WO2013053285A1

WO2013053285A1 - Safety tyre

Info

Publication number: WO2013053285A1
Application number: PCT/CN2012/081824
Authority: WO
Inventors: 李昌濬
Original assignee: Lee Chang-Jiun
Priority date: 2011-10-13
Filing date: 2012-09-24
Publication date: 2013-04-18
Also published as: CN103042884A; CN103042884B

Abstract

Disclosed is a safety tyre comprising a ring-shaped tyre body (10), wherein the outer peripheral face of the tyre body (10) is encircled by a ground contact tyre face (11) and two shoulder parts (12) extending respectively from the two ends of the width of the ground contact tyre face (11) towards the central axis of the tyre body (10); at least one chase (13) is provided in the mid-section of the width of the ground contact tyre face (11) and encircles the central axis of the tyre body (10); the wall faces of the chase (13) smoothly encircle the central axis of the tyre body (10); and the orthogonal projection of the chase (13) and the two shoulder parts (12) at the point of maximum width on the central axis of the tyre body (10) is in a specific proportion such that while the tyre width and the ground contact area thereof are not significantly increased, the tyre ground contact width is increased, effectively increasing the stability and safety of the vehicle.

Description

Safety tires

The present invention relates to a safety tire, and more particularly to a safety tire which can increase the width of the tire landing without greatly increasing the width of the tire and its landing area, thereby effectively improving the stability and safety of the vehicle. Background technique

According to the conventional vehicle tires, the development and improvement of the tread structure are mostly focused on. When the outline of the tread structure is rough, the drainage of the tire is stronger, and the noise generated is relatively large; When the outline of the structure is fine, it means that the tire has poor drainage and relatively low noise. Therefore, the above products can each attract different owners to purchase. In addition, the tread of the conventional tire is proportional to the width of the tire landing, that is, the wider the tread width, the wider the width of the tire landing, although the wider the tread width can improve the grip and brake stability, but It will increase the fuel consumption of the vehicle and increase the fuel cost.

In order to improve the aforementioned deficiencies, the same industry has developed a patent such as the Taiwanese invention No. 1294364 "tires", which includes a carcass and at least one line body, the carcass has a tread and two a sidewall extending from both ends of the tread, the wire body is disposed on the tread, and surrounds the center of the carcass along the tread, and the tire is inflated by the action of the wire body When expanding, the width of the tread can only be increased by a limited extension along the radial direction. Although the contact area of the tread with the ground can be slightly increased, the contact area of the tread with the ground is still limited. Therefore, the effect of improving tire grip and brake stability is still not obvious.

Another patent, such as the Taiwanese new model No. 72109 "tire model", has a tread structure on the tread of the tire. Although the central axis of the tread is recessed with a straight groove structure, the groove and shoulder are The ratio of the maximum width of the portion 12 perpendicularly projected on the central axis of the tire body is between about 1 I 10 and 1 I 12 , and the groove structure cannot achieve the stability of the ground by the two-wheel juxtaposition, and therefore can only serve as drainage and Avoid the use of slipping. In view of the above, the inventors have further studied and developed the results of the present invention. Summary of the invention

A first object of the present invention is to provide a two-way juxtaposed tire, which can effectively increase the landing width of the tire without increasing the width of the tire and the land area thereof, so as to actually improve the tire driving, braking and passing. The stability during bending greatly increases the safety of driving.

A second object of the present invention is to provide a safety tire that can be adjusted and designed according to the type of vehicle and the size of the tire, mainly when the tread carrier is heavily grounded, and the entire tread is in contact with the ground. , in order to further improve the stability and safety of driving.

In order to achieve the above object, the present invention adopts the following technical solutions:

A safety tire comprising:

a ring-shaped tire body;

a tread that surrounds the outer circumference of the tire;

Two shoulders extending from the ends of the width of the tread to the central axis of the tire body; wherein the middle portion of the width of the ground tread is concavely provided with at least one concave surrounding the central axis of the tire body The groove, the ratio of the groove and the two shoulders perpendicularly projected to the maximum width of the central axis of the tire body is 1/4 to 3 / 5.

In the above safety tire, the ratio of the maximum depth to the maximum width of the groove itself is 1 I 5 to 1. The ground tread is divided by the at least one groove into two halves respectively adjacent to the two outer sides, and the two halves are gradually opposed to the center of the tire body from the end that is in contact with the groove to the other end when the ground is not in contact The axis is offset.

