CN214984638U - Tire tread pattern structure and tire for motorcycle - Google Patents
Tire tread pattern structure and tire for motorcycle Download PDFInfo
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- CN214984638U CN214984638U CN202022481833.8U CN202022481833U CN214984638U CN 214984638 U CN214984638 U CN 214984638U CN 202022481833 U CN202022481833 U CN 202022481833U CN 214984638 U CN214984638 U CN 214984638U
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Abstract
The utility model provides a tire tread pattern structure and a tire for a motorcycle, wherein the tire tread is provided with a strip-shaped wavy groove which is continuously arranged along the whole circumference of the tire and a plurality of main pattern grooves which are arranged at intervals along the whole circumference of the tire; the main groove comprises a first transverse part, a first bent part, an inclined part, a second bent part and a second transverse part, wherein the first transverse part extends to the outer side of the first tread from the outer side of the second tread, the first bent part is arranged at the outer side of the first tread, the inclined part extends to the outer side of the second tread from the outer side of the first tread, the second bent part is arranged at the outer side of the second tread, and the second transverse part extends to the outer side of the first tread from the outer side of the second tread; the strip-shaped wave groove is arranged at the center of the tread and penetrates through the center of the first transverse part, the center of the inclined part and the center of the second transverse part so as to disconnect the first transverse part, the inclined part and the second transverse part; therefore, the operation stability and the over-bending stability of the tire when the tire runs on the cement and asphalt road surface and the traction braking performance of the tire when the tire runs on the dirt road surface can be considered.
Description
Technical Field
The utility model relates to a tire technical field, in particular to tire tread pattern structure and the tire that the motorcycle that has this pattern structure was used.
Background
Along with the continuous change of market demands, the types of motorcycle models are more and more, from the knight motorcycle of traditional usefulness of rubbing, the street sports car, cross-country vehicle and ancient car that dazzle are evolved, along with the continuous change of motorcycle type style, the tire style of collocation is also different, wherein the street sports car uses road conditions for cement and asphalt road surface, appeal supporting tire has excellent control stability, cross-country vehicle uses road conditions for abominable road surfaces such as earth, appeal supporting tire has excellent traction brake performance, ancient car then the demand uses road conditions for cement, asphalt and earth mixed road surfaces, appeal supporting tire can compromise control stability and the traction brake performance that the earth road surface traveles when the tire is in cement, asphalt road surface.
At present, tire tread patterns commonly used for street sports cars are generally designed as streamline inclined grooves, grooves on the left side and the right side are symmetrically and alternately arranged, when cement and asphalt pavements run, excellent control stability of the vehicles can be provided, but when the dirt pavements run, the edge effect of the patterns is low, the patterns cannot be effectively cut into the pavements to provide excellent traction braking performance, the tire tread patterns commonly used for off-road vehicles are granular patterns, the excellent traction braking performance of the vehicles can be provided when the dirt pavements run, but when the cement and asphalt pavements run, the grounding continuity of the patterns is poor, and the excellent control stability of the vehicles cannot be effectively provided. Therefore, the tread patterns of the existing roadster and off-road vehicle matched tires can not be suitable for the retro vehicle aiming at the performance requirements of the matched tires of the retro vehicle.
SUMMERY OF THE UTILITY MODEL
Based on the above problem, the utility model discloses a first aim at provides a tire tread decorative pattern structure, can compromise the control stability and the traction braking performance of bending stability and going at dirt road surface of tire when cement, asphalt road surface go.
A second object of the present invention is to provide a tire for motorcycle.
