A bicycle tire tread pattern and tire suitable for gravel roads

Abstract

This application provides a bicycle tire tread pattern and tire suitable for gravel roads. The tread pattern includes a first tread block group located in the center of the tread, a second tread block group located on both sides of the first tread block group on the tread, and a connecting block between the first and second tread block groups. The second tread block groups are inclined away from the first tread block group. By setting the first and second tread block groups inclined to each other on the tread, the first tread block group can enhance the tire support for riding on gravel roads, avoiding instability caused by insufficient support. The inclined second tread block groups on both sides can not only disperse the frictional impact of gravel on the tire sidewall, but also increase the contact area between the tire tread and the gravel road surface, improving the tire's grip and passability, thereby improving the safety and reliability of bicycle riding on mixed terrain. It has the advantages of reasonable structure, low implementation cost, and ease of promotion and implementation.

Description

Technical Field

[0001] This application belongs to the field of rubber tire technology, specifically relating to a bicycle tire tread pattern and tire suitable for gravel roads. Background Technology

[0002] In existing technologies, bicycle tires, as the core component that directly contacts the road surface, play a crucial role in riding safety, comfort, and efficiency. Currently, gravel bicycles are one of the fastest-growing categories globally, requiring adaptability to mixed terrains such as gravel, mud, and paved roads. However, existing tires are insufficient to meet the demands of complex road conditions, exhibiting significant shortcomings.

[0003] In existing technologies, some tires, in pursuit of lightweight design and riding efficiency on paved roads, employ thin carcasses and sparse tread patterns. While this reduces resistance on smooth surfaces, it drastically reduces wear resistance on gravel roads, making them prone to premature wear due to friction from gravel. Furthermore, thin carcasses have poor puncture resistance, making them susceptible to blowouts when encountering sharp gravel or thorns, increasing the hassle of tire changes outdoors and posing safety hazards. Other tires, to improve wear resistance and puncture resistance, use thicker carcasses and denser block tread patterns, but this results in excessive tire weight, increased riding resistance, and greater physical exertion on long-distance rides. Additionally, dense tread patterns have poor water and mud drainage, easily accumulating water films and mud layers on wet or muddy surfaces, leading to reduced grip. Moreover, some tires have insufficient rubber elasticity, failing to cushion the bumps on gravel roads, resulting in poor comfort and increased strain on the rider's joints.

[0004] Therefore, it is necessary to make targeted improvements to the tread pattern and structure of bicycle tires to comprehensively enhance their wear resistance, puncture resistance, grip, riding efficiency and comfort, extend their service life to reduce user costs, enhance product market competitiveness, and promote the transformation of bicycle tires towards high performance and functional adaptation. Utility Model Content

[0005] This application addresses the technical problems in the prior art where bicycle tires have weak support, are prone to wear on both sides, and are susceptible to tire blowouts during long-term riding, resulting in a high risk factor. It proposes a bicycle tire tread pattern suitable for gravel roads.

[0006] In order to solve the technical problem proposed in this application, this application also provides a bicycle tire suitable for gravel roads.

[0007] This application adopts the following solution: a bicycle tire tread pattern suitable for gravel roads, including a first tread block group disposed in the middle of the tire tread, a second tread block group disposed on the tire tread and located on both sides of the first tread block group, and a connecting block disposed between the first tread block group and the second tread block group. The second tread block group is inclined relative to the first tread block group, and the second tread block group is inclined in a direction away from the first tread block group. The angle of inclination of the second tread block group relative to the first tread block group is defined as A, and A satisfies the following relationship: 30°≤A≤45°.

[0008] In some feasible embodiments, the first tread block group includes a plurality of first tread blocks spaced apart along the tread rolling direction, and a first groove is provided between two adjacent first tread blocks; the second tread block group includes a plurality of second tread blocks spaced apart along the tread rolling direction, and a second groove is provided between two adjacent second tread blocks.

[0009] In some feasible embodiments, the first tread block includes a first main support block disposed on the tread, a first secondary support block disposed on both sides of the first main support block, a first claw groove disposed on the first main support block, and a second claw groove disposed on the first secondary support block.

[0010] In some feasible embodiments, the second tread block includes a first side support block disposed on the tread, a second side support block disposed on the first side support block, a third claw groove disposed on the first side support block, and a fourth claw groove disposed on the second side support block. The surface area of ​​the first side support block is smaller than the surface area of ​​the second side support block, and the connecting block is disposed between the first auxiliary support block and the first side support block.

