Multi-gradient hardness cushion tire

Abstract

The utility model discloses a kind of multi-gradient hardness buffer tires, it is related to tire technical field, including carcass, annular and having multiple honeycomb holes buffer layer are coaxially arranged in the inner cavity of carcass, the outer wall of buffer layer is fixedly connected in the middle part of carcass, the inner wall of buffer layer is fixedly connected with the support ring of hub abutting cooperation, chamber in the inner cavity is located at the both sides of buffer layer and is communicated by honeycomb hole, since buffer layer sharp object is connected inside carcass and punctures into buffer layer, buffer layer can be compressed and superimposed to slow down the loss of gas, in addition, even if the gas loss of the inner cavity of carcass, but buffer layer makes tire have good support performance, so that tire can continue to drive, on the one hand, buffer layer superimposition reduces the loss rate of gas in carcass, on the other hand, buffer layer has good support driving, so that tire can continue to drive in deflated state, so it can effectively reduce the possibility of accident.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, specifically to a multi-gradient hardness cushioning tire. Background Technology

[0002] Tires are an important component of automobiles and other vehicles. Their functions are multifaceted, such as enabling vehicles to start, accelerate, brake, and steer under various road conditions, ensuring driving safety and handling, absorbing road bumps and vibrations, providing a comfortable driving environment for passengers, and protecting the vehicle's suspension system and other components.

[0003] Patent CN221757295U discloses a pneumatic tire, which includes a tread, a tire sidewall, a longitudinal main groove, and a lateral groove. The longitudinal main groove includes a tire crown surface, a first sidewall defining surface, a second sidewall defining surface, and a bottom defining groove. The bottom defining groove includes a first outer section, a second outer section, and a middle section. The first outer section and the second outer section are smoothly and tangentially connected to the first sidewall defining surface and the second sidewall defining surface. The radius of curvature of the middle section is greater than that of the first outer section and the second outer section. The middle section extends towards the center of the tire.

[0004] As with the prior art in the aforementioned patents, pneumatic tires allow the tire to better conform to the road surface when in contact with the ground, increasing the contact area between the tire and the ground and thus improving grip. However, during vehicle operation, sharp objects may puncture the tires, and in some cases, the vehicle needs to continue driving. In this state, the loss of air inside the tire makes it easy for the tire to deviate, which poses a significant risk. Utility Model Content

[0005] The purpose of this invention is to provide a multi-gradient hardness cushioning tire to address the shortcomings of the prior art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a multi-gradient hardness buffer tire, comprising a tire body, an annular buffer layer with multiple honeycomb holes coaxially disposed in the inner cavity of the tire body, the outer wall of the buffer layer being fixedly connected to the middle of the tire body, and a support ring being fixedly connected to the inner wall of the buffer layer to fit against the wheel hub, and the chambers located on both sides of the buffer layer in the inner cavity being connected through the honeycomb holes.

[0007] Furthermore, each inner wall of the honeycomb pore has an arc-shaped protrusion.

[0008] Furthermore, the buffer layer is made of a mixture of composite rubber, resin, and glass fiber.

[0009] Furthermore, drainage grooves are formed on the surface of the tire carcass.

[0010] Furthermore, the two chambers are arranged symmetrically about the midline of the fetal body.

[0011] Compared with the prior art, the multi-gradient hardness buffer tire provided by this utility model can reduce the risk of tire shrinkage when the tire is punctured due to air loss. However, because the tire body is connected to a buffer layer inside the tire body, the buffer layer can be compressed and stacked after a sharp object punctures it, thus slowing down the air loss. In addition, even if the air inside the tire body is lost, the buffer layer provides good support, allowing the tire to continue to be driven. On the one hand, the stacking of the buffer layer reduces the rate of air loss inside the tire body, and on the other hand, the good support of the buffer layer allows the tire to continue to be driven even when it is deflated, thus effectively reducing the possibility of accidents. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0013] Figure 1 A schematic diagram of the overall tire structure provided in this embodiment of the utility model; Figure 2 A cross-sectional view of a tire provided for an embodiment of this utility model; Figure 3 A schematic diagram of the buffer layer structure provided in an embodiment of this utility model; Figure 4 This is a schematic diagram of the honeycomb structure provided in an embodiment of the present invention.

