CN115489237B - Snow tire with asymmetric tire patterns - Google Patents

Abstract

The utility model relates to the field of tires, in particular to a snowfield tire with asymmetric tire patterns, which comprises a tread, wherein an inner crown pattern is arranged on the tread; the inboard crown pattern comprising a first inboard crown groove; the first inner crown groove has a first bend; a second inner crown groove which is used for communicating the first inner crown groove and the second inner crown groove is arranged between the adjacent first inner crown grooves, and a third bending is formed at the joint of the first inner crown groove and the second inner crown groove; under the action of the first bending, first bulges and first depressions are respectively formed on two opposite sides of the first inner crown pattern block in the circumferential direction, and the first bulges extend into the first depressions of the other first inner crown pattern block to form a first interlocking structure; under the effect of the third bending, a second concave is formed on the inner side of the adjacent first inner side crown pattern block, a second convex is formed on the outer side of the second inner side crown pattern block, and the second convex extends into the second concave to form a second interlocking structure. The interlocking structure improves grip.

Description

Snow tire with asymmetric tire patterns

Technical Field

The utility model relates to the field of tires, in particular to a snowfield tire with asymmetric tire patterns.

Background

The temperature is lower in winter, the grip of a common tire is reduced, the braking performance is reduced, and certain hidden danger is brought to driving safety. In particular, when running on snow, a common tire is very prone to slip. For this reason, snow tyres specially used in winter are developed, which are quite different in tyre patterns and material designs compared with ordinary tyres, and are mainly specially designed for snowy and slippery roads in winter. The snow tire may allow the wheel to provide better grip and shorter braking distances while driving on snow.

In China patent (publication No. CN216993779U, publication No. 20220719), a high-performance semi-steel car tire capable of coping with various winter road conditions is disclosed, and the tire is provided with asymmetric tire patterns on the tread and different functional patterns on different positions of the tread, so that the performance of the tire on snow, ice and dry ground is enhanced. And longitudinal concave-convex interlocking grooves are arranged on the inner side of the outer crown pattern block so as to improve the grip.

However, the tire described above has the following problems: although the grip is improved to some extent by providing the interlocking grooves with irregularities, the interlocking grooves mainly extend in the longitudinal direction, and the degree of meandering is insufficient, so that the interlocking effect is not obvious, and there is still room for improvement in the grip.

Disclosure of Invention

In order to solve the problem of insufficient gripping force, the utility model aims to provide a snowfield tire with asymmetric tire patterns, and the gripping force of the tire is further improved by arranging a zigzag interlocking structure in an inner crown pattern.

For the purpose of the utility model, the following technical scheme is adopted for implementation:

a snow tire with asymmetric tire patterns comprises a tread, wherein the tread is provided with tire patterns extending in the circumferential direction; the tire pattern comprises a middle longitudinal groove and an inner longitudinal groove, and an inner crown pattern is formed between the middle longitudinal groove and the inner longitudinal groove;

the inner crown pattern comprises a plurality of first inner crown grooves which are arranged along the circumferential direction, the outer ends of the first inner crown grooves are communicated with the middle longitudinal grooves, and the inner ends of the first inner crown grooves are communicated with the inner longitudinal grooves; the first inner crown groove being disposed generally obliquely; the first inner crown groove has a first bend, the first bend being oriented in the circumferential direction of the tire;

a second inner crown groove which is communicated with the first inner crown groove is arranged between the adjacent first inner crown grooves, the second inner crown groove extends linearly and is obliquely arranged, the oblique direction is opposite to that of the first inner crown groove, and a third bending is formed at the joint of the first inner crown groove and the second inner crown groove; the second inner crown groove is close to the center of the inner crown pattern in the width direction;

the first inner crown groove and the second inner crown groove divide a first inner crown block and a second inner crown block on the inner crown pattern;

under the action of the first bending, first bulges and first depressions are respectively formed on two opposite sides of the first inner crown pattern block in the circumferential direction, and the first bulges extend into the first depressions of the other first inner crown pattern block to form a first interlocking structure;

under the effect of the third bending, a second concave is formed on the inner side of the adjacent first inner side crown pattern block, a second convex is formed on the outer side of the second inner side crown pattern block, and the second convex extends into the second concave to form a second interlocking structure.

