CN107878118B

CN107878118B - Tread pattern structure of spare tire of car

Info

Publication number: CN107878118B
Application number: CN201711177767.1A
Authority: CN
Inventors: 陈秀雄
Original assignee: Cheng Shin Rubber Xiamen Ind Ltd
Current assignee: Cheng Shin Rubber Xiamen Ind Ltd
Priority date: 2017-11-23
Filing date: 2017-11-23
Publication date: 2024-02-09
Anticipated expiration: 2037-11-23
Also published as: CN107878118A

Abstract

The invention discloses a tread pattern structure of a spare tire of a car, wherein a tire tread is provided with a central main groove along the circumferential direction, and two sides of the central main groove are respectively provided with a first tire shoulder main groove and a second tire shoulder main groove along the circumferential direction; the area between the first tire shoulder main groove and the central main groove is a first central grounding area, and the area between the first tire shoulder main groove and the first tire side is a first tire shoulder grounding area; the area between the second tire shoulder main groove and the central main groove is a second central grounding area, and the area between the second tire shoulder main groove and the second tire side is a second tire shoulder grounding area; the radial height of the first central ground contact region is greater than the radial height of the first shoulder ground contact region to form a first radial height drop, and the radial height of the second central ground contact region is greater than the radial height of the second shoulder ground contact region to form a second radial height drop. The invention can lighten the tyre and ensure the drainage performance and the handling performance of the tyre.

Description

Tread pattern structure of spare tire of car

Technical Field

The invention relates to a tread pattern structure of a tire, in particular to a tread pattern structure of a spare tire of a car.

Background

The light weight of the whole car is a development trend of the current market, and the spare tire of the car is placed in the car and used as a spare product, so that the spare tire is low in use frequency, can be used in a short time when an emergency situation is met, and occupies the space of the car. Therefore, the lightweight car spare tire is also one of the choices of the train factories. Further, since weight reduction of a spare tire is also a factor of cost reduction in the tire industry, weight reduction of a spare tire for a passenger car is an important issue in the tire industry at present. In addition, the spare tire of a car is generally smaller in size than the floor tire, and thus, the handling performance and drainage performance thereof are poor.

In the prior art, the means for lightening the spare tire of the car are generally as follows: thinning the tread, reducing the tread width, or reducing the tread pattern Liu Bi, wherein Liu Bi is: the total area of a region of the tread is s and the block area of that region is a, then the ratio of the block area of that region to the total area of that region is referred to as Liu Bi for that region, i.e., liu Bi i=a/s.

The spare tire weight reduction means reduces other service performance of the spare tire: thinning the thickness of tread rubber material leads to shallow groove depth and influences drainage performance; the tread width is reduced, and the ground contact area is also reduced, so that the steering performance of the vehicle is affected; the reduced pattern Liu Bi affects the handling performance of the tire on dry and wet lands.

In view of this, the present invention has been developed to overcome the above-described drawbacks by developing a tread pattern structure for a spare tire for a passenger car.

Disclosure of Invention

The invention aims to provide a tread pattern structure of a spare tire of a car, so as to lighten the tire and ensure the drainage performance and the steering performance of the tire.

In order to achieve the above object, the solution of the present invention is:

the tire tread is provided with a central main groove along the circumferential direction, and two sides of the central main groove are respectively provided with a first tire shoulder main groove and a second tire shoulder main groove along the circumferential direction; the area between the first tire shoulder main groove and the central main groove is a first central grounding area, and the area between the first tire shoulder main groove and the first tire side is a first tire shoulder grounding area; the area between the second tire shoulder main groove and the central main groove is a second central grounding area, and the area between the second tire shoulder main groove and the second tire side is a second tire shoulder grounding area; the radial height of the first central grounding area is larger than that of the first shoulder grounding area to form a first radial height drop, and the radial height of the second central grounding area is larger than that of the second shoulder grounding area to form a second radial height drop;

