CN112248720A

CN112248720A - High-control low-noise pneumatic tire

Info

Publication number: CN112248720A
Application number: CN202011059039.2A
Authority: CN
Inventors: 余苗苗; 李兵; 田宇; 夏勤; 杨申
Original assignee: Anhui Giti Radial Tire Co Ltd
Current assignee: Anhui Giti Radial Tire Co Ltd
Priority date: 2020-09-30
Filing date: 2020-09-30
Publication date: 2021-01-22
Anticipated expiration: 2040-09-30
Also published as: CN112248720B

Abstract

The invention discloses a high-steering low-noise pneumatic tire, which relates to the field of pneumatic tires and comprises a tire body, wherein the tire body comprises a tire tread, the tire tread is divided into a plurality of block-shaped patterns by grooves which are arranged on the tire tread along the circumferential direction and the axial direction of the tire, the tire is simple in structure, a group of convex blocks are arranged in the circumferential grooves on the inner side and the outer side along the radial direction of the tire, the width, the depth and the number of the convex blocks are limited in a parameter range, meanwhile, the tire tread is designed by adopting asymmetric patterns, the transverse grooves on the crown part of the tire tread are all in a combined mode of a chamfer and a fine groove, and the chamfer and the fine groove are limited in the parameter range, so that the relationship among various performances of the tire can be effectively balanced, and the tire can simultaneously have excellent wet land, noise performance, steering stability and.

Description

High-control low-noise pneumatic tire

Technical Field

The invention relates to the field of pneumatic tires, in particular to a high-control low-noise pneumatic tire.

Background

As the amount of passenger cars used continues to increase, the use environments to which vehicles are required to cope become more complex, and thus various performances of tires are required to be more and more severe, and thus, the design of tire patterns is required to take into consideration not only safety, wet performance, noise, and other performances, but also the aesthetic appearance of tires. As is well known, in terms of the wet performance of a tire, the wet performance is generally improved by increasing the width and number of circumferential and lateral sipes and increasing the sea-land ratio of the pattern. Doing so in one go, however, can have an impact on other properties, such as noise, safety, wear, etc.

Aiming at the background problem, the conventional design method improves the noise performance of the tire by designing two ends of a tire pattern groove not to be communicated with a circumferential groove, designing three sections of grooves of a tire shoulder pattern transverse groove, designing sections of the pattern transverse groove and optimizing and dislocating pattern blocks, and adopting a special groove pattern for the transverse groove; in wet land drainage, the width and number of circumferential grooves are generally increased, and both dry land and wet land performance of a tire are achieved by providing circumferential sipes on the outer side of a tread, providing a plurality of tread grooves intersecting the circumferential sipes on the tread, providing circumferential offset between lateral grooves, and the like.

Through the improvement of above-mentioned many places to tire surface, current product can't realize all can reaching reasonable collocation's effect between each main performance of tire, for example: the closing device is added at the bottom of the circumferential groove, the groove design can weaken the noise generated by pattern resonance in the main groove, but the influence of the whole tire pattern on other performances (such as wet land drainage performance, other noise generated by air pump effect and the like) and the service life of the tire are not considered; the continuous ribs are added into the wide circumferential groove, noise generated by air pipe resonance can be reduced through the design, the damage probability of high-speed patterns is reduced through the design that the small bulges are added to the bottom of the wide groove, the service life can be prolonged, and the wetland drainage performance of the tire is reduced when the tire is worn to a certain stage. Therefore, it is necessary to further improve the surface pattern of the tire by comprehensively considering the above-mentioned various properties of the tire.

Disclosure of Invention

The invention aims to provide a high-steering low-noise pneumatic tire, which adopts the design of a notch and a narrow groove in the radial direction of the tire in the transverse grooves on the inner side and the outer side of the tire, and adopts a plurality of convex designs in the wide grooves in the circumferential direction of the tire in a grounding way, and solves the problems in the background technology by reasonably configuring the design parameters.

