All-season tire

Abstract

The present invention discloses an all-season tire having a main tread with main grooves, with bead strips formed between adjacent main grooves. The root of the bead strip is connected to the shoulder on one side of the main tread, and the tip of the bead strip extends toward the shoulder on the other side of the main tread. The bead strips are divided into a water-cutting strip, a water-diverting strip, and a water-conducting strip. The tip of the water-cutting strip extends from one side of the circumferential centerline to the other side of the circumferential centerline, and the tips of the water-diverting strip and the water-conducting strip are both flush with the circumferential centerline. The water-cutting strip and the water-diverting strip on the same side of the circumferential centerline are arranged alternately, and a water-conducting strip is provided between any adjacent water-cutting strip and water-diverting strip on the same side of the circumferential centerline. The water-cutting strip and the water-diverting strip on opposite sides of the circumferential centerline are arranged in a one-to-one correspondence, and their tips are clearance-matched. This all-season tire has excellent driving performance on dry land, wet land, and icy and snowy roads.

Description

Technical Field

[0001] The present invention relates to the technical field of all-season tires for vehicles, and in particular to an all-season tire. Background Art

[0002] As the only vehicle component in contact with the ground during normal driving, tire performance has a crucial impact on the vehicle's driving state, as well as various aspects of performance, such as starting, braking, grip, and handling. With increasing user demands for vehicle driving performance and the diverse operating environments of daily vehicles, the demand for all-season tires capable of handling a variety of climate conditions and driving environments throughout the year is also increasing.

[0003] At present, the industry's judgment on the performance of an all-season tire is usually based on a comprehensive assessment of the tire's dry performance, wet performance, snow performance, ice performance, noise, wear, rolling resistance and other aspects. However, with the continuous development of climate change in recent years, the performance requirements for all-season tires in daily vehicle use are no longer limited to their ability to take into account winter ice and snow road conditions, but have put forward higher requirements for the comprehensive performance of all-season tires on dry, wet and ice and snow roads.

[0004] Accordingly, in the current design and development of all-season tires, multiple sipes are incorporated into the tread to enhance snow-holding performance and, in turn, improve driving stability on snow. Furthermore, to ensure good dry-road performance, the contact area of ​​the tread and other areas of the tire is generally increased to improve friction between the tire and the ground, thereby enhancing braking performance on dry roads.

[0005] However, although the above-mentioned existing all-season tire tread design layout can meet the basic working conditions requirements at this stage, in terms of tire structural performance, the increase of sipe patterns will lead to a decrease in the pattern rigidity of the tread and other ground-contacting parts of the all-season tire, thereby causing the handling stability of the all-season tire on dry ground to deteriorate; and if the ground-contacting area of ​​the tread is increased in order to improve the dry ground driving performance of the all-season tire, the effective area of ​​the groove structure such as the sipes on the tread will be reduced, thereby weakening the groove structure on the tread of the all-season tire for discharging ice, snow and rainwater, resulting in a corresponding decrease in the driving performance of the all-season tire on icy and snowy roads and in rainy and snowy weather, which has an adverse effect on the all-season driving performance of the all-season tire.

[0006] In view of this, how to optimize the tread structure layout of all-season tires to improve their driving performance on dry land, wet land and icy and snowy roads is an important technical problem that technical personnel in this field currently need to solve. Summary of the Invention

[0007] The purpose of the present invention is to provide an all-season tire that has excellent driving performance on dry land, wet land and icy and snowy roads.

[0008] To solve the above technical problems, the present invention provides an all-season tire, comprising a main tread extending in a circumferential direction and shoulders located on both sides of the main tread, characterized in that the main tread is provided with a plurality of main grooves extending along the side edges of the main tread to the middle thereof, a bead strip in contact with the ground is formed between two adjacent main grooves, with a circumferential centerline of the main tread as a reference, the main grooves located on the same side of the circumferential centerline being uniformly and parallelly distributed along the circumference of the main tread, and the main grooves located on both sides of the circumferential centerline being staggered and cross-arranged, and the inner ends of two main grooves located on opposite sides of the circumferential centerline and adjacent to each other along the circumference of the main tread intersecting at the middle of the main tread;

[0009] A straight line extending in the axial direction of the tire through any point on the outer end of the centerline of the main groove is used as an axial reference line, and the distance between the centerline of the main groove and the axial reference line increases from the outer end to the inner end of the main groove;

[0010] The root of the tire strip is connected to the shoulder on one side of the main tread, and the tip of the tire strip extends toward the shoulder on the other side of the main tread. The tire strips are divided into water-cutting tire strips, water-dividing tire strips and water-conducting tire strips. The tip of the water-cutting tire strip extends from one side of the circumferential centerline to the other side of the circumferential centerline. The tips of the water-dividing tire strip and the water-conducting tire strip are both flush with the circumferential centerline.

