Tire

Abstract

The utility model provides a kind of tire, the tread of tire is provided with pattern structure, pattern structure includes: multiple longitudinal grooves, each longitudinal groove is along the circumferential extension of tire, multiple longitudinal grooves are spaced along the width direction of tire, to separate the tread of tire into two shoulder pattern parts and the middle pattern part between two shoulder pattern parts;First knife groove, it is set on shoulder pattern part, one end of first knife groove is communicated with the shoulder of tire, and the other end of first knife groove is spaced between longitudinal groove;Wherein, shoulder pattern part has cut angle, one end of cut angle extends to longitudinal groove, the other end of cut angle extends to first knife groove, and at least part cut angle is bent and set.The utility model effectively solves the problem that the anti-deviation wear resistance of high-end public business bus tire in prior art is poor.

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 rapid development of the high-end business and official passenger vehicle market, these vehicles are widely used in areas such as official and business receptions, conference receptions, and high-end tourism rentals. Due to the limitations of these usage scenarios, some high-end business and official passenger vehicles are used for external rentals or are parked for extended periods, resulting in insufficient maintenance during actual operation. The tires of many of these vehicles are constantly rolling under low pressure, leading to abnormal uneven wear on the tire tread shoulders, which seriously affects the driving safety and economy of these vehicles.

[0003] However, traditional tire tread patterns typically employ a relatively simple longitudinal tread groove and tread block design to achieve basic tire handling performance, while neglecting to improve the tire's resistance to uneven wear. Utility Model Content

[0004] The main purpose of this utility model is to provide a tire that solves the problem of poor anti-wear performance of tires for high-end public and commercial vehicles in the prior art.

[0005] To achieve the above objectives, this utility model provides a tire with a tread pattern structure, the tread pattern structure including: multiple longitudinal grooves, each longitudinal groove extending along the circumference of the tire, the multiple longitudinal grooves being spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions and an intermediate tread portion located between the two shoulder tread portions; a first sipe, disposed on the shoulder tread portion, one end of the first sipe communicating with the tire shoulder, the other end of the first sipe being spaced apart from the longitudinal grooves; wherein, the shoulder tread portion has a chamfer, one end of the chamfer extending to the longitudinal groove, the other end of the chamfer extending to the first sipe, at least a portion of the chamfer being bent.

[0006] Furthermore, a second sipe is provided on the tire shoulder tread portion. One end of the second sipe is connected to the longitudinal groove, and the other end of the second sipe is spaced apart from the tire shoulder. There are multiple second sipes, which are spaced apart along the circumference of the tire, and the lengths of two adjacent second sipes are not the same.

[0007] Furthermore, there are multiple first sipes, which are spaced apart along the circumference of the tire. The tread structure also includes a recess, which is disposed between two adjacent first sipes. One end of the recess extends to the tire shoulder, and the other end of the recess is spaced apart from the longitudinal groove. The distance between the recess and two adjacent first sipes is equal.

[0008] Furthermore, the multiple intermediate tread portions also include a central tread portion, at least a portion of which passes through the center surface S of the tire. The tread structure also includes a first connecting groove, which includes a main connecting groove and multiple auxiliary connecting grooves. The main connecting groove is disposed on the central tread portion, and the two ends of the auxiliary connecting grooves are respectively connected to the main connecting groove and the longitudinal groove. The main connecting groove is set at a second included angle A2 with the circumference of the tire, and the second included angle A2 satisfies: 12°≤A2≤31°. At least two auxiliary connecting grooves are respectively connected to different longitudinal grooves; and / or, at least two auxiliary connecting grooves are respectively connected to the two ends of the main connecting groove.

[0009] Furthermore, the multiple intermediate tread sections also include a crown tread section, which is located between the shoulder tread section and the center tread section. The tread structure also includes a second connecting groove, which is disposed in the crown tread section. The second connecting groove includes a first sub-connecting groove and a second sub-connecting groove that are interconnected. The ends of the first sub-connecting groove and the second sub-connecting groove that are away from each other are respectively connected to the longitudinal groove. The first sub-connecting groove and the second sub-connecting groove are set at an angle, and the second sub-connecting groove is set at a third angle A3 with respect to the circumference of the tire. The third angle A3 satisfies: 59°≤A3≤70°.

