A new layered structure for a tire

Abstract

The utility model belongs to tire manufacturing technical field, and disclose a kind of layered structure of novel tire, including carcass X, carcass S and carcass T, and the carcass X, carcass S and carcass T use differentiating parameter design.The utility model under the premise of guaranteeing the overall performance stability of tire, to the carcass structure has been accurately optimized design, first layer carcass X and second layer carcass S no longer use unified parameter, but according to respective function positioning in tire using differentiating design;Meanwhile, for the problem that stress concentration, delamination failure easily appear in ring part, specially add high-strength carcass T in this part, by according to the stress characteristics and function emphasis of different parts of tire, flexible selection of adaptive carcass material, both can effectively solve the quality hidden danger of ring part delamination, improve tire durability, also can avoid the strength excess or deficiency caused by improper material selection, maximum degree reduces the waste of design and manufacturing cost.

Description

Technical Field

[0001] This utility model belongs to the field of tire manufacturing technology, specifically a new type of layered tire structure. Background Technology

[0002] Generally, the design parameters of the two carcass materials on the same tire are the same. There are two types of carcass structures for tires with two carcass designs: 1-1 and 2-0. Currently, the same carcass material is used. In 1-1, the end point of the second carcass is 5mm above the heel line. In 2-0, the second carcass wraps around the steel wire bead. The low reverse wrap end point is outside the triangle rubber, and the high reverse wrap end point is above the triangle rubber.

[0003] Define the first tire carcass as X and the second tire carcass as S. In existing tire carcass designs, the two carcasses are identical except for their width. Their width is adjusted according to the molding method (1-1 or 2-0) and tire specifications. The reverse wrap end is divided into two cases: 5mm above the heel line or wrapping around the steel wire bead. The low reverse wrap end is located outside the triangular rubber, and the high reverse wrap end is above the triangular rubber. This structure has obvious defects, namely, the crown and bead use the same carcass material, which cannot adapt to the different stress differences in different parts. High aspect ratio tires have a large section and obvious deformation under stress, and stress concentration is prone to occur in the bead. Under load, the carcass and sidewall are prone to delamination failure. If ordinary strength material is used, the bead strength is insufficient, which can easily cause tire bead delamination. If high strength material is used, the crown strength is excessive, resulting in cost waste. Therefore, this design needs to be improved. Utility Model Content

[0004] The purpose of this invention is to address the above-mentioned problems by providing a novel layered structure for tires, which has the advantages of adapting to stress, preventing delamination, and saving costs.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a novel layered tire structure, comprising tire body X, tire body S, and tire body T, wherein tire body X, tire body S, and tire body T are designed with differentiated parameters, the reverse end point of tire body X is located at A = 10mm ± 5mm above the maximum tire section width SW, the end point of tire body S is located at B = 10mm ± 5mm below the maximum tire section width SW, the inner side of tire body T wraps around the steel wire bead and is C = 15mm ± 5mm away from the inner side of the steel wire bead, and the outer side of tire body T should wrap around to a range of at least 15mm ± 5mm above the end point of the triangular rubber.

[0006] As a preferred embodiment of this utility model, the endpoints of the tire body X, tire body S and tire body T are spaced at least 10 mm apart.

[0007] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0008] This invention, while ensuring the overall stability of tire performance, precisely optimizes the tire carcass structure. The first tire carcass layer X and the second tire carcass layer S no longer use uniform parameters, but are designed differently according to their respective functional positioning in the tire. At the same time, in response to the problem of stress concentration and delamination failure in the bead area, a high-strength tire carcass T is specially added to this area. By flexibly selecting appropriate tire carcass materials according to the stress characteristics and functional priorities of different parts of the tire, the quality risks of bead delamination can be effectively solved, the tire durability can be improved, and the excessive or insufficient strength caused by improper material selection can be avoided, thus minimizing the waste of design and manufacturing costs. Attached Figure Description

[0009] Figure 1 It is the overall design drawing of the first tire carcass X, the second tire carcass S, and the tire carcass T at the bead area;

[0010] Figure 2 It is a partial drawing of the finished design of the first tire carcass X, the second tire carcass S, and the tire carcass S at the bead area;

[0011] Figure 3 This is a design diagram showing the relative positions of the first tire carcass (X) and the second tire carcass (S).

[0012] In the diagram: 1. Fetal body X; 2. Fetal body S; 3. Fetal body T. Detailed Implementation

[0013] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0014] like Figures 1 to 3 As shown, this utility model provides a novel layered structure for a tire, including tire carcass X1, tire carcass S2, and tire carcass T3. Tire carcass X1, tire carcass S2, and tire carcass T3 are designed with differentiated parameters. The reverse end of tire carcass X1 is located at A = 10mm ± 5mm above the maximum tire width SW. The end of tire carcass S2 is located at B = 10mm ± 5mm below the maximum tire width SW. The inner side of tire carcass T3 wraps around the steel wire ring and is C = 15mm ± 5mm away from the inner side of the steel wire ring. The outer side of tire carcass T3 should wrap around the triangular rubber end point by at least 15mm ± 5mm.

[0015] This differentiated end-position design allows the tire to exhibit excellent performance in different usage scenarios. When the tire is subjected to lateral forces, the higher reverse-wrap end of the tire carcass X1 enhances the support of the tire shoulder, effectively reducing tire deformation during cornering and improving handling stability. Meanwhile, the lower end position of the tire carcass S2 helps to distribute the pressure on the bottom of the tire, improving the tire's contact performance and making the tire more stable during driving, reducing rolling resistance and thus saving fuel consumption. The design of the tire carcass T3, with the steel wire ring wrapped around the inside and maintained at a certain distance, enhances the connection strength between the steel wire ring and the tire carcass, preventing the steel wire ring from shifting or loosening during tire operation, and improving the overall durability and safety of the tire.

[0016] The distance between the endpoints of the fetal body X1, fetal body S2 and fetal body T3 is at least 10 mm.

[0017] This spacing design helps improve the stability of tire manufacturing processes. During manufacturing, it allows for more precise control over the position and shape of each tire carcass layer, ensuring consistent tire quality. If the spacing between the endpoints is too small, problems such as the tire carcass layers squeezing and overlapping may occur during production, affecting tire performance and safety. The requirement of at least 10mm spacing provides sufficient space for production operations, facilitating accurate installation and positioning by workers, thereby improving production efficiency and product qualification rate.

[0018] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0019] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A novel layered tire structure, comprising tire carcass X (1), tire carcass S (2) and tire carcass T (3), characterized in that: The tire carcass X(1), tire carcass S(2) and tire carcass T(3) are designed with differentiated parameters. The reverse end of the tire carcass X(1) is located at A = 10 mm ± 5 mm above the maximum tire width SW. The end of the tire carcass S(2) is located at B = 10 mm ± 5 mm below the maximum tire width SW. The inner side of the tire carcass T(3) wraps around the steel wire ring and is C = 15 mm ± 5 mm away from the inner side of the steel wire ring. The outer side of the tire carcass T(3) should wrap around the triangular rubber end point by at least 15 mm ± 5 mm.

2. The layered structure of a novel tire according to claim 1, characterized in that: The endpoints of the fetal bodies X(1), S(2) and T(3) are spaced at least 10 mm apart.

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