A pneumatic tire and tread pattern structure for an all-terrain vehicle used for rock climbing

Abstract

This application relates to the technical field of pneumatic tires, and more particularly to a tread pattern structure for a pneumatic tire used in rock climbing all-terrain vehicles and a pneumatic tire for rock climbing all-terrain vehicles. The tread pattern structure of the pneumatic tire for rock climbing all-terrain vehicles includes a plurality of tread blocks equidistantly arranged around the tire's circumference. Each tread block assembly includes a plurality of individual tread blocks spaced apart around the tire's circumference. Each individual tread block assembly includes a crown portion, a shoulder portion, and a sidewall portion. The shoulder portion is located at both ends of the crown portion, and the sidewall portion is located on the side of the shoulder portion away from the crown portion. This application has the effect of improving the user's driving experience when driving the vehicle on rugged outdoor terrain.

Description

Technical Field

[0001] This application relates to the technical field of pneumatic tires, and in particular to a tread pattern structure for a pneumatic tire for an all-terrain vehicle used for rock climbing and a pneumatic tire for an all-terrain vehicle used for rock climbing. Background Technology

[0002] While currently widely used all-terrain vehicle tires meet user needs to a certain extent, they still face numerous challenges in specific environments. For example, in extreme road conditions such as rocky terrain, traditional tires often suffer from insufficient grip due to inadequate tread design, making them prone to slippage or even failing to get out of trouble, severely impacting driving safety and passability. Furthermore, traditional tires generate significant noise at high speeds, reducing the driving experience. With the increasing popularity of outdoor adventure activities and technological advancements, the demand for all-terrain vehicle tires capable of maintaining high performance under various harsh conditions is growing. Summary of the Invention

[0003] To enhance the user's driving experience on rugged outdoor roads, this application provides an inflatable tire and tread pattern structure for an all-terrain vehicle used for rock climbing.

[0004] In a first aspect, this application provides a tread pattern structure for an inflatable tire of an all-terrain vehicle used for rock climbing, employing the following technical solution:

[0005] A tread pattern structure for an all-terrain vehicle pneumatic tire for rock climbing includes several tread blocks arranged at equal intervals around the tire circumference. Each tread block group includes several individual tread blocks arranged at intervals around the tire circumference. Each individual tread block group includes a crown portion, a shoulder portion, and a sidewall portion. The shoulder portion is located at both ends of the crown portion, and the sidewall portion is located on the side of the shoulder portion away from the crown portion.

[0006] By adopting the above technical solutions, the optimized layout of the tire crown, shoulder, and sidewall provides better grip and stability when driving on complex terrains such as rocks. Simultaneously, the multi-pitch design between individual tread blocks in the crown effectively distributes the contact pressure between the tire and the ground, reducing single-point load, lowering driving noise, and improving driving comfort.

[0007] Optionally, the tire sidewall includes a plurality of laterally spaced flat-convex portions, and a ridge-convex portion is provided on the side of the flat-convex portion away from the tire shoulder. The ridge-convex portion includes two ridges, and a friction ridge is provided at the junction of the ridges. The height of the plane where the friction ridge is located is the same as the height of the flat-convex portion.

[0008] By adopting the above technical solutions, the plano-convex and ridge-convex designs on the tire sidewall significantly improve the tire's grip and puncture resistance on complex terrains such as rocks. Specifically, the combined design of the plano-convex and ridge-convex sections increases the actual contact area between the tire and the rock surface, improving friction and thus enhancing grip, especially on sloping or uneven surfaces. Friction ridges are located at the junction of the two ridges of the ridge-convex section, with the plane of the friction ridge at the same height as the plano-convex section. This design not only increases the rigidity of the tire sidewall but also generates stronger engagement force in rock crevices, further enhancing grip. This multi-plane design also effectively disperses external impact forces, reducing the risk of the tire being punctured by sharp objects, improving the tire's puncture resistance, and extending tire life.

[0009] Optionally, the tire crown portion includes a Z-shaped protrusion, the Z-shaped protrusion having a connecting portion and two parallel first extension portions and second extension portions, the first extension portions and the second extension portions being connected by the connecting portion, the extension portions being arranged at an angle to the lateral direction, and both the first extension portions and the second extension portions being perpendicular to the connecting portion.

