CN102407737A - 重载轮胎 - Google Patents
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Abstract
本发明涉及重载轮胎。描述了一种适合于严峻负荷条件的充气轮胎构造。轮胎包括胎圈部分,胎圈部分进一步具有在胎圈芯的径向向外延伸的三角胶芯,和位于所述胎圈包布附近的反包垫。反包垫在从胎圈中心测量时的半径R处具有最小规定宽度和最大规定宽度。反包垫由具有规定G’和G’’的材料形成。
Description
技术领域
本发明涉及重载充气轮胎,例如通常用在运土设备、航空器和农用轮胎上的重载充气轮胎。
背景技术
本发明关系到在子午线构造的大型、重载轮胎或越野轮胎的下部侧壁中的帘布层帘线的压缩和剪切应变/应力的减小,所述大型、重载轮胎或越野(Off-The-Road)轮胎用在重载车辆中。典型的子午线越野(OTR)轮胎构造的下部侧壁包括胎圈周围的帘布层和限制帘布层的圆周变形的胎跟加强层。在重载时,轮胎的下部侧壁在轮辋凸缘上弯曲,帘布层加强件沿圆周方向转动。严重的变形导致轮辋凸缘区域附近的反包中的高帘布层帘线压缩,和反包垫中的高的平面内剪切应变。变形还导致胎圈包布对轮辋凸缘的摩擦,导致轮胎和轮辋的磨损。希望具有一种改进的轮胎设计以减小帘布层帘线压缩、剪切应力和轮胎对轮辋的轮辋磨损。
发明内容
定义
轮胎的“扁平率”意味着其断面高度(SH)与其断面宽度(SW)之比;
“轴向的”和“轴向地”意味着平行于轮胎旋转轴线的线或方向;
“胎圈” 意味着轮胎的包括环形抗拉构件的部分,其由帘布层帘线缠绕并且成形为带有或不带其它增强元件如胎圈芯包布(flipper)、胎跟加强层(chipper)、三角胶芯(apex)、护趾胶(toe guard)和胎圈包布(chafer)以便适配于设计轮辋;
“带束层增强结构”意味着由平行帘线构成的至少两层帘布层,帘线经过编织或未经编织,位于胎面下方,非锚定于胎圈上,并且具有左、右帘线角,左、右帘线角相对于轮胎的赤道面的角度范围在17度至27度之间;
“斜交帘布层轮胎”意味着在胎体帘布层中的加强帘线以相对于轮胎赤道面约25至50˚角斜对角地穿过轮胎从胎圈至胎圈延伸,帘布层帘线在交替的层内以相反的角度延伸;
“胎体”意味着除带束结构、胎面、底胎面以及帘布层上的侧壁橡胶之外的轮胎结构,但是包括胎圈;
“周向”意味着沿着与轴向方向垂直的环形胎面表面的周长延伸的线或方向;
“胎圈包布”是指位于胎圈外侧周围以保护帘线帘布层不接触轮辋的多个窄的材料条,其在轮辋上方分配曲挠,并密封轮胎;
“胎跟加强层”意味着位于轮胎的胎圈部分内的增强结构;
“帘线”意味着构成轮胎中帘布层的增强线束之一;
“设计轮辋”意味着具有规定构形和宽度的轮辋。为了本说明的目的,设计轮辋和设计轮辋宽度由在制造轮胎的地点中正在实行的行业标准规定。例如,在美国,设计轮辋由轮胎轮辋协会规定。在欧洲,轮辋由欧洲轮胎及轮辋技术组织-标准手册规定,术语设计轮辋意味着与标准尺寸轮辋相同。在日本,标准组织是日本汽车轮胎制造商协会。
“赤道面(EP)”意味着与轮胎的旋转轴线垂直并穿过其胎面中心的平面;
“内衬”意味着形成无内胎轮胎的内表面的弹性体或其它材料的一个或多个层,其包含轮胎内的充气流体;
“标准轮辋直径”意味着在安装着轮胎胎圈部分的位置处的轮辋凸缘的平均直径;
“标准充气压力”是指对于轮胎的使用条件由合适的标准组织所指定的规定设计充气压力和负荷;
“标准载荷”是指对于轮胎的使用条件由合适的标准组织所指定的规定设计充气压力和负荷;
“帘布层”意味着由涂覆有橡胶的平行帘线构成的连续层;
“径向的”和“径向地”意味着在径向方向上朝着或远离轮胎的旋转轴线的方向;
“子午线帘布层轮胎”意味着带束的或周向地限制的充气轮胎,其中从胎圈延伸至胎圈的帘布层帘线以相对于轮胎赤道面在65度与90度之间的帘线角布置;
