Tire

Abstract

The utility model provides a kind of tire, tire, comprising: horizontal groove group, be set on tread, horizontal groove group includes the first horizontal groove and second horizontal groove being arranged at interval along the width direction of tire, the first horizontal groove and second horizontal groove are arranged as "person" shape between;Horizontal groove group is multiple, multiple horizontal groove group is arranged at interval along the circumference of tire, to separate the tread into multiple horizontal pattern parts;Anti-skid structure, is embedded in horizontal pattern part, anti-skid structure has the anti-skid surface exposed to tread, and anti-skid surface is used to increase the interaction between tread and driving surface Force;Wherein, anti-skid surface has main anti-skid surface and the broken medium surface being connected with main anti-skid surface, in the direction from broken medium surface to main anti-skid surface, the width of at least part broken medium surface gradually increases.The utility model effectively solves the problem of low driving safety of tire in prior art on snow-covered road.

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.

[0003] In existing technologies, in order to improve the driving performance of tires on snow and ice and prevent slippage, some snow tires are designed with embedded anti-skid studs. The harder anti-skid studs will embed into the ice and snow as the tire tread is pressed against the road surface, thereby increasing the interaction force between the tire tread and the road surface.

[0004] However, the traditional anti-slip stud structure has many defects, especially the stud head structure which lacks targeted design, has limited ice-breaking ability, and the actual anti-slip improvement effect is often unsatisfactory. Utility Model Content

[0005] 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.

[0006] To achieve the above objectives, this utility model 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; multiple lateral groove groups are provided at intervals along the circumference of the tire to divide the tire tread into multiple lateral pattern portions; an anti-skid structure is embedded in the lateral pattern portions, the anti-skid structure having an anti-skid surface exposed on the tire tread, the anti-skid surface being used to increase the interaction force between the tire tread and the driving surface; wherein, the anti-skid surface has a main anti-skid surface and a puncture surface connected to the main anti-skid surface, and along the direction from the puncture surface to the main anti-skid surface, at least a portion of the width of the puncture surface gradually increases.

[0007] Furthermore, the anti-skid structure includes an anti-skid part and an insert part that are connected to each other. The insert part is used to be inserted into the tread, and the anti-skid part has an anti-skid surface.

[0008] Furthermore, the anti-slip part is plate-shaped and has notches, which extend to the outer peripheral surface of the anti-slip part. There are multiple notches, which are spaced apart around the central axis of the anti-slip part. The embedded part is connected to one plate surface of the anti-slip part, the other plate surface of the anti-slip part forms an anti-slip surface, and the plate surface located between two adjacent notches forms a breaking medium surface.

[0009] Furthermore, the embedded part is columnar, one end of the embedded part is connected to the anti-slip part, and the diameter of the embedded part is smaller than the first dimension L of the anti-slip part, so as to form a stop surface at the connection between the embedded part and the anti-slip part.

[0010] Furthermore, the tire also includes: connecting grooves, provided on the lateral tread portion, for connecting two adjacent lateral groove groups.

[0011] Furthermore, the connecting trench includes a first sub-ditch and a second sub-ditch that are interconnected, with the ends of the first sub-ditch and the second sub-ditch away from each other used to connect two adjacent transverse trench groups; wherein the first sub-ditch and the second sub-ditch are arranged at an angle to each other.

[0012] Furthermore, the connecting grooves are multiple and include: a first connecting groove located between two adjacent first transverse grooves to connect the two adjacent first transverse grooves; a second connecting groove located between two adjacent second grooves to connect the two adjacent second grooves; wherein, the transverse tread portion located between the first connecting groove and the second connecting groove is the tread portion of the tire crown, and the transverse tread portion located on the side of the first connecting groove and the second connecting groove away from each other is the tread portion of the tire shoulder. The tire also includes a first sipe and a second sipe, the first sipe being disposed on the tread portion of the tire crown, and the second sipe being disposed on the tread portion of the tire shoulder. The first sipe has a wavy structure, and the second sipe is wavy. The wave pitch of the first sipe is smaller than the wave pitch of the second sipe.

