Tire pattern and AT tire

Abstract

The utility model provides a tire pattern and AT tire, belongs to tire technical field, including middle part pattern block group and the shoulder pattern block group of middle part pattern block group both sides, wherein the shoulder pattern block group includes first shoulder pattern block and second shoulder pattern block that are arranged along the tire circumference interval; the area ratio of the first shoulder pattern blocks to the second shoulder pattern blocks is (0.9-0.92): 1; the circumferential width of the first shoulder pattern block is the same as that of the second shoulder pattern block, the axial width of the first shoulder pattern block is larger than that of the first shoulder pattern block, and the axial width of the second shoulder pattern block is larger than that of the second shoulder pattern block; the axial width of the second shoulder pattern block is larger than the axial width of the first shoulder pattern block and is not larger than 24% of the tire tread width. According to the tire pattern, the rigidity of the pattern block is ensured, the noise is reduced, the gripping performance and the control stability of the tire are improved, and the road performance and the off-road performance of the tire are improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of tires, and particularly relates to a tire tread pattern and an AT tire. Background Art

[0002] An AT tire (All Terrain Tire) is an all-terrain tire mainly used for vehicles driving on off-road and harsh road conditions. This kind of tire has relatively deep tread patterns, high load-bearing capacity and good grip performance, and can provide stable driving performance under various terrain conditions. It is the favorite tire of off-road enthusiasts. The advantage of an AT tire is that it can be used for off-road and daily commuting, and is usually suitable for SUVs, off-road vehicles and other motor vehicles that need to drive in high-intensity usage environments.

[0003] The design of an AT tire is slightly rough. The area of its tread pattern blocks and the groove spacing are between those of MT tires and HT tires, resulting in a decline in the road performance of AT tires compared with HT tires and an increase in noise. The off-road performance of AT tires on unpaved roads is also inferior to that of MT tires.

[0004] In view of the above problems, the utility model optimizes the design of the pattern blocks and grooves to improve the road performance on paved roads and at the same time increase the off-road performance on unpaved roads. Summary of the Utility Model

[0005] The utility model provides a tire tread pattern and an AT tire, which solve the technical problems of insufficient road performance on paved roads and off-road performance on unpaved roads existing in existing AT tires, ensure the rigidity of the pattern blocks, reduce noise, improve the grip performance and handling stability of the tires, and enhance the road performance and off-road performance of the tires.

[0006] The utility model discloses a tire tread pattern on the one hand, which includes a central pattern block group and shoulder pattern block groups on both sides of the central pattern block group. Among them, the shoulder pattern block group includes a first shoulder pattern block and a second shoulder pattern block arranged at intervals along the circumferential direction of the tire; the area ratio of the first shoulder pattern block to the second shoulder pattern block is (0.9 - 0.92):1; the circumferential width of the first shoulder pattern block is the same as that of the second shoulder pattern block, the axial width of the first shoulder pattern block is greater than its circumferential width, and the axial width of the second shoulder pattern block is greater than its circumferential width; the axial width of the second shoulder pattern block is greater than that of the first shoulder pattern block and not greater than 24% of the width of the tire running surface.

[0007] In some of these embodiments, a first longitudinal groove is provided between the shoulder tread block group and the middle tread block group. The first longitudinal groove has a zigzag structure, and the angle between the first longitudinal groove and the tire radial direction is 10°-12°; a plurality of convex mud blocks are arranged at intervals on the bottom of the first longitudinal groove, and the radial height of the convex mud blocks is 2mm-4mm.

[0008] In some of these embodiments, a plurality of shoulder grooves are provided in the shoulder tread block group, including a first shoulder transverse groove provided between the first shoulder tread block and the second shoulder tread block and a second shoulder transverse groove provided between adjacent shoulder tread block groups. A plurality of shoulder convex mud blocks are arranged at intervals in both the first shoulder transverse groove and the second shoulder transverse groove, and the axial distance between adjacent shoulder convex mud blocks is 5mm-8mm.

