CN215883211U - Novel structure of belted layer of all-steel load radial tire - Google Patents
Novel structure of belted layer of all-steel load radial tire Download PDFInfo
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Abstract
The utility model provides a novel structure of an all-steel load radial tire belt ply, which comprises a first belt ply, a second belt ply, a third belt ply and a fourth belt ply which are sequentially arranged from a tire body layer to the outside; the winding angle of the first belt layer cord is 24 degrees; the winding angle of the second belt cord is 15 °; the winding angle of the third belt layer and the fourth belt layer cords is 0 °. The utility model can effectively optimize the grounding characteristic of the tire, improve the problem of abnormal wear of the tire shoulder, and simultaneously improve the durability, and the unit abrasion is improved by 80%.
Description
Technical Field
The utility model relates to a belt structure, in particular to a novel structure of a belt of an all-steel truck radial tire.
Background
The overload phenomenon of the vehicle is greatly reduced, the road condition is gradually improved, the improvement of the heavy-duty tire is developed, the improvement direction is high wear resistance, low oil consumption, high comfort, low rolling resistance, low failure rate and high cost performance, and the research of the green tire is the main trend at present. The problem of tire shoulder eccentric wear is common in various types of tires, great trouble is brought to drivers, and improvement is urgently needed.
The tire is a typical elastic structure body with a compound core of rubber and framework materials, mainly comprises a tread, a belt ply, a tire body, a tire bead and a tire side, wherein the belt ply determines the shape of the tire and the initial stress caused by internal pressure in tire components, bears 60% -70% of the tensile force in the circumferential direction of the tire and is a key bearing part of a radial tire. Along with the execution of relevant national policies, the overload phenomenon of the vehicle is greatly reduced, the road condition is gradually improved, the heavy-duty tire is gradually developed to a green tire, and the improvement direction of high wear resistance, low rolling resistance, high comfort and long service life is the improvement direction of the heavy-duty tire. The existing all-steel radial ply load inner tube belt layer materials all adopt steel wire cords, and the structure is generally a 0-degree belt layer structure. The belt ply is made of different materials, the angle is changed, and different structures have certain influence on the load capacity, the outer edge size, the strength, the grounding impression, the rigidity, the rolling resistance, the durability, the high-speed performance and the like of the tire.
The belt ply of the heavy-duty radial tire generally consists of three to four layers of steel wire cords, the adopted structural form is usually an overlapping type, and the belt ply is selected according to different tire specifications and use conditions. At present, several belt ply structures which are commonly used in China mainly comprise a four-layer belt ply structure, a three-layer belt ply structure, a 0-degree belt ply structure and a three-layer half-belt ply structure; the foreign belted layer structure is more developed soundly and comprises a wave-shaped belted layer structure, a full-0-degree winding type belted layer structure and an asymmetric belted layer structure.
At present, four-layer belt ply structures, 0-degree belt ply structures and 0-degree winding type belt ply structures are applied to all-steel load radial tires. The structure comprises four belted layers, wherein the first belted layer is a transition layer with a large angle, the second belted layer and the third belted layer with an angle of about 18 degrees are main working layers, the fourth belted layer is a protective layer, the structure has small constraint on outward expansion of a tire body, and crown burst is easy to occur in the use process of the all-steel heavy-duty tire adopting the structure;
the 0-degree belt structure is formed by three belt layers and 2 0-degree belt layers with the width of 20mm-50mm attached to the left tire shoulder part and the right tire shoulder part respectively, the problem of crown explosion is solved due to the improved structure, but the 0-degree belt of the shoulder part is greatly bound, so that the abnormal abrasion of the tire shoulder part of the tire is caused;
the 0 degree winding type belt ply is characterized in that a small belt ply which is composed of 3-4 steel wires and has the width smaller than 10mm is spirally wound in the circumferential direction to form a winding layer which is equivalent to the width of the first belt ply, and the angle of the belt ply is close to 0 degree. The belt ply has certain improvement effect on the characteristics of shoulder space and grounding, but the forming equipment needs to be modified, so that the cost is higher.
Accordingly, there is a need for improvements in the art.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a novel high-efficiency belt structure of an all-steel truck radial tire.
In order to solve the technical problem, the utility model provides a novel structure of an all-steel truck radial tire belt ply, which comprises a first belt ply, a second belt ply, a third belt ply and a fourth belt ply which are sequentially arranged from a tire body layer to the outside;
the winding angle of the first belt layer cord is 24 degrees;
the winding angle of the second belt cord is 15 °;
the winding angle of the third belt layer and the fourth belt layer cords is 0 °.
