Tire

Abstract

The utility model provides a kind of tire, the tread of tire is provided with block unit, block unit is multiple, multiple block unit is sequentially arranged along the circumferential direction of tread, block unit includes: intermediate block, is set in the middle part of tread, intermediate block is central symmetry structure;Two side edge blocks, two side edge blocks are symmetrically set in the two sides of intermediate block;Two shoulder blocks, are set in the side of side edge block away from intermediate block, two shoulder blocks are symmetrically set. The present application solves the problem of poor comprehensive performance of the tire in the prior art.

Description

Technical Field

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

[0002] Suburban Utility Vehicle (SUV) tires are designed for multi-purpose vehicles, requiring the combination of the driving feel and handling of sedan tires with the traction of SUV tires.

[0003] Currently, the tread designs of existing urban SUV tires often fail to achieve an ideal balance, making it difficult to simultaneously address handling performance, braking performance, and noise and comfort performance on both dry and wet roads, resulting in poor overall performance. Utility Model Content

[0004] The main objective of this invention is to provide a tire that addresses the problem of poor overall performance of existing tires.

[0005] To achieve the above objectives, according to one aspect of the present invention, a tire is provided, wherein the tire tread is provided with multiple tread block units, which are arranged sequentially along the circumferential direction of the tread. Each tread block unit includes: a central tread block disposed in the middle of the tread and having a centrally symmetrical structure; two side tread blocks disposed centrally symmetrically on both sides of the central tread block; and two shoulder tread blocks disposed on the side of the side tread blocks away from the central tread block and having a centrally symmetrical arrangement.

[0006] Furthermore, a first transverse groove is provided on the middle tread block, a transverse slit is provided on each side tread block, and a second transverse groove is provided on each shoulder tread block; the extension trajectory of the first transverse groove, the extension trajectory of the transverse slit, and the extension trajectory of the second transverse groove are located on the same broken line trajectory.

[0007] Furthermore, a first lateral groove is provided on the middle tread block. The extension direction of the first lateral groove is inclined relative to the horizontal width direction of the tread. There are two first lateral grooves, and the two first lateral grooves are centrally symmetrically arranged along the circumferential direction of the tread.

[0008] Furthermore, a first fine groove is provided on the middle tread block. The extension direction of the first fine groove is inclined relative to the horizontal width direction of the tread. The first fine groove is located between two first lateral grooves.

[0009] Furthermore, the first transverse groove includes: a first groove segment and a second groove segment that are interconnected, wherein the width of the first groove segment is smaller than the width of the second groove segment; the second groove segment includes a first end and a second end that are opposite to each other, wherein the first end is connected to the first groove segment and the second end extends to the side of the intermediate patterned block, and the width of the second groove segment gradually increases from the first end to the second end; wherein the intermediate patterned block is also provided with a first cut surface, which is connected to the surface of the intermediate patterned block and the groove wall surface of the second groove segment respectively, and the first cut surface is inclined relative to the groove wall surface of the second groove segment.

[0010] Furthermore, the side tread blocks are provided with transverse sipes, and the extension direction of the transverse sipes is inclined relative to the horizontal width direction of the tread.

[0011] Furthermore, the transverse groove includes: a first groove segment and a second groove segment that are interconnected, wherein the width of the first groove segment is greater than the width of the second groove segment; a second cut surface is provided on the groove wall surface of the first groove segment, the second cut surface is located at the end of the first groove segment away from the second groove segment, the second cut surface is connected to the surface of the side tread block and the groove wall surface of the first groove segment respectively, and the second cut surface is an inclined surface; wherein, from the end of the first groove segment near the shoulder tread block to the middle of the first groove segment, the width of the first groove segment gradually decreases.

[0012] Furthermore, a second fine groove is provided on the side pattern block. The second fine groove is located to the side of the transverse groove. The second fine groove extends through the side pattern block along the width direction of the side pattern block and extends along a predetermined zigzag trajectory.

[0013] Furthermore, a third fine groove is provided on the side tread block. The third fine groove extends along the circumferential direction of the tread and is intersected with the second fine groove.

[0014] Furthermore, a second lateral groove is provided on the tire shoulder tread block. The second lateral groove includes a third groove segment and a fourth groove segment that are interconnected. The extension direction of the third groove segment is set at an angle to the extension direction of the fourth groove segment. The third groove segment includes a third end and a fourth end that are arranged opposite to each other. The third end is connected to the fourth groove segment. The fourth end extends to the side of the tire shoulder tread block away from the side tread block. The width of the third groove segment gradually decreases from the fourth end to the third end.

[0015] Furthermore, a third cut surface is provided on the shoulder tread block. The third cut surface is located at one end of the fourth groove section facing the side tread block. The third cut surface is an inclined surface and is connected to the groove wall surface of the fourth groove section.

