Tire

Abstract

The utility model provides a kind of tire, and the tread of tire is provided with pattern structure, and the pattern structure includes: longitudinal groove, along the circumferential extension of tire, longitudinal groove is multiple, multiple longitudinal groove is spaced apart along the width direction of tire, to separate the tread into two shoulder pattern parts and the intermediate pattern part between two shoulder pattern parts, at least part of longitudinal groove is arranged in broken line shape;Communication groove, set on intermediate pattern part, to be used to communicate adjacent two longitudinal grooves;Multiple rib structures, are spaced apart in the extension direction of communication groove and set on the bottom wall of communication groove, and are set out from the bottom wall of communication groove, to disturb the airflow in communication groove.The utility model effectively solves the problem that the tire of long-distance freight vehicle in prior art is poor in controllability and comfort.

Description

Technical Field

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

[0002] Currently, with the increase in transportation services and the continuous improvement of logistics efficiency, the driving time of medium and long-distance freight vehicles on highways and national roads is gradually increasing. As the only component of a vehicle that directly contacts the ground, the performance of tires directly affects the driving safety, comfort, handling, and environmental friendliness of medium and long-distance freight vehicles. Therefore, drivers are placing higher demands on tire performance.

[0003] However, traditional tire tread patterns typically use a relatively simple longitudinal tread groove and tread block design to achieve basic tire handling performance. As drivers spend long periods of time driving on highways, national roads, and mixed road conditions, their requirements for tire comfort also increase accordingly. Tires need to further reduce driving noise and improve tire comfort and handling while ensuring basic handling performance. Utility Model Content

[0004] The main objective of this invention is to provide a tire that solves the problem of poor handling and comfort of tires in medium- and long-distance freight vehicles in the prior art.

[0005] To achieve the above objectives, this utility model provides a tire with a tread pattern structure on its tread surface. The tread pattern structure includes: longitudinal grooves extending along the circumference of the tire, with multiple longitudinal grooves spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions and a middle tread portion located between the two shoulder tread portions; at least a portion of the longitudinal grooves being arranged in a zigzag shape; a connecting groove disposed on the middle tread portion to connect two adjacent longitudinal grooves; and multiple rib structures spaced apart along the extension direction of the connecting groove on the bottom wall of the connecting groove and protruding from the bottom wall of the connecting groove to disrupt the airflow within the connecting groove during tire rolling.

[0006] Furthermore, the tread structure also includes: a noise reduction structure, which is set on the side wall of the longitudinal groove. The top of the noise reduction structure is at a preset distance from the tread, and the bottom of the noise reduction structure is connected to the bottom wall of the longitudinal groove. The noise reduction structure has multiple noise reduction protrusions, which are spaced apart along the side surface of the noise reduction structure.

[0007] Furthermore, the pattern structure also includes: a boss structure, which is set on the bottom wall of the connecting groove and located on one side of the multiple rib structures to disrupt the airflow in the connecting groove. The distance L1 between the boss structure and the side wall of the connecting groove satisfies: 1mm≤L1≤2mm; wherein, the rib structure is arranged in a zigzag shape, and at least some of the boss structures are arranged in an arc shape.

[0008] Furthermore, the connecting trench includes: a first trench; at least two second trenches, which are respectively connected to the two ends opposite to the first trench, and the end of the second trench away from the first trench is connected to a longitudinal trench, and the second trench and the first trench are arranged at an angle; wherein, a plurality of rib structures are provided on the bottom wall of the first trench, and a boss structure is provided on the bottom wall of the second trench.

[0009] Furthermore, there are multiple connecting grooves, which are spaced apart along the circumference of the tire. The tread structure also includes connecting sipes, which are disposed between two adjacent connecting grooves, with each end of the connecting sipe connected to one of the two adjacent connecting grooves.

[0010] Furthermore, the connecting groove includes: a first groove; at least two second grooves, which are respectively connected to the two ends opposite to the first groove, and the end of the second groove away from the first groove is connected to the connecting groove, and the second groove and the first groove are arranged at an angle; wherein the depth of the second groove is less than the depth of the first groove.

[0011] Furthermore, the first cutting groove includes a first sub-cutting groove and a second sub-cutting groove that are interconnected. The second sub-cutting groove is located on the side of the first sub-cutting groove away from the tread. The groove wall of the first sub-cutting groove is wavy or zigzag. The width of the second sub-cutting groove is greater than the width of the first sub-cutting groove. In particular, along the direction from the first sub-cutting groove to the second sub-cutting groove, the width of at least a portion of the second sub-cutting groove gradually increases.

[0012] Furthermore, the tread pattern also includes: a groove, disposed on the tire shoulder tread portion, one end of the groove communicating with a longitudinal groove, the other end of the groove being spaced apart from the tire shoulder, at least a portion of the groove being arc-shaped; and / or, a heat dissipation groove, disposed on the tire shoulder tread portion, the heat dissipation groove being an open-shoulder groove.

