CN115056607A - Tire crown structure for EV electric vehicle - Google Patents
Tire crown structure for EV electric vehicle Download PDFInfo
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- CN115056607A CN115056607A CN202210667626.2A CN202210667626A CN115056607A CN 115056607 A CN115056607 A CN 115056607A CN 202210667626 A CN202210667626 A CN 202210667626A CN 115056607 A CN115056607 A CN 115056607A
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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
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
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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
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
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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
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
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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
- B60C9/02—Carcasses
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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
- B60C9/02—Carcasses
- B60C2009/0269—Physical properties or dimensions of the carcass coating rubber
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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
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
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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
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/04—Tyres specially adapted for particular applications for road vehicles, e.g. passenger cars
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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
本发明涉及一种EV电动车用轮胎胎冠结构，属于轮胎技术领域。胎冠结构包括冠带层；冠带层上部依次设置有基部胶层和胎冠胶层；所述胎冠胶层上设置有中心纵向沟槽和位于中心纵向沟槽外侧的肩部纵向沟槽；靠近轮胎行驶面中部的中心胎冠胶层和位于中心胎冠胶层外侧的肩部胎冠胶层将胎冠胶层分割为两部分，并形成分割线L1；所述中心胎冠胶层和肩部胎冠胶层的分割点为两者远离基部胶层一端的接触点；所述中心胎冠胶层和肩部胎冠胶层的分割点与基部胶层邻近胎冠层的一面形成法向垂线L2；所述L2与L1的夹角≥15°。本发明提供的胎冠结构可提高轮胎的抓地性能，并降低滚阻，同时提高轮胎的舒适性能及降低成本。
The invention relates to a tire crown structure for an EV electric vehicle, belonging to the technical field of tires. The crown structure includes a crown layer; the upper part of the crown layer is sequentially provided with a base rubber layer and a crown rubber layer; the crown rubber layer is provided with a central longitudinal groove and a shoulder longitudinal groove located outside the central longitudinal groove ; The center crown rubber layer near the middle of the running surface of the tire and the shoulder crown rubber layer on the outside of the center crown rubber layer divide the crown rubber layer into two parts, and form a dividing line L1; the center crown rubber layer The split point of the rubber layer and the shoulder crown rubber layer is the contact point between the two parts away from one end of the base rubber layer; the split point of the center crown rubber layer and the shoulder crown rubber layer is formed with the side of the base rubber layer adjacent to the tire crown layer. The normal vertical line L2; the included angle between the L2 and L1 is ≥15°. The tire crown structure provided by the invention can improve the grip performance of the tire, reduce the rolling resistance, and at the same time improve the comfort performance of the tire and reduce the cost.
Description
Technical Field
The invention belongs to the technical field of tires, and particularly relates to a tire crown structure for an EV electric vehicle.
Background
Tires are important components of vehicles, and they serve as the sole ground-contacting component of the vehicle structure to bear the load of the vehicle, drive and brake, change and maintain the vehicle's direction of travel, absorb shocks from the ground, and the like. With the continuous aggravation of greenhouse benefits, energy conservation, emission reduction and clean energy utilization are in need. The new energy automobile market continues to grow. Different from the structure of an internal combustion engine, the EV pure electric vehicle has the following characteristics:
1. the EV pure electric vehicle has the greatest characteristic that the output torque close to the maximum can be output when starting, so that the power response of the vehicle is more direct;
2. the EV pure electric vehicle is limited by the power battery technology, and still has the problems of endurance anxiety and charging, and if the EV pure electric vehicle is in a high-cold environment, a high-heat environment and a high-altitude environment, the problem of battery attenuation is more prominent;
3. the EV pure electric vehicle uses a large number of battery packs to replace an internal combustion engine and is concentrated on a chassis part, so that the vehicle is about 30% heavier than a common internal combustion engine vehicle;
4. because an EV pure electric vehicle is not provided with an internal combustion engine, the noise and vibration of a motor are far smaller than those of a traditional internal combustion engine, and the noise of the electric vehicle mainly comes from tire noise and wind noise.
Based on the characteristics of the EV pure electric vehicle, higher requirements are put forward on the tire performance. The tire is required to have stronger ground gripping performance, and the condition of skidding does not occur during starting; meanwhile, the rolling resistance of the tire is good, so that the tire is more energy-saving, and the endurance of the vehicle is improved as much as possible; and noise reduction is more realized, driving comfort is improved, and the like.
