CN115891509A

CN115891509A - Tire body structure of tire and tire for model vehicle

Info

Publication number: CN115891509A
Application number: CN202211687302.1A
Authority: CN
Inventors: 李淑英
Original assignee: Cheng Shin Rubber Xiamen Ind Ltd
Current assignee: Cheng Shin Rubber Xiamen Ind Ltd
Priority date: 2022-12-27
Filing date: 2022-12-27
Publication date: 2023-04-04

Abstract

The invention provides a tire body structure of a tire and the tire for a model vehicle, wherein the tire body structure comprises a tread part, a sidewall part, a tire lip part and an inner surface part; the inner face part is provided with an annular convex rib and an annular convex rib which extend towards the radial inner side of the tire at a position close to the central line of the tire surface, the inner face part close to the annular convex rib is provided with a second layer of rubber material, the tire surface part close to the second layer of rubber material is provided with a first layer of rubber material, and the hardness of the second layer of rubber material is greater than that of the first layer of rubber material; the tire lip part extends along the inner side of the tire axial direction to form a transverse convex strip, the transverse convex strip is provided with a first contact surface and a second contact surface which are parallel to each other, and the first contact surface and the second contact surface are bonded with rim glue; the side part of the tyre is connected with the transverse convex strip through an arc; therefore, the tire has lower tire expansibility when running at high speed, the anti-knocking-off capacity of the tire is enhanced, and the durability of the tire is improved.

Description

Tire body structure of tire and tire for model vehicle

Technical Field

The invention relates to the technical field of tires, in particular to a tire body structure of a tire and a tire for a model vehicle.

Background

In recent years, domestic electric model cars are gradually developed into a novel entertainment item suitable for all ages. Electric model cars are often used by general enthusiasts for daily recreation in addition to professional riders for racing.

The electric model car adopts the reduced-scale design of a real car, so that the outer circumference of the tire is smaller. In order to pursue higher vehicle running speed, the tire needs to provide higher rotating speed to realize the high-speed running requirement of the vehicle, however, the tire is easy to form larger centrifugal force at the higher rotating speed, and when the electric model vehicle runs, only the vehicle is self-weight without external load, the matched tire load is smaller, and the problem of tire expansion is easy to occur.

The tire and the rim cooperation of current electric model car often adopt the glue bonding, and the precision of this kind of method assembly is relatively poor, and the matching surface design of vertical sand grip is often adopted with the rim cooperation to the child lip of electric model car tire simultaneously, promptly: the matching contact surface of the tire lip and the wheel rim adopts radial extension. As shown in fig. 1, the tyre is composed in its entirety of a tread 1', sidewalls 2' and a bead 3', the bead 3' being formed by a longitudinal rib which cooperates with the rim with two radially extending contact surfaces 31', 32'. Under the effect of the centrifugal force that produces at vehicle high-speed driving, will make the tire external diameter grow after the tire inflation, lead to the cooperation department glue of child lip and rim to be pulled open easily, cause child lip and rim to knockover, produce great influence to the durability of tire.

Disclosure of Invention

In view of the above problems, an object of the present invention is to provide a carcass structure of a tire and a tire for a model vehicle, which can ensure low tire expansion at the time of high-speed running, enhance the anti-knocking ability of the tire, and improve the durability of the tire.

To achieve the above object, embodiments of the present invention in a first aspect propose a carcass structure of a tire, including a tread portion, a sidewall portion, a bead portion, and an inner face portion;

the inner face portion is provided with an annular convex rib extending towards the inner side of the tire in the radial direction at a position close to the center line of the tire surface, the annular convex rib and the inner face portion close to the annular convex rib are provided with a second layer of rubber material, the tire surface portion close to the second layer of rubber material is provided with a first layer of rubber material, and the hardness of the second layer of rubber material is greater than that of the first layer of rubber material;

the tire bead part extends along the inner side of the tire axial direction to form a transverse convex strip, the transverse convex strip is provided with a first contact surface and a second contact surface which are parallel to each other, and the first contact surface and the second contact surface are bonded with rim glue;

the sidewall part is connected with the transverse convex strip through an arc.