[0016] Furthermore, a fourth fine groove is provided on the shoulder tread block, which extends through the shoulder tread block along its width; a groove is also provided on the shoulder tread block, which connects to the end of the fourth fine groove away from the side tread block, and the groove has a polygonal cross-section.

[0017] Furthermore, a first longitudinal groove is provided between the middle tread block and the side tread block, and a second longitudinal groove is provided between the side tread block and the shoulder tread block; the two ends of the first transverse groove are respectively connected to the first longitudinal groove, the two ends of the transverse sipe are respectively connected to the first longitudinal groove and the second longitudinal groove, and one end of the second transverse groove is connected to the second longitudinal groove.

[0018] Applying the technical solution of this utility model, the tire provided in this application has a central symmetrical structure with the central tread block located in the center of the tread. This means that the tread design from the center outward is symmetrical, which is conducive to maintaining the straight-line stability of the vehicle and improving handling performance.

[0019] The two side tread blocks are located on either side of the central tread block, also following the principle of central symmetry. This layout can balance the force on the left and right sides of the tire, avoid uneven wear, and ensure the consistency and durability of the tire's overall performance.

[0020] The two shoulder tread blocks are located on the outermost side of the side tread blocks, away from the middle tread block, and are also centrally symmetrical. The symmetrical design of each tread block ensures a large contact patch with the ground, maximizing the braking area of ​​the tread blocks, thereby shortening the braking distance, improving braking performance, and optimizing the overall tire performance. Attached Figure Description

[0021] 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:

[0022] Figure 1 A structural schematic diagram of an embodiment of a tire according to the present invention is shown;

[0023] Figure 2 A schematic diagram of the tread block unit of a tire according to the present invention is shown;

[0024] Figure 3 A schematic diagram of the structure of the first blade or the second blade in a tire according to the present invention is shown;

[0025] Figure 4 A schematic diagram of the structure of the fourth blade in a tire according to the present invention is shown;

[0026] Figure 5A schematic diagram of the first structure of the third blade in a tire according to the present invention is shown;

[0027] Figure 6 A schematic diagram of the second structure of the third blade in a tire according to the present invention is shown;

[0028] Figure 7 A top view of a blade in a tire according to the present invention is shown.

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

[0030] 100. Patterned block unit;

[0031] 110. Middle patterned block; 111. First transverse groove; 1110. First groove segment; 1111. Second groove segment; 112. First fine knife groove; 1112. First cut surface;

[0032] 120. Side patterned block; 121. Horizontal groove; 1210. First groove segment; 1211. Second groove segment; 1212. Second cut surface; 122. Second fine groove; 123. Third fine groove;

[0033] 130. Shoulder tread block; 131. Second lateral groove; 132. Fourth fine groove; 1310. Third groove section; 1311. Fourth groove section; 1312. Third cut surface; 133. Groove;

[0034] 140. First longitudinal groove; 150. Second longitudinal groove;

[0035] 161. First blade; 1610. First reinforcing structure; 162. Second blade; 1620. Second reinforcing structure; 163. Third blade; 164. Fourth blade. Detailed Implementation

[0036] 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.

[0037] As mentioned in the background section, traditional tire tread design faces multiple challenges in the field of urban SUV tire design. Due to their unique vehicle characteristics, urban SUV tires need to balance the driving feel and handling of a sedan with the high traction requirements of a multi-purpose vehicle. However, current technology often fails to achieve an ideal balance in the tread design of urban SUV tires, particularly in the trade-off between handling performance, braking performance, and noise and comfort performance on both dry and wet roads. Therefore, to address the aforementioned technical problems, the tire provided in this application has multiple tread block units 100 on its tread surface, arranged sequentially along the circumferential direction of the tread. Each tread block unit 100 includes: a central tread block 110, located in the center of the tread and having a centrally symmetrical structure; two side tread blocks 120, arranged centrally symmetrically on either side of the central tread block 110; and two shoulder tread blocks 130, located on the side of the side tread blocks 120 away from the central tread block 110 and arranged centrally symmetrically. By employing symmetrically designed tread block units 100, and the arrangement of the central tread block 110, side tread blocks 120, and shoulder tread blocks 130, excellent handling performance is ensured on both dry and wet surfaces. The centrally symmetrical structure of the center tread block 110 provides stable straight-line driving performance and steering response. The symmetrical arrangement of the side tread blocks 120 and the shoulder tread blocks 130 enhances the tire's responsiveness and grip. Especially on wet and slippery roads, it can effectively drain water and reduce hydroplaning, improve handling safety on wet and slippery roads, and improve the overall performance of the tire.

