TWI776542B - Tire body of tire preventing uneven wearing - Google Patents

Abstract

A tire body of tire preventing uneven wearing is disclosed. The tire body includes a tread and a shoulder. The shoulder is disposed on an outside of the tread and has at least two arc portions adjacent to each other. The heights of the arc portions increase gradually toward an outside of the shoulder. Thereby, the land contact shape of the tire is improved so that the land contact pressure applied to the tire is more even.

Description

Anti-eccentric wear tire carcass

The present invention relates to a tire carcass, in particular to a tire carcass whose tread can prevent uneven wear.

When the existing tire contacts the ground, due to the insufficient circumferential length of the outer side of the block in the shoulder portion, the edge contacting the ground will form an arc shape, which will cause abnormal wear. In particular, tires with straight groove patterns are prone to eccentric wear on the shoulders, resulting in the middle and late wear, and the tread has not been completely worn out, but the tire must be unloaded early due to eccentric wear.

Therefore, US Patent Publication No. US 09987883 B2 provides a kind of "Pneumatic Tire", mainly by designing a second profile in the shoulder part to increase the ground contact area of the tread block.

And there is European Patent Publication No. EP 3315324 A1 to provide a "Pneumatic Tire", which mainly increases the ground contact pressure of the shoulder blocks by designing the center bulge of the shoulder blocks.

The inventors of the present invention can also solve the problem of abnormal tire wear by adopting technical means different from the above-mentioned patent case.

Therefore, the present inventor proposes a tire carcass for preventing eccentric wear, comprising: a tread and a shoulder, the shoulder is arranged on the outer side of the tread, and the shoulder has at least two arcs arranged adjacently; The height of the arc portion increases toward the outer side of the shoulder.

Wherein, the height of the arc portion is between 2% and 20% of the depth of one of the main grooves of the tread.

Wherein, the tread has a plurality of main grooves, and the number of the main grooves is between three and five.

Wherein, the width of one of the arc portions is between 0.9 times and 1.1 times the width of the other adjacent arc portions.

Wherein, the width of the arc portion increases toward the outer side of the shoulder.

Further, a chamfer is formed between the adjacent arc portions, and the radius of the chamfer is between 80 mm and 120 mm.

Further, the shoulder has a ground portion, the arc portion is disposed on the ground portion, and the arc portion extends from the innermost side of the ground portion adjacent to the tread to the outermost side of the ground portion.

According to the above technical features, the following effects can be achieved:

1. The shoulders are provided with at least two arcs, which can make the ground contact area more even and improve the anti-uniform wear performance of the tire.

2. The height and width of the arc portion increase in the direction away from the tread. Adjusting the ground contact area can effectively improve the ground contact shape of the tire shoulder, and maintain the tire's grip performance while improving the anti-eccentric wear performance.

3. A chamfer is set between adjacent arcs to reduce stress concentration.

4. The arc extends from the innermost to the outermost of the grounding portion, ensuring that the edge of the grounding portion also has an arcing portion to improve the shape of the grounding.

101: The first carcass

102: Second carcass

103: The third carcass

1: Tread

11: Main ditch

2: Shoulder

21, 21a, 21b, 21c, 21d: Arc

22: Grounding

23b, 23c, 23d: lead angle

GD: main groove depth

H1: first height

H2: second height

H3: the third height

H4: Fourth height

W1: first width

W2: Second width

W3: third width

W4: Fourth width

[Figure 1] is a cross-sectional view of the first embodiment of the present invention.

[Figure 2] is a schematic diagram of the first embodiment of the present invention in the implementation state.

[The third figure] is a partial enlarged view of the first embodiment of the present invention.

[FIG. 4] is a partial enlarged view of the second embodiment of the present invention.

[FIG. 5] is a partial enlarged view of the third embodiment of the present invention.

[The sixth figure] is a partial enlarged view of the fourth embodiment of the present invention.

[Fig. 7] is a partial enlarged view of the fifth embodiment of the present invention.

[Figure 8] is a schematic diagram of the simulation of the first embodiment of the present invention.

[Figure 9] is a schematic diagram of the simulation of the second embodiment of the present invention.

[Figure 10] is a schematic diagram of the simulation of the third embodiment of the present invention.

[Figure 11] is a schematic diagram of the simulation of the fourth embodiment of the present invention.

[Figure 12] is a schematic diagram of the simulation of the fifth embodiment of the present invention.

[Figure 13] is a schematic diagram of the simulation of the prior art.

Combining the above technical features, the main effect of the tire carcass for preventing uneven wear of the present invention will be clearly presented in the following embodiments.

Please refer to the first figure, which discloses the first embodiment of the present invention. The present invention is a tire carcass for preventing uneven wear, which can be applied to one tire of various vehicles. The tire carcass for preventing uneven wear includes a tread 1 and a shoulder 2 .