[0011] The water-cutting tread strips and the water-dividing tread strips located on the same side of the circumferential centerline are arranged alternately, and a water-conducting tread strip is provided between any adjacent water-cutting tread strips and water-dividing tread strips located on the same side of the circumferential centerline;

[0012] The water-cutting strips and the water-dividing strips located on the opposite sides of the circumferential centerline are arranged in a one-to-one correspondence and their tips are clearance-matched.

[0013] Preferably, a convex bottom reinforcing rib is connected between the water-cutting strip and the water-dividing strip located on opposite sides of the circumferential center line and corresponding to each other. The top surface of the convex bottom reinforcing rib is higher than the inner wall of the bottom of the main groove and lower than the top outer wall of the water-cutting strip. The side walls of the water-cutting strip, the side walls of the water-dividing strip and the top surface of the convex bottom reinforcing rib form a pressure relief groove connecting the two adjacent main grooves.

[0014] Preferably, the angle between the center line of the bottom of the pressure relief groove and the circumferential center line is 27°~33°.

[0015] Preferably, the tire strip includes an outer extension segment and an inner extension segment arranged and connected in sequence from its root to its tip, the outer extension segment and the inner extension segment are both arc-shaped extension structures, and the ratio of the arc radius of the inner extension segment to the arc radius of the outer extension segment is 0.16~0.25.

[0016] Preferably, a transverse knife groove is recessed on the top outer wall of the tire strip, and the transverse knife groove is connected between two adjacent main grooves located on the same side of the circumferential center line.

[0017] Preferably, two transverse knife grooves are provided on the same tire strip, and the ratio of the depth of the transverse knife groove near the tip of the tire strip to the depth of the transverse knife groove near the root of the tire strip is 0.09-0.19.

[0018] Preferably, two transverse knife grooves located on the same tire strip divide the tire strip into three support segments arranged in sequence along the main extension direction of the tire strip, and a longitudinal knife groove extending along the main extension direction of the tire strip is recessed on the top outer wall of any of the support segments, and the longitudinal knife grooves located on the same tire strip are connected.

[0019] Preferably, on the same tire strip, the longitudinal knife groove located near the tip of the tire strip and the longitudinal knife groove located in the middle of the tire strip both have a turning section, the turning section is located in the middle of the longitudinal knife groove, and the midline of the length direction of the turning section is perpendicular to the arc of the inner extension section of the main groove adjacent to the longitudinal knife groove.

[0020] Preferably, the width of the main groove increases from its tip to its root, and the ratio of the tip width of the main groove to its root width is 0.62-0.67.

[0021] Preferably, an auxiliary groove is recessed on the top outer wall of the tire strip, and the auxiliary groove is arranged near the root of the tire strip.

[0022] Compared with the above-mentioned background technology, the all-season tire provided by the present invention, after being assembled to the vehicle body, during the driving process of the vehicle, the tip of the same tire strip contacts the ground before its root. In this way, when driving on a wet and slippery road, the tip of the water-cutting tire strip can cut the water film on the ground when it contacts the ground, so that a part of the surface water is pressed into the main groove on the side of the water-cutting tire strip and then flows gradually toward the shoulder along the extension direction of the main groove until it is discharged from the main tread structure through the groove mouth at the junction of the main groove and the shoulder; at the same time, the water-dividing tire strip and the water-conducting tire strip can also cooperate with the main groove on its side, so as to guide the surface water formed after the water-cutting tire strip destroys the water film to its root through the tip of the water-dividing tire strip and the water-conducting tire strip, so that the water pressed into the main groove can be smoothly conducted along the main groove and finally discharged from the main tread through the groove mouth at the junction of the main groove and the shoulder. Furthermore, the coordinated arrangement and arrangement of the water-cutting, water-diverting, and water-conducting tread strips fully ensures the contact area between the main tread and the ground, thereby guaranteeing the all-season tire's grip and braking performance on dry roads. Furthermore, the alternating arrangement and coordinated arrangement of the tread strips and main grooves effectively ensures the tire's ability to bite snow and the main tread's ability to dissipate snow when driving on icy and snowy roads, thereby correspondingly improving the tire's grip and braking performance on icy and snowy roads. Consequently, the driving stability and braking reliability of vehicles equipped with the all-season tires described in this solution on dry, wet, and icy roads are correspondingly optimized.