[0009] In some of these embodiments, a third shoulder transverse groove is provided at one end of the second shoulder tread block close to the first longitudinal groove. The third shoulder transverse groove has a trapezoidal structure, and the circumferential width of the third shoulder transverse groove accounts for 25%-35% of the circumferential width of the second shoulder tread block; a fourth shoulder transverse groove is provided at one end of the first shoulder tread block close to the first longitudinal groove. The fourth shoulder transverse groove has a trapezoidal structure, and the circumferential width of the fourth shoulder transverse groove accounts for 25%-35% of the circumferential width of the first shoulder tread block.

[0010] In some of these embodiments, the middle tread block group sequentially includes a first middle tread block, a third middle tread block, a fifth middle tread block, a sixth middle tread block, a fourth middle tread block, and a second middle tread block in a clockwise direction. Among them, the first middle tread block and the sixth middle tread block are centrosymmetric, the second middle tread block and the fifth middle tread block are centrosymmetric, and the third middle tread block and the fourth middle tread block are centrosymmetric; the area of the first middle tread block < the area of the third middle tread block < the area of the second middle tread block.

[0011] In some of these embodiments, the area ratio of the first middle tread block to the third middle tread block is (0.98-0.99):1, and the area ratio of the second middle tread block to the third middle tread block is greater than 1 and less than 1.05.

[0012] In some of these embodiments, a plurality of middle grooves are provided in the middle tread block group. The width of the middle grooves is smaller than the width of the first longitudinal groove; the middle grooves include a first middle transverse groove provided between adjacent middle tread block groups. The first middle transverse groove has a Z-shaped structure, and the widths at both ends are greater than the width in the middle; a second middle transverse groove is provided in the middle of the middle tread block group. The second middle transverse groove runs through the middle tread block group. The second middle transverse groove has an S-shaped structure, and the widths at both ends are greater than the width in the middle, and the maximum width difference is less than 3mm; a second longitudinal groove is provided between the adjacent first middle tread block and the third middle tread block. The second longitudinal groove has an inverted L-shaped structure.

[0013] In some of the embodiments, a middle steel sheet is provided on each tread block of the middle tread block group, and a cut angle is provided at the connection between each middle steel sheet and the middle groove, the radial depth of the cut angle is 4mm-6mm, and the axial width of the cut angle is 1mm-2mm.

[0014] In some of the embodiments, a shoulder steel sheet is provided on each tread block of the shoulder tread block group, the shoulder steel sheet has a Z-shaped structure, the Z-shaped bending angle is 130°-140°, and the thickness of the shoulder steel sheet is 0.8mm-1.0mm.

[0015] The utility model also discloses an AT tire on the other hand. Any of the above tire patterns is arranged on the tread of the AT tire.

[0016] Compared with the prior art, the beneficial effects of the present invention are:

[0017] (1) The tire pattern of the utility model is located at the first shoulder pattern block and the second shoulder pattern block, which are arranged at intervals in the circumferential direction of the tire, and the contact areas of the two pattern blocks are different. The two pattern blocks generate discontinuous excitation when the tire rolls, which can effectively control the tire noise; the noise generation is limited by limiting the axial width of the shoulder pattern block, and at the same time, the width of the shoulder pattern block is ensured to improve the tire's grip performance.

[0018] (2) The first longitudinal groove of the tire pattern of the utility model is designed to be wider and has a zigzag structure. Compared with a straight-line design, it can not only improve the wet performance of the AT tire, but also ensure the stability of the pattern block to improve control.

[0019] (3) The first shoulder transverse groove and the second shoulder transverse groove of the tire pattern of the utility model are both provided with a plurality of shoulder convex mud blocks at intervals, so as to improve the aesthetic appearance and off-road performance of the tire and enable the tire to have a better self-cleaning function on muddy and rocky roads; by designing the ratio of the width of the third shoulder groove and the fourth shoulder groove to the shoulder pattern block, not only the wetland performance can be improved, but also the mud-breaking performance of the shoulder pattern block can be enhanced.