In order to achieve the above object, a first aspect of the present invention provides a tread pattern structure for a tire, the tread of which is divided into a first tread and a second tread by a tread center line,
the tire tread is provided with strip-shaped wavy grooves continuously arranged along the whole circumference of the tire and a plurality of main grooves arranged at intervals along the whole circumference of the tire;
the main groove includes a first lateral portion extending from the second tread outer side to the first tread outer side, a first bend portion provided at the first tread outer side, an oblique portion extending from the first tread outer side to the second tread outer side, a second bend portion provided at the second tread outer side, and a second lateral portion extending from the second tread outer side to the first tread outer side;
the strip-shaped wave groove is arranged at the center of the tread and penetrates through the center of the first transverse portion, the center of the oblique portion and the center of the second transverse portion so as to disconnect the first transverse portion, the oblique portion and the second transverse portion.
According to the utility model discloses tire tread pattern structure, its multiple edge that utilizes a plurality of main grooves and span the tread design, can improve the horizontal edge composition of whole tread decorative pattern, promote the craspedodrome of dirt road surface and pull and brake performance, recycle the first horizontal portion of the continuous bar wave ditch of center with each main groove, the center disconnection design of oblique portion and second horizontal portion, can ensure cement, the stability can be controlled in the craspedodrome of asphalt road surface, thereby make the tire compromise cement, the stability is controlled in the craspedodrome of asphalt road surface when going with cross curved stability and the traction brake performance who goes at dirt road surface.
In addition, according to the tire tread pattern structure provided by the above embodiments of the present invention, the following additional technical features are also provided:
optionally, one end of the first bent portion is connected to the first transverse portion, the other end of the first bent portion is connected to the inclined portion, one end of the second bent portion is connected to the inclined portion, and the other end of the second bent portion is connected to the second transverse portion.
Optionally, the main grooves are S-shaped.
Optionally, the first transverse portion and the second transverse portion are both in an oblique line shape; therefore, the straight-driving control stability of cement and asphalt pavements can be ensured.
Furthermore, the axial length of the first transverse part and the axial length of the second transverse part are both 60-80% of the total width of the tread, so that the edge component of the transverse pattern can be increased, and the straight-running traction and braking performance of the dirt road surface can be improved; furthermore, the inclination angle of the first transverse part and the second transverse part is 5-30 degrees, so that the control stability of the running of cement and asphalt pavements can be ensured; furthermore, the center disconnection distances of the first transverse part, the inclined part and the second transverse part are all set to be 5-15 mm, so that the straight driving control stability of cement and asphalt road surface running can be further improved.
Optionally, the first bending part and the second bending part are linear, arc or angular, preferably angular, so that the over-bending control stability of cement and asphalt pavements can be ensured; furthermore, the circumferential lengths of the first bent part and the second bent part are 15% -30% of the circumferential length of the main grooves, so that the over-bending control stability of cement and asphalt pavements can be improved.
Optionally, a plurality of main grooves are uniformly arranged along the whole circumference of the tire at intervals; two adjacent main grooves are parallel to each other, and the distance between the two main grooves is 5% -35% of the circumferential length of one pattern unit.
Optionally, a secondary groove is arranged between the first transverse portion and the second bent portion, and between the first bent portion and the second transverse portion; wherein secondary grooves between the first lateral portion and the second lateral portion are disposed outside the second tread and secondary grooves between the first lateral portion and the second lateral portion are disposed outside the first tread. Therefore, the auxiliary pattern grooves are additionally arranged at the maximum opening of the main pattern grooves, the edge components of the patterns can be further increased, the over-bending traction performance of the dirt road surface is improved, and the left and right alternate design of the auxiliary pattern grooves further ensures the over-bending control stability performance of the cement and asphalt road surface.
Further, the secondary groove is C-like and opens toward the tread outer side.
Further, the circumferential length of the auxiliary groove is 20-30% of the circumferential length of the main groove; further, the axial length of the secondary grooves is 15-25% of the total width of the tread. Therefore, the over-bending traction braking performance of the dirt road surface can be further improved.
In order to achieve the above object, a second aspect of the present invention provides a tire for motorcycles, which includes the above tire tread pattern structure.
According to the utility model discloses tire for motorcycle, its optimal design through the decorative pattern structure of tire tread for the tire compromises the stability of controlling when cement, asphalt road surface travel and crosses curved stability and the traction braking performance who goes at dirt road surface.
