CN202896195U - Pneumatic tyre for all-terrain vehicle - Google Patents

Abstract

The utility model discloses a pneumatic tire for all-terrain vehicles. It has a carcass and a tread pattern; The zigzag pattern block and the zigzag pattern block are respectively divided into a skimming part and a napping part by a wide groove; the skimming part of a herringbone pattern block is divided into a central pattern block, an interval pattern block and a main shoulder pattern block by two narrow grooves , the Nap part is divided into a transition block and a side shoulder block by a narrow groove; the skim part of the herringbone pattern block and the Na part of the entry-shaped pattern block are symmetrical to the center line of the tread and then interlaced by 1/2 pattern period unit Distance: the distance of 1/2 of the pattern cycle unit after the left part of the herringbone pattern block and the left part of the entry pattern block are symmetrical to the center line of the tread; the first ground contact of each central pattern block is provided with an oblique cut surface. It can improve traction performance and ensure sufficient comfort.

Description

Pneumatic tire for all-terrain vehicle

technical field

The utility model relates to a pneumatic tire for vehicles, in particular to a pneumatic tire used for an all-terrain vehicle (ALLTerrain Vehicle).

Background technique

With the overall development of the automobile market, practical all-terrain vehicles, as a new type of vehicle, have attracted more and more attention from consumers. More and more sports-loving consumers regard it as the first choice for work, entertainment and leisure sports. Considering that all-terrain vehicles often drive in deep forests, gravel, mud and other harsh terrains, the particularity of the terrain requires that the vehicle, especially the tires, have comprehensive performance. Due to the special terrain of the all-terrain vehicle, it often happens that the tires cannot fully express their superior performance; especially when driving in muddy and other harsh terrains, it often happens that the tires are stuck in the mud and cannot get out of trouble, which will cause the user to be unable to move normally. Reaching the destination through harsh terrain will also greatly increase the time spent on driving. In order to improve the ability of the tire to get out of trouble in muddy and other harsh terrains, the common solution is to design the tire with a high-traction tread pattern structure, and adopt a design method with a lower tread pattern ground-to-land ratio, so that the tread has more To avoid the decrease of traction performance caused by the accumulation of mud in the tread groove of the tire. However, on the one hand, this tread pattern structure improves the traction of the tire when driving on muddy and other harsh terrains, and improves the ability to escape from difficulties, but on the other hand, the comfort performance of the tire on normal off-road roads decreases due to the low ground-to-ground ratio. Phenomenon, increase the physical exertion of the operator, and affect the driver's performance.

Utility model content

The utility model aims to provide a pneumatic tire for all-terrain vehicles that can improve traction performance and ensure sufficient comfort.

The technical scheme of the utility model is: a pneumatic tire for all-terrain vehicles, which has a carcass and a tread pattern; the tread pattern is composed of herringbone pattern blocks and chevron pattern blocks alternating at equal intervals along the outer surface of the carcass circumference ;The herringbone pattern block is divided by a wide groove into skimming part and napping part, in which the skimming part is divided into central pattern block, spacer pattern block and main shoulder pattern block by two narrow grooves, and the napping part is divided by a narrow groove Divided into transitional pattern blocks and side shoulder pattern blocks; the in-shaped pattern block is divided into skimming part and pressing part by a wide groove, and the pressing part is divided into central pattern block, interval pattern block and main shoulder by two narrow grooves The upper pattern block, the skimming part is divided into a transitional pattern block and a side shoulder pattern block by a narrow groove; the skimming part of the herringbone pattern block and the depression part of the zigzag pattern block are symmetrical to the center line of the tread and then staggered by 1/2 pattern The distance of the periodic unit; the distance of the 1/2 pattern periodic unit after the staggered part of the herringbone pattern block and the skimming part of the chevron pattern block are symmetrical to the center line of the tread; the first ground contact of each central pattern block is provided with an oblique cut surface. This pneumatic tire for all-terrain vehicles improves traction without compromising on comfort.

