WO2022188158A1 - 一种防平斑轮胎及车辆 - Google Patents

一种防平斑轮胎及车辆 Download PDF

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Publication number
WO2022188158A1
WO2022188158A1 PCT/CN2021/080483 CN2021080483W WO2022188158A1 WO 2022188158 A1 WO2022188158 A1 WO 2022188158A1 CN 2021080483 W CN2021080483 W CN 2021080483W WO 2022188158 A1 WO2022188158 A1 WO 2022188158A1
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WIPO (PCT)
Prior art keywords
flat spot
tire
linear density
cords
pieces
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PCT/CN2021/080483
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English (en)
French (fr)
Inventor
唐腊梅
邢向英
Original Assignee
浙江吉利控股集团有限公司
浙江联控技术有限公司
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Application filed by 浙江吉利控股集团有限公司, 浙江联控技术有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to EP21929632.4A priority Critical patent/EP4306334A1/en
Priority to US18/277,571 priority patent/US20240123766A1/en
Priority to CN202180068429.2A priority patent/CN117015480A/zh
Priority to PCT/CN2021/080483 priority patent/WO2022188158A1/zh
Publication of WO2022188158A1 publication Critical patent/WO2022188158A1/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
    • 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
    • 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
    • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
    • B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
    • 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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
    • 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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
    • 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
    • B60C2009/1828—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by special physical properties of the belt ply
    • 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
    • B60C2009/2061—Physical properties or dimensions of the belt coating rubber
    • B60C2009/2064—Modulus; Hardness; Loss modulus or "tangens delta"
    • 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
    • B60C2009/2074—Physical properties or dimension of the belt cord
    • B60C2009/2077—Diameters of the cords; Linear density thereof
    • 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
    • B60C2009/2074—Physical properties or dimension of the belt cord
    • B60C2009/2083—Density in width direction
    • 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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
    • B60C2011/0016—Physical properties or dimensions

