CN203818939U - All-terrain vehicle pneumatic tyre tread patterns for hard pavements - Google Patents

Abstract

The utility model discloses a tread pattern of an all-terrain vehicle pneumatic tire for hard roads, wherein the tire tread comprises a group of central pattern block rows and several shoulder pattern block groups arranged along the tire circumferential direction on the left and right sides; The pattern block row is formed by the central pattern blocks arranged at intervals in the circumferential direction of the tread center plane, and the central pattern blocks are arranged in a clockwise "Z"shape; the shoulder pattern blocks on the left and right sides are arranged along the tire circumferential direction respectively. and axially symmetrical arrangement, each shoulder pattern block group is divided into a first shoulder pattern block, a second shoulder pattern block and a third shoulder pattern block by a "Y"-shaped auxiliary groove. The "Z"-shaped central block located on the central plane of the tread can form a balanced circumferential traction, while the shoulder block groups on the left and right sides are divided into three optimized widths by "Y"-shaped auxiliary grooves. The shoulder block can effectively improve the traction performance of the tire while ensuring sufficient durability.

Description

Pneumatic all-terrain vehicle tire tread pattern for hard surfaces

technical field

The utility model relates to a tread pattern of a tire, in particular to the tread pattern of an all-terrain vehicle pneumatic tire which is used on a hard road surface and can ensure sufficient durability and can improve the traction performance of the tire during driving.

Background technique

With the overall development of the automobile market, all-terrain vehicles, as a new type of vehicle, are getting more and more attention from consumers, especially practical all-terrain vehicles. More and more sports-loving consumers regard it as the first choice for work and leisure sports. Practical all-terrain vehicles have become a commonly used vehicle for work and leisure, and its commonly used terrains are off-road roads such as farms, woodlands, and sandy land. In general, all-terrain vehicle tires are often designed with a larger mud discharge channel on the tread pattern to improve the ability of the tread block to cut into the ground in order to achieve sufficient traction performance. When driving on a hard off-road surface, during the driving and braking process of the vehicle, it is easy to cause the pattern block to creep due to insufficient rigidity of a single pattern block, and it is also easy to produce uneven wear, resulting in premature failure of the tread pattern block , thus affecting the durability of the tire, leading to a tendency to decrease the traction performance of the tire. Therefore, it is difficult for general all-terrain vehicle tires to meet the traction and durability of the vehicle when driving on hard off-road roads, and to achieve comprehensive performance.

Utility model content

The purpose of the utility model is to provide a tread pattern of an all-terrain vehicle pneumatic tire for driving on hard roads, which can ensure sufficient durability and improve the traction performance of the tire during driving on hard roads.

For achieving the above object, the solution of the present utility model is:

A tread pattern of an all-terrain vehicle pneumatic tire for hard roads, wherein: the tire tread includes a set of central pattern block rows and several shoulder pattern block groups arranged along the tire circumferential direction on the left and right sides; the central pattern block row consists of The central pattern blocks located on the central plane of the tread are arranged at intervals in the circumferential direction, and the central pattern blocks are arranged in a clockwise "Z" shape; the shoulder pattern blocks on the left and right sides are symmetrical to each other along the tire circumferential direction and axial direction respectively. Formed by arrangement, each shoulder pattern block group is divided into a first shoulder pattern block, a second shoulder pattern block and a third shoulder pattern block by a "Y"-shaped auxiliary groove.

The circumferential interval width of the central pattern block is 15%-35% of the length of the central pattern block; the angle between the ends of the central pattern block is 45°-65°.

A cutout is formed at the front and rear of the central pattern block, and the width of the cutout is set at 15% to 30% of the width of the central pattern block.

The width of the central pattern block is 35%-60% of the length of the central pattern block.

The shoulder block groups are located on the tread near the tire shoulders, and the adjacent shoulder block groups are divided by the shoulder main groove, and each shoulder main groove is divided by a "Y"-shaped auxiliary groove into a For the front section of the face center and the rear section away from the center of the tread, the axial angle of the front section is larger than that of the rear section, and the width of the "Y"-shaped auxiliary groove is smaller than the width of the shoulder main groove.