Disclosure of Invention
Aiming at the defects in the related art, the invention provides the tire crown structure for the EV electric vehicle, which can improve the ground gripping performance of the tire, reduce the rolling resistance, improve the comfort performance of the tire and reduce the cost.
The invention provides a tire crown structure for an EV electric vehicle, which comprises a crown ply layer; a base rubber layer and a crown rubber layer are sequentially arranged on the upper part of the cap ply layer; the tire crown rubber layer extends from the middle of the running surface of the tire to the tire shoulder side; the tire crown rubber layer is provided with a central longitudinal groove and a shoulder longitudinal groove positioned outside the central longitudinal groove; the central crown rubber layer close to the middle of the driving surface of the tire and the shoulder crown rubber layer positioned outside the central crown rubber layer divide the crown rubber layer into two parts and form a dividing line L1; the division point of the central crown rubber layer and the shoulder crown rubber layer is a contact point of the central crown rubber layer and the shoulder crown rubber layer, which is far away from one end of the base rubber layer; the dividing point of the central crown rubber layer and the shoulder crown rubber layer and one surface of the base rubber layer, which is adjacent to the crown rubber layer, form a normal perpendicular line L2; the included angle between the L2 and the L1 is more than or equal to 15 degrees.
Preferably, the shoulder longitudinal grooves are positioned on the central tire crown rubber layer or the shoulder tire crown rubber layer; when the shoulder longitudinal groove is positioned in the central crown rubber layer, the distance between the dividing point of the central crown rubber layer and the shoulder crown rubber layer and the outer end point of the shoulder longitudinal groove is W1, and the distance between the outer end point of the shoulder longitudinal groove and the shoulder point is TD 1; w1 not less than 3mm and not more than 40% TD 1; when the shoulder longitudinal grooves are positioned in the shoulder crown rubber layer, the distance between the dividing point of the central crown rubber layer and the shoulder crown rubber layer and the inner end point of the shoulder longitudinal grooves is W5, the distance between the outer end point of the central longitudinal groove and the inner end point of the shoulder longitudinal grooves is W5', wherein the distance between 25% W5' and W5 is less than or equal to 75% W5 '.
Preferably, the Shore hardness of the central tire crown rubber layer is 61-67, the tensile strength is 15-20 Mpa, the elongation at break is 400-450%, the loss factor tan delta of the rubber material at 0 ℃ is 0.5-0.6, and the loss factor tan delta of the rubber material at 70 ℃ is 0.1-0.2; the Shore hardness of the shoulder crown rubber layer is 60-68, the tensile strength is 17-21 Mpa, the elongation at break is 500-600%, the loss factor tan delta of the rubber material at 0 ℃ is 0.55-0.65, and the loss factor tan delta of the rubber material at 70 ℃ is 0.1-0.2.
Preferably, the lower part of the cap ply layer is sequentially provided with a No. 2 belt ply layer, a No. 1 belt ply layer, a cord fabric body layer and an airtight layer; the distance between the end point of the shoulder crown rubber layer and the end point of the cap ply is W2, and W2 is more than or equal to 5 mm.
Preferably, the distance between the end point of the shoulder tyre cap rubber layer and the turn-up end point of the tyre cord body layer is W4, and the W4 is more than or equal to 10 mm.
Preferably, a shoulder wedge is arranged between the No. 1 belt ply and the cord fabric body ply; the distance between the end point of the shoulder crown rubber layer and the outer end point of the shoulder wedge is W3; w3 is not less than 5 and not more than 60% W4.
Preferably, the distance between the end point of the No. 1 steel wire belt ply and the end point of the cap ply is more than or equal to 3 mm; the distance between the end point of the No. 1 steel wire belt ply and the inner end point of the tire shoulder wedge is 5-25 mm.
Preferably, the thickness of the shoulder wedge at the end point of the 1# steel belt ply is more than or equal to 2.0 mm; the thickness of the shoulder wedge positioned at the end point of the crown belt layer is more than or equal to 2.0 mm; the distance between the groove bottom of the central longitudinal groove and the bottom of the base glue layer is more than or equal to 2 mm; the distance between the groove bottom of the shoulder longitudinal groove and the bottom of the base glue layer is more than or equal to 2 mm.
Preferably, the cap ply is at 0 ° to the tire circumferential direction; the angles of the No. 2 belt layer and the No. 1 belt layer in the circumferential direction of the tire are respectively 27-33 degrees; the angle between the cord fabric carcass layer and the circumferential direction of the tire is 88-90 degrees.
Preferably, the width of the No. 1 steel wire belt layer is more than or equal to 103% of the width of the tread cap running surface.
