Tire with improved bead durability

Abstract

The utility model relates to a tire of bead endurance performance promotion relates to tire structure technical field, and its bead part structure is from inside to outside in proper order for bead core, reinforcing layer, ply and sidewall rubber, the bead core is by the triangle gum and the bead fixed in the bottom of triangle gum constitutes, the height of triangle gum top end is lower than the rim height of rim, the ply reverse package end is higher than triangle gum top end, and the ply reverse package end is higher than tire lower section height, the bottom of reinforcing layer is pasted with the bead, and the top end of reinforcing layer is higher than triangle gum top end and is lower than ply reverse package end, the utility model reduces the possibility of ply reverse package end delamination, triangle gum fracture and triangle gum top end delamination, improves tire endurance, solves the technical problem that the bead part is easy to appear the bulge.

Description

Technical Field

[0001] This utility model relates to the field of tire structure technology, and in particular to a tire with improved bead durability. Background Technology

[0002] Light trucks, as an important part of the commercial vehicle market, play an indispensable role in urban delivery and short-distance transportation. Light truck tires, as a crucial component of light trucks, significantly impact the driving performance of these vehicles.

[0003] In durability tests of the bead area of ​​light truck tires under high load conditions, bulges are prone to occur. Existing methods for reinforcing the bead area are costly, necessitating the research of a low-cost, high-strength bead structure suitable for light truck tires to improve tire durability. Utility Model Content

[0004] To address the shortcomings of related technologies, this utility model provides a tire with improved bead durability, reducing the possibility of delamination at the reverse end of the ply, breakage of the triangular rubber, and delamination at the tip of the triangular rubber, thereby solving the technical problem of bulges easily occurring in the bead area and improving tire durability.

[0005] This utility model provides a tire with improved bead durability. The bead structure consists of a bead core, a reinforcing layer, a ply layer, and a sidewall rubber from the inside out. The bead core is composed of a triangular rubber and a bead fixed to the bottom of the triangular rubber. The height of the top of the triangular rubber is lower than the rim flange height. The reverse end of the ply layer is higher than the top of the triangular rubber and higher than the lower section height of the tire. The bottom of the reinforcing layer is in contact with the bead, and the top of the reinforcing layer is higher than the top of the triangular rubber and lower than the reverse end of the ply layer.

[0006] In some embodiments, the reinforcing layer is a nylon cord fabric, and there is an acute angle between the nylon fibers of the reinforcing layer and the radial direction of the tire.

[0007] In some embodiments, the angle between the nylon fibers of the reinforcing layer and the radial direction of the tire is 40° to 65°.

[0008] In some embodiments, the thickness of the reinforcing layer is 0.8~1.2 mm.

[0009] In some embodiments, the reinforcement layer is located outside the tread and the bead; or the reinforcement layer covers the tread and the bead in a U-shape.

[0010] In some embodiments, the two ends of the reinforcing layer are misaligned, the top of the reinforcing layer is misaligned with the reverse end of the ply layer, the two ends of the reinforcing layer are misaligned with the top of the triangular rubber, and the bottom of the reinforcing layer is misaligned with the junction of the triangular rubber and the tire bead.

[0011] In some embodiments, when the two ends of the reinforcing layer are located on both sides of the triangular adhesive, and the two ends of the reinforcing layer are located above and below the top of the triangular adhesive, respectively, the bottom end of the reinforcing layer is located outside the triangular adhesive. When both ends of the reinforcing layer are located above the triangular adhesive, the bottom end of the reinforcing layer is located inside the triangular adhesive, and the top end of the reinforcing layer is located outside the triangular adhesive.

[0012] In some embodiments, the distance between the top of the reinforcing layer and the top of the triangular adhesive is 10-40 mm; the distance between the bottom of the reinforcing layer and the top of the triangular adhesive is 5-15 mm.