Wherein the number of the grooves is one and is located at the center of the width of the land tread, the groove dividing the ground tread into two halves respectively adjacent to the two outer sides.

The width of the vertical projection of the ground tread on the central axis of the tire body is greater than the maximum width of the two shoulders perpendicularly projected on the central axis of the tire body. The shoulder portion of the shoulder adjacent to the ground tread extends in a concave curved surface.

Wherein, the opening width of the groove is reduced, and the groove has an arc-shaped cross section, and the opening edge of the groove has a non-tip structure.

Wherein the groove between the shoulder and the ground tread is provided along a central axis of the tire body.

Advantages of the invention:

1. The present invention comprises a ring-shaped tire body; a ground tread surrounding the outer peripheral surface of the tire; and two shoulders extending from the ends of the width of the tread to the central axis of the tire body, wherein The middle portion of the width of the tread is recessed with at least one groove circumferentially along the central axis of the tire body, and the groove wall surface is smooth, and the ratio of the groove and the two shoulders perpendicularly projected to the maximum width of the central axis of the tire body It is between 1 / 4 ~ 3 / 5. By the above technical means, the present invention is indeed a safety tire having a juxtaposition effect of two tires, thereby greatly improving the stability of the tire landing, and increasing the landing width of the tire and the stability of the brake without increasing the width of the tire. , and the landing area is almost the same as the original size tire. 2. The number of grooves in the present invention is one, and is located at the center of the width of the ground tread, and the land tread is divided into two halves by the groove, and the two halves are respectively separated from the concave when the land is not landed. One end of the groove is gradually offset from the other end toward the central axis of the tire body. According to the above technical means, the present invention can be adjusted and designed to manufacture safety tires depending on the type of vehicle and the size of the tire, mainly when the tread carrier is heavily grounded, and the entire tread can smoothly contact the ground, thereby achieving the true Improve stability and safety.

Thereby, the invention can increase the width of the tire landing without significantly increasing the width of the tire and the area of the landing, so as to effectively improve the stability and safety of the driving. DRAWINGS

1 is a schematic view showing the appearance of a bicycle applied to the present invention;

Figure 2 is a schematic cross-sectional view of the present invention applied to a bicycle without landing;

Figure 3 is a schematic cross-sectional view showing the application of the bicycle to the load of the bicycle;

4 is a schematic view showing the appearance of the present invention applied to a vehicle;

Figure 5 is a schematic cross-sectional view of the present invention applied to a vehicle without landing;

Figure 6 is a schematic cross-sectional view showing the application of the invention to the load-bearing of a vehicle;

Figure 7 is a schematic view showing the appearance of the present invention applied to a locomotive;

8 is a schematic cross-sectional view showing a first embodiment of the present invention applied to a locomotive, and a broken line showing a schematic diagram of the locomotive load-bearing ground;

9 is a schematic cross-sectional view showing a second embodiment of the present invention applied to a locomotive, and a broken line showing a schematic diagram of the locomotive load carrying the ground;

10 is a schematic cross-sectional view showing a third embodiment of the present invention applied to a locomotive, and a broken line showing a schematic diagram of the locomotive load-bearing ground;

11 is a schematic cross-sectional view showing a fourth embodiment of the present invention applied to a locomotive, and a broken line showing a schematic diagram of the locomotive load carrying the ground;

Figure 12 is a schematic cross-sectional view showing a first embodiment of the present invention in which the tread abduction width is greater than the width of the two shoulder portions;

Figure 13 is a schematic cross-sectional view showing an embodiment in which the tread abduction width of the present invention is larger than the width of the shoulders and has two grooves;

Figure 14 is a schematic cross-sectional view showing a second embodiment of the present invention in which the tread abduction width is greater than the width of the two shoulders;

Figure 15 is a cross-sectional view showing an example of a travel example in which the tread abduction width of the present invention is smaller than the width of the shoulders of the present invention. Figure:

16 is a schematic cross-sectional view showing a fifth embodiment of the present invention applied to a locomotive, and a broken line showing a schematic diagram of the locomotive load carrying the ground;

Figure 17 is a schematic view showing a fifth embodiment of the present invention applied to a locomotive, and the tire is inclined at a large angle in turning;

Fig. 18 is a schematic view showing the fifth embodiment of the present invention applied to a locomotive, and the tire is inclined at a small angle in turning.

