WO2022068831A1 - 一种城市轨道交通轮胎圈部结构 - Google Patents

一种城市轨道交通轮胎圈部结构 Download PDF

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Publication number
WO2022068831A1
WO2022068831A1 PCT/CN2021/121491 CN2021121491W WO2022068831A1 WO 2022068831 A1 WO2022068831 A1 WO 2022068831A1 CN 2021121491 W CN2021121491 W CN 2021121491W WO 2022068831 A1 WO2022068831 A1 WO 2022068831A1
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WO
WIPO (PCT)
Prior art keywords
carcass ply
rail transit
urban rail
bead
end point
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PCT/CN2021/121491
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English (en)
French (fr)
Inventor
王�锋
陈雪梅
张贯超
李明
马小刚
刘帅
孙建磊
赵学峰
张正伟
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山东玲珑轮胎股份有限公司
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Publication of WO2022068831A1 publication Critical patent/WO2022068831A1/zh

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    • 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
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • 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
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/04—Bead cores

Definitions

  • the invention relates to the technical field of rim structure design of rubber tires, in particular to a rim structure of an urban rail transit tire.
  • Urban rail transit is a medium-capacity rail transportation system in which vehicles and special rail beams are combined to operate in one.
  • the load-bearing tire supports the entire monorail vehicle, has a high bearing load, and has high requirements on the durability of the tire bead. Reduce the overall deformation energy consumption of the ring.
  • the invention aims to optimize the rubber core structure, adjust the difference between the carcass and the steel wire cloth under the premise of ensuring the overall weight of the tire, and improve urban rail transit tires lap durability.
  • the purpose of the present invention is to provide an urban rail transit tire rim structure to solve the problems raised in the above background technology.
  • the present invention provides the following technical solutions:
  • An urban rail transit tire ring structure comprising a composite apex rubber core, a steel wire ring, a carcass ply, a steel cord reinforcement layer, a zigzag nylon wrapping cloth and a zigzag rubber; the carcass ply wraps the wire ring, the steel wire
  • the carcass ply is bound by the "U-shaped" design of the ply reinforcement layer.
  • the inner end point of the steel cord reinforcement layer is set between the carcass ply and the inner liner, and the outer end point is set between the carcass ply and the nipple nylon wrapping.
  • the upper end point of the nylon wrapping cloth of the sub-port is located above the end point of the turn-up wrapping of the carcass ply, and the lower end end of the nylon wrapping cloth ends at the bead ring.
  • the difference between the outer end point of the steel cord reinforcement layer and the turn-up end point of the carcass ply is 12-18mm, and the difference between the inner end point of the steel cord reinforcement layer is 5-8mm.
  • the difference between the upper end point of the nylon wrapping cloth of the sub-port and the upper end point of the turn-up wrapping of the carcass ply is 20-25mm.
  • the traveler is a 22.5-inch traveler.
  • the width of the steel cord of the carcass ply is 740-760 mm, and the thickness is 3.0 mm.
  • the inner diameter of the traveler is less than or equal to 572 mm
  • the diameter of a single steel wire is 1.65 mm
  • the number is 72-78.
  • the composite apex rubber core is composed of an upper apex rubber core with softness, high elongation and good flexibility, and a lower apex rubber core with high rigidity and low elongation.
  • the height ratio of the lower apex rubber core is 2.4:1, and the area ratio is 2.17:1.
  • the parting surface of the upper and lower apex rubber core is in the shape of a broken line, and the ratio of each broken line is 7:6:5:3:1.
  • the thickness of the bead filler of the present invention is moderate, which can reduce the cost of quality control in the process of component production, storage and green tire manufacturing.
  • the present invention can reduce the thickness of the rubber at the ring portion by optimizing the rubber core structure and adjusting the difference between the carcass and the steel wire covering, which is beneficial to control heat generation and manufacturing costs.
  • FIG. 1 is a schematic structural diagram of the present invention.
  • FIG. 2 is a transverse cross-sectional view of the composite rubber core in the present invention.
  • Bead ring 1 composite apex rubber core 2, inner lining layer 3, steel cord reinforcement layer 4, zigzag nylon wrapping 5, zigzag rubber 6, carcass ply 7.
  • the terms “installed”, “connected”, “connected”, “Connection” should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, It may be the internal communication of two elements.
  • installed e.g., it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, It may be the internal communication of two elements.
  • the specific meanings of the above terms in the present invention can be understood through specific situations.
  • an urban rail transit tire rim structure includes a composite apex rubber core 2, a bead ring 1, a carcass ply 7, a steel cord reinforcement layer 4, and a zigzag nylon bag. Cloth 5, sub-mouth rubber 6.
  • the carcass ply 7 tightly wraps the bead ring 1, the steel cord reinforcement layer 4 binds the carcass ply 7 through a "U-shaped" design, and the inner end point of the steel cord reinforcement layer 4 is set on the carcass ply 7 and the inner liner Between the layers 3, the outer end point is arranged between the carcass ply 7 and the zigzag nylon cladding 5, the upper end point of the zigzag nylon cladding 5 is located above the carcass ply 7 turn-up end point, and the lower end is terminated at the bead ring 1 .
  • the difference between the outer end point of the steel cord reinforcement layer 4 and the turn-up end point of the carcass ply 7 is 12-18mm, and the difference between the inner end point of the steel cord reinforcement layer 4 is 5-8mm.
  • the difference between the upper end point of the zigzag nylon wrapping cloth 5 and the upper end end point of the carcass ply 7 is 20-25mm. The excessive stress on the bead is more gentle and uniform, so as to avoid the stress of the bead being too concentrated at a certain point.
  • Figure 2 is a transverse cross-sectional view of the composite rubber core, which consists of an upper apex rubber core and a lower apex rubber core.
  • the upper apex rubber core is soft, has high elongation and good flexibility, and the lower apex rubber core has high rigidity and low elongation.
  • the height ratio of the upper apex rubber core and the lower apex rubber core is 2.4:1
  • the area ratio is 2.17:1
  • the parting surface of the upper and lower apex rubber cores is in the shape of a broken line
  • the ratio of each broken line is 7:6:5:3:1
  • the area of the upper apex rubber core is large, which increases the flexibility and durability of the tire, and does not affect the rigid support of the tire, ensuring that the thickness of the tire mouth is smoothly transitioned to the thickness of the waterproof line.
  • the difference between the outer end point of the steel cord reinforcement layer 4 and the turn-up end point of the carcass ply 7 is 12-18mm, and the difference between the inner end point of the steel cord reinforcement layer 4 and the inner end point of the steel cord reinforcement layer 4 is 12-18mm. The difference is 5-8mm.
  • the difference between the upper end point of the zigzag nylon wrapping cloth 5 and the upper end end point of the carcass ply 7 is 20-25mm. The excessive stress on the bead is more gentle and uniform, so as to avoid the stress of the bead being too concentrated at a certain point;
  • the composite apex rubber core is composed of an upper apex rubber core and a lower apex rubber core.
  • the upper apex rubber core is soft, has high elongation and good flexibility, and the lower apex rubber core has high rigidity and low elongation.
  • the height ratio of the rubber core and the lower triangle rubber core is 2.4:1, and the area ratio is 2.17:1.
  • the parting surface of the upper and lower triangle rubber cores is in the shape of a broken line, and the ratio of each broken line is 7:6:5:3:1.
  • the rubber core has a large area, which increases the flexibility and durability of the tire, and at the same time does not affect the rigid support of the tire, ensuring a smooth transition from the thickness of the tire mouth to the waterproof line.

