Tire for new energy electric bus
By introducing noise reduction layers, anti-pass layer and specific block designs into the tires of new energy electric buses, the problem of insufficient noise and grip is solved, driving comfort and stability in extreme weather are improved, and tire service life is extended.
Patent Information
- Application Number
- CN202422279357.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-18
- Publication Date
- 2025-07-04
- Estimated Expiration
- 2034-09-18
AI Technical Summary
The tires of existing new energy electric buses have outstanding noise when running, and lack grip and buffering capabilities in extreme weather, which affects driving stability and safety.
A new energy electric bus tire is designed, including a tread main body and a sidewall. The tread main body is composed of a crown, a first anti-pass layer, a belt layer, a ply layer and an airtight layer. A first noise reduction layer and a noise reduction hole are provided on the inner side of the shoulder. A specific block and a linear groove are provided on the tread main body, which combines the first and second anti-pass layers to improve the anti-puncture capability.
Reduce tire running noise, improve driving comfort and cushioning performance, enhance grip and cushioning capabilities, ensure operational stability and safety in extreme weather, and extend service life.
Smart Images
Figure CN223058702U_ABST
Abstract
Description
Technical Field
[0001] This application relates to a tire for new energy electric buses, belonging to the technical field of new energy electric bus tires. Background Art
[0002] Electric buses have the advantages of low energy consumption, low noise, high driving stability, and zero emissions. According to statistics, as of the end of 2022, there were 78,000 operating routes for urban public buses and trolleybuses in China. Last year, the passenger volume of urban public buses and trolleybuses reached 35.337 billion person-times, serving nearly 100 million person-times of travel every day. To achieve the smooth operation of electric buses, the quality of the tires is of utmost importance.
[0003] Since electric buses use electric motors to replace the original engines, there is almost no noise generated in the power supply system. Due to the significant reduction in noise, the noise of the tires will be more prominent. Therefore, it is necessary to develop a tire that can reduce noise during tire operation. Secondly, the current new energy electric buses are all relatively heavy, and the torque transmitted by the transmission system is also greater, requiring the tires to have good grip and buffering capabilities. Especially in rainy, snowy and other weather conditions, sudden stops and sudden brakes are more likely to occur, and it is even more necessary for them to have good grip and buffering capabilities, so as to improve the running stability, safety and comfort. Utility Model Content
[0004] To solve the above problems, this application proposes a tire for new energy electric buses, which can reduce the noise during tire operation, improve the driving comfort and buffering performance, and improve the drainage capacity, grip and buffering capacity of the tire, so as to ensure the running stability and safety of the tire in extreme weather such as rain and snow, and extend the service life of the tire.
[0005] According to one aspect of this application, there is provided a tire for new energy electric buses, including a tread body and a tire sidewall. Between the tread body and the tire sidewall is the tire shoulder. The tread body includes a tread crown, a first puncture-proof layer, a belt layer, a ply layer and an airtight layer arranged in sequence from top to bottom. On the side of the tread crown away from the first puncture-proof layer, there are protrusions forming patterns.
[0006] On the inner side of the tire shoulder, there is a first noise reduction layer, and the surface of the first noise reduction layer is provided with a number of noise reduction holes.
[0007] The protrusions include two rows of first tread blocks, two rows of second tread blocks and one row of third tread blocks. The two rows of first tread blocks are respectively arranged on both sides of the tread body, the two rows of second tread blocks are respectively arranged on one side of the first tread blocks, and the third tread block is arranged in the middle of the two rows of second tread blocks.
[0008] Optionally, the thickness of the first noise reduction layer is 1 - 1.5 mm.
[0009] Optionally, the depth of the noise reduction holes is 1 / 4 - 1 / 2 of the thickness of the first noise reduction layer.
[0010] Optionally, a second noise reduction layer is further provided between the cord ply and the inner liner.
[0011] Optionally, the thickness of the second noise reduction layer is 1 - 2 mm.
[0012] Optionally, a second puncture-proof layer is further provided between the belt layer and the cord ply.
[0013] Optionally, the materials of the first puncture-proof layer and the second puncture-proof layer are aramid fiber mesh or steel cord fabric or a combination thereof.
[0014] Optionally, a groove is provided on the side surface of the first tread block away from the second tread block.
[0015] Optionally, a first linear groove is provided on the top surface of the first tread block close to the second tread block, the first linear groove is horizontally arranged, a second linear groove is provided on the top surface of the second tread block, and a third linear groove is provided on the top surface of the third tread block.
