tire

Abstract

This utility model provides a tire. The tire includes: a set of lateral grooves disposed on the tread, the lateral groove set including first lateral grooves and second lateral grooves arranged at intervals along the width direction of the tire, the first lateral grooves and second lateral grooves arranged in a "V" shape, the ends of the first lateral grooves and second lateral grooves extending away from each other to the tire shoulder; and an anti-skid structure embedded in the tread, the anti-skid structure being used to increase the friction between the tire and the driving surface; wherein, the first lateral grooves and second lateral grooves are respectively located on both sides of the center surface S of the tire, the lateral groove sets are multiple, the multiple lateral groove sets are arranged at intervals along the circumference of the tire, the multiple first lateral grooves located on one side of the center surface S are interconnected, and the multiple second lateral grooves located on the other side of the center surface S are interconnected. This utility model effectively solves the problem of low driving safety of existing tires on snowy roads.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and more specifically, to a tire. Background Technology

[0002] Currently, in some countries in the Northern Hemisphere, due to long winters, low temperatures, and frequent snowfall, roads experience varying degrees of snow accumulation and icing, which reduces the road surface friction coefficient and makes vehicles prone to slipping during driving, seriously affecting the personal safety of passengers. Utility Model Content

[0003] The main objective of this invention is to provide a tire that solves the problem of low driving safety of existing tires on snowy roads.

[0004] To achieve the above objectives, the present invention provides a tire comprising: a lateral groove group disposed on the tire tread, the lateral groove group including a first lateral groove and a second lateral groove arranged at intervals along the width direction of the tire, the first lateral groove and the second lateral groove being arranged in a "V" shape, the ends of the first lateral groove and the second lateral groove extending away from each other to the tire shoulder; and an anti-skid structure embedded in the tire tread, the anti-skid structure being used to increase the friction between the tire and the driving surface; wherein the first lateral groove and the second lateral groove are respectively located on both sides of the center surface S of the tire, there are multiple lateral groove groups, the multiple lateral groove groups are arranged at intervals along the circumference of the tire, the multiple first lateral grooves located on one side of the center surface S are interconnected, and the multiple second lateral grooves located on the other side of the center surface S are interconnected.

[0005] Furthermore, the multiple transverse groove groups include multiple first transverse groove groups and multiple second transverse groove groups. Along the circumference of the tire, the first transverse groove groups are located between two adjacent second transverse groove groups; along the width direction of the tire, the second transverse groove groups are located on the side of the first transverse grooves away from the center plane S.

[0006] Furthermore, the first transverse groove of the first transverse groove group is a first sub-transverse groove, the first transverse groove of the second transverse groove group is a second sub-transverse groove, the second sub-transverse groove includes a first main body segment and a first bend segment that are interconnected, the end of the first main body segment away from the first bend segment extends to the tire shoulder, the first bend segment bends relative to the first main body segment toward the first sub-transverse groove to communicate with the first sub-transverse groove; and / or, the second transverse groove of the first transverse groove group is a third sub-transverse groove, the second transverse groove of the second transverse groove group is a fourth sub-transverse groove, the fourth sub-transverse groove includes a second main body segment and a second bend segment that are interconnected, the end of the second main body segment away from the second bend segment extends to the tire shoulder, the second bend segment bends relative to the second main body segment toward the third sub-transverse groove to communicate with the third sub-transverse groove.

[0007] Furthermore, the tire also includes: a first connecting groove, which is disposed between two adjacent first sub-transverse grooves to connect the two adjacent first sub-transverse grooves; and / or, a first connecting groove is disposed between two adjacent third sub-transverse grooves to connect the two adjacent third sub-transverse grooves; wherein, the first connecting groove is arranged in a zigzag shape and is disposed near the center surface S relative to the second transverse groove group.

[0008] Furthermore, the tire also includes: a second connecting groove disposed between two adjacent first transverse grooves for connecting the two adjacent first transverse grooves; and / or, a second connecting groove disposed between two adjacent second transverse grooves for connecting the two adjacent second transverse grooves; wherein the second connecting groove is arranged in a zigzag shape.