As an improvement on the novel structure of the belted layer of the all-steel truck radial tire, the utility model comprises the following steps:
the edge part of the first belt ply is wrapped with a first rubber sheet;
filling a gap of a width difference between the first belt layer and the second belt layer with a second rubber sheet;
and a third rubber sheet covers one side of the second belt ply, and the third rubber sheet reversely wraps the edge of the second belt ply.
As an improvement on the novel structure of the belted layer of the all-steel truck radial tire, the utility model comprises the following steps:
among the first belt layer, the second belt layer, the third belt layer and the fourth belt layer, the width of the second belt layer is the largest;
the ratio of the second belt layer to the width of the driving surface is 0.88;
the difference between the first belt layer and the second belt layer is 10 mm;
the difference between the third belt ply and the second belt ply is 10-30 mm.
As an improvement on the novel structure of the belted layer of the all-steel truck radial tire, the utility model comprises the following steps:
the third belt ply and the fourth belt ply are formed by four 0-degree belt ply components with the width of 24mm-45mm in a side-by-side attaching and winding mode for 2 circles.
The novel structure of the belted layer of the all-steel load radial tire has the technical advantages that:
according to the utility model, through research on different belt ply structures and angles, the third and fourth belt plies adopt 0-degree high-elongation steel wires, so that the tire profile is reasonably tightened, and the problem of tire crown explosion is prevented; the belt ply has the advantages of uniformly dispersing stress, uniform grounding pressure, improving the rectangular coefficient of grounding marks, effectively improving the problems of shoulder space and abnormal tire shoulder wear, greatly improving unit abrasion, improving the durability and the service life of the tire, reducing rolling resistance and being beneficial to environmental protection. And the molding equipment does not need to be independently modified.
The utility model can effectively optimize the grounding characteristic of the tire, improve the problem of abnormal wear of the tire shoulder, and simultaneously improve the durability, and the unit abrasion is improved by 80%.
Drawings
The following describes embodiments of the present invention in further detail with reference to the accompanying drawings.
FIG. 1 is a schematic cross-sectional view of a tire having a full 0 degree steel wire wrap belt construction;
FIG. 2 is a schematic view of the application direction and angle of the first belt ply;
FIG. 3 is a schematic view of the bonding direction and angle of the second tape layer;
FIG. 4 is a schematic view of the bonding direction and angle of the third/fourth tape layers (4 tape layers wound by 0 degree of equal width for 2 turns);
FIG. 5 is a schematic view showing the bonding in the first to fourth embodiments;
FIG. 6 is a plan one and plan outline scan;
FIG. 7 is a plan three and plan four outer contour scans;
FIG. 8 sink rate comparison graph;
FIG. 9 ground factor comparison;
FIG. 10 is a graph of grounding coefficient versus endurance time;
FIG. 11 is a graph of mileage and unit wear trend.
Detailed Description
The utility model will be further described with reference to specific examples, but the scope of the utility model is not limited thereto.
Example 1, a novel structure of an all-steel heavy duty radial tire belt, as shown in fig. 1 to 11, includes a first belt 1, a second belt 2, a third belt 3, and a fourth belt 4 arranged in this order from the carcass layer outward.
With the radial direction of the tire as 0 degrees.
The first belt ply 1 and the second belt ply 2 are working layers, have the same steel wire structure and density, are generally high-strength or ultrahigh-strength steel wires, and need the minimum breaking force of cord fabric to be more than 2000N.
The winding angle of the cords of the first belt layer 1 is 24 degrees; the difference between the first belt layer 1 and the second belt layer 2 is 10 mm; the width of the first belt layer 1 is 160mm, the width of the second belt layer 2 is 180mm, and the difference is (180- & ltSUB & gt 160- & ltSUB & gt)/2 is 10 mm.
The winding angle of the cord of the second belt layer 2 is-15 degrees, the width of the second belt layer 2 is widest and is close to the width of the running surface of the tire; the ratio of the widest second belt layer 2 to the running surface width is 0.88;
the third belted layer 3 and the fourth belted layer 4 are high-extensibility steel wires, the breaking elongation is required to be more than 4.5 percent, the winding angle of the cord is 0 degree, and the cord is formed by the way that four 0-degree belted layer assemblies with the width of 24mm-45mm are attached and wound for 2 circles side by side. The difference between the third belt ply 3 and the fourth belt ply 4 and the second belt ply 2 is between 10mm and 30 mm; the third belted layer 3 and the fourth belted layer 4 play a role in reasonably hooping the tire outline, and can prevent the problem of tire crown explosion.
