Pattern structure of a pneumatic tire for an all-terrain vehicle for use in mud

Abstract

The application relates to a pattern structure of a mud all-terrain vehicle pneumatic tire, and belongs to the technical field of the pattern structure of the pneumatic tire. The pattern structure comprises a plurality of first groups and a plurality of second groups, the plurality of first groups are distributed along the circumferential direction of the tire, the plurality of second groups are distributed along the circumferential direction of the tire, the first groups extend from a tire crown to a first tire side, the second groups extend from the tire crown to a second tire side, the structures of the first groups and the second groups are the same, the first groups and the second groups are arranged in a staggered mode, adjacent first groups and second groups are connected to each other at the tire crown in the circumferential direction of the tire; a first end of the first group is arranged on the center line of the tire crown, a second end of the first group extends to the first tire side through a first tire shoulder; a first end of the second group is arranged on the center line of the tire crown, and a second end of the second group extends to the second tire side through a second tire shoulder. The application has the effect of improving the poor shock absorption effect of the tire on uneven road surfaces.

Description

Technical Field

[0001] This application relates to the field of tread structure technology for pneumatic tires, and in particular to a tread structure for a pneumatic tire for all-terrain vehicles used in mud. Background Technology

[0002] In recent years, with the increasing popularity of outdoor activities and technological advancements, the use of all-terrain vehicles (ATVs) in complex road conditions has significantly increased. Tire tread design is a crucial component of ATV performance. Especially in harsh environments such as mud and slippery conditions, appropriate tire tread patterns can significantly improve vehicle traction, thereby enhancing the driving experience.

[0003] Currently, 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 the tread pattern structure, while also increasing the grip.

[0004] However, existing tire tread designs offer little consideration for driving comfort, making it difficult to simultaneously achieve both shock absorption and handling performance on uneven road surfaces. Especially in muddy conditions, where surface conditions are complex and varied, traditional tread designs can easily cause significant tire vibrations during driving, affecting driver comfort and vehicle handling stability. Therefore, improving tire shock absorption on uneven roads while maintaining grip has become a crucial issue that urgently needs to be addressed.

[0005] The aforementioned technologies have the drawback of poor shock absorption by tires on uneven road surfaces. Summary of the Invention

[0006] In order to improve the problem of poor shock absorption of tires on uneven roads, this application provides a tread structure for an inflatable tire for all-terrain vehicles used in muddy terrain.

[0007] The tread pattern structure of the pneumatic tire for all-terrain vehicles used in muddy terrain provided in this application adopts the following technical solution:

[0008] A tread pattern structure for an all-terrain vehicle pneumatic tire is provided on the tire crown, first shoulder, second shoulder, first sidewall, and second sidewall. The tread pattern structure includes several first groups and several second groups. The first groups are distributed circumferentially along the tire. The first groups extend from the tire crown to the first sidewall, and the second groups extend from the tire crown to the second sidewall. The first and second groups have the same structure and are staggered. Adjacent first and second groups are connected to each other at the tire crown along the circumferential direction of the tire. The first end of the first group crosses the center line of the tire crown, and the second end of the first group extends through the first shoulder to the first sidewall. The first end of the second group crosses the center line of the tire crown, and the second end of the second group extends through the second shoulder to the second sidewall.

[0009] By adopting the above technical solution, the tread structure of the pneumatic tire for all-terrain vehicles in muddy environments can provide excellent traction and grip in complex muddy environments, while reducing vibration during driving, improving driving comfort and vehicle handling stability. Specifically, the staggered arrangement of the first and second groups ensures a uniform pressure distribution when the tire contacts the ground, avoiding local overload, thereby improving tire durability and safety, and enhancing grip and traction. Simultaneously, the interconnection of the first and second groups at the tread crown, and the fact that the first ends of both groups span the tread crown centerline, improves the continuity of the tread pattern at the tread crown, contributing to smoother tire rotation and thus enhancing driver comfort. The first and second groups extend to the first and second tire sides respectively, strengthening the tire's support on uneven surfaces, reducing tire deformation during driving, lowering vibration, and improving driving comfort. This tire tread structure not only improves the all-terrain vehicle's performance in muddy environments but also effectively enhances driver comfort and vehicle handling stability.