[0009] Furthermore, along the first transverse groove from one end away from the central plane S to the other end, the width of at least a portion of the first transverse groove gradually decreases; and / or, along the second transverse groove from one end away from the central plane S to the other end, the width of at least a portion of the second transverse groove gradually decreases.

[0010] Furthermore, the trench structure includes a first trench segment and a second trench segment that are interconnected, with the first trench segment and the second trench segment arranged at an angle to each other; the trench structure is arranged between the first transverse trench and the second transverse trench, and the trench structure is staggered with the center plane S.

[0011] Furthermore, the tire also includes: the end of the first groove segment away from the second groove segment is connected to the first transverse groove; and / or, the end of the first groove segment away from the second groove segment is connected to the second transverse groove; wherein, the second groove segment is staggered with the center surface S, and the width of the second groove segment gradually decreases along the end of the second groove segment connected to the first groove segment to its other end.

[0012] Furthermore, the first transverse groove includes a plurality of interconnected first zigzag segments, the extension directions of two adjacent first zigzag segments being different, so as to form a first embedding portion through the connection between two adjacent first zigzag segments; and / or, the second transverse groove includes a plurality of interconnected second zigzag segments, the extension directions of two adjacent second zigzag segments being different, so as to form a second embedding portion through the connection between two adjacent second zigzag segments.

[0013] Furthermore, the tire also includes: sipes, which are zigzag in shape and are set on the tire surface.

[0014] Applying the technical solution of this utility model, the lateral groove group of the tire is provided on the tire tread. The lateral groove group includes a first lateral groove and a second lateral groove arranged at intervals along the width direction of the tire. The first lateral groove and the second lateral groove are arranged in a "V" shape, and the ends of the first lateral groove and the second lateral groove that are away from each other extend to the tire shoulder. An anti-skid structure is embedded in the tire tread to increase the friction between the tire and the driving surface. The first lateral groove and the second lateral groove are respectively located on both sides of the center surface S of the tire. There are multiple lateral groove groups, which are arranged at intervals along the circumference of the tire. The multiple first lateral grooves located on one side of the center surface S are interconnected, and the multiple second lateral grooves located on the other side of the center surface S are interconnected. Thus, the tire in this application first adopts a herringbone pattern tread structure (lateral groove group) that is more suitable for driving on icy and snowy roads (greater friction and better anti-skid). Furthermore, the tread structure within the lateral groove group is improved. Specifically, in this application, multiple first lateral grooves located on both sides of the tire's center surface S are interconnected, and multiple second lateral grooves are also interconnected. With the first and second lateral grooves extending to the tire shoulder, two snow and water drainage networks are formed on the tire tread. That is, during tire travel and road surface compression, snow and water are compressed from the center surface S to flow through the multiple first and second lateral grooves, and finally discharged from the ends to the outer side of the tire tread, preventing snow and water from accumulating between the tire tread and the road surface, thus reducing the coefficient of friction. Simultaneously, the anti-skid structure further increases the friction between the tire tread and the road surface, thereby solving the problem of low driving safety of existing tires on snowy roads and ensuring the safety of passengers. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0016] Figure 1 A partial front view of the tread of an embodiment of a tire according to the present invention is shown;

[0017] Figure 2 It shows Figure 1 A front view of the tire anti-skid structure in the image.

[0018] The above figures include the following reference numerals:

[0019] 10. Transverse ditch group; 11. First transverse ditch; 111. First bend section; 12. Second transverse ditch; 121. Second bend section; 13. First transverse ditch group; 131. First sub-transverse ditch; 132. Third sub-transverse ditch; 14. Second transverse ditch group; 141. Second sub-transverse ditch; 1411. First main section; 1412. First bend section; 142. Fourth sub-transverse ditch; 1421. Second main section; 1422. Second bend section;

[0020] 20. Anti-slip structure; 30. First connecting groove; 40. Second connecting groove; 50. Groove structure; 51. First groove segment; 52. Second groove segment; 60. Sipe; 70. Recess; 80. Annular protrusion structure; 91. Circumferential tread block; 92. Tire crown tread block; 93. Tire shoulder tread block. Detailed Implementation

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0023] In this utility model, unless otherwise stated, directional terms such as "upper" and "lower" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0024] To address the issue of low driving safety of existing tires on snowy roads, this application provides a tire.

