Tire tread structure and tire having the same

Abstract

The utility model provides a kind of tire tread structure and the tire with it.The tire tread structure includes: middle part pattern block;Two crown part pattern blocks, located in the two sides of middle part pattern block;Two first shoulder part pattern blocks, with two crown part pattern blocks one-to-one correspondingly set, each crown part pattern block is located between its corresponding first shoulder part pattern block and middle part pattern block;Two second shoulder part pattern blocks, with two first shoulder part pattern blocks one-to-one correspondingly set, each first shoulder part pattern block is located between its corresponding second shoulder part pattern block and its corresponding crown part pattern block;Between each first shoulder part pattern block and its corresponding crown part pattern block, there is first circumferential groove, the edge of first shoulder part pattern block close to middle part pattern block and the center surface CS1 of first circumferential groove have first distance TW4, first distance TW4 and the groove width TW3 of first circumferential groove satisfy: 0.5TW3<TW4≤0.6TW3.The utility model solves the problem of uneven shoulder wear of 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 tread structure and a tire having the same. Background Technology

[0002] Currently, all-steel radial tires are an important component of heavy-duty vehicles and long-distance transportation, and their performance directly affects the vehicle's operating efficiency, safety, and economy.

[0003] However, the existing all-steel radial tires have a problem of concentrated stress in the shoulder design, which accelerates shoulder wear and makes uneven shoulder wear (uneven shoulder wear) particularly prominent during tire use, thus affecting the tire's service life and overall performance. Utility Model Content

[0004] The main objective of this invention is to provide a tire tread structure and a tire having the same structure, in order to solve the problem of uneven wear on the shoulder of the tire affecting its service life in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a tire tread structure is provided, comprising: a central tread block; two crown tread blocks located on both sides of the central tread block; two first shoulder tread blocks, each first shoulder tread block being arranged in a one-to-one correspondence with the two crown tread blocks, each crown tread block being located between its corresponding first shoulder tread block and the central tread block; and two second shoulder tread blocks, each second shoulder tread block being arranged in a one-to-one correspondence with the two first shoulder tread blocks, each first shoulder tread block being located between its corresponding second shoulder tread block and its corresponding crown tread block; wherein, each first shoulder tread block has a first circumferential groove between itself and its corresponding crown tread block, and a first distance TW4 exists between the edge of the first shoulder tread block near the central tread block and the center surface CS1 of the first circumferential groove, the first distance TW4 and the groove width TW3 of the first circumferential groove satisfying: 0.5TW3<TW4≤0.6TW3.

[0006] Furthermore, the ratio of the width of each first shoulder pattern block to the width of the middle pattern block is greater than or equal to 1.00 and less than or equal to 1.25; and / or, the width of each second shoulder pattern block is less than or equal to 0.5 times the width of the middle pattern block.

[0007] Furthermore, the tire tread structure also includes: a first steel sheet group, comprising a plurality of first steel sheets spaced circumferentially along the tire tread structure, each first steel sheet comprising a body and a cylinder connected to each other, the cylinder being disposed on one side of the body; wherein, the first steel sheet group is disposed on a central tread block, and the cylinder of at least one first steel sheet is disposed near the center surface of the central tread block; and / or, the first steel sheet is disposed on at least one crown tread block, and the cylinder of at least one first steel sheet is disposed near the center surface of the crown tread block; and / or, the first steel sheet is disposed on at least one first shoulder tread block, and the cylinder of at least one first steel sheet is disposed near the center surface of the first shoulder tread block.

[0008] Furthermore, the body of each first steel sheet is set at a first included angle A with the center plane CS of the tire, and the first included angle A is greater than or equal to 70°; and / or, the thickness of the body of each first steel sheet is less than or equal to 1mm; and / or, the length TW2 of each first steel sheet is less than or equal to 4mm; and / or, the height TD2 of each first steel sheet and the groove depth TD1 of the first circumferential groove satisfy the following condition: TD2≥0.6TD1.

[0009] Furthermore, a first groove group is provided on the first shoulder tread block, the first groove group including a plurality of first steel sheet mounting slots spaced circumferentially along the tire tread structure, the plurality of first steel sheet mounting slots being arranged one-to-one with a plurality of first steel sheets in a first steel sheet group; and / or, two second groove groups are provided on the crown tread block, each second groove group including a plurality of second steel sheet mounting slots spaced circumferentially along the tire tread structure, the plurality of second steel sheet mounting slots being arranged one-to-one with a plurality of first steel sheets in a first steel sheet group; between each crown tread block and the middle tread block It has a second circumferential groove, one second groove group is connected to the first circumferential groove, and another second groove group is connected to the second circumferential groove; and / or, two third groove groups are provided on the middle tread block, each third groove group includes multiple third steel sheet mounting slots arranged circumferentially along the tire tread structure, and the multiple third steel sheet mounting slots are arranged one-to-one with multiple first steel sheets in a first steel sheet group; each crown tread block and the middle tread block have a second circumferential groove, and the two third groove groups are arranged one-to-one with the two second circumferential grooves, and each third groove group is connected to its corresponding second circumferential groove.