Main component symbol description

10 tire body 11 landing tread

110, 111 half section 12 shoulder

120, 121 segments

13 groove 130 opening

14 groove

a downtilt angle

D depth Wl, W2, W3 width. detailed description

First, the research engine and technical concept of the invention

The design concept of the safety tire of the invention begins with the "damper tire for bicycle". The principle comes from the global multi-type fighter aircraft, the landing gear of the passenger aircraft is mostly double nose wheel design, the main function is to share the ground pressure, reduce the tire size, and increase The total width of the tires is such that they are more stable during taxiing and braking. The design of the present invention focuses on the introduction of the concept of aviation technology into the design of the case, and the most simple and large-scale and rapid production as the highest principle, abandoning the complicated trivial side. Furthermore, the safety tire of the present invention

"Tread thickening" is conducive to the recycling of tires after recycling, and is more suitable for the creation of "energy-saving", "comfortable" and "environmental" safety tires. It is suitable for automobiles, bicycles, airplanes, locomotives (motorcycles) and various types. The tires of the vehicle.

Second, the specific embodiment of the present invention to achieve the first object

Referring to FIGS. 1 to 3, a first embodiment for achieving the first object, which is applied to a bicycle tire, mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, And two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. The main technical feature is that the middle portion of the width of the ground tread 11 is recessed with at least one groove 13 (one groove 13 in the example of the figure) which is surrounded by the central axis of the tire body 10, and the wall of the groove 13 is along the wall. Tire body The central axis of the circumference 10 is smooth, and the ratio of the maximum width w2/wl of the groove 13 and the two shoulders 12 perpendicularly projected on the central axis of the tire body 10 is 1 I 4 to 3/5, which is due to various ratios. There are different designs for tire specifications and requirements. The best ratio is 2 / 7~2 / 5.

Referring to FIGS. 4 to 6, a second embodiment for achieving the first object, which is applied to an automobile tire, mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, And two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. In the example of the figure, the middle portion of the width of the ground tread 11 is concavely provided with at least one groove 13 (one groove 13 in the illustrated example) surrounded by the central axis of the tire body 10, and the wall of the groove 13 is along the tire. The central axis of the body 10 is smoothly slid, and the ratio of the maximum width W2 I W1 of the groove 13 and the two shoulders 12 perpendicularly projected on the central axis of the tire body 10 is 1/4 to 3 / 5, which is There are different designs for tire specifications and requirements. The best ratio is 2 / 7~2 / 5.

Referring to Figures 7 and 8, a third embodiment for achieving the first object, which is applied to a locomotive tire, mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, And two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. The solid line portion shown in Fig. 8 is such that the circumferential surface of the tire body 10 has a substantially circular arc shape when the locomotive tire is not in the ground. In the dotted line portion shown in Fig. 8, when the locomotive tire is grounded, an actual ground tread 11 is relatively generated at the bottom of the tire body 10 due to the weight of the vehicle body and the like. That is, at least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the ground tread 11 with the wall of the groove 13 along the tire body The central axis of the circumference 10 is smooth, and the ratio of the maximum width W2 / W1 of the groove 13 and the two shoulders 12 perpendicularly projected on the central axis of the tire body 10 is 1/4 to 3 / 5, which is due to various ratios. There are different designs for tire specifications and requirements. The best ratio is 2 / 7~2 / 5. Moreover, the ratio of the maximum depth D to the maximum width w of the groove 13 itself when the tire body 10 is not ground is about 1 / 5 to 1, and the ratio is also differently designed according to various tire specifications and requirements. The ratio is about 4 / 7.

Referring to FIG. 9, a fourth embodiment for achieving the first object, which is applied to a locomotive tire, mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, and two The shoulders 12 extend from the ends of the width of the tread 11 to the central axis of the tire body 10, respectively. The solid line portion shown in Fig. 9 is such that the circumferential surface of the tire body 10 has a substantially circular arc shape when the locomotive tire is not in the ground. In the dotted line portion shown in Fig. 9, when the locomotive tire is grounded, an actual ground tread 11 is relatively generated at the bottom of the tire body 10 due to the weight of the vehicle body and the like. That is, at least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the ground tread 11 with the wall of the groove 13 along the tire body The central axis of 10 is surrounded by smooth, groove 13 and two shoulders 12 The ratio of the maximum width W2 I W1 of the vertical projection on the central axis of the tire body 10 is 1/4 to 3 I 5 , which is differently designed according to various tire specifications and requirements, and the optimum ratio is 2 / 7~ 2 / 5. In the illustrated example, the lip 130 of the recess 13 has a non-tip configuration to increase the structural strength of the opening 130.

