Pneumatic tire pattern structure of all-terrain vehicle for muddy ground

Abstract

The invention relates to a pattern structure of a pneumatic tire of an all-terrain vehicle for a muddy ground, and belongs to the technical field of pattern structures of pneumatic tires. The tire comprises a plurality of first groups and a plurality of second groups, the first groups are distributed in the circumferential direction of the tire, the second groups are distributed in the circumferential direction of the tire, the first groups extend from a tire crown to a first tire side wall, the second groups extend from the tire crown to a second tire side wall, the structures of the first groups are the same as those of the second groups, and the first groups and the second groups are arranged in a staggered mode. In the circumferential direction of the tire, the adjacent first group and second group are connected with each other at the crown; the first end of the first group spans the center line of the tire crown, and the second end of the first group extends to the first tire side wall through the first tire shoulder; the first end of the second group is arranged across the center line of the tire crown, and the second end of the second group extends to the second tire side wall through the second tire shoulder. The damping tire has the effect of improving the problem that the damping effect of the tire on an uneven road surface is poor.

Description

Technical Field

[0001] The present application relates to the technical field of pneumatic tire pattern structures, and in particular to a pneumatic tire pattern structure for an all-terrain vehicle for muddy terrain. Background Art

[0002] In recent years, with the increasing popularity of outdoor activities and technological advances, the frequency of use of all-terrain vehicles (ATVs) in complex road conditions has increased significantly. Tire pattern design is an important part of the driving performance of all-terrain vehicles. Especially in harsh environments such as muddy and slippery conditions, suitable tire patterns can significantly improve the traction of the vehicle, thereby enhancing the driving experience.

[0003] At present, in order to improve the driving performance of all-terrain vehicle tires, the rigidity and wear resistance of the tires are generally improved by setting a pattern structure, while improving the grip.

[0004] However, the existing tire pattern design pays little attention to the comfort during use, and it is difficult to take into account both the shock absorption performance and the handling performance on uneven roads. Especially in muddy environments, due to the complex and changeable ground conditions, the traditional pattern design easily causes the tire to produce large vibrations during driving, affecting the driver's comfort and the vehicle's handling stability. Therefore, how to improve the shock absorption effect on uneven roads while ensuring the tire's grip has become a key issue that needs to be solved urgently.

[0005] The above-mentioned related technologies have the defect that the shock absorption effect of the tire on uneven roads is not good. Summary of the invention

[0006] In order to improve the problem of poor shock absorption effect of tires on uneven roads, the present application provides a tread structure of an inflatable tire for an all-terrain vehicle for mud.

[0007] The pneumatic tire pattern structure for muddy all-terrain vehicles provided in this application adopts the following technical solutions: A pneumatic tire pattern structure for an all-terrain vehicle for mud terrain is arranged on the crown, first shoulder, second shoulder, first sidewall and second sidewall of the tire. The pneumatic tire pattern structure for an all-terrain vehicle for mud terrain includes a plurality of first groups and a plurality of second groups. The plurality of first groups are distributed along the circumference of the tire, and the plurality of second groups are distributed along the circumference of the tire. The first group extends from the crown to the first sidewall, and the second group extends from the crown to the second sidewall. The first group has the same structure as the second group. The first group and the second group are staggered. Along the circumferential direction of the tire, the adjacent first group and the second group are connected to each other at the crown; the first end of the first group is arranged across the center line of the crown, and the second end of the first group extends to the first sidewall through the first shoulder; the first end of the second group is arranged across the center line of the crown, and the second end of the second group extends to the second sidewall through the second shoulder.

[0008] By adopting the above technical scheme, the pneumatic tire pattern structure of the mud-terrain all-terrain vehicle can provide excellent traction and grip in a complex mud environment, while reducing vibration during driving, improving driving comfort and vehicle handling stability; specifically: the staggered arrangement of the first group and the second group enables the tire to have a uniform pressure distribution when contacting the ground, avoiding local overload, thereby improving the durability and safety of the tire, and improving grip and traction; at the same time, the mutual connection of the first group and the second group at the crown, and the first ends of the first group and the second group are both arranged across the crown center line, which can improve the continuity of the pattern at the crown, help to improve the smoothness of tire rotation, and thus improve the comfort of the driver; the first group and the second group extend to the first sidewall and the second sidewall respectively, which can enhance the supporting capacity of the tire on uneven roads, reduce the deformation of the tire during driving, reduce vibration, and improve driving comfort. The tire pattern structure not only improves the driving performance of the all-terrain vehicle in a mud environment, but also effectively improves the comfort of the driver and the handling stability of the vehicle.