[0013] Furthermore, the longitudinal groove includes a first longitudinal groove located between the middle tread portion and the shoulder tread portion. The tread structure further includes: multiple pumice stone components spaced apart on the bottom wall of the first longitudinal groove along its extension direction. Each pumice stone component includes multiple pumice stone structures, which are spaced apart along the extension direction of the first longitudinal groove. The pumice stone structures corresponding to the fold lines of the first longitudinal groove are arranged in an arc shape. And / or, the tread structure further includes a connecting structure, which is disposed on the bottom wall of the first longitudinal groove and located between two adjacent pumice stone structures. The two ends of the connecting structure are respectively connected to the two adjacent pumice stone structures.

[0014] Furthermore, the longitudinal groove also includes a second longitudinal groove, which is located between two adjacent intermediate tread portions. The second longitudinal groove includes a first longitudinal groove and a second longitudinal groove that are interconnected. The second longitudinal groove is located on the side of the first longitudinal groove away from the tread, and the bottom wall of the second longitudinal groove is wavy. The depth of the second longitudinal groove is less than the depth of the first longitudinal groove, and / or the width of the second longitudinal groove is less than the width of the first longitudinal groove.

[0015] Applying the technical solution of this utility model, the tire tread is provided with a tread structure. The longitudinal grooves of the tread structure extend circumferentially along the tire, and there are multiple longitudinal grooves. These grooves are spaced apart along the width of the tire to divide the tread into two shoulder tread portions and a central tread portion located between the two shoulder tread portions. At least a portion of the longitudinal grooves is arranged in a zigzag shape. A connecting groove is provided on the central tread portion to connect two adjacent longitudinal grooves. Multiple rib structures are spaced apart along the extension direction of the connecting grooves on the bottom wall of the connecting grooves and protrude from the bottom wall of the connecting grooves to disrupt the airflow within the connecting grooves. Thus, during vehicle operation, the multiple longitudinal grooves can drain water accumulated between the tire and the road surface, ensuring the tire's drainage performance, as well as its traction and braking performance. Furthermore, compared to straight longitudinal grooves, the zigzag-shaped longitudinal grooves can reduce some of the air column resonance noise generated within the grooves through the zigzag connections, reducing tire noise and ensuring tire comfort. Meanwhile, the connecting grooves on the central tread section serve two purposes: firstly, they drain water between the central tread section and the tread surface into the longitudinal grooves on either side of the central tread section, ensuring reliable drainage and maintaining the tire's anti-slip performance, thus guaranteeing wet handling; secondly, they cut through the water film, maintaining friction between the central tread section and the tread surface, further ensuring wet handling and anti-slip performance, as well as braking and traction performance. Simultaneously, the multiple rib structures on the bottom walls of the connecting grooves not only assist in breaking the water film between the tire and the tread surface, ensuring tire handling and braking, but also disrupt and block airflow within the connecting grooves, preventing airflow resonance and further reducing tire noise, improving tire comfort, and thus solving the problem of poor handling and comfort in existing medium- and long-haul freight vehicle tires. Furthermore, after the lateral grooves wear to a certain extent, the rib structure contacts the tread surface, increasing the saturation of the tire tread structure, ensuring tire wear resistance, and extending tire life. Attached Figure Description

[0016] 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:

[0017] Figure 1 A partial structural schematic diagram of an embodiment of the tire tread structure according to the present invention is shown;

[0018] Figure 2 It shows Figure 1 A magnified schematic diagram of a portion of the pattern structure;

[0019] Figure 3 It shows Figure 2 Sectional view at point AA;

[0020] Figure 4 It shows Figure 1 Sectional view at point BB in the middle;

[0021] Figure 5 It shows Figure 2 Sectional view at point C;

[0022] Figure 6 It shows Figure 1 Sectional view at EE in the middle;

[0023] Figure 7 It shows Figure 1 Sectional view at DD in the middle;

[0024] Figure 8 It shows Figure 7 Sectional view at point ZZ;

[0025] Figure 9 It shows Figure 2 Sectional view at FF in the middle;

[0026] Figure 10 It shows Figure 2 Sectional view at G2-G2 in the middle;

[0027] Figure 11 It shows Figure 2 Sectional view at point G1-G1;

[0028] Figure 12 It shows Figure 2 Sectional view at point GG;

[0029] Figure 13 It shows Figure 2 A cross-sectional view at point HH in the diagram;

[0030] Figure 14 It shows Figure 1 A cross-sectional view of an embodiment at JJ;

[0031] Figure 15 It shows Figure 1 Another embodiment cross-sectional view at JJ;

[0032] Figure 16 It shows Figure 1 Another embodiment cross-sectional view at JJ;

[0033] Figure 17 It shows Figure 1 Sectional view at J1-J1 in the middle;

[0034] Figure 18 It shows Figure 2 Sectional view at point KK;

[0035] Figure 19 It shows Figure 1 Sectional view at LL in the middle;

[0036] Figure 20 It shows Figure 1 Sectional view at MM in the middle;

[0037] Figure 21 It shows Figure 1 The cross-sectional view at point NN in the diagram.

