Tire sidewall structure with a cushion layer

Abstract

The utility model relates to a kind of tire sidewall structure with buffer layer.The utility model includes that tire sidewall rubber, at least two layers of framework ply and airtight layer are sequentially arranged from outside to inside;Buffer reinforcing layer is arranged between the adjacent two layers of framework ply, and the buffer reinforcing layer is used to absorb and disperse impact energy from sidewall, to prevent the framework ply from being damaged.The utility model adds buffer reinforcing layer between two plies, effectively absorbs and disperses impact energy, protects framework ply, so as to significantly improve the impact resistance of tire, explosion-proof capacity and vehicle control stability.

Description

Technical Field

[0001] This utility model relates to the field of pneumatic tire manufacturing technology, and in particular to a tire sidewall structure with a buffer layer. Background Technology

[0002] With the increasing prevalence of vehicles, driving safety has become a growing concern. As the vehicle's only point of contact with the ground, the tire's safety is paramount. The tire sidewall structure is thin, typically consisting of only the outermost sidewall rubber, at least two inner layers of reinforcing ply, and an innermost airtight layer. When the tire sidewall is impacted by road obstacles (such as curbs or potholes), the impact force can easily penetrate the soft sidewall rubber and directly affect the reinforcing ply. Current technology lacks an effective buffer structure between the two ply layers, preventing the impact energy from being effectively absorbed and dispersed, causing the polyester and other materials' cords to break due to the instantaneous impact. Damage to the ply layers is one of the main causes of serious safety accidents such as tire blowouts and loss of vehicle control.

[0003] Currently, high-end tires mainly focus on tread compound and cord material, with few solutions that systematically address impact resistance by setting a dedicated buffer or reinforcement layer between the two cord layers on the sidewall. Summary of the Invention

[0004] Therefore, this utility model provides a tire sidewall structure with a buffer layer. By adding a buffer reinforcement layer between two ply layers, it effectively absorbs and disperses impact energy, protects the skeleton ply layer, and thus significantly improves the tire's impact resistance, puncture resistance, and vehicle handling stability.

[0005] To solve the above-mentioned technical problems, this utility model provides a tire sidewall structure with a buffer layer, including a sidewall rubber, at least two layers of skeleton ply, and an airtight layer arranged sequentially from the outside to the inside; a buffer reinforcement layer is provided between two adjacent skeleton ply layers, the buffer reinforcement layer is used to absorb and disperse the impact energy from the tire sidewall to prevent damage to the skeleton ply.

[0006] In one embodiment of this utility model, the material of the buffer reinforcement layer is a rubber composite material with a Shore A hardness of 50 to 80.

[0007] In one embodiment of this utility model, the material of the buffer reinforcement layer includes high-resilience synthetic rubber, polyurethane elastomer, or a composite material of both.

[0008] In one embodiment of this utility model, the thickness of the buffer reinforcement layer is not less than 1 mm.

[0009] In one embodiment of this utility model, the width of the buffer reinforcement layer is between 40% and 65% of the sum of the upper and lower heights of the tire.

[0010] In one embodiment of this utility model, the lower edge of the buffer reinforcement layer is 5mm to 8mm lower than the height of the end point of the rubber core.

[0011] The above-mentioned technical solution of this utility model has the following advantages compared with the prior art: Excellent impact resistance: The middle buffer reinforcement layer acts as a "sacrificial layer" and "energy-absorbing layer," effectively absorbing and dispersing the impact force from the side, preventing the impact force from directly acting on the fragile cord layer, and greatly reducing the risk of cord damage and tire blowout.

[0012] Enhanced handling and support: This structure increases the rigidity of the tire sidewall area, providing better lateral support when the vehicle is cornering or changing lanes, thereby improving the vehicle's handling stability and responsiveness.

[0013] High design flexibility: The material, thickness, and width of the buffer reinforcement layer can be flexibly adjusted and optimized according to different vehicle models and different performance requirements (such as a greater emphasis on comfort or sportiness).

[0014] Simple process: No need to change the existing tire forming process, making it easy to industrialize. Attached Figure Description

[0015] To make the content of this utility model easier to understand, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0016] Figure 1 This is a schematic diagram of the overall structure of the tire sidewall structure with buffer layer of this utility model.

[0017] Figure 2 This is a partial structural diagram of the tire sidewall structure with a buffer layer according to this utility model.

[0018] Explanation of reference numerals in the instruction manual: 100. Sidewall rubber; 200. Skeleton fabric layer; 300. Airtight layer; 400. Buffer reinforcement layer. Detailed Implementation

[0019] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments are not intended to limit the present invention.

