Angular rim protection structure and tire

Abstract

The utility model provides an angular rim protection structure and a tire, and belongs to the technical field of tires, the angular rim protection structure comprises an upper section arc extending downwards from the widest part of the section of the tire and a lower section arc extending upwards from a seam allowance, the tail end of the upper section arc is intersected with the tail end of the lower section arc to form an angular bulge, the upper section arc is attached to the lower tire side arc and is tangent to the lower tire side arc, the lower section arc is attached to the lower tire side arc and is tangent to the lower tire side arc, the distance t from the intersection point of the upper section arc and the lower section arc to the tire side is larger than or equal to 3.5 mm and smaller than or equal to 5.5 mm, the height BH from the intersection point of the upper section arc and the lower section arc to the tire is larger than or equal to 25 mm and smaller than or equal to 27 mm, and the radius Ra of the upper section arc is larger than or equal to 120 mm. The angular rim protection structure solves the technical problems that an existing boss-shaped rim protection structure is too thick in sizing material and too high in heat generation and is damaged too early due to product stress concentration points, heat generation concentration at the rim protection position can be reduced, and the angular rim protection structure has the advantage of effectively protecting a rim.

Description

TECHNICAL FIELD

[0001] The utility model belongs to tire technical field especially relates to a corner shape wheel rim protection structure and tire. BACKGROUND

[0002] In the process of automobile driving, the wheel hub is often exposed to the outside, and is easy to be scratched by road obstacles, thereby affecting the service life of the tire. The wheel rim protection device can effectively prevent the wheel hub from being scratched or damaged in the driving process through special design, and prolong the service life thereof.

[0003] The existing wheel rim protection structure is in the form of a boss, and the protection of the wheel rim is realized by simply increasing the height and thickness of the boss outside the outer contour, which can cause the rubber material at the wheel rim protection position to be too thick, stress concentration points are easy to be generated, and excessive heat is generated, thereby causing early damage. Moreover, the lower section of the wheel rim protection structure is more likely to be in contact with the wheel rim under high load of the tire, and in the process of indoor testing or long-term use, the wheel rim protection structure is frequently acted on at the wheel rim protection position under excessive load, which can cause excessive heat generation and frequent force acting on the knurling area at the position, thereby causing damage at the position.

[0004] Therefore, in order to protect the wheel rim and prolong the service life of the tire, a new wheel rim protection structure needs to be provided. SUMMARY

[0005] The details of one or more embodiments of the utility model are proposed in the following drawings and description, so that other features, objects and advantages of the present application are more concise and easy to understand.

[0006] The utility model discloses a kind of corner shape wheel rim protection structure and tire, solve the technical problem that the existing boss-shaped wheel rim protection structure exists rubber material, product stress concentration point, cause excessive heat generation, damage prematurely, wheel rim protection position heat concentration can be reduced, with The characteristics of effectively protecting wheel rim.

[0007] The utility model discloses a kind of corner shape wheel rim protection structure, including by the upper section arc of tire section widest place downward extension and by the lower section arc of sub-port upward extension, the end of upper section arc and the end of lower section arc intersect, form a corner shape protrusion, wherein, upper section arc is attached lower tire side arc and is tangent to lower tire side arc, lower section arc is attached lower tire side arc and is tangent to lower tire side arc, the intersection point of upper section arc and lower section arc to tire side distance t satisfies 3.5mm≤t≤5.5mm, the intersection point of upper section arc and lower section arc to tire bar height BH satisfies 25mm≤BH≤27mm, upper section arc radius Ra satisfies Ra≥120mm.

[0008] In some embodiments, the intersection point of upper section arc and lower section arc to tire bar transverse total length BW satisfies BW≥14mm.

[0009] In some embodiments, the height BH' from the end of the lower arc segment connected to the calf joint to the calf axle satisfies BH'≥20mm.

[0010] In some embodiments, the lower arc radius Rb satisfies 25mm≤Rb≤40mm.

[0011] In some embodiments, the lower arc segment includes a first lower arc segment and a second lower arc segment. One end of the first lower arc segment is connected to the upper arc segment, and the other end is connected to the second lower arc segment. The radius Rb1 of the first lower arc segment satisfies Rb1≤10mm, and the radius Rb2 of the second lower arc segment satisfies Rb2≤15mm.

[0012] Another aspect of this utility model discloses a tire having the aforementioned angular rim protection structure.