In order to achieve the purpose, the invention provides the following technical scheme:

a high-control low-noise pneumatic tire comprises a tire body, wherein the tire body comprises a tire tread, the tire tread is divided into a plurality of block-shaped patterns by grooves which are arranged on the tire tread along the circumferential direction and the axial direction of the tire, the block-shaped patterns sequentially comprise an inner shoulder block, an inner central block, a middle block, an outer central block and an outer shoulder block from the inner side to the outer side of the tire along the axial direction of the tire,

the tire circumference slot outwards includes first shoulder circumference groove, first central circumference groove, second central circumference groove and second shoulder circumference groove in proper order along the tire axial, first central circumference groove and second central circumference groove are enclosed by the relative lateral wall face of a pair of direction and the groove bottom wall face of extending along tire circumference, the fixed connection has the multiunit to fall the piece of making an uproar on the groove bottom wall face, fall the piece of making an uproar and comprise a plurality of S type lugs that are parallel to each other, adjacent arch squints each other along tire circumference, the lug is including the first bellying that is close to inboard central block, the third bellying that is close to the intermediate block and the second bellying of connecting first bellying and third bellying.

As a further scheme of the invention: the radial distance between the end point of the first protruding piece close to the central block and the tread is L3, half of the radial length of the second protruding piece is L2, the radial length of the third protruding piece is L1 as the same as the radial length of the first protruding piece, the total length of the first central circumferential groove and the second central circumferential groove which are cut and unfolded along the width direction of the tire is L, and the L1, the L2, the L3 and the L satisfy the following conditions: l1+ L2+ L3 is 1/2L, L1+ L2 is not less than L3 is not more than 9, L1 is not less than 1.5m and not more than 2.0mm, and L1 is not less than L2.

As a further scheme of the invention: the tire transverse groove outwards includes first shoulder transverse groove, first central transverse groove, first middle transverse groove, second central transverse groove and second shoulder transverse groove in proper order along the tire axial, and above-mentioned tire transverse groove all is array distribution along tire circumference just transverse groove and second middle transverse groove along tire circumference crisscross distribution, transverse groove and second middle transverse groove are parallel to each other and continuous distribution in tire width direction in the middle of the first.

As a further scheme of the invention: first shoulder transverse groove and second shoulder transverse groove all include fine deep groove, fine shallow groove and shoulder incision in proper order to the direction that is close to middle transverse groove, first steel sheet stria has all been seted up between two arbitrary first middle transverse grooves that distribute along tire axial array, second steel sheet stria has all been seted up between two arbitrary second central authorities transverse grooves that distribute along tire axial array, has all seted up the third steel sheet stria between two arbitrary second middle transverse grooves that distribute along tire axial array, first steel sheet stria, second steel sheet stria and third steel sheet span two kinds of decorative pattern festival wantonly and set up one.

As a further scheme of the invention: a notch is arranged between any two adjacent second central transverse grooves, the outer central block extends from the notch inwards along the radial direction of the tire to form a transverse thin groove, and the transverse thin groove stretches across any two pattern sections.

As a further scheme of the invention: the noise reduction piece is H along the radial height of the tire, the radial depth of the first central circumferential groove and the second central circumferential groove along the tire is DH, and the radial depth satisfies the following conditions between H and DH: h is more than or equal to 2 percent and less than or equal to 6 percent.

As a further scheme of the invention: the range of lug along tire circumference width W is 0.15mm-0.5mm, first protruding piece forms contained angle a with tire width direction, the second protruding piece forms contained angle beta with the central line of groove bottom wall, and the angle of a, beta is unanimous, and both angle ranges are 10-20.

As a further scheme of the invention: the noise reduction piece is composed of a plurality of S-shaped lugs which are parallel to each other, the noise reduction body comprises 8-14 lugs, adjacent lugs are mutually offset along the circumferential direction of the tire, the offset distance is G, the distance between one group of noise reduction piece and the other group of noise reduction piece which is adjacent along the circumferential direction of the tire is GD, and the G and the GD meet the following conditions: the G is more than or equal to GD and more than G, and the range of the G is between 1.5mm and 4.5 mm.

As a further scheme of the invention: the surface of the bump is provided with a concave surface.

Compared with the prior art, the invention has the beneficial effects that: the tire tread is designed by adopting asymmetric patterns, the transverse grooves at the crown part of the tire tread are all in a combination mode of the chamfer and the thin groove, and the parameter ranges of the chamfer and the thin groove are limited, so that the relationship among various performances of the tire can be effectively balanced, and the tire can simultaneously have excellent wet land, noise performance, control stability and safety performance.