[0010] Furthermore, each first steel plate mounting groove has a connecting opening communicating with a first circumferential groove, and at least one first steel plate mounting groove has a first chamfer at its connecting opening, the length of the first chamfer along the tire's central axis direction being less than or equal to 3 mm; and / or, the depth of the first chamfer being greater than or equal to 0.7TD1; and / or, each second steel plate mounting groove has a connecting opening communicating with a first circumferential groove or a second circumferential groove, and at least one second steel plate mounting groove has a second chamfer at its connecting opening, the length of the second chamfer along the tire's central axis direction being less than or equal to 3 mm; and / or, the depth of the second chamfer being greater than or equal to 0.7TD1; and / or, each third steel plate mounting groove has a connecting opening communicating with a second circumferential groove, and at least one third steel plate mounting groove has a third chamfer at its connecting opening, the length of the third chamfer along the tire's central axis direction being less than or equal to 3 mm; and / or, the depth of the third chamfer being greater than or equal to 0.7TD1.

[0011] Furthermore, the tire tread structure also includes: a second steel sheet group, disposed on at least one crown tread block, the second steel sheet group comprising multiple bent steel sheets spaced circumferentially along the tire tread structure; wherein the bent steel sheets are positioned at a second included angle B with the tire's center plane CS, the second included angle B being greater than or equal to 45° and less than or equal to 85°; and / or, the thickness of the bent steel sheets is less than or equal to 1 mm; and / or, the height of the bent steel sheets is less than or equal to 0.4TD1; and / or, both ends of each bent steel sheet are respectively connected to the cylinders of two first steel sheets, the multiple bent steel sheets dividing the crown tread block into multiple sub-crown tread blocks; wherein, the width of the central tread block is W, and the length of each sub-crown tread block is greater than or equal to 1.3W.

[0012] Furthermore, the tire tread structure also includes: a third steel sheet group, disposed on the central tread block, the third steel sheet group comprising multiple second steel sheets spaced circumferentially along the tire tread structure; wherein the second steel sheets are positioned at a third included angle C with the tire's center plane CS, the third included angle C being greater than or equal to 70°; and / or, the thickness of the second steel sheets is less than or equal to 1 mm; and / or, the height of the second steel sheets is less than or equal to 0.4TD1; and / or, both ends of each second steel sheet are respectively connected to the cylinders of two first steel sheets, the multiple second steel sheets dividing the central tread block into multiple sub-central tread blocks; the width of the central tread block is W, and the length of each sub-central tread block is greater than or equal to 1.3W.

[0013] Furthermore, along the direction from the outer circumference of the tire to its central axis, the width TW3 of the first circumferential groove gradually decreases and is greater than or equal to 8 mm; the depth TD4 of the first circumferential groove is less than or equal to 0.8TD1; and / or, the width TW1 of the second circumferential groove is less than or equal to 0.8TW3, the second circumferential groove includes a bottom groove section, an enlarged diameter groove section, and a straight groove section connected in sequence, the bottom of the bottom groove section is an arc-shaped surface, the groove wall is two parallel surfaces arranged opposite each other, and the groove depth of the bottom groove section is greater than or equal to 2 mm and less than or equal to 3 mm; along the direction from the bottom groove section to the straight groove section, the width of the enlarged diameter groove section gradually increases. The groove depth TD3 of the straight groove section is greater than or equal to 3 mm and less than or equal to 5 mm; and / or, each first shoulder pattern block has a third circumferential groove between it and its corresponding second shoulder pattern block. The third circumferential groove is a straight groove with an arc-shaped bottom. The groove width TW6 of the straight groove is less than or equal to 2 mm, and the ratio of the diameter of the arc-shaped surface to the groove width TW6 of the straight groove is greater than or equal to 1.0 and less than or equal to 1.4. A rectangular block is set at intervals of one central pattern block pitch in the third circumferential groove. The thickness of the rectangular block TD5 is greater than or equal to 1 mm. The groove depth of the third circumferential groove is less than or equal to 0.8TD1.

[0014] According to another aspect of the present invention, a tire is provided, including the tire tread structure described above.

[0015] By applying the technical solution of this utility model, a specific relationship is established between the first circumferential groove and the first shoulder tread block and the crown tread block. Specifically, the first distance TW4 and the groove width TW3 of the first circumferential groove satisfy the condition 0.5TW3 < TW4 ≤ 0.6TW3, thereby effectively changing the stress distribution pattern when the tire contacts the ground. During the contact process between the tire and the ground, the radial pressure on the first shoulder tread block is dispersed due to the presence of the first circumferential groove, especially when turning or encountering lateral forces. By adjusting the first distance TW4 to occupy a reasonable proportion of the groove width of the first circumferential groove, it can be ensured that the first shoulder tread block does not concentrate excessively on one side when under stress, but is more evenly distributed to the crown and the first circumferential groove area. This reduces the uneven wear phenomenon in the shoulder area, solves the problem of uneven tire shoulder wear affecting tire service life in the prior art, extends tire service life, and reduces performance degradation caused by uneven wear. Meanwhile, the presence of the first circumferential groove not only helps with drainage, reduces the water film effect, and improves the safety of wetland handling, but also reduces the friction generated by the tire contacting the ground during rolling by its intermittent distribution on the ground surface, thereby reducing rolling resistance. 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 schematic diagram showing an embodiment of the tire tread structure according to the present invention is provided.

[0018] Figure 2 It shows Figure 1 A sectional view of the tire tread structure along the AA direction;

[0019] Figure 3 It shows Figure 1 A BB-direction cross-sectional view of the tire tread structure in the image;

[0020] Figure 4 It shows Figure 1 A cross-sectional view of the tire tread structure along the CC direction.