Preferably, the first inner crown groove comprises a first groove section and a second groove section, the outer end of the first groove section is communicated with the middle longitudinal groove, and the inner end of the first groove section is communicated with the second groove section; the first groove section and the second groove section are obliquely arranged, and the oblique directions of the first groove section and the second groove section are opposite, so that the first bending is formed.

Preferably, the first inner crown groove further comprises a third groove section connected to the inner end of the second groove section, the inner end of the third groove section communicating with the inner longitudinal groove; the third trench section has a different tilt angle than the second trench section, thereby forming a second bend at the junction.

Preferably, the second inner crown groove is connected at its upper end to the second groove section and at its lower end to the third groove section.

Preferably, the first groove section and the second groove section are nearly vertical; the second trench section is nearly perpendicular to the second inner crown trench.

Preferably, the first trench section has an inclination angle of 25-40 °; the second groove section has an inclination angle of 50-70 degrees; the inclination angle of the third groove section is 15-30 degrees; the second inner crown groove inclination angle is 25-40 degrees; the included angle between the first groove section and the second groove section is 85-95 degrees; the angle between the second groove section and the second inner crown groove is 85-95 °.

Preferably, the tire pattern further comprises an outer side longitudinal groove positioned at the outer side, an outer side shoulder pattern is formed at the outer side of the outer side longitudinal groove, an outer side crown pattern is formed between the outer side longitudinal groove and the middle longitudinal groove, and an inner side shoulder pattern is formed at the inner side of the inner side longitudinal groove;

the outer shoulder pattern comprises a plurality of outer shoulder transverse grooves which are arranged along the circumferential direction, the outer shoulder transverse grooves extend in a straight line and are obliquely arranged at a small angle, and the inner ends of the outer shoulder transverse grooves are connected in the outer longitudinal grooves; the outer shoulder transverse grooves divide outer shoulder pattern blocks on the outer shoulder pattern;

the outer crown pattern comprises a plurality of outer crown transverse grooves which are arranged along the circumferential direction, the outer crown transverse grooves are obliquely arranged at a large angle, and the outer ends of the outer crown transverse grooves are connected in the outer longitudinal grooves and aligned with the outer shoulder transverse grooves; the inner end of the outer crown transverse ditch is connected in the middle longitudinal ditch; an outer crown block at a division of the outer crown transverse groove on the outer crown pattern;

the inner side shoulder pattern comprises a plurality of inner side shoulder transverse grooves which are arranged along the circumferential direction, the inner side shoulder transverse grooves extend in a straight line and are obliquely arranged at a small angle, and the outer ends of the inner side shoulder transverse grooves are connected in the inner side longitudinal grooves and are aligned with the outer ends of the first inner side crown grooves; the inner shoulder transverse grooves divide the inner shoulder blocks on the inner shoulder patterns.

Preferably, the inclination angle of the lateral shoulder transverse groove is 3-10 degrees; the edge angle of the outer shoulder pattern block is close to 90 degrees; the outboard shoulder blocks are generally rectangular.

Preferably, the inclination angle of the lateral crown transverse grooves is 30-50 degrees; the outer crown blocks are substantially quadrilateral;

the outer surface of the outer crown pattern block is provided with a linear fine groove extending longitudinally and linearly, and the linear fine groove is close to the middle position of the outer crown pattern block in the width direction; the end part of the straight line fine groove is connected in the outer crown transverse groove.

Preferably, the inclination angle of the inner shoulder transverse grooves is 3-10 degrees, and the edges of the inner shoulder blocks are close to 90 degrees.

In summary, the utility model has the advantages that: a first bend is arranged in the first inner crown groove, so that a first bulge and a first recess are formed on the first inner crown pattern block, and the first bulge stretches into the first recess of the other first inner crown pattern block to form a first interlocking structure, so that the grip is improved; in addition, the junction of first inboard crown slot and second inboard crown slot forms the third and bends to the inboard second sunken of first inboard crown block, the outer end of second inboard crown block forms the second arch, and the second arch stretches into in the second sunken second interlocking structure of formation, improves the grip.