[0010] Optionally, both the first group and the second group include a bottom pattern and a top pattern. The bottom pattern is located on the outer periphery of the bottom of the top pattern and is used to connect the top pattern to the tire. The bottom patterns of adjacent first groups and second groups are connected on the tire crown. The first end of the top pattern spans the center line of the tire crown, and the second end of the top pattern extends away from the center line of the tire crown.

[0011] By adopting the above technical solution, the bottom tread pattern is located on the outer periphery of the bottom of the top tread pattern, which enhances the connection strength between the top tread pattern and the tire, and improves the overall rigidity and durability of the tire. The first end of the top tread pattern spans the center line of the tire crown, and the adjacent first group of bottom tread patterns and the second group of bottom tread patterns are connected on the tire crown, which helps to form a continuous tread pattern structure on the tire crown, thereby reducing vibration and improving driving comfort and handling stability. At the same time, the second end of the top tread pattern extends away from the center line of the tire crown, which allows the tire to better distribute pressure during driving, which helps to improve the tire's grip and stability.

[0012] Optionally, the top pattern includes a first pattern portion, a second pattern portion, and a third pattern portion. One first pattern portion and an adjacent second pattern portion on the same side form a first pattern group, and another first pattern portion and an adjacent third pattern portion on the same side form a second pattern group. Along the forward direction of the tire, the second pattern portion of the first pattern group is located at the front end of the first pattern portion, and the third pattern portion of the second pattern group is located at the front end of the first pattern portion. Along the circumferential direction of the tire, the first pattern group and the second pattern group of the first group are alternately arranged, and the first pattern group and the second pattern group of the second group are alternately arranged. The first pattern portion, the second pattern portion, and the third pattern portion are all spaced apart. On the center line of the tire crown, the distance between any two adjacent first pattern portions, second pattern portions, and third pattern portions is less than 70mm.

[0013] By adopting the above technical solution, this tire tread structure can provide better grip in complex muddy environments, while reducing vibration during driving and improving driving comfort and handling stability. Specifically: the first, second, and third tread sections provide support points at different locations, allowing the tire to better embed itself in the mud, increasing the contact area and thus improving grip; the alternating arrangement of the first, second, and third tread sections effectively disperses impact force when the tire encounters uneven road surfaces, reducing vibration transmitted to the vehicle body and improving ride comfort; the spacing between the tread sections helps optimize water drainage and mud removal performance, improving tire stability during high-speed driving or sharp turns, preventing slippage and loss of control, and enhancing the overall handling performance of the vehicle; the distance between the first, second, and third tread sections on the center line of the tire crown is less than 70mm, and this closely arranged design helps to improve the continuity of the tread structure while ensuring reliable mud removal performance.

[0014] Optionally, the system also includes a third group and a fourth group. The third group includes several fourth pattern portions, which are located between the first pattern group and the second pattern group on the same side. The fourth group includes several fifth pattern portions, which are provided between the first and second pattern portions of the first pattern group and between the first and third pattern portions of the second pattern group. The fourth and fifth pattern portions are arranged one-to-one on both sides of the center line of the tire crown, and the maximum height of the fourth pattern portion is greater than the maximum height of the fifth pattern portion.

[0015] By adopting the above technical solution, the fourth and fifth tread sections are asymmetrically arranged on both sides of the tire crown centerline due to the different heights of the fourth and fifth tread sections. This allows the tire to better disperse and expel mud when in contact with mud, reducing the risk of tire slippage and improving the stability and handling performance of all-terrain vehicles in complex road conditions, thereby enhancing mud and off-road performance.

[0016] Optionally, on the outline of the first and second tire shoulders, the length of the fourth tread pattern portion is greater than the length of the fifth tread pattern portion.

[0017] By adopting the above technical solution, the fourth and fifth tread patterns are asymmetrically designed on the tire tread, with the fourth tread pattern being longer than the fifth. This staggered distribution design allows the fourth tread pattern to better embed itself in the mud when the tire contacts the ground, increasing the contact area and friction between the tire and the ground, improving the tire's grip and traction, and enhancing the vehicle's stability and handling performance when cornering. At the same time, the longer fourth tread pattern provides better water and mud drainage performance in muddy environments, reducing mud accumulation and further enhancing the tire's anti-skid performance and handling stability.

[0018] Optionally, the first patterned portion extends along a first arc, the second patterned portion extends along a second arc, and the third patterned portion extends along a third arc.

