CN110978893B - All-steel load-carrying radial tire structure - Google Patents
All-steel load-carrying radial tire structure Download PDFInfo
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- CN110978893B CN110978893B CN201911320480.9A CN201911320480A CN110978893B CN 110978893 B CN110978893 B CN 110978893B CN 201911320480 A CN201911320480 A CN 201911320480A CN 110978893 B CN110978893 B CN 110978893B
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- tire
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
Abstract
The invention provides an all-steel truck radial tire structure which comprises a tire body, a tire tread coated on the outermost periphery of the tire body in the radial direction, and a belt ply arranged between the tire body and the tire tread, wherein the belt ply comprises a first belt ply, a 0-degree wound belt ply and a second belt ply which are sequentially distributed from the tire body to the tire tread, the first belt ply, the second belt ply and the 0-degree wound belt ply are arranged in a trapezoidal mode, and the length of the first belt ply in the width direction of the tire is 2W 1 Length 2W in the tire width direction with the second belt layer 2 Has W 1 ＞W 2 In a relationship of (a), the length of the first belt layer in the tire width direction is 2W 1 0.81-2W is arranged between the horizontal width TDW of the tire crown and the tire crown 1 The TDW is less than or equal to 0.96, the laying mode of the 0-degree wound belted layer, the first belted layer and the second belted layer is optimally designed, and the problem that the end part of the belted layer cannot be fully bonded with rubber is solved, so that cracks at the end part of the belted layer are reduced, the high-speed performance of the tire is improved, and the mileage life of the tire is prolonged.
Description
Technical Field
The invention relates to the technical field of tires, in particular to an all-steel truck radial tire structure.
Background
At present, an all-steel truck radial tire generally adopts a three-layer belt ply and two-layer 0-degree belt ply structure, and the damage form of a tire crown position of the structural product on the market is basically the damage form of the end parts of a first belt ply and a second belt ply, so that the problem of the premature end of the service life of the tire, such as shoulder delamination, and the like, is caused. The current belted layer width mode of laying usually is that the second belted layer is wider than first belted layer, and lay in first belted layer top, thereby lead to when the shaping is suppressed the step between the two to suppress inadequately, form the nest air, cause belted layer tip can't be abundant with the sizing material bonding, current tire leads to the shoulder to warp easily, the second belted layer is directly laid in first belted layer top simultaneously, the shearing force between first belted layer and the second belted layer is big, this has further aggravated again and has restrainted layer tip appear behind the crackle fast extension and then derive into early faults such as shoulder delaminating, thereby this kind of defect has caused the premature damage of tire and has leaded to life's shortening.
Disclosure of Invention
Aiming at the problems of the existing structure, the invention provides an all-steel truck radial tire structure.
The utility model provides an all steel load radial tire structure, includes the matrix, cladding at the radial outermost perimeteric tread of matrix, sets up the belted layer between matrix and tread, the belted layer includes the first belted layer, 0 degree winding belted layer and the second belted layer that distribute in proper order by matrix to tread, first belted layer, second belted layer and 0 degree winding belted layer are trapezoidal setting, and wherein the length 2W who is located the tire width direction of first belted layer is restrainted 1 Length 2W in the tire width direction with the second belt layer 2 Having W 1 ＞W 2 The two 0-degree winding belt layers are laid at two ends of the tire in the width direction and are not connected with each other, a sizing material is filled between the two 0-degree winding belt layers and above the first belt layer, and the first belt layer is 2W long in the width direction of the tire 1 0.81-2W is arranged between the horizontal width TDW of the tire crown and the tire crown 1 The relation of/TDW is less than or equal to 0.96.
Further, the length W of the 0-degree winding belt layer in the width direction of the tire 0 A length 2W in the tire width direction from the first belt layer 1 W is more than or equal to 0.19 0 /W 1 A relation of less than or equal to 0.74.