For example, the third belt 3 and the fourth belt 4 can be made of 0 degree belt material, which is adjusted to nylon with higher strength by high-elongation steel wires, and the required strength is more than 1800 (N).
The edge of the first belt ply 1 is wrapped with a first rubber sheet 51;
the gap of the width difference between the first belt layer 1 and the second belt layer 2 is filled with the second rubber sheet 52;
one side of the second belt layer 2 is covered with a third rubber sheet 53, and the third rubber sheet 53 reversely wraps the edge of the second belt layer 2.
The winding angle of the cord thread of the first belted layer 1 is 24 degrees, the winding angle of the cord thread of the second belted layer 2 is-15 degrees, so that the tire body, the first belted layer 1 and the second belted layer 2 play a transition role, the stress is dispersed, the shearing force among steel wires is reduced, meanwhile, the certain extension of the tire is ensured under the inflation state,
the third belt layer 3 and the fourth belt layer 4 play a role in hooping;
the difference levels between the first belt layer 1, the second belt layer 2, the third belt layer 3 and the fourth belt layer 4 act to distribute the end point stress.
Experimental and comparative examples:
selecting a 10.00R20 series as a research object, establishing a three-dimensional finite element model of the contact between the tire and the ground through a tire general finite element analysis TYAAS software, simulating the stress condition of the tire under the conditions of inflation and static load, dividing grids according to the material areas of each component of the tire design, analyzing the grounding characteristics of the tire through the optimization of the inner contour and the outer contour of the tire, the stress of different belted layer structures and the like, and further optimizing the belted layer structure, thereby improving the grounding impression and pressure distribution of the tire and improving the anti-eccentric wear performance of the tire shoulder.
1. Test scheme formulation and feasibility analysis:
as an important framework material of a radial tire, the structure of a belt ply directly influences the service performance of the tire. The proper material is selected, so that the comprehensive performance of the tire can be effectively improved, and the economic benefit is improved. With the development of tires, the belt belts adopt open type steel wire cords with high strength, large monofilament diameter and full rubber permeability gradually, on the premise of ensuring that the safety multiple meets the requirement, the steel wire consumption is reduced, the production cost is reduced, and meanwhile, the production efficiency is improved and the steel wire manufacturing cost is reduced; the high-elongation and high-impact steel wire cord has relatively small lay length, can improve the impact resistance of a tire and prolong the service life, and is generally used for a buffer layer. The cord with the outer winding structure is generally high in strength, and is used for a working layer, so that the strength and the rigidity of a belted layer can be improved.
The utility model mainly researches a three-layer belt structure with 0 degree, a full 0 degree winding structure and a crown structure (2 steel wire belts and 2 nylon cord fabrics) by combining the use condition and the actual production condition of the conventional belt structure. Wherein the 0-degree winding is limited by equipment, the forming is carried out by temporarily adopting a strip-shaped zero-degree laminating method, the crown strip structure is divided into two schemes, the nylon cord fabric respectively adopts 55-degree and 0-degree angles, and the laminating schematic diagram is shown in figure 5.
Determining the type and angle of cord fabric required by a research scheme according to the current situation of a belt ply, wherein the first belt ply 1 and the second belt ply 2 are main working layers, and the general angle is 10-30 degrees; according to the conventional angle of the belt layers, the steel wires with the degree of 0 are not adopted in the scheme 1 and the scheme 2, so that the angles of the first belt layer 1 and the second belt layer 2 adopt 18 degrees, the steel wires with the degree of 0 are adopted in the scheme 3 and the scheme 4, the first belt layer 1 adopts 24 degrees, and the second belt layer 2 adopts 15 degrees; 10.00R20 CR926 the design running surface width is 204mm, the ratio of the widest second belt layer 2 to the widest layer is 0.88mm, the difference between the first belt layer 1 and the second belt layer 2 is 10mm, and the difference between the third belt layer 3 and the second belt layer 2 is 10mm-30 mm. Specifically, the results are shown in Table 1-1. And the third scheme is the embodiment of the utility model.
TABLE 1-1 study test protocol
The cord stress and safety factor of the belt ply of the 4 schemes are calculated by adopting the American formula which is shown in formula 1-1:
in the formula: t isbBelt cord stress, N/root;
p-inflation pressure, Pa;
rk-crown point radius, m;
n is the number of working belted layers;
ik-the density of the cords of the crown point of the finished belt ply, root/m;
αkthe tire cord angle (included angle with the circumferential direction) of the crown point of the finished belted layer is degree;
Tn-breaking force of belt cord, N;
k is the safety multiple of the belted layer.
