CN202727890U

CN202727890U - All-terrain automotive inflatable tire

Info

Publication number: CN202727890U
Application number: CN2012204254925U
Authority: CN
Inventors: 陈秀雄
Original assignee: Cheng Shin Rubber Xiamen Ind Ltd
Current assignee: Cheng Shin Rubber Xiamen Ind Ltd
Priority date: 2012-08-24
Filing date: 2012-08-24
Publication date: 2013-02-13
Anticipated expiration: 2022-08-24

Abstract

The utility model discloses an all-terrain automotive inflatable tire comprising a tire body and pattern blocks fixedly arranged on a tire tread. The all-terrain automotive inflatable tire is characterized in that each pattern block is provided with two groups of straight grooves, a long shaft and a short shaft, the tops of the pattern blocks are provided with expansion grooves, and the pattern blocks include central pattern blocks, shoulder pattern blocks and side pattern blocks, ratio range of circumferential interval width between the central pattern blocks on the tire tread to the pattern depth of the central pattern blocks ranges is within 50% to 120%, ratio range of the patter depth of the shoulder pattern blocks to that of the central pattern blocks is within 80% to 95%, and the pattern depth of the side pattern blocks to that of the central pattern blocks is within 15% to 45%. Superfluous side traction except front and back traction cannot be caused on the tire tread when the tire rotates at high speed, so that impact factors of traction and controllability can be effectively separated, and traction can be improved by unique design of the pattern blocks on the premise of causing no affection on controllability.

Description

Pneumatic tire for all-terrain vehicle

Technical Field

The utility model relates to a pneumatic tire structure who applies to All Terrain Vehicle (All Terrain Vehicle).

Background

With the full growth of the automotive market, All Terrain vehicles (All Terrain vehicles) are receiving increasing consumer attention as an emerging Vehicle category, particularly sport-type All Terrain vehicles. More and more popular sports consumers are using the vehicle as a preferred vehicle for recreational sports. Sports atvs are a common recreational vehicle for competitive events, where the common terrain for the event is soft terrain, such as sand or mud. In recent years, it has been desired to provide better traction performance of vehicles during racing in order to reduce the time spent by riders during racing. Meanwhile, as the driver controls the all-terrain vehicle by adopting the handle, the fatigue degree and the competition performance of the driver are directly influenced by the control performance of the tire. Therefore, the front wheel design of all-terrain vehicles must compromise maneuverability and traction.

Considering the particularity of all-terrain vehicles in use under soft terrain conditions, during the use in competition, the tires cannot well show excellent traction performance due to the fact that soft sand and mud on the road surface are accumulated on the surfaces of the tires, and the performance of riders in the competition is affected. In order to shorten the time consumed by the rider in the competition and provide better traction performance of the tire, it is common practice to design the tire to have a larger effective ground contact area (the land area of the tire surface in contact with the ground when the tire is normally running) or a larger groove depth, so that the traction performance of the tire can be improved, but at the same time, the phenomena of poor tire handling reactivity and heavy handling feeling are easily caused, and the performance of the rider is not easily improved. For example, if the groove depth is simply increased, although the mud containing space of the tire can be increased to effectively improve the traction performance of the tire, the weight of the tire is greatly increased, and the tire handling resistance is also increased.

Thus, according to the above-described conventional method, the handling property of the tire is necessarily reduced while improving the traction property of the tire. How to design the tire structure to have both traction and handling properties is an urgent problem to be solved by the design.

SUMMERY OF THE UTILITY MODEL

Be difficult to compromise the problem of traction nature and nature controlled to current all terrain vehicle tire, the utility model provides an all terrain vehicle is with pneumatic tire, its technical scheme as follows:

the pattern blocks are convex blocks on the tread, and the side surfaces of the pattern blocks are provided with at least two groups of upright grooves which are arranged oppositely; and, in the direction opposite to the said groove, the said pattern block has a major axis and a minor axis; and an expansion groove is formed at the top of each block; the pattern blocks are divided into central pattern blocks, shoulder pattern blocks and side pattern blocks according to the distribution areas of the pattern blocks on the tread; wherein,

the ratio range of the circumferential interval width of the central blocks to the pattern depth of the central blocks on the tread is as follows: 50% -120%; the ratio range of the pattern depth of the shoulder pattern blocks to the pattern depth of the central pattern block is 80% -95%; the ratio of the pattern depth of the side pattern blocks to the pattern depth of the central pattern block ranges from 15% to 45%.