Drawings

FIG. 1 is a schematic view of the overall structure of a tire tread;

FIG. 2 is a partial view of a first central circumferential groove of a tire;

FIG. 3 is a schematic cross-sectional view taken at A-A1 of FIG. 1;

FIG. 4 is a schematic cross-sectional view taken at B-B1 of FIG. 2;

FIG. 5 is a schematic view of the structure of a raised portion of a first central circumferential groove of a tire;

FIG. 6 is a schematic partial structural view of a first central circumferential groove of a tire;

fig. 7 is a schematic cross-sectional view at C-C1 of fig. 6.

In the figure: 10-inner shoulder block, 20-outer center block, 30-middle block, 40-outer center block, 50-outer shoulder block, 61-first shoulder circumferential groove, 62-first center circumferential groove, 63-second center circumferential groove, 64-second shoulder circumferential groove, 71-first shoulder transverse deep groove, 72-first shoulder transverse shallow groove, 73-first center transverse groove, 74-first middle transverse groove, 75-second center transverse groove, 76-second shoulder transverse groove deep groove, 77-second shoulder transverse groove shallow groove, 78-middle second transverse groove, 79-second shoulder transverse groove, 81-first thin groove, 82-second steel sheet thin groove, 83-third steel sheet thin groove, 91-notch, 92-thin groove, steel sheet, etc, 93-shoulder cut, 101-first central circumferential groove middle lobe, 102-second central circumferential groove middle lobe, 103-first central circumferential groove side wall, 104-second central circumferential groove side wall, 105-groove bottom wall, 106-second central circumferential groove bottom wall, 107-first central circumferential groove bottom lobe middle concave, 108-second central circumferential groove bottom lobe middle concave.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, in an embodiment of the present invention, a high steering and low noise pneumatic tire includes a tire body including a tire tread, a tire is formed on the tire tread, circumferential and axial grooves divide the tire tread into a plurality of block patterns, the block patterns sequentially include an inner shoulder block 10, an inner center block 20, a middle block 30, an outer center block 40, and an outer shoulder block 50 from the inner side to the outer side of the tire in the axial direction of the tire, the tire axial grooves sequentially include a first shoulder circumferential groove 61, a first central circumferential groove 62, a second central circumferential groove 63, and a second shoulder circumferential groove 64 from the inner side to the outer side of the tire in the axial direction of the tire, the tire lateral grooves sequentially include a first shoulder lateral groove, a first central lateral groove 73, a first middle lateral groove 74, a second middle lateral groove 78, a second central lateral groove 75, and a second shoulder lateral groove from the outer side to the outer side of the tire in the axial direction of the tire, the tire transverse grooves are distributed in an array along the tire circumferential direction, and the first intermediate transverse grooves 74 and the second intermediate transverse grooves 78 are distributed in a staggered manner along the tire circumferential direction. In order to improve the control stability, the noise performance and the durability of the tire, the overall pattern of the tire tread adopts an asymmetric pattern design.

A cut 91 is provided between any adjacent two of said first central transverse grooves 73 in the inboard center block 20 from which extend transverse slots 92 radially inwardly of the tire, and one transverse slot is provided across any two tread sectors, including a radially R outer portion in fluid communication with a radially R inner portion, that is: the cutout 91 and the lateral fine groove 92 communicate with each other in the radial direction R;

the direction of the first shoulder transverse groove close to the first middle transverse groove 74 sequentially comprises a first shoulder transverse deep groove 71, a first shoulder transverse shallow groove 72 and a shoulder cut 93, and the direction of the second shoulder transverse groove close to the first middle transverse groove 74 sequentially comprises a second shoulder transverse deep groove 76, a second shoulder transverse shallow groove 77 and a shoulder cut 93, wherein the deep grooves are partial grooves on the sides of the first shoulder transverse groove and the second shoulder transverse groove close to the ground terminal, and the shallow grooves are partial grooves on the sides of the first shoulder transverse groove (the second shoulder transverse groove) close to the first shoulder circumferential groove 61 (the second shoulder circumferential groove 64).

