CN212289396U

CN212289396U - Motorcycle or electric vehicle tyre with 0-degree variable winding density belt ply

Info

Publication number: CN212289396U
Application number: CN202020332670.4U
Authority: CN
Inventors: 王继荣; 许敏强; 庞军华; 任学鹏; 叶繁; 方厚勇; 陈荣超; 卢阳东
Original assignee: Zhongce Rubber Group Co Ltd
Current assignee: Zhongce Rubber Group Co Ltd
Priority date: 2020-03-17
Filing date: 2020-03-17
Publication date: 2021-01-05
Anticipated expiration: 2030-03-17

Abstract

The application relates to the technical field of motorcycle or electric vehicle tires, in particular to a motorcycle or electric vehicle tire with a 0-degree variable winding density belted layer. A motorcycle or electric vehicle tire with a 0-degree variable winding density belt layer comprises a carcass ply 0-degree belt layer, a tire side part, a tire crown part, a steel wire ring, a bead filler and an inner liner layer; the 0-degree belt layer is wound by adopting a single cord or a plurality of cords wound side by side; the winding density of the cords of the 0-degree belt layer is gradually increased from the shoulder portion to the crown portion. The strength of the tire crown part can be enhanced by gradually increasing the winding density of the tire shoulder part to the tire crown part, the rolling resistance of the tire is reduced while the total weight of the tire is reduced, and the lack of traction force during turning caused by insufficient rigidity of the tread is improved.

Description

Motorcycle or electric vehicle tyre with 0-degree variable winding density belt ply

Technical Field

The application relates to the technical field of motorcycle or electric vehicle tires, in particular to a motorcycle or electric vehicle tire with a 0-degree variable winding density belted layer.

Background

The electric vehicle, as a medium-short distance vehicle which has been developed in recent years, has a high requirement on the cruising ability of the electric vehicle because electric power is adopted as driving power. In addition to the direct means of increasing battery capacity, reducing rolling resistance of the electric vehicle tire can also improve cruising ability.

Disclosure of Invention

In order to solve the above-mentioned technical problems, the present application aims to provide a 0 degree variable winding density belt for a motorcycle or electric vehicle tire, which can increase the strength of a tire crown part by gradually increasing the winding density of a tire shoulder part toward the tire crown part, reduce the rolling resistance of the tire while reducing the total weight of the tire, and improve the lack of traction force during cornering caused by insufficient tread stiffness.

In order to achieve the above purpose, the solution of the application is:

a motorcycle or electric vehicle tire with a 0-degree variable winding density belt layer comprises a carcass ply 0-degree belt layer, a tire side part, a tire crown part, a steel wire ring, a bead filler and an inner liner layer; the 0-degree belt layer is wound by adopting a single cord or a plurality of cords wound side by side; the winding density of the cords of the 0-degree belt layer is gradually increased from the shoulder portion to the crown portion.

As a further improvement, the cord wrap density variation of the 0 degree belt is from 0.20 to 0.40 times the shoulder wrap overlap, progressively increasing to 0.60 to 0.80 times the crown wrap overlap. The cord wrap density variation for the preferred 0 degree belt is progressively encrypted from 1/3 for the shoulder wrap overlap to 2/3 for the crown wrap overlap.

As a further improvement, the 0 degree belt is formed by spirally winding a belt-like portion of smaller width in which one or more cords are wrapped with rubber.

As a further improvement, the width of the 0-degree belt ply is 4-8 mm.

As a further improvement, the thickness of the 0-degree belt ply is 0.6-1.4 mm.

As a further improvement, the ratio delta W1 of the width W0 of the 0-degree belt layer to the width Wb of the driving surface ranges from 0.75 to 0.9.

As a further improvement, the winding angle of the 0-degree belt layer is 0-5 degrees.

As a further improvement, the cord used in the 0-degree belt layer can be nylon, steel wire or aramid; the cords of the carcass ply are composed of nylon cords.

As a further improvement, the crossing angle of the 0-degree belt ply can be controlled within 10-40 degrees.

In view of the above-described technical solutions, the present application proposes a tire using a so-called seamless belt ply as a belt layer in which cords are spirally wound in a manner substantially parallel to the circumferential direction of the tire. Since such a belt layer has a strong binding force in the circumferential direction and has no seam, a great advantage is exhibited in uniformity. Another advantage of this belt is that the strength of the crown portion of the tire is increased by the gradual increase in the winding density of the shoulder portion toward the crown portion, the rolling resistance of the tire is reduced while the total weight of the tire is reduced, and the lack of traction during cornering due to insufficient tread stiffness is improved.

After the technical scheme is adopted, the strength and the rigidity of the crown part of the tire are enhanced through the belt ply with the winding density gradually increased from the shoulder part to the crown part, and the following effects can be realized:

1. the rolling resistance of the tire can be reduced by 3% -6% while the strength of the tire is guaranteed.

2. Through the meridional structural design, the rigidity of the crown part is improved, the softness and the comfort of the tire side are improved, and the weight of the whole tire is reduced by 2-5%.

3. The winding density of the belt layer is gradually increased from the tire shoulder part to the tire crown part, so that when the tire turns, the rigidity of the crown part is gradually reduced and transited to the tire shoulder part, the defect of traction force during turning caused by insufficient tread rigidity is improved, the gradually enhanced buffer strength can be generated from the tire crown part to the tire shoulder part area, the sufficient buffer deformation capacity is exerted during running, and the comfort performance of the tire is ensured.

Drawings

FIG. 1 is a schematic view of a tire carcass structure of an electric vehicle according to the present application.

FIG. 2 is a schematic view of a 0 degree variable winding density belt for an electric vehicle tire according to the present application.