As some preferred embodiments of the technical scheme, the technical scheme is embodied in the following modes:

in a preferred embodiment, the central blocks have their long axes in the same direction as the centerline of the crown; the long axis of the shoulder pattern block is provided with a first included angle relative to the circumferential direction of the tread where the shoulder pattern block is located, and the included angle is 12-25 degrees; the side pattern blocks are circumferentially distributed on the side surfaces of the tread, and the long axis of each side pattern block is provided with a second included angle which is in the same direction as the first included angle relative to the circumferential direction of the tread where the side pattern block is located, and the size of each side pattern block is 0-10 degrees.

In a preferred embodiment, the ratio of the distance of the shoulder blocks from the plane of the tread center to the width of the tread is in the range of 25% to 45%.

In a preferred embodiment, the ratio of the axial width of the shoulder blocks to the pattern width of the tread is in the range of 12% to 23%.

In a preferred embodiment, the top surfaces of the blocks have cross-shaped grooves formed in the directions of the major axis and the minor axis; the cross-shaped groove divides the top surface of the pattern block into four expanding surfaces, and each expanding surface is provided with at least one expanding groove. In a preferred embodiment, the ratio of the total area of the four expansion surfaces to the total area of the block top surface is 60-90%.

In a preferred embodiment, the center blocks, the shoulder blocks and the side blocks are arranged in a staggered manner in the circumferential direction on the tread.

In a preferred embodiment, the block horizontal cross-section is symmetrical about each of the major and minor axes.

The utility model discloses the beneficial effect that technical scheme brought is:

1. the traction performance of all the pattern blocks is basically provided independently by the pattern blocks, so that redundant lateral traction except forward traction is not brought to the tread when the tire rotates at a high speed, the influence factors of the traction performance and the controllability are effectively separated, the traction performance can be improved by aiming at the unique design of the pattern blocks on the premise of not influencing the controllability, and the condition that the traction performance and the controllability are necessarily restricted mutually is improved.

2. The pattern blocks have good traction on each surface protruding out of the tread. Together with the grooves facing in the cross direction, the traction of each block is strongly independent of each other and does not need to depend on each other.

3. The cross groove on the top surface of the pattern block divides the top surface of the pattern block into four expansion surfaces, each expansion surface is provided with an expansion groove, so that the deformation capacity of the pattern block is stronger, the expansion deformation of the pattern block is regularly processed, a single pattern block has excellent ground gripping performance, and the independent traction performance of the pattern block is very strong.

Drawings

The present invention will be further explained with reference to the following embodiments:

FIG. 1 is a schematic view of an embodiment of the present invention when the tread is deployed in a flat plane;

FIG. 2 is a schematic cross-sectional view of a tire body of the embodiment shown in FIG. 1;

FIG. 3 is a top view of the embodiment of FIG. 1 with blocks;

FIG. 4 is a partial perspective view of the embodiment shown in FIG. 1;

FIG. 5 is a schematic perspective view of the embodiment block shown in FIG. 1;

fig. 6 is a schematic view of another embodiment of the present invention when the tread is spread out to be flat.

Detailed Description

FIG. 1 is a schematic top view of a pneumatic tire for an all-terrain vehicle according to the present embodiment, in which a tread 2 is developed in a plane, the tread 2 has a planar shape, and the tread 2 has a plurality of blocks, including three types, which are a center block 10, a shoulder block 20, and a side block 30, all of which have a convex shape on the tread 2, as shown in FIG. 3, and each of the blocks has a major axis X and a minor axis Y; the major axis X corresponds to the direction of the upright grooves 12 oppositely arranged on the blocks, and the dimension of the block with the major axis X is larger than that of the block in the minor axis Y direction; the minor axis Y corresponds to the direction of the upright grooves 11 which are oppositely arranged; this arrangement of major and minor axes X and Y is such that each block can clearly grip the bottom surface in both directions as indicated by the hollow arrows in FIG. 3. In particular, the expanded groove 13 is provided on the top surface of each block, and this expanded groove 13 improves the grip of each block, providing the block with good traction on each surface projecting from the tread 2. Together with the provision of the

grooves

11 and 12 which are opposed in the crossing direction, each block is given strong and independent traction without relying on each other.