The ratio of the width of the second shoulder pattern block to the width of the first shoulder pattern block is 0.8-1.4, and the ratio of the width of the third shoulder pattern block to the width of the first shoulder pattern block is 0.8-1.4.

The axial included angle of the "Y"-shaped auxiliary groove is 60°-100°.

The axially inner end of the pattern block of the first shoulder is provided with a concave portion, and the width of the concave portion is 0.3-0.5 of the width of the pattern block of the first shoulder.

A beveled surface is provided at the end of the first shoulder pattern block.

The ratio of the axial extension distance between the axial outer end of the second shoulder pattern block and the tire center plane to the axial extension distance between the axial outer end of the third shoulder pattern block and the tire center plane is 1.1 ~1.3.

After adopting the above-mentioned scheme, the tread center pattern blocks of the pneumatic all-terrain vehicle tire of the present utility model are formed by non-continuous circumferential arrangement of center pattern blocks arranged in the shape of a "Z" with cutouts located on the central plane of the tread. Balanced circumferential traction; and the left and right shoulder block groups are composed of three shoulder block blocks with optimized width divided by "Y"-shaped auxiliary grooves, which can effectively improve the tire while ensuring sufficient durability. traction performance.

Description of drawings

Fig. 1 is the tread pattern development schematic diagram of the utility model tire;

Fig. 2 is a schematic diagram of the tread center pattern block row of the utility model tire;

Fig. 3 is a schematic diagram of the tread shoulder block group of the tire of the present invention.

Detailed ways

Explain the embodiment of the present utility model below in conjunction with accompanying drawing:

As shown in Figures 1 to 3, the utility model discloses a tire tread pattern for an all-terrain vehicle on hard roads. The shoulder pattern block group 20 arranged in the same direction; the central pattern block row 10 is formed by circumferentially spaced arrangement of the central pattern blocks 11 located on the central plane of the tread, and the central pattern blocks 11 are arranged in a clockwise "Z" shape; left and right The shoulder pattern block groups 20 on both sides are arranged symmetrically along the tire circumferential direction and axial direction respectively, and each shoulder pattern block group 20 is divided into a first shoulder pattern block 21, a second A shoulder block 22 and a third shoulder block 23 .

As shown in Figure 2, the circumferential interval width A of the central pattern block 11 is 15% to 35% of the length L1 of the central pattern block 11, and the central pattern blocks 11 are arranged at discontinuous circumferential intervals along the central plane of the tread, which can be tire Provide enough mud discharge space to ensure its traction performance. The "Z"-shaped central pattern block 11 overlaps with the original central pattern block when its central point P is rotated 180°. This setting can provide a balanced ground contact edge for the central pattern block 11 to achieve a balanced traction performance in the circumferential direction. , At the same time, more grounding edges are also convenient for the central pattern block 11 to cut into the ground, providing strong traction. In order to achieve the best traction, the end angle α of the central pattern block 11 can be set to 45°~65°. The setting of this end angle can reduce the resistance of the central pattern block 11 cutting into the ground and improve traction. The included angle of the end of the central pattern block 11 should not be set too small, otherwise the strength of the end of the central pattern block 11 will be reduced, and creeping phenomenon will easily occur during the running of the tire, which will affect its traction performance and cause The early damage of the pattern block will affect its durability. Otherwise, the angle at the end should not be set too large. If it is too large, it will be unfavorable for the central pattern block 11 to cut into the ground and improve traction. In addition, the cutouts 111 formed at the front and rear of the central pattern block 11 can further increase the ability of the end of the central pattern block 11 to cut into the ground and improve the traction performance. The width D11 of the notch 111 can be set to 15%~30% of the width D1 of the central pattern block 11, and the width of the notch 111 cannot be set too large, because an excessively large width of the notch 111 will reduce the strength of the central pattern block 11 and affect its Durability, and too small width of the notch 111 will not be able to achieve the effect of improving traction.

In order to ensure the running stability of the tire, the width D1 of the central pattern block 11 can be set to 35%~60% of the length L1 of the central pattern block. Block 11's axial stiffness reduces the tire's traction and cornering stability.