Further, the winding starting position of the 0-degree winding belt layer is away from the end part of the first belt layer at the same side by a distance L 1 A length 2W of the first belt layer in the tire width direction 1 Between them is 0.05-L 1 /W 1 The relation is less than or equal to 0.28.
Further, the length W of the 0-degree winding belt layer in the width direction of the tire 0 L is 0.09 & lt L & gt between the distance L2 from the end of the second belt layer to the end of the same side of the wound belt layer of 0 degree 2 /W 0 The relationship is less than or equal to 0.52.
Further, the end part of the first belt layer is bent downwards, and the bent length L is 3 At a distance L from the starting position of the 0-degree wound belt layer to the end of the first belt layer 1 L is more than or equal to 0.29 3 /L 1 The relation of less than or equal to 0.71.
Further, the bending angle a of the end part of the first belt layer is more than or equal to 120 degrees and less than or equal to 150 degrees.
Further, the 0-degree winding belt layer is a circumferential reinforcing layer in which a plurality of steel wires are spirally wound.
According to the technical scheme, the laying mode of the 0-degree wound belt layer, the first belt layer and the second belt layer is optimally designed under the condition that other performances of the tire are guaranteed, namely the first belt layer, the second belt layer and the 0-degree wound belt layer are arranged in a trapezoid mode, the problem that the end parts of the belt layers cannot be sufficiently bonded with a rubber material is solved, the risk of air pocket is reduced in the forming and pressing process, the problem of early damage of the end parts of the belt layers caused by the air pocket produced in the end parts of the belt layers is further prevented, meanwhile, the 0-degree wound belt layer is laid above the end parts of the first belt layer, the interlayer shearing effect between the first belt layer and the second belt layer can be isolated, the hooping effect of the 0-degree wound belt layer on the first belt layer (the maximum stress strain layer) can be directly exerted, the inhibiting effect on the whole radial growth and deformation of shoulders is achieved, and therefore the protection on the end parts of the belt layers is achieved, thereby reducing cracks at the end part of the belted layer, and improving the high-speed performance and mileage life of the tire; the rubber material is filled between the two 0-degree winding belt layers and above the first belt layer, so that the rigidity of the middle part of the tire crown is properly reduced, more growth deformation is shared in the middle of the tire crown, and the whole deformation of the shoulder is reduced; width of the first belt layer 2W 1 0.81-2W is arranged between the horizontal width TDW of the tire crown and the tire crown 1 The relation of/TDW is less than or equal to 0.96, so that the rigidity distribution of the whole tire crown is better, the shoulder rigidity is increased, and the abnormal wear of the shoulder of the tire in use can be reduced.
Drawings
FIG. 1 is a partial cross-sectional view in the radial direction of a tire according to the present invention.
Detailed Description
A preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
Figure 1 shows a cross-sectional view in the meridian direction of an all-steel truck radial tire structure of the present invention.
