All-terrain mechanical turnover built-in anti-skid vehicle tire

Abstract

This invention discloses an all-terrain mechanically flip-over vehicle tire with built-in anti-skid mechanism, relating to the field of tire technology. The tire includes a tread portion with grooves within it. A mating block is positioned within each groove, and the two bottom surfaces of the mating block have a height difference, creating a deep groove on the left and a shallow groove on the right within the groove. A metal block is positioned within each groove, with an elastic block embedded in its center. Several anti-skid studs are positioned on the lower end of the metal block. This invention utilizes the height difference between the two bottom surfaces of the mating block to create a left-deep, right-shallow dual groove within the groove, ensuring noiseless and non-damaging road surfaces during normal driving. When the metal block flips to the right around its hinge axis and lands in the shallow groove, the anti-skid studs extend outwards from the tread, allowing the tire to penetrate the ice and snow layer and provide mechanical grip during driving on icy or snowy roads, ensuring long-term reliable operation of the tire in all weather conditions.

Description

Technical Field

[0001] This invention relates to the field of tire technology, specifically to an all-terrain mechanically tumbling vehicle tire with built-in anti-skid features. Background Technology

[0002] As the only component of a vehicle in contact with the ground, the performance of tires directly determines the vehicle's driving safety and handling stability. With the rapid development of the new energy vehicle industry, driving range and driving safety have become core concerns. The rolling resistance and grip performance of tires directly affect the vehicle's energy consumption and braking efficiency. Therefore, the development of all-terrain tires that combine low energy consumption and high safety has become an important direction for the industry. Anti-skid tires, as special equipment for dealing with icy and snowy road conditions, have the core function of ensuring that vehicles can maintain sufficient braking force and steering stability on low-temperature, snowy, or icy roads.

[0003] Existing anti-skid tires suffer from three main technical defects. While fixed studded tires offer excellent grip on ice, the permanently exposed studs generate significant noise and severely wear down the road surface on regular hard surfaces, leading to restrictions on their use in most areas. Snow tires rely on the deformation of rubber grooves to generate friction, but the coefficient of friction drops sharply on cold, icy roads, resulting in poor braking and acceleration stability. Electric or pneumatic retractable studded tires can retract and extend the studs, but they rely on an additional power source and a complex control system, resulting in a bulky overall structure, a high failure rate, and high maintenance costs, making it difficult to meet the requirements for long-term stable use. These technical bottlenecks restrict the promotion and application of anti-skid tires in all-weather road conditions. Summary of the Invention

[0004] The purpose of this invention is to provide an all-terrain mechanically flip-over vehicle tire with built-in anti-skid to solve the problems mentioned in the background.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an all-road mechanical flip-over built-in anti-skid vehicle tire, comprising a tire, wherein the tire tread is provided with a tread portion, the tread portion is provided with a groove, the groove is provided with a mating block, and the bottom surfaces on both sides of the mating block have a height difference, so that a deep groove on the left side and a shallow groove on the right side are formed in the groove. A metal block and a hinge shaft are provided in the slot. A hinge sleeve is fixedly connected to the surface of the metal block. The hinge sleeve is rotatably connected to the surface of the hinge shaft. The metal block has a hollow part. An elastic block is embedded in the middle of the metal block. The elastic block covers the upper surface of the metal block. Several anti-slip nails are provided on the lower end face of the metal block.

[0006] Preferably, the sidewall surface of the metal block is provided with a scraping blade, which forms a sliding seal with the slotted sidewall; the sidewall surface of the metal block is also provided with a guide groove, which is located between the scraping blade and the base of the metal block, and the guide groove is a wavy V-shaped groove structure.

[0007] Preferably, the metal block is provided with an impact block, and the front and rear sides of the hinge shaft are fixedly connected with multi-peak cams. The multi-peak cams are located outside the impact block, and the multi-peak cams contact the impact block when the metal block is placed or pulled out.

[0008] Preferably, the scraping blade is a wedge-shaped elastic scraper, and the tip of the scraping blade maintains an interference fit with the sidewall of the groove.

