CN115257237A

CN115257237A - All-steel radial tire

Info

Publication number: CN115257237A
Application number: CN202210837486.9A
Authority: CN
Inventors: 王�锋; 温晓伟; 陈雪梅; 马小刚; 李明; 郝洁洁; 杨梅; 张孟
Original assignee: Shandong Linglong Tyre Co Ltd
Current assignee: Shandong Linglong Tyre Co Ltd
Priority date: 2022-07-15
Filing date: 2022-07-15
Publication date: 2022-11-01

Abstract

The invention discloses an all-steel radial tire, which comprises a tire body; the inner liner is arranged on the inner side of the tire body; the belt layer is arranged on the outer side of the tire body and is used for hooping the tire body; the reinforcing layer, the reinforcing layer set up in inside tire shoulder department of inner liner, the reinforcing layer is used for fixing the tire shoulder of inner liner is tied up in the tire shoulder position through increasing the cord thread reinforcing layer of taking the angle of one deck, and the packing of first cavity has shoulder pad to glue, and the packing of second cavity has the pad to glue. The angle of the first belt layer is 40-70 degrees; the angles of the second belt layer, the third belt layer and the fourth belt layer are all 15-25 degrees. The reinforcing layer is a cord reinforcing layer, and the angle of the cord reinforcing layer is 15-30 degrees. The tire crown shoulder stress is improved, the tire crown shoulder rigidity is improved, and the problems of groove cracking, shoulder cracking and line exposure are avoided.

Description

All-steel radial tire

Technical Field

The application relates to the technical field of tires, in particular to an all-steel radial tire.

Background

A radial tire is a pneumatic tire in which carcass ply cords are arranged at an angle of 90 ° or nearly 90 ° to the crown centerline and the carcass is tightened with a belt. The radial tires are classified into all-steel radial tires, semi-steel radial tires, and all-fiber radial tires. The carcass and the band layer of the all-steel radial tire all adopt steel cords, and the carcass steel cords are only one layer.

The existing all-steel radial tire is easy to bend and deform in the using process, the binding force is reduced, the rigidity is reduced, and therefore the problems of groove cracks or shoulder cracks and line exposure are easy to occur.

Therefore, how to enhance the rigidity of the tire is a technical problem to be solved urgently by those skilled in the art.

Disclosure of Invention

The invention provides an all-steel radial tire for solving the technical problem of tire groove crack or shoulder crack in the prior art, which comprises:

a carcass;

the inner liner is arranged on the inner side of the tire body;

the belt layer is arranged on the outer side of the tire body and is used for hooping the tire body;

the reinforcing layer is arranged at the tire shoulder inside the inner liner and used for fixing the tire shoulder of the inner liner.

In some embodiments of the present application, the belt comprises:

a first belt layer arranged outside the carcass, the first belt layer being used for transiting the carcass to the belt layer;

and the second belt layer is arranged on the outer side of the first belt layer.

In some embodiments of the present application, the belt further comprises:

a third belt layer provided outside the second belt layer,

the fourth belt layer is arranged on the outer side of the third belt layer and used for protecting the belt layer;

the second belt layer and the third belt layer are used for hooping the tire body.

In some embodiments of the present application, the belt angle comprises:

the angle of the first belt layer is 40-70 degrees;

the angles of the second belt layer, the third belt layer and the fourth belt layer are all 15-25 degrees.

In some embodiments of the present application, the reinforcing layer is a cord reinforcing layer, and the angle of the cord reinforcing layer is 15 to 30 degrees.

In some embodiments of the present application, the inner liner layer is formed by compounding an air barrier rubber sheet and a transition layer rubber sheet.

In some embodiments of the present application, a first cavity is formed between the first belt layer, the second belt layer and the carcass.

In some embodiments of the present application, the first cavity is filled with shoulder cushion glue.

In some embodiments of the present application, a second cavity is formed between the second belt layer and the third belt layer.

In some embodiments of the present application, the second cavity is filled with a cushion rubber.

