All steel radial tire for mixed road surface

Abstract

The utility model discloses a kind of full steel wire radial tire mixed road surface patterned tire, specifically related to tire technical field, including tire body, the outer surface wall of tire body is equipped with drainage groove, and the inner wall of tire body is sequentially provided with crown protective layer, compression resistance layer, tensile layer and anti-deformation layer, buffer assembly is equipped between tensile layer and anti-deformation layer. The utility model is buffer assembly by setting elastic buffer layer, miniature air bag and rubber membrane, wherein, elastic buffer layer is between anti-deformation layer and tensile layer, can preliminarily absorb and relieve vibration and impact from road transmission by the good elastic property of itself, provide a layer of soft "protective barrier" for tire internal structure, and miniature air bag embedded in elastic buffer layer, when tire bears violent impact, a large amount of energy will be rapidly absorbed by its compression, greatly reduce the stress transmission to adjacent anti-deformation layer and tensile layer.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, specifically to a patterned tire for mixed road surfaces made of all-steel radial tires. Background Technology

[0002] All-steel radial tires with mixed road surface patterns are tire products specifically designed for complex and varied mixed road environments. As an important tire structural form, radial tires are significantly different from bias-ply tires, arched tires, and adjustable pressure tires. Their international code is "R". Because a large amount of high-strength steel wire is used in the tire carcass to enhance structural strength, they are also commonly known as "steel wire tires". Compared with traditional tire structures such as bias-ply tires, radial tires can better disperse road impact forces during driving, which not only significantly improves the tire's wear resistance and impact resistance, but also effectively reduces rolling resistance. While ensuring driving stability, they also help reduce fuel consumption. Application No. 202021193599.2 discloses a patterned tire for mixed road surfaces made of all-steel radial tires, "including a tire body, a reinforcing layer provided inside the tire body, several drainage grooves formed on the outer rim of the tire body 1, several first anti-skid grooves formed on the outer rim of the tire body, the two ends of the first anti-skid grooves respectively connected to the groove walls of two adjacent drainage grooves, several second anti-skid grooves formed on both sides of the outer rim of the tire body, one end of the second anti-skid groove connected to the groove wall of the corresponding outer drainage groove, and the other end of the second anti-skid groove penetrating the tire body." "The reinforcing layer includes a crown protection layer, a compression layer, a tensile layer, and a deformation-resistant layer, the deformation-resistant layer being located inside the tire body." The above description, through the provision of a reinforcing layer and structures such as drainage grooves, first anti-skid grooves, and second anti-skid grooves, etc., To a certain extent, the tire's pressure resistance, tensile strength, and anti-skid and drainage capabilities are improved to meet the basic requirements of mixed road surfaces. However, although the reinforcing layer includes an anti-deformation layer and a tensile layer, it cannot reduce stress transmission to adjacent layers through energy absorption when the tire is subjected to severe impacts. This results in the anti-deformation layer and tensile layer bearing large stresses for a long time, making them prone to premature wear or damage. It is difficult to further improve the tire's anti-deformation ability and driving stability on bumpy roads. In addition, although the tire has a crown protection layer, it is difficult to provide effective protection against sharp objects on mixed road surfaces. The crown protection layer alone is insufficient to resist damage and cannot quickly conduct and dissipate the heat generated by friction. It is easy for the internal temperature to be too high, which can accelerate material aging. Especially on long-distance driving or high-temperature roads, this will shorten the tire's service life. Utility Model Content