In a preferred implementation structure: the distance between the bottom edge of the chamfered surface on the central pattern block of the herringbone pattern block and the U-shaped pattern block and the top surface of the central pattern block is 3-12 mm, and the distance does not exceed the center 50% of the full depth of the pattern of the pattern block. The central pattern block arranged in this way prevents the tire from being reduced in driving comfort on normal off-road roads due to the low ground-to-land ratio. If the above-mentioned distance is too small, it will not be able to achieve the effect of improving tire comfort; if the above-mentioned distance is too large, it will affect the rigidity of the central pattern block, and it is easy to creep when the tire is driving or braking, which will affect the traction performance.

In a preferred implementation structure: the cutting length of the chamfered surface on the center block of the herringbone pattern block and the chevron pattern block is 10%-50% of the center length of the center pattern block. If the cut-in length is too small, it will not be able to achieve the effect of improving tire comfort; if the cut-in length is too large, it will affect the rigidity of the center block, and it is easy to creep when the tire is driving or braking, which will affect the traction performance.

In a preferred implementation structure: each central pattern block, interval pattern block and transition pattern block of the chevron pattern block and the chevron pattern block are provided with grooves corresponding to their outer contours; the chevron pattern blocks and The part of the main shoulder pattern block and the side shoulder pattern block of the chevron pattern block and the side shoulder pattern block are all provided with trapezoidal grooves on the peripheral surface of the carcass, and the main shoulder pattern blocks of the chevron pattern block and the chevron pattern block The parts located on the tire shoulders and the side shoulder pattern blocks are all provided with "concave" grooves. The setting of these grooves enables the tire to achieve better traction performance, and can effectively evenly distribute the rigidity of the pattern blocks to avoid abnormal wear caused by uneven rigidity.

Furthermore: the depths of the grooves on the center blocks, spacer blocks, and transition blocks on the herringbone pattern blocks and the chevron pattern blocks, and the depths of the trapezoidal grooves on the main shoulder pattern blocks and the side shoulder pattern blocks Both are 15%-50% of the corresponding pattern block depth. If the depth of these grooves is too small, the effect of improving the traction performance cannot be fully realized; if the depth of these grooves is too large, the rigidity of the corresponding pattern block will be greatly reduced, so that it cannot reflect sufficient traction performance.

In a preferred implementation structure: the inner edge of the central pattern block of the herringbone pattern block and the chevron pattern block is at the position of the tread centerline or slightly beyond the tread centerline, which exceeds the offset distance of the tread centerline Not more than 10% of the total width of the tread pattern. The central pattern block arranged in this way can effectively improve the comfort performance of the tire on normal off-road roads and prevent the operator from expending too much physical strength.

In a preferred implementation structure: the central pattern block of the herringbone pattern block and the chevron pattern block first ground is similar to a trapezoid, and the tangent line angle between the two pattern edge curves on the top surface of the central pattern block is 25-50° . The central pattern blocks set in this way can improve the traction performance of the tire when driving on muddy and other harsh terrains. If the angle between the tangents is too small, the rigidity of the first ground contact of the central pattern block will be reduced, so that uneven wear of the central pattern block will easily occur during the running of the tire. If the above tangent angle is too large, it will not be able to cut into the mud more favorably, which will affect the improvement of traction performance.

In a preferred implementation structure: the ratio of the depth of the "concave"-shaped grooves of the main shoulder blocks and side shoulder blocks of the herringbone pattern block and the chevron pattern block to the depth of the corresponding pattern block is 50%-90 %. It can ensure the ability of the tire to get out of trouble when driving in muddy and other harsh terrains.

In a preferred implementation structure: the front side of the main shoulder block and the side shoulder block of the herringbone pattern block and the chevron pattern block are three steps on the front side of the shoulder, and the three steps of the step surface The ratio of the depth of each step to the depth of the corresponding pattern block is 20%-40%. This three-step setting will effectively improve the ability of the tire to get out of trouble when driving on muddy and other harsh terrains.