The belt safety factor for the four solutions was calculated according to the american formula. The standard air pressure of 10.00R20-16PR CR926 was 830kPa, the outer diameter D design value was 1054mm, and the crown point radius was 498mm, and the specific results are shown in tables 2 to 5.
Tables 2-5 related parameters and safety factor
According to the calculation result, the safety multiples of the four schemes are all larger than 5, and the schemes are sequentially a scheme three, a scheme four, a scheme two and a scheme one from large to small. According to the existing design experience, the safety multiple of the belted layer is generally required to be more than 5, the four schemes all meet the requirements, and the tire can be manufactured for relevant performance test analysis.
2. And (3) comparing test results:
2.1 sinking rate and grounding coefficient:
the belt material, width, angle and its structure directly affect the tire's outer profile, strength and its footprint [53 ]. The outer contours of the four schemes are not obvious, and the central section profile scanning piece of the first scheme and the second scheme is shown in figure 6. The plan three and plan four center section profile scanning piece figures are shown in figure 7.
The first scheme has the largest outer diameter, the smallest crown arc, the largest grounding coefficient of the second scheme, the smallest sinking rate and grounding coefficient of the third scheme, and the largest sinking rate and outer edge of the fourth scheme. The data can be predicted through the outer edge dimension test, and the footprint and the durability of the third scheme are relatively good. The results of the strength and static load tests are shown in Table 2-1.
TABLE 2-1 static load test results for rim strength for four protocols
According to the scheme I, the tightening action of 0 degree is reduced, the outer diameter is the largest, the change of the section width is small, and the method is consistent with the finite element simulation result. Wherein the sinking rate of the second and third schemes is the smallest. The relationship between the sinking amount and the load can be approximately regarded as linear theoretical analysis, the durability and the high-speed performance are better when the sinking amount is small, and the comparison of the sinking amounts of the four test schemes is shown in figure 8.
The amount of sinking of the second scheme is the same as that of the third scheme, but the outer diameter of the second scheme is slightly larger, which shows that the amount of sinking of the tire is relatively small under the tightening action of the 0-degree belt layer. The grounding coefficient of the third scheme is obviously reduced, the other three schemes have no obvious difference, and the sinking rate and the outer diameter expansion of the third scheme are both minimum, which shows that under the constraint of a wider 0-degree steel wire belt layer, the expansion of the tire crown is reduced, and the grounding property is obviously improved. The structure is beneficial to improving the grinding surface of crown patterns and improving the durability. A comparison of the four solutions is shown in figure 9.
2.2 five rigidity tests:
through five rigidity test results, the transverse rigidity of the scheme I is relatively large, but is not obvious, and the control and braking performance of the scheme I is relatively good; the rigidity of the second scheme is basically between the first scheme and the third scheme. The third proposal has the maximum longitudinal rigidity and the minimum torsional rigidity, which shows that the belt structure has good stability, relatively good longitudinal control performance, braking and braking performance and difficult occurrence of different abrasion. The rigidity of the five items of the fourth scheme is relatively in the median value, which shows that the comprehensive performance is relatively stable, and the belted curtain cloth and the structure are the structures which are normally produced at present and are widely applied to the tire with inner load in the all-steel meridian. The rolling resistance coefficient is also in certain relation with the rigidity of the tire, and the service performance of the tire is influenced.
The third proposal has the maximum longitudinal rigidity and the minimum torsional rigidity, which shows that the belt structure has good stability, relatively good longitudinal control performance, braking and braking performance and difficult occurrence of different abrasion.
2.3 indoor durability test:
the standard air pressure is 830kPa, the single-tire standard load is 3000kg, the initial damage points of the four schemes are all the end points of the first belt ply 1, and the belt strength is reduced along with the operation of a machine tool, so that the belt plies are separated in a void mode.
Table 2-2 four protocols indoor durability test results
The grounding coefficients of the four schemes are compared with the endurance test result, so that the sinking rate is low, the grounding coefficient is low, and the endurance performance is relatively good. The grounding coefficient and the endurance time are approximately in inverse relation, and the smaller the grounding coefficient, the longer the endurance time. The grounding coefficient versus endurance time is shown in fig. 10.
2.4 outdoor loading mileage test:
the standard air pressure is required to be 830kPa, the standard load is 3000kg, and the overload capacity is required to be not more than 10% of the standard load; the used pavement is a better pavement of cement or asphalt such as national roads, expressways and the like. The two vehicles in the test are liberation brand trailers and are mainly used for transporting raw materials and semi-finished products of tires, overload is not serious, medium and short distance transportation is realized, and mileage data is shown in a figure 11.
