CN114714821A - Pneumatic radial tire with improved durability - Google Patents
Pneumatic radial tire with improved durability Download PDFInfo
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- CN114714821A CN114714821A CN202210334461.7A CN202210334461A CN114714821A CN 114714821 A CN114714821 A CN 114714821A CN 202210334461 A CN202210334461 A CN 202210334461A CN 114714821 A CN114714821 A CN 114714821A
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- 238000010073 coating (rubber) Methods 0.000 claims abstract description 22
- 238000000034 method Methods 0.000 claims abstract description 11
- 238000011161 development Methods 0.000 claims abstract description 4
- 238000005538 encapsulation Methods 0.000 claims description 8
- 239000011324 bead Substances 0.000 claims 3
- 239000011248 coating agent Substances 0.000 claims 1
- 238000000576 coating method Methods 0.000 claims 1
- 238000003825 pressing Methods 0.000 abstract description 10
- 238000004519 manufacturing process Methods 0.000 abstract description 9
- 238000013461 design Methods 0.000 abstract description 7
- 230000020169 heat generation Effects 0.000 abstract description 7
- 238000005452 bending Methods 0.000 abstract description 5
- 230000003287 optical effect Effects 0.000 abstract description 3
- 238000007493 shaping process Methods 0.000 description 9
- 238000005516 engineering process Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 239000000463 material Substances 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000000465 moulding Methods 0.000 description 3
- 230000007547 defect Effects 0.000 description 2
- 239000004744 fabric Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000010030 laminating Methods 0.000 description 1
- 210000001161 mammalian embryo Anatomy 0.000 description 1
- 238000004513 sizing Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
- 238000004073 vulcanization Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
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Classifications
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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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
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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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
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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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C2009/2012—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention discloses a pneumatic radial tire with improved endurance performance, which relates to the field of tires and is simple in structure, wherein tire wings are adjusted to be wide and large tire wings, so that the end points of the tire wings move downwards, a tire side bending area is avoided, and the tire wings extend to a lower tire side area, so that the endurance performance of the tire can be improved, and the wide and large tire wings can be formed through a TOS (transmitter optical System) process through the adjusted tire structure form, thereby reducing the complexity of tire side development and production and improving the forming efficiency; meanwhile, the tread design of the wide and big wing rubber is adopted, so that the tire wing replaces partial tire side functions, in order to simplify the process of attaching the tire side cushion rubber during forming, the tire side cushion rubber is partially compounded to the lower end of the belted layer to form belted layer rubber coating, the production steps are reduced, and the heat generation of the tire structure can be effectively reduced by the formed belted layer rubber coating; in addition, the invention adaptively adjusts the tire pressing treatment step by matching with the adjusted tire structure form, thereby further improving the durability of the tire.
Description
Technical Field
The invention relates to the field of tires, in particular to a pneumatic radial tire with improved durability.
Background
The existing high-performance tire molding mode comprises a crown cap side (TOS) and a side cap crown (SOT), wherein the SOT molding mode has complex process and low efficiency; in a TOS (transmitter optical subassembly) forming mode, due to the fact that a UHP (ultra high performance) tire requires a wide belted layer, pressing difficulty is caused easily, and endurance faults are caused easily at the end points of tire wings.
The existing high-performance tire: the tire adopting the TOS forming mode has the tire wing end points in the upper bending area of the tire side, and for the tire with the UHP tire flat rate lower than 45 percent, the tire adopting the TOS forming mode has the defects that a belt ply, a tire wing, a cap ply and the like are concentrated in a narrow area in the upper tire side area, and the like are easy to crack and the like to cause failure; the tire adopting the SOT forming mode has low production efficiency.
Disclosure of Invention
The present invention has an object to provide a pneumatic radial tire with improved durability, which is formed with wide wings by limiting the size of the wings, so as to solve the problems of the background art mentioned above.