a tread of the tire forms pattern units along the circumferential direction, and the pattern units comprise a unidirectional drainage ditch group, a diversion ditch group and a bidirectional drainage ditch group; arranging a bidirectional drainage ditch group along the axial direction of the tire tread, wherein the bidirectional drainage ditch group penetrates through the tire tread between the first sidewall and the second sidewall; the first central grounding area and the first shoulder grounding area are respectively axially provided with a diversion trench group and a one-way drainage trench group, the diversion trench group and the one-way drainage trench group are distributed along the circumferential direction of the tire tread, the diversion trench group is positioned at the side of the two-way drainage trench group Zhou Xianghou and is communicated with the central main trench and the first shoulder main trench to the first sidewall, and the one-way drainage trench group is positioned at the circumferential front side of the two-way drainage trench group and is communicated with the first shoulder main trench to the first sidewall; the unidirectional drainage ditch group and the diversion ditch group are axially arranged along the second central grounding area and the second tire shoulder grounding area respectively, the unidirectional drainage ditch group and the diversion ditch group are circumferentially distributed along the tire tread, the unidirectional drainage ditch group is positioned at the circumferential front side of the bidirectional drainage ditch group and communicated with the second tire shoulder main ditch to the second tire side wall, and the diversion ditch group is positioned at the side of the bidirectional drainage ditch group Zhou Xianghou and communicated with the central main ditch and the second tire shoulder main ditch to the second tire side wall.

Further, the radial height of the first central ground region is consistent with the radial height of the second central ground region, and the first radial height drop is the same as the second radial height drop.

Further, the first radial height drop and the second radial height drop are respectively 0.2mm-0.4mm.

Further, the width of the first central ground contact region is consistent with the width of the second central ground contact region, the width of the first shoulder ground contact region is 15% -25% smaller than the width of the first central ground contact region, and the width of the second shoulder ground contact region is 15% -25% smaller than the width of the second central ground contact region.

Further, the one-way drainage ditch group consists of a first one-way drainage ditch and a second one-way drainage ditch; when the unidirectional drainage ditch group is arranged in the first central grounding area and the first tire shoulder grounding area, the first unidirectional drainage ditch and the second unidirectional drainage ditch axially extend to the first tire side along the first central grounding area and the first tire shoulder grounding area in an inclined manner, and the circumferential distance between the first unidirectional drainage ditch and the second unidirectional drainage ditch is gradually increased; when the unidirectional drainage ditch group is arranged in the second central grounding area and the second tire shoulder grounding area, the first unidirectional drainage ditch and the second unidirectional drainage ditch axially extend to the second tire side along the second central grounding area and the second tire shoulder grounding area in an inclined mode, and the circumferential distance between the first unidirectional drainage ditch and the second unidirectional drainage ditch is gradually increased.

Further, a minimum circumferential distance between the first unidirectional drainage ditch and the second unidirectional drainage ditch is 50% -60% of a maximum circumferential distance.

Further, the two sides of the first unidirectional drainage ditch and the second unidirectional drainage ditch are respectively provided with an arc-shaped groove concave to the pattern block, the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm.

Further, the flow guiding groove group consists of a first central flow guiding groove, a second central flow guiding groove, a first tire shoulder flow guiding groove and a second tire shoulder flow guiding groove; when the flow guiding groove group is arranged in the first central grounding area and the first shoulder grounding area, the first central flow guiding groove and the second central flow guiding groove are obliquely arranged along the first central grounding area and are communicated with the central main groove and the first shoulder main groove, the circumferential distance between the first central flow guiding groove and the second central flow guiding groove is gradually increased, the first shoulder flow guiding groove and the second shoulder flow guiding groove are obliquely arranged along the first shoulder grounding area and are communicated with the first shoulder main groove to the first tire side, and the circumferential distance between the first shoulder flow guiding groove and the second shoulder flow guiding groove is gradually increased; when the diversion trench group is arranged in the second central grounding area and the second tire shoulder grounding area, the first central diversion trench and the second central diversion trench are obliquely arranged along the second central grounding area and are communicated with the central main trench and the second tire shoulder main trench, the circumferential distance between the first central diversion trench and the second central diversion trench is gradually increased, the first tire shoulder diversion trench and the second tire shoulder diversion trench are obliquely arranged along the second tire shoulder grounding area and are communicated with the second tire shoulder main trench to the second tire side, and the circumferential distance between the first tire shoulder diversion trench and the second tire shoulder diversion trench is gradually increased.