[0019] By adopting the above technical solutions, the tire's water drainage and mud removal capabilities are effectively enhanced, enabling the tire to quickly expel mud and water during driving, reducing mud accumulation, thereby improving 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.

[0020] Optionally, the first tread portion is provided with a first structure, the first structure being located at a first end of the first tread portion near the center line of the tire crown, and the first tread portion having a first arcuate surface group on one side of the front end in the forward direction, the first arcuate surface group including a first arcuate surface, a second arcuate surface and a third arcuate surface, the first arcuate surface, the second arcuate surface and the third arcuate surface being connected sequentially from the top of the first tread portion to the bottom of the first tread portion, the arcuateness of the first arcuate surface and the arcuateness of the third arcuate surface being smaller than the arcuateness of the second arcuate surface.

[0021] By adopting the above technical solution, the first structure on the first tread section can effectively enhance the tire's grip in muddy environments. In particular, the design of the first arc surface allows the first tread section to better embed itself into the mud when it contacts the ground, improving traction. At the same time, the design of the first arc surface can effectively optimize the tire's mud-shedding performance in muddy environments, reduce mud adhesion to the tire surface, and ensure that the tire always has good grip. It can also enhance the tire's drainage capacity on wet and water surfaces, reduce the risk of hydroplaning, and further improve the vehicle's handling stability and driving safety in complex road conditions.

[0022] Optionally, the first tread portion is provided with a plurality of second structures, the second structures being located on the side of the first structure away from the center line of the tire crown, the first structure and the plurality of second structures being distributed sequentially at intervals along the extension direction of the first tread portion, the second structure being provided with a second arcuate surface on the side of the front end of the forward direction, the second arcuate surface including a fourth arcuate surface and a fifth arcuate surface, the fourth arcuate surface and the fifth arcuate surface being sequentially connected from the top of the first tread portion to the bottom of the first tread portion.

[0023] By adopting the above technical solution, the second arc surface design of the second structure, especially the connection method of the fourth and fifth arc surfaces, can provide better drainage and mud removal effects during tire rolling, enhance the tire's grip and anti-skid performance in muddy environments, thereby improving vehicle stability and driving safety. In addition, since the second structure is far from the center line of the tire crown, the requirements for drainage and mud removal effects and driving performance are relatively reduced. Compared with the arc surface design of the first structure, it is simpler and helps to reduce processing difficulty and processing cost.

[0024] Optionally, the first tread portion includes a third structure, which is located on the side of the first structure away from the center line of the tire crown. 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. The third structure has a third arcuate surface on the side of the front end in the forward direction. The third arcuate surface includes a sixth arcuate surface and a seventh arcuate surface. The sixth arcuate surface and the seventh arcuate surface are connected sequentially from the top of the first tread portion to the bottom of the first tread portion. The top of the first structure has a first groove, and the top of the second structure has a second groove.

[0025] By adopting the above technical solutions, the design of the third arc surface enables the third structure to have good drainage and mud removal performance, while helping to reduce processing difficulty and cost; the third structure on the first tread can increase the effective contact area between the tire and the ground when the tire rolls, further enhancing the tire's grip, especially under muddy and slippery road conditions, it can effectively prevent tire slippage and improve vehicle stability and safety; 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 tread, thereby improving comfort.

[0026] Optionally, the second tread portion has a fourth structure at its first end near the center line of the tire crown, and the third tread portion has a fifth structure at its first end near the center line of the tire crown. Both the fourth and fifth structures are the same as the first structure.

[0027] By adopting the above technical solutions, this tire tread structure can provide better shock absorption and handling performance on uneven road surfaces. Specifically, the design of the fourth and fifth structures allows the tire to better distribute pressure when in contact with the ground, reducing excessive local stress and thus reducing vibration during driving and improving driving comfort. Since the fourth and fifth structures are the same as the first structure, these structures form a continuous support point near the center line of the tire crown, which helps to enhance the tire's grip and stability under complex road conditions, further improving the vehicle's handling performance. In addition, it can also make the tire bear force evenly in different directions, reducing uneven wear caused by uneven force during driving and extending the tire's service life. At the same time, it can optimize the drainage and mud removal performance at the tire crown, improving the tire's traction.

