A ring structure

Abstract

The utility model relates to the technical field of circle part structure, and disclose a circle part structure, including triangle rubber, steel wire cloth, tyre body, sidewall rubber, bead rubber and steel wire ring, and triangle rubber, steel wire cloth, tyre body, bead rubber and steel wire ring are sequentially connected arrangement, and sidewall rubber is set up in the outside of tyre body, triangle rubber is wedge structure and height is 8~15mm, this wedge structure design can effectively disperse the stress that circle part received in the running process of tyre, through even transmission to the stress of each part of the tire bead, avoid the premature damage caused by local stress concentration, can maintain the flexibility of tire circle part while guaranteeing enough supporting force, adapt to the deformation demand under different road conditions. The circle part structure can effectively absorb the vibration and impact in the running of the tire, and the reasonable proportion of the thickness of the buffer layer and the thickness of the tire body ensures that it does not affect the overall structural strength while playing a buffering role, further improves the fatigue resistance of the tire bead part.

Description

Technical Field

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

[0002] As the core component of a vehicle in contact with the road surface, the reliability of the tire's bead structure directly affects driving safety and service life. The bead area needs to withstand complex alternating stresses and maintain structural stability. Traditional designs are prone to problems such as bead deformation and fatigue damage due to localized stress concentration or insufficient support when dealing with dynamic loads, becoming a key technical bottleneck restricting the improvement of tire performance.

[0003] In existing tire bead structures, the triangular rubber and the bottom of the bead are mostly bonded by planar contact, resulting in uneven stress distribution and limited support for the bead. The inverted end of the tire carcass often directly abuts the steel wire bead, lacking proper spacing control and transition structure design, making the end area a stress concentration point, prone to crack propagation under dynamic loads. Furthermore, the bead rubber and tire carcass often use a single-material buffer layer, which struggles to balance elastic modulus and wear resistance. The thickness of the buffer layer and its proportion to the tire carcass lack optimized design, failing to effectively absorb road impacts and vibrations, and potentially weakening the overall structural strength due to sudden changes in local stiffness. Long-term use can easily lead to fatigue failure in the bead area. Utility Model Content

[0004] To address the shortcomings of existing technologies, this invention provides a bead structure that solves the problem that the end of the tire carcass often directly abuts the steel wire bead, lacking reasonable spacing control and transition structure design. This makes the end area a stress concentration point, prone to crack propagation under dynamic loads. Furthermore, the bead rubber and tire carcass often use a single-material buffer layer, which struggles to balance elastic modulus and wear resistance. The thickness of the buffer layer and its ratio to the tire carcass lack optimized design, failing to effectively absorb road impacts and vibrations, and potentially weakening the overall structural strength due to sudden changes in local stiffness. Long-term use can easily lead to fatigue failure in the bead area.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a bead structure, comprising a triangular rubber, a steel wire covering, a tire carcass, a sidewall rubber, a bead rubber, and a steel wire ring, wherein the triangular rubber, the steel wire covering, the tire carcass, the bead rubber, and the steel wire ring are sequentially connected and arranged, and the sidewall rubber is disposed on the outside of the tire carcass. The triangular rubber has a wedge-shaped structure with a height of 8-15mm. This wedge-shaped structure design can effectively disperse the stress on the bead during tire operation, and by uniformly transmitting the stress to all parts of the bead, it avoids premature damage caused by local stress concentration.

[0006] The height is set at 8-15mm, which can maintain the flexibility of the tire bead while ensuring sufficient support, so as to adapt to the deformation requirements under different road conditions. The bottom of the triangular rubber is in close contact with the bottom of the tire bead. The close fit design ensures that the triangular rubber and the bottom of the tire bead form a stable integral structure, further enhancing the stability of stress transmission. The steel wire wrapping is composed of 2-4 layers of radially stacked steel wire cords. The cord content is 25%-35%. The multi-layer radially stacked steel wire cords give the steel wire wrapping high strength and rigidity, which can effectively resist the tensile and compressive forces on the tire bead during driving.

[0007] The rubber content is controlled between 25% and 35%, which ensures good adhesion between the cord fabrics and gives the steel wire wrapping fabric a certain degree of elasticity to buffer external impact. The outer surface of the cord fabric is in contact with the outer side of the tire carcass. This bonding method makes the steel wire wrapping fabric and the tire carcass tightly bonded and jointly bear the load during tire operation. The vertical distance between the reverse end of the tire carcass and the steel wire bead is 3 to 8 mm. Reasonably controlling this distance can optimize the wrapping effect of the tire carcass on the steel wire bead, enhance the connection strength between the tire carcass and the steel wire bead, and prevent delamination when the tire is running at high speed or under heavy load.