The tread 1 includes a plurality of main grooves 11 , the shoulder 2 includes at least two arc portions 21 and a ground portion 22 , the tread 1 and the shoulder 2 are adjacent to each other by the main grooves 11 , in this embodiment , the tread 1 on top of The number of the main grooves 11 is between three and five, and the number of the arc portions 21 is at least two. In practice, the numbers of the main grooves 11 and the arc portions 21 are not limited to this. The arc portions 21 are disposed adjacent to each other on the ground portion 22 , and the arc portions 21 extend from the innermost portion of the ground portion 22 adjacent to the tread 1 to the outermost portion of the ground portion 22 . The height of the arc portion 21 is between 2% and 20% of the depth GD of one of the main grooves 11 of the tread 1, and the width of one of the arc portions 21 is between the adjacent ones. The width of the other arc portion 21 is between 0.9 and 1.1 times, and the height and width of the arc portion 21 increase toward the outer side of the shoulder 2 , which can increase a ground contact area of the arc portion 21 . In this embodiment, the arc portion 21 is located on the same shoulder land portion of the tire shoulder 2 .

When the tread 1 and the ground portion 22 are in contact with a ground, since the arc portion 21 extends from the innermost to the outermost side of the ground portion 22, it can be ensured that the edge of the ground portion 22 also has the arc portion 21, and The grounding shape of the grounding portion 22 is improved by the arc portion 21 .

Please refer to the second figure, in the tire implementation state, the tire carcass for preventing uneven wear that contacts the ground is divided into five pieces, and each piece of the tire carcass for preventing uneven wear has its own The width of the tire is marked as a first carcass 101, a second carcass 102, and a third carcass 103 in sequence on the three tire carcasses on both sides and the center. The carcass 101 , the second carcass 102 and the third carcass 103 respectively have a ground contact width that actually contacts the ground. It should be noted that the second picture is a schematic view from the bottom up, the detailed components of the tire are not drawn in the drawings, and only the appearance of the tire carcass for uneven wear prevention is simply drawn as a schematic diagram .

Please refer to the third figure in conjunction with the first figure. In this embodiment, the height of the arc portion 21 increases from the tread 1 to the outer side of the shoulder 2. If the height of the arc portion 21 is increased from the maximum A first height H1, a second height H2 and a third height H3 are respectively determined from the approach to the tread 1 to the farthest from the tread 1, and are expressed in proportion to the depth GD of the main groove, in this embodiment , the first height H1, the second height H2 and the third height H3 are respectively 5%GD, 10%GD and 15%GD, and a first width W1 of the arc portion 21 is between 0.9 times and 1.1 times a second width W2. The second width W2 is again between 0.9 times to 1.1 times of a third width W3. It should be added that the height of the arc portion 21 is based on the highest point of the arc portion 21 as a tangent line, and the point of the arc portion 21 closest to the tread 1 is used as a reference parallel to the tangent line The first height H1 , the second height H2 and the third height H3 can be obtained by measuring the distance between the tangent line and the reference line respectively. The main groove depth GD is the depth of the main groove 11 when the tire has just been shipped from the factory and has not been worn on the road.

Please refer to FIG. 4 , which discloses the second embodiment of the present invention. The difference between this embodiment and the first embodiment is that in this embodiment, the heights of the arc portion 21a, that is, the first height H1, the second height H2 and the third height H3, are respectively 2%GD , 4%GD and 6%GD.

Please refer to FIG. 5 , which discloses a third embodiment of the present invention. The difference between this embodiment and the first embodiment is that in this embodiment, there is a chamfer 23b between the adjacent arc portions 21b, and the radius of the chamfer 23b is between 80 mm and 120 mm. In this example, the radius of the chamfer 23b is 100 mm. By arranging the chamfer 23b, the stress concentration at the connection of the arc portions 21b can be reduced.

Please refer to FIG. 6 in conjunction with FIG. 1 , which discloses a fourth embodiment of the present invention. The difference between this embodiment and the third embodiment is that in this embodiment, the number of the arc portions 21c is two. If the height of the arc portion 21c is determined from the closest to the tread 1 to the farthest from the tread 1 as the first height H1 and the second height H2, in this embodiment, the first height H1 and The second heights H2 are 5% GD and 10% GD, respectively. In this embodiment, there is also the chamfer 23c between the adjacent arc portions 21c, and the radius of the chamfer 23c is 100 mm.

Please refer to FIG. 7 together with the first figure. The seventh figure discloses a fifth embodiment of the present invention. The difference between this embodiment and the third embodiment is that in this embodiment, the number of the arc portions 21d is increased. Add to four. If the height of the arc portion 21d is determined from the closest to the tread 1 to the farthest from the tread 1 as the first height H1, the second height H2, the third height H3 and a fourth height H4, respectively, In this embodiment, the first height H1 , the second height H2 , the third height H3 and the fourth height H4 are respectively 5%GD, 10%GD, 15%GD and 20%GD. In this embodiment, the chamfer 23d also exists between the adjacent arc portions 21d, the radius of the chamfer 23d is 100 mm, and the third width W3 of the arc portion 21d is between 0.9 of a fourth width W4 times to 1.1 times.

Please refer to Figures 1 to 3. The conditions and measurement results of the first to fifth embodiments of the present invention and a conventional tire without the arc portion 21 are listed in Table 1 for comparison. The effect of the present invention can be known more clearly. Wherein, L1, L2 and L3 are the ground contact widths of the first carcass 101, the second carcass 102 and the third carcass 103 respectively, and the shoulder ground contact area is the first carcass 101 and the third carcass 103 The ground contact area of the carcass 103 and .