[0003] The purpose of this invention is to provide a patterned tire for mixed road surfaces made of all-steel radial tires, in order to overcome the above-mentioned shortcomings in the technology.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a tread tire for mixed road surfaces made of all-steel radial tires, comprising a tire body, the outer wall of which is provided with drainage grooves, and the inner wall of which is sequentially provided with a crown protection layer, a pressure-resistant layer, a tensile layer, and an anti-deformation layer, the pressure-resistant layer being disposed between the crown protection layer and the tensile layer, and the anti-deformation layer being disposed on the side of the tensile layer away from the pressure-resistant layer. The outer wall of the tire body is provided with a first anti-skid groove and a second anti-skid groove, the second anti-skid groove being disposed on one side of the first anti-skid groove. Through the cooperation of the second anti-skid groove and the drainage groove, when the tire body contacts the road surface, the second anti-skid groove increases the friction between the tire tread and the ground, improving the tire's grip on wet or muddy roads and achieving a good anti-skid effect; simultaneously, the drainage groove can quickly drain water from the tire contact surface, reducing the impact of water film on tire grip, thereby giving the tire body as a whole good anti-skid and drainage performance, ensuring vehicle driving safety under complex road conditions.

[0005] Preferably, adhesive layers are provided on both sides of the crown protection layer, the pressure-resistant layer, the tensile layer, and the deformation-resistant layer. The connecting ends of the adhesive layers are provided with multiple grooves, and protrusions are embedded in the interior of each of the multiple grooves. Each of the multiple protrusions is connected to the connecting ends of the crown protection layer, the pressure-resistant layer, the tensile layer, and the deformation-resistant layer.

[0006] Specifically, the grooves and protrusions work together to form a serrated pattern in the adhesive layer. This special pattern allows the adhesive layer to form a tight mechanical engagement with the tread protection layer, the anti-compression layer, and other contact surfaces. On the basis of the original adhesive effect, this physical engagement structure further enhances the connection strength between layers and effectively improves the bonding stability between each layer. Even when the tire is subjected to the impact and friction of complex road surfaces for a long time, the risk of interlayer peeling can be significantly reduced, thereby ensuring the integrity and service life of the overall tire structure and providing stronger structural support for the reliable operation of the tire in complex environments such as mixed road surfaces.

[0007] Preferably, a buffer assembly is provided between the tensile layer and the deformation-resistant layer to absorb and mitigate vibrations and impacts transmitted from the road surface during tire travel.

[0008] The buffer assembly includes an elastic buffer layer disposed between the tensile layer and the deformation-resistant layer. The elastic buffer layer has a groove on the side near the tensile layer. Multiple micro airbags are embedded inside the groove, and a rubber membrane is provided on the outside of the multiple micro airbags.

[0009] Through the above technical solution: The elastic buffer layer, located between the anti-deformation layer and the tensile layer, initially absorbs road vibration impacts with its good elasticity, providing protection for the internal structure. The embedded micro-airbags compress and absorb energy when subjected to severe impacts, significantly reducing stress transmission to adjacent layers and preventing premature wear of critical structural layers. Together with the original anti-deformation layer and tensile layer, it enhances the tire's anti-deformation ability and driving stability on bumpy roads. Furthermore, the rubber membrane separates each micro-airbag, ensuring that the rupture of a single micro-airbag does not affect the whole, while also transmitting local pressure to achieve synergistic buffering, forming a more uniform and efficient impact force dispersion mechanism, further improving the tire's adaptability on complex mixed road surfaces.

[0010] Preferably, a puncture-resistant reinforcing layer is provided between the elastic buffer layer and the deformation-resistant layer, and the puncture-resistant reinforcing layer is a multi-layer cross-woven aramid fiber web.

[0011] Preferably, the tread protective layer is provided with a heat-conducting and heat-dissipating layer on the side away from the pressure-resistant layer, and a heat dissipation groove is formed on the heat-conducting and heat-dissipating layer. A connecting groove is formed on one side of the heat dissipation groove and on the inner wall of the tire body, and the connecting groove is connected to the heat dissipation groove.

[0012] Through the above technical solution: In use, the puncture-resistant reinforcement layer can effectively prevent sharp objects such as gravel and glass fragments in mixed road surfaces from puncturing the tire body. Together with the tread protection layer, it forms double protection, significantly improving damage resistance, better adapting to complex environments, and reducing the risk of breakage. At the same time, the heat-conducting and heat-dissipating layer, together with the heat dissipation channels and the connecting channels, forms a heat dissipation system that can quickly conduct the heat generated by the friction of the tread protection layer. After contacting the connecting channels and the drainage channels, the heat is dissipated with the air, preventing the internal temperature from becoming too high and slowing down material aging. Especially under long-distance driving or high-temperature road conditions, it can greatly extend the service life and ensure the stability and reliability of continuous high-intensity use.