[0021] The above figures include the following reference numerals:

[0022] 10. Central patterned block; 11. Third groove group; 111. Third steel sheet mounting groove; 112. Third chamfer; 20. Crown patterned block; 21. Second groove group; 211. Second steel sheet mounting groove; 212. Second chamfer; 30. First shoulder patterned block; 31. First groove group; 311. First steel sheet mounting groove; 312. First chamfer; 40. Second shoulder patterned block; 50. First circumferential groove; 60. First steel sheet group; 61. First steel sheet; 611. Body; 612. Cylinder; 70. Second circumferential groove; 71. Bottom groove section; 72. Expanded diameter groove section; 73. Straight groove section; 80. Second steel sheet group; 81. Bending steel sheet; 90. Third steel sheet group; 91. Second steel sheet; 100. Third circumferential groove; 110. Rectangular block. Detailed Implementation

[0023] 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.

[0024] 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.

[0025] 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.

[0026] To address the problem of uneven wear on the shoulder of tires affecting tire lifespan in existing technologies, this application provides a tire tread structure and a tire having the same.

[0027] like Figures 1 to 4 As shown, the tire tread structure includes a central tread block 10, two crown tread blocks 20, two first shoulder tread blocks 30, and two second shoulder tread blocks 40. The two crown tread blocks 20 are located on either side of the central tread block 10. The two first shoulder tread blocks 30 are arranged in a one-to-one correspondence with the two crown tread blocks 20, with each crown tread block 20 located between its corresponding first shoulder tread block 30 and the central tread block 10. The two second shoulder tread blocks 40 are arranged in a one-to-one correspondence with the two first shoulder tread blocks 30, with each first shoulder tread block 30 located between its corresponding second shoulder tread block 40 and its corresponding crown tread block 20. Each first shoulder pattern block 30 has a first circumferential groove 50 between it and its corresponding crown pattern block 20. The edge of the first shoulder pattern block 30 near the middle pattern block 10 has a first distance TW4 between it and the center surface CS1 of the first circumferential groove 50. The first distance TW4 and the groove width TW3 of the first circumferential groove 50 satisfy the following condition: 0.5TW3<TW4≤0.6TW3.

[0028] By applying the technical solution of this embodiment, a specific relationship is established between the first circumferential groove 50 and the first shoulder tread block 30 and the crown tread block 20. Specifically, the first distance TW4 and the groove width TW3 of the first circumferential groove 50 satisfy the condition 0.5TW3 < TW4 ≤ 0.6TW3, thereby effectively changing the stress distribution pattern when the tire contacts the ground. During the contact process between the tire and the ground, the radial pressure on the first shoulder tread block 30 is dispersed due to the presence of the first circumferential groove 50, especially when turning or encountering lateral forces. By adjusting the first distance TW4 to occupy a reasonable proportion of the groove width of the first circumferential groove 50, it can be ensured that the first shoulder tread block 30 does not concentrate excessively on one side when under stress, but is more evenly distributed to the crown and the first circumferential groove 50 area. This reduces the uneven wear phenomenon in the shoulder area, solves the problem of uneven tire shoulder wear affecting tire service life in the prior art, extends tire service life, and reduces performance degradation caused by uneven wear. Meanwhile, the presence of the first circumferential groove 50 not only helps with drainage, reduces the water film effect, and improves the safety of wet handling, but also reduces the friction generated by the tire contacting the ground during rolling by its intermittent distribution on the ground surface, thereby reducing rolling resistance.

[0029] In this embodiment, the first circumferential groove 50 adopts a partially widened asymmetrical groove design, which can effectively transfer the force on the tire shoulder area to the crown, reduce shoulder wear, and improve the stability of tire handling.

[0030] Optionally, the width ratio of each first shoulder tread block 30 to the width of the middle tread block 10 is greater than or equal to 1.00 and less than or equal to 1.25; and / or, the width of each second shoulder tread block 40 is less than or equal to 0.5 times the width of the middle tread block 10. Thus, by setting the width ratio of the first shoulder tread block 30 to the middle tread block 10 between 1.00 and 1.25, a more balanced distribution of stress can be achieved when the tire contacts the ground. The wider first shoulder tread block 30 can bear a larger contact area, helping to disperse lateral forces from the road surface, reducing stress concentration in the shoulder area, and thus significantly reducing uneven wear on the shoulder. Simultaneously, the width of the second shoulder tread block 40 is designed to be less than or equal to 0.5 times the width of the middle tread block 10, thereby creating a more effective edge effect in the tire's shoulder area and improving tire handling stability during cornering.

[0031] like Figure 1As shown, the tire tread structure also includes a first steel sheet group 60. The first steel sheet group 60 includes a plurality of first steel sheets 61 arranged circumferentially along the tire tread structure. Each first steel sheet 61 includes a body 611 and a cylinder 612 connected to each other, with the cylinder 612 disposed on one side of the body 611. Specifically, the first steel sheet group 60 is disposed on the central tread block 10, with the cylinder 612 of at least one first steel sheet 61 disposed near the center surface of the central tread block 10; and / or, the first steel sheet 61 is disposed on at least one crown tread block 20, with the cylinder 612 of at least one first steel sheet 61 disposed near the center surface of the crown tread block 20; and / or, the first steel sheet 61 is disposed on at least one first shoulder tread block 30, with the cylinder 612 of at least one first steel sheet 61 disposed near the center surface of the first shoulder tread block 30. In this way, the above-mentioned configuration makes the first steel sheet 61 a steel sheet with a rounded head, which can effectively disperse stress and evenly distribute the ground pressure, avoiding the phenomenon of tread blocks falling off the edges of traditional micro steel sheets, and improving the overall wear resistance and anti-uneven wear performance of the tire. At the same time, the above-mentioned configuration of the first steel sheet 61 can significantly enhance the rigidity of the tread blocks. The cylinder 612 allows the first steel sheet 61 to better disperse stress when the tire contacts the ground, preventing cracks or detachment of tread blocks in areas of concentrated pressure, thereby improving the tire's anti-uneven wear performance, especially in key positions such as the middle tread block 10, the crown tread block 20, and the first shoulder tread block 30.

