Design method of a tire for preventing cornering wear and tire thereof

Abstract

The application discloses a design method of a tire capable of preventing tire deviation and the tire, and belongs to the tire field. The design method of the tire capable of preventing tire deviation comprises tire tread design and apex rubber design. The tire tread comprises a tread rubber and a base rubber arranged from top to bottom. The tread rubber comprises a first tread rubber and a second tread rubber connected with the first tread rubber. The width of the tread rubber is LC, the width of the first tread rubber is B1, the width of the second tread rubber is B2, and B1=LC / 2-alpha and B2=LC / 2+alpha are met. Wherein, W1 / 2+W2<=alpha<=W1 / 2+W2+W3. The application solves the technical problem that the tire of an existing new energy vehicle cannot meet the requirements of low rolling resistance, low noise, good grip performance and tire deviation prevention in the production process. The application has the characteristics that the tire deviation of the tire can be effectively prevented, the comfort and grip performance of the tire can be balanced, and the performance requirements of consumers on the tire can be met.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of tires, and particularly relates to a design method of a tire capable of preventing eccentric wear and the tire. BACKGROUND

[0002] At present, with the rapid development of new energy vehicles, the size and technical requirements of tires equipped on new energy vehicles are also increasingly high. In addition to the size requirements developing towards wide tread, low flatness and large opening, higher requirements are also put forward for the performance of tires: in order to improve the mileage, the tire is required to have low rolling resistance, low noise and good dry and wet grip performance.

[0003] In view of the above requirements, it can be determined that the mainstream design direction of new energy vehicle tires is to meet the dry and wet grip performance and handling performance; the low rolling resistance formula is used in the tread to increase the mileage; the overall rigidity of the crown part is reduced to reduce the driving noise on rough roads and improve the comfort.

[0004] However, during the real vehicle test, it is found that the tire designed according to the above direction will have eccentric wear after completing the relevant tests. If the tread is sequentially divided into an inner shoulder pattern block, an inner middle pattern block, a center pattern block, an outer middle pattern block and an outer shoulder pattern block from the inside to the outside, it is found that the wear areas of the inner middle pattern block, the center pattern block, the outer middle pattern block and the outer shoulder pattern block close to the outside of the tire are more serious.

[0005] Therefore, the existing new energy vehicle tires cannot meet the requirements of low rolling resistance, low noise, good grip performance and prevention of tire eccentric wear at the same time. SUMMARY

[0006] The details of one or more embodiments of the present application are presented in the following drawings and description to make other features, objects and advantages of the present application more clear and simple.

[0007] The present application provides a design method of a tire capable of preventing eccentric wear and the tire, which solves the technical problem that the existing new energy vehicle tires cannot meet the requirements of low rolling resistance, low noise, good grip performance and prevention of tire eccentric wear at the same time during the production process, has the advantages of not only effectively preventing the tire from having eccentric wear, but also balancing the comfort, grip performance and other performances of the tire, and meeting the requirements of consumers for the performance of the tire.

[0008] The application discloses a design method of a deviation-preventing tire, which comprises the design of a tread and the design of a triangular rubber, wherein the tread comprises a tread rubber and a base rubber arranged from top to bottom, the tread rubber comprises a first tread rubber close to the inner side of the tire and a second tread rubber abutting the first tread rubber, the width of the tread rubber is LC, the width of the first tread rubber is B1, the width of the second tread rubber is B2, and B1=LC / 2-α and B2=LC / 2+α are satisfied; wherein W1 / 2+W2≤α≤W1 / 2+W2+W3, W1 is the width of a central pattern block, W2 is the width of an inner side main groove, and W3 is the width of an inner side intermediate pattern block adjacent to the central pattern block and close to the inner side of the tire, and the inner side main groove is arranged between the inner side intermediate pattern block and the central pattern block.

[0009] In some embodiments, the design method of the deviation-preventing tire further comprises the design of the triangular rubber, and the ratio of the height BFH of the triangular rubber to the section height SH of the tire is designed as BFH / SH=20%±5%.

