Spring steel ring seam allowance structure of all-steel radial tire

Abstract

The utility model discloses a spring steel ring seam allowance structure of an all-steel radial tire. The spring steel ring seam allowance structure comprises a steel wire ring and apex connected with the periphery of the steel wire ring, a carcass ply wraps the outer side of the steel wire ring and the outer side of the apex, steel wire wrapping cloth wraps the outer side of the carcass ply, and tire bead protection rubber wraps the outer side of the steel wire wrapping cloth; a plurality of mounting grooves are distributed in the circumference of the inner circumferential side of the bead filler, a spring is arranged in each mounting groove, the first end of each spring is connected with the bottom of the corresponding mounting groove, and the second end of each spring is connected with the steel wire ring; according to the utility model, the spring is additionally arranged between the bead ring and the apex, so that the strength of the whole seam allowance is improved, and the damage of external force to the seam allowance can be buffered, thereby prolonging the service life of the tire and improving the comfort and safety in the driving process.

Description

Technical Field

[0001] The utility model relates to all-steel radial tires, and particularly to a spring steel ring bead structure of an all-steel radial tire. Background Art

[0002] As an important component in modern transportation, the performance of all-steel radial tires is directly related to the safety, comfort and service life of vehicles. In traditional all-steel radial tires, when dealing with complex working conditions such as overloading and uneven roads, the bead part of the tire often bears great pressure and impact, and is prone to damage, thus affecting the overall performance and life of the tire.

[0003] In the prior art, in order to improve the strength and toughness of the bead, methods such as increasing the diameter of the bead wire and optimizing the formula of the chafer are usually adopted. However, while these methods improve the strength, they often sacrifice the comfort and lightweight requirements of the tire, and the effect of absorbing impact and destructive force under extreme working conditions is limited.

[0004] In addition, with the continuous development of tire technology, the market's performance requirements for tires are increasing day by day. Especially in the fields of logistics transportation and heavy vehicles, tires need to bear greater loads and more complex road conditions, posing higher challenges to the strength and toughness of the bead.

[0005] Therefore, developing a new structure that can not only improve the strength of the bead, but also effectively buffer external force impacts, while maintaining the lightweight and comfort of the tire, has become an urgent need in the tire technology field. Summary of the Utility Model

[0006] The purpose of the utility model is to solve the problems existing in the prior art, and provide a spring steel ring bead structure of an all-steel radial tire. By adding springs between the bead wire and the chafer, the strength of the entire bead is improved, and the damage to the bead caused by external forces can be buffered, thereby extending the service life of the tire and enhancing the comfort and safety during driving.

[0007] To achieve the above purpose, the technical solution adopted by the utility model is:

[0008] A spring steel ring bead structure of an all-steel radial tire includes a bead wire and a chafer connected to the outer periphery of the bead wire. The carcass ply is wrapped outside the bead wire and the chafer, the wire wrap is wrapped outside the carcass ply, and the bead filler is wrapped outside the wire wrap; a plurality of installation grooves are circumferentially distributed on the inner peripheral side of the chafer, and a spring is arranged in each installation groove. The first end of the spring is connected to the bottom of the installation groove, and the second end is connected to the bead wire.

[0009] The wire of the second end of the spring extends to form a loop hook, and the spring is wound and fixed to the wire ring through the loop hook.

[0010] The second end of the spring is fixed to the wire ring by welding or adhesive.

[0011] A voltage dividing block is welded and fixed to the first end of the spring, and the spring is connected to the bottom of the installation groove through the voltage dividing block.

[0012] The spring is of a conical structure, the diameter of the first end of the spring is smaller than that of the second end, and the installation groove is a conical groove corresponding to the spring structure.

[0013] The number of the installation grooves is 10 - 20, and they are evenly spaced on the inner peripheral side of the apex strip.

[0014] The spring is of a cylindrical structure, the installation groove is a cylindrical groove, and the diameter of the installation groove is 1.1 - 1.3 times that of the spring.

[0015] The wire ring and the apex strip are fixedly connected by thermal bonding.