According to the tire body structure of the tire, the annular convex ribs are arranged on the inner face part, so that the rigidity of a tire crown can be increased, the problem of tire swelling during high-speed running is solved, the tire is effectively prevented from being separated from a rim, and the risk of tire knocking over is reduced; through the arrangement of the first layer of rubber material and the second layer of rubber material, and the hardness of the second layer of rubber material is higher than that of the first layer of rubber material, the tight fit between the tire and the rim can be ensured, and the risk of knocking over the tire is avoided; through the first contact surface and the second contact surface of horizontal sand grip, can realize good cooperation and glue bonding with the rim, when the tire travels at high speed and produces centrifugal force, effective control child lip is to radial outside extension, can avoid cooperation department glue between child lip and the rim to be pulled open, reduce the risk of tire knockover, thereby can ensure that the tire can have the expansibility of lower tire when traveling at high speed, the anti knockover ability of reinforcing tire, promote the durability of tire.

In addition, the carcass structure of the tire proposed according to the above embodiment of the present invention has the following additional technical features:

optionally, the edge of the annular rib is parallel to the edge of the inner face portion.

Optionally, the thickness of the annular rib is 0.5mm to 3mm.

Optionally, the first contact surface or/and the second contact surface each include an angle of less than 10 ° with the axial direction of the tire.

Optionally, the axial width of the first contact surface is 3mm to 8mm.

Optionally, a ratio of a distance between the first contact surface and the second contact surface to a thickness of the sidewall portion is 0.9 to 1.2.

Optionally, an included angle between a tangent of the circular arc at the joint of the transverse rib and the second contact surface is 100 ° to 150 °.

Optionally, the second layer of compound has a Shore a hardness of 56 to 64 and the first layer of compound has a Shore a hardness of 66 to 74.

Embodiments of the present invention in a second aspect provide a tyre for a model vehicle comprising a carcass structure of the tyre described above.

According to the tire for the model vehicle, the tire body structure can ensure that the tire has low tire expansibility when running at high speed, the anti-knocking-over capacity of the tire is enhanced, and the durability of the tire is improved.

Drawings

FIG. 1 is a schematic cross-sectional view of a prior art tire;

FIG. 2 is a schematic cross-sectional view of a tire according to an embodiment of the present invention;

FIG. 3 is a cross-sectional dimensional schematic view of the tire of FIG. 2;

FIG. 4 is a cross-sectional rubber compound structure schematic of the tire of FIG. 2.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the present invention, it should be noted that, in fig. 2 to 4, the vertical direction is defined as the tire radial direction, the vertical paper surface direction is defined as the tire circumferential direction, the lateral direction is defined as the tire axial direction, the direction toward the tire rotation axis is the radially inner side, the direction away from the tire rotation axis is the radially outer side, the direction toward the tire centerline is the axially inner side, and the direction away from the tire centerline is the axially outer side. The above terms are merely for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the apparatus or elements of the present invention must have a particular orientation, and therefore should not be taken to be limiting.

In order to better understand the above technical solution, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

A carcass structure of a tire for a model vehicle according to an embodiment of the present invention will be described with reference to fig. 2 to 4.

As shown in fig. 2, the tire structure of the tire includes a tread portion 1, shoulder portions 2, side wall portions 3, bead portions 4, and an inner surface portion 5.

Specifically, the inner surface portion 5 is provided with an annular rib 51 extending inward in the tire radial direction at a position close to the tread center line; it is understood that a circumferential annular rib 51 extends in the tire radial direction inward of the inner face portion 5 located in the vicinity of the tread center line; specifically, this embodiment discloses for a circumference cyclic annular fin 51, and the setting of circumference cyclic annular fin 51 can increase the crown rigidity, and the tire bloated big problem when reducing high-speed driving can effectively avoid tire and rim to take place to break away from, reduces the risk that the tire fell off the circle.

The annular rib 51 and the inner face 5 adjacent to the annular rib 51 have a second layer of rubber 53, the tread portion 1 adjacent to the second layer of rubber 53 has a first layer of rubber 52, and the second layer of rubber 53 has a greater hardness than the first layer of rubber 52. Specifically, rubber materials with different Shore A hardness are adopted at the positions of the circumferential annular convex ribs 51 of the tread part 1 and the inner surface part 5 close to the center line of the tread, wherein the Shore A hardness of the upper layer rubber material (the first layer rubber material 52) is smaller than that of the lower layer rubber material (the second layer rubber material 53). Harder rubber is adopted through lower layer rubber, multiplicable crown rigidity and tire inflation when reducing high-speed driving effectively avoid tire and rim to take place the problem that breaks away from, ensure that tire and rim can closely cooperate, avoid the risk of tire knocking over.

