New energy automobile tire with high-strength self-repairing function

Abstract

The utility model is applicable to the field of new energy automobile tires, and provides a high-strength new energy automobile tire with a self-repairing function, the tire is sequentially provided with a tread body, a repairing body and a reinforcing body from outside to inside, and the repairing body is sequentially provided with a first colloid layer, a repairing rubber layer and a second colloid layer from outside to inside; the reinforcing body is sequentially provided with a supporting layer, a first reinforcing layer and a second reinforcing layer from outside to inside. And a plurality of reinforcing ribs are arranged in the first reinforcing layer and the second reinforcing layer. By arranging the repairing body, timely repairing after the tire is punctured can be guaranteed, the driving safety of an automobile is guaranteed, by arranging the reinforcing body, the stability of the automobile in the driving process can be improved, when the tire is punctured, the stability becomes poor due to the fact that the pressure in the tire is reduced, and after the strength of the tire is improved, better supporting performance is provided for the tire, and the service life of the automobile is prolonged. Meanwhile, the wear resistance and driving safety of the high-strength tire can be improved, and the service life of the tire is prolonged.

Description

Technical Field

[0001] The utility model belongs to the technical field of new energy automobile tires, and specifically relates to a new energy automobile tire with high-strength self-repairing function. Background Art

[0002] With the continuous development of the new energy vehicle industry, car users have put forward higher requirements for the safety of car driving. Traditional vacuum tires, due to their lack of inner tubes, will leak quickly once punctured, causing the vehicle to lose support, causing the vehicle to lose balance and causing traffic accidents. In the current prior art, Chinese patent CN207433152U has disclosed a tire with self-repair and noise reduction functions, which mainly achieves the purpose of leak-proofing the tire after puncture by setting a self-repairing layer on the inner wall of the tire body and applying it to new energy vehicle tires. However, the above patents still have the following shortcomings: the self-repairing layer is in direct contact with the inner wall of the tire body, so there is a risk of easy falling off and abnormal reaction with the inner wall of the tire or the air, causing the repair function to fail. Secondly, during the repair process after the tire is punctured, the tire will cause a decrease in stability and support due to reduced strength, which poses a certain safety risk. Therefore, it is necessary to improve the prior art. Utility Model Content

[0003] In order to solve the above problems, the present application proposes a high-strength self-repairing new energy vehicle tire, which aims to avoid abnormal changes in the repair rubber layer by improving the existing repair body structure, and further ensure the supporting strength and stability of the vehicle tire by strengthening the body structure.

[0004] The utility model provides the following solutions:

[0005] A new energy vehicle tire with high-strength self-repairing function, wherein the tire is provided with a tread body, a repair body and a reinforcement body in sequence from the outside to the inside;

[0006] The repair body is provided with a first colloid layer, a repairing colloid layer, and a second colloid layer in sequence from the outside to the inside;

[0007] The reinforcement body is provided with a support layer, a first reinforcement layer, and a second reinforcement layer in sequence from the outside to the inside;

[0008] A plurality of reinforcing ribs are arranged between the first reinforcing layer and the second reinforcing layer.

[0009] Furthermore, the edges of both ends of the first colloid layer and the second colloid layer are bonded together, and the repairing adhesive layer is attached to the gap between the first colloid layer and the second colloid layer.

[0010] Furthermore, the widths of the first colloid layer and the second colloid layer are both 100%-120% of the width of the tire running surface; and the width of the repairing rubber layer is 90%-100% of the width of the tire running surface.

[0011] Furthermore, the width-to-thickness ratios of the first colloid layer and the second colloid layer are both (90-120):1; and the width-to-thickness ratio of the repairing adhesive layer is (70-90):1.

[0012] Furthermore, the first colloid layer and the second colloid layer are both elastic colloids; and the repairing adhesive layer is thermoplastic rubber.

[0013] Preferably, the first colloid layer and the second colloid layer are both high modulus elastic colloids; and the repairing adhesive layer is viscous thermoplastic rubber.