[0038] like Figures 1 to 7 As shown, this application provides a tire with tread block units 100 on the tire tread. There are multiple tread block units 100, which are arranged sequentially along the circumferential direction of the tire tread. Each tread block unit 100 includes: a central tread block 110, which is located in the middle of the tire tread and has a centrally symmetrical structure; two side tread blocks 120, which are centrally symmetrically arranged on both sides of the central tread block 110; and two shoulder tread blocks 130, which are located on the side of the side tread blocks 120 away from the central tread block 110 and are centrally symmetrically arranged.

[0039] According to the tire provided in this application, the center tread block 110 is located in the center of the tread and has a centrally symmetrical structure. This means that the tread pattern design from the center outward is equal, which helps to maintain the straight-line stability of the vehicle and improve handling performance.

[0040] The two side tread blocks 120 are located on both sides of the middle tread block 110, also following the principle of central symmetry. This layout can balance the force on the left and right sides of the tire, avoid one-sided wear, and ensure the consistency and durability of the overall tire performance.

[0041] The two shoulder tread blocks 130 are located on the outermost side of the side tread blocks 120, away from the middle tread block 110, and are also centrally symmetrical. The symmetrical design of each tread block ensures a large contact patch of the tire tread, guarantees the braking area of ​​the tread blocks, thereby shortening the braking distance, improving braking performance, and optimizing the overall performance of the tire.

[0042] Specifically, the middle tread block 110 is provided with a first transverse groove 111, each side tread block 120 is provided with a transverse slit groove 121, and each shoulder tread block 130 is provided with a second transverse groove 131; the extension trajectory of the first transverse groove 111, the extension trajectory of the transverse slit groove 121, and the extension trajectory of the second transverse groove 131 are located on the same broken line trajectory.

[0043] Different lateral grooves are designed for the middle tread block 110, the side tread block 120, and the shoulder tread block 130 in the tread block unit, namely the first lateral groove 111, the lateral sipe 121, and the second lateral groove 131. The extension trajectory of these lateral grooves is cleverly designed on the same zigzag trajectory. During tire rotation, the tread blocks at different positions can contact the ground with a similar rhythm. This sense of rhythm helps to reduce the noise of the tire running, and at the same time ensures the continuity and consistency of the tire's grip in different areas.

[0044] The coordinated design of the first lateral groove 111, the lateral sipe 121, and the second lateral groove 131 makes the tire's contact area on the ground more uniform, ensuring that each tread block is fully utilized. Especially on wet and slippery roads, this design can more effectively drain water from between the tread blocks, reducing the formation of a water film and thus improving wet braking performance and handling stability.

[0045] Water can form a thin film between the tire and the ground, but the zigzag grooves break this film through physical structure, significantly improving drainage efficiency and safety when driving on wet surfaces.

[0046] The zigzag groove design not only improves wet performance but also increases the coefficient of friction between the tire and the ground when driving on dry surfaces. This is because the zigzag provides more edges to grip the ground, thus providing extra grip when cornering and enhancing vehicle handling and stability.

[0047] In the specific implementation process, such as Figure 1 and Figure 2As shown, the middle tread block 110 is provided with a first lateral groove 111. The extension direction of the first lateral groove 111 is inclined relative to the horizontal width direction of the tread. There are two first lateral grooves 111, and the two first lateral grooves 111 are centrally symmetrical along the circumferential direction of the tread.

[0048] The first lateral groove 111 is inclined relative to the horizontal width direction of the tread. This design can change the distribution of friction when the tire contacts the ground, improving tire stability and handling performance, especially when cornering. The two first lateral grooves 111 are centrally symmetrically arranged along the circumferential direction of the tread. This symmetry helps maintain tire balance, reduce vibration, and improve driving comfort.

[0049] By tilting the first lateral groove 111, the tire can better grip the road surface during high-speed driving and cornering, enhancing tire responsiveness and stability, especially on dry roads, significantly improving vehicle handling. Although the first lateral groove 111 is tilted, it can still effectively drain water and reduce the water film effect, thus maintaining good traction and braking performance on wet roads, reducing hydroplaning and improving safety.

[0050] Specifically, the middle tread block 110 is also provided with a first fine groove 112. The extension direction of the first fine groove 112 is inclined relative to the horizontal width direction of the tread. The first fine groove 112 is located between two first lateral grooves 111.

[0051] The angled sipes improve tire grip on both dry and wet surfaces. When a vehicle is cornering or driving on slippery roads, the angled sipes grip the road surface better, providing additional friction to improve handling stability and reduce hydroplaning. Furthermore, the angled sipes help distribute pressure when the tire contacts the ground, preventing excessive stress concentration on the tread blocks and promoting even tire wear.

[0052] Placing the first sipe 112 between the two first lateral grooves 111 helps maintain the stability of the intermediate tread block 110. The main function of the lateral grooves is to improve wet drainage capacity, but they also weaken the rigidity of the tread block. By setting sipes between these grooves, it is possible to enhance the rigidity of the tread block while maintaining drainage performance, which is crucial for improving the tire's handling and braking performance.