[0016] Optionally, the second linear groove is arranged obliquely at 35 - 55°, and the third linear groove forms an angle of 80 - 100° with the second linear groove.
[0017] Optionally, triangular grooves are further provided on the circumferences of the second tread block and the third tread block.
[0018] The beneficial effects that can be produced by this application include but are not limited to:
[0019] 1. For the tire for new energy electric buses provided by this application, the settings of the first noise reduction layer and the second noise reduction layer can reduce the noise during tire operation without reducing other tire performances, improve the driving comfort, and the first noise reduction layer can also improve the buffering performance of the tire.
[0020] 2. For the tire for new energy electric buses provided by this application, the designs of the first tread block, the second tread block and the third tread block can improve the drainage capacity, grip and buffering capacity of the tire, thereby ensuring the running stability and safety of the tire in extreme weather such as rain and snow, extending the service life of the tire, and in addition, can improve the balance and traction of the tire when the electric bus turns.
[0021] 3. For the tire for new energy electric buses provided by this application, the settings of the first puncture-proof layer and the second puncture-proof layer can improve the puncture-proof ability of the tire, avoid crisis situations such as air leakage and tire blowout during driving, and further improve the use safety and service life of the tire.
[0022] 4. The tires for new energy electric buses provided by this application. The design of the first linear groove, the second linear groove, and the third linear groove can disperse the acting force when the tire is stressed, improving the safety and service life of the tire; and it can also improve the grip of the tire, increasing the anti-hydroplaning performance and braking performance of the tire in rainy and snowy weather. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] The drawings described herein are used to provide a further understanding of this application, and constitute a part of this application. The schematic embodiments of this application and their descriptions are used to explain this application, and do not constitute an improper limitation to this application. In the drawings:
[0024] Figure 1 is a schematic side cross-sectional view of the tire for new energy electric buses according to an embodiment of this application;
[0025] Figure 2 is a schematic structural view of the tire for new energy electric buses according to an embodiment of this application;
[0026] Figure 3 is a top view of the first noise reduction layer according to an embodiment of this application;
[0027] Figure 4 is a schematic structural view of the tread surface according to an embodiment of this application;
[0028] Figure 5 is a three-dimensional schematic view of the first tread block according to an embodiment of this application;
[0029] List of components and reference numerals:
[0030] 1, tread body; 2, tire sidewall; 3, first noise reduction layer; 31, noise reduction holes; 41, tread; 42, first puncture-proof layer; 43, belt layer; 44, second puncture-proof layer; 45, cord fabric layer; 46, second noise reduction layer; 47, airtight layer; 5, first tread block; 51, groove; 52, first linear groove; 6, second tread block; 61, second linear groove; 7, third tread block; 71, third linear groove. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0031] In order to more clearly explain the overall concept of this application, the following will be described in detail by way of examples in conjunction with the drawings in the specification.
[0032] In order to be able to more clearly understand the above-mentioned objects, features, and advantages of this application, the following will further describe this application in detail in conjunction with the drawings and specific embodiments. It should be noted that, without conflict, the embodiments of this application and the features in the embodiments can be combined with each other.
[0033] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application may be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited by the specific embodiments disclosed below.
[0034] In addition, in the description of the present application, it should be understood that the orientation or positional relationships indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present application 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 thus should not be construed as a limitation to the present application.
[0035] Furthermore, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, "a plurality" means two or more unless otherwise specifically defined.
[0036] In the present application, unless otherwise clearly defined and limited, the terms "mounted", "connected", "coupled", "fixed", etc. shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral body; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application may be understood according to specific circumstances.
[0037] In the present application, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.
[0038] Reference Figures 1-5, embodiments of the present application disclose a tire for a new energy electric bus, including a tread body 1 and a tire sidewall 2. The tire shoulder is located between the tread body 1 and the tire sidewall 2. The tread body 1 includes a tread crown 41, a first puncture-proof layer 42, a belt layer 43, a ply 45 and an airtight layer 47, which are arranged in sequence from top to bottom. On the side of the tread crown 41 away from the first puncture-proof layer 42, there are raised parts forming patterns; on the inner side of the tire shoulder, there is a first noise reduction layer 3, and the surface of the first noise reduction layer 3 is provided with a number of noise reduction holes 31; the raised parts include two rows of first tread blocks 5, two rows of second tread blocks 6 and one row of third tread blocks 7. The two rows of first tread blocks 5 are respectively arranged on both sides of the tread body 1, the two rows of second tread blocks 6 are respectively arranged on one side of the first tread blocks 5, and the third tread blocks 7 are arranged in the middle of the two rows of second tread blocks 6.
