Impact-resistant tire

Abstract

The utility model discloses an impact-resistant tire. The impact-resistant tire comprises a tread, the cap ply is arranged at the bottom of the tread; the steel wire bridle layer is arranged at the bottom of the cap ply; the cord fabric layer is arranged at the bottom of the steel wire strap layer; the high-temperature-resistant layer is arranged at the bottom of the cord fabric layer; and the anti-collision layer is arranged at the bottom of the high-temperature-resistant layer. The automobile tire can resist multiple collisions between the tire and the ground and effectively isolate high temperature, the tire burst risk is reduced, the safety performance of an automobile is enhanced, and the service life of the tire is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and in particular to an impact-resistant tire. Background Technology

[0002] When a vehicle is in motion, the tires are in direct contact with the road surface, and the quality of the tires can directly affect the vehicle's main performance characteristics, such as power, fuel economy, braking performance, handling stability, ride smoothness, and passability.

[0003] Because vehicles travel on various road conditions, uneven surfaces can cause severe bumps, which in turn subject the tires to high-frequency impacts, significantly shortening their lifespan. Furthermore, tires continuously heat up during prolonged driving; if the tire's internal heat insulation is poor, the risk of a blowout increases, posing unpredictable risks to the driver's safety. Utility Model Content

[0004] The purpose of this invention is to solve the technical problem in the prior art where poor tire impact resistance easily leads to a shortened tire lifespan. This invention provides an impact-resistant tire that can withstand multiple impacts between the tire and the ground and effectively insulate against high temperatures, reducing the risk of tire blowout, enhancing vehicle safety performance, and extending tire lifespan.

[0005] To solve the above-mentioned technical problems, the present invention discloses an impact-resistant tire, comprising: a tread; a crown belt layer disposed at the bottom of the tread; a steel wire belt layer disposed at the bottom of the crown belt layer; a ply layer disposed at the bottom of the steel wire belt layer; a high-temperature resistant layer disposed at the bottom of the ply layer; and an anti-collision layer disposed at the bottom of the high-temperature resistant layer.

[0006] With the above technical solution, the crown belt layer is positioned between the tread and the steel wire belt layer. It not only secures the steel wire belt layer to the tread but also restrains and protects the steel wire belt layer, improving the overall high-speed performance and puncture resistance of the tire. Under high-speed driving or heavy loads, if there is no crown belt layer between the tread and the steel wire belt layer, the steel wire belt layer may move excessively or deform due to lack of restraint, causing the tire to lose stability and increasing the risk of a blowout.

[0007] The steel wire belt layer can enhance the rigidity of the tire. When driving at high speed or under lateral force, the tire with enhanced rigidity can more effectively resist deformation and maintain a stable shape and size, thereby improving the vehicle's driving stability, helping to improve vehicle handling and extend tire life.

[0008] As the most important load-bearing structure inside the tire, the ply layer, placed at the bottom of the steel cord layer, further enhances the tire's support. Moreover, the steel cord layer has high rigidity and strength, resisting tire deformation during driving. The ply layer behind it further consolidates this stability, reducing performance degradation caused by tire deformation.

[0009] Furthermore, as the main skeletal structure of a tire, the performance of the ply layer is directly related to the overall strength and stability of the tire. In high-temperature environments, the internal temperature of the tire rises rapidly. Without effective heat insulation measures, the ply layer will be directly affected by the high temperature, leading to accelerated material aging and reduced strength. Placing a high-temperature resistant layer at the bottom of the ply layer can effectively insulate it from high temperatures, protecting it from heat damage and thus extending the tire's service life.

[0010] The high-temperature resistant layer typically has excellent heat insulation properties, effectively blocking heat transfer between the tire's interior and the external environment. Placing the impact-resistant layer at the bottom of the high-temperature resistant layer not only enhances the tire's impact resistance but also further reduces the impact of the external environment on the tire's internal materials, such as the corrosive effects of ultraviolet radiation and moisture, thereby extending the tire's lifespan.

[0011] The ply layer provides structural support and stability, the high-temperature resistant layer isolates heat transfer to protect the internal structure from high temperatures to the greatest extent, and the impact-resistant layer directly deals with impacts and absorbs energy. These three layers work together to enable the tire to withstand multiple tire-ground collisions when driving on bumpy roads, greatly reducing the risk of tire blowouts and enhancing the safety performance of the vehicle.