In order to achieve the purpose, the invention provides the following technical scheme:
the pneumatic radial tire with improved durability comprises tire wings and two layers of belt layers, wherein the end points of the tire wings are positioned on the inner side of a SW line of the tire in the radial direction, the distance from the end point of a tire crown to the end point of a tire crown rubber along the radial direction of a tire surface is the width A of an upper tire wing, the value range of the width A of the upper tire wing is 8-12 mm, the end points of the tire wings extend to a lower tire side region, the distance from the end point of the tire crown rubber to the end point of the tire wing along the radial direction of the tire surface is the width B of a lower tire wing, the width B of the lower tire wing is (SH-TTM-SDH +2+ a)/B, SH is the height of a tire section, TTM is the thickness of the tire crown, SDH is the height of a horizontal axis of the tire lower section, a is more than or equal to 0 and less than or equal to SDH/2, and B is more than or equal to 1.05 and less than or equal to 1.15.
As a further scheme of the invention: the tire wing surface forms tire wing attenuate inflection point D, tire crown rubber endpoint and tire wing attenuate inflection point are along radial distance C of tire PDW-TDW-A +3, PDW is tire pattern axial expansion width, TDW is tire ground connection width.
As a further scheme of the invention: the thickness of the tire wing at the end point of the tire wing along the radial direction of the tire is H, and the value range of H is 0.6 mm-1.0 mm.
As a further scheme of the invention: the tire is formed through a TOS process, and the tire pressing section is not less than 4 sections.
As a further scheme of the invention: the tire comprises a first belt layer and a second belt layer, wherein belt encapsulation is formed at two ends of the first belt layer along the radial direction of the tire.
As a further scheme of the invention: the width of the upper rubber edge at one end of the belt rubber coating along the radial direction of the tire is M ═ WG1B–WG2B) K2 + K, said WG1BWidth of the first belt layer in the tire axial direction, WG2BThe width of the second belt ply along the axial direction of the tire is shown, K is the width coefficient of the upper rubber sheet, and the value range of K is more than or equal to 10 and less than or equal to 25 mm.
As a further scheme of the invention: the belt layer rubber coating satisfies the following requirements along the lower rubber edge width of the radially inward end of the tire: n is more than or equal to 10 and less than or equal to 20mm, and G is more than or equal to 0.8 and less than or equal to 2.0 mm.
Compared with the prior art, the invention has the beneficial effects that: the tire wing is novel in structure, the end points of the tire wing move downwards to avoid a tire side bending region and extend to a lower tire side region by adjusting the tire wing into the wide tire wing, the durability of the tire can be improved, and the wide tire wing can be formed by a TOS (transmitter optical System) process through the adjusted tire structure form, so that the development and production complexity of the tire side is reduced, and the forming efficiency is improved; meanwhile, the tread design of the wide and big wing rubber is adopted, so that the tire wing replaces partial tire side functions, in order to simplify the process of attaching the tire side cushion rubber during forming, the tire side cushion rubber is partially compounded to the lower end of the belted layer to form belted layer rubber coating, the production steps are reduced, and the heat generation of the tire structure can be effectively reduced by the formed belted layer rubber coating; in addition, the invention adaptively adjusts the tire pressing treatment step by matching with the adjusted tire structure form, thereby further improving the durability of the tire.
Drawings
FIG. 1 is a schematic partial structural view of a tire in cross section;
FIG. 2 is a structural schematic view of a tire in cross section;
FIG. 3 is a schematic view of a tire area distribution structure;
FIG. 4 is a schematic cross-sectional view of a prior art tire;
FIG. 5 is a structural schematic of a cross-section of a tire of the present application;
FIG. 6 is a schematic structural view of the wide tire wing of the tire in a spread state;
FIG. 7 is a schematic structural view of the spread of the wings of the tire with large width and small thickness;
fig. 8 is a schematic view of the structure of the belt and rubber in the tire.
In the figure: 10-crown, 11-crown end point, 12-crown rubber end point, 13-tire wing, 14-tire wing end point, 21-first belt layer, 22-second belt layer and 23-belt layer encapsulation.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1:
the utility model provides an improve pneumatic radial tire of endurance performance, includes wing 13 and two-layer belted layer, wing 13 extreme point is located the radial inboard of tire SW line, the tire wing design is wide wing, can make the tire wing extreme point avoid the side wall region of buckling, extends to the lower side wall region, promotes the endurance performance of tire.