[0014] Furthermore, the hardness of the first colloid layer and the second colloid layer is greater than the hardness of the repairing adhesive layer.

[0015] Furthermore, the width of the support layer is 100%-120% of the width of the tire running surface, and the widths of the first reinforcement layer and the second reinforcement layer are both 100%-130% of the width of the tire running surface.

[0016] Furthermore, the width-to-thickness ratio of the support layer is (90-110):1; the width-to-thickness ratios of the first reinforcement layer and the second reinforcement layer are both (60-80):1.

[0017] Furthermore, the supporting layer is a steel wire braided layer, and the first reinforcement layer and the second reinforcement layer are both made of polyester fiber.

[0018] Furthermore, a steel wire is provided in the reinforcing rib and is arranged around the tread.

[0019] The beneficial effects of this application include but are not limited to:

[0020] (1) The utility model discloses a high-strength self-repairing new energy vehicle tire, which provides a higher strength, more stable and safer tire. By setting a repair body, the tread can be repaired after being damaged during driving; by setting a reinforcing body, the structural strength of the tire can be effectively strengthened, the overall support strength of the tire can be improved, and the service life of the tire can be extended.

[0021] (2) By arranging the first colloid layer and the second colloid layer on the inner wall of the automobile tire, and the repairing rubber layer attached to the gap between the first colloid layer and the second colloid layer, a closed design of the repairing rubber layer is realized. The above-mentioned closed wrapping can prevent the repairing rubber layer from being deformed or separated from the inner wall of the tread due to direct connection, and secondly can protect the repairing rubber layer from adverse reactions caused by external cold and heat changes or expansion and contraction pressure and vibration, and can maintain the stability and uniformity of the repairing rubber layer, so as to ensure that the tire is effectively repaired after being punctured.

[0022] (3) By arranging structures such as a support layer, a first reinforcement layer, and a second reinforcement layer on the inner wall of the tire, the support layer can ensure the structural strength of the automobile tire, and with the cooperation of the first reinforcement layer, the second reinforcement layer and the reinforcement ribs, the support strength of the tire during driving is improved, which helps to increase the service life of the tire.

[0023] (4) By setting up a reinforced body, the stability of the vehicle during driving can be improved. When the tire is punctured, the pressure inside the tire will decrease, which will cause the stability to deteriorate. When the tire strength is improved, it provides better support for the tire, and cooperates with the self-repairing function of the repair body to further reduce the pressure inside the tire caused by air leakage, thereby reducing the risk of tire blowout during automatic tire repair. At the same time, high-strength tires can improve the tire's wear resistance and driving safety, and extend the tire's service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0025] Figure 1 This is a schematic diagram of the structure of a high-strength self-repairing new energy vehicle tire provided by the utility model;

[0026] Figure 2 This is a partial enlarged schematic diagram of the structure at point A of a high-strength self-repairing new energy vehicle tire provided by the utility model;

[0027] Figure 3 This is a partial enlarged schematic diagram of the B structure of a high-strength self-repairing new energy vehicle tire provided by the utility model;

[0028] List of parts and reference numerals:

[0029] 1. Tread body; 2. Repair body; 3. Reinforcement body; 21. First colloid layer; 22. Repair rubber layer; 23. Second colloid layer; 31. Support layer; 32. First reinforcement layer; 33. Second reinforcement layer; 34. Reinforcement ribs. DETAILED DESCRIPTION

[0030] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0031] In order to more clearly understand the above-mentioned purposes, features and advantages of the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0032] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific embodiments disclosed below.

[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0034] like Figure 1 to Figure 3 As shown, this embodiment relates to a new energy vehicle tire with high-strength self-repairing function. The tire is provided with a tread body 1, a repair body 2 and a reinforcement body 3 in sequence from the outside to the inside. The repair body 2 is provided with a first colloid layer 21, a repair rubber layer 22, and a second colloid layer 23 in sequence from the outside to the inside; the reinforcement body 3 is provided with a support layer 31, a first reinforcement layer 32, and a second reinforcement layer 33 in sequence from the outside to the inside; a plurality of reinforcement ribs 34 are provided between the first reinforcement layer 32 and the second reinforcement layer 33.