[0010] In some embodiments, the first tread rubber is a low-rolling-resistance rubber, the content of white carbon black in the low-rolling-resistance rubber is 60-95%, and the content of carbon black is 5%-40%, the first tread rubber is close to the inner side of the tire, the second tread rubber is a wear-resistant rubber, the content of white carbon black in the wear-resistant rubber is 0-10%, and the content of carbon black is 90%-100%, and the second tread rubber is far away from the inner side of the tire.

[0011] In some embodiments, the design method of the deviation-preventing tire further comprises the design of a belt layer, and the material selected for the belt layer is 3*0.3, and the density is 21EPI.

[0012] In some embodiments, the design method of the deviation-preventing tire further comprises the design of a pattern, and the pattern comprises the inner side main groove, an outer side main groove and a secondary main groove, the inner side main groove and the outer side main groove are arranged on the left and right sides of the central pattern block respectively, the outer side main groove is close to the outer side of the tire, the secondary main groove is arranged on one side of the outer side main groove and close to the outer side of the tire, and the depth of the inner side main groove and the outer side main groove is 7.1mm±0.5mm, and the depth of the secondary main groove is 6.8mm±0.5mm.

[0013] In some embodiments, the inner side main groove, the outer side main groove and the secondary main groove are provided with chamfers at the top of both ends, one end close to the inner side of the tire is a first chamfer, and the other end close to the outer side of the tire is a second chamfer, the size of the first chamfer is a*b=1.0mm*2.0mm, and the size of the second chamfer is c*d=0.5mm*0.5mm.

[0014] In some embodiments, the inner main groove, the outer main groove and the auxiliary main groove are provided with rounded corners at both ends of the groove bottom, the end close to the inner side of the tire is provided with a first rounded corner, and the end close to the outer side of the tire is provided with a second rounded corner, the radius of the first rounded corner is R1=6mm, and the radius of the second rounded corner is R2=3mm.

[0015] In some embodiments, the two side walls of the inner main groove, the outer main groove and the auxiliary main groove are provided with an inclination, wherein the side close to the inner side of the tire is a first groove wall, and the side close to the outer side of the tire is a second groove wall, and the angle of the first groove wall is greater than the angle of the second groove wall.

[0016] In some embodiments, the angle of the first groove wall is x=12°-15°, and the angle of the second groove wall is y=10°.

[0017] Another aspect of the present application discloses a tire designed by the design method of the anti-deviation tire.

[0018] Compared with the prior art, the present application has the following beneficial effects:

[0019] 1. The design method of the anti-deviation tire disclosed by the present application is mainly improved based on the existing new energy vehicle tire, without the need for re-designing and developing a new pattern, so that the development cycle requirement of the tire can be greatly met, and without the need for re-making a new mold, so that the development cycle can be shortened and the cost can be greatly reduced.

[0020] 2. The design method of the anti-deviation tire disclosed by the present application not only can effectively prevent the tire from deviating, but also can balance the comfort, grip and other performances of the tire, so as to meet the requirements of consumers on the performance of the tire. DETAILED DESCRIPTION

[0021] The drawings described herein are used to provide further understanding of the present application, and form a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0022] Figure 1 It is a schematic diagram of the existing new energy vehicle tire deviating;

[0023] Figure 2 It is a schematic diagram of the structure of the tread provided by the embodiment of the present application;

[0024] Figure 3 It is a schematic diagram of the structure of the triangular rubber provided by the embodiment of the present application;

[0025] Figure 4 It is a schematic diagram of the structure of the belt provided by the embodiment of the present application;

[0026] Figure 5 A partial enlarged view of the belt material provided by the embodiment of the present application;

[0027] Figure 6 A structure schematic view of the pattern provided by the embodiment of the present application;

[0028] Figure 7 A structure schematic view of the inner main groove, the outer main groove and the auxiliary main groove provided by the embodiment of the present application;

[0029] Wherein: the first tread rubber 1; the second tread rubber 2; the base rubber 3; the apex rubber 4; the inner main groove 5; the outer main groove 6; the auxiliary main groove 7; the inner shoulder pattern block 8; the inner intermediate pattern block 9; the center pattern block 10; the outer intermediate pattern block 11; the outer shoulder pattern block 12; the belt 13; the inner side of the tire A; the outer side of the tire B; the wear area C. DETAILED DESCRIPTION