In some embodiments of the present application, a belt for a tire is improved, the belt comprising a first belt disposed outside the carcass and a second belt for transitioning the carcass to the belt; the second belt layer is arranged on the outer side of the first belt layer, the belt layer further comprises a third belt layer and a fourth belt layer, the third belt layer is arranged on the outer side of the second belt layer, the fourth belt layer is arranged on the outer side of the third belt layer, and the fourth belt layer is used for protecting the belt layer; the second belt layer and the third belt layer are used for hooping the tire body.

In some embodiments of the present application, a reinforcing layer and an inner liner layer of a tire are improved, the reinforcing layer is a cord reinforcing layer, and an angle of the cord reinforcing layer is 15 to 30 degrees. The inner liner is formed by compounding an air-tight layer rubber sheet and a transition layer rubber sheet. A first cavity is formed among the first belt layer, the second belt layer and the tire body. Shoulder pad glue is filled in the first cavity. And a second cavity is formed between the second belt layer and the third belt layer. And cushion rubber is filled in the second cavity. The tire is characterized in that a cord thread reinforcing layer with an angle bound to the tire shoulder part is added, and the inner liner rubber material is optimized at the tire shoulder part, so that the stress of the tire crown shoulder part is improved, and the rigidity of the tire crown shoulder part is improved.

By applying the technical scheme, the all-steel radial tire comprises a tire body; the inner liner is arranged on the inner side of the tire body; the belt layer is arranged on the outer side of the tire body and is used for hooping the tire body; the reinforcing layer, the reinforcing layer set up in inside tire shoulder department of inner liner, the reinforcing layer is used for fixing the tire shoulder of inner liner is through increasing the cord thread reinforcing layer of one deck constraint in the area angle at tire shoulder position, and first cavity packing has shoulder pad to glue, and the second cavity packing has the pad to glue. The tire crown shoulder stress is improved, the tire crown shoulder rigidity is improved, and the problems of groove cracking, shoulder cracking and line exposure are avoided.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 shows a schematic structural diagram of an all-steel radial tire of the present invention according to an embodiment of the present invention;

FIG. 2 shows an enlarged schematic view of a crown shoulder in an embodiment of the invention;

reference number legend, 1, lining layer; 2. a carcass; 3. a first belt layer; 4. a second belt layer; 5. a third belt layer; 6. a fourth belt layer; 7. a crown; 8. rubber padding; 9. shoulder pad glue; 10. a sidewall; 11. a reinforcing layer.

Detailed Description

The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.

In the description of the present application, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be construed as limiting the present application.

The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

In the prior art, the tire has the advantages of low rolling resistance, abrasion, long service life and the like, but in the later period of the actual use process, due to frequent bending deformation of a belt ply, the binding force is reduced, the abnormal abrasion of the shoulder part of the tire crown 7 is easily caused, and the quality problems of groove cracking, shoulder part cracking and the like are caused in serious cases; seriously affecting the service life of the tire. Meanwhile, in the production process, the problem of thread exposure in the tire is easy to occur due to the fluctuation of the process and the components.

Rolling resistance is rolling resistance. Is the resistance that an object will generate when rolling (or having a tendency to roll) over another object due to the deformation of the contact between the object and the support surface. Partly from the static friction and partly from the force caused by the pressure difference between the point of compression and the point of return of the tyre due to the hysteresis of the return of the elastomer. In short, this is due to the loss of efficiency caused by the elasticity of the tire (not only the tire, but also all elastic objects, such as shock absorbers, that is, using this principle). Generally applied to vehicle terminology.

The rolling resistance is divided into static friction and elastic force loss, which is essentially rolling friction.

The static friction force is formed by the continuous change of the contact surface of the object in the rolling process. When the object rolls actively (the object rotates actively to make the object move forwards), the static friction force applied to the tire and the ground is the power for driving the object to move forwards, and the static friction force applied to the object is not resistance force any more but power.

During the rotation of the wheel, the tyre is subjected to a constant deformation due to the pressure, which is not perpendicular to the ground but directed towards the centre of the circle. So that a part of resistance force is generated by the resolution of force. This is why under-inflated bicycles are laborious to ride.