[0012] In summary, impact-resistant tires consist of the following layers from the outermost to the innermost: tread, crown belt, steel wire belt, ply, high-temperature resistant layer, and impact protection layer. Through their combined action, these layers not only enable the tire to withstand multiple impacts with the ground when driving on bumpy roads, but also effectively insulate against high temperatures, reduce the risk of tire blowouts, enhance vehicle safety, and extend tire lifespan.

[0013] According to another specific embodiment of the present invention, the tread is made of synthetic rubber and the thickness of the tread is 13mm-15mm.

[0014] By employing the above technical solution, the use of synthetic rubber materials in the tread enhances tire grip, prevents tire slippage, and strengthens vehicle stability during driving. The tread thickness range can effectively meet the performance requirements of tires in different usage scenarios, such as handling, grip, wear resistance, comfort, and safety.

[0015] When the tread thickness is less than 13mm, it reduces the tire's wear resistance and affects its grip, and also increases the risk of a tire blowout. When the tread thickness is greater than 15mm, the thicker tread increases the overall weight of the tire and increases fuel consumption. Although a thicker tread may improve the tire's wear resistance and comfort to some extent, it may also lead to a decrease in tire handling.

[0016] The tread thickness in this technical solution is 13mm-15mm. This design improves tire wear resistance and reduces the risk of tire blowouts; it also does not increase the overall weight of the tire, thus reducing fuel consumption. Furthermore, it ensures tire comfort and improves tire handling.

[0017] According to another specific embodiment of the present invention, the crown band layer is made of adhesive-coated polyamide cord material, and the thickness of the crown band layer is 10mm-15mm.

[0018] When employing the above technical solution, the thickness of the crown belt layer needs to be determined based on a comprehensive consideration of tire design, including tire performance, cost, manufacturing process, and material properties. As an integral part of the tire, the crown belt layer plays a crucial role in the overall structural strength of the tire.

[0019] When the crown belt layer thickness is less than 10mm, it may not provide sufficient support, resulting in a reduction in the overall structural strength of the tire. When the crown belt layer thickness is greater than 15mm, more material is required to manufacture the crown belt layer, which increases the tire's manufacturing cost and weight, thereby reducing the tire's handling agility.

[0020] The crown belt layer in this technical solution has a thickness of 10mm-15mm. This thickness provides sufficient support for the tire, enhancing its overall structural strength, while reducing the need for excessive materials in its manufacture, thus lowering tire manufacturing costs. Simultaneously, it reduces tire weight and improves handling agility.

[0021] According to another specific embodiment of the present invention, the steel wire bundle layer is made of rubber-coated high-strength steel wire, and the thickness of the steel wire bundle layer is 1mm-3mm.

[0022] By adopting the above technical solution, the thickness range of the steel wire belt layer can ensure the structural strength of the tire while taking into account the tire's handling, wear resistance and comfort.

[0023] When the thickness of the steel wire harness layer is less than 1mm, it may not be able to withstand the various forces and stresses generated by the tire during driving, leading to easy damage to the tire structure. When the thickness of the steel wire harness layer is greater than 3mm, it increases the overall weight of the tire and rolling resistance, resulting in increased vehicle fuel consumption.

[0024] The steel wire harness layer in this technical solution has a thickness of 1mm-3mm, which can withstand various forces and stresses generated when the tire is running, ensuring that the tire structure is not easily damaged, without increasing the overall weight of the tire, and can also reduce rolling resistance, thereby reducing vehicle fuel consumption.

[0025] According to another specific embodiment of the present invention, the fabric layer is made of polyester cord, and the thickness of the fabric layer is 4mm-5mm.

[0026] Using the above technical solution, the ply material is made of polyester cord to meet the tire's strength requirements. When the tire experiences a severe impact, the ply can protect the tire's internal structure. The thickness range of the ply ensures that it provides sufficient support inside the tire, maintaining the tire's overall shape and stability when the tire is under pressure or rotating at high speed.