In the present embodiment, the blocks are all in the same form. Referring to fig. 1 and 2, the central blocks 10 are circumferentially distributed in the crown 5 portion of the tread 2, and the long axis thereof is in the same direction as the central line 1 of the crown; the crown 5 is the stable part of the tire that contacts the ground when it travels straight on the atv, substantially in the central region of the tread 2; the shoulder pattern blocks 20 are circumferentially distributed on the tire shoulders 6 of the tire tread 2, the long axis of each shoulder pattern block has a first included angle alpha relative to the circumferential direction of the tire tread where the shoulder pattern block is located, the included angle ranges from 12 degrees to 25 degrees, preferably from 15 degrees to 20 degrees, the portion, where the shoulder pattern block 20 is located, of the tire shoulder 6 is a portion, which is in contact with the ground, of the all-terrain vehicle in all turning processes, and the range of the first included angle alpha is set to obviously improve the traction performance of the tire, and meanwhile, the sensitivity of the tire cannot be reduced due to too large inclination. The lateral blocks 30 are circumferentially distributed in the region of the lateral surface 7 of the tread, the major axis of which has, with respect to the circumferential direction of the tread in which it is located, a second angle β in the same direction as said first angle, in the range 0 ° to 10 °, preferably 0 ° to 5 °. The lateral pattern blocks 30 in the lateral 7 area have special functions, so that the tire has obvious escaping capability on the rugged road surface structures such as tunnels, ruts and the like, and can climb on the inner wall in the pit through the rotation of the tire, thereby further improving the traction on the complex road surface, avoiding the phenomenon that the tire is interfered by foreign objects in the advancing process due to the range setting of the second included angle, and improving the controllability of the tire.

Particularly, the traction performance of all the pattern blocks is basically independently provided by the pattern blocks, so that redundant lateral traction except forward traction is not brought to the tread when the tire rotates at a high speed, and the influence factors of the traction performance and the controllability are effectively separated, so that the traction performance can be improved by unique design aiming at the pattern blocks on the premise of not influencing the controllability, and the condition that the traction performance and the controllability are necessarily mutually restricted is improved.

In the present embodiment, the ratio of the circumferential spacing width (T1) of the center blocks 10 to each other on the tread to the pattern depth (H1) of the center blocks 10 is adjustable in a range of 50% to 120%, and particularly 70% to 100%, depending on the particular situation of the terrain. The range of the ratio is set, so that on one hand, sand and mud between the central pattern blocks 10 in the embodiment can be timely removed, and the traction performance is further improved; on the other hand, the ratio can avoid the jumping of the tire during high-speed running, thereby obviously inhibiting the possibility of poor control and directly improving the control comfort of the driver.

The ratio of the pattern depth H2 of the shoulder pattern blocks 20 to the pattern depth H1 of the center pattern blocks 10 ranges from 80% to 95%; the range of the ratio is set to ensure that the surface area of the tire in contact with the ground in the running process is not increased in the running process of the tire so as to influence the turning reactivity of the tire, and the left-right shaking of the tire in the running process is avoided, so that the stabilizing effect is improved, and the control performance of the tire is further improved.

The ratio of the pattern depth H3 of the side pattern block 30 to the pattern depth H1 of the center pattern block 10 is 15% -45%, wherein 20% -30% is the optimum range, as mentioned above, the side pattern block 30 is not the one with the longest road contact time, but the tire is often required to be removed at the critical moment, therefore, the range of the ratio makes the removal performance of the tire good on one hand, further improves the traction performance, on the other hand makes the tire not obviously affected by foreign objects, ensures the proper control sensitivity, and at the same time makes the weight of the tire not too heavy.

In addition to the above-described block parameters in terms of tread depth, appropriate width parameters can also greatly affect tire performance. As shown in fig. 1 and 2, in the present embodiment, the range of the ratio between the distance T3 between the shoulder block 20 and the plane of the tread center and the width TW of the tread is 25% to 45%, preferably 30% to 35%, and the range of the ratio significantly determines the rigidity of the tread cap 5, thereby avoiding the reduction of comfort due to the excessively strong rigidity of the tread cap 5, suppressing the high-speed sway due to the excessively large value of T3, and ensuring good handling. And the ratio of the axial width T2 of the shoulder blocks 20 to the pattern width TW1 of the tread 2 is in the range of 12% to 23%. A preferable range is 15% to 18%, the range of the ratio sets a limit to the performance of the tire side surface, and if the axial width T2 of the shoulder block 20 is designed to be too small, the axial rigidity of the shoulder is easily reduced, and thus sufficient lateral force may not be exerted when the tire rotates, affecting the handling performance of the tire; if the axial width T2 of the shoulder block 20 is designed to be too large, the circumferential rigidity of the shoulder tends to be reduced, and sufficient traction cannot be obtained when the tire is driven on a soft terrain road.

As shown in fig. 2, the tire body of the present embodiment has a gas-retaining layer 8 and a cord layer 9 inside, wherein the gas-retaining layer 8 is located at the innermost layer of the tire body; the cord layer 9 is positioned between the air-retention layer 8 and the tyre body; and the air-retention layer 8 and the cord fabric layer 9 are outwards turned and wrapped with a steel wire ring 50 at both ends of the tire body in the axial direction and then are overlapped in the tire body to form a compact tire casing system.

