WO2010028535A1 - 一种子午线轮胎 - Google Patents

一种子午线轮胎 Download PDF

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Publication number
WO2010028535A1
WO2010028535A1 PCT/CN2009/000819 CN2009000819W WO2010028535A1 WO 2010028535 A1 WO2010028535 A1 WO 2010028535A1 CN 2009000819 W CN2009000819 W CN 2009000819W WO 2010028535 A1 WO2010028535 A1 WO 2010028535A1
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WO
WIPO (PCT)
Prior art keywords
cord
belt
radial tire
angle
tire according
Prior art date
Application number
PCT/CN2009/000819
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English (en)
French (fr)
Inventor
周明良
叶汀
Original Assignee
杭州零度轮胎技术有限公司
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Filing date
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Application filed by 杭州零度轮胎技术有限公司 filed Critical 杭州零度轮胎技术有限公司
Publication of WO2010028535A1 publication Critical patent/WO2010028535A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C9/2204—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre obtained by circumferentially narrow strip winding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like

Definitions

  • the utility model relates to a tire of a vehicle, in particular to a novel radial tire.
  • the main structural features of the mid-line tires are as follows:
  • the layers of the carcass cord are arranged in a meridian direction from one bead to the other.
  • the internal pressure of the tire generates less than half of the stress on the carcass cord, and all the cords are arranged in the direction of the force, and each cord is fully stressed;
  • the radial tire belt is the main force-bearing component, which bears 60-75% of the total tension of the tire internal pressure
  • the belt layer is the most important part of the radial tire, which largely determines the deformation of the carcass. It directly affects the rigidity of the tread, so it has an important influence on the wearability, driving stability and comfort of the tire.
  • the smaller the angle of the belt cord (the angle with the equator of the tire), the better the tightening effect on the carcass and the stronger the rigidity of the tread.
  • the cord angle is too small in the current production process, not only the process of cutting the belt layer and the joint operation are complicated, but also the performance of the tire is unfavorable, and the risk of belt delamination is likely to occur. Therefore, current belt cords are generally 15-20 degrees. But this seed midday round The rigidity of the tire is still greatly limited.
  • the belt layer should adopt more layers of structure to compensate for its rigidness defects. This increases both the cost and the weight of the tire, which is a significant limitation on the use of radial tires in light vehicles.
  • Pirelli has designed a zero-degree belt radial tire with two layers along the shoulders of the belt. An annular reinforcing belt bundle which is formed by overlapping two turns in a circumferential direction. Compared with ordinary structural belt radial tires, it has the advantages of reduced rolling resistance, fuel saving, reduced heat generation, durable tire safety, stable tread, and improved lateral rigidity of the tire. However, this design increases the complexity of the process at the cost of a large increase in cost, and the rigidity of the center portion of the belt layer is not effectively improved. On this basis, the patent number is
  • the invention patent of 200510095144. 0 discloses a four-layer steel wire belt tire, which is characterized in that: from the inner liner to the tread of the tire, a steel wire carcass, a four-layer steel wire belt layer and a transition rubber layer are sequentially arranged.
  • the first layer of the four-layer steel belt layer is a transition layer of the carcass cords arranged in the meridian direction to the circumferentially arranged small-angle belt layer; the second and third are subjected to stress and survive the bondage.
  • the working layer of the carcass expanding outward; the fourth layer is a protective layer composed of high elongation cords.
  • Such tires still have problems such as complicated process, high cost, and high weight. Summary of the invention
  • the utility model mainly solves the problems that the belt layer of the prior art has insufficient clamping effect on the carcass, the process is complicated, the weight is large, and the cost is high.
  • a novel radial tire comprising a main body ply, a belt layer, a buffer layer and a tread, and the main ply is bent inward to form an inner tube cavity , the two sides of the edge are turned over to wrap the steel ring therein, characterized in that the belt cord has one or several strips spirally wound at an angle of 0-1 degrees with the tire equator line, the belt layer A buffer layer is provided between the ply and the ply.
  • This belt cord which is close to zero, greatly enhances its tightening effect on the carcass, so that in a light car tire, the transition layer of the belt layer can be omitted.
  • the angle between the main ply cord and the tire crown centerline is 75-82 degrees.