Definitions

  • the invention relates to the technical field of vehicle tires, in particular to an anti-flat spot tire and a vehicle.
  • the tire Due to the viscoelastic properties of traditional tires, in the process of exporting the whole vehicle from the OEM, under the local stress state for a long period of time, the tire is prone to flat spots on the stress marks.
  • the flat spot has short-term and long-term effects according to the shipping time and the heat and light environment. Generally, the short-term flat spot effect can be eliminated, but the long-term flat spot effect cannot be eliminated.
  • the invention aims to solve the technical problem that the tires in the prior art are prone to long-term flat spot effect.
  • an anti-flat spot tire comprising a tread, a cap layer, a belt layer and a carcass;
  • the rubber hardness of the tread is 68-78 Shore A;
  • the crown layer is formed of nylon cords, and the linear density of the nylon cords is 90-140 pieces/100 mm;
  • the belt layer is formed from steel cords comprising HT steel wires and/or SHT steel wires;
  • the carcass is formed of polyester cords, and the linear density of the polyester cords is 100-120 pieces/100 mm.
  • the anti-flat spot tire further includes apex rubber, and the rubber hardness of the apex rubber is 74-90 Shore A.
  • the height of the apex is 25-35 mm.
  • the shoulder height of the anti-flat spot tire is 6.5-8.5 mm.
  • the vulcanization time of the flat spot prevention tire is 16-18 minutes, and the inflation pressure after vulcanization is 1.2-1.4 bar.
  • the nylon cord is PA66
  • the fineness of the PA66 is 930 denier
  • the linear density of the PA66 is 134 pieces/100 mm.
  • the steel cord is an HT steel wire
  • the diameter of the HT steel wire is 0.25 mm
  • the HT steel wire is wound and stranded is 2+2*0.25HT.
  • the polyester cord is PET
  • the fineness of the PET is 1500 denier
  • the linear density of the PET is 118 pieces/100 mm.
  • the nylon cord is PA66
  • the fineness of the PA66 is 1200 denier
  • the linear density of the PA66 is 97 pieces/100 mm.
  • the present invention also discloses a vehicle, comprising any of the above-mentioned flat spot prevention tires.
  • the anti-flat spot tire and vehicle of the present invention use suitable industrialized rubber and fiber polyester materials, are designed with specific dimensions, and are optimized in the inflation process after vulcanization, which can reduce the long-term flat spot effect of the tire, thereby reducing the speed of the vehicle. jitter in .
  • FIG. 1 is a schematic structural diagram of an optional anti-flat spot tire according to an embodiment of the present application.
  • references herein to "one embodiment” or “an embodiment” refers to a particular feature, structure, or characteristic that may be included in at least one implementation of the present invention.
  • the orientations or positional relationships indicated by the terms “upper”, “lower”, “top”, “bottom”, etc. are based on the orientations or positional relationships shown in the accompanying drawings, only for the purpose of It is convenient to describe the present invention and to simplify the description, rather than indicating or implying that the device or element referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the invention.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature defined as “first” or “second” may expressly or implicitly include one or more of that feature. Also, the terms “first,” “second,” etc. are used to distinguish between similar objects, and are not necessarily used to describe a particular order or precedence. It is to be understood that the data so used may be interchanged under appropriate circumstances such that the embodiments of the invention described herein can be practiced in sequences other than those illustrated or described herein.
  • FIG. 1 is a schematic structural diagram of an optional flat spot prevention tire according to an embodiment of the present application. Apex 5, where H is the height of the tire shoulder from the ground.
  • the anti-flat spot tires and vehicles of the embodiments of the present application use suitable industrialized rubber and fiber polyester materials, are designed with specific dimensions, and are optimized in the inflation process after vulcanization, which can reduce the long-term flat spot effect of the tires, thereby reducing the vehicle's long-term flat spot effect. Shaking at high speed.