[0038] The above figures include the following reference numerals:

[0039] 10. Longitudinal trench; 11. First longitudinal trench; 12. Second longitudinal trench; 121. First longitudinal trench; 122. Second longitudinal trench;

[0040] 20. Tire shoulder pattern area;

[0041] 30. The central pattern section;

[0042] 40. Connecting trench; 41. First trench; 42. Second trench;

[0043] 50. Rib structure;

[0044] 60. Noise reduction structure; 61. Noise reduction protrusion;

[0045] 70. Boss structure;

[0046] 80. Connecting tool groove; 81. First tool groove; 811. First sub-tool groove; 812. Second sub-tool groove; 82. Second tool groove;

[0047] 90. Groove;

[0048] 100. Heat dissipation groove;

[0049] 110. Projectile assembly; 111. Projectile structure;

[0050] 120. Connection structure. Detailed Implementation

[0051] 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.

[0052] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0053] In this utility model, unless otherwise stated, directional terms such as "upper" and "lower" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0054] To address the problem that existing tires cannot simultaneously achieve both comfort and handling, this application provides a tire.

[0055] like Figures 1 to 21 As shown, this utility model provides a tire with a tread pattern on its tread surface. The tread pattern includes longitudinal grooves 10, connecting grooves 40, and multiple rib structures 50. The longitudinal grooves 10 extend circumferentially along the tire, and there are multiple longitudinal grooves 10. These multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions 20 and an intermediate tread portion 30 located between the two shoulder tread portions 20. At least a portion of the longitudinal grooves 10 is arranged in a zigzag shape. The connecting grooves 40 are provided on the intermediate tread portion 30 to connect two adjacent longitudinal grooves 10. The multiple rib structures 50 are spaced apart along the extending direction of the connecting grooves 40 on the bottom wall of the connecting grooves 40 and protrude from the bottom wall of the connecting grooves 40 to disrupt the airflow within the connecting grooves 40.

[0056] Using the technical solution of this embodiment, the tire tread is provided with a tread structure. The longitudinal grooves 10 of the tread structure extend circumferentially along the tire. There are multiple longitudinal grooves 10, spaced apart along the width direction of the tire, dividing the tread into two shoulder tread portions 20 and an intermediate tread portion 30 located between the two shoulder tread portions 20. At least a portion of the longitudinal grooves 10 is arranged in a zigzag shape. A connecting groove 40 is provided on the intermediate tread portion 30 to connect two adjacent longitudinal grooves 10. Multiple rib structures 50 are spaced apart along the extending direction of the connecting groove 40 on the bottom wall of the connecting groove 40 and protrude from the bottom wall of the connecting groove 40 to disrupt the airflow within the connecting groove 40 during tire rolling. Thus, during vehicle operation, the multiple longitudinal grooves 10 can drain water accumulated between the tire and the road surface, ensuring the tire's drainage performance, as well as its traction and braking performance. Meanwhile, the longitudinal grooves 10 arranged in a zigzag pattern, compared to those arranged in a straight line, can reduce some of the air column resonance noise generated within the grooves through the zigzag connections, thereby reducing tire driving noise and ensuring tire comfort. Simultaneously, the connecting grooves 40 provided on the central tread portion 30 can, on the one hand, drain water between the central tread portion 30 and the driving surface into the longitudinal grooves 10 on both sides of the central tread portion 30, ensuring the reliability of drainage in the central tread portion 30 and guaranteeing the tire's anti-slip performance, thus ensuring the tire's wet handling; on the other hand, they can cut through the water film, ensuring the friction between the central tread portion 30 and the driving surface, further guaranteeing the tire's wet handling and anti-slip performance, as well as its braking and driving performance. Meanwhile, the multiple rib structures 50 set on the bottom wall of the connecting groove 40 not only help to break the water film between the tire and the driving surface, ensuring the tire's handling and braking performance, but also disrupt and block the airflow within the connecting groove 40, avoiding airflow resonance and further reducing tire noise, thus improving tire comfort. This solves the problem of poor tire handling and comfort in existing medium- and long-distance freight vehicles. Furthermore, after the lateral grooves wear to a certain extent, the rib structures 50 can contact the driving surface, increasing the saturation of the tire tread pattern, ensuring tire wear resistance, and extending tire lifespan.

