All-steel tire with composite tread rubber

Abstract

The utility model belongs to the technical field of tires, and particularly relates to an all-steel tire with composite tread rubber, which comprises a tire body, a transition rubber surface is adhered to the outer surface of the tire body, the tread rubber is adhered to the outer surface of the transition rubber surface, a heat dissipation cavity is arranged in the tire body, an elastic bead is fixedly connected to the middle of the inner side of the heat dissipation cavity, and the tread rubber is adhered to the outer surface of the transition rubber surface. And check blocks are fixedly connected to the positions, located on the two sides of the elastic beads, of the inner side of the heat dissipation cavity, connecting strips are jointly and fixedly connected between the check blocks and the elastic beads, and through holes are formed in the check blocks. The transition rubber surface and the tread rubber are sequentially adhered to the surface of the tire body, the conical blocks are arranged on the inner surface and the outer surface of the transition rubber surface, and the transition rubber surface is better combined with the tire body and the tread rubber, so that the tire has a composite tread, and the wear resistance and the puncture resistance of the tire can be improved.

Description

Technical Field

[0001] The utility model relates to the field of tires, in particular to a full-steel tire with a composite tread rubber. Background Art

[0002] All-steel tires are tires that use all-steel cords as the carcass structure. All-steel tires are widely used in commercial vehicles, engineering machinery, high-performance cars and other fields. Their advantages include good stability, strong grip, high wear resistance and long life. For example, the utility model patent with announcement number CN215360779U discloses a load-bearing all-steel tire with optimized carcass profile, including a carcass, wherein the carcass forms a virtual straight line L extending along the tire radial direction at the end point of the overlapping area between the crown and the belt layer. The patent has a simple structure. By optimizing the carcass profile, the carcass radial curvature radius and the carcass circumferential curvature radius are adjusted accordingly, so that the tire has a larger tire inner diameter than the maximum cross-sectional width of the carcass, and the crown carcass and the belt layer can have a larger overlapping area, which can increase the crown carcass and belt layer tension to a certain extent, increase the crown rigidity, and reduce the deformation of the entire crown. In addition, the relative reduction of the maximum cross-sectional width of the tire can increase the sidewall rigidity and reduce the sidewall deformation. Through the above-mentioned size limitation, the rolling resistance of the tire can be effectively reduced and the overall performance of the tire can be improved.

[0003] However, the tread of the existing all-steel tire is used as the outermost surface, so the puncture resistance will be weakened after wear, and the heat inside the tire cannot be dissipated during the running process, which will accelerate the aging of the tire. Therefore, improvement is needed. Utility Model Content

[0004] The utility model aims to provide an all-steel tire with a composite tread rubber, which solves the problems that the tread of the existing all-steel tire is used as the outermost side, and its puncture resistance will be weakened after wear, and the heat inside the tire cannot be dissipated during driving, which will accelerate the aging of the tire.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: an all-steel tire with a composite tread rubber, comprising a tire body, a transition rubber surface bonded to the outer surface of the tire body, a tread rubber bonded to the outer surface of the transition rubber surface, a heat dissipation cavity is provided inside the tire body, an elastic bead is fixedly connected to the inner middle part of the heat dissipation cavity, blocks are fixedly connected to the inner side of the heat dissipation cavity and on both sides of the elastic bead, a connecting strip is fixedly connected between the block and the elastic bead, and a through hole is provided inside the block.

[0006] Preferably, the inner and outer surfaces of the transition rubber surface are both provided with conical blocks, and the conical blocks are respectively engaged with the carcass and the tread rubber. The conical blocks can increase the tightness of the transition rubber surface with the carcass and the tread rubber.

[0007] Preferably, there are multiple heat dissipation cavities, and the multiple heat dissipation cavities are distributed in a ring array. The heat dissipation of the tire body is facilitated by the arrangement of the heat dissipation cavities.

[0008] Preferably, the elastic bead is oval and made of rubber. Through the arrangement of the elastic bead, the elastic bead itself has elasticity and can follow the deformation of the tire body.

[0009] Preferably, there are multiple through holes, and the multiple through holes are distributed in a circular array. The arrangement of the through holes facilitates ventilation inside and outside the stopper.

[0010] Preferably, a non-woven fabric is bonded to the side of the stopper away from the elastic beads. The non-woven fabric has a certain dustproof effect.

[0011] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0012] 1. The utility model sequentially bonds the transition rubber surface and the tread rubber to the surface of the tire body, and both inner and outer surfaces of the transition rubber surface are provided with conical blocks, so that the transition rubber surface is better combined with the tire body and the tread rubber, so that the tire has a composite tread, and the wear resistance and puncture resistance of the tire can be improved.