  • the rubber hardness of the tread 1 is 68 to 78 Shore A;
  • the cap layer 2 is formed of nylon cords, and the linear density of the nylon cords is 90 to 140 pieces/100 mm;
  • the belt layer 3 is formed of steel cords,
  • the steel cords include HT steel wires and/or SHT steel wires;
  • the carcass 4 is formed of polyester cords, and the linear density of the polyester cords is 100-120 pieces/100 mm.
  • the rubber hardness of the apex 5 shown in FIG. 1 is 74-90 Shore A.
  • the height of the apex 5 shown in FIG. 1 is 25-35 mm.
  • the shoulder height H shown in Fig. 1 is 6.5-8.5 mm.
  • the vulcanization time of the anti-flat spot tire is 16-18 minutes, and the inflation pressure after vulcanization is 1.2-1.4 bar.
  • the nylon cord is PA66
  • the fineness of the PA66 is 930 denier
  • the linear density is 134 pieces/100 mm.
  • the steel cord is HT steel wire
  • the diameter of the HT steel wire is 0.25 mm
  • the HT steel wire is wound and stranded to be 2+2*0.25HT.
  • the polyester cord is PET
  • the fineness of the PET is 1500 denier
  • the linear density is 118 pieces/100 mm.
  • the nylon cord is PA66
  • the fineness of the PA66 is 1200 denier
  • the linear density is 97 pieces/100 mm.
  • the rubber hardness of the apex 5 is 88 Shore A, the triangle
  • the rubber hardness of tread 1 is 70 Shore A; the cap layer 2 is made of PA66 nylon cord with a fineness of 930 denier and a linear density of 134 pieces/100 mm; the belt layer 3 is made of HT steel wire with a diameter of 0.25 mm. After winding, the strands are 2+2*0.25HT; the carcass 4 is made of PET polyester cord, the fineness is 1500 denier, and the linear density is 118 pieces/100 mm; the rubber hardness of the apex 5 is 74 Shore A, the triangle The height of the rubber 5 is 30 mm; the height of the tire shoulder is 8.5 mm from the ground; the curing time of the tire is 18 minutes, and the inflation pressure after curing is 1.4 bar.
  • the rubber hardness of tread 1 is 74 Shore A;
  • the cap layer 2 is made of PA66 nylon cord with a fineness of 930 denier and a linear density of 134 pieces/100 mm;
  • the belt layer 3 is made of HT steel wire with a diameter of 2.3 mm, After winding, the strands are 1*2*2.30HT;
  • the carcass 4 is made of PET polyester cord, the fineness is 1500 denier, and the linear density is 118 pieces/100 mm;
  • the rubber hardness of the apex 5 is 74 Shore A, the triangle The height of the rubber 5 is 30 mm; the height of the tire shoulder is 6.5 mm from the ground; the curing time of the tire is 18 minutes, and the inflation pressure after curing is 1.4 bar.
  • the rubber hardness of tread 1 is 78 Shore A;
  • the cap layer 2 is made of PA66 nylon cord, the fineness is 1200 denier, and the linear density is 97 pieces/100 mm;
  • the belt layer 3 is made of HT steel wire, with a diameter of 2.3 mm, After winding, the strands are 1*2*2.30HT;
  • the carcass 4 is made of PET polyester cord, the fineness is 1000 denier, and the linear density is 100 pieces/100 mm;
  • the rubber hardness of the apex 5 is 74 Shore A, the triangle The height of rubber 5 is 35 mm; the height of the tire shoulder is 8.5 mm from the ground; the curing time of the tire is 18 minutes, and the inflation pressure after curing is 1.4 bar.
  • Table 1 shows the z-jitter data of the real vehicle steering wheel after the flat spot of the tires produced using the technical solutions of Examples 1 to 4.
  • the tire using the technical solution of Example 2 has the best performance, and after the flat spot In the steering wheel z shake data test, the average data is 6.95m/s, and the average data of the tire using the technical solution of Example 1 is 8.21m/s.
  • Embodiments of the present application also provide a vehicle, including any of the above-mentioned flat spot prevention tires.
  • the anti-flat spot tires and vehicles of the embodiments of the present application use suitable industrialized rubber and fiber polyester materials, are designed with specific dimensions, and are optimized in the post-vulcanization inflation process, which can reduce the long-term flat spot effect of the tires, thereby reducing the risk of vehicle damage. Shaking at high speed.