[0010] Furthermore, there are multiple second connecting grooves, which are spaced apart along the circumference of the tire. The tread structure also includes a connecting longitudinal groove, which is provided between two adjacent second connecting grooves, and the two ends of the connecting longitudinal groove are connected to the two adjacent second connecting grooves.

[0011] Furthermore, the tread pattern also includes: a third sipe, disposed between two adjacent second connected sipes, one end of the third sipe communicating with a longitudinal groove, and the other end of the third sipe spaced apart from the connecting longitudinal groove; there are multiple third sipes, which are spaced apart along the circumference of the tire, and the lengths of two adjacent third sipes are not the same; a fourth sipe, disposed between two adjacent second connected sipes, one end of the fourth sipe communicating with a longitudinal groove, and the other end of the fourth sipe spaced apart from the connecting longitudinal groove; wherein the third sipe and the fourth sipe are located on both sides of the connecting longitudinal groove.

[0012] Furthermore, the longitudinal groove includes a first groove segment, a second groove segment, and a third groove segment connected in sequence. The first groove segment and the second groove segment are set at an angle to each other, and the second groove segment and the third groove segment are set at an angle to each other. Among them, along the circumference of the tire, the widths W11 of the first groove segment, W12 of the second groove segment, and W13 of the third groove segment satisfy the following: 1.14W11≤W12≤1.18W11, 1.08W13≤W13≤1.12W11.

[0013] Furthermore, the multiple longitudinal grooves include a first longitudinal groove, which is adjacent to the tire shoulder tread pattern. The tread pattern structure also includes a pumice structure, which is disposed on the bottom wall of the first longitudinal groove and protrudes from the bottom wall of the first longitudinal groove. The width W21 of the pumice structure and the groove width W31 of the first longitudinal groove satisfy the following condition: 0.53W31≤W21≤0.57W31. There are multiple pumice structures, which are spaced apart along the extension direction of the first longitudinal groove, and the lengths of two adjacent pumice structures are not the same.

[0014] Furthermore, the multiple longitudinal grooves also include a second longitudinal groove, which is located between two adjacent intermediate pattern portions. The pattern structure also includes: a raised structure, which is disposed on the bottom wall of the second longitudinal groove and protrudes from the bottom wall of the second longitudinal groove. The raised structure extends along the extension direction of the second longitudinal groove, and at least a portion of the raised structure is wavy; and a rib structure, which is disposed on the side wall of the second longitudinal groove and protrudes from the side wall of the second longitudinal groove. The rib structure extends perpendicular to the bottom wall of the second longitudinal groove. There are multiple rib structures, which are spaced apart along the extension direction of the second longitudinal groove. There is a spacing C between two adjacent rib structures, and the width W4 of the rib structure and the spacing C satisfy 1.4W4≤C≤1.8W4.

[0015] Applying the technical solution of this utility model, the tire tread is provided with a tread pattern structure. Each longitudinal groove of the tread pattern extends circumferentially along the tire, and multiple longitudinal grooves are spaced apart along the width of the tire to divide the tire tread into two shoulder tread portions and a middle tread portion located between the two shoulder tread portions. A first sipe is provided on the shoulder tread portion, one end of which communicates with the tire shoulder, and the other end of which is spaced apart from the longitudinal grooves. The shoulder tread portion has a chamfer, one end of which extends to the longitudinal groove, and the other end of which extends to the first sipe; at least a portion of the chamfer is bent. Thus, during tire operation, multiple longitudinal grooves are used to drain water accumulated between the tire and the road surface, ensuring the tire's water drainage performance and its anti-slip performance. Meanwhile, the arrangement of the first chamfer and the first sipe balances the rigidity of the tire shoulder tread, smoothly transitions the rigidity changes within the tread, optimizes the transmission of tire forces, and avoids stress concentration during tire-road contact, thus preventing uneven tire wear. This ensures the tire's anti-uneven wear performance and wear resistance, extending its service life and solving the problem of poor anti-uneven wear performance in existing high-end commercial and business passenger vehicle tires. Furthermore, the arrangement of the first chamfer and the first sipe can also break the water film between the tire shoulder tread and the road surface, increasing the friction between them, preventing hydroplaning, and improving wet grip and wet handling. 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 front view of an embodiment of the tire tread structure according to the present invention is shown;

[0018] Figure 2 It shows Figure 1 A cross-sectional view of the second longitudinal groove of the pattern structure in one direction;

[0019] Figure 3 It shows Figure 1 A cross-sectional view of the second longitudinal groove of the pattern structure from another direction.