Further, a minimum circumferential distance between the first central flow guiding groove and the second central flow guiding groove is 50% -60% of a maximum circumferential distance; the minimum circumferential distance between the first shoulder groove and the second shoulder groove is 50% -60% of the maximum circumferential distance.

Further, arc grooves concave to pattern blocks are respectively arranged on two sides of the first central flow guiding groove and the second central flow guiding groove, the maximum transverse width of each arc groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm; the two sides of the first tire shoulder diversion trench and the second tire shoulder diversion trench are respectively provided with an arc-shaped groove concave to the pattern block, the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm.

Further, the bidirectional drainage ditch group is formed by a first bidirectional drainage ditch and a second bidirectional drainage ditch, the first bidirectional drainage ditch and the second bidirectional drainage ditch are respectively arranged along the axial direction of the tire tread in an inclined manner, the circumferential distance between the first bidirectional drainage ditch and the second bidirectional drainage ditch is gradually increased from the central main ditch to the first tire side, and the circumferential distance between the first bidirectional drainage ditch and the second bidirectional drainage ditch is gradually increased from the central main ditch to the second tire side.

Further, a minimum circumferential distance between the first bi-directional drain and the second bi-directional drain is 50% -60% of a maximum circumferential distance.

Further, the two sides of the first bidirectional drainage ditch and the second bidirectional drainage ditch are respectively provided with an arc-shaped groove of the concave pattern block, the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm.

Further, the first central grounding area and the second central grounding area on two sides of the central main groove are respectively divided into cycles of a circumferential large pattern block, a first small pattern block and a second small pattern block by a unidirectional drainage groove group, a diversion groove group and a bidirectional drainage groove group, the area of the large pattern block is larger than that of the first small pattern block and the second small pattern block, and a notch groove is formed in the circumferential edge of the large pattern block.

After the scheme is adopted, the tire tread is provided with the central main groove along the circumferential direction, the two sides of the central main groove are respectively provided with the first tire shoulder main groove and the second tire shoulder main groove along the circumferential direction, the area between the first tire shoulder main groove and the central main groove is a first central grounding area, and the area between the first tire shoulder main groove and the first tire side is a first tire shoulder grounding area; the area between the second tire shoulder main groove and the central main groove is a second central grounding area, and the area between the second tire shoulder main groove and the second tire side is a second tire shoulder grounding area, namely the two tire shoulder main grooves divide the tire tread into the central grounding area and the tire shoulder grounding area, so that the control performance of the dry and wet land is ensured; the radial height of the first central grounding area is larger than that of the first shoulder grounding area to form a first radial height drop, and the radial height of the second central grounding area is larger than that of the second shoulder grounding area to form a second radial height drop, namely, the central grounding area and the shoulder grounding area are arranged to be drop through the shoulder main groove so as to reduce the sizing material of the shoulder grounding area, and therefore the tire is light.

Drawings

FIG. 1 is a tread pattern configuration of the present invention;

FIG. 2 is a schematic view of a tread circumferential main groove configuration of the present invention;

FIG. 3 is a schematic view of A-A' of FIG. 2;

FIG. 4 is a schematic view of a pattern unit in the circumferential direction of the tire tread of the present invention;

FIG. 5 is a schematic view of a one-way drain set configuration;

FIG. 6 is a schematic diagram of a flow channel set configuration;

FIG. 7 is a schematic diagram of a bi-directional drain set configuration;

FIG. 8 is an enlarged schematic view of FIG. 1 at B;

fig. 9 is a view of fig. 8C-C'.

Description of the reference numerals

Center main groove 11 of tire tread 1

First shoulder main groove 12 second shoulder main groove 13

First center ground contact region 14 first shoulder ground contact region 15

Second center ground contact region 16 second shoulder ground contact region 17

First sidewall 21 and second sidewall 22

Pattern unit 3 one-way drain group 31

First one-way drain 311 and second one-way drain 312

First central guide groove 321 of guide groove group 32

Second center guide groove 322 first shoulder guide groove 323

Second shoulder guide channel 324 bidirectional drainage channel group 33

First bi-directional drain 331 and second bi-directional drain 332

Large block 41 notch 411

First small block 42 and second small block 43

An arc-shaped groove 5.

