Tread pattern for motorcycle tyres
By designing multiple sets of staggered asymmetrical tread components and streamlined inclined treads on the motorcycle tire, performance optimization at different speeds is achieved, solving the problem of insufficient cornering stability and braking performance of traditional tires at high speeds, and improving the handling and safety of the motorcycle.
Patent Information
- Application Number
- CN202522397867.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-11
- Publication Date
- 2026-11-03
- Estimated Expiration
- 2035-11-11
AI Technical Summary
Traditional motorcycle tires struggle to achieve an optimal balance of drainage, grip, and stability at different speeds, especially exhibiting insufficient cornering stability and braking performance at high speeds.
Multiple tread pattern components are staggered along the tire circumference to form an asymmetrical tread layout. The main tread pattern, the first tread pattern, and the second tread pattern adopt streamlined inclined patterns. The grooves open at low speeds and close at high speeds. Combined with the tread deformation design, it can adapt to the performance requirements at different speeds.
Improve tire performance adaptability under different driving conditions, enhance drainage performance and cornering stability, reduce driving resistance, extend tread life, and meet a variety of riding needs.
Smart Images
Figure CN224928769U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of tire technology, and in particular to a motorcycle tire tread pattern structure. Background Technology
[0002] In today's booming motorcycle industry, motorcycle applications are becoming increasingly diverse, with various riding needs emerging, ranging from daily commuting to high-speed driving. As a key component in contact with the ground, the performance of tires directly affects the motorcycle's riding experience. High-performance tires not only ensure stable riding under different road conditions but also greatly improve handling, providing riders with a safer and more comfortable experience. They play an indispensable role in reducing the risk of traffic accidents and improving riding quality. With advancements in motorcycle technology, the demands for tire performance are also increasing, driving continuous innovation in tire technology.
[0003] To meet the various performance requirements of motorcycle tires, traditional technology employs a series of conventional methods. For drainage, tread patterns are typically designed to guide water flow out, reducing hydroplaning on wet surfaces. To improve braking performance, tread pattern density is often increased, attempting to increase friction through greater contact with the ground. For cornering stability, large, continuous tread patterns are generally designed to enhance tire rigidity. For grip, the tread grooves are often deepened and widened to increase the contact area between the tire and the road.
[0004] However, simple tread patterns have limited water drainage capabilities; while increasing tread density increases friction to some extent, it reduces the overall rigidity of the tread, thus affecting braking performance; large-area tread patterns are not very effective in improving local tire rigidity, making it difficult to ensure good cornering stability. Deepening and widening tread grooves increases the contact area, but the improvement in grip performance at maximum lean angle is not ideal. Because motorcycles have higher demands for water drainage, grip, and stability at high speeds, and relatively lower demands at low speeds, traditional methods cannot dynamically adjust according to speed changes, making it difficult to achieve an optimal balance of performance under different driving conditions. Utility Model Content
[0005] In order to optimize tire drainage performance and enhance tire grip and stability at different driving speeds, this utility model provides a motorcycle tire tread structure.
[0006] The technical solution for a motorcycle tire tread pattern structure provided by this utility model is as follows: A motorcycle tire tread pattern structure includes multiple sets of tread components, which are respectively disposed on both sides of the tire tread and staggered along the tire circumference to form an asymmetrical tread layout. Each tread component includes a main tread structure, a first secondary tread structure, and a second secondary tread structure. All three structures employ streamlined, inclined tread patterns. The main, first, and second secondary tread structures are sequentially spaced along the tire circumference. The second secondary tread structure includes a first tread groove, a second tread groove, and a groove. The groove is located between the first and second tread grooves and connects them. The groove has an open state and a closed state; when the vehicle is traveling at low speed, the groove is in the open state, and when the vehicle is traveling at high speed, the groove is in the closed state.