[0009] Optionally, the first group and the second group both include a bottom pattern and a top pattern, the bottom pattern is arranged on the bottom periphery of the top pattern, the bottom pattern is used to connect the top pattern and the tire, the adjacent bottom patterns of the first group and the bottom patterns of the second group are connected on the crown, the first end of the top pattern is arranged across the center line of the crown, and the second end of the top pattern extends in a direction away from the center line of the crown.

[0010] By adopting the above technical solution, the bottom pattern is arranged at the bottom periphery of the top pattern, which enhances the connection strength between the top pattern and the tire and improves the overall rigidity and durability of the tire; the first end of the top pattern is arranged across the center line of the tread crown, and the adjacent bottom patterns of the first group and the bottom patterns of the second group are connected on the tread crown, which helps to form a continuous pattern structure on the tread crown, thereby reducing vibration and improving driving comfort and handling stability; at the same time, the second end of the top pattern extends away from the center line of the tread crown, so that the tire can better disperse pressure during driving, which helps to improve the tire's grip and stability.

[0011] Optionally, the top pattern includes a first pattern portion, a second pattern portion and a third pattern portion, one of the first pattern portions and the second pattern portion adjacent to the same side constitute a first pattern group, and another of the first pattern portions and the third pattern portion adjacent to the same side constitute a second pattern group, along the forward direction of the tire, the second pattern portion of the first pattern group is arranged at the front end of the first pattern portion, and the third pattern portion of the second pattern group is arranged at the front end of the first pattern portion, along the circumferential direction of the tire, the first pattern group of the first group and the second pattern group are alternately arranged, and the first pattern group of the second group and the second pattern group are alternately arranged, the first pattern portion, the second pattern portion and the third pattern portion are all arranged at intervals, and on the center line of the crown, the distance between any two adjacent ones of the first pattern portion, the second pattern portion and the third pattern portion is less than 70 mm.

[0012] By adopting the above technical solution, the tire pattern structure can provide better grip in a complex mud environment, while reducing vibration during driving, improving driving comfort and handling stability; specifically: the first pattern portion, the second pattern portion and the third pattern portion provide support points at different positions respectively, so that the tire can be better embedded in the ground in the mud, increase the contact area, and thus improve grip; the alternating arrangement of the first pattern portion, the second pattern portion and the third pattern portion enables the tire to effectively disperse the impact force when encountering an uneven road surface, reduce the vibration transmitted to the vehicle body, and improve ride comfort; the interval arrangement between each pattern portion helps to optimize the drainage and mud discharge performance, improve the stability of the tire when driving at high speed or making sharp turns, prevent slipping and loss of control, and improve the overall handling performance of the vehicle; on the center line of the crown, the distance between the first pattern portion, the second pattern portion and the third pattern portion is less than 70 mm. This closely arranged design helps to improve the continuity of the pattern structure while ensuring the reliable realization of mud discharge performance.

[0013] Optionally, it also includes a third group and a fourth group, the third group includes a plurality of fourth pattern portions, the fourth pattern portions are arranged between the first pattern group and the second pattern group located on the same side, the fourth group includes a plurality of fifth pattern portions, the fifth pattern portions are arranged between the first pattern portion and the second pattern portion of the first pattern group and between the first pattern portion and the third pattern portion of the second pattern group, the fourth pattern portion and the fifth pattern portion are arranged one by one on both sides of the crown center line, and the maximum height of the fourth pattern portion is greater than the maximum height of the fifth pattern portion.

[0014] By adopting the above technical solution, due to the different heights of the fourth tread portion and the fifth tread portion, the fourth tread portion and the fifth tread portion on both sides of the crown centerline are arranged asymmetrically, so that when the tire contacts the mud, it can better disperse and discharge the mud, reduce the risk of tire slippage, and improve the stability and handling performance of the all-terrain vehicle under complex road conditions, thereby improving the mud and off-road performance.

[0015] Optionally, on a contour line where the first shoulder and the second shoulder are located, a length of the fourth tread portion is greater than a length of the fifth tread portion.

[0016] By adopting the above technical solution, the fourth pattern portion and the fifth pattern portion are asymmetrically designed on the tread of the tire, and the length of the fourth pattern portion is greater than that of the fifth pattern portion. This staggered distribution design enables the fourth pattern portion to be better embedded in the mud when the tire contacts the mud, thereby increasing the contact area and friction between the tire and the ground, improving the tire's grip and traction, and enhancing the stability and handling performance of the vehicle when turning; at the same time, the longer fourth pattern portion can provide better water and mud discharge performance in a muddy environment, reduce mud accumulation, and further enhance the tire's anti-skid performance and handling stability.

[0017] Optionally, the first tread portion extends along a first arc, the second tread portion extends along a second arc, and the third tread portion extends along a third arc.

