A deformable energy-absorbing safety tire inner support structure

Abstract

The application discloses a deformable energy-absorbing anti-burst tire impact safety tire inner support structure, which comprises a plurality of annularly spliced annular structure inner support bodies and adaptive shells mounted on the outer periphery of the inner support bodies, the adaptive shells are in the shape of "n" in cross section, and the left and right sides and the top side are inwardly provided with limiting convex edges, the inner support bodies are one-to-one provided with positioning grooves for the insertion of the limiting convex edges, the positioning grooves located on the left and right sides of the inner support bodies are in size fit with the corresponding limiting convex edges, so that the adaptive shells are in close contact with the left and right sides of the inner support bodies, the depth of the positioning grooves located on the outer periphery of the inner support bodies is smaller than the height of the corresponding limiting convex edges, so that there is a cavity between the adaptive shells and the inner support bodies, and lubricating medium is arranged in the cavity. The application has the characteristics of low cost, high vehicle driving comfort, low maintenance cost and improved safety tire driving ability after tire burst.

Description

Technical Field

[0001] This invention relates to the field of tire internal support technology, and specifically to a deformable, energy-absorbing, and impact-resistant safety tire internal support structure. Background Technology

[0002] When a tire blows out, the road reaction force is transmitted to the wheel load through the tire crown, inner support structure, and rim. During this process, if the inner support structure is too rigid, the tire is easily damaged by the impact, rendering it unable to continue driving; if the rigidity is insufficient, it can easily cause the vehicle to tilt and lose steering control. Currently, the following measures are used to address this risk:

[0003] 1) Run-flat tires are specifically designed for tire blowout emergencies. They typically incorporate internal support structures to maintain a certain level of strength and stability even after a blowout. However, they have the following drawbacks: Run-flat tires have thicker and more rigid sidewalls, resulting in weaker shock absorption under normal driving conditions. This leads to increased vibration and noise transmitted from the road surface to the vehicle interior, reducing vehicle comfort. They also have complex manufacturing processes, higher production costs, and complex repair processes, resulting in high maintenance costs. Furthermore, after a blowout, the vehicle can generally only continue driving at low speeds for short distances (e.g., a maximum speed of 80 km / h provides a range of approximately 80-100 km). For longer distances, the tire still needs to be replaced as soon as possible.

[0004] 2) By using multi-layer composite materials to optimize the material of the inner support body, and by adding elastic structures or shock-absorbing designs to the stress concentration areas in the support body, the damage of impact to the tire can be reduced. This allows the inner support body to have sufficient rigidity to support the vehicle load, while also having appropriate elastic buffering performance to reduce the impact on the tire. However, there are the following drawbacks: the inner support body using multi-layer composite materials or elastic designs requires complex manufacturing processes, which increases production costs. Moreover, finding a material that can balance the rigidity and elasticity requirements often requires a complex R&D process, and different vehicle models may require customized designs, further increasing the difficulty of application.

[0005] 3) Introducing an electronically controlled intelligent tire system allows the vehicle to detect tire status in real time through sensors when a tire blows out, and use the control system to adjust the suspension or tire roll angle to maintain vehicle stability. However, this system has the following drawbacks: Intelligent tire technology relies on a large number of sensors, chips, and supporting software systems, resulting in high research, development, installation, and maintenance costs, which puts significant pressure on vehicle manufacturers and consumers. In addition, it involves electronic and information processing systems, making it susceptible to system errors, interference, or sensor malfunctions. If key technologies fail, it may lead to additional safety risks.

[0006] 4) Filling the tire cavity with polymer foam or injectable filler can maintain a certain shape after a tire blowout, ensuring the tire can continue to be driven for a certain distance. However, there are several drawbacks: the internal filler can affect the driving experience, potentially leading to reduced handling, especially at high speeds or on complex road conditions. Due to the special nature of the internal rubber or foam structure, filled tires are difficult to repair in the traditional sense after a blowout. The filler increases the tire's weight, thereby increasing fuel consumption and reducing vehicle handling performance. The filler may lose its effectiveness after repeated compression and requires periodic replacement, which is costly.

[0007] 5) Use a spare tire or a non-pneumatic tire as an emergency tire in case of a tire blowout. However, this method has the following drawbacks: Emergency tires are generally smaller and narrower, with lower load-bearing capacity, and can only be used for short-distance emergency driving after a blowout, not for long-distance travel. Emergency tires are designed for low-speed driving; using them at excessive speeds may cause accidents. Carrying a spare tire takes up interior space, which is particularly inconvenient for some small cars or vehicles that need to reduce weight. Some models have eliminated the spare tire configuration in order to save space or optimize vehicle design, only providing emergency tire repair tools, which significantly limits their effectiveness in the event of a sudden tire blowout. Summary of the Invention

[0008] The present invention aims to provide a deformable, energy-absorbing, and impact-resistant inner tire support structure to ensure driving safety and solve the problems of high cost, impact on vehicle driving comfort, and high replacement and repair costs of current emergency measures for vehicle tire blowouts.

