A full function tire with a complex structure for preventing unseating

Abstract

The utility model provides a full -functional tire of anti -loose ring composite structure relates to tire technical field, including the crown, is provided with the raised antiskid block on the crown, and the antiskid block covers the crown surface, on the cross section of the crown, there are at least four antiskid blocks in turn along the width direction, with the center line of the crown as the axis of symmetry, the Nth antiskid block in the center line one side rotates 180 DEG after around own center, its form is identical with the form of the Nth antiskid block in the center line other side, N is the positive integer greater than 1, and along the crown width direction, the placing form of adjacent antiskid block is obtained in turn through the rotation 180 DEG or -180 DEG of previous antiskid block. The utility model has the advantages that the antiskid block of non mirror image symmetry is arranged, makes different position antiskid block with ground contact with different angles and forms when tire contact ground, increases the friction with ground, when tire stress, can avoid partial position stress concentration and frequently, will not appear partial stress too big situation.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and in particular to a full-function tire with an anti-beading composite structure. Background Technology

[0002] A multi-functional tire combines a variety of superior performance characteristics, enabling it to adapt exceptionally well to diverse road conditions and usage needs. These tires typically employ carefully designed tread patterns and rubber compounds to ensure close contact with the ground under various road conditions—whether dry asphalt, wet and slippery roads, muddy country lanes, or snow-covered terrain—maintaining excellent friction and providing stable and reliable grip.

[0003] During vehicle operation, the stable grip provided by multi-functional tires plays a crucial role. When starting the vehicle, they help ensure a smooth start and prevent slippage; during acceleration, they provide continuous and stable propulsion; during braking, they quickly and effectively reduce speed, ensuring safe stopping; and when turning, they ensure the vehicle can steer smoothly according to the driver's intentions, reducing the risk of skidding and loss of control. Taking driving on snow as an example, the unique tread pattern and high-quality rubber material of multi-functional tires cleverly increase friction with icy and snowy surfaces, acting like reliable anti-slip shoes for the vehicle, providing a solid guarantee for driving safety.

[0004] It is worth noting that the tread pattern design of a full-function tire has a significant impact on its overall performance. Currently, most tires on the market have tread patterns that are mirror-symmetrically arranged with the tire center as the reference. This symmetrical arrangement has significant advantages. On the one hand, it greatly simplifies the tire manufacturing process, improving production efficiency and reducing production costs. On the other hand, it helps to achieve symmetrical distribution of force when the tire is under stress, making the force more even across different parts of the tire and helping to maintain vehicle stability.

[0005] However, this symmetrical structure also has certain limitations. Due to its specific force distribution pattern, the tire experiences a relatively concentrated frequency of force at certain locations. Over time and with increased mileage, this concentrated area is more susceptible to damage. For example, frequent braking and acceleration can cause excessive wear in a certain area of ​​the tire tread, or this area may be more prone to fatigue damage when dealing with specific road conditions over a long period, thus affecting the overall performance and lifespan of the tire. Utility Model Content

[0006] This invention overcomes the shortcomings of the prior art and provides a full-function tire with an anti-bead composite structure. It is equipped with non-mirror-symmetrical anti-slip blocks, so that when the tire contacts the ground, the anti-slip blocks at different positions contact the ground at different angles and in different shapes, which increases the friction with the ground and effectively reduces slippage. When the tire is under force, it can avoid concentrated and frequent force in local positions and prevent excessive local force.

[0007] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution: A multifunctional tire with an anti-bead composite structure includes a tread, on which raised anti-slip blocks are provided, covering the surface of the tread. At least four anti-slip blocks are arranged sequentially along the width direction on the cross section of the tread. With the center line of the tread as the axis of symmetry, the Nth anti-slip block on one side of the center line rotates 180° around its own center, and its shape is consistent with the shape of the Nth anti-slip block on the other side of the center line. N is a positive integer greater than 1, and along the width direction of the tread, the arrangement of adjacent anti-slip blocks is obtained by rotating the previous anti-slip block by 180° or -180°.