[0039] First, the first noise reduction layer 3 is provided on the inner side of the tire shoulder. The material of the first noise reduction layer 3 and the noise reduction holes 31 provided on its surface can absorb the noise generated during the operation of the tire, thereby reducing the noise during the operation of the tire and improving the driving comfort. At the same time, the noise reduction holes 31 will also deform when the tire is stressed, thereby improving the buffering effect of the tire shoulder and further improving the buffering performance of the tire; the first tread blocks 5, second tread blocks 6 and third tread blocks 7 provided on the tread body 1 can improve the drainage capacity, grip and buffering capacity of the tire, thereby ensuring the running stability and safety of the tire in extreme weather such as rain and snow, extending the service life of the tire, and in addition, can also improve the balance and traction of the tire when the electric bus turns.
[0040] As an implementation manner, the thickness of the first noise reduction layer 3 is 1 - 1.5 mm.
[0041] Since the first noise reduction layer 3 is provided on the inner side of the tire shoulder, the thickness of the first noise reduction layer 3 cannot exceed 1.5 mm, otherwise the resilience and the ability to resist deformation of the tire shoulder when stressed will be reduced, and the driving safety will be lowered. However, if the thickness of the first noise reduction layer 3 is less than 1 mm, the noise reduction effect will be significantly reduced.
[0042] As an implementation manner, the depth of the noise reduction holes 31 is 1 / 4 - 1 / 2 of the thickness of the first noise reduction layer 3.
[0043] The noise reduction holes 31 are used to absorb noise and improve the buffering of the tire shoulder. If the depth is too shallow, the noise absorption effect and buffering effect will decrease. If the depth is too deep, the matrix ratio of the first noise reduction layer 3 will decrease, and the noise absorption effect will also be reduced.
[0044] As an implementation manner, a second noise reduction layer 46 is further provided between the ply 45 and the airtight layer 47.
[0045] The setting of the second noise reduction layer 46 can be combined with the first noise reduction layer 3 to absorb the noise generated in the area of the tread body 1, thereby further reducing the noise during tire operation.
[0046] As an implementation manner, the thickness of the second noise reduction layer 46 is 1-2 mm.
[0047] The thickness of the second noise reduction layer 46 can ensure noise reduction while improving the processing performance of the tire and not reducing the driving stability of the tire. If the thickness is too thick, effective noise absorption cannot be achieved. If the thickness is too thick, the thickness of the tread body 1 area will be too thick, and the connection with the tire side 2 will not be smooth, which is not conducive to industrial processing and will also affect the driving stability of the tire to a certain extent.
[0048] Specifically, the materials of the first noise reduction layer 3 and the second noise reduction layer 46 can be silicone rubber or other rubbers with noise absorption functions, as long as they can achieve noise absorption and are well combined with other layers.
[0049] As an implementation manner, a second puncture-proof layer 44 is also provided between the belt layer 43 and the ply layer 45.
[0050] The first puncture-proof layer 42 is arranged below the tread body 1 and can play a puncture-proof effect, improving the use safety of the tire. The second puncture-proof layer 44 is arranged between the belt layer 43 and the ply layer 45 and works together with the first puncture-proof layer 42 to further improve the puncture-proof ability of the tire. Therefore, the driving performance of new energy electric buses on roads with stones, nails or broken glass can be improved, and crises such as tire air leakage and blowout during driving can be avoided, thereby improving the use safety and service life of the tire.
[0051] Specifically, the materials of the first puncture-proof layer 42 and the second puncture-proof layer 44 can be aramid fiber mesh or steel cord fabric or their combination, which can increase the bonding force with adjacent layers while playing a puncture-proof role, thereby avoiding delamination and interlayer displacement and improving the reliability and stability of the tire.
[0052] As an implementation manner, a groove 51 is provided on the side of the first tread block 5 away from the second tread block 6.
[0053] The trapezoidal first tread block 5 can increase the grip, traction and braking performance of the tire, thereby improving the running stability of the tire. The groove 51 is arranged on both sides of the tread body 1. First, it can improve the buffering ability of the tire when stressed, achieving a shock-absorbing effect. Second, it can improve the drainage ability of the tire, thereby maintaining a high grip, increasing traction and improving running safety in rainy, snowy and other weather conditions.