[0053] The first blade 161 is provided in the first fine groove 112, and the first blade 161 is provided with a first reinforcing structure 1610. The first reinforcing structure 1610 is a concave-convex structure, which can improve the rigidity of the tread block. In addition, the top view of the first blade 161 is a curved structure, which helps to disperse the stress when the tire contacts the ground, reduce the local wear of the tread block, and thus extend the overall service life of the tire.

[0054] In a specific implementation, the first transverse groove 111 includes: a first groove segment 1110 and a second groove segment 1111 that are interconnected. The width of the first groove segment 1110 is smaller than the width of the second groove segment 1111. The second groove segment 1111 includes a first end and a second end that are opposite each other. The first end is connected to the first groove segment 1110, and the second end extends to the side of the intermediate patterned block 110. The width of the second groove segment 1111 gradually increases from the first end to the second end. The intermediate patterned block 110 is also provided with a first cut surface 1112. The first cut surface 1112 is connected to the surface of the intermediate patterned block 110 and the groove wall of the second groove segment 1111, respectively. The first cut surface 1112 is inclined relative to the groove wall of the second groove segment 1111.

[0055] The first lateral groove 111 is designed to consist of an interconnected first groove segment 1110 and a second groove segment 1111. This segmented design aims to balance drainage efficiency with the rigidity of the tread blocks. Specifically, the first groove segment 1110 is narrower, suitable for quick response to steering commands and improved handling; while the second groove segment 1111 is mainly used for drainage, with a wider and gradually increasing width to ensure tire traction and stability on wet and slippery road conditions.

[0056] The width of the second groove section 1111 gradually increases from one end connected to the first groove section 1110 to the other end. This helps maintain the rigidity of the tread blocks while draining water, because the tread blocks maintain higher rigidity when the groove width is smaller, while the grooves can drain water more effectively when the width is larger. This gradual design allows the tire to find the optimal balance between water drainage and grip.

[0057] A first slit 1112 is added to the groove wall of the second groove section 1111. This structure can further improve the tire's grip on wet and slippery roads. The first slit 1112 can increase the contact area between the tire tread and the ground, allowing the tire to maintain good driving performance.

[0058] The side tread block 120 is provided with a transverse sipe 121, and the extension direction of the transverse sipe 121 is inclined relative to the horizontal width direction of the tread.

[0059] In practice, the lateral sipes 121 on the side tread blocks 120 are angled relative to the horizontal width direction of the tread. This is designed to balance the tire's water drainage performance, grip, and wear resistance. The angled lateral sipes 121 can form staggered angles with the longitudinal grooves on the tread, thereby creating more acute-angled edges in contact with the ground when the tire rolls, enhancing the friction between the tire and the ground, especially improving lateral stability when the vehicle is cornering or subjected to lateral forces.

[0060] In this application, the transverse groove 121 includes: a first groove segment 1210 and a second groove segment 1211 that are interconnected, wherein the width of the first groove segment 1210 is greater than the width of the second groove segment 1211; wherein, a second cut surface 1212 is provided on the groove wall surface of the first groove segment 1210, and the width of the first groove segment 1210 gradually decreases from one end of the first groove segment 1210 near the shoulder tread block 130 to the middle of the first groove segment 1210.

[0061] The width of the first sipe section 1210 is initially larger, then gradually decreases towards the middle until it connects with the narrower second sipe section 1211. This design aims to improve the tire's drainage performance on wet roads. The wider first sipe section can quickly guide a large amount of water out of the ground upon tire contact, preventing the formation of a water film, thereby reducing hydroplaning and improving the tire's wet grip and safety.

[0062] Compared to the first sipe section 1210, the second sipe section is narrower. The existence of this narrow groove is mainly to maintain the rigidity and grip of the tread blocks. Especially under dry road conditions, the narrow groove can reduce the segmentation of the tire tread blocks and maintain good dry handling performance.

[0063] A second cut surface 1212 is provided on the groove wall of the first groove section 1210 to further enhance the tire's grip on wet and slippery roads. The second cut surface 1212 can be gradually exposed during the wear process, continue to play a role, maintain a large contact area of ​​the tread, and maintain the tire's good performance condition.

[0064] A fourth blade 164 is provided in the transverse blade groove 121, and the fourth blade 164 is embedded in the transverse blade groove 121.

[0065] A second fine groove 122 is also provided on the side pattern block 120. The second fine groove 122 is located to the side of the transverse groove 121. The second fine groove 122 extends through the side pattern block 120 along the width direction of the side pattern block 120 and extends along a predetermined zigzag trajectory.

[0066] The second fine groove 122 is located to the side of the transverse groove 121 and extends through the entire tread block along the width of the side tread block 120. This arrangement not only increases the contact area between the tire and the ground, improving grip on wet and dry surfaces, but also effectively controls the deformation of the tread block and maintains the rigidity of the tire.

