CN108790613B

CN108790613B - Tire tread pattern structure

Info

Publication number: CN108790613B
Application number: CN201810698767.4A
Authority: CN
Inventors: 林文艳; 林冠宏
Original assignee: Cheng Shin Rubber Xiamen Ind Ltd
Current assignee: Cheng Shin Rubber Xiamen Ind Ltd
Priority date: 2018-06-29
Filing date: 2018-06-29
Publication date: 2024-08-06
Anticipated expiration: 2038-06-29
Also published as: CN108790613A

Abstract

The invention discloses a tire tread pattern structure, wherein the whole circumference of a tread is circumferentially and alternately provided with a plurality of pattern block units, each pattern block unit comprises raised pattern blocks distributed on the tread; the raised pattern blocks are pattern block units and comprise a first center block, a second center block and a third center block which are provided with cross-shaped anti-skid parts on the tread center line, a first shoulder block and a second shoulder block at the shoulder position, and two first transition blocks and two second transition blocks which are arranged in the transition area between the tread center line and the shoulder; each pattern block is arranged as a polygon; the second center block and the third center block are integral transverse pattern blocks and integral longitudinal pattern blocks with the left end and the right end protruding outwards; the first transition block is in a b-like shape with a narrow front end and a wide rear end, and the second transition block is in a quadrilateral shape; thereby improving the skid resistance, the ground grabbing performance and the traction performance of the tire, simultaneously taking the rigidity of the pattern block into consideration, and ensuring the off-road performance.

Description

Tire tread pattern structure

Technical Field

The present invention relates to a pneumatic tire, and more particularly to a tread pattern structure of a pneumatic tire for a mountain bike.

Background

The inflated bicycle is a new bicycle type extending from a mountain bicycle, mainly shuttles on ice and snow ground and light cross-country road surface, and compared with the traditional mountain bicycle, the road condition used by the inflated bicycle is relatively flat, and the broken width of matched tires is larger, so that compared with the carcass of the traditional mountain bicycle, the inflated bicycle is wider, has good damping and buffering effects, and has good riding stability when being used on field road conditions, but the road surface in winter is covered with ice and snow, and the existing inflated bicycle has insufficient anti-skidding, ground grabbing and traction performances of granular patterns.

Neglecting the influence of materials on the tire performance, the following three modes are adopted to improve the skid resistance, the ground grabbing performance and the traction performance:

1. The surface of the granular pattern is provided with saw-tooth-shaped or wave-shaped knife grooves;

2. Adding anti-skid nails on the surface of the granular patterns;

3. the two modes are mixed and matched on the same granular pattern surface.

Although the surface of the pattern block is provided with the serrated or wavy transverse knife grooves, the edge effect is increased, the skid resistance and the ground grabbing property are improved to a certain extent, the dense transverse knife grooves tend to reduce the rigidity of the pattern block, the off-road performance of the tire is reduced, the radial deformation generated by the transverse knife grooves is limited, and the traction improvement effect on a slightly thick ice and snow road surface is not obvious. In addition, raised anti-skid nails are added on the surface of the pattern block, and the sharp nail edges can break ice and snow to improve traction, but in use, the nail holes are easy to concentrate stress, and particularly for the granular pattern of the bicycle tire, the block volume of the pattern is relatively limited, and cracks are more easily generated on the pattern around the anti-skid nail holes to tear the pattern, so that abrasion and cross-country performance are affected. Furthermore, for the mixed collocation of the transverse knife groove and the anti-skid nail, on the premise that the rigidity of the pattern is weakened by the transverse knife groove, the anti-skid nail falls off or the pattern block is torn relatively more frequently.

Therefore, the above three methods do improve the performance of ice and snow road surfaces to some extent, but at the same time, the above negative effects are brought about, and the ice and snow areas and light off-road surfaces through which the inflated vehicles pass cannot be dealt with.

Disclosure of Invention

The invention aims to provide a tire tread pattern structure which not only can improve the skid resistance, the ground grabbing performance and the traction performance on ice and snow but also can ensure the off-road performance of the tire by considering the rigidity of pattern blocks.

It is a secondary object of the present invention to provide a tire tread pattern structure that reduces the occurrence of cleat drop-off or block tear problems.