[0010] By adopting the above technical solution, the Z-shaped convex design of the tire crown can effectively disperse the contact pressure of the tire on complex terrains such as rocks, reduce single-point load, and thus improve the tire's grip and stability. At the same time, the unique structural design of the connecting part and extension part of the Z-shaped convex allows the tire to better adapt to uneven road surfaces during driving, improving passability and handling.

[0011] Optionally, the tire crown portion further includes a first oblique groove, a second oblique groove, and a third oblique groove. The first oblique groove is located at the position where the first extension portion connects to the connecting portion, the second oblique groove is located at the position where the second extension portion connects to the connecting portion, and the third oblique groove is located at the center of the connecting portion, dividing the connecting portion into two centrally symmetrical fish-scale islands.

[0012] By adopting the above technical solution, the design of the first, second, and third grooves not only effectively disperses the pressure generated by the tire during driving but also increases the tire's anti-skid performance, improving its grip and stability on complex terrains such as rocks. The third groove divides the connecting part into two centrally symmetrical fish-scale islands, further enhancing the tire's handling and anti-skid performance at high speeds and improving the driving experience.

[0013] Optionally, the fish-scale island is provided with a V-shaped groove, the first extension is provided with an L-shaped groove, and the second extension is provided with an I-shaped groove.

[0014] By adopting the above technical solutions, V-shaped grooves are set on the fish-scale island, which can effectively disperse the pressure generated by the tire when driving on complex terrain, increase the friction between the tire and the ground, and thus improve grip and stability. The V-shaped groove design helps the tire grip the ground better, especially on wet or uneven roads, which can improve the tire's traction and handling. L-shaped grooves are set on the first extension to further disperse the pressure between the tire and the ground, reduce single-point load, thereby improving the tire's grip and stability. They also increase the tire's lateral stiffness, improving handling and anti-skid performance on complex terrains such as rocks. I-shaped grooves are set on the second extension to disperse the pressure generated by the tire during driving, increasing the tire's anti-skid performance. The I-shaped groove design can improve the tire's grip and stability on complex terrain, especially at high speeds, improving handling and anti-skid performance, thus enhancing the driving experience.

[0015] Optionally, the tire shoulder includes a break-off connecting block, which includes a low break-off surface and a high break-off surface. The low break-off surface is used to connect with either the first extension portion or the second extension portion, and the high break-off surface is used to connect with the flat-convex portion.

[0016] By adopting the above technical solution, the differential connection block design at the tire shoulder significantly improves the tire's engagement and grip performance when climbing rocks. Specifically, the lower differential surface connects to the first or second extension of the tire crown, ensuring a smooth transition of the tire on the rock surface, reducing slippage caused by poor tire-ground contact during driving, and improving driving stability. Especially in situations with many rock crevices, the lower differential surface can better embed itself into the rock crevices, providing stronger engagement force. The higher differential surface connects to the plano-convex portion of the tire sidewall, increasing the actual contact area between the tire sidewall and the rock surface. Combined with the lower differential surface embedded in the rock crevices, this generates stronger engagement force and provides additional friction support.

[0017] Optionally, the height difference between the lower discontinuity surface and the higher discontinuity surface is 5mm-8mm.

[0018] By adopting the above technical solution, this height difference design not only helps the tire fit into the gaps between the tire and the rock, but also effectively disperses the pressure on the tire, reduces tire damage caused by excessive local stress, and extends tire life.

[0019] Secondly, this application provides a pneumatic tire for an all-terrain vehicle used for rock climbing, employing the following technical solution:

[0020] A pneumatic tire for an all-terrain vehicle used for rock climbing includes a tire body and an internal skeleton layer disposed inside the tire body. The surface of the tire body is provided with the aforementioned tread pattern structure for a pneumatic tire used for rock climbing.

[0021] By adopting the above technical solution, the tread pattern structure of the pneumatic tire for rock climbing all-terrain vehicles improves the applicability and safety of the pneumatic tires in complex terrain conditions such as rocks, and reduces the risk of safety accidents caused by tire failure.

[0022] Optionally, the tire body is made of high-strength natural rubber material, and the internal skeleton layer is made of aramid fiber material.

[0023] By adopting the above technical solutions, the tire body is made of high-strength natural rubber, ensuring good flexibility and wear resistance under complex terrain, while providing excellent grip and tear resistance. The internal skeleton layer is made of aramid fiber material, further improving the tire's impact resistance and durability, reducing the probability of tire damage under extreme road conditions, extending tire life, and ensuring vehicle stability and safety in complex terrains such as rock climbing.

