New energy car tire
By introducing a buffer layer structure into the tires of new energy passenger cars, the problems of tire sinking and friction heat caused by increased weight are solved, improving durability and handling performance, and ensuring vehicle handling stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-14
- Publication Date
- 2026-03-10
AI Technical Summary
The increased weight of new energy vehicles leads to greater tire sinking, increased frictional heat generation, and increased lateral force, which affects handling stability and durability.
A new energy passenger car tire is designed with a buffer layer structure. The first end of the buffer layer is located between the first belt layer and the second belt layer, and the second end is staggered with the tire sidewall to enhance tire rigidity, reduce frictional heat generation, and improve steering response speed.
It improves tire durability and handling performance, reduces tire deflection, reduces heat generation, avoids understeer, and ensures vehicle handling stability.
Smart Images
Figure CN223982342U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model belongs to new energy tire technical field especially relates to a new energy car tire. BACKGROUND
[0002] New energy vehicles due to the power battery pack, its overall weight generally than the same level fuel car heavy, this significant weight increase has many aspects on tire performance: first, weight increase directly leads to tire subsidence amount increases. According to tire mechanics characteristics, when load increases, tire and ground contact area increases, this makes the shoulder part flexural deformation aggravation, internal friction heat generation significantly increases, in turn accelerates rubber aging, reduces tire durability. Secondly, the over heavy body to tire lateral stiffness puts forward higher requirements. When the vehicle turns, due to mass inertia increases, tire sidewall bears the lateral force significantly increases, this can lead to steering response lag, increases the risk of understeer, especially in emergency avoidance or high speed over the bend, this understeer characteristic can significantly influence the vehicle's handling stability.
[0003] To cope with these challenges, new energy vehicles need to develop supporting tires specially, through optimizing the carcass structure, to improve the durability and handling performance of tire, to ensure the vehicle's handling stability and driving safety. SUMMARY
[0004] The details of one or more embodiments of the utility model are presented in the following drawings and description, so that other features, purposes and advantages of the present application are more concise and easy to understand.
[0005] The utility model provides a new energy car tire, has the characteristics that durability and handling performance are good.
[0006] The utility model discloses a new energy car tire has the tire tread and the tire side, include: first belt layer, is close to the tire tread and is established, second belt layer, part and first belt layer are pasted together, triangle gum, triangle gum endpoint is located in the first position of tire side, carcass, with second belt layer pasting together, one end passes through triangle gum and the carcass cord fabric reverse package endpoint is located in the second position of tire side, buffer layer has first endpoint and second endpoint, first endpoint is located between first belt layer and second belt layer, and second endpoint is located in the third position of tire side, third position and first position and second position staggered setting.
[0007] In some embodiments, the buffer layer also has a first intermediate point and a second intermediate point, the first intermediate point is arranged close to the first endpoint, and the second intermediate point is arranged close to the second endpoint, the first intermediate point is pasted with the widest part of the second belt layer, and the second intermediate point is pasted with the carcass cord fabric reverse package endpoint.
[0008] In some embodiments, the first end point is at a distance W1 from the center of the tread, TDW / 8 < W1 < 3*TDW / 8, TDW being the width of the tire tread.
[0009] In some embodiments, the second end point is at a distance W2 from the second intermediate point, 10mm < W2 < 50mm.
[0010] In some embodiments, the second end point is at a distance W3 from the apex point of the apex, 10mm < W3 < 80mm.
[0011] In some embodiments, the first end point is at a distance W4 from the first intermediate point, 40mm < W4 < 3*TDW / 8, TDW being the width of the tire tread.
[0012] In some embodiments, the second end point is at a distance W5 from the first intermediate point, 50mm < W5 < 100mm.
[0013] In some embodiments, the buffer layer is a parallel arrangement of cords.
[0014] In some embodiments, the buffer layer is a cross arrangement of mesh.
[0015] In some embodiments, the new energy car tire further comprises a crown layer between the tread and the first belt layer, an inner liner layer attached to the tire body, and a bead at the bottom of the apex.
[0016] Compared with the prior art, the new energy car tire has the beneficial effects that:
[0017] The utility model discloses a new energy car tire, through setting up the buffer layer, and limiting the first end point of buffer layer between the first belt layer and the second belt layer, can separate the end point of first belt layer and second belt layer, when the belt layer is stressed and produces deformation, avoided the friction of the end point of two layers of belt layer, reduced the heat generation, improved the endurance of tire, and the second end point of buffer layer is located in the tire side, and is staggered with the end point of apex, the end point of tire body cord reverse package, enhanced the rigidity of tire side position on tire, reduced the tire subsidence on one hand, reduced the deformation of tire side and crown position, and then reduced the bad heat generation, improved the endurance of tire, on the other hand, when the vehicle turns, can provide faster response speed, avoid the occurrence of the problem of turning insufficient, improve the handling stability performance of vehicle. BRIEF DESCRIPTION OF DRAWINGS
[0018] The drawings described herein are used to provide further understanding of the utility model, and constitute a part of the utility model, and the illustrative embodiment of the utility model and its explanation are used to explain the utility model, and do not constitute improper limitation to the utility model. In the drawings:
[0019] Figure 1 A section view of a new energy car tire is provided in the embodiment of the present application.