The radial distance from the crown end point 11 to the crown rubber end point 12 along the tread is an upper wing width A, the range of the upper wing width A is 8-12 mm, the wing end point 14 extends to a lower wing side region, the radial distance from the crown rubber end point 12 to the wing end point 14 along the tread is a lower wing width B, the lower wing width satisfies B ═ SH-TTM-SDH +2+ a)/B, SH is the tire section height, TTM is the tire crown thickness, SDH is the horizontal axis height of the lower section of the tire, a satisfies 0-1.05-1.15, and a is not less than SDH/2 (a is the position region of the wing section in the lower wing side region). Through changing tire wing size design, make the tire can adopt the fashioned mode of TOS, combine the adjustment of tire wing tip position, the regional belted layer of upper sidewall, tire wing, band layer etc. of can effectively avoiding this application are concentrated in a narrow region, prevent that the tire from producing the fracture and causing the inefficacy.
In order to verify the validity and the particularity of the value ranges of the formula and a and b, tires with two specifications are selected and subjected to durability tests. (SH, TTM, SDH are constant values after the specification of the tire is determined)
Obtaining:
TABLE 1
From the above experimental data it can be derived:
after the tire specification is determined, the SH/TTM/SDH is a fixed value, the numerical values of a and b are changed, and the validity and the specificity of the value ranges of a and b can be verified. From examples 1 to 3 and examples 4 to 6, it can be seen that when a and b are within the above-defined ranges, the end points of the wings are located at the upper or lower sidewall regions of the SW line, and compared with the prior art, the endurance performance of the tire is effectively improved by the present invention; when the range is beyond the range defined by a and b, the end points of the tire wings enter the rim protection area, and the durability of the tire is reduced; when the range is smaller than the range defined by a and b, the end points of the tire wings are still positioned in the bending area of the tire, and similar to the existing design, the durability of the tire cannot be effectively improved.
In conclusion, when a and b in the lower tire wing width formula are only in a limited range, the effect of improving the durability of the tire can be generated, and the validity and the accuracy of the limited range are verified again.
The 13 surfaces of child wing form child wing attenuate inflection point D, radial distance C ═ PDW-TDW-A +3 along the tire is glued to the child crown terminal point 12 and child wing attenuate inflection point, PDW is tire pattern axial expansion width, TDW is tire ground connection width. The tire wing surface forms tire wing attenuate endpoint, has attenuate tire shoulder portion sizing material, and attenuate the tire sidewall thickness, increase the radiating effect, can alleviate tire weight simultaneously, promote and roll resistance ability.
In order to ensure that the wide tire wings do not crack edges when being extruded and ensure that the tire wings are smoothly pressed in the forming process, the thickness range of the end points of the tire wings is limited, the end points of the tire wings are too thin and easily cause the tire treads to crack edges when being extruded, the end points of the tire wings are too thick and easily cause steps on tire blanks, and the defects occur in vulcanization, the radial thickness of the tire wings at the end points of the tire wings is H, and the value range of the H is 0.6-1.0 mm.
