the circumference of the tire. Wherein, the width of the first transverse groove (400) in the circumferential direction of the tire is greater than the width of the third transverse groove (700) in the circumferential direction of the tire; and / or, the width of the third transverse groove (700) in the circumferential direction of the tire is greater than the width of the fourth transverse groove (800) in the circumferential direction of the tire.

6. The tire tread structure according to claim 5, characterized in that, The first channel and / or the second channel are of a "Z" shaped structure.

7. The tire tread structure according to claim 5, characterized in that, The length of the first lateral groove (400) in the tread width direction is greater than the length of the third lateral groove (700) in the tread width direction; and / or, the length of the third lateral groove (700) in the tread width direction is greater than the length of the fourth lateral groove (800) in the tread width direction.

8. The tire tread structure according to claim 1, characterized in that, The tread blocks (310) in each of the tread block groups (300) are arranged in a stepped manner in the tread width direction.

9. The tire tread structure according to claim 1, characterized in that, The distance between the first longitudinal groove (100) and the second longitudinal groove (200) is 60% of the tire's running surface width.

10. The tire tread structure according to claim 1, characterized in that, The depths of the first longitudinal groove (100), the second longitudinal groove (200), and the trench (320) are all equal.

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