A cut 91 is provided between any adjacent two of the second central transverse grooves 75 in the outer center block 20, from which a transverse slot 92 extends radially inwardly of the tire, and one transverse slot is provided across any two tread segments, the shoulder cut 91 extending in the tire width direction and including a radially outer portion, which is in fluid communication with the radially inner portion; the transverse groove and the first shoulder transverse deep groove 71 are parallel to each other and have certain continuity in the width direction of the tire, and the drainage performance of the tire is effectively improved. The first shoulder transverse groove and the first central transverse groove 73 are designed by soft curves, so that the driving comfort of the vehicle is effectively ensured. The shoulder transverse groove is designed by adopting a reasonable combination of a deep groove and a shallow groove, so that the noise performance of the tire is improved; meanwhile, the rigidity of the shoulder pattern blocks is ensured, the deformation of the pattern blocks is reduced, the stability of the car tire in turning is indirectly improved, and partial abrasion can be avoided; the matching design between the cut 91 and the narrow groove 92 avoids that a large amount of foreign matters are accumulated in the groove to block the groove in the running process of the tire, and the groove depth is reduced when the tire is worn to a certain degree, so that the traction force is reduced, and the dry driving and braking performance of the tire can be reduced.

As shown in fig. 1, the tread pattern middle block 30 is provided with a middle first transverse groove 74 and a middle second transverse groove 78 which are distributed in a staggered manner in the circumferential direction C, the middle first transverse groove 74 and the first central transverse groove 73 have a certain continuity with each other, the middle second transverse groove 78 and the second central transverse groove 75 have a certain continuity with each other, and the tread pattern middle block has a certain continuity in the tire width direction, so that the tread rigidity of the middle block 30 is effectively ensured, and the high-speed linear stability of the tire is effectively improved.

The first steel sheet fine groove 81 is formed between any two first middle transverse grooves 74 distributed along the axial direction of the tire, the second steel sheet fine groove 82 is formed between any two second central transverse grooves 75 distributed along the axial direction of the tire, the third steel sheet fine groove 83 is formed between any two second middle transverse grooves 78 distributed along the axial direction of the tire, the steel sheet fine groove is designed to be used for enhancing the water film penetrating capacity of the tire on a wet and slippery road surface, the wet land gripping force of the tire is improved, the running safety of the tire is guaranteed, the first steel sheet fine groove 81, the second steel sheet fine groove 82 and the third steel sheet fine groove 83 span any two patterns and are placed in the middle, and the two transverse groove distances respectively located at intervals in the circumferential directions of PA, PB and PC are placed in the middle. And the unequal distance is determined by the arrangement mode of three different pattern sections of PA, PB and PC in the circumferential direction.

The first central circumferential groove 62 and the second central circumferential groove 63 are each surrounded by a pair of side wall surfaces opposed in the direction and a groove bottom wall surface extending in the tire circumferential direction, the first central circumferential groove 62 is surrounded by a pair of first central circumferential groove side wall surfaces 103 opposed in the direction and a groove bottom wall surface 105 extending in the tire circumferential direction, the second central circumferential grooves 63 are each surrounded by a pair of second central circumferential groove side wall surfaces 104 opposed in the direction of tire axial direction and a second central circumferential groove bottom wall surface 106 extending in the tire axial direction, a plurality of groups of noise reduction pieces are fixedly connected on the wall surface of the groove bottom, each noise reduction piece is composed of a plurality of S-shaped convex blocks which are parallel to each other, adjacent bulges are mutually offset along the circumferential direction of the tire, in the contact area during rolling of the tire, the noise reducing body described above serves to partition the air column generated in the first and second central

circumferential grooves

62 and 63 and the bottom surface for noise reduction purposes.

The noise reduction body comprises 9-13 lugs, the offset distance between the adjacent lugs is G, the distance between one group of noise reduction components and the other group of noise reduction components along the circumferential direction of the tire is GD, and the G and the GD meet the following conditions: the GD is more than or equal to 10G and is not less than G, the range of G is 1.5mm-4.5mm, and the noise reduction pieces of one group and the noise reduction pieces of the other group are arranged in equal intervals in the circumferential direction of the tire and can also be arranged randomly.

When GD equals D, this piece of making an uproar falls belongs to continuous the placing in tire circumferential direction, and the pump gas volume when tire ground connection suddenly increased this moment, can not disperse regional acoustic energy peak value in time to the noise performance of tire is unfavorable, and the water storage capacity reduces to some extent in addition and influences the wetland. When GD > 10G, the quantity that the piece of making an uproar was placed is less this moment, leads to the pump capacity when the tire ground connection to increase, reduces the effect of controlling the trachea sympathetic response to the noise performance of tire is unfavorable, and the reinforcing effect to circumference slot reduces in addition, can not play the effect influence control performance of strengthening rib.

