Tire

Abstract

The utility model provides a tire which belongs to the technical field of tires and comprises a tire bead and a tire body, the tire bead comprises a steel wire ring and apex arranged above the steel wire ring, the tire body comprises a single-layer tire body, the inner side of the single-layer tire body is attached to the inner side of the apex, a first end of the single-layer tire body bypasses the bottom of the steel wire ring and is attached to the outer side of the apex, and a second end of the single-layer tire body is attached to the outer side of the apex. And the first end of the single-layer tire body extends upwards to the position below the pattern block between the two adjacent longitudinal grooves in the outer side area of the tire tread to form a single-layer tire body turn-up endpoint. The tire disclosed by the utility model has the characteristics of effectively reducing the rolling resistance of the tire and improving the high-speed performance of the tire.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, and in particular relates to a tire with low rolling resistance. Background Technology

[0002] With the rapid development of the domestic automobile market, especially the further increase in the penetration rate of electric vehicles, the requirements for the cost and performance of tires are becoming increasingly stringent. As a key component in contact with the ground, the performance of tires directly affects the vehicle's performance. Particularly in the field of electric vehicles, due to the greater vehicle weight and high range requirements, higher demands are placed on tire performance indicators such as high-speed performance and rolling resistance.

[0003] To improve tire performance, improvements are typically made to the tire's materials and structural design. However, traditional tire design modifications often employ simple tread patterns or grooves, making it difficult to simultaneously address multiple performance requirements, such as reducing rolling resistance and enhancing high-speed tire performance.

[0004] Therefore, how to provide a tire that reduces rolling resistance while improving high-speed performance has become an urgent technical problem to be solved. Utility Model Content

[0005] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0006] This utility model proposes a tire that solves the technical problem that existing tire designs struggle to simultaneously meet multiple performance requirements, such as reducing rolling resistance and improving high-speed tire performance. It features effective reduction of rolling resistance and improved high-speed tire performance.

[0007] This utility model discloses a tire, including a bead and a carcass. The bead includes a steel wire ring and a triangular rubber disposed above the steel wire ring. The carcass includes a single-layer carcass. The inner side of the single-layer carcass is attached to the inner side of the triangular rubber. The first end of the single-layer carcass wraps around the bottom of the steel wire ring and is attached to the outer side of the triangular rubber to form a reverse wrap structure. The first end of the single-layer carcass extends upward to the tread block between two adjacent longitudinal grooves on the outer side of the tread, forming the reverse wrap end point of the single-layer carcass.

[0008] In some embodiments, the depth of two adjacent longitudinal grooves in the outer tread region satisfies the following condition: the depth of the longitudinal groove away from the tread centerline is 70%-95% of the depth of the adjacent longitudinal groove.

[0009] In some embodiments, the tire sidewall is also included, and the distance h from the end point of the connection between the sidewall and the tread to the highest point of the center portion of the tread satisfies h = NSW × (2% - 4%), where NSW is the nominal section width of the tire.

[0010] In some embodiments, a sidewall rubber is provided on the outer side of the tire sidewall, and the lower end of the sidewall rubber overlaps with the upper end of the bead rubber provided on the outer side of the tire bead to form an overlap line.

[0011] In some embodiments, the length of the lap joint is 25-35mm.

[0012] In some embodiments, both ends of the lap joint are chamfered.

[0013] In some embodiments, a rim protection structure is provided at the junction of the tire sidewall and the bead, and the rim protection structure has a protruding end.

[0014] In some embodiments, the straight-line distance h1 from the protruding end of the rim protection structure to the rim line is 25-30 mm.

[0015] In some embodiments, the height h2 of the triangular rubber satisfies h2 = NSW × SE × (20% - 25%), where NSW represents the nominal section width of the tire and SE represents the tire series.

[0016] In some embodiments, a platform structure with a width of 0.3-0.6 mm is provided at the upper end of the triangular adhesive.

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

[0018] (1) The tire of this utility model adopts a single-layer tire carcass ultra-high reverse wrap structure design, which can reduce tire weight, reduce heat generation, reduce the number of end points in the bead area, avoid stress concentration problems, reduce tire rolling resistance, and improve tire driving comfort.

[0019] (2) The longitudinal grooves of the tire of this utility model adopt a gradual depth design. The depth of the longitudinal grooves from the center area of ​​the tread to the longitudinal grooves near the sidewall gradually becomes shallower, so that the weight of the tire tread area gradually decreases from the middle to the shoulder, thereby reducing the weight of the tire shoulder and improving the shoulder rigidity.