[0032] In this embodiment, two first steel sheet groups 60 are provided on the central patterned block 10, two first steel sheet groups 60 are provided on each crown patterned block 20, and one first steel sheet group 60 is provided on each first shoulder patterned block 30.

[0033] Optionally, the body 611 of each first steel sheet 61 is set at a first included angle A with the center surface CS of the tire, the first included angle A being greater than or equal to 70°; and / or, the thickness of the body 611 of each first steel sheet 61 is less than or equal to 1 mm; and / or, the length TW2 of each first steel sheet 61 is less than or equal to 4 mm; and / or, the height TD2 of each first steel sheet 61 and the groove depth TD1 of the first circumferential groove 50 satisfy: TD2 ≥ 0.6TD1. Thus, since the first included angle A between the body 611 of the first steel sheet 61 and the center surface CS of the tire is set to be greater than or equal to 70°, this angle design ensures that the steel sheet effectively disperses stress when the tire contacts the ground, thereby helping to more evenly direct the force from the ground to different parts of the tire, especially the shoulder area. Meanwhile, the ratio between the height TD2 of the first steel sheet 61 and the groove depth TD1 of the first circumferential groove 50 satisfies TD2≥0.6TD1, which means that the steel sheet is deep enough to provide continuous support throughout the tire's entire service life, preventing the tread blocks from wearing out or falling off prematurely, thereby significantly improving the tire's anti-wear performance and extending its service life.

[0034] In this embodiment, by limiting the thickness of the first steel sheet 61 to less than or equal to 1 mm and the length TW2 to less than or equal to 4 mm, the necessary strength and support of the steel sheet are ensured while avoiding excessive overall tire rigidity caused by the first steel sheet 61 being too stiff. Appropriate steel sheet thickness and length help achieve a balance between tire rigidity and flexibility, which is crucial for improving vehicle handling performance under different road conditions.

[0035] Optionally, a first groove group 31 is provided on the first shoulder tread block 30. The first groove group 31 includes a plurality of first steel sheet mounting grooves 311 arranged circumferentially along the tire tread structure. The plurality of first steel sheet mounting grooves 311 are arranged one-to-one with a plurality of first steel sheets 61 in a first steel sheet group 60. And / or, two second groove groups 21 are provided on the crown tread block 20. Each second groove group 21 includes a plurality of second steel sheet mounting grooves 211 arranged circumferentially along the tire tread structure. The plurality of second steel sheet mounting grooves 211 are arranged one-to-one with a plurality of first steel sheets 61 in a first steel sheet group 60. There is a first groove group 31 between each crown tread block 20 and the middle tread block 10. Two circumferential grooves 70, one second groove group 21 communicates with the first circumferential groove 50, and another second groove group 21 communicates with the second circumferential groove 70; and / or, two third groove groups 11 are provided on the central tread block 10, each third groove group 11 includes a plurality of third steel sheet mounting grooves 111 arranged circumferentially along the tire tread structure, the plurality of third steel sheet mounting grooves 111 are arranged one-to-one with a plurality of first steel sheets 61 in a first steel sheet group 60; each crown tread block 20 and the central tread block 10 have a second circumferential groove 70, the two third groove groups 11 are arranged one-to-one with the two second circumferential grooves 70, and each third groove group 11 is connected to its corresponding second circumferential groove 70. In this way, the first groove group 31, the second groove group 21, and the third groove group 11 are arranged one-to-one with the first steel sheet 61 in the first steel sheet group 60. This precise matching not only ensures that the steel sheet can be inserted into the predetermined position, enhancing the rigidity of the tread block, but also forms a stable support structure through the combination of the steel sheet and the groove. This ensures the stable distribution of the steel sheet throughout the tire's circumference, improving the tire's handling stability during high-speed driving and cornering.

[0036] In this embodiment, the precise installation of the first steel sheet group 60 and its connection design with the first groove group 31, the second groove group 21, and the third groove group 11 effectively optimize the tire's drainage path. When the tire rolls, the first steel sheet 61 not only disperses stress but also acts like a micro-pump, helping to accelerate the discharge of water from the first circumferential groove 50 and the second circumferential groove 70, reducing the formation of a water film and improving the tire's grip and braking performance on wet and slippery surfaces.