[0054] As an implementation manner, a first linear groove 52 is provided on the top surface of the first tread block 5 close to the second tread block 6. The first linear groove 52 is horizontally arranged. A second linear groove 61 is provided on the top surface of the second tread block 6, and a third linear groove 71 is provided on the top surface of the third tread block 7.
[0055] The designs of the first linear groove 52, the second linear groove 61, and the third linear groove 71 are mainly to disperse the acting force when the tire is stressed, thereby avoiding the concentrated stress point of the tire, implementing self-protection for the tire, avoiding tire blowout at the concentrated stress point, and improving the use safety and service life of the tire; in addition, the first linear groove 52, the second linear groove 61, and the third linear groove 71 can also increase the contact area between the tire and the ground, further improve the grip of the tire, and increase the anti-hydroplaning performance and braking performance of the tire in rainy and snowy weather.
[0056] As an implementation manner, the second linear groove 61 is arranged obliquely at 35 - 55°, and the third linear groove 71 is arranged at 80 - 100° with respect to the second linear groove 61. Under the above settings, the overall use performance of the tire is further improved, especially the grip and anti-hydroplaning performance are significantly improved, and the aesthetics of the tire is enhanced. At the same time, it is also more conducive to the industrial production and processing of the tire.
[0057] As an implementation manner, triangular grooves are further provided on the second tread block 6 and the third tread block 7 in the circumferential direction. The triangular grooves can increase the outer surface area of the second tread block 6 and the third tread block 7, thereby further improving the grip of the tire, and can also buffer the stress on the second tread block 6 and the third tread block 7, thereby improving the buffering performance of the tire, and is also conducive to drainage.
[0058] Specifically, the materials of the belt layer 43, the ply 45, and the inner liner 47, the connection setting method between the layers, and the tire forming method can refer to the existing methods in the prior art. Moreover, the materials of the tread body 1 and the sidewall 2 can also refer to the rubber materials of the tires for new energy electric buses in the prior art. This application will not elaborate further.
[0059] Each embodiment in this specification is described in a progressive manner. The same or similar parts among the embodiments can be referred to each other, and the key points of each embodiment are the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiment.
[0060] The above description is only for the embodiments of this application and is not intended to limit this application. For those skilled in the art, various changes and modifications can be made to this application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included within the scope of the claims of this application.
Claims
1. A tire for a new energy electric bus, comprising a tread body and a tire sidewall, and a tire shoulder is provided between the tread body and the tire sidewall, characterized in that, The tread body includes a crown, a first puncture protection layer, a belt layer, a ply and an inner liner layer which are arranged in sequence from top to bottom. A projection for forming a pattern is provided on one side of the crown away from the first puncture protection layer; A first noise reduction layer is provided on the inner side of the tire shoulder, and a plurality of noise reduction holes are provided on the surface of the first noise reduction layer; The projection includes two rows of first tread blocks, two rows of second tread blocks and one row of third tread blocks. The two rows of first tread blocks are respectively arranged on both sides of the tread body. The two rows of second tread blocks are respectively arranged on one side of the first tread blocks. The third tread block is arranged in the middle of the two rows of second tread blocks.
2. The tire for a new energy electric bus according to claim 1, characterized in that, The thickness of the first noise reduction layer is 1-1.5 mm.
3. The tire for a new energy electric bus according to claim 2, characterized in that, The depth of the noise reduction hole is 1 / 4-1 / 2 of the thickness of the first noise reduction layer.
4. The tire for new energy electric buses according to claim 1, wherein, A second noise reduction layer is further provided between the ply and the inner liner layer.
5. The tire for new energy electric buses according to claim 4, wherein, The thickness of the second noise reduction layer is 1-2 mm.
6. The tire for a new energy electric bus according to claim 1, wherein, A second puncture protection layer is further provided between the belt layer and the ply.
7. The tire for new energy electric buses according to claim 1, wherein A groove is provided on the side surface of the first tread block away from the second tread block.
8. The tire for a new energy electric bus according to claim 7, characterized in that, A first linear groove is provided on the top surface of the first tread block close to the second tread block, and the first linear groove is horizontally arranged.
9. The tire for a new energy electric bus according to claim 8, wherein, A second linear groove is provided on the top surface of the second tread block, and a third linear groove is provided on the top surface of the third tread block.
10. The tire for new energy electric buses according to claim 9, characterized in that, The second linear groove is arranged obliquely at 35-55°, and the third linear groove is arranged at 80-100° with respect to the second linear groove.