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

Abstract

一种防平斑轮胎及车辆，所述防平斑轮胎包括胎面（1）、冠带层（2）、带束层（3）和胎体（4）；所述胎面（1）的橡胶硬度为68～78邵A；所述冠带层（2）由尼龙帘线形成,所述尼龙帘线的线密度为90～140根/100毫米；所述带束层（3）由钢丝帘线形成，所述钢丝帘线包括HT钢丝和/或SHT钢丝；所述胎体（4）由聚酯帘线形成，所述聚酯帘线的线密度为100～120根/100毫米。该防平斑轮胎及车辆使用合适的工业化橡胶、纤维聚酯材料，配合特定尺寸设计，并在硫化后充气工艺上进行优化，可以降低轮胎的长期平斑效应，进而降低车辆在高速行驶中的抖动。

Description

一种防平斑轮胎及车辆 技术领域
本发明涉及车辆轮胎技术领域，特别涉及一种防平斑轮胎及车辆。
背景技术
传统的轮胎由于黏弹性橡胶特性，在主机厂出口整车过程中，长周期的局部受力状态下，轮胎容易在受力印记点出产生平斑。根据海运时长及热光环境等状态，平斑有短期和长期效应。一般短期平斑效应可以消除，而长期平斑效应无法消除。
现有技术中，轮胎的设计中通过对部分胎体纤维材料的选取，可以避免一些短期平斑效应，但对长期平斑效应没有较好的效果，而长期平斑效应则容易导致车辆在高速行驶中产生抖动。
发明内容
本发明要解决是解决现有技术中轮胎易出现长期平斑效应的技术问题。
为解决上述技术问题，本发明公开了一种防平斑轮胎，包括胎面、冠带层、带束层和胎体；
所述胎面的橡胶硬度为68～78邵A；
所述冠带层由尼龙帘线形成,所述尼龙帘线的线密度为90～140根/100毫米；
所述带束层由钢丝帘线形成，所述钢丝帘线包括HT钢丝和/或SHT钢丝；
所述胎体由聚酯帘线形成，所述聚酯帘线的线密度为100～120根/100毫米。
可选地，所述防平斑轮胎还包括三角胶，所述三角胶的橡胶硬度为74～90邵A。
可选地，所述三角胶的高度为25～35毫米。
可选地，所述防平斑轮胎的胎肩离地高度为6.5～8.5毫米。
可选地，所述防平斑轮胎的硫化时间为16～18分钟，硫化后充气压力为1.2～1.4巴。
可选地，所述尼龙帘线为PA66，所述PA66的纤度为930旦尼尔，所述PA66的线密度为134根/100毫米。
可选地，所述钢丝帘线为HT钢丝，所述HT钢丝的直径为0.25毫米，所述HT钢丝缠绕后并股为2+2*0.25HT。
可选地，所述聚酯帘线为PET，所述PET的纤度为1500旦尼尔，所述PET的线密度为118根/100毫米。
可选地，所述尼龙帘线为PA66，所述PA66的纤度为1200旦尼尔，所述PA66的线密度为97根/100毫米。
本发明还公开了一种车辆，包括上述的任一种防平斑轮胎。
采用上述技术方案，本发明所述的防平斑轮胎及车辆具有如下有益效果：
本发明的防平斑轮胎及车辆使用合适的工业化橡胶、纤维聚酯材料，配合特定尺寸设计，并在硫化后充气工艺上进行优化，可以降低轮胎的长期平斑效应，进而降低车辆在高速行驶中的抖动。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例一种可选的防平斑轮胎的结构示意图。
具体实施方式
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作出创造性劳动的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。
此处所称的“一个实施例”或“实施例”是指可包含于本发明至少一个实现方式中的特定特征、结构或特性。在本发明的描述中，需要理解的是，术语“上”、“下”、“顶”、“底”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”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”的特征可以明示或者隐含的包括一个或者更多个该特征。而且，术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本发明的实施例能够以除了在这里图示或描述的那些以外的顺序实施。
请参见图1，图1是本申请实施例一种可选的防平斑轮胎的结构示意图，该图1中示出了胎面1、冠带层2、带束层3、胎体4和三角胶5，其中H为胎肩的离地高度。
本本申请实施例的防平斑轮胎及车辆使用合适的工业化橡胶、纤维聚酯材料，配合特定尺寸设计，并在硫化后充气工艺上进行优化，可以降低轮胎的长期平斑效应，进而降低车辆在高速行驶中的抖动。
其中，胎面1的橡胶硬度为68～78邵A；冠带层2由尼龙帘线形成,尼龙帘线的线密度为90～140根/100毫米；带束层3由钢丝帘线形成，钢丝帘线包括HT钢丝和/或SHT钢丝；胎体4由聚酯帘线形成，聚酯帘线的线密度为100～120根/100毫米。
作为一种可选的实施方式，图1所示的三角胶5的橡胶硬度为74～90邵A。
作为一种可选的实施方式，图1所示的三角胶5的高度为25～35毫米。
作为一种可选的实施方式，图1所示的胎肩离地高度H为6.5～8.5毫 米。
作为一种可选的实施方式，防平斑轮胎的硫化时间为16～18分钟，硫化后充气压力为1.2～1.4巴。
作为一种可选的实施方式，尼龙帘线为PA66，该PA66的纤度为930旦尼尔，线密度为134根/100毫米。