[0020] (4) The tread blocks of the middle tread block group of the tire pattern of the utility model are embraced together, and the area ratios of the tread blocks are as close as possible, while at the same time different, which can ensure the rigidity of the middle part of the tire, improve road performance, and reduce noise.

[0021] (5) The first middle trough of the tire pattern of the utility model is provided with a Z-shaped structure that is narrow inside and wide outside, so that the third middle tread block and the fourth middle tread block are more closely connected, thereby ensuring the connectivity of the middle tread blocks and enhancing road performance. At the same time, the Z-shaped groove can also break the land water film and ensure the tire's grip performance. The design of the middle tread blocks and grooves is conducive to improving the handling performance of the AT tire.

[0022] (6) Steel sheets are provided on each tread block of the tire tread of the present utility model, which can enhance the drainage performance and improve the grip performance; it can reduce the noise of the tread block hitting the road surface and improve the comfort. Description of the Drawings

[0023] The drawings described herein are used to provide a further understanding of the present utility model and form a part of the present utility model. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:

[0024] Figure 1 It is a schematic structural diagram of the tire tread provided by the embodiment of the present utility model;

[0025] Figure 2 It is a schematic structural diagram of the shoulder tread block group of the tire tread provided by the embodiment of the present utility model;

[0026] Figure 3 It is a schematic structural diagram of the middle tread block group of the tire tread provided by the embodiment of the present utility model;

[0027] Figure 4 It is a schematic structural diagram of the included angle between the first shoulder transverse groove and the tire radial direction of the tire tread provided by the embodiment of the present utility model;

[0028] Figure 5 It is a schematic structural diagram of the included angle between the first longitudinal groove and the tire radial direction of the tire tread provided by the embodiment of the present utility model;

[0029] Figure 6 It is a schematic structural diagram of the included angle between the second longitudinal groove and the tire radial direction of the tire tread provided by the embodiment of the present utility model;

[0030] In the attached drawings: 1. Shoulder tread block group, 101. First shoulder tread block, 102. Second shoulder tread block; 2. Middle tread block group, 201. First middle tread block, 202. Second middle tread block, 203. Third middle tread block, 204. Fourth middle tread block, 205. Fifth middle tread block, 206. Sixth middle tread block; 3. Shoulder groove, 301. First shoulder transverse groove, 302. Second shoulder transverse groove, 303. Third shoulder transverse groove, 304. Fourth shoulder transverse groove, 305. First longitudinal groove; 4. Middle groove, 401. First middle transverse groove, 402. Second middle transverse groove, 403. Second longitudinal groove; 5. Steel sheet, 501. First shoulder steel sheet, 502. Second shoulder steel sheet, 503. Third shoulder steel sheet, 504. Fourth shoulder steel sheet, 505. First middle steel sheet, 506. Second middle steel sheet, 507. Third middle steel sheet, 508. Fourth middle steel sheet, 509. Fifth middle steel sheet, 510. Sixth middle steel sheet; 6. Convex mud block, 601. First shoulder convex mud block, 602. Second shoulder convex mud block, 603. Longitudinal groove convex mud block; 7. Chamfer, 701. First chamfer, 702. Second chamfer, 703. Third chamfer, 704. Fourth chamfer, 705. Fifth chamfer, 706. Sixth chamfer, 707. Seventh chamfer, 708. Eighth chamfer, 709. Ninth chamfer;

[0031] α. Angle between the first shoulder transverse groove and the tire radial direction; β. Angle between the first longitudinal groove and the tire radial direction; γ. Angle between the second longitudinal groove and the tire radial direction. Detailed implementation mode

[0032] In order to make the purpose, technical solutions and advantages of the present utility model clearer and more understandable, the technical solutions in the embodiments of the present utility model will be clearly and completely described below in conjunction with the attached drawings in the embodiments of the present utility model. In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "transverse", "longitudinal", "upper", "lower", "inner", "outer", etc. is based on the orientation or positional relationship shown in the attached drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying 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 to the present utility model. The terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. The term "longitudinal" refers to the direction in which the tire rolls; the term "transverse" refers to the direction perpendicular to the middle plane of the tire.