[0020] (3) Compared with the traditional tire structure, the present invention reduces the distance from the end point of the connection between the tread and the sidewall to the highest point of the center part of the tread, which can increase the rotation radius of the tire shoulder area, so that the tire has less centrifugal force during driving, effectively reducing the rolling resistance of the tire and improving the high-speed performance of the tire.

[0021] (4) The present invention adopts an angular rim protection structure, which can effectively protect the rim while reducing the cost of tire materials, and can further reduce the unsprung weight of the car and improve the driving stability of the car.

[0022] (5) The present invention adopts a low triangular rubber structure design, which can reduce the weight of the tire, reduce the weight difference between the upper and lower tire sides, and increase the critical speed at which the tire generates standing waves when driving at high speed, thereby improving the high-speed performance of the tire.

[0023] (6) By increasing the overlap line length between the sidewall rubber and the bead rubber, this utility model increases the distance between the endpoints, making the tire sidewall area more evenly stressed and the force transition smoother during driving, thus avoiding stress concentration problems and improving the rolling resistance performance and driving comfort of the tire. Attached Figure Description

[0024] 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:

[0025] Figure 1 A schematic cross-sectional view of the main components of the tire provided in an embodiment of this utility model;

[0026] In the attached diagram: 1. Tread; 2. Sidewall; 21. Sidewall rubber; 3. Carcass; 4. Bead; 41. Bead wire; 42. Triangle rubber; 43. Bead rubber.

[0027] A: End point of the single-layer tire carcass reverse wrapping;

[0028] B: The protruding end of the rim protection structure;

[0029] h: The distance from the end point where the tread connects to the sidewall to the highest point of the center part of the tread;

[0030] h1: The straight-line distance from the protruding end of the rim protection structure to the sub-rim line;

[0031] h2: The height of the triangular rubber. Detailed Implementation

[0032] 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.

[0033] 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. The term "longitudinal" refers to the direction in which the tire rolls; the term "lateral" refers to the direction perpendicular to the mid-surface of the tire.

[0034] This utility model embodiment provides a tire. Figure 1 This is a cross-sectional structural diagram of the main components of a tire according to an embodiment of the present invention. (Reference) Figure 1 As shown, the tire includes a bead 4 and a carcass 3. The bead 4 includes a steel wire ring 41 at the bottom and a triangular rubber ring 42 disposed above the steel wire ring 41. The carcass 3 includes a single-layer carcass, wherein the inner side of the single-layer carcass is in contact with the inner side of the triangular rubber ring 42, and the first end of the single-layer carcass wraps around the bottom of the steel wire ring and is in contact with the outer side of the triangular rubber ring 42, forming a reverse-wrapping structure. The first end of the single-layer carcass extends upward from the outer side of the triangular rubber ring 42 to below the tread block between two adjacent longitudinal grooves on the outer side of the tread 1, forming the reverse-wrapping end point of the single-layer carcass. This embodiment of the tire, by adopting a single-layer carcass ultra-high reverse-wrapping structure design, can reduce tire weight, reduce heat generation, and also reduce the number of end points in the bead region, avoiding stress concentration in the bead region during tire operation, reducing tire rolling resistance, and improving tire rolling resistance performance and driving comfort.

[0035] In this embodiment of the invention, the depth of two adjacent longitudinal grooves on the outer side of the tire tread 1 meets the following condition: the depth of the longitudinal groove far from the centerline of the tread 1 is 70%-95% of the depth of the adjacent longitudinal grooves. Unlike the traditional tire structure with uniform longitudinal groove depth, the longitudinal grooves of this invention adopt a gradual depth design, with the depth gradually decreasing from the longitudinal grooves in the center area of ​​the tread 1 to the longitudinal grooves near the sidewall 2. This causes the weight of the tire tread 1 area to gradually decrease from the middle to the shoulder, reducing the weight of the tire shoulder and improving shoulder rigidity. This embodiment of the invention also includes a sidewall 2. The distance h from the endpoint A at the connection between the tread 1 and the sidewall 2 to the highest point of the center portion of the tread 1 satisfies h = NSW × (2% - 4%), where NSW is the nominal section width of the tire. Compared with the traditional tire structure, this invention reduces the distance from the endpoint A at the connection between the tread 1 and the sidewall 2 to the highest point of the center portion of the tread, which can increase the rotation radius of the tire shoulder area, resulting in less centrifugal force during driving, effectively reducing tire rolling resistance and improving high-speed performance.