As shown in FIG. 3 , the shoulder pattern block groups 20 are located on the tread near the tire shoulders, and adjacent shoulder pattern block groups 20 are divided by shoulder main grooves 30 . In order to ensure that the tire has high durability when driving on hard roads, each shoulder main groove 30 is divided into a front section 31 close to the center of the tread and a rear section 32 far away from the center of the tread by a Y"-shaped auxiliary groove 40. The axial angle β1 can be designed to be larger than the axial angle β2 of the rear section 32, and a smaller axial angle of the rear section 32 can increase the strength of the shoulder pattern block, thereby improving the durability of the pattern.

In addition, the width D40 of the "Y"-shaped auxiliary ditch 40 is smaller than the width D30 of the shoulder main ditch 30. This design will help to form interpenetrating shoulder mud discharge spaces and improve traction performance. At the same time, in order to ensure the durability of the tire running, the ratio of the width D22 of the second shoulder pattern block 22 divided by the "Y"-shaped auxiliary groove 40 to the width D21 of the first shoulder pattern block 21 is 0.8~1.4. The ratio of the width D23 of the third shoulder pattern block 23 divided by the Y"-shaped auxiliary groove 40 to the width D21 of the first shoulder pattern block 21 is 0.8-1.4. The setting of these two width ratios is conducive to the rigid balance of the first shoulder pattern block 21, the second shoulder pattern block 22 and the third shoulder pattern block 23, and can avoid the first shoulder pattern block 21, the second shoulder pattern block The uneven rigidity of the block 22 and the third shoulder block 23 can effectively reduce the uneven wear of the block and ensure the durability of the tire. In addition, the axial angle γ of the "Y"-shaped auxiliary groove 40 can be set to 60°~100°, which can facilitate the second shoulder pattern block 22 to cut into the ground, improve traction performance, and avoid excessive Pointed end of the second shoulder pattern block 22, so as to avoid premature failure of the second shoulder pattern block 22 and affect its durability.

In order to further improve the traction performance of the first shoulder pattern block 21, a concave portion 211 is provided at the axial inner end of the first shoulder pattern block 21, and the width D211 of the concave portion 211 is set to be the width D21 of the first shoulder pattern block 21 0.3~0.5. If the width D211 of the concave portion 211 is set too large, it will affect the strength of the first shoulder pattern block 21, making the first shoulder pattern block 21 easy to be damaged. At the same time, the width D211 of the concave portion 211 cannot be set too small. The width 211 will not be able to increase the ground contact edge of the first shoulder pattern block 21, thereby failing to achieve the effect of improving the traction performance. At the same time, in order to prevent the end of the first shoulder pattern block 21 from affecting its durability due to too small rigidity, a beveled surface 212 is provided at the end of the first shoulder pattern block 21 . In order to ensure the rigidity balance of the first shoulder pattern block 21 , reduce the phenomenon of uneven wear of the pattern block, and ensure the durability of the tire, a plurality of thin grooves 213 can be provided on the first shoulder pattern block 21 . Similarly, a plurality of fine grooves 112 , 221 and 231 may also be provided on the central pattern block 11 , the second shoulder pattern block 22 , and the third shoulder pattern block 23 respectively.

As shown in Figure 3, in order to increase the traction performance of the tire, the axial extension distance L2 between the axially outer end of the second shoulder pattern block 22 and the center plane of the tire is the same as the axially outer end of the third shoulder pattern block 23 The ratio of the axial extension distance L3 to the center plane of the tire is 1.1~1.3. This setting will increase the mud-holding space of the tire shoulder, and at the same time create multiple effective lateral contact surfaces during the running of the tire to improve the traction of the tire performance.

A variety of all-terrain vehicle tires with a tire size of 29X9.00R15 were trial-produced using the tire pattern structure shown in Figure 1, and their performance was tested and evaluated. Each test tire was installed on an all-terrain vehicle with a matching rim of 7.0 ATX15 and an inflation pressure of 150kPa, and was driven on a hard forest road off-road route. The traction and overall performance were evaluated by the driver's senses using the traditional example of 5 points. , the larger the value, the better the performance. The traction and overall performance of the embodiment are better than the previous examples through the driver's sensory evaluation. After the test, the wear state and damage of the pattern block were evaluated by the driver's naked eyes, and the wear state and damage of the pattern block of the embodiment were better than those of the previous example.