[0020] The above figures include the following reference numerals:

[0021] 10. Longitudinal trench; 11. First trench section; 12. Second trench section; 13. Third trench section; 14. First longitudinal trench; 15. Second longitudinal trench;

[0022] 20. Tire shoulder tread pattern; 21. Cut corner;

[0023] 30. Middle pattern section; 31. Central pattern section; 32. Crown pattern section;

[0024] 40. First tool groove;

[0025] 50. Second tool groove;

[0026] 60. Concave;

[0027] 70. First connecting groove; 71. Main connecting groove; 72. Auxiliary connecting groove;

[0028] 80. Second connecting groove; 81. First sub-connecting groove; 82. Second sub-connecting groove;

[0029] 90. Connecting longitudinal ditches;

[0030] 100. Third tool groove;

[0031] 110. Fourth tool groove;

[0032] 120. Stone-like structure;

[0033] 130. Protruding structure;

[0034] 140. Rib structure. Detailed Implementation

[0035] 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.

[0036] 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.

[0037] 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.

[0038] In order to address the problem of poor anti-wear performance of tires for high-end public and commercial vehicles in the prior art, this application provides a tire.

[0039] like Figures 1 to 3 As shown, the tire tread has a tread pattern, which includes multiple longitudinal grooves 10 and a first sipe 40. Each longitudinal groove 10 extends circumferentially along the tire, and the multiple longitudinal grooves 10 are spaced apart along the width of the tire to divide the tire tread into two shoulder tread portions 20 and an intermediate tread portion 30 located between the two shoulder tread portions 20. The first sipe 40 is provided on the shoulder tread portion 20, with one end of the first sipe 40 communicating with the tire shoulder, and the other end of the first sipe 40 spaced apart from the longitudinal grooves 10. The shoulder tread portion 20 has a chamfer 21, with one end of the chamfer 21 extending to the longitudinal groove 10 and the other end extending to the first sipe 40. At least a portion of the chamfer 21 is bent.

[0040] Using the technical solution of this embodiment, the tire tread is provided with a tread structure. Each longitudinal groove 10 of the tread structure extends along the circumference of the tire, and multiple longitudinal grooves 10 are spaced apart along the width direction of the tire to divide the tire tread into two shoulder tread portions 20 and an intermediate tread portion 30 located between the two shoulder tread portions 20. A first sipe 40 is provided on the shoulder tread portion 20, one end of the first sipe 40 is connected to the tire shoulder, and the other end of the first sipe 40 is spaced apart from the longitudinal grooves 10. The shoulder tread portion 20 has a chamfer 21, one end of which extends to the longitudinal groove 10, and the other end of which extends to the first sipe 40. At least a portion of the chamfer 21 is bent. Thus, during tire operation, the multiple longitudinal grooves 10 are used to drain water accumulated between the tire and the road surface, ensuring the tire's drainage performance and its anti-slip performance. Meanwhile, the arrangement of the first chamfer 21 and the first sipe 40 balances the rigidity of the tire shoulder tread 20, smoothly transitions the rigidity changes of the tire shoulder tread 20, optimizes the transmission of tire force, avoids stress concentration during tire-road contact, and prevents uneven tire wear. This ensures the tire's anti-uneven wear performance and wear resistance, extends tire life, and solves the problem of poor anti-uneven wear performance of tires for high-end commercial and business vehicles in the existing technology. Furthermore, the arrangement of the first chamfer 21 and the first sipe 40 can also break the water film between the tire shoulder tread 20 and the road surface, increasing the friction between the tire shoulder tread 20 and the road surface, preventing hydroplaning, and improving the tire's wet grip and wet handling.