[0013] The technical effects and advantages provided by this utility model in the above technical solution are as follows: 1. A buffer assembly consisting of an elastic buffer layer, micro-airbags, and a rubber membrane is used. The elastic buffer layer, positioned between the anti-deformation layer and the tensile layer, utilizes its excellent elasticity to initially absorb and mitigate vibrations and impacts transmitted from the road surface, providing a soft "protective barrier" for the tire's internal structure. The micro-airbags embedded within the elastic buffer layer rapidly absorb a large amount of energy through compression when the tire experiences severe impacts, significantly reducing stress transmission to the adjacent anti-deformation and tensile layers. This prevents these critical structural layers from prematurely wearing or being damaged due to prolonged excessive stress, effectively extending the tire's lifespan. Furthermore, in conjunction with the existing anti-deformation and tensile layers, this... A buffer component further enhances the tire's overall resistance to deformation on bumpy roads, allowing the tire to maintain a stable structural shape when facing obstacles such as uneven bumps and gravel on mixed road surfaces, ensuring the vehicle's smoothness. In addition, the rubber membrane separates the individual micro-airbags, ensuring the independence of each micro-airbag so that even if one airbag ruptures, it will not affect the normal operation of other airbags, ensuring the continuity of the buffer component's function. At the same time, the rubber membrane can transmit local pressure through its connecting effect, allowing multiple airbags to work together to form a more uniform and efficient impact force dispersion mechanism, thereby further improving the tire's adaptability and performance in complex mixed road environments. 2. By incorporating a puncture-resistant reinforcement layer and a heat-conducting and heat-dissipating layer, the puncture-resistant reinforcement layer effectively prevents sharp objects such as gravel and glass shards from puncturing the tire body in mixed road surfaces. Combined with the tread protection layer, this forms double protection, significantly improving the tire's resistance to damage. This allows it to better adapt to complex environments with both paved and unpaved roads, reducing the risk of tire damage caused by sharp obstacles. Simultaneously, the heat-conducting and heat-dissipating layer, along with the heat dissipation channels and connecting grooves, creates an efficient heat dissipation system. Heat generated by friction between the tread protection layer and the road surface is quickly conducted to the heat-conducting and heat-dissipating layer and the heat dissipation channels. Subsequently, it contacts the drainage channels through the connecting grooves and is ultimately dissipated through air circulation. This process effectively prevents excessively high internal tire temperatures, thus slowing down material aging. Especially under long-distance driving or high-temperature road conditions, this significantly extends tire lifespan and ensures the tire's stability and reliability during continuous high-intensity use. Attached Figure Description

[0014] 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.

[0015] Figure 1This is one of the overall structural schematic diagrams of this utility model; Figure 2 This is the second schematic diagram of the overall structure of this utility model; Figure 3 This is a cross-sectional view of the tire of this utility model; Figure 4 This is a schematic diagram of the structure of this utility model; Figure 5 This is a schematic diagram of the structure of this utility model; Figure 6 This is a schematic diagram of the structure of this utility model.

[0016] Explanation of reference numerals in the attached figures: 1. Tire body; 2. Drainage groove; 3. First anti-skid groove; 4. Second anti-skid groove; 5. Crown protection layer; 6. Compression layer; 7. Tensile layer; 8. Deformation-resistant layer; 9. Elastic buffer layer; 10. Groove; 11. Micro airbag; 12. Rubber membrane; 13. Puncture-resistant reinforcement layer; 14. Heat-conducting and heat-dissipating layer; 15. Heat dissipation channel; 16. Connecting groove; 17. Adhesive layer; 18. Groove; 19. Protrusion. Detailed Implementation

[0017] 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.