[0018] By adopting the above technical solutions, the drainage and mud discharge capabilities of the tire are effectively enhanced, so that the tire can quickly discharge mud and water during driving, reduce mud accumulation, and thus improve grip and traction; at the same time, the design of different curvatures helps to disperse the impact force of the tire during driving, reduce tire vibration, and improve driving comfort and handling stability.

[0019] Optionally, a first structure is provided on the first pattern portion, and the first structure is provided at the first end of the first pattern portion close to the crown centerline. A first curvature group surface is provided on the side of the first pattern portion located at the front end in the forward direction, and the first curvature group surface includes a first curvature surface, a second curvature surface and a third curvature surface. The first curvature surface, the second curvature surface and the third curvature surface are connected in sequence from the top of the first pattern portion to the bottom of the first pattern portion, and the curvature of the first curvature surface and the curvature of the third curvature surface are both smaller than the curvature of the second curvature surface.

[0020] By adopting the above technical solution, the first structure on the first tread portion can effectively enhance the grip of the tire in a muddy environment, especially the design of the first arc group surface, which enables the first tread portion to be better embedded in the mud when contacting the ground, thereby improving traction; at the same time, the design of the first arc group surface can effectively optimize the mud discharge performance of the tire in a muddy environment, reduce the adhesion of mud blocks on the tire surface, and ensure that the tire always has good grip; it can also enhance the drainage capacity of the tire on wetlands and water surfaces, reduce the risk of hydroplaning, and further improve the vehicle's handling stability and driving safety under complex road conditions.

[0021] Optionally, the first pattern portion is provided with a plurality of second structures, the second structures are arranged on a side of the first structure away from the crown centerline, the first structure and the plurality of second structures are distributed in sequence along the extension direction of the first pattern portion, and the second structure is provided with a second curvature group surface on the side at the front end of the forward direction, the second curvature group surface includes a fourth curvature surface and a fifth curvature surface, and the fourth curvature surface and the fifth curvature surface are connected in sequence from the top of the first pattern portion to the bottom of the first pattern portion.

[0022] By adopting the above technical solution, the second curved surface design of the second structure, especially the connection method of the fourth curved surface and the fifth curved surface, can provide better water drainage and mud discharge effects during the rolling process of the tire, enhance the tire's grip and anti-skid performance in muddy environments, thereby improving the stability and driving safety of the vehicle; in addition, since the second structure is far away from the crown centerline, the requirements for water drainage and mud discharge effects and driving performance are relatively reduced, and the curved surface design is simpler than the first structure, which helps to reduce processing difficulty and processing costs.

[0023] Optionally, the first tread portion includes a third structure, which is arranged on a side of the first structure away from the crown centerline, and along the extension direction of the first tread portion, the third structure is provided between the first structure and the second structure and between two adjacent second structures, and the third structure is provided with a third arc surface group on the side located at the front end of the forward direction, and the third arc surface group includes a sixth arc surface and a seventh arc surface, and the sixth arc surface and the seventh arc surface are connected in sequence from the top of the first tread portion to the bottom of the first tread portion, and the first structure is provided with a first groove at the top, and the second structure is provided with a second groove at the top.

[0024] By adopting the above technical scheme, the design of the third arc group surface makes the third structure have good drainage and mud discharge performance, and at the same time helps to reduce the processing difficulty and cost; the third structure on the first pattern portion can increase the effective contact area between the tire and the ground when the tire rolls, and further enhance the tire's grip, especially in muddy and slippery road conditions, can effectively prevent the tire from slipping, and improve the stability and safety of the vehicle; the design of the first groove and the second groove increases the drainage capacity of the tire surface, while appropriately reducing the rigidity of the tire pattern, thereby improving comfort.

[0025] Optionally, the second pattern portion is provided with a fourth structure at the first end close to the crown centerline, and the third pattern portion is provided with a fifth structure at the first end close to the crown centerline, and the fourth structure and the fifth structure are the same as the first structure.

[0026] By adopting the above technical solution, the tire pattern structure can provide better shock absorption effect and handling performance on uneven roads; specifically: the design of the fourth structure and the fifth structure enables the tire to better disperse the pressure when contacting the ground, reduce the situation of excessive local force, thereby reducing the vibration during driving and improving driving comfort; because the fourth structure and the fifth structure are the same as the first structure, these structures form a continuous support point near the center line of the crown, which helps to enhance the grip and stability of the tire under complex road conditions, and further improves the vehicle's handling performance; and, it can also make the tire force even in different directions, reduce the uneven wear of the tire caused by uneven force during driving, and extend the service life of the tire; at the same time, it can optimize the drainage and mud discharge performance at the crown and improve the driving performance of the tire.