[0041] In this embodiment, the first groove 40 is a groove formed on the tire tread by steel sheets of varying depths. Specifically, the depths at both ends of the first groove 40 are less than the depth in the middle, so that the first groove 40 forms a groove with a gradually changing depth, thereby increasing the tire's wet grip and handling.

[0042] In this embodiment, the first cutter groove 40 is set at a first included angle A1 with the circumferential direction of the tire, and the first included angle A1 satisfies: 59°≤A1≤70°.

[0043] like Figure 1As shown, a second sipe 50 is provided on the tire shoulder tread portion 20. One end of the second sipe 50 communicates with the longitudinal groove 10, and the other end of the second sipe 50 is spaced apart from the tire shoulder. Multiple second sipes 50 are provided, spaced apart along the circumference of the tire, with adjacent second sipes 50 having different lengths. This arrangement of the second sipes 50 further breaks the water film between the tire shoulder tread portion 20 and the road surface, further increasing the friction between the tire shoulder tread portion 20 and the road surface, thus improving the tire's wet grip and wet handling. Simultaneously, the multiple second sipes 50 and the different lengths of adjacent second sipes 50 balance the rigidity of the tire shoulder tread portion 20, ensuring the tire's grip and handling, and guaranteeing the tire's stability and safety during steering and driving.

[0044] like Figure 1 As shown, there are multiple first sipes 40, which are spaced apart along the circumference of the tire. The tread pattern also includes recesses 60, which are positioned between adjacent first sipes 40. One end of the recess 60 extends to the tire shoulder, and the other end is spaced apart from the longitudinal grooves 10. The spacing between the recesses 60 and adjacent first sipes 40 is equal. This allows the recesses 60 to engage with the first sipes 40 at intervals, smoothly transitioning the rigidity changes of the tire shoulder tread pattern 20. This optimizes the force transmission in the tire shoulder tread pattern 20, avoids stress concentration on the ground, ensures the anti-uneven wear performance of the tire shoulder tread pattern 20, improves the tire's wear resistance and anti-uneven wear performance, and extends the tire's service life.

[0045] In this embodiment, both the first groove 40 and the recess 60 extend to the other side of the tire shoulder. The recess 60 has a polygonal design and a rounded transition at the top corner.

[0046] like Figure 1As shown, the plurality of intermediate tread sections 30 also include a central tread section 31, at least a portion of which passes through the center surface S of the tire. The tread structure also includes a first connecting groove 70, which includes a main connecting groove 71 and a plurality of auxiliary connecting grooves 72. The main connecting groove 71 is disposed on the central tread section 31, and the two ends of the auxiliary connecting grooves 72 are respectively connected to the main connecting groove 71 and the longitudinal grooves 10. The main connecting groove 71 is set at a second included angle A2 with the circumference of the tire, and the second included angle A2 satisfies: 12°≤A2≤31°. At least two auxiliary connecting grooves 72 are respectively connected to different longitudinal grooves 10; and / or, at least two auxiliary connecting grooves 72 are respectively connected to both ends of the main connecting groove 71. In this way, the first connecting groove 70, through the main connecting groove 71 and the plurality of auxiliary connecting grooves 72, drains the water accumulated between the central tread section 31 and the driving surface into the longitudinal grooves 10 on both sides, ensuring the drainage performance of the central tread section 31. Meanwhile, multiple auxiliary connecting grooves 72 can increase the connection area between the main connecting groove 71 and the longitudinal groove 10, ensuring the drainage reliability of the central tread portion 31 and further improving the tire's drainage performance.