[0027] When the thickness of the tire cord layer is less than 4mm, it may not provide sufficient support, making the tire prone to deformation or damage under pressure. When the thickness of the tire cord layer is greater than 5mm, it increases the overall weight of the tire, leading to increased rolling resistance and consequently affecting the vehicle's fuel economy.

[0028] The cord layer in this technical solution is 4mm-5mm thick, which can provide sufficient support to ensure that the tire does not deform or get damaged when under pressure, without increasing the overall weight of the tire, and also reduce the rolling resistance of the tire, thereby improving the vehicle's fuel economy.

[0029] According to another specific embodiment of the present invention, the high-temperature resistant layer is made of aluminum silicate refractory fiber, and the thickness of the high-temperature resistant layer is 5mm-10mm.

[0030] By employing the above technical solution, since the friction between the tire and the ground generates a large amount of heat, the high-temperature resistant layer uses aluminum silicate refractory fiber material. This effectively isolates most of the heat from being conducted to the tire's interior, reducing the risk of severe deformation of the tire's internal structure due to high temperatures. The thickness range of the high-temperature resistant layer ensures that it forms an effective heat insulation barrier inside the tire, reducing the direct impact of high temperatures on the tire's internal structure and materials, improving the tire's stability and durability in high-temperature environments, and thus extending the tire's service life.

[0031] When the thickness of the high-temperature resistant layer is less than 5mm, it may not be able to effectively insulate against high temperatures, causing the tire's internal materials and structure to be directly affected by the high temperature, accelerating aging and damage. When the thickness of the high-temperature resistant layer is greater than 10mm, under extreme high-temperature conditions, the excessively thick high-temperature resistant layer may actually affect the tire's heat dissipation performance to some extent.

[0032] The high-temperature resistant layer in this technical solution has a thickness of 5mm-10mm, which can effectively isolate high temperatures and prevent the tire's internal materials and structure from being directly affected by high temperatures, thus avoiding accelerated aging and damage. It also does not affect the tire's heat dissipation performance due to excessive thickness.

[0033] According to another specific embodiment of the present invention, the anti-collision layer is made of high molecular weight polyethylene, and the thickness of the anti-collision layer is 20mm-25mm.

[0034] By adopting the above technical solution, the thickness range of the anti-collision layer can provide sufficient buffer space when a collision occurs, absorb and disperse the collision energy, thereby reducing damage to vehicles, buildings or people.

[0035] When the thickness of the crash barrier is less than 20mm, it may not provide sufficient buffer space, resulting in the collision energy not being effectively absorbed and dispersed, thus increasing the risk of damage to vehicles, buildings, or people. When the thickness of the crash barrier is greater than 25mm, the excessively thick crash barrier may occupy too much space for the tire, affecting the overall tire layout and usage efficiency.

[0036] The anti-collision layer in this technical solution is 20mm-25mm thick, which provides sufficient buffer space to effectively absorb and disperse collision energy without taking up too much space in the tire, thus affecting the overall tire layout and usage efficiency. Attached Figure Description

[0037] Figure 1 A schematic diagram of an impact-resistant tire according to an embodiment of the present invention is shown.

[0038] Figure 2 This diagram shows a cross-sectional view of the crown portion of an impact-resistant tire according to an embodiment of the present invention.

[0039] Explanation of reference numerals in the attached figures

[0040] 1. Tread layer; 2. Crown layer; 3. Steel wire belt layer; 4. Cord layer; 5. High temperature resistant layer; 6. Anti-collision layer. Detailed Implementation

[0041] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model will be presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details will be included in the following description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0042] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0043] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0044] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0045] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0046] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0047] refer to Figure 1 and Figure 2This application provides an impact-resistant tire, including a tread 1, a crown belt layer 2, a steel wire belt layer 3, a ply layer 4, a high-temperature resistant layer 5, and a crash barrier layer 6. Along the radial direction X, the crown belt layer 2 is located at the bottom of the tread 1, the steel wire belt layer 3 is located at the bottom of the crown belt layer 2, the ply layer 4 is located at the bottom of the steel wire belt layer 3, the high-temperature resistant layer 5 is located at the bottom of the ply layer 4, and the crash barrier layer 6 is located at the bottom of the high-temperature resistant layer 5.