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

[0017] By adding a spring between the wire ring and the apex strip, the strength of the entire bead is improved, and the damage to the bead caused by external forces can be buffered, thereby prolonging the service life of the tire and enhancing the comfort and safety during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present utility model, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0019] Figure 1 It is a cross-sectional view of a steel radial tire in an embodiment of the present application;

[0020] Figure 2 It is a schematic structural view of a wire ring in an embodiment of the present application;

[0021] Figure 3 It is a partial structural view of a wire ring in an embodiment of the present application;

[0022] Figure 4 It is a schematic structural view of an apex strip in an embodiment of the present application;

[0023] In the figure: 1. bead wire; 2. chafer; 3. carcass ply; 4. wire wrap; 5. bead filler; 6. mounting groove; 7. spring; 701. loop hook; 8. pressure dividing block. Detailed implementation manners

[0024] Next, the technical solutions of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments in the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present utility model.

[0025] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this utility model is usually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present utility model. In addition, the terms "first", "second", "third", etc. are only used for distinguishing descriptions, and cannot be understood as indicating or implying relative importance.

[0026] In addition, terms such as "horizontal" and "vertical" do not mean that the components are required to be absolutely horizontal or hanging, but can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined.

[0027] In the description of the present utility model, it should also be noted that unless otherwise clearly specified and limited, the terms "set", "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0028] As Figures 1 to 4 shown, a bead structure of a steel radial tire with a spring steel ring includes a bead wire 1 and a chafer 2 connected to the outer periphery of the bead wire 1. The carcass ply 3 is wrapped outside the bead wire 1 and the chafer 2, the wire wrap 4 is wrapped outside the carcass ply 3, and the bead filler 5 is wrapped outside the wire wrap 4; a plurality of mounting grooves 6 are circumferentially distributed on the inner peripheral side of the chafer. A spring 7 is provided in each mounting groove 6. The first end of the spring 7 is connected to the bottom of the mounting groove 6, and the second end is connected to the bead wire 1.

[0029] In the spring steel ring mouth of the all-steel radial tire, the wire ring 1 is located at the lowest end and bears the load together with the rim to play a role in strength support. When the tire is overloaded or the mouth is subjected to excessive strength, the spring 7 enhances the strength and toughness of the entire mouth. When facing uneven roads, the spring 7 can provide additional buffering effect. The destructive force is first borne by the wire ring 1, and then the spring 7 buffers and eliminates a certain amount of impact and destructive force.

[0030] The design of the spring 7 between the wire ring 1 and the apex rubber 2 not only improves the strength of the entire sub-mouth, but also can buffer the damage to the sub-mouth caused by external forces, thereby extending the service life of the tire and improving the comfort and safety during driving.

[0031] In some embodiments, the steel wire at the second end of the spring 7 extends out to form a hook 701, and the spring 7 is fixed to the wire ring 1 by winding the hook 701. The steel wire at the second end of the spring 7 extends out to form the hook 701, which simplifies the installation process between the spring 7 and the wire ring 1 and provides a flexible and adjustable installation method; the hook 701 is wound and fixed on the wire ring 1, and the design of the hook 701 ensures that the spring 7 and the wire ring 1 are initially fixed according to a predetermined position before the wire ring 1 and the apex 2 are thermally bonded, so that during the thermal bonding process, the spring 7 can be accurately aligned with the mounting groove 6, reducing the risk of displacement or deformation of the spring 7 during the thermal bonding process, and ensuring the quality and performance of the tire.

[0032] In some embodiments, the second end of the spring 7 is fixed to the wire bead 1 by welding or adhesive. The fixing method of welding or adhesive ensures a firm connection between the spring 7 and the wire bead 1, and even when the tire is subjected to a large impact or load, the spring 7 can remain in a predetermined position to play its role in buffering and dispersing the impact force.

[0033] In some embodiments, a pressure dividing block 8 is welded and fixed to the first end of the spring 7, and the spring 7 is connected to the bottom of the mounting groove 6 through the pressure dividing block 8. The function of the pressure dividing block 8 is to disperse the pressure borne by the spring 7 to prevent it from directly acting on the bottom of the mounting groove 6, thereby reducing the wear and damage to the mounting groove; at the same time, the pressure dividing block 8 also increases the contact area between the spring 7 and the bottom of the mounting groove 6, improving the stability and reliability of the connection.