From Table 1 and Figure 2 above, it can be known that (L1+L3)/2/L2 of the conventional tire is only 0.85, which means that the first carcass 101 and the third carcass on both sides of the conventional tire are The ground contact width of 103, namely L1 and L3, is substantially smaller than the ground contact width of the second carcass 102 in the center, namely L2, that is to say, the conventional tire mainly uses the second carcass 102 to contact the ground to ground the ground. The shape tends to be rounded. Comparing the conventional tire with the present invention, the (L1+L3)/2/L2 of the first to fifth embodiments of the present invention are all greater than 0.9, which means that the tire has the first carcass 101, the The second carcass 102 and the third carcass 103 are in contact with the ground on an average, the ground contact shape is inclined to a rectangle, and the stress distribution is more even, which reduces the uneven wear of the tire. Among them, R1, R2 and R3 refer to the radii of the chamfers 23b, 23c, 23d [please match the chamfers 23b, 23c, 23d with the fifth to seventh pictures]: The third embodiment has two The radii of the chamfer 23b are R1 and R2 respectively; the fourth embodiment has only one chamfer 23c, so the radius is R1; the fifth embodiment has three chamfers 23b, so the radii are R1, R2 and R1 respectively. R3.

When the ground contact length and the ground contact area of the conventional tire are both set to 100%, it can be seen from the above table that most of the first to fifth embodiments of the present invention have better performance, especially the third In the embodiment, the grounding length is increased to 110%, and the grounding area is also increased to 114%, which is the best embodiment of the present invention, because the arc portion 21 extends from the innermost to the outermost of the grounding portion 22, Ensuring that the entire grounding portion 22 has the arc portion 21 can make the contact surface pressure of the tire more even, and improve the anti-uniform wear performance of the tire, and the height and width of the arc portion 21 are far away from the tire. The direction of the surface 1 is increased to increase the ground contact area, which can effectively improve the ground contact shape of the shoulder 2 while improving the anti-eccentric wear performance, and further maintain the grip performance of the tire.

Please refer to Figures 8 to 13. Figures 8 to 12 are simulation diagrams of pressure distribution when grounding according to the first to fifth embodiments of the present invention, and Figure 13 is a prior art. That is, the simulation diagram of the pressure distribution when the conventional tire touches the ground. From the eighth to the twelfth figures, it can be seen that the present invention can average the ground contact pressure of the tire shoulder 2 [the tire shoulder 2 should be matched with the first picture], and reduce the uneven wear caused by the concentrated ground contact pressure on one side of the tire shoulder 2 , it can be seen more intuitively that each embodiment of the present invention has a good effect in preventing partial wear. In combination with the thirteenth figure, it can be seen that the contact length of the conventional tire on the outside of the shoulder 2 is shorter, while the ground contact length of the present invention is longer on the outside of the shoulder 2, especially The third embodiment [Fig. 10] The ground contact length on the outside of the shoulder 2 is even slightly larger than the ground contact length on the inside. The present invention makes the ground contact area more even, thereby improving the uneven wear resistance of the tire.

Based on the descriptions of the above embodiments, one can fully understand the operation, use and effects of the present invention, but the above-mentioned embodiments are only preferred embodiments of the present invention, which should not limit the implementation of the present invention. Scope, that is, simple equivalent changes and modifications made according to the scope of the patent application of the present invention and the contents of the description of the invention, all fall within the scope of the present invention.

21: Arc

H1: first height

H2: second height

H3: the third height

W1: first width

W2: Second width

W3: third width

Claims (7)

A tire carcass for preventing uneven wear, comprising: a tread and a shoulder, the shoulder is arranged on the outer side of the tread, the shoulder has at least two arcs adjacent to each other, and the arc is on the tire On a shoulder land portion with the same shoulder; take the highest point of the arc as a tangent, and make a reference line parallel to the tangent from the point of the arc closest to the tread, and measure the tangent respectively The distance between the reference line and the reference line can be used as the height of the arc portion; the height of the arc portion increases toward the outer side of the shoulder. The tire carcass according to claim 1, wherein the height of the arc portion is between 2% and 20% of the depth of one of the main grooves of the tread. The tire carcass for preventing partial wear according to claim 1, wherein the tread has a plurality of main grooves, and the number of the main grooves is between three and five. The tire carcass for preventing partial wear according to claim 1, wherein the width of one of the arc portions is between 0.9 times and 1.1 times the width of the other adjacent arc portions. The tire carcass for preventing uneven wear according to claim 4, wherein the width of the arc portion increases toward the outer side of the shoulder. According to the tire carcass of claim 1, further, there is a chamfering angle between the adjacent arc portions, and the radius of the chamfering angle is between 80 mm and 120 mm. According to the tire carcass of claim 1, further, the shoulder has a land portion, the arc portion is arranged on the land portion, and the arc portion extends from the innermost side of the land portion adjacent to the tread to the outermost side of the grounding portion.

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