[0035] By arranging the repair body 2 on the inner wall of the tread body 1, when the tire is punctured during driving, the repair body 2 will quickly wrap and seal the damaged cavity, maintain the stability of the tire during the process of reducing tire pressure, and ensure the driving safety of the vehicle. Through the coordinated use of the support layer 31, the first reinforcement layer 32, and the second reinforcement layer 33, and the reinforcement ribs are also arranged between the first reinforcement layer and the second reinforcement layer, the reinforcement body 3 provides better support strength for the tire as a whole.

[0036] In another embodiment, the edges of the first colloid layer 21 and the second colloid layer 23 are bonded together at both ends, and the repairing rubber layer 22 is attached to the gap between the first colloid layer 21 and the second colloid layer 23. Since the first colloid layer 21 has excellent adhesion to the inner wall of the tire, and the first colloid layer 21 and the second colloid layer 23 are bonded at both ends near the shoulder, a stable closed space is formed in the middle, and the repairing rubber layer 22 is attached to the gap between the first colloid layer 21 and the second colloid layer 23, it can further prevent the repairing rubber layer 22 from deformation, damage and falling off, and avoid abnormal reaction of the repairing rubber layer 22 caused by changes in the external environment.

[0037] In another embodiment, the width of the first colloid layer 21 and the second colloid layer 23 are both 100%-120% of the tire running surface width; the width of the repair rubber layer 22 is 90%-100% of the tire running surface width. The width design of the above-mentioned repair rubber layer 22 is generally selected according to the tire width and ensures that the tread is completely covered. The design of the width of the first colloid layer 21 and the second colloid layer 23 can meet the requirements of covering the tread on the one hand, and can completely wrap the repair rubber layer 22 on the other hand, so as to protect the repair rubber layer 22 from damage.

[0038] In another embodiment, the width-to-thickness ratio of the first colloid layer 21 and the second colloid layer 23 is (90-120): 1; the width-to-thickness ratio of the repairing rubber layer 22 is (70-90): 1. When the thickness of the first colloid layer 21, the second colloid layer 23, and the repairing rubber layer 22 are designed according to the specific tire, the above thickness can effectively wrap the foreign matter that has penetrated into the tire, and when the foreign matter is removed, the cavity can be repaired immediately to prevent air leakage.

[0039] In another embodiment, the first colloid layer 21 and the second colloid layer 23 are both high modulus elastic colloids; the repair rubber layer 22 is a viscous thermoplastic rubber. When a high modulus elastic colloid is selected as the material for the first colloid layer 21 and the second colloid layer 23, it can have better resilience and hardness. While protecting the repair layer wrapping, it can also form a more stable connection with the inner wall of the tread body 1 to avoid the repair rubber layer 22 from falling off, deforming, and other abnormal reactions. When a viscous thermoplastic rubber material is selected as the repair rubber layer 22, the material has good viscosity, elasticity, and elasticity, which is beneficial to the self-repair of the tire. When the tire is punctured, the colloid layer can promptly wrap the cavity caused by foreign matter to prevent air leakage.

[0040] In another embodiment, the hardness of the first colloid layer 21 and the second colloid layer 23 is greater than the hardness of the repairing adhesive layer 22. Since the repairing adhesive layer 22 has high viscosity, it is easy to be damaged when assembled with the wheel hub, resulting in failure to repair. When the hardness of the first colloid layer 21 and the second colloid layer 23 is greater, it can better protect the repairing adhesive layer 22, avoid damage to the repairing adhesive layer 22, and affect the repair performance after subsequent pinning.