[0007] By adopting the above technical solution, multiple sets of tread components are staggered along the tire circumference to form an asymmetrical tread layout, which can improve the tire's performance adaptability under different driving conditions; the streamlined inclined tread pattern can reduce driving resistance; the grooves open at low speeds and close at high speeds. At low speeds, the open grooves can form a continuous drainage path with adjacent tread grooves to improve drainage performance, while at high speeds, the closed grooves can reduce the land-sea ratio of the tread pattern, increase the contact area during cornering, and improve driving stability. This solves the problem that traditional large-area integral tread patterns do not provide good local rigidity improvement for the tire and make it difficult to guarantee cornering stability.
[0008] Preferably, the ratio of the depth of the groove to the depth of the second sub-pattern structure is 1 to 3.
[0009] By adopting the above technical solution, the mold groove can be designed to a suitable depth, the continuity of the second tread pattern can be broken, the groove can be closed when driving at high speed, the land-sea ratio of the tread pattern can be reduced, the contact area during turning can be increased, and the driving stability can be improved.
[0010] Preferably, the ratio of the width of the groove to the width of the second sub-pattern structure is 1 to 4.
[0011] By adopting the above technical solution, the continuity of the second tread pattern can be broken, the grooves can be closed when driving at high speed, the land-sea ratio of the tread pattern can be reduced, the contact area during turning can be increased, and the driving stability can be improved.
[0012] Preferably, the closed state of the groove is achieved by tread deformation.
[0013] By adopting the above technical solution, when driving at high speed, the centrifugal force and pressure on the tire increase, the tread deforms, and the grooves close.
[0014] Preferably, the tire includes a crown center area c and two side functional areas d, the main tread pattern extends from the crown center area c to the two side functional areas d, and the first secondary tread pattern and the second secondary tread pattern are both disposed within the functional areas d.
[0015] By adopting the above technical solutions, the curved main tread structure of the center area c of the tread can provide high-speed water drainage performance to meet the conditions of daily commuting; it can reduce the proportion of the center groove of the tread, provide tread center rigidity, and shorten the braking distance; the tread structure of the functional areas d on both sides can improve the tire's rigidity and maintain good cornering stability; when driving at high speed, the groove closure can reduce the tire's land-to-sea ratio, increase the cornering contact area, and improve driving stability.
[0016] Preferably, the tilt angle of the main pattern structure, the first secondary pattern structure, and the second secondary pattern structure is 30° to 60°.
[0017] By adopting the above technical solutions, high-speed drainage performance can be provided to meet the conditions of daily commuting, improve tire rigidity and cornering stability, reduce the land-sea ratio of the tread pattern, increase the contact area during cornering, and improve driving stability at high speeds.
[0018] Preferably, within the same tread pattern assembly, the main tread pattern structure, the first secondary tread pattern structure, and the second secondary tread pattern structure are arranged at equal intervals along the tire circumference at their ends near the tire shoulder; between two adjacent groups of tread pattern assemblies, the distance between the end of the second secondary tread pattern structure near the tire shoulder of the front group and the end of the main tread pattern structure near the tire shoulder of the rear group is equal to the distance value of the equally spaced arrangement.
[0019] By adopting the above technical solutions, the layout of the tread pattern components further optimizes the tire's high-speed water drainage performance.
[0020] Preferably, a gap is left between the main pattern structure, the first secondary pattern structure, and the second secondary pattern structure near the tire shoulder and the tire shoulder.
[0021] By adopting the above technical solutions, unnecessary friction and wear caused by direct contact between the tire tread and the tire shoulder can be effectively avoided, extending the service life of the tire tread and improving the rigidity of the tire shoulder.
[0022] Preferably, it also includes a third tread pattern structure disposed on the rear tire, the third tread pattern structure being located between the main tread pattern structure and the tire shoulder, with a gap between one end of the third tread pattern structure and the main tread pattern structure, and a gap between the other end of the third tread pattern structure and the tire shoulder.
[0023] By adopting the above technical solution, the rear tires can be drained more effectively while maintaining good rigidity and cornering stability.
