CN217532420U

CN217532420U - Tire with improved abrasion performance

Info

Publication number: CN217532420U
Application number: CN202221328037.3U
Authority: CN
Inventors: 李晓平; 张金船; 孙小明
Original assignee: Anhui Giti Radial Tire Co Ltd
Current assignee: Anhui Giti Radial Tire Co Ltd
Priority date: 2022-05-27
Filing date: 2022-05-27
Publication date: 2022-10-04
Anticipated expiration: 2032-05-27

Abstract

The utility model discloses an improve tire of abrasiveness performance relates to tire design field, the utility model discloses simple structure, through the overall dimension of adjustment tire and optimize tire material distribution, including tire outline, belted layer width and crown material distribution, in order to improve tire ground connection shape and ground connection stress distribution, obtain aerify back crown growth even, the ground connection shape is good, the even tire of ground connection stress distribution, compare in prior art tire, reduce the inhomogeneous wearing and tearing of tire tread to a certain extent, effectively promoted the wear and tear performance of tire, further increased the life of tire.

Description

Tire with improved abrasion performance

Technical Field

The utility model relates to a tire design field specifically is a tire of wearing and tearing performance is improved.

Background

The radial growth of the crown portion of the tire is not uniform after the tire is inflated by assembling a rim, wherein the section width is 285mm or less, and the flat rate is 75 series or less. The radial growth of the middle part of the tire crown is small, the radial growth of the transition region from the middle part of the tire crown to the shoulder part is large, the radial growth of the shoulder part of the tire crown is moderate, the shoulder part of the tire crown is larger than the middle part of the tire crown and smaller than the growth of the transition region of the tire crown (please refer to the attached figure 2 in the specification), so that when the tire tread is grounded, the grounding of the middle part of the tire crown is short, the grounding of the transition region is long, and the grounding shape can be in a concave shape. When a vehicle runs, the tire is difficult to provide uniform gripping force and stable control performance, the driving experience is poor, and the phenomena of eccentric wear and quick wear can occur in the middle area of the tire tread, so that the service life of the tire is shortened.

The grounding is usually improved by designing two sections of tangent crown arcs, adjusting the material distribution (increasing the crown middle thickness and adjusting the belt extension and width), and adopting a three-layer belt and zero-degree belt structure. The former two methods may cause the problems of centralized material in the middle of the tire crown, uneven distribution of crown material, bad shape of the belt layer of the cross section of the finished tire, and the like; and the middle part and the shoulder part of the tire crown of the zero-degree belted layer are easily stressed unevenly under the complex road condition, so that the problem of groove bottom crack of the shoulder groove is caused.

The Chinese invention patent (patent application number CN 202010372178.4) discloses a contour design method of an all-steel radial tire, which is characterized in that: the outer tire of a kind of tire, including tread portion, it is made up of middle cambered surface section and tire shoulder cambered surface section; the ratio of the radial height descending amount of the middle cambered surface section to the radial height descending amount of the whole tread part is 0.4-0.5; the ratio of the radial height descending amount of the whole tread part to the axial size of the tread part is 0.03-0.04; the ratio of the radius of the tire shoulder arc-shaped section to the radius of the middle arc-shaped section is 2-3; the ratio of the axial size of the middle cambered surface section to the axial size of the tread part is 0.55-0.6; the ratio of the axial dimension of the tread portion to the maximum axial dimension of the tyre casing is between 0.7 and 0.8; the radial distance between the axial center of the middle cambered surface section and the tire lip is a first distance, the radial distance between the axial maximum size position of the outer tire and the tire lip is a second distance, and the ratio of the second distance to the first distance is 0.45-0.55. The contour design method disclosed in the patent can increase the grounding length of the middle part of the tire crown and simultaneously increase the grounding length of the shoulder part of the tire crown. If the invention patent is applied to designing the tire, not only the concave grounding of the tire mentioned in the patent cannot be completely improved; and the crown arc intersection point of the crown may not be at the bottom of the groove, and has an obvious turning point, so that the crown arc is not beautiful, the intersection point is easy to concentrate stress, and abnormal grounding and early pattern cracking or abnormal abrasion can be caused.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an improve tire of wearability performance, through adjustment tire contour size and material distribution to solve the problem that proposes among the above-mentioned background art.

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

a tire with improved wear performance comprises a tread portion and a bead portion, wherein the radial cross-sectional profile of the tread portion comprises a first crown arc and a second crown arc, the outer diameter TR1 of the first crown arc and the section width NSW of the tire satisfy 1.7NSW ≦ TR1 ≦ 3.5NSW, and the relationship between the width TW1 of the first crown arc along the axial direction of the tire, the width TW2 of the second crown arc along the axial direction of the tire and the horizontal total width TW of the tread satisfies: TW1/TW is more than or equal to 0.2 and less than or equal to 0.3,0.2 is more than or equal to TW2/TW and less than or equal to 0.3, and the sum of the widths of the first crown arc and the second crown arc along the axial direction of the tire is TW/2.