  • the conventional radial tire has a large angle of the main ply cord at an angle of nearly 90 degrees with the circumferential direction of the tire crown center line, and the angle of the cord pair hardly relates to the protection of the warp direction of the tire, so The arrangement of such cords results in a greater probability of latitudinal fracture of the carcass.
  • the angle between the main ply cord of the present scheme and the warp direction of the tire is a small angle of 75-82 degrees, which greatly improves the warp force of the carcass while taking into account the latitudinal force of the carcass.
  • the body ply has an even number of cords, the cord angle between the two layers being symmetrical about the centerline of the tire crown. This design makes the force of the main ply even and stable.
  • the cord of the body ply is uniformly staggered with steel wire or rayon or steel wire and rayon. Thanks to the small angle (near zero degree) belt layer, the main fabric ply can be made of man-made fiber ply, which reduces the cost and reduces the weight.
  • the buffer layer has one or several layers of cords, and the cords between adjacent cord layers intersect at an angle of between 60 and 70.
  • This buffer layer acts as a transition layer at the same time.
  • the cross angle of the cord takes into account both the warp and weft forces, which enhances the ability of the tire to be stressed.
  • it can better ensure that the carcass has good bonding strength, making it less prone to delamination.
  • the cord of the buffer layer is a rayon. Since the buffer layer does not substantially withstand the internal tension of the carcass, it is economically possible to replace the steel cord with a rayon cord. And make it more elastic.
  • the angle of each adjacent layer of cords in said buffer layer is symmetrical about a tire crown centerline.
  • the cord angles of the adjacent two buffer layers are symmetrical with respect to the tire equator to achieve the symmetrical, balanced and stable effect of the tension applied to the cord.
  • the belt cord is helically arranged along the circumference of the carcass by 2-3 parallel rows of steel wires and/or rayon fibers.
  • 2 to 3 parallel juxtaposed spiral cords can be wound at the same time for easy production.
  • 2-3 cords can share the tension of the cord due to the tension action of the tire during use or the tension of the carcass during vulcanization, it has an important effect on the structural stability of the carcass and prevention of cracking.
  • the belt cord is a steel wire having a rubber layer on the outer side.
  • This cord can be completed by an extrusion process and the process is convenient. The result is a more complete fusion of the tire colloid.
  • the utility model has the beneficial effects of solving the problem that the belt layer of the prior art has insufficient tightening effect on the carcass, the process is complicated, the weight is large, and the cost is high, and the weight of the tire is greatly reduced. The cost is greatly reduced, and the structure is more stable and significant.
  • Figure 1 is a schematic view of the structure of the present invention. detailed description
  • FIG. 1 is a schematic view showing the structure of the present invention.
  • the utility model relates to a novel radial tire, which is composed of a main body ply 1, a steel ribbon bundle layer 2, a buffer layer 3 and a wire ring 4.
  • the main ply is a rayon ply, and the main ply is bent inward to form an inner tube cavity, and at the edge thereof The eversion covers the wire loop.
  • the angle between the main ply cord and the centerline of the tire crown is a small angle of 75 - 82 degrees. It has an even number of cords, the cord angle between the two layers being symmetrical about the centerline of the tire crown.
  • the cord of the main ply is rayon.
  • the outer surface of the main body ply is provided with a belt layer between the shoulders of the carcass, and the belt cord has 2-3 strips spirally wound with the tire equator at an angle of 0. 0015 degrees, the belt layer
  • the cord is a steel wire wrapped with a rubber outer layer.
  • a buffer layer is disposed between the belt layer and the main body ply, and the buffer layer is provided with two layers of cords symmetric about the center line of the tire crown.
  • the angles of the two layers of cords are symmetric about the equator line, and the cords between the two layers are The intersection is at an angle of between 60 and 70, that is, at an angle of 30-35 degrees to the centerline of the tire crown, and the angle of each adjacent two layers of cords is symmetrical about the centerline of the tire crown.
  • the buffer layer is made of rayon cord.
  • This small angle belt enhances its tightening action on the carcass, reducing the length of the cord that is stretched during carcass, tread vulcanization and tire use, reducing it
  • the degumming of the main ply is possible, so this radial wheel is more stable during use. It is because of the reinforcement of the belt tensioning effect that the main body ply can use a nylon cord having a lower strength, so that it has a cost reduction and a weight reduction effect.