Referring to FIG. 10, a fifth specific embodiment of the first object is applied to a locomotive tire, which mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, and Two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10, respectively. The solid line portion shown in Fig. 10 is such that the circumferential surface of the tire body 10 has a substantially circular arc shape when the locomotive tire is not in the ground. The dotted line portion shown in Fig. 10, when the locomotive tire is grounded, is pressed against the weight of the vehicle body, and an actual ground tread 11 is relatively generated at the bottom of the tire body 10. That is, at least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the ground tread 11 with the wall of the groove 13 along the tire body The central axis of the circumference 10 is smooth, and the ratio of the maximum width W2 I W1 of the vertical projection of the groove 13 and the two shoulders 12 to the central axis of the tire body 10 is 1/4 to 3 / 5, which is due to various ratios. There are different designs for tire specifications and requirements. The best ratio is 2 / 7~2 / 5. This illustration

The opening 130 of the groove 13 is further reduced, and the ratio of the maximum depth to the maximum width of the groove 13 itself is about 1, and the wall surface of the groove 13 is smooth along the radial direction of the tire body 10.

Referring to FIG. 11, a sixth embodiment for achieving the first object, which is applied to a locomotive tire, mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, and two The shoulders 12 extend from the ends of the width of the tread 11 to the central axis of the tire body 10, respectively. In the solid line portion shown in Fig. 11, when the locomotive tire is not in the ground, the circumferential surface of the tire body 10 has a substantially circular arc shape. In the dotted line portion shown in Fig. 11, when the locomotive tire is grounded, an actual ground tread 11 is relatively generated at the bottom of the tire body 10 due to the weight of the vehicle body and the like. That is, at least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the ground tread 11 with the wall of the groove 13 along the tire body The central axis of the circumference 10 is smooth, and the ratio of the maximum width W2 I W1 of the groove 13 and the two shoulders 12 perpendicularly projected on the central axis of the tire body 10 is 1/4 to 3 I 5 , which is due to various ratios. There are different designs for tire specifications and requirements. The best ratio is 2 / 7 to 2/5. In the example of the figure, the opening 130 of the groove 13 is further reduced, and the ratio of the maximum depth to the maximum width of the groove 13 itself is about 1, and the wall surface of the groove 13 is bent in the radial direction of the tire body 10.

Referring to FIG. 12, a seventh embodiment for achieving the first object, which can be applied to automobiles, bicycles and airplanes, mainly comprises an annular tire body 10, a ground tread surrounding the outer circumferential surface of the tire body 10. 11, and two respectively extend from the two ends of the width of the tread 11 to the central axis of the tire body 10 Shoulder 12. At least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the land tread 11, and the wall of the groove 13 is smooth, and the groove 13 is formed. The ratio of the maximum width W2 I W1 perpendicularly projected to the central axis of the tire body 10 perpendicular to the shoulder portions 12 is 1/4 to 3 I 5 , and the ratio is different depending on various tire specifications and requirements, and the ratio is optimal. For 2 / 7 ~ 2 / 5. In the present example, the width W3 of the ground tread 11 perpendicularly projected on the central axis of the tire body 10 is greater than the maximum width W1 of the two shoulder portions 12 perpendicularly projected on the central axis of the tire body 10, and further, the shoulder portion 12 is adjacent to the ground. The section 120 of the tread 11 extends in a concave arcuate surface. In the example of the figure, the width of the opening 130 of the groove 13 is reduced, and the cross section of the groove 13 is curved.

Referring to FIG. 13, an eighth embodiment for achieving the first object, which can be applied to automobiles, bicycles and airplanes, mainly includes an annular tire body 10, a ground tread surrounding the outer circumferential surface of the tire body 10. 11, and two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. At least one of the grooves 13 (two in the example of the figure) is recessed in the middle of the width of the ground tread 11 (the groove in the example is two), and the wall of the groove 13 is smooth, two The ratio of the maximum width W2 / W1 of the groove 13 and the two shoulder portions 12 projected perpendicularly to the central axis of the tire body 10 is 1/4 to 3 / 5 (where W2 = W21 + W22), which is due to various tires. Specifications and requirements have different designs, the best ratio is 2 / 7 ~ 2 / 5. In the present illustration, the width W3 of the ground tread 11 perpendicularly projected on the central axis of the tire body 10 is greater than the maximum width W1 of the shoulder portions 12 perpendicularly projected on the central axis of the tire body 10. In the example of the figure, the opening 130 of the groove 13 is reduced in width, and the cross section of the groove 13 is curved.