[0013] Furthermore, the tire also includes: a first groove structure disposed on the tread pattern portion, the first groove structure including a first sub-groove segment, a second sub-groove segment, and a third sub-groove segment that are interconnected, the second sub-groove segment being located between the first sub-groove segment and the third sub-groove segment, the first sub-groove segment and the second sub-groove segment being arranged at an angle, the third sub-groove segment and the second sub-groove segment being arranged at an angle, and the first sub-groove segment, the second sub-groove segment and the third sub-groove segment forming a "V" shape; wherein, the first sub-groove segment and the second sub-groove segment are located between two adjacent transverse groove groups, and the third sub-groove segment penetrates one of the two adjacent transverse groove groups along the circumference of the tire.

[0014] Furthermore, the tire also includes: a second groove structure disposed on the shoulder tread portion, one end of the second groove structure being connected to one of the two adjacent transverse groove groups, and the other end of the second groove structure being at a predetermined distance from the other of the two adjacent transverse groove groups.

[0015] Furthermore, the ends of the first and second transverse grooves that are close to each other have a predetermined misalignment distance along the circumference of the tire.

[0016] Applying the technical solution of this utility model, the lateral groove group of the tire is set 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. There are multiple lateral groove groups, which are arranged at intervals along the circumference of the tire to divide the tire tread into multiple lateral pattern portions. The anti-skid structure is embedded in the lateral pattern portions. The anti-skid structure has an anti-skid surface exposed on the tire tread. The anti-skid surface is used to increase the interaction force between the tire tread and the driving surface. Among them, the anti-skid surface has a main anti-skid surface and a breaking medium surface connected to the main anti-skid surface. Along the direction from the breaking medium surface to the main anti-skid surface, the width of at least part of the breaking medium surface gradually increases. Thus, the tire in this application first adopts a herringbone pattern design to initially increase the interaction force between the tread and the driving surface, improving the tire's ability to drive on ice and snow (anti-slip). Secondly, an anti-slip structure is embedded in the lateral tread section, and the anti-slip surface of the anti-slip structure is specifically designed. During the tire rolling and the tread pressing against the driving surface, the end of the breaking medium surface that is far from the main anti-slip surface (with a smaller width) preferentially contacts and presses against the driving surface. Due to its smaller width, the pressure is greater and it is easier to crush the ice and snow. During the tire rolling, the breaking medium surface and the main anti-slip surface further press against and contact the ice and snow along the initially crushed ice and snow, and finally completely embed themselves into the ice and snow, further increasing the interaction force between the tread and the driving surface, minimizing the possibility of tire slippage, and thus solving the problem of low driving safety of tires on snowy roads in the prior art. At the same time, the above-mentioned size design of the tread surface helps to reduce the overall area of ​​the anti-skid surface, maintain a sufficiently large tread area, and thus enable the installation of more anti-skid structures, further increasing the interaction force between the tire and the driving surface. Attached Figure Description

[0017] 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:

[0018] Figure 1 A partial front view of an embodiment of a tire according to the present invention is shown;

[0019] Figure 2 It shows Figure 1 A front view of the anti-skid structure of the tire;

[0020] Figure 3 It shows Figure 1 A top view of the anti-skid structure of the tire.

[0021] The above figures include the following reference numerals:

[0022] 10. Transverse groove group; 11. First transverse groove; 12. Second transverse groove; 13. Serrated structure;

[0023] 20. Transverse tread pattern; 21. Crown tread pattern; 22. Shoulder tread pattern;

[0024] 30. Anti-slip structure; 31. Anti-slip surface; 311. Main anti-slip surface; 312. Medium-breaking surface; 33. Anti-slip part; 331. Notch; 34. Embedding part; 341. Embedding main body; 342. Nail part; 35. Stopping surface;

[0025] 40. Connecting trench; 41. First sub-trench; 42. Second sub-trench; 43. First connecting trench; 44. Second connecting trench;

[0026] 50. First tool groove;

[0027] 60. Second tool groove;

[0028] 70. First trench structure; 71. First sub-groove segment; 72. Second sub-groove segment; 73. Third sub-groove segment;

[0029] 80. Second trench structure. Detailed Implementation

[0030] 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.