The range of the width W of the lug along the circumferential direction of the tire is 0.15mm-0.5mm, if the width W of the lug along the axial direction of the tire is more than 0.5mm, certain obstruction is formed by water flow passing through the first central circumferential groove 62 or the second central circumferential groove 63, so that the water flow cannot be discharged in time, and the wetland drainage performance is influenced. W is less than 0.3mm, and the width of the bulge is too narrow, so that when air flows pass through the bulge, rubber is easy to deform, the effect of reinforcing the circumferential groove bottom and blocking sound cannot be achieved, and the noise and the durability are not good.

The lug comprises a first protruding piece 201 close to the central block 20, a third protruding piece 203 close to the middle block 30 and a second protruding piece 202 connecting the first protruding piece and the third protruding piece, wherein the radial distance between one end point of the first protruding piece close to the central block and the tread is L3, half of the radial length of the second protruding piece is L2, the radial length of the third protruding piece is L1 as the same as that of the first protruding piece, the total length of the first central circumferential groove and the second central circumferential groove which are cut in a section along the width direction of the tire and are unfolded is L, and the L1, the L2, the L3 and the L meet the following requirements: l1+ L2+ L3 is 1/2L, L1+ L2 is not less than L3 is not more than 9, L1 is not less than 1.5m and not more than 2.0mm, and L1 is not less than L2.

The noise reduction piece is H in the radial direction of the tire, the first central circumferential groove 62 and the second central circumferential groove 63 are DH in the radial direction of the tire, and the radial depth of the noise reduction piece is satisfied with that of the noise reduction piece: h is more than or equal to 2 percent and less than or equal to 6 percent.

Under the condition that the lengths from one ends of the first protruding pieces 201, the second protruding pieces 202 and the first protruding pieces 201 to the tread are unchanged (the radial depth of the tire is constant), when L1+ L2 is greater than L3, the lengths of the protruding blocks arranged in the first central circumferential groove 62 and the second central circumferential groove 63 are too long, the water storage and drainage capacity of the tire is reduced when the tire runs on a wet road surface, the wet performance of the tire is reduced, when L1+ L2 is less than L3, the air pumping quantity of the tire is increased when the tire is grounded, the effect of controlling air pipe resonance is reduced, the noise performance of the tire is unfavorable, the connecting and reinforcing effects on the first central circumferential groove 62 and the second central circumferential groove 63 are reduced, the overall rigidity of the block is possibly caused to be insufficient, the damage probability of a pattern at high speed is reduced, and the service life is shortened.

In the case where the depth of the lug, the first central circumferential groove 62, and the second central circumferential groove 63 is constant (the length is constant), when H > 6% DH, the wet land drainage performance of the circumferential groove when the tire is worn to a certain stage is reduced; when H < 2% DH, the volume of the circumferential groove increases, resulting in an increase in the pumping amount of the circumferential groove when the tire is grounded, which is disadvantageous to the noise of the tire.

The range of the width W of the lug along the circumferential direction of the tire is 0.15mm-0.5mm, if the width W is more than 0.5mm, the water flow passing through the first central circumferential groove 62 (the second central circumferential groove 63) forms certain obstruction, so that the water flow cannot be discharged in time, and the wetland drainage performance is influenced.

The first protruding pieces 201 form an included angle a with the width direction of the tire, the second protruding pieces 202 form an included angle beta with the center line of the groove bottom wall surface 105, the angle range of beta is 10-20 degrees, large-angle areas are formed among a group of protruding blocks, airflow and water flow flowing into the axial grooves can be enabled to flow in and out in a staged mode in the rolling process of the tire, the peak value of regional sound energy is dispersed, and therefore the purpose of noise reduction is achieved.

In order to verify the accuracy of the theoretical derivation result, the invention verifies the following experimental data, and the experimental conditions of the following experiments are as follows: the load is 565kg, the air pressure is 200kPa, the speed is 80Km/h, and the test rim is 8J × 18, wherein the longitudinal water slide test of the tire is carried out, the limit water slide speed of each scheme is recorded, the water slide performance of the tire is judged by the numerical value of the limit water slide speed, and the higher the water slide limit speed of the tire is, the better the water slide performance of the tire is.