[0013] In some embodiments, the longitudinal distance between the top of the reinforcing layer and the reverse end of the fabric layer is greater than or equal to 10 mm.

[0014] In some embodiments, the longitudinal distance between the top of the reinforcing layer and the top of the triangular adhesive is 5~20mm.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. This utility model sets the reverse end of the ply to be higher than the lower section height of the tire, so as to reduce the possibility of stress concentration at the reverse end of the ply, reduce the possibility of delamination at the reverse end of the ply, and improve tire durability.

[0016] 2. This utility model provides a reinforcing layer to improve the structural strength of the triangular rubber, while reducing the height of the triangular rubber to avoid the stress concentration area of ​​the tire near the rim flange, thereby reducing the impact of tire stress concentration at the rim flange on the triangular rubber, preventing the triangular rubber from breaking and delaminating at the top of the triangular rubber, and improving tire durability. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a schematic diagram showing that the reinforcing layer is located on the outside of the triangular rubber and the tire bead in a specific embodiment of this utility model. Figure 2 This is a schematic diagram showing that, in a specific embodiment of the present invention, the two ends of the reinforcing layer are located on both sides of the triangular adhesive and above and below the top of the triangular adhesive, respectively. Figure 3 This is a schematic diagram showing that both ends of the reinforcing layer are located above the triangular adhesive in a specific embodiment of this utility model.

[0018] In the diagram: 1. Bead; 2. Sidewall rubber; 3. Reinforcing layer; 4. Triangle rubber; 5. Cord layer.

[0019] A. Reverse end of the ply; B. Top of the triangular rubber; C. Top of the reinforcing layer; D. Bottom of the reinforcing layer; H1. Height of the tire's lower section. Detailed Implementation

[0020] 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.

[0021] In the description of this utility model, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this utility model.

[0022] 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 technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0023] In this utility model, the terms "high", "low", "upper", "lower" and "longitudinal distance" all refer to the difference in longitudinal height of the tire cross section, that is, the difference in radial distance of the tire.

[0024] The term "tire bottom section height" refers to the longitudinal distance from the point where the tire bottom contacts the rim support surface to the horizontal axis of the tire section. Here, the longitudinal distance refers to the radial distance difference of the tire. This horizontal axis of the tire section is located at the widest point of the tire section, where the tire carcass is thinnest and most deformable.

[0025] The term "rim flange height" refers to the longitudinal distance between the point where the tire bottom contacts the rim support surface and the point where the tire contacts the rim flange. Here, the longitudinal distance refers to the difference in distance along the radial direction of the tire.

[0026] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0027] like Figure 1-3 As shown in the illustrative embodiment of the tire with improved bead durability provided by this utility model, the bead structure of this tire, from the inside out, consists of a bead core, a reinforcing layer 3, a ply layer 5, and a sidewall rubber 2. The bead core is composed of a triangular rubber 4 and a bead 1 fixed to the bottom of the triangular rubber 4. The height of the top B of the triangular rubber is lower than the rim flange height. The reverse end A of the ply layer is higher than the top B of the triangular rubber and higher than the lower section height H1 of the tire, that is, the reverse end A of the ply layer is higher than the point of maximum flexural deformation of the sidewall rubber 2. The bottom of the reinforcing layer is in contact with the bead 1, and the top C of the reinforcing layer is higher than the top B of the triangular rubber and lower than the reverse end A of the ply layer.

[0028] The starting reference for the height of the ply layer reverse wrapping end A, the starting reference for the height of the triangular rubber top end B, and the starting reference for the rim flange height are all the same as the starting reference for the tire lower section height H1.

[0029] Analysis revealed that the main causes of bulges in the bead area are: Reason 1: The reverse end of the ply is at the same height as or near the rim flange. Under high load conditions, stress is concentrated at the reverse end of the ply, and the tire carcass starts to break down from the reverse end of the ply and spreads inward, resulting in delamination of the reverse end of the ply. Reason two: When the triangular rubber is higher than the rim flange, it is subjected to greater stress under high load conditions, making it prone to breakage; when the top of the triangular rubber is aligned with the rim flange, the area where the top of the triangular rubber is located is subjected to continuous stress and deformation under high load conditions, which can easily lead to delamination of the top of the triangular rubber.