As a further aspect of the present invention: and the second crown arc outer diameter TR2 and the tire section width NSW meet the condition that 5NSW is less than or equal to TR2.

As a further aspect of the present invention: the relationship among the rim engagement width TBW and the rim width TBW1 at the tire bead, the axial horizontal width SW at the widest tire section and the nominal tire section width NSW satisfies the following conditions: (SW-NSW)/(TBW-TBW 1) =0.23 to 0.52.

As a further aspect of the present invention: the relationship among the maximum radial height difference h1 between the first crown arc and the axial center of the tire tread, the maximum radial height difference h between the second crown arc and the axial center of the tire tread and the outer diameter OD of the tire satisfies the following conditions: h = (0.70% -0.10%) OD, h1= (27% -54%) h.

As a further aspect of the present invention: the radial distance SH from the axial center of the tread part to the bead part and the radial distance SH1 from the widest position of the tire in the axial direction to the bead part meet the condition that SH1/SH is more than or equal to 0.53 and more than or equal to 0.49.

As a further aspect of the present invention: the tire comprises three or four belt layers, wherein the ratio of the axial width of the belt layer with the widest axial width to the axial width TW of the tread is 0.88-0.95.

As a further aspect of the present invention: the relation among the radial thickness H1 at the middle of the tire crown, the thickness H2 at the position, close to the shoulder, of a second main groove at the axial direction from inside to outside of the tire crown transition area and the thickness H3 of the tire crown shoulder satisfies that: H3/H1=1 to 1.2, H2/H1=0.94 to 0.97.

Compared with the prior art, the beneficial effects of the utility model are that: the utility model discloses novel structure, through the contour dimension of adjustment tire and optimization tire material distribution, including tire outline, belted layer width and crown material distribution to improve tire ground connection shape and ground connection stress distribution, obtain aerify back crown growth even, the ground connection shape is good, the even tire of ground connection stress distribution, compare in prior art tire, reduce the inhomogeneous wearing and tearing of tire tread to a certain extent, effectively promoted the wearing and tearing performance of tire, further increased the life of tire.

Drawings

FIG. 1 is a schematic diagram of a radial tire design with adjustable grounding shape according to the present invention;

FIG. 2 shows the radial growth of the crown arc of the tire of the present invention from 10% to 100% inflation;

FIG. 3 is a diagram of a conventional design radial tire ground contact profile;

FIG. 4 is a view showing the ground contact shape of a radial tire according to example 1 of the present invention;

FIG. 5 is a diagram of a conventional design radial tire finite element contact stress distribution;

FIG. 6 is a diagram of a finite element ground stress distribution of a radial tire according to example 1 of the present invention;

fig. 7 is a diagram of a radial tire ground contact shape according to embodiment 2 of the present invention;

fig. 8 is a diagram of a radial tire ground contact shape according to embodiment 3 of the present invention;

FIG. 9 is a diagram of a finite element ground stress distribution of a radial tire according to example 2 of the present invention;

FIG. 10 is a diagram of a finite element ground stress distribution of a radial tire according to example 3 of the present invention;

in the figure: 1-tread portion, 11-first crown arc, 12-second crown arc, 2-sidewall portion, 3-bead portion.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

The embodiment of the utility model provides an in, a improve tire of wearability performance, including tread portion, respectively at the tire shoulder on child hat both sides, along the decurrent side wall of tire shoulder, the bead portion of side wall lower extreme has the bead core in the tire bead, the carcass of at least one deck cord fabric layer, centers on the outside multilayer belted layer of laying of carcass, tread portion is on the cross-section of tire meridian, sets up about tire axial central plane symmetry.

The radial cross section profile of the tread portion comprises a first crown arc and a second crown arc, the outer diameter TR1 of the first crown arc and the tire section width NSW meet the condition that 1.7NSW is not less than TR1 and not more than 3.5NSW, the tire section width changes along with the specification of a tire, the radius of the first crown arc is not too small, if the radius is too small, the radial drop of the tread portion is too large, and the material in the middle of the tread portion is too much; if the radius is too large, the radial fall of the tire crown is too small, and the grounding at the middle part of the tire crown is insufficient; the second crown arc outer diameter TR2 and the tire section width NSW meet the condition that 5NSW is less than or equal to TR2, the second crown arc outer diameter is not too small, if the radius is too small, the radial fall of the crown shoulder is too large, the grounding of the crown shoulder is insufficient, and the shoulder is eccentric.