In a preferred implementation structure: the contact area of each central block is larger than the contact area of the interval block, and also larger than the contact area of the transition block. This setting method can improve the comfort performance of the tires on normal off-road roads, and at the same time ensure that the tires have sufficient mud discharge performance in muddy and other harsh terrains to effectively get out of trouble.

The pneumatic tire for an all-terrain vehicle of the utility model adopts the above-mentioned improved tread pattern structure, which improves the traction performance of the all-terrain vehicle when driving in muddy and other harsh terrains, and also prevents the reduction of the comfort of the all-terrain vehicle. It reduces the physical exertion of the ATV operator and contributes to the performance of the rider. This excellent all-terrain vehicle tire tread pattern structure is easy to popularize and implement, and has broad market prospects.

Description of drawings

Fig. 1 is a three-dimensional structure diagram of an embodiment of the utility model pneumatic tire for all-terrain vehicles.

Fig. 2 is a rear view structural schematic diagram of the embodiment in Fig. 1 .

Fig. 3 is a schematic diagram of the tread pattern development structure of the embodiment in Fig. 1 .

Fig. 4 is a schematic structural view of a central pattern block in the embodiment of Fig. 1 .

Fig. 5 is a schematic structural view of the section A-A' in Fig. 3 .

Fig. 6 is a schematic structural view of the section B-B' in Fig. 3 .

Fig. 7 is a schematic structural view of the section C-C' in Fig. 3 .

Fig. 8 is a schematic structural view of the section D-D' in Fig. 3 .

Detailed ways

Please refer to FIG. 1 for the three-dimensional structure of an embodiment of the utility model pneumatic tire for all-terrain vehicles. It has a carcass 1 and a tread pattern. The tread pattern is composed of herringbone pattern blocks 3 and chevron pattern blocks 4 alternately at equal intervals along the outer surface 2 of the carcass circumference.

Please refer to Figure 2: the herringbone pattern block 3 is divided into a skimming portion 32 and a pressing portion 33 by a wide groove 31, wherein the skimming portion 32 is divided into a central pattern block 323 and an interval pattern block 324 by two narrow grooves 321 and 322 And the main shoulder pattern block 325, the pressing portion 33 is divided into a transition pattern block 332 and a side shoulder pattern block 333 by a narrow groove 331. The contact area of the center block 323 is larger than that of the spacer block 324 and also larger than that of the transition block 332 . The zigzag pattern block 4 is divided into a skimming part 43 and a pressing part 42 by a wide groove 41, wherein the pressing part 42 is divided into a central pattern block 423, an interval pattern block 424 and a main shoulder pattern by two narrow grooves 421 and 422. Block 425 , the skimming portion 43 is divided into a transition block 432 and a side shoulder block 433 by a narrow groove 431 . The contact area of the center block 423 is larger than that of the spacer block 424 and also larger than that of the transition block 432 . The skimming portion 32 of the herringbone pattern block 3 and the holding portion 42 of the entering pattern block 4 are symmetrical to the center line of the tread and then staggered by 1/2 the distance of the pattern period unit; The skimming part 43 of 4 is symmetrical with respect to the center line of the tread and then staggered by 1/2 the distance of the pattern period unit. The pattern period unit is a pattern unit composed of a herringbone pattern block 3 and an adjacent chevron pattern block 4 .

