Anti-explosion and anti-seismic tire
By incorporating an airtight layer, a sound-absorbing layer, a composite steel wire layer, an outer protective layer, and a shock-absorbing pad layer inside the tire, the problem of tires being prone to punctures and bursts under complex road conditions is solved, achieving the effects of explosion-proof, shock-resistant, and noise reduction, thus improving the overall performance of the tire.
Patent Information
- Application Number
- CN202422894970.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-27
- Publication Date
- 2025-12-12
- Estimated Expiration
- 2034-11-27
AI Technical Summary
Tires are easily punctured when driving on roads with poor conditions, leading to air leakage and bursting. Existing technology is not effective in preventing bursting caused by sudden impacts from large loads.
An explosion-proof and shock-resistant tire has been designed, including an airtight layer, a sound-absorbing layer, a composite steel wire layer, an outer protective layer, a shock-absorbing pad layer, and anti-skid treads. The combination of the steel wire braided layer and the adhesive layer enhances the tire body strength, the outer protective layer provides the first layer of protection, the shock-absorbing pad layer enhances the shock resistance, and a sound-absorbing layer is set between the airtight layer and the composite steel wire layer to reduce noise.
It improves the tire's puncture resistance, shock absorption, and user experience, ensuring it is less prone to punctures and blowouts under complex road conditions, while reducing driving noise and enhancing the tire's overall performance.
Smart Images
Figure CN223657938U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of tire technology, and in particular to an explosion-proof and shock-resistant tire. Background Technology
[0002] Tires are an essential component of automobiles or other vehicles. They are the contact points between the vehicle and the ground, providing support and cushioning. Tires are typically made of rubber and other composite materials.
[0003] When tires travel on roads with poor conditions, especially when they come into contact with sharp objects during high-frequency undulations and jumps, the tires are easily punctured and leak air. Therefore, designing a reasonable multi-layered internal structure for the tire is one of the ways to improve tires and prevent them from bursting due to sudden impacts from large loads. Utility Model Content
[0004] The purpose of this application is to provide an explosion-proof and shock-resistant tire to solve at least one of the above-mentioned technical problems.
[0005] To solve the above-mentioned technical problems, this application provides an explosion-proof and shock-resistant tire, including a tread, a sidewall, and a shoulder connecting the tread and the sidewall. The tread end consists of an airtight layer, a sound-absorbing layer, a composite steel wire layer, and an outer protective layer from the inside to the outside. The side of the outer protective layer facing away from the composite steel wire layer is the tread body, and the tread body has anti-skid patterns.
[0006] The tire shoulder is provided with an anti-vibration pad layer that connects with the outer protective layer;
[0007] The composite steel wire layer includes a steel wire braided layer and an adhesive layer located on the upper and lower sides of the steel wire braided layer;
[0008] In the above implementation process, the tread body of this solution has anti-slip patterns to ensure the tire's basic anti-slip performance. The layer closest to the tire body is the outer protective layer, which is the first layer of protection to resist external impacts and punctures. The subsequent composite steel wire layer is the core layer of the tire provided by this solution. It is woven from steel wire material, which effectively improves the tire body strength. At the same time, the upper and lower adhesive layers make the structure of the steel wire layer more compact, further improving its strength and enhancing the tire's puncture resistance. In addition, this solution further sets an anti-vibration pad layer at the tire shoulder, which is more susceptible to impact and has relatively weak shock resistance, thereby improving the tire's overall shock resistance performance. This solution also further sets a sound-dampening layer between the airtight layer and the composite steel wire layer, which can reduce tire noise generated during driving and improve the user experience.
[0009] Preferably, the composite steel wire layer further includes a reinforcing layer;
[0010] The adhesive layer, located near the outer protective layer, is situated between the wire braid layer and the reinforcing layer.
[0011] Preferably, the reinforcing layer is made of nylon fiber, and the thickness of the reinforcing layer is 0.8-1.0 mm.
[0012] In the above process, the composite steel wire layer is further reinforced with a nylon fiber layer, which can compensate for the toughness of the composite steel wire layer, thereby effectively improving the overall performance of the composite steel wire layer, improving the overall performance of the tire, so as to better adapt to complex road conditions and improve the tire's explosion-proof and shock-resistant performance.