[0023] In another preferred embodiment of the present invention, a convex bottom reinforcing rib is connected between the water-cutting tread and the water-dividing tread, which are located on opposite sides of the circumferential centerline and correspond to each other. The top surface of the convex bottom reinforcing rib is higher than the inner wall of the bottom of the main groove and lower than the top outer wall of the water-cutting tread. The side walls of the water-dividing tread, the side walls of the water-dividing tread, and the top surface of the convex bottom reinforcing rib enclose a pressure relief groove connecting two adjacent main grooves. The convex bottom reinforcing rib can significantly improve the structural strength of the junction between the tip of the water-cutting tread and the water-dividing tread, thereby further improving the structural reliability of the entire main tread and the contact and coordination effect with the ground. On this basis, the pressure relief groove formed by the convex bottom reinforcement ribs respectively cooperating with the water-dividing tread strip and the water-cutting tread strip can serve as a connecting structure between the two adjacent main grooves located on both sides of the water-cutting tread strip and the water-dividing tread strip, so as to further optimize the circulation and discharge effect of the accumulated water and ice and snow on the main tread between the main grooves, thereby further improving the driving performance of the all-season tire such as grip and braking force on rainy and snowy roads, and making the vehicle equipped with the all-season tire run more smoothly and safely on rainy and snowy roads. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 A schematic diagram of the main tread structure of an all-season tire provided by a specific embodiment of the present invention;

[0026] Figure 2 for Figure 1 A partial enlarged view of part E in the middle.

[0027] in:

[0028] 101-extension section; 102-inner extension section; 103-transverse knife groove; 104-support section; 105-vertical knife groove; 106-inflection section; 107-auxiliary groove;

[0029] 11-cut water tire strips;

[0030] 12-water-dividing tire strips;

[0031] 13-water-conducting tire strip;

[0032] 14- convex bottom reinforcement rib; 141- pressure relief groove;

[0033] 20- Main tread; 201- Shoulder; 202- Main groove. DETAILED DESCRIPTION

[0034] The core of the present invention is to provide an all-season tire that has excellent driving performance on dry land, wet land and icy and snowy roads.

[0035] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0036] It should be noted that, in the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediary, or internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0037] In addition, in the present invention, unless otherwise clearly stipulated and limited, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them.

[0038] In addition, the phrases "above," "above," and "above" a first feature of a second feature include the phrases "directly above" and "diagonally above" the first feature, or simply indicate that the first feature is higher in level than the second feature. The phrases "below," "below," and "below" a first feature of a second feature include the phrases "directly below" and "diagonally below" the first feature, or simply indicate that the first feature is lower in level than the second feature. The terms "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inside," and "outside" indicate positions or positional relationships based on those shown in the accompanying drawings. These terms are intended only to facilitate the description of the present invention and to simplify the description, and are not intended to indicate or imply that the devices or components referred to must have a specific position, be constructed and operate in a specific position. Therefore, they should not be construed as limiting the present invention.

[0039] Please refer to Figure 1 and Figure 2 .

[0040] In a specific embodiment, the all-season tire provided by the present invention includes a main tread 20 extending along the circumferential direction and shoulders 201 located on both sides of the main tread 20. The main tread 20 is recessed with a plurality of main grooves 202 extending along the side edges of the main tread 20 to the middle thereof. A tread strip in contact with the ground is formed between adjacent main grooves 202. Taking the circumferential center line CL of the main tread 20 as a reference, the main grooves 202 located on the same side of the circumferential center line CL are evenly distributed in parallel along the circumference of the main tread 20, and the main grooves 202 located on both sides of the circumferential center line CL are staggered and cross-arranged. The inner ends of the two main grooves 202 located on opposite sides of the above-mentioned circumferential center line CL and adjacent to each other along the circumference of the main tread 20 intersect at the middle of the main tread 20.

[0041] Taking a straight line extending axially along the tire through any point of the outer end of the center line of the main groove 202 as the axial reference line, the distance between the center line of the main groove 202 and the axial reference line increases from the outer end to the inner end of the main groove 202.

