CN215360779U

CN215360779U - Load-carrying all-steel tire with optimized tire body profile

Info

Publication number: CN215360779U
Application number: CN202121645783.0U
Authority: CN
Inventors: 孙丽娟; 黄春莲; 黄耀华; 黄学海
Original assignee: Anhui Giti Radial Tire Co Ltd
Current assignee: Anhui Giti Radial Tire Co Ltd
Priority date: 2021-07-19
Filing date: 2021-07-19
Publication date: 2021-12-31
Anticipated expiration: 2031-07-19

Abstract

The utility model discloses a load-carrying all-steel tire with an optimized tire body profile, which relates to the field of tires and comprises a tire body, the carcass forms a virtual straight line L extending in the tire radial direction at the end point of the overlapping region of the crown portion and the belt, the utility model has simple structure, and by optimizing the carcass profile, the radial curvature radius of the tire body and the circumferential curvature radius of the tire body are correspondingly adjusted, so that the tire has a larger inner diameter in the tire cavity compared with the maximum section width of the tire body and a larger overlapping area of the crown tire body and the belt layer can be obtained, can increase the tension of the crown carcass and the belt layer to a certain extent, increase the rigidity of the crown, reduce the deformation of the whole crown, in addition, the maximum section width of the tire is relatively reduced, the rigidity of the tire side can be increased, the deformation of the tire side can be reduced, and the rolling resistance of the tire can be effectively reduced and the overall performance of the tire can be improved through the size limitation.

Description

Load-carrying all-steel tire with optimized tire body profile

Technical Field

The utility model relates to the field of tires, in particular to a load-carrying all-steel tire with an optimized tire body profile.

Background

The direct contact component of the tire and the ground is a tread, and the energy dissipation of the tread part has the influence on the rolling resistance of the tire, which accounts for about 60-70%. Meanwhile, the stress and deformation of the tread are important factors influencing the grounding performance and the durability of the tire. The rolling resistance of the tire is influenced by factors such as the formula of rubber materials, the profile structure, the weight, the characteristics of framework materials and the like, and all influencing factors need to be comprehensively considered for reducing the rolling resistance.

The interaction between the various service properties of a tire affects the parameters that affect the rolling resistance properties as well as the wear and durability properties of the tire. In the concrete implementation process, the prior art reduces the rolling resistance by adopting the adjustment of the tire profile and the tire structure, but the tire durability and the uneven wear resistance performance are reduced at the same time.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a heavy-duty all-steel tire with an optimized tire body outline, which solves the problems in the background technology through adjusting the relative size of the tire body outline.

In order to achieve the purpose, the utility model provides the following technical scheme:

a heavy-duty all-steel tire with optimized carcass profile, which comprises a carcass, wherein the carcass forms a straight line L extending along the radial direction of the tire at the end point of the overlapping area of a crown part and a belt layer, the height from the intersection point of the straight line L and the carcass to the rim engagement position is Sh, the axial width between the straight line L and the outermost end point of the carcass along the axial direction of the tire is Cw1, and the ratio range between Sh and Cw1 satisfies the following conditions: Sh/Cw1 is more than or equal to 2.45.

As a further scheme of the utility model: the ratio range between Sh and Cw1 satisfies: Sh/Cw1 is more than or equal to 2.45 and less than or equal to 2.9.

Compared with the prior art, the utility model has the beneficial effects that: the tire has a novel structure, the tire body profile is optimized, and the radial curvature radius and the circumferential curvature radius of the tire body are correspondingly adjusted, so that the tire has a larger inner diameter of the tire cavity compared with the maximum section width of the tire body, and the tire body at the crown part and a belted layer can have a larger overlapping area, the stress of the tire body at the crown part and the belted layer can be increased to a certain extent, the rigidity of the crown part is increased, the deformation of the whole crown part is reduced, in addition, the relative reduction of the maximum section width of the tire is realized, the rigidity of the tire side can be increased, the deformation of the tire side can be reduced, and the rolling resistance of the tire can be effectively reduced and the overall performance of the tire can be improved through the size limitation.

Drawings

FIG. 1 is a schematic structural view in cross section of a tire;

in the figure: 1-crown portion, 2-sidewall portion, 3-bead portion, 4-carcass, 5-belt layer.

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.

In the embodiment of the utility model, the heavy-duty all-steel tire with the optimized carcass profile comprises a carcass 4, wherein the carcass forms a straight line L extending along the radial direction of the tire at the end point of the overlapping area of a crown part and a belt layer, the height Sh from the intersection point formed by the straight line L and the carcass to the rim contact position is not less than 2.45 times of the maximum radial section width Cw1 of the carcass, namely Sh/Cw1 is not less than 2.45, and preferably 2.45 is not less than Sh/Cw1 is not more than 2.9.