[0013] Preferably, the thickness of the steel wire braided layer is 1-1.2 mm.
[0014] In the above process, the thickness of the steel wire braid layer should not be too large. If it is too large, the tire will be too heavy and the tire rigidity will be too large, which is not conducive to shock resistance. If it is too small, it will affect the main strength and explosion-proof performance.
[0015] Preferably, the anti-slip pattern includes annular patterns arranged around the circumference of the tire, and the annular patterns are provided in four lines and are spaced apart along the axial direction of the tire, namely the first pattern, the second pattern, the third pattern and the fourth pattern.
[0016] A first arc-shaped pattern is provided between the first and second treads, and a second arc-shaped pattern is provided between the third and fourth treads. The arc-shaped openings of the first and second arc-shaped patterns are opposite in direction. Multiple first and second arc-shaped patterns are provided and are spaced around the tire in a circumferential manner.
[0017] A first transverse rib is formed at the junction of the first arc-shaped rib and the first rib towards the tire sidewall, and a second transverse rib is formed at the junction of the second arc-shaped rib and the fourth rib towards the tire sidewall. The first transverse rib and the second transverse rib extend along the tire in a direction parallel to the tire's axial direction.
[0018] In the above implementation process, this solution uses multiple annular patterns in combination with arc patterns and horizontal patterns to ensure the tire's basic anti-skid performance while also taking into account the tire's water drainage and heat dissipation, thereby ensuring the tire's overall performance and adapting to different weather environments.
[0019] Preferably, the airtight layer, the sound-absorbing layer, and the outer protective layer are connected to the tire sidewall.
[0020] Preferably, the sound-absorbing layer is polyurethane cotton;
[0021] In the above implementation process, this solution uses polyurethane cotton as the sound-absorbing layer for tire filling. It has a certain degree of elasticity and excellent sound absorption and insulation performance. Therefore, it can effectively reduce tire noise while also taking into account a certain degree of tire cushioning.
[0022] Preferably, the outer protective layer is made of polyamide material;
[0023] In the above process, polyamide itself has good chemical corrosion resistance and wear resistance. At the same time, its low density can prevent the overall weight of the tire from being too large. In addition, although it is lightweight, it also has good strength and impact resistance. Therefore, as an outer protective layer, it can effectively improve the overall performance of the tire.
[0024] Preferably, the adhesive layer is neoprene rubber.
[0025] Preferably, the anti-vibration pad is made of SBR rubber.
[0026] Compared with existing technologies, the beneficial effects of this application are as follows: The tread body of this solution has anti-slip patterns to ensure the basic anti-slip performance of the tire; the layer closest to the tire body is the outer protective layer, which is the first layer of protection to resist external impacts and punctures; the subsequent composite steel wire layer is the core layer of the tire provided by this solution, which is woven from steel wire material, effectively improving the tire body strength. At the same time, the upper and lower adhesive layers can make the structure of the steel wire layer more compact, further improving its strength and enhancing the tire's anti-explosion performance; in addition, this solution further sets an anti-vibration pad layer at the tire shoulder, which is more susceptible to impact and has relatively weak shock resistance, thereby improving the tire's overall shock resistance performance; this solution also further sets a sound-dampening layer between the airtight layer and the composite steel wire layer, which can reduce tire noise generated during driving and improve the user experience. Attached Figure Description
[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0028] Figure 1 This is a schematic diagram of the overall structure of one embodiment of this application;
[0029] Figure 2 This is a cross-sectional structural schematic diagram of one embodiment of this application;
[0030] Figure 3 This is a schematic diagram of the multilayer structure distribution of the composite steel wire layer according to one embodiment of this application;
[0031] Among them: 10, airtight layer; 20, soundproof layer; 30, composite steel wire layer; 40, outer protective layer; 50, seismic pad layer; 61, first texture; 62, second texture; 63, third texture; 64, fourth texture; 65, first arc-shaped texture; 66, second arc-shaped texture; 67, first horizontal texture; 68, second horizontal texture. Detailed Implementation
[0032] The following drawings disclose several embodiments of this application. For clarity, many practical details will be described in the following description. However, it should be understood that these practical details should not be used to limit this application. That is, in some embodiments of this application, these practical details are not essential. In addition, for the sake of simplicity, some conventional structures and components will be shown in the drawings in a simple schematic manner.