This application is through adopting wide big wing rubber tread design for the child wing has replaced partial side wall function, for laminating side wall pad gum technology when simplifying the shaping, will side wall pad gum part compound to the belted layer lower extreme and form the belted layer rubber coating, reduced the production step, the belted layer rubber coating that forms simultaneously can completely cut off first belted layer 21 and second belted layer 22, first belted layer 21 and casing ply, prevents the themogenesis, specifically does: the tire comprises a first belt layer and a second belt layer, wherein both ends of the first belt layer are designed to be provided with belt rubber coatings 23, and the end parts of the first belt layer are provided with the belt rubber coatings so as to reduce the heat generation of the end parts of the belt layer and simultaneously separate the belt layer from a carcass cord fabric and prevent the heat generation. The belt layer rubber coating separates the first belt layer from the second belt layer along the upper rubber coating of the radial outward side of the tire, abnormal heat generation caused by mutual contact between the first belt layer and the second belt layer is avoided, and the rubber coating width needs to extend to 10-20 mm below the second belt layer; the belt layer rubber coating isolates the end part of the first belt layer from the cord fabric layer along the lower rubber coating on the inner side of the radial direction of the tire, so that friction is prevented, and the width of the rubber sheet below the first belt layer is 10-20 mm. Too wide a belt encapsulation dimension will result in material waste and reduced tire performance, and too narrow an encapsulation dimension will not prevent heat generation between the material and the material, and to avoid this, the present application defines the encapsulation dimension: the width of the rubberizing edge of the belt layer encapsulation is M ═ WG1B–WG2B) K2 + K, said WG1BWidth of the first belt layer in the tire axial direction, WG2BIs a secondThe width of the belt ply along the axial direction of the tire, wherein K is the width coefficient of the upper rubber sheet and satisfies that K is more than or equal to 10 and less than or equal to 25 mm; the belt layer rubber coating lower rubber edge width meets the following requirements: n is more than or equal to 10 mm and less than or equal to 20mm, and the thickness of the belt package adhesive satisfies that G is more than or equal to 0.8 and less than or equal to 2.0 mm.
In order to verify the principle of arranging the encapsulation at the two ends of the first belt layer and the accuracy of the effect, the following verification experiment is made:
TABLE 3
From the experimental result data in table 3, it can be derived: the tire sidewall cushion rubber part is compounded to the lower end of the belted layer to form belted layer rubber coating, the size of the rubber coating relative to the first belted layer is limited, the tire sidewall cushion rubber attaching process during molding can be simplified, and the durability of a tire can be effectively improved. Based on a comparison of experimental data of examples 1, 2, 3 with comparative examples 1, 2, it can be concluded that: when the size of the rubber coating exceeds or is less than 10 and less than or equal to K and less than or equal to 25mm, N and less than or equal to 10 and less than or equal to 20mm, and G and less than or equal to 0.8 and less than or equal to 2.0mm, the performance of the tire is obviously reduced, and meanwhile, compared with the existing tire, the durability of the tire improved in the application is also obviously improved.
This application is through widening the tire wing, forms normal wide big wing and the wide wing of attenuate, prescribes a limit to the thickness of wing extreme point simultaneously, can make the wing extreme point of finished product tire lie in the region below the SW line and above the rim protection device, makes the wing extreme point avoid the side wall to deflect the district, reaches the purpose that promotes tire durability ability. This application has increased the tire child wing, make low flat rate tire shaping mode can be adjusted to simpler TOS technology by complicated SOT, adopt the fashioned wide big child wing of TOS, compare the fashioned mode of adoption SOT among the prior art, this application has effectively promoted the shaping efficiency of wide big child wing, simultaneously compare in the fashioned mode of ordinary child wing adoption TOS among the prior art, the regional belted layer of last side wall has been avoided in this application, the concentration is in a narrow region such as child wing and band cap layer, the possibility of tire fracture has been reduced, the durability of tire has been promoted.
In order to cooperate the pressfitting shaping of wide big wing in this application, the shaping process of suppressing among the prior art has been adjusted, and the section is suppressed to five by the four sections adjustment to the shaping, controls every section pressure simultaneously, improves the difficult problem of suppressing of low flat rate specification shaping, has further promoted the durability of tire.