[0028] In summary, this application includes at least one of the following beneficial technical effects:

[0029] 1. The first and second groups are staggered and fit together, so that the tread pattern forms a continuous structure at the center line of the tire crown, which effectively improves the tire's shock absorption performance on uneven roads and reduces the vibration during driving.

[0030] 2. The minimum distance between the top tread patterns of adjacent first and second groups on the center line of the tire crown is less than 70mm, ensuring a tight fit between the patterns, further optimizing the tire's grip and shock absorption, and improving driver comfort and vehicle stability.

[0031] 3. The use of the first, fourth, and fifth structures at the tread helps improve the drainage and mud removal performance at the tread, while also giving the tire sufficient traction on wet and slippery muddy roads, thus improving the tire's grip and traction. Attached Figure Description

[0032] Figure 1 This is a perspective view of a tire according to an embodiment of this application.

[0033] Figure 2 This is a schematic diagram of the tread pattern structure of the pneumatic tire for an all-terrain vehicle used in muddy terrain, according to an embodiment of this application.

[0034] Figure 3 yes Figure 2 A schematic diagram of the first structure at point AA.

[0035] Figure 4 yes Figure 2 A schematic diagram of the second structure at point BB.

[0036] Figure 5 yes Figure 2 A schematic diagram of the third structure at point CC.

[0037] Figure 6 This is a schematic diagram of the outline of the pneumatic tire tread structure of an all-terrain vehicle for mud terrain according to an embodiment of this application.

[0038] Explanation of reference numerals in the attached figures:

[0039] 100. Tire; 110. Tire crown; 120. First shoulder; 130. Second shoulder; 140. First sidewall; 150. Second sidewall; 1. First group; 11. Bottom tread pattern; 121. First tread pattern section; 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 pattern section; 123. Third tread pattern section; 124. Fourth tread pattern section; 125. Fifth tread pattern section; 2. Second group. Detailed Implementation

[0040] The following is in conjunction with the appendix Figure 1 - Appendix Figure 6This application will be further described in detail below. In this embodiment, unless otherwise specified, "connection", "linking", and "fixing" are interpreted broadly, 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 components, etc., and can be understood according to the specific circumstances.

[0041] In this application, unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, in the description of this embodiment, terms such as "above," "below," "left," and "right," etc., are based on the orientation or positional relationships shown in the accompanying drawings and are used only for ease of description and simplification of operation. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise stated, directional terms such as "inner" and "outer" used in this application refer to the outline of the corresponding component itself.

[0042] like Figure 1 and Figure 2 As shown in the embodiment of this application, a tread structure for an inflatable tire of an all-terrain vehicle for mud terrain (hereinafter referred to as "tread structure") is disclosed. The tread structure is distributed on the tire crown 110, the first tire shoulder 120, the second tire shoulder 130, the first tire sidewall 140 and the second tire sidewall 150 of the tire 100. It is used to provide the tire 100 with excellent traction and grip in complex mud terrain environments, while reducing vibration during driving and improving driving comfort and vehicle handling stability.

[0043] The tread pattern includes several first groups 1 and several second groups 2. The first groups 1 are distributed circumferentially along the tire 100, and the second groups 2 are also distributed circumferentially along the tire 100. The first groups 1 extend from the tread crown 110 to the first sidewall 140, and the second groups 2 extend from the tread crown 110 to the second sidewall 150. The structures of the first groups 1 and the second groups 2 are identical. The first groups 1 and the second groups 2 are staggered to ensure a uniform pressure distribution when the tire 100 contacts the ground, avoiding local overload, thereby improving the durability and safety of the tire 100, and enhancing grip and traction. Along the circumferential direction of the tire 100, adjacent first groups 1 and second groups 2 are connected to each other at the tread crown 110. The first end of the first group 1 crosses the centerline of the tread crown 110, and the second end of the first group 1 extends through the first shoulder 120 to the first sidewall 140; the first end of the second group 2 crosses the centerline of the tread crown 110, and the second end of the second group 2 extends through the second shoulder 130 to the second sidewall 150. The interconnection of the first group 1 and the second group 2 at the tread 110, and the fact that the first ends of the first group 1 and the second group 2 both cross the centerline of the tread 110, improves the continuity of the tread pattern at the tread 110, which helps to improve the smoothness of the tire 100's rotation, thereby enhancing driver comfort. The first group 1 and the second group 2 extend to the first sidewall 140 and the second sidewall 150, respectively, which enhances the tire 100's support on uneven road surfaces, reduces tire deformation during driving, reduces vibration, and improves driving comfort. This tread pattern structure of the tire 100 not only improves the all-terrain vehicle's driving performance in muddy environments but also effectively enhances driver comfort and vehicle handling stability.