[0030] To address the first reason mentioned above, this embodiment sets the reverse end A of the ply to be higher than the point of maximum flexural deformation of the sidewall rubber 2, in order to reduce the impact of tire stress concentration at the rim flange on the reverse end A of the ply, reduce the possibility of stress concentration at the reverse end A of the ply, and reduce the possibility of delamination at the reverse end A of the ply.

[0031] To address the second reason mentioned above, this embodiment includes a reinforcing layer 3 to improve the structural strength of the triangular rubber 4, while reducing the height of the triangular rubber 4 to avoid the stress concentration area near the rim flange, thereby mitigating the impact of stress concentration at the rim flange on the triangular rubber 4 and preventing the triangular rubber 4 from breaking and the top B of the triangular rubber from delaminating.

[0032] The above-mentioned structural improvements for bead bulges are simple in structure and low in cost, which can significantly reduce the possibility of bead bulges under high load conditions and improve tire durability.

[0033] Furthermore, the height of the top B of the triangular rubber is 20% to 25% of the tire section height to avoid the stress concentration area at the rim flange.

[0034] In some embodiments, the reinforcing layer 3 is a nylon cord fabric, and there is an acute angle between the nylon fibers of the reinforcing layer 3 and the radial direction of the tire.

[0035] The warp of the ply 5 is perpendicular to the tire tread centerline, and the nylon fibers of the reinforcing layer 3 have an acute angle with the tire radial direction. This misalignment between the nylon fibers of the ply 5 and the warp of the reinforcing layer 3 further enhances the reinforcing effect of the reinforcing layer 3. Furthermore, the low heat generation of nylon fibers reduces the risk of delamination of the reinforcing layer 3 due to excessive heat. Additionally, the low rigidity of nylon fibers allows for a smooth transition of shear forces between the sidewall rubber 2, the triangular rubber 4, and the reinforcing layer 3, while simultaneously improving the structural strength of the bead portion, thus contributing to increased bead durability.

[0036] In some embodiments, the angle between the nylon fiber of the reinforcing layer 3 and the radial direction of the tire is 40° to 65°, and the reinforcing layer 3 has the best reinforcing effect.

[0037] In some embodiments, the thickness of the reinforcing layer 3 is 0.8~1.2mm. Excessive thickness of the reinforcing layer 3 significantly increases heat generation under high-load rolling conditions, thereby increasing the risk of delamination of the reinforcing layer 3. Tests have shown that a thickness of 0.8~1.2mm generates less heat, reducing the risk of delamination.

[0038] In some embodiments, the nylon fiber diameter in the reinforcing layer 3 is 0.5~0.7mm, which can balance the reinforcing strength and the shear force between the sidewall rubber 2, the triangular rubber 4, and the reinforcing layer 3.

[0039] In some embodiments, the distance between the top C of the reinforcing layer and the reverse end A of the ply fabric is greater than or equal to 10 mm to avoid stress concentration and reduce the risk of delamination between the reverse end A of the ply fabric and the reinforcing layer 3.

[0040] In some of these embodiments, such as Figure 1 As shown, the reinforcing layer 3 is located on the outside of the triangular rubber 4 and the bead 1. The reinforcing layer 3 is located on only one side of the triangular rubber 4. When the tire's rated load is below 200%, the reinforcing effect is relatively stable and reliable.

[0041] Furthermore, the distance between the top C of the reinforcing layer and the top B of the triangular rubber is 5~20mm, reducing the possibility of stress concentration caused by the top C of the reinforcing layer being too close to the top B of the triangular rubber. The overlap height between the reinforcing layer 3 and the bead 1 is greater than half of the cross-sectional height of the bead 1.