[0042] The root of the tire strip is connected to the shoulder 201 on one side of the main tread 20, and the tip of the tire strip extends toward the shoulder 201 on the other side of the main tread 20. The tire strip is divided into a water-cutting tire strip 11, a water-dividing tire strip 12 and a water-conducting tire strip 13. The tip of the water-cutting tire strip 11 extends from one side of the circumferential center line CL to the other side of the circumferential center line CL, and the tips of the water-dividing tire strip 12 and the water-conducting tire strip 13 are both flush with the circumferential center line CL.

[0043] The water-cutting strips 11 and the water-dividing strips 12 located on the same side of the circumferential center line CL are arranged alternately, and a water-conducting strip 13 is provided between any adjacent water-cutting strips 11 and water-dividing strips 12 located on the same side of the circumferential center line CL; the water-cutting strips 11 and the water-dividing strips 12 located on the opposite sides of the circumferential center line CL are arranged in a one-to-one correspondence and the tip clearances are matched.

[0044] In a specific application process, after the all-season tire provided in this solution is assembled to the vehicle body, during the driving process of the vehicle, the tip of the same tire strip touches the ground before its root. In this way, when driving on a wet road, the tip of the water-cutting tire strip 11 can cut the water film on the ground when it touches the ground, so that a part of the surface water is pressed into the main groove 202 on the side of the water-cutting tire strip 11 and then flows gradually toward the shoulder 201 along the extension direction of the main groove 202 until it passes through the main groove 202 and the shoulder 201. 01 is discharged from the main structure of the main tread 20 through the groove mouth at the junction of the main groove 202 and the shoulder 201; at the same time, the water-dividing tire strip 12 and the water-conducting tire strip 13 can also cooperate with the main groove 202 on its side, so that the surface water formed after the water-cutting tire strip 11 destroys the water film can be diverted to its root through the tip of the water-dividing tire strip 12 and the water-conducting tire strip 13 respectively, so that the accumulated water pressed into the main groove 202 can be smoothly conducted along the main groove 202 and finally discharged from the main tread 20 through the groove mouth at the junction of the main groove 202 and the shoulder 201.

[0045] In addition, by utilizing the coordinated cooperation and arrangement of the water-cutting tread strip 11, the water-dividing tread strip 12 and the water-conducting tread strip 13, the contact area between the main tread 20 and the ground can be fully guaranteed, thereby ensuring the grip and braking performance of the all-season tire on dry roads. Moreover, by utilizing the alternating arrangement and coordinated cooperation of each tread strip and each main groove 202, the snow-biting ability of the all-season tire when driving on icy and snowy roads and the snow-discharging ability of the main tread 20 can be effectively guaranteed, thereby improving the grip and braking performance of the all-season tire on icy and snowy roads.

[0046] As a result, the driving stability and braking reliability of vehicles equipped with the all-season tires described in this solution on dry land, wet land, and icy and snowy roads are correspondingly optimized.

[0047] In specific applications, since the extended structure of the water-cutting strip 11 from the root to the tip enables its tip to pass through the circumferential center line CL, the tip of the water-cutting strip 11 can be used as the core part to break the surface water film during the rolling contact between the main tread 20 and the ground, so that the main tread 20 has a higher efficiency in cutting and destroying the water film formed by the accumulated water on the surface, and the driving effect on the flooded road surface is better.

[0048] It's easy to understand that, typically, after the all-season tire is installed on a vehicle, its primary rolling direction corresponds to the vehicle's forward direction. That is, the statement in this solution that the tip of the tire bead contacts the ground before the root is generally based on the fact that the all-season tire is installed in a direction that matches the vehicle's forward direction. Of course, if specific assembly requirements are met under actual working conditions, the primary rolling direction of the all-season tire can also correspond to the vehicle's non-forward direction. This can be flexibly selected and adjusted based on specific working conditions.

[0049] In addition, it should be emphasized that the water-cutting tire strip 11, the water-dividing tire strip 12 and the water-conducting tire strip 13 mentioned in this scheme all belong to the tire strip structure arranged on the main tread 20 in this scheme and cooperating with the main groove 202. The three are only slightly different in local details such as the tip. The main structure of each type of tire strip itself has basically the same structural characteristics. If the specific type of tire strip is not specifically specified in the relevant statements and records in this article, it is assumed to refer to all types of tire strips arranged on the main tread 20 of the all-season tire in this scheme.