[0008] Furthermore, the outer contour of the anti-blocking block is formed by concave line segments, convex line segments, back segments, and flat line segments connected end to end, with the convex line segment of each anti-blocking block embedded in the concave line segment of the adjacent first anti-blocking block; The horizontal line segments of each anti-slip block are opposite to and spaced apart from the horizontal line segments of the second adjacent anti-slip block; A gap groove is formed between the multiple anti-slip blocks.

[0009] Furthermore, the anti-slip block is provided with a centerline groove, and zigzag grooves are provided on both sides of the centerline groove.

[0010] Furthermore, one end of the centerline groove extends to the horizontal line segment, and the other end extends to the concave line segment; One end of the broken line groove extends to the horizontal line segment.

[0011] Furthermore, the depths of both the centerline groove and the zigzag groove are less than the depth of the gap groove.

[0012] Furthermore, the tire crown is integrally extended on both sides with sidewalls, and a reverse arc ring is provided between the sidewalls and the tire bead; The cross-sectional thickness of the inverted arc ring gradually decreases from the tire sidewall towards the tire bead.

[0013] Furthermore, a steel ring is embedded within the tire bead.

[0014] Furthermore, the tire crown, sidewall, and reverse arc ring are inlaid with steel wire cord fabric.

[0015] Furthermore, the cross-section of the gap groove is trapezoidal, and the width of its opening near the tire crown surface is greater than the width of the groove bottom.

[0016] Furthermore, the zigzag groove extends in a continuous zigzag shape.

[0017] Compared with the prior art, the beneficial effects of this utility model are: 1. The tire features non-mirror symmetrical anti-slip blocks, ensuring that different anti-slip blocks at different locations contact the ground at different angles and shapes. This increases friction with the ground, effectively reducing slippage and significantly improving driving safety and stability on wet or complex road conditions. When the tire is under stress, it avoids concentrated and frequent stress on specific areas, preventing excessive localized stress. Compared to traditional symmetrical tire designs, under the same driving conditions, this asymmetrical design effectively reduces the frequency of excessive stress on specific areas, thus preventing tire damage caused by concentrated and frequent stress in certain areas.

[0018] 2. The cross-section of the tire groove is trapezoidal, with the opening width near the tire crown surface being greater than the bottom width. When the tire comes into contact with water, the larger opening can quickly collect rainwater or standing water from the tire surface, allowing the water to flow more smoothly into the groove and be efficiently guided to the bottom of the tire for drainage. As the water flows from the wider opening to the narrower bottom of the groove, the flow rate increases, more effectively expelling water from the tire surface, quickly breaking up the water film, ensuring good contact between the tire and the ground, and effectively improving anti-skid performance and driving safety in wet conditions.

[0019] 3. The centerline groove, the zigzag groove, and the gap groove work together to form a complete drainage system. The gap groove serves as the main drainage channel to ensure efficient drainage. At the same time, the textured structure formed by the centerline groove and the zigzag groove assists in drainage and increases friction. Moreover, their depth is less than that of the gap groove, so they will not affect the overall strength and stability of the anti-slip block. Attached Figure Description

[0020] The accompanying drawings are provided to further illustrate the utility model and, together with the embodiments of the utility model, are used to explain the present utility model. They do not constitute a limitation on the present utility model. In the drawings: Figure 1 This is a schematic diagram of the tire in an embodiment of the present utility model; Figure 2 This is a side view of the tire according to an embodiment of the present invention; Figure 3 This is an internal sectional view of the tire according to an embodiment of the present invention; Figure 4 This is a partial view of the tire exterior of an embodiment of the present utility model; Figure 5 This is a schematic diagram of the tire anti-slip block structure according to an embodiment of the present invention.

[0021] In the diagram: 1. Tire crown; 101. Anti-slip block; 1011. Concave line segment; 1012. Convex line segment; 1013. Back section; 1014. Flat line segment; 1015. Zigzag groove; 1016. Centerline groove; 102. Gap groove; 2. Tire sidewall; 3. Reverse arc ring; 4. Tire bead. Detailed Implementation

[0022] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the scope of the present invention.

