An electric vehicle tire sidewall rigidity enhancing structure

Abstract

The utility model provides a kind of electric vehicle tire side rigid reinforcing structure, it is related to tire structure technical field, the side rigid reinforcing structure includes carcass layer, bead, triangular rubber core and side rubber, triangular rubber core is attached to the upper end of bead, triangular rubber core is low-height triangular rubber core, carcass layer includes first carcass and second carcass, first carcass and second carcass are wrapped on bead in reverse;First carcass reverse package endpoint is located below tire section horizontal axis, second carcass reverse package endpoint is located above the bottom of bead;The side rigid reinforcing structure further includes double reinforcing rubber sheet, the first reinforcing rubber sheet of double reinforcing rubber sheet is set between first carcass and side rubber;The second reinforcing rubber sheet of double reinforcing rubber sheet is set between second carcass and triangular rubber core.The utility model improves side rigidity under the premise of maintaining the invariable tire weight, improves controllability and reduces flexing heat generation, to ensure the control performance of tire in driving process.

Description

Technical Field

[0001] This utility model relates to the field of tire structure technology, specifically to a rigidity enhancement structure for the sidewall of an electric vehicle tire. Background Technology

[0002] With the rapid development of the electric vehicle (EV) market, higher demands are being placed on tire performance. Compared to traditional gasoline vehicles, EVs generally have characteristics such as greater vehicle weight, higher instantaneous torque, and greater sensitivity to range. These characteristics necessitate tires with excellent sidewall rigidity. Currently, EV tires enhance sidewall rigidity by strengthening the tire carcass material or increasing sidewall thickness. However, this increases tire cost. Increased sidewall thickness leads to increased internal friction during flexural deformation, higher sidewall temperature, accelerated rubber aging, reduced tire lifespan, and increased tire weight also affects vehicle range.

[0003] Given that the current industry standard for enhancing EV tire sidewall stiffness comes at the cost of sacrificing lightweighting and exacerbating heat buildup, it fails to meet the synergistic requirements of electric vehicles for high stiffness, low weight, and long lifespan. Therefore, there is an urgent need for an innovative structural design that can directionally improve sidewall stiffness and optimize stress distribution without significantly increasing weight and cost. Utility Model Content

[0004] In view of this, the purpose of this utility model is to propose a tire sidewall stiffness enhancement structure for electric vehicles, which improves sidewall stiffness while maintaining tire weight, improves handling and reduces flex heat generation, thereby ensuring tire handling performance during driving.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] To achieve the above objectives, this utility model provides a sidewall rigidity reinforcement structure for electric vehicle tires, comprising a carcass layer, a steel wire ring, a triangular rubber core, and a sidewall rubber. The triangular rubber core is attached to the upper end of the steel wire ring and is a low-height triangular rubber core. The carcass layer includes a first carcass and a second carcass, which are wrapped around the steel wire ring. The reversed end of the first carcass is located below the horizontal axis of the tire cross-section, and the reversed end of the second carcass is located above the bottom of the steel wire ring. The sidewall rigidity reinforcement structure also includes a double reinforcing sheet. The first reinforcing sheet is disposed between the first carcass and the sidewall rubber, and the second reinforcing sheet is disposed between the second carcass and the triangular rubber core.

[0007] As a further embodiment of this utility model, the thickness combination of the first reinforcing film and the second reinforcing film of the double reinforcing film is 1.7mm and 0.8mm respectively, and the first reinforcing film and the second reinforcing film form a double-layer reinforcing structure in the tire sidewall area.

[0008] As a further embodiment of this utility model, the vertical distance between the upper edge of the first reinforcing film and the end point of the first tire carcass reverse wrap is 16-24mm, the lower edge is 5mm from the bottom of the tire bead, and the first reinforcing film extends 20mm beyond the end point of the first tire carcass reverse wrap.

[0009] As a further embodiment of this utility model, the lower end of the second reinforcing film is 30mm away from the edge of the tire body, and the film width is 40mm.

[0010] As a further embodiment of this invention, the second reinforcing film overlaps the triangular core by 8-14 mm.

[0011] As a further embodiment of this invention, the height of the triangular rubber core is 70% to 85% of the height of a conventional triangular rubber core, in order to reduce stress concentration at the bead area.

[0012] As a further embodiment of this utility model, the tire body layer is made of rayon cord fabric, and both the first and second tire bodies containing the rayon cord fabric are wrapped around the steel wire ring.