The utility model provides an all steel load radial tire structure, includes matrix 1, cladding at matrix radial outermost circumferential tread 2, sets up the belted layer 3 between matrix and tread, the belted layer includes by matrix to tread distribution's first belted layer 301, 0 degree winding belted layer 302 and second belted layer 303 in proper order, and wherein 0 degree winding belted layer uses 5 steel wires to carry out parallel winding as one, forms circumference enhancement layer, and its surface coating has the rubber coating. The first belted layer, the second belted layer and the 0-degree wound belted layer are arranged in a trapezoidal shape, wherein the length of the first belted layer in the width direction of the tire is 2W 1 Length 2W in the tire width direction with the second belt layer 2 Has W 1 ＞W 2 The width of the belted layer is gradually decreased layer by layer, so that in the forming and pressing process, the end part of the step is fully contacted with a sizing material to avoid the risk of air pocket, meanwhile, the 0-degree winding belted layer is paved above the end part of the first belted layer to isolate the interlayer shearing action between the first belted layer and the second belted layer, the hooping action of the 0-degree winding belted layer on the first belted layer (maximum stress strain layer) can be directly exerted, the whole radial growth and deformation of the shoulder part can be inhibited, the end part of the belted layer can be protected, cracks at the end part of the belted layer can be reduced, the high-speed performance and the mileage life of the tire can be improved, two 0-degree winding belted layers are arranged and are paved at two ends in the width direction of the tire in a non-connected mode, the sizing material 4 is filled between the two 0-degree winding belted layers and above the first belted layer, and the rigidity of the middle part of the tire crown is properly reduced, the tire crown part is shared by more growth deformation, so that the whole deformation of the shoulder part is reduced, and the width of the first belt layer is 2W 1 0.81-2W is arranged between the horizontal width TDW of the tire crown 1 The relationship/TDW ≦ 0.96, preferably 2W 1 the/TDW is 0.92, if the TDW is less than the range, the first belt layer is narrower, the width of each belt layer is narrower due to the trapezoidal laying mode, the rigidity distribution of the whole tire crown is unfavorable, the shoulder rigidity is lower, and the abnormal shoulder abrasion of the tire in use is aggravated; if the above range is exceeded, the first belt layerThe unilateral distance between the end part and the outer contour is smaller, namely, the rubber material between the end part of the first belt layer and the outer contour is thinner, and once the end part of the first belt layer cracks in the use process of the tire, the end part of the first belt layer can rapidly extend to the outside of the tire to form an appearance crack.
Length W of 0 degree winding belt layer in tire width direction 0 A length 2W of the first belt layer in the tire width direction 1 Between them has W being more than or equal to 0.19 0 /W 1 A relationship of ≦ 0.74, preferably W 0 /W 1 Is 0.54. If the winding angle is smaller than the range, the tightening range of the 0-degree winding belt layer to the first belt layer is smaller, and the shearing deformation between the first belt layer and the second belt layer cannot be sufficiently isolated; if the amount of the wound belt is outside the above range, the position of the 0-degree wound belt in the tire becomes closer to the center of the tire, which increases the rigidity of the center of the tire, and the distribution of the growth deformation of the crown portion of the tire tends to shift to the shoulder portion to some extent, which is disadvantageous to the growth deformation of the shoulder portion of the tire.
The distance L between the starting position of winding the 0-degree winding belt layer and the end part on the same side of the first belt layer 1 A length 2W of the first belt layer in the tire width direction 1 Between them has L more than or equal to 0.05 1 /W 1 A relation of ≦ 0.28, preferably L 1 /W 1 0.15, if the ratio is less than the ratio range, the difference between the 0-degree winding belt layer and the end part of the first belt layer is smaller, and the formed step is easy to be subjected to air trapping; if the difference between the 0-degree winding belt layer and the end of the first belt layer is too large, the end of the first belt layer cannot be tightened, and the shear strain at the end of the first belt layer cannot be reduced.
Length W of 0 degree winding belt layer in width direction of tire 0 The distance L from the end of the second belt layer to the end of the same side of the 0-degree wound belt layer 2 Between them is 0.09-L 2 /W 0 A relationship of ≦ 0.52, preferably L 2 /W 0 Is 0.18. If the difference level between the 0-degree wound belt ply and the end part of the second belt ply is smaller than the range, step air pocket between the two end parts is easily caused, if the difference level between the 0-degree wound belt ply and the end part of the second belt ply is larger than the range, and the 0-degree wound belt ply is directly connected with the ground through the treadThe contact range is enlarged, the stress of the outside is directly increased, and the 0-degree winding belt ply has no angle, so that the inclusion of the hard ground is low, and the risk of explosion fracture of the 0-degree winding belt ply is increased
The end part of the first belt layer is bent downwards, the degree of freedom of the end part of the belt layer is reduced by downward bending, the distortion to the circumferential direction is greatly reduced, the damage to the end part of the belt layer is delayed, the relation of 0.29-0. 3/L1-0.71 is formed between the bending length L3 and the distance L1 between the starting position of the 0-degree wound belt layer and the end part of the first belt layer, preferably, L3/L1 is 0.62, if the bending length is smaller than the range, the downward bending width of the end part of the first belt layer is smaller, the LE13 which is unfavorable for reducing the shear strain between the end part of the first belt layer and the surrounding rubber material is reduced, and the difficulty in manufacturing is increased; if the bending angle a is more than or equal to 120 degrees and less than or equal to 150 degrees, the downward bending angle is less than the range, so that the manufacturing process is difficult, the requirements on the design of components and related process parameters are higher, the realization difficulty is increased, if the bending angle a exceeds the range, the downward bending effect of the first belt layer cannot be realized, and the effect of further reducing the stress strain of the end part of the first belt layer cannot be 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 of the technical solution of the present invention by those skilled in the art should fall into the protection scope of the present invention defined by the claims of the present invention without departing from the spirit of the present invention.