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

Abstract

本发明公开了一种城市轨道交通轮胎圈部结构，包括复合三角胶芯、钢丝圈、胎体帘布层、钢丝帘布加强层、子口尼龙包布和子口护胶；所述胎体帘布层包裹钢丝圈，钢丝帘布加强层通过"U型"设计将胎体帘布层进行束缚，钢丝帘布加强层内侧端点设置在胎体帘布层和内衬层之间，外侧端点设置在胎体帘布层和子口尼龙包布之间，所述子口尼龙包布上端点位于胎体帘布层反包端点的上方，其下端点终止于钢丝圈，本发明胎圈填充料厚度适中，可降低部件生产、存储过程以及生胎制造过程中的品控成本，本发明通过优化胶芯结构、调整胎体和钢丝包布差级，可降低圈部橡胶厚度，有利于控制生热和制造成本。

Description

一种城市轨道交通轮胎圈部结构 技术领域
本发明涉及橡胶轮胎的圈部结构设计技术领域，具体是一种城市轨道交通轮胎圈部结构。
 背景技术
城市轨道交通是一种车辆与特制轨道梁组合成一体运行的中等运量轨道运输系统，车体通过负载轮(双胎并装)骑在混凝土结构梁上缓缓前行。该负载轮胎支撑整个单轨车辆，承载负荷高，对轮胎圈部耐久性能要求较高，为了改善轮胎圈部耐久性能，目前轮胎厂家对轮胎组成橡胶成分进行调整同时选用高强度轮胎钢丝骨架材料，以期降低圈部的总体变形能耗。
 技术问题
调整橡胶成分选用高强度骨架材料对轮胎成本控制不利，难以进行推广，本发明旨在保证轮胎整体重量的前提下，优化胶芯结构、调整胎体和钢丝包布差级，提升城市轨道交通轮胎圈耐久性能。
 技术解决方案
本发明的目的在于提供一种城市轨道交通轮胎圈部结构，以解决上述背景技术中提出的问题。
为实现上述目的，本发明提供如下技术方案：
一种城市轨道交通轮胎圈部结构，包括复合三角胶芯、钢丝圈、胎体帘布层、钢丝帘布加强层、子口尼龙包布和子口护胶；所述胎体帘布层包裹钢丝圈，钢丝帘布加强层通过“U型”设计设计将胎体帘布层进行束缚，钢丝帘布加强层内侧端点设置在胎体帘布层和内衬层之间，外侧端点设置在胎体帘布层和子口尼龙包布之间，所述子口尼龙包布上端点位于胎体帘布层反包端点的上方，其下端点终止于钢丝圈。
作为本发明进一步的方案：所述钢丝帘布加强层的外侧端点与胎体帘布层的反包端点的差级为12-18mm,与钢丝帘布加强层的内侧端点的差级为5-8mm。
作为本发明进一步的方案：所述子口尼龙包布上端点与胎体帘布层反包上端点差级为20-25mm。
作为本发明进一步的方案：所述钢丝圈为22.5寸口钢丝圈。
作为本发明进一步的方案：所述胎体帘布层的钢丝帘布宽度为740-760mm,厚度为3.0mm。
作为本发明进一步的方案：所述钢丝圈的内径≤572mm，单根钢丝直径1.65mm,数量72-78根。
作为本发明再进一步的方案：所述复合三角胶芯由柔软、伸长率高、曲挠性好的上三角胶芯和刚性大、伸长率低的下三角胶芯组成，上三角胶芯和下三角胶芯高度比值为2.4:1,面积比为2.17:1，上下三角胶芯分型面呈折线形，每段折线比值分别为7:6:5:3:1。
 有益效果
与现有技术相比，本发明的有益效果是：
1、本发明胎圈填充料厚度适中，可降低部件生产、存储过程以及生胎制造过程中的品控成本。
2、本发明通过优化胶芯结构、调整胎体和钢丝包布差级，可降低圈部橡胶厚度，有利于控制生热和制造成本。
 附图说明
图1为本发明的结构示意图。
图2为本发明中复合胶芯的横向剖面图。
其中：钢丝圈1、复合三角胶芯2、内衬层3、钢丝帘布加强层4、子口尼龙包布5、子口护胶6、胎体帘布层7。
 本发明的实施方式