[0009] Therefore, the technical solution adopted by the present invention is as follows: a deformable energy-absorbing and runaway tire impact-resistant safety tire inner support structure, comprising several inner support bodies spliced ​​in a ring shape and an adaptive outer shell installed on the outer periphery of the inner support bodies. The adaptive outer shell has an "n" shaped cross section, and limiting protrusions are provided inward on the left and right sides and the top side. The inner support bodies are provided with positioning grooves for the insertion of the limiting protrusions. The size of the positioning grooves on the left and right sides of the inner support bodies matches the size of the corresponding limiting protrusions, so that the adaptive outer shell and the inner support bodies are in close contact from left to right. The depth of the positioning grooves on the outer periphery of the inner support bodies is less than the height of the corresponding limiting protrusions, so that there is a cavity between the adaptive outer shell and the inner support bodies. The cavity provides a deformation energy-absorbing and runaway tire impact-resistant space for the adaptive outer shell. The cavity contains a lubricating medium, which is used to reduce the friction and heat generation between the adaptive outer shell and the inner support bodies when driving with a deflated tire.

[0010] As a preferred embodiment of the above solution, the adaptive housing has a limiting protrusion at the left and right ends, and three limiting protrusions are spaced apart on the top side of the adaptive housing. The number of these protrusions is set reasonably to ensure a tight connection and stable installation.

[0011] More preferably, the limiting protrusion has an isosceles trapezoidal cross-section, the positioning groove matches the contour of the insertion part of the limiting protrusion, and the connection structure adopts an isosceles trapezoidal shape, which effectively prevents detachment and ensures installation stability.

[0012] More preferably, the thickness of the adaptive shell is 10mm to 20mm, and the height of the cavity is 0.5mm to 10mm, with reasonable size design to provide suitable deformation space.

[0013] More preferably, the adaptive shell is made of rubber or polyurethane material with a material modulus > 10MPa, tensile strength > 10MPa, and elongation at break > 100%, and the inner support body is made of fiber-reinforced composite material with a Barcol hardness greater than 35, which is a reasonable material selection.

[0014] Further preferably, an adhesive is applied to the junction of the limiting protrusion and the positioning groove. The adhesive is a slow-curing adhesive, which ensures that it can be applied while installing, resulting in a stable connection.

[0015] The beneficial effects of this invention are:

[0016] (1) Compared with the current immature emergency measures for vehicle tire blowout, this solution directly optimizes the internal support structure. Based on the original internal support, it improves by adding an adaptive shell installed on the outer periphery of the internal support body. The cost is low and does not affect the driving comfort of the vehicle. During maintenance, only the adaptive shell needs to be replaced, resulting in low maintenance cost and convenient and quick maintenance operation.

[0017] (2) After the outer tire bursts and deflates, the inner surface of the outer tire, which loses its air pressure support, contacts the outer surface of the adaptive shell and transmits pressure. The cavity provides geometric space for the deformation of the adaptive shell to absorb the impact force transmitted by the sudden tire burst, ensuring that the tire is not damaged by instantaneous impact. Moreover, when driving with a deflated tire, the deformation of the adaptive shell absorbs the rolling impact of the road surface, delaying the stress damage time of the outer tire when driving with a deflated tire, and improving the safety of the tire when driving with a deflated tire. The concept is novel and the design is ingenious.

[0018] (3) The lubricating medium inside the cavity can also be squeezed out from the joint area of ​​the inner support body splicing to the inner cavity of the outer tire when the tire is under pressure during deflating driving, so as to reduce the friction and heat generation between the inner cavity of the outer tire and the outer surface of the self-adaptive outer shell, delay the thermal damage time of the outer tire during deflating driving, and further improve the safety tire deflating driving ability. The structure is interlocked, with a wide range of applications, high practical value, and significant economic prospects.

[0019] In summary, this invention features low manufacturing cost, high vehicle driving comfort, low maintenance cost, and improved safety of tires during punctures. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the present invention.

[0021] Figure 2 A cross-sectional view of the adaptive housing mounted on the inner support body.

[0022] Figure 3 for Figure 2 Enlarged diagram of point A in the middle.