The central pattern block 323, the interval pattern block 324 and the transition pattern block 332 of the herringbone pattern block 3 are all provided with grooves corresponding to their outer contours; the main shoulder pattern block 325 and the side shoulder pattern blocks of the herringbone pattern block 3 The parts of 333 located on the carcass peripheral surface 2 are provided with trapezoidal grooves, and the parts located on the shoulders of the main shoulder blocks 325 and side shoulder blocks 333 of the herringbone block 3 are provided with "concaves". Glyph groove. The central pattern block 423, the interval pattern block 424 and the transition pattern block 432 of the zigzag pattern block 4 are all provided with grooves corresponding to their outer contours; The parts of 433 on the carcass peripheral surface 2 are provided with trapezoidal grooves, and the parts of the main shoulder pattern blocks 425 and side shoulder pattern blocks 433 of the in-shaped pattern blocks 4 are provided with "concaves". Glyph groove.

Please refer to Fig. 2 and Fig. 3: the inner edges of the central pattern block 323 of the herringbone pattern block 3 and the central pattern block 423 of the chevron pattern block 4 are at the position of the centerline of the tread or slightly beyond the centerline of the tread. The offset distance T1 of the face centerline is not more than 10% of the total width TW of the tread pattern, preferably not more than 5% of the total width TW of the tread pattern. Such a setting can effectively improve the comfort performance of the tire on normal off-road roads and prevent the operator from exhausting too much physical strength.

Please refer to Fig. 4 and Fig. 5: in order to prevent the tire from being less comfortable to drive on normal off-road roads due to the low ground-to-ground ratio, the central pattern block 323 adopts the setting of the oblique cut surface 3231 at the first ground contact. The distance H1 between the bottom edge of the beveled surface 3231 and the top surface of the central pattern block 323 is set to 3-12 mm, preferably 4-8 mm, and the distance H1 does not exceed 50% of the full depth H of the pattern of the central pattern block 323. If the distance H1 between the beveled surface 3231 and the top surface of the central pattern block 323 is set too small, the effect of improving tire comfort cannot be achieved. If the distance H1 between the beveled surface 3231 and the top surface of the central pattern block 323 is set too large, the rigidity of the central pattern block 323 will be affected, and creeping phenomenon will easily occur when the tire is driving or braking, which will affect the traction performance. The cutting length T2 of the oblique cut surface 3231 on the central pattern block 323 is 10%-50% of the central length T of the central pattern block 323, preferably 25%-40%. If the cut-in length T2 of the beveled surface 3231 on the central tread block 323 is set too small, it will not be able to achieve its effect on improving tire comfort; if the cut-in length T2 of the beveled cut surface 3231 on the central tread block 323 is set too large, it will affect the center pattern The rigidity of the block 323 tends to creep when the tire is driven or braked, which affects the traction performance.

Please refer to Fig. 3, in order to improve the traction performance of the tire running on muddy and other harsh terrains, the first ground contact of the tire center pattern block 323 is provided with a similar trapezoidal design, and the tangent line of the two pattern edge curves on the top surface of the center pattern block 323 The included angle α is set to 25°-50°, preferably 30°-40°. If the tangent angle α between the two pattern edge curves on the top surface of the central pattern block 323 is set too small, the rigidity of the first ground contact point of the central pattern block 323 will be reduced, making it easy for the tire to produce unevenness on the central pattern block 323 during running. The phenomenon of wear and tear. If the tangent angle α between the two pattern edge curves on the top surface of the central pattern block 323 is set too large, it will not be able to cut into the muddy ground more favorably, which will affect the improvement of the traction performance. In order to ensure the comfort performance of the tire on normal off-road roads, the ground contact area of the central pattern block 323 on the outer surface 2 of the carcass is larger than that of the spacer blocks 324 and transition blocks 332 .

Please refer to Fig. 4 and Fig. 5, in order to make the tire achieve better traction performance, a groove 3232 is set on the top surface of the central pattern block 323 on the carcass peripheral surface 2, and its edge adopts the edge of the top surface of the central pattern block 323. The parallel arrangement of 3233 can effectively distribute the rigidity of the pattern blocks evenly and avoid abnormal wear caused by uneven rigidity. At the same time, the depth H2 of the groove 3232 on the top surface of the central pattern block 323 is set to be 15%-50% of the depth H of the central pattern block 323, preferably 20%-40% of the depth H of the central pattern block 323. If the depth H2 of the groove 3232 on the top surface of the central pattern block 323 is set too small, the effect of improving traction performance cannot be fully reflected; if the depth H2 of the groove 3232 on the top surface of the central pattern block 323 is set too large, It will greatly reduce the rigidity of the central pattern block 323, so that it cannot exhibit sufficient traction performance.