Drawings

FIG. 1 is an expanded view of a snow tire tread.

FIG. 2 is a schematic view of the structure of the inner crown pattern.

Fig. 3 is a pattern diagram of the comparative example.

Detailed Description

In the present embodiment, in a state where the tire is mounted on the wheel of the vehicle, the side of the tire near the center in the vehicle width direction is defined as the inner side, and conversely, the outer side.

It is known that a tire includes a tread extending around the tire circumference to form a ring shape and sidewalls provided on both sides in the tread width direction. The tire tread comprises a tire crown positioned in the center and tire shoulders arranged on two sides of the tire crown in the width direction, and the end parts of the tire shoulders are connected with the tire sidewalls.

A schematic structural view in a state where the tread is spread in a plane is shown in fig. 1, and a left shoulder line a and a right shoulder line b are also shown in fig. 1. A circumferentially extending tread pattern is provided on the tread between the left shoulder line a and the right shoulder line b, and it is apparent from the figure that the tread pattern is asymmetrical. That is, the left side pattern and the right side pattern in fig. 1 are different in shape, so that when the tire is contacted with the ground, the stress and the performance of each part are inconsistent, the functions of each part can be fully exerted, and the comprehensive performance of the tire is improved.

As shown in fig. 1, the tire pattern sequentially includes, from the outside to the inside (left to right in fig. 1) along the width direction of the tread: the outer shoulder pattern 10, the outer crown pattern 20, the inner crown pattern 30 and the inner shoulder pattern 40 are kept independent of each other, i.e. the adjacent patterns are not in direct contact.

In order to ensure that the patterns are not contacted, an outer longitudinal groove 50 extending along a circumferential straight line is formed between the outer shoulder pattern 10 and the outer crown pattern 20, an intermediate longitudinal groove 60 extending along a circumferential straight line is formed between the outer crown pattern 20 and the inner crown pattern 30, an inner longitudinal groove 70 extending along a circumferential inclined line is formed between the inner crown pattern 30 and the inner shoulder pattern 40, the inner longitudinal groove 70 is in a zigzag shape, the noise is reduced, the area of the groove is increased, and the water and snow draining performance is enhanced. Specifically, the inner longitudinal groove 70 is formed by splicing a plurality of inclined longitudinal groove sections 71, and the included angle between the longitudinal groove sections 71 and the vertical direction is 8-15 °. The three longitudinal grooves separate the patterns and can improve the drainage and snow removal performances of the tire. And the three longitudinal grooves have the groove width of 5-10mm, namely the three longitudinal grooves have larger width, so that the drainage and snow removal performances are further improved.

In addition, the inside of the outer longitudinal groove 50, the middle longitudinal groove 60 and the inner longitudinal groove 70 is provided with stepped convex blocks, and chamfer angles are arranged on the convex blocks, so that stone clamping and snow clamping can be effectively prevented by arranging the convex blocks in the grooves, the control performance and braking performance of snow and wetland safety are improved, and ideal traction and better acceleration performance are brought.

For the outer shoulder pattern 10, which includes a plurality of outer shoulder transverse grooves 101 arranged in the tire circumferential direction, the outer shoulder transverse grooves 101 can puncture a water film, thereby improving grip. The outer end (left end in fig. 1) of the outer shoulder lateral groove 101 is located at the end of the tread, and the inner end (right end in fig. 1) of the outer shoulder lateral groove 101 communicates with the outer longitudinal groove 50, so that accumulated water and snow in the outer shoulder lateral groove 101 can be discharged inward or outward. The groove widths of the outer shoulder transverse grooves 101 are approximately the same throughout and are about 4-8mm, i.e., the outer shoulder transverse grooves 101 have a greater groove width, which can further improve grip. The outboard shoulder lateral groove 101 extends substantially straight and exhibits a small angle of inclination of 3-10 °. The inclination angle means an acute angle formed with the tire width direction. Thus, the outer shoulder lateral groove 101 appears to extend mainly in the width direction of the tire, so that the outer shoulder pattern 10 has good grip.