Claims (4)
1. The all-steel truck radial tire structure comprises a tire body (1), a tire tread (2) coated on the outermost periphery of the tire body in the radial direction, and a belt ply (3) arranged between the tire body and the tire tread, wherein the belt ply comprises a first belt ply (301), a 0-degree winding belt ply (302) and a second belt ply (303) which are sequentially distributed from the tire body to the tire tread, and is characterized in that the first belt ply, the second belt ply and the 0-degree winding belt ply are arranged in a trapezoidal manner, and the first belt plyLength 2W of the layer in the tire width direction 1 Length 2W in the tire width direction with the second belt layer 2 Has W 1 ＞W 2 The two 0-degree winding belt layers are laid at two ends of the tire in the width direction and are not connected with each other, a sizing material (4) is filled between the two 0-degree winding belt layers and above the first belt layer, and the first belt layer is 2W long in the width direction of the tire 1 0.81-2W is arranged between the horizontal width TDW of the tire crown and the tire crown 1 A relation of/TDW ≦ 0.96;
the end part of the first belt ply is bent downwards, and the length L of the end part of the first belt ply in the width direction of the tire is bent 3 At a distance L from the starting position of the 0 degree wound belt to the end of the first belt 1 Between them has L more than or equal to 0.29 3 /L 1 A relation of less than or equal to 0.71;
the bending angle a of the end part of the first belt layer is more than or equal to 120 degrees and less than or equal to 150 degrees;
the 0-degree winding belt ply is a circumferential reinforcing layer formed by spirally winding a plurality of steel wires.
2. The all-steel truck radial tire structure according to claim 1, wherein the length W of the 0-degree wrapped belt layer in the tire width direction 0 A length 2W in the tire width direction from the first belt layer 1 W is more than or equal to 0.19 0 /W 1 A relation of less than or equal to 0.74.
3. The all-steel truck radial tire structure according to claim 1, wherein the starting position of winding of said 0 degree winding belt layer is at a distance L from the same side end of the first belt layer 1 A length 2W in the tire width direction from the first belt layer 1 Between them is 0.05-L 1 /W 1 The relation of less than or equal to 0.28.
4. The all-steel truck radial tire structure according to claim 1, wherein the length W of the 0-degree wrapped belt layer in the tire width direction 0 Winding the belt layer with the end of the second belt layer to 0 degreeSame side end distance L 2 Between them has L more than or equal to 0.09 2 /W 0 The relation is less than or equal to 0.52.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911320480.9A CN110978893B (en) | 2019-12-19 | 2019-12-19 | All-steel load-carrying radial tire structure |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911320480.9A CN110978893B (en) | 2019-12-19 | 2019-12-19 | All-steel load-carrying radial tire structure |
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| CN110978893A CN110978893A (en) | 2020-04-10 |
| CN110978893B true CN110978893B (en) | 2022-07-26 |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116502507B (en) * | 2023-06-25 | 2023-08-29 | 广饶县计量测试检定所(广饶县产品质量检验所、广饶县橡胶轮胎产品与材料质量检验中心) | Simulation evaluation method for delamination damage performance in truck meridian wheel crown |
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