Referring to FIG. 14, a ninth embodiment of achieving the first object, which can be applied to automobiles, bicycles and airplanes, mainly comprises an annular tire body 10, a ground tread surrounding the outer circumferential surface of the tire body 10. 11, and two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. At least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the land tread 11, and the wall of the groove 13 is smooth, and the groove 13 is formed. The ratio of the maximum width perpendicular to the two shoulders 12 projected on the central axis of the tire body 10 is 1/4 to 3/5. This ratio is different depending on various tire specifications and requirements, and the optimum ratio is 2 / 7~2 / 5. In the present example, the width W3 of the ground tread 11 perpendicularly projected on the central axis of the tire body 10 is greater than the maximum width W1 of the shoulder portions 12 perpendicularly projected on the central axis of the tire body 10, and further, the shoulder 12 is adjacent to the ground. The section 121 of the tread 11 extends in a concave curved surface. In the example of the figure, the opening 130 of the groove 13 is reduced in width, and the cross section of the groove 13 is curved.

Referring to FIG. 15, a tenth embodiment for achieving the first object, which can be applied to automobiles, bicycles and airplanes, mainly comprises an annular tire body 10, a ground tread surrounding the outer circumferential surface of the tire body 10. 11, and two respectively extend from the two ends of the width of the tread 11 to the central axis of the tire body 10 Shoulder 12. At least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the land tread 11, and the wall of the groove 13 is smooth, and the groove 13 is formed. The ratio of the maximum width perpendicular to the two shoulders 12 projected on the central axis of the tire body 10 is 1/4 to 3/5. This ratio is different depending on various tire specifications and requirements, and the optimum ratio is 2 / 7~2 / 5. In the present example, the width W3 of the ground tread 11 perpendicularly projected on the central axis of the tire body 10 is smaller than the maximum width W1 of the shoulder portions 12 perpendicularly projected on the central axis of the tire body 10. In the example of the figure, the width of the opening 130 of the groove 13 is reduced, and the cross section of the groove 13 is curved.

Referring to FIGS. 16 to 18, an eleventh embodiment of achieving the first object, which is applied to a locomotive tire, mainly includes an annular tire body 10, and a ground tread 11 surrounding the outer circumferential surface of the tire body 10. And two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. The solid line portion shown in Fig. 15 is the state in which the locomotive tire is not in the ground. In the dotted line portion shown in Fig. 15, when the locomotive tire is grounded, an actual land tread 11 is relatively generated at the bottom of the tire body 10 by the weight of the vehicle body and the like. That is, at least one of the grooves 13 (one of the grooves 13 in the example of the figure) surrounded by the central axis of the tire body 10 is recessed in the middle of the width of the ground tread 11 with the wall of the groove 13 along the tire body The central axis of 10 is smooth, and the ratio of the maximum width of the groove 13 and the two shoulders 12 perpendicularly projected on the central axis of the tire body 10 is 1 1 4 to 3/5, which is due to various tire specifications and There are different designs for the demand, and the best ratio is 2 / 7 ~ 2 / 5. Figure 16 shows the tire tilted at a large angle in the turn, and Figure 17 shows the tire tilted at a small angle.

Third, the specific embodiment of the present invention to achieve the second object

Referring to Figures 2 and 3, a first embodiment for achieving the second object, which is applied to a bicycle tire, mainly includes an annular tire body 10, a ground tread 11 surrounding the outer circumferential surface of the tire body 10, And two shoulders 12 extending from the ends of the width of the tread 11 to the central axis of the tire body 10. The middle portion of the width of the ground tread 11 is recessed with at least one groove 13 (one groove 13 in the illustrated example) surrounded by the central axis of the tire body 10, and the wall of the groove 13 is along the central axis of the tire body 10. Surrounding for smoothness, the ratio of the maximum width of the groove 13 and the two shoulders 12 perpendicularly projected on the central axis of the tire body 10 is 1/4 to 3/5. The number of the grooves 13 is one and is located at the center of the width of the ground tread 11 . The grounding tread 11 is separated by a groove 13 into two halves 110 I 111 adjacent to the two outer sides, respectively. The two halves 110 / 111 are gradually opposed to the tire from the end that is in contact with the groove 13 to the other end when the ground is not touched. The central axis of the body 10 is offset to form the so-called downtilt angle a of the present invention. Comparing Figures 2 and 3, after the tire is grounded, the groove 13 is pressed by the internal air pressure to extend the ground tread 11 outwardly, and is completely flush with the ground. This principle is also applicable to Figures 5 and 6, respectively. Car tires.