Drawings
Fig. 1 is a schematic structural view of a tire tread pattern according to a first embodiment of the present invention;
fig. 2 is a schematic view of a main groove structure according to a first embodiment of the present invention;
fig. 3 is a schematic structural view of a tire tread pattern according to a second embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.
The utility model discloses in need to explain, in fig. 1 to fig. 3, the transverse direction is the tire axial, vertically is tire circumference, CL is the tread central line, the arrow point direction is the tire direction of travel, one side that is close to tread central line CL is the inboard, one side of keeping away from tread central line CL is the outside, tread central line CL's left side is first tread, tread central line CL's right side is the second tread, the front end of direction of travel is first earthing terminal, the direction of travel is the earthing terminal after to the rear end. The above terms are merely for convenience of description and simplicity of description, and do not indicate or imply that a device or element of the invention must have a particular orientation, and therefore should not be taken as limiting the invention.
In order to better understand the above technical solutions, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
Example one
The following describes a tire tread pattern structure according to a first embodiment of the present invention with reference to fig. 1 and 2.
As shown in fig. 1, according to the tire tread pattern structure of the embodiment of the present invention, the tire tread 1 is divided into a first tread 11 and a second tread 12 by a tread center line CL, the tire tread 1 has a strip-shaped wavy groove 100 continuously arranged along the entire circumference of the tire and a plurality of main grooves 200 arranged at intervals along the entire circumference of the tire; the main groove 200 includes a first lateral portion 201, a first turn portion 202, an oblique portion 203, a second turn portion 204, and a second lateral portion 205, the first lateral portion 201 extending from the outside of the second tread 12 to the outside of the first tread 11, the first turn portion 202 being disposed outside the first tread 11, the oblique portion 203 extending from the outside of the first tread 11 to the outside of the second tread 12, the second turn portion 204 being disposed outside the second tread 12, the second lateral portion 205 extending from the outside of the second tread 12 to the outside of the first tread 11; the linear wave groove 100 is provided at the tread center and passes through the center of the first lateral portion 201, the center of the diagonal portion 203, and the center of the second lateral portion 205 to provide a break in the first lateral portion 201, the diagonal portion 203, and the second lateral portion 205.
Thus, by the first lateral portion 201, the diagonal portion 203, and the second lateral portion 205, the main groove is designed across the tread; the main groove 200 has a multi-edged design by the end of the first lateral portion 201, the first bend 202, the second bend 204, and the end of the second lateral portion 205.
So, according to the utility model discloses tire tread pattern structure, its multiple edge that utilizes a plurality of main grooves 200 reaches and spanes the tread design, can improve the horizontal edge composition of whole tread pattern, thereby effectively cut into the road surface and promote the straight-going traction and the braking performance of dirt road surface, recycle the center continuous bar wave ditch 100 with the first horizontal portion 201 of each main groove 200, the central disconnection design of slant 203 and second horizontal portion 205, can ensure cement, the straight-going control stability performance of asphalt road surface, thereby make the tire compromise at cement, the control stability and the traction braking performance who crosses curved stability and travel at dirt road surface when asphalt road surface traveles.
One end of the first bending portion 202 is connected with the first transverse portion 201, the other end of the first bending portion is connected with the inclined portion 203, one end of the second bending portion 204 is connected with the inclined portion 203, and the other end of the second bending portion is connected with the second transverse portion 205, so that the main groove 200 is formed by mutually connecting the first transverse portion 201, the first bending portion 202, the inclined portion 203, the second bending portion 204 and the second transverse portion 205, and the transverse edge of the main groove 200 is guaranteed to be reasonable in design and good in grounding continuity.
In some embodiments of the present invention, the main grooves 200 are S-shaped.
