CN115257237A - An all-steel radial tire - Google Patents

Abstract

The invention discloses an all-steel radial tire, which comprises a tire body; the inner liner is arranged on the inner side of the tire body; the belt layer is arranged on the outer side of the tire body and is used for hooping the tire body; the reinforcing layer, the reinforcing layer set up in inside tire shoulder department of inner liner, the reinforcing layer is used for fixing the tire shoulder of inner liner is tied up in the tire shoulder position through increasing the cord thread reinforcing layer of taking the angle of one deck, and the packing of first cavity has shoulder pad to glue, and the packing of second cavity has the pad to glue. The angle of the first belt layer is 40-70 degrees; the angles of the second belt layer, the third belt layer and the fourth belt layer are all 15-25 degrees. The reinforcing layer is a cord reinforcing layer, and the angle of the cord reinforcing layer is 15-30 degrees. The tire crown shoulder stress is improved, the tire crown shoulder rigidity is improved, and the problems of groove cracking, shoulder cracking and line exposure are avoided.

Description

A kind of all-steel radial tire

technical field

The present application relates to the technical field of tires, and more specifically, to an all-steel radial tire.

Background technique

A radial tire is a pneumatic tire in which the cords of the carcass ply are arranged at or near a 90° angle to the centerline of the crown, and the carcass is tightened with a belt. Radial tires are divided into all-steel radial tires, semi-steel radial tires and all-fiber radial tires. Among them, the carcass and belt layers of all-steel radial tires are all made of steel cords, and the carcass has only one layer of steel cords.

Existing all-steel radial tires are easy to bend and deform during use, the binding force becomes smaller, and the rigidity becomes smaller, so problems such as groove cracks or shoulder cracks occur, and problems of exposed lines are prone to occur.

Therefore, how to enhance tire rigidity is a technical problem to be solved urgently by those skilled in the art.

Contents of the invention

The invention provides an all-steel radial tire, which is used to solve the technical problem of tire groove cracks or shoulder cracks in the prior art. The tire includes:

Carcass;

an inner liner arranged inside the carcass;

The belt layer is arranged on the outside of the carcass, and the belt layer is used to tighten the carcass;

The reinforcing layer is arranged at the shoulder of the inner liner, and the reinforcing layer is used to fix the shoulder of the inner liner.

In some embodiments of the present application, the belt layer includes:

a first belt layer arranged outside the carcass, and the first belt layer is used for transitioning from the carcass to the belt;

The second belt layer is arranged outside the first belt layer.

In some embodiments of the present application, the belt layer also includes:

a third belt layer arranged outside the second belt layer,

The fourth belt layer is arranged outside the third belt layer, and the fourth belt layer is used to protect the belt layer;

Both the second belt layer and the third belt layer are used to tighten the carcass.

In some embodiments of the present application, the angle of the belt layer includes:

The angle of the first belt layer is 40-70 degrees;

The angles of the second belt layer, the third belt layer and the fourth belt layer are all 15-25 degrees.

In some embodiments of the present application, the reinforcing layer is a cord reinforcing layer, and the angle of the cord reinforcing layer is 15-30 degrees.

In some embodiments of the present application, the inner lining layer is composed of an inner liner film and a transition layer film.

In some embodiments of the present application, a first cavity is formed between the first belt layer, the second belt layer and the carcass.

In some embodiments of the present application, the inside of the first cavity is filled with shoulder pad glue.

In some embodiments of the present application, a second cavity is formed between the second belt layer and the third belt layer.

In some embodiments of the present application, the inside of the second cavity is filled with pad glue.

In some embodiments of the present application, the belt layer of the tire is improved, and the belt layer includes a first belt layer and a second belt layer, the first belt layer is arranged on the outside of the carcass, and the first belt layer The belt layer is used to transition the carcass to the belt layer; the second belt layer is arranged outside the first belt layer, and the belt layer also includes a third belt layer and a fourth belt layer layer, the third belt layer is arranged outside the second belt layer, the fourth belt layer is arranged outside the third belt layer, and the fourth belt layer is used to protect the belt layer; Both the second belt layer and the third belt layer are used to tighten the carcass.

