Curve structure of tire bead part

Abstract

The utility model discloses a tire bead curve structure, which relates to the technical field of tires, and comprises a tire body, the outer surface of the tire body is coated with a tread, the part between the tread and a sidewall is a tire shoulder, the inner side part of the tire body is a tire bead, the inner side of the tire body is provided with a hub, and the tire bead is provided with a tire bead. The tire bead is tightly engaged with the hub; and the curve of the rim part is improved by adjusting the starting line angle of the tire bead, the position of the circular arc central point of the tire bead part and the circular arc radius of the tire bead. The tire bead curve structure can be applied to all tires with the height-width ratio of less than 50 (including) and abnormal rim curves, and the rim curve at the side part of the tire and the transition between the rim and the tire side part are adjusted by innovating the tire bead curve structure scheme and changing the rim starting angle, the arc positioning point and the arc radius, so that the rim curve can be effectively improved, and the tire bead quality is improved. And the rubber material at the ring opening part of the tire is uniformly distributed, so that the problem that the internal cord thread is exposed is avoided, and the tire can be better matched with a hub.

Description

Technical Field

[0001] The utility model relates to the technical field of tires, in particular to a tire bead curve structure. Background Art

[0002] As is well known, the bezel of a tire is a part with a circle of steel wire inside and cord and rubber wrapped outside, which is used to fit tightly with the wheel hub. In order to fit tightly with the wheel hub and prevent air leakage, the bezel needs to have a certain curve design to fit tightly with the wheel hub. However, a certain specific curve design currently brings different curve effects for different sizes and different aspect ratios, which leads to the problem of exposed bezel lines on the finished tires.

[0003] Specifically, the larger the nominal width of the tire and the lower the aspect ratio, the greater the difference between the width of the hub and the widest point of the tire, the steeper the curve from the sidewall to the bezel, the larger the curvature of the bezel, and the uneven transition of the arc. When the tire is vulcanized, the excessively large curvature of the steel rim squeezes the tire blank, and the rubber flows poorly, so that the bezel cannot get enough rubber, resulting in leakage of internal cords at the bezel, affecting the fit between the tire and the hub, and easily causing damage and other safety problems in the later use of the tire. For this reason, we provide a tire bezel curve structure. Utility Model Content

[0004] The utility model aims to provide a tire bead curve structure to solve the problems in the background technology.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] A tire bead curve structure, comprising a tire carcass, wherein the outer surface of the tire carcass is covered with a tread, the portion between the tread and the sidewall of the tire carcass is a shoulder, the inner side of the tire carcass is a bead, a wheel hub is arranged on the inner side of the tire carcass, and the bead is tightly engaged with the wheel hub;

[0007] The rim curve is improved by adjusting the starting line angle of the tire bead, the position of the center point of the arc of the tire bead, and the arc radius of the tire bead. Specifically, the starting line angle α1 of the tire bead is 0° to 45°, the center point position H1 of the tire bead arc is 0mm to 30mm, the center point position H2 of the tire bead arc is 0mm to 30mm, and the arc radius of the tire bead is 0mm to 50mm.

[0008] On the basis of the above technical solutions, the present invention also provides the following optional technical solutions:

[0009] In an optional solution: the tire bead starting line angle α1, that is, the starting point is the rotation angle from the width end point of the wheel hub to the upward vertical direction.

[0010] In an optional solution: the running surface width W1 is the axial distance between two shoulder points; the section width W2 is the maximum distance between the two outer sides of the tire cross-section profile.

[0011] In an optional solution: the design width W3 of the hub is greater than or equal to the standard hub width specified by the design standard.

[0012] In an optional solution: the total section height H1 is the vertical distance between the bottom of the bead and the highest point of the tread, and the lower section height H2 is the vertical distance between the bottom of the bead and the widest point of the tire carcass sidewall profile.

[0013] In an optional solution: the upper sidewall arc SWR1 is an arc between the arc end point of the tread and the widest point of the cross-sectional width, and the lower sidewall arc SWR2 is an arc between the arc end point of the tire bead and the widest point of the cross-sectional width.

[0014] In an optional solution: the upper arc BR1 of the tire bead is an arc obtained by tangently connecting the lower tire side arc SWR2 with the tire bead starting line.

[0015] In an optional solution: the lower arc BR2 of the tire bead is an arc obtained by tangent between the bottom of the tire bead and the tire bead starting line.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0017] The utility model can be applied to tires with an aspect ratio of 50 or less and all tires with abnormal bead curves. By innovating the bead curve structure scheme, changing the bead starting angle, arc positioning point, and arc radius, the bead curve of the tire side and the transition between the bead and the sidewall can be adjusted. This can effectively improve the bead curve, make the rubber material in the tire bead area evenly distributed, avoid the problem of internal cord exposure, and thus enable the tire to better cooperate with the wheel hub. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the cross section of the tire of the present utility model.

[0019] Figure 2 It is a partial enlarged view of the tire rim curve of the utility model.

