A passenger car tire structure

Abstract

This utility model discloses a passenger car tire structure, relating to the field of passenger car tire technology, including a tire body, a sidewall, and a bead. The sidewall is located on the side of the tire body, and the bead is located on the inner side of the tire body. The sidewall has a sidewall rubber and a bead rubber, which is located at the end of the sidewall away from the sidewall rubber. The sidewall also has a transition rubber material, which is located between the sidewall rubber and the bead rubber. The bead has a composite triangular rubber layer. By using uniform rubber distribution, heat concentration is reduced, the rubber material under the belt layer is distinguished from the main sidewall rubber, stress concentration is effectively dispersed, and a smooth transition of force at the tire shoulder is ensured, improving the problem of premature shoulder gap. The extended design of the composite triangular rubber layer increases the stress transmission from the bead to the sidewall, dispersing the stress at the bead area and ensuring a smooth transition to the soft sidewall. The height design needs to meet the requirements of strengthening the rigid support of the bead and stress transmission.

Description

Technical Field

[0001] This utility model relates to the field of passenger car tire technology, specifically a passenger car tire structure. Background Technology

[0002] Passenger car tires are an important part of automobiles. They are rubber products installed on the wheels, responsible for contacting the ground and bearing the weight of the vehicle, while providing traction, cushioning vibrations, and maintaining driving stability.

[0003] In traditional passenger car tires, the rubber covering the outer tire sidewall mainly bears the flexural deformation and protects the tire cords from damage, thus having excellent flexural resistance, puncture resistance and aging resistance.

[0004] To ensure the durability of the tire shoulder and bead areas, a dual-composite sidewall is typically used, consisting of sidewall rubber and bead rubber. The sidewall rubber primarily protects the tire carcass layers from wear, impact, and flexural fatigue. The bead rubber has a relatively high modulus, allowing for better matching with the rim and preventing sidewall cracking during tire use. However, the sidewall design uses only two types of rubber: the belt layer rubber and the main sidewall rubber are made of the same material, which hinders heat dissipation and smooth stress transition. Furthermore, the triangular rubber uses a single-material design, causing stress concentration at the bead area, poor heat dissipation, and potential sidewall voids. The steel wire reinforcement layer is also too rigid, easily leading to stress concentration. For tires with high aspect ratios (such as the 70 and 75 series), due to the high section height, if the shoulder and sidewall design rigidity is not well matched, and the tire is driven under high loads on paved roads or low tire pressure on unpaved roads for extended periods, stress concentration can easily occur in the shoulder and bead areas, leading to shoulder delamination or bead delamination. Utility Model Content

[0005] The purpose of this invention is to provide a car tire structure to solve the problems of shoulder delamination and bead delamination in the prior art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A car tire structure, comprising:

[0008] Tire body;

[0009] Sidewall, which is located on the side of the tire body;

[0010] The tire bead is located on the inner side of the tire body;

[0011] It also includes a three-layer composite rubber layer on the sidewall, the three-layer composite rubber layer including sidewall rubber, the sidewall rubber being disposed on the sidewall, the sidewall also having bead rubber, the bead rubber being disposed on the end of the sidewall away from the sidewall rubber, the sidewall also having a transition rubber material, and the transition rubber material being disposed between the sidewall rubber and the bead rubber.

[0012] Based on the above technical solutions, this utility model also provides the following optional technical solutions:

[0013] In one alternative: the hardness and modulus of the transition compound are between those of the sidewall rubber and the bead rubber.

[0014] In one alternative: the bead is provided with a composite triangular rubber layer.

[0015] In one alternative: the composite triangular adhesive layer comprises adhesive material a and adhesive material b.

[0016] In one alternative embodiment, the width of the transition material is 30–50 mm.

[0017] In one alternative: the composite triangular adhesive layer is elongated.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0019] 1. This utility model adopts a uniform distribution of rubber material to reduce heat concentration. The three-layer composite rubber design distinguishes the rubber material under the belt layer from the main rubber material on the tire sidewall, effectively dispersing stress concentration, ensuring a smooth transition of force in the tire shoulder area, and improving the problem of premature shoulder gap.

[0020] 2. This utility model increases the stress transmission from the bead to the sidewall through the extended design of the composite triangular rubber layer, and disperses the stress in the bead area to the soft sidewall smoothly. The height design needs to meet the requirements of strengthening the rigid support of the bead and stress transmission. Attached Figure Description

[0021] Figure 1 This is a schematic cross-sectional view of the structure of this utility model.