As shown in fig. 4 and 5, the block has a three-dimensional effect, the top surface of the block has cross grooves 15 formed along the directions of the major axis X and the minor axis Y, and the distances between the cross grooves 15 and the top surface of the block can be designed to be equal or unequal; the block horizontal cross-section is symmetrical with each of the major axis X and the minor axis Y. This cross recess is cut apart into four expansion faces 14 with the top surface of decorative pattern piece, and the total area ratio of four expansion faces 14 and the decorative pattern piece top surface is 60% -90%, and this design will increase decorative pattern piece edge effect, and the decorative pattern piece of being convenient for cuts into earth, is favorable to promoting the traction performance of tire under soft topography road surface. Each expanding surface 14 is provided with an expanding groove 13, so that the block has stronger deformation capacity, the expansion deformation of the block is regularly processed, and a single block has excellent ground gripping performance and strong independent traction. In the present embodiment, the center blocks 10, the shoulder blocks 20, and the side blocks 30 are arranged in a staggered manner in the circumferential direction on the tread 2, and stability during high-speed travel is improved.

As shown in fig. 6, a schematic diagram of another embodiment of the present invention is shown.

The present embodiment has a continuous expanded groove 13 on the top surface of each block, and the continuous expanded groove 13 improves the grip of each block, so that the block has good traction on each surface protruding from the tread 2. Together with the

grooves

11 and 12 facing in the cross direction, the traction of each block is strongly independent of each other and does not need to depend on each other.

To confirm the effect of the present invention, pneumatic tires (size: AT21X 7-10) for the front wheels of all-terrain vehicles were tried based on the specifications listed in Table 1, and subjected to performance tests and evaluations. The evaluation method comprises the following steps: the handling, traction and overall performance were evaluated by tenths of 5 cents from the conventional example, using a vehicle having the following conditions and each tire tested, running on an off-road route, and by the driver's senses, the performance was superior as the value is larger. The specific test conditions are as follows.

Rim: 5.5AT X10.0

Vehicle: all-terrain vehicle with exhaust gas volume of 450cc

Testing wind pressure: 45kPa

Testing the terrain: hard forest road, tree root, rock and mud mixed terrain

The test results are given in table 1 below:

TABLE 1

The test result can confirm that the tire can effectively improve the control performance of the tire in the driving process and ensure the sufficient traction performance after adopting the structural design.

The above description is only a preferred embodiment of the present invention, and therefore the scope of the present invention should not be limited by this description, and all equivalent changes and modifications made within the scope and the specification of the present invention should be covered by the present invention.

Claims

1. The pneumatic tire for the all-terrain vehicle comprises a tire body and pattern blocks fixedly arranged on the tire surface of the tire body, and is characterized in that:

2. The pneumatic tire for all-terrain vehicle of claim 1, characterized in that: the long axis of the central pattern block is in the same direction with the central line of the crown; the long axis of the shoulder pattern block is provided with a first included angle relative to the circumferential direction of the tread where the shoulder pattern block is located, and the included angle is 12-25 degrees; the side pattern blocks are circumferentially distributed on the side surfaces of the tread, and the long axis of each side pattern block is provided with a second included angle which is in the same direction as the first included angle relative to the circumferential direction of the tread where the side pattern block is located, and the size of each side pattern block is 0-10 degrees.

3. The pneumatic tire for all-terrain vehicle of claim 2, characterized in that: the ratio of the distance between the shoulder pattern blocks and the plane of the center of the tread to the width of the tread ranges from 25% to 45%.

4. The pneumatic tire for all-terrain vehicle of claim 3, characterized in that: the ratio of the axial width of the shoulder pattern blocks to the pattern width of the tread ranges from 12% to 23%.

5. The pneumatic tire for all-terrain vehicle of claim 1, characterized in that: the top surface of the pattern block is provided with a cross groove which is formed along the directions of the long axis and the short axis; the cross-shaped groove divides the top surface of the pattern block into four expanding surfaces, and each expanding surface is provided with at least one expanding groove.

6. The pneumatic tire for all-terrain vehicle of any one of claims 1-5, characterized in that: the central pattern blocks, the shoulder pattern blocks and the side pattern blocks are arranged in a staggered mode in the circumferential direction of the tread.

7. The pneumatic tire for all-terrain vehicle of claim 6, characterized in that: the blocks are each symmetrical about the major and minor axes.

8. The pneumatic tire for all-terrain vehicle of claim 5, characterized in that: the ratio of the total area of the four expansion surfaces to the total area of the pattern block top surface is 60-90%.