Detailed Description

The invention is described in detail below with reference to the accompanying drawings and specific embodiments.

Referring to fig. 1 to 9, in the tread pattern structure of the spare tire for car disclosed in the present invention, a central main groove 11 is circumferentially disposed on a tire tread 1, and a first shoulder main groove 12 and a second shoulder main groove 13 are circumferentially disposed on both sides of the central main groove 11. The region between the first shoulder main groove 12 and the center main groove 11 is a first center ground contact region 14, and the region between the first shoulder main groove 12 and the first tire side 21 is a first shoulder ground contact region 15. The region between the second shoulder main groove 13 and the center main groove 11 is a second center ground contact region 16, and the region between the second shoulder main groove 13 and the second sidewall 22 is a second shoulder ground contact region 17. Namely, the two tire shoulder main grooves divide the tire tread into a central grounding area and a tire shoulder grounding area, so that the control performance of the dry and wet lands is ensured.

The radial height of the first central ground contact region 14 is greater than the radial height of the first shoulder ground contact region 15 to form a first radial height drop, and the radial height of the second central ground contact region 16 is greater than the radial height of the second shoulder ground contact region 17 to form a second radial height drop, i.e., the central ground contact region and the shoulder ground contact region are set to be in a drop through the shoulder main groove to reduce the weight of the rubber material of the shoulder ground contact region to reduce the weight of the tire. Preferably, the radial heights of the first and second central ground areas 14, 16 are identical, and the first and second radial height drops are the same, and are 0.2mm-0.4mm, respectively.

As shown in fig. 3, the radial height H1 of the second central ground contact area 16 is greater than the radial height H2 of the second shoulder ground contact area 17, so as to form a second radial height drop H, and the jump possibly generated by the second radial height drop H is eliminated through the second shoulder main groove 13, so that the tread has a deeper drainage groove, and the rubber materials of the first shoulder ground contact area 15 and the second shoulder ground contact area 17 are reduced, thereby achieving light weight. The radial height drop H is preferably 0.2mm-0.4mm, the second radial height drop H is not too large, abnormal abrasion of the tread is easily caused by too large, the radial height drop H is not too small, the light weight effect is not obvious when too small, and the design of the first radial height drop is the same.

As shown in fig. 2, the width W1 of the first central ground contact region 14 and the width W1 of the second central ground contact region 16 are preferably the same, the width W2 of the first shoulder ground contact region 15 and the width W2 of the second shoulder ground contact region 17 are preferably 15% -25% smaller than the width W1 of the first central ground contact region 14, and the width W2 of the second shoulder ground contact region 17 is preferably 15% -25% smaller than the width W1 of the second central ground contact region 16, so as to ensure that the ground contact area of the central ground contact region is large, and the dry handling performance of the tire can be ensured.

As shown in fig. 4, the tire tread 1 forms a pattern unit 3 in the circumferential direction, and the pattern unit 3 includes a one-way drainage groove group 31, a diversion groove group 32, and a two-way drainage groove group 33. A bidirectional drainage groove group 33 is provided along the axial direction of the tire tread 1, the bidirectional drainage groove group 33 penetrating the tire tread 1 between the first sidewall 21 and the second sidewall 22, the bidirectional drainage groove group 33 communicating the center main groove 11 and the first shoulder main groove 12 and the second shoulder main groove 13 on both sides thereof.

The first central ground contact area 14 and the first shoulder ground contact area 15 are respectively axially provided with a guide groove group 32 and a unidirectional drainage groove group 31, the guide groove group 32 and the unidirectional drainage groove group 31 are circumferentially distributed along the tire tread 1, the guide groove group 32 is located at a circumferentially rear side (defining the arrow direction of fig. 1, 4, 5, and 6 to a circumferentially front side, and the reverse direction is a circumferentially rear side) of the bidirectional drainage groove group 333 and communicates the central main groove 11 and the first shoulder main groove 12 to the first sidewall 21, and the unidirectional drainage groove group 31 is located at a circumferentially front side of the bidirectional drainage groove group 33 and communicates the first shoulder main groove 12 to the first sidewall 21.