[0047] like Figure 1 As shown, the multiple intermediate tread sections 30 also include a crown tread section 32, which is located between the shoulder tread section 20 and the center tread section 31. The tread structure also includes a second connecting groove 80, which is disposed in the crown tread section 32. The second connecting groove 80 includes a first sub-connecting groove 81 and a second sub-connecting groove 82 that are interconnected. The ends of the first sub-connecting groove 81 and the second sub-connecting groove 82 that are away from each other are respectively connected to the longitudinal groove 10. The first sub-connecting groove 81 and the second sub-connecting groove 82 are set at an angle, and the second sub-connecting groove 82 is set at a third angle A3 with respect to the circumference of the tire. The third angle A3 satisfies: 59°≤A3≤70°. In this way, the second connecting groove 80 can break through the water film between the crown tread section 32 and the driving surface, increasing the friction between the crown tread section 32 and the driving surface, and improving the anti-slip performance of the crown tread section 32. Meanwhile, the arrangement of the first sub-connecting groove 81 and the second sub-connecting groove 82 makes the second connecting groove 80 zigzag-shaped. On the one hand, this helps the second connecting groove 80 to throw the water accumulated between the tread pattern 32 and the driving surface into the longitudinal groove 10, thus improving the drainage performance of the tread pattern 32. On the other hand, it helps to absorb the vibration waves of the tread pattern 32 during rolling, reducing the driving noise of the tread pattern 32 and ensuring the driving comfort of the tire.

[0048] In this embodiment, the variation in the angle range of the second included angle A2 between the main connecting groove 71 and the circumference of the tire, the third included angle A3 between the second sub-connecting groove 82 and the circumference of the tire, and the first included angle A1 between the first connecting groove 40 and the circumference of the tire, causes the first connecting groove 70, the second connecting groove 80, and the first groove 40 to form an angle that gradually increases from the center of the tire to the two tire shoulders. On the one hand, this allows the tire to effectively throw out water accumulated between itself and the driving surface, and also increases the sharpness of the tire's contact edge, effectively improving the tire's wet grip and anti-slip performance, and enhancing the tire's wet handling and driving safety. On the other hand, it can block the transmission of sound waves, absorb vibration waves during the tire rolling process, reduce tire driving noise, and improve tire driving comfort.

[0049] like Figure 1 As shown, there are multiple second connecting grooves 80, which are spaced apart along the circumference of the tire. The tread structure also includes connecting longitudinal grooves 90, which are positioned between two adjacent second connecting grooves 80. The two ends of the connecting longitudinal grooves 90 are connected to the two adjacent second connecting grooves 80. In this way, the connecting longitudinal grooves 90 can connect two adjacent second connecting grooves 80, forming a drainage network between the two adjacent second connecting grooves 80, the connecting longitudinal grooves 90, and the longitudinal grooves 10, further improving the drainage performance of the tread pattern 32 and enhancing the tire's anti-skid performance.

[0050] like Figure 1 As shown, the tread pattern also includes a third sipe 100 and a fourth sipe 110. The third sipe 100 is positioned between two adjacent second connecting sipes 80. One end of the third sipe 100 connects to the longitudinal groove 10, and the other end is spaced apart from the connecting longitudinal groove 90. There are multiple third sipes 100, spaced apart along the circumference of the tire, with adjacent third sipes 100 having different lengths. The fourth sipe 110 is positioned between two adjacent second connecting sipes 80. One end of the fourth sipe 110 connects to the longitudinal groove 10, and the other end is spaced apart from the connecting longitudinal groove 90. The third sipes 100 and the fourth sipe 110 are located on opposite sides of the connecting longitudinal groove 90. In this way, the third sipe 100 and the fourth sipe 110 can continue to cut through the area between two adjacent second connecting sipes 80, longitudinal grooves 10, and connecting longitudinal grooves 90 in the tread pattern 32, further improving the wet handling and anti-skid performance of the tread pattern 32. At the same time, the third sipe 100 and the fourth sipe 110 can cooperate with the connecting longitudinal grooves to balance the rigidity of the tread pattern 32 in multiple directions, improving the grip of the tread pattern 32 and enhancing the tire's handling stability.

[0051] like Figure 1As shown, the longitudinal groove 10 includes a first groove segment 11, a second groove segment 12, and a third groove segment 13 connected sequentially. The first groove segment 11 and the second groove segment 12 are set at an angle, and the second groove segment 12 and the third groove segment 13 are set at an angle. Along the circumference of the tire, the widths W11 of the first groove segment 11, W12 of the second groove segment 12, and W13 of the third groove segment 13 satisfy the following: 1.14W11≤W12≤1.18W11, 1.08W13≤W13≤1.12W11. Thus, the three-segment structure of the longitudinal groove 10 results in a tortuous extension, ensuring the tire's water drainage performance while breaking up air column noise during tire rolling, disrupting the consistency of sound waves, significantly reducing tire noise, and improving driving comfort. Simultaneously, the tortuous design of the longitudinal groove 10 can improve tire grip from multiple directions, enhancing tire traction and driving stability.