[0033] The embodiment of the present utility model provides a tire tread pattern and an AT tire, Figure 1 is a structural schematic diagram of the tire tread pattern according to the embodiment of the present utility model, Figure 2 is a structural schematic diagram of the shoulder tread block group,Figure 3 It is a structural schematic diagram of the central tread block group. Refer to Figures 1 - 3 As shown, the tire tread at least includes: a central tread block group 2 and shoulder tread block groups 1 located on both sides of the central tread block group 2. Among them, the shoulder tread block group 1 includes a first shoulder tread block 101 and a second shoulder tread block 102 arranged at intervals along the circumferential direction of the tire. The area ratio of the first shoulder tread block 101 to the second shoulder tread block 102 is (0.9 - 0.92):1, and the circumferential width of the first shoulder tread block 101 is the same as that of the second shoulder tread block 102; the axial width of the first shoulder tread block 101 is greater than its circumferential width, and the axial width of the second shoulder tread block 102 is greater than its circumferential width; the axial width of the second shoulder tread block 102 is greater than the axial width of the first shoulder tread block 101 and not greater than 24% of the tire running surface width. Preferably, the axial width difference between the second shoulder tread block 102 and the first shoulder tread block 101 is 5 mm. Since the grounding areas of the first shoulder tread block 101 and the second shoulder tread block 102 are different, the frequencies generated when contacting the road surface are different. The two tread blocks are arranged at intervals along the circumferential direction of the tire, and discontinuous excitation is generated when the tire rolls, which can effectively control noise; by limiting the axial width of the shoulder tread blocks, the generation of noise is restricted, and at the same time, the width of the shoulder tread blocks is ensured to improve the grip performance of the tire.

[0034] In the shoulder tread block group 1 of the tire tread of the embodiment of the present utility model, a plurality of shoulder grooves 3 are provided. The width of the shoulder grooves 3 is 6 mm - 10 mm, and the radial depth is 8 mm - 11 mm. Shoulder steel sheets are provided on each tread block of the shoulder tread block group 1. The radial depth of the shoulder steel sheets is shallower than the radial depth of the tire shoulder grooves 3, and the difference is preferably 2.5 mm - 3.0 mm; the shoulder steel sheets are in a Z-shaped structure. Preferably, the Z-shaped bending angle is 130° - 140°, and the thickness of the shoulder steel sheets is 0.8 mm - 1.0 mm. The shoulder steel sheets include a first shoulder steel sheet 501 and a second shoulder steel sheet 502 provided on the first shoulder tread block 101, and a third shoulder steel sheet 503 and a fourth shoulder steel sheet 504 provided on the second shoulder tread block 102.