The tire is molded through TOS, the tire is pressed by not less than 4 sections, and the pressing speed range of one section is as follows: 5-12 Hz, and the pressure range of the first section of the compression roller is as follows: 1.5 to 2.5kgf/cm2(ii) a The second-stage pressing rotating speed range is as follows: 5 to 12Hz, and the pressure range of the two-stage compression roller is 1.5 to 2.5kgf/cm2(ii) a The three-stage pressing rotating speed range is as follows: 5-12 Hz, and the pressure range of the three sections of compression rollers is 1.5-2.5 kgf/cm2(ii) a The four-section pressing rotating speed range is as follows: 13-24 Hz, and the pressure range of the four sections of press rolls is 2.5-3.5 kgf/cm2(ii) a The five-section pressing rotating speed range is as follows: 25-36 Hz, and the pressure range of the five sections of press rolls is 0.5-1.0 kgf/cm2. Specifically, as shown in table 2:
| phases | Spindle speed | Pressure of press roll |
| T0→T1 | Low speed | Medium pressure (1.5-2.5 kgf/cm)2) |
| T1→T2 | Low speed | Medium pressure (1.5-2.5 kgf/cm)2) |
| T2→T3 | Low speed | Medium pressure (1.5-2.5 kgf/cm)2) |
| T3→T4 | Medium speed | High pressure (2.5 to 3.5 kgf/cm)2) |
| T4→T5 | Gao Su | Low pressure (0.5 to 1.0 kgf/cm)2) |
TABLE 2
Through the aforesaid to the injecture of child wing size range, the position of child wing extreme point has been changed, simultaneously can make this tire adopt TOS forming technology through the change of position, compare in adopting SOT forming technology among the prior art, can further promote the shaping efficiency of tire, for overcoming the tire that produces in the TOS technology and suppressing the difficulty, shaping 2nd child embryo suppresses easily causes the child wing to beat the pole, this application has increased T5 and has suppressed, simultaneously to playing the rotational speed of suppressing the effect roller and suppressing the adjustment of pressure, can effectively improve the durability of child wing extreme point department.
TABLE 3
From the experimental data results in table 3 above, it can be derived: adopt the TOS forming technology of wide big child wing in this application, effectively promoted the production efficiency of low flat rate tire.
The tire wing forming machine has the advantages that the structure is novel, the running is stable, the end points of the tire wings move downwards to avoid the tire side bending area and extend to the lower tire side area by adjusting the tire wings to be the wide tire wings, the durability of the tire can be improved, the wide tire wings can be formed by the adjusted tire structure form through the TOS process, the development and production complexity of the tire sides is reduced, and the forming efficiency is improved; meanwhile, the tread design of the wide and big wing rubber is adopted, so that the tire wing replaces partial tire side functions, in order to simplify the process of attaching the tire side cushion rubber during forming, the tire side cushion rubber is partially compounded to the lower end of the belted layer to form belted layer rubber coating, the production steps are reduced, and the heat generation of the tire structure can be effectively reduced by the formed belted layer rubber coating; in addition, the invention adaptively adjusts the tire pressing treatment step by matching with the adjusted tire structure form, thereby further improving the durability of the tire.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.
Claims (7)
1. The pneumatic radial tire for improving the durability comprises a tire wing and two layers of belt layers, and is characterized in that the end point of the tire wing is positioned on the inner side of the SW line of the tire in the radial direction, the distance from the end point of a tire crown to the end point of a tire crown rubber along the radial direction of a tire surface is the width A of the upper tire wing, the value range of the width A of the upper tire wing is 8-12 mm, the end point of the tire wing extends to a lower tire side region, the distance from the end point of the tire crown rubber to the end point of the tire wing along the radial direction of the tire surface is the width B of the lower tire wing, the width B of the lower tire wing is (SH-TTM-SDH +2+ a)/B, SH is the height of the section of the tire, TTM is the thickness of the tire crown, SDH is the height of the horizontal axis of the lower section of the tire, a is more than or equal to 0 and less than or equal to SDH/2, and B is more than or equal to 1.05 and less than or equal to 1.15.
2. A pneumatic radial tire having improved durability as claimed in claim 1, wherein said wing surface forms a wing thinning inflection point D, and the distance C between said crown rubber end point and said wing thinning inflection point in the tire radial direction is PDW-TDW-a +3, said PDW being the axial development width of the tire tread, and said TDW being the ground contact width of the tire.
3. A pneumatic radial tire having improved durability as claimed in claim 1 or 2, wherein the thickness of the bead at the end of the bead in the radial direction of the tire is H, and the value of H is in the range of 0.6mm to 1.0 mm.