[0027] In summary, the present application includes at least one of the following beneficial technical effects: 1. The first and second groups are staggered and fit together, so that the pattern forms a continuous structure at the center line of the crown, which effectively improves the shock absorption performance of the tire on uneven roads and reduces the vibration during driving; 2. The minimum distance between the top patterns of the first and second adjacent groups on the crown centerline is less than 70mm, ensuring close fit between the patterns, further optimizing the tire's grip and shock absorption, and improving the driver's comfort and vehicle stability; 3. The use of the first structure, the fourth structure and the fifth structure at the crown helps to improve the drainage and mud discharge performance at the crown, while allowing the tire to have sufficient traction on slippery muddy roads, thereby improving the tire's grip and traction. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a three-dimensional diagram of a tire according to an embodiment of the present application.

[0029] Figure 2 It is a schematic diagram of the tread structure of the pneumatic tire for an all-terrain vehicle for mud terrain according to an embodiment of the present application.

[0030] Figure 3 yes Figure 2 Schematic diagram of the first structure at AA in FIG.

[0031] Figure 4 yes Figure 2 Schematic diagram of the second structure at BB in FIG.

[0032] Figure 5 yes Figure 2 Schematic diagram of the third structure at CC in FIG.

[0033] Figure 6 It is a schematic diagram of the outline of the pattern structure of the pneumatic tire for an all-terrain vehicle for mud terrain according to an embodiment of the present application.

[0034] Description of reference numerals: 100. tire; 110. tread crown; 120. first shoulder; 130. second shoulder; 140. first sidewall; 150. second sidewall; 1. first group; 11. bottom pattern; 121. first tread portion; 12111. first curved surface; 12112. second curved surface; 12113. third curved surface; 12114. first groove; 12121. fourth curved surface; 12122. fifth curved surface; 12123. second groove; 12131. sixth curved surface; 12132. seventh curved surface; 122. second tread portion; 123. third tread portion; 124. fourth tread portion; 125. fifth tread portion; 2. second group. DETAILED DESCRIPTION

[0035] The following is combined with Figure 1 -Attached Figure 6The present application is further described in detail. In this embodiment, if not clearly specified, "connected", "connected" and "fixed" are understood in a broad sense, including fixed connection, detachable connection, connection to form an integral structure, mechanical connection, electrical connection, direct connection, indirect connection through an intermediary, internal connection and interaction between two elements, etc., which can be understood according to the specific circumstances.

[0036] In the present application, unless otherwise clearly specified and limited, the first feature "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact not directly but through another feature between them. Moreover, in the description of the present embodiment, the terms "above", "below", "left", "right", etc., and the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise specified, the orientation words used in the present application, such as "inside" and "outside", refer to the contours of the corresponding parts themselves.

[0037] like Figure 1 and Figure 2 As shown, an embodiment of the present application discloses a pneumatic tire pattern structure for an all-terrain vehicle for mud terrain (hereinafter referred to as the "pattern structure"), which is distributed on the crown 110, the first shoulder 120, the second shoulder 130, the first sidewall 140 and the second sidewall 150 of the tire 100, and is used to provide excellent traction and grip for the tire 100 in a complex mud environment, while reducing vibration during driving, and improving driving comfort and vehicle handling stability.

[0038] The pattern structure includes a plurality of first groups 1 and a plurality of second groups 2, wherein the plurality of first groups 1 are distributed along the circumference of the tire 100, and the plurality of second groups 2 are distributed along the circumference of the tire 100. The first group 1 extends from the crown 110 to the first sidewall 140, and the second group 2 extends from the crown 110 to the second sidewall 150, and the first group 1 and the second group 2 have the same structure. The first group 1 and the second group 2 are staggered so that the tire 100 has a uniform pressure distribution when contacting the ground, avoiding local overload, thereby improving the durability and safety of the tire 100, and improving the grip and traction. Along the circumferential direction of the tire 100, the adjacent first group 1 and the second group 2 are connected to each other at the crown 110. The first end of the first group 1 is arranged across the center line of the crown 110, and the second end of the first group 1 extends to the first sidewall 140 through the first shoulder 120; the first end of the second group 2 is arranged across the center line of the crown 110, and the second end of the second group 2 extends to the second sidewall 150 through the second shoulder 130. The mutual connection of the first group 1 and the second group 2 at the crown 110, and the first ends of the first group 1 and the second group 2 are both arranged across the center line of the crown 110, can improve the continuity of the pattern at the crown 110, help improve the smoothness of the rotation of the tire 100, and thus improve the comfort of the driver. The first group 1 and the second group 2 extend to the first sidewall 140 and the second sidewall 150 respectively, which can enhance the support capacity of the tire 100 on uneven roads, reduce the deformation of the tire 100 during driving, reduce vibration, and improve driving comfort. The pattern structure of the tire 100 not only improves the driving performance of the all-terrain vehicle in muddy environments, but also effectively improves the comfort of the driver and the handling stability of the vehicle.