[0024] In summary, this utility model has the following beneficial effects: 1. Multiple sets of tread pattern components are staggered along the tire circumference to form an asymmetrical tread layout, which can improve the tire's performance adaptability under different driving conditions; the streamlined inclined tread pattern can reduce driving resistance; the grooves open at low speeds and close at high speeds. At low speeds, the open grooves can form a continuous drainage path with adjacent tread grooves to improve drainage performance, while at high speeds, the closed grooves can reduce the land-sea ratio of the tread pattern, increase the contact area when turning, and improve driving stability. This solves the problem that traditional large-area integral tread patterns do not provide good local rigidity improvement for the tire and make it difficult to guarantee turning stability. 2. The grooves of the second pattern structure open when traveling at slow speeds, forming a continuous drainage path with the first and second pattern grooves, providing high-speed drainage performance; 3. Multiple tread pattern components adopt streamlined inclined tread patterns, and the main tread structure, the first tread structure, and the second tread structure are reasonably distributed, which can provide tread center rigidity and achieve the characteristic of shortening braking performance. This solves the problem that increasing tread density reduces the overall tread rigidity and affects braking performance. Attached Figure Description
[0025] Figure 1 This is a schematic diagram of the overall structure of a motorcycle tire tread pattern.
[0026] Figure 2 yes Figure 1 An enlarged schematic diagram of part A in the middle.
[0027] Figure 3 This is a diagram showing the opening state of the trench.
[0028] Figure 4 This is a diagram showing the closed state of the trench.
[0029] Figure 5 This is a schematic diagram showing the positions of the main pattern structure, the first secondary pattern structure, and the second secondary pattern structure.
[0030] Figure 6 This is a schematic diagram showing the location of the third tread pattern on the rear tire.
[0031] Explanation of reference numerals in the attached figures: 1. Tire; 2. Main tread pattern structure; 3. First secondary tread pattern structure; 4. Second secondary tread pattern structure; 41. First tread groove; 42. Second tread groove; 43. Groove; 5. Third secondary tread pattern structure. Detailed Implementation
[0032] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.
[0033] In the description of the embodiments of this application, the words "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design that is described as "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "for example" or "for instance" is intended to present the relevant concepts in a specific manner.
[0034] In the description of the embodiments of this application, the term "multiple" means two or more. For example, multiple systems means two or more systems, and multiple screen terminals means two or more screen terminals. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.
[0035] Example 1 A motorcycle tire tread pattern structure, referring to Figure 1 and Figure 2 The tire includes multiple tread pattern components, which are respectively located on both sides of the tread and staggered along the circumference of the tire, forming an asymmetrical tread layout. Each tread pattern component includes a main tread structure 2, a first secondary tread structure 3, and a second secondary tread structure 4, which are sequentially spaced along the circumference of the tire. The second secondary tread structure 4 includes a first tread groove 41, a second tread groove 42, and a groove 43. The groove 43 is located between the first tread groove 41 and the second tread groove 42 and connects the first tread groove 41 and the second tread groove 42. (Refer to...) Figure 3 and Figure 4 The groove 43 has an open state and a closed state. When the vehicle is traveling at low speed, the groove 43 is in the open state, and when the vehicle is traveling at high speed, the groove 43 is in the closed state.
[0036] The tread uses multiple sets of pattern components to form an asymmetrical layout, and the grooves 43 of the second pattern structure 4 close when driving at high speed, reducing the land-sea ratio of the tread pattern, increasing the contact area when turning, improving driving stability, and solving the problem that traditional large-area integral patterns do not provide good local rigidity improvement for tire 1 and make it difficult to guarantee turning stability.
[0037] Reference Figure 5 The length of the main tread pattern 2 is greater than the length of the second secondary tread pattern 4, which is greater than the length of the first secondary tread pattern 3. The tire 1 includes a crown center area c and two functional areas d on both sides. The main tread pattern 2 extends from the crown center area c to the two functional areas d on both sides. The first secondary tread pattern 3 and the second secondary tread pattern 4 are both located within the functional areas d.
[0038] The main tread pattern 2 in the center area c of the tire crown provides high-speed water drainage performance, meeting the needs of daily commuting. At the same time, the design of only the main tread pattern 2 reduces the proportion of the center groove of the tire crown and can also provide tread center rigidity, achieving the characteristic of shortening braking performance.