[0042] In other embodiments, the reinforcing layer 3 is U-shaped and covers the triangular rubber 4 and the bead 1. The reinforcing layer 3 is located on both sides of the triangular rubber 4, and its reinforcing effect is better than that when the reinforcing layer 3 is located on only one side of the triangular rubber 4. It can still maintain a relatively stable and reliable reinforcing effect when the tire's rated load is 200% or more.

[0043] Tests have shown that when the reinforcing layer 3 with nylon fiber, the U-shaped wrapping of the triangular rubber 4 and the bead 1 are combined, the higher the bottom end D of the reinforcing layer, the greater the rigidity of the tire sidewall, the smaller the tire sidewall deformation, the greater the tire rolling resistance, and the better the tire sidewall durability.

[0044] In some embodiments, the two ends of the reinforcing layer 3 are misaligned, the top end of the reinforcing layer 3 is misaligned with the reverse end A of the ply layer, the two ends of the reinforcing layer 3 are misaligned with the top end B of the triangular rubber, and the bottom end D of the reinforcing layer is misaligned with the junction of the triangular rubber 4 and the bead 1, in order to avoid stress concentration and reduce the risk of delamination.

[0045] In some of these embodiments, such as Figure 2 As shown, when the two ends of the reinforcing layer 3 are located on both sides of the triangular adhesive 4, and the two ends of the reinforcing layer 3 are located above and below the top B of the triangular adhesive, the bottom D of the reinforcing layer is located outside the triangular adhesive 4, so as to reduce the risk of delamination of the lower end of the two ends of the reinforcing layer 3.

[0046] Furthermore, the distance between the top C of the reinforcing layer and the top B of the triangular adhesive is 10~40mm; the distance between the bottom D of the reinforcing layer and the top B of the triangular adhesive is 5~15mm, reducing the possibility of stress concentration caused by the top C of the reinforcing layer and the top B of the triangular adhesive being too close.

[0047] In other embodiments, such as Figure 3 As shown, when both ends of the reinforcing layer 3 are located above the triangular adhesive 4, the bottom end D of the reinforcing layer is inside and the top end C of the reinforcing layer is outside, in order to reduce the risk of delamination of the bottom end D of the reinforcing layer.

[0048] Furthermore, the distance between the top C of the reinforcing layer and the top B of the triangular adhesive is 10~40mm; the distance between the bottom D of the reinforcing layer and the top B of the triangular adhesive is 5~15mm, reducing the possibility of stress concentration caused by the top C of the reinforcing layer and the top B of the triangular adhesive being too close.

[0049] Taking a radial light-load tire with a cross-sectional width of 155mm and a cross-sectional height of half of 60mm, applied to a 13-inch rim as an example, improvements were made based on the above embodiments. The improved tire and the unimproved tire were subjected to whole tire durability test and bead durability test under the same environment and speed and the same test conditions. The structural parameters of the tire during the test are shown in Table 1, and the durability test results are shown in Table 2.

[0050] Table 1

[0051] Table 2

[0052] Based on the results in Table 2, the comparison between the improved tire 1 and the original tire structure demonstrates that increasing the height of the ply layer's reverse wrapping end, reducing the height of the triangular rubber, shrinking the shape of the triangular rubber, and decreasing the thickness of the triangular rubber's top can improve tire durability. The comparison between the improved tire 1 and the improved tire 2 demonstrates that adding a reinforcing layer made of ordinary rubber sheet can improve tire durability. The comparison between the improved tire 1 and the improved tires 3-5 demonstrates that adding a reinforcing layer made of nylon ply fabric can improve tire durability, with the U-shaped reinforcement showing a better effect, more stable test data, and better real-world evaluation. The comparison between the improved tire 3 and the improved tires 4-5 demonstrates that the effect of single-sided reinforcement is weaker than that of U-shaped double-sided reinforcement. The comparison between the improved tire 4 and the improved tire 5 demonstrates that in U-shaped double-sided reinforcement, the reinforcement effect when both ends of the reinforcing layer are above the triangular rubber is better than the reinforcement effect when one end of the reinforcing layer is higher than the top of the triangular rubber and the other end is lower than the top of the triangular rubber.