在本发明的描述中，需要理解的是，术语“ 中心”、“ 纵向”、“ 横向”、“ 上”、“ 下”、“ 前”、“ 后”、“ 左”、“ 右”、“ 竖直”、“ 水平”、“ 顶”、“ 底”、“ 内”、“ 外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“ 第一”、“ 第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“ 第一”、“ 第二”等的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，除非另有说明，“ 多个”的含义是两个或两个以上。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“ 安装”、“ 相连”、“ 连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以通过具体情况理解上述术语在本发明中的具体含义。
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
实施例1
请参阅图1-2，本发明实施例中，一种城市轨道交通轮胎圈部结构，包括复合三角胶芯2、钢丝圈1、胎体帘布层7、钢丝帘布加强层4、子口尼龙包布5、子口护胶6。胎体帘布层7紧紧包裹着钢丝圈1，钢丝帘布加强层4通过“U型”设计将胎体帘布层7进行束缚，钢丝帘布加强层4内侧端点设置在胎体帘布层7和内衬层3之间，外侧端点设置在胎体帘布层7和子口尼龙包布5之间，子口尼龙包布5上端点位于胎体帘布层7反包端点的上方，下端点终止于钢丝圈1。钢丝帘布加强层4的外侧端点与胎体帘布层7的反包端点的差级为12-18mm,与钢丝帘布加强层4的内侧端点的差级为5-8mm。子口尼龙包布5上端点与胎体帘布层7反包上端点差级为20-25mm。胎圈部位的应力过度更加平缓、均匀，避免胎圈部位应力过于集中某一点。
图2是复合胶芯的横向剖面图，由上三角胶芯和下三角胶芯组成，上三角胶芯柔软、伸长率高、曲挠性好，下三角胶芯刚性大、伸长率低，上三角胶芯和下三角胶芯高度比值为2.4:1,面积比为2.17:1，上下三角胶芯分型面呈折线形，每段折线比值分别为7:6:5:3:1，上三角胶芯的面积较大，增加了轮胎的曲挠性和耐久性能，同时也不影响轮胎的刚性支撑，保证轮胎子口处厚度向防水线处厚度平稳过度。
需要注意的是，本申请的发明点在于：1、钢丝帘布加强层4的外侧端点与胎体帘布层7的反包端点的差级为12-18mm,与钢丝帘布加强层4的内侧端点的差级为5-8mm。子口尼龙包布5上端点与胎体帘布层7反包上端点差级为20-25mm。胎圈部位的应力过度更加平缓、均匀，避免胎圈部位应力过于集中某一点；
2、所述复合三角胶芯由上三角胶芯和下三角胶芯组成，上三角胶芯柔软、伸长率高、曲挠性好，下三角胶芯刚性大、伸长率低，上三角胶芯和下三角胶芯高度比值为2.4:1,面积比为2.17:1，上下三角胶芯分型面呈折线形，每段折线比值分别为7:6:5:3:1，上三角胶芯的面积较大，增加了轮胎的曲挠性和耐久性能，同时也不影响轮胎的刚性支撑，保证轮胎子口处厚度向防水线处厚度平稳过度。
 工业实用性
对于本领域技术人员而言，显然本发明不限于上述示范性实施例的细节，而且在不背离本发明的精神或基本特征的情况下，能够以其他的具体形式实现本发明。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本发明的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本发明内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。
此外，应当理解，虽然本说明书按照实施方式加以描述，但并非每个实施方式仅包含一个独立的技术方案，说明书的这种叙述方式仅仅是为清楚起见，本领域技术人员应当将说明书作为一个整体，各实施例中的技术方案也可以经适当组合，形成本领域技术人员可以理解的其他实施方式。