[0031] 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.

[0032] 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.

[0033] To address the problem of low driving safety of existing tires on snowy roads, this application provides a tire.

[0034] like Figures 1 to 3As shown, the tire includes a lateral groove group 10 and an anti-skid structure 30. The lateral groove group 10 is disposed on the tire tread and includes a first lateral groove 11 and a second lateral groove 12 arranged at intervals along the width direction of the tire, with the first lateral groove 11 and the second lateral groove 12 arranged in a "V" shape. There are multiple lateral groove groups 10, which are arranged at intervals along the circumference of the tire to divide the tire tread into multiple lateral tread portions 20. The anti-skid structure 30 is embedded in the lateral tread portion 20 and has an anti-skid surface 31 exposed on the tire tread. The anti-skid surface 31 is used to increase the interaction force between the tire tread and the driving surface. The anti-skid surface 31 has a main anti-skid surface 311 and a puncture surface 312 connected to the main anti-skid surface 311. Along the direction from the puncture surface 312 to the main anti-skid surface 311, the width of at least part of the puncture surface 312 gradually increases.

[0035] Applying the technical solution of this embodiment, the lateral groove group 10 of the tire is disposed on the tire tread. The lateral groove group 10 includes a first lateral groove 11 and a second lateral groove 12 arranged at intervals along the width direction of the tire. The first lateral groove 11 and the second lateral groove 12 are arranged in a "V" shape. There are multiple lateral groove groups 10, which are arranged at intervals along the circumference of the tire to divide the tire tread into multiple lateral tread portions 20. The anti-skid structure 30 is embedded in the lateral tread portion 20. The anti-skid structure 30 has an anti-skid surface 31 exposed on the tire tread. The anti-skid surface 31 is used to increase the interaction force between the tire tread and the driving surface. The anti-skid surface 31 has a main anti-skid surface 311 and a media-breaking surface 312 connected to the main anti-skid surface. Along the direction from the media-breaking surface 312 to the main anti-skid surface 311, the width of at least part of the media-breaking surface 312 gradually increases. Thus, in this embodiment, the tire tread first adopts a herringbone pattern design to initially increase the interaction force between the tread and the driving surface, improving the tire's driving ability on ice and snow roads (anti-slip). Secondly, an anti-slip structure 30 is embedded in the lateral tread portion 20, and the anti-slip surface 31 of the anti-slip structure 30 is specifically designed. During the tire rolling and the tread pressing against the driving surface, the end of the breaking medium surface 312 that is far from the main anti-slip surface 311 (with a smaller width) preferentially contacts and presses against the driving surface. Due to its smaller width, the pressure is greater and it is easier to crush the ice and snow road surface. During the tire rolling, the breaking medium surface 312 and the main anti-slip surface 311 further press against the ice and snow road surface along the initially crushed ice and snow road surface, and finally completely embed themselves into the ice and snow road surface, so as to further increase the interaction force between the tread and the driving surface, minimize the possibility of tire slippage, and thus solve the problem of low driving safety of tires on snowy roads in the prior art. At the same time, the above-mentioned size design of the puncture surface 312 helps to reduce the overall area of ​​the anti-skid surface, maintain a sufficiently large tread area, and thus enable the installation of more anti-skid structures 30, further increasing the interaction force between the tire and the driving surface.