[0035] The shoulder groove 3 of the tire pattern of the utility model embodiment includes a first longitudinal groove 305, a first shoulder transverse groove 301, a second shoulder transverse groove 302, a third shoulder transverse groove 303 and a fourth shoulder transverse groove 304, wherein the first longitudinal groove 305 is arranged between the shoulder pattern block group 1 and the middle pattern block group 2, the first longitudinal groove 305 is a broken line structure, and the angle β between the first shoulder pattern block 101 and the second shoulder pattern block 102 is 10°-12°; the first shoulder transverse groove 301 is arranged between the first shoulder pattern block 101 and the second shoulder pattern block 102, the first shoulder transverse groove 301 is an "I"-shaped structure, and its two ends extend to the shoulder and the first longitudinal groove 3 respectively. 05, the angle α between the first shoulder transverse groove 301 and the tire radial direction is less than β, and α is 8°-10°; the second shoulder transverse groove 302 is arranged between adjacent shoulder pattern block groups, and the second shoulder transverse groove 302 is in an "I"-shaped structure, and its two ends extend to the tire shoulder and the first longitudinal groove 305 respectively. The angle between the second shoulder transverse groove 302 and the tire radial direction is less than the angle between the first longitudinal groove 305 and the tire radial direction, and the angle between the second shoulder transverse groove 302 and the tire radial direction is preferably 8°-10°; the third shoulder transverse groove 303 is arranged at one end of the second shoulder pattern block 102 close to the first longitudinal groove 305, and one end of the third shoulder transverse groove 303 is connected to the first longitudinal groove 305, The other end is connected to the fourth shoulder steel sheet 504, the third shoulder transverse groove 303 is a trapezoidal structure, the radial angle between the third shoulder transverse groove 303 and the tire is smaller than the radial angle between the first longitudinal groove 305 and the tire, preferably, the circumferential width of the third shoulder transverse groove 303 accounts for 25%-35% of the circumferential width of the second shoulder pattern block 102, the radial depth of the third shoulder transverse groove 303 is 2mm-3mm smaller than the radial depth of the first longitudinal groove 305, and a first cut angle 701 is set at the connection between the third shoulder transverse groove 303 and the first longitudinal groove 305, the radial depth of the first cut angle 701 is 4mm-6mm, and the first cut angle 70 1 has an axial width of 1mm-2mm; the fourth shoulder transverse groove 304 is arranged at one end of the first shoulder pattern block 101 close to the first longitudinal groove 305, one end of which is connected to the first longitudinal groove 305, and the other end is connected to the second shoulder steel sheet 502, the fourth shoulder transverse groove 304 has a trapezoidal structure, and the radial angle between the fourth shoulder transverse groove 304 and the tire is smaller than the radial angle between the first longitudinal groove 305 and the tire. Preferably, the circumferential width of the fourth shoulder transverse groove 304 accounts for 25%-35% of the first shoulder pattern block 101, and the radial depth of the fourth shoulder transverse groove 304 is 2mm-3mm smaller than the radial depth of the first longitudinal groove 305. The first longitudinal groove 305 is designed to be wider and has a zigzag structure. Compared with the straight-line design, it can not only improve the wet performance of the AT tire, but also ensure the stability of the pattern block to improve control; one end of the third shoulder transverse groove 303 and the fourth shoulder transverse groove 304 are both connected to the shoulder steel sheet, and by designing the width of the third shoulder transverse groove 303 and the fourth shoulder transverse groove 304 to account for the proportion of the corresponding shoulder pattern block, it can not only improve the wet performance, but also enhance the mud escape performance of the shoulder pattern block.

[0036] In the embodiment of the present utility model, the shoulder tread block group 1 of the tire tread is further provided with a plurality of mud lumps 6. The radial height of the mud lumps 6 is 2 mm - 4 mm. The mud lumps 6 include a first shoulder mud lump 601, a second shoulder mud lump 602 and a longitudinal groove mud lump 603. Among them, the first shoulder mud lump 601 and the second shoulder mud lump 602 are located between the first shoulder tread block 101 and the second shoulder tread block 102, and the axial distance between the first shoulder mud lump 601 and the second shoulder mud lump 602 is 5 mm - 8 mm; the longitudinal groove mud lumps 603 are arranged at intervals along the bottom of the first longitudinal groove 305. By providing the mud lumps, the aesthetic feeling of the tire appearance and the off-road performance can be improved, so that the tire has a better self-cleaning function on muddy roads and rocky roads.