The unidirectional drainage ditch group 31 and the diversion ditch group 32 are respectively axially arranged along the second central grounding area 16 and the second tire shoulder grounding area 17, the unidirectional drainage ditch group 31 and the diversion ditch group 32 are circumferentially distributed along the tire tread 1, and the unidirectional drainage ditch group 31 is positioned at the circumferential front side of the bidirectional drainage ditch group 33 and is communicated with the second tire shoulder main ditch 13 to the second tire side 22; the guide groove set 32 is located on the side of the bi-directional drainage groove set Zhou Xianghou and communicates the central main groove 11 and the second shoulder main groove 13 to the second sidewall 22.

In the circumferential direction, the unidirectional drainage ditch groups 31 are distributed at intervals of the bidirectional drainage ditch groups 33, the unidirectional drainage ditch groups 31 are staggered on two sides of the central main ditch 11 as shown in fig. 4, meanwhile, the unidirectional drainage ditch groups 31 are oppositely provided with the diversion ditch groups 32 in the axial direction, and the layout arrangement ensures the overall drainage property.

The pattern structure is nondirectional, namely the tire is mounted without being separated into left and right wheels and front and rear sides, and the trouble that a user cannot clearly distinguish the tire mounting direction and the tire position due to the uncertain factor that the floor tire of the car damages the tire position can be solved.

As shown in fig. 5, the one-way drain group 31 is composed of a first one-way drain 311 and a second one-way drain 312. When the unidirectional drainage ditch group 31 is disposed in the first central ground contact area 14 and the first shoulder ground contact area 15, the first unidirectional drainage ditch 311 and the second unidirectional drainage ditch 312 extend axially along the first central ground contact area 14 and the first shoulder ground contact area 15 to the first sidewall 21 in an inclined manner, and the circumferential distance between the first unidirectional drainage ditch 311 and the second unidirectional drainage ditch 312 increases gradually, and the whole is distributed in a horn shape with the horn mouth facing the first sidewall 21. When the unidirectional drainage ditch group 31 is arranged in the second central grounding area 16 and the second tire shoulder grounding area 17, the first unidirectional drainage ditch 311 and the second unidirectional drainage ditch 312 axially extend to the second tire side 22 along the second central grounding area 16 and the second tire shoulder grounding area 17 in an inclined manner, the circumferential distance between the first unidirectional drainage ditch 311 and the second unidirectional drainage ditch 312 is gradually increased, and the whole unidirectional drainage ditch 311 and the second tire shoulder grounding area are distributed in a horn shape, and the horn big mouth faces the second tire side 22.

Preferably, the minimum circumferential distance L2 between the first unidirectional drainage ditch 311 and the second unidirectional drainage ditch 312 is 50% -60% of the maximum circumferential distance L1, the minimum circumferential distance L2 is located on the side close to the central main ditch 11, and the maximum circumferential distance L1 is located on the side close to the first sidewall 22 or the second sidewall 22, so as to control the inclination degree of the drainage ditch and ensure drainage performance and handling performance.

As shown in fig. 6, the air guide groove group 32 is composed of a first center air guide groove 321, a second center air guide groove 322, a first shoulder air guide groove 323, and a second shoulder air guide groove 324. When the guide groove group 32 is disposed in the first central ground contact area 14 and the first shoulder ground contact area 15, the first central guide groove 321 and the second central guide groove 322 are disposed axially along the first central ground contact area 14 in an inclined manner and are communicated with the central main groove 11 and the first shoulder main groove 12, and the circumferential distance between the first central guide groove 321 and the second central guide groove 322 is gradually increased, so that the whole guide grooves are distributed in a horn shape and the horn mouth faces the first sidewall 21. The first shoulder guide groove 323 and the second shoulder guide groove 325 are axially arranged along the first shoulder grounding region 15 in an inclined manner and are communicated with the first shoulder main groove 12 to the first sidewall 21, the circumferential distance between the first shoulder guide groove 323 and the second shoulder guide groove 324 is gradually increased, and the whole tire shoulder guide groove is distributed in a horn shape with a horn large mouth facing the first sidewall 21.