[0041] In another embodiment, the width of the support layer 31 is 100%-120% of the tire running surface width, and the widths of the first reinforcement layer 32 and the second reinforcement layer 33 are both 100%-130% of the tire running surface width. The design of the above-mentioned support layer 31 is generally selected according to the tire width, ensuring that the tread is covered while providing a certain rigidity strength for the automobile tire. The width design of the first reinforcement layer 32 and the second reinforcement layer 33 generally ensures that the support layer 31 is covered on the basis of covering the tread. Under the cooperation of the support layer 31, the first reinforcement layer 32 and the second reinforcement layer 33, better support performance can be provided for the automobile tire.

[0042] In another embodiment, the width-to-thickness ratio of the support layer 31 is (90-110): 1; the width-to-thickness ratios of the first reinforcement layer 32 and the second reinforcement layer 33 are both (60-80): 1. By designing the thickness of the support layer 31, the first reinforcement layer 32, and the second reinforcement layer 33, the support strength and lightness of the automobile tire can be further improved on the basis of ensuring the rigidity of the automobile tire, thereby ensuring the reliability of the automobile tire support performance.

[0043] In another embodiment, the support layer 31 is a steel wire braided layer, and the first reinforcement layer 32 and the second reinforcement layer 33 are both made of polyester fiber. The steel wire braided layer provides the support layer 31 with better rigidity, and the polyester fiber material provides the first reinforcement layer 32 and the second reinforcement layer 33 with better deformation characteristics and rigidity.

[0044] In another embodiment, a steel wire is provided inside the reinforcing rib 34 and is arranged around the tread. By setting the steel wire reinforcing rib 34, the steel wire reinforcing rib is arranged around the tread and is more tightly combined with the tread, so that the strength of the tread is further strengthened, the overall support of the tire is improved, the tread is better protected, the tread strength is improved, and it is not easy to be punctured.

[0045] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A new energy vehicle tire with high strength self-repairing function, characterized in that: The tire is provided with a tread body, a repair body and a reinforcement body in sequence from the outside to the inside. The repair body is provided with a first colloid layer, a repair colloid layer and a second colloid layer in sequence from the outside to the inside. The reinforcement body is provided with a support layer, a first reinforcement layer and a second reinforcement layer in sequence from the outside to the inside. A plurality of reinforcing ribs are arranged between the first reinforcing layer and the second reinforcing layer.

2. The new energy vehicle tire according to claim 1, characterized in that: The first colloid layer and the second colloid layer are bonded together at their edges at both ends, and the repairing adhesive layer is attached to the gap between the first colloid layer and the second colloid layer.

3. The new energy vehicle tire according to claim 1, characterized in that: The widths of the first colloid layer and the second colloid layer are both 100%-120% of the width of the tire running surface; the width of the repairing rubber layer is 90%-100% of the width of the tire running surface.

4. The new energy vehicle tire according to claim 3, characterized in that: The width-to-thickness ratios of the first colloid layer and the second colloid layer are both (90-120):1; the width-to-thickness ratio of the repairing adhesive layer is (70-90):

1.

5. The new energy vehicle tire according to claim 1, characterized in that: The first colloid layer and the second colloid layer are both elastic colloids; the repairing adhesive layer is thermoplastic rubber.

6. The new energy vehicle tire according to claim 5, characterized in that: The hardness of the first colloid layer and the second colloid layer is greater than the hardness of the repairing adhesive layer.

7. The new energy vehicle tire according to claim 1, characterized in that: The width of the support layer is 100%-120% of the width of the tire running surface, and the widths of the first reinforcement layer and the second reinforcement layer are both 100%-130% of the width of the tire running surface.

8. The new energy vehicle tire according to claim 7, characterized in that: The width-to-thickness ratio of the support layer is (90-110):1; the width-to-thickness ratios of the first reinforcement layer and the second reinforcement layer are both (60-80):

1.

9. The new energy vehicle tire according to claim 1, characterized in that: The supporting layer is a steel wire braided layer, and the first reinforcement layer and the second reinforcement layer are both made of polyester fiber.

10. The new energy vehicle tire according to claim 1, characterized in that: The reinforcing rib is provided with a steel wire and is arranged around the tread.

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