[0013] In some embodiments, the tire sidewall includes a sidewall rubber located on the outer side of the tread, an outer protective rubber located below the sidewall rubber, and a low-heat-generating rubber located on the inner sidewall rubber.

[0014] In some embodiments, the distance from the apex of the low heat-generating adhesive to the upper end of the overlap between the sidewall adhesive and the outer protective adhesive satisfies h≥2mm, the distance L1 from the upper end of the low heat-generating adhesive to the interface between the sidewall adhesive and the outer protective adhesive satisfies 15mm≤L1≤35mm, and the distance L2 from the lower end of the low heat-generating adhesive to the interface between the sidewall adhesive and the outer protective adhesive satisfies L2≥8mm.

[0015] In some embodiments, the tire's design width RW satisfies RW = RW' + c × 25.4, where RW' represents the standard rim width, c represents the width magnification factor, and c takes a value of 0.5 to 1.0.

[0016] In some embodiments, the design section width SW of the tire satisfies SW=SW'+0.4×(RW-RW')+b, where SW' represents the standard section width, RW represents the design width of the tire, RW' represents the standard rim width, and b represents the empirical coefficient for the change of section width before and after tire inflation, with a value of 3~11.

[0017] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0018] (1) The angular rim protection structure of this utility model limits the distance from the intersection of the two arcs to the tire sidewall, the distance from the intersection of the two arcs to the tire sidewall, and the radius of the upper arc, so that the rim is wrapped within the contour curve of the angular rim protection structure. The resulting angular rim protection structure is highly matched with the rim, and can effectively protect the rim.

[0019] (2) The angular rim protection structure of this utility model can reduce the contact frequency between the rim and the lower arc by increasing the height of the lower arc of the angular rim protection, thereby reducing the number of times the lower arc of the rim protection is subjected to the force of the rim. The lower arc is composed of two arcs. By reducing the radius and arc length of the lower arc of the rim protection, the rim protection area is reduced, thus reducing heat generation.

[0020] (3) The tire with the angular rim protection structure of this utility model can ensure the thickness of the outer protective rubber at the highest point of the angular rim protection by adding low heat generation rubber to the tire sidewall, and ensure that the low heat generation rubber can cover the area where the lower arc of the rim protection is located, so that the heat generation is reduced when the rim acts on this area; by adjusting the design section width and design width of the tire to increase the slope of the lower section profile after the tire is inflated, the rim can be effectively protected. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with their descriptions, serve to explain the present invention and do not constitute an undue limitation thereof. Wherein:

[0022] Figure 1 This is a schematic diagram of one embodiment of the angular rim protection structure of this utility model;

[0023] Figure 2 This is a schematic diagram of another embodiment of the angular rim protection structure of this utility model;

[0024] Figure 3 A schematic diagram of the sidewall structure of a tire with an angular rim protection structure provided in an embodiment of this utility model;

[0025] Figure 4 for Figure 3 A schematic diagram of the structure of the sidewall rubber in a tire;

[0026] In the attached diagram: 1. Sidewall rubber, 2. Outer protective rubber, 3. Low heat-generating rubber;

[0027] Ra: Radius of the upper arc segment of the contour curve of the angular rim protection structure;

[0028] Rb: The lower arc radius of the contour curve of the angular rim protection structure;

[0029] Rb1: Radius of the first lower arc segment of the contour curve of the angular rim protection structure; Rb2: Radius of the second lower arc segment of the contour curve of the angular rim protection structure.

[0030] BH: The height from the intersection of the upper arc and the lower arc to the fetal axle; BH': The height from the end of the lower arc connected to the uterine opening to the fetal axle.

[0031] BW: The total lateral length from the intersection of the upper and lower arc segments to the anal spire;

[0032] t: The maximum distance from the profile curve to the sidewall;

[0033] SW: Design section width of the tire;

[0034] RW: Tire design and width;

[0035] W: Knurled area. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0037] In the description of this utility model, it should be understood that the terms "center," "lateral," "longitudinal," "upper," "lower," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," and "third" may explicitly or implicitly include one or more of that feature.

[0038] This utility model provides an angular rim protection structure and a tire. By using an angular rim protection structure to wrap the rim within a specific arc, the height of the rim protection structure matches the rim, preventing tire leakage and protecting the rim. It also prevents the rim protection structure from being subjected to continuous impact from the tire on the rim, thus avoiding premature tire damage caused by concentrated stress during indoor testing or use. By adjusting the design section width and design depth of the tire to increase the slope of the lower section profile after inflation, effective rim protection is achieved.