[0052] like Figure 1 As shown, the plurality of longitudinal grooves 10 include a first longitudinal groove 14, which is adjacent to the tire shoulder tread portion 20. The tread structure also includes a pumice structure 120, which is disposed on the bottom wall of the first longitudinal groove 14 and protrudes from the bottom wall of the first longitudinal groove 14. The width W21 of the pumice structure 120 and the groove width W31 of the first longitudinal groove 14 satisfy the following condition: 0.53W31≤W21≤0.57W31. There are multiple pumice structures 120, which are spaced apart along the extension direction of the first longitudinal groove 14, and the lengths of adjacent pumice structures 120 are not equal. In this way, the arrangement of the stone-spraying structure 120 serves two purposes: firstly, it ejects stones from the first longitudinal groove 14, preventing stones from getting stuck and causing damage to the first longitudinal groove 14, thus ensuring its wear resistance; secondly, the stone-spraying structure 120 enhances the structural strength of the first longitudinal groove 14, ensuring its robustness and improving tire wear resistance, thereby extending tire lifespan. Simultaneously, the proportional relationship between the width W21 of the stone-spraying structure 120 and the groove width W31 of the first longitudinal groove 14 ensures both the stone-spraying and wear-resistant performance of the first longitudinal groove 14, while also guaranteeing smooth drainage, thus ensuring the tire's self-cleaning and drainage performance, and improving the tire's resistance to uneven wear and steering control.

[0053] In this embodiment, the width W21 of the projectile structure 120 and the groove width W31 of the first longitudinal groove 14 satisfy the following condition: W21 = 0.55W31.

[0054] like Figure 1 As shown, the length direction of the projectile structure 120 is consistent with the extension direction of the first longitudinal groove 14.

[0055] like Figures 1 to 3 As shown, the plurality of longitudinal grooves 10 also includes a second longitudinal groove 15, which is located between two adjacent intermediate pattern portions 30. The pattern structure also includes a protruding structure 130 and a rib structure 140. The protruding structure 130 is disposed on the bottom wall of the second longitudinal groove 15 and protrudes from the bottom wall of the second longitudinal groove 15. The protruding structure 130 extends along the extension direction of the second longitudinal groove 15, and at least a portion of the protruding structure 130 is wavy. The rib structure 140 is disposed on the side wall of the second longitudinal groove 15 and protrudes from the side wall of the second longitudinal groove 15. The rib structure 140 extends perpendicular to the bottom wall of the second longitudinal groove 15. There are multiple rib structures 140, which are spaced apart along the extension direction of the second longitudinal groove 15. There is a distance C between two adjacent rib structures 140, and the width W4 of the rib structure 140 satisfies 1.4W4≤C≤1.8W4 with respect to the distance C. In this way, the raised structure 130 can, on the one hand, help to expel stones from the second longitudinal groove 15, ensuring the wear resistance of the second longitudinal groove 15; on the other hand, it can enhance the structural strength of the second longitudinal groove 15, ensuring its robustness, and also improving the tire's wear resistance and extending its service life. At the same time, the multiple rib structures 140 can disrupt the uniformity of sound waves within the second longitudinal groove 15, reducing air column noise within the second longitudinal groove 15, reducing tire driving noise, and improving tire comfort.

[0056] In this embodiment, the width W4 of the rib structure 140 and the spacing C satisfy the following condition: C = 1.6W4.

[0057] In this embodiment, the width W31 of the first longitudinal groove 14 and the width W32 of the second longitudinal groove 15 satisfy the condition: W32 = 0.86W31. Simultaneously, the width ratio of the shoulder tread portion 20, the crown tread portion 32, and the center tread portion 31 is 1:1.04:0.85. This configuration optimizes the tire tread rigidity distribution and contact patch pressure, effectively avoiding the problem of excessive rolling resistance caused by uneven contact patch marks in traditional tires, significantly reducing rolling resistance and improving handling comfort.