To achieve the above object, the solution of the present invention is:

A tire tread pattern structure, the whole circumference of the tread is set up by a plurality of pattern block units along circumference interval, each pattern block unit includes protruding pattern block distributed on tread; wherein: the raised pattern blocks are first center blocks, second center blocks and third center blocks which are arranged from front to back on the tread center line and are included in each pattern block unit, the first shoulder blocks and the second shoulder blocks are arranged from front to back at the shoulder positions which are symmetrical by the tread center line, two first transition blocks and two second transition blocks are arranged from inside to outside in the transition region between the tread center line and the shoulder which is symmetrical by the tread center line, and the two first transition blocks and the two second transition blocks are respectively arranged alternately; the first center block is bullet-like with a narrow front end and a wide rear end; the surface of the first center block is provided with a cross-shaped anti-skid part; the second center block is an integral transverse pattern block with convex left and right ends, and the third center block is an integral longitudinal pattern block with convex left and right ends; the first transition block is in a b-like shape with a narrow front end and a wide rear end, and the second transition block is in a quadrilateral shape; the first shoulder block and the second shoulder block are irregular polygons.

The anti-skid part is formed by combining a longitudinal groove, a transverse groove, chamfer angles and a central column, wherein the longitudinal groove is arranged on a tread central line, the transverse groove is crossed with the longitudinal groove, the longitudinal groove and the transverse groove are crossed into a cross shape, and the chamfer angles in four directions are respectively arranged at the crossing positions.

The groove width of the longitudinal groove is 0.8mm-1.8mm, the groove width of the transverse groove is required to be larger than that of the longitudinal groove, the groove width of the transverse groove is smaller than or equal to 2.8mm, the depths of the longitudinal groove and the transverse groove are equal, and the depth is 20% -40% of the height of the first center block.

And a central column is arranged at the central position surrounded by the four chamfer angles, and the height of the central column is different from the depth of the longitudinal groove or the transverse groove.

The height of the central column is smaller than the depth of the longitudinal groove or the transverse groove, and the height difference is 0.2mm-1.2mm at the moment; the height of the central column is larger than the depth of the longitudinal groove or the transverse groove, and the height difference is 0.2mm-0.8mm.

The second center block is provided with a transverse short groove at the outer convex position, one end of the transverse short groove penetrates through the outer convex edge, and the other end of the transverse short groove is sealed in the second center block; the third center block is provided with a longitudinal groove at the center, and at least one end of the longitudinal groove is sealed in the third center block.

The first transition blocks and the second transition blocks are alternately configured; the inner end of the first transition block is a single linear edge, and the outer end is a broken line edge formed by at least three sections of straight lines; and the first transition block and the second transition block are respectively provided with a non-skid nail.

The first anti-skid nail of the first transition block is arranged at the rear end of the b-shaped structure with larger width, the second anti-skid nail of the second transition block is arranged at the geometric center position of the second transition block, and the distances between any edges of the first transition block and the second transition block and the edges of the anti-skid nail are respectively larger than 2.0mm.

A transverse short groove is formed in the outer protruding position of one end of the second center block, and a third anti-skid nail is arranged at the other end of the second center block, close to the outer protruding position; the positions of the transverse short grooves of the second center blocks and the third anti-skid nails of the adjacent pattern block units are alternately changed; any edge of the second center block is more than 2.0mm from the third cleat edge.

The first transition block is provided with a cross-shaped anti-skid part on the surface of the rear end with larger width, the anti-skid part is formed by combining a longitudinal groove, a transverse groove, a chamfer and a central column, the longitudinal groove is arranged on a tread central line, the transverse groove and the longitudinal groove are arranged in a crossing way, the longitudinal groove and the transverse groove are crossed to form a cross shape, the chamfer in four directions is respectively arranged at the crossing part, and the central position surrounded by the four chamfer is provided with the central column.

By adopting the scheme, the cross-shaped anti-skid part is arranged on the surface of the first central block of the tread so as to generate multi-directional edge effect and radial deformation difference, improve the anti-skid, ground grabbing and traction performances, simultaneously consider the rigidity of the pattern blocks and ensure the off-road performance; the second central block and the third central block are respectively matched with the whole transverse pattern blocks and the whole longitudinal pattern blocks with the left end and the right end protruding outwards, the first transition block is in a b-like shape with the front end being narrow and the rear end being wider, the second transition block is in a relatively regular quadrilateral design, and the first shoulder blocks and the second shoulder blocks of the irregular polygons are alternately arranged on the shoulder, so that the edge effect is increased, and the skid resistance and the ground grabbing performance are improved.