	L1+L2(mm)	H/HD(％)	W(mm)	Beta/alpha (degree)	L3	Speed of water skiing	Noise of the single body
								Comparative example	/	/	/	/	/	100	100
Example 1	3	4	0.35	15	9	100	100.2
								Example 2	6	4	0.35	15	6	100.2	100.9
Example 3	9	4	0.35	15	3	100	100.1
								Example 4	6	2	0.35	15	6	99.5	100.3
Example 5	6	6	0.35	15	6	99.2	100.4
								Example 6	6	4	0.35	15	6	100	100.4
Example 7	6	4	0.5	15	6	99.6	100.6
								Example 8	6	4	0.35	10	6	99.7	100.2
Example 9	6	4	0.35	20	6	99.5	100.5

The comparative examples in the above tables are the relevant experimental data obtained in the experiments for the standard tires.

The experimental data results are illustrated in the table by an index based on the value 100, which is the value of the case where the tire has the standard wet performance and noise reduction performance, instead of the value of the case of the tire in the prior art, and in the table, if the hydroplaning speed is higher than the standard score of 100, it is indicated that the tire longitudinal hydroplaning test limit speed is higher than the standard value; if the monomer noise is higher than the standard value of 100, the monomer noise of the tire is higher than the standard value.

In order to further verify the reasonability of the relevant value range, the conclusion is further deduced through a reverse simulation experiment.

Comparative examples 1 and 2 are: keeping the values of H/HD, W and beta in a reasonable range, changing the value of L1+ L2, and taking data out of the range of L1+ L2 to perform a reverse experiment; comparative examples 3 and 4 are: keeping the values of L1+ L2, W and beta in a reasonable range, changing the value of H/HD, and taking data outside the range of H/HD to perform a reverse experiment; comparative examples 5 and 6 are: keeping the values of L1+ L2, H/HD and beta in a reasonable range, changing the value of W, and taking data outside the range of the W in the invention to perform a reverse experiment; comparative examples 7 and 8 are: the values of beta were varied while keeping the values of L1+ L2, W and H/HD within reasonable ranges, and the inverse experiment was performed with data outside the range of beta values in the present invention.

According to the experimental data in the two tables, the following can be analyzed:

1. in the comparison of the experimental data of examples 1, 2, 3 and comparative examples 1 and 2, the values of the H/HD ratio, W and β angle were kept constant, and only the values of L1+ L2 were changed to verify the accuracy of the conclusions theoretically drawn above for the L1+ L2 range. From the experimental data conclusions of examples 1-3, it follows that: when the values of L1+ L2 were 3mm, 6mm and 9mm, the wet performance of the tire was not decreased as compared with the standard tire, whereas the wet performance was better as compared with the tire in which L1+ L2 exceeded 9mm or was less than 3 mm. Compared with the noise of the standard tire and the tire with the L1+ L2 exceeding 9mm or lower than 3mm, the noise performance of the tire is improved to a certain extent.

2. In the comparison of experimental data of examples 4, 5, 6 and comparative examples 3 and 4, only the values of H/HD were changed, keeping the values of L1+ L2, W and β angle constant, to verify the accuracy of the conclusions drawn from the above theory of the H/HD range. From the above five experimental data conclusions, it can be known that: when the H/HD value is 2%, 4% and 6%, the single noise performance of the tire is improved to a certain extent compared with the single noise of a standard tire and a tire with the H/HD ratio exceeding 6% or being lower than 2%. And the value of H/HD was 4%, at which time the wet performance of the tire was not lowered as compared with the standard tire.

3. In the comparison of experimental data of examples 7, 8, 9 and comparative examples 5 and 6, the values of L1+ L2, H/HD and W were kept constant and only the value of β angle was changed to verify the accuracy of the conclusions theoretically drawn on the β angle range described above. From the above five experimental data conclusions, it can be known that: when the value of beta is 10, 15 and 20 degrees, the noise performance of the tire is improved compared with the noise performance of a standard tire and a tire with the value of beta angle exceeding 20 degrees or lower than 10 degrees.