If the contact object has infinite rigidity and is in the shape of an absolute sphere, the contact object is not a plane but a point in the rolling process. At the moment, only one line is contacted between the wheel and the supporting surface, the supporting force N is vertical to the supporting surface through the axle center of the round wheel, and the rolling resistance is zero.

Stiffness refers to the ability of a material or structure to resist elastic deformation when subjected to a force. Is an indication of the ease with which a material or structure can be elastically deformed. The stiffness of a material is usually measured by the modulus of elasticity E. In the macroscopic elastic range, stiffness is the proportionality coefficient of part load to displacement, i.e. the force required to cause a unit displacement. Its inverse is called compliance, i.e. displacement due to unit force. Stiffness can be divided into static stiffness and dynamic stiffness. Stiffness is the amount of external force required to cause a unit deformation of an object. Stiffness is related to the material properties, geometry, boundary support and the form of external forces acting on the object. The greater the elastic modulus and shear modulus (see the mechanical properties of the material) of the material, the greater the stiffness. The thin rods and the thin plates have small rigidity under the action of lateral external force, but if the thin rods and the thin plates are properly combined, the boundary support is reasonable, so that the rods only bear axial force, and the plates only bear force in a plane, so that the thin rods and the thin plates can also have larger rigidity.

In nature, both animals and plants need to be sufficiently rigid to maintain their shape. In engineering, some machines, bridges, buildings, aircrafts and ships have instability due to insufficient structural rigidity, or have catastrophic accidents such as flutter in a flow field and the like. In the design, it is therefore necessary to ensure sufficient rigidity of the structure according to the specification. However, the stiffness requirement is not absolute, for example, the stiffness of the spring in a spring balance depends on the weight range of the weighed object, and the cable needs to be reduced appropriately on the basis of ensuring sufficient strength.

The ability to resist deformation under static load is referred to as static stiffness. The ability to resist deformation under dynamic loads is referred to as dynamic stiffness, i.e., the dynamic force required to induce a unit amplitude. If the disturbance force changes very slowly (i.e. the frequency of the disturbance force is much smaller than the natural frequency of the structure), the dynamic stiffness is substantially the same as the static stiffness. The disturbance force changes very fast (i.e. when the frequency of the disturbance force is much greater than the natural frequency of the structure), the deformation of the structure is relatively small, i.e. the dynamic stiffness is relatively large. When the frequency of the interference force is close to the natural frequency of the structure, a resonance phenomenon exists, the dynamic stiffness is the smallest, namely the deformation is the most easy, and the dynamic deformation can reach several times or even dozens of times of the static load deformation.

The static load, namely the external force borne by the component does not change along with time, and the state of each point of the component does not change along with time, namely each mass point of the component has no acceleration. If the entire component or parts of the entire component change speed significantly under the action of an external force, a large acceleration occurs.

Dynamic load refers to a load that varies significantly with time, i.e., a load having a relatively large loading rate, including a short duration, fast acting impact load (e.g., an air hammer), a periodic load that varies periodically with time (e.g., an air compressor crankshaft), and a random load that varies non-periodically (e.g., an automobile engine crankshaft).

The deformation of the member often affects the work of the member, for example, excessive deformation of the gear shaft affects the gear meshing condition, excessive deformation of the machine tool reduces the machining accuracy, and the like. Factors influencing the rigidity are the elastic modulus and the structural form of the material, and changing the structural form has a significant influence on the rigidity. The calculation of stiffness is the basis of vibration theory and structural stability analysis. Under the condition of unchanged mass, the natural frequency is high when the rigidity is large. The stress distribution of the statically indeterminate structure is related to the stiffness ratio of the parts. In fracture mechanics analysis, the stress intensity factor of the crack-containing component can be determined from the compliance.

In general, the stiffness and the elastic modulus are not the same. Elastic modulus is a property of a material composition; while stiffness is a property of the structure. That is, elastic modulus is a microscopic property of a substance, while stiffness is a macroscopic property of a substance.

The rolling friction is much smaller than the maximum static friction and sliding friction, and in general, the rolling friction is only 1/40 to 1/60 of the sliding friction. Rolling the object on the ground is much less labour-intensive than sliding it while pushing it.