Given the limitation on the ratio of Sh/Cw1, the tire has a greater inside diameter compared to the maximum cross-sectional width of the carcass, or a greater overlap of the crown carcass with the belt, or a smaller maximum cross-sectional width compared to the inside diameter, the variation in Sh is positively correlated to the variation in inside diameter. The variation of Cw1 is positively correlated with the maximum cross-sectional width and negatively correlated with the overlap area of the crown carcass and belt. The relative value of the inner diameter of the tire body is increased, so that the tension of the tire side part is unchanged, the tension of the tire body and the belt layer at the crown part is increased, the rigidity of the crown part is increased, and the deformation of the whole crown part is reduced; in addition, the increase in the inner diameter of the tire tube also contributes to the load-bearing performance of the tire. The relative reduction of the maximum cross-sectional width increases sidewall stiffness and reduces sidewall deformation, which reduces tire rolling resistance, whether the tire crown or tire sidewall deformation is reduced.

The principle is that according to the film stress theory of the tire, namely the Laplace equation, the relationship between the stress of any point on a curved surface and the internal pressure and the curvature radius of the point is as follows: p/t is σ s/Rs + σ t/Rt. Wherein P is inflation pressure, t is film thickness, sigma s is radial stress, sigma t is circumferential stress, Rs is a first curvature radius of a stress point on a curved surface, and Rt is a second curvature radius of the stress point on the curved surface. Under the condition of constant air pressure P and thickness t, the hoop stress and the curvature radius are unchanged, and the radial curvature radius Rs is increased, so that the radial stress (crown rigidity) is increased; the radial stress and the radius of curvature are unchanged, and the hoop radius of curvature Rt increases, so the hoop stress (lateral stiffness) increases. The carcass of the tire can be regarded as a thin film, the inner diameter of the radial tire inner is increased, and the rigidity of the crown part is increased; the hoop stress increases with decreasing maximum section width, and the sidewall stiffness increases.

By limiting the Sh/Cw1 ratio range, the crown carcass and the belt layer have larger overlapping area, when the tire is inflated, the stress of the belt layer can be reduced, the tension of the belt layer is enabled to be smooth excessively (the tension of the belt layer is reduced to zero at the end part), and the shear strain of the end part of the belt layer is reduced, so that the rolling resistance is reduced.

To verify that the above-described limits on the ratio of Sh/Cw1 result in a reduction in tire rolling resistance, the present invention utilizes a tire size of 385/65R22.5 and makes the following experimental verification (see table 1):

	conventional example	Example 1	Example 2	Example 3	Example 4	Comparative example 1
							Sh/Cw1	2.3	2.45	2.6	2.75	2.9	3.05
Rolling resistance index	100	102	103	104	104.5	104.7

TABLE 1

From the experiment in table 1 it can be derived: the rolling resistance index is gradually increased (the larger the rolling resistance index is, the better the rolling resistance index is) along with the increase of the Sh/Cw1, the influence effect on the rolling resistance of the tire is reduced along with the increase of the Sh/Cw1 ratio within the range of the ratio of 2.45 to 2.9, and when the ratio exceeds 2.9, the ground contact rectangularity of the tire is lower than 90 percent, namely: the crown part of the tire can grow unevenly, so that abnormal abrasion of the tire is caused; within the above ratio range, a relative increase in the outer diameter of the tire or a relative decrease in the maximum cross-sectional width can be achieved, which can correspondingly increase the rigidity of the tire to some extent.

The tire has the advantages that the structure is novel, the running is stable, the radial curvature radius of the tire body and the circumferential curvature radius of the tire body are correspondingly adjusted by optimizing the profile of the tire body, so that the tire has a larger inner diameter of the tire cavity compared with the maximum section width of the tire body, and the tire body and the belted layer at the crown part can have a larger overlapping area, the tension of the tire body and the belted layer at the crown part can be increased to a certain extent, the rigidity of the crown part is increased, the deformation of the whole crown part is reduced, in addition, the relative reduction of the maximum section width of the tire is realized, the rigidity of the tire side can be increased, the deformation of the tire side can be reduced, the rolling resistance of the tire can be effectively reduced through the size limitation, and the overall performance of the tire is improved.

It will be evident to those skilled in the art that the utility model 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 utility model 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

1. A heavy-duty all-steel tire with optimized carcass profile, which comprises a carcass and is characterized in that the carcass forms a straight line L extending along the radial direction of the tire at the end point of the overlapped area of a crown part and a belt layer, the height from the intersection point formed by the straight line L and the carcass to a rim engagement position is Sh, the axial width between the straight line L and the outermost end point of the carcass along the axial direction of the tire is Cw1, and the ratio range between Sh and Cw1 satisfies the following conditions: Sh/Cw1 is more than or equal to 2.45.

2. A carcass-profile-optimized heavy-duty all-steel tire according to claim 1, characterized in that the range of ratios between Sh and Cw1 satisfies: Sh/Cw1 is more than or equal to 2.45 and less than or equal to 2.9.