[0044] like Figure 1 and Figure 2 As shown, optionally, both the first group 1 and the second group 2 include a bottom tread pattern 11 and a top tread pattern. The bottom tread pattern 11 connects the top tread pattern to the tire 100. The maximum height of the bottom tread pattern 11 is lower than the maximum height of the top tread pattern. The bottom tread pattern 11 is located on the outer periphery of the bottom of the top tread pattern, enhancing the connection strength between the top tread pattern and the tire 100 and improving the overall rigidity and durability of the tire 100. The first end of the top tread pattern crosses the center line of the tread crown 110, and the second end of the top tread pattern extends away from the center line of the tread crown 110. The bottom tread patterns 11 of adjacent groups 1 and 2 are connected on the tread crown 110, which helps to form a continuous tread 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 tread pattern extends away from the center line of the tread crown 110, allowing the tire 100 to better distribute pressure during driving, which helps to improve the grip and stability of the tire 100.

[0045] like Figure 1 and Figure 2As shown, optionally, the top tread pattern includes a first tread portion 121, a second tread portion 122, and a third tread portion 123. One first tread portion 121 and an adjacent second tread portion 122 on the same side form a first tread group, and another first tread portion 121 and an adjacent third tread portion 123 on the same side form a second tread group. Along the forward direction of the tire 100, the second tread portion 122 of the first tread group is located at the front end of the first tread portion 121, and the third tread portion 123 of the second tread group is located at the front end of the first tread portion 121. Along the circumferential direction of the tire 100, the first tread group and the second tread group of the first group 1 are alternately arranged, and the first tread group and the second tread group of the second group 2 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 ride comfort. The first tread portion 121, the second tread portion 122, and the third tread portion 123 are all spaced apart, providing support points at different locations. This allows the tire 100 to better embed itself into the mud, increasing the contact area and thus improving grip. Furthermore, the spacing between the tread portions helps optimize water drainage and mud removal performance, improving the tire 100's stability during high-speed driving or sharp turns, preventing slippage and loss of control, and enhancing the vehicle's overall handling performance. On the centerline of the tread crown 110, the distance H1 between any two adjacent first tread portions 121, second tread portions 122, and third tread portions 123 is less than 70mm. This closely spaced design helps improve the continuity of the tread structure while ensuring reliable mud removal performance.

[0046] Optionally, 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, effectively enhancing the tire 100's water drainage and mud removal capabilities. This allows the tire 100 to quickly expel mud and water during driving, reducing mud accumulation and thus improving grip and traction. Simultaneously, the different arc designs help disperse the impact force on the tire 100 during driving, reducing tire vibration and improving driving comfort and handling stability. The first, second, and third arcs can be set as needed; each can be a single arc value or a combination of different arcs to optimize water drainage and mud removal effects.

[0047] like Figure 1 , Figure 2 and Figure 3As shown, optionally, the first tread portion 121 is provided with a first structure, which is located at the first end of the first tread portion 121 near the center line of the tire crown 110. The first tread portion 121 has a first arcuate surface group on its forward-facing side, comprising a first arcuate surface 12111, a second arcuate surface 12112, and a third arcuate surface 12113. These three surfaces are sequentially connected from the top to the bottom of the first tread portion 121. The arcuateness of the first arcuate surface 12111 and the arcuateness of the third arcuate surface 12113 are both smaller than the arcuateness of the second arcuate surface 12112. The first structure on the first tread portion 121 effectively enhances the grip of the tire 100 in muddy conditions. In particular, the design of the first arcuate surface group allows the first tread portion 121 to better embed itself into the mud when in contact with the ground, thus improving traction. Meanwhile, the design of the first arc surface group effectively optimizes the mud-shedding performance of the tire 100 in muddy environments, reduces the adhesion of mud clumps to the surface of the tire 100, and ensures that the tire 100 always has good grip; it also enhances the tire 100's drainage capacity on wet and water surfaces, reduces the risk of hydroplaning, and further improves the vehicle's handling stability and driving safety under complex road conditions. In this embodiment, the radius of the first arc surface 12111 is 15mm, the radius of the second arc surface 12112 is 60mm, and the arc of the third arc surface 12113 is 18mm.