The test tire of the belt structure with all 0-degree steel wire winding has smooth and flat ground surface and no abnormal grinding phenomenon of tire shoulder. The unit abrasion reaches 16000km/mm, while the unit abrasion of the commonly used 0-degree belt structure is generally 9000km/mm, and compared with the two schemes, the unit abrasion is improved by nearly 80 percent. The structure of the all-0-degree steel wire wound belt is beneficial to reducing the rolling resistance of the all-steel heavy-duty tire, and can effectively improve the durability of the tire and reduce the oil consumption.
2.5 conclusion:
compared with a 0-degree belt ply structure, the tire rolling resistance coefficient of the belt ply structure wound by all 0-degree steel wires is small, the grounding coefficient is small, the endurance time is improved by 8.4%, and the unit abrasion is improved by about 80%. Along with the angle reduction of the belt ply, the radial rigidity of the tire is increased, the bearing capacity of the tire is increased, the sinking amount and the grounding coefficient of the tire are reduced, and the durability and the wear resistance of the tire are improved.
And 3, conclusion:
the test result shows that the belt structure (the utility model) wound by all 0-degree steel wires can effectively improve the durability of the load-carrying tire. Compared with a zero-degree belt ply structure and a crown belt structure, the belt ply structure wound by all 0-degree steel wires has the advantages of small grounding coefficient, good durability, smooth and flat ground surface, no shoulder differential wear phenomenon and obvious unit wear improvement. The belt structure with all 0-degree steel wire winding can be applied to all-steel radial heavy tires used under standard conditions.
Finally, it is also noted that the above-mentioned lists merely illustrate a few specific embodiments of the utility model. It is obvious that the utility model is not limited to the above embodiments, but that many variations are possible. All modifications which can be derived or suggested by a person skilled in the art from the disclosure of the present invention are to be considered within the scope of the utility model.
Claims (4)
1. The utility model provides a novel structure of layer is restrainted to all steel load radial tire belt which characterized in that: the tyre comprises a first belt ply (1), a second belt ply (2), a third belt ply (3) and a fourth belt ply (4) which are sequentially arranged from a tyre body layer to the outside;
the winding angle of the cord of the first belt layer (1) is 24 degrees;
the winding angle of the cord of the second belt layer (2) is 15 degrees;
the winding angle of the cord of the third belt layer (3) and the cord of the fourth belt layer (4) is 0 degree.
2. The novel structure of the belt of the all-steel heavy-duty radial tire according to claim 1, characterized in that:
the edge part of the first belt layer (1) is wrapped with a first film (51);
filling a gap of a width difference between the first belt layer (1) and the second belt layer (2) with a second rubber sheet (52);
one side of the second belt ply layer (2) is covered with a third rubber sheet (53), and the third rubber sheet (53) reversely wraps the edge part of the second belt ply layer (2).
3. The novel structure of the belt of the all-steel heavy-duty radial tire according to claim 2, characterized in that:
the width of the second belt layer (2) is the largest among the first belt layer (1), the second belt layer (2), the third belt layer (3) and the fourth belt layer (4);
the ratio of the second belt layer (2) to the running surface width is 0.88;
the difference between the first belt layer (1) and the second belt layer (2) is 10 mm;
the difference between the third belt layer (3) and the fourth belt layer (4) and the second belt layer (2) is between 10mm and 30 mm.
4. The novel structure of the belt of the all-steel heavy-duty radial tire according to claim 3, characterized in that:
the third belt ply (3) and the fourth belt ply (4) are formed by four 0-degree belt ply components with the width of 24-45 mm in a side-by-side attaching and winding mode for 2 circles.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027170A (en) * | 2022-07-25 | 2022-09-09 | 青岛轮云设计研究院有限责任公司 | Drawing method of semi-steel tire material distribution map |
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2021
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027170A (en) * | 2022-07-25 | 2022-09-09 | 青岛轮云设计研究院有限责任公司 | Drawing method of semi-steel tire material distribution map |
| CN115027170B (en) * | 2022-07-25 | 2023-03-31 | 青岛轮云设计研究院有限责任公司 | Drawing method of semi-steel tire material distribution map |
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Address after: 311600 Xia Ya Zhen Chun Qiu Cun, Jiande City, Hangzhou City, Zhejiang Province Patentee after: Zhongce Rubber (Jiande) Co.,Ltd. Address before: 311600 Xia Ya Zhen Chun Qiu Cun, Jiande City, Huzhou City, Zhejiang Province Patentee before: Zhongce Rubber (Jiande) Co.,Ltd. |
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