[0050] Specifically, a convex bottom reinforcing rib 14 is connected between the water-cutting tread strip 11 and the water-dividing tread strip 12, which are located on opposite sides of the circumferential centerline CL and correspond to each other. The top surface of the convex bottom reinforcing rib 14 is higher than the inner wall of the groove bottom of the main groove 202 and lower than the top outer wall of the water-cutting tread strip 11. The side walls of the water-cutting tread strip 11, the side walls of the water-dividing tread strip 12, and the top surface of the convex bottom reinforcing rib 14 enclose a pressure relief groove 141 connecting two adjacent main grooves 202. The convex bottom reinforcing rib 14 can significantly improve the structural strength of the junction between the tips of the water-cutting tread strip 11 and the water-dividing tread strip 12, thereby further improving the structural reliability of the entire main tread 20 and its contact and coordination with the ground.

[0051] On this basis, the pressure relief groove 141 formed by the convex bottom reinforcement rib 14 and the water-dividing tread 12 and the water-cutting tread 11 can serve as a connecting structure between the two adjacent main grooves 202 located on both sides of the water-cutting tread 11 and the water-dividing tread 12, so as to further optimize the circulation and discharge effect of the accumulated water and ice and snow on the main tread 20 between the main grooves 202, thereby further improving the driving performance of the all-season tire on rainy and snowy roads, such as grip and braking force, and making the driving of vehicles equipped with all-season tires on rainy and snowy roads more stable and safe.

[0052] Typically, the angle α between the bottom midline of the pressure relief groove 141 and the circumferential centerline CL is 27° to 33°. This angle range can further enhance the structural strength of the convex bottom reinforcement rib 14, thereby correspondingly improving the overall structural rigidity of the water-cutting and water-dividing strips 11 and 12, thereby further ensuring the stability and handling reliability of vehicles equipped with the all-season tires described in this embodiment under high-speed driving conditions.

[0053] The tire strip includes an outer segment 101 and an inner segment 102, arranged and connected sequentially from its root to its tip. Both segments 101 and 102 are arc-shaped extensions, with the ratio of the arc radius of inner segment 102 to the arc radius of outer segment 101 being 0.16 to 0.25. This variable-diameter extension structure, formed by connecting two arc segments, helps further enhance the longitudinal and transverse structural rigidity of the tire strip, thereby correspondingly increasing the structural strength of the main tread 20 along the tire's axial and longitudinal directions. This improves the stability and tracking performance of the all-season tire during ground contact and rolling, making the driving of vehicles equipped with the all-season tire smoother and safer, and optimizing the driving experience.

[0054] On this basis, a transverse knife groove 103 is recessed on the top outer wall of the tire strip, and the transverse knife groove 103 is connected between two adjacent main grooves 202 located on the same side of the circumferential center line CL. Generally, the width of the transverse knife groove 103 is 0.8~1.3mm, and two transverse knife grooves 103 are provided on the same tire strip, and the ratio of the depth of the transverse knife groove 103 near the tip of the tire strip to the depth of the transverse knife groove 103 near the root of the tire strip is 0.09~0.19. In this way, by utilizing the coordinated cooperation between each transverse knife groove 103 and each corresponding main groove 202, combined with the coordinated arrangement of each tire strip, the water film breaking effect and the corresponding drainage capacity when the main tread 20 contacts the wet road surface can be further improved, thereby further improving the wetland performance of the all-season tire, and thus the wetland driving ability of the vehicle equipped with the all-season tire described in this solution can be correspondingly optimized.

[0055] More specifically, two transverse grooves 103 on the same tread divide the tread into three support segments 104 arranged sequentially along the main extension direction of the tread. A longitudinal groove 105 extending along the main extension direction of the tread is recessed into the top outer wall of each support segment 104. The longitudinal grooves 105 on the same tread are interconnected. These longitudinal grooves 105 further enhance the snow-biting ability of the main tread 20, making the all-season tire's rolling on icy and snowy roads more stable and reliable, and also improving the driving safety and handling of vehicles equipped with these all-season tires on icy and snowy roads.