“断面高度(SH)”意味着在轮胎赤道面上从名义轮辋直径到轮胎外直径的径向距离;和,
“断面宽度(SW)”意味着以标准压力对轮胎充气24小时之时或之后,但并未承载的情况下,平行于轮胎轴线且位于其侧壁的外部之间的最大线性距离,不包括由于标签、装饰或保护带而导致的侧壁升高造成的宽度。
“反包垫”意味着位于胎圈包布和帘布层的反包端之间在轮胎的下部侧壁中接近胎圈总体区域的弹性体条带。
附图说明
本发明可采取物理形式和某些部件和部件的布置,本发明的几个优选实施例将在本说明书中详细描述并在附图中阐明,附图构成说明书的一部分,其中:
图1是横截面图,示出了根据本发明第一实施例的对称的重载轮胎的一侧或一半;
图2是图1中所示轮胎的胎圈部分的放大横截面图;
图3是表示基线轮胎的胎圈部分的放大横截面图;
图4示出了轮胎下部侧壁部分的放大横截面图,其示出了如何测量反包帘布层-正包帘布层隔距、反包垫厚度尺寸和胎圈宽度;
图5示出了实施例1的轮胎对比于基线轮胎的帘布层帘线压缩的图表;
图6示出了实施例1的轮胎对比于基线轮胎的轮辋磨损指标的图表;
图7示出了实施例1的轮胎对比于基线轮胎的反包垫应变的图表;
图8和图8A分别示出了对于额定负荷和严峻负荷条件对实施例1的轮胎和基线轮胎计算的帘布层帘线压缩力的计算机模型。
具体实施方式
参考图1和2,示出了本发明轮胎10的一半的横截面图。轮胎10具有包括胎冠区域的胎体14,胎冠区域具有位于胎体14的胎冠区域上方的径向外胎面12。胎面的外表面可进一步包括多个槽脊和花纹沟或者多个胎面花纹块和花纹沟,正如本领域技术人员熟知的。胎体进一步包括可选的内衬17,其覆盖轮胎胎体的整个内衬面并且用于容纳为轮胎充气的空气或气体混合物。轮胎的内衬典型地由丁基橡胶制成。胎体14进一步包括一对轮胎侧壁18,其沿径向从轮胎胎体的径向外表面向内延伸,在一对不可伸展的环形抗拉构件或胎圈16的附近终止。
环形胎圈16显示为不对称的横截面形状,其下半部具有圆形外表面15,上半部分33具有与六边形的一半类似的有角的外边缘。环形胎圈可以由其他形状构成,例如圆形、六边形或多种形状的组合。优选地,胎圈钢丝的径向最里面的表面15是圆形的。
胎体进一步包括一个或多个钢帘线增强的帘布层19,其包绕每个胎圈16以形成反包部分20,更优选地形成包封反包边。从胎冠朝胎圈延伸且在胎圈的轴向内侧的帘布层部分被称为帘布层的正包部(down portion)或正包帘布层(down ply),而从胎圈径向地和轴向地向外延伸的帘布层部分被称为反包帘布层(up ply)或反包部分(turnup portion)。一个或多个帘布层19沿径向方向定向。由两个或多个带束层形成的钢增强带束层包21设置在轮胎的胎冠区域中位于帘布层19的径向向外。一对侧壁18从胎面12径向向内延伸到胎圈区域。弹性体的三角胶芯24位于胎圈16的径向外侧。三角胶芯如所示可以具有三角形的横截面形状。可选的胎圈芯包布26包绕在胎圈16周围。胎圈芯包布26位于胎圈16和胎体帘布层19附近。胎圈包布28位于胎圈区域的轴向内边缘上。
反包垫30位于轮胎胎圈部分中胎圈包布28附近。反包垫30的第一端32位于胎圈钢丝16附近,更优选地与胎圈钢丝的径向外表面33成一直线。反包垫30的第二端34位于第一端32和帘布层反包部20之间。反包垫30的长度尺寸如此设置以使得当轮胎处于重载下时,它可定位跨越轮辋的90度弯曲。当在离胎圈中心4英寸的半径R处测量时,反包垫30的厚度在大约1至大约2英寸的范围内,更优选地在大约1.2至大约1.7英寸的范围内,更优选地在大约1.2至大约1.5英寸的范围内。横跨垫的横截面并且垂直于垫的纵轴地测量反包垫的厚度。当在离胎圈中心8英寸的半径处测量时,反包垫30的厚度在大约2英寸至大约3英寸的范围内,更优选地在大约2.2英寸至大约2.7英寸的范围内,更优选地在大约2.4英寸至大约2.6英寸的范围内。反包垫30的长度的范围可以从大约200mm至大约400mm。反包垫30由弹性体材料或橡胶材料构成,弹性体材料或橡胶材料的储能模量G’的范围从大约0.5MPA至大约2.0MPA,更优选地在0.6至1.5MPA的范围内,更优选地在0.8至1.2MPA的范围内。反包垫30由具有G’’的材料制成,G’’的范围从大约0.05MPA至大约0.1MPA。