作为一种可选的实施方式，钢丝帘线为HT钢丝，该HT钢丝的直径为0.25毫米，该HT钢丝缠绕后并股为2+2*0.25HT。
作为一种可选的实施方式，聚酯帘线为PET，该PET的纤度为1500旦尼尔，线密度为118根/100毫米。
作为一种可选的实施方式，尼龙帘线为PA66，该PA66的纤度为1200旦尼尔，线密度为97根/100毫米。
以下以具体实施例的方式对本申请的防平斑轮胎进行阐述。
实施例1：
胎面1的橡胶硬度为68邵A；冠带层2采用PA66尼龙帘线，纤度为930旦尼尔，线密度为97根/100毫米；带束层3采用HT钢丝，直径为2.3毫米，缠绕后并股为1*2*2.30HT；胎体4采用PET聚酯帘线，纤度为1000旦尼尔，线密度为100根/100毫米；三角胶5的橡胶硬度为88邵A，三角胶5的高度为25毫米；轮胎胎肩的离地高度为6.5毫米；轮胎的硫化时间为16分钟，硫化后充气压力为1.2巴。
实施例2：
胎面1的橡胶硬度为70邵A；冠带层2采用PA66尼龙帘线，纤度为930旦尼尔，线密度为134根/100毫米；带束层3采用HT钢丝，直径为0.25毫米，缠绕后并股为2+2*0.25HT；胎体4采用PET聚酯帘线，纤度为1500旦尼尔，线密度为118根/100毫米；三角胶5的橡胶硬度为74邵A，三角胶5的高度为30毫米；轮胎胎肩的离地高度为8.5毫米；轮胎的硫化时间为18分钟，硫化后充气压力为1.4巴。
实施例3：
胎面1的橡胶硬度为74邵A；冠带层2采用PA66尼龙帘线，纤度为930旦尼尔，线密度为134根/100毫米；带束层3采用HT钢丝，直径为2.3毫米，缠绕后并股为1*2*2.30HT；胎体4采用PET聚酯帘线，纤度为1500旦尼尔，线密度为118根/100毫米；三角胶5的橡胶硬度为74邵A，三角胶5的高度为30毫米；轮胎胎肩的离地高度为6.5毫米；轮胎的硫化时间为18分钟，硫化后充气压力为1.4巴。
实施例4：
胎面1的橡胶硬度为78邵A；冠带层2采用PA66尼龙帘线，纤度为1200旦尼尔，线密度为97根/100毫米；带束层3采用HT钢丝，直径为2.3毫米，缠绕后并股为1*2*2.30HT；胎体4采用PET聚酯帘线，纤度为1000旦尼尔，线密度为100根/100毫米；三角胶5的橡胶硬度为74邵A，三角胶5的高度为35毫米；轮胎胎肩的离地高度为8.5毫米；轮胎的硫化时间为18分钟，硫化后充气压力为1.4巴。
表1是使用实施例1～4的技术方案制作的轮胎在平斑后的实车方向盘z抖动数据，该表1中，使用实施例2的技术方案的轮胎具有最优性能，在平斑后的方向盘z抖动数据测试中，平均数据为6.95m/s，使用实施例1的技术方案的轮胎的平均数据则是8.21m/s。
表1：
Figure PCTCN2021080483-appb-000001
Figure PCTCN2021080483-appb-000002
本申请实施例还提供了一种车辆，包括上述的任意一种防平斑轮胎。
本申请实施例的防平斑轮胎具有如下有益效果：
本申请实施例的防平斑轮胎及车辆使用合适的工业化橡胶、纤维聚酯材料，配合特定尺寸设计，并在硫化后充气工艺上进行优化，可以降低轮胎的长期平斑效应，进而降低车辆在高速行驶中的抖动。
以上所述仅为本发明的较佳实施例，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种防平斑轮胎，其特征在于，包括胎面、冠带层、带束层和胎体；
    所述胎面的橡胶硬度为68～78邵A；
    所述冠带层由尼龙帘线形成,所述尼龙帘线的线密度为90～140根/100毫米；
    所述带束层由钢丝帘线形成，所述钢丝帘线包括HT钢丝和/或SHT钢丝；
    所述胎体由聚酯帘线形成，所述聚酯帘线的线密度为100～120根/100毫米。
  2. 根据权利要求1所述的防平斑轮胎，其特征在于，所述防平斑轮胎还包括三角胶，所述三角胶的橡胶硬度为74～90邵A。
  3. 根据权利要求2所述的防平斑轮胎，其特征在于，所述三角胶的高度为25～35毫米。
  4. 根据权利要求3所述的防平斑轮胎，其特征在于，所述防平斑轮胎的胎肩离地高度为6.5～8.5毫米。
  5. 根据权利要求4所述的防平斑轮胎，其特征在于，所述防平斑轮胎的硫化时间为16～18分钟，硫化后充气压力为1.2～1.4巴。
  6. 根据权利要求5所述的防平斑轮胎，其特征在于，所述尼龙帘线为PA66，所述PA66的纤度为930旦尼尔，所述PA66的线密度为134根/100毫米。
  7. 根据权利要求6所述的防平斑轮胎，其特征在于，所述钢丝帘线为HT钢丝，所述HT钢丝的直径为0.25毫米，所述HT钢丝缠绕后并股为 2+2*0.25HT。
  8. 根据权利要求7所述的防平斑轮胎，其特征在于，所述聚酯帘线为PET，所述PET的纤度为1500旦尼尔，所述PET的线密度为118根/100毫米。
  9. 根据权利要求5所述的防平斑轮胎，其特征在于，所述尼龙帘线为PA66，所述PA66的纤度为1200旦尼尔，所述PA66的线密度为97根/100毫米。
  10. 一种车辆，其特征在于，包括如权利要求1-9中任一项所述的防平斑轮胎。
PCT/CN2021/080483 2021-03-12 2021-03-12 一种防平斑轮胎及车辆 WO2022188158A1 (zh)

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