4. Through experimental verification of the relevant data range, the accuracy of the theory can be correspondingly verified, so that the relevant size numerical range in the invention is confirmed and verified through improvement of corresponding sizes of patterns and pattern grooves on the surface of the tire in the prior art and theoretical derivation and experimental data verification, and the inventor can effectively balance the relation among various performances of the tire after the improvement, so that the noise performance, the control stability and the safety performance of the tire can be improved while the wet performance of the tire is considered.

The noise reduction body can be provided with 8-14 convex blocks, if too few sound wave propagation generated by resonance of the first central circumferential groove 62 (the second central circumferential groove 63) is arranged, the sound wave propagation cannot be weakened well through the protrusions, the effect of diffusing wave flow is effectively reduced, and trachea resonance is difficult to control, so that the noise performance is reduced, and in addition, the local rubber volume at the bottom of the groove of the first central circumferential groove 62 (the second central circumferential groove 63) is reduced, so that the reinforcing effect is reduced, and the rigidity and the durability are not influenced well.

Adjacent bulges are mutually offset along the circumferential direction of the tire, the offset distance is G, the distance between one group of noise reduction pieces and the other group of noise reduction pieces along the circumferential direction of the tire is GD, and the G and the GD meet the following condition: the G is 1.5-4.5 mm, and the noise reduction components are arranged in equal parts or in random arrangement with the other noise reduction components in the circumferential direction of the tire.

In order to verify the influence of the number of the protrusions, the distance G between the single group of inner bumps and the distance GD between the bumps of each component on the present invention, the following experimental data are made:

the experimental conditions for the following experiments were: load 565kg, air pressure 200kPa, speed 80Km/h, test rim 8J 18.

In the above experiment, the numbers of the bumps in a single group, the bump pitch G in a single group, and the bump pitch GD in each module are changed while keeping the values of the angles L1+ L2, H/HD, W, and β unchanged, and the experiment proves that:

in the comparison of the experimental data of examples 10, 11, 12 and 13, the values of L1+ L2, H/HD, W and beta angle are kept unchanged, when G is more than or equal to 1.5mm and the number of bosses is 9, the single noise performance of the tire is improved to a certain extent compared with the single noise of a standard tire and a tire with the value of the bump pitch G being less than 1.5mm, the wet performance of the tire is not reduced compared with the standard tire, and the best performance is obtained in example 13.

In the comparison of the experimental data of examples 14, 15, 16 and 17, the values of L1+ L2, H/HD, W and beta angle are kept unchanged, and when G is less than or equal to 4.5mm and the number of bosses is 11, the single noise performance of the tire is improved to a certain extent compared with the single noise of a standard tire and a tire with the value of the bump pitch G being less than 1.5 mm. At this time, the wet performance of the tire was not lowered as compared with the standard tire.

In summary, the embodiments show that, when the values of L1+ L2, H/HD, W and beta angle are kept unchanged, the number of the bosses is between 9 and 11, and G is larger than or equal to 1.5mm and smaller than or equal to 4.5mm, the single noise of the tire is improved, and the wet performance of the tire is not reduced compared with that of a standard tire.

The lug surface is provided with a concave surface, and a single noise reduction body can form a shallow region in the concave groove of the protrusion and a deep region outside the protrusion in the first central circumferential groove 62 (the second central circumferential groove 63), and multi-state resonance is easily generated in the air duct in which a resonance mode corresponding to the concave surface in the protrusion interacts and interferes with a resonance mode corresponding to the groove bottom wall surface 105 of the circumferential groove due to the 2 regions, and when the air flow and water flow of the first central transverse groove 73, the second central transverse groove 75, the first intermediate transverse groove 74 and the second intermediate transverse groove 75 are blocked by the plurality of lugs in the circumferential groove during rolling of the tire, a part of the air flow is diffused into the first central circumferential groove 62 and the second central circumferential groove 63, so that the generation of air tube resonance can be controlled.

The tire tread is designed by adopting asymmetric patterns, the transverse grooves at the crown part of the tire tread are all in a combination mode of the chamfer and the thin groove, and the parameter ranges are limited, so that the relationship among various performances of the tire can be effectively balanced, and the tire can simultaneously have excellent wet land, noise performance, control stability and safety performance.