4. A pneumatic radial tire having improved endurance performance according to claim 1 or 2, wherein the tire is built by TOS process and the tire press section is not less than 4.
5. A pneumatic radial tire having improved durability as claimed in claim 1 or 2, wherein said tire comprises a first belt layer and a second belt layer, said first belt layer being formed with a belt coating at both ends in the tire radial direction.
6. A bladder as claimed in claim 5 having improved durabilityThe radial tire is characterized in that the width of the rubberized edge of one end, outward in the radial direction of the tire, of the belted layer rubber coating is M ═ WG1B–WG2B) K is 2+ K, said WG1BWidth of the first belt layer in the tire axial direction, WG2BThe width of the second belt ply along the axial direction of the tire is K, the K is the width coefficient of the upper sheet, and the value range of the K is more than or equal to 10 and less than or equal to 25 mm.
7. A pneumatic radial tire having improved durability as claimed in claim 6 wherein said belt encapsulation has a lower bead width at the radially inward end of the tire of: n is more than or equal to 10 and less than or equal to 20mm, and G is more than or equal to 0.8 and less than or equal to 2.0 mm.
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| CN202210334461.7A CN114714821B (en) | 2022-03-31 | 2022-03-31 | Pneumatic radial tire with improved durability |
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| CN202210334461.7A CN114714821B (en) | 2022-03-31 | 2022-03-31 | Pneumatic radial tire with improved durability |
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| CN114714821B CN114714821B (en) | 2024-02-09 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118596749A (en) * | 2024-08-08 | 2024-09-06 | 中策橡胶集团股份有限公司 | Tire performance improving method and novel tire |
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| JPH08318713A (en) * | 1995-05-23 | 1996-12-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20020007890A1 (en) * | 2000-06-09 | 2002-01-24 | Bridgestone Corp. | Heavy-transport radial tire |
| CN103978843A (en) * | 2013-02-07 | 2014-08-13 | 住友橡胶工业株式会社 | Heavy load pneumatic tire |
| CN112373246A (en) * | 2020-11-19 | 2021-02-19 | 安徽佳通乘用子午线轮胎有限公司 | Load-carrying radial tire capable of resisting shoulder cracks |
| CN112428751A (en) * | 2020-12-04 | 2021-03-02 | 安徽佳通乘用子午线轮胎有限公司 | Low flat wide base all-steel radial tire |
| CN214396273U (en) * | 2020-12-29 | 2021-10-15 | 安徽佳通乘用子午线轮胎有限公司 | All-steel radial tire with improved shoulder pad rubber |
| CN214396274U (en) * | 2020-12-04 | 2021-10-15 | 安徽佳通乘用子午线轮胎有限公司 | Low flat wide base all-steel radial tire |
-
2022
- 2022-03-31 CN CN202210334461.7A patent/CN114714821B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08318713A (en) * | 1995-05-23 | 1996-12-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20020007890A1 (en) * | 2000-06-09 | 2002-01-24 | Bridgestone Corp. | Heavy-transport radial tire |
| CN103978843A (en) * | 2013-02-07 | 2014-08-13 | 住友橡胶工业株式会社 | Heavy load pneumatic tire |
| CN112373246A (en) * | 2020-11-19 | 2021-02-19 | 安徽佳通乘用子午线轮胎有限公司 | Load-carrying radial tire capable of resisting shoulder cracks |
| CN112428751A (en) * | 2020-12-04 | 2021-03-02 | 安徽佳通乘用子午线轮胎有限公司 | Low flat wide base all-steel radial tire |
| CN214396274U (en) * | 2020-12-04 | 2021-10-15 | 安徽佳通乘用子午线轮胎有限公司 | Low flat wide base all-steel radial tire |
| CN214396273U (en) * | 2020-12-29 | 2021-10-15 | 安徽佳通乘用子午线轮胎有限公司 | All-steel radial tire with improved shoulder pad rubber |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN118596749A (en) * | 2024-08-08 | 2024-09-06 | 中策橡胶集团股份有限公司 | Tire performance improving method and novel tire |
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