When the air guide groove group 32 is disposed in the second central grounding region 16 and the second shoulder grounding region 17, the first central air guide groove 321 and the second central air guide groove 322 are disposed axially along the second central grounding region 16 in an inclined manner and are communicated with the central main groove 11 and the second shoulder main groove 13, and the circumferential distance between the first central air guide groove 321 and the second central air guide groove 322 is gradually increased, and the whole air guide groove is distributed in a horn shape with the horn mouth facing the second sidewall 22. The first shoulder guide groove 323 and the second shoulder guide groove 324 are axially arranged along the second shoulder grounding region 17 in an inclined manner and are communicated with the second shoulder main groove 13 to the second sidewall 22, the circumferential distance between the first shoulder guide groove 323 and the second shoulder guide groove 324 is gradually increased, and the whole tire shoulder guide groove is distributed in a horn shape with a horn large mouth facing the second sidewall 22.

Preferably, the minimum circumferential distance L3 between the first central air guiding groove 321 and the second central air guiding groove 322 is 50% -60% of the maximum circumferential distance L4, and when the air guiding groove group 32 is disposed in the second central ground contact region 16 and the second shoulder ground contact region 17, the side close to the central main groove 11 is the minimum circumferential distance L3, and the side close to the second shoulder main groove 13 is the maximum circumferential distance L4, so as to control the inclination degree of the drainage groove, and ensure drainage performance and handling performance. The minimum circumferential distance L5 between the first shoulder guide groove 323 and the second shoulder guide groove 324 is 50% -60% of the maximum circumferential distance L6, and when the guide groove group 32 is disposed in the second center ground contact region 16 and the second shoulder ground contact region 17, the minimum circumferential distance L5 is on the side close to the second shoulder main groove 13, and the maximum circumferential distance L6 is on the side close to the second sidewall 22. In the present embodiment, the minimum circumferential distance L3 between the first and second center sipes 321 and 322 is greater than the maximum circumferential distance L6 between the first and second shoulder sipes 323 and 324.

The diversion trench group 32 plays a role in diversion and dredging, can reduce the water flow of the unidirectional drainage trench group 31, and is beneficial to solving the problem of poor drainage caused by the lightweight design of thinned tread rubber.

As shown in fig. 1 and 7, the bidirectional drainage ditch group 33 is composed of a first bidirectional drainage ditch 331 and a second bidirectional drainage ditch 332, the first bidirectional drainage ditch 331 and the second bidirectional drainage ditch 332 are respectively provided obliquely along the axial direction of the tire tread 1, the circumferential distance between the first bidirectional drainage ditch 331 and the second bidirectional drainage ditch 332 is gradually increased from the center main ditch 11 to the first tire side 21, and the circumferential distance between the first bidirectional drainage ditch 331 and the second bidirectional drainage ditch 332 is gradually increased from the center main ditch 11 to the second tire side 22. The first bidirectional drainage ditch 331 and the second bidirectional drainage ditch 332 extend from the central main ditch 11 to two sides of the first side wall 21 and the second side wall 22 in an inclined mode, and the first bidirectional drainage ditch 331 and the second bidirectional drainage ditch 332 are in a horn shape on two sides of the central main ditch 11 and are distributed towards the first side wall 21 and the second side wall 22 respectively.

Preferably, the minimum circumferential distance L7 between the first and second bi-directional gutters 331 and 332 is 50% -60% of the maximum circumferential distance L8, and the minimum circumferential distance L7 is located on the side close to the central main gutter 11, and the maximum circumferential distance L8 is located on the side close to the first and second sidewalls 21 and 22. The bidirectional drainage ditch group 33 can further shunt the accumulated water collected in the central main ditch 11, reduce the drainage amount of the tread single side (the arrow in fig. 7 is the direction of water flow), and help to solve the problem of poor drainage caused by the light weight design of the thinned tread rubber.

As shown in fig. 1 and 4, the first and second center ground contact areas 14 and 16 on both sides of the center main groove 11 are divided by the one-way drain groove group 31, the guide groove group 32, and the two-way drain groove group 33, respectively, into cycles forming the circumferential large block 41, the first small block 42, and the second small block 43, which can reduce resonance and ensure handling performance, the large block 41 has an area larger than the first small block 42 and the second small block 43, the circumferential edge of the large block 41 is provided with a notch groove 411, and the notch groove 411 communicates with the center main groove 11, or communicates with the first shoulder main groove 12, or communicates with the second shoulder main groove 13. The notch 411 can break the water film when the water accumulation road surface runs, so that the performance of the wetland is ensured; the notched groove 411 can balance the rigidity of the large block 41, and ensure the steering performance of the tire while being lightweight. The number of the notch slots 411 is generally 2-3, and an excessive number may result in insufficient rigidity of the large block 41, and an excessive number may result in insignificant weight loss effect.