[0037] Optionally, each first steel plate mounting groove 311 has a communication opening communicating with the first circumferential groove 50, and at least one first steel plate mounting groove 311 has a first chamfer 312 at its communication opening, the length of the first chamfer 312 along the central axis of the tire being less than or equal to 3 mm; and / or, the depth of the first chamfer 312 being greater than or equal to 0.7TD1; and / or, each second steel plate mounting groove 211 has a communication opening communicating with the first circumferential groove 50 or the second circumferential groove 70, and at least one second steel plate mounting groove 211 has a first chamfer 312 at its communication opening. Two chamfers 212, the length of the second chamfer 212 along the central axis of the tire is less than or equal to 3 mm; and / or, the depth of the second chamfer 212 is greater than or equal to 0.7TD1; and / or, each third steel plate mounting groove 111 has a communication opening communicating with the second circumferential groove 70, and at least one third steel plate mounting groove 111 is provided with a third chamfer 112 at the communication opening, the length of the third chamfer 112 along the central axis of the tire is less than or equal to 3 mm; and / or, the depth of the third chamfer 112 is greater than or equal to 0.7TD1. Thus, the design of the first chamfer 312, the second chamfer 212, and the third chamfer 112 can create stress dispersion points at the connection between the steel sheet and the tread block. Since the length of the chamfer along the tire's central axis is less than or equal to 3mm, it ensures that the chamfer is small enough not to affect the overall rigidity of the tread block. The depth of the chamfer is greater than or equal to 0.7TD1, that is, at least 70% of the depth of the first circumferential groove 50 or the second circumferential groove 70, ensuring that the chamfer remains effective throughout the tire's service life. At the same time, the above-mentioned steel sheet edge chamfer design can effectively disperse stress and evenly distribute ground pressure, avoiding the tread block chipping phenomenon that occurs at the edges of traditional micro steel sheets, thus improving the tire's overall wear performance and anti-uneven wear performance.

[0038] In this embodiment, the chamfered design not only helps distribute stress but also optimizes the tire's resistance performance during rolling. When the tire contacts the ground, the chamfer reduces the friction area between the tread block edges and the ground, thereby reducing rolling resistance and saving fuel consumption. Simultaneously, the chamfer also improves tire grip, especially under wet road conditions. As the tire rolls, the chamfer helps accelerate water expulsion, reduces the water film effect, improves wet grip performance, and ensures vehicle stability and safety on slippery roads.

[0039] Optionally, the tire tread structure further includes a second steel sheet group 80, which is disposed on at least one crown tread block 20. The second steel sheet group 80 includes a plurality of bent steel sheets 81 spaced circumferentially along the tire tread structure. The bent steel sheets 81 are positioned at a second angle B with the tire's center plane CS, the second angle B being greater than or equal to 45° and less than or equal to 85°; and / or, the thickness of the bent steel sheets 81 is less than or equal to 1 mm; and / or, the height of the bent steel sheets 81 is less than or equal to 0.4TD1. Thus, the second angle B between the bent steel sheets 81 and the tire's center plane CS is set between 45° and 85°. This angle design significantly increases the tire's grip and handling stability under different road conditions, effectively preventing tire slippage and improving driving safety in adverse weather conditions. Simultaneously, the thickness of the bent steel sheets 81 being less than or equal to 1 mm and the height being less than or equal to 0.4TD1 helps to reduce the contact area between the tire and the ground while maintaining tire rigidity, thereby reducing rolling resistance.

[0040] like Figure 1 As shown, the second steel sheet group 80 is disposed on each crown tread block 20. The second steel sheet group 80 includes a plurality of bent steel sheets 81 arranged circumferentially along the tire tread structure. The bent steel sheets 81 are arranged at a second included angle B with the center plane CS of the tire. The second included angle B is greater than or equal to 45° and less than or equal to 85°, and the thickness of the bent steel sheet 81 is less than or equal to 1 mm, and the height of the bent steel sheet 81 is less than or equal to 0.4TD1.

[0041] Optionally, both ends of each bent steel sheet 81 are connected to the cylinders 612 of two first steel sheets 61, and the multiple bent steel sheets 81 divide the crown tread block 20 into multiple sub-crown tread blocks; wherein, the width of the central tread block 10 is W, and the length of each sub-crown tread block is greater than or equal to 1.3W. In this way, the above-mentioned connection method of the bent steel sheets 81 and the length setting of the sub-crown tread blocks can significantly increase the number of tread block edges of the tire, thereby effectively improving the vehicle's handling stability and braking performance. The sub-crown tread block length being greater than or equal to 1.3W ensures that each sub-crown tread block has sufficient contact area with the ground while maintaining good rigidity, thus improving tire wear resistance while ensuring handling. At the same time, the design of the sub-crown tread block length being greater than or equal to 1.3W helps to reduce the contact area when the tire contacts the ground, thereby reducing rolling resistance.

[0042] Optionally, the tire tread structure further includes a third steel sheet group 90. The third steel sheet group 90 is disposed on the central tread block 10, and includes a plurality of second steel sheets 91 spaced circumferentially along the tire tread structure. The second steel sheets 91 are positioned at a third angle C with the tire's center plane CS, and the third angle C is greater than or equal to 70°; and / or, the thickness of the second steel sheets 91 is less than or equal to 1 mm; and / or, the height of the second steel sheets 91 is less than or equal to 0.4TD1; and / or, both ends of each second steel sheet 91 are connected to the cylinders 612 of two first steel sheets 61, and the plurality of second steel sheets 91 divide the central tread block 10 into a plurality of sub-central tread blocks; the width of the central tread block 10 is W, and the length of each sub-central tread block is greater than or equal to 1.3W. In this way, the third included angle C between the second steel sheet 91 and the tire center plane CS is set in the range of 70° or greater. This angle design allows the tire to better "bite" the ground on wet or icy roads, providing additional friction and significantly enhancing the tire's grip and handling stability. The height of the second steel sheet 91 is less than or equal to 0.4TD1, ensuring that the tire does not experience additional rolling resistance due to excessive steel sheet height when it contacts the ground. Simultaneously, by placing multiple second steel sheets 91 on the central tread block 10 and dividing the central tread block 10 into multiple sub-central tread blocks, and ensuring that the length of each sub-central tread block is greater than or equal to 1.3 times W, the tire's contact patch shape is optimized, resulting in a more uniform stress distribution when the tire contacts the ground, thereby reducing localized wear and extending tire life.