[0058] In this embodiment, the groove wall of the longitudinal groove 10 is set at an angle of 15° to 25° with the normal of the longitudinal groove 10, so that the longitudinal groove can cooperate with the stone-spraying structure 120, the protruding structure 130 and the rib structure 140, which not only prevents stones from getting stuck in the tire, but also improves the tire's anti-wear performance and steering control, thereby improving the tire's driving safety.

[0059] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0060] The tire tread features a tread pattern with longitudinal grooves extending circumferentially. These grooves are spaced apart along the tire's width, dividing the tread into two shoulder tread sections and a central tread section between them. A first sipe is located on the shoulder tread section, with one end connected to the tire shoulder and the other end spaced apart from the longitudinal grooves. The shoulder tread section has a chamfer, with one end extending into a longitudinal groove and the other end extending into the first sipe; at least a portion of the chamfer is bent. This design allows the longitudinal grooves to drain water between the tire and the road surface during driving, ensuring excellent water drainage and preventing wet skids. Meanwhile, the arrangement of the first chamfer and the first sipe balances the rigidity of the tire shoulder tread, smoothly transitions the rigidity changes within the tread, optimizes the transmission of tire forces, and avoids stress concentration during tire-road contact, thus preventing uneven tire wear. This ensures the tire's anti-uneven wear performance and wear resistance, extending its service life and solving the problem of poor anti-uneven wear performance in existing high-end commercial and business passenger vehicle tires. Furthermore, the arrangement of the first chamfer and the first sipe can also break the water film between the tire shoulder tread and the road surface, increasing the friction between them, preventing hydroplaning, and improving wet grip and wet handling.

[0061] 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.

[0062] 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.

[0063] 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: Multiple longitudinal grooves (10) are provided, each of which extends along the circumference of the tire and is spaced apart along the width of the tire to divide the tire tread into two shoulder tread portions (20) and an intermediate tread portion (30) located between the two shoulder tread portions (20). The first sipe (40) is provided on the tread portion (20) of the tire shoulder. One end of the first sipe (40) is connected to the tire shoulder of the tire, and the other end of the first sipe (40) is spaced apart from the longitudinal groove (10). The tire shoulder tread portion (20) has a chamfer (21), one end of which extends to the longitudinal groove (10) and the other end of which extends to the first sipe (40). At least a portion of the chamfer (21) is bent.

2. The tire according to claim 1, characterized in that, A second groove (50) is provided on the shoulder tread portion (20). One end of the second groove (50) is connected to the longitudinal groove (10), and the other end of the second groove (50) is spaced apart from the shoulder. There are multiple second cutter grooves (50), and the multiple second cutter grooves (50) are arranged at intervals along the circumference of the tire, and the lengths of two adjacent second cutter grooves (50) are not the same.

3. The tire according to claim 1, characterized in that, The first groove (40) is multiple, and the multiple first grooves (40) are spaced apart along the circumference of the tire. The tread structure also includes: A recess (60) is provided between two adjacent first cutter grooves (40), one end of the recess (60) extends to the tire shoulder, and the other end of the recess (60) is spaced apart from the longitudinal groove (10); The recess (60) is spaced equidistant from the two adjacent first cutting grooves (40).

4. The tire according to claim 1, characterized in that, The plurality of intermediate tread portions (30) also include a central tread portion (31), at least a portion of the central tread portion (31) passes through the center surface S of the tire. The tread structure also includes a first connecting groove (70), the first connecting groove (70) includes a main connecting groove (71) and a plurality of auxiliary connecting grooves (72). The main connecting groove (71) is disposed on the central tread portion (31). The two ends of the auxiliary connecting grooves (72) are respectively connected to the main connecting groove (71) and the longitudinal groove (10). The main connecting groove (71) is disposed at a second included angle A2 with the circumference of the tire. The second included angle A2 satisfies: 12°≤A2≤31°. Wherein, at least two of the auxiliary connecting grooves (72) are respectively connected to different longitudinal grooves (10); and / or, At least two of the auxiliary connecting grooves (72) are respectively connected to both ends of the main connecting groove (71).