[0025] like Figure 1 and Figure 2As shown, the tire includes a lateral groove group 10 and an anti-skid structure 20. The lateral groove group 10 is disposed on the tire tread and includes first lateral grooves 11 and second lateral grooves 12 arranged at intervals along the width direction of the tire. The first lateral grooves 11 and second lateral grooves 12 are arranged in a "V" shape, and the ends of the first lateral grooves 11 and second lateral grooves 12 that are away from each other extend to the tire shoulder. The anti-skid structure 20 is embedded in the tire tread and is used to increase the friction between the tire and the driving surface. The first lateral grooves 11 and second lateral grooves 12 are respectively located on both sides of the center surface S of the tire. There are multiple lateral groove groups 10, which are arranged at intervals along the circumference of the tire. The multiple first lateral grooves 11 located on one side of the center surface S are interconnected, and the multiple second lateral grooves 12 located on the other side of the center surface S are interconnected.

[0026] Using the technical solution of this embodiment, the lateral groove group 10 of the tire is provided on the tire tread. The lateral groove group 10 includes first lateral grooves 11 and second lateral grooves 12 arranged at intervals along the width direction of the tire. The first lateral grooves 11 and second lateral grooves 12 are arranged in a "V" shape, and the ends of the first lateral grooves 11 and second lateral grooves 12 that are away from each other extend to the tire shoulder. The anti-skid structure 20 is embedded in the tire tread to increase the friction between the tire and the driving surface. The first lateral grooves 11 and second lateral grooves 12 are respectively located on both sides of the center surface S of the tire. There are multiple lateral groove groups 10, which are arranged at intervals along the circumference of the tire. The multiple first lateral grooves 11 located on one side of the center surface S are interconnected, and the multiple second lateral grooves 12 located on the other side of the center surface S are interconnected. Thus, in this embodiment, the tire tread first adopts a herringbone pattern overall tread layout structure (lateral groove group 10) that is more suitable for driving on icy and snowy roads (greater friction and better anti-skid). Furthermore, the tread structure within the lateral groove group 10 is improved. Specifically, in this embodiment, multiple first lateral grooves 11 located on both sides of the tire's center surface S are interconnected, and multiple second lateral grooves 12 are also interconnected. With the first lateral grooves 11 and second lateral grooves 12 extending to the tire shoulder, two snow and water drainage networks can be formed on the tire tread. That is, during the tire's driving and compression of the road surface, snow and water are compressed from the center surface S to flow in the multiple first lateral grooves 11 and multiple second lateral grooves 12, and finally discharged from the ends to the outer side of the tire tread, thus preventing snow and water from accumulating between the tire tread and the driving surface, which would reduce the coefficient of friction. Simultaneously, the anti-skid structure 20 further increases the friction between the tire tread and the driving surface, thereby solving the problem of low driving safety of existing tires on snowy roads and ensuring the personal safety of passengers.

[0027] In this embodiment, the plurality of lateral groove groups 10 includes a plurality of first lateral groove groups 13 and a plurality of second lateral groove groups 14. Along the circumference of the tire, the first lateral groove groups 13 are located between two adjacent second lateral groove groups 14. Along the width direction of the tire, the second lateral groove groups 14 are located on the side of the first lateral grooves 11 away from the center surface S. Thus, in this embodiment, groove reduction treatment is actually performed on the area around the center surface S, that is, the second lateral groove groups 14 are located on the side of the first lateral grooves 11 away from the center surface S, to increase the rigidity at the center surface S, which helps to improve the straight-line driving reliability of the tire.