  • the role of the buffer layer is that the direct impact of the belt on the belt is relieved, and it also bears a certain tensile force with the warp.
  • the angle between the main curtain cord of the scheme and the centerline of the tire crown is a small angle of 75-82 degrees, which greatly improves the latitudinal force of the tire while taking into account the meridional force of the carcass.
  • the buffer layer is disposed between the main ply and the belt layer, it also functions as a transition layer, which can better ensure that the carcass has good bonding strength, making it less prone to delamination.
  • the utility model relates to a novel radial tire, which is composed of a main body ply 1, a steel ribbon bundle layer 2, a buffer layer 3 and a bead ring 4.
  • the main ply is a rayon ply, and the main ply is bent inward to form an inner tube cavity, and the outer ring is turned over at its edge to wrap the wire ring therein.
  • the angle between the main ply cord and the centerline of the tire crown is a small angle of 75-82 degrees. It has an even number of cords, corresponding between the two layers The cord angle is symmetrical about the centerline of the tire crown.
  • the cord of the main ply is arranged in a staggered arrangement of rayon and steel wire, that is, the steel wire and the rayon are arranged at intervals.
  • the outer surface of the main body ply is provided with a belt layer between the shoulders of the carcass, and the belt cord has 2-3 strips spirally wound with the tire equator at an angle of 0. 0015 degrees, the belt layer
  • the cord is a steel wire wrapped with a rubber outer layer.
  • a buffer layer is disposed between the belt layer and the main body ply, and the buffer layer is provided with two layers of cords symmetric about the center line of the tire crown.