Compared with the prior art, the invention has the beneficial effects that:
according to the tire cap ply structure provided by the invention, the base rubber layer and the tire cap rubber layer are arranged on the upper part of the cap ply layer, the central longitudinal groove and the shoulder longitudinal groove are arranged on the tire cap rubber layer, the tire cap rubber layer is divided into two rubber types, namely the central tire cap rubber layer and the shoulder tire cap rubber layer, and the division angle of the central tire cap rubber layer and the shoulder tire cap rubber layer is limited, so that the grounding pressure of each area of the crown part can be optimized, the rigidity of the tire is improved, and the ground gripping performance of the tire is improved.
Furthermore, the driving comfort is improved and the safety performance and the high-speed performance of the tire are also improved by optimizing and adjusting the end point positions of the shoulder crown rubber layer, the shoulder wedge, the crown belt layer and the tire body turn-up end point.
Furthermore, in the invention, the angles of the cap ply layer, the belt ply layer and the cord fabric carcass layer are limited, so that the ground contact area of the tire is increased, the ground contact pressure of each area of the crown part is further optimized, the ground gripping performance of the tire is enhanced, the high-torque output of the EV pure electric vehicle during starting is met, and the dynamic response is quicker.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a schematic structural view of a tire crown structure of the present invention;
FIG. 2 is a schematic view of the structure when the shoulder longitudinal grooves are on the central crown gum layer;
FIG. 3 is a schematic view of the structure when the shoulder longitudinal grooves are on the shoulder cap ply;
the tire tread rubber comprises a 1-tire tread rubber layer, a 11-central tire tread rubber layer, a 12-shoulder tire tread rubber layer, a 2-base rubber layer, a 3-tire tread layer, a 4-2# tire tread layer, a 5-1# tire tread layer, a 6-tire carcass layer, a 7-airtight layer, 8-tire shoulder cushion rubber, an A-central longitudinal groove and a B-shoulder longitudinal groove.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
As shown in FIGS. 1 to 3, the invention provides a tire crown structure for an EV electric vehicle, which comprises a cap ply layer 3; the upper part of the cap ply layer 3 is sequentially provided with a base rubber layer 2 and a cap rubber layer 1; the tire crown rubber layer 1 extends from the middle of the running surface of the tire to the tire shoulder side; the tire crown rubber layer 1 is provided with a central longitudinal groove A and a shoulder longitudinal groove B positioned outside the central longitudinal groove A; the central crown rubber layer 11 close to the middle of the driving surface of the tire and the shoulder crown rubber layer 12 positioned outside the central crown rubber layer 11 divide the crown rubber layer 1 into two parts and form a dividing line L1; the division point of the central crown rubber layer 11 and the shoulder crown rubber layer 12 is a contact point of the central crown rubber layer and the shoulder crown rubber layer, which is far away from one end of the base rubber layer 2; the normal perpendicular line L2 is formed between the dividing point of the central crown rubber layer 11 and the shoulder crown rubber layer 12 and the surface of the base rubber layer 2 adjacent to the crown layer 3;
the tire tread rubber layer comprises a central tire tread rubber layer 11 and a shoulder tire tread rubber layer 12, wherein a central longitudinal groove A and a shoulder longitudinal groove B are sequentially arranged on a tire tread rubber layer 1; the central longitudinal groove A is adjacent to the middle of the tread surface of the tire, and the shoulder longitudinal groove B is adjacent to the shoulder side; the normal perpendicular line between the dividing point of the central crown rubber layer 11 and the shoulder crown rubber layer 12 and the base rubber layer 2 is L2; the division line of the central crown rubber layer 11 and the shoulder crown rubber layer 12 is L1; the included angle between the L2 and the L1 is more than or equal to 15 degrees.
In the invention, the base rubber layer 2 and the crown rubber layer 1 are arranged on the upper part of the cap ply layer 3, the central longitudinal groove A and the shoulder longitudinal groove B are arranged on the crown rubber layer 1, the crown rubber layer 1 is divided into two rubber types of a central crown rubber layer 11 and a shoulder crown rubber layer 12, and the division angle of the central crown rubber layer 11 and the shoulder crown rubber layer 12 is limited, so that the grounding pressure of each area of the crown can be optimized, the rigidity of the tire is improved, the ground gripping performance of the tire is improved, the rolling resistance of the tire is reduced, the energy loss is reduced, and the cruising ability of the vehicle is improved. In the present invention, further, the included angle between L2 and L1 is 30 °. It can be understood that when the included angle between L2 and L1 is less than 15 °, the appearance quality and dimensional yield of the extruded tread cannot meet the process requirements, and mass production cannot be realized. In the present invention, the division point of the central crown rubber layer 11 and the shoulder crown rubber layer 12 is the contact point of the two layers far away from one end of the base rubber layer.