[0034] In some embodiments, the spring 7 is a conical structure, the diameter of the first end of the spring 7 is smaller than the diameter of the second end, and the mounting groove 6 is a conical groove corresponding to the structure of the spring 7. This design increases the contact area between the spring 7 and the mounting groove 6, so that the spring can distribute the pressure more evenly when installed and subjected to force, thereby reducing the wear and damage to the mounting groove. In addition, the conical structure also helps the spring 7 to undergo elastic deformation when subjected to force, so as to better absorb and disperse the impact force, thereby improving the performance and service life of the tire.

[0035] In some embodiments, the number of the mounting grooves 6 is 10, 15 or 20, and they are evenly spaced and distributed on the inner peripheral side of the apex 2. If the number of the mounting grooves 6 is too large, the structural strength of the apex 2 will be reduced, affecting its support and stability; while if the number of the mounting grooves 6 is too small, the impact and pressure received by the tire cannot be fully dispersed, reducing the buffering effect. Therefore, by selecting a moderate number range, the best impact dispersion and buffering effect can be achieved while maintaining the structural strength of the apex 2.

[0036] In some embodiments, the spring 7 is of a cylindrical structure, the mounting groove 6 is a cylindrical groove, and the diameter of the mounting groove 6 is 1.1 - 1.3 times the diameter of the spring 7. If the mounting groove 6 is too wide, the spring 7 may shake or shift after installation, affecting its buffering effect; while if the mounting groove 6 is too narrow, the installation difficulty will increase. Therefore, by setting the diameter of the mounting groove 6 to 1.1 to 1.3 times the diameter of the spring 7, both the installation stability is ensured and the spring can effectively play its buffering role.

[0037] In some embodiments, the bead 1 and the apex 2 are fixedly connected by thermal bonding. Thermal bonding is an existing process technology. Compared with the flat bonding process, while ensuring the tight bonding of the bead 1 and the apex 2, the spring 7 can be more easily aligned with the mounting groove 6, ensuring its accurate installation at the predetermined position.

[0038] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principle and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A spring steel bead bead structure of an all-steel radial tire, comprising a steel bead (1) and an apex rubber (2) connected to the outer periphery of the steel bead (1), a carcass cord (3) wrapped around the outer sides of the steel bead (1) and the apex rubber (2), a steel wire wrap (4) wrapped around the outer sides of the carcass cord, and a bead rubber (5) wrapped around the outer sides of the steel wire wrap (4); It is characterized in that A plurality of mounting grooves (6) are distributed on the inner circumference of the apex rubber (2), each of the mounting grooves (6) is provided with a spring (7), a first end of the spring (7) is connected to the bottom of the mounting groove (6), and a second end is connected to the wire ring (1).

2. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: The steel wire at the second end of the spring (7) extends out to form a ring hook (701), and the spring (7) is wound and fixed to the steel wire ring (1) through the ring hook (701).

3. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: The second end of the spring (7) is fixed to the wire ring (1) by welding or adhesive.

4. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: A pressure dividing block (8) is welded and fixed to the first end of the spring (7), and the spring (7) is connected to the bottom of the installation groove (6) via the pressure dividing block (8).

5. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: The spring (7) is a conical structure, the diameter of the first end of the spring (7) is smaller than the diameter of the second end, and the mounting groove (6) is a conical groove corresponding to the structure of the spring (7).

6. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: The number of the mounting grooves (6) is 10 to 20 and they are evenly spaced and distributed on the inner circumference of the apex (2).

7. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: The spring (7) is a cylindrical structure, the mounting groove (6) is a cylindrical groove, and the diameter of the mounting groove (6) is 1.1 to 1.3 times the diameter of the spring (7).

8. The spring steel ring bead structure of the all-steel radial tire according to claim 1, characterized in that: The wire ring (1) and the apex rubber (2) are fixedly connected by thermal bonding.

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