  • the angles of the two layers of cords are symmetric about the equator line, and the cords between the two layers are The intersection is at an angle of between 60 and 70, that is, at an angle of 30-35 degrees to the centerline of the tire crown, and the angle of each adjacent two layers of cords is symmetrical about the centerline of the tire crown.
  • the buffer layer is made of rayon cord.
  • the use of rayon fibers in the belt layer makes the tires lighter in weight and lower in cost, and does not affect the strength and stability of the structure due to the structural characteristics of the belt cord of the present invention.
  • the main curtain layer cord can be subjected to a larger warp force by adding a suitable steel wire.
  • the utility model has the characteristics of simple process, convenient production, small tire weight, low cost, stable structure and good quality.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

一种子午线轮胎
技术领域
本实用新型涉及一种交通工具的轮胎， 尤其是涉及一种新型子午线轮胎。 说
背景技术
传统的斜交轮胎虽然沿用时间长， 使用范围广， 生产技术已有一定基础， 但由于其结构上不够合理， 影响了发展， 逐步将被新型子午线轮胎所取代。 子
书
午线轮胎的主要结构特点有以下几点：
1. 胎体帘线各层间相互地由一胎圈到另一胎圈呈子午线方向排列。轮胎内 压对胎体帘线产生的应力比普通斜交轮胎少一半， 而且所有帘子线按照 受力方向排列， 每根帘线充分受力；
2. 子午线轮胎带束层是主要受力部件， 承受轮胎内压总伸张力的 60-75%;
3. 由于胎体帘线子午排列， 能最大限度发挥帘线强力作用， 但胎体侧部因 层数少柔软且刚性不大 ， 法向变形较斜交轮胎增大 25-30%， 胎侧部位 变形大， 而不刺穿。
根据上述的子午线轮胎的特点， 带束层是子午线轮胎最主要的受力部分， 它在很大程度上决定着胎体的变形。 直接影响到胎面的刚性， 因此它对轮胎的 而磨性， 行驶稳定性、 舒适性等有重要影响。
理论上讲， 带束层帘线角度 （与轮胎赤道的夹角）越小， 对胎体的箍紧作 用越好， 胎面的刚性越强。 但由于现行的生产工艺中， 帘线角度过小， 不仅使 带束层的裁断和接头等工艺操作复杂化， 而且对轮胎使用性能不利， 容易产生 带束层脱层的危险。 所以现行的带束层帘线一般为 15-20度。 但这种子午线轮 胎的刚性还是受到了很大的限制， 一般带束层要采用较多层的结构来弥补其刚- 性上的缺陷。 这就既增加了成本， 同时也增加了轮胎的重量， 这就在轻型汽车 对子午线轮胎的使用方面受到了很大的限制。
为了减小带束层边部的变形， 提高子午线轮胎的胎肩刚性， 减少变形生热， 保护带束层免受应力应变作用产生的疲劳损坏。 保证在高速行驶时具有稳定的 尺寸， 提高胎面稳定性、 减少不均匀磨耗， 意大利倍耐力公司设计了一种零度 带束层结构的子午线轮胎， 它在带束层的两肩设有两层沿周向排列重叠缠两圈 而成的环状增强带束条。 它与普通结构带束层子午线轮胎相比具有降低滚动阻 力， 节省燃料； 降低生热， 轮胎耐久安全； 胎面稳定； 提高轮胎的侧向刚性等 优点。 但这种设计提高工艺的复杂程度， 是以成本的较大提高为代价的， 而且， 带束层的中心部位的钢性并没有得到有效提高。 在此基础上， 专利号为
200510095144. 0的发明专利公开了一种四层结构钢丝带束层轮胎， 其特征是： 从轮胎的气密层到胎面间依次为钢丝胎体、 四层钢丝带束层、 过渡橡胶层。 其 中四层钢丝带束层中的第一层为将子午线方向排列的胎体帘线角度过渡到周向 排列的小角度带束层的过渡层； 第二、 第三为承受应力、 起幸存束缚胎体向外 膨胀作用的工作层； 第四层为保护层， 由高伸长帘线组成。 这种轮胎仍然存在 着工艺复杂、 成本高、 重量大等问题。 发明内容