[0033] It should be noted that all directional indications in the embodiments of this application, such as up, down, left, right, front, back, etc., are only used to explain the relative positional relationship and movement of the components in a specific posture as shown in the attached figure. If the specific posture changes, the directional indication will also change accordingly.
[0034] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit this application. They are merely used to distinguish components or operations described using the same technical terms and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but only if they are feasible for those skilled in the art. If a combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.
[0035] To further understand the utility model content, features, and effects of this application, the following embodiments are provided, and detailed descriptions are given below in conjunction with the accompanying drawings:
[0036] Example
[0037] Tires are an essential component of automobiles and other vehicles, serving as the contact points between the vehicle and the ground, providing support and cushioning. Tires are typically made of rubber and other composite materials. When tires travel on rough roads, especially during high-frequency bumps and jumps, they are susceptible to punctures and air leaks. Therefore, designing a rational, multi-layered internal structure for tires is one direction for improvement to prevent tire blowouts caused by sudden impacts from large loads.
[0038] To address the aforementioned technical problems, this embodiment provides an explosion-proof and shock-resistant tire. For details, please refer to [link / reference needed]. Figure 1-3 The explosion-proof and shock-resistant tires provided in this solution include the tread, the sidewall, and the shoulder that connects the tread and the sidewall.
[0039] For further details, please see Figure 2 The tread end consists of an airtight layer 10, a sound-absorbing layer 20, a composite steel wire layer 30, and an outer protective layer 40, from the inside to the outside. The side of the outer protective layer 40 facing away from the composite steel wire layer 30 is the tread body, which has anti-skid patterns.
[0040] Specifically, the tire shoulder is provided with an anti-vibration pad 50 that connects with the outer protective layer 40;
[0041] Furthermore, the composite steel wire layer 30 includes a steel wire braided layer and adhesive layers located on the upper and lower sides of the steel wire braided layer;
[0042] In the above solution, the tread body has anti-slip patterns to ensure the tire's basic anti-slip performance. The layer closest to the tire body is the outer protective layer 40, which serves as the first layer of protection against external impacts and punctures. The subsequent composite steel wire layer 30 is the core layer of the tire provided by this solution. It is woven from steel wire material, effectively improving tire strength. Combined with the upper and lower adhesive layers, it makes the steel wire layer structure more compact, further enhancing its strength and improving the tire's puncture resistance. In addition, this solution further incorporates an anti-vibration pad layer 50 at the tire shoulder, which is more susceptible to impact and has weaker shock resistance, thereby improving the tire's overall shock resistance performance. Furthermore, this solution further incorporates a sound-dampening layer 20 between the airtight layer 10 and the composite steel wire layer 30, which reduces tire noise during driving and improves the user experience.
[0043] Specifically, the composite steel wire layer 30 also includes a reinforcing layer;
[0044] Among them, the adhesive layer on the side closest to the outer protective layer 40 is located between the steel wire braid layer and the reinforcing layer;
[0045] Furthermore, in one embodiment, the reinforcing layer is nylon fiber;
[0046] Furthermore, the thickness of the reinforcing layer is 0.8-1.0 mm.
[0047] In the above scheme, the composite steel wire layer 30 is further reinforced with a nylon fiber layer, which can compensate for the toughness of the composite steel wire layer 30, thereby effectively improving the overall performance of the composite steel wire layer 30, improving the overall performance of the tire, so as to better adapt to complex road conditions and improve the tire's explosion-proof and shock-resistant performance.
[0048] Specifically, the thickness of the steel wire braid layer is 1-1.2mm.
[0049] In the above scheme, the thickness of the steel wire braid layer should not be too large. If it is too large, it will result in excessive tire weight and high tire rigidity, which is not conducive to shock resistance. If it is too small, it will affect the main strength and explosion-proof performance.
[0050] For details, please see Figure 1 The anti-slip pattern includes annular patterns arranged around the tire circumference. There are four annular patterns arranged at intervals along the tire axis, namely the first pattern 61, the second pattern 62, the third pattern 63 and the fourth pattern 64.