[0018] This utility model provides, for example Figures 1-3 The illustrated all-steel radial tire with mixed road surface tread pattern includes: The tire body 1 has drainage grooves 2 on its outer wall, and its inner wall is provided with a crown protection layer 5, a pressure-resistant layer 6, a tensile layer 7, and an anti-deformation layer 8 in sequence. The pressure-resistant layer 6 is located between the crown protection layer 5 and the tensile layer 7, and the anti-deformation layer 8 is located on the side of the tensile layer 7 away from the pressure-resistant layer 6. The outer wall of the tire body 1 is provided with a first anti-skid groove 3 and a second anti-skid groove 4. The second anti-skid groove 4 is located on one side of the first anti-skid groove 3. Through the cooperation of the second anti-skid groove 4 and the drainage grooves 2, when the tire body 1 contacts the road surface, the second anti-skid groove 4 increases the friction between the tire tread and the ground, improving the tire's grip on wet or muddy roads and achieving a good anti-skid effect. At the same time, the drainage grooves 2 can quickly drain the water accumulated on the tire contact surface, reducing the impact of the water film on the tire's grip. Thus, the tire body 1 as a whole has good anti-skid and drainage performance, ensuring the vehicle's driving safety in complex road conditions.

[0019] Further, see Figure 5As shown, adhesive layers 17 are provided on both sides of the crown protection layer 5, the pressure-resistant layer 6, the tensile layer 7 and the deformation-resistant layer 8. Multiple grooves 18 are provided at the connecting ends of the adhesive layers 17. Protrusions 19 are embedded in the interior of the multiple grooves 18. The multiple protrusions 19 are connected to the connecting ends of the crown protection layer 5, the pressure-resistant layer 6, the tensile layer 7 and the deformation-resistant layer 8.

[0020] Specifically, the grooves 18 and protrusions 19 work together to form a serrated pattern on the adhesive layer 17. This special pattern allows the adhesive layer 17 to form a tight mechanical engagement with the contact surfaces of the crown protection layer 5, the anti-compression layer 6, etc. On the basis of the original adhesive effect, this physical engagement structure further enhances the connection strength between the layers and effectively improves the bonding stability between the layers. Even when the tire is subjected to the impact and friction of complex road surfaces for a long time, the risk of interlayer peeling can be significantly reduced, thereby ensuring the integrity and service life of the overall tire structure and providing stronger structural support for the reliable operation of the tire in complex environments such as mixed road surfaces.

[0021] This utility model provides, for example Figure 2 , Figure 4 and Figure 5 The diagram shows a type of all-steel radial tire with a mixed road surface pattern. A buffer component is provided between the tensile layer 7 and the deformation-resistant layer 8 to absorb and mitigate vibrations and impacts transmitted from the road surface during tire operation.

[0022] The buffer assembly includes an elastic buffer layer 9 disposed between the tensile layer 7 and the deformation-resistant layer 8. A groove 10 is provided on the side of the elastic buffer layer 9 near the tensile layer 7. Multiple micro airbags 11 are embedded inside the groove 10, and a rubber membrane 12 is provided on the outside of the multiple micro airbags 11.

[0023] Through the above technical solution: The elastic buffer layer 9, located between the anti-deformation layer 8 and the tensile layer 7, initially absorbs road vibration impacts with its good elasticity, providing protection for the internal structure. The embedded micro airbags 11 compress and absorb energy when subjected to severe impacts, significantly reducing stress transmission to adjacent layers and preventing premature wear of key structural layers. Together with the original anti-deformation layer 8 and tensile layer 7, it enhances the tire's anti-deformation ability and driving stability on bumpy roads. Furthermore, the rubber membrane 12 separates each micro airbag 11, ensuring that the rupture of a single micro airbag 11 does not affect the whole, while also transmitting local pressure to achieve synergistic buffering, forming a more uniform and efficient impact force dispersion mechanism, further improving the tire's adaptability on complex mixed road surfaces.

