CN108437704B

CN108437704B - All-steel low-rolling-resistance tire

Info

Publication number: CN108437704B
Application number: CN201810216338.9A
Authority: CN
Inventors: 王敏
Original assignee: Anhui Giti Radial Tire Co Ltd
Current assignee: Anhui Giti Radial Tire Co Ltd
Priority date: 2018-03-15
Filing date: 2018-03-15
Publication date: 2020-06-12
Anticipated expiration: 2038-03-15
Also published as: CN108437704A

Abstract

The invention provides an all-steel low-rolling-resistance tire, which comprises a tire tread, a tire body, a belt ply, an outer profile of the tire tread and an inner profile of the tire body, wherein four circumferential main grooves are formed in the tire tread along the circumferential direction of the tire, the tire is divided into an inner shoulder block, an inner side central block, a middle block, an outer side central block and an outer side shoulder block from the outer side to the inner side by the circumferential main grooves in sequence, and the distance W between the tire bodies at the wide positions of the tire section, the height H of the inner profile of the tire body and the height H of a₁The included angle a between the tangent line of the second belt layer and the vertical line of the tire body and the tread center line has H/W more than or equal to 0.75 and less than or equal to 0.80, and H more than or equal to 0.50 and less than or equal to 0.80₁the/H is less than or equal to 0.60, and the a is more than or equal to 55 degrees and less than or equal to 70 degrees. Under the condition of improving the abrasion performance, the rigidity of the tire tread is improved, the grounding condition is improved, the uniform abrasion of the tire is realized, and the rolling resistance is reduced by improving the tread pattern, the tread outer contour and the inner contour shape of the tire body.

Description

All-steel low-rolling-resistance tire

Technical Field

The invention relates to the technical field of tires, in particular to a pneumatic tire capable of realizing uniform abrasion and low rolling resistance.

Background

Due to the implementation of a new national standard GB1589-2016, the load of trucks on the market is reduced, and due to the establishment of environmental protection and vehicle emission standards, the low rolling resistance of tires is also required to reduce the fuel consumption. In order to increase the cargo capacity and fuel economy, various truck manufacturers are working on the lightening of vehicles and the improvement of fuel economy, and further, the lightening of tires and the low rolling resistance are required. The three performances of low rolling resistance, wear resistance and wet skid resistance are magic triangles of the tire, and the technical problem that the rolling resistance is reduced under the condition of improving the abrasion is difficult to solve.

In the prior art, the rolling resistance is reduced by generally adopting the shallow groove depth or adjusting the tread formula, the corresponding pattern abrasion volume is reduced, and the tread formula is adjusted, so that the tread pattern is possibly not resistant to cutting.

Disclosure of Invention

The invention provides an all-steel low rolling resistance tire, which realizes uniform abrasion and reduces rolling resistance by improving tread patterns, tread outer contours and tire body inner contours.

In order to solve the technical problems, the invention adopts the following technical scheme:

an all-steel low-rolling-resistance tire comprises a tire tread, a tire body, a belt ply, an outer profile of the tire tread and an inner profile of the tire body, wherein four circumferential main grooves are formed in the tire tread along the circumferential direction of the tire, the circumferential main grooves divide the tire from the outer side to the inner side into an inner shoulder block, an inner side central block, a middle block, an outer side central block and an outer side shoulder block,distance W between tire bodies at wide tire section, height H of inner contour of tire bodies and height H of horizontal axis₁The included angle a between the tangent line of the second belt layer and the vertical line of the tire body and the tread center line has H/W more than or equal to 0.75 and less than or equal to 0.80, and H more than or equal to 0.50 and less than or equal to 0.80₁the/H is less than or equal to 0.60, and the a is more than or equal to 55 degrees and less than or equal to 70 degrees.

Furthermore, the outer contour of the tread is sequentially divided into a first crown arc and a second crown arc from the intersection point of the equatorial plane and the tread contour to the starting position of the tire shoulder part on the section of the tire meridian, the first crown arc and the second crown arc are tangent, and the radius R of the first crown arc₁The arc length L of the first crown arc₁Radius R of the second crown arc₂The arc length L2 of the second crown arc is more than or equal to 1.3₁/R₂L is not less than 2 and not more than 1/3₁/L₂A relationship of less than or equal to 3.

Further, the width a of the inner shoulder block and the outer shoulder block, the width B of the inner center block and the outer center block, and the width C of the intermediate block have a relationship of (1.3 ± 5%) (1 ± 5%) (a: B: C): (1 ± 5%).

Preferably, the circumferential main groove adopts an internal zigzag structure, and the groove wall is in a variable-angle shape.