Referring to FIG. 12, this embodiment is a second specific embodiment for achieving the second object, which is applicable to The automobile, the bicycle and the airplane mainly include an annular tire body 10: a ground tread 11 surrounding the outer circumferential surface of the tire body 10: and two central ends of the tire body 10 from the width ends of the tread 11 respectively An extended shoulder portion 12, wherein the middle portion of the width of the ground tread 11 is recessed with at least one groove 13 (one groove 13 in the illustrated example) surrounded by the central axis of the tire body 10, and the wall of the groove 13 To be smooth, the ratio of the maximum width of the groove 13 and the two shoulder portions 12 projected perpendicularly to the central axis of the tire body 10 is between 1/4 and 3/5. Wherein, the number of the grooves 13 is one, and is located at the center of the width of the ground tread 11, and the land tread 11 is separated by the groove 13 by two halves 110 I 111 adjacent to the two outer sides, and the two halves 110 I 111 are not When landing, the end that is in contact with the groove 13 is gradually opposed to the middle of the tire body 10 toward the other end.

The central axis deviates to form the so-called downtilt angle a of the present invention. In the example of the figure, a groove 14 is provided along the central axis of the tire body 10 at a position between the shoulder portion 12 and the ground tread 11, so that the outer end of the ground tread 11 has a swinging margin after the tire is loaded on the ground. The degree is extended outwardly and completely flush with the ground. This principle is also applicable to tires having a structure similar to the groove 14 as shown in FIG.

Fourth, the conclusion

Therefore, with the above design, it can be summarized that the present invention has the following advantages:

1. The present invention is indeed a safety tire having a juxtaposition effect of two tires, thereby greatly improving the stability of the tire landing, and increasing the width of the tire and the stability of the brake without increasing the width of the tire, and the landing area. It is almost the same as the original size tire.

2. The invention can adjust and design and manufacture safety tires according to different types of vehicles and tires, mainly when the tread carrier is heavy on the ground, the entire tread can just contact the ground smoothly, thereby achieving the stability and stability. The efficacy of safety.

The above is only a practical example of the present invention, and is not intended to limit the scope of the patents of the present invention, and the equivalent implementations of other variations, which are based on the contents, features and spirit of the following claims, All should be included in the scope of the patent of the present invention. The structural features specifically defined by the invention in the scope of the patent application are not found in the same kind of articles, and are practical and progressive, and have met the requirements of the invention patents, and therefore the application is made according to law.

Claims

Claim

A safety tire comprising:

Ring tire body;

a ground tread that surrounds the outer circumference of the tire body;

Two shoulders extend from the ends of the width of the tread to the central axis of the tire body:

The middle portion of the width of the ground tread is concavely provided with at least one concave groove surrounding the central axis of the tire body, and the concave groove is perpendicularly projected on the tire body with the two shoulder portions. The ratio of the maximum width of the central axis is 1 / 4 to 3 / 5.

The safety tire according to claim 1, wherein the ratio of the maximum depth to the maximum width of the groove itself is 1/5 to 1.

The safety tire according to claim 1, wherein: the ground tread is divided by the at least one groove into two halves respectively adjacent to the two outer sides, and the two halves are not in the ground. The one end that is in contact with the groove is gradually offset from the central axis of the tire body toward the other end.

The safety tire according to claim 3, wherein: the number of the grooves is one, and is located at a center of a width of the ground tread, and the groove divides the ground tread into two adjacent to each other. The two halves of the outer side.

The safety tire according to claim 1 , wherein: a vertical projection of the ground tread on a central axis of the tire body is greater than a vertical projection of the two shoulders on a central axis of the tire body The maximum width.

The safety tire according to claim 1, wherein the shoulder portion of the land adjacent to the ground tread extends in a concave curved surface.

The safety tire according to claim 1, wherein the opening width of the groove is reduced.

The safety tire according to claim 7, wherein the groove has an arc shape in cross section.

The safety tire according to claim 7, wherein the opening edge of the groove has a non-tip structure.

The safety tire according to claim 1, wherein a groove circumferentially along a central axis of the tire body is provided at a position between the shoulder and the ground tread.