[0013] 2. The utility model arranges a plurality of heat dissipation cavities inside the tire body, and then arranges elastic beads and blocks connected by connecting strips inside the heat dissipation cavities. Both the elastic beads and the blocks are made of rubber. In this way, when the tire is deformed by force during driving, the lowest heat dissipation cavity can be crushed, thereby achieving the purpose of exhaust and heat dissipation, making the tire less prone to high-temperature aging and increasing its service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a three-dimensional diagram of the overall structure of the utility model;

[0015] Figure 2 For the utility model Figure 1 A front cross-sectional view of

[0016] Figure 3 For the utility model Figure 2 A magnified view of the structure of part A;

[0017] Figure 4 For the utility model Figure 3 A three-dimensional diagram of the block structure.

[0018] In the figure: 1. tire body; 2. transition rubber surface; 21. conical block; 3. tread rubber; 4. heat dissipation cavity; 5. elastic beads; 6. stopper; 7. connecting strip; 8. through hole; 9. non-woven fabric. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0020] See also Figure 1-4 A full steel tire with a composite tread rubber comprises a carcass 1, a transition rubber surface 2 is bonded to the outer surface of the carcass 1, a tread rubber 3 is bonded to the outer surface of the transition rubber surface 2, and conical blocks 21 are provided on both the inner and outer surfaces of the transition rubber surface 2, and the conical blocks 21 are respectively engaged with the carcass 1 and the tread rubber 3. By providing the conical blocks 21, the tightness of the transition rubber surface 2, the carcass 1 and the tread rubber 3 can be increased.

[0021] A heat dissipation cavity 4 is provided inside the tire body 1, and the number of heat dissipation cavities 4 is multiple, and the multiple heat dissipation cavities 4 are distributed in a circular array. The setting of the heat dissipation cavity 4 facilitates the heat dissipation of the tire body 1. An elastic bead 5 is fixedly connected to the middle of the inner side of the heat dissipation cavity 4, and the elastic bead 5 is oval and made of rubber. Through the setting of the elastic bead 5, it has elasticity and can deform with the tire body 1. The inner side of the heat dissipation cavity 4 and both sides of the elastic bead 5 are fixedly connected with a block 6, and the block 6 is made of rubber. A connecting strip 7 is fixedly connected between the block 6 and the elastic bead 5. A through hole 8 is provided inside the block 6, and the number of through holes 8 is multiple, and the multiple through holes 8 are distributed in a circular array. The setting of the through hole 8 facilitates ventilation inside and outside the block 6. A non-woven fabric 9 is bonded to the side of the block 6 away from the elastic bead 5. The setting of the non-woven fabric 9 plays a certain dustproof role.

[0022] The specific implementation process of the utility model is as follows: when in use, firstly, a layer of transition rubber surface 2 is bonded to the surface of the tire body 1 with tire glue, and then the tread rubber 3 is bonded to the surface of the transition rubber surface 2 by the same method, and conical blocks 21 are arranged on the inner and outer surfaces of the transition rubber surface 2, so that the transition rubber surface 2 is better combined with the tire body 1 and the tread rubber 3, so that the tire has a composite tread, which can improve the wear resistance and puncture resistance of the tire, and when the tire is installed and used, the tire rotates to the bottom heat dissipation cavity 4 during driving and is deformed by force, and the air in the heat dissipation cavity 4 is squeezed out, and at the same time, part of the heat of the tire is discharged, thereby achieving the purpose of exhaust and heat dissipation, making the tire not easy to age at high temperature and increasing the service life.

[0023] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An all-steel tire with a composite tread rubber, comprising a tire body (1), characterized in that: The outer surface of the tire body (1) is bonded with a transition rubber surface (2), the outer surface of the transition rubber surface (2) is bonded with a tread rubber (3), a heat dissipation cavity (4) is provided inside the tire body (1), an elastic bead (5) is fixedly connected to the middle of the inner side of the heat dissipation cavity (4), a stopper (6) is fixedly connected to the inner side of the heat dissipation cavity (4) and on both sides of the elastic bead (5), a connecting strip (7) is fixedly connected between the stopper (6) and the elastic bead (5), and a through hole (8) is provided inside the stopper (6).

2. The all-steel tire with composite tread rubber according to claim 1, characterized in that: Conical blocks (21) are provided on both the inner and outer surfaces of the transition rubber surface (2), and the conical blocks (21) are respectively engaged with the carcass (1) and the tread rubber (3).

3. The all-steel tire with composite tread rubber according to claim 1, characterized in that: The number of the heat dissipation cavities (4) is multiple, and the multiple heat dissipation cavities (4) are distributed in a ring array.

4. The all-steel tire with composite tread rubber according to claim 1, characterized in that: The elastic bead (5) is oval in shape and is made of rubber.

5. The all-steel tire with composite tread rubber according to claim 1, characterized in that: The number of the through holes (8) is multiple, and the multiple through holes (8) are distributed in a ring array.

6. The all-steel tire with composite tread rubber according to claim 1, characterized in that: A non-woven fabric (9) is bonded to the side of the stopper (6) away from the elastic bead (5).

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