As shown in fig. 1, the outer shoulder pattern 10 is formed with a plurality of outer shoulder blocks 11 arranged in the circumferential direction under the division of the outer shoulder transverse grooves 101, that is, the upper side and the lower side of the outer shoulder blocks 11 are each formed by the division of the outer shoulder transverse grooves 101, and furthermore, the inner side (right side in fig. 1) of the outer shoulder blocks 11 is formed by the division of the outer longitudinal grooves 50, so that the outer shoulder blocks 11 as a whole are formed in a parallelogram shape. Moreover, as the inclination angle of the lateral shoulder transverse grooves 101 is not large, the lateral shoulder pattern blocks 11 are more rectangular, namely, the corners of the lateral shoulder pattern blocks 11 are close to 90 degrees, so that the water film can be easily cut off in the process of contacting the ground by the lateral shoulder pattern blocks 11, the actual contact area of the tread and the ground is increased, and the grip is improved. Specifically, the length of the outer shoulder block 11 in the tire width direction is 40 to 50mm, and the length of the outer shoulder block 11 in the tire circumferential direction is 25 to 32mm. The outer shoulder blocks 11 have a large surface area relative to a normal tire, so that the rigidity of the blocks can be improved, and the blocks are prevented from creeping.

For the outboard crown pattern 20, which includes a plurality of outboard crown lateral grooves 201 arrayed in the tire circumferential direction, the outer ends (left ends in fig. 1) of the outboard crown lateral grooves 201 communicate with the outboard longitudinal grooves 50, and are aligned with the inner ends of the outboard shoulder lateral grooves 101. The inner end (right end in fig. 1) of the outer crown lateral groove 201 communicates with the intermediate longitudinal groove 60. The width of the grooves is approximately the same throughout the lateral crown transverse grooves 201, about 4-7mm. The lateral crown transverse grooves 201 extend generally straight, but may have a slight curvature within 10 degrees. The outer crown transverse grooves 201 are arranged in a large-angle inclined manner, and the inclined angle is 30-50 degrees. Specifically, the left end of the lateral crown transverse groove 201 is lower than the right end. The outer crown transverse grooves 201 which are obliquely arranged at a large angle can cut the water film on the ground more effectively, so that the grip performance of the outer crown pattern 20 is improved.

As shown in fig. 1, the outer crown pattern 20 is cut out of the outer crown lateral groove 201 to form a plurality of outer crown blocks 21 arranged in the circumferential direction, since the outer crown lateral groove 201 is parallel to each other and the outer longitudinal groove 50 and the intermediate longitudinal groove 60 are each extended in a longitudinal straight line, the outer crown blocks 21 are formed in a parallelogram, the upper and lower sides of the outer crown blocks 21 are inclined at a large angle, and thus the outer crown blocks 21 are inclined at a large angle as a whole, and the left end of the outer crown blocks 21 is lower than the right end. Further, in the tire circumferential direction, the length of the outside crown block 21 is substantially the same as that of the outside shoulder block 11, and the left side edge of the outside crown block 21 is aligned with the right side edge of the outside shoulder block 11.

As shown in fig. 1, a linear sipe 202 extending in a straight line in the tire circumferential direction is provided on the surface of the outer crown block 21, the linear sipe 202 is located at a widthwise intermediate position of the outer crown block 21, the upper end of the linear sipe 202 is connected to the upper outer crown lateral groove 201, and the lower end of the linear sipe 202 is connected to the lower outer crown lateral groove 201. The linear sipe 202 has a groove width of 1.5-3mm. Although the linear sipe 202 is provided in the outer crown block 21, the linear sipe 202 does not divide the outer crown block 21 into two left and right blocks independent of each other, in other words, the depth of the linear sipe 202 is much smaller than the three longitudinal grooves in the foregoing. The straight sipe 202 is used to break the water film when the tire is grounded.

