Pattern structure of drifting competition tire

Abstract

The utility model discloses a pattern structure of a drifting competition tire. The pattern structure comprises a tire, a central pattern group C and a first tire shoulder pattern group, a central pattern group A and a central pattern group B are arranged on the surface of the tire at equal intervals; the central pattern group C is arranged on the surface of the tire and is positioned on one side of the central pattern group A; the tire disclosed by the utility model has the characteristics of excellent gripping performance, wear resistance, high-speed stability and turning control stability, so that the noise of the tire is reduced, the wear resistance of the tire is improved, the gripping force of the tire on dry and wet lands is improved, the transverse rigidity and the torsional rigidity of the pattern blocks can be ensured, and the service life of the tire is prolonged. Tire chipping and automobile drifting are avoided; through cooperation of the zigzag groove body and the first longitudinal main groove and auxiliary drainage of the second longitudinal main groove, the antiskid capacity of the tire on various road surfaces, especially wet and slippery road surfaces is enhanced, the risk that a vehicle is out of control due to slipping in the drifting process is reduced, and the driving safety is improved.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, specifically to a tread structure for a drift racing tire. Background Technology

[0002] Tires are one of the most important components of a vehicle, primarily used to provide friction with the ground, support the vehicle's weight, and transmit power and braking force. The tread pattern on the tire is the core part that directly contacts the road surface. During vehicle operation, the friction generated between the tread pattern and the road surface propels the car forward, brakes, or steers. Therefore, the design of the tread pattern not only affects the tire's handling performance but also the driver's safety.

[0003] In existing technologies, the tread structure design of traditional tires is not reasonable enough, making it difficult to simultaneously achieve good grip, wear resistance, high-speed stability, and cornering handling stability. Specifically, in pursuit of grip, tire wear resistance is often sacrificed, and vehicles are prone to instability at high speeds or when cornering. At the same time, the tread design of traditional tires fails to effectively reduce tire noise and is also insufficient in terms of tread block rigidity, making it easy for tire blocks to fall off and for the car to fishtail, which cannot meet the high performance requirements of scenarios such as drifting competitions.

[0004] In light of this, we have introduced a tread pattern for drift racing tires. Utility Model Content

[0005] The purpose of this invention is to provide a tread structure for drift racing tires to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a tread structure for a drift racing tire, comprising: a tire, a central tread pattern group C, and a first shoulder tread pattern group;

[0007] The surface of the tire is provided with central tread pattern group A and central tread pattern group B at equal intervals, and central tread pattern group A and central tread pattern group B are integrally formed with the tire.

[0008] The central tread pattern group C is disposed on the surface of the tire and is located on one side of the central tread pattern group A. The central tread pattern group D is disposed on the surface of the tire on one side of the central tread pattern group B. The central tread pattern group C, the central tread pattern group D and the tire are integrally formed.

[0009] The first shoulder tread pattern group is located on the surface of the tire on the other side of the central tread pattern group A. The second shoulder tread pattern group is located on the other side of the central tread pattern group B. The first shoulder tread pattern group and the second shoulder tread pattern group are continuously arranged, presenting a highly saturated shoulder, which can ensure the lateral rigidity and torsional rigidity of the tire, as well as the tire's wear resistance and grip during cornering, counteract the centrifugal force generated by drifting, and prevent the phenomenon of car tail-swing. The surface of the tire is provided with an anti-skid mechanism.

[0010] Preferably, the anti-skid mechanism includes a serrated groove on one side of the tire surface located on the central tread pattern group A and the central tread pattern group B. The groove can also effectively release the compressed air in the central tread pattern group A and the central tread pattern group B quickly, reducing the frequency of air compression during tire tread operation. The tire surface is located on the other side of the central tread pattern group A and the central tread pattern group B.

[0011] Preferably, a straight second longitudinal main groove is provided at the center of the tire surface, which can not only improve drainage efficiency and maneuverability on wet and slippery roads.

[0012] Preferably, the surface of the tire has two sets of noise reduction holes of different sizes connected inside the central tread pattern group A and the central tread pattern group B. This can "shred" the noise zone on the tire surface when the tire is traveling at high speed, reduce the transmission of noise, reduce the noise generated when the tire is traveling, and provide a good driving comfort.

[0013] Preferably, the central pattern group A and the central pattern group B are symmetrically arranged.

[0014] Preferably, the surface of the tire is connected with semi-closed first lateral grooves at equal intervals, and is arranged in an inclined inverted V-shape, with the depth gradually decreasing from near the central tread pattern group A and central tread pattern group B to the outer side near the edge of the tread.