[0039] Figure 1 This is a schematic diagram of one embodiment of the angular rim protection structure according to the present invention. (Reference) Figure 1As shown, the angular rim protection structure conforms to the rim contour curve. The angular rim protection structure includes an upper arc extending downwards from the widest point of the tire cross-section and a lower arc extending upwards from the bezel. The ends of the upper and lower arcs intersect to form an angular protrusion. The upper arc conforms to and is tangent to the lower tire sidewall arc, and the lower arc conforms to and is tangent to the lower tire sidewall arc. This utility model's angular rim protection structure, compared to existing boss-type rim protection structures that rely on increasing the height and thickness of the boss outside the outer contour to protect the rim, eliminates the need for a boss structure, allowing the upper and lower arcs to intersect at a single point to form an angular rim protection style, thus reducing the width of the rim protection. In a preferred embodiment, the maximum distance t from the intersection of the upper and lower arc segments to the tire sidewall, i.e., the rim protection thickness, satisfies 3.5mm ≤ t ≤ 5.5mm; the height BH from the intersection of the upper and lower arc segments to the tire sheath, i.e., the rim protection height, satisfies 25mm ≤ BH ≤ 27mm; and the radius Ra of the upper arc segment satisfies Ra ≥ 120mm. By limiting these parameters, the angular rim protection structure conforms to the rim profile curve, providing better protection for the rim structure. In a more preferred embodiment, the total lateral length BW from the intersection of the upper and lower arc segments to the tire sheath satisfies BW ≥ 14mm. Furthermore, setting the height BH' from the end connecting the lower arc segment to the tire sheath to ≥ 20mm reduces the contact frequency between the rim and the lower arc segment, thus reducing the number of times the lower arc segment is subjected to rim forces. Preferably, the radius Rb of the lower arc segment satisfies 25mm ≤ Rb ≤ 40mm.

[0040] High tire loads make it easier for the lower section of the rim protection structure to contact the rim, placing higher demands on the load-bearing capacity and durability of the tire's lower sidewall. To meet the rim protection requirements of high-load tires, Figure 2 A schematic diagram of another embodiment of the angular rim protection structure of this utility model is provided, with reference to the appendix. Figure 2 As shown, the lower arc consists of two arcs, including a first lower arc and a second lower arc. The radius Rb1 of the first lower arc satisfies Rb1≤10mm, and the radius Rb2 of the second lower arc satisfies Rb2≤15mm. By reducing the radius and arc length of the lower arc of the rim protection, the rim protection area is reduced, thus reducing heat generation.

[0041] This utility model also provides a tire having the aforementioned angular rim protection structure. (See attached document) Figure 3 As shown, the tire sidewall of this utility model includes a sidewall rubber 1 located on the outer side of the tread, an outer protective rubber 2 located below the sidewall rubber 1, and a low-heat-generating rubber 3 located inside the sidewall rubber 1. (See attached diagram) Figure 4As shown, the distance from the vertex A of the low-heat-generating adhesive 3 to the upper end point O of the overlap between the sidewall adhesive 1 and the outer protective adhesive 2 satisfies h ≥ 2mm, thus ensuring the thickness of the outer protective adhesive 2 at the highest point of the angular rim protection; the distance L1 from the upper end point B of the low-heat-generating adhesive 3 to the interface between the sidewall adhesive 1 and the outer protective adhesive 2 satisfies 15mm ≤ L1 ≤ 35mm; the distance L2 from the lower end point C of the low-heat-generating adhesive 3 to the interface between the sidewall adhesive 1 and the outer protective adhesive 2 satisfies L2 ≥ 8mm, thus ensuring that the low-heat-generating adhesive 3 can cover the area where the lower arc of the rim protection is located, reducing heat generation when the rim acts on this area. Through the above settings, the problem of concentrated heat generation at the rim protection area can be reduced, thereby avoiding excessive internal heat generation at the tire rim protection area during indoor high-speed, durability testing, or long-term use, which could cause delamination or knurling damage.