[0023] Figure 4 This is a comparison chart of tire liner pressure distribution under zero air pressure load conditions, in which... Figure 4 (a) The structure uses a conventional rigid internal support. Figure 4 (b) is an internal support structure with deformable energy-absorbing and explosion-proof features.

[0024] Figure 5 This is a comparison diagram of the deformation state of the outer ring of the support under zero air pressure load conditions. Figure 5 (c) The structure uses a conventional rigid internal support. Figure 5 (d) is an internal support structure with deformable energy absorption and explosion-proof impact protection.

[0025] Figure 6 This is a comparison diagram of the pressure distribution on the outer ring of the support body under zero air pressure load conditions. Figure 6 (e) The structure uses a conventional rigid internal support. Figure 6 (f) is an internal support structure with deformable energy-absorbing and explosion-proof features. Detailed Implementation

[0026] The present invention will be further described below with reference to the embodiments and accompanying drawings:

[0027] Combination Figure 1 — Figure 3 As shown, a deformable energy-absorbing and runaway tire impact-resistant safety tire inner support structure consists of several inner support bodies 1 circumferentially spliced ​​into a ring structure and an adaptive outer shell 2 installed on the outer periphery of the inner support bodies 1. The adaptive outer shell 2 has an "n" shaped cross section, and limiting protrusions 21 are provided inward on the left, right, and top sides. The inner support bodies 1 are provided with corresponding positioning grooves 11 for the insertion of the limiting protrusions 21. The dimensions of the positioning grooves 11 on the left and right sides of the inner support bodies 1 match the dimensions of the corresponding limiting protrusions 21, so that the adaptive outer shell 2 and the inner support bodies 1 are in close contact from left to right. The depth of the positioning grooves 11 on the outer periphery of the inner support bodies 1 is less than the height of the corresponding limiting protrusions 21, so that there is a cavity 3 between the adaptive outer shell 2 and the inner support bodies 1. The cavity 3 provides deformation energy-absorbing and runaway tire impact-resistant space for the adaptive outer shell 2. The cavity 3 contains a lubricating medium, which is used to reduce the friction and heat generation between the adaptive outer shell 2 and the inner support bodies 1 when driving with a deflated tire.

[0028] When a tire blows out, the road reaction force is transmitted to the wheel load through the outer tire crown, inner support body, and rim. In order to ensure that the tire is not damaged by instantaneous impact when it blows out, to delay the stress failure time of the outer tire when driving with a flat tire, and to improve the safe driving ability of the tire when it blows out, in this embodiment there is a cavity 3 between the adaptive outer shell 2 and the inner support body 1. The cavity 3 provides geometric space for the deformation of the adaptive outer shell 2, and can absorb the rolling impact of the road surface through the deformation of the adaptive outer shell 2 when driving with a flat tire, so as to absorb the impact force transmitted by the sudden tire blowout.

[0029] In order to delay the thermal damage time of the outer tire during deflation and further improve the safety of the tire during deflation, the cavity in this embodiment contains a lubricating medium 4. When the tire is deflated, the lubricating medium 4 can be squeezed out from the joint area of ​​the inner support body 1 into the inner cavity of the outer tire under pressure, thereby reducing the friction and heat generation between the inner cavity of the outer tire and the outer surface of the adaptive outer shell.

[0030] To ensure the support capacity of the inner support body when the vehicle is running with a deflated tire, the inner support body 1 is preferably made of fiber-reinforced composite material with a Barcol hardness greater than 35.

[0031] To ensure tightness and stability of the installation, the left and right ends of the adaptive housing 2 are preferably provided with a limiting protrusion 21, and the top side of the adaptive housing 2 is preferably provided with three limiting protrusions 21 spaced apart on the left and right sides.

[0032] Adhesive is applied to the joint between the limiting protrusion 21 and the positioning groove 11.

[0033] The limiting protrusion 21 has an isosceles trapezoidal cross section, and the positioning groove 11 matches the contour of the insertion part of the limiting protrusion 21 to ensure tight installation and prevent them from falling off due to the impact of a tire blowout.

[0034] The thickness of the adaptive shell 2 is preferably 10mm to 20mm, and the maximum height of the cavity 3 is preferably 0.5mm to 10mm. If the cavity exceeds 10mm, it will affect the connection between the inner support body 1 and the adaptive shell 2, and also affect the driving comfort of the vehicle. The adaptive shell 2 is preferably made of rubber or polyurethane material with a material modulus > 10MPa, tensile strength > 10MPa, and elongation at break > 100%. The adaptive shell 2 itself has a deformation range of 5% to 20%, and the cavity height can be selected according to the requirements to increase the deformation range of the adaptive shell 2.