[0028] Understandably, the rigidity of the tire tread affects its ability to deform. Greater rigidity means less tread deformation and less interaction force with the road surface; conversely, less rigidity means more tread deformation and greater interaction force (but excessively low rigidity makes the tread more susceptible to damage under the interaction force, thus reducing the interaction force). Grooves on the tire tread also help balance tread rigidity, providing space for deformation. Furthermore, grooves extending circumferentially balance tread rigidity in the tire's width direction, facilitating deformation in that direction, while grooves extending circumferentially balance tread rigidity in the tire's width direction, also facilitating deformation in that direction. Combining rubber compounds and their properties, and rationally arranging the actual structure and layout of the grooves, maximizes the interaction force between the tire tread and the road surface.

[0029] In this embodiment, the above-mentioned arrangement of multiple transverse groove groups 10 reduces the groove-like structure at the center surface S, resulting in relatively high rigidity. Combined with the tread shape (arc-shaped, highest at the center surface S) and the overall tire structure (basically symmetrical about the center surface S), the interaction force at the center surface S of the tread is greater, thereby improving the straight-line guiding performance.

[0030] In this embodiment, the anti-slip structure 20 is an anti-slip stud, which is embedded in the tread. The structure is relatively conventional and will not be described in detail here.

[0031] In this embodiment, an annular protrusion structure 80 surrounding the anti-skid studs is also provided on the tire tread. The annular protrusion structure 80 can isolate snow accumulation during the tire tread compression process, ensuring that the anti-skid studs can play a corresponding anti-skid role.

[0032] like Figure 1As shown, the first transverse groove 11 of the first transverse groove group 13 is a first sub transverse groove 131, and the first transverse groove 11 of the second transverse groove group 14 is a second sub transverse groove 141. The second sub transverse groove 141 comprises a first main body section 1411 and a first bending section 1412 that communicate with each other. One end of the first main body section 1411 away from the first bending section 1412 extends to the tire shoulder. The first bending section 1412 bends toward the first sub transverse groove 131 relative to the first main body section 1411 to communicate with the first sub transverse groove 131; and / or, the second transverse groove 12 of the first transverse groove group 13 is a third sub transverse groove 132, the second transverse groove 12 of the second transverse groove group 14 is a fourth sub transverse groove 142, and the fourth sub transverse groove 142 comprises a second main body section 1421 and a second bending section 1422 that communicate with each other. One end of the second main body section 1421 away from the second bending section 1422 extends to the tire shoulder, and the second bending section 1422 bends toward the third sub transverse groove 132 relative to the second main body section 1421 to communicate with the third sub transverse groove 132. In this way, the above arrangement allows the first transverse groove group 13 and the second transverse groove group 14 to communicate with each other, and at the same time, achieves more complex rigidity balance on the tread near the center plane S through the second bending section 1422, so as to adapt to complex road conditions on ice and snow roads, and cooperate with the anti-skid structure 20 to generate deformation more adapted to road conditions during the extrusion process of the tread, thereby improving the grip performance of the tire on ice and snow roads.

[0033] Taking Figure 1 as an example for description, the first sub transverse groove 131 and the third sub transverse groove 132 in this embodiment adopt a relatively similar design with the second sub transverse groove 141 and the fourth sub transverse groove 142. That is, with the center plane S as the symmetry axis, after the tread structure located on the left side of the center plane S in this embodiment is symmetric along the center plane S and further translated upward by a preset misalignment distance, it can coincide with the tread structure located on the right side of the center plane S.

[0034] In this embodiment, the whole of the first sub transverse groove 131 and the third sub transverse groove 132 arranged in a herringbone shape extends upward. In the second sub transverse groove 141 and the fourth sub transverse groove 142 arranged in a herringbone shape, the whole of the first main body section 1411 and the second main body section 1421 extends upward, but the first bending section 1412 and the second bending section 1422 bend downward, so as to form the transverse groove group 10 with a more complex structure.