[0039] like Figure 1 and Figure 2 As shown, optionally, the first group 1 and the second group 2 both include a bottom pattern 11 and a top pattern, the bottom pattern 11 is used to connect the top pattern with the tire 100, the maximum height of the bottom pattern 11 is lower than the maximum height of the top pattern, and the bottom pattern 11 is arranged at the bottom periphery of the top pattern, which enhances the connection strength between the top pattern and the tire 100 and improves the overall rigidity and durability of the tire 100. The first end of the top pattern is arranged across the center line of the tread crown 110, and the second end of the top pattern extends in a direction away from the center line of the tread crown 110. The bottom patterns 11 of the adjacent first group 1 and the bottom patterns 11 of the second group 2 are connected on the tread crown 110, which helps to form a continuous pattern structure on the tread crown 110, thereby reducing vibration and improving driving comfort and handling stability. At the same time, the second end of the top pattern extends in a direction away from the center line of the tread crown 110, so that the tire 100 can better disperse the pressure during driving, which helps to improve the grip and stability of the tire 100.

[0040] like Figure 1 and Figure 2As shown, optionally, the top pattern includes a first pattern portion 121, a second pattern portion 122 and a third pattern portion 123, one first pattern portion 121 and the second pattern portion 122 adjacent to the same side form a first pattern group, and another first pattern portion 121 and the third pattern portion 123 adjacent to the same side form a second pattern group. Along the forward direction of the tire 100, the second pattern portion 122 of the first pattern group is arranged at the front end of the first pattern portion 121, and the third pattern portion 123 of the second pattern group is arranged at the front end of the first pattern portion 121. Along the circumferential direction of the tire 100, the first pattern group of the first group 1 and the second pattern group are alternately arranged, and the first pattern group of the second group 2 and the second pattern group are alternately arranged, so that when the tire 100 encounters an uneven road surface, it can effectively disperse the impact force, reduce the vibration transmitted to the vehicle body, and improve the ride comfort. The first pattern portion 121, the second pattern portion 122 and the third pattern portion 123 are all arranged at intervals, and the first pattern portion 121, the second pattern portion 122 and the third pattern portion 123 provide support points at different positions, respectively, so that the tire 100 can be better embedded in the ground in the mud, increase the contact area, and thus improve the grip. In addition, the interval arrangement between each pattern portion helps to optimize the drainage and mud discharge performance, improve the stability of the tire 100 when driving at high speed or making sharp turns, prevent slipping and loss of control, and improve the overall handling performance of the vehicle. On the center line of the crown 110, the distance H1 between any two adjacent ones of the first pattern portion 121, the second pattern portion 122 and the third pattern portion 123 is less than 70 mm. This closely arranged design helps to improve the continuity of the pattern structure while ensuring the reliable realization of mud discharge performance.

[0041] Optionally, the first tread portion 121 extends along the first arc, the second tread portion 122 extends along the second arc, and the third tread portion 123 extends along the third arc, which effectively enhances the water and mud discharge capabilities of the tire 100, so that the tire 100 can quickly discharge mud and water during driving, reduce mud accumulation, and thus improve grip and traction; at the same time, the design of different arcs helps to disperse the impact force of the tire 100 during driving, reduce the vibration of the tire 100, and improve driving comfort and handling stability. The first arc, the second arc, and the third arc can be set as needed, and all three can be a single arc value or a combination of different arcs to optimize the water and mud discharge effect.

[0042] like Figure 1 , Figure 2 and Figure 3As shown, optionally, a first structure is provided on the first tread portion 121, and the first structure is provided at the first end of the first tread portion 121 close to the center line of the crown 110. A first cambered surface group is provided on one side of the first tread portion 121 located at the front end in the forward direction, and the first cambered surface group includes a first cambered surface 12111, a second cambered surface 12112 and a third cambered surface 12113, and the first cambered surface 12111, the second cambered surface 12112 and the third cambered surface 12113 are sequentially connected from the top of the first tread portion 121 to the bottom of the first tread portion 121, and the cambers of the first cambered surface 12111 and the third cambered surface 12113 are both smaller than the camber of the second cambered surface 12112. The first structure on the first tread portion 121 can effectively enhance the grip of the tire 100 in a muddy environment, and in particular, the design of the first cambered surface group enables the first tread portion 121 to be better embedded in the muddy ground when in contact with the ground, thereby improving traction. At the same time, the design of the first curved surface group can effectively optimize the mud discharge performance of the tire 100 in a muddy environment, reduce the adhesion of mud blocks on the surface of the tire 100, and ensure that the tire 100 always has good grip; it can also enhance the drainage ability of the tire 100 on wetlands and water surfaces, reduce the risk of hydroplaning, and further improve the handling stability and driving safety of the vehicle under complex road conditions. In this embodiment, the radius of the first curved surface 12111 is 15 mm, the radius of the second curved surface 12112 is 60 mm, and the radius of the third curved surface 12113 is 18 mm.