[0037] The middle tread block group 2 of the tire tread in the embodiment of the present utility model is a centrally symmetric structure. In the clockwise direction, the middle tread block group 2 sequentially includes a first middle tread block 201, a third middle tread block 203, a fifth middle tread block 205, a sixth middle tread block 206, a fourth middle tread block 204 and a second middle tread block 202. Among them, the first middle tread block 201 and the sixth middle tread block 206 are centrally symmetric, the second middle tread block 202 and the fifth middle tread block 205 are centrally symmetric, the third middle tread block 203 and the fourth middle tread block 204 are centrally symmetric, the third middle tread block 203 is located between the first middle tread block 201 and the fifth middle tread block 205, and the fourth middle tread block 204 is located between the second middle tread block 202 and the sixth middle tread block 206; the area of the third middle tread block 203 is larger than the area of the first middle tread block 201 and smaller than the area of the second middle tread block 202; the area ratio of the first middle tread block 201 to the third middle tread block 203 is (0.98 - 0.99):1, the area ratio of the second middle tread block 202 to the third middle tread block 203 is greater than 1 and less than 1.05, and the area of the second middle tread block 202 is smaller than the area of the first shoulder tread block 101. The tread blocks of the middle tread block group are surrounded together, and the area ratios of the tread blocks are as close as possible while being different, which can ensure the rigidity of the middle part of the tire, improve the road performance, and at the same time reduce the noise.

[0038] In the embodiment of the present utility model, the width of the middle groove 4 of the tire tread is smaller than the width of the first longitudinal groove 305. Preferably, the difference between the two is 2 mm - 3 mm, the width of the middle groove 4 is 4 mm - 9 mm, and the radial depth is 9 mm - 12 mm; the middle groove 4 includes a first middle transverse groove 401, a second middle transverse groove 402, and a second longitudinal groove 403; wherein, the first middle transverse groove 401 is arranged between adjacent middle tread block groups 2, and both ends of the first middle transverse groove 401 extend to the first longitudinal groove 305. The first middle transverse groove 401 is in a Z-shaped structure, the widths of both ends thereof are larger than the width of the middle part, and the angle between it and the tire circumferential direction is 75° ± 2°, and the angle between it and the tire radial direction is 5 - 8°; the second middle transverse groove 402 is arranged in the middle of the middle tread block group 2, the second middle transverse groove 402 penetrates through the middle tread block group 2, and both ends of the second middle transverse groove 402 extend to the first longitudinal groove 305. The second middle transverse groove 402 is in an S-shaped structure, the widths of both ends thereof are larger than the width of the middle part, and the maximum width difference is less than 3 mm, that is, the width of the groove of the second middle transverse groove 402 located between the first middle tread block 201 and the second middle tread block 202 is larger than the width of the groove of the second middle transverse groove 402 located between the third middle tread block 203 and the fourth middle tread block 204; the angle between the second middle transverse groove 402 and the tire radial direction is 5 - 8°, the angles between both ends of the second middle transverse groove 402 and the tire circumferential direction are both 63° ± 2°, and the angle between the part of the second middle transverse groove 402 located between the third middle tread block 203 and the fourth middle tread block 204 and the tire circumferential direction is 80° ± 2°; the second longitudinal groove 403 is arranged in the middle tread block group 2, and is located between the adjacent first middle tread block 201 and the third middle tread block 203. The second longitudinal groove 403 is in an inverted L-shaped structure, and the angle γ between the second longitudinal groove 403 and the tire radial direction is 8° - 10°. By arranging the Z-shaped structure with a narrow inner part and a wide outer part for the first middle transverse groove 401, the third middle tread block 203 and the fourth middle tread block 204 are more tightly connected, ensuring the connectivity of the middle tread blocks, enhancing the road performance. At the same time, the groove of the Z-shaped design can also break the land water film, ensuring the tire grip performance; through the design of each tread block and each groove in the middle part, it is beneficial to improve the handling performance of the AT tire.