[0035] In this embodiment, a concave portion 70 is further provided on the side of the first sub transverse groove 131 and the third sub transverse groove 132 facing the center plane S. The concave portion 70 is generally triangular in arrangement, and there are a plurality of concave portions 70. Some of the concave portions 70 communicate with the first sub transverse groove 131, and the other part of the concave portions 70 communicate with the third sub transverse groove 132, so as to further improve the ability of the tread at the center plane S to break through snow layers.

[0036] In this embodiment, the depth of the concave portion 70 is 3.5mm-4mm.

[0037] In this embodiment, the groove depth within the transverse groove group 10 is the full groove depth of the tire profile (the maximum groove depth that a tire of the corresponding size can be designed with).

[0038] like Figure 1 As shown, the tire also includes a first connecting groove 30, which is disposed between two adjacent first sub-horizontal grooves 131 to connect the two adjacent first sub-horizontal grooves 131; and / or, the first connecting groove 30 is disposed between two adjacent third sub-horizontal grooves 132 to connect the two adjacent third sub-horizontal grooves 132. The first connecting groove 30 is arranged in a zigzag shape and is positioned close to the center surface S relative to the second horizontal groove group 14. In this way, the above arrangement effectively achieves further connection between the two spaced-apart first sub-horizontal grooves 131 and the two spaced-apart third sub-horizontal grooves 132 through the first connecting groove 30, thereby increasing the connection area and ensuring that snow and water can flow and drain smoothly between the horizontal groove groups 10.

[0039] In this embodiment, a first connecting groove 30 is provided between two adjacent first sub-cross grooves 131 and between two adjacent third sub-cross grooves 132.

[0040] In this embodiment, the location of the first connecting groove 30 (located near the center surface S relative to the second transverse groove group 14) and the shape of the first connecting groove 30 (arranged in a zigzag pattern) can further play the role of tread separation and rigidity balance, so as to increase the magnitude of the interaction force between the tread and the driving surface.

[0041] In this embodiment, the first connecting groove 30 has a "Z"-shaped three-fold line design.

[0042] In this embodiment, the tire also includes a second connecting groove 40, which is disposed between two adjacent first transverse grooves 11 to connect the two adjacent first transverse grooves 11; and / or, the second connecting groove 40 is disposed between two adjacent second transverse grooves 12 to connect the two adjacent second transverse grooves 12. Thus, the above arrangement can further connect the two adjacent first transverse grooves 11 and the two adjacent second transverse grooves 12 to increase the connecting area and ensure that snow and water can flow and drain smoothly between the transverse groove groups 10.

[0043] It is understood that in this embodiment, the adjacent first sub-cross groove 131 and second sub-cross groove 141, and the adjacent third sub-cross groove 132 and fourth sub-cross groove 142 are all connected through the second connecting groove 40.

[0044] It can be seen that through the self-connection of the transverse groove group 10, the connection of the first connecting groove 30 and the connection of the second connecting groove 40, two complex snow and water discharge networks extending along the circumference of the tire are formed between the multiple transverse groove groups 10 on both sides of the center plane S, so as to ensure that snow and water can be squeezed into the transverse groove group 10 in time and further discharged to the tread and the driving surface.

[0045] In this embodiment, the second connecting groove 40 is arranged in a zigzag shape to further serve the functions of tread separation and rigidity balance, thereby increasing the magnitude of the interaction force between the tread and the driving surface.

[0046] In this embodiment, the second connecting groove 40 has a "Z"-shaped three-fold design.

[0047] In this embodiment, the depth of the first connecting groove 30 and the second connecting groove 40 is 3.5mm-4mm. The extension direction of the first connecting groove 30 is set at a first angle A1 with the circumference of the tire, and the first angle A1 is 28°-32°. The extension direction of the second connecting groove 40 is set at a second angle A2 with the circumference of the tire, and the second angle A2 is 14°-16°.