The tyre body 2 cord and buffer layer cord of the oblique crossing tyre are composed of multilayer rubber attached cord fabrics, and the number of layers of the tyre body 2 cord and the number of layers of the buffer layer of various tyres are different. However, the cords are arranged diagonally across each other, i.e. the individual plies are in one direction and the even plies are in the opposite direction. The carcass 2 of the radial tire has the cords arranged in the radial direction from one bead to the other bead around the wheel axis like the earth meridian. A tire crown 7 is arranged above the fourth belt layer 6, and a tire side 10 is arranged on one side of a tire shoulder of the tire body 2.

The invention provides an all-steel radial tire, as shown in figure 1, the tire comprises a tire body 2, an inner liner layer 1, a belt layer and a reinforcing layer 11;

a carcass 2;

an inner liner layer 1 arranged on the inner side of the tire body 2;

a belt layer disposed outside the carcass 2, the belt layer being used for hooping the carcass 2;

the belt ply (belt ply) is also called a support layer, a hard buffer layer and a stabilizing layer. Means a material layer for gripping the carcass 2 in the circumferential direction of the tread center line under the tread base of radial tires and belt bias tires. It mainly acts to tighten the carcass 2, in addition to its impact-mitigating action; for a radial tire, it is also the primary stressed component. Therefore, the high-strength, high-modulus and small-angle arranged cord thread should be used as the reinforcing material, and simultaneously, the cord thread is covered by the sizing material with high definite elongation and high hardness. There are also different types of belts, among which the so-called "zero-degree belt" is often mentioned. It is especially cord fabric arranged parallelly along the tyre circumference. The main function of the belt is to tighten the tire in popular terms.

And the reinforcing layer 11 is arranged at the tire shoulder in the inner liner layer 1, and the reinforcing layer 11 is used for fixing the tire shoulder in the inner liner layer 1.

In some embodiments of the present application, the belt layers comprise a first belt layer 3 and a second belt layer 4;

a first belt layer 3 is arranged outside the carcass 2, and the first belt layer 3 is used for transferring the carcass 2 to the belt layer;

the second belt layer 4 is provided outside the first belt layer 3.

In some embodiments of the present application, the belt further comprises a third belt 5 and a fourth belt 6;

a third belt layer 5 provided outside the second belt layer 4,

a fourth belt layer 6 disposed outside the third belt layer 5, the fourth belt layer 6 being for protecting the belt layer;

the second belt layer 4 and the third belt layer 5 are used for hooping the carcass 2.

In some embodiments of the present application, the belt angle comprises:

the angle of the first belt layer 3 is 40-70 degrees;

the angles of the second belt layer 4, the third belt layer 5 and the fourth belt layer 6 are all 15-25 degrees.

In some embodiments of the present application, the reinforcing layer 11 is a cord reinforcing layer 11, and the angle of the cord reinforcing layer 11 is 15 to 30 degrees.

In some embodiments of the present application, the inner liner 1 is formed by compounding an air barrier rubber sheet and a transition rubber sheet.

In some embodiments of the present application, a first cavity is formed between the first belt layer 3, the second belt layer 4 and the carcass 2. The first cavity is filled with shoulder cushion glue 98.

In some embodiments of the present application, a second cavity is formed between the second belt layer 4 and the third belt layer 5. And the inside of the second cavity is filled with cushion rubber 8.

In some embodiments of the present application, according to the first concept of the present application, a belt layer of a tire is improved, the belt layer includes a first belt layer 3 and a second belt layer 4, the first belt layer 3 is disposed outside the carcass 2, and the first belt layer 3 is used for transition from the carcass 2 to the belt layer; the second belt layer 4 is arranged outside the first belt layer 3, the belt layers further comprise a third belt layer 5 and a fourth belt layer 6, the third belt layer 5 is arranged outside the second belt layer 4, the fourth belt layer 6 is arranged outside the third belt layer 5, and the fourth belt layer 6 is used for protecting the belt layers; the second belt layer 4 and the third belt layer 5 are used for tightening the carcass 2.