[0020] Figure 2 A structure diagram of a buffer layer is provided in the embodiment of the present application.
[0021] Figure 3 A structure diagram of another buffer layer is provided in the embodiment of the present application.
[0022] Figure 4 A structure diagram of a third buffer layer is provided in the embodiment of the present application.
[0023] Figure 5 A section view of a new energy car tire with annotations is provided in the embodiment of the present application.
[0024] In the above figures: 1, a tread; 2, a crown layer; 301, a first belt layer; 302, a second belt layer; 4, a buffer layer; 401, a first end point; 402, a second end point; 403, a first intermediate point; 404, a second intermediate point; 5, a carcass; 6, an inner liner; 7, a sidewall; 8, a bead; 9, a triangular rubber. DETAILED DESCRIPTION
[0025] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is described and explained below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application. Based on the embodiments provided by the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of the present application.
[0026] The embodiment of the present application provides a new energy car tire, Figure 1 A section view of a new energy car tire is provided in the embodiment of the present application. Referring to Figure 1 The new energy car tire has a tread 1 and a sidewall 7, comprising: a first belt layer 301 arranged close to the tread 1, a second belt layer 302 partially adhered to the first belt layer 301, a triangular rubber 9, a carcass 5, a crown layer 2 between the tread 1 and the first belt layer 301, an inner liner 6 adhered to the carcass 5, and a bead 8 at the bottom of the triangular rubber 9. Among them, the end point of the triangular rubber 9 is located at the first position of the sidewall 7; the carcass 5 is adhered to the second belt layer 302, one end of which passes through the triangular rubber 9 and the carcass 5 cord reverse wrapping end point is located at the second position of the sidewall 7; the second position is located above the first position.
[0027] A new energy car tire, comprising a buffer layer 4, the buffer layer 4 has a first end point 401, the first end point 401 is located between the first belt layer 301 and the second belt layer 302, and can separate the end points of the first belt layer 301 and the second belt layer 302, when the belt layer is deformed under force, the friction between the upper and lower two layers of the belt layer end points is avoided, the heat generation is reduced, and the durability of the tire is improved.
[0028] A new energy car tire, comprising a buffer layer 4, the buffer layer 4 has a second end point 402, the second end point 402 is located at a third position of the tire side 7, the third position is staggered with the first position and the second position, which enhances the rigidity of the tire side 7 part of the tire, on the one hand, reduces the tire sinking amount, reduces the deformation amount of the tire side 7 and the crown part, and further reduces the adverse heat generation, improves the durability of the tire, on the other hand, when the vehicle turns, it can provide faster response speed, avoid the occurrence of understeering problem, and improve the handling and stability performance of the vehicle.
[0029] In some embodiments, the buffer layer 4 also has a first intermediate point 403 and a second intermediate point 404; the first intermediate point 403 is arranged close to the first end point 401, and the second intermediate point 404 is arranged close to the second end point 402; the first intermediate point 403 is in contact with the widest part of the second belt layer 302, and the second intermediate point 404 is in contact with the cord reverse wrapping end point of the tire body 5.
[0030] As shown in Figure 5 The distance between the first end point 401 and the center part of the tread 1 is W1, TDW / 8
[0031] The above embodiment limits the distance relationship between the first end point 401 and the center part of the tread 1, because the positioning of the first end point 401 of the buffer layer 4 cannot be too close to the middle part of the running surface, too close will cause performance waste, and the excessive buffer layer 4 will also increase the weight and cost of the tire; But it cannot be too close to the belt layer end point, otherwise the strong torque transmitted to the tire when the vehicle turns will pull out the end point of the buffer layer 4 from the belt layer, causing performance failure of the component, and further causing danger to the vehicle.
[0032] In some embodiments, the distance between the second end point 402 and the second intermediate point 404 is W2, 10mm
[0033] In the above embodiment, the second end point 402 of the buffer layer 4 is located below the end point of the carcass 5 cord wrapping. The minimum distance between the two is directly controlled to be 10mm. If the distance is less than this, the two stress concentration points will accumulate heat due to deformation during vehicle operation, which will lead to premature tire damage. It should also not exceed the end point of the carcass 5 cord wrapping too much. If it is too long, the buffer layer 4 will further increase the rigidity below the end point of the carcass 5 cord wrapping, which is contrary to the original design intention (strengthening the rigidity between the end point of the belt layer and the end point of the carcass 5 cord wrapping) and will not achieve the purpose of reducing the difference in rigidity between the upper tire sidewall 7 and the lower tire sidewall 7.