[0048] With the above technical solution, the crown belt layer 2 is positioned between the tread 1 and the steel wire belt layer 3. It not only secures the steel wire belt layer 3 to the tread 1 but also restrains and protects the steel wire belt layer 3, and improves the overall high-speed performance and puncture resistance of the tire. Under high-speed driving or heavy load conditions, if there were no crown belt layer 2 between the tread 1 and the steel wire belt layer 3, the steel wire belt layer 3 might move excessively or deform due to lack of restraint, causing the tire to lose stability and increasing the risk of a blowout.

[0049] The steel wire belt layer 3 can enhance the rigidity of the tire. When driving at high speed or under lateral force, the tire with enhanced rigidity can resist deformation more effectively, maintain a stable shape and size, thereby improving the driving stability of the vehicle, helping to improve the handling of the vehicle and extend the service life of the tire.

[0050] As the most important load-bearing structure inside the tire, the ply layer 4 is placed at the bottom of the steel cord belt layer 3, which can further enhance the tire's support. Moreover, the steel cord belt layer 3 has high rigidity and strength, which can resist tire deformation during driving. The ply layer 4 behind it can further consolidate this stability and reduce the performance degradation caused by tire deformation.

[0051] Furthermore, as the main skeleton structure of the tire, the performance of the ply 4 is directly related to the overall strength and stability of the tire. In high-temperature environments, the internal temperature of the tire rises rapidly. Without effective heat insulation measures, the ply 4 will be directly affected by the high temperature, leading to accelerated material aging and reduced strength. Placing the high-temperature resistant layer 5 at the bottom of the ply 4 can effectively insulate against high temperatures, protecting the ply 4 from heat damage and thus extending the tire's service life.

[0052] The high-temperature resistant layer 5 typically has excellent heat insulation properties, effectively blocking heat transfer between the tire's interior and the external environment. The impact-resistant layer 6 is placed at the bottom of the high-temperature resistant layer 5. Under the effective protection of the impact-resistant layer 6, not only is the tire's impact resistance enhanced, but the impact of the external environment on the tire's internal materials is further reduced. For example, harmful factors such as ultraviolet radiation and moisture can corrode the tire, thus extending its service life.

[0053] The ply layer 4 provides structural support and stability, the high-temperature resistant layer 5 isolates heat transfer to protect the internal structure from high temperatures to the greatest extent, and the anti-collision layer 6 directly deals with impacts and absorbs energy. These three layers work closely together to enable the tire to withstand multiple tire-ground collisions when driving on very bumpy roads, greatly reducing the risk of tire blowouts and enhancing the safety performance of the car.

[0054] In summary, impact-resistant tires consist of the following layers from the outermost to the innermost: tread 1, crown belt layer 2, steel wire belt layer 3, cord layer 4, high-temperature resistant layer 5, and impact protection layer 6. Through their combined action, the tires can not only withstand multiple impacts between the tire and the ground when driving on bumpy roads, but also effectively insulate against high temperatures, reduce the risk of tire blowout, enhance the safety performance of the vehicle, and extend the service life of the tires.

[0055] In some possible implementations, refer to Figure 2 The tread 1 is made of synthetic rubber and has a thickness of 13mm-15mm.

[0056] By adopting the above technical solution, the tread 1, made of synthetic rubber material, can enhance the tire's grip, prevent tire slippage, and improve vehicle stability during driving. The thickness range of the tread 1 can well meet the performance requirements of the tire in different usage scenarios, such as handling, grip, wear resistance, comfort, and safety.

[0057] When the thickness of tread 1 is less than 13mm, it will reduce the tire's wear resistance and affect its grip, and will also increase the risk of tire blowout. When the thickness of tread 1 is greater than 15mm, the thicker tread 1 will increase the overall weight of the tire and increase fuel consumption. Although a thicker tread 1 may improve the tire's wear resistance and comfort to some extent, it may also lead to a decrease in the tire's handling.

[0058] The tread thickness 1 in this technical solution is 13mm-15mm. This design improves tire wear resistance and reduces the risk of tire blowout; it also does not increase the overall weight of the tire, thus reducing fuel consumption. In addition, it ensures tire comfort and improves tire handling.

[0059] It should be noted that the thickness of the tread 1 is not specifically limited in this embodiment. For example, in other possible implementations, the thickness of the tread 1 can be 13mm, 13.5mm, 14mm, 15mm, etc.

