Tire commonly used in summer and winter

Abstract

The utility model relates to the technical field of tires, in particular to a tire commonly used in summer and winter, which comprises a tire body, non-equal-width cutter grooves are arranged on the outer side wall of the circumference of the tire body, and the non-equal-width cutter grooves comprise wide cutter grooves and narrow cutter grooves which are continuously arranged in sequence. The tire body comprises a plurality of low-hardness L layers and a plurality of high-hardness M layers which are sequentially arranged, the wide cutter grooves correspond to the low-hardness L layers, and the narrow cutter grooves correspond to the high-hardness M layers. The tire can be sequentially abraded when being used in winter and summer, so that the low-hardness L layers effectively reduce the rigidity of a tire tread in winter, and the service life of the tire is prolonged. The high-hardness M layer is favorable for increasing the rigidity of the tire in summer, and the dry and wet land performance of the tire is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of tires, in particular to a tire universally used in summer and winter. Background Art

[0002] Existing tires are categorized by season into summer tires and winter tires. Summer tires have a tread pattern with few or no sipes. Their tread compound is hard, resulting in a strong overall tread, which improves grip. However, as is well known, tire tread compound is primarily composed of rubber, which hardens as temperatures drop. Therefore, using summer tires in winter can significantly reduce grip, posing a safety hazard. This has led to the need to replace winter tires in some areas during the winter. Winter tires have a tread pattern with more sipes, which helps break down the water film on the ice and reduce slippage on icy surfaces. At the same time, their low tread compound effectively mitigates the loss of grip caused by low temperatures.

[0003] Car owners in Northeast and Northwest my country usually replace their tires with winter tires in winter for driving safety. They need two sets of tires (summer tires and winter tires), which greatly increases the car owner's car use costs, including tire costs, labor costs for twice-yearly replacements, and tire storage costs. To address this shortcoming, the special design of the tread pattern grooves and tread formula allows the tires to be shared in summer and winter, thereby reducing the car owner's car use costs. Utility Model Content

[0004] The purpose of the present invention is to provide a tire that is universal for both summer and winter use, so as to solve the problems raised in the above-mentioned background technology.

[0005] The technical solution of the utility model is: a tire suitable for both summer and winter, including a tire body, the circumferential outer side wall of the tire body is provided with non-uniform width grooves, the non-uniform width grooves include wide grooves and narrow grooves arranged continuously in sequence, the tire body includes multiple layers of low hardness L layer and high hardness M layer arranged in sequence, the wide grooves correspond to the low hardness L layer, and the narrow grooves correspond to the high hardness M layer.

[0006] Preferably, the height of the non-uniform width knife groove is H, the height of the wide knife groove 2 is A, the width of the wide knife groove corresponding to the height A is D, the height of the narrow knife groove is B, the width of the narrow knife groove corresponding to the height B is d, the heights A and B are set at intervals, the height of the last section of the non-uniform width knife groove is C, and the width of the knife groove corresponding to the height C is d, d=1 / 2*D to 3 / 4*D.

[0007] Preferably, the total thickness of the tire body is h, the thickness of the low hardness L layer corresponding to the wide sipe is a, and the thickness of the high hardness M layer corresponding to the narrow sipe is b, that is, A=a, B=b, and the thickness of the last tread layer in the tire body 1 is c, and c is greater than the height C of the last section of the wide sipe, that is, c>C.

[0008] Preferably, a chamfer R is provided at a transition area between the wide grooving groove and the narrow grooving groove, and the chamfer R=1 / 4*D to 1 / 8*D.

[0009] The present invention provides a tire that is universal for both summer and winter use. Compared with the prior art, it has the following improvements and advantages:

[0010] The utility model can wear out sequentially when the tire is used in winter and summer, so that the low-hardness L layer can effectively reduce the tire tread rigidity in winter and improve the tire's grip on ice and snow, while the high-hardness M layer can help increase the tire rigidity in summer and improve the tire's dry and wet performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0012] Figure 1 This is a schematic diagram of the three-dimensional structure of the knife groove in the utility model;

[0013] Figure 2 It is a three-dimensional structural diagram of the utility model.

[0014] Description of reference numerals:

[0015] 1. Tire body; 2. Wide sipe; 3. Narrow sipe. DETAILED DESCRIPTION

[0016] The following is a detailed description of the present invention, clearly and completely describing the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only a part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0017] The present invention provides a tire that is universal for both summer and winter use through improvement. The technical solution of the present invention is:

[0018] In the embodiment of the present utility model, as Figure 1-Figure 2As shown, a tire suitable for both summer and winter use includes a tire body 1, and the circumferential outer side wall of the tire body 1 is provided with non-uniform width grooves, the non-uniform width grooves include wide grooves 2 and narrow grooves 3 arranged continuously in sequence, the tire body 1 includes multiple layers of low hardness L layer and high hardness M layer arranged in sequence, the wide grooves 2 correspond to the low hardness L layer, and the narrow grooves 2 correspond to the high hardness M layer, the non-uniform width groove height is H, the wide groove 2 height is A, the width of the wide groove 2 corresponding to the height A is D, the narrow groove 3 height is B, the width of the narrow groove 3 corresponding to the height B is d, the heights A and B are arranged at intervals, the last section of the non-uniform width groove height is C, and the groove width corresponding to the height C is d, d=1 / 2*D to 3 / 4*D, and a chamfer R is set in the transition area between the wide groove 2 and the narrow groove 3, and the chamfer R=1 / 4*D to 1 / 8*D. The design of non-uniform sipes and a multi-layer tread allows the tire to achieve varying tread ratios and stiffness under varying wear conditions, effectively handling both summer and winter road conditions. The sea-to-land ratio is calculated as follows: S / T = (S1 + S2) / S, where S / T is the tire's sea-to-land ratio, S1 is the groove area, S2 is the sipe area, and S is the total tread area. When the tread contact patch is at heights A and B, the sea-to-land ratio differs due to the different widths of S2. The sea-to-land ratio at height A is greater than that at height B. When the pattern contact surface is in the L layer, the wide sipes are beneficial to tread drainage and increase the tread's ability to destroy water film on ice, which can improve the tire's ice performance. The reduction in the sea-to-land ratio combined with the low-hardness winter tire formula can effectively reduce the tire tread rigidity and improve the tire's grip on ice and snow; conversely, when the pattern contact surface is in the M layer, the width of the sipes is reduced, and the increase in the sea-to-land ratio combined with the high-hardness summer tire formula is beneficial to increase the tire rigidity and improve the tire's dry and wet performance.

[0019] In an embodiment of the present invention, the total thickness of the tire body 1 is h, the thickness of the low-hardness L layer corresponding to the wide sipes 2 is a, and the thickness of the high-hardness M layer corresponding to the narrow sipes 2 is b, i.e., A=a, B=b. The thickness of the last tread layer in the tire body 1 is c, and c is greater than the height C of the last section of the wide sipes 2, i.e., c>C. After a certain mileage in winter, the tread will wear away the first layer A, and the second layer will be replaced with a summer tire compound with a low land-sea ratio, effectively improving the tire's dry performance. After a year, the second layer B will be worn away, and the winter tire will be replaced again until the tread pattern is worn to the wear mark. There is no need to replace summer and winter tires every year with the change of seasons. In addition, tires can be customized according to the needs of different car owners, with the heights of A and B and the corresponding tread compound designed according to their annual mileage to meet their tire needs. Judging by the years of use, tires generally need to be replaced every 5 to 6 years. The tire service life is designed based on the mileage of vehicles in different regions in summer and winter. N = (HC) / (A + B), and N ≤ 6, where N is the number of years of use.

[0020] The working principle of the tire used in both summer and winter provided by the present invention is as follows: by opening non-uniform width sipes on the tire body 1, and utilizing a low-hardness L layer and a high-hardness M layer superimposed and arranged corresponding to the wide sipes 2 and the narrow sipes 3, the tire can be worn sequentially during use in winter and summer, so that the low-hardness L layer effectively reduces the rigidity of the tire tread in winter and improves the tire's grip on ice and snow, while the high-hardness M layer is beneficial to increasing the rigidity of the tire in summer and improving the tire's performance in dry and wet conditions.

[0021] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A tire suitable for both summer and winter use, characterized in that , comprising a tire body (1), wherein the outer circumferential sidewall of the tire body (1) is provided with non-uniform width slits, wherein the non-uniform width slits include wide slits (2) and narrow slits (3) arranged in sequence, and wherein the tire body (1) comprises a plurality of low-hardness L layers and high-hardness M layers arranged in sequence, wherein the wide slits (2) correspond to the low-hardness L layers, and the narrow slits (3) correspond to the high-hardness M layers.

2. The tire suitable for both summer and winter use according to claim 1, characterized in that: The height of the non-uniform width slit is H, the height of the wide slit (2) is A, the width of the wide slit (2) corresponding to the height A is D, the height of the narrow slit (3) is B, the width of the narrow slit (3) corresponding to the height B is d, the heights A and B are arranged at intervals, the height of the last section of the non-uniform width slit is C, and the width of the slit corresponding to the height C is d, d=1 / 2*D to 3 / 4*D.

3. The tire suitable for both summer and winter use according to claim 2, characterized in that: The total thickness of the tire body (1) is h, the thickness of the low hardness L layer corresponding to the wide sipe (2) is a, and the thickness of the high hardness M layer corresponding to the narrow sipe (3) is b, that is, A=a, B=b, and the thickness of the last tire layer in the tire body (1) is c, and c is greater than the height C of the last section of the wide sipe (2), that is, c>C.

4. The tire suitable for both summer and winter use according to claim 2, characterized in that: A chamfer R is provided at a transition area between the wide grooving groove (2) and the narrow grooving groove (3), and the chamfer R=1 / 4*D to 1 / 8*D.

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