[0043] like Figure 1 As shown, the third steel sheet group 90 is disposed on the central tread block 10. The third steel sheet group 90 includes a plurality of second steel sheets 91 spaced circumferentially along the tire tread structure. The second steel sheets 91 are positioned at a third angle C with the tire's center plane CS, where the third angle C is greater than or equal to 70°. The thickness of the second steel sheets 91 is less than or equal to 1 mm, and the height of the second steel sheets 91 is less than or equal to 0.4TD1. The two ends of each second steel sheet 91 are connected to the cylinders 612 of two first steel sheets 61, respectively. The plurality of second steel sheets 91 divide the central tread block 10 into multiple sub-central tread blocks. The width of the central tread block 10 is W, and the length of each sub-central tread block is greater than or equal to 1.3W.

[0044] Optionally, along the direction from the outer circumferential surface of the tire to its central axis, the width TW3 of the first circumferential groove 50 gradually decreases and is greater than or equal to 8 mm; the depth TD4 of the first circumferential groove 50 is less than or equal to 0.8TD1; and / or, the width TW1 of the second circumferential groove 70 is less than or equal to 0.8TW3, the second circumferential groove 70 includes a bottom groove section 71, an enlarged diameter groove section 72, and a straight groove section 73 connected in sequence, the bottom of the bottom groove section 71 is an arc-shaped surface, the groove wall is two parallel surfaces arranged opposite each other, and the groove depth of the bottom groove section 71 is greater than or equal to 2 mm and less than or equal to 3 mm; along the direction from the bottom groove section 71 to the straight groove section 73, the width of the enlarged diameter groove section 72 gradually increases. The groove depth TD3 of the straight groove section 73 is greater than or equal to 3 mm and less than or equal to 5 mm; and / or, each first shoulder pattern block 30 and its corresponding second shoulder pattern block 40 have a third circumferential groove 100, the third circumferential groove 100 is a straight groove, the bottom of the straight groove is an arc surface, the groove width TW6 of the straight groove is less than or equal to 2 mm, and the ratio of the diameter of the arc surface to the groove width TW6 of the straight groove is greater than or equal to 1.0 and less than or equal to 1.4; a rectangular block 110 is set at a distance of one pitch of a central pattern block 10 within the third circumferential groove 100, the thickness TD5 of the rectangular block 110 is greater than or equal to 1 mm; the groove depth of the third circumferential groove 100 is less than or equal to 0.8TD1. Thus, the width TW3 of the first circumferential groove 50 gradually decreases along the outer circumference of the tire towards the central axis, but always remains within a range greater than or equal to 8mm. This gradual groove width design can efficiently guide water flow, quickly draining water in front of the tire to the tire sidewall, reducing water film formation, and improving wet grip and braking performance. The groove depth TD4 of the first circumferential groove 50 is less than or equal to 0.8TD1, ensuring the tire's drainage capacity during wear, maintaining good wet road surface performance even when the tread depth decreases. At the same time, the above-mentioned design of the second circumferential groove 70 can improve drainage efficiency. The straight groove section 73 provides a stable drainage channel, ensuring that the tire can quickly remove accumulated water at high speeds, improving wet handling safety.

[0045] In this embodiment, along the direction from the outer circumferential surface of the tire to its central axis, the width TW3 of the first circumferential groove 50 gradually decreases and is greater than or equal to 8 mm; the depth TD4 of the first circumferential groove 50 is less than or equal to 0.8TD1. The width TW1 of the second circumferential groove 70 is less than or equal to 0.8TW3. The second circumferential groove 70 includes a bottom groove section 71, an enlarged diameter groove section 72, and a straight groove section 73 connected in sequence. The bottom of the bottom groove section 71 is an arc-shaped surface, and the groove wall consists of two parallel surfaces arranged opposite to each other. The depth of the bottom groove section 71 is greater than or equal to 2 mm and less than or equal to 3 mm. Along the direction from the bottom groove section 71 to the straight groove section 73, the width of the enlarged diameter groove section 72 gradually increases, and the depth TD3 of the straight groove section 73 is greater than or equal to 3 mm and less than or equal to 5 mm. Each first shoulder patterned block 30 has a third circumferential groove 100 between it and its corresponding second shoulder patterned block 40. The third circumferential groove 100 is a straight groove with an arc-shaped bottom. The groove width TW6 of the straight groove is less than or equal to 2 mm. The ratio of the diameter of the arc-shaped surface to the groove width TW6 of the straight groove is greater than or equal to 1.0 and less than or equal to 1.4. A rectangular block 110 is set at intervals of one pitch of a central patterned block 10 within the third circumferential groove 100. The thickness TD5 of the rectangular block 110 is greater than or equal to 1 mm. The groove depth of the third circumferential groove 100 is less than or equal to 0.8TD1.