[0036] Specifically, in order to maintain the overall structural strength of the tread, the number of anti-skid structures 30 on the tread is limited. Compared with the traditional round or square anti-skid stud structure, the anti-skid structure 30 (actually an anti-skid stud) in this embodiment has an anti-skid surface structure design that can reduce the area occupied by the anti-skid surface 31, so as to set more anti-skid structures 30, resulting in more anti-skid structures 30 (core interaction force points) between the tread and the driving surface, thereby further improving the driving safety of the tire on ice and snow roads.

[0037] Specifically, the exact principles behind how the herringbone tire tread pattern can improve the driving performance of tires on icy and snowy roads (such as anti-slip, driving force, steering control performance, snow removal performance, etc.) will not be elaborated here.

[0038] like Figures 1 to 3 As shown, the anti-skid structure 30 includes an anti-skid portion 33 and an insert portion 34 connected to each other. The insert portion 34 is used to be inserted into the tread, and the anti-skid portion 33 has an anti-skid surface 31. In this way, the anti-skid structure 30 can be inserted into the tread through the insert portion 34, and thus be firmly fixed to the tread.

[0039] like Figure 3 As shown, the anti-slip part 33 is plate-shaped and has notches 331 extending to the outer peripheral surface of the anti-slip part 33. Multiple notches 331 are spaced apart around the central axis of the anti-slip part 33. The embedding part 34 is connected to one plate surface of the anti-slip part 33, and the other plate surface of the anti-slip part 33 forms an anti-slip surface 31. The plate surface located between two adjacent notches 331 forms a media-breaking surface 312. This arrangement simplifies the overall structure of the anti-slip part 33 and the formation of the media-breaking surface 312, making it easier to process and implement, thereby reducing the processing cost of the anti-slip structure 30 and the processing difficulty for workers.

[0040] In this embodiment, the notch 331 is an arc-shaped notch, which makes the edge of the corresponding breaking medium surface 312 also arc-shaped, so as to play a role in stress dispersion, thereby avoiding damage to the anti-slip part 33 and extending the service life of the anti-slip structure 30.

[0041] In this embodiment, there are four notches 331, which are spaced apart around the central axis of the anti-slip part 33, and the anti-slip part 33 has a cross-shaped structure.

[0042] It should be noted that the number of notches 331 is not limited to this and can be adjusted according to working conditions and usage requirements. Optionally, there may be three, four or five, six, seven, or more notches 331.

[0043] like Figure 2 and Figure 3As shown, the insert 34 is columnar, with one end connected to the anti-slip part 33. The diameter of the insert 34 is smaller than the first dimension L of the anti-slip part 33, so that a stop surface 35 is formed at the connection between the insert 34 and the anti-slip part 33. In this way, the above arrangement not only makes the area of ​​the anti-slip surface 31 larger while reducing the size of the insert 34, but also facilitates the insertion of the insert 34 through the limiting and stopping function of the stop surface 35, thereby reducing the processing difficulty for workers.

[0044] Specifically, mounting holes matching the structure of the insert part 34 and the anti-slip part 33 are provided on the tire surface. During the insertion of the anti-slip structure 30, the stop surface 35 will limit the insertion depth of the anti-slip structure 30 by stopping it between the stop surface 35 and the stepped surface on the mounting hole.

[0045] In this embodiment, the embedding part 34 further includes an embedding body 341 and a nail part 342 connected to each other. One end of the embedding body 341 is connected to the anti-slip part 33, and the nail part 342 is disposed on the other end of the embedding body 341.

[0046] In this embodiment, the height of the stud portion 342 is 1.4mm to 1.6mm. Its size design is larger than that of the traditional stud portion (1.2mm), which still has a firm fixing performance during the wear of the tire tread, thereby extending the service life of the anti-skid structure 30.

[0047] In this embodiment, the tire also includes a connecting groove 40, which is disposed on the lateral tread portion 20 to connect two adjacent lateral groove groups 10. This arrangement allows for the connection and flow of snow and water through the connecting groove 40, ensuring that snow and water between the tire tread and the driving surface can quickly enter the lateral groove group 10 and be discharged, thereby further improving the tire's ability to drive on ice and snow (safety).