[0015] Preferably, the groove slope of the trench body is set at a large angle. The trench body not only provides excellent grip performance, handling performance and support in dry and wet areas, but also has smooth lines, fast acceleration and is not easy to slip.

[0016] Preferably, both the central pattern group C and the central pattern group D are wavy patterns.

[0017] Compared with the prior art, the beneficial effects of this utility model are:

[0018] (1) The tire has excellent grip, wear resistance, high-speed stability and cornering stability. It reduces tire noise, improves tire wear resistance, improves tire grip on dry and wet surfaces, and ensures the lateral and torsional rigidity of the tread blocks, thus preventing tire block breakage and car tail-swing.

[0019] (2) By combining the serrated groove body and the first longitudinal main groove, and the auxiliary drainage of the second longitudinal main groove, the tire’s anti-skid ability on various road surfaces, especially wet and slippery road surfaces, is greatly enhanced, reducing the risk of the vehicle losing control due to slippage during drifting and improving driving safety.

[0020] (3) The design of the noise reduction hole effectively reduces the noise generated when the tires roll, which not only improves the driver's driving experience, but also reduces noise pollution to the surrounding environment, so that the vehicle can maintain a relatively quiet driving state during the competition. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of this utility model.

[0022] In the diagram: 1. First shoulder tread pattern group; 101. First lateral groove; 2. Central tread pattern group A; 201. Noise reduction hole; 202. Groove body; 3. Central tread pattern group C; 301. First longitudinal main groove; 302. Second longitudinal main groove; 4. Central tread pattern group D; 5. Central tread pattern group B; 6. Second shoulder tread pattern group; 7. Tire. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0024] Please see Figure 1 The present invention provides a technical solution: a tread structure for a drift racing tire, comprising: a tire 7, wherein a central tread group A2 and a central tread group B5 are equally spaced on the surface of the tire 7;

[0025] Central tread pattern group C3 is disposed on the surface of tire 7 and located on one side of central tread pattern group A2. Central tread pattern group D4 is disposed on the surface of tire 7 on one side of central tread pattern group B5.

[0026] The first shoulder tread pattern group 1 is located on the surface of the tire 7 on the other side of the central tread pattern group A2. The second shoulder tread pattern group 6 is located on the other side of the central tread pattern group B5. The surface of the tire 7 is provided with an anti-skid mechanism.

[0027] The anti-skid mechanism includes a serrated groove 202 on one side of the central tread pattern group A2 and central tread pattern group B5 on the surface of the tire 7. The groove 202 can also effectively release the compressed air in the central tread pattern group A2 and central tread pattern group B5 quickly, reducing the frequency of air compression when the tire 7 tread pattern is in motion. The first longitudinal main groove 301 on the other side of the central tread pattern group A2 and central tread pattern group B5 on the surface of the tire 7.

[0028] The tire 7 has a straight second longitudinal main groove 302 located in the center of its surface, which can not only improve drainage efficiency and maneuverability on wet and slippery roads.

[0029] The surface of the tire 7 has two sets of noise reduction holes 201 of different sizes connected inside the central tread pattern group A2 and the central tread pattern group B5. This allows the tire 7 to "shred" the noise zone on the tire surface when driving at high speed, reducing the transmission of noise and thus reducing the noise generated by the tire 7 while driving, providing a good driving comfort.

[0030] The central pattern group A2 and the central pattern group B5 are symmetrically arranged.

[0031] The surface of the tire 7 is connected with semi-closed first lateral grooves 101 at equal intervals, and is arranged in an inclined inverted V-shape. The depth of the grooves gradually decreases from near the central tread pattern group A2 and central tread pattern group B5 to the outer side near the edge of the tread.

[0032] The groove body 202 has a large slope, which not only provides excellent grip, handling and support in dry and wet conditions, but also has smooth lines, fast acceleration and is not easy to slip.

[0033] Both the central pattern group C3 and the central pattern group D4 are wavy patterns.

[0034] It also increases the tread width, with the TDW (tread depth) increasing by 13% (i.e., 113%), which can effectively improve high-speed stability and provide better grip, especially when cornering and on slippery roads, thus improving driving safety. It also makes the vehicle more sporty and stylish, enhancing its visual appeal.