[0060] In some possible implementations, refer to Figure 2 The crown layer 2 is made of coated polyamide cord material, and the thickness of the crown layer 2 is 10mm-15mm.

[0061] The thickness of the crown belt layer 2, when using the above technical solution, needs to be determined based on a comprehensive consideration of tire design, including tire performance, cost, manufacturing process, and material properties. As part of the tire, the crown belt layer 2 plays a crucial role in the overall structural strength of the tire.

[0062] When the thickness of crown belt layer 2 is less than 10mm, it may not provide sufficient support, resulting in a reduction in the overall structural strength of the tire. When the thickness of crown belt layer 2 is greater than 15mm, more material is required to manufacture crown belt layer 2, which increases the tire's manufacturing cost and weight, thereby reducing the tire's handling agility.

[0063] In this technical solution, the crown belt layer 2 has a thickness of 10mm-15mm. This thickness provides sufficient support for the tire, enhancing its overall structural strength, while reducing the need for excessive materials in its manufacture, thus lowering tire manufacturing costs. Simultaneously, it reduces tire weight and improves handling agility.

[0064] It should be noted that the thickness of the coronary band layer 2 is not specifically limited in this application embodiment. For example, in other possible implementations, the thickness of the coronary band layer 2 can be 10mm, 10.5mm, 11mm, 15mm, etc.

[0065] In some possible implementations, refer to Figure 2 The steel wire harness layer 3 is made of rubber-coated high-strength steel wire, and the thickness of the steel wire harness layer 3 is 1mm-3mm.

[0066] By adopting the above technical solution, the thickness range of the steel wire belt layer 3 can ensure the structural strength of the tire while taking into account the tire's handling, wear resistance and comfort.

[0067] When the thickness of the steel wire harness layer 3 is less than 1mm, it may not be able to withstand the various forces and stresses generated by the tire during driving, leading to easy damage to the tire structure. When the thickness of the steel wire harness layer 3 is greater than 3mm, it will increase the overall weight of the tire and rolling resistance, resulting in increased vehicle fuel consumption.

[0068] The steel wire harness layer 3 in this technical solution has a thickness of 1mm-3mm, which can withstand various forces and stresses generated when the tire is running, ensuring that the tire structure is not easily damaged, without increasing the overall weight of the tire, and can also reduce rolling resistance, thereby reducing vehicle fuel consumption.

[0069] It should be noted that the thickness of the wire bundle layer 3 is not specifically limited in this embodiment. For example, in other possible implementations, the thickness of the wire bundle layer 3 can be 1mm, 1.5mm, 2mm, 3mm, etc.

[0070] In some possible implementations, refer to Figure 2 The fabric layer 4 is made of polyester cord and has a thickness of 4mm-5mm.

[0071] Using the above technical solution, the ply 4 is made of polyester cord material to meet the tire's strength requirements. When the tire experiences a severe impact, the ply 4 can protect the tire's internal structure. The thickness range of the ply 4 ensures that it provides sufficient support inside the tire, maintaining the tire's overall shape and stability when the tire is under pressure or rotating at high speed.

[0072] When the thickness of the ply 4 is less than 4mm, it may not provide sufficient support, causing the tire to easily deform or be damaged under pressure. When the thickness of the ply 4 is greater than 5mm, it increases the overall weight of the tire, leading to increased rolling resistance and thus affecting the vehicle's fuel economy.

[0073] The thickness of the cord layer 4 in this technical solution is 4mm-5mm, which can provide sufficient support to ensure that the tire does not deform or get damaged when under pressure, without increasing the overall weight of the tire, and also reduce the rolling resistance of the tire, thereby improving the fuel economy of the vehicle.

[0074] It should be noted that the thickness of the fabric layer 4 is not specifically limited in this embodiment. For example, in other possible implementations, the thickness of the fabric layer 4 can be 4mm, 4.3mm, 4.5mm, 5mm, etc.

[0075] In some possible implementations, refer to Figure 2 The high-temperature resistant layer 5 is made of aluminum silicate refractory fiber, and the thickness of the high-temperature resistant layer 5 is 5mm-10mm.