[0042] The design cross-sectional width SW and design rim width RW of this utility model tire are superior to those of conventional products. Specifically, the design rim width RW satisfies RW = RW' + c × 25.4, where RW' represents the standard rim width, c represents the rim width magnification factor, and the value of c varies with the tire's aspect ratio, ranging from 0.5 to 1.0. When the aspect ratio is ≤45, c ranges from 0.5 to 0.8; when 50 ≤ aspect ratio ≤60, c ranges from 0.6 to 1.0; and when the aspect ratio is ≥60, the tire does not require rim protection. The optimized tire design rim width and design result in a better fit when mounted on the rim, with a larger lower cross-sectional profile slope, thus providing better rim protection. The design section width SW of the tire satisfies SW = SW' + 0.4 × (RW - RW') + b, where SW' represents the standard section width, RW represents the design tire width, RW' represents the standard rim width, and b represents the empirical coefficient for the change in section width before and after tire inflation. The value of b varies with the tire's aspect ratio, ranging from 3 to 11. When the aspect ratio is ≤35, b is 8–11; when 40 ≤ aspect ratio ≤45, b is 7–9; and when 50 ≤ aspect ratio ≤55, b is 3–7. This value differs from the previous multiple-based values. By limiting the value of b, the design section width is obtained, so that after the tire is installed on the rim and inflated, the slope of the lower end face is further increased, thus protecting the outline from an external perspective.

[0043] The following describes the angular rim protection structure and tire of this utility model with reference to specific embodiments.

[0044] Example 1:

[0045] Tire specifications: 225 / 60R17 103H XL

[0046] Reference Appendix Figure 1As shown, the tires of Example 1 were manufactured according to conventional tire manufacturing methods with the following dimensions, and were divided into two groups of two tires each. Specifically, the maximum distance t from the intersection of the upper and lower arc segments to the tire sidewall was 4 mm; the height BH from the intersection of the upper and lower arc segments to the tire sheath was 25 mm; the radius Ra of the upper arc segment was 130 mm; the total lateral length BW from the intersection of the upper and lower arc segments to the tire sheath was 14.2 mm; the height BH' from the end of the lower arc segment connecting to the bevel to the tire sheath was 20.5 mm; and the radius Rb of the lower arc segment was 30 mm.

[0047] Example 2:

[0048] Tire specifications: 225 / 60R17 106H HL

[0049] The tire design and manufacturing method in this embodiment are the same as in Embodiment 1.

[0050] Example 3:

[0051] Tire specifications: 225 / 60R17 103H XL

[0052] Reference Appendix Figure 2 As shown, the tires of Example 3 were manufactured according to conventional tire manufacturing methods with the following dimensions, and were divided into two groups of two tires each. Specifically, the maximum distance t from the intersection of the upper and lower arc segments to the tire sidewall was 4 mm; the height BH from the intersection of the upper and lower arc segments to the tire sheath was 25 mm; the radius Ra of the upper arc segment was 130 mm; the total lateral length BW from the intersection of the upper and lower arc segments to the tire sheath was 14.2 mm; the height BH' from the end of the lower arc segment connecting to the bevel to the tire sheath was 20.5 mm; the radius Rb1 of the first lower arc segment was 9 mm; and the radius Rb2 of the second lower arc segment was 14.5 mm.

[0053] Example 4:

[0054] Tire specifications: 225 / 60R17 106H HL

[0055] The tire design and manufacturing method in this embodiment are the same as in Embodiment 3.

[0056] Example 5:

[0057] Tire specifications: 225 / 60R17 106H XL

[0058] The tire sidewall structure is shown in the attached figure. Figure 3 As shown.

[0059] Reference Appendix Figure 3As shown, the tires of Example 5 were prepared according to conventional tire manufacturing methods with the following dimensions, and were divided into two groups of two tires each. Specifically, the maximum distance t from the intersection of the upper and lower arc segments to the tire sidewall is 4mm; the height BH from the intersection of the upper and lower arc segments to the tire sheath is 25mm; the radius Ra of the upper arc segment is 130mm; the total lateral length BW from the intersection of the upper and lower arc segments to the tire sheath is 14.2mm; the height BH' from the end of the lower arc segment connecting to the tread bead to the tire sheath is 20.5mm; the radius Rb1 of the first lower arc segment is 9mm; and the radius Rb2 of the second lower arc segment is 14.5mm. The distance h from the apex of the low heat-generating rubber to the upper end of the overlap between the sidewall rubber and the outer protective rubber is 2.5mm; the distance L1 from the upper end of the low heat-generating rubber to the interface between the sidewall rubber and the outer protective rubber is 20mm; and the distance L2 from the lower end of the low heat-generating rubber to the interface between the sidewall rubber and the outer protective rubber is 10mm.