[0030] In order to make the objectives, technical solutions and advantages of the present application clearer, the following will describe and explain the present application in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and do not limit the present application. Based on the embodiments provided by the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0031] Obviously, the drawings in the following description are only some examples or embodiments of the present application, and for those of ordinary skill in the art, the present application can also be applied to other similar scenarios without creative efforts based on these drawings. In addition, it can be understood that although the efforts made in this development process can be complex and lengthy, for those of ordinary skill in the art related to the disclosed content of the present application, some designs, manufacturing or production changes based on the technical content disclosed in the present application are only routine technical means, and should not be understood as insufficient disclosure of the present application.

[0032] In the present application, "embodiment" means that the specific features, structures or properties described in combination with the embodiment can be included in at least one embodiment of the present application. The appearance of this phrase at various places in the specification does not necessarily mean the same embodiment, nor is it an independent or alternative embodiment to other embodiments. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in the present application can be combined with other embodiments without conflict.

[0033] Unless otherwise defined, technical terms and scientific terms used in the present application shall have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terms "a", "an", "one", "this", and similar referents in the context of describing the application are to be construed to be open-ended, referring to one or more than one, unless otherwise noted. The terms "including", "comprising", "having", and "fronting" and variations thereof, are intended to be broad and encompass the subject matter listed thereafter, without limitation. For example, a process, method, system, product, or apparatus that comprises a list of steps or modules (units) is not limited to those steps or modules which are recited, but can also include other steps or modules that are not expressly listed or can also include additional steps or modules that are inherent to such process, method, product, or apparatus. The terms "connected", "coupled", and similar terms, unless otherwise defined, are not limited to physical or mechanical connections or couplings, but can include electrical connections, whether direct or indirect. The term "plurality" means two or more. The term "and / or" describes association between associated objects, which means that there can be three kinds of relationships, for example, "A and / or B" can mean that A exists alone, A and B exist together, and B exists alone. The character " / " generally means that the associated objects before and after are in an "or" relationship. The terms "first", "second", "third", and the like are merely used to distinguish similar objects, and do not represent a specific order of the objects.

[0034] The design direction of the existing new energy vehicle tire is to further prolong the endurance mileage, and the tire is required to have low rolling resistance, low noise, and good dry and wet road grip performance. Although such a tire can meet the requirements of low rolling resistance, low noise, and good dry and wet road grip performance, and can further increase the endurance mileage, the tire will appear the uneven wear phenomenon shown in the following figure during the real vehicle test. Figure 1 As shown in the figure, Figure 1 It can be seen that the tire tread is sequentially divided from the inside to the outside into the inner shoulder block 8, the inner intermediate block 9, the center block 10, the outer intermediate block 11, and the outer shoulder block 12, and it can be found that the wear areas C of the inner intermediate block 9, the center block 10, the outer intermediate block 11, and the outer shoulder block 12 near the tire outside B are more serious. This is because the low rolling resistance rubber is used in the tread rubber of the new energy vehicle tire. Although such low rolling resistance rubber can reduce the rolling resistance, it can reduce the lateral rigidity of the tire crown. When the vehicle is subjected to severe handling test, the tire outside B and the outer edge of the block are subjected to severe stress due to the centrifugal force. Therefore, in order to effectively prevent the tire from uneven wear, and at the same time balance the comfort, grip performance and other performances of the tire, and meet the requirements of consumers on the performance of the tire, the present application provides a design method of a tire with anti-uneven wear.