[0056] Furthermore, on the same tire strip, the longitudinal groove 105 located near the tip of the tire strip and the longitudinal groove 105 located in the middle of the tire strip both have an inflection section 106. The inflection section 106 is located in the middle of the longitudinal groove 105, and the longitudinal midline of the inflection section 106 is perpendicular to the arc of the inner extension section 102 of the main groove 202 adjacent to the longitudinal groove 105. The longitudinal direction of the inflection section 106 generally forms a certain angle with the main extension direction of the longitudinal groove 105 in which it is located. The angle can be acute, obtuse, or right. Based on the adaptive structure in which the turning section 106 and the inner extension section 102 are arranged vertically in an arc, and combined with the direct coordinated cooperation between the turning section 106 and the main structure of the longitudinal knife groove 105, the rigidity of the main structure such as the bead of the main tread 20 can be further improved, and the overall structural rigidity of the main tread 20 can be optimized accordingly, thereby further improving the rolling stability and tracking performance of the all-season tire, and thereby making the driving process of the vehicle equipped with the all-season tire described in this solution smoother and safer, and the handling performance and driving experience can be further optimized.

[0057] Correspondingly, a bending structure similar to the above-mentioned inflection section 106 can also be arranged in the middle part of the transverse groove 103, so as to further optimize the structural rigidity of the adaptive tire strip part near the transverse groove 103, thereby further optimizing the overall structural strength of the main tread 20, and improving the contact effect between the all-season tire and the road surface and the corresponding vehicle driving stability and safety.

[0058] Furthermore, the width of the main groove 202 increases gradually from its tip to its root, with the ratio of the tip width to the root width of the main groove 202 being 0.62 to 0.67. Considering that the tip of the main groove 202 is typically located near the circumferential centerline CL of the main tread 20, this extended structure of the main groove 202, with increasing width from the center to the edge, further optimizes the drainage and snow removal of the main tread 20, thereby further improving the grip and braking performance of the all-season tire on wet and icy roads. This makes vehicles equipped with the all-season tire more reliable on wet and icy roads, and more safe and comfortable to drive.

[0059] In addition, an auxiliary groove 107 is recessed on the top outer wall of the tire strip. The auxiliary groove 107 is arranged near the root of the tire strip. The auxiliary groove 107 can be a serpentine groove, an arc groove, or a groove body of other shapes. Each auxiliary groove 107 can optimize the structural rigidity of the tire strip root and can be used to connect two adjacent main grooves 202 on both sides of the tire strip, thereby further optimizing the drainage and snow removal capabilities of each main groove 202 at the groove mouth near the tire shoulder 201. This further improves the driving performance of the all-season tire on wet and icy roads, and makes the driving of vehicles equipped with the all-season tire on wet and icy roads safer and more controllable.

[0060] In summary, the all-season tire provided in the present invention, after being assembled to the vehicle body, during the driving process of the vehicle, the tip of the same tire strip contacts the ground before its root. In this way, when driving on a wet and slippery road, the tip of the water-cutting tire strip can cut the water film on the ground when it contacts the ground, so that a part of the surface water is pressed into the main groove on the side of the water-cutting tire strip and then flows gradually toward the shoulder along the extension direction of the main groove until it is discharged from the main tread structure through the groove mouth at the junction of the main groove and the shoulder; at the same time, the water-dividing tire strip and the water-conducting tire strip can also cooperate with the main groove on its side, so that the surface water formed after the water-cutting tire strip destroys the water film can be diverted to its root through the tip of the water-dividing tire strip and the water-conducting tire strip, so that the water pressed into the main groove can be smoothly conducted along the main groove and finally discharged from the main tread through the groove mouth at the junction of the main groove and the shoulder. Furthermore, the coordinated arrangement and arrangement of the water-cutting, water-diverting, and water-conducting tread strips fully ensures the contact area between the main tread and the ground, thereby guaranteeing the all-season tire's grip and braking performance on dry roads. Furthermore, the alternating arrangement and coordinated arrangement of the tread strips and main grooves effectively ensures the tire's ability to bite snow and the main tread's ability to dissipate snow when driving on icy and snowy roads, thereby correspondingly improving the tire's grip and braking performance on icy and snowy roads. Consequently, the driving stability and braking reliability of vehicles equipped with the all-season tires described in this solution on dry, wet, and icy roads are correspondingly optimized.

[0061] The above describes in detail the all-season tire provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above examples is intended only to facilitate understanding of the method and core concepts of the present invention. It should be noted that those skilled in the art may make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications fall within the scope of protection of the claims of the present invention.