Wherein, the first transverse portion 201 and the second transverse portion 205 of the S-shaped main groove 200 may be both in an oblique line shape; therefore, the straight-driving control stability of cement and asphalt pavements can be ensured. As shown in fig. 2, an included angle α between the first transverse portion 201 and the second transverse portion 205 and the axial direction, that is, an inclination angle α of the first transverse portion 201 and the second transverse portion 205 is set to 5 ° to 30 °, so that steering stability of driving on a cement road surface and an asphalt road surface can be ensured.
The first and second curved portions 202 and 204 may be linear, curved or angled, preferably angled, to ensure the stability of the over-bending operation of a concrete or asphalt road surface. If the first bent portion 202 and the second bent portion 204 are of an angular type, preferably an obtuse angle type, the obtuse angle β thereof may be 110 ° to 150 °.
In addition, the circumferential length L2 of the first and second curved portions 202 and 204 in the S-shaped main groove 200 is set to 15% to 30% of the circumferential length L0 of the S-shaped main groove 200, thereby improving the stability of the over-cornering control of the cement and asphalt road surface, and the center separation distance L3 of the first and second lateral portions 201, 203, and 205 is set to 5mm to 15mm, thereby further improving the stability of the straight-running control of the cement and asphalt road surface, and the distance L4 from the rear ends of the first and second lateral portions 201 and 205 of the S-shaped main groove 200 to the tire shoulder TE is set to 3mm to 8mm, thereby further improving the stability of the over-cornering control of the cement and asphalt road surface.
Then, a plurality of main grooves 200 are uniformly arranged at intervals along the entire circumference of the tire; the two adjacent main grooves 200 are parallel to each other, and the distance L between the two main grooves is set to be 5% -35% of the circumferential length L10 of one pattern unit 1PITCH, wherein the 1PITCH refers to the circumferential interval between the two adjacent main grooves, so that the straight running and over-bending control stability of cement and asphalt pavements can be improved, the axial length L1 of the first transverse part 201 and the second transverse part 205 in the S-shaped main grooves 200 is set to be 60% -80% of the total width TW of the tread, the edge component of the transverse pattern can be increased, and the straight running traction and braking performance of the dirt pavement can be improved.
Referring to fig. 1, the strip-shaped wave groove 100 may be formed by connecting several wave grooves end to end, wherein the wave groove may be formed by connecting a first vertical portion 101, a first inclined portion 102, a second vertical portion 103 and a second inclined portion 104, wherein the first vertical portion 101 is parallel to the tread center line CL and located on the first tread 11, the first inclined portion 102 extends from the inner side of the first tread 11 to the inner side of the second tread 12, the second vertical portion 103 is parallel to the tread center line CL and located on the second tread 12, and the second inclined portion 104 extends from the inner side of the second tread 12 to the inner side of the first tread 11. That is, the first vertical portion 101 and the second vertical portion 103 are alternately designed right and left of the tread center line CL, and the first inclined portion 102 and the second inclined portion 104 obliquely cross the tread center line CL.
Example two
The following describes a tire tread pattern structure according to a second embodiment of the present invention with reference to fig. 3.
According to the utility model discloses tire tread pattern structure, its tire tread 1 has the bar wave groove 100, a plurality of main tread groove 200 and the vice tread groove 300 of following the tire full circumference interval arrangement that set up in succession along the tire full circumference. The design and the embodiment of the central continuous strip-shaped wavy trench 100 and the S-shaped main groove 200 are consistent, and are not repeated herein.
In order to balance the tread pattern rigidity, auxiliary grooves 300 are respectively arranged between the first transverse part 201 and the second bending part 204 and between the first bending part 202 and the second transverse part 205; wherein the secondary groove 300a between the first lateral portion 201 and the second lateral portion 204 is disposed outside the second tread 12, and the secondary groove 300b between the first lateral portion 202 and the second lateral portion 205 is disposed outside the first tread 11. That is, the sub groove 300 is provided at the maximum opening of the left and right concave portions of the S-shaped main groove 200. Therefore, the auxiliary pattern groove 300 is additionally arranged at the maximum opening of the main pattern groove 200, the pattern edge components can be further increased, the over-bending traction performance of the dirt road surface is improved, and the auxiliary pattern groove 300 is designed in a left-right alternating mode, so that the over-bending control stability performance of the cement and asphalt road surface is further ensured.