[0039] Reference Figure 5 The functional area d is divided into d1 and d2, with d1 located on the side of d2 closest to the center of the tire crown. The first tread pattern 3 is located in d2, and the second tread pattern 4 extends from d1 to d2.
[0040] Reference Figure 5 There is a gap between the main tread pattern 2, the first secondary tread pattern 3, and the second secondary tread pattern 4 near the tire shoulder and the tire shoulder itself. The gap between the main tread pattern 2 and the tire shoulder is larger than the gap between the first secondary tread pattern 3 and the tire shoulder, which in turn is larger than the gap between the second secondary tread pattern 4 and the tire shoulder. This gap prevents excessive friction between the tread pattern at the tire shoulder and the ground when the tire 1 is turning, reducing wear, and also increases the rigidity and grip of the tire 1.
[0041] Reference Figure 5 Within the same tread pattern assembly, the main tread pattern structure 2, the first secondary tread pattern structure 3, and the second secondary tread pattern structure 4 are arranged at equal intervals along the circumference of the tire 1 near the shoulder. This arrangement makes the circumferential performance of the tire 1 more uniform, improving the overall stability and water drainage of the tire 1.
[0042] Reference Figure 5The main tread pattern 2, the first secondary tread pattern 3, and the second secondary tread pattern 4 all adopt an arc-shaped streamlined inclined tread pattern, and all three are inclined in the same direction, from the beginning of the vehicle's driving direction away from the centerline of tire 1, with an inclination angle of 30° to 60°. Let the angle between the end of the tread pattern near the center area of the tire crown and the centerline of tire 1 be the initial angle, where the initial angle of the main tread pattern 2 is 30°, and the initial angle of the main tread pattern 2 is smaller than the initial angle of the first secondary tread pattern 3, which is smaller than the initial angle of the second secondary tread pattern 4.
[0043] Within this angle range, the tread pattern can better adapt to the rolling and steering of tire 1, improving the handling performance of tire 1.
[0044] Reference Figure 2 Compared with the first tread groove 41 and the second tread groove 42, the groove 43 adopts a deeper groove design to increase the drainage capacity. In terms of material, it can be made of rubber with good elasticity, so that the groove can return to its original shape when the tire 1 is squeezed.
[0045] Reference Figure 2 The depth of groove 43 is in a 1:3 ratio to the depth of the second pattern structure, and the width of groove 43 is in a 1:4 ratio to the width of the second pattern structure. This design allows groove 43 to better achieve its closing function at high speeds.
[0046] When the vehicle is traveling at a slow speed, the groove 43 is in an open state. At this time, the groove 43 and the adjacent tread groove form a continuous drainage path, which can effectively drain the water between the tire 1 and the ground and reduce the occurrence of hydroplaning.
[0047] When the vehicle is traveling at high speed, the groove 43 is in a closed state, which is achieved by tread deformation. At high speed, the centrifugal force and pressure on the tire 1 increase, the tread deforms, and the groove 43 closes. This reduces the land-to-sea ratio of the tread pattern, increases the contact area during cornering, and improves driving stability.
[0048] Reference Figure 5 The ends of the main pattern structure 2, the first secondary pattern structure 3, and the second secondary pattern structure 4 are preferably set with pointed ends, which can reduce the resistance when the pattern contacts the ground, and at the same time make the overall style more sporty, which is more in line with the overall style of sports motorcycles.
[0049] The implementation principle of this embodiment is as follows: through the staggered distribution and asymmetrical layout of multiple tread pattern components, and the rational design and distribution of each tread structure, tire 1 can achieve an optimized balance of drainage, grip, and stability performance at different driving speeds. At low speeds, the grooves 43 are open, forming a continuous drainage path with adjacent tread grooves, ensuring good drainage performance. At high speeds, the grooves 43 close through tread deformation, reducing the land-sea ratio of the tread pattern, increasing the contact area during cornering, and improving driving stability. Simultaneously, the shape, angle, and arrangement of each tread structure work together to improve the handling and grip of tire 1. Compared to traditional tires 1, it performs better under different driving conditions, meeting the performance requirements of motorcycles under various riding needs.