[0011] In some feasible embodiments, the first auxiliary support block is inclined relative to the first main support block, and the inclination angle of the first auxiliary support block relative to the first main support block is defined as B, wherein B satisfies the following relationship: 120°≤B≤150°.

[0012] In some feasible embodiments, the first claw groove includes a plurality of grooves spaced apart around its central axis, and the included angle between two adjacent grooves is defined as C, wherein C satisfies the following relationship: 72°≤C≤120°.

[0013] In some feasible embodiments, the first main support block includes a first main block body, which is located at the tip of the first main block body at the end away from the first secondary support block.

[0014] In some feasible embodiments, the second claw groove includes a first straight groove disposed on the first auxiliary support block and a first inclined groove disposed on the first straight groove. The first inclined groove is inclined relative to the first straight groove. The inclination angle of the first inclined groove relative to the first straight groove is defined as D, and D satisfies the following relationship: 100°≤D≤150°.

[0015] In some feasible embodiments, the length of the first straight groove is defined as L, and the length of the first inclined groove is defined as l, wherein L and l satisfy the following relationship: 1.5≤L / l≤2.3.

[0016] In some feasible embodiments, the third claw groove includes a second straight groove disposed on the first side support block and a second inclined groove disposed on the second straight groove. The second inclined groove is inclined relative to the second straight groove. The inclination angle of the second inclined groove relative to the second straight groove is defined as E, and E satisfies the following relationship: 45°≤E≤85°.

[0017] In some feasible embodiments, the second side support block includes a second main block disposed on the tread and an inclined surface disposed on the end of the second main block away from the first side support block, the inclined surface being inclined toward the second main block.

[0018] In some feasible embodiments, the second patterned block further includes circular holes arranged on the surface of the first side support block.

[0019] In order to solve the technical problem proposed in this application, this application also provides a bicycle tire suitable for gravel roads, wherein the surface of the tire is provided with the above-mentioned bicycle tire tread pattern suitable for gravel roads.

[0020] Compared with the prior art, this application has the following beneficial effects:

[0021] This application provides a bicycle tire tread pattern and tire suitable for gravel roads. The tread pattern includes a first tread block group located in the center of the tread, a second tread block group located on both sides of the first tread block group on the tread, and a connecting block between the first and second tread block groups. The second tread block groups are inclined away from the first tread block group. By setting the first and second tread block groups inclined to each other on the tread, the first tread block group can enhance the tire support for riding on gravel roads, avoiding instability caused by insufficient support. The inclined second tread block groups on both sides can not only disperse the frictional impact of gravel on the tire sidewall, but also increase the contact area between the tire tread and the gravel road surface, improving the tire's grip and passability, thereby improving the safety and reliability of bicycle riding on mixed terrain. It has the advantages of reasonable structure, low implementation cost, and ease of promotion and implementation. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the tread pattern of a bicycle tire suitable for gravel roads according to this application;

[0023] Figure 2 This application Figure 1 A magnified view of a section at point A in the middle;

[0024] Figure 3 This application Figure 1 A magnified view of a section at point B in the middle;

[0025] Figure 4 This is a schematic diagram of the structure of the third claw groove in this application;

[0026] Figure 5 This is a schematic diagram of the structure of the first claw groove in this application;

[0027] Figure 6 This is a schematic diagram of the structure of the second claw groove in this application;

[0028] Figure 7 This application Figure 2 Sectional view at point AA;

[0029] Figure 8 This application Figure 2 Sectional view at point BB;

[0030] Figure 9 This application Figure 3 Sectional view at point CC. Detailed Implementation

[0031] Combination Figures 1 to 9 The following content further illustrates the technical solution proposed in this application. This application adopts the following technical solution: a bicycle tire tread pattern suitable for gravel roads, comprising a first tread block group 1 disposed in the middle of the tire tread X, a second tread block group 2 disposed on the tire tread X and located on both sides of the first tread block group 1, and a connecting block 3 disposed between the first tread block group 1 and the second tread block group 2. The second tread block group 2 is inclined relative to the first tread block group 1, and the second tread block group 2 is inclined away from the first tread block group 1. The angle of inclination of the second tread block group 2 relative to the first tread block group 1 is defined as A, and A satisfies the following relationship: 30°≤A≤45°.