[0057] like Figure 1 , Figure 6 , Figure 7 and Figure 8As shown, the tread pattern also includes a noise reduction structure 60. The noise reduction structure 60 is disposed on the sidewall of the longitudinal groove 10, with a predetermined distance between its top end and the tread surface, and its bottom end connected to the bottom wall of the longitudinal groove 10. The noise reduction structure 60 has multiple noise reduction protrusions 61, which are spaced apart along its side surface. This allows the noise reduction structure 60 to disrupt the airflow within the longitudinal groove 10, preventing noise generated by air column resonance, reducing tire noise, and improving tire comfort. Simultaneously, the spaced noise reduction protrusions 61 on the side surface of the noise reduction structure 60 further disrupt the airflow passing through it, further reducing tire noise and improving tire comfort. Furthermore, the arrangement of the noise reduction structure 60 can also eject stones from the longitudinal groove 10, ensuring the tire's stone-repelling performance, thereby guaranteeing tire wear resistance and extending tire lifespan.

[0058] In this embodiment, the noise reduction structure 60 is disposed at the bend of the longitudinal groove 10. The width of the upper top surface of the noise reduction structure 60 is between 6mm and 8mm, and the width of the lower bottom surface of the noise reduction structure 60 is between 12mm and 16mm. The upper top surface of the noise reduction structure 60 adopts an arc transition with a radius of 1mm to 3mm, and the lower top surface of the noise reduction structure 60 adopts an arc transition with a radius of 3mm to 2mm. The upper top surface of the noise reduction structure 60 is set at an angle of 15° to 30° with the tire width direction, and the distance between the tilt point and the tread is between 1mm and 3mm.

[0059] In this embodiment, the noise reduction protrusion 61 is arranged in a strip shape, the distance between two adjacent noise reduction protrusions 61 is between 1 mm and 2 mm, and the noise reduction protrusion 61 is arranged at an angle of 30° to 45° with the normal of the longitudinal groove 10.

[0060] Specifically, such as Figure 8 As shown, the noise-reducing protrusion 61 has a trapezoidal cross-section. The upper base of the noise-reducing protrusion 61 is between 0.4mm and 0.8mm, the lower base is between 0.5mm and 1mm, the height of the noise-reducing protrusion 61 is between 0.5mm and 2mm, and the angle of the inclined side of the noise-reducing protrusion 61 is between 10° and 20°. This trapezoidal design of the noise-reducing protrusion 61 facilitates the demolding of the noise-reducing structure 60, preventing the noise-reducing protrusion 61 from being missing due to demolding difficulties, thus ensuring the structural integrity of the noise-reducing protrusion 61.

[0061] like Figure 2 , Figure 9 and Figure 10As shown, the tread pattern also includes a boss structure 70. The boss structure 70 is located on the bottom wall of the connecting groove 40 and on one side of the multiple rib structures 50 to disrupt the airflow within the connecting groove 40. The distance L1 between the boss structure 70 and the side wall of the connecting groove 40 satisfies: 1mm ≤ L1 ≤ 2mm. The rib structures 50 are arranged in a zigzag shape, and at least some of the boss structures 70 are arc-shaped. In this way, the boss structure 70 can combine with the rib structures 50 to jointly disrupt the airflow within the connecting groove 40, reducing the noise of air expelled during the compression of the connecting groove 40, lowering tire noise, and improving tire comfort. Simultaneously, the boss structure 70, combined with the rib structures 50, breaks the water film between the tire and the road surface, increasing the friction between the tire and the road surface and improving the tire's wet handling. At the same time, the boss structure 70 can also be combined with the rib structure 50. After the lateral grooves are worn to a certain extent, it will come into contact with the driving surface, increasing the saturation of the tire tread structure, ensuring the tire's wear resistance, and extending the tire's service life.

[0062] In this embodiment, the rib structure 50 is designed in a Z-shape, and the boss structure 70 is arc-shaped at one end near the rib structure 50.

[0063] like Figure 9 , Figure 10 and Figure 11 As shown, both the rib structure 50 and the boss structure 70 have trapezoidal cross-sections. The distance between the upper bottom surface of the rib structure 50 and the tread is between 1mm and 2mm, the lower bottom surface of the rib structure 50 is between 1.5mm and 2.5mm, the inclination angle of the rib structure 50 is between 10° and 30°, the height of the rib structure 50 is between 1mm and 3mm, the distance between two adjacent rib structures 50 is between 1mm and 2mm, and the distance between the rib structure 50 and the wall of the transverse groove is between 1mm and 2mm. Meanwhile, the upper bottom surface of the boss structure 70 is between 4mm and 6mm, the lower bottom surface of the rib structure 50 is between 5mm and 8mm, and the inclination angle of the rib structure 50 is between 10° and 30°.