In order to further improve the running performance of the tire on snow and ice, preferably, the second center block or/and the first transition block or/and the second transition block are provided with the cleats, and meanwhile, the position design of the cleats is rationalized, so that the problems of the removal of the cleats or the tearing of pattern blocks are reduced.

Drawings

FIG. 1 is a schematic view of a tread pattern of a first embodiment of a tire according to the present invention;

FIG. 2 is a schematic view of one block unit of the tread of FIG. 1;

FIG. 3 is a schematic view of a first center block 10;

FIG. 4 is a cross-sectional view of A-A' of FIG. 3;

fig. 5 is a schematic view of the first center block 10 of fig. 4 in the ground on ice and snow;

FIG. 6 is another cross-sectional view of A-A' of FIG. 3;

Fig. 7 is a schematic view of the first center block 10 of fig. 6 in the ground on ice and snow;

fig. 8 is a schematic view of another first center block 10;

FIG. 9 is a schematic view of a tread pattern of a second embodiment of the tire of the present invention;

FIG. 10 is a block unit of the tread of FIG. 9.

Symbol description

1 Tread 2 ice and snow ground

10 First center piece 11 anti-slip portion 11a longitudinal groove

11B transverse groove 11c chamfer 11d center post

20 Second center block 21 transverse short groove 22 third anti-skid nail

30 Third center block 31 longitudinal slot

40 First transition piece 41 first cleat 42 anti-slip portion

Second transition block 51 second cleat 50

60 First shoulder blocks 70 second shoulder blocks.

Detailed Description

Embodiments of the present invention are explained below with reference to the drawings:

As shown in fig. 1 to 7, the present invention discloses a tread pattern structure of a tire, in which: the vertical direction is set as the tire radial direction, the lateral direction is set as the tire axial direction, the one-dot chain line indicates the equatorial plane, and the arrow points in the running direction of the tire. One end of the block directed in the running direction represents the front end, one end of the block in the reverse running direction represents the rear end, one end of the block close to the tread center line CL represents the inner end, and one end of the block far from the tread center line CL represents the outer end. Furthermore, the terms "first," "second," "third," and the like, are used merely to describe features and are not to be construed as indicating or implying any particular amount of such features.

As shown in fig. 1 and 2, the tire tread 1 of the present invention is provided with a plurality of raised blocks, the entire circumference of which is circumferentially spaced by a plurality of block units, and the blocks on both sides of the tread 1 are symmetrically distributed along the equatorial plane. FIG. 2 shows a block unit comprising: the first center block 10, the second center block 20, and the third center block 30 are arranged on the tread center line CL from front to back, the first shoulder block 60 and the second shoulder block 70 are arranged at the shoulder position of the tread edge, and two first transition blocks 40 and two second transition blocks 50 are arranged in the transition region between the tread center line CL and the shoulder of the tread edge. Since the blocks on both sides of the tread 1 are symmetrically distributed along the equatorial plane, each block unit comprises one first central block 10, one second central block 20, one third central block 30, two first shoulder blocks 60, two second shoulder blocks 70 and four first transition blocks 40, four second transition blocks 50. In order to meet comprehensive service performance of the block on ice and snow and off-road conditions, the blocks are all arranged into polygons, and enough edge effect is ensured.