[0048] like Figure 1 As shown, along the first lateral groove 11 from one end away from the center surface S to the other end, the width of at least a portion of the first lateral groove 11 gradually decreases; and / or, along the second lateral groove 12 from one end away from the center surface S to the other end, the width of at least a portion of the second lateral groove 12 gradually decreases. This arrangement, on the one hand, ensures that the rigidity balance of the first lateral groove 11 and the second lateral groove 12 gradually decreases along the direction from the center surface S to the tire shoulder, further ensuring relatively high tread rigidity at the center surface S to improve the tire's straight-line driving ability; on the other hand, it increases the overall volume of the lateral groove assembly 10, ensuring that sufficient snow and water can be accommodated and discharged during tread compression.

[0049] In this embodiment, the first sub-horizontal groove 131, the second sub-horizontal groove 141, the third sub-horizontal groove 132 and the fourth sub-horizontal groove 142 all adopt the above-mentioned width design.

[0050] In this embodiment, the tire also includes a groove structure 50, which includes a first groove segment 51 and a second groove segment 52 that are interconnected and are arranged at an angle to each other. The groove structure 50 is disposed between the first lateral groove 11 and the second lateral groove 12, and is staggered with the center surface S. In this way, the above-mentioned arrangement of the groove structure 50 can enhance the ability of the tire to break through the snow layer at the center surface S. That is, the zigzag arrangement of the first groove segment 51 and the second groove segment 52 ensures that the tread at the center surface S can embed into the snow layer, thereby increasing the snow gripping and snow removal capabilities, and thus improving the tire's handling performance on icy and snowy roads.

[0051] In this embodiment, the end of the first groove segment 51 furthest from the second groove segment 52 is connected to the first transverse groove 11; and / or, the end of the first groove segment 51 furthest from the second groove segment 52 is connected to the second transverse groove 12. The second groove segment 52 is staggered with the center surface S, and its width gradually decreases from the end connected to the first groove segment 51 to the other end. This arrangement allows the groove structure 50 to further connect with the transverse groove group 10, forming a more complex and larger snow and water drainage network, thereby improving the tire's driving ability on icy and snowy roads. Simultaneously, the gradually changing width design also helps maintain relatively high tread rigidity at the center surface S.

[0052] In this embodiment, the trench structure 50 has a "√" shape.

[0053] In this embodiment, the depth of the trench structure 50 is 3.5mm-4mm.

[0054] like Figure 1 As shown, the first transverse groove 11 includes multiple interconnected first zigzag segments 111, with adjacent first zigzag segments 111 extending in different directions, forming a first embedding portion through the connection between adjacent first zigzag segments 111; and / or, the second transverse groove 12 includes multiple interconnected second zigzag segments 121, with adjacent second zigzag segments 121 extending in different directions, forming a second embedding portion through the connection between adjacent second zigzag segments 121. Thus, the above arrangement can further enhance the snow-breaking ability of the first transverse groove 11 and the second transverse groove 12, that is, the connection between adjacent first zigzag segments 111 and the connection between adjacent second zigzag segments 121 can form sharp convex corner structures, so that during the process of the tire tread pressing against the road surface, the convex corner structures break and embed into the snow, increasing the snow-grabbing and snow-expelling ability, thereby improving the tire's handling performance on icy and snowy roads.

[0055] like Figure 1 As shown, the tire also includes sipes 60, which are zigzag in shape and are disposed on the tire tread. This design further enhances the tire's grip performance, ensuring stable driving on icy and snowy roads.

[0056] like Figure 1 As shown, the tire in this embodiment has a large number of fine grooves 60 on its tread surface to greatly increase the grip between the tire and the road surface.

[0057] It is understood that in this embodiment, the first sub-lateral groove 131, the third sub-lateral groove 132, and the first connecting groove 30 surround and separate a circumferential tread block 91 extending along the tire circumference.

[0058] In this embodiment, the sipes 60 provided on the circumferential tread block 91 extend along the width direction of the tire.