The second crown arc may be, but not limited to, a curve with a smooth curvature transition or a combination of a straight line and a circular arc to reduce the radial radius at the crown transition region of the tire, so that, during inflation of the tire, the uneven growth of the crown profile will be neutralized by the crown arc profile with a corresponding radial difference design, thereby obtaining a good ground shape.

The first crown arc and the second crown arc may or may not be tangent at the intersection point. The first crown arc and the second crown arc are tangent at the intersection point position, or the first crown arc and the second crown arc are not tangent at the intersection point position, and the intersection point of the first crown arc and the second crown arc is positioned in the tire longitudinal groove. If the first crown arc and the second crown arc are not tangent at the intersection point and the intersection point of the first crown arc and the second crown arc is positioned outside the tire longitudinal groove, the first crown arc and the second crown arc have obvious turning points, so that the tire is not attractive, the intersection point is not easy to be grounded and easy to concentrate stress, and abnormal grounding and early pattern cracking or abnormal abrasion can be caused.

The axial horizontal width TW of the tire tread and the axial horizontal width SW at the widest part of the tire section have the relationship of TW/SW being more than or equal to 0.76 and less than or equal to 0.87 in the regulation range. The relationship between the width TW1 of the first crown arc in the tire axial direction, the width TW2 of the second crown arc in the tire axial direction, and the tread horizontal total width TW satisfies: TW1/TW is more than or equal to 0.2 and less than or equal to 0.3,0.2 is more than or equal to TW2/TW and less than or equal to 0.3, and the sum of the widths of the first crown arc and the second crown arc along the axial direction of the tire is TW/2. If TW1 is too small, then the radial drop of the tire tread in the tire tread transition area is too small, then the concave grounding cannot be effectively improved, and if TW1 is too large, then the radial drop of the tire tread in the shoulder area is too large, and the grounding will be eccentric.

The relationship among the rim engagement width TBW and the rim width TBW1 at the tire bead, the axial horizontal width SW at the widest tire section and the nominal tire section width NSW satisfies the following conditions: (SW-NSW)/(TBW-TBW 1) =0.23 to 0.52. Under the condition that the rim contact and the width TBW are constant, the smaller SW is, the larger curvature radius of the side wall part is, and when the tire is inflated, the shoulder displacement vector is smaller, so that the restraint effect on the shoulder contact is realized, namely the middle contact is increased.

The maximum radial height difference h1 between the first crown arc and the axial center of the tire surface, the maximum radial height difference h between the second crown arc and the axial center of the tire surface and the outer diameter OD of the tire satisfy the following relations: h = (0.7% -0.10%) OD, h1= (27% -54%) h. The principle of size limitation is consistent with the crown arc setting principle.

The radial distance SH from the axial center of the tread part to the bead part and the radial distance SH1 from the widest position of the tire in the axial direction to the bead part meet the condition that SH1/SH is more than or equal to 0.53 and more than or equal to 0.49.

The tire comprises three or four belt layers, wherein the ratio of the axial width of the belt layer with the widest axial width to the axial width TW of the tread is 0.88-0.95; the relation among the radial thickness H1 at the middle of the tire crown, the thickness H2 at the position, close to the shoulder, of a second main groove at the axial direction from inside to outside of the tire crown transition area and the thickness H3 of the tire crown shoulder satisfies that: H3/H1=1 to 1.2, and H2/H1=0.94 to 0.97.

Through the adjustment of the size of the tire, after the tire is assembled on a rim and inflated, the outline of the tire tread can grow uniformly, the concave-shaped grounding shape of the tire can be effectively improved, the grounding stress of the tire tread can be reduced to some extent, and the service life of the tire can be effectively prolonged.

For verifying the utility model discloses well tire design's validity, the utility model discloses make following verification experiment:

as shown in fig. 3 and 4, taking a 225/70R19.5 specification tire as an example, the outer contour design of a conventional tire and the outer contour design and structure optimization design of the tire provided by the present invention are respectively performed, and the ground contact shape and ground contact pressure distribution of the design scheme are analyzed through finite element simulation analysis, and the experimental verification results are as follows:

TABLE 1

As can be seen from table 1:

as shown in fig. 3 and 5, in the conventional design, the obtained tire has an abnormal ground-contacting shape, the ground-contacting of the middle part of the tire crown is insufficient, the ground-contacting of the transition region from the middle part to the shoulder part of the tire crown is protruded, and this ground-contacting shape has poor tire handling stability during the running of the tire, and is very easy to generate eccentric wear and abnormal wear of the middle part of the tread, which may reduce the service life of the tire.