Referring to fig. 1-4, which illustrate a first embodiment of the tread pattern structure of the tire of the present invention, the first center block 10 on the tread center line CL is of a bullet-like shape having a narrow front end and a wider rear end. The first center block 10 has a cross-shaped anti-slip portion 11 provided on its surface, and the anti-slip portion 11 is formed by combining a longitudinal groove 11a, a lateral groove 11b, a chamfer 11c, and a center post 11 d. The longitudinal grooves 11a are provided on the tread center line CL, the lateral grooves 11b are provided so as to intersect the longitudinal grooves 11a, the longitudinal grooves 11a and the lateral grooves 11b intersect each other in a cross shape, and the intersection is provided with four tangential corners 11c. The longitudinal grooves 11a and the transverse grooves 11b are respectively added with longitudinal and transverse edge effects, the central four chamfer angles 11c can be added with edge effects in different directions, after load is applied, the chamfer angles are respectively deformed, friction forces in different directions can be formed, and the ground grabbing performance of the first center block 10 is improved. To secure rigidity of the first center block 10, the groove width W1 of the longitudinal groove 11a is set to 0.8mm to 1.8mm, the groove width W2 of the lateral groove 11b is required to be larger than the groove width W1 of the longitudinal groove 11a, but the groove width W2 is not more than 2.8mm at maximum, the depths H1 of the longitudinal groove 11a and the lateral groove 11b are equal, and the depth H1 is set to 20% -40% of the first center block 10 height H. In order to compensate for the negative effect of the longitudinal grooves 11a, the transverse grooves 11b and the four corners 11c on the rigidity of the first center block 10 and to form a radial deformation difference to achieve the effect of improving traction when in contact with the ground, a center post 11d is arranged at the center position surrounded by the four corners 11c, the height h2 of the center post 11d has a height difference h from the depth h1 of the longitudinal grooves 11a or the transverse grooves 11b, as shown in fig. 4, the height h2 of the center post 11d may be smaller than the depth h1 of the longitudinal grooves 11a or the transverse grooves 11b, and the difference h is set to 0.2mm-1.2mm; as shown in fig. 6, the height h2 of the center pillar 11d may be larger than the depth h1 of the longitudinal groove 11a or the lateral groove 11b, and the difference h may be set to 0.2mm to 0.8mm. That is, the height difference h between the center post 11d and the surface of the first center block 10 is not less than 0.2mm, and if the height difference h is less than 0.2mm, the height difference between the center post 11d and the surface of the first center block 10 is too small, and the radial deformation difference generated during grounding is not obvious. Specifically, as shown in fig. 5 and 7, under the load F, the first center block 10 deforms (shown by a broken line after deformation in fig. 5 and 7), wherein a radial deformation difference h 'is generated between the surface of the first center block 10 and the ice and snow ground 2, and if the radial deformation difference h' is too small or not obvious, the traction improvement effect cannot be achieved. As shown in fig. 3, the cross section of the central column 11d may be square, and as shown in fig. 8, the cross section of the central column 11d may be circular, but may be other polygonal, elliptical, or the like. the arrangement of the central column 11d can reinforce the rigidity of the pattern blocks on one hand, and can generate radial deformation difference on the other hand, so that the traction performance is improved, and especially, the traction performance improvement effect on a slightly thick ice and snow road surface is more remarkable, after the central column is combined and matched with the longitudinal grooves 11a, the transverse grooves 11b and the chamfer 11c, the cross-shaped anti-skid part 11 not only has multi-directional edge effect and radial deformation difference, but also increases the biting edge on the ice and snow road surface, improves the anti-skid, ground grabbing and traction performance, simultaneously can maximally ensure the rigidity of the first central block 10, and ensures the cross-country performance.

As shown in fig. 1 and 2, the second center block 20 is integrally designed transversely, the left and right ends are designed to be in a convex shape, the axial rigidity is increased, a transverse short groove 21 is arranged at the convex position, one end of the transverse short groove 21 penetrates through the convex edge, the other end of the transverse short groove is sealed in the second center block 20, the circumferential edge effect is increased, the anti-skid and ground grabbing performances are improved, meanwhile, the rigidity of the second center block 20 is ensured, and the off-road performance is improved. The third center block 30 is designed longitudinally as a whole, the left and right ends are designed to be convex, the axial rigidity is increased, a longitudinal groove 31 is arranged in the center, at least one end of the longitudinal groove 31 is sealed in the third center block 30 (both ends of the longitudinal groove 31 in the embodiment are sealed in the third center block 30), the edge effect is increased, the anti-skid and ground grabbing performance is improved, and meanwhile, the rigidity of the third center block 30 is ensured. The second center block 20 and the third center block 30 are respectively designed and matched for the transverse and longitudinal directions with the left and right ends protruding outwards, so that the comprehensive usability of the road condition on snow and off road is improved.