[0048] In this embodiment, the connecting groove 40 includes a first sub-groove 41 and a second sub-groove 42 that are interconnected. The ends of the first sub-groove 41 and the second sub-groove 42 that are away from each other are used to connect two adjacent transverse groove groups 10. The first sub-groove 41 and the second sub-groove 42 are arranged at an angle. In this way, the zigzag structure of the connecting groove 40 can further increase the interaction force between the tread and the driving surface, thereby improving the tire's ability to drive on ice and snow (safety).

[0049] like Figure 1As shown, the connecting grooves 40 are multiple and include: a first connecting groove 43, located between two adjacent first transverse grooves 11 to connect the two adjacent first transverse grooves 11; a second connecting groove 44, located between two adjacent second grooves to connect the two adjacent second grooves; wherein, the transverse tread portion 20 located between the first connecting groove 43 and the second connecting groove 44 is the crown tread portion 21, and the transverse tread portion 20 located on the side of the first connecting groove 43 and the second connecting groove 44 away from each other is the shoulder tread portion 22. The tire also includes a first sipe 50 and a second sipe 60. The first sipe 50 is disposed on the crown tread portion 21, and the second sipe 60 is disposed on the shoulder tread portion 22. The first sipe 50 has a wavy structure, and the second sipe 60 is wavy. The wave pitch of the first sipe 50 is smaller than the wave pitch of the second sipe 60. In this way, the first sipe 50, with its smaller wave pitch at the core contact portion (tread pattern 21) between the tire tread and the driving surface, is finer (compared to the second sipe 60 on the shoulder tread pattern 22). This allows it to generate a greater interaction force with the driving surface (compared to the second sipe on the shoulder tread pattern 22), thus helping to improve the tire's straight-line driving ability. Simultaneously, the first sipe 50 and the second sipe 60 collectively enhance the interaction force between the tire tread and the driving surface, further improving the tire's performance on icy and snowy roads.

[0050] In this embodiment, the first cutting groove 50 is a wavy cutting groove.

[0051] In this embodiment, the second cutting groove 60 is a rectangular wavy cutting groove.

[0052] Understandably, the aforementioned sipe shape design also helps to improve the overall aesthetic appearance of the tire tread.

[0053] like Figure 1As shown, the tire also includes a first groove structure 70, disposed on the tread pattern portion 21. The first groove structure 70 includes a first sub-groove segment 71, a second sub-groove segment 72, and a third sub-groove segment 73 that are interconnected. The second sub-groove segment 72 is located between the first sub-groove segment 71 and the third sub-groove segment 73. The first sub-groove segment 71 and the second sub-groove segment 72 are arranged at an angle, and the third sub-groove segment 73 is also arranged at an angle to the second sub-groove segment 72. The first sub-groove segment 71, the second sub-groove segment 72, and the third sub-groove segment 73 form a "V" shape. The first sub-groove segment 71 and the second sub-groove segment 72 are located between two adjacent transverse groove groups 10, and the third sub-groove segment 73 penetrates one of the two adjacent transverse groove groups 10 along the circumferential direction of the tire. In this way, the above-mentioned configuration can further supplement and strengthen the blank part (without any groove structure) of the tread pattern 21 through the first groove structure 70. The three-fold first groove structure 70 can enhance the interaction between the blank part and the driving surface, while its third sub-groove segment 73 that penetrates the transverse groove group 10 can form a connection with the transverse groove group 10, balancing the interaction forces generated by the first groove structure 70 and the transverse groove group 10, further improving the tire's driving safety on ice and snow roads.

[0054] like Figure 1 As shown, the tire also includes a second groove structure 80, disposed on the shoulder tread portion 22. One end of the second groove structure 80 is connected to one of the two adjacent lateral groove groups 10, and the other end of the second groove structure 80 is at a predetermined distance from the other of the two adjacent lateral groove groups 10. In this way, the above arrangement can supplement and strengthen the interaction force generated at the shoulder tread portion 22 through the second groove structure 80. Simultaneously, it can also accommodate snow and water, further improving the tire's driving safety on icy and snowy roads.