[0008] The tire carcass has a transition arc with a radius of 2-5mm at the reverse end. This transition arc design eliminates stress concentration points at the reverse end, making the stress distribution between the tire carcass and the steel wire bead more uniform, thus improving tire durability and safety. An elastomer buffer layer is provided between the bead rubber and the tire carcass. The buffer layer has a Shore hardness of 50-65A and is made of thermoplastic polyurethane elastomer. Thermoplastic polyurethane elastomer has excellent wear resistance, oil resistance, and high elasticity, and its Shore hardness is between 50 and 65A. This allows it to effectively absorb vibrations and impacts from uneven road surfaces during tire operation, reducing the transmission of vibrations to other parts of the tire and improving ride comfort.

[0009] The thickness of the buffer layer is 15% to 25% of the tire body thickness. This thickness ratio ensures the buffering effect without excessively affecting the overall rigidity and structural stability of the tire bead. The wire bead is woven from galvanized steel wire with a diameter of 0.8 to 1.5 mm. Galvanized steel wire has good corrosion resistance and can effectively resist the erosion of the wire bead by humid environments and chemicals, thus extending the service life of the wire bead.

[0010] The diameter of the steel wire allows the steel wire ring to have sufficient strength while maintaining a certain degree of flexibility to meet the requirements of tire use. The outer side of the steel wire ring is provided with a nylon reinforcing layer, which can further enhance the strength and wear resistance of the steel wire ring, reduce the wear on the steel wire ring during the installation and removal of the tire and rim, and at the same time improve the support force of the steel wire ring on the tire.

[0011] Preferably, the wedge angle of the triangular rubber is 15°-30°. This angle range allows the triangular rubber to achieve the best effect in dispersing stress. An angle that is too large or too small will affect the uniformity and effectiveness of stress dispersion. The distance d between the apex of the triangular rubber and the inner side of the tire bead is 5-10mm to ensure that the triangular rubber can play a role in dispersing stress without interfering with the normal operation of other internal components of the tire.

[0012] Preferably, the layers of the steel wire-covered fabric are laid in a cross-over manner, and the warp angle between adjacent layers is 30°-45°. The cross-over and the setting of a specific warp angle enable the steel wire-covered fabric to have good strength and stability in all directions, effectively resist the action of external forces in different directions, and improve the overall performance of the steel wire-covered fabric.

[0013] Preferably, the ratio of the thickness h of the buffer layer to the thickness of the tire body is 1:5 to 1:3, and the compression set of the buffer layer is ≤20%. Strict control of the thickness ratio and compression set ensures that the buffer layer maintains good buffering performance and elastic recovery ability during long-term use, ensuring that the tire can play a stable shock absorption role under various working conditions.

[0014] Preferably, the nylon reinforcing layer is woven from multifilaments with a diameter of 0.5–1.2 mm and a weaving density of 80–120 threads / cm. 2 Furthermore, the inner side is coated with a silane coupling agent layer. The appropriate multifilament diameter and weaving density give the nylon reinforcing layer good strength and wear resistance. The silane coupling agent layer can enhance the adhesion between the nylon reinforcing layer and the steel wire ring, so that the two are tightly bonded and work together.

[0015] Preferably, the braiding pitch P of the wire ring is 80-120 times the diameter of the wire, and the thickness of the galvanized layer on the surface of the wire is 5-15μm. A reasonable braiding pitch can ensure the balance between the structural strength and flexibility of the wire ring. The thickness of the galvanized layer is controlled at 5-15μm to ensure good corrosion resistance while preventing the other properties of the wire ring from being affected by excessive coating thickness.

[0016] Compared with the prior art, the present invention provides a ring structure, which has the following beneficial effects:

[0017] The bead structure features a wedge-shaped triangular rubber that adheres to the bottom of the bead, effectively distributing stress on the bead area, enhancing support, and improving stability under stress. The carcass overlay end maintains a specific perpendicular distance from the steel wire bead and features a transition arc, preventing damage due to stress concentration at the overlay end, ensuring smoother and more even force transmission, and reducing the risk of tearing at this point. The elastomeric buffer layer between the bead rubber and the carcass, utilizing the excellent elasticity and wear resistance of thermoplastic polyurethane elastomer and its moderate Shore hardness, effectively absorbs vibrations and impacts during tire operation. The optimal ratio of buffer layer thickness to carcass thickness ensures that it provides cushioning without compromising overall structural strength, further enhancing the fatigue resistance of the bead area. Attached Figure Description

[0018] Figure 1 This is a front view of the present utility model;

[0019] Figure 2 This is a front view of the tire body of this utility model;

[0020] Figure 3 This is a schematic diagram of the tire body of this utility model.