Optionally, the secondary groove 200 is C-like and opens toward the tread outer side. It is understood that the opening of the secondary groove 300b located at the first tread 11 is directed outward of the first tread 11; the sub groove 300a at the second tread 12 opens toward the outside of the second tread 12. By the arrangement, the design of multiple edges and crossing treads of the S-shaped main grooves 200 is utilized, the transverse edge components of the whole tread pattern can be improved, the straight-going traction and braking performance of a dirt road surface is improved, the center continuous strip-shaped wave grooves 100 are utilized to disconnect the centers of the first transverse part 201, the inclined part 203 and the second transverse part 205 of the S-shaped main grooves 200, the straight-going control stability performance of the cement and asphalt road surface can be ensured, the C-like auxiliary grooves 300 are additionally arranged at the maximum opening of the S-shaped main grooves 200, the pattern edge components can be further increased, the over-bending traction performance of the dirt road surface is improved, the C-like auxiliary grooves 300 are alternately arranged left and right, and the over-bending control stability performance of the cement and asphalt road surface is further ensured.
In addition, a circle 400 may be provided at a minimum opening of the left and right concave portions of the S-shaped main groove 200, and patterns on the left and right sides may be alternately arranged.
Further, the axial width L5 of the C-like auxiliary groove 300 is set to be 15% -25% of the total width TW of the tread, the over-bending traction braking performance of the running of the dirt road surface can be further improved, the circumferential length L6 of the C-like auxiliary groove 300 is set to be 20% -30% of the circumferential length L0 of the S-shaped main groove 200, meanwhile, the distance L7 between the tail end of the C-like auxiliary groove 300 and the TE at the tire shoulder is set to be 3 mm-8 mm, and the over-bending control stability of the running of the cement road surface and the asphalt road surface is further improved.
The secondary groove 300a of the second tread 12 may be formed by connecting a first straight groove 301, a first slant groove 302, a middle bend groove 303, a second slant groove 304, and a second straight groove 305. The first straight groove portion 301 and the first inclined transverse portion 302 are in chamfer transition, and the second inclined transverse portion 304 and the second straight groove portion 305 are in chamfer transition. The first straight inverted groove portion 301 and the second straight inverted groove portion 305 are parallel to the tread center line CL, the first diagonal portion 302 is parallel to the first lateral portion 201, the middle bent portion 303 is the same as the first bent portion 202, and the second diagonal portion 304 is parallel to the diagonal portion 203. Then, the structure of the sub groove 300b located at the first tread 11 is different from the structure of the sub groove 300a located at the second tread 12 in that the opening orientation is oppositely disposed.
To sum up, the utility model discloses the tread of tire utilizes the multilateral edge of S type main groove 200 and spanes the tread design, can improve the horizontal edge composition of whole tread decorative pattern, promote the straight-going traction and the braking performance of dirt road surface, recycle the center continuous bar wave ditch 100 with the first horizontal portion 201 of S type main groove 200, the central disconnection design of slope 203 and second horizontal portion 205, can ensure the straight-going stability control performance of cement, asphalt road surface, increase type C pair groove 300 at the biggest opening part of S type main groove 200 in addition, can further increase decorative pattern edge composition, improve the bending traction performance of dirt road surface, and type C pair groove 300 left and right sides alternate design, further ensure the bending stability control performance of cement, asphalt road surface; therefore, the tire has the advantages of both the control stability and the over-bending stability when the tire runs on the cement and asphalt road surface and the traction braking performance when the tire runs on the dirt road surface.