[0055] like Figure 1 As shown, the ends of the first lateral groove 11 and the second lateral groove 12 that are close to each other have a predetermined misalignment distance along the circumference of the tire. In this way, the misaligned design of the lateral groove group 10, together with its multiple circumferential arrangements, makes the interaction force between the tread and the driving surface not only greater but also more uniform, thereby further improving the tire's driving safety on icy and snowy roads.

[0056] In this embodiment, both the first transverse groove 11 and the second transverse groove 12 are multi-segmented zigzag structures. The above-mentioned arrangement forms a corresponding sawtooth structure 13 on the groove walls of the first transverse groove 11 and the second transverse groove 12, which can further increase the interaction force between the tire tread and the driving surface.

[0057] Specifically, through actual design and use, the anti-slip surface 31 of the anti-slip structure 30 in this embodiment is designed to have a smaller area while having sufficiently high anti-slip performance. The number of inlays of the anti-slip structure 30 can be increased to 180, which greatly increases the safety of the tire on ice and snow roads.

[0058] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0059] The tire has lateral groove groups on its tread. Each lateral groove group includes first and second lateral grooves spaced apart along the width of the tire, arranged in a herringbone pattern. Multiple lateral groove groups are spaced apart along the circumference of the tire to divide the tread into multiple lateral tread sections. Anti-skid structures are embedded in these lateral tread sections and have anti-skid surfaces exposed on the tread. These anti-skid surfaces increase the interaction force between the tread and the road surface. Each anti-skid surface has a main anti-skid surface and a puncture surface connected to the main anti-skid surface. Along the direction from the puncture surface to the main anti-skid surface, at least a portion of the puncture surface gradually increases in width. Thus, the tire in this application first adopts a herringbone pattern design to initially increase the interaction force between the tread and the driving surface, improving the tire's ability to drive on ice and snow (anti-slip). Secondly, an anti-slip structure is embedded in the lateral tread section, and the anti-slip surface of the anti-slip structure is specifically designed. During the tire rolling and the tread pressing against the driving surface, the end of the breaking medium surface that is far from the main anti-slip surface (with a smaller width) preferentially contacts and presses against the driving surface. Due to its smaller width, the pressure is greater and it is easier to crush the ice and snow. During the tire rolling, the breaking medium surface and the main anti-slip surface further press against and contact the ice and snow along the initially crushed ice and snow, and finally completely embed themselves into the ice and snow, further increasing the interaction force between the tread and the driving surface, minimizing the possibility of tire slippage, and thus solving the problem of low driving safety of tires on snowy roads in the prior art. At the same time, the above-mentioned size design of the tread surface helps to reduce the overall area of ​​the anti-skid surface, maintain a sufficiently large tread area, and thus enable the installation of more anti-skid structures, further increasing the interaction force between the tire and the driving surface.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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 lateral groove group (10) is provided on the tire tread. The lateral groove group (10) includes a first lateral groove (11) and a second lateral groove (12) arranged at intervals along the width direction of the tire. The first lateral groove (11) and the second lateral groove (12) are arranged in a "V" shape. There are multiple lateral groove groups (10). Multiple lateral groove groups (10) are arranged at intervals along the circumference of the tire to divide the tire tread into multiple lateral tread portions (20). Anti-slip structure (30) is embedded in the lateral tread portion (20), the anti-slip structure (30) has an anti-slip surface (31) exposed on the tread, the anti-slip surface (31) is used to increase the interaction force between the tread and the driving surface; The anti-slip surface (31) has a main anti-slip surface (311) and a breaking medium surface (312) connected to the main anti-slip surface (311). Along the direction from the breaking medium surface (312) to the main anti-slip surface (311), the width of at least part of the breaking medium surface (312) gradually increases.