[0021] In the diagram: 1. Triangle rubber; 2. Steel wire wrapping; 3. Tire body; 4. Bead rubber; 5. Steel wire bead; 6. Sidewall rubber; 7. Buffer layer. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] This utility model provides a technical solution, please refer to Figure 1 , Figure 2 and Figure 3 A bead structure includes a triangular rubber 1, a steel wire-covered fabric 2, a tire carcass 3, a sidewall rubber 6, a bead rubber 4, and a steel wire bead 5. The triangular rubber 1, the steel wire-covered fabric 2, the tire carcass 3, the bead rubber 4, and the steel wire bead 5 are sequentially connected and arranged. The sidewall rubber 6 is disposed on the outside of the tire carcass 3. The triangular rubber 1 has a wedge-shaped structure with a height of 8-15mm. This wedge-shaped structure design can effectively disperse the stress on the bead during tire operation, and by evenly transmitting the stress to all parts of the bead, it avoids premature damage caused by local stress concentration.

[0024] With a height set between 8 and 15 mm, the tire bead maintains flexibility while ensuring sufficient support, adapting to deformation requirements under different road conditions. The bottom of the triangular rubber 1 fits snugly against the bottom of the tire bead, ensuring a stable overall structure and further enhancing the stability of stress transmission. The steel cord fabric 2 consists of 2-4 layers of radially stacked steel cord fabric with a rubber content of 25% to 35%. The multi-layered radially stacked steel cord fabric gives the steel cord fabric 2 high strength and rigidity, effectively resisting the tensile and compressive forces exerted on the tire bead during driving.

[0025] The rubber content is controlled at 25% to 35%, which ensures good adhesion between the cords and gives the steel wire wrapping fabric 2 a certain degree of elasticity to buffer external impact. The outer surface of the cord is in contact with the outer side of the tire carcass 3. This bonding method makes the steel wire wrapping fabric 2 and the tire carcass 3 tightly bonded together, sharing the load during tire operation. The vertical distance between the reverse end of the tire carcass 3 and the steel wire ring 5 is 3 to 8 mm. Reasonably controlling this distance can optimize the wrapping effect of the tire carcass 3 on the steel wire ring, enhance the connection strength between the tire carcass 3 and the steel wire ring, and prevent delamination when the tire is running at high speed or under heavy load.

[0026] The inverted end of the tire carcass 3 has a transition arc with a radius of 2-5mm. The design of the transition arc can eliminate the stress concentration point at the inverted end of the tire carcass 3, making the stress distribution between the tire carcass 3 and the steel wire bead more uniform, improving the tire's durability and safety. An elastomer buffer layer 7 is set between the bead rubber 4 and the tire carcass 3. The buffer layer 7 has a Shore hardness of 50-65A and is made of thermoplastic polyurethane elastomer. Thermoplastic polyurethane elastomer has excellent wear resistance, oil resistance and high elasticity, and a Shore hardness between 50 and 65A, which enables it to effectively absorb the vibration and impact caused by uneven road surfaces during tire operation, reduce the transmission of vibration to other parts of the tire, and improve driving comfort.

[0027] The thickness of the buffer layer 7 is 15% to 25% of the thickness of the tire body 3. This thickness ratio ensures the buffering effect without excessively affecting the overall rigidity and structural stability of the tire bead. The wire bead 5 is woven from galvanized steel wire with a diameter of 0.8 to 1.5 mm. Galvanized steel wire has good corrosion resistance and can effectively resist the erosion of the wire bead 5 by humid environments and chemicals, thus extending the service life of the wire bead 5.

[0028] The diameter of the steel wire allows the steel wire ring 5 to have sufficient strength while maintaining a certain degree of flexibility to meet the requirements of tire use. The outer side of the steel wire ring 5 is provided with a nylon reinforcing layer 8, which can further enhance the strength and wear resistance of the steel wire ring 5, reduce the wear on the steel wire ring 5 during the installation and removal of the tire and rim, and at the same time improve the support force of the steel wire ring 5 on the tire.