[0009] Preferably, the sidewall of the flow channel has a continuous alternating arrangement of peaks and troughs, and the flow channel forms a deformation buffer cavity for accommodating and releasing frost heave force during the metal block flipping process.

[0010] Preferably, the anti-skid studs and the metal block are detachably connected, the elastic block is vulcanized and bonded to the top surface of the metal block, and the material of the elastic block is the same as the tread rubber material of the tire.

[0011] Preferably, when the metal block is in the normal road surface mode, the metal block rests in the deep groove on the left side of the slot, the elastic block faces outward and is flush with the tire tread, and the anti-skid stud is completely housed in the deep groove; when the metal block is in the icy road surface mode, the metal block rotates to the right at a predetermined angle around the hinge axis and rests in the shallow groove on the right side of the slot, the elastic block faces downward and fits against the bottom of the shallow groove, and the anti-skid stud faces outward and extends from the bottom surface of the shallow groove to the tire tread.

[0012] Preferably, the multi-peak cam is a cam structure with at least three tooth peaks distributed circumferentially, the scraper blades are continuously arranged along the length of the sidewall of the metal block, and the outer edge of the scraper blades is provided with an outwardly inclined chamfered surface.

[0013] Preferably, the tread portion is symmetrically arranged in the circumferential and radial directions of the tire, and a separating rib is provided between the deep groove and the shallow groove of the groove. The hinge shaft is arranged above the separating rib or through the separating rib.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention utilizes the height difference between the bottom surfaces on both sides of the mating block to form a double groove with a deeper left side and a shallower right side within the slot. When the metal block is positioned in the deeper groove, the anti-skid studs are retracted into the groove, and the elastic block faces outward and is flush with the tire tread. This allows the tire to travel on regular roads without noise and without damaging the road surface. When the metal block rotates to the right around the hinge axis and lands in the shallower groove, the anti-skid studs extend outward from the tire tread, allowing the tire to penetrate the ice and snow layer and provide mechanical grip when traveling on icy and snowy roads. This rotation process requires no electric or pneumatic power source and relies solely on the mechanical structure to achieve reversible switching between all-weather modes. This completely avoids the drawbacks of complex and high failure rates of electric and pneumatic systems, ensuring long-term reliable operation of the tire under all-weather road conditions. 2. This invention achieves active cleaning and vibration-breaking of ice during the flipping process through the synergistic action of the scraping blade, multi-peak cam, and impact block. When the metal block is pulled out, the wedge-shaped blade actively scrapes away the hardened mud and de-icing agent crystals on the grooved sidewall. When the metal block falls to the bottom and flips back and is pulled out, the multi-peak cam generates a high-frequency mechanical collision with the impact block, physically shattering the frozen ice shell on the surface of the anti-slip nail and elastic block, thereby solving the problem of flipping jamming caused by dirt solidification and ice adhesion during the switching process. 3. This invention utilizes a wave-shaped V-shaped guide channel structure on the sidewall of the metal block to create a controllable deformation buffer cavity between the metal block and the slotted sidewall. When the water inside the channel freezes and expands in volume, the trough area of ​​the guide channel undergoes elastic deformation to absorb the freezing heave force, effectively preventing the ice expansion from pulling the metal block out of the channel and locking it in place. At the same time, during the tumbling process, the guide channel uses centrifugal force to discharge the water and mud accumulated inside to the main drainage ditch, avoiding long-term accumulation of mud and sand, and further extending the service life of the tire in cold environments. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of a mechanically flipped, built-in anti-skid vehicle tire for all road conditions proposed in this invention. Figure 2 This is a schematic diagram of the tire tread structure proposed in this invention; Figure 3 This is a schematic diagram of the internal structure of the tire tread region proposed in this invention; Figure 4 This is a schematic diagram of the overall structure of the metal block proposed in this invention; Figure 5 This is a bottom view of the metal block proposed in this invention; Figure 6 This is a schematic diagram of the overall structure of the metal block proposed in this invention; Figure 7 This is a left view of the metal block proposed in this invention; Figure 8 This is a schematic diagram of the metal block proposed in this invention being rotated 180 degrees. In the diagram: 1. Tire; 2. Tread; 3. Groove; 4. Fitting block; 5. Metal block; 6. Elastic block; 7. Hinge shaft; 8. Multi-peak cam; 9. Anti-skid studs; 10. Scraper blade; 11. Guide channel; 12. Impact block; 13. Hinge sleeve. Detailed Implementation