As for the inner crown pattern 30, it includes a plurality of first inner crown grooves 301 arranged in the tire circumferential direction, and two bends having opposite opening directions are formed inside the first inner crown grooves 301. The outer end of the first inner crown groove 301 communicates with the intermediate longitudinal groove 60 and the inner end of the first inner crown groove 301 communicates with the inner longitudinal groove 70. The outer end of the first inner crown groove 301 is lower than the inner end of the first inner crown groove 301 in the tire circumferential direction.

Specifically, the first inboard crown groove 301 includes a first groove segment 3011, a second groove segment 3012, and a third groove segment 3013 that are in communication with one another in this order. The left end of the first channel 3011 section communicates with the middle longitudinal channel 60, and the right end of the first channel 3011 section communicates with the left end of the second channel section 3012. The first grooves 3011 extend straight, and are inclined at a low left-to-high right angle of 25-40 °. The length of the first trench 3011 is 10-18mm. The second trench section 3012 extends in a straight line, and is inclined at a low left and high right angle of 50-70 °, and the angle between the second trench section 3012 and the first trench 3011 is nearly vertical (+ -5 °). A first bend 303 is formed between the second trench section 3012 and the first trench 3011. The second trench section 3012 has a length of 25-40mm. The left end of the third trench section 3013 is connected to the right end of the second trench section 3012, and the right end of the third trench section 3013 communicates with the inner longitudinal trench 70. The third trench section 3013 extends in a straight line, and is inclined at a left-low right-high angle of 15-30 °. The third trench section 3013 has a length of 20-30mm. The angle between the third trench section 3013 and the second trench section 3012 is 130-150 °. A second bend 304 is formed between the third trench section 3013 and the second trench section 3012. The first bend 303 and the second bend 304 are the bends described above.

Under the division of the first inner crown groove 301, the inner crown pattern 30 is formed with circumferentially arranged inner crown blocks, and the inner crown blocks mainly appear to be disposed obliquely.

A second inner crown groove 302 is further provided between two adjacent first inner crown grooves 301, the second inner crown groove 302 extends in a straight line, and is inclined at an inclination angle of 25-40 ° from the left to the right. The upper end of the second inboard crown groove 302 is connected to the upper second groove section 3012 and the lower end of the second inboard crown groove 302 is connected to the lower third groove section 3013. The second inboard crown groove 302 is near the center of the inboard crown pattern. The junction of the second inner crown groove 302 with the first inner crown groove 301 forms a third bend 305. The angle between the second inboard crown groove 302 and the second groove segment 3012 is nearly vertical (+ -5 °). The second inboard crown groove 302 further divides the inboard crown blocks into a first inboard crown block 31 and a second inboard crown block 32 distributed left and right. The first and second inner crown blocks 31, 32 have substantially equal areas.

The first inner crown block 31 has a first concave portion 311 on its upper side and a first convex portion 312 on its lower side, the first concave portion 311 and the first convex portion 312 being formed by the first bending 303 above. The first raised portion 312 of the upper first inner crown block 31 extends into the first recessed portion 311 of the lower first inner crown block 31, thereby forming a first interlocking structure between the two first inner crown blocks 31. During the tire grounding process, the first raised portion 312 and the first recessed portion 311 abut against each other, so that the rigidity of the first inner crown block 31 is enhanced, thereby improving the grip.

The right sides of two upper and lower adjacent first inner crown blocks 31 are formed with a second concave portion 313 open to the right side, the second inner crown block 32 is located in the second concave portion 313, the second inner crown block 32 is pentagonal, and the left side of the second inner crown block 32 is provided with a second convex portion 321, and the second convex portion 321 is formed by dividing the above second groove section 3012 and the second inner crown groove 302. The second protrusion 321 extends into the second recess 313 to form a second interlocking structure. When the tire is in contact with the ground, the second raised portion 321 and the second recessed portion 313 abut, so that the first inner crown block 31 and the second inner crown block 32 are connected to each other, the rigidity of both is improved, and the grip is improved.