By using the technology of the utility model, the tires with the specification of 100/90-19 are manufactured and tested and installed on the model of BJ400-8, the wind pressure of 230kPa is filled to carry out the real vehicle test on the cement road, the asphalt road and the dirt road surface, and the traction, the braking performance, the controllability and the over-bending stability of the embodiment are all more excellent than the performances of the former embodiment through the real vehicle test of the driver.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and to simplify the description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above should not be understood to necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations of the above embodiments may be made by those of ordinary skill in the art without departing from the scope of the present invention.
Claims (10)
1. A tread pattern structure for a tire, the tread of which is divided by a tread centerline into a first tread and a second tread, characterized in that,
the tire tread is provided with strip-shaped wavy grooves continuously arranged along the whole circumference of the tire and a plurality of main grooves arranged at intervals along the whole circumference of the tire;
the main groove includes a first lateral portion extending from the second tread outer side to the first tread outer side, a first bend portion provided at the first tread outer side, an oblique portion extending from the first tread outer side to the second tread outer side, a second bend portion provided at the second tread outer side, and a second lateral portion extending from the second tread outer side to the first tread outer side;
the strip-shaped wave groove is arranged at the center of the tread and penetrates through the center of the first transverse portion, the center of the oblique portion and the center of the second transverse portion so as to disconnect the first transverse portion, the oblique portion and the second transverse portion.
2. The tire tread pattern structure of claim 1 wherein: one end of the first bent part is connected with the first transverse part, the other end of the first bent part is connected with the inclined part, one end of the second bent part is connected with the inclined part, and the other end of the second bent part is connected with the second transverse part.
3. A tyre tread pattern structure as claimed in claim 1 or 2, wherein: the main grooves are S-shaped.
4. The tire tread pattern structure of claim 1 wherein: the first transverse part and the second transverse part are both in an oblique line shape;
the axial length of the first transverse part and the axial length of the second transverse part are both 60-80% of the total width of the tread;
the inclination angle of the first transverse part and the second transverse part is 5-30 degrees;
the center breaking distances of the first transverse part, the inclined part and the second transverse part are all set to be 5-15 mm.
5. The tire tread pattern structure of claim 1 wherein: the first bent part and the second bent part are linear, arc or angular;
the circumferential lengths of the first bent portion and the second bent portion are 15% -30% of the circumferential length of the main groove.
6. The tire tread pattern structure of claim 1 wherein: the main pattern grooves are uniformly arranged at intervals along the whole circumference of the tire; two adjacent main grooves are parallel to each other, and the distance between the two main grooves is 5% -35% of the circumferential length of one pattern unit.
7. The tire tread pattern structure of claim 1 wherein: auxiliary pattern grooves are arranged between the first transverse part and the second bent part and between the first bent part and the second transverse part; wherein secondary grooves between the first lateral portion and the second lateral portion are disposed outside the second tread and secondary grooves between the first lateral portion and the second lateral portion are disposed outside the first tread.
8. The tire tread pattern structure of claim 7 wherein: the auxiliary groove is C-like and the opening faces the outer side of the tread.
9. The tire tread pattern structure of claim 7 wherein: the circumferential length of the auxiliary groove is 20-30% of the circumferential length of the main groove;
the axial length of the auxiliary groove is 15-25% of the total width of the tread.
10. A tire for a motorcycle, characterized in that: comprising a tyre tread pattern structure as claimed in any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022481833.8U CN214984638U (en) | 2020-10-30 | 2020-10-30 | Tire tread pattern structure and tire for motorcycle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202022481833.8U CN214984638U (en) | 2020-10-30 | 2020-10-30 | Tire tread pattern structure and tire for motorcycle |
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| CN214984638U true CN214984638U (en) | 2021-12-03 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112319144A (en) * | 2020-10-30 | 2021-02-05 | 厦门正新橡胶工业有限公司 | Tire tread pattern structure and tire for motorcycle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112319144A (en) * | 2020-10-30 | 2021-02-05 | 厦门正新橡胶工业有限公司 | Tire tread pattern structure and tire for motorcycle |
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