[0067] The side tread blocks 120 extend along a pre-defined zigzag pattern. This zigzag pattern design provides additional edge contact points, enhancing tire steering and handling stability, especially during high-speed lane changes or emergency maneuvers. This design helps to respond quickly to driving commands and reduce the risk of skidding.

[0068] The second fine groove 122 works in conjunction with the lateral groove 121. On the one hand, the groove increases the shearing force of the tread blocks, improving the grip on dry surfaces; on the other hand, the lateral groove is responsible for drainage on wet surfaces. The combination of the two ensures the high performance of the tire under different weather conditions.

[0069] The second fine groove 122 is provided with a first blade 161, and the first blade 161 is provided with a first reinforcing structure 1610. The first reinforcing structure 1610 is a concave-convex structure, which can improve the rigidity of the tread block. In addition, the top view of the first blade 161 is a curved structure, which helps to disperse the stress when the tire contacts the ground, reduce the local wear of the tread block, and thus extend the overall service life of the tire.

[0070] A third fine groove 123 is also provided on the side tread block 120. The third fine groove 123 extends along the circumferential direction of the tread and is intersected with the second fine groove 122.

[0071] The third sipe 123 extends along the direction of tire rotation (circumferential direction), meaning it can continuously provide stable and durable grip when the tire is in contact with the ground. This design enhances the tire's anti-skid performance, especially on dry roads, where the circumferential sipe provides additional friction, helping to improve vehicle acceleration and braking performance.

[0072] The intersecting arrangement of the third fine groove 123 and the second fine groove 122 creates a complex network between the tread blocks. This network structure helps improve tire rigidity and prevents excessive deformation of the tread blocks under pressure. The intersecting groove design also improves the tire's self-cleaning ability, helping to remove mud and water from the tire tread gaps, further enhancing grip on wet roads. In addition, the intersecting arrangement of the third fine groove 123 and the second fine groove 122 disperses the impact force when the tire contacts the ground, thereby reducing noise generated during tire operation and improving driving comfort.

[0073] The combination of the circumferentially extending third fine groove 123 and the zigzag-shaped lateral groove 121 ensures that the tire maintains a stable contact surface when cornering, thereby improving the vehicle's handling stability under lateral forces.

[0074] A third blade 163 is provided in the third fine groove 123, and the third blade 163 is embedded in the third fine groove 123. The third blade 163 extends along a curved trajectory, which can improve the rigidity of the patterned block and reduce stress concentration.

[0075] The shoulder tread block 130 is provided with a second transverse groove 131. The second transverse groove 131 includes a third groove segment 1310 and a fourth groove segment 1311 that are connected to each other. The extension direction of the third groove segment 1310 is set at an angle to the extension direction of the fourth groove segment 1311. The third groove segment 1310 includes a third end and a fourth end that are arranged opposite to each other. The third end is connected to the fourth groove segment 1311. The fourth end extends to the side of the shoulder tread block 130 away from the side tread block 120. The width of the third groove segment 1310 gradually decreases from the fourth end to the third end.

[0076] One end of the third groove section 1310 (the third end) is connected to the fourth groove section 1311, while the other end (the fourth end) extends to the outer side of the shoulder tread block 130 and is not directly connected to other tread blocks. This design helps guide water and mud outward from the tire contact surface, enhancing drainage performance and handling stability on wet roads.

[0077] The width of the third groove section 1310 gradually decreases from the fourth end, away from the side tread block 120, to the third end, which connects to the fourth groove section 1311. This gradually narrowing width design creates different hydrodynamic effects when the tire rolls. Especially in wet conditions, the gradually narrowing groove can better control the water discharge rate and reduce hydroplaning, while maintaining the rigidity of the tire tread blocks on dry roads and improving handling.

[0078] A specific angle is set between the third groove section 1310 and the fourth groove section 1311. This non-parallel or perpendicular arrangement can break the uniformity of the tire tread pattern, reduce the resonance effect, and thus reduce the noise generated by the tire at high speeds, improving driving comfort. At the same time, this slanted groove design can also increase the contact point between the tire and the ground, improving the lateral stability of the vehicle.

[0079] A third cut surface 1312 is provided on the shoulder tread block 130. The third cut surface 1312 is located at one end of the fourth groove section 1311 facing the side tread block 120. The third cut surface 1312 is an inclined surface and is connected to the groove wall surface of the fourth groove section 1311.

[0080] When the tire is subjected to lateral force, the third slit is carefully positioned at one end of the fourth groove section 1311 facing the side tread block 120 and has an inclined shape. The introduction of this structure allows the third slit to contact the ground first when the tire is subjected to lateral force, generating additional friction and thereby enhancing the tire's lateral stiffness and grip.