Claims

1. A four-season tire, characterized in that: The tire comprises a main tread extending in the circumferential direction and shoulders located on both sides of the main tread, characterized in that the main tread is provided with a plurality of main grooves extending along the side edges of the main tread to the middle thereof, a tread strip in contact with the ground is formed between two adjacent main grooves, and with the circumferential centerline of the main tread as a reference, the main grooves located on the same side of the circumferential centerline are uniformly and parallelly distributed along the circumference of the main tread, and the main grooves located on both sides of the circumferential centerline are staggered and cross-arranged, and the inner ends of two main grooves located on opposite sides of the circumferential centerline and adjacent to each other along the circumference of the main tread intersect at the middle of the main tread; A straight line extending in the axial direction of the tire through any point on the outer end of the centerline of the main groove is used as an axial reference line, and the distance between the centerline of the main groove and the axial reference line increases from the outer end to the inner end of the main groove; The root of the tire strip is connected to the shoulder on one side of the main tread, and the tip of the tire strip extends toward the shoulder on the other side of the main tread. The tire strips are divided into water-cutting tire strips, water-dividing tire strips and water-conducting tire strips. The tip of the water-cutting tire strip extends from one side of the circumferential center line to the other side of the circumferential center line. The tip of the water-dividing tire strip and the tip of the water-conducting tire strip are both flush with the circumferential center line, and the water-dividing tire strip and the water-conducting tire strip do not intersect with the circumferential center line. The water-cutting tread strips and the water-dividing tread strips located on the same side of the circumferential centerline are arranged alternately, and a water-conducting tread strip is provided between any adjacent water-cutting tread strips and water-dividing tread strips located on the same side of the circumferential centerline; The water-cutting strips and the water-dividing strips located on opposite sides of the circumferential centerline are arranged in a one-to-one correspondence with each other and their tips are clearance-matched; The tire strip is provided with a longitudinal knife groove extending along the main extension direction of the tire strip. On the same tire strip, the longitudinal knife groove located near the tip of the tire strip and the longitudinal knife groove located in the middle of the tire strip both have a turning section. The turning section is located in the middle of the longitudinal knife groove, and the midline of the length direction of the turning section is perpendicular to the arc of the inner extension section of the main groove adjacent to the longitudinal knife groove.

2. The all-season tire according to claim 1, wherein: A convex bottom reinforcing rib is connected between the water-cutting strip and the water-dividing strip, which are located on opposite sides of the circumferential center line and correspond one to one. The top surface of the convex bottom reinforcing rib is higher than the inner wall of the bottom of the main groove and lower than the top outer wall of the water-cutting strip. The side walls of the water-cutting strip, the side walls of the water-dividing strip and the top surface of the convex bottom reinforcing rib form a pressure relief groove connecting the two adjacent main grooves.

3. The all-season tire according to claim 2, wherein: The angle between the center line of the bottom of the pressure relief groove and the circumferential center line is 27°~33°.

4. The all-season tire according to claim 1, wherein: The tire strip includes an outer extension segment and an inner extension segment arranged and connected in sequence from its root to its tip, the outer extension segment and the inner extension segment are both arc-shaped extension structures, and the ratio of the arc radius of the inner extension segment to the arc radius of the outer extension segment is 0.16~0.

25.

5. The all-season tire according to claim 4, wherein: A transverse knife groove is recessed on the top outer wall of the tire strip, and the transverse knife groove is connected between two adjacent main grooves located on the same side of the circumferential center line.

6. The all-season tire according to claim 5, wherein: Two transverse grooves are provided on the same tire strip, and the ratio of the depth of the transverse groove close to the tip of the tire strip to the depth of the transverse groove close to the root of the tire strip is 0.09-0.

19.

7. The all-season tire according to claim 6, wherein: The two transverse knife grooves located on the same tire strip divide the tire strip into three support segments arranged in sequence along the main extension direction of the tire strip. The top outer wall of any of the support segments is recessed with the longitudinal knife groove extending along the main extension direction of the tire strip, and the longitudinal knife grooves located on the same tire strip are connected.

8. The all-season tire according to claim 1, wherein: The width of the main groove increases from its tip to its root, and the ratio of the tip width of the main groove to the root width is 0.62-0.

67.

9. The all-season tire according to claim 1, wherein: An auxiliary groove is recessed on the top outer wall of the tire strip, and the auxiliary groove is arranged near the root of the tire strip.

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