[0035] The ratio of cavity height to adaptive shell thickness 2 is between 0.3 and 0.85, and can be set according to vehicle model and operating conditions.

[0036] Figure 4 — Figure 6The comparison diagrams show the tire inner liner pressure distribution, the outer ring deformation state, and the outer ring pressure distribution under zero air pressure load and with a deformable energy-absorbing and explosion-proof inner support structure.

[0037] Under zero-pressure load conditions, in a safety tire assembly equipped with a conventional inner support, the tire inner liner stress is 5.025 MPa, the support body deformation is 0.057 mm, and the outer ring stress is 5.904 MPa. However, with an inner support structure employing deformable energy-absorbing and impact-resistant design, the tire inner liner stress drops to 2.884 MPa, the support body deformation is 1.77 mm, and the outer ring stress drops to 3.095 MPa, representing reductions of 42.61% and 47.58% respectively compared to the conventional structure. This significant reduction in stress level is primarily attributed to the outer shell structure design of the deformable energy-absorbing inner support, which effectively absorbs and dissipates impact energy through controlled structural deformation, thereby substantially reducing the impact load on the tire body.

[0038] According to the stress-fatigue life relationship formula for rubber materials, N = C·σ -n Where N is fatigue life, σ is stress, and C is a material constant. When the stress decreases by approximately 42%, N∝σ -n The fatigue life can be increased by about 5 times; at the same time, the contact pressure of the outer ring of the support body is reduced by about 47%, and the sliding friction energy between the tire and the support body under zero-pressure driving conditions is reduced to about 0.5 times that of the conventional structure, which significantly slows down the temperature rise of the assembly. Taking into account the complex conditions such as roll, slip, and torsion during vehicle dynamic driving, as well as the accelerated aging effect of rubber caused by temperature rise, and combined with engineering verification experience, the zero-pressure driving capability of the safety tire assembly can be increased by more than 50% after assembling the deformable energy-absorbing explosion-proof inner support body.

Claims

1. A deformable, energy-absorbing, and impact-resistant inner support structure for a safety tire, characterized in that: The system includes several inner support bodies (1) arranged in a ring-shaped structure and an adaptive outer shell (2) installed on the outer periphery of the inner support bodies (1). The adaptive outer shell (2) has an "n"-shaped cross-section and is provided with limiting protrusions (21) on the left, right, and top sides. The inner support bodies (1) are provided with corresponding positioning grooves (11) for the insertion of the limiting protrusions (21). The dimensions of the positioning grooves (11) on the left and right sides of the inner support bodies (1) match the dimensions of the corresponding limiting protrusions (21), so that the adaptive outer shell (2) fits the corresponding limiting protrusions (21). The inner support body (1) is in close contact with the left and right sides. The depth of the positioning groove (11) on the outer circumference of the inner support body (1) is less than the height of the corresponding limiting protrusion (21), so that there is a cavity (3) between the adaptive shell (2) and the inner support body (1). The cavity (3) provides the adaptive shell (2) with deformation energy absorption and anti-explosion tire impact space. The cavity (3) contains a lubricating medium (4). The lubricating medium (4) is used to reduce the friction and heat generation between the adaptive shell (2) and the inner support body (1) when driving with a deflated tire.

2. The deformable energy-absorbing and impact-resistant safety tire inner support structure according to claim 1, characterized in that: The adaptive shell (2) has a limiting protrusion (21) at the left and right ends, and three limiting protrusions (21) are provided at intervals on the top side of the adaptive shell (2).

3. The deformable energy-absorbing and impact-resistant safety tire inner support structure according to claim 1, characterized in that: The limiting protrusion (21) has an isosceles trapezoidal cross section, and the positioning groove (11) matches the contour of the insertion part of the limiting protrusion (21).

4. The deformable energy-absorbing and impact-resistant safety tire inner support structure according to claim 1, characterized in that: The thickness of the adaptive shell (2) is 10mm to 20mm, and the height of the cavity (3) is 0.5mm to 10mm.

5. The deformable energy-absorbing and impact-resistant safety tire inner support structure according to claim 4, characterized in that: The adaptive shell (2) is made of rubber or polyurethane material with a material modulus > 10MPa, tensile strength > 10MPa, and elongation at break > 100%, and the inner support body (1) is made of fiber-reinforced composite material with a Barcol hardness greater than 35.

6. The deformable energy-absorbing and impact-resistant safety tire inner support structure according to claim 1, characterized in that: The junction of the limiting protrusion (21) and the positioning groove (11) is coated with adhesive.

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