[0039] In each tread block of the middle tread block group 2 of the tire tread in the embodiment of the present utility model, a middle steel sheet is provided, and a chamfer is provided at the connection of each middle steel sheet and the middle groove 4. Preferably, the radial depth of the chamfer is 4 mm - 6 mm, and the axial width of the chamfer is 1 mm - 2 mm; the radial depth of the middle steel sheet is shallower than the radial depth of the middle groove 4, and the difference is preferably 2.5 mm - 3.0 mm; the middle steel sheet is in a Z-shaped structure. Preferably, the Z-shaped bending angle is 130° - 140°, and the thickness of the middle steel sheet is 0.8 mm - 1.0 mm. The middle steel sheet includes a first middle steel sheet 505 and a second middle steel sheet 506 provided on the first middle tread block 201, a third middle steel sheet 507 and a fourth middle steel sheet 508 provided on the second middle tread block 202, and a fifth middle steel sheet 509 and a sixth middle steel sheet 510 provided on the third middle tread block 203.

[0040] The chamfers include a fourth chamfer 704 and a fifth chamfer 705 provided at one end of the first middle tread block 201 close to the second longitudinal groove 403. The fourth chamfer 704 is connected to the first middle steel sheet 505, and the fifth chamfer 705 is connected to the second middle steel sheet 506; a sixth chamfer 706 and a seventh chamfer 707 provided at one end of the second middle tread block 202 close to the second longitudinal groove 403. The sixth chamfer 706 is connected to the third middle steel sheet 507, and the seventh chamfer 707 is connected to the fourth middle steel sheet 508; an eighth chamfer 708 provided at one end of the third middle tread block 203 close to the fifth tread block 205 and a ninth chamfer 709 provided at one end of the third middle tread block 203 close to the first middle tread block 201. The eighth chamfer 708 is connected to the fifth middle steel sheet 509, and the ninth chamfer 709 is connected to the sixth middle steel sheet 510. The third middle tread block 203 is in a K-shaped structure, and a second chamfer 702 and a third chamfer 703 are respectively provided at both edges of the opening of the K shape. The radial depths of the second chamfer 702 and the third chamfer 703 are both 4 mm - 6 mm, and the axial widths of the second chamfer 702 and the third chamfer 703 are both 1 mm - 2 mm. On the fourth middle tread block 204, steel sheets and chamfers with the same structure as those on the third middle tread block 203 are provided. On the fifth middle tread block 205, steel sheets and chamfers with the same structure as those on the second middle tread block 202 are provided. On the sixth middle tread block 206, steel sheets and chamfers with the same structure as those on the first middle tread block 201 are provided. By providing steel sheets and chamfers in the middle tread block group, the wet grip of the middle of the tire is ensured. The design of the steel sheet balances the overall rigidity of the tread block. The Z-shaped steel sheet penetrates the tread block, which can enhance the drainage performance and improve the grip performance; it can reduce the noise of the tread block hitting the road surface and improve the comfort; the radial depth of the steel sheet is shallower than the depth of the tread groove, which ensures the rigidity of the tread block and improves the handling performance.

[0041] The above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it; although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that: it is still possible to modify the specific implementation manners of the present invention or perform equivalent replacements on some technical features; without departing from the spirit of the technical solutions of the present invention, they should all be covered within the scope of the technical solutions claimed by the present invention.

Claims

1. A tire pattern, characterized in that: It includes a middle pattern block group and shoulder pattern block groups located on both sides of the middle pattern block group, wherein the shoulder pattern block group includes a first shoulder pattern block and a second shoulder pattern block arranged at intervals along the circumferential direction of the tire; the area ratio of the first shoulder pattern block to the second shoulder pattern block is (0.9-0.92):1; the circumferential width of the first shoulder pattern block is the same as the circumferential width of the second shoulder pattern block, the axial width of the first shoulder pattern block is greater than the circumferential width of the first shoulder pattern block, and the axial width of the second shoulder pattern block is greater than the circumferential width of the second shoulder pattern block; the axial width of the second shoulder pattern block is greater than the axial width of the first shoulder pattern block and is not greater than 24% of the tire running surface width.