Preferably, the inner side center block, the middle block and the outer side center block are all provided with small grooves which are obliquely arranged with the circumferential direction of the tire and distributed in an S shape.

According to the technical scheme, under the condition of improving the abrasion performance, the rigidity of the tread is improved, the grounding condition is improved, the uniform abrasion of the tire is realized, and the rolling resistance is reduced by improving the tread pattern, the tread outer contour and the tire body inner contour shape.

Drawings

FIG. 1 is a schematic view of the inner and outer profile shapes of a tire of the present invention;

FIGS. 2a and 2b are schematic illustrations of a good tire contact patch shape and a poor tire contact patch shape, respectively;

FIG. 3 is a growth vector diagram of tire carcass inflation from 10% P → 100% P;

FIG. 4 is a schematic view of a groove bottom of a main groove in the tire circumferential direction;

fig. 5 is a schematic view showing the distribution of fine grooves on the block.

Detailed Description

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

As shown in fig. 1, the all-steel low rolling resistance tire comprises a tread 10, a carcass 20, and an outer profile of the tread and an inner profile of the carcass, wherein a belt layer is arranged between the tread and the carcass, in this embodiment, a four-layer belt structure is adopted, wherein an included angle between a tangent of a second belt layer and a vertical line of the carcass and a tread center line is a.

Four circumferential main grooves are formed in the tread 10 in the circumferential direction of the tire, and divide the tire from the outside to the inside into an inner shoulder block, an inner side center block, a middle block, an outer side center block and an outer side shoulder block. The inner side of the tire is the side closer to the vehicle frame and the outer side of the tire is the opposite side of the inner side of the tire.

The circumferential main grooves are straight grooves, the straight grooves are the same as the running direction of the tire, and the resistance of the surface straight grooves is smaller than that of the zigzag grooves in the running process of the tire, so that the rolling resistance is reduced.

The circumferential main groove 11 adopts an internal zigzag structure, and the groove wall is in a variable-angle shape and is similar to a jewel-shaped groove wall design (the pattern groove bottom pattern is shown in figure 4), the jewel-shaped groove wall design not only enhances the rigidity among all the pattern blocks, but also ensures uniform distribution of land-sea ratio, thereby reducing rolling resistance and uniform abrasion. The inner side is close to the central block, the middle block and the outer side is close to the central block and is all provided with tiny grooves which are obliquely arranged with the circumferential direction of the tire, referring to fig. 5, the whole trend of the tiny grooves is S-shaped, and the bent tiny grooves can disperse stress and improve the grip of tread patterns.

In order to reduce rolling resistance, the widths a of the inner shoulder block and the outer shoulder block, the widths B of the inner center block and the outer center block, and the width C of the intermediate block have a relationship of (1.3 ± 5%) (1 ± 5%) (see fig. 1).

If the shoulder blocks are too wide, the width of the central block is narrowed, so that the rigidity of the middle part of the pattern is smaller, the rigidity of the shoulder parts is larger, and the influence of the rigidity of the central block on rolling resistance is larger than that of the shoulder blocks, so that the too wide shoulder blocks are not beneficial to reducing the rolling resistance; if the shoulder blocks are too narrow, the shoulder blocks are not beneficial to resisting lateral force during the running of the tire; the width of the inner side and the outer side close to the width of the middle block is close to that of the middle block, so that the middle pattern blocks are uniformly distributed in a rigid mode; within the block ratio range, the pattern land is relatively large, so that the rolling resistance of the tire can be reduced (the larger the land ratio, the higher the rigidity of the tread block, and the lower the rolling resistance), and the block wear volume can be increased (the larger the land ratio, the larger the wear volume).

As shown in figure 1, the outer contour of the tread is sequentially divided into a first crown arc and a second crown arc from the intersection point of the equatorial plane and the tread contour to the start of the shoulder part on the section of the meridian of the tire, and the two crown arcs are tangent and the radius R of the first crown arc₁The arc length L of the first crown arc₁Radius R of the second crown arc₂The arc length L2 of the second crown arc is more than or equal to 1.3₁/R₂L is not less than 2 and not more than 1/3₁/L₂A relationship of less than or equal to 3. The crown arc radius and the arc length of the tire tread can influence the crown arc height of the tire tread, so that the outline trend in a tire body is influenced, and the grounding and rolling resistance performances are influenced.

The crown part and the shoulder part are smoothly transited in the range, the tire grounding shape (as shown in figure 2a) is rectangular, the grounding stress distribution is uniform, and the transverse deformation and the longitudinal deformation in the running process of the tire are reduced, so that the abrasion is uniform. Outside this range the elliptical footprint shown in figure 2b appears, which tends to wear the tire shoulder material.