除非另外说明,否则所有的G’值都在90℃的样品温度下、在10Hz的测量频率下和在50%的应变幅度下在橡胶样品上测量。橡胶样品从制造成所需的生产商规格的成品轮胎获得。为了本发明的目的,储能模量性质G’是橡胶混合物的粘弹性质并且可以通过动态力学分析仪在频率、温度和应变幅度的一个范围上确定。适合于测量G’、G’’的动态力学分析仪(DMA)的一个例子是01-dB Metravib公司出售的型号DMA +450。DMA仪器利用动态力学分析来评价橡胶混合物。在一频率(赫兹)和温度(℃)下对相应橡胶混合物的硫化样品进行精确控制的动态激励(频率和幅度)并且通过仪器观测样品应力响应。可以通过仪器将观测到的样品响应分成粘性或损耗模量(G’’)和弹性或储能模量(G’)分量。除非另外指出,否则所有的G’’都在与G’相同的条件下测量。
下部侧壁的耐久性问题可归因于几个因素,如在轮辋凸缘附近的区域中的大的帘布层帘线压缩、轮胎和轮辋之间的磨损以及下部侧壁中橡胶混合物中的大的应变。本发明关注于实现反包垫中的应变/应力和帘布层帘线压缩的显著降低,同时将轮辋和胎圈包布之间的磨损能力保持在与基线轮胎相似的水平。当在下部侧壁中存在耐久性问题时,轮胎设计者过去一直在增加胎圈直径以便减小下部侧壁中的应力/应变。胎圈宽度的增加增大了帘布层帘线中的压缩力,同时仅仅实现了下部侧壁中应力/应变的中等降低。发明人发现胎圈宽度减小和反包垫厚度增大的组合产生了最令人满意的结果,该结果不是由直觉得到的。所希望的是将环形抗拉构件16的胎圈宽度Bw减小到大约2.0至3英寸的范围,更特别地在大约2.4至2.7英寸的范围内,更优选地在大约2.5至2.7英寸的范围内。
还确定了,通过减小帘布层反包部和帘布层正包部之间的隔距或距离(在下文中称为“反包部-正包部隔距”),如图7中所示,减小帘布层帘线压缩。发明人发现,随着反包垫厚度尺寸增大,减小帘布层反包部和帘布层正包部之间的隔距对于帘布层帘线压缩的效果愈加显著。垂直于帘布层纵向轴线测量距离或隔距。因而所希望的是,让反包部-正包部隔距处于大约0.25英寸至大约0.8英寸的范围内,更特别地处于大约0.4英寸至大约0.6英寸的范围内,最优选地处于大约0.4英寸至大约0.5英寸的范围内。在离环形抗拉构件的中心半径R的范围上测量反包部-正包部隔距。另外优选地,在前所述的反包部-正包部隔距出现在离胎圈中心8英寸的半径处。在离胎圈中心4英寸的半径处,希望让反包部-正包部隔距处于大约1.25英寸至大约1.75英寸的范围内,更特别地处于大约1.4英寸至大约1.7英寸的范围内,最优选地处于大约1.5英寸至大约1.6英寸的范围内。
通过本发明中建议的胎圈宽度、反包垫(厚度)尺寸和反包部-正包部隔距的组合实现了帘布层帘线压缩以及下部侧壁中应力/应变的显著减小。图5至8示出了与57英寸和63英寸轮辋尺寸的基线设计相比,63英寸尺寸的本发明轮胎的数值模拟研究的结果。基线设计具有3.15英寸的胎圈宽度和1.894英寸的反包部-正包部隔距以及1.324(英寸)的反包垫厚度尺寸,它们都是在离胎圈中心4英寸的半径处测量的。基线轮胎具有1.75英寸的反包垫厚度尺寸和1.1英寸的反包部-正包部帘布层隔距,这两个值都是在离胎圈中心8英寸的半径处测量的。例1的轮胎具有63英寸的轮辋尺寸,横截面宽度为2.65英寸的环形抗拉构件(或胎圈宽度),和在离环形抗拉构件中心8英寸的半径R处测量的2.62英寸的反包垫厚度。反包垫由与基线轮胎相同的橡胶材料形成。例1的轮胎在离胎圈中心8英寸的半径处具有0.42英寸的帘布层反包部-帘布层正包部隔距。数值模型由两种轮胎构成并且经受额定负荷和1.2倍额定负荷的高度严峻负荷。