[0035] The design method of the tire with anti-uneven wear provided by the embodiment of the present application, Figure 2A structure schematic diagram of a tread according to an embodiment of the present application, Figure 3 A structure schematic diagram of a triangular rubber according to an embodiment of the present application, the design method of the anti-deviation tire includes the design of the tread and the design of the triangular rubber, the tread includes the tread rubber and the base rubber 3 arranged from top to bottom, the tread rubber includes the first tread rubber 1 close to the inner side A of the tire and the second tread rubber 2 abutting the first tread rubber 1, the width of the tread rubber is LC, the width of the first tread rubber 1 is B1, the width of the second tread rubber 2 is B2, and B1 = LC / 2-α, B2 = LC / 2+α are satisfied; wherein, W1 / 2+W2≤α≤W1 / 2+W2+W3, W1 is the width of the center pattern block 10, W2 is the width of the inner side main groove 5, and W3 is the width of the inner side intermediate pattern block 9, the inner side intermediate pattern block 9 is adjacent to the center pattern block 10 and close to the inner side A of the tire, and the inner side main groove 5 is arranged between the inner side intermediate pattern block 9 and the center pattern block 10; as Figure 3 The design of the triangular rubber 4 is shown, and the ratio of the height BFH of the triangular rubber 4 to the tire section height SH is designed as BFH / SH = 20% ± 5%. The present application has the advantages that it can be improved according to the existing new energy vehicle tire, does not need to redesign and develop a new pattern, and can greatly meet the development cycle requirements of the tire; also does not need to make a new mold, can be modified on the existing mold, shortens the development cycle, and greatly reduces the cost.

[0036] Further, the first tread rubber 1 is a low-rolling-resistance rubber, the content of white carbon black in the low-rolling-resistance rubber is 60-95%, and the content of carbon black is 5%-40%, the first tread rubber 1 is close to the inner side A of the tire, the second tread rubber 2 is a wear-resistant rubber, the content of white carbon black in the wear-resistant rubber is 0-10%, and the content of carbon black is 90%-100%, the second tread rubber 2 is far away from the inner side A of the tire.

[0037] In some embodiments, the present application can effectively overcome the phenomenon of tire uneven wear by dividing the tread rubber into first tread rubber 1 and second tread rubber 2, and reasonably distributing the width of the first tread rubber 1 and the width of the second tread rubber 2 according to the wear area C, and the value range of α, and the first tread rubber 1 is low-rolling-resistance rubber, and the main functions are low rolling resistance, good grip performance and quietness, and the second tread rubber 2 is wear-resistant rubber, and the main functions are wear resistance and good grip performance, wherein the width B2 of the second tread rubber 2 is LC / 2+α, and W1 / 2+W2≤α≤W1 / 2+W2+W3, and the width of the second tread rubber 2 can effectively include the wear area C according to the wear area C of the inner side middle pattern block 9, the center pattern block 10, the outer side middle pattern block 11 and the outer side shoulder pattern block 12 close to the outer side B of the tire, so that the wear resistance of the wear area C is further improved. The tread, as the part directly contacting the road surface, not only needs to be wear-resistant, but also needs to consider the low rolling resistance and grip performance of the tire, so the first tread rubber A is selected to be low-rolling-resistance rubber, and the main functions are low rolling resistance and good grip performance, so as to meet the requirements of improving the lateral stiffness of the tread while considering the low rolling resistance and grip performance of the tire. However, in order to further make the tire have low rolling resistance, wear resistance and good grip performance, the stiffness of the tire side needs to be balanced with the stiffness of the tread when the lateral stiffness of the tread is enhanced. If the tire side is too soft, the vehicle response is delayed during turning and extreme handling, and the vehicle is easy to lose control. If the tire side is too hard, the impact is hard, and the vibration is directly transmitted to the vehicle, affecting the NVH. The main component affecting the stiffness of the tire side is the triangular rubber 4. Through experiments, it is verified that the ratio of the height BFH of the triangular rubber 4 to the tire section height SH can effectively improve the noise in the vehicle during the tire design process. See Table 1:

[0038] Table 1

[0039]

[0040] As shown in Table 1, the noise when BFH / SH=20% is obviously lower than the noise when BFH / SH=30%, so in order to consider other performances of the tire while further improving the stiffness of the tread, further improving the ratio of the height BFH of the triangular rubber 4 to the tire section height SH can make the tire better meet the needs of consumers.

[0041] In order to further improve the lateral stiffness of the tread and avoid abnormal wear caused by possible curling of the tread during handling and turning, the thickness of the base rubber can be reduced, and the thickness of the base rubber is preferably 1.0mm-1.5mm.

[0042] Further, as Figure 4 , Figure 5As shown in the figure, the design method of the anti-deviation tire also includes the design of the belt layer 13, and the material of the belt layer 13 is 3*0.3, and the density is 21EPI, wherein 3*0.3 means