In some embodiments of the present application, according to the second concept of the present application, a reinforcing layer 11 and an inner liner 1 of a tire are improved, the reinforcing layer 11 is a cord reinforcing layer 11, and an angle of the cord reinforcing layer 11 is 15 to 30 degrees. The inner liner layer 1 is formed by compounding an air-tight layer rubber sheet and a transition layer rubber sheet. A first cavity is formed between the first belt layer 3, the second belt layer 4 and the carcass 2. The first cavity is filled with shoulder cushion rubber 98. A second cavity is formed between the second belt layer 4 and the third belt layer 5. And the inside of the second cavity is filled with cushion rubber 8. The tire is characterized in that a cord thread reinforcing layer 11 with an angle and bound to the tire shoulder part is added, rubber of the inner liner layer 1 is optimized at the tire shoulder part, the stress of the shoulder part of the tire crown 7 is improved, and the rigidity of the shoulder part of the tire crown 7 is improved.

As shown in fig. 1 and 2, including the

matrix

2, 2 inboard of matrix are provided with inner liner 1, 2 outsides of matrix are provided with first belted

layer

3, 3 outsides of first belted layer are provided with second belted

layer

4, 4 outsides of second belted layer are provided with third belted

layer

5, 5 outsides of third belted layer are provided with fourth belted layer 6, 1 inside tire shoulder department of inner liner is provided with reinforcing layer 11, first belted layer 3 second belted layer 4 with matrix 2 is formed with first cavity, the inside packing of first cavity has shoulder pad glue 98. The first belted layer 3 plays a role in transition from the tire body 2 to a belted layer, the second belted layer 4 and the third belted layer 5 are both working layers, and the fourth belted layer 6 mainly plays a role in protection. And a tire crown 7 is arranged above the fourth belt layer 6, and a tire side 10 is arranged on one side of a tire shoulder of the tire body 2.

By applying the technical scheme, the all-steel radial tire comprises a tire body 2; the inner liner 1 is arranged on the inner side of the tire body 2; a belt layer provided outside the carcass 2 for hooping the carcass 2; the tire comprises a reinforcing layer 11, the reinforcing layer 11 is arranged at the tire shoulder position inside the inner liner layer 1, the reinforcing layer 11 is used for fixing the tire shoulder of the inner liner layer 1, the tire shoulder is bound to the tire shoulder position through the added layer, the cord reinforcing layer 11 with the angle is arranged at the tire shoulder position, the shoulder pad rubber 98 is filled in the first cavity, and the pad rubber 8 is filled in the second cavity. The shoulder stress of the tire crown 7 is improved, the rigidity of the shoulder of the tire crown 7 is improved, and the problems of groove crack, shoulder crack and line exposure are avoided.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims

1. An all-steel radial tire, characterized by comprising:

a carcass;

the inner liner is arranged on the inner side of the tire body;

2. The all-steel radial tire according to claim 1, wherein said belt comprises:

the first belt layer is arranged on the outer side of the tire body and used for transferring the tire body to the belt layer;

3. The all-steel radial tire according to claim 2, wherein said belt further comprises:

a third belt layer arranged outside the second belt layer;

4. An all-steel radial tire according to claim 3, wherein said belt angle comprises:

the angle of the first belt layer is 40-70 degrees;

5. The all-steel radial tire according to claim 1, wherein said reinforcing layer is a cord reinforcing layer, and an angle of said cord reinforcing layer is 15 to 30 degrees.

6. The all-steel radial tire according to claim 1, wherein said inner liner is composed of a combination of an air-tight layer rubber sheet and a transition layer rubber sheet.

7. The all-steel radial tire of claim 4, wherein a first cavity is formed between said first belt, said second belt and said carcass.

8. The all-steel radial tire according to claim 7, wherein the first cavity is filled with shoulder cushion rubber.

9. The all-steel radial tire according to claim 4, wherein a second cavity is formed between said second belt layer and said third belt layer.

10. The all-steel radial tire according to claim 9, wherein the second cavity is filled with cushion rubber.