[0046] Specifically, the combination of the arc-shaped surface design within the third circumferential groove 100 and the straight groove section effectively disperses the stress when the tire contacts the ground, preventing tire damage caused by stress concentration and improving tire durability. Simultaneously, a rectangular block 110 is placed within the third circumferential groove 100 at intervals of 10 pitches from every central tread block. The design of this rectangular block 110, with a thickness TD5 greater than or equal to 1 mm, helps to maintain drainage performance while enhancing the connection strength between adjacent tread blocks, reducing tread block deformation and uneven wear, and improving tire handling stability and overall rigidity.

[0047] This application also provides a tire, including the tire tread structure described above.

[0048] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0049] By setting a specific relationship between the first circumferential groove and the first shoulder tread block and crown tread block—that is, the first distance TW4 and the groove width TW3 of the first circumferential groove satisfy the condition 0.5TW3 < TW4 ≤ 0.6TW3—the stress distribution during tire contact with the ground is effectively altered. During tire-ground contact, the radial pressure on the first shoulder tread block is dispersed due to the presence of the first circumferential groove, especially during steering or when encountering lateral forces. By adjusting the first distance TW4 to occupy a reasonable proportion of the first circumferential groove width, it ensures that the first shoulder tread block does not concentrate excessively on one side when under stress, but rather distributes the stress more evenly to the crown and the first circumferential groove area. This reduces uneven wear in the shoulder area, solves the problem of uneven shoulder wear affecting tire life in existing technologies, extends tire life, and reduces performance degradation caused by uneven wear. Meanwhile, the presence of the first circumferential groove not only helps with drainage, reduces the water film effect, and improves the safety of wetland handling, but also reduces the friction generated by the tire contacting the ground during rolling by its intermittent distribution on the ground surface, thereby reducing rolling resistance.

[0050] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0051] 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.

[0052] 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.

[0053] The above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire tread structure, characterized in that, include: Central patterned block (10); Two crown pattern blocks (20) are located on either side of the middle pattern block (10); Two first shoulder pattern blocks (30) are provided in a one-to-one correspondence with the two crown pattern blocks (20), and each crown pattern block (20) is located between its corresponding first shoulder pattern block (30) and the middle pattern block (10); Two second shoulder pattern blocks (40) are provided in a one-to-one correspondence with two first shoulder pattern blocks (30), and each first shoulder pattern block (30) is located between its corresponding second shoulder pattern block (40) and its corresponding crown pattern block (20); Each of the first shoulder pattern blocks (30) and its corresponding crown pattern block (20) has a first circumferential groove (50). The edge of the first shoulder pattern block (30) near the middle pattern block (10) has a first distance TW4 between it and the center surface CS1 of the first circumferential groove (50). The first distance TW4 and the groove width TW3 of the first circumferential groove (50) satisfy the following condition: 0.5TW3<TW4≤0.6TW3.

2. The tire tread structure according to claim 1, characterized in that, The width ratio of each of the first shoulder pattern blocks (30) to the width of the middle pattern block (10) is greater than or equal to 1.00 and less than or equal to 1.25; and / or, The width of each of the second shoulder pattern blocks (40) is less than or equal to 0.5 times the width of the middle pattern block (10).

3. The tire tread structure according to claim 1, characterized in that, The tire tread structure also includes: The first steel sheet group (60) includes a plurality of first steel sheets (61) arranged circumferentially along the tire tread structure. Each first steel sheet (61) includes a body (611) and a cylinder (612) connected to each other. The cylinder (612) is disposed on one side of the body (611). Wherein, the first steel sheet group (60) is disposed on the central patterned block (10), and at least one cylindrical part (612) of the first steel sheet (61) is disposed near the center surface of the central patterned block (10); and / or, The first steel sheet (61) is disposed on at least one of the crown pattern blocks (20), and the cylinder (612) of at least one first steel sheet (61) is disposed near the center surface of the crown pattern block (20); and / or, The first steel sheet (61) is disposed on at least one first shoulder patterned block (30), and the cylinder (612) of at least one first steel sheet (61) is disposed near the center surface of the first shoulder patterned block (30).

4. The tire tread structure according to claim 3, characterized in that, The body (611) of each of the first steel sheets (61) is positioned at a first included angle A with the center plane of the tire, the first included angle A being greater than or equal to 70°; and / or, The thickness of the body (611) of each of the first steel sheets (61) is less than or equal to 1 mm; and / or, The length TW2 of each of the first steel sheets (61) is less than or equal to 4 mm; and / or, The height TD2 of each of the first steel plates (61) and the groove depth TD1 of the first circumferential groove (50) satisfy the following condition: TD2≥0.6TD1.

5. The tire tread structure according to claim 3, characterized in that, The first shoulder tread block (30) is provided with a first groove group (31), the first groove group (31) including a plurality of first steel sheet mounting grooves (311) arranged circumferentially along the tire tread structure, the plurality of first steel sheet mounting grooves (311) being provided one-to-one with a plurality of first steel sheets (61) in a first steel sheet group (60); and / or, Two second groove groups (21) are provided on the crown tread block (20). Each second groove group (21) includes a plurality of second steel sheet mounting slots (211) arranged circumferentially along the tire tread structure. The plurality of second steel sheet mounting slots (211) are arranged one-to-one with a plurality of first steel sheets (61) in a first steel sheet group (60). A second circumferential groove (70) is provided between each crown tread block (20) and the middle tread block (10). One second groove group (21) is connected to the first circumferential groove (50), and the other second groove group (21) is connected to the second circumferential groove (70); and / or, Two third groove groups (11) are provided on the central tread block (10). Each third groove group (11) includes multiple third steel sheet mounting grooves (111) arranged circumferentially along the tire tread structure. The multiple third steel sheet mounting grooves (111) are arranged one-to-one with multiple first steel sheets (61) in a first steel sheet group (60). Each crown tread block (20) has a second circumferential groove (70) between it and the central tread block (10). The two third groove groups (11) are arranged one-to-one with the two second circumferential grooves (70). Each third groove group (11) is connected to its corresponding second circumferential groove (70).