本实用新型主要是解决现有技术所存在的带束层对胎体的箍紧作用不够， 工艺复杂， 重量大、 成本高问题。
本实用新型的上述技术问题主要是通过下述技术方案得以解决的： 一种新 型子午线轮胎，包括主体帘布层、 带束层、 缓冲层以及胎面构成， 主体帘布层向 内弯曲形成一个内胎腔， 其两侧边缘翻转将钢圈包裹其中， 其特征在于所述的 带束层帘线有一条或若干条以与轮胎赤道线呈 0-1 度角方向螺旋盘绕， 带束层 与帘布层之间设有缓冲层。 这种接近于零度的带束层帘线极大的提高了它对胎 体的箍紧作用， 以至于， 在轻型汽车轮胎中， 带束层的过渡层可以省略。 它无 论是在硫化工艺中， 还是在长期的使用过程中， 它的伸缩变化将会非常小， 不 会出现脱层现象。 在生产硫化过程中， 胎体膨胀极小， 不会出现溢胶现象， 所 以在生产过程中的废品率低， 工艺简化。 而且帘线采用螺旋盘绕的形式， 大大 减少了裁断工序以及游离态的帘线头， 使得工艺更加简单， 使用寿命更长。 而 缓冲层的作用在于外界对带束层直接冲击得到缓解， 同时也承受了一定的， 与 赤道方向垂直的拉力。
作为优选， 所述的主体帘布层帘线与轮胎胎冠中心线周向的夹角为 75-82 度。 传统的子午线轮胎其主体帘布层帘线采用与轮胎胎冠中心线周向的夹角近 于 90度的大角度， 这种角度的帘线对几乎不涉及轮胎的经向受力的保护， 因此 这种帘线的布置方式使得胎体纬向断裂的机率较大。 而本方案的主体帘布层帘 线与轮胎经线方向间的夹角为 75-82度的小角度， 在兼顾胎体纬向受力的同时 大大提高了其经向受力能力。
作为优选， 所述的主体帘布层具有偶数层帘线， 对应两层之间的帘线角度 关于轮胎胎冠中心线对称。 这种设计使得主体帘布层的受力能力均匀稳定。
作为优选， 所述的主体帘布层的帘线为钢丝或人造纤维或钢丝和人造纤维 均匀交错分布。 由于有小角度 （接近零度） 的带束层的保证， 可以将主体帘布 层采用人造纤维帘布层， 达到了降低成本， 降低重量的效果。
作为优选， 所述的缓冲层具有一层或若干层帘线， 相邻帘线层之间的帘线 交叉呈 60-70之间的夹角。 这种缓冲层同时起到过渡层的作用， 该帘线的交叉 角度同时兼顾经向和纬向力的作用， 加强了轮胎的受力能力。 同时， 其作为过 渡层可以更好的保证胎体有良好黏合强度， 使其更不容易出现脱层现象。
作为优选， 所述的缓冲层的帘线为人造纤维。 由于缓冲层基本不承受胎体 的内部张力， 所以从经济角度来说， 完全可以用人造纤维帘线来代替钢丝帘线。 而且使得其弹性更好。
作为优选， 所述的缓冲层中每相邻层帘线的角度关于轮胎胎冠中心线对称。 相邻两层缓冲层的帘线角度关于轮胎赤道对称， 以达到帘线所受的拉力对称、 平衡稳定的效果。
作为优选， 所述的带束层帘线由 2-3条平行并列的钢丝和 （或）人造纤维 沿胎体周向螺旋排布。在生产工艺中， 2- 3条平行并列周向螺旋排布帘线可以同 时缠绕， 方便生产。 又由于 2-3条帘线可以分担因轮胎使用时的张力作用或者 硫化时胎体膨胀的张力作用而产生的帘线拉力， 对胎体的结构稳定、 防止破裂 等方面都有重要效果。
作为优选， 所述的带束层帘线为外侧包有一层橡胶层的钢丝。 这种帘线可 以通过挤出工艺完成， 工艺较为方便。 其较果是可以使其与轮胎胶体实现更为 完全的熔合。
本实用新型的带来的有益效果是， 解决现有技术所存在的带束层对胎体的 箍紧作用不够， 工艺复杂， 重量大、 成本高问题， 实现了轮胎重量的大幅度减 小， 成本大大降低， 而结构更为稳定的显著效果。 附图说明
附图 1是本实用新型的一种结构示意图。 具体实施方式
下面通过实施例， 并结合附图， 对本实用新型的技术方案作进一步具体的 说明。
实施例 1 : 附图 1是本实用新型的一种结构示意图，本实用新型是一种新型 子午线轮胎， 它由主体帘布层 1、 钢丝带束层 2、 缓冲层 3以及钢丝圈 4构成。 主体帘布层为人造纤维帘布层， 主体帘布层向内弯曲形成内胎腔， 并在其边缘 外翻将钢丝圈包裹其中。主体帘布层帘线与轮胎胎冠中心线周向的夹角为 75 - 82 度的小角度。 它具有偶数层帘线， 对应两层之间的帘线角度关于轮胎胎冠中心 线对称。 主体帘布层的帘线为人造纤维。 主体帘布层的外环面， 在胎体的两肩 之间设有带束层， 带束层帘线有 2-3条以与轮胎赤道线呈 0. 0015度角方向螺旋 盘绕， 带束层帘线为包有一层橡胶外层的钢丝线。 带束层与主体帘布层之间设 有缓冲层， 缓冲层设有两层关于轮胎胎冠中心线对称的帘线， 两层帘线的角度 关于赤道线对称， 两层之间的帘线呈之交叉呈 60-70之间的夹角， 即与轮胎胎 冠中心线呈 30-35度夹角， 并且每相邻两层帘线的角度关于轮胎胎冠中心线对 称。 缓冲层采用人造纤维帘线。