[0060] Two sets of tires obtained in Examples 1-5 were used for indoor high-speed performance testing in one set and durability testing in the other set. The test results are shown in Table 1.

[0061] Table 1 Performance test results of Examples 1-5

[0062] High speed testing Endurance testing Example 1 63 min sub-shoulder bulge 43 h sub-shoulder bulge Example 2 54 min sub-shoulder burst 40 h sub-shoulder crack Example 3 78 min crown empty 47 h tire burst Example 4 1 h 22 min sub-shoulder bulge 52 h sub-shoulder bulge Example 5 1 h 35 min shoulder disintegration 60 h no damage

[0063] As can be seen from the above, the high-speed and durability test results of Examples 1 and 2 both showed damage at the bead area, indicating that the bead area (i.e., near the lower tire sidewall rim protection) was the first to be damaged. Analysis of the damage symptoms showed that the rubber material at the bead area of ​​the tested tire was thicker, causing excessive heat generation and leading to damage. The test results of Example 3 were an improvement over Example 1, and the test results of Example 4 were an improvement over Example 2, but the bead was still damaged. Example 5 only tested the HL high-load tire, and the high-speed and durability results were significantly improved compared to Examples 1-4.

[0064] The above embodiments are only used to illustrate the technical solution of this utility model and not to limit it; although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this utility model or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the technical solution claimed by this utility model.

Claims

1. A angular rim protection structure, characterized in that: It includes an upper arc extending downward from the widest part of the tire cross section and a lower arc extending upward from the bevel. The end of the upper arc intersects the end of the lower arc to form an angled protrusion. The upper arc fits and is tangent to the lower tire sidewall arc, and the lower arc fits and is tangent to the lower tire sidewall arc. The distance t from the intersection of the upper and lower arcs to the tire sidewall satisfies 3.5mm≤t≤5.5mm. The height BH from the intersection of the upper and lower arcs to the tire heel satisfies 25mm≤BH≤27mm. The radius Ra of the upper arc satisfies Ra≥120mm.

2. The angular rim protection structure according to claim 1, characterized in that: The total lateral length BW from the intersection of the upper and lower arc segments to the tire sheath satisfies BW≥14mm.

3. The angular rim protection structure according to claim 1, characterized in that: The height BH' from the end of the lower arc connecting to the calf joint to the tire sheath satisfies BH'≥20mm.

4. The angular rim protection structure according to claim 3, characterized in that: The lower arc radius Rb satisfies 25mm≤Rb≤40mm.

5. The angular rim protection structure according to claim 3, characterized in that: The lower arc segment includes a first lower arc segment and a second lower arc segment. One end of the first lower arc segment is connected to the upper arc segment, and the other end is connected to the second lower arc segment. The radius Rb1 of the first lower arc segment satisfies Rb1≤10mm, and the radius Rb2 of the second lower arc segment satisfies Rb2≤15mm.

6. A tire, characterized in that: It has the angular rim protection structure as described in any one of claims 1-5.

7. The tire according to claim 6, characterized in that: The tire sidewall consists of the sidewall rubber located on the outer side of the tread, the outer protective rubber located below the sidewall rubber, and the low heat-generating rubber located on the inner sidewall rubber.

8. The tire according to claim 7, characterized in that: The distance from the apex of the low heat-generating rubber to the upper end of the overlap between the sidewall rubber and the outer protective rubber satisfies h≥2mm; the distance L1 from the upper end of the low heat-generating rubber to the interface between the sidewall rubber and the outer protective rubber satisfies 15mm≤L1≤35mm; and the distance L2 from the lower end of the low heat-generating rubber to the interface between the sidewall rubber and the outer protective rubber satisfies L2≥8mm.

9. The tire according to claim 6, characterized in that: The tire's design width RW satisfies RW = RW' + c × 25.4, where RW' represents the standard rim width, c represents the width magnification factor, and the value of c ranges from 0.5 to 1.

0.

10. The tire according to claim 6, characterized in that: The design section width SW of the tire satisfies SW=SW'+0.4×(RW-RW')+b, where SW' represents the standard section width, RW represents the design width of the tire, RW' represents the standard rim width, and b represents the empirical coefficient for the change of section width before and after tire inflation, with a value of 3~11.

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