As shown in fig. 4 and fig. 6, the utility model discloses in the design, the tire ground connection shape that obtains is more even, and child crown middle part ground connection is level and smooth, and the ground connection stress from child crown middle part to shoulder also is natural smooth transition, and this kind of ground connection shape has good operating stability in the tire driving process, can reduce the emergence of eccentric wear and different wearing, increases the life of tire.

For verifying the utility model discloses well tire contour dimension's rationality, the utility model discloses make following verification experiment:

taking a 225/70R19.5 specification tire as an example, the outer contour design of a conventional tire and the outer contour design and the structure optimization design of the tire provided by the invention are respectively carried out, the ground contact shape and the ground contact pressure distribution of the design scheme are analyzed through finite element simulation analysis, and the experimental verification result is as follows:

TABLE 2

From table 2 it can be derived:

the utility model relates to an in, as shown in fig. 7-10, through the experiment verification to improving back tire contour dimension, compare with current conventional design, it is comparatively even to satisfy tire ground connection shape equally also, and child crown middle part ground connection is leveled, and the ground connection stress from child crown middle part to shoulder also is natural smooth transition, and this kind of ground connection shape is at the tire driving in-process, has good operating stability, can reduce the emergence of eccentric wear and different wearing, increases the life of tire. Table 2 shows example 2 and example 3 further demonstrate the specificity and rationality of the tire profile size range of the present invention as compared to the prior art.

The utility model discloses on prior art's basis, optimized tread profile and crown portion material distribution, according to the finite element analysis result, effectively improved tire ground connection shape and ground connection stress distribution, the ground connection rectangle rate is higher, effectively reduces the different wearing and the eccentric wear of tread to increase the life of tire. Fig. 7-10 can further illustrate the smooth transition of the tire ground contact stress of the present invention.

The utility model discloses novel structure, the operation is stable, the utility model discloses when using, through the contour dimension of adjustment tire and optimize tire material distribution, including tire outline, belted layer width and crown material distribution to improve tire ground connection shape and ground connection stress distribution, obtain aerify back crown growth even, the ground connection shape is good, the even tire of ground connection stress distribution, compare in prior art tire, reduce the inhomogeneous wearing and tearing of tire tread to a certain extent, effectively promoted the wearing and tearing performance of tire, further increased the life of tire.

It is obvious to a person skilled in the art that the invention is not restricted to details of the above-described exemplary embodiments, but that it can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention 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. The utility model provides a tire of improved wear performance, includes tread portion and bead portion, characterized in that, the radial cross-sectional profile of tread portion includes first crown arc and second crown arc, first crown arc external diameter TR1 satisfies 1.7NSW ≦ TR1 ≦ 3.5NSW with tire section width NSW, the relation between first crown arc along tire axial width TW1, second crown arc along tire axial width TW2 and tread level total width TW satisfies: TW1/TW is more than or equal to 0.2 and less than or equal to 0.3,0.2 is more than or equal to TW2/TW and less than or equal to 0.3, and the sum of the widths of the first crown arc and the second crown arc along the axial direction of the tire is TW/2.

2. The tire for improving abrasion performance as claimed in claim 1, wherein the second crown arc outer diameter TR2 and the tire section width NSW satisfy 5NSW ≦ TR2.

3. A tire having improved wear performance according to claim 1, wherein said bead portion has a rim-on width TBW, a rim width TBW1, and a tire section widest axial horizontal width SW, a tire nominal section width NSW, which satisfy the following relationship: (SW-NSW)/(TBW-TBW 1) =0.23 to 0.52.

4. A tire having improved abrasion performance according to claim 1, wherein the relationship among the maximum radial height difference h1 between the first crown arc and the tread axial center, the maximum radial height difference h between the second crown arc and the tread axial center, and the tire outer diameter OD satisfies: h = (0.70% -0.10%) OD, h1= (27% -54%) h.

5. A tire having improved abrasion performance according to claim 1, wherein a radial distance SH from an axial center of said tread portion to said bead portion and a radial distance SH1 from a widest point in an axial direction of said tire to said bead portion satisfy 0.53. Gtoreq.SH 1/SH. Gtoreq.0.49.

6. A tire having improved wear characteristics as claimed in claim 1, wherein said tire comprises three or four belts, wherein the ratio of the axial width of the belt having the widest axial width to the axial width TW of the tread is between 0.88 and 0.95.

7. A tire with improved wear performance as claimed in claim 1, wherein the relationship among the radial thickness H1 at the middle of the tire crown, the thickness H2 at the position of the second main groove near the shoulder of the axially inward-outward crown transition region, and the crown shoulder thickness H3 is as follows: H3/H1=1 to 1.2, and H2/H1=0.94 to 0.97.