[0013] As a further embodiment of this utility model, the first tire carcass reverse end point is located 10mm below the horizontal axis of the tire cross section.

[0014] As a further embodiment of this utility model, the second tire carcass reverse end point is 8-14mm away from the bottom of the wire ring.

[0015] As a further embodiment of this utility model, the distance between the upper edge of the first reinforcing film and the end point of the first tire carcass reverse wrap is 20mm±4mm, and the overlap between the second reinforcing film and the triangular rubber core is 11mm±3mm.

[0016] Compared with the prior art, the electric vehicle tire sidewall rigidity enhancement structure proposed in this utility model has the following beneficial effects:

[0017] 1. This utility model provides effective local reinforcement to the tire sidewall by setting double reinforcing films at key locations. The first reinforcing film is placed between the first tire carcass and the sidewall rubber, while the second reinforcing film is placed between the second tire carcass and the triangular rubber core. The double-film bonding design directly enhances the deformation resistance of the sidewall area, enabling the tire to provide stronger lateral support during vehicle steering, cornering, and emergency lane changes. This significantly improves the tire's handling stability and responsiveness, meeting the high-performance handling requirements of EV electric vehicles and significantly enhancing sidewall rigidity. By using a double-film bonding design on the tire sidewall, the tire's sidewall rigidity is strengthened, improving the tire's handling performance.

[0018] 2. This utility model also effectively reduces stress concentration in the bezel area and improves durability. By using overlapping reinforcing rubber sheets and triangular rubber, as well as an optimized tire carcass reverse wrapping position, the second tire carcass reverse wrapping is a certain distance from the bottom of the steel wire bezel, which optimizes the stress distribution in the tire bezel area. This structure disperses the stress concentrated in the bezel area during tire operation, especially when bearing loads and undergoing deformation, avoiding excessive local stress. Reducing stress concentration directly reduces the heat generated by the tire during flexing. Reduced heat generation means slowing down the aging rate of the rubber material, thereby significantly improving the tire's service life and durability.

[0019] 3. Compared to traditional methods of reinforcing tire carcass materials or simply thickening the sidewalls, this invention employs a more refined local reinforcement method. By setting reinforcement patches of specific locations and thicknesses and using a low-triangle rubber design, it avoids a significant increase in the overall tire weight caused by large-area thickening or the use of heavier carcass materials. By controlling the tire weight, it achieves lower rolling resistance, thereby helping to extend the driving range of electric vehicles on a single charge. While achieving the same or even higher rigidity improvement effect, it also has the potential advantage of material cost savings. It can reduce stress concentration at the tire bead position, reduce flex heat generation during tire operation, and improve tire lifespan.

[0020] These or other aspects of this application will become more apparent from the following description of embodiments. It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the application. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model or related technologies, the accompanying drawings used in the description of the exemplary embodiments or related technologies will be briefly introduced below. The drawings are used to provide a further understanding of this utility model and constitute a part of the specification. They are used together with the embodiments of this utility model to explain this utility model and do not constitute a limitation on this utility model. In the drawings:

[0022] Figure 1 This is a structural diagram of a rigidity enhancement structure for the sidewall of an electric vehicle tire according to an embodiment of the present invention.

[0023] Figure 2 This is a schematic diagram of the material distribution at the horizontal axis position of the end face of a rigid reinforcement structure for the sidewall of an electric vehicle tire according to an embodiment of the present invention.

[0024] Figure label:

[0025] 1-Carcass layer, 11-First carcass, 12-Second carcass, 2-Ring wire, 3-Triangle rubber core, 4-Sidewall rubber, 5-Double reinforcing rubber sheet, 51-First reinforcing rubber sheet, 52-Second reinforcing rubber sheet, 6-Horizontal cross-section axis. Detailed Implementation

[0026] The present application will now be further described in conjunction with the accompanying drawings and specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0027] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model are further described in detail below with reference to specific examples and the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit this application.

[0028] It should be noted that all uses of the terms "first" and "second" in the embodiments of this utility model are for the purpose of distinguishing two different entities or parameters with the same name. Therefore, "first" and "second" are merely for convenience of expression and should not be construed as limiting the embodiments of this utility model. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, such as other steps or units inherent in a process, method, system, product, or device that includes a series of steps or units.