[0081] The third slab 1312 is seamlessly connected to the groove wall of the fourth groove section 1311. This design not only improves the overall rigidity of the tire under lateral force, but also effectively disperses the lateral force by changing the geometry of the contact surface, reduces the lateral deformation of the tread blocks, and ensures the handling stability of the tire when turning or making emergency avoidance.

[0082] Under wet and slippery road conditions, the inclined design of the third section 1312 can effectively cut into the water layer, break the water film, increase the direct contact area between the tire and the road surface, thereby greatly improving wet grip, reducing the risk of hydroplaning, and ensuring driving safety.

[0083] A fourth fine groove 132 is provided on the shoulder tread block 130, and the fourth fine groove 132 extends through the shoulder tread block 130 along the width direction of the shoulder tread block 130; a groove 133 is also provided on the shoulder tread block 130, and the groove 133 is connected to the end of the fourth fine groove 132 away from the side tread block 120, and the cross-section of the groove 133 is a polygonal structure.

[0084] The fourth fine groove 132 extends through the entire tread block along the width of the tire shoulder tread block 130. The main purpose of this design is to enhance the tire's lateral stiffness and grip. When the tire is subjected to lateral forces, such as during cornering or emergency avoidance, the fourth fine groove 132 can increase the gripping force between the tire sidewall and the ground, preventing excessive deformation of the tread block and ensuring vehicle handling stability and safety.

[0085] The fourth fine groove 132 is provided with a second blade 162, and the second blade 162 is provided with a second reinforcing structure 1620. The second blade 162 extends along a curved trajectory, which can improve the rigidity of the patterned block and reduce stress concentration.

[0086] The groove 133 is connected to the fourth fine groove 132, and its cross-section is a polygonal structure. This polygonal groove design can increase the coefficient of friction when the tire contacts the ground without sacrificing the overall rigidity of the tire. In addition, the presence of the groove 133 helps the tire to self-clean, especially on muddy or snow-covered roads, effectively removing foreign objects, preventing tread block clogging, and thus maintaining the tire's water drainage and grip performance.

[0087] The combined design of the fourth fine groove 132 and the recess 133 significantly improves the lateral stiffness of the tire during cornering and lateral acceleration, reduces the risk of sideslip, and ensures the vehicle's handling stability during high-speed driving or emergency avoidance. At the same time, the polygonal groove structure provides additional engagement points on wet and slippery surfaces, enhancing the tire's grip.

[0088] The polygonal cross-sectional structure of groove 133 helps the tire to self-clean in harsh road conditions such as mud and snow, ensuring that the tread grooves are not blocked, maintaining the tire's drainage performance and passability, and improving driving safety and reliability in extreme weather conditions.

[0089] The plane containing the cross-section of the groove 133 is in the same plane as the tangent at the corresponding position of the tire surface.

[0090] A first longitudinal groove 140 is provided between the middle tread block 110 and the side tread block 120, and a second longitudinal groove 150 is provided between the side tread block 120 and the shoulder tread block 130. The two ends of the first transverse groove 111 are respectively connected to the first longitudinal groove 140, the two ends of the transverse sipe 121 are respectively connected to the first longitudinal groove 140 and the second longitudinal groove 150, and the second transverse groove 131 is connected to the second longitudinal groove 150.

[0091] The first longitudinal groove 140 and the second longitudinal groove 150 serve as hubs connecting different patterned blocks. They not only divide different patterned areas, but also work together with the first transverse groove 111, the transverse slit groove 121 and the second transverse groove 131 to form an efficient dynamic and fluid dynamic system.

[0092] The first longitudinal groove 140 is located between the middle patterned block 110 and the side patterned block 120. Its presence not only clearly divides these two patterned areas, but more importantly, it is connected to both ends of the first transverse groove 111, allowing water and other substances to flow freely between these grooves, improving drainage efficiency and preventing the formation of water film, thereby providing better grip under wet and slippery road conditions.

[0093] The second longitudinal groove 150 is located between the side tread block 120 and the shoulder tread block 130. In addition to having a drainage function similar to the first longitudinal groove 140, it connects with the lateral groove 121 and the second lateral groove 131, forming a more complex and effective fluid drainage network. This design helps to expel water more quickly on wet roads, reducing the risk of hydroplaning, while also providing a smooth material drainage path in muddy or snowy conditions, ensuring high tire grip and good traction.

[0094] The design of the first lateral groove 111, the lateral sipe 121, and the second lateral groove 131 connecting with the first longitudinal groove 140 and the second longitudinal groove 150 respectively forms a crisscrossing groove network on the tire tread. This not only increases the contact points between the tire and the ground and improves grip, but also captures and discharges water, mud, sand and other foreign objects through the groove network when the tire rotates, keeping the tire clean and maintaining its high efficiency.

[0095] The tire of this application features a symmetrical tread block design. This design maximizes the contact patch of the tread blocks, ensuring a larger braking area and thus shortening the braking distance. Different patterns of fine grooves divide the tread blocks, and reinforcing blocks are added inside these grooves to enhance their rigidity, further reducing braking distance.