2. The tire according to claim 1, characterized in that, The anti-skid structure (30) includes an anti-skid part (33) and an insert part (34) connected to each other. The insert part (34) is used to be inserted into the tread. The anti-skid part (33) has the anti-skid surface (31).

3. The tire according to claim 2, characterized in that, The anti-slip part (33) is plate-shaped and has a notch (331). The notch (331) extends to the outer peripheral surface of the anti-slip part (33). There are multiple notches (331), and the multiple notches (331) are spaced apart around the central axis of the anti-slip part (33). The embedded part (34) is connected to one plate surface of the anti-slip part (33), the other plate surface of the anti-slip part (33) forms the anti-slip surface (31), and the plate surface located between two adjacent notches (331) forms the breaking medium surface (312).

4. The tire according to claim 3, characterized in that, The embedded part (34) is columnar, and one end of the embedded part (34) is connected to the anti-slip part (33). The diameter of the embedded part (34) is smaller than the first dimension L of the anti-slip part (33) so as to form a stop surface (35) at the connection between the embedded part (34) and the anti-slip part (33).

5. The tire according to any one of claims 1 to 4, characterized in that, The tire also includes: A connecting groove (40) is provided on the transverse patterned portion (20) to connect two adjacent transverse groove groups (10).

6. The tire according to claim 5, characterized in that, The connecting trench (40) includes a first sub-trench (41) and a second sub-trench (42) that are connected to each other. The ends of the first sub-trench (41) and the second sub-trench (42) that are away from each other are used to connect two adjacent transverse trench groups (10). The first sub-groove (41) and the second sub-groove (42) are arranged at an angle to each other.

7. The tire according to claim 5, characterized in that, The connecting trenches (40) are multiple and include: The first connecting groove (43) is located between two adjacent first transverse grooves (11) to connect the two adjacent first transverse grooves (11). The second connecting groove (44) is located between two adjacent second grooves to connect the two adjacent second grooves; The lateral tread portion (20) located between the first connecting groove (43) and the second connecting groove (44) is the crown tread portion (21), and the lateral tread portion (20) located on the side of the first connecting groove (43) and the second connecting groove (44) away from each other is the shoulder tread portion (22). The tire also includes a first sipe (50) and a second sipe (60). The first sipe (50) is disposed on the crown tread portion (21), and the second sipe (60) is disposed on the shoulder tread portion (22). The first sipe (50) has a wavy structure, and the second sipe (60) is wavy. The wave pitch of the first sipe (50) is smaller than the wave pitch of the second sipe (60).

8. The tire according to claim 7, characterized in that, The tire also includes: A first groove structure (70) is provided on the tread pattern portion (21). The first groove structure (70) includes a first sub-groove segment (71), a second sub-groove segment (72), and a third sub-groove segment (73) that are interconnected. The second sub-groove segment (72) is located between the first sub-groove segment (71) and the third sub-groove segment (73). The first sub-groove segment (71) and the second sub-groove segment (72) are arranged at an angle. The third sub-groove segment (73) and the second sub-groove segment (72) are arranged at an angle. The first sub-groove segment (71), the second sub-groove segment (72), and the third sub-groove segment (73) form a "V" shaped structure. The first sub-groove segment (71) and the second sub-groove segment (72) are located between two adjacent transverse groove groups (10), and the third sub-groove segment (73) passes through one of the two adjacent transverse groove groups (10) along the circumferential direction of the tire.

9. The tire according to claim 7, characterized in that, The tire also includes: The second groove structure (80) is provided on the shoulder tread portion (22). One end of the second groove structure (80) is connected to one of the two adjacent transverse groove groups (10), and the other end of the second groove structure (80) is at a predetermined distance from the other of the two adjacent transverse groove groups (10).

10. The tire according to claim 1, characterized in that, The ends of the first transverse groove (11) and the second transverse groove (12) that are close to each other have a predetermined misalignment distance along the circumference of the tire.

Images