[0016] like Figures 1 to 8 As shown, addressing the industry pain points of existing anti-skid tires, such as difficulty in balancing performance on regular roads with anti-skid effect on icy and snowy roads, and the tendency for the structure to get stuck and icy, this invention discloses an all-road-condition mechanically flip-over built-in anti-skid vehicle tire. The tire includes a tire 1, the tire 1 has a tread portion 2, the tread portion 2 has a groove 3, and the groove 3 has a mating block 4. The bottom surfaces of the two sides of the mating block 4 have a height difference, so that the groove 3 forms a deep groove on the left and a shallow groove on the right. The bottom depth of the deep groove is greater than the bottom depth of the shallow groove. The groove 3 has a metal block 5, which is rotatably connected to the tread portion 2 through a hinge shaft 7. The hinge shaft 7 is fixed inside the tread portion 2. Furthermore, the metal block 5 is hollow, and an elastic block 6 is embedded in the middle of the metal block 5. The elastic block 6 covers the upper surface of the metal block 5. The elastic block 6 is made of natural rubber material that is exactly the same as the tire tread of the tire 1. Several detachable anti-slip studs 9 are installed on the lower end face of the metal block 5. The anti-slip studs 9 are evenly distributed on the bottom surface of the metal block 5 and can be replaced independently according to the wear condition. The front and rear ends of the hinge shaft 7 are fixedly connected to multi-peak cams 8. The multi-peak cam 8 is a cam structure with at least three tooth peaks distributed in the circumferential direction.

[0017] Furthermore, the sidewall surface of the metal block 5 is provided with a scraping blade 10, which is a wedge-shaped elastic scraper. The scraping blade 10 is continuously arranged along the length of the sidewall of the metal block 5. The outer edge of the scraping blade 10 is provided with an outwardly inclined chamfered surface. After the metal block 5 is installed in the slot 3, the tip of the scraping blade 10 and the sidewall of the slot 3 maintain an interference fit, thereby forming a sliding seal fit. When the metal block 5 is pulled up from the slot 3, the wedge-shaped cutting edge of the scraping blade 10 can actively scrape off the hardened mud, de-icing agent crystals or ice layers attached to the sidewall of the slot 3.

[0018] Furthermore, the sidewall surface of the metal block 5 is also provided with a flow guide groove 11. The flow guide groove 11 is located between the scraper blade 10 and the base of the metal block 5. The flow guide groove 11 has a wave-shaped V-shaped groove structure. Its sidewall is arranged with continuous peaks and troughs alternating along the length of the metal block 5. During the process of the metal block 5 flipping or parking, the flow guide groove 11 forms a deformation buffer cavity to accommodate and release the freezing heave force. When the water in the slot 3 freezes and expands in volume, the trough area of ​​the flow guide groove 11 can generate elastic deformation to absorb the freezing heave force and prevent the metal block 5 from being pushed out and locked by the ice layer from the slot.

[0019] Furthermore, the metal block 5 is arranged in a centrally symmetrical geometric shape, and the shape of the tire tread portion 2 is adapted to the metal block 5. The construction of this symmetrical geometric shape only needs to satisfy the following structural conditions: The outline of this symmetrical geometry ensures that the movement trajectory of the metal block 5 does not mechanically interfere with the deep or shallow grooves during the process of rotating the metal block 5 around the hinge axis 7 at a predetermined angle (preferably 180 degrees). The symmetrical geometric shape has a central boundary line separating the deep groove and the shallow groove within the tread section 2. The hinge shaft 7 is set on the central boundary line so that the metal block 5 can be completely stored in the deep groove before flipping and can be completely placed in the shallow groove after flipping at a predetermined angle. In the actual production and manufacturing process, the specific shape of the metal block 5 can be selected from any of the symmetrical geometric shapes such as V-shape, rectangle, rhombus, and ellipse, depending on the specific design of the tire tread pattern, as long as it meets the geometric conditions of symmetrical flipping and alternating storage mentioned above.