[0064] like Figure 1 and Figure 2As shown, the connecting groove 40 includes a first groove 41 and at least two second grooves 42. The at least two second grooves 42 are connected to the opposite ends of the first groove 41, and the end of a second groove 42 away from the first groove 41 is connected to a longitudinal groove 10. The second grooves 42 and the first groove 41 are arranged at an angle. Multiple rib structures 50 are disposed on the bottom wall of the first groove 41, and boss structures 70 are disposed on the bottom wall of the second grooves 42. This arrangement, defining the connecting groove 40 as a zigzag shape, ensures the grip of the central tread portion 30 in multiple directions, further guaranteeing the tire's braking and driving performance. Furthermore, the zigzag-shaped lateral grooves can disrupt airflow, further reducing tire noise and improving tire comfort. Meanwhile, the above-mentioned settings limit the specific positions of the rib structure 50 and the boss structure 70, ensuring the rationality of the positions of the rib structure 50 and the boss structure 70, maximizing the noise reduction effect, and also enhancing the tire's handling and wear resistance.

[0065] In this embodiment, the width of the connecting groove 40 is between 4mm and 8mm, the depth of the connecting groove 40 is between 3mm and 8mm, the length of the first groove 41 is between 30mm and 35mm, and the length of the second groove 42 is between 4mm and 8mm.

[0066] like Figure 1 As shown, there are multiple connecting grooves 40, which are spaced apart along the circumference of the tire. The tread structure also includes connecting sipes 80. Connecting sipes 80 are positioned between two adjacent connecting grooves 40, with each end of the connecting sipe connected to one of the adjacent grooves 40. In this way, the connecting sipes 80 can break through the water film between the central tread portion 30 and the road surface, and, in conjunction with the connecting grooves 40, increase the friction between the central tread portion 30 and the ground, improving the tire's wet handling. Simultaneously, the multiple connecting sipes 80 can balance the rigidity of the central tread portion 30, ensuring a uniform distribution of the ground contact pressure, thus improving the tire's grip and handling.

[0067] In this embodiment, the connecting grooves on two adjacent intermediate tread sections 30 are staggered to ensure the tread tread contact area when the tire is rolling, so that the tread blocks can smoothly contact the ground, reducing the contact noise generated when the tread blocks suddenly contact the ground, and further improving the comfort of the tire.

[0068] like Figure 2 , Figure 12 and Figure 13As shown, the connecting groove 80 includes a first groove 81 and at least two second grooves 82. The at least two second grooves 82 are connected to the opposite ends of the first groove 81, and the end of the second groove 82 furthest from the first groove 81 is connected to the connecting groove 40. The second grooves 82 and the first groove 81 are arranged at an angle. The depth of the second groove 82 is less than the depth of the first groove 81. In this way, the connecting groove 80 achieves communication with the connecting groove 40 through the second grooves 82. The different depths of the first groove 81 and the second groove 82 also achieve a gradient transition in its depth, ensuring the rigidity of the tread blocks in the intermediate tread portion 30, avoiding stress concentration, and ensuring the tire's grip and wear resistance. Simultaneously, the arrangement of the first groove 81 and the second groove 82 also makes the connecting groove 80 have a zigzag shape, allowing the connecting groove 80 to balance the rigidity of the intermediate tread portion 30 from multiple directions, improving the tire's driving force and braking force.

[0069] In this embodiment, the length of the first cutting groove 81 is between 25mm and 30mm, and the width is between 0.6mm and 1mm.

[0070] In this embodiment, the length of the second cutting groove 82 is between 12mm and 18mm, the width of the second cutting groove 82 is between 0.6mm and 1mm, the depth of the second cutting groove 82 is between 2mm and 3mm, and the connection between the first cutting groove 81 and the connecting groove 40 is a rounded transition with a radius of less than 1mm.

[0071] like Figures 14 to 16 As shown, the first sipe 81 includes a first sub-sipe 811 and a second sub-sipe 812 that are interconnected. The second sub-sipe 812 is located on the side of the first sub-sipe 811 away from the tread. The groove wall of the first sub-sipe 811 is wavy or zigzag-shaped, and the width of the second sub-sipe 812 is greater than the width of the first sub-sipe 811. Specifically, along the direction from the first sub-sipe 811 to the second sub-sipe 812, at least a portion of the width of the second sub-sipe 812 gradually increases. In this way, the arrangement of the first sub-sipe 811 and the second sub-sipe 812 effectively reduces the rigidity of the tread blocks in the intermediate tread portion 30, increases the contact area of ​​the intermediate tread portion 30, disperses the contact pressure of the intermediate tread portion 30, ensures the contact edge pressure of the intermediate tread portion 30, and improves the driving force and braking force of the tire. Meanwhile, the gradually increasing width of the second sub-groove 812 ensures that the first groove 81 replaces the connecting groove 40 as a new groove after the connecting groove 40 wears out, thus guaranteeing the tire's driving force and braking force in the later stages.