[0034] In some embodiments, the distance between the second end point 402 and the end point of the triangular rubber 9 is W3, where 10mm < W3 < 80mm. The second end point 402 of the buffer layer 4 should maintain a distance of at least 10mm from the end point of the triangular rubber 9. If the distance is less than this, the two stress concentration points will accumulate heat due to deformation during vehicle operation, which will lead to premature tire damage. The two ends should also not be too far apart, and the buffer layer 4 needs to have sufficient width to provide sufficient support for the tire's steering performance.
[0035] In some embodiments, the distance between the first endpoint 401 and the first midpoint 403 is W4, where 40mm < W4 < 3·TDW / 8, and TDW is the tire travel tread width. The endpoint of the buffer layer 4 located under the belt layer should not be too close to the belt layer endpoint; otherwise, when the vehicle turns, it will transmit a strong torque to the tire, and the huge torque will pull the endpoint of the buffer layer 4 out from under the belt layer, causing component performance failure and potentially leading to vehicle danger. It should also not be too close to the middle of the travel tread, as this would result in wasted performance, and the extra buffer layer 4 would increase tire costs.
[0036] In some embodiments, the distance between the second endpoint 402 and the first intermediate point 403 is W5, where 50mm < W5 < 100mm.
[0037] The above embodiment limits the distance between the second endpoint 402 and the first intermediate point 403. The main purpose is to control the overall width of the buffer layer 4 to be at least 50mm to ensure the rigidity of the upper tire sidewall 7 and to ensure timely and accurate response during tire steering and other maneuvers. The distance is less than 100mm to control material costs while ensuring steering rigidity and to avoid cost waste caused by performance redundancy.
[0038] In the above embodiment, the buffer layer 4 is symmetrically distributed on the left and right sides of the tire. The upper end is positioned to achieve two design functions: improve tire durability and improve tire handling stability, thus ensuring tire performance while controlling costs.
[0039] The buffer layer 4 can be any one or a blend of fibers selected from polyester fiber, nylon fiber, aramid fiber, basalt fiber, carbon fiber, and ultra-high molecular weight polyethylene, and its form can be... Figure 2 The parallel arrangement of the curtains shown, or Figure 3 The parallel arrangement of the curtain threads is shown.
[0040] The buffer layer 4 can be any one or a blend of fibers selected from polyester fiber, nylon fiber, aramid fiber, basalt fiber, carbon fiber, and ultra-high molecular weight polyethylene, and its form can be... Figure 4 The cross-shaped mesh fabric is shown.
[0041] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0042] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.
Claims
1. A new energy car tire, characterized in that, A tire having a tread and a sidewall, comprising a first belt layer disposed adjacent to the tread; a second belt layer partially adhered to the first belt layer; a chafer having a chafer end point at a first location of the sidewall; a carcass layer adhered to the second belt layer, one end of the carcass layer passing around the chafer and having a carcass ply turn-up end point at a second location of the sidewall; a buffer layer having a first end point and a second end point, the first end point being located between the first belt layer and the second belt layer, and the second end point being located at a third location of the sidewall; the third location being staggered with respect to the first location and the second location.
2. The new energy car tire according to claim 1, characterized in that, the buffer layer further having a first intermediate point and a second intermediate point, the first intermediate point being located adjacent to the first end point, and the second intermediate point being located adjacent to the second end point; the first intermediate point being adhered to a widest portion of the second belt layer, and the second intermediate point being adhered to the carcass ply turn-up end point.
3. The new energy car tire according to claim 1, wherein, a distance between the first end point and a center portion of the tread is W1, TDW / 8 < W1 < 3·TDW / 8, and TDW is a tire tread width.
4. The new energy car tire according to claim 2, characterized in that, a distance between the second end point and the second intermediate point is W2, 10mm < W2 < 50mm.
5. The new energy car tire according to claim 1, wherein, a distance between the second end point and the chafer end point is W3, 10mm < W3 < 80mm.
6. The new energy car tire according to claim 2, wherein, a distance between the first end point and the first intermediate point is W4, 40mm < W4 < 3·TDW / 8, and TDW is a tire tread width.
7. The new energy car tire according to claim 2, wherein, a distance between the second end point and the first intermediate point is W5, 50mm < W5 < 100mm.
8. The new energy car tire according to claim 1, wherein, the buffer layer is a parallel arrangement of cords.
9. The new energy car tire according to claim 1, wherein, the buffer layer is a cross arrangement of mesh.
10. The new energy car tire according to claim 1, wherein, the new energy car tire further comprising a crown layer between the tread and the first belt layer, an inner liner layer adhered to the carcass layer, and a bead at a bottom of the chafer.