[0020] In this utility model, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this utility model, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0021] In this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number; "above," "below," "within," etc. are understood to include the stated number. In the description of this utility model, if "first" or "second" is used, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0022] In this utility model, unless otherwise explicitly defined, terms such as "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model based on the specific content of the technical solution.

[0023] Reference Figure 1 , Figure 2 As shown, the present invention discloses a tire sidewall structure with a buffer layer, comprising a sidewall rubber 100, at least two layers of skeleton ply 200, and an airtight layer 300 arranged sequentially from the outside to the inside; a buffer reinforcement layer 400 is provided between two adjacent skeleton ply layers 200, the buffer reinforcement layer 400 being used to absorb and disperse impact energy from the tire sidewall to prevent damage to the skeleton ply layers 200.

[0024] In one embodiment, the material of the buffer reinforcement layer 400 is a highly elastic and highly wear-resistant rubber composite material with a Shore A hardness of 50 to 80, exhibiting good energy absorption and deformation recovery capabilities.

[0025] In one embodiment, the material of the buffer reinforcement layer 400 includes high-resilience synthetic rubber, polyurethane elastomer, or a composite material of both. During the tire molding process, this buffer layer, as an independent component, is synchronously bonded and positioned with components such as the cord layer via a feeding rack, exhibiting good process compatibility.

[0026] In one embodiment, the thickness of the buffer reinforcement layer 400 is not less than 1 mm. The hardness and thickness of the buffer reinforcement layer 400 can be adjusted according to the needs of different vehicle models to achieve a balance between performance and comfort. For high-performance vehicles, high-hardness and high-elasticity materials can be used to strengthen the support; for comfort-oriented cars, flexible materials with better resilience can be selected to improve comfort.

[0027] In one embodiment, the width H of the buffer reinforcement layer 400 is between 40% and 65% of the sum of the upper height SH1 and the lower height SH2 of the tire, i.e., 0.65(SH1+SH2) ≥H≥ 0.4(SH1+SH2).

[0028] In one embodiment, the lower edge height H1 of the buffer reinforcement layer 400 is 5 mm to 8 mm lower than the height H2 of the core end point to ensure that it covers critical impact-prone areas.

[0029] The working principle of this invention is as follows: When the tire sidewall is impacted, the impact force is first partially buffered by the sidewall rubber 100, and the remaining energy is transferred to the buffer reinforcement layer 400. This layer material undergoes controllable elastic deformation, converting the concentrated impact energy into deformation energy and absorbing it, while dispersing the impact force over a larger area, thereby preventing the cords of the ply layer from being subjected to excessive stress and breaking.

[0030] For high-performance vehicles, the thickness and rigidity of the buffer reinforcement layer can be increased by 400mm to provide stronger impact resistance and support. For comfort-oriented sedans, softer and more resilient materials can be used to ensure both safety and comfort.

[0031] By adding a buffer reinforcement layer 400 between the two ply layers, impact energy is effectively absorbed and dispersed, protecting the skeleton ply layer 200, thereby significantly improving the tire's impact resistance, puncture resistance, and vehicle handling stability.

[0032] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although this utility model has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A tire sidewall structure with a buffer layer, characterized in that, It includes a sidewall rubber (100), at least two layers of skeleton ply (200), and an airtight layer (300) arranged sequentially from the outside to the inside; a buffer reinforcement layer (400) is provided between two adjacent skeleton ply (200) to absorb and disperse impact energy from the sidewall to prevent damage to the skeleton ply (200).

2. The tire sidewall structure with a buffer layer according to claim 1, characterized in that, The material of the buffer reinforcement layer (400) is a rubber composite material with a Shore A hardness of 50 to 80.

3. The tire sidewall structure with a buffer layer according to claim 1, characterized in that, The material of the buffer reinforcement layer (400) includes high-resilience synthetic rubber, polyurethane elastomer, or a composite material of both.

4. The tire sidewall structure with a buffer layer according to claim 1, characterized in that, The thickness of the buffer reinforcement layer (400) is not less than 1 mm.

5. The tire sidewall structure with a buffer layer according to claim 1, characterized in that, The width of the buffer reinforcement layer (400) is between 40% and 65% of the sum of the upper and lower heights of the tire.

6. The tire sidewall structure with a buffer layer according to claim 1, characterized in that, The lower edge of the buffer reinforcement layer (400) is 5 mm to 8 mm lower than the height of the core end point.

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