[0048] 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 located on the side of the first structure away from the center line of the tire crown 110. The first structure and the plurality of second structures are distributed sequentially and alternately along the extension direction of the first tread portion 121. The second structure is provided with a second arcuate surface group on the front side in the forward direction. The second arcuate surface group includes a fourth arcuate surface 12121 and a fifth arcuate surface 12122. The arcuate surface 12121 is smaller than the arcuate surface 12122. The fourth arcuate surface 12121 and the fifth arcuate surface 12122 are sequentially connected from the top to the bottom of the first tread portion 121. The design of the second arcuate surface group of the second structure, especially the connection method of the fourth arcuate surface 12121 and the fifth arcuate surface 12122, can provide better water drainage and mud removal effect during the rolling of the tire 100, enhance the grip and anti-skid performance of the tire 100 in muddy environments, thereby improving the stability and driving safety of the vehicle. Furthermore, since the second structure is far from the center line of the tire crown 110, the requirements for drainage and mud removal efficiency and driving performance are relatively reduced. Compared with the arc surface design of the first structure, it is simpler and helps to reduce processing difficulty and cost. In this embodiment, the radius of the fourth arc surface 12121 is 15mm, and the radius of the arc surface 12122 is 18mm.

[0049] like Figure 1 , Figure 2 and Figure 5 As shown, optionally, the first tread portion 121 includes a third structure. The third structure is located on the side of the first structure away from the center line of the tire crown 110. Along the extending direction of the first tread portion 121, the third structure is provided between the first structure and the second structure, and between two adjacent second structures. The third structure has a third arcuate surface group on its front side in the forward direction. The third arcuate surface group includes a sixth arcuate surface 12131 and a seventh arcuate surface 12132, which are sequentially connected from the top to the bottom of the first tread portion 121. The design of the third arcuate surface group gives the third structure good water drainage and mud removal performance, while also helping to reduce 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 enhancing the tire 100's grip. Especially under muddy and slippery road conditions, it can effectively prevent the tire 100 from slipping, improving vehicle stability and safety. In this embodiment, the radius of the sixth arc surface 12131 is 15mm, and the radius of the arc of the seventh arc surface 12132 is 18mm.

[0050] like Figure 1 , Figure 3 and Figure 4As shown, the top of the first structure has a first groove 12114, and the top of the second structure has a second groove 12123. The design of the first groove 12114 and the second groove 12123 increases the water drainage capacity of the tire 100 surface while appropriately reducing the rigidity of the tire tread pattern, thereby improving comfort. The shape and size of the first groove 12114 and the second groove 12123 can be set as needed to meet the usage requirements.

[0051] like Figure 1 , Figure 2 and Figure 6 As shown, optionally, the second tread portion 122 has a fourth structure at its first end near the center line of the tread crown 110, and the third tread portion 123 has a fifth structure at its first end near the center line of the tread crown 110. Both the fourth and fifth structures are identical to the first structure. The design of the fourth and fifth structures allows the tire 100 to better distribute pressure when in contact with the ground, reducing excessive localized stress and thus reducing vibration during driving and improving driving comfort. Since the fourth and fifth structures are identical to the first structure, these structures form a continuous support point near the center line of the tread crown 110, which helps enhance the tire 100's grip and stability under complex road conditions, further improving vehicle handling performance. Furthermore, it ensures uniform force distribution on the tire 100 in different directions, reducing uneven wear caused by uneven force distribution during driving and extending the tire 100's service life. Simultaneously, it optimizes water drainage and mud removal performance at the tread crown 110, improving the tire 100's traction. It is understood that the second patterned portion 122 can also be provided with a second structure and a third structure, and the third patterned portion 123 can also be provided with a second structure and a third structure. The specific shape, size, and distribution parameters can be determined as needed, and can be the same as or different from the corresponding structure of the first patterned portion 121; for example, in this embodiment, the fifth structure of the third patterned portion 123 is directly connected to the second structure. Through actual vehicle testing, the spoon-shaped structure of the first, second, and third structures can improve mud removal, drainage, and water performance.