The inner contour of the tire body can influence various performance indexes of the tire, and factors influencing the inner contour trend of the tire body mainly comprise the distance between the tire bodies at the section width (the distance between the outermost sides of the section of the tire), the inner contour height of the tire body (half of the difference between the diameter of the inner contour of the tire and the diameter of a rim), the height of a horizontal shaft (half of the difference between the diameter of the section width and the diameter of the rim), the shape of an arc at a tire shoulder, the distance W between the tire bodies at the section width, the height H of the inner contour of the tire body and the height H of the horizontal₁The four parameters (shown in figure 1) of the included angle a between the tangent of the second belt layer and the vertical line of the tire body and the tread center line have the H/W value of more than or equal to 0.75 and less than or equal to 0.80、0.50≤H₁the/H is less than or equal to 0.60, and the a is more than or equal to 55 degrees and less than or equal to 70 degrees.

In the range, ① tire bodies are inflated stably from 10% to 100% of air pressure (as shown in figure 3), ② ground contact shape is uniform, abrasion of the tire is uniform when the tire rolls, ③ included angle is larger, and the rolling resistance coefficient is reduced (when the included angle is 64 degrees, the rolling resistance coefficient is 6.58N/KN when a certain profile is analyzed by an FEA tool, and when the included angle is increased by 2 degrees, the rolling resistance coefficient is reduced by 3%).

W、H、H₁The flattening rate of the tire is mainly influenced, the higher the flattening rate of the tire is, the lower the rigidity is, the tire is easy to sink, and the rolling resistance is increased; if the aspect ratio is too low, the tire stress tends to concentrate in the bead portion, and the bead performance tends to be lowered.

The included angle a mainly influences the arc shape at the tire shoulder, the included angle is smaller than the range, the thicker the tire shoulder is, the heat dissipation of the tire shoulder is not facilitated, and the rolling resistance can rise; if the angle is larger than the above range, the shape of the ground may be defective.

According to the technical scheme, the block ratio and the groove shape among the pattern blocks are reasonably designed; adjusting the profile shape of the tread to ensure the smooth transition from the crown part to the shoulder part of the tread profile; three technical points of the outline trend in the tire body are optimized to ensure that the tire is grounded uniformly and the rigidity is improved, so that the abrasion is improved, the rolling resistance is reduced, and the wet skid resistance is realized.

The above-mentioned embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements made to the technical solution of the present invention by those skilled in the art without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. The utility model provides an all steel low rolling resistance tire, includes tread, matrix, belted layer to and tread outline and matrix interior profile, four circumference main tank have been seted up along tire circumference on the tread, this circumference main tank divides the tire by inboard to the outside in proper order into inboard shoulder piece, inboard near central block, middle block, outside near central block and outside shoulder piece, its characterized in that, tire sectionDistance W between wide carcasses, inner contour height H of carcasses and horizontal axis height H₁The included angle a between the tangent line of the second belt layer and the vertical line of the tire body and the tread center line has H/W more than or equal to 0.75 and less than or equal to 0.80, and H more than or equal to 0.50 and less than or equal to 0.80₁the/H is less than or equal to 0.60, and the a is more than or equal to 55 degrees and less than or equal to 70 degrees.

2. The all-steel low rolling resistance tire according to claim 1, wherein the tread outer contour is divided into a first crown arc and a second crown arc in sequence from the intersection point of the tire equatorial plane and the tread outer contour to the start of the tire shoulder portion on the section of the tire meridian, the first crown arc and the second crown arc are tangent, and the radius R of the first crown arc is₁The arc length L of the first crown arc₁Radius R of the second crown arc₂The arc length L2 of the second crown arc is more than or equal to 1.3₁/R₂L is not less than 2 and not more than 1/3₁/L₂A relationship of less than or equal to 3.

3. The all-steel low rolling resistance tire according to claim 1 or 2, wherein the width of the inner shoulder block and the outer shoulder block are both A, the width of the inner center block and the width of the outer center block are both B, the width of the middle block is C, and the relationship of A: B: C (1.3 ± 5%) (1 ± 5%): 1 ± 5%) is provided.

4. The all-steel low rolling resistance tire according to claim 1 or 2, wherein the circumferential main groove adopts an internal zigzag structure and a groove wall is of a variable angle shape.

5. The all-steel low rolling resistance tire according to claim 4, wherein the inner side center block, the middle block and the outer side center block are provided with small grooves which are obliquely arranged with the circumferential direction of the tire and distributed in an S shape.