[0023] like Figures 1 to 5 As shown, a multi-functional tire with an anti-bead composite structure includes a tread 1, on which raised anti-slip blocks 101 are provided, covering the surface of the tread 1. At least four anti-slip blocks 101 are arranged sequentially along the width direction on the cross section of the tread 1. With the centerline of the tread 1 as the axis of symmetry, the Nth anti-slip block 101 on one side of the centerline rotates 180° around its own center, and its shape is consistent with the Nth anti-slip block 101 on the other side of the centerline; N is a positive integer greater than 1, and along the width direction of the tread, the arrangement of adjacent anti-slip blocks 101 is obtained by rotating the previous anti-slip block 101 by 180° or -180°. Firstly, this non-mirror symmetry arrangement allows anti-slip blocks at different positions to contact the ground at different angles and shapes when the tire contacts the ground, thereby increasing the friction with the ground and effectively reducing slippage, especially on wet or slippery roads or in complex road conditions, greatly improving driving safety and stability. Secondly, This unique design also reduces tire wear to some extent. The alternating arrangement of anti-slip blocks of different shapes ensures more even force distribution during tire contact and friction with the ground, reducing localized excessive wear, extending tire life, and saving car owners the cost of tire replacements. Furthermore, it avoids concentrated and frequent stress on localized areas because the asymmetrical anti-slip block layout (101) ensures that each anti-slip block contacts the ground at different angles and with varying shapes. This means a more even distribution of friction between the tire and the ground, preventing excessive stress in any one area. Compared to traditional symmetrical tire designs, under the same driving conditions, this asymmetrical design effectively reduces the frequency of excessive stress on localized areas, thus preventing tire damage caused by concentrated and frequent stress in certain areas.

[0024] First, the convex segment 1012 of each anti-slip block 101 is embedded within the concave segment 1011 of the adjacent first anti-slip block 101. This nesting method facilitates the orderly and compact arrangement of the anti-slip blocks 101, making the anti-slip block structure on the entire tire surface more compact, thereby enhancing the overall stability and reliability of the tire. Their shape differences also affect the interaction between the tire and the ground to some extent. The concave segment 1011 can assist in guiding water flow during drainage, directing water more smoothly into the groove 102; the convex segment 1012, when in contact with the ground, can increase local pressure points, further improving the friction distribution and enhancing the overall anti-skid performance of the tire.

[0025] Each anti-slip block 101 has a horizontal segment 1014 that is opposite to and spaced apart from the horizontal segment 1014 of the adjacent second anti-slip block 101, forming a gap groove 102 between multiple anti-slip blocks 101. The cross-section of the gap groove 102 is trapezoidal, and the width of its opening near the surface of the tire crown 1 is greater than the width of the bottom of the groove. When the tire comes into contact with a wet road surface, the larger opening can quickly collect rainwater or standing water on the tire surface. Due to the wider opening, water can flow more smoothly into the gap groove 102, and compared with drainage channels of other shapes, it can guide water to the bottom of the tire for drainage more efficiently. As the water flows from the wider opening to the narrower bottom of the groove, the flow rate gradually increases, thereby more forcefully expelling water from the tire surface, quickly breaking the water film, ensuring that the tire maintains good contact with the ground, and effectively improving the tire's anti-skid performance and driving safety in wet environments.

[0026] Furthermore, this trapezoidal structure helps enhance the stability of the groove 102. The wider opening can, to some extent, disperse the pressure on the tire surface, reducing the risk of damage to the edges of the groove 102 due to pressure concentration. At the same time, the relatively narrow groove bottom can better constrain the direction of water flow, making drainage more concentrated and efficient, avoiding disorderly diffusion of water on the tire surface, and further improving drainage efficiency.