FIG. 6 shows the cross-sectional structure of the transition block 332 . The edge of the groove 3321 provided on the top surface of the transition block 332 is parallel to the edge of the top surface of the transition block 332, and the depth H2' of the groove 3321 is set to 15%-50% of the depth H' of the transition block , preferably 20%-40% of the transition block depth H'. The cross-sectional structure of the transition block 332 shown in FIG. 6 is the same as the cross-sectional structure of the central block 323 at B1-B1'. The depth H of the center block 323 is the same as the depth H' of the transition block 332, and the depth H2 of the groove 3231 of the center block 323 is the same as the depth H2' of the groove 3321 of the transition block 332.

3 and 7, the depth H2 of the trapezoidal groove 3331 on the side shoulder pattern block 333 "is 15%-50% of the depth H" of the side shoulder pattern block 333, preferably 20% of the depth of the side shoulder pattern block 333 -40%. Similarly, the top surface of the spacer block 324 is also provided with a groove 3241, and its edge adopts a setting method parallel to the edge of the top surface of the spacer block 324. The depth of the groove 3241 is set to 15%-50% of the depth of the spacer block 324. %, preferably 20%-40% of the depth of the spacer block 324. Similarly, the top surface of the main shoulder pattern block 325 is also provided with a groove 3251, and its edge is arranged in a manner parallel to the edge of the top surface of the main shoulder pattern block 325. The depth of the groove 3251 is set to the main shoulder pattern block 325 15%-50% of the depth, preferably 20%-40% of the depth of the main shoulder pattern block 325 . The C1-C1' section structure of the groove 3241 on the spacer block 324 can refer to the C-C' section structure of the trapezoidal groove 3331 on the side shoulder block 333 shown in FIG. 7 . The C2-C2' section structure of the trapezoidal groove 3251 on the main shoulder pattern block 325 can also refer to the C-C' section structure of the trapezoidal groove 3331 on the side shoulder pattern block 333 shown in FIG. 7 .

In order to ensure the ability of the tire to get out of trouble when driving on muddy and other harsh terrains, the main shoulder pattern block 325 and the side shoulder pattern block 333 of the tire are respectively provided with symmetrical "concave" grooves 3252 and 3332 on the shoulders. . Please refer to Figure 8, the ratio of the depth H3 of the "concave" shaped groove 3332 of the side shoulder pattern block 333 to the depth H'" of the side shoulder pattern block 333 can be set to 50%-90%, preferably 60%- 80%. At the same time, the front side of the side shoulder pattern block 333 located on the shoulder is designed with a stepped surface 3333, and the depths H4, H5, and H6 of the three steps of the stepped surface 3333 are equal to the depth H'" of the side shoulder pattern block 333. The proportions are respectively set at 20%-40%, preferably 28%-35%. The setting of three steps will effectively improve the ability of the tire to get out of trouble when driving in muddy and other harsh terrains.

In view of the symmetrical nature of the herringbone pattern block 3 and the chevron pattern block 4 , the above structural analysis of the chevron pattern block 3 is also applicable to the chevron pattern block 4 .