[0036] In this embodiment of the invention, the tire sidewall 2 has a sidewall rubber 21 on its outer side, and the bead rubber 43 on its outer side. The lower end of the sidewall rubber 21 overlaps with the upper end of the bead rubber 43 to form an overlap line. The overlap line is 25-35mm long, and both ends of the overlap line are designed with chamfers. This design helps to avoid uneven breakage at the ends of the sidewall rubber 21 and bead rubber 43 during the pressing process. Furthermore, compared to traditional designs, the bead rubber 43 in this invention has a smoother transition from its thickest point to its thinnest point, which is more conducive to improving tire comfort and handling performance. The overlap angle in this invention is reduced by 1-7° compared to the angle between the overlap line and the bottom in traditional designs. Compared to traditional tire structures, this invention increases the length of the overlap line between the sidewall rubber 21 and the bead rubber 43, increasing the distance between the ends. This makes the force distribution on the tire sidewall area more uniform and the force transition smoother during driving, avoiding stress concentration problems and thus improving the tire's rolling resistance and driving comfort. The sidewall rubber 21 is thinner at the end point than the traditional design, which can reduce the weight of the tire shoulder, reduce tire rolling resistance, and reduce costs. The reduction of shoulder rubber material can also increase the tire cavity volume, improve tire shoulder rigidity, and enhance tire handling and braking ability. The bead rubber 43 design has a longer overlap length than the traditional design, which helps to reduce stress concentration and make the force transition at the tire bead smoother and more uniform.

[0037] In this embodiment of the invention, a rim protection structure is provided at the junction of the tire sidewall 2 and the bead. The rim protection structure includes a protruding end extending outward from the tire; preferably, the protruding end is angular. The straight-line distance h1 from the endpoint B of the protruding end of the rim protection structure to the bead line is 25-30 mm. Compared to the traditional rim protection structure design with a boss structure, this invention uses an angular rim protection structure, which can effectively protect the rim while reducing tire material costs, and further reduce the unsprung weight of the vehicle, thus improving the vehicle's driving stability.

[0038] In this embodiment of the invention, the height h2 of the triangular rubber 42 of the tire satisfies h2 = NSW × SE × (20% - 25%), where NSW represents the nominal section width of the tire and SE represents the tire series. This invention employs a low triangular rubber structure design, which reduces tire weight, decreases the weight difference between the upper and lower tire sides, and increases the critical speed at which standing waves occur during high-speed tire operation, thereby improving the tire's high-speed performance. A platform structure with a width of 0.3-0.6mm is provided at the upper end of the triangular rubber 42, which can prevent edge damage during extrusion. Compared to traditional triangular rubber designs, the bottom of the triangular rubber 42 in this embodiment of the invention is narrower and longer, which reduces weight at the tire bead and allows for a smoother transition in the thickness of the triangular rubber 42 from bottom to top.

[0039] 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 tire characterized by: The tire includes a bead and a bead filler, the bead includes a steel wire bead ring and a bead filler arranged above the steel wire bead ring, the tire includes a single-layered carcass, an inner side of the single-layered carcass is in contact with an inner side of the bead filler, a first end of the single-layered carcass is wrapped around a bottom of the steel wire bead ring and is in contact with an outer side of the bead filler, forming a reverse package structure, and the first end of the single-layered carcass extends upwards to below a pattern block between two adjacent longitudinal grooves in an outer side area of the tread, forming a single-layered carcass reverse package end point.

2. Tyre according to Claim 1, characterized in that: The depths of the two adjacent longitudinal grooves in the outer side area of the tread satisfy the following condition: the depth of the longitudinal groove away from the center line of the tread is 70%-95% of the depth of the adjacent longitudinal groove.

3. The tire of claim 1, wherein: The tire also includes a sidewall, a distance h from an end point of the sidewall connected to the tread to a highest point of a center portion of the tread satisfies h = NSW x (2%-4%), wherein NSW is a nominal section width of the tire.

4. Tyre according to Claim 3, characterized in that: A sidewall rubber is arranged outside the sidewall, a lower end of the sidewall rubber is overlapped with an upper end of a chafer rubber arranged outside the bead, forming an overlap line.

5. Tyre according to Claim 4, characterized in that: The length of the overlap line is 25-35 mm.

6. The tire of claim 4, wherein: Both ends of the overlap line are in a chamfer structure.

7. The tire of claim 3, wherein: A rim protection structure is arranged at a connection between the sidewall and the chafer, the rim protection structure includes a protruding end protruding outwardly.

8. Tyre according to Claim 7, characterized in that: A straight line distance h1 from an end point of the protruding end of the rim protection structure to the chafer line is 25-30 mm.

9. The tire of claim 1, wherein: A height h2 of the bead filler satisfies h2 = NSW x SE x (20%-25%), wherein NSW represents the nominal section width of the tire, and SE represents a tire series.

10. The tire of claim 1, wherein: A platform structure with a width of 0.3-0.6 mm is arranged at an upper end point of the bead filler.

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