[0014] Explanation of reference numerals in the attached figures: 1. Carcass; 11. Inner cavity; 12. Chamber; 13. Drainage groove; 2. Buffer layer; 21. Outer wall; 22. Inner wall; 23. Support ring; 3. Honeycomb pores; 31. Protrusion. Detailed Implementation

[0015] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0016] Please see Figure 1-4This utility model provides a multi-gradient hardness buffer tire, including a tire body 1, wherein a drainage groove 13 is provided on the tire surface of the tire body 1 to enable the tire to drain water; an annular buffer layer 2 with multiple honeycomb holes 3 is coaxially provided in the inner cavity 11 of the tire body 1, the outer wall 21 of the buffer layer 2 is fixedly connected to the middle of the tire body 1, and the inner wall 22 of the buffer layer 2 is fixedly connected to a support ring 23 that fits against the wheel hub. The chambers 12 located on both sides of the buffer layer 2 in the inner cavity 11 are connected through the honeycomb holes 3, and each inner wall 22 of the holes has an arc-shaped protrusion 31. The two chambers 12 are symmetrically arranged about the centerline of the tire body 1.

[0017] Working principle: After the tire body 1 is installed on the vehicle's wheel rim, air is injected into the tire body 1 through the valve on the wheel rim. The air filling the inner cavity 11 of the tire body 1 causes it to bulge, allowing the user to drive. When no sharp object punctures the tire body 1, the tire tread contacts the ground, causing compression and thus compressing the buffer layer 2. The support ring 23 on the inner wall 22 of the buffer layer 2 abuts against the wheel rim. In this state, the presence of the buffer layer 2 does not affect the normal rotation of the tire. Furthermore, the buffer layer 2 provides good support for the tire. When the tire is punctured by a sharp object, the sharp object first punctures the surface of the tire body 1 and then enters the tire body 1. As the sharp object penetrates further, it inserts into the buffer layer 2. Taking any one of the honeycomb holes 3 in the buffer layer 2 as an example, the honeycomb hole 3 is a regular hexagon with two opposite faces... The protrusions 31 on the upper part are called the first protrusion 31 and the second protrusion 31. After the sharp object punctures the first protrusion 31, the second protrusion 31 comes into contact with the first protrusion 31 due to the compression of the buffer layer 2, which changes the orientation of the arc surface of the first protrusion 31 and thus changes the angle at which the sharp object punctures. This can prevent the sharp object from being inserted vertically into the buffer layer 2, causing part of the buffer layer 2 to be penetrated and stacked together, thus losing its support performance. The change in the angle at which the sharp object punctures the buffer layer 2 reduces the support performance of part of the buffer layer 2, but it still has the support performance. In addition, as the sharp object punctures the buffer layer 2 and the buffer layer 2 stacks together, it can reduce the fluid loss rate at the puncture site, so that the car can travel a longer distance when the tire is deflated. In addition, when the tire body 1 is deflated, the hardness of the surface of the tire body 1 in the area where the buffer layer 2 is located is significantly higher than that of the two sides of the tire body 1.

[0018] This utility model provides a multi-gradient hardness cushioning tire. When the tire body 1 is punctured, the air loss from the tire body 1 causes the tire body 1 to contract. However, because a sharp object punctures and enters the cushioning layer 2 inside the tire body 1, the cushioning layer 2 can be compressed and stacked, thereby slowing down the air loss. In addition, even if the air in the inner cavity 11 of the tire body 1 is lost, the cushioning layer 2 provides good support performance, allowing the tire to continue to be driven. On the one hand, the stacking of the cushioning layer 2 reduces the rate of air loss from the tire body 1, and on the other hand, the good support provided by the cushioning layer 2 allows the tire to continue to be driven even when deflated, thus effectively reducing the possibility of accidents.

[0019] The buffer layer 2 is made of a mixture of composite rubber, resin and glass fiber. This mixture enables the buffer layer 2 to have good deformation recovery ability and good support performance.

[0020] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A multi-gradient hardness cushioning tire, characterized in that, The tire includes a carcass (1). The inner cavity (11) of the carcass (1) is coaxially provided with an annular buffer layer (2) having multiple honeycomb holes (3). The outer wall (21) of the buffer layer (2) is fixedly connected to the middle part of the carcass (1). The inner wall (22) of the buffer layer (2) is fixedly connected with a support ring (23) that fits against the wheel hub. The chambers (12) located on both sides of the buffer layer (2) in the inner cavity (11) are connected through the honeycomb holes (3).

2. The multi-gradient hardness cushioning tire according to claim 1, characterized in that, Each inner wall (22) of the honeycomb hole (3) has an arc-shaped protrusion (31).

3. The multi-gradient hardness cushioning tire according to claim 1, characterized in that, The buffer layer (2) is made of a mixture of composite rubber, resin and glass fiber.

4. A multi-gradient hardness cushioning tire according to claim 1, characterized in that, The tire body (1) has drainage grooves (13) on its surface.

5. A multi-gradient hardness cushioning tire according to claim 1, characterized in that, The two chambers (12) are arranged symmetrically about the midline of the fetal body (1).

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