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the described order. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0031] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0032] See Figure 1 and Figure 2 As shown, an embodiment of this utility model provides a sidewall rigidity enhancement structure for an electric vehicle tire, including a carcass layer 1, a steel wire ring 2, a triangular rubber core 3, and a sidewall rubber 4. The triangular rubber core 3 is attached to the upper end of the steel wire ring 2 and is a low-height triangular rubber core 3. The carcass layer 1 includes a first carcass 11 and a second carcass 12, which are wrapped around the steel wire ring 2. The reversed end of the first carcass 11 is located below the horizontal axis 6 of the tire section, and the reversed end of the second carcass 12 is located above the bottom of the steel wire ring 2. The sidewall rigidity enhancement structure also includes a double reinforcing sheet 5. The first reinforcing sheet 51 of the double reinforcing sheet 5 is disposed between the first carcass 11 and the sidewall rubber 4, and the second reinforcing sheet 52 of the double reinforcing sheet 5 is disposed between the second carcass 12 and the triangular rubber core 3.

[0033] This invention features a double reinforcing film 5 at a key location. The first reinforcing film 51 is positioned between the first tire carcass 11 and the sidewall rubber 4; the second reinforcing film 52 is positioned between the second tire carcass 12 and the triangular rubber core 3. This structure effectively strengthens the tire sidewall area. The double-film bonding design directly enhances the deformation resistance of the sidewall area, enabling the tire to provide stronger lateral support during vehicle steering, cornering, and emergency lane changes. This significantly improves the tire's handling stability and responsiveness, meeting the high-performance handling requirements of EV electric vehicles and significantly enhancing sidewall rigidity. By using a double-film bonding design on the tire sidewall, the tire's sidewall rigidity is strengthened, improving its handling performance.

[0034] In this embodiment, the thickness combination of the first reinforcing film 51 and the second reinforcing film 52 of the double reinforcing film 5 is 1.7 mm and 0.8 mm, respectively, and the first reinforcing film 51 and the second reinforcing film 52 form a double-layer reinforcing structure in the tire sidewall area.

[0035] The vertical distance between the upper edge of the first reinforcing film 51 and the reverse end point of the first tire carcass 11 is 16-24 mm, the lower edge is 5 mm from the bottom of the tire bead, and the first reinforcing film 51 extends 20 mm beyond the reverse end point of the first tire carcass 11.

[0036] The lower end of the second reinforcing rubber sheet 52 is 30mm from the edge of the tire carcass, and the sheet width is 40mm. The second reinforcing rubber sheet 52 overlaps with the triangular rubber core 3 by 8-14mm.

[0037] In this embodiment, the height of the triangular rubber core 3 is 70% to 85% of the height of a conventional triangular rubber core, in order to reduce stress concentration at the bead area.

[0038] In this embodiment, the carcass layer 1 is made of rayon cord fabric, and both the first carcass 11 and the second carcass 12, which contain the rayon cord fabric, are wrapped around the steel wire bead 2 in reverse. The reversed end of the first carcass 11 is located 10 mm below the horizontal axis 6 of the tire cross-section. The reversed end of the second carcass 12 is 8–14 mm from the bottom of the steel wire bead 2.

[0039] In this embodiment, the distance between the upper edge of the first reinforcing film 51 and the reverse end of the first tire body 11 is 20mm ± 4mm, and the overlap between the second reinforcing film 52 and the triangular core 3 is 11mm ± 3mm.

[0040] In the embodiments, according to Figure 1 and Figure 2 The material distribution diagram is used to prepare the composite of cord fabric and film. Then, during the tire blank forming process, after the inner liner and sidewall composite, the cord fabric and film composite of the first tire body 11 and the second tire body 12 are bonded together, the ring is fastened and reversed. The tread composite is moved to the forming position for forming and tread rolling to complete the tire blank forming.

[0041] This invention also effectively reduces stress concentration in the bezel area and improves durability. By using reinforcing rubber sheets and overlapping triangular rubber sheets, as well as an optimized tire carcass reverse wrapping position, the second tire carcass 12 is wrapped at a certain distance from the bottom of the steel wire bezel 2, which optimizes the stress distribution in the tire bezel area. This structure disperses the stress concentrated in the bezel area during tire operation, especially when bearing loads and undergoing deformation, avoiding excessive local stress. Reducing stress concentration directly reduces the heat generated by the tire during flexing. Reduced heat generation means slowing down the aging rate of the rubber material, thereby significantly improving the tire's service life and durability.