The bead portion 4 has a lateral protrusion 41 extending along the inner side in the tire axial direction, the lateral protrusion 41 having a first contact surface 41a and a second contact surface 41b parallel to each other, and the first contact surface 41a and the second contact surface 41b are bonded to the rim glue. Specifically, the first contact surface 41a may be an upper contact surface, and the second contact surface 41b may be a lower contact surface. The tire realizes good cooperation and fastens and bonds with glue through upper contact surface 41a, lower contact surface 41b and rim, when the tire runs at high speed and produces centrifugal force, effective control child lip is to radial outside extension, can avoid cooperation department glue between child lip and the rim to be pulled open, reduces the risk of tire knockover.

Therefore, according to the tire body structure of the tire, the annular convex ribs 51 are arranged on the inner face portion 5, so that the rigidity of the tire crown can be increased, the problem of tire swelling during high-speed running is solved, the tire is effectively prevented from being separated from a rim, and the risk of tire knocking over is reduced; through the first contact surface 41a and the second contact surface 41b of horizontal sand grip 41, can realize good cooperation and glue bonding with the rim, when the tire high speed was gone and is produced centrifugal force, effective control child lip radially outwards extends, can avoid cooperation department glue between child lip and the rim to be pulled open, reduce the risk that the tire knocks off the circle, thereby can ensure that the tire can have the expansibility of lower tire when going at high speed, the anti knockover ability of reinforcing tire, promote the durability of tire.

As shown in fig. 2 and 3, the sidewall portion 3 is connected to the transverse rib 41 of the bead portion 4 by a single circular arc 31, and the tangent to the single circular arc 31 at the connection point forms an angle α of 100 ° to 150 ° with the lower contact surface 41 b. If the angle α between the tangent line of the joint and the lower contact surface 41b is too small, the joint between the bead portion 4 and the sidewall portion 3 is easily broken when centrifugal force is generated due to high-speed running of the tire, and knocking-over between the bead portion 4 and the rim is also easily generated. When the contained angle alpha of junction tangent line and lower contact surface 41b was too big, will lead to the fastening cooperation effect between upper contact surface 41a and lower contact surface 41b and the rim to descend, when the tire was when high-speed traveling, the child lip extended to the radial outside easily under the effect of centrifugal force, can lead to the cooperation department glue of child lip and rim to be pulled open, increased the risk that the tire knockover.

In order to further reduce the risk of the tire knocking over, the edge 51a of the annular convex rib 51 is parallel to the edge of the inner face part 5, the whole rigidity near the center of the tire surface can be balanced, the problem that the local rigidity is too high due to high-speed rotation is solved, the tire is locally easy to extend towards the radial outer side, glue at the matching part of a tire bead and a rim is pulled, the risk of the tire knocking over is increased, and the durability of the tire is influenced.

Further, the thickness D of the annular rib 51 is 0.5mm to 3mm. When the thickness D of the annular convex rib 51 is too small, the rigidity of the tire crown cannot be increased, the tire expansion during high-speed running is reduced, and the problem that the tire is separated from the rim cannot be effectively avoided; when the thickness D of the annular rib 51 is too large, the difference in rigidity between the tread portion 1 and the shoulder portion 2 is too large, which tends to cause local stress concentration in the tire, and cracks are likely to occur during running of the tire, which leads to premature failure of the tire, and thus, the durability of the tire is affected.

In addition, the upper contact surface 41a and the lower contact surface 41b are parallel to each other, the included angle β between the upper contact surface 41a or/and the lower contact surface 41b and the axial direction of the tire is less than 10 °, when the included angle β between the upper contact surface 41a or the lower contact surface 41b and the axial direction of the tire is too large, the fastening fit effect between the upper contact surface 41a and the lower contact surface 41b and the rim is reduced, when the tire runs at high speed, the bead is easy to extend radially outwards under the action of centrifugal force, glue at the fit position of the bead and the rim is pulled, and the risk of knocking over of the tire is increased.