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. an all-terrain vehicle air-inflation tyre has carcass and tread contour; It is characterized in that: tread contour is by the Chevy Trucks's piece that equidistantly replaces along the carcass circumferential exterior surface and enter the font pattern block and form; Chevy Trucks's piece is divided into slash section and right-falling stroke section by one wide groove, and wherein slash section is divided into core piece, interval pattern block and main shoulder pattern block by the narrow groove of twice, and right-falling stroke section is divided into transition pattern block and side shoulder pattern block by one narrow groove; Enter the font pattern block and be divided into slash section and right-falling stroke section by one wide groove, wherein right-falling stroke section is divided into core piece, interval pattern block and main shoulder pattern block by the narrow groove of twice, and slash section is divided into transition pattern block and side shoulder pattern block by one narrow groove; The relative circumferential line symmetry with the right-falling stroke section that enters the font pattern block of the slash section of Chevy Trucks's piece is the distance of staggered 1/2 decorative pattern periodic unit afterwards; The relative circumferential line symmetry with the slash section that enters the font pattern block of the right-falling stroke section of Chevy Trucks's piece is the distance of staggered 1/2 decorative pattern periodic unit afterwards; The first ground connection place of each core piece arranges diagonal plane.

2. a kind of all-terrain vehicle air-inflation tyre according to claim 1, it is characterized in that: described Chevy Trucks's piece and enter the base of diagonal plane on the core piece of font pattern block and the distance of this core piece end face is the 3-12 millimeter, and this distance be no more than this core piece the full degree of depth of decorative pattern 50%.

3. a kind of all-terrain vehicle air-inflation tyre according to claim 1 is characterized in that: described Chevy Trucks's piece and enter the 10%-50% of pattern block Center Length centered by the cut-in length of diagonal plane on the core piece of font pattern block.

4. a kind of all-terrain vehicle air-inflation tyre according to claim 1 is characterized in that: described Chevy Trucks's piece and enter on each core piece, interval pattern block and the transition pattern block of font pattern block all to have the groove corresponding with its outline; Described Chevy Trucks's piece and enter the main shoulder pattern block of font pattern block and side shoulder pattern block on the part that is positioned on the carcass side face all have trapezoidal groove, described Chevy Trucks's piece and enter the main shoulder pattern block of font pattern block and side shoulder pattern block on be positioned at tire shoulder part all have " recessed " font groove.

5. a kind of all-terrain vehicle air-inflation tyre according to claim 4, it is characterized in that: described Chevy Trucks's piece and the degree of depth that enters each core piece on the font pattern block, interval pattern block, transition pattern block upper groove, and the degree of depth of main shoulder pattern block and side shoulder pattern block upper trapezoid groove is the 15%-50% of the corresponding pattern block degree of depth.

6. a kind of all-terrain vehicle air-inflation tyre according to claim 1, it is characterized in that: described Chevy Trucks's piece is in the position of circumferential line or slightly surmounts circumferential line with the inside edge that enters the core piece of font pattern block, and its departure distance that surmounts circumferential line is not more than 10% of tread contour overall width.

7. a kind of all-terrain vehicle air-inflation tyre according to claim 1, it is characterized in that: described Chevy Trucks's piece is trapezoidal with the core piece elder generation ground connection place that enters the font pattern block, and the tangent line angle of two pattern edge curves on its core piece end face is 25-50 °.

8. a kind of all-terrain vehicle air-inflation tyre according to claim 4 is characterized in that: described Chevy Trucks's piece and enter the main shoulder pattern block of font pattern block, " recessed " font groove degree of depth of side shoulder pattern block is 50%-90% with the ratio of the corresponding pattern block degree of depth.

9. according to claim 1 and 2 or 3 described a kind of all-terrain vehicle air-inflation tyres, it is characterized in that: described Chevy Trucks's piece and enter the main shoulder pattern block of font pattern block, the part front side that side shoulder pattern block is positioned at tire shoulder is the cascaded surface of three ladders, the degree of depth of three ladders of this cascaded surface is respectively 20%-40% with the ratio of the corresponding pattern block degree of depth.

10. a kind of all-terrain vehicle air-inflation tyre according to claim 1 is characterized in that: the ground contact area of described each core piece is greater than the ground contact area of interval pattern block, also greater than the ground contact area of transition pattern block.

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