[0024] In summary, this application includes at least one of the following beneficial technical effects:

[0025] 1. Through the unique multi-pitch tread block assembly design, pressure distribution is effectively dispersed, single-point load is reduced, tire noise generated during driving is significantly reduced, and the driving experience is improved;

[0026] 2. The shoulder section features a break design, which makes it easier for the lower break surface of the tire shoulder to insert into the cracks in the rocks, generating stronger interlocking force. Combined with the higher break surface, it provides additional friction support, significantly improving the tire's grip and stability on rock surfaces.

[0027] 3. The sidewall features a multi-plane design, which increases the actual contact area with the rock surface, enhances grip, reduces the risk of penetration by foreign objects, and improves the tire's puncture resistance. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of the tread pattern of the pneumatic tire for rock climbing provided in the embodiments of this application, when the tread blocks are unfolded into a plane.

[0029] Figure 2 This is a schematic diagram of the structure of the pneumatic tire for an all-terrain vehicle used for rock climbing provided in the embodiments of this application.

[0030] Explanation of reference numerals in the attached drawings: 1-flat convex part; 2-ridge convex part; 3-friction ridge; 4-first extension part; 401-L-shaped groove; 5-second extension part; 501-I-shaped groove; 6-fish scale island; 601-V-shaped groove; 7-first oblique groove; 8-second oblique groove; 9-third oblique groove; 10-discontinuity connecting block; 1001-discontinuity low surface; 1002-discontinuity high surface; 11-first pitch; 12-second pitch; 13-third pitch; 14-tire body. Detailed Implementation

[0031] The following is in conjunction with the appendix Figure 1-2 This application will be described in further detail.

[0032] This application discloses a tread pattern structure for an inflatable tire of an all-terrain vehicle used for rock climbing.

[0033] like Figure 1 and Figure 2 As shown, the tread pattern of the pneumatic tire for rock climbing all-terrain vehicles includes several equidistant tread blocks arranged around the tire's circumference. Each tread block group comprises several individual tread blocks spaced apart around the tire's circumference. Each individual tread block group includes a crown, a shoulder, and a sidewall. The shoulder is located at both ends of the crown, and the sidewall is located on the side of the shoulder furthest from the crown. During driving on complex terrain such as rock surfaces, the optimized layout of the tire's crown, shoulder, and sidewall significantly enhances the tire's grip and stability.

[0034] In this embodiment, the tread block group includes three individual tread block groups. The spacing between the individual tread block groups is the first pitch 11 and the second pitch 12, respectively. The spacing between the multiple tread block groups is the third pitch 13. The relationship between the three is that the third pitch 13 is greater than the second pitch 12, which is greater than the first pitch 11, and the difference in pitch is no greater than 1.5mm. The multi-pitch design strategy of the tread block group in the tread crown effectively disperses the contact stress between the tire and the ground, reduces the local load, and prevents the tire from resonating during rolling, thereby reducing the noise level during driving and improving driving comfort.

[0035] like Figure 1 and Figure 2 As shown, specifically, the tire sidewall includes multiple laterally spaced flat convex portions 1. The side of the flat convex portion 1 away from the tire shoulder is provided with a ridge convex portion 2. The ridge convex portion 2 includes two ridges. A friction ridge 3 is provided at the junction of the ridges. The height of the plane where the friction ridge 3 is located is the same as the height of the flat convex portion 1.

[0036] The design of the plano-convex portion 1 and the ridge-convex portion 2 on the tire sidewall significantly improves the tire's traction and puncture resistance on complex terrains, such as rocky surfaces. Specifically, the synergistic design of the plano-convex portion 1 and the ridge-convex portion 2 increases the contact area between the tire and the rock surface, thereby increasing the coefficient of friction and enhancing traction, especially on sloping or uneven surfaces. A friction ridge 3 is positioned at the junction of the two ridges of the ridge-convex portion 2, with its plane height matching that of the plano-convex portion 1. This design not only enhances the rigidity of the tire sidewall but also generates a stronger embedding force in rock gaps, further enhancing traction. Furthermore, this multi-plane design effectively disperses external impact forces, reducing the risk of the tire being punctured by sharp objects, thus improving the tire's puncture resistance and extending its lifespan.