In the case of the inner shoulder pattern 40, which includes a plurality of inner shoulder lateral grooves 401 arranged in the circumferential direction, the left end of the inner shoulder lateral groove 401 communicates with the inner longitudinal groove 70, and the right end is connected to the end of the tread so that the accumulated water and snow in the inner shoulder lateral groove 401 can be discharged inward or outward. The groove widths are approximately the same throughout the inboard shoulder transverse grooves 401, about 4-8mm, i.e., the outboard shoulder transverse grooves 101 have a greater groove width, which may further improve grip. The inner shoulder transverse grooves 401 extend in a straight line and exhibit a small angle of inclination, with an inclination angle of 3-10 °. Thus, the inner shoulder lateral grooves 401 appear to extend mainly in the width direction of the tire, so that the inner shoulder pattern 40 has good grip.

As shown in fig. 1, the inner shoulder blocks 40 are formed by dividing the inner shoulder transverse grooves 401 into a plurality of inner shoulder blocks 41 arranged in the circumferential direction, that is, the upper side and the lower side of the inner shoulder blocks 41 are each divided by the inner shoulder transverse grooves 401, and furthermore, the outer side (left side in fig. 1) of the inner shoulder blocks 41 is divided by the inner longitudinal grooves 70, so that the inner shoulder blocks 41 as a whole are formed in a parallelogram shape. Moreover, the inclination angles of the inner shoulder transverse grooves 401 and the inner longitudinal grooves 70 are not large, so that the inner shoulder pattern blocks 41 are more rectangular, namely, the corners of the inner shoulder pattern blocks 41 are close to 90 degrees, the water film can be easily cut off in the process that the inner shoulder pattern blocks 41 contact the ground, the actual contact area of the tread and the ground is increased, and the grabbing force is improved. Specifically, the length of the inner shoulder blocks 41 in the tire width direction is 40 to 50mm, and the length of the inner shoulder blocks 41 in the tire circumferential direction is 25 to 32mm. The inner shoulder blocks 41 have a large surface area relative to a normal tire, so that rigidity of the blocks can be improved, and creeping of the blocks can be prevented.

As shown in fig. 1, the outer shoulder pattern 10, the outer crown pattern 20, the inner crown pattern 30, and the inner shoulder pattern 40 are also provided therein with densely arranged sipes 80, the sipes 80 being zigzag, and extending in the width direction of the tire. The inside of the sipe 80 is provided with a steel sheet in 3D form. The adjacent sipes 80 are not consistent in depth, and are preferably arranged at intervals of depth, so that reasonable rigidity of the pattern blocks is ensured, the control performance can be improved, and the phenomenon of block dropping is avoided. Through the cooperation of the fine grooves 80 and the steel sheets, the safety performance of the wet land running and the snow performance are improved, and the traction and braking performance are improved.

In addition, the formula of the tire adopts the combination of natural rubber and low Tg modified solution polymerized styrene-butadiene rubber, and simultaneously fills high-content high-dispersion white carbon black, so that the combination of environment-friendly oil and resin is plasticized, and more importantly, high-hardness hickory nut powder is added.

The modified formula has the following advantages: the high-dispersion white carbon black is better in dispersion in rubber, the sizing material performance is more excellent, the high-white carbon black consumption can improve the wet gripping performance of the tire, and the softness of the tire at extremely low temperature is ensured. The styrene block in the styrene-butadiene rubber can improve wet gripping performance, and double-end modification can improve the combination of the styrene-butadiene rubber and white carbon black, so that the gripping force of the tire on an ice water road surface is ensured. The ball milling high-hardness hickory nut powder is added in the formula, and the hickory nut powder particles protrude out of the rubber surface on a microscopic level to generate irregular edges and corners, so that the ground grabbing performance of the tire on ice and water can be better improved.

In summary, the utility model has the advantages that:

the edges and the wide grooves of the outer shoulder patterns are easy to cut ice and snow, the ice and snow in the grooves are also easier to discharge, and the ice and snow gripping force of the tire on ice and snow ground is improved. The large pattern blocks effectively reduce the creeping among the pattern blocks and have strong operability. Meanwhile, the performance of the wet road surface is enhanced, good grip is facilitated in turning, and the winter road surface can be met.