Detailed Description

Embodiments of the present application are explained below with reference to the drawings:

as shown in fig. 1, a motorcycle or electric vehicle tire with a belt layer of 0 degree variable winding density comprises:

a carcass ply 6 (one or two plies), a 0-degree belt 7, a sidewall portion 3, a crown portion 4, a bead ring 1, a bead filler 2, and an inner liner 5. The tyre comprises a tyre body and a lining layer, wherein the lining layer is positioned on the inner side of the tyre body, the lining layer is positioned on the outer side of the lining layer 5, the tyre body comprises a crown part 4, a sidewall part 3 positioned below two sides of the crown part 4 and a steel wire ring 1, and two ends of the lining layer 6 are wound around the steel wire ring 1 respectively and are turned outwards.

Further, as shown in FIG. 2, the 0-degree belt 7 is formed by spirally winding a belt-like portion of a small width in which one or more cords are woundWrapping with rubber. The width of the 0 degree belt layer 7 is 6mm, the thickness is 1.0mm, and the width W of the 0 degree belt layer 7₀Width W of running surface_bRatio Delta W₁The winding angle of the 0-degree belted layer 7 is 0-5 degrees, the cord thread used by the 0-degree belted layer 7 can be nylon, steel wire or aramid fiber, and the cord thread of the carcass ply is composed of nylon cord threads. The winding density of the 0-degree belt layer 7 is gradually increased from the shoulder part to the crown part, and the cord winding density of the 0-degree belt layer 7 is changed from 1/3 of the shoulder winding lap amount to 2/3 of the crown winding lap amount. When the tire runs in a turn, the rigidity of the crown part is gradually reduced and transited to the shoulder part, so that the defect of traction force during the turn caused by insufficient rigidity of the tread is improved, the gradually enhanced buffer strength can be generated from the crown part to the shoulder part area, the sufficient buffer deformation capacity is exerted during the running, and the comfort performance of the tire is ensured.

To further ensure the comfort of the tire, the crossing angle of the carcass ply 6 may be controlled to be 25 degrees (e.g., one ply, the angle is set to be 90 degrees).

Test example 1

Various electric vehicle tires were manufactured and subjected to performance test and evaluation using the structure of the present application as shown in fig. 1 (table 1).

TABLE 1 Performance test data for four types of electric vehicle tires

Note: example 1 is a single carcass nylon winding; example 2 double carcass nylon winding; example 3 single layer belted wire winding; example 4 is a conventional bias tire (comparative example) of a non-wound double-layer steel wire structure.

Test example 2

Electric vehicle tyre rolling resistance (power) contrast test

Equipment: a German power machine;

and (3) testing conditions are as follows: load 85kg, speed 35km/h, test average power for one minute after preheating

Simulation calculation standard: the vehicle weight is 110KG (including a battery), and the passenger weight is 70KG, theoretically, the single wheel load of the test is 85KG according to the standard of 120KG (110+ 70: 180/3 × 2) (since the maximum load of the device can only be 85 KG).

TABLE 2 Rolling resistance test data of four electric vehicle tires

By comparing the vehicle with the test tire with the common tire, the endurance of the preferred embodiment can be improved by 3% under the same test condition. Meanwhile, the comfort and the over-bending capability of the tire are evaluated by adopting the sense of the driver, and the embodiment is superior to the former embodiment.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention, including any reference to the above-mentioned embodiments. Various modifications to these embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A motorcycle or electric vehicle tire with a 0-degree variable winding density belt layer comprises a carcass ply 0-degree belt layer, a tire side part, a tire crown part, a steel wire ring, a bead filler and an inner liner layer; the 0-degree belt layer is wound by adopting a single cord or a plurality of cords wound side by side; the tire is characterized in that the winding density of cords of the 0-degree belt layer is gradually increased from the tire shoulder part to the tire crown part.

2. A 0 degree variable wind density belt tire for motorcycles or electric vehicles as claimed in claim 1, wherein the cord wind density variation of the 0 degree belt is from 0.20 to 0.40 times the amount of the shoulder wind lap and gradually increases to 0.60 to 0.80 times the amount of the crown wind lap.

3. A 0 degree variable wind density belt tire for motorcycles or electric vehicles as claimed in claim 1 wherein the cord wind density variation of 0 degree belt is gradually encrypted from 1/3 for shoulder wind lap to 2/3 for crown wind lap.

4. A 0 degree variable wind density belt tire for motorcycles or electric vehicles as claimed in claim 1 wherein said 0 degree belt is formed by spirally winding a ribbon portion of smaller width with one or more cords wrapped in rubber.

5. A 0 degree variable winding density belt tire for motorcycles or electric vehicles as claimed in claim 1, wherein said 0 degree belt has a width of 4 to 8 mm.

6. A 0 degree variable wind density belt tire for motorcycles or electric vehicles as claimed in claim 1, wherein said 0 degree belt has a thickness of 0.6 to 1.4 mm.

7. A 0 degree variable wind density belt tire for motorcycles or electric vehicles as claimed in claim 1, wherein said 0 degree belt has a width W₀Width W of running surface_bRatio Delta W₁The range is 0.75 to 0.9.

8. A0 degree variable winding density belt tire for motorcycle or electric vehicle as claimed in claim 1, wherein the winding angle of 0 degree belt is 0-5 degree.

9. A 0 degree variable winding density belt for motorcycle or electric vehicle tire as claimed in claim 1, wherein the cord used in said 0 degree belt can be nylon, steel wire or aramid; the cords of the carcass ply are composed of nylon cords.

10. A tire for motorcycle or electric vehicle with 0 degree variable winding density belt layer according to claim 1, wherein the crossing angle of the 0 degree belt layer cord ply can be controlled in 10-40 degrees.