[0050] Example 2 A motorcycle tire tread pattern structure, differing from Embodiment 1, in that, referring to... Figure 6 The tread pattern assembly also includes a third tread pattern structure 5 located on the rear tire 1. The width of the motorcycle rear tire 1 is greater than the width of its front tire 1. The third tread pattern structure 5 is located between the main tread pattern structure 2 and the tire shoulder, with a gap between one end of the third tread pattern structure 5 and the main tread pattern structure 2, and a gap between the other end of the third tread pattern structure 5 and the tire shoulder.
[0051] Reference Figure 6 The length of the second tread pattern 4 is increased, extending from the center area c of the tire crown to the functional areas d on both sides, thereby increasing the handling stability of the tire 1.
[0052] The implementation principle of this embodiment is as follows: the design of the third tread structure 5 further increases the drainage performance of the rear tire 1, while also enabling the tire 1 to maintain good rigidity and cornering stability.
[0053] The embodiments described herein are preferred embodiments of this utility model and are not intended to limit the scope of protection of this utility model. Therefore, all equivalent changes made to the structure, shape, and principle of this utility model should be included within the scope of protection of this utility model.
Claims
1. A motorcycle tire tread pattern structure, characterized in that: The tire (1) includes multiple sets of tread components, which are respectively located on both sides of the tread and are staggered along the circumference of the tire (1) to form an asymmetrical tread layout. The tread components include a main tread structure (2), a first secondary tread structure (3), and a second secondary tread structure (4). The main tread structure (2), the first secondary tread structure (3), and the second secondary tread structure (4) all adopt streamlined inclined patterns. The main tread structure (2), the first secondary tread structure (3), and the second secondary tread structure (4) are spaced apart sequentially along the circumference of the tire (1). The second sub-pattern structure (4) includes a first pattern groove (41), a second pattern groove (42), and a groove (43). The groove (43) is located between the first pattern groove (41) and the second pattern groove (42) and connects the first pattern groove (41) and the second pattern groove (42). The groove (43) has an open state and a closed state. When the vehicle is traveling at low speed, the groove (43) is in the open state, and when the vehicle is traveling at high speed, the groove (43) is in the closed state.
2. The motorcycle tire tread pattern structure according to claim 1, characterized in that: The depth of the groove (43) is in a ratio of 1 to 3 to the depth of the second sub-pattern structure (4).
3. The motorcycle tire tread pattern structure according to claim 1, characterized in that: The width of the groove (43) is in a ratio of 1 to 4 to the width of the second sub-pattern structure (4).
4. The motorcycle tire tread pattern structure according to claim 1, characterized in that: The closed state of the groove (43) is achieved by tread deformation.
5. The motorcycle tire tread pattern structure according to claim 1, characterized in that: The tire (1) includes a crown center area c and two side functional areas d. The main tread pattern (2) extends from the crown center area c to the two side functional areas d. The first secondary tread pattern (3) and the second secondary tread pattern (4) are both located within the functional areas d.
6. A motorcycle tire tread pattern structure according to claim 1 or 2, characterized in that: The tilt angles of the main pattern structure (2), the first secondary pattern structure (3), and the second secondary pattern structure (4) are 30° to 60°.
7. The motorcycle tire tread pattern structure according to claim 1, characterized in that: Within the same tread pattern assembly, the main tread pattern structure (2), the first secondary tread pattern structure (3), and the second secondary tread pattern structure (4) are arranged at equal intervals along the circumference of the tire (1) near the ends of the tire shoulder.
8. The motorcycle tire tread pattern structure according to claim 1, characterized in that: The main pattern structure (2), the first secondary pattern structure (3), and the second secondary pattern structure (4) all have gaps between their ends near the tire shoulder and the tire shoulder.
9. The motorcycle tire tread pattern structure according to claim 1, characterized in that: The tread pattern assembly also includes a third tread pattern structure (5) disposed on the rear tire (1). The third tread pattern structure (5) is located between the main tread pattern structure (2) and the tire shoulder. One end of the third tread pattern structure (5) has a gap with the main tread pattern structure (2), and the other end has a gap with the tire shoulder.