[0059] It is understandable that the two adjacent first sub-transverse grooves 131, second sub-transverse grooves 141, first connecting grooves 30 and second connecting grooves 40 surround and separate the tread pattern blocks 92 (correspondingly, the other side of the center surface S will also form the tread pattern blocks 92).

[0060] In this embodiment, the sipes 60 provided on the tread block 92 are set at an angle of 55°-65° to the tire circumference.

[0061] In this embodiment, the sipes 60 provided on the circumferential tread block 91 and the crown tread block 92 are all closed sipes, that is, there is a certain distance (1 mm in this embodiment) between the end of the sipe 60 and the outer circumferential surface of the tread block.

[0062] Understandably, the tread on the side of the second connecting groove 40 away from the center plane S forms the shoulder tread block 93.

[0063] In this embodiment, the extension direction of the groove 60 provided on the tire shoulder tread block 93 is consistent with the extension direction of the tire shoulder tread block 93 (parallel arrangement), and the groove 60 on the tire shoulder tread block 93 extends to the groove wall of the second connecting groove 40 so as to communicate with the second connecting groove 40.

[0064] In this embodiment, among the multiple sipes 60 provided on the circumferential tread block 91 and the crown tread block 92, the spacing between two adjacent sipes 60 is 5mm-5.5mm.

[0065] In this embodiment, among the multiple sipes 60 provided on the tire shoulder tread block 93, the spacing between two adjacent sipes 60 is 5mm-5.5mm.

[0066] In this embodiment, the ratio between the actual pattern grounding area and the total area within the pattern grounding width TAW is 68% (pattern contact rate).

[0067] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0068] The tire has lateral grooves arranged on the tread. Each lateral groove includes first and second lateral grooves spaced apart along the width of the tire, forming a "V" shape. The ends of the first and second lateral grooves extend to the tire shoulder. Anti-skid structures are embedded in the tread to increase the friction between the tire and the road surface. The first and second lateral grooves are located on opposite sides of the tire's center plane S. Multiple lateral groove groups are spaced apart along the tire's circumference. The first lateral grooves on one side of the center plane S are interconnected, as are the second lateral grooves on the other side. Thus, the tire in this application first adopts a herringbone pattern tread structure (lateral groove group) that is more suitable for driving on icy and snowy roads (greater friction and better anti-skid). Furthermore, the tread structure within the lateral groove group is improved. Specifically, in this application, multiple first lateral grooves located on both sides of the tire's center surface S are interconnected, and multiple second lateral grooves are also interconnected. With the first and second lateral grooves extending to the tire shoulder, two snow and water drainage networks are formed on the tire tread. That is, during tire travel and road surface compression, snow and water are compressed from the center surface S to flow through the multiple first and second lateral grooves, and finally discharged from the ends to the outer side of the tire tread, preventing snow and water from accumulating between the tire tread and the road surface, thus reducing the coefficient of friction. Simultaneously, the anti-skid structure further increases the friction between the tire tread and the road surface, thereby solving the problem of low driving safety of existing tires on snowy roads and ensuring the safety of passengers.

[0069] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0070] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0071] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0072] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A tire, characterized in that, include: A transverse groove group (10) is provided on the tire tread. The transverse groove group (10) includes a first transverse groove (11) and a second transverse groove (12) arranged at intervals along the width direction of the tire. The first transverse groove (11) and the second transverse groove (12) are arranged in a "V" shape. The ends of the first transverse groove (11) and the second transverse groove (12) away from each other extend to the tire shoulder. Anti-slip structure (20) is embedded in the tread and is used to increase the friction between the tire and the driving surface; The first transverse groove (11) and the second transverse groove (12) are located on both sides of the center surface S of the tire. There are multiple transverse groove groups (10), which are spaced apart along the circumference of the tire. The multiple first transverse grooves (11) located on one side of the center surface S are interconnected, and the multiple second transverse grooves (12) located on the other side of the center surface S are interconnected.