[0053] Through the description of several embodiments of the tire with improved bead durability according to the present invention, it can be seen that the tire embodiments with improved bead durability according to the present invention have at least one or more of the following advantages: 1. This utility model sets the reverse end of the ply to be higher than the lower section height of the tire, so as to reduce the possibility of stress concentration at the reverse end of the ply, reduce the possibility of delamination at the reverse end of the ply, and improve tire durability.

[0054] 2. This utility model provides a reinforcing layer to improve the structural strength of the triangular rubber, while reducing the height of the triangular rubber to avoid the stress concentration area of ​​the tire near the rim flange, thereby reducing the impact of the stress concentration of the tire near the rim flange on the triangular rubber, avoiding the breakage of the triangular rubber and the delamination of the top of the triangular rubber, and improving tire durability.

[0055] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0056] 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 with improved bead durability, characterized in that, The tire bead structure consists of, from the inside out, the bead core, the reinforcing layer, the ply, and the sidewall rubber. The bead core is composed of a triangular rubber and a bead fixed to the bottom of the triangular rubber. The height of the top of the triangular rubber is lower than the rim flange height. The reverse end of the ply is higher than the top of the triangular rubber and higher than the lower section height of the tire. The bottom of the reinforcing layer is in contact with the bead, and the top of the reinforcing layer is higher than the top of the triangular rubber and lower than the reverse end of the ply.

2. The tire with improved bead durability according to claim 1, characterized in that, The reinforcing layer is made of nylon cord fabric, and there is an acute angle between the nylon fibers of the reinforcing layer and the radial direction of the tire.

3. The tire with improved bead durability according to claim 2, characterized in that, The angle between the nylon fiber of the reinforcing layer and the radial direction of the tire is 40°~65°.

4. The tire with improved bead durability according to any one of claims 1-3, characterized in that, The thickness of the reinforcing layer is 0.8~1.2mm.

5. The tire with improved bead durability according to any one of claims 1-3, characterized in that, The reinforcement layer is located on the outside of the tread and bead; or the reinforcement layer covers the tread and bead in a U-shape.

6. The tire with improved bead durability according to claim 5, characterized in that, The two ends of the reinforcing layer are misaligned, the top of the reinforcing layer is misaligned with the reverse end of the ply layer, the two ends of the reinforcing layer are misaligned with the top of the triangular rubber, and the bottom of the reinforcing layer is misaligned with the junction of the triangular rubber and the tire bead.

7. The tire with improved bead durability according to claim 6, characterized in that, When the two ends of the reinforcing layer are located on both sides of the triangular rubber, and the two ends of the reinforcing layer are located above and below the top of the triangular rubber respectively, the bottom end of the reinforcing layer is located outside the triangular rubber; when both ends of the reinforcing layer are located above the triangular rubber, the bottom end of the reinforcing layer is located inside the triangular rubber, and the top end of the reinforcing layer is located outside the triangular rubber.

8. The tire with improved bead durability according to claim 7, characterized in that, The distance between the top of the reinforcing layer and the top of the triangular adhesive is 10~40mm; the distance between the bottom of the reinforcing layer and the top of the triangular adhesive is 5~15mm.

9. The tire with improved bead durability according to claim 6, characterized in that, The longitudinal distance between the top of the reinforcing layer and the reverse end of the fabric layer is greater than or equal to 10mm.

10. The tire with improved bead durability according to claim 6, characterized in that, The longitudinal distance between the top of the reinforcing layer and the top of the triangular adhesive is 5~20mm.

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