[0072] In this embodiment, the first cutting groove 81 begins to deepen at a distance of 4mm to 6mm from the second cutting groove 82, and the deepening depth is a circular arc transition with a radius of 0.5mm to 1mm. At this distance, the depth of the first cutting groove 81 is between 2mm and 3mm, and the depth after deepening is between 9mm and 12mm. The bottom of the second sub-cutting groove 812 is a circular arc transition with a radius of 2mm to 3mm.

[0073] like Figure 14 As shown, in one embodiment, the groove wall of the first cutting groove 81 is wavy, and the bottom of the second cutting groove 82 is arc-shaped.

[0074] like Figure 15 As shown, in another embodiment, the groove wall of the first cutting groove 81 is wavy, and the bottom of the second cutting groove 82 is a circular arc pentagon shape.

[0075] like Figure 16 As shown, in another embodiment, the groove wall of the first cutting groove 81 is in the shape of a broken line, and the bottom of the second cutting groove 82 is in the shape of a triangle.

[0076] like Figure 1 , Figure 2 , Figures 18 to 21 As shown, a groove 90 is provided on the tire shoulder tread portion 20. One end of the groove 90 communicates with the longitudinal groove 10, and the other end of the groove 90 is spaced apart from the tire shoulder. At least a portion of the groove 90 is arc-shaped. And / or, a heat dissipation groove 100 is provided on the tire shoulder tread portion 20, and the heat dissipation groove 100 is an open-shoulder groove. This arrangement of the groove 90 avoids stress concentration and tread block chipping / scratching in the tire shoulder tread portion 20, prevents abnormal uneven wear in the tire shoulder tread portion 20, improves the wear resistance of the tire shoulder tread portion 20, and extends the tire's service life. Simultaneously, the groove 90 also ensures the rigidity of the tire shoulder tread portion 20, improving the tire's handling performance. Furthermore, the arrangement of the heat dissipation groove 100 helps improve the heat dissipation performance of the tire shoulder tread portion 20, further extending the tire's service life.

[0077] In this embodiment, the depth of the groove 90 is between 5mm and 8mm. The end of the groove 90 away from the longitudinal groove 10 is arc-shaped with a radius between 2mm and 4mm. The groove 90 is inclined downward at a distance of 1mm to 2mm from the tire tread, with the inclination angle between the groove 90 and the normal of the groove 90 being 10° to 15°. The bottom of the groove 90 is transitioned by a circular arc with a radius of 0.5mm to 1mm.

[0078] In this embodiment, the depth of the heat dissipation groove 100 is between 10 mm and 14 mm.

[0079] In this embodiment, the heat dissipation groove 100 is a shouldered groove. The maximum width of the heat dissipation groove 100 at the tire tread sidewall position is between 10mm and 12mm, the angle between the groove wall of the heat dissipation groove 100 and the tire tread sidewall is between 100° and 110°, and the depth of the heat dissipation groove 100 at the tire tread sidewall position is between 3mm and 5mm. Simultaneously, the depth of the heat dissipation groove 100 at the tire shoulder position is between 10mm and 14mm, the angle between the groove wall of the heat dissipation groove 100 at the tire shoulder position and the normal of the heat dissipation groove 100 is set at 15° to 30°, and the bottom of the heat dissipation groove 100 has a rounded transition with a radius of less than 3mm.

[0080] like Figures 1 to 4 As shown, the longitudinal groove 10 includes a first longitudinal groove 11, which is located between the intermediate tread portion 30 and the shoulder tread portion 20. The tread structure also includes multiple bobbin components 110, which are spaced apart on the bottom wall of the first longitudinal groove 11 along its extension direction. Each bobbin component 110 includes multiple bobbin structures 111, which are spaced apart along the extension direction of the first longitudinal groove 11. The bobbin structures 111 corresponding to the fold lines of the first longitudinal groove 11 are arc-shaped. And / or, the tread structure also includes a connecting structure 120, which is located on the bottom wall of the first longitudinal groove 11 and between two adjacent bobbin structures 111. The two ends of the connecting structure 120 are connected to the two adjacent bobbin structures 111 respectively. In this way, the arrangement of the stone-spraying component 110 effectively prevents stones from getting stuck in the first longitudinal groove 11, allowing the tire to fling the stones out through centrifugal force during rolling, thus improving the tire's stone-removing performance and self-cleaning properties. Simultaneously, the connecting structure 120 connects to the stone-spraying structure 111, ensuring the rigidity of the bottom of the first longitudinal groove 11, preventing deformation and cracking of the tire groove bottom, improving tire wear resistance, and extending tire lifespan.

[0081] In this embodiment, the bending angle between the first longitudinal groove 11 and the width direction of the tire is set at 75° to 85°, the depth of the first longitudinal groove 11 is between 16mm and 20mm, the groove wall of the first longitudinal groove 11 is set at 12° to 18° with respect to the normal of the first longitudinal groove 11, and the bottom of the first longitudinal groove 11 is a circular arc transition with a radius of less than 3mm.