[0020] Notes on the accompanying drawings: 1. tire carcass; 2. tread; 3. shoulder; 4. bead; 5. wheel hub. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0022] Example 1

[0023] In one embodiment, Figure 1-Figure 2 As shown, a tire rim curve structure includes a tire carcass 1, the outer surface of the tire carcass 1 is covered with a tread 2, the portion between the tread 2 and the sidewall of the tire carcass 1 is a shoulder 3, the inner side of the tire carcass 1 is a bead 4, a wheel hub 5 is arranged on the inner side of the tire carcass 1, and the bead 4 is tightly engaged with the wheel hub 5; by adjusting the starting line angle of the bead 4, the position of the arc center point of the bead 4, and the arc radius of the bead 4, the wheel rim curve is improved, so that the curve of the bead 4 is smoothly transitioned and the tire carcass 1 is ensured to be tightly combined with the wheel hub 5;

[0024] Specifically, the starting line angle α1 of the bead 4, that is, the rotation angle between the width end point of the wheel hub 5 and the upward vertical direction, is 0° to 45°, the bead 4 arc center point position H1 is 0mm to 30mm, the bead center point position H2 is 0mm to 30mm, and the arc radius of the bead 4 is 0mm to 50mm. These value ranges can be used as a tire bead curve design with a large difference between the widest point of the tire and the wheel hub 5 to improve the above problems;

[0025] Example 2

[0026] Different from the first embodiment, the running surface width W1 is the axial distance between the two shoulder points, the section width W2 is the maximum distance between the two outer sides of the tire profile, and the design width W3 of the hub 5 is greater than or equal to the standard hub 5 width specified in the design standard. This width design makes the difference between the widest point of the tire and the hub 5 larger to adapt to the innovation of the curved structure solution.

[0027] The total section height H1 is the vertical distance between the bottom of the bead 4 and the highest point of the tread 2, and the lower section height H2 is the vertical distance between the bottom of the bead 4 and the widest point of the sidewall profile of the tire carcass 1. The above two vertical distances can facilitate the positioning of the two arc center points of the bead 4;

[0028] The upper sidewall arc SWR1 is the arc between the arc endpoint of the tread 2 and the widest point of the cross-sectional width, and the lower sidewall arc SWR2 is the arc between the arc endpoint of the tire bead 4 and the widest point of the cross-sectional width; the upper arc BR1 of the tire bead 4 is the arc obtained by tangenting the lower sidewall arc SWR2 to the starting line of the tire bead 4, and the lower arc BR2 of the tire bead 4 is the arc obtained by tangenting the bottom of the tire bead 4 to the starting line of the tire bead 4. By changing the center point and radius of the above-mentioned arc, the curve structure of the tire bead 4 can be innovated to make its curve transition smoothly and ensure close connection with the wheel hub 5.

[0029] Working principle: The utility model can be applied to tires with an aspect ratio of 50 or less and all tires with abnormal bead curves. In this solution, the tire bead curve design with a large difference between the widest point of the tire and the wheel hub 5 is a contour bead structure method proposed to improve the above-mentioned problem. By innovating the curve structure of the bead 4, adjusting the starting line angle of the bead 4, the position of the arc center point of the bead 4, and the arc radius of the bead 4, the wheel rim curve is improved, so that the bead 4 curve transitions smoothly and ensures that the tire carcass 1 and the wheel hub 5 are tightly combined, and then improves the abnormal flow of rubber during bead vulcanization, so that the rubber is evenly distributed in the tire bead, and effectively avoids the problem of internal cord exposure, thereby improving the practicality of the tire and preventing damage and other safety problems during the later use of the tire;

[0030] For a specific numerical range, the starting line angle α1 of the tire bead 4 can be 0° to 45°, the center point position H1 of the bead arc can be 0mm to 30mm, the center point position H2 of the bead arc can be 0mm to 30mm, and the arc radius of the tire bead 4 can be 0mm to 50mm, so as to adjust the bead curve of the tire side and the transition between the bead and the sidewall.

[0031] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A tire bead curve structure, comprising a tire carcass (1), the outer surface of the tire carcass (1) being covered with a tread (2), the portion between the tread (2) and the sidewall of the tire carcass (1) being a tire shoulder (3), the inner side of the tire carcass (1) being a tire bead (4), a wheel hub (5) being arranged on the inner side of the tire carcass (1), and the tire bead (4) being tightly engaged with the wheel hub (5); It is characterized in that The wheel rim curve is improved by adjusting the starting line angle of the tire bead (4), the position of the arc center point of the tire bead (4), and the arc radius of the tire bead (4). The starting line angle α1 of the tire bead (4) is 0° to 45°, the position H1 of the arc center point of the tire bead (4) is 0mm to 30mm, the position H2 of the arc center point of the tire bead (4) is 0mm to 30mm, and the arc radius of the tire bead (4) is 0mm to 50mm.

2. A tire bead curve structure according to claim 1, characterized in that: The starting line angle α1 of the tire bead (4) is the rotation angle between the width end point of the wheel hub (5) and the upward vertical direction.

3. A tire bead curve structure according to claim 1, characterized in that: The running surface width W1 is the axial distance between the two shoulder (3) points, and the section width W2 is the maximum distance between the two outer sides of the tire profile.

4. A tire bead curve structure according to claim 1, characterized in that: The designed width W3 of the wheel hub (5) is greater than or equal to the width of the wheel hub (5).

5. The tire bead curve structure according to claim 1, characterized in that: The total section height H1 is the vertical distance between the bottom of the bead (4) and the highest point of the tread (2), and the lower section height H2 is the vertical distance between the bottom of the bead (4) and the widest point of the sidewall profile of the tire carcass (1).

6. A tire bead curve structure according to claim 1, characterized in that: The upper sidewall arc SWR1 is an arc between the arc end point of the tread (2) and the widest point of the cross-sectional width, and the lower sidewall arc SWR2 is an arc between the arc end point of the bead (4) and the widest point of the cross-sectional width.

7. A tire bead curve structure according to claim 6, characterized in that: The upper arc BR1 of the tire bead (4) is an arc obtained by tangently connecting the lower tire side arc SWR2 with the starting line of the tire bead (4).

8. A tire bead curve structure according to claim 7, characterized in that: The lower arc BR2 of the tire bead (4) is an arc obtained by tangency between the bottom of the tire bead (4) and the starting line of the tire bead (4).

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