[0032] This application provides a bicycle tire tread pattern and tire suitable for gravel roads. The tread pattern includes a first tread block group located in the center of the tread, a second tread block group located on both sides of the first tread block group on the tread, and a connecting block between the first and second tread block groups. The second tread block groups are inclined away from the first tread block group. By setting the first and second tread block groups inclined to each other on the tread, the first tread block group can enhance the tire support for riding on gravel roads, avoiding instability caused by insufficient support. The inclined second tread block groups on both sides can not only disperse the frictional impact of gravel on the tire sidewall, but also increase the contact area between the tire tread and the gravel road surface, improving the tire's grip and passability, thereby improving the safety and reliability of bicycle riding on mixed terrain. It has the advantages of reasonable structure, low implementation cost, and ease of promotion and implementation.

[0033] In actual implementation, the first tread block group in the center of the tread is arranged in the forward direction along the rolling direction, serving as the core support unit and directly bearing the vertical load during riding. Gravel roads have a large number of protrusions and depressions. The first tread block group, through continuous block contact, avoids local collapse of the tread, ensures the axial stability of the tire during rolling, prevents riding deviation caused by uneven road surfaces, and provides basic support for the tread block groups on both sides.

[0034] The second tread blocks on both sides are tilted away from the first tread blocks. When rolling, the tilted second tread blocks can engage with the gravel surface: on the one hand, the edges of the second tread blocks can embed into the gaps between the gravel, increasing the friction contact area between the tread and the road surface, especially when climbing or turning, it can provide stronger traction and avoid slipping; on the other hand, the tilted structure can convert the positive impact of the gravel on the tire sidewall into a lateral component force along the inclined surface of the tread blocks, dispersing the impact energy and reducing the wear or deformation caused by the direct impact of the gravel on the tire sidewall.

[0035] The connecting block connects the first and second tread block groups to form an overall load-bearing frame. When the tire runs over gravel, the connecting block can transfer and distribute the force on each tread block, preventing breakage due to excessive force on one side of the tread block; at the same time, the connecting block fills the gap between the two groups of tread blocks, reducing the probability of gravel getting stuck in the gap, reducing the risk of tread block blockage, and ensuring the stability of the tread block function.

[0036] In this embodiment, the first tread block group 1 includes a plurality of first tread blocks 10 spaced apart along the X rolling direction of the tire tread, and a first groove 12 is provided between two adjacent first tread blocks 10. The second tread block group 2 includes a plurality of second tread blocks 20 spaced apart along the X rolling direction of the tire tread, and a second groove 21 is provided between two adjacent second tread blocks 20.

[0037] In actual implementation, the first groove between adjacent first tread blocks in the first tread block group and the second groove between adjacent second tread blocks in the second tread block group provide deformation space when the tire rolls over gravel. When the tread blocks come into contact with protruding gravel and are squeezed, the first and second grooves can absorb part of the impact force by contracting their width, preventing the first and second tread blocks from breaking due to rigid stress. At the same time, the first and second grooves distribute the concentrated load to the adjacent first / second tread blocks, reducing the bearing pressure of individual first / second tread blocks, ensuring the overall stability of the tread structure, and alleviating the bumpy feeling caused by gravel roads.

[0038] Furthermore, gravel roads tend to accumulate rainwater and small stones. The first and second grooves extend along the rolling direction and can serve as drainage channels to quickly drain water between the tire tread and the road surface, disrupting the formation of the water film and improving the tire's anti-skid performance.

[0039] In this embodiment, the first tread block 10 includes a first main support block 13 disposed on the tread X, a first secondary support block 14 disposed on both sides of the first main support block 13, a first claw groove 15 disposed on the first main support block 13, and a second claw groove 16 disposed on the first secondary support block 14.

[0040] In actual implementation, the first claw groove on the first main support block can quickly drain water accumulated in the center of the tire tread; the second claw groove on the first auxiliary support block is distributed at an angle to the first claw groove, which can guide water accumulated at the edge to the first and second claw grooves. At the same time, when riding on gravel roads, the first and second claw grooves can be embedded into the gaps between the gravel to form a biting point, which can enhance the traction between the tire and the ground.

[0041] In this embodiment, the second tread block 20 includes a first side support block 22 disposed on the tread X, a second side support block 23 disposed on the first side support block 22, a third claw groove 24 disposed on the first side support block 22, and a fourth claw groove 25 disposed on the second side support block 23. The surface area of ​​the first side support block 22 is smaller than the surface area of ​​the second side support block 23.