[0022] Figure 2 This is a schematic diagram of the three-layer composite adhesive structure of this utility model.

[0023] Figure 3 This is a schematic diagram of the composite triangular adhesive layer structure of this utility model.

[0024] Among them: 100, tire body; 200, tire sidewall; 300, tire bead; 401, tire sidewall rubber; 402, bead rubber; 403, transition rubber compound; 500, composite triangular rubber layer; 501, rubber compound a; 502, rubber compound b. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments.

[0026] In one embodiment, such as Figures 1-3 As shown, a passenger car tire structure includes: a tire body 100, a sidewall 200, a bead 300, and a three-composite rubber layer. The sidewall 200 is disposed on the side of the tire body 100, and the bead 300 is disposed on the inner side of the tire body 100. The three-composite rubber layer includes a sidewall rubber 401 disposed on the sidewall 200. The sidewall 200 also has a bead rubber 402 disposed at the end of the sidewall 200 away from the sidewall rubber 401. The sidewall 200 also has a transition rubber 403 disposed between the sidewall rubber 401 and the bead rubber 402. By using uniform distribution of the rubber, heat concentration is reduced.

[0027] In one embodiment, such as Figure 2 As shown, the hardness and modulus of the transition rubber compound 403 are between those of the sidewall rubber 401 and the bead rubber 402, which makes the rigidity of the entire sidewall 200 transition smoothly and reduces stress concentration problems.

[0028] In one embodiment, such as Figure 3 As shown, the bead 300 is provided with a composite triangular rubber layer 500 to avoid delamination of the bead 300.

[0029] In one embodiment, such as Figure 3 As shown, the composite triangular rubber layer 500 includes rubber compound a 501 and rubber compound b 502, which can disperse the stress at the bead 300, reduce heat concentration, ensure a smooth transition of force, and reduce the risk of bead gap.

[0030] In one embodiment, such as Figure 2 As shown, the width of the transition rubber compound 403 is 30-50mm, which effectively disperses stress concentration, ensures a smooth transition of force in the tire shoulder area, and improves the problem of premature shoulder gap.

[0031] In one embodiment, such as Figure 3 As shown, the composite triangular rubber layer 500 is slender, and the extended design increases the stress transmission from the bead 300 to the sidewall 200, and disperses the stress in the bead 300 area to the soft sidewall 200 for a smooth transition.

[0032] The above embodiments disclose a passenger car tire structure, in which heat concentration is reduced by uniformly distributing the rubber compound. The transition rubber compound 403 can effectively disperse stress concentration, ensure a smooth transition of force at the tire shoulder, improve the problem of premature shoulder void, and also make the entire tire sidewall 200 rigidly transition smoothly, reducing stress concentration. The composite triangular rubber layer 500 can disperse the stress at the bead 300, reduce heat concentration, ensure a smooth transition of force, reduce the risk of bead void, and also meet the requirements of strengthening the rigid support and stress transmission of the bead. The extended design increases the stress transmission from the bead 300 to the tire sidewall 200, and disperses the stress at the bead 300 to the soft tire sidewall 200 for a smooth transition.

[0033] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A passenger car tire structure, comprising: Tire body (100); Sidewall (200), the sidewall (200) is provided on the side of the tire body (100); A bead (300) is provided on the inner side of the tire body (100); The invention is characterized by further comprising a three-component rubber layer disposed on the sidewall (200), the three-component rubber layer comprising a sidewall rubber (401) disposed on the sidewall (200), a bead rubber (402) disposed on the sidewall (200), the bead rubber (402) disposed on the end of the sidewall (200) away from the sidewall rubber (401), and a transition rubber material (403) disposed on the sidewall (200), the transition rubber material (403) being disposed between the sidewall rubber (401) and the bead rubber (402).

2. The passenger car tire structure according to claim 1, characterized in that, The hardness and modulus of the transition rubber compound (403) are between those of the sidewall rubber (401) and the bead rubber (402).

3. The passenger car tire structure according to claim 1, characterized in that, The bead (300) is provided with a composite triangular rubber layer (500).

4. A car tire structure according to claim 3, characterized in that, The composite triangular adhesive layer (500) includes adhesive a (501) and adhesive b (502).

5. The passenger car tire structure according to claim 1, characterized in that, The width of the transition material (403) is 30-50 mm.

6. The passenger car tire structure according to claim 3, characterized in that, The composite triangular adhesive layer (500) is elongated.

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