[0051] Furthermore, a first arc-shaped pattern 65 is provided between the first pattern 61 and the second pattern 62, and a second arc-shaped pattern 66 is provided between the third pattern 63 and the fourth pattern 64. The arc-shaped openings of the first arc-shaped pattern 65 and the second arc-shaped pattern 66 are opposite in direction. Both the first arc-shaped pattern 65 and the second arc-shaped pattern 66 are provided in multiples and are arranged circumferentially around the tire.
[0052] Specifically, a first transverse rib 67 is formed at the junction of the first arc-shaped rib 65 and the first rib 61 toward the tire sidewall, and a second transverse rib 68 is formed at the junction of the second arc-shaped rib 66 and the fourth rib 64 toward the tire sidewall. The first transverse rib 67 and the second transverse rib 68 extend along the tire in a direction parallel to the tire's axial direction.
[0053] In the above solution, multiple annular patterns combined with arc patterns and horizontal patterns ensure the tire's basic anti-skid performance while also taking into account water drainage and heat dissipation, thereby guaranteeing the tire's overall performance and adapting to different weather conditions.
[0054] Specifically, the airtight layer 10, the sound-absorbing layer 20, and the outer protective layer 40 are connected to the tire sidewall.
[0055] In one embodiment, the sound-absorbing layer 20 is polyurethane cotton;
[0056] In the above scheme, polyurethane cotton is selected as the sound-absorbing layer 20 for tire filling. It has a certain elasticity and excellent sound absorption and insulation performance. Therefore, it can effectively reduce tire noise while also taking into account a certain tire cushioning effect.
[0057] Furthermore, in one embodiment, the outer sheath 40 is made of a polyamide material;
[0058] In the above scheme, polyamide itself has good chemical corrosion resistance and wear resistance. At the same time, its low density can avoid the overall weight of the tire being too large. Secondly, although it is lightweight, it also has good strength and impact resistance. Therefore, as an outer protective layer 40, it can effectively improve the overall performance of the tire.
[0059] Specifically, the adhesive layer is made of neoprene rubber.
[0060] Specifically, the seismic pad 50 is made of SBR rubber.
[0061] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application shall fall within the scope of the technical solution of this application.
Claims
1. An explosion-proof and shock-resistant tire, comprising a tread, a sidewall, and a shoulder connecting the tread and the sidewall, characterized in that: The tread end consists of an airtight layer, a noise-reducing layer, a composite steel wire layer, and an outer protective layer from the inside to the outside; the side of the outer protective layer facing away from the composite steel wire layer is the tread body, and the tread body has anti-skid patterns. The tire shoulder is provided with an anti-vibration pad layer that connects with the outer protective layer; The composite steel wire layer includes a steel wire braided layer and an adhesive layer located on the upper and lower sides of the steel wire braided layer; The anti-skid pattern includes annular patterns arranged around the circumference of the tire. The annular patterns are four in number and spaced apart along the axial direction of the tire, namely the first pattern, the second pattern, the third pattern and the fourth pattern. A first arc-shaped pattern is provided between the first and second treads, and a second arc-shaped pattern is provided between the third and fourth treads. The arc-shaped openings of the first and second arc-shaped patterns are opposite in direction. Multiple first and second arc-shaped patterns are provided and are spaced around the tire in a circumferential manner. A first transverse rib is formed at the junction of the first arc-shaped rib and the first rib towards the tire sidewall, and a second transverse rib is formed at the junction of the second arc-shaped rib and the fourth rib towards the tire sidewall. The first transverse rib and the second transverse rib extend along the tire in a direction parallel to the tire's axial direction. The composite steel wire layer also includes a reinforcing layer; The adhesive layer, located near the outer protective layer, is situated between the wire braided layer and the reinforcing layer.
2. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The thickness of the steel wire braided layer is 1-1.2 mm.
3. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The reinforcing layer is made of nylon fiber, and the thickness of the reinforcing layer is 0.8-1.0 mm.
4. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The airtight layer, sound-absorbing layer, and outer protective layer are connected to the tire sidewall.
5. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The sound-absorbing layer is made of polyurethane cotton.
6. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The outer protective layer is made of polyamide material.
7. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The adhesive layer is neoprene rubber.
8. The explosion-proof and shock-resistant tire according to claim 1, characterized in that: The anti-vibration pad is made of SBR rubber.