In the invention, furthermore, the Shore hardness of the central crown rubber layer 11 is 61-67, the tensile strength is 15-20 Mpa, the elongation at break is 400-450%, the loss factor tan delta of the rubber material at 0 ℃ is 0.5-0.6, and the loss factor tan delta of the rubber material at 70 ℃ is 0.1-0.2; furthermore, the shore hardness of the central crown rubber layer 11 is 64, the tensile strength is 18Mpa, the elongation at break is 430%, the loss factor tan delta of the rubber material at 0 ℃ is 0.53, and the loss factor tan delta of the rubber material at 70 ℃ is 0.14.
In the invention, furthermore, the Shore hardness of the shoulder crown rubber layer 12 is 60-68, the tensile strength is 17-21 Mpa, the elongation at break is 500-600%, the loss factor tan delta of the rubber material at 0 ℃ is 0.55-0.65, and the loss factor tan delta of the rubber material at 70 ℃ is 0.1-0.2; furthermore, the shore hardness of the shoulder crown rubber layer 12 is 65, the tensile strength is 18Mpa, the elongation at break is 550%, the loss factor tan delta of the rubber material at 0 ℃ is 0.58, and the loss factor tan delta of the rubber material at 70 ℃ is 0.12. In the invention, through the design of multiple rubber types on the tire crown, the center of the tire crown adopts the central tire crown rubber layer 11 with a high ground gripping performance formula, and the tire shoulder adopts the shoulder tire crown rubber layer 12 with a low rolling resistance performance formula, so that the ground gripping performance of the tire is improved, the rolling resistance loss of the tire is reduced, and the cruising ability and the braking safety distance of the EV pure electric vehicle are improved.
In the invention, further, the shoulder longitudinal grooves B are located on the central crown rubber layer 11 or the shoulder crown rubber layer 12; when the shoulder longitudinal grooves B are positioned on the central crown rubber layer 11, the distance between the dividing point of the central crown rubber layer 11 and the shoulder crown rubber layer 12 and the outer end point of the shoulder longitudinal grooves B is W1, and the distance between the outer end point of the shoulder longitudinal grooves B and the shoulder points is TD 1; w1 not less than 3mm and not more than 40% TD 1; further, W1 is 7mm, and W1 is 23% TD 1.
Further, as shown in FIG. 3, when the shoulder longitudinal grooves B are positioned on the shoulder crown rubber layer 12, the distance between the dividing point of the central crown rubber layer 11 and the shoulder crown rubber layer 12 and the inner end point of the shoulder longitudinal grooves B is W5, and the distance between the outer end point of the central longitudinal groove A and the inner end point of the shoulder longitudinal grooves B is W5', wherein, the distance is not less than 25% W5' and not more than 75% W5 and not more than 75% W5 '; further, W5 is 50% W5'.
In the invention, a No. 2 belt layer 4, a No. 1 belt layer 5, a cord carcass layer 6 and an airtight layer 7 are further arranged on the lower part of the cap ply layer in sequence.
In the invention, further, the distance between the end point of the shoulder tyre cap rubber layer 12 and the end point of the tyre cap layer 3 is W2, and W2 is more than or equal to 5 mm; further, the W2 is 12 mm.
In the invention, further, the distance between the end point of the shoulder tyre cap rubber layer 12 and the turn-up end point of the cord fabric tyre body layer 6 is W4, and W4 is more than or equal to 10 mm; further, the W4 is 20 mm.
In the invention, further, a shoulder wedge 8 is arranged between the No. 1 belt layer 5 and the cord fabric body layer 6; the distance between the end point of the shoulder crown rubber layer and the outer end point of the shoulder wedge is W3; w3 is not less than 5mm and not more than 60% W4; further, W3 is 10mm, and W3 is 50% W4.
In the invention, further, the distance between the end point of the No. 1 steel belt 5 and the end point of the cap ply layer 3 is W6; w6 is more than or equal to 3 mm; further, W6 ═ 5 mm; the distance between the end point of the No. 1 steel wire belt layer 5 and the inner end point of the shoulder wedge 8 is W7; the W7 is 5-25 mm, and the W7 is 12-20 mm.