[0096] The tire tread has a central tread block 110, side tread blocks 120, and shoulder tread blocks 130. The central tread block 110 is located between the two side tread blocks 120, and the shoulder tread block 130 is located on the outermost side. Longitudinal grooves are provided between adjacent tread blocks, and transverse grooves are provided on the tread blocks.

[0097] The intermediate patterned block 110 is provided with a first transverse groove 111 of gradually varying width and a first fine knife groove 112 of straight line.

[0098] The side patterned block 120 is provided with a zigzag-shaped transverse groove 121 and a zigzag-shaped second fine groove 122. The groove wall of the transverse groove 121 is made with an inclined cut to form a second cut surface.

[0099] The second transverse groove 131 and the straight fourth fine groove on the shoulder tread block 130 are provided with the fourth groove segment 1311 of the second transverse groove 131 being inclined.

[0100] The tread pattern adopts a symmetrical design: the tread pattern has a high ground contact rate, ensuring the braking area of ​​the tread block, thereby shortening the braking distance; different styles of fine grooves cut the tread block apart, and at the same time, reinforcing concave and convex structures are added inside the fine grooves to improve the rigidity of the tread block, thereby shortening the braking distance.

[0101] The shoulder tread block 130 is distributed with a second lateral groove 131 of gradually changing width. Together with the first lateral groove 111 on the central tread block 110 and the lateral sipes 121 on the side tread block 120, they form a wave-shaped lateral groove that runs through the inner and outer sides of the tire. This allows the tire to effectively ensure the expulsion of water when driving on wet roads, reduce hydroplaning, and improve drainage and braking performance on wet roads.

[0102] The sipes on the shoulder, middle, and side tread blocks 120 are designed in 3D. The cross-sections of the sipes in both the left and top views are wavy, which increases the interlocking force between the tread blocks on both sides of the sipe and ensures the rigidity of the tread blocks. At the same time, reinforcement designs are added inside the sipes to further enhance the rigidity of the tread blocks, thereby improving the braking performance on dry roads.

[0103] The cuts on the shoulder, middle, and outer center tread grooves gradually wear down after the tire has been driven for a period of time, gradually increasing the tire's contact patch and thus improving braking performance on dry roads.

[0104] The diamond-shaped groove design on the wing section below the shoulder can weaken the rigidity of the tread blocks to a certain extent, while improving the aesthetics of the tire shoulder.

[0105] This tread pattern features five different tread pitches, with the same pattern across all pitches and a defined width. These five pitches are arranged randomly along the tire circumference; this random arrangement minimizes tread resonance. Furthermore, a strategic misalignment between the center and shoulder tread blocks effectively reduces noise.

[0106] To ensure uniform tire rigidity, different numbers of sipes are set according to different tread pitches, thereby ensuring a uniform transition of rigidity between circumferential tread blocks and uniform tire wear.

[0107] As can be seen from the above technical solutions, this application improves the traction of the tread pattern by reasonably designing the grounding rate, the shape of the groove, and the shape of the tread groove, while effectively ensuring the braking performance on dry and wet roads and ensuring the comfort of the tire.

[0108] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0109] According to the tire provided in this application, the center tread block 110 is located in the center of the tread and has a centrally symmetrical structure. This means that the tread pattern design from the center outward is equal, which helps to maintain the straight-line stability of the vehicle and improve handling performance.

[0110] The two side tread blocks 120 are located on both sides of the middle tread block 110, also following the principle of central symmetry. This layout can balance the force on the left and right sides of the tire, avoid one-sided wear, and ensure the consistency and durability of the overall tire performance.

[0111] The two shoulder tread blocks 130 are located on the outermost side of the side tread blocks 120, away from the middle tread block 110, and are also centrally symmetrical. The symmetrical design of each tread block ensures a large contact patch of the tire tread, guarantees the braking area of ​​the tread blocks, thereby shortening the braking distance, improving braking performance, and optimizing the overall performance of the tire.

[0112] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0113] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0114] 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.

[0115] 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, wherein a plurality of tread blocks (100) are provided on the tread surface, the plurality of tread blocks (100) being arranged sequentially along the circumferential direction of the tread surface, characterized in that, The patterned block unit (100) includes: The intermediate tread block (110) is disposed in the middle of the tread, and the intermediate tread block (110) has a centrally symmetrical structure; Two side patterned blocks (120) are arranged symmetrically on both sides of the central patterned block (110); Two shoulder tread blocks (130) are disposed on the side of the side tread block (120) away from the middle tread block (110), and the two shoulder tread blocks (130) are centrally symmetrical.