[0042] Compared to traditional methods of reinforcing tire carcass materials or simply thickening the sidewalls, this invention employs a more refined localized reinforcement method. By setting reinforcement sheets of specific locations and thicknesses, along with a low-triangle rubber design, it avoids a significant increase in the overall tire weight caused by large-area thickening or the use of heavier carcass materials. By controlling tire weight, it achieves lower rolling resistance, thereby helping to extend the driving range of electric vehicles on a single charge. While achieving the same or even higher rigidity improvement effect, it also has potential advantages in material cost savings. It can reduce stress concentration at the tire bead position, reduce flex heat generation during tire operation, and improve tire lifespan.

[0043] The above are exemplary embodiments disclosed in this utility model. However, it should be noted that various changes and modifications can be made without departing from the scope of the embodiments of this utility model as defined by the claims. The functions, steps, and / or actions of the methods according to the disclosed embodiments described herein do not need to be performed in any particular order. Furthermore, although the elements disclosed in the embodiments of this utility model may be described or claimed individually, they may be understood as multiple unless explicitly limited to a singular number.

[0044] It should be understood that, as used herein, the singular form "a" is intended to include the plural form as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations of one or more of the associatedly listed items. The embodiment numbers disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0045] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples. Within the framework of the present invention, technical features of the above embodiments or different embodiments can also be combined, and many other variations of different aspects of the present invention exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A rigidity reinforcement structure for the sidewall of an electric vehicle tire, characterized in that, The tire includes a carcass layer (1), a steel wire ring (2), a triangular rubber core (3), and a sidewall rubber (4). The triangular rubber core (3) is attached to the upper end of the steel wire ring (2). The triangular rubber core (3) is a low-height triangular rubber core (3). The carcass layer (1) includes a first carcass (11) and a second carcass (12). The first carcass (11) and the second carcass (12) are wrapped around the steel wire ring (2). The end point of the first carcass (11) is located below the horizontal axis (6) of the tire section, and the end point of the second carcass (12) is located above the bottom of the steel wire ring (2). The sidewall rigidity enhancement structure also includes a double reinforcing film (5), wherein the first reinforcing film (51) of the double reinforcing film (5) is disposed between the first tire carcass (11) and the sidewall rubber (4); and the second reinforcing film (52) of the double reinforcing film (5) is disposed between the second tire carcass (12) and the triangular rubber core (3).

2. The electric vehicle tire sidewall rigidity reinforcement structure as described in claim 1, characterized in that, The thickness combination of the first reinforcing film (51) and the second reinforcing film (52) of the double reinforcing film (5) is 1.7 mm and 0.8 mm, respectively, and the first reinforcing film (51) and the second reinforcing film (52) form a double-layer reinforcing structure in the tire sidewall area.

3. The electric vehicle tire sidewall rigidity reinforcement structure as described in claim 2, characterized in that, The vertical distance between the upper edge of the first reinforcing film (51) and the reverse end point of the first tire carcass (11) is 16-24 mm, and the lower edge is 5 mm from the bottom of the tire bead. The first reinforcing film (51) is 20 mm wider than the reverse end point of the first tire carcass (11).

4. The electric vehicle tire sidewall rigidity reinforcement structure as described in claim 2, characterized in that, The lower end of the second reinforcing film (52) is 30mm from the edge of the tire body, and the film width is 40mm.

5. The electric vehicle tire sidewall stiffness reinforcement structure as described in claim 4, characterized in that, The second reinforcing film (52) overlaps with the triangular core (3) by 8-14 mm.

6. The electric vehicle tire sidewall rigidity reinforcement structure as described in claim 1, characterized in that, The height of the triangular rubber core (3) is 70% to 85% of the height of a conventional triangular rubber core.

7. The electric vehicle tire sidewall rigidity reinforcement structure as described in claim 1, characterized in that, The tire body layer (1) is made of rayon cord fabric, and the first tire body (11) and the second tire body (12) containing the rayon cord fabric are both wrapped around the wire ring (2).

8. The electric vehicle tire sidewall rigidity reinforcement structure as described in claim 1, characterized in that, The reverse end of the first tire body (11) is located 10 mm below the horizontal axis (6) of the tire section.

9. The electric vehicle tire sidewall stiffness reinforcement structure as described in claim 8, characterized in that, The distance between the reverse end of the second tire body (12) and the bottom of the wire ring (2) is 8-14 mm.

10. The electric vehicle tire sidewall stiffness reinforcement structure as described in claim 9, characterized in that, The distance between the upper edge of the first reinforcing film (51) and the reverse end of the first tire body (11) is 20mm ± 4mm, and the overlap between the second reinforcing film (52) and the triangular core (3) is 11mm ± 3mm.

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