[0020] Furthermore, the metal block 5 is also provided with an impact block 12, which is fixed on the mating block 4 and located on the outside of the multi-peak cam 8. The multi-peak cam 8 and the impact block 12 are arranged opposite each other. When the metal block 5 flips to the left or right around the hinge axis 7 and falls into the deep groove or shallow groove, the tooth peaks of the multi-peak cam 8 make mechanical contact with the impact block 12 and generate a collision. This collision applies high-frequency vibration to the metal block 5 at the moment the metal block 5 falls to the bottom, thereby shaking off the ice shell and snow attached to the surface of the anti-slip nail 9 and the elastic block 6. Similarly, when the metal block 5 is pulled up from the groove, the multi-peak cam 8 collides with the impact block 12 again to generate a hard impact, which helps to break the frozen adhesion between the metal block 5 and the bottom surface of the groove 3, ensuring that the flipping start torque is kept within a reasonable range.

[0021] The invention has a highly versatile overall structure and is not limited to a single vehicle model. It can be widely adapted to various wheeled vehicles such as passenger cars and engineering vehicles, and has outstanding adaptability to all road conditions. At the same time, it sets the vibration de-icing, side wall scraping, and frost heave buffer as preferred auxiliary structures, and takes the basic flip-over storage anti-slip structure as the core to further broaden the scope of application.

[0022] Working principle: When the vehicle is driving on a normal dry or wet hard road surface, the metal block 5 is in the normal road mode. In this mode, the metal block 5 stops in the deep groove on the left side of the slot 3 by gravity and the cooperation of the impact block 12 and the multi-peak cam 8. The elastic block 6 faces outward and is flush with the tread of the tire 1, ensuring that the tire contact area and grip performance are not affected. The anti-skid stud 9 is completely housed inside the deep groove. The top of the anti-skid stud 9 is lower than the tread of the tire 1, so it will not contact the road surface, will not generate driving noise, and will not cause wear to the asphalt or cement road surface. When a vehicle enters an icy or snowy road and needs to improve its anti-skid grip, the operator can manually apply a flipping torque to the metal block 5. The metal block 5 flips to the right around the hinge axis 7 at a predetermined angle and stops in the shallow groove on the right side of the slot 3. At this time, the tire switches to the icy or snowy road mode. During the flipping process, the chamfered slope of the scraper blade 10 continuously scrapes away the accumulated mud and ice on the side wall of the slot 3. When the metal block 5 falls to the bottom of the shallow groove, the tooth peak of the multi-peak cam 8 collides hard with the impact block 12, generating high-frequency vibration, which shatters and knocks off the frozen material on the anti-skid nail 9. At the same time, the elastic block 6 is attached to the bottom of the shallow groove to form a flat ground support. The anti-skid nail 9 is outward and extends from the bottom of the shallow groove to the tread. The anti-skid nail 9 penetrates the ice and snow layer, providing reliable mechanical grip for the vehicle and effectively preventing the vehicle from slipping and skidding. After the ice and snow mode is used up, the operator pulls the metal block 5 upward from the shallow groove and flips it to the left at a predetermined angle. At the moment of pulling up, the multi-peak cam 8 collides with the impact block 12 again to generate impact force, breaking the ice layer between the anti-slip nail 9 and the bottom of the groove, ensuring that the pulling action is smooth. When the metal block 5 flips back to the deep groove on the left, the scraper wing 10 re-forms a sealing fit with the side wall of the deep groove. During the flipping process, the guide channel 11 uses centrifugal force to discharge the water and mud accumulated inside to the main drainage groove of the tire tread 2, ensuring that mud and sand will not accumulate inside the groove 3 for a long time. Furthermore, since the anti-skid studs 9 and the metal block 5 are detachably connected, when the anti-skid studs 9 become worn and dull after long-term use on icy and snowy roads, the operator only needs to remove the worn anti-skid studs 9 from the bottom of the metal block 5 and replace them with brand new anti-skid studs 9. If the elastic block 6 is worn, the metal block 5 can also be replaced or repaired as a whole. The tread portion 2 of the tire 1 is symmetrically arranged in the circumferential and radial directions. The deep groove and shallow groove of the slot 3 are provided with a separating rib. The hinge shaft 7 is arranged above the separating rib or through the separating rib, thereby ensuring the mechanical uniformity of the metal block 5 when it is flipped and avoiding stress concentration.