[0052] Optionally, the tread pattern structure further includes a third group and a fourth group. The third group includes several fourth tread pattern portions 124, which are located between the first and second tread pattern groups on the same side. The fourth group includes several fifth tread pattern portions 125, which are located between the first tread pattern portions 121 and 122 of the first tread pattern group and between the first tread pattern portions 121 and 123 of the second tread pattern group. The fourth tread pattern portions 124 and fifth tread pattern portions 125 are arranged one-to-one on both sides of the center line of the tire crown 110, and the maximum height of the fourth tread pattern portion 124 is greater than the maximum height of the fifth tread pattern portion 125. Because the fourth tread portion 124 and the fifth tread portion 125 are at different heights, the fourth tread portion 124 and the fifth tread portion 125 on both sides of the center line of the tire crown 110 are asymmetrically arranged. This allows the tire 100 to better disperse and expel mud when it comes into contact with mud, reducing the risk of the tire 100 slipping and improving the stability and handling performance of the all-terrain vehicle in complex road conditions, thereby improving its mud and off-road performance.

[0053] 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 tread portion 124 is greater than the length of the fifth tread portion 125. The fourth tread portion 124 and the fifth tread portion 125 are asymmetrically designed on the tread of the tire 100, and the length of the fourth tread portion 124 is greater than the length of the fifth tread portion 125. This staggered distribution design allows the fourth tread portion 124 to better embed itself in the mud when the tire 100 contacts the mud, increasing the contact area and friction between the tire 100 and the ground, improving the tire 100's grip and traction, and also enhancing the vehicle's stability and handling performance during cornering. At the same time, the longer fourth tread portion 124 can provide better water and mud removal performance in muddy environments, reducing mud accumulation and further enhancing the tire 100's anti-skid performance and handling stability. Specifically, the length H2 of the fourth tread portion 124 is approximately 187 mm, and the length H3 of the fifth tread portion 125 is approximately 100 mm.

[0054] Understandably, the pattern structure also includes necessary structures for connection, support, positioning, and limiting functions, so that the pattern structure can function properly; the specific shape, size, material, distribution, spacing, and quantity of each part of the pattern structure can be determined as needed, as long as the corresponding functions can be achieved.

[0055] The implementation principle of the pneumatic tire tread structure for all-terrain vehicles in mud according to this application embodiment is as follows: By staggering the first group 1 and the second group 2, the continuity of the tread pattern at the center line of the tire crown 110 is higher, reducing the vibration during driving; due to the different heights of the fourth tread portion 124 and the fifth tread portion 125 that are aligned, the fourth tread portion 124 and the fifth tread portion 125 on both sides of the center line of the tire crown 110 are asymmetrically arranged, thereby enabling the tire 100 to better disperse and expel mud when in contact with mud, reducing the risk of tire 100 slipping, improving the stability and handling performance of the all-terrain vehicle under complex road conditions, and thus improving mud and off-road performance.

[0056] 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 in muddy terrain, characterized in that, The tread pattern of the pneumatic tire for mud-terrain vehicles, located on the tread (110), first shoulder (120), second shoulder (130), first sidewall (140), and second sidewall (150) of the tire (100), comprises a plurality of first groups (1) and a plurality of second groups (2). The plurality of first groups (1) are distributed circumferentially along the tire (100), and the plurality of second groups (2) are distributed circumferentially along the tire (100). The first groups (1) extend from the tread (110) toward the first sidewall (140), and the second groups (2) extend from the tread (110) toward the second sidewall (150). Similar to the structure of the second group (2), the first group (1) and the second group (2) are staggered and connected to each other at the crown (110) along the circumferential direction of the tire (100); the first end of the first group (1) spans the center line of the crown (110), and the second end of the first group (1) extends through the first shoulder (120) to the first sidewall (140); the first end of the second group (2) spans the center line of the crown (110), and the second end of the second group (2) extends through the second shoulder (130) to the second sidewall (150); Both the first group (1) and the second group (2) include a bottom pattern (11) and a top pattern. The bottom pattern (11) is located on the bottom outer periphery of the top pattern. The bottom pattern (11) is used to connect the top pattern and the tire (100). The bottom patterns (11) of the adjacent first group (1) and the bottom patterns (11) of the second group (2) are connected on the tire crown (110). The first end of the top pattern spans the center line of the tire crown (110), and the second end of the top pattern extends away from the center line of the tire crown (110). 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 on the same side form a first pattern group, and another first pattern portion (121) and the third pattern portion (123) adjacent on 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 located at the front end of the first pattern portion (121), and the third pattern portion (123) of the second pattern group is located at the front end of the first pattern portion (121). At the front end of part (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 part (121), the second pattern part (122) and the third pattern part (123) are all spaced apart. On the center line of the tire crown (110), the distance between any two adjacent parts of the first pattern part (121), the second pattern part (122) and the third pattern part (123) is less than 70mm.