[0076] Using the above technical solution, since the friction between the tire and the ground generates a large amount of heat, the high-temperature resistant layer 5 is made of aluminum silicate refractory fiber material. This effectively isolates most of the heat from being conducted to the tire's interior, reducing the risk of severe deformation of the tire's internal structure due to high temperatures. The thickness range of the high-temperature resistant layer 5 ensures that it forms an effective heat insulation barrier inside the tire, reducing the direct impact of high temperatures on the tire's internal structure and materials, improving the tire's stability and durability in high-temperature environments, and thus extending the tire's service life.

[0077] When the thickness of the high-temperature resistant layer 5 is less than 5mm, it may not be able to effectively insulate against high temperatures, causing the tire's internal materials and structure to be directly affected by high temperatures, accelerating aging and damage. When the thickness of the high-temperature resistant layer 5 is greater than 10mm, under extreme high-temperature conditions, an excessively thick high-temperature resistant layer 5 may actually affect the tire's heat dissipation performance to some extent.

[0078] The high-temperature resistant layer 5 in this technical solution has a thickness of 5mm-10mm, which can effectively isolate high temperature and prevent the tire's internal materials and structure from being directly affected by high temperature, thus preventing accelerated aging and damage, while also ensuring that the tire's heat dissipation performance is not affected by excessive thickness.

[0079] It should be noted that the thickness of the high-temperature resistant layer 5 is not specifically limited in this application embodiment. For example, in other possible implementations, the thickness of the high-temperature resistant layer 5 can be 5mm, 5.5mm, 6mm, 10mm, etc.

[0080] In some possible implementations, refer to Figure 2 The anti-collision layer 6 is made of high molecular weight polyethylene, and the thickness of the anti-collision layer 6 is 20mm-25mm.

[0081] By adopting the above technical solution, the thickness range of the anti-collision layer 6 can provide sufficient buffer space when a collision occurs, absorb and disperse collision energy, thereby reducing damage to vehicles, buildings or people.

[0082] When the thickness of the impact protection layer 6 is less than 20mm, it may not provide sufficient buffer space, resulting in the collision energy not being effectively absorbed and dispersed, thus increasing the risk of damage to vehicles, buildings, or people. When the thickness of the impact protection layer 6 is greater than 25mm, the excessively thick impact protection layer 6 may occupy too much space in the tire, affecting the overall tire layout and usage efficiency.

[0083] The anti-collision layer 6 in this technical solution has a thickness of 20mm-25mm. While providing sufficient buffer space to effectively absorb and disperse collision energy, it does not occupy too much space in the tire, thus affecting the overall layout and efficiency of the tire.

[0084] It should be noted that the thickness of the anti-collision layer 6 is not specifically limited in this embodiment. For example, in other possible implementations, the thickness of the anti-collision layer 6 can be 20mm, 20.5mm, 21mm, 25mm, etc.

[0085] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A puncture resistant tire characterized by, The impact-resistant tire includes: Tire tread; The crown layer is located at the bottom of the tread. A steel wire harness layer is disposed at the bottom of the crown layer; The fabric layer is disposed at the bottom of the steel wire bundle layer; A high-temperature resistant layer is provided at the bottom of the fabric layer; An anti-collision layer is provided at the bottom of the high-temperature resistant layer.

2. The impact resistant tire of claim 1, wherein, The tread is made of synthetic rubber and has a thickness of 13mm-15mm.

3. The impact resistant tire of claim 1, wherein, The crown band layer is made of coated polyamide cord material, and the thickness of the crown band layer is 10mm-15mm.

4. The impact resistant tire of claim 1, wherein, The steel wire bundle layer is made of rubber-coated high-strength steel wire, and the thickness of the steel wire bundle layer is 1mm-3mm.

5. The impact resistant tire of claim 1, wherein, The fabric layer is made of polyester cord and has a thickness of 4mm-5mm.

6. The impact resistant tire of claim 1, wherein, The high-temperature resistant layer is made of aluminum silicate refractory fiber, and the thickness of the high-temperature resistant layer is 5mm-10mm.

7. The impact resistant tire of claim 1, wherein, The anti-collision layer is made of high molecular weight polyethylene, and the thickness of the anti-collision layer is 20mm-25mm.

Images