Through the test results, it can be confirmed that after adopting this tread pattern design, the tire can effectively improve the traction performance of the tire while ensuring sufficient durability.

In summary, the utility model optimizes the design of the tread pattern of the pneumatic tire of the all-terrain vehicle. Arranged at intervals in the circumferential direction, this arrangement forms a balanced circumferential traction; the shoulder pattern blocks on the left and right sides are composed of three shoulder pattern blocks of optimized width divided by the "Y"-shaped auxiliary groove 40, with concave The combination of the first shoulder block 21 and the second shoulder block 22 and third shoulder block 23 with different axial extension distances can effectively improve the traction performance of the tire while ensuring sufficient durability.

The above is only a preferred embodiment of the utility model, and does not limit the scope of implementation of the utility model. Equivalent changes and modifications made according to the technical solution of the utility model and the content of the specification should all be covered by the utility model. range.

Claims (10)

1. A tread pattern of an all-terrain vehicle pneumatic tire for hard roads, characterized in that: the tire tread comprises a group of central pattern block rows and several shoulder pattern block groups arranged along the tire circumferential direction on the left and right sides; The pattern block rows are arranged at intervals in the circumferential direction of the central pattern blocks located in the center plane of the tread, and the central pattern blocks are arranged in a clockwise "Z" shape; and axially symmetrical arrangement, each shoulder pattern block group is divided into a first shoulder pattern block, a second shoulder pattern block and a third shoulder pattern block by a "Y"-shaped auxiliary groove. 2. The tread pattern of an all-terrain vehicle pneumatic tire for hard roads as claimed in claim 1, wherein the circumferential interval width of the central pattern block is 15% to 35% of the length of the central pattern block; The included angle at the end of it is 45°~65°. 3. The tread pattern of an all-terrain vehicle pneumatic tire for hard roads as claimed in claim 1, wherein a slit is formed at the front and rear of the central pattern block, and the width of the slit is set to be 15% to 10% of the width of the central pattern block. 30%. 4 . The tread pattern of a pneumatic all-terrain vehicle tire for hard roads according to claim 1 , wherein the width of the central pattern block is 35% to 60% of the length of the central pattern block. 5. The tread pattern of a pneumatic all-terrain vehicle tire for hard roads according to claim 1, wherein the shoulder pattern block group is located at the tread near the tire shoulder, and between adjacent shoulder pattern block groups It is divided by the main groove of the shoulder, and each shoulder main groove is divided into a front section close to the center of the tread and a rear section far away from the center of the tread by a "Y"-shaped auxiliary groove. The axial angle of the front section is larger than that of the rear section. Large, the width of the "Y"-shaped auxiliary groove is smaller than the width of the main groove on the shoulder. 6. The tread pattern of a pneumatic all-terrain vehicle tire for hard roads according to claim 1, wherein the ratio of the width of the second shoulder pattern block to the width of the first shoulder pattern block is 0.8-1.4, The ratio of the width of the third shoulder pattern block to the width of the first shoulder pattern block is 0.8-1.4. 7 . The tread pattern of the pneumatic all-terrain vehicle tire for hard roads according to claim 1 , wherein the included angle in the axial direction of the “Y”-shaped auxiliary groove is 60°-100°. 8. The tread pattern of a pneumatic all-terrain vehicle tire for hard roads according to claim 1, wherein a concave portion is provided at the axial inner end of the pattern block of the first shoulder, and the width of the concave portion is equal to that of the first shoulder. 0.3~0.5 of the width of the upper pattern block. 9. The tread pattern of the pneumatic all-terrain vehicle tire for hard roads according to claim 1 or 8, wherein a beveled surface is provided at the end of the first shoulder block. 10. The tread pattern of a pneumatic all-terrain vehicle tire for hard roads according to claim 1, wherein the axial extension distance between the axially outer end of the second shoulder pattern block and the center plane of the tire is equal to The ratio of the axial extension distance between the axially outer end of the third shoulder pattern block and the tire center plane is 1.1-1.3.