[0037] like Figure 1 and Figure 2 As shown, the tire crown includes a Z-shaped protrusion, which has a connecting portion and two parallel first extension portions 4 and second extension portions 5. The first extension portions 4 and second extension portions 5 are connected by the connecting portion. The extension portions are set at an angle to the lateral direction, which is 20°-30°. In this embodiment, both the first extension portions 4 and second extension portions 5 are set at an angle of 28° to the lateral direction, and both are perpendicular to the connecting portion. The Z-shaped protrusion design of the tire crown can effectively distribute the contact pressure of the tire on complex terrain such as rocks, reduce single-point load, and thus improve the tire's grip and stability. At the same time, the structural design of the connecting portion and extension portions of the Z-shaped protrusion allows the tire to better adapt to uneven road surfaces during driving, improving passability and handling.

[0038] In addition, such as Figure 1 and Figure 2 As shown, the tire crown also includes a first groove 7, a second groove 8, and a third groove 9. The first groove 7 is located at the connection between the first extension 4 and the connecting portion, the second groove 8 is located at the connection between the second extension 5 and the connecting portion, and the third groove 9 is located at the center of the connecting portion, dividing the connecting portion into two centrally symmetrical fish-scale islands 6. The configuration of the first groove 7, the second groove 8, and the third groove 9 significantly disperses the stress generated by the tire during driving and improves the tire's anti-skid performance, enhancing the tire's adhesion and stability on complex terrains such as rocks. The third groove 9, by dividing the connecting portion into two centrally symmetrical fish-scale islands 6, further strengthens the tire's handling performance and anti-skid ability at high speeds, thereby improving the driving and riding experience.

[0039] Optionally, a V-shaped groove 601 is designed in the fish-scale island 6 structure to effectively disperse the pressure generated by the tire during driving on complex terrain and enhance the coefficient of friction between the tire and the ground, thereby improving the tire's grip and stability. The two sides of the V-shaped groove 601 are perpendicular to each other, and one side is parallel to the first extension 4. The V-shaped groove 601 structure facilitates better tire grip on the ground, especially on wet or uneven roads, which can improve the tire's traction and handling performance. An L-shaped groove 401 is introduced into the first extension 4 to further disperse the pressure when the tire contacts the ground. One side of the L-shaped groove 401 is parallel to the first extension 4 and connected to the first inclined groove 7, while the other side is parallel to the circumferential direction of the tire tread, thereby reducing unilateral load, enhancing the tire's grip and stability, and improving the tire's lateral stiffness, thus enhancing the tire's handling performance and anti-skid ability on complex terrains such as rocks. An I-groove 501 is provided in the second extension section 5. The I-groove 501 is parallel to the second extension section 5 and connected to the second inclined groove 8. Its purpose is to distribute the pressure generated by the tire during driving and improve the tire's anti-skid performance. The design of the I-groove 501 can enhance the tire's grip and stability on complex terrain, especially at high speeds, improving the tire's handling performance and anti-skid ability, thereby optimizing the driving and riding experience. In addition, the cutting forces exerted by the boundaries of the V-groove 601, L-groove 401 and I-groove 501 on the gravel road surface are multidirectional and diverse. This makes it easier to break the gravel road surface into fine particles, which is more conducive to the tire expelling sand and rocks, improving the tire's passability and traction on gravel roads.

[0040] like Figure 1 and Figure 2 As shown, the tire shoulder includes a break-off connecting block 10, which includes a low break-off surface 1001 and a high break-off surface 1002. The low break-off surface 1001 is used to connect with either the first extension portion 4 or the second extension portion 5, and the high break-off surface 1002 is used to connect with the planar convex portion 1. The design of the break-off connecting block 10 in the tire shoulder enhances the tire's engagement and grip performance when climbing rocks. Specifically, the low break-off surface 1001 connects to either the first extension portion 4 or the second extension portion 5 of the tire crown, ensuring a smooth transition of the tire on the rock surface, reducing slippage caused by poor tire-ground contact during driving, and improving driving stability. Especially in situations with many rock crevices, the low break-off surface 1001 can more effectively embed itself into the rock crevices, providing stronger engagement force. The high-partition surface 1002 is connected to the flat-convex portion 1 of the tire sidewall, increasing the actual contact area between the tire sidewall and the rock surface. It works in conjunction with the low-partition surface 1001 embedded in the rock crevice to generate a stronger interlocking force and provide additional friction support.