The tread center line CL is respectively from inside to outside along each side direction of the tread 1, and two first transition blocks 40 and two second transition blocks 50 are arranged outside, wherein the first transition blocks 40 and the second transition blocks 50 are alternately arranged, and the Liu Bi which is grounded can be balanced, so that uniform ground grasping property is ensured. The first transition block 40 is in a shape like a b with a narrow front end and a wider rear end, the inner end of the first transition block 40 is a single straight line edge, so that the rigidity and strength of the pattern can be ensured, the outer end is a broken line edge formed by at least three straight lines (the outer end of the first transition block 40 in the embodiment is a broken line formed by four straight lines), and the outer end forms a saw-tooth-like biting edge, so that the traction performance of ice and snow areas is improved. While the second transition block 50 is of a relatively regular quadrilateral design, has stronger rigidity and strength, and ensures stability when the straight line turns through the bent ground. To further enhance the grip of the tire on snow and ice, particularly on slightly thicker icy and snowy roads, cleat designs may be added to the first and second transition blocks 40 and 50, respectively, with all shaded portions representing cleats for ease of distinction. Specifically, the first stud 41 of the first transition block 40 is disposed at the rear end of the b-shape having a large width, and the second stud 51 of the second transition block 50 is disposed at the geometric center of the second transition block 50, and any edges of the first and second transition blocks 40, 50 are spaced from the edges of the studs 41, 51 by a distance of more than 2.0mm, respectively. The geometric position of the cleats 41, 51 is defined on the one hand to provide better traction and traction, and on the other hand to rationally design the cleat positions to reduce cleat pull-out or block tear generation.

Fig. 9-10 show a second embodiment of a tread pattern structure of a tire according to the present invention, the structure and principle of the second embodiment are substantially the same as those of the first embodiment, and the same parts are not described in detail, but the different parts are described here: the second center block 20 of the second embodiment has a lateral short groove 21 at one end thereof protruding outward, and a third stud 22 at the other end thereof adjacent to the protruding outward, and the lateral short groove 21 and the third stud 22 of the second center block 20 of the adjacent pattern unit are alternately changed in position to improve the skid resistance and traction of the tire when the tire is running on ice and snow road. Likewise, any edge of the second center piece 20 must be more than 2.0mm from the edge of the third cleat 22. In addition, the cross-shaped anti-skid part 42 is arranged on the rear end surface of the b-shaped first transition block 40 with larger width, the arrangement mode of the cross-shaped anti-skid part 42 is consistent with that of the cross-shaped anti-skid part 11 on the surface of the first center block 10, the multi-directional edge effect and the radial deformation difference can be generated, the biting edge of the first transition block 40 on the ice and snow road surface is increased, the anti-skid, ground grabbing and traction performance are improved, and the off-road performance is ensured.

In summary, the invention optimizes the structural design of the tread pattern: the first center block 10 is provided with the cross-shaped anti-skid part 11 on the surface, the anti-skid part 11 is formed by combining the longitudinal groove 11a, the transverse groove 11b, the chamfer 11c and the center column 11d, the multi-directional edge effect and the radial deformation difference can be generated, the anti-skid, the ground grabbing and the traction performance are improved, meanwhile, the rigidity of the pattern block is considered, and the off-road performance is ensured. The second center block 20 and the third center block 30 are respectively matched with blocks with convex left and right ends and with convex whole transverse and whole longitudinal. The first transition block 40 is in a b-like shape with a narrow front end and a wider rear end, the second transition block 50 is in a relatively regular quadrilateral design, and the first shoulder blocks 60 and the second shoulder blocks 70 of the irregular polygons are alternately arranged on the tire shoulder, so that the edge effect is increased, and the skid resistance and the ground grabbing performance are improved. In order to further improve the running performance of the tire on snow and ice, it is preferable to provide cleats on the second center block 20 or/and the first transition block 40 or/and the second transition block 50, and meanwhile, the reasonable cleat position design reduces the occurrence of the problem of cleat falling or pattern block tearing.

The foregoing embodiments of the present invention are not intended to limit the technical scope of the present invention, and therefore, any minor modifications, equivalent variations and modifications made to the above embodiments according to the technical principles of the present invention still fall within the scope of the technical proposal of the present invention.