[0042] In actual implementation, the third and fourth claw grooves are distributed along the rolling direction of the tire tread. When rolling, they can quickly drain the water between the tire tread and the road surface and break the water film formation. The spacing between the first and second tread blocks can form multi-point engagement when the tire tread contacts the ground, which can effectively improve the friction between the tire and wet or gravel roads and reduce the occurrence of bicycle slippage.

[0043] In this embodiment, the first auxiliary support block 14 is inclined relative to the first main support block 13. The inclination angle of the first auxiliary support block 14 relative to the first main support block 13 is defined as B, and B satisfies the following relationship: 120°≤B≤150°.

[0044] For example, the value of B is 120°, 125°, 130°, 140°, or 150°.

[0045] In this embodiment, the first claw groove 15 includes a plurality of grooves 150 spaced apart around its central axis. The included angle between two adjacent grooves 150 is defined as C, and C satisfies the following relationship: 72°≤C≤120°.

[0046] For example, such as Figure 5 As shown, the number of tanks is 3-5, and the value of C is 72°, 90°, or 120°.

[0047] In this embodiment, the first main support block 13 includes a first main block 130 and a tip 131 located at the end of the first main block 130 away from the first secondary support block 14.

[0048] In actual implementation, the tip and the first main block form a stress-dispersing slope. When encountering a road bump, the tip can absorb part of the impact force through deformation, and then transfer the remaining force to the main block along the slope. On the one hand, this can avoid cracking of the main block caused by local stress concentration, and on the other hand, it can increase the contact area between the tread and the road surface, and improve the tire's support performance.

[0049] In this embodiment, the second claw groove 16 includes a first straight groove 160 disposed on the first auxiliary support block 14 and a first inclined groove 161 disposed on the first straight groove 160. The first inclined groove 161 is inclined relative to the first straight groove 160. The inclination angle of the first inclined groove 161 relative to the first straight groove 160 is defined as D, and D satisfies the following relationship: 100°≤D≤150°.

[0050] For example, the value of C is 100°, 120°, or 150°.

[0051] In this embodiment, the length of the first straight groove 160 is defined as L, and the length of the first inclined groove 161 is defined as l. The relationship between L and l is as follows: 1.5≤L / l≤2.3.

[0052] In actual implementation, the value of L / l is 1.5, 2, or 2.3.

[0053] In this embodiment, the third claw groove 24 includes a second straight groove 240 disposed on the first side support block 22 and a second inclined groove 241 disposed on the second straight groove 240. The second inclined groove 241 is inclined relative to the second straight groove 240. The inclination angle of the second inclined groove 241 relative to the second straight groove 240 is defined as E, and E satisfies the following relationship: 45°≤E≤85°.

[0054] In actual implementation, the value of E is 45°, 60°, or 85°.

[0055] In actual implementation, the second straight groove serves as the main drainage channel, which can quickly drain the water accumulated between the center of the tire tread and the road surface. The second inclined groove is set at an angle relative to the second straight groove, which can guide the water accumulated on the first side support block to the second straight groove, preventing the water from accumulating in the gap between the first side support block and forming a water film. At the same time, the inclination angle of the second inclined groove can accelerate the flow of water and reduce drainage resistance.

[0056] In this embodiment, the second side support block 23 includes a second main block 230 disposed on the tread X, and an inclined surface 231 disposed on the end of the second main block 230 away from the first side support block 22, the inclined surface 231 being inclined toward the second main block 230.

[0057] In actual implementation, when the tire encounters sharp stones, glass, or other foreign objects while rolling, the inclined surface contacts the foreign object before the second main block. The inclined angle decomposes the impact force of the foreign object into an upward component along the inclined surface, guiding the foreign object to slide along the inclined surface and reducing the force that vertically punctures the tire body. At the same time, the three-dimensional structure formed by the inclined surface and the second main block increases the path length of the foreign object puncture, which can effectively improve the tire's puncture resistance.

[0058] In this embodiment, the second patterned block 20 also includes circular holes 29 arranged on the surface of the first side support block 22.

[0059] In actual implementation, when the tire comes into contact with road surface protrusions (such as gravel or potholes), the first side support block is compressed and deformed. The round hole can absorb part of the impact force through the contraction of the chamber, transforming rigid collision into flexible buffer. Especially on gravel roads, the round hole can reduce the instantaneous contact stress between the first side support block and the gravel, preventing the first side support block from cracking or falling off due to excessive local stress. At the same time, it reduces the intensity of vibration transmitted to the tire body, improving riding comfort.