图5示出了计算机模拟结果,其表明与基线设计相比,例1的本发明轮胎的帘布层帘线压缩具有57%的显著减小。图6表明对于基线设计和例1的轮胎而言,胎圈包布和轮辋之间的轮辋磨损能力差不多是相同的。图7表明与基线轮胎相比,例1的轮胎的下部侧壁中的反包垫部件中的应变减小了14%。图8示出了在额定负荷和高严峻负荷的情况下,例1的轮胎中的帘布层帘线压缩。
根据在此提供的本发明的说明,本发明的变化是可能的。尽管为了阐明主题发明已经示出了某些典型的实施例和细节,但对于本领域技术人员显而易见的是,在不背离主题发明范围的情况下,可以作出各种改变和变型。因而,应该懂得,可以在所描述的特定实施例中作出改变,它们处于由所附的权利要求限定的本发明的全部想要范围内。
Claims (10)
1.一种充气轮胎,其特征在于包括:胎体,所述胎体具有一个或多个帘线增强的帘布层和一对胎圈部分,每个胎圈部分具有至少一个环形不可伸展的胎圈芯,帘线增强的帘布层围绕胎圈芯包绕;设置在胎体的径向向外的胎面和带束层增强结构;所述胎圈部分的特征在于还包括三角胶芯和胎圈包布,所述三角胶芯径向上在所述胎圈芯外部延伸;所述轮胎的特征在于还包括位于所述胎圈包布附近的反包垫,其特征在于所述反包垫的最小厚度在大约1.0英寸至大约2.0英寸的范围内。
2.如权利要求1所述的充气轮胎,其特征在于所述反包垫的最大厚度在大约2英寸至大约3英寸的范围内。
3.如权利要求1所述的充气轮胎,其特征在于所述最小厚度位于从大约4英寸至大约8英寸的半径R的范围内,其特征在于所述半径R从胎圈中心开始测量。
4.如权利要求2所述的充气轮胎,其特征在于所述最大厚度位于从大约4英寸至大约8英寸的R的范围内。
5.如权利要求1所述的充气轮胎,其特征在于所述环形抗拉构件的宽度在大约2.4英寸至2.7英寸的范围内。
6.一种充气轮胎,其特征在于包括:胎体,所述胎体具有一个或多个帘线增强的帘布层和一对胎圈部分,设置在胎体的径向向外的胎面和带束层增强结构,每个胎圈部分具有至少一个环形抗拉构件,帘线增强的帘布层围绕环形抗拉构件包绕,所述一个或多个帘布层具有正包部分和反包部分,所述正包部分从胎冠延伸且在所述环形抗拉构件的轴向内侧,所述反包部分从所述环形抗拉构件径向向外延伸且在所述环形抗拉构件的轴向外侧,其特征在于所述帘布层的所述反包部分和所述帘布层的所述正包部分之间的隔距小于1.6英寸。
7.一种充气轮胎,其特征在于包括:胎体,所述胎体具有一个或多个帘线增强的帘布层和一对胎圈部分,每个胎圈部分具有至少一个环形不可伸展的胎圈芯,帘线增强的帘布层包绕在胎圈芯周围;设置在胎体的径向向外的胎面和带束层增强结构;所述胎圈部分的特征在于还包括环形抗拉构件和三角胶芯,所述三角胶芯径向上在所述胎圈芯外部延伸,其特征在于所述环形抗拉构件具有在大约2.5英寸至大约2.7英寸的范围内的宽度和胎圈包布。
8.如权利要求7所述的轮胎,其特征在于还包括位于所述胎圈包布附近的反包垫,其特征在于所述反包垫的最小厚度在大约1英寸至大约2英寸的范围内。
9.如权利要求7所述的轮胎,其特征在于还包括位于所述胎圈包布附近的反包垫,其特征在于所述反包垫的最小厚度在大约1.2英寸至大约1.7英寸的范围内。
10.如权利要求7所述的轮胎,其特征在于还包括具有正包部分和反包部分的一个或多个帘布层,所述正包部分从胎冠延伸且在所述环形抗拉构件的轴向内侧,所述反包部分从所述环形抗拉构件径向向外延伸且在所述环形抗拉构件的轴向外侧,其特征在于所述帘布层的所述反包部分和所述帘布层的所述正包部分之间的隔距小于1.6英寸。