[0082] like Figure 3 As shown, the width of the projectile structure 111 is between 3mm and 6mm, the height of the projectile structure 111 is between 2mm and 5mm, and the length of the projectile structure 111 is between 6mm and 12mm. Meanwhile, the arc-shaped projectile structure 111 has an arc radius between 0.5mm and 6mm.

[0083] In this embodiment, the projectile assembly 110 includes three projectile structures 111, so that the number of projectile structures 111 is appropriate.

[0084] like Figure 1 , Figure 2 and Figure 5 As shown, the longitudinal groove 10 also includes a second longitudinal groove 12, located between two adjacent intermediate tread portions 30. The second longitudinal groove 12 includes a first longitudinal groove 121 and a second longitudinal groove 122 that are interconnected. The second longitudinal groove 122 is located on the side of the first longitudinal groove 121 away from the tread, and its bottom wall is wavy. The depth of the second longitudinal groove 122 is less than the depth of the first longitudinal groove 121; and / or, the width of the second longitudinal groove 122 is less than the width of the first longitudinal groove 121. In this way, the second longitudinal groove 12, through the first longitudinal groove 121 and the second longitudinal groove 122 with different depths and widths, can ensure tire drainage performance and anti-slip performance while disrupting airflow within the second longitudinal groove 12, reducing tire noise and improving tire comfort. Simultaneously, even when the first longitudinal groove 121 is worn, the second longitudinal groove 122 can continue to drain water accumulated between the tire and the road surface, ensuring the tire's drainage performance and extending its service life.

[0085] In this embodiment, along the direction perpendicular to the tire tread, the ratio of the first longitudinal groove 121 to the second longitudinal groove 122 is 3:1, the width at the junction of the first longitudinal groove 121 and the second longitudinal groove 122 is between 2mm and 3mm, and the junction is a circular arc transition with a radius of less than 1mm.

[0086] In this embodiment, the groove wall of the second longitudinal groove 12 is set at an angle of 16° to 22° with the normal of the second longitudinal groove 12.

[0087] In this embodiment, the bending direction and bending shape of the first longitudinal groove 11 and the second longitudinal groove 12 are the same. The first longitudinal groove 11 has a U-shaped groove design, and the bottom wall of the second longitudinal groove 12 is wavy.

[0088] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0089] The tire tread features a tread pattern with longitudinal grooves extending circumferentially. Multiple longitudinal grooves are spaced apart along the tire's width, dividing the tread into two shoulder tread sections and a central tread section between them. At least a portion of the longitudinal grooves is arranged in a zigzag pattern. Connecting grooves are located on the central tread section to connect adjacent longitudinal grooves. Multiple rib structures are spaced apart along the bottom wall of the connecting grooves and protrude from the bottom wall to disrupt airflow within the connecting grooves. This allows the multiple longitudinal grooves to drain water between the tire and the road surface during vehicle operation, ensuring excellent water drainage, traction, and braking performance. Furthermore, the zigzag arrangement of the longitudinal grooves, compared to straight grooves, reduces some of the air column resonance noise generated within the grooves through the zigzag connections, thus reducing tire noise and ensuring ride comfort. Meanwhile, the connecting grooves on the central tread section serve two purposes: firstly, they drain water between the central tread section and the tread surface into the longitudinal grooves on either side of the central tread section, ensuring reliable drainage and maintaining the tire's anti-slip performance, thus guaranteeing wet handling; secondly, they cut through the water film, maintaining friction between the central tread section and the tread surface, further ensuring wet handling and anti-slip performance, as well as braking and traction performance. Simultaneously, the multiple rib structures on the bottom walls of the connecting grooves not only assist in breaking the water film between the tire and the tread surface, ensuring tire handling and braking, but also disrupt and block airflow within the connecting grooves, preventing airflow resonance and further reducing tire noise, improving tire comfort, and thus solving the problem of poor handling and comfort in existing medium- and long-haul freight vehicle tires. Furthermore, after the lateral grooves wear to a certain extent, the rib structure contacts the tread surface, increasing the saturation of the tire tread structure, ensuring tire wear resistance, and extending tire life.

[0090] 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.

[0091] 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.

[0092] 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, characterized in that, The tire tread has a tread pattern, the tread pattern including: Longitudinal grooves (10) extend along the circumference of the tire. There are multiple longitudinal grooves (10), and the multiple longitudinal grooves (10) are spaced apart along the width direction of the tire to divide the tread into two shoulder tread portions (20) and an intermediate tread portion (30) located between the two shoulder tread portions (20). At least a portion of the longitudinal grooves (10) is arranged in a zigzag shape. A connecting groove (40) is provided on the intermediate patterned portion (30) to connect two adjacent longitudinal grooves (10). Multiple rib structures (50) are spaced apart on the bottom wall of the connecting groove (40) along the extension direction of the connecting groove (40) and protrude from the bottom wall of the connecting groove (40) to disrupt the airflow in the connecting groove (40) during the rolling process of the tire.