5. The tire according to claim 4, characterized in that, The plurality of intermediate tread portions (30) also include a crown tread portion (32), which is located between the shoulder tread portion (20) and the center tread portion (31). The tread structure further includes: The second connecting groove (80) is provided in the tread pattern portion (32); The second connecting groove (80) includes a first sub-connecting groove (81) and a second sub-connecting groove (82) that are connected to each other. The ends of the first sub-connecting groove (81) and the second sub-connecting groove (82) that are away from each other are respectively connected to the longitudinal groove (10). The first sub-connecting cutter groove (81) and the second sub-connecting cutter groove (82) are set at an angle, and the second sub-connecting cutter groove (82) is set at a third angle A3 with the circumference of the tire. The third angle A3 satisfies: 59°≤A3≤70°.

6. The tire according to claim 5, characterized in that, There are multiple second connecting grooves (80), and the multiple second connecting grooves (80) are arranged at intervals along the circumference of the tire. The tread structure also includes: A connecting longitudinal groove (90) is provided between two adjacent second connecting knife grooves (80), and the two ends of the connecting longitudinal groove (90) are connected to the two adjacent second connecting knife grooves (80).

7. The tire according to claim 6, characterized in that, The pattern structure also includes: The third groove (100) is disposed between two adjacent second connecting grooves (80). One end of the third groove (100) is connected to the longitudinal groove (10), and the other end of the third groove (100) is spaced apart from the connecting longitudinal groove (90). There are multiple third grooves (100), and the multiple third grooves (100) are spaced apart along the circumference of the tire. The lengths of two adjacent third grooves (100) are not the same. The fourth cutting groove (110) is disposed between two adjacent second connecting cutting grooves (80). One end of the fourth cutting groove (110) is connected to the longitudinal groove (10), and the other end of the fourth cutting groove (110) is spaced apart from the connecting longitudinal groove (90). The third cutting groove (100) and the fourth cutting groove (110) are located on both sides of the connecting longitudinal groove (90).

8. The tire according to claim 1, characterized in that, The longitudinal groove (10) includes a first groove segment (11), a second groove segment (12) and a third groove segment (13) connected in sequence. The first groove segment (11) and the second groove segment (12) are arranged at an angle to each other, and the second groove segment (12) and the third groove segment (13) are arranged at an angle to each other. Along the circumference of the tire, the widths W11 of the first groove segment (11), W12 of the second groove segment (12), and W13 of the third groove segment (13) satisfy the following: 1.14W11≤W12≤1.18W11, 1.08W13≤W13≤1.12W11.

9. The tire according to claim 1, characterized in that, The plurality of longitudinal grooves (10) include a first longitudinal groove (14), the first longitudinal groove (14) being adjacent to the shoulder tread portion (20), and the tread structure further includes: A projectile structure (120) is provided on the bottom wall of the first longitudinal groove (14) and protrudes from the bottom wall of the first longitudinal groove (14). The width W21 of the projectile structure (120) and the groove width W31 of the first longitudinal groove (14) satisfy the following condition: 0.53W31≤W21≤0.57W31. There are multiple projectile structures (120), and the multiple projectile structures (120) are spaced apart along the extension direction of the first longitudinal groove (14), and the lengths of two adjacent projectile structures (120) are not the same.

10. The tire according to claim 1, characterized in that, The plurality of longitudinal grooves (10) further include a second longitudinal groove (15), the second longitudinal groove (15) being located between two adjacent intermediate pattern portions (30), the pattern structure further including: A protruding structure (130) is disposed on the bottom wall of the second longitudinal groove (15) and protrudes from the bottom wall of the second longitudinal groove (15). The protruding structure (130) extends along the extension direction of the second longitudinal groove (15), and at least part of the protruding structure (130) is wavy. A rib structure (140) is provided on the side wall of the second longitudinal groove (15) and protrudes from the side wall of the second longitudinal groove (15). The rib structure (140) extends along the bottom wall perpendicular to the second longitudinal groove (15). There are multiple rib structures (140), and the multiple rib structures (140) are spaced apart along the extension direction of the second longitudinal groove (15). There is a spacing C between two adjacent rib structures (140), and the width W4 of the rib structure (140) and the spacing C satisfy 1.4W4≤C≤1.8W4.

Images