Claims (7)

  1. 一种城市轨道交通轮胎圈部结构，包括复合三角胶芯（2）、钢丝圈（1）、胎体帘布层（7）、钢丝帘布加强层（4）、子口尼龙包布（5）和子口护胶（6）；
    其特征在于，所述胎体帘布层（7）包裹钢丝圈（1），钢丝帘布加强层（4）通过“U型”设计将胎体帘布层（7）进行束缚，钢丝帘布加强层（4）内侧端点设置在胎体帘布层（7）和内衬层（3）之间，外侧端点设置在胎体帘布层（7）和子口尼龙包布（5）之间，所述子口尼龙包布（5）上端点位于胎体帘布层（7）反包端点的上方，其下端点终止于钢丝圈（1）。
  2. 根据权利要求1所述的城市轨道交通轮胎圈部结构，其特征在于，所述钢丝帘布加强层(4)的外侧端点与胎体帘布层（7）的反包端点的差级为12-18mm,与钢丝帘布加强层(4)的内侧端点的差级为5-8mm。
  3. 根据权利要求1所述的城市轨道交通轮胎圈部结构，其特征在于，所述子口尼龙包布（5）上端点与胎体帘布层（7）反包上端点差级为20-25mm。
  4. 根据权利要求1所述的城市轨道交通轮胎圈部结构，其特征在于，所述钢丝圈（1）为22.5寸口钢丝圈。
  5. 根据权利要求1所述的城市轨道交通轮胎圈部结构，其特征在于，所述胎体帘布层（7）的钢丝帘布宽度为740-760mm,厚度为3.0mm。
  6. 根据权利要求1所述的城市轨道交通轮胎圈部结构，其特征在于，所述钢丝圈（1）的内径≤572mm，单根钢丝直径1.65mm,数量72-78根。
  7. 根据权利要求1所述的城市轨道交通轮胎圈部结构，其特征在于，所述复合三角胶芯（2）由柔软、伸长率高、曲挠性好的上三角胶芯和刚性大、伸长率低的下三角胶芯组成，上三角胶芯和下三角胶芯高度比值为2.4:1,面积比为2.17:1，上下三角胶芯分型面呈折线形，每段折线比值分别为7:6:5:3:1。
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