In some embodiments of the present application, the reinforcing layer and inner liner layer of the tire are improved, the reinforcing layer is a cord reinforcing layer, and the angle of the cord reinforcing layer is 15-30 degrees. The inner liner is composed of an airtight layer film and a transition layer film. A first cavity is formed between the first belt layer, the second belt layer and the carcass. The inside of the first cavity is filled with shoulder pad glue. A second cavity is formed between the second belt layer and the third belt layer. The inside of the second cavity is filled with pad glue. Add a layer of angled cord reinforcement bound to the shoulder, and optimize the inner liner rubber on the shoulder to improve the force on the tire crown shoulder and increase the rigidity of the crown shoulder.

By applying the above technical solutions, an all-steel radial tire comprises: a carcass; an inner liner, the inner liner is arranged inside the carcass; a belt layer, the belt is arranged on the On the outside of the carcass, the belt layer is used to tighten the carcass; the reinforcing layer is arranged at the inner shoulder of the inner liner, and the reinforcing layer is used to fix the inner The shoulder of the liner is added with an angled cord reinforcement layer tied to the shoulder, the first cavity is filled with shoulder pad rubber, and the second cavity is filled with pad rubber. Improve the force on the tire crown shoulder, increase the rigidity of the crown shoulder, and avoid problems such as groove cracks, shoulder cracks, and exposed lines.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings that need to be used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, other drawings can also be obtained based on these drawings without any creative effort.

Fig. 1 shows the structural representation of a kind of all-steel radial tire of the present invention that the embodiment of the present invention proposes;

Figure 2 shows an enlarged schematic view of the crown shoulder in an embodiment of the present invention;

Explanation of reference numerals, 1, inner lining layer; 2, carcass; 3, first belt layer; 4, second belt layer; 5, third belt layer; 6, fourth belt layer; 7, Tire crown; 8. Pad rubber; 9. Shoulder pad rubber; 10. Sidewall; 11. Reinforcement layer.

Detailed ways

The specific implementation manners of the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

In the description of this application, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", The orientations or positional relationships indicated by "top", "bottom", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the application and simplifying the description, rather than indicating or implying References to devices or elements must have a particular orientation, be constructed, and operate in a particular orientation and therefore should not be construed as limiting the application.

The terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, a feature defined as "first" and "second" may explicitly or implicitly include one or more of these features. In the description of the present application, unless otherwise specified, "plurality" means two or more.

In the description of this application, it should be noted that unless otherwise specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary, and it may be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application in specific situations.

Tires in the prior art have the advantages of low rolling resistance, high wear and long service life, but in the middle and later stages of actual use, due to the frequent bending and deformation of the belt layer, the binding force becomes smaller, which easily causes abnormal wear on the shoulder of the crown 7, and in severe cases There are quality problems such as groove cracks and shoulder cracks; it seriously affects the service life of the tire. At the same time, during the production process, due to the fluctuation of the process and components, the problem of exposed lines in the tire is very easy to occur.

Rolling resistance is rolling resistance. It is the resistance generated by the deformation of the contact between the object and the supporting surface when an object rolls (or has a tendency to roll) on another object. Part of it comes from static friction, and part of it comes from the force caused by the pressure difference between the compression point of the tire and the point of return caused by the elastic recovery lag. To put it simply, it is the efficiency loss caused by the elasticity of tires (not only tires, but also all elastic objects, such as shock absorbers, which use this principle). Generally used in vehicle terms.

Rolling resistance is divided into static friction and elastic loss, which is essentially rolling friction.

The static friction force formed by the continuous change of the contact surface during the rolling process of the object. When the object is actively rolling (the object actively rotates to make the object move forward), the static friction force between the tire and the ground is the driving force for the object to move forward. At this time, the static friction force on the object is no longer resistance, but power.

When the wheel is turning, the tire is constantly deformed due to the pressure. This pressure is not perpendicular to the ground, but points to the center of the circle. Therefore, the decomposition of force will inevitably produce some resistance. This is why an under-inflated bike is harder to ride.

If the rigidity of the contact object is infinite and the shape is absolutely spherical, then what is in contact during the rolling process is not a surface, but a point. At this time, there is only one line in contact between the wheel and the support surface, the support force N passes through the axis of the round wheel and is perpendicular to the support surface, and the rolling resistance is zero.