[0024] This utility model provides, for example Figures 3-5 The above describes a type of all-steel radial tire with mixed road surface pattern. Between the elastic buffer layer 9 and the deformation-resistant layer 8, there is a puncture-resistant reinforcement layer 13, which is a multi-layer cross-woven aramid fiber web.

[0025] A heat-conducting and heat-dissipating layer 14 is provided on the side of the tread protection layer 5 away from the pressure-resistant layer 6. A heat dissipation channel 15 is provided on the heat-conducting and heat-dissipating layer 14. A connecting channel 16 is provided on one side of the heat dissipation channel 15 and on the inner wall of the tire body 1. The connecting channel 16 is connected to the heat dissipation channel 15.

[0026] Through the above technical solution: In use, the puncture-resistant reinforcement layer 13 can effectively prevent sharp objects such as gravel and glass fragments in the mixed road surface from puncturing the tire body 1. Together with the crown protection layer 5, it forms a double protection, significantly improving the resistance to damage, better adapting to complex environments, and reducing the risk of breakage. At the same time, the heat-conducting and heat-dissipating layer 14, together with the heat dissipation channel 15 and the connecting channel 16, can work together to form a heat dissipation system, which can quickly conduct the heat generated by the friction of the crown protection layer 5. After contacting the drainage channel 2 through the connecting channel 16, the heat is dissipated with the air, avoiding excessive internal temperature and slowing down material aging. Especially under long-distance driving or high-temperature road conditions, it can greatly extend the service life and ensure the stability and reliability of continuous high-intensity use.

[0027] 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 type of all-steel radial tire with a mixed-road tread pattern, characterized in that, include: The tire body (1) has drainage grooves (2) on its outer wall and a crown protection layer (5), a pressure-resistant layer (6), a tensile layer (7) and a deformation-resistant layer (8) on its inner wall in sequence. A buffer assembly is provided between the tensile layer (7) and the deformation-resistant layer (8) to absorb and mitigate vibrations and impacts transmitted from the road surface during tire travel; The buffer assembly includes an elastic buffer layer (9) disposed between the tensile layer (7) and the deformation-resistant layer (8). The elastic buffer layer (9) has a groove (10) on the side near the tensile layer (7). Multiple micro airbags (11) are embedded inside the groove (10), and a rubber membrane (12) is provided on the outside of the multiple micro airbags (11). The crown protection layer (5) is provided with a heat-conducting and heat-dissipating layer (14) on the side away from the pressure-resistant layer (6). A heat dissipation channel (15) is provided on the heat-conducting and heat-dissipating layer (14). A connecting groove (16) is provided on one side of the heat dissipation channel (15) and on the inner wall of the tire body (1). The connecting groove (16) is connected to the heat dissipation channel (15).

2. The all-steel radial tire for mixed road surfaces according to claim 1, characterized in that: A puncture-resistant reinforcing layer (13) is provided between the elastic buffer layer (9) and the deformation-resistant layer (8), and the puncture-resistant reinforcing layer (13) is a multi-layer cross-woven aramid fiber web.

3. The all-steel radial tire with mixed road surface pattern according to claim 1, characterized in that: The crown protection layer (5), the pressure-resistant layer (6), the tensile layer (7) and the deformation-resistant layer (8) are provided with adhesive layers (17) on both sides. The connecting ends of the adhesive layers (17) are provided with multiple grooves (18). The interior of each groove (18) is provided with a protrusion (19). The protrusions (19) are connected to the connecting ends of the crown protection layer (5), the pressure-resistant layer (6), the tensile layer (7) and the deformation-resistant layer (8).

4. The all-steel radial tire with mixed road surface pattern according to claim 1, characterized in that: The outer wall of the tire body (1) is provided with a first anti-slip groove (3) and a second anti-slip groove (4), with the second anti-slip groove (4) located on one side of the first anti-slip groove (3).

5. The all-steel radial tire with mixed road surface pattern according to claim 1, characterized in that: The compression-resistant layer (6) is located between the crown protection layer (5) and the tensile layer (7), and the deformation-resistant layer (8) is located on the side of the tensile layer (7) away from the compression-resistant layer (6).

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