[0043] like Figure 1 , Figure 2 and Figure 4As shown, optionally, the first tread portion 121 is provided with a plurality of second structures, the second structures are provided on a side of the first structure away from the center line of the crown 110, and the first structure and the plurality of second structures are sequentially spaced and distributed along the extension direction of the first tread portion 121. A second cambered surface group is provided on a side of the second structure located at the front end in the forward direction, the second cambered surface group includes a fourth cambered surface 12121 and a fifth cambered surface 12122, the camber of the fourth cambered surface 12121 is smaller than the camber of the fifth cambered surface 12122, and the fourth cambered surface 12121 and the fifth cambered surface 12122 are sequentially connected from the top of the first tread portion 121 to the bottom of the first tread portion 121. The second cambered surface group design of the second structure, especially the connection mode of the fourth cambered surface 12121 and the fifth cambered surface 12122, can provide better drainage and mud discharge effects during the rolling process of the tire 100, enhance the grip and anti-skid performance of the tire 100 in muddy environments, and thus improve the stability and driving safety of the vehicle. In addition, since the second structure is far from the center line of the crown 110, the requirements for drainage and mud removal and driving performance are relatively reduced, and the arc surface design is simpler than that of the first structure, which helps to reduce the difficulty and cost of processing. In this embodiment, the radius of the fourth arc surface 12121 is 15 mm, and the radius of the fifth arc surface 12122 is 18 mm.

[0044] like Figure 1 , Figure 2 and Figure 5 As shown, optionally, the first tread portion 121 includes a third structure, which is arranged on a side of the first structure away from the center line of the crown 110, and along the extension direction of the first tread portion 121, the third structure is arranged between the first structure and the second structure, and between two adjacent second structures. A third cambered surface group is arranged on the side of the third structure located at the front end in the forward direction, and the third cambered surface group includes a sixth cambered surface 12131 and a seventh cambered surface 12132, and the sixth cambered surface 12131 and the seventh cambered surface 12132 are sequentially connected from the top of the first tread portion 121 to the bottom of the first tread portion 121. The design of the third cambered surface group enables the third structure to have good drainage and mud discharge performance, and at the same time helps to reduce the processing difficulty and cost. The third structure on the first tread portion 121 can increase the effective contact area between the tire 100 and the ground when the tire 100 rolls, further enhance the grip of the tire 100, especially under muddy and slippery road conditions, can effectively prevent the tire 100 from slipping, and improve the stability and safety of the vehicle. In this embodiment, the radius of the sixth curved surface 12131 is 15 mm, and the radius of the seventh curved surface 12132 is 18 mm.

[0045] like Figure 1 , Figure 3 and Figure 4As shown, a first groove 12114 is provided on the top of the first structure, and a second groove 12123 is provided on the top of the second structure. The design of the first groove 12114 and the second groove 12123 increases the drainage capacity of the tire 100 surface while appropriately reducing the rigidity of the tire 100 pattern, thereby improving comfort. The shapes and sizes of the first groove 12114 and the second groove 12123 are set as required to meet the use requirements.

[0046] like Figure 1 , Figure 2 and Figure 6 As shown, optionally, the first end of the second pattern portion 122 near the center line of the crown 110 is provided with a fourth structure, and the first end of the third pattern portion 123 near the center line of the crown 110 is provided with a fifth structure, and the fourth structure and the fifth structure are the same as the first structure. The design of the fourth structure and the fifth structure enables the tire 100 to better disperse the pressure when it contacts the ground, reduce the situation of excessive local force, thereby reducing the vibration during driving and improving driving comfort. Since the fourth structure and the fifth structure are the same as the first structure, these structures form a continuous support point near the center line of the crown 110, which helps to enhance the grip and stability of the tire 100 under complex road conditions, and further improves the handling performance of the vehicle; and, it can also make the tire 100 evenly stressed in different directions, reduce the uneven wear caused by uneven stress during driving, and extend the service life of the tire 100. At the same time, it can optimize the drainage and mud discharge performance at the crown 110 and improve the driving performance of the tire 100. It is understandable that the second pattern portion 122 may also be provided with a second structure and a third structure, and the third pattern portion 123 may also be provided with a second structure and a third structure, and the specific parameters such as shape, size and distribution mode may be determined as required, and may be the same as or different from the corresponding structure of the first pattern portion 121; for example: in this embodiment, the fifth structure of the third pattern portion 123 is directly connected to the second structure. After actual vehicle tests, the scoop-shaped structures of the first structure, the second structure and the third structure can improve mud discharge, drainage and water performance.