[0027] Because the anti-slip block 101 has both curved and straight edges, the groove 102 also has both straight and curved lines. This allows the groove 102 to quickly and effectively guide water and snow from all directions when it comes into contact with water or snow on the road surface, rapidly breaking up the water film and ensuring good contact between the tire and the ground, thereby improving the tire's anti-skid performance and driving safety in wet conditions.

[0028] The anti-slip block 101 has a centerline groove 1016, and zigzag grooves 1015 on both sides of the centerline groove 1016. One end of the centerline groove 1016 extends to the flat section 1014, and the other end extends to the concave section 1011. One end of the zigzag groove 1015 extends to the flat section 1014. The depth of both the centerline groove 1016 and the zigzag groove 1015 is less than the depth of the gap groove 102. This design allows the centerline groove 1016 and the zigzag groove 1015 to work together with the gap groove 102 to form a complete drainage system. It ensures that the centerline groove 1016 and the zigzag groove 1015 form a certain texture structure on the tire surface to assist drainage and increase friction, without affecting the overall strength and stability of the anti-slip block 101 due to excessive depth, while ensuring the high efficiency of the gap groove 102 as the main drainage channel.

[0029] Meanwhile, the zigzag-shaped groove 1015 significantly increases friction with the ground surface. When the tire contacts the ground, the zigzag shape of the groove 1015 makes the contact area and friction distribution between the tire and the ground more complex and diverse. This complex friction distribution helps to provide better grip under different road conditions, whether on dry roads or some rougher roads, enhancing the adhesion between the tire and the ground, reducing slippage, and improving driving stability and handling.

[0030] The 1015 zigzag groove features a continuous serrated extension, which significantly enriches the contact pattern between the tire and the ground. When the tire contacts the ground during driving, the tips of the serrations form multiple discrete contact points, greatly increasing the contact area compared to a flat surface. This multi-point contact significantly enhances the friction between the tire and the ground, effectively improving tire grip and reducing slippage under various road conditions, whether dry, wet, or rough. This improves driving safety and handling stability. The continuous zigzag structure of the 1015 zigzag groove also plays a crucial role in drainage. When rainwater or water accumulates on the tire surface, the zigzag groove guides the water flow along the contours of the serrations, forming a complex yet orderly water flow path. This helps accelerate drainage, allowing water on the tire surface to be discharged more quickly through the zigzag groove, thereby rapidly breaking up the water film, maintaining good tire-ground contact, and further improving wet driving performance.

[0031] The tire crown 1 has sidewalls 2 extending integrally from both sides, and a reverse-curved ring 3 is positioned between the sidewall 2 and the tire bead 4. The reverse-curved ring 3 helps to create a stronger bond between the tire and the rim, preventing the tire from coming off the bead. Its unique shape design allows it to fit tightly to the rim, providing strong grip during tire installation and use, ensuring a stable connection between the tire and the rim. When the vehicle is in motion, this tight fit effectively resists external forces such as centrifugal force, preventing the tire from coming off the bead and ensuring driving safety. Furthermore, when the tire is flat, the reverse-curved ring 3 enhances the tire's support capacity. The reverse-curved ring 3 can distribute some of the pressure through its elastic deformation, providing additional support to the tire, allowing the vehicle to maintain a certain degree of traction and preventing it from becoming immobile due to complete loss of tire support, thus increasing driving safety and maneuverability.

[0032] The cross-sectional thickness of the reverse-curved ring 3 gradually decreases from the sidewall 2 towards the bead 4. This gradual decrease in thickness makes the reverse-curved ring 3 more flexible and adaptable near the bead 4, better accommodating minor deformations between the tire and the rim, enhancing the fit and seal between them, and also facilitating easier and faster tire installation and removal. The relatively thicker design near the sidewall 2 provides stronger support and protection, effectively resisting external impacts and pressures, and extending the service life of the reverse-curved ring 3.

[0033] The tire bead 4 contains an embedded steel rim, which enhances tire rigidity and prevents bead slippage. The presence of the steel rim significantly improves the overall rigidity of the tire, allowing it to maintain a stable shape and reduce deformation when subjected to vehicle weight and various external forces during driving, ensuring proper tire operation. Simultaneously, the steel rim works in conjunction with the reverse-curved bead 3 to further strengthen the ability to prevent tire slippage, providing double protection and greatly improving tire safety and reliability.