Stiffness refers to the ability of a material or structure to resist elastic deformation when a force is applied. It is a characterization of the difficulty of elastic deformation of a material or structure. The stiffness of a material is usually measured by the modulus of elasticity E. In the macro-elastic range, stiffness is a proportionality factor proportional to the part load and displacement, that is, the force required to cause a unit displacement. Its reciprocal is called compliance, which is the displacement due to unit force. Stiffness can be divided into static stiffness and dynamic stiffness. Stiffness is the amount of external force required to cause a unit deformation of an object. Stiffness is related to the material properties, geometric shape, boundary support and external force action form of the object. The greater the elastic modulus and shear modulus (see Mechanical properties of materials) of the material, the greater the stiffness. Thin rods and thin plates have very little rigidity when they are subjected to lateral external forces, but if the thin rods and thin plates are properly combined and the boundary support is reasonable, so that the rods only bear axial forces and the plates only bear in-plane forces, they can also have relatively high rigidity. Great stiffness.

In nature, animals and plants need to have enough rigidity to maintain their shape. In engineering, some machinery, bridges, buildings, aircraft and ships are unstable due to insufficient structural rigidity, or catastrophic accidents such as flutter occur in the flow field. Therefore, in the design, it is necessary to ensure that the structure has sufficient rigidity according to the requirements of the code. But the requirement for stiffness is not absolute. For example, the stiffness of the spring in the spring balance depends on the weight range of the object being weighed, while the cable requires that the stiffness be appropriately reduced on the basis of ensuring sufficient strength.

The ability to resist deformation under static load is called static stiffness. The ability to resist deformation under dynamic load is called dynamic stiffness, which is the dynamic force required to induce a unit amplitude. If the disturbing force changes slowly (that is, the frequency of the disturbing force is much smaller than the natural frequency of the structure), the dynamic stiffness is basically the same as the static stiffness. The disturbance force changes extremely fast (that is, when the frequency of the disturbance force is much greater than the natural frequency of the structure), the structural deformation is relatively small, that is, the dynamic stiffness is relatively large. When the frequency of the disturbance force is close to the natural frequency of the structure, there will be a resonance phenomenon. At this time, the dynamic stiffness is the smallest, that is, it is the easiest to deform, and its dynamic deformation can reach several times or even ten times the static load deformation.

Static load means that the external force borne by the component does not change with time, and the state of each point of the component itself does not change with time, that is, there is no acceleration of each particle of the component. If the speed of the whole component or some parts of the whole component changes significantly under the action of external force, a large acceleration occurs.

Dynamic load refers to the load that changes significantly over time, that is, the load with a large loading rate, including short-term and fast-acting impact loads (such as air hammers), periodic loads that change periodically over time (such as air compressor crankshafts, etc.) ) and non-periodically varying random loads (such as the crankshaft of an automobile engine).

Component deformation often affects the work of components. For example, excessive deformation of gear shafts will affect the meshing status of gears, and excessive deformation of machine tools will reduce machining accuracy. The factors that affect the stiffness are the elastic modulus and structural form of the material, and changing the structural form has a significant impact on the stiffness. Stiffness calculations are the basis for vibration theory and structural stability analysis. In the case of constant mass, the higher the stiffness, the higher the natural frequency. The stress distribution of a statically indeterminate structure is related to the stiffness ratio of each part. In fracture mechanics analysis, the stress intensity factor of cracked components can be obtained according to the flexibility.

In general, stiffness and modulus of elasticity are not the same. Modulus of elasticity is a property of the composition of matter; stiffness is a property of structure. That is to say, elastic modulus is a microscopic property of matter, while stiffness is a macroscopic property of matter.

The rolling friction force is much smaller than the maximum static friction and sliding friction. In general, the rolling friction force is only 1/40 to 1/60 of the sliding friction resistance. So rolling an object on the ground is much less effort than pushing an object to slide.

The carcass 2 cords and buffer layer cords of all-steel radial tires and bias tires are composed of multiple layers of rubber cords, and the number of carcass 2 cord layers and buffer layers of various tires is different. But these cords are arranged obliquely and crossed with each other, that is to say, the odd-numbered layers are in one direction, and the even-numbered layers are in the opposite direction. The carcass 2 cords of radial tires are arranged in the same direction as the meridian of the earth, with the wheel axle as the center, from one bead to the other bead, and arranged in the meridian direction. Above the fourth belt layer 6 is a tire crown 7 , and on the shoulder side of the carcass 2 is a sidewall 10 .