6. The tire tread structure according to claim 5, characterized in that, Each first steel plate mounting groove (311) has a communication opening that communicates with the first circumferential groove (50), and at least one of the first steel plate mounting grooves (311) has a first chamfer (312) at its communication opening, the length of the first chamfer (312) along the central axis of the tire being less than or equal to 3 mm; and / or, the depth of the first chamfer (312) being greater than or equal to 0.7TD1; and / or, Each second steel plate mounting groove (211) has a communication opening that communicates with the first circumferential groove (50) or the second circumferential groove (70). At least one of the second steel plate mounting grooves (211) has a second chamfer (212) at its communication opening. The length of the second chamfer (212) along the central axis of the tire is less than or equal to 3 mm; and / or, the depth of the second chamfer (212) is greater than or equal to 0.7TD1; and / or, Each third steel plate mounting groove (111) has a communication port communicating with the second circumferential groove (70), and at least one of the third steel plate mounting grooves (111) is provided with a third chamfer (112) at the communication port, the length of the third chamfer (112) along the central axis of the tire is less than or equal to 3 mm; and / or, the depth of the third chamfer (112) is greater than or equal to 0.7TD1.

7. The tire tread structure according to claim 3, characterized in that, The tire tread structure also includes: The second steel sheet group (80) is disposed on at least one of the crown tread blocks (20), and the second steel sheet group (80) includes a plurality of bent steel sheets (81) arranged circumferentially along the tire tread structure. Wherein, the bent steel sheet (81) is set at a second included angle B with the center plane CS of the tire, the second included angle B being greater than or equal to 45° and less than or equal to 85°; and / or, The thickness of the bent steel sheet (81) is less than or equal to 1 mm; and / or, The height of the bent steel sheet (81) is less than or equal to 0.4TD1; and / or, Each of the bent steel sheets (81) is connected at both ends to the cylinders (612) of the two first steel sheets (61), and the multiple bent steel sheets (81) divide the crown pattern block (20) into multiple sub-crown pattern blocks; wherein, the width of the middle pattern block (10) is W, and the length of each sub-crown pattern block is greater than or equal to 1.3W.

8. The tire tread structure according to claim 3, characterized in that, The tire tread structure also includes: The third steel sheet group (90) is disposed on the central tread block (10), and the third steel sheet group (90) includes a plurality of second steel sheets (91) arranged circumferentially along the tire tread structure. Wherein, the second steel sheet (91) is positioned at a third included angle C with the center plane CS of the tire, the third included angle C being greater than or equal to 70°; and / or, The thickness of the second steel sheet (91) is less than or equal to 1 mm; and / or, The height of the second steel sheet (91) is less than or equal to 0.4TD1; and / or, Each of the second steel sheets (91) is connected at both ends to the cylinders (612) of the two first steel sheets (61), and the multiple second steel sheets (91) divide the central patterned block (10) into multiple sub-central patterned blocks; the width of the central patterned block (10) is W, and the length of each sub-central patterned block is greater than or equal to 1.3W.

9. The tire tread structure according to claim 1 or 4, characterized in that, Along the direction from the outer circumferential surface of the tire to its central axis, the groove width TW3 of the first circumferential groove (50) gradually decreases and is greater than or equal to 8 mm; the groove depth TD4 of the first circumferential groove (50) is less than or equal to 0.8TD1; and / or, The width TW1 of the second circumferential groove (70) is less than or equal to 0.8TW3. The second circumferential groove (70) includes a bottom groove section (71), an enlarged diameter groove section (72), and a straight groove section (73) connected in sequence. The bottom of the bottom groove section (71) is an arc-shaped surface, and the groove wall consists of two parallel surfaces arranged opposite each other. The groove depth of the bottom groove section (71) is greater than or equal to 2 mm and less than or equal to 3 mm. Along the direction from the bottom groove section (71) to the straight groove section (73), the width of the enlarged diameter groove section (72) gradually increases, and the groove depth TD3 of the straight groove section (73) is greater than or equal to 3 mm and less than or equal to 5 mm. And / or, Each of the first shoulder patterned blocks (30) and its corresponding second shoulder patterned block (40) has a third circumferential groove (100). The third circumferential groove (100) is a straight groove with an arc-shaped bottom. The groove width TW6 of the straight groove is less than or equal to 2 mm. The ratio of the diameter of the arc-shaped surface to the groove width TW6 of the straight groove is greater than or equal to 1.0 and less than or equal to 1.

4. A rectangular block (110) is set in the third circumferential groove (100) at intervals of one pitch of the middle patterned block (10). The thickness TD5 of the rectangular block (110) is greater than or equal to 1 mm. The groove depth of the third circumferential groove (100) is less than or equal to 0.8TD1.

10. A tire, characterized in that, The tire tread structure includes any one of claims 1 to 9.

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