[0029] The wedge angle of the triangular rubber 1 is 15°-30°. This angle range allows the triangular rubber 1 to achieve the best effect in dispersing stress. An angle that is too large or too small will affect the uniformity and effectiveness of stress dispersion. The distance d between the vertex of the triangular rubber 1 and the inner side of the tire bead is 5-10mm to ensure that the triangular rubber 1 will not interfere with the normal operation of other internal components of the tire while playing a stress dispersion role.

[0030] The layers of the steel wire-covered fabric 2 are laid in a cross-over manner, and the warp angle between adjacent layers is 30°-45°. The cross-over and the setting of a specific warp angle enable the steel wire-covered fabric 2 to have good strength and stability in all directions, effectively resist the external force in different directions, and improve the overall performance of the steel wire-covered fabric 2.

[0031] The ratio of the thickness h of the buffer layer 7 to the thickness of the tire body 3 is 1:5 to 1:3, and the compression permanent deformation rate of the buffer layer 7 is ≤20%. By strictly controlling the thickness ratio and compression permanent deformation rate, it is possible to ensure that the buffer layer 7 maintains good buffering performance and elastic recovery ability during long-term use, and ensure that the tire can play a stable shock absorption role under various working conditions.

[0032] The nylon reinforcing layer 8 is woven from multifilaments with a diameter of 0.5–1.2 mm and a weaving density of 80–120 threads / cm. 2 Furthermore, the inner side is coated with a silane coupling agent layer. The appropriate multifilament diameter and weaving density give the nylon reinforcing layer good strength and wear resistance. The silane coupling agent layer can enhance the adhesion between the nylon reinforcing layer and the steel wire ring 5, so that the two are tightly bonded and work together.

[0033] The braiding pitch P of the wire ring 5 is 80-120 times the diameter of the wire, and the thickness of the galvanized layer on the surface of the wire is 5-15μm. The reasonable braiding pitch can ensure the balance between the structural strength and flexibility of the wire ring 5. The thickness of the galvanized layer is controlled at 5-15μm to ensure good corrosion resistance while not affecting other properties of the wire ring 5 due to excessive coating thickness.

[0034] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0035] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A beaded structure comprising a triangular rubber (1), a steel wire wrapping (2), a tire carcass (3), a sidewall rubber (6), a bead rubber (4), and a steel wire bead (5), wherein the triangular rubber (1), the steel wire wrapping (2), the tire carcass (3), the bead rubber (4), and the steel wire bead (5) are sequentially connected, and the sidewall rubber (6) is disposed on the outside of the tire carcass (3), characterized in that: The triangular rubber (1) has a wedge-shaped structure and a height of 8-15mm. The bottom of the triangular rubber (1) is attached to the bottom of the tire bead. The steel wire wrapping fabric (2) is composed of 2-4 layers of radially stacked steel wire cords. The cord contains 25%-35% adhesive. The outer surface of the cord is attached to the outer side of the tire carcass (3). The vertical distance between the reverse end of the tire carcass (3) and the steel wire bead (5) is 3-8mm. The reverse end of the tire carcass (3) is provided with a radius... The transition arc is 2-5mm. An elastomer buffer layer (7) is provided between the ferrule (4) and the tire body (3). The Shore hardness of the buffer layer (7) is 50-65A. It is made of thermoplastic polyurethane elastomer. The thickness of the buffer layer (7) is 15%-25% of the thickness of the tire body. The wire ring (5) is woven from galvanized steel wire with a diameter of 0.8-1.5mm. A nylon reinforcing layer (8) is provided on the outside of the wire ring (5).

2. The ring structure according to claim 1, characterized in that: The wedge angle of the triangular rubber (1) is 15°-30°, and the distance d between the vertex of the triangular rubber (1) and the inner side of the tire bead is 5-10mm.

3. The ring structure according to claim 1, characterized in that: The steel wire cloth (2) is laid in a cross-over manner, and the warp angle between adjacent layers of cloth is 30°-45°.

4. The ring structure according to claim 1, characterized in that: The ratio of the thickness h of the buffer layer (7) to the thickness of the tire body (3) is 1:5 to 1:3, and the compression set of the buffer layer (7) is ≤20%.

5. The ring structure according to claim 1, characterized in that: The nylon reinforcing layer (8) is woven from multifilaments with a diameter of 0.5 to 1.2 mm and a weaving density of 80 to 120 threads / cm. 2 It is also coated with a silane coupling agent layer on the inside.

6. The ring structure according to claim 1, characterized in that: The braiding pitch P of the wire loop (5) is 80-120 times the diameter of the wire, and the thickness of the zinc coating on the surface of the wire is 5-15μm.

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