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US5196077A (en) * | 1986-10-27 | 1993-03-23 | The Yokohama Rubber Co., Ltd. | Pneumatic radial tire |
US5131447A (en) * | 1989-04-19 | 1992-07-21 | Bridgestone Corporation | Pneumatic radial tire |
US5429168A (en) * | 1993-11-16 | 1995-07-04 | The Goodyear Tire & Rubber Company | Off-the-road pneumatic tire with specified bead area design |
US20100147434A1 (en) * | 2008-12-15 | 2010-06-17 | Kiyoshi Ueyoko | Aircraft radial tire |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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CN104797440A (zh) * | 2012-11-30 | 2015-07-22 | 横滨橡胶株式会社 | 充气轮胎 |
CN106470853A (zh) * | 2014-07-08 | 2017-03-01 | 大陆轮胎德国有限公司 | 多用途车辆轮胎 |
CN106470853B (zh) * | 2014-07-08 | 2019-02-12 | 大陆轮胎德国有限公司 | 多用途车辆轮胎 |
CN111448082A (zh) * | 2017-12-20 | 2020-07-24 | 株式会社普利司通 | 航空器用充气子午线轮胎 |
US11241920B2 (en) | 2017-12-20 | 2022-02-08 | Bridgestone Corporation | Pneumatic radial tire for aircraft |
CN111448082B (zh) * | 2017-12-20 | 2022-04-08 | 株式会社普利司通 | 航空器用充气子午线轮胎 |
Also Published As
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CA2752846C (en) | 2018-06-12 |
ZA201106858B (en) | 2012-03-28 |
AU2016216691A1 (en) | 2016-09-08 |
CA2752846A1 (en) | 2012-03-21 |
CN102407737B (zh) | 2014-11-12 |
AU2016216691B2 (en) | 2018-04-05 |
AU2011221373B2 (en) | 2016-09-15 |
US20120067494A1 (en) | 2012-03-22 |
JP2012066815A (ja) | 2012-04-05 |
BRPI1104922A2 (pt) | 2013-03-26 |
AU2011221373A1 (en) | 2012-04-05 |
US9308782B2 (en) | 2016-04-12 |
PE20120836A1 (es) | 2012-07-13 |
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