The outer side shoulder transverse grooves and the inner side shoulder transverse grooves can effectively break the water film, and the contact area between rubber and the ground is increased, so that the ground grabbing force is improved.

The pattern block has larger area, and can improve the control performance and wear resistance of the tire.

The blocks in the inner crown pattern 30 form an interlocking structure, which can reduce the deformation degree of the tire, improve the rigidity, improve the grip, and simultaneously, the continuous alternating contact with the ground effectively reduces the vibration of the tread so as to reduce the noise of the tire.

Finally, the tires were tested for indoor and outdoor performance according to the relevant national standard test method (GB/T4502). The pattern structure of the comparative example is shown in fig. 3, and the main differences from the embodiment are as follows: in general, the comparative example is a single-guide symmetrical pattern, and the example is a single-side single-guide asymmetrical pattern; locally, the two patterns differ significantly from each other in the inner crown pattern 30. All test results were calculated based on 100 of comparative example (see fig. 3), test value (relative value) =example test value/comparative example test value×100, specific measurement results are shown in tables 1 and 2, tires with 205/55R16 specifications were produced, and various indoor performances and outdoor performances were tested, and specific comparison is shown in tables 1 and 2.

Table 1 shows the comparative performance of the comparative and example indoor tests

Physical Properties	Comparative example	Examples
			High speed performance	100	101
Durability performance	100	100
			Rolling resistor	100	102
Overall rigidity	100	105
			Cornering stiffness	100	104

As can be seen from the comparative examples and examples in Table 1, the high speed, durability, rolling resistance and comparative examples of the present example have little difference, the overall rigidity is strong, the test performance of the tire real vehicle is easy to control, the linear stability is good, and the reaction sensitivity is good; the cornering stiffness is larger, and the steering performance of the tire is good.

Table 2 shows the outdoor performance of the comparative example and the example

Physical Properties	Comparative example	Examples
			Dry braking	100	101
Dry handling	100	100
			Wetland brake	100	102
Wetland control	100	103
			Snow braking	100	103
Snow handling	100	104
			Ice braking	100	102
Acceleration on ice	100	103

As can be seen from table 2, the comparative examples and the examples, the dry performance of the present example is not very different from the comparative examples; the performance of the wet land and the ice and snow land is good, and the steering performance of the tire is good.

In combination with tables 1 and 2, it can be seen that the present application provides superior snow grip and load carrying capacity through unique pattern designs, from the test results, the performance of the ice and snow ground is good, and the driving safety and the comfort in winter are ensured.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present utility model. Various modifications to these embodiments will be readily apparent to those skilled in the art. The generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the utility model. Thus, the present utility model is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. The snow tire with asymmetric tire patterns is characterized by comprising a tread, wherein the tread is provided with the tire patterns extending in the circumferential direction; the tire pattern comprises a middle longitudinal groove and an inner longitudinal groove, and an inner crown pattern is formed between the middle longitudinal groove and the inner longitudinal groove;

the inner crown pattern comprises a plurality of first inner crown grooves which are arranged along the circumferential direction, the outer ends of the first inner crown grooves are communicated with the middle longitudinal grooves, and the inner ends of the first inner crown grooves are communicated with the inner longitudinal grooves; the first inner crown groove being disposed generally obliquely; the first inner crown groove has a first bend, the first bend being oriented in the circumferential direction of the tire;

a second inner crown groove which is communicated with the first inner crown groove is arranged between the adjacent first inner crown grooves, the second inner crown groove extends linearly and is obliquely arranged, the oblique direction is opposite to that of the first inner crown groove, and a third bending is formed at the joint of the first inner crown groove and the second inner crown groove; the second inner crown groove is close to the center of the inner crown pattern in the width direction;

the first inner crown groove and the second inner crown groove divide a first inner crown block and a second inner crown block on the inner crown pattern;

under the action of the first bending, first bulges and first depressions are respectively formed on two opposite sides of the first inner crown pattern block in the circumferential direction, and the first bulges extend into the first depressions of the other first inner crown pattern block to form a first interlocking structure;

under the effect of the third bending, a second concave is formed on the inner side of the adjacent first inner side crown pattern block, a second convex is formed on the outer side of the second inner side crown pattern block, and the second convex extends into the second concave to form a second interlocking structure.