As shown in fig. 1, 6, 7, 8 and 9, the two sides of the first and second center sipes 321 and 322 of the sipe group 32 and the two sides of the first and second shoulder sipes 323 and 324, the two sides of the first and second bidirectional sipes 331 and 332 of the bidirectional sipe group 33, and the two sides of the first and second unidirectional sipes 311 and 312 of the unidirectional sipe group 31 are provided with arc grooves 5 concave toward the blocks, respectively.

The lateral width of the arcuate groove 5 at the edge of the drain is greatest and tapers into the block to a longitudinal groove width of 0, preferably 8mm-12mm, and a maximum longitudinal width D of preferably 3mm-8mm. While the depth of the arc-shaped groove 5 gradually decreases from h to 0 toward the inside of the block from the edge of the drain, as shown in fig. 9 which is a schematic view of the maximum depth h of the arc-shaped groove 5, h is preferably 0.2mm to 0.5mm. The inclined arc-shaped groove 5 can enable the tire to adjust Liu Bi of the tread to improve the control performance along with the change of the load while reducing the weight, is arranged at the edges of two sides of the drainage ditch, is favorable for breaking a water film to ensure the performance of the wetland, and has the advantages that the maximum transverse width D, the maximum longitudinal width D and the maximum depth h are not excessively large, the control performance is not affected due to the fact that the effect of excessively large land ratio adjustment is not obvious, meanwhile, the tire is not excessively small, and the weight reduction effect is not obvious due to excessively small.

The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention.

Claims

1. The tread pattern structure of the spare tire of the car, its characterized in that: the tire tread is provided with a central main groove along the circumferential direction, and two sides of the central main groove are respectively provided with a first tire shoulder main groove and a second tire shoulder main groove along the circumferential direction; the area between the first tire shoulder main groove and the central main groove is a first central grounding area, and the area between the first tire shoulder main groove and the first tire side is a first tire shoulder grounding area; the area between the second tire shoulder main groove and the central main groove is a second central grounding area, and the area between the second tire shoulder main groove and the second tire side is a second tire shoulder grounding area; the radial height of the first central grounding area is larger than that of the first shoulder grounding area to form a first radial height drop, and the radial height of the second central grounding area is larger than that of the second shoulder grounding area to form a second radial height drop;

2. The tread pattern structure of a passenger car spare tire as in claim 1, wherein: the radial height of the first central grounding area is consistent with that of the second central grounding area, and the first radial height drop is the same as the second radial height drop; the first radial height drop and the second radial height drop are respectively 0.2mm-0.4mm.

3. The tread pattern structure of a passenger car spare tire as in claim 1, wherein: the width of the first central grounding area is consistent with that of the second central grounding area, the width of the first shoulder grounding area is consistent with that of the second shoulder grounding area, the width of the first shoulder grounding area is 15% -25% smaller than that of the first central grounding area, and the width of the second shoulder grounding area is 15% -25% smaller than that of the second central grounding area.

4. The tread pattern structure of a passenger car spare tire as in claim 1, wherein: the one-way drainage ditch group consists of a first one-way drainage ditch and a second one-way drainage ditch; when the unidirectional drainage ditch group is arranged in the first central grounding area and the first tire shoulder grounding area, the first unidirectional drainage ditch and the second unidirectional drainage ditch axially extend to the first tire side along the first central grounding area and the first tire shoulder grounding area in an inclined manner, and the circumferential distance between the first unidirectional drainage ditch and the second unidirectional drainage ditch is gradually increased; when the unidirectional drainage ditch group is arranged in the second central grounding area and the second tire shoulder grounding area, the first unidirectional drainage ditch and the second unidirectional drainage ditch axially extend to the second tire side along the second central grounding area and the second tire shoulder grounding area in an inclined mode, and the circumferential distance between the first unidirectional drainage ditch and the second unidirectional drainage ditch is gradually increased.