[0023] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A mechanically tilting, built-in anti-skid vehicle tire for all road conditions, comprising a tire (1), characterized in that: The tire (1) has a tread portion (2) on its tread portion (2), a groove (3) is provided in the tread portion (2), a mating block (4) is provided in the groove (3), and the bottom surfaces on both sides of the mating block (4) have a height difference, so that a deep groove on the left side and a shallow groove on the right side are formed in the groove (3). A metal block (5) and a hinge shaft (7) are provided in the slot (3). A hinge sleeve (13) is fixedly connected to the surface of the metal block (5). The hinge sleeve (13) is rotatably connected to the surface of the hinge shaft (7). The metal block (5) has a hollow part. An elastic block (6) is embedded in the middle of the metal block (5). The elastic block (6) covers the upper surface of the metal block (5). Several anti-slip nails (9) are provided on the lower end face of the metal block (5).

2. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 1, characterized in that: The sidewall surface of the metal block (5) is provided with a scraping blade (10), which forms a sliding seal with the sidewall of the slot (3); the sidewall surface of the metal block (5) is also provided with a guide groove (11), which is located between the scraping blade (10) and the base of the metal block (5), and the guide groove (11) is a wavy V-shaped groove structure.

3. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 2, characterized in that: The metal block (5) is provided with an impact block (12), and the front and rear sides of the hinge shaft (7) are fixedly connected with multi-peak cams (8). The multi-peak cams (8) are located outside the impact block (12), and the multi-peak cams (8) come into contact with the impact block (12) when the metal block (5) is in place or pulled up.

4. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 3, characterized in that: The scraper blade (10) is a wedge-shaped elastic scraper blade, and the tip of the scraper blade (10) and the side wall of the groove (3) are in an interference fit.

5. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 4, characterized in that: The sidewall of the guide channel (11) is arranged with continuous peaks and troughs. The guide channel (11) forms a deformation buffer cavity to accommodate and release frost heave force during the flipping process of the metal block (5).

6. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 5, characterized in that: The anti-skid stud (9) and the metal block (5) are detachably connected. The elastic block (6) is vulcanized and bonded to the top surface of the metal block (5). The material of the elastic block (6) is the same as the tread rubber material of the tire (1).

7. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 6, characterized in that: When the metal block (5) is in the normal road surface mode, the metal block (5) is parked in the deep groove on the left side of the slot (3), the elastic block (6) faces outward and is flush with the tread of the tire (1), and the anti-skid stud (9) is completely stored in the deep groove; when the metal block (5) is in the ice and snow road surface mode, the metal block (5) rotates to the right at a predetermined angle around the hinge axis (7) and is parked in the shallow groove on the right side of the slot (3), the elastic block (6) faces downward and fits against the bottom of the shallow groove, and the anti-skid stud (9) faces outward and extends from the bottom surface of the shallow groove to the tread.

8. The all-terrain mechanically tilting, built-in anti-skid vehicle tire according to claim 7, characterized in that: The multi-peak cam (8) is a cam structure with at least three tooth peaks distributed circumferentially. The scraper blade (10) is continuously arranged along the length of the side wall of the metal block (5). The outer edge of the scraper blade (10) is provided with an outwardly inclined chamfered surface.

9. A mechanically tilting, built-in anti-skid vehicle tire for all road conditions according to claim 8, characterized in that: The tread portion (2) is symmetrically arranged in the circumferential and radial directions of the tire (1). A partition rib is provided between the deep groove and the shallow groove of the slot (3). The hinge shaft (7) is arranged above the partition rib or through the partition rib.

Images