2. The tire pattern according to claim 1, characterized in that: A first longitudinal groove is arranged between the shoulder pattern block group and the middle pattern block group. The first longitudinal groove has a zigzag structure, and an angle between the first longitudinal groove and the tire radial direction is 10°-12°. A plurality of convex mud blocks are arranged at intervals at the bottom of the first longitudinal groove, and a radial height of the convex mud blocks is 2mm-4mm.

3. The tire pattern according to claim 1, characterized in that: A plurality of shoulder grooves are arranged in the shoulder pattern block group, including a first shoulder transverse groove arranged between the first shoulder pattern block and the second shoulder pattern block and a second shoulder transverse groove arranged between adjacent shoulder pattern block groups. The first shoulder transverse groove and the second shoulder transverse groove are both provided with a plurality of shoulder convex mud blocks at intervals, and the axial distance between adjacent shoulder convex mud blocks is 5mm-8mm.

4. The tire pattern according to claim 2, characterized in that: A third shoulder transverse groove is arranged at one end of the second shoulder pattern block close to the first longitudinal groove, the third shoulder transverse groove has a trapezoidal structure, and the circumferential width of the third shoulder transverse groove accounts for 25%-35% of the circumferential width of the second shoulder pattern block; a fourth shoulder transverse groove is arranged at one end of the first shoulder pattern block close to the first longitudinal groove, the fourth shoulder transverse groove has a trapezoidal structure, and the circumferential width of the fourth shoulder transverse groove accounts for 25%-35% of the circumferential width of the first shoulder pattern block.

5. The tire pattern according to claim 2, characterized in that: The middle pattern block group includes, in clockwise direction, the first middle pattern block, the third middle pattern block, the fifth middle pattern block, the sixth middle pattern block, the fourth middle pattern block and the second middle pattern block, wherein the first middle pattern block is centrally symmetrical with the sixth middle pattern block, the second middle pattern block is centrally symmetrical with the fifth middle pattern block, and the third middle pattern block is centrally symmetrical with the fourth middle pattern block; the area of ​​the first middle pattern block is < the area of ​​the third middle pattern block < the area of ​​the second middle pattern block.

6. The tire pattern according to claim 5, characterized in that: The area ratio of the first middle pattern block to the third middle pattern block is (0.98-0.99):1, and the area ratio of the second middle pattern block to the third middle pattern block is greater than 1 and less than 1.

05.

7. The tire pattern according to claim 5, characterized in that: A plurality of middle grooves are arranged in the middle pattern block group, and the width of the middle grooves is smaller than the width of the first longitudinal grooves; the middle grooves include a first middle transverse groove, which is arranged between adjacent middle pattern block groups, and the first middle transverse groove is in a Z-shaped structure, and the widths at both ends are larger than the width in the middle; a second middle transverse groove is arranged in the middle of the middle pattern block group, and the second middle transverse groove runs through the middle pattern block group, and the second middle transverse groove is in an S-shaped structure, and the widths at both ends are larger than the width in the middle, and the maximum width difference is less than 3 mm; a second longitudinal groove is arranged between the adjacent first middle pattern block and the third middle pattern block, and the second longitudinal groove is in an inverted L-shaped structure.

8. The tire pattern according to claim 7, characterized in that: A middle steel sheet is arranged on each tread block of the middle tread block group, and a cut angle is arranged at the connection between each middle steel sheet and the middle groove, the radial depth of the cut angle is 4mm-6mm, and the axial width of the cut angle is 1mm-2mm.

9. The tire pattern according to claim 1, characterized in that: A shoulder steel sheet is arranged on each tread block of the shoulder tread block group. The shoulder steel sheet has a Z-shaped structure, a Z-shaped bending angle of 130°-140°, and a thickness of 0.8mm-1.0mm.

10. An AT tire, characterized in that: The tire pattern according to any one of claims 1 to 9 is arranged on the tread of the AT tire.

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