这种小角度的带束层增强了它对胎体的箍紧作用， 减小了帘线的在胎体、 胎面的硫化和轮胎的使用过程中被拉长的长度， 减小了它与主体帘布层的脱胶 可能， 因此这种子午线轮在使用过程中更加稳定。 正是由于带束层这种箍紧作 用的加强， 所以这里的主体帘布层可以使用强度较小的尼龙帘线， 使得它有成 本下降的同时， 也得到重量下降的有益效果。 缓冲层的作用在于外界对带束层 直接冲击得到缓解， 同时也承受了一定的与经向的拉力。 而本方案的主体帘布 层帘线与轮胎胎冠中心线的夹角为 75-82度的小角度， 在兼顾胎体经向受力的 同时大大提高了其纬向受力能力。 由于缓冲层设于主体帘布层与带束层之间， 所以他也同时起到过渡层的作用， 可以更好的保证胎体有良好黏合强度， 使其 更不容易出现脱层现象。 实施例 2
本实用新型是一种新型子午线轮胎， 它由主体帘布层 1、 钢丝带束层 2、 缓 冲层 3以及钢丝圈 4构成。 主体帘布层为人造纤维帘布层， 主体帘布层向内弯 曲形成内胎腔， 并在其边缘外翻将钢丝圈包裹其中。 主体帘布层帘线与轮胎胎 冠中心线周向的夹角为 75-82度的小角度。 它具有偶数层帘线， 对应两层之间 的帘线角度关于轮胎胎冠中心线对称。 主体帘布层的帘线为人造纤维和钢丝均 匀交错排布， 即钢丝和人造纤维相间隔排布。 主体帘布层的外环面， 在胎体的 两肩之间设有带束层， 带束层帘线有 2-3条以与轮胎赤道线呈 0. 0015度角方向 螺旋盘绕， 带束层帘线为包有一层橡胶外层的钢丝线。 带束层与主体帘布层之 间设有缓冲层， 缓冲层设有两层关于轮胎胎冠中心线对称的帘线， 两层帘线的 角度关于赤道线对称， 两层之间的帘线呈之交叉呈 60-70之间的夹角， 即与轮 胎胎冠中心线呈 30-35度夹角， 并且每相邻两层帘线的角度关于轮胎胎冠中心 线对称。 缓冲层采用人造纤维帘线。
带束层采用人造纤维可以使得轮胎重量更轻， 成本更低， 并由于本发明带 束层帘线的结构特点， 并不影响其结构的强度和稳定性。 同时主帘布层帘线加 入适当的钢丝可以其可以承受更大的经向受力。
所以本实用新型具有工艺简单、 生产方便、 轮胎重量小、 成本低、 结构稳 定、 质量好等特点。

Claims

权 利 要 求
1. 一种新型子午线轮胎，包括主体帘布层、 带束层以及胎面构成， 主体帘布层 向内弯曲形成一个内胎腔， 其两侧边缘翻转将钢圈包裹其中， 其特征在于所 述的带束层帘线有一条或若干条以与轮胎赤道线呈 0-1度角方向螺旋盘绕， 带束层与帘布层之间设有缓冲层。
2. 根据权利要求 1所述的一种新型子午线轮胎， 其特征在于所述的主体帘布层 帘线与轮胎经线方向的夹角为 8-15度的小角度。
3. 根据权利要求 2所述的一种新型子午线轮胎， 其特征在于所述的主体帘布层 具有偶数层帘线， 对应两层之间的帘线角度关于轮胎赤道线对称。
4. 根据权利要求 1或 2或 3所述的一种新型子午线轮胎， 其特征在于所述的主 体帘布层的帘线为钢丝或人造纤维或钢丝和人造纤维均匀交错分布。
5. 根据权利要求 1或 2或 3所述的一种新型子午线轮胎， 其特征在于所述的缓 冲层具有偶数层帘线， 相邻帘线层之间的帘线交叉呈 25-35之间的夹角。
6. 根据权利要求 4所述的一种新型子午线轮胎， 其特征在于所述的缓冲层具有 偶数层帘线， 相邻层之间的帘线呈之交叉呈 25-35之间的夹角。
7. 根据权利要求 1或 2或 3所述的一种新型子午线轮胎， 其特征在于所述的缓 冲层帘线为人造纤维。
8. 根据权利要求 5所述的一种新型子午线轮胎， 其特征在于所述的缓冲层帘线 为人造纤维。
9. 根据权利要求 4所述的一种新型子午线轮胎， 其特征在于所述的缓冲层中每 相邻两层帘线的角度关于轮胎赤道对称。
10.根据权利要求 1或 2或 3所述的一种新型子午线轮胎， 其特征在于所述的带 束层帘线由 2-3条平行并列的钢丝和 （或） 人造纤维沿胎体周向螺旋排布。
11.根据权利要求 4所述的一种新型子午线轮胎， 其特征在于所述的带束层帘线 由 2- 3条平行并列的钢丝和 （或）人造纤维沿胎体周向螺旋排布。
12.根据权利要求 1或 2或 3所述的一种新型子午线轮胎， 其特征在于所述的带 束层帘线为外侧包有一层橡胶层的钢丝。
PCT/CN2009/000819 2008-09-11 2009-07-22 一种子午线轮胎 WO2010028535A1 (zh)

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