In the invention, the driving comfort is improved and the safety performance and the high-speed performance of the tire are also improved by optimizing and adjusting the end point positions of the shoulder crown rubber layer 12, the shoulder wedge 8, the crown ply 3 and the tire body turn-up end point.
In the present invention, since the cap ply 3, the 1# belt 5, the 2# belt 4 and the carcass ply 6 have a certain thickness, an upper end and a lower end are formed at the end of each structural layer, but the horizontal distance between the upper end and the lower end of each structural layer is negligible.
In the invention, further, the thickness of the shoulder wedge 8 at the end point of the No. 1 steel belt ply 5 is more than or equal to 2.0 mm; the thickness of the shoulder wedge 8 positioned at the end point of the cap ply 3 is more than or equal to 2.0 mm. Further, the thickness of the shoulder wedge 8 at the end point of the No. 1 steel belt 5 is 2.5 mm; the thickness of the shoulder wedge 8 at the end of the cap ply 3 is 2.5 mm.
In the invention, further, the distance between the groove bottom of the central longitudinal groove A and the bottom of the base glue layer 2 is more than or equal to 2 mm; the distance between the bottom of the shoulder longitudinal groove B and the bottom of the base glue layer 2 is more than or equal to 2 mm; furthermore, the distance between the groove bottom of the central longitudinal groove A and the bottom of the base glue layer 2 is 2.5 mm; the distance between the bottom of the shoulder longitudinal groove B and the bottom of the base glue layer 2 is 2.5 mm.
According to the invention, the driving comfort is improved by limiting the thickness of the base rubber layer 2 and the thickness of the shoulder wedge 8.
In the present invention, further, the cap ply 3 is at 0 ° to the tire circumferential direction; the angles between the No. 2 belt layer 4 and the No. 1 belt layer 5 and the circumferential direction of the tire are respectively 27-33 degrees; the angle between the cord fabric carcass layer 6 and the circumferential direction of the tire is 88-90 degrees.
In the invention, the width of the No. 1 steel belt layer 5 is more than or equal to 103% of the tread width T0.
According to the invention, the angles of the cap ply layer 3, the belt ply layer and the cord fabric carcass layer 6 are limited, so that the ground contact area of the tire is increased, the ground contact pressure of each area of the crown part is further optimized, the ground gripping performance of the tire is enhanced, the high-torque output of the EV pure electric vehicle during starting is met, and the dynamic response is quicker.
In the present invention, the cap ply layer 3 is made of a fiber, preferably aramid or aramid co-woven. Furthermore, the strength index of the fiber is 7000-.
In the invention, furthermore, the strength index of the steel wires In the steel wire belt layer is 11000-13000N/In, the breaking force of the steel wires is 400-650N/In, and the diameter of each steel wire is less than or equal to 0.30 mm; the diameter of the steel wire of the belt layer is 0.5mm-0.8 mm.
In the invention, the material of the cord carcass layer 6 is fiber, preferably aramid fiber and polyester, the strength index is 8000-.
Performance testing
1. Taking 255/45ZR19104W as an example, the shoulder longitudinal grooves are located on the central tire tread rubber layer, the specific scheme is shown in Table 1, and the performance test results are shown in tables 2-3. Wherein: the cap ply layer 3 is made of aramid fiber mixed weaving. The fiber had a tenacity index of 7112N x In, a breaking force of 280N/In and a diameter of 0.65 mm. The strength index of steel wires In the steel wire belt layer is 11836N/In, the breaking force of the steel wires is 420N/In, and the diameter of each steel wire is 0.30 mm; the diameter of the belt steel wire is 0.60 mm. The cord fabric carcass layer is made of polyester, the strength index of the cord fabric carcass layer is 9200N x root/In, the breaking force of the carcass layer is 400N/root, and the diameter of the carcass layer is 1.0 mm.
TABLE 1 crown construction scheme
TABLE 2 tire Performance test results
TABLE 3 outdoor evaluation test results of tires
As can be seen from Table 2, when w1 is less than 3mm, the high-speed and durability properties of the tire are greatly reduced, and a problem of crown chipping occurs; when w1 is more than 40%, although the tire has little change in high-speed and endurance performance, the rolling resistance is greatly increased, and the product performance is greatly affected. Through comprehensive data analysis, when the requirement that the W1 is more than or equal to 3mm and less than or equal to 40% TD1 is met, all indoor performances of the tire are optimal.