2. The snowfield tire of claim 1 wherein the first inboard crown groove comprises a first groove segment and a second groove segment, the outer end of the first groove segment communicating with the intermediate longitudinal groove and the inner end of the first groove segment communicating with the second groove segment; the first groove section and the second groove section are obliquely arranged, and the oblique directions of the first groove section and the second groove section are opposite, so that the first bending is formed.

3. The snowfield tire of claim 2 wherein the first inboard crown groove further comprises a third groove segment connected to an inner end of the second groove segment, the inner end of the third groove segment in communication with the inboard longitudinal groove; the third trench section has a different tilt angle than the second trench section, thereby forming a second bend at the junction.

4. A snow tire according to claim 3, wherein the second inner crown groove is connected at an upper end to the second groove section and at a lower end to the third groove section.

5. The snowfield tire of claim 3 or 4 wherein the first groove section and the second groove section are nearly perpendicular; the second trench section is nearly perpendicular to the second inner crown trench.

6. The snowfield tire of claim 5 wherein the first groove segment inclination angle is 25-40 °; the second groove section has an inclination angle of 50-70 degrees; the inclination angle of the third groove section is 15-30 degrees; the second inner crown groove inclination angle is 25-40 degrees; the included angle between the first groove section and the second groove section is 85-95 degrees; the angle between the second groove section and the second inner crown groove is 85-95 °.

7. The snowfield tire according to claim 1, wherein the tire pattern further comprises an outboard longitudinal groove on the outboard side, an outboard shoulder pattern is formed outboard of the outboard longitudinal groove, an outboard crown pattern is formed between the outboard longitudinal groove and the intermediate longitudinal groove, and an inboard shoulder pattern is formed inboard of the inboard longitudinal groove;

the outer shoulder pattern comprises a plurality of outer shoulder transverse grooves which are arranged along the circumferential direction, the outer shoulder transverse grooves extend in a straight line and are obliquely arranged at a small angle, and the inner ends of the outer shoulder transverse grooves are connected in the outer longitudinal grooves; the outer shoulder transverse grooves divide outer shoulder pattern blocks on the outer shoulder pattern;

the outer crown pattern comprises a plurality of outer crown transverse grooves which are arranged along the circumferential direction, the outer crown transverse grooves are obliquely arranged at a large angle, and the outer ends of the outer crown transverse grooves are connected in the outer longitudinal grooves and aligned with the outer shoulder transverse grooves; the inner end of the outer crown transverse ditch is connected in the middle longitudinal ditch; an outer crown block at a division of the outer crown transverse groove on the outer crown pattern;

the inner side shoulder pattern comprises a plurality of inner side shoulder transverse grooves which are arranged along the circumferential direction, the inner side shoulder transverse grooves extend in a straight line and are obliquely arranged at a small angle, and the outer ends of the inner side shoulder transverse grooves are connected in the inner side longitudinal grooves and are aligned with the outer ends of the first inner side crown grooves; the inner shoulder transverse grooves divide the inner shoulder blocks on the inner shoulder patterns.

8. The snowfield tire of claim 7 wherein the outboard shoulder lateral groove has an inclination angle of 3-10 °; the edge angle of the outer shoulder pattern block is close to 90 degrees; the outboard shoulder blocks are generally rectangular.

9. The snowfield tire according to claim 7, wherein the inclination angle of the lateral crown lateral groove is 30-50 °; the outer crown blocks are substantially quadrilateral;

the outer surface of the outer crown pattern block is provided with a linear fine groove extending longitudinally and linearly, and the linear fine groove is close to the middle position of the outer crown pattern block in the width direction; the end part of the straight line fine groove is connected in the outer crown transverse groove.

10. The snowy tire according to claim 7 wherein the inclination angle of the inner shoulder lateral grooves is 3-10 ° and the angular edges of the inner shoulder blocks are approximately 90 °.

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