2. The tire according to claim 1, characterized in that, The pattern structure also includes: A noise reduction structure (60) is disposed on the side wall of the longitudinal groove (10). The top end of the noise reduction structure (60) is at a predetermined distance from the tread, and the bottom end of the noise reduction structure (60) is connected to the bottom wall of the longitudinal groove (10). The noise reduction structure (60) has a plurality of noise reduction protrusions (61), which are spaced apart along the side surface of the noise reduction structure (60).

3. The tire according to claim 1, characterized in that, The pattern structure also includes: A boss structure (70) is provided on the bottom wall of the connecting groove (40) and located on one side of the plurality of rib structures (50) to disrupt the airflow in the connecting groove (40). The distance L1 between the boss structure (70) and the side wall of the connecting groove (40) satisfies: 1mm≤L1≤2mm. The rib structure (50) is arranged in a zigzag shape, and at least part of the boss structure (70) is arranged in an arc shape.

4. The tire according to claim 3, characterized in that, The connecting trench (40) includes: First trench (41); At least two second grooves (42) are connected to the opposite ends of the first groove (41), and the end of the second groove (42) away from the first groove (41) is connected to the longitudinal groove (10). The second groove (42) and the first groove (41) are set at an angle. The plurality of the rib structures (50) are disposed on the bottom wall of the first groove (41), and the boss structure (70) is disposed on the bottom wall of the second groove (42).

5. The tire according to claim 1, characterized in that, The connecting grooves (40) are multiple, and the multiple connecting grooves (40) are spaced apart along the circumference of the tire. The tread pattern structure also includes: A connecting groove (80) is provided between two adjacent connecting grooves (40), and the two ends of the connecting groove (80) are respectively connected to the two adjacent connecting grooves (40).

6. The tire according to claim 5, characterized in that, The communicating groove (80) includes: First tool groove (81); At least two second cutting grooves (82) are connected to the opposite ends of the first cutting groove (81), and the end of the second cutting groove (82) away from the first cutting groove (81) is connected to the connecting groove (40). The second cutting groove (82) and the first cutting groove (81) are set at an angle. The depth of the second cutting groove (82) is less than the depth of the first cutting groove (81).

7. The tire according to claim 6, characterized in that, The first cutting groove (81) includes a first sub-cutting groove (811) and a second sub-cutting groove (812) that are interconnected. The second sub-cutting groove (812) is located on the side of the first sub-cutting groove (811) away from the tread. The groove wall of the first sub-cutting groove (811) is wavy or zigzag. The width of the second sub-cutting groove (812) is greater than the width of the first sub-cutting groove (811). In particular, along the direction from the first sub-slot (811) to the second sub-slot (812), the width of at least a portion of the second sub-slot (812) gradually increases.

8. The tire according to claim 1, characterized in that, The pattern structure also includes: A groove (90) is provided on the tire shoulder tread portion (20), one end of the groove (90) communicating with the longitudinal groove (10), and the other end of the groove (90) being spaced apart from the tire shoulder. At least a portion of the groove (90) is arc-shaped; and / or, A heat dissipation groove (100) is provided on the tire shoulder tread portion (20), and the heat dissipation groove (100) is an open shoulder groove.

9. The tire according to claim 1, characterized in that, The longitudinal groove (10) includes a first longitudinal groove (11), which is located between the intermediate tread portion (30) and the shoulder tread portion (20). The tread structure further includes: Multiple projectile components (110) are spaced apart on the bottom wall of the first longitudinal groove (11) along the extension direction of the first longitudinal groove (11). Each projectile component (110) includes multiple projectile structures (111), and the multiple projectile structures (111) are spaced apart along the extension direction of the first longitudinal groove (11). Wherein, the stone structure (111) corresponding to the broken line of the first longitudinal groove (11) is arranged in an arc shape; and / or, The pattern structure also includes a connecting structure (120), which is disposed on the bottom wall of the first longitudinal groove (11) and located between two adjacent stone structures (111). The two ends of the connecting structure (120) are respectively connected to the two adjacent stone structures (111).

10. The tire according to claim 1, characterized in that, The longitudinal groove (10) further includes a second longitudinal groove (12), which is located between two adjacent intermediate tread portions (30). The second longitudinal groove (12) includes a first longitudinal groove (121) and a second longitudinal groove (122) that are interconnected. The second longitudinal groove (122) is located on the side of the first longitudinal groove (121) away from the tread. The bottom wall of the second longitudinal groove (122) is wavy. Wherein, the depth of the second longitudinal groove (122) is less than the depth of the first longitudinal groove (121); and / or, The width of the second longitudinal groove (122) is smaller than the width of the first longitudinal groove (121).

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