The present invention provides a kind of all-steel radial tire, as shown in Figure 1, this tire comprises carcass 2, inner liner 1, belt layer and reinforcing layer 11;

Carcass 2;

The inner liner 1 is arranged inside the carcass 2;

The belt layer is arranged on the outside of the carcass 2, and the belt layer is used to tighten the carcass 2;

Belt ply is also called support layer, hard buffer layer and stable layer. It refers to the material layer that tightens the carcass 2 along the circumferential direction of the tread centerline under the tread base of radial tires and belted bias tires. It mainly plays the role of tightening the carcass 2 in addition to the effect of easing the impact; for radial tires, it is also the main force-bearing component. Therefore, cords with high strength, high modulus and small angle arrangement should be used as the reinforcing material, and at the same time, they should be covered with high constant elongation and high hardness rubber. There are also different types of belts, among which the one that is often mentioned is called "zero-degree belt". It specifically refers to the cords arranged in parallel along the tire circumference. The main function of the belt layer, explained in popular terms, is to tighten the tire.

The reinforcing layer 11 is arranged at the inner shoulder of the inner liner 1 , and the reinforcing layer 11 is used to fix the shoulder of the inner liner 1 .

In some embodiments of the present application, the belt layer includes a first belt layer 3 and a second belt layer 4;

The first belt layer 3 is arranged on the outside of the carcass 2, and the first belt layer 3 is used for transitioning the carcass 2 to the belt layer;

The second belt layer 4 is arranged outside the first belt layer 3 .

In some embodiments of the present application, the belt layer further includes a third belt layer 5 and a fourth belt layer 6;

The third belt layer 5 is arranged outside the second belt layer 4,

The fourth belt layer 6 is arranged outside the third belt layer 5, and the fourth belt layer 6 is used to protect the belt layer;

Both the second belt layer 4 and the third belt layer 5 are used to tighten the carcass 2 .

In some embodiments of the present application, the angle of the belt layer includes:

The angle of the first belt layer 3 is 40-70 degrees;

The angles of the second belt layer 4 , the third belt layer 5 and the fourth belt layer 6 are all 15-25 degrees.

In some embodiments of the present application, the reinforcing layer 11 is a cord reinforcing layer 11, and the angle of the cord reinforcing layer 11 is 15-30 degrees.

In some embodiments of the present application, the inner lining layer 1 is composed of an inner liner film and a transition layer film.

In some embodiments of the present application, a first cavity is formed between the first belt layer 3 , the second belt layer 4 and the carcass 2 . The interior of the first cavity is filled with shoulder pad glue 98 .

In some embodiments of the present application, a second cavity is formed between the second belt layer 4 and the third belt layer 5 . The inside of the second cavity is filled with pad glue 8 .

In some embodiments of the present application, according to the first idea of the present application, the belt layer of the tire is improved, and the belt layer includes a first belt layer 3 and a second belt layer 4, and the first belt layer 3 is set On the outer side of the carcass 2, the first belt layer 3 is used to transition the carcass 2 to the belt layer; the second belt layer 4 is arranged on the outer side of the first belt layer 3, so The belt layer also includes a third belt layer 5 and a fourth belt layer 6, the third belt layer 5 is arranged on the outside of the second belt layer 4, and the fourth belt layer 6 is arranged on the third belt layer. Outside the belt layer 5, the fourth belt layer 6 is used to protect the belt layer; the second belt layer 4 and the third belt layer 5 are both used to tighten the carcass 2 .

In some embodiments of the present application, according to the second idea of the present application, the reinforcing layer 11 and the inner liner 1 of the tire are improved, the reinforcing layer 11 is a cord reinforcing layer 11, and the cord reinforcing layer The angle of 11 is 15-30 degrees. The inner liner 1 is composed of an airtight layer film and a transition layer film. A first cavity is formed between the first belt layer 3 , the second belt layer 4 and the carcass 2 . The interior of the first cavity is filled with shoulder pad glue 98 . A second cavity is formed between the second belt layer 4 and the third belt layer 5 . The inside of the second cavity is filled with pad glue 8 . Add a layer of angled cord reinforcement layer 11 tied to the tire shoulder, and optimize the rubber material of the inner liner 1 at the tire shoulder, improve the force on the tire crown 7 shoulder, and improve the strength of the tire crown 7 shoulder. rigidity.