[0035] Specifically, during drifting competitions, tire 7 needs to maintain good grip and handling stability under different road conditions. The serrated groove 202 is set on one side of the central tread pattern group A2 and central tread pattern group B5. Its large-angle sipe slope design can increase the friction between tire 7 and the ground when tire 7 is in contact with the ground. When tire 7 is driving on the road, the serrated structure of the groove 202 can be embedded in the small bumps and depressions of the ground. Especially on wet and slippery roads, this structure can effectively cut through the water film, allowing tire 7 to make direct contact with the ground and reduce slippage. The first longitudinal main groove 301 is located on the other side of the central tread pattern group A2 and central tread pattern group B5 and works in conjunction with the groove 202. During vehicle driving, the first longitudinal main groove 301 can drain water quickly, preventing water from accumulating between tire 7 and the ground, further enhancing the anti-slip performance of tire 7 on wet and slippery roads.

[0036] In addition to the drainage of the first longitudinal main groove 301, the straight second longitudinal main groove 302 located in the center of the tire surface also plays an important role in drainage. When the vehicle is traveling at high speed through the waterlogged road surface, the first longitudinal main groove 301 and the second longitudinal main groove 302 can quickly drain the water between the tire 7 and the ground, so that the tire 7 can maintain good contact with the ground and prevent the tire 7 from losing grip due to the water film effect, thus ensuring the vehicle's handling stability during drifting.

[0037] Two sets of noise reduction holes 201 of different sizes are connected on the inner side of the central tread pattern group A2 and the central tread pattern group B5 on the surface of the tire 7. The acoustic principle is used to reduce the noise generated by the tire 7 during driving. When the tire 7 rolls, the air will flow between the central tread pattern group A2 and the central tread pattern group B5 and generate vibration, thereby generating noise. The noise reduction holes 201 can change the way the air flows, absorb and disperse some of the vibration energy, reduce the generation and propagation of noise, and provide a quieter driving environment for the driver.

[0038] The central tread pattern groups A2 and B5 are symmetrically arranged. This symmetrical structure helps to ensure that the tire 7 is subjected to uniform force in all directions, giving the vehicle better straight-line stability and steering response during driving. The semi-enclosed first lateral groove 101 is an inclined inverted V-shaped structure that is evenly connected to the surface of the tire 7. When the vehicle is turning, the first lateral groove 101 can increase the lateral friction between the tire 7 and the ground, enabling the tire 7 to better transmit lateral force and improve the vehicle's steering and handling performance. The central tread pattern groups C3 and D4 are both wavy. The wavy structure increases the contact area between the tire 7 and the ground, which can more effectively transmit driving force and braking force when the vehicle is drifting, improving the tire 7's grip and handling performance.

[0039] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A pattern structure for a drifting competition tire, characterized in that, The invention relates to a tire (7), which comprises: a tire (7) surface equidistantly provided with a central pattern group A (2) and a central pattern group B (5); a central pattern group C (3) provided on the surface of the tire (7) and located on one side of the central pattern group A (2), and a central pattern group D (4) provided on the surface of the tire (7) located on the other side of the central pattern group B (5); a first shoulder pattern group (1) provided on the surface of the tire (7) located on the other side of the central pattern group A (2), and a second shoulder pattern group (6) provided on the surface of the tire (7) located on the other side of the central pattern group B (5), and the surface of the tire (7) is provided with an anti-skid mechanism.

2. A pattern structure for a drifting race tire according to claim 1, characterized in that, The anti-skid mechanism comprises a sawtooth-shaped groove body (202) provided on the surface of the tire (7) located on one side of the central pattern group A (2) and the central pattern group B (5), and a first longitudinal main groove (301) provided on the surface of the tire (7) located on the other side of the central pattern group A (2) and the central pattern group B (5).

3. A pattern structure for a drifting race tire according to claim 1, wherein A straight second longitudinal main groove (302) is provided on the surface of the tire (7) in the middle.

4. A pattern structure for a drifting race tire according to claim 1, wherein Two groups of different size sound-damping holes (201) are connected on the surface of the tire (7) located on the inner side of the central pattern group A (2) and the central pattern group B (5).

5. A pattern structure for a drifting race tire according to claim 1, wherein The central pattern group A (2) and the central pattern group B (5) are symmetrically arranged.

6. A pattern structure for a drifting race tire according to claim 1, wherein The surface of the tire (7) is equidistantly connected with a semi-closed first transverse groove (101) arranged in an inclined inverted V-shaped structure.

7. A pattern for a drifting race tire according to claim 2, wherein The sipe slope of the groove body (202) is arranged at a large inclination angle.

8. A pattern for a drifting race tire according to claim 1, wherein The central pattern group C (3) and the central pattern group D (4) are both wave-shaped.

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