[0047] Optionally, the pattern structure further includes a third group and a fourth group, the third group includes a plurality of fourth pattern portions 124, the fourth pattern portion 124 is arranged between the first pattern group and the second pattern group located on the same side; the fourth group includes a plurality of fifth pattern portions 125, the fifth pattern portion 125 is arranged between the first pattern portion 121 and the second pattern portion 122 of the first pattern group and between the first pattern portion 121 and the third pattern portion 123 of the second pattern group. The fourth pattern portion 124 and the fifth pattern portion 125 are arranged one by one on both sides of the center line of the crown 110, and the maximum height of the fourth pattern portion 124 is greater than the maximum height of the fifth pattern portion 125. Since the heights of the fourth tread portion 124 and the fifth tread portion 125 are different, the fourth tread portion 124 and the fifth tread portion 125 on both sides of the center line of the crown 110 are arranged asymmetrically, so that when the tire 100 contacts mud, it can better disperse and discharge mud, reduce the risk of the tire 100 slipping, and improve the stability and handling performance of the all-terrain vehicle under complex road conditions, thereby improving mud and off-road performance.

[0048] like Figure 1 , Figure 2 and Figure 6 As shown, optionally, on the contour line where the first shoulder 120 and the second shoulder 130 are located, the length of the fourth pattern portion 124 is greater than the length of the fifth pattern portion 125. The fourth pattern portion 124 and the fifth pattern portion 125 are designed asymmetrically on the tread of the tire 100, and the length of the fourth pattern portion 124 is greater than the length of the fifth pattern portion 125. This staggered distribution design enables the fourth pattern portion 124 to better embed into the mud when the tire 100 contacts the mud, increase the contact area and friction between the tire 100 and the ground, improve the grip and traction of the tire 100, and enhance the stability and handling performance of the vehicle when turning. At the same time, the longer fourth pattern portion 124 can provide better drainage and mud discharge performance in the mud environment, reduce mud block accumulation, and further enhance the anti-skid performance and handling stability of the tire 100. Specifically, the length H2 of the fourth pattern portion 124 is about 187 mm, and the length H3 of the fifth pattern portion 125 is about 100 mm.

[0049] It can be understood that the pattern structure also includes necessary structures for connection, support, positioning and limiting functions so that the pattern structure can function normally; the specific shape, size, material, distribution, spacing and setting quantity and other parameters of each part of the pattern structure can be determined as needed as long as the corresponding functions can be achieved.

[0050] The implementation principle of the tread structure of an inflatable tire for an all-terrain vehicle for mud terrain in an embodiment of the present application is as follows: by staggered arrangement of the first group 1 and the second group 2, the continuity of the pattern at the center line of the tread crown 110 is higher, thereby reducing the vibration during driving; due to the different heights of the fourth tread portion 124 and the fifth tread portion 125 that are matched in position, the fourth tread portion 124 and the fifth tread portion 125 on both sides of the center line of the tread crown 110 are arranged asymmetrically, so that when the tire 100 contacts the mud terrain, it can better disperse and discharge the mud, reduce the risk of the tire 100 slipping, and improve the stability and handling performance of the all-terrain vehicle under complex road conditions, thereby improving the mud terrain and off-road performance.

[0051] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A pneumatic tire pattern structure for an all-terrain vehicle for muddy terrain, characterized in that: The pneumatic tire pattern structure of the mud-terrain all-terrain vehicle comprises a plurality of first groups (1) and a plurality of second groups (2), the plurality of the first groups (1) being distributed along the circumference of the tire (100), and the plurality of the second groups (2) being distributed along the circumference of the tire (100). The first group (1) extends from the crown (110) to the first sidewall (140), and the second group (2) extends from the crown (110) to the second sidewall (150). The first group (1) and the second group (2) have the same structure. The first group (1) and the second group (2) are staggered. Along the circumferential direction of the tire (100), adjacent first groups (1) and second groups (2) are connected to each other at the crown (110). The first end of the first group (1) is arranged across the center line of the crown (110), and the second end of the first group (1) extends to the first sidewall (140) through the first shoulder (120); the first end of the second group (2) is arranged across the center line of the crown (110), and the second end of the second group (2) extends to the second sidewall (150) through the second shoulder (130).

2. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 1, characterized in that: The first group (1) and the second group (2) both include a bottom pattern (11) and a top pattern, wherein the bottom pattern (11) is arranged at the bottom periphery of the top pattern, and the bottom pattern (11) is used to connect the top pattern with the tire (100), and the adjacent bottom patterns (11) of the first group (1) and the bottom patterns (11) of the second group (2) are connected on the tread crown (110), and the first end of the top pattern is arranged across the center line of the tread crown (110), and the second end of the top pattern extends in a direction away from the center line of the tread crown (110).

3. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 2, characterized in that: The top pattern comprises a first pattern portion (121), a second pattern portion (122) and a third pattern portion (123); one of the first pattern portions (121) and the second pattern portion (122) adjacent to the same side form a first pattern group; another of the first pattern portions (121) and the third pattern portion (123) adjacent to the same side form a second pattern group; along the forward direction of the tire (100), the second pattern portion (122) of the first pattern group is arranged at the front end of the first pattern portion (121), and the third pattern portion (123) of the second pattern group is arranged at the front end of the first pattern portion (121). At the front end of the tread portion (121), along the circumferential direction of the tire (100), the first pattern group and the second pattern group of the first group (1) are alternately arranged, and the first pattern group and the second pattern group of the second group (2) are alternately arranged, the first pattern portion (121), the second pattern portion (122) and the third pattern portion (123) are all arranged at intervals, and on the center line of the tread crown (110), the distance between any two adjacent ones of the first pattern portion (121), the second pattern portion (122) and the third pattern portion (123) is less than 70 mm.

4. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 3, characterized in that: The tire also includes a third group and a fourth group, wherein the third group includes a plurality of fourth pattern portions (124), and the fourth pattern portion (124) is arranged between the first pattern group and the second pattern group located on the same side; the fourth group includes a plurality of fifth pattern portions (125), and the fifth pattern portions (125) are arranged between the first pattern portion (121) and the second pattern portion (122) of the first pattern group and between the first pattern portion (121) and the third pattern portion (123) of the second pattern group; the fourth pattern portion (124) and the fifth pattern portion (125) are arranged in a one-to-one correspondence on both sides of the center line of the tread crown (110), and the maximum height of the fourth pattern portion (124) is greater than the maximum height of the fifth pattern portion (125).

5. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 4, characterized in that: On the contour line where the first tread shoulder (120) and the second tread shoulder (130) are located, the length of the fourth tread portion (124) is greater than the length of the fifth tread portion (125).

6. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 3, characterized in that: The first tread portion (121) extends along a first arc, the second tread portion (122) extends along a second arc, and the third tread portion (123) extends along a third arc.

7. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 3, characterized in that: The first tread portion (121) is provided with a first structure, the first structure is provided at a first end of the first tread portion (121) close to the center line of the crown (110), and a first cambered surface group is provided on a side of the first tread portion (121) located at the front end in the forward direction, the first cambered surface group comprises a first cambered surface (12111), a second cambered surface (12112) and a third cambered surface (12113), the first cambered surface (12111), the second cambered surface (12112) and the third cambered surface (12113) are sequentially connected from the top of the first tread portion (121) to the bottom of the first tread portion (121), and the camber of the first cambered surface (12111) and the camber of the third cambered surface (12113) are both smaller than the camber of the second cambered surface (12112).

8. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 7, characterized in that: The first tread portion (121) is provided with a plurality of second structures, the second structures being arranged on a side of the first structure away from a center line of the tread crown (110), the first structure and the plurality of second structures being distributed in sequence and at intervals along an extension direction of the first tread portion (121), the second structure being provided with a second camber surface group on a side of a front end in the forward direction, the second camber surface group comprising a fourth camber surface (12121) and a fifth camber surface (12122), the fourth camber surface (12121) and the fifth camber surface (12122) being connected in sequence from a top of the first tread portion (121) to a bottom of the first tread portion (121).

9. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 8, characterized in that: The first tread portion (121) includes a third structure, the third structure is arranged on a side of the first structure away from the center line of the crown (110), along the extension direction of the first tread portion (121), the third structure is arranged between the first structure and the second structure, and between two adjacent second structures, the third structure is arranged on a side located at the front end of the forward direction, the third tread group surface includes a sixth tread surface (12131) and a seventh tread surface (12132), the sixth tread surface (12131) and the seventh tread surface (12132) are connected in sequence from the top of the first tread portion (121) to the bottom of the first tread portion (121), the top of the first structure is provided with a first groove (12114), and the top of the second structure is provided with a second groove (12123).

10. The pneumatic tire pattern structure for muddy all-terrain vehicles according to claim 9, characterized in that: The second pattern portion (122) is provided with a fourth structure at the first end close to the center line of the crown (110), and the third pattern portion (123) is provided with a fifth structure at the first end close to the center line of the crown (110), and the fourth structure and the fifth structure are the same as the first structure.

Images