2. The tire according to claim 1, characterized in that, The plurality of said transverse groove groups (10) include a plurality of first transverse groove groups (13) and a plurality of second transverse groove groups (14). Along the circumferential direction of the tire, the first transverse groove groups (13) are located between two adjacent second transverse groove groups (14); along the width direction of the tire, the second transverse groove groups (14) are located on the side of the first transverse groove (11) away from the center surface S.

3. The tire according to claim 2, characterized in that, The first transverse groove (11) of the first transverse groove group (13) is a first sub-transverse groove (131), and the first transverse groove (11) of the second transverse groove group (14) is a second sub-transverse groove (141). The second sub-transverse groove (141) includes a first main body segment (1411) and a first bend segment (1412) that are interconnected. The end of the first main body segment (1411) away from the first bend segment (1412) extends to the tire shoulder. The first bend segment (1412) bends relative to the first main body segment (1411) toward the first sub-transverse groove (131) to communicate with the first sub-transverse groove (131); and / or, The second transverse groove (12) of the first transverse groove group (13) is the third sub-transverse groove (132), and the second transverse groove (12) of the second transverse groove group (14) is the fourth sub-transverse groove (142). The fourth sub-transverse groove (142) includes a second main body section (1421) and a second bending section (1422) that are interconnected. The end of the second main body section (1421) away from the second bending section (1422) extends to the tire shoulder. The second bending section (1422) bends relative to the second main body section (1421) toward the third sub-transverse groove (132) to communicate with the third sub-transverse groove (132).

4. The tire according to claim 3, characterized in that, The tire also includes: A first connecting groove (30) is provided between two adjacent first sub-cross grooves (131) for connecting the two adjacent first sub-cross grooves (131); and / or, the first connecting groove (30) is provided between two adjacent third sub-cross grooves (132) for connecting the two adjacent third sub-cross grooves (132). The first connecting groove (30) is arranged in a zigzag shape and is located close to the center surface S relative to the second transverse groove group (14).

5. The tire according to claim 1, characterized in that, The tire also includes: The second connecting groove (40) is disposed between two adjacent first transverse grooves (11) for connecting the two adjacent first transverse grooves (11); and / or, the second connecting groove (40) is disposed between two adjacent second transverse grooves (12) for connecting the two adjacent second transverse grooves (12); The second connecting groove (40) is arranged in a zigzag shape.

6. The tire according to any one of claims 1 to 5, characterized in that, Along the first transverse groove (11) from one end away from the central surface S to the other end, at least a portion of the width of the first transverse groove (11) gradually decreases; and / or, Along the second transverse groove (12) from one end away from the central surface S to the other end, at least part of the width of the second transverse groove (12) gradually decreases.

7. The tire according to claim 1, characterized in that, The tire also includes: The trench structure (50) includes a first trench segment (51) and a second trench segment (52) that are interconnected, and the first trench segment (51) and the second trench segment (52) are arranged at an angle to each other; the trench structure (50) is arranged between the first transverse trench (11) and the second transverse trench (12), and the trench structure (50) is staggered with the center plane S.

8. The tire according to claim 7, characterized in that, The tire also includes: The end of the first groove segment (51) away from the second groove segment (52) is connected to the first transverse groove (11); and / or, the end of the first groove segment (51) away from the second groove segment (52) is connected to the second transverse groove (12); The second groove segment (52) is staggered with the center surface S. The width of the second groove segment (52) gradually decreases from one end of the second groove segment (52) that is connected to the first groove segment (51) to the other end.

9. The tire according to any one of claims 1 to 5, characterized in that, The first transverse groove (11) includes a plurality of interconnected first bend segments (111), the extension directions of two adjacent first bend segments (111) being different, so that a first embedding portion is formed at the connection between two adjacent first bend segments (111); and / or, The second transverse groove (12) includes a plurality of interconnected second zigzag segments (121), with the extension directions of two adjacent second zigzag segments (121) being different, so as to form a second embedding portion through the connection between two adjacent second zigzag segments (121).

10. The tire according to claim 1, characterized in that, The tire also includes: The sipe (60) is zigzag-shaped and is provided on the tire surface.

Images