[0034] The tire crown (1), sidewall (2), and rim (3) are internally inlaid with steel cord fabric, which provides excellent puncture resistance. During vehicle operation, various sharp objects may be present on the road. The steel cord fabric effectively prevents these objects from puncturing the tire's internal structure, protecting the tire's airtight layer and other components from damage, thus extending tire lifespan. Furthermore, the high strength of the steel cord fabric enhances the overall strength of the tire, working synergistically with the rim (3) and steel rim to improve tire performance. This allows the tire to better cope with various complex road conditions and driving situations, providing reliable driving protection for the vehicle.

[0035] Finally, it should be noted that the above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. However, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the utility model should be included within the protection scope of the utility model.

Claims

1. A multifunctional tire with an anti-beadlock composite structure, characterized in that, The device includes a tread (1), on which a raised anti-slip block (101) is provided. The anti-slip block (101) covers the surface of the tread (1). At least four anti-slip blocks (101) are arranged sequentially along the width direction on the cross section of the tread (1). With the center line of the tread (1) as the axis of symmetry, the Nth anti-slip block (101) on one side of the center line rotates 180° around its own center and its shape is consistent with the shape of the Nth anti-slip block (101) on the other side of the center line. N is a positive integer greater than 1, and along the width direction of the tread, the arrangement of adjacent anti-slip blocks (101) is obtained by rotating the previous anti-slip block (101) by 180° or -180°.

2. The full-function tire with an anti-beading composite structure according to claim 1, characterized in that, The outer contour of the anti-blocking block (101) is formed by the concave line segment (1011), the convex line segment (1012), the back segment (1013), and the flat line segment (1014) connected end to end. The convex line segment (1012) of each anti-blocking block (101) is embedded in the concave line segment (1011) of the adjacent first anti-blocking block (101). The horizontal line segment (1014) of each anti-slip block (101) is opposite to and spaced apart from the horizontal line segment (1014) of the adjacent second anti-slip block (101); A gap groove (102) is formed between the plurality of said anti-slip blocks (101).

3. A full-function tire with an anti-beading composite structure according to claim 2, characterized in that, The anti-blocking block (101) is provided with a center line groove (1016), and zigzag grooves (1015) are provided on both sides of the center line groove (1016).

4. A full-function tire with an anti-beading composite structure according to claim 3, characterized in that, One end of the centerline trench (1016) extends to the horizontal line segment (1014), and the other end extends to the concave line segment (1011). One end of the broken line groove (1015) extends to the flat line segment (1014).

5. A full-function tire with an anti-beading composite structure according to claim 4, characterized in that, The depths of the centerline groove (1016) and the broken line groove (1015) are both less than the depth of the gap groove (102).

6. A full-function tire with an anti-beading composite structure according to any one of claims 1 to 5, characterized in that, The tire crown (1) has a sidewall (2) extending integrally on both sides, and a reverse arc ring (3) is provided between the sidewall (2) and the lip (4). The cross-sectional thickness of the inverted arc ring (3) gradually decreases from the tire side (2) towards the tire bead (4).

7. A full-function tire with an anti-beading composite structure according to claim 6, characterized in that, The lip (4) is embedded with a steel ring.

8. A full-function tire with an anti-beading composite structure according to claim 6, characterized in that, The tire crown (1), tire sidewall (2), and inverted arc ring (3) are inlaid with steel wire cord fabric.

9. A full-function tire with an anti-beading composite structure according to claim 5, characterized in that, The cross-section of the groove (102) is trapezoidal, and the width of its opening near the surface of the tire crown (1) is greater than the width of the bottom of the groove.

10. A full-function tire with an anti-beading composite structure according to claim 5, characterized in that, The zigzag groove (1015) extends in a continuous zigzag shape.

Images