2. The tire according to claim 1, characterized in that, The middle tread block (110) is provided with a first transverse groove (111), each of the side tread blocks (120) is provided with a transverse slit (121), and each of the shoulder tread blocks (130) is provided with a second transverse groove (131). The extension trajectory of the first transverse groove (111), the extension trajectory of the transverse cutter groove (121), and the extension trajectory of the second transverse groove (131) are located on the same broken line trajectory.

3. The tire according to claim 1, characterized in that, The intermediate tread block (110) is provided with a first lateral groove (111). The extension direction of the first lateral groove (111) is inclined relative to the horizontal width direction of the tread. There are two first lateral grooves (111), and the two first lateral grooves (111) are centrally symmetrically arranged along the circumferential direction of the tread.

4. The tire according to claim 3, characterized in that, The intermediate tread block (110) is also provided with a first fine groove (112), the extension direction of the first fine groove (112) is inclined relative to the horizontal width direction of the tread, and the first fine groove (112) is located between the two first transverse grooves (111).

5. The tire according to claim 3, characterized in that, The first transverse groove (111) includes: The first trench segment (1110) and the second trench segment (1111) are interconnected, and the width of the first trench segment (1110) is smaller than the width of the second trench segment (1111). The second groove segment (1111) includes a first end and a second end opposite to each other. The first end is connected to the first groove segment (1110), and the second end extends to the side of the intermediate patterned block (110). From the first end to the second end, the width of the second groove segment (1111) gradually increases. The intermediate patterned block (110) is further provided with a first cut surface (1112), which is connected to the surface of the intermediate patterned block (110) and the groove wall of the second groove segment (1111) respectively. The first cut surface (1112) is inclined relative to the groove wall of the second groove segment (1111).

6. The tire according to claim 1, characterized in that, The side tread block (120) is provided with a transverse slit (121), and the extension direction of the transverse slit (121) is inclined relative to the horizontal width direction of the tread.

7. The tire according to claim 6, characterized in that, The transverse cutting groove (121) includes: The first groove segment (1210) and the second groove segment (1211) are interconnected, and the width of the first groove segment (1210) is greater than the width of the second groove segment (1211). A second cut surface (1212) is provided on the side pattern block (120). The second cut surface (1212) is located at the end of the first groove segment (1210) away from the second groove segment (1211). The second cut surface (1212) is connected to the surface of the side pattern block (120) and the groove wall surface of the first groove segment (1210) respectively. The second cut surface (1212) is an inclined surface. In particular, from one end of the first sipe section (1210) near the shoulder tread block (130) to the middle of the first sipe section (1210), the width of the first sipe section (1210) gradually decreases.

8. The tire according to claim 7, characterized in that, The side pattern block (120) is also provided with a second fine knife groove (122). The second fine knife groove (122) is located to the side of the transverse knife groove (121). The second fine knife groove (122) extends through the side pattern block (120) along the width direction of the side pattern block (120) and extends along a predetermined broken line trajectory.

9. The tire according to claim 8, characterized in that, The side tread block (120) is also provided with a third fine groove (123), which extends along the circumferential direction of the tread and is intersected with the second fine groove (122).

10. The tire according to claim 1, characterized in that, The shoulder tread block (130) is provided with a second transverse groove (131). The second transverse groove (131) includes a third groove segment (1310) and a fourth groove segment (1311) that are connected to each other. The extension direction of the third groove segment (1310) is set at an angle to the extension direction of the fourth groove segment (1311). The third groove segment (1310) includes a third end and a fourth end that are arranged opposite to each other. The third end is connected to the fourth groove segment (1311). The fourth end extends to the side of the shoulder tread block (130) away from the side tread block (120). The width of the third groove segment (1310) gradually decreases from the fourth end to the third end.

11. The tire according to claim 10, characterized in that, The shoulder tread block (130) is provided with a third cut surface (1312), which is located at one end of the fourth groove section (1311) facing the side tread block (120). The third cut surface (1312) is an inclined surface and is connected to the groove wall surface of the fourth groove section (1311).

12. The tire according to claim 1, characterized in that, A fourth fine groove (132) is provided on the shoulder tread block (130), and the fourth fine groove (132) extends through the shoulder tread block (130) along the width direction of the shoulder tread block (130). The tire shoulder tread block (130) is also provided with a groove (133), the groove (133) is connected to the end of the fourth fine groove (132) away from the side tread block (120), and the cross-section of the groove (133) is a polygonal structure.

13. The tire according to claim 2, characterized in that, A first longitudinal groove (140) is provided between the middle tread block (110) and the side tread block (120), and a second longitudinal groove (150) is provided between the side tread block (120) and the shoulder tread block (130). The two ends of the first transverse groove (111) are respectively connected to the first longitudinal groove (140), the two ends of the transverse cutter groove (121) are respectively connected to the first longitudinal groove (140) and the second longitudinal groove (150), and one end of the second transverse groove (131) is connected to the second longitudinal groove (150).

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