From table 3, it is concluded that when w1 is 3mm, the wet and dry handling performance of the tire is reduced, and the dry and wet braking distance lengthening performance is also reduced; when w1/TD1 is 45%, the dry and wet braking performance of the tire does not change much, but the comfort and wet handling performance are reduced. And through comprehensive data analysis, when the w1 is 7mm, the outdoor performance of the tire is optimal.
2. Taking 255/45ZR19104W as an example, the shoulder longitudinal grooves are located on the shoulder crown rubber layer, the specific scheme is shown in Table 4, and the performance test results are shown in tables 5-6. Wherein: the cap ply layer 3 is made of aramid fiber mixed weaving. The fiber had a tenacity index of 7112N x In, a breaking force of 280N/In and a diameter of 0.65 mm. The strength index of steel wires In the steel wire belt layer is 11836N/In, the breaking force of the steel wires is 420N/In, and the diameter of each steel wire is 0.30 mm; the diameter of the belt steel wire was 0.60 mm. The cord fabric carcass layer is made of polyester, the strength index of the cord fabric carcass layer is 9200N x root/In, the breaking force of the carcass layer is 400N/root, and the diameter of the carcass layer is 1.0 mm.
Table 4 crown construction scheme
TABLE 5 tire Performance test results
TABLE 6 outdoor evaluation test results of tires
As can be seen from table 5, when w5/w5' is 10%, the high-speed performance of the tire cannot meet the requirements of the GB/T4502 regulation, the endurance performance is greatly reduced, and crown cracking occurs; when w5/w5' is 90%, the high-speed performance of the tire cannot meet the GB/T4502 regulation requirement, the endurance performance is greatly reduced, and crown cracking occurs; comprehensive data analysis shows that when the condition that 25% W5' is not less than 25% and W5 is not less than 75% is met, all indoor performances of the tire can meet the requirements of regulations. When w5/w5' is 50%, tire rigidity, rolling resistance performance, high speed and durability are all the best.
From table 6, it is concluded that when w5/w5' is 25%, the tire exhibits a decrease in both dry braking and dry handling performance; when w5/w5' is 75%, the tire pattern noise does not change much, but comfort and dry and wet handling performance and dry and wet braking performance are degraded. Through comprehensive data analysis, when w5/w5' is 50%, all the outdoor performances of the tire are optimal.
3. Taking 255/45ZR19104W as an example, the shoulder longitudinal grooves are located on the central tire tread rubber layer, the specific scheme is shown in Table 7, and the performance test results are shown in tables 8-10. Wherein: the cap ply layer 3 is made of aramid fiber mixed weaving. The fiber had a tenacity index of 7112N x In, a breaking force of 280N/In and a diameter of 0.65 mm. The strength index of steel wires In the steel wire belt layer is 11836N/In, the breaking force of the steel wires is 420N/In, and the diameter of each steel wire is 0.30 mm; the diameter of the belt steel wire was 0.60 mm. The cord fabric carcass layer is made of polyester, the strength index of the cord fabric carcass layer is 9200N x root/In, the breaking force of the carcass layer is 400N/root, and the diameter of the carcass layer is 1.0 mm.
TABLE 7 crown construction scheme
TABLE 8 tire manufacturing results
As can be seen from table 8, when L1/L2 is 5 ° or L1/L2 is 10 °, the appearance quality, dimensional yield and other aspects of the extruded tread cannot meet the process requirements, and mass production cannot be achieved; when the L1/L2 is more than or equal to 18 degrees, the appearance quality, the size stability, the size qualification rate and the like of the extruded tire tread can meet the process requirements, and the mass production can be realized. Among them, when L1/L2 is 18 ° or 25 °, the difficulty of the process is low, and this is the best technical implementation. Since the scheme 2 and the scheme 3 cannot realize mass production, only the scheme 1, the scheme 4 and the scheme 5 are selected for subsequent performance comparison.
TABLE 9 tire Performance test results
TABLE 10 outdoor evaluation test results for tires
As can be seen from tables 9 and 10, when L1/L2 is 18 °, 25 ° or 45 °, the indoor performance of the tire is not greatly different, and both can meet the regulatory requirements; in the outdoor subjective and objective performance evaluation, compared with the case of the case 1, when L1/L2 is 18 °, and when L1/L2 is 25 °, the comfort, dry handling and dry braking of the tire are improved to different degrees, and when L1/L2 is 45 °, the wet handling, dry handling and dry braking of the tire are improved to different degrees.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN119610946A (en) * | 2024-12-13 | 2025-03-14 | 青岛双星轮胎工业有限公司 | Multifunctional tire tread |
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