Further, the axial width D1 of the upper contact surface 41a is 3mm to 8mm. When the axial width D1 of the upper contact surface 41a is too small, the fastening matching effect between the bead portion 4 and the rim is reduced, and when the tire runs at a high speed, the bead easily extends to the outside in the radial direction under the action of centrifugal force, so that glue at the matching position of the bead and the rim is pulled away, and the risk of knocking over the tire is increased. When the axial width D1 of the upper contact surface 41a is too large, the bead is easily deformed when assembled with the rim, so that the bead is easily broken during subsequent high-speed running.

Of course, the ratio of the distance D2 between the upper contact surface 41a and the lower contact surface 41b to the thickness D3 of the sidewall portion 2 is 0.9 to 1.2. Go up distance D2 between contact surface 41a and the lower contact surface 41b undersize, the fastening cooperation effect between bead 4 and the rim descends, when the tire was when high-speed traveling, the bead extended to the radial outside easily under the effect of centrifugal force, can lead to the cooperation department glue of bead and rim to be pulled open, increases the risk of tire knocking over. When the distance D2 between the upper contact surface 41a and the lower contact surface 41b is too large, the adhesive force of glue at the matching part of the bead and the rim is insufficient, so that the matching effect of the bead part 4 and the rim is reduced, and the risk of knocking over the tire is increased.

Further, as shown in FIG. 4, the supersize (first layer size 52) has a Shore A hardness of 56 to 64. When the Shore A hardness of the upper layer rubber material is too low, the abrasion resistance of the tire is reduced, and the tire is easy to damage; when the Shore a hardness of the supersize is too high, local stress concentration of the tire is likely to occur, and when the tire is driven, cracks are likely to occur to cause early tire failure, which affects the durability of the tire. The lower layer of gum (second layer of gum 53) has a Shore A hardness of 66 to 74. When the Shore A hardness of the lower layer rubber material is too low, the rigidity of a tire crown cannot be increased, the tire expansion during high-speed running is reduced, and the problem that the tire is separated from a rim cannot be effectively avoided; when the Shore a hardness of the lower layer rubber compound is too high, local stress concentration of the tire is likely to occur, and the tire is likely to be broken early when the tire is driven, which affects the durability of the tire.

Various tires with the tire specification of 164X30 were manufactured in a trial manner by using the tire outline structure pattern shown in FIG. 2 and subjected to performance test and evaluation. And (3) mounting the matched rim 117X14.5 of each test tire on an electric model vehicle, driving on asphalt and off-road conditions, and observing the knocking-over condition and the integral expansion damage condition of the tire after the vehicle drives.

The test results can confirm that the tire can ensure that the tire has lower tire expansibility when running at high speed after adopting the tire body structure design of the tire, increase the anti-knocking-off capability of the tire and exert good durability.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above should not be understood to necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and not to be construed as limiting the present invention, and that changes, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A carcass structure of a tire, comprising a tread portion, a sidewall portion, a bead portion and an inner face portion;

the sidewall part is connected with the transverse convex strip through an arc.

2. A carcass structure for a tyre as claimed in claim 1, wherein: the edge of the annular convex rib is parallel to the edge of the inner face part.

3. A carcass structure for a tyre as claimed in claim 1, wherein: the thickness of the annular convex ribs is 0.5 mm-3 mm.

4. A carcass structure for a tyre as claimed in claim 1, wherein: the included angle between the first contact surface or/and the second contact surface and the axial direction of the tire is smaller than 10 degrees.

5. A carcass structure for a tyre as claimed in claim 1, wherein: the axial width of the first contact surface is 3 mm-8 mm.

6. A carcass structure for a tyre as claimed in claim 1, wherein: the ratio of the distance between the first contact surface and the second contact surface to the thickness of the sidewall portion is 0.9-1.2.

7. A carcass structure for a tyre as claimed in claim 1, wherein: the included angle between the tangent of the circular arc at the joint of the transverse convex strip and the second contact surface is 100-150 degrees.

8. A carcass structure for a tyre as claimed in claim 1, wherein: the Shore A hardness of the second layer of rubber material is 56-64, and the Shore A hardness of the first layer of rubber material is 66-74.

9. A tire for a model vehicle, characterized by: carcass structure comprising a tyre according to any one of claims 1 to 8.