2. The tread pattern structure of the pneumatic tire for all-terrain vehicles on muddy terrain according to claim 1, characterized in that, It also includes a third group and a fourth group. The third group includes several fourth pattern parts (124). The fourth pattern parts (124) are located between the first pattern group and the second pattern group on the same side. The fourth group includes several fifth pattern parts (125). The fifth pattern parts (125) are provided between the first pattern part (121) and the second pattern part (122) of the first pattern group and between the first pattern part (121) and the third pattern part (123) of the second pattern group. The fourth pattern parts (124) and the fifth pattern parts (125) are provided one-to-one on both sides of the center line of the tire crown (110). The maximum height of the fourth pattern part (124) is greater than the maximum height of the fifth pattern part (125).

3. The tread pattern structure of the pneumatic tire for all-terrain vehicles used in muddy terrain according to claim 2, characterized in that, On the outline of the first shoulder (120) and the second shoulder (130), the length of the fourth pattern portion (124) is greater than the length of the fifth pattern portion (125).

4. The tread pattern structure of the pneumatic tire for all-terrain vehicles used in muddy terrain according to claim 1, characterized in that, The first patterned portion (121) extends along a first arc, the second patterned portion (122) extends along a second arc, and the third patterned portion (123) extends along a third arc.

5. The tread pattern structure of the pneumatic tire for all-terrain vehicles used in muddy terrain according to claim 1, characterized in that, The first pattern portion (121) is provided with a first structure, which is located at the first end of the first pattern portion (121) near the center line of the tire crown (110). The first pattern portion (121) is provided with a first arc surface on the side of the front end in the forward direction. The first arc surface includes a first arc surface (12111), a second arc surface (12112), and a third arc surface (12113). The first arc surface (12111), the second arc surface (12112), and the third arc surface (12113) are connected sequentially from the top of the first pattern portion (121) to the bottom of the first pattern portion (121). The arc of the first arc surface (12111) and the arc of the third arc surface (12113) are both smaller than the arc of the second arc surface (12112).

6. The tread pattern structure of the pneumatic tire for all-terrain vehicles in muddy terrain according to claim 5, characterized in that, The first tread portion (121) is provided with a plurality of second structures. The second structures are located on the side of the first structure away from the center line of the tire crown (110). The first structure and the plurality of second structures are distributed sequentially at intervals along the extension direction of the first tread portion (121). The second structure is provided with a second arcuate surface on the side of the front end of the forward direction. The second arcuate surface includes a fourth arcuate surface (12121) and a fifth arcuate surface (12122). The fourth arcuate surface (12121) and the fifth arcuate surface (12122) are sequentially connected from the top of the first tread portion (121) to the bottom of the first tread portion (121).

7. The tread pattern structure of the pneumatic tire for all-terrain vehicles used in muddy terrain according to claim 6, characterized in that, The first tread portion (121) includes a third structure, which is located on the side of the first structure away from the center line of the tire crown (110). Along the extension direction of the first tread portion (121), the third structure is provided between the first structure and the second structure, and between two adjacent second structures. The third structure is provided on the side of the front end of the forward direction with a third arc surface. The third arc surface includes a sixth arc surface (12131) and a seventh arc surface (12132). The sixth arc surface (12131) and the seventh arc surface (12132) are connected sequentially 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).

8. The tread pattern structure of the pneumatic tire for all-terrain vehicles used in muddy terrain according to claim 7, characterized in that, The second tread portion (122) has a fourth structure at its first end near the center line of the tire crown (110), and the third tread portion (123) has a fifth structure at its first end near the center line of the tire crown (110). The fourth structure and the fifth structure are the same as the first structure.

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