5. The tread pattern structure of a passenger car spare tire as in claim 4, wherein: the minimum circumferential distance between the first one-way drain and the second one-way drain is 50% -60% of the maximum circumferential distance; arc grooves concave to pattern blocks are respectively formed in two sides of the first unidirectional drainage ditch and the second unidirectional drainage ditch; the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm.

6. The tread pattern structure of a passenger car spare tire as in claim 1, wherein: the flow guiding groove group consists of a first central flow guiding groove, a second central flow guiding groove, a first tire shoulder flow guiding groove and a second tire shoulder flow guiding groove; when the flow guiding groove group is arranged in the first central grounding area and the first shoulder grounding area, the first central flow guiding groove and the second central flow guiding groove are obliquely arranged along the first central grounding area and are communicated with the central main groove and the first shoulder main groove, the circumferential distance between the first central flow guiding groove and the second central flow guiding groove is gradually increased, the first shoulder flow guiding groove and the second shoulder flow guiding groove are obliquely arranged along the first shoulder grounding area and are communicated with the first shoulder main groove to the first tire side, and the circumferential distance between the first shoulder flow guiding groove and the second shoulder flow guiding groove is gradually increased; when the diversion trench group is arranged in the second central grounding area and the second tire shoulder grounding area, the first central diversion trench and the second central diversion trench are obliquely arranged along the second central grounding area and are communicated with the central main trench and the second tire shoulder main trench, the circumferential distance between the first central diversion trench and the second central diversion trench is gradually increased, the first tire shoulder diversion trench and the second tire shoulder diversion trench are obliquely arranged along the second tire shoulder grounding area and are communicated with the second tire shoulder main trench to the second tire side, and the circumferential distance between the first tire shoulder diversion trench and the second tire shoulder diversion trench is gradually increased.

7. The passenger vehicle spare tire tread pattern structure of claim 6, wherein: the minimum circumferential distance between the first central diversion trench and the second central diversion trench is 50% -60% of the maximum circumferential distance; the minimum circumferential distance between the first shoulder flow guiding groove and the second shoulder flow guiding groove is 50% -60% of the maximum circumferential distance; arc grooves concave to pattern blocks are respectively formed in two sides of the first central guide groove and the second central guide groove; the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm; the two sides of the first tire shoulder diversion trench and the second tire shoulder diversion trench are respectively provided with an arc-shaped groove concave to the pattern block, the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm.

8. The tread pattern structure of a passenger car spare tire as in claim 1, wherein: the bidirectional drainage ditch group consists of a first bidirectional drainage ditch and a second bidirectional drainage ditch, the first bidirectional drainage ditch and the second bidirectional drainage ditch are respectively arranged in an inclined mode along the axial direction of the tire tread, the circumferential distance between the first bidirectional drainage ditch and the second bidirectional drainage ditch is gradually increased from the central main ditch to the first tire side, and the circumferential distance between the first bidirectional drainage ditch and the second bidirectional drainage ditch is gradually increased from the central main ditch to the second tire side; the first central grounding area and the second central grounding area on two sides of the central main groove are respectively divided into a cycle of forming a circumferential large pattern block, a first small pattern block and a second small pattern block by a unidirectional drainage groove group, a diversion groove group and a bidirectional drainage groove group, the area of the large pattern block is larger than that of the first small pattern block and the second small pattern block, and a notch groove is formed in the circumferential edge of the large pattern block.

9. The tread pattern structure of a passenger car spare tire as in claim 8, wherein: the minimum circumferential distance between the first bi-directional drain and the second bi-directional drain is 50% -60% of the maximum circumferential distance; arc grooves of concave pattern blocks are respectively formed in two sides of the first bidirectional drainage ditch and the second bidirectional drainage ditch; the maximum transverse width of the arc-shaped groove is 8mm-12mm, and the maximum longitudinal width is 3mm-8mm.

10. The tread pattern structure of a passenger car spare tire as in claim 9, wherein: the arc groove is the biggest and gradually reduces towards the lug in the lateral width of escape canal edge department, reduces to longitudinal groove width and is 0, and in the lug from escape canal edge towards the lug simultaneously, the degree of depth of arc groove reduces gradually to 0.