[0060] In order to solve the technical problem raised in this application, this application also provides a bicycle tire suitable for gravel roads, wherein the surface of the tire is provided with the above-mentioned bicycle tire tread pattern suitable for gravel roads.

[0061] This application provides a bicycle tire tread pattern and tire suitable for gravel roads. The tread pattern includes a first tread block group located in the center of the tread, a second tread block group located on both sides of the first tread block group on the tread, and a connecting block between the first and second tread block groups. The second tread block groups are inclined away from the first tread block group. By setting the first and second tread block groups inclined to each other on the tread, the first tread block group can enhance the tire support for riding on gravel roads, avoiding instability caused by insufficient support. The inclined second tread block groups on both sides can not only disperse the frictional impact of gravel on the tire sidewall, but also increase the contact area between the tire tread and the gravel road surface, improving the tire's grip and passability, thereby improving the safety and reliability of bicycle riding on mixed terrain. It has the advantages of reasonable structure, low implementation cost, and ease of promotion and implementation.

[0062] The embodiments provided by this utility model have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this utility model. It should be noted that those skilled in the art can make several improvements and modifications to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A bicycle tire tread pattern suitable for gravel roads, characterized in that, The tire includes a first tread block group (1) located in the middle of the tread (X), a second tread block group (2) located on the tread (X) and on both sides of the first tread block group (1), and a connecting block (3) located between the first tread block group (1) and the second tread block group (2). The second tread block group (2) is inclined relative to the first tread block group (1). The second tread block group (2) is inclined away from the first tread block group (1). The angle of inclination of the second tread block group (2) relative to the first tread block group (1) is defined as A. The angle satisfies the following relationship: 30°≤A≤45°.

2. A bicycle tyre tread suitable for gravel roads according to claim 1, characterized in that, The first tread block group (1) includes a plurality of first tread blocks (10) spaced apart along the rolling direction of the tread (X), and a first groove (12) is provided between two adjacent first tread blocks (10). The second tread block group (2) includes a plurality of second tread blocks (20) spaced apart along the rolling direction of the tread (X), and a second groove (21) is provided between two adjacent second tread blocks (20).

3. The bicycle tire tread pattern suitable for gravel roads according to claim 2, characterized in that, The first tread block (10) includes a first main support block (13) disposed on the tread (X), a first secondary support block (14) disposed on both sides of the first main support block (13), a first claw groove (15) disposed on the first main support block (13), and a second claw groove (16) disposed on the first secondary support block (14).

4. The bicycle tire tread of claim 2, wherein, The second tread block (20) includes a first side support block (22) disposed on the tread (X), a second side support block (23) disposed on the first side support block (22), a third claw groove (24) disposed on the first side support block (22), and a fourth claw groove (25) disposed on the second side support block (23). The surface area of ​​the first side support block (22) is smaller than the surface area of ​​the second side support block (23).

5. A bicycle tire tread suitable for gravel roads as in claim 3, wherein, The first secondary support block (14) is inclined relative to the first main support block (13). The inclination angle of the first secondary support block (14) relative to the first main support block (13) is defined as B, and B satisfies the following relationship: 120°≤B≤150°.

6. A bicycle tire tread suitable for gravel roads as in claim 3, wherein, The first claw groove (15) includes a plurality of grooves (150) spaced apart around its central axis. The included angle between two adjacent grooves (150) is defined as C, and C satisfies the following relationship: 72°≤C≤120°.

7. A bicycle tire tread suitable for gravel roads as defined in claim 3, wherein, The first main support block (13) includes a first main block body (130) and a tip (131) located at the end of the first main block body (130) away from the first secondary support block (14).

8. A bicycle tire tread suitable for gravel roads as defined in claim 3, wherein, The second claw groove (16) includes a first straight groove (160) disposed on the first auxiliary support block (14) and a first inclined groove (161) disposed on the first straight groove (160). The first inclined groove (161) is inclined relative to the first straight groove (160). The inclination angle of the first inclined groove (161) relative to the first straight groove (160) is defined as D, and D satisfies the following relationship: 100°≤D≤150°.

9. A bicycle tyre tread according to claim 8, characterised in that, The length of the first straight groove (160) is defined as L, and the length of the first inclined groove (161) is defined as l. The L and the l satisfy the following relationship: 1.5≤L / l≤2.

3.

10. A bicycle tire suitable for gravel roads, characterized in that, The outer tire surface is provided with the bicycle tire tread pattern suitable for gravel roads as described in any one of claims 1-9.

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