Claims

1. A tire tread pattern structure, the whole circumference of the tread is set up by a plurality of pattern block units along circumference interval, each pattern block unit includes protruding pattern block distributed on tread; the method is characterized in that: the raised pattern blocks are first center blocks, second center blocks and third center blocks which are arranged from front to back on the tread center line and are included in each pattern block unit, the first shoulder blocks and the second shoulder blocks are arranged from front to back at the shoulder positions which are symmetrical by the tread center line, two first transition blocks and two second transition blocks are arranged from inside to outside in the transition region between the tread center line and the shoulder which is symmetrical by the tread center line, and the two first transition blocks and the two second transition blocks are respectively arranged alternately; the first center block is bullet-like with a narrow front end and a wide rear end; the surface of the first center block is provided with a cross-shaped anti-skid part; the second center block is an integral transverse pattern block with convex left and right ends, and the third center block is an integral longitudinal pattern block with convex left and right ends; the first transition block is in a b-like shape with a narrow front end and a wide rear end, and the second transition block is in a quadrilateral shape; the first shoulder block and the second shoulder block are irregular polygons; the anti-skid part is formed by combining a longitudinal groove, a transverse groove, a chamfer and a central column, wherein the longitudinal groove is arranged on the tread central line, the transverse groove is crossed with the longitudinal groove, the longitudinal groove and the transverse groove are crossed into a cross shape, and the chamfer in four directions is respectively arranged at the crossing part; and a central column is arranged at the central position surrounded by the four chamfer angles, and the height of the central column is different from the depth of the longitudinal groove or the transverse groove.

2. A tire tread pattern structure as in claim 1 wherein: the groove width of the longitudinal groove is 0.8mm-1.8mm, the groove width of the transverse groove is required to be larger than that of the longitudinal groove, the groove width of the transverse groove is smaller than or equal to 2.8mm, the depths of the longitudinal groove and the transverse groove are equal, and the depth is 20% -40% of the height of the first center block.

3. A tire tread pattern structure as in claim 1 wherein: the height of the central column is smaller than the depth of the longitudinal groove or the transverse groove, and the height difference is 0.2mm-1.2mm at the moment; the height of the central column is larger than the depth of the longitudinal groove or the transverse groove, and the height difference is 0.2mm-0.8mm.

4. A tire tread pattern structure as in claim 1 wherein: the second center block is provided with a transverse short groove at the outer convex position, one end of the transverse short groove penetrates through the outer convex edge, and the other end of the transverse short groove is sealed in the second center block; the third center block is provided with a longitudinal groove at the center, and at least one end of the longitudinal groove is sealed in the third center block.

5. A tire tread pattern structure as in claim 1 wherein: the first transition blocks and the second transition blocks are alternately configured; the inner end of the first transition block is a single linear edge, and the outer end is a broken line edge formed by at least three sections of straight lines; and the first transition block and the second transition block are respectively provided with a non-skid nail.

6. A tire tread pattern structure as in claim 1 or 5 wherein: the first anti-skid nail of the first transition block is arranged at the rear end of the b-shaped structure with larger width, the second anti-skid nail of the second transition block is arranged at the geometric center position of the second transition block, and the distances between any edges of the first transition block and the second transition block and the edges of the anti-skid nail are respectively larger than 2.0mm.

7. A tire tread pattern structure as in claim 1 wherein: a transverse short groove is formed in the outer protruding position of one end of the second center block, and a third anti-skid nail is arranged at the other end of the second center block, close to the outer protruding position; the positions of the transverse short grooves of the second center blocks and the third anti-skid nails of the adjacent pattern block units are alternately changed; any edge of the second center block is more than 2.0mm from the third cleat edge.

8. A tire tread pattern structure as in claim 1 wherein: the first transition block is provided with a cross-shaped anti-skid part on the surface of the rear end with larger width, the anti-skid part is formed by combining a longitudinal groove, a transverse groove, a chamfer and a central column, the longitudinal groove is arranged on a tread central line, the transverse groove and the longitudinal groove are arranged in a crossing way, the longitudinal groove and the transverse groove are crossed to form a cross shape, the chamfer in four directions is respectively arranged at the crossing part, and the central position surrounded by the four chamfer is provided with the central column.