[0041] The height difference between the lower section 1001 and the higher section 1002 is 5mm-8mm. This height difference design not only helps the tire fit into the rock gaps, but also effectively disperses the pressure on the tire, reduces tire damage caused by excessive local stress, and extends tire life.

[0042] This application also discloses an inflatable tire for an all-terrain vehicle used for rock climbing.

[0043] like Figure 2 As shown, the pneumatic tire for rock climbing all-terrain vehicles includes a tire body 14 and an internal skeleton layer disposed inside the tire body 14. The surface of the tire body 14 is provided with the aforementioned tread pattern structure of the pneumatic tire for rock climbing all-terrain vehicles. The aforementioned tread pattern structure of the pneumatic tire for rock climbing all-terrain vehicles improves the applicability and safety of the all-terrain vehicle pneumatic tire in complex terrain conditions such as rock, and reduces the risk of safety accidents caused by tire failure.

[0044] Regarding materials, the tire body 14 is made of high-strength natural rubber, while the internal skeleton layer is made of aramid fiber. The high-strength natural rubber body ensures good flexibility and wear resistance in complex terrain, while also providing excellent grip and tear resistance. The aramid fiber internal skeleton layer further enhances the tire's impact resistance and durability, reducing the probability of damage under extreme road conditions, extending tire lifespan, and ensuring vehicle stability and safety in complex terrains such as rock climbing.

[0045] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A tread pattern structure for an inflatable tire of an all-terrain vehicle used for rock climbing, characterized in that, include: A group of tread blocks equidistantly arranged around the circumference of the tire, the group of tread blocks comprising several individual groups of tread blocks spaced apart around the circumference of the tire, each individual group of tread blocks comprising a crown portion, a shoulder portion, and a sidewall portion, the shoulder portion being located at both ends of the crown portion, and the sidewall portion being located on the side of the shoulder portion away from the crown portion. The tire sidewall includes a plurality of laterally spaced planar convex portions (1). A ridged convex portion (2) is provided on the side of the planar convex portion (1) away from the tire shoulder. Each ridged convex portion (2) includes two ridges, and a friction ridge (3) is provided at the junction of the ridges. The height of the plane containing the friction ridge (3) is the same as the height of the planar convex portion (1). The tire crown includes a Z-shaped protrusion, which has a connecting portion and two parallel first extension portions (4) and second extension portions (5). The first extension portions (4) and the second extension portions (5) are connected by the connecting portion. The extension portions are arranged at an angle to the lateral direction, and both the first extension portions (4) and the second extension portions (5) are perpendicular to the connecting portion. The shoulder portion includes a break-off connecting block (10), which includes a low break-off surface (1001) and a high break-off surface (1002). The low break-off surface (1001) is used to connect with either the first extension portion (4) or the second extension portion (5), and the high break-off surface (1002) is used to connect with the flat-convex portion (1).

2. The tread pattern structure of the pneumatic tire for all-terrain vehicles used for rock climbing according to claim 1, characterized in that, The crown portion further includes a first oblique groove (7), a second oblique groove (8), and a third oblique groove (9). The first oblique groove (7) is located at the position where the first extension portion (4) is connected to the connecting portion. The second oblique groove (8) is located at the position where the second extension portion (5) is connected to the connecting portion. The third oblique groove (9) is located at the center of the connecting portion, making the connecting portion into two centrally symmetrical fish-scale islands (6).

3. The tread pattern structure of the pneumatic tire for all-terrain vehicles used for rock climbing according to claim 2, characterized in that, The fish-scale island (6) is provided with a V-shaped groove (601), the first extension (4) is provided with an L-shaped groove (401), and the second extension (5) is provided with an I-shaped groove (501).

4. The tread pattern structure of the pneumatic tire for all-terrain vehicles used for rock climbing according to claim 1, characterized in that, The height difference between the lower discontinuity surface (1001) and the higher discontinuity surface (1002) is 5mm-8mm.

5. A pneumatic tire for an all-terrain vehicle used for rock climbing, characterized in that, include: The tire body (14) and the internal skeleton layer disposed inside the tire body (14) are provided. The surface of the tire body (14) is provided with the tread pattern structure of the pneumatic tire for rock climbing all-terrain vehicle as described in any one of claims 1-4.

6. The pneumatic tire for all-terrain vehicles used for rock climbing according to claim 5, characterized in that, The tire body (14) is made of high-strength natural rubber material, and the internal skeleton layer is made of aramid fiber material.

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