As shown in Figures 1 and 2, a carcass 2 is included, an inner liner 1 is arranged on the inside of the carcass 2, and a first belt layer 3 is arranged on the outside of the carcass 2, and the first belt layer 3 The second belt layer 4 is arranged on the outside, the third belt layer 5 is arranged on the outside of the second belt layer 4, the fourth belt layer 6 is arranged on the outside of the third belt layer 5, and the inner lining A reinforcing layer 11 is provided at the inner shoulder of layer 1, and a first cavity is formed by the first belt layer 3, the second belt layer 4 and the carcass 2, and the inside of the first cavity Filled with shoulder pad glue 98. The first belt layer 3 plays a transitional role from the carcass 2 to the belt layer, the second belt layer 4 and the third belt layer 5 are both working layers, and the fourth belt layer 6 mainly plays the role of protection . Above the fourth belt layer 6 is a tire crown 7 , and on the shoulder side of the carcass 2 is a sidewall 10 .

By applying the above technical solutions, an all-steel radial tire includes a carcass 2; an inner liner 1, the inner liner 1 is arranged inside the carcass 2; a belt layer, the belt It is arranged on the outside of the carcass 2, and the belt layer is used to tighten the carcass 2; the reinforcing layer 11, the reinforcing layer 11 is arranged at the inner shoulder of the inner liner 1, and the The reinforcing layer 11 is used to fix the shoulder of the inner liner 1 by adding a layer of angled cord reinforcing layer 11 tied to the shoulder, the first cavity is filled with shoulder pad glue 98, the second cavity Pad glue 8 is filled inside. Improve the stress on the shoulder of the tire crown 7, increase the rigidity of the shoulder of the crown 7, and avoid the problems of groove cracks, shoulder cracks, and exposed lines.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: it can still Modifications are made to the technical solutions described in the foregoing embodiments, or equivalent replacements are made to some of the technical features; and these modifications or replacements do not drive the essence of the corresponding technical solutions away from the spirit and scope of the technical solutions of the various embodiments of the present application.

Claims (10)

1. An all-steel radial tire, characterized in that it comprises: Carcass; an inner liner arranged inside the carcass; The belt layer is arranged on the outside of the carcass, and the belt layer is used to tighten the carcass; The reinforcing layer is arranged at the shoulder of the inner liner, and the reinforcing layer is used to fix the shoulder of the inner liner. 2. A kind of all steel radial tire as claimed in claim 1, is characterized in that, described belt layer comprises: a first belt layer arranged outside the carcass, and the first belt layer is used for transitioning from the carcass to the belt; The second belt layer is arranged outside the first belt layer. 3. A kind of all-steel radial tire as claimed in claim 2, is characterized in that, described belt layer also comprises: a third belt layer arranged outside the second belt layer; The fourth belt layer is arranged outside the third belt layer, and the fourth belt layer is used to protect the belt layer; Both the second belt layer and the third belt layer are used to tighten the carcass. 4. A kind of all-steel radial tire as claimed in claim 3, is characterized in that, the angle of described belt layer comprises: The angle of the first belt layer is 40-70 degrees; The angles of the second belt layer, the third belt layer and the fourth belt layer are all 15-25 degrees. 5. The all-steel radial tire according to claim 1, wherein the reinforcing layer is a cord reinforcing layer, and the angle of the cord reinforcing layer is 15-30 degrees. 6. A kind of all-steel radial tire as claimed in claim 1, characterized in that, the inner liner is composed of an inner liner film and a transition layer film. 7. The all-steel radial tire according to claim 4, characterized in that a first cavity is formed between the first belt layer, the second belt layer and the carcass. 8. The all-steel radial tire according to claim 7, characterized in that, the inside of the first cavity is filled with shoulder pad rubber. 9. The all-steel radial tire according to claim 4, wherein a second cavity is formed between the second belt layer and the third belt layer. 10. The all-steel radial tire according to claim 9, characterized in that, the inside of the second cavity is filled with pad rubber.

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