It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims

1. A high-steering low-noise pneumatic tire comprises a tire body, wherein the tire body comprises a tire tread, the tire tread is divided into a plurality of block-shaped patterns by grooves which are arranged on the tire tread along the circumferential direction and the axial direction of the tire, the block-shaped patterns sequentially comprise an inner shoulder block, an inner central block, a middle block, an outer central block and an outer shoulder block from the inner side to the outer side of the tire along the axial direction of the tire,

the tire circumference slot outwards includes first shoulder circumference groove, first central circumference groove, second central circumference groove and second shoulder circumference groove in proper order along the tire axial, first central circumference groove and second central circumference groove are enclosed by the relative lateral wall face of a pair of direction and the groove bottom wall face of extending along tire circumference, the fixed connection has the multiunit to fall the piece of making an uproar on the groove bottom wall face, fall and make an uproar the piece and constitute by a plurality of S type lugs that are parallel to each other, adjacent lug squints each other along tire circumference, the lug includes the first bellying that is close to inboard central block, is close to the third bellying of intermediate block and connects the second bellying of first bellying and third bellying.

2. A high management low noise pneumatic tire according to claim 1, wherein a radial distance between an end of said first protrusion member near said center block and said tread is L3, a half of a radial length of said second protrusion member is L2, a radial length of said third protrusion member is L1, a total length of said first and second central circumferential grooves taken in a cross section in a tire width direction and developed is L, and L1, L2, L3 and L satisfy: l1+ L2+ L3 is 1/2L, L1+ L2 is not less than L3 is not more than 9, L1 is not less than 1.5m and not more than 2.0mm, and L1 is not less than L2.

3. A high management and low noise pneumatic tire according to claim 1, wherein said lateral grooves of the tire sequentially include a first shoulder lateral groove, a first central lateral groove, a first middle lateral groove, a second central lateral groove and a second shoulder lateral groove outward in the axial direction of the tire, said lateral grooves of the tire are distributed in an array along the circumferential direction of the tire, said first middle lateral groove and said second middle lateral groove are distributed in a staggered manner along the circumferential direction of the tire, and said first middle lateral groove and said second middle lateral groove are parallel to each other and continuously distributed in the width direction of the tire.

4. The high-control low-noise pneumatic tire according to claim 1, wherein the first shoulder transverse groove and the second shoulder transverse groove sequentially comprise a fine deep groove, a fine shallow groove and a shoulder notch in a direction close to the middle transverse groove, a first steel sheet fine groove is formed between any two first middle transverse grooves distributed in the axial array of the tire, a second steel sheet fine groove is formed between any two second middle transverse grooves distributed in the axial array of the tire, a third steel sheet fine groove is formed between any two second middle transverse grooves distributed in the axial array of the tire, and the first steel sheet fine groove, the second steel sheet fine groove and the third steel sheet fine groove are arranged in a manner of crossing any two pattern sections.

5. A high management and low noise pneumatic tire according to claim 1, wherein a cutout is provided between any adjacent two of said second central transverse grooves, said outer central block extends from the cutout radially inwardly of the tire with a transverse slot, and one transverse slot is provided across any two of the ribs.

6. A high management low noise pneumatic tire according to claim 1, wherein said noise reducing member has a height H in the tire radial direction, and said first and second central circumferential grooves have a depth DH in the tire radial direction, and wherein H and DH satisfy: h is more than or equal to 2 percent and less than or equal to 6 percent.

7. A high management and low noise pneumatic tire as claimed in claim 1, wherein said lug has a width W in the circumferential direction of the tire in the range of 0.15mm to 0.5mm, said first projecting member forms an angle a with the width direction of the tire, said second projecting member forms an angle β with the center line of the groove bottom wall surface, and the angles of a and β are identical and both are in the range of 10 ° to 20 °.

8. A high management low noise pneumatic tire according to claim 1, wherein said noise reducing body comprises 8 to 14 lugs, adjacent lugs are offset from each other in the tire circumferential direction by a distance G, and a distance between one set of noise reducing members and another set of noise reducing members adjacent thereto in the tire circumferential direction is GD, and G and GD satisfy: the G is more than or equal to GD and more than G, and the range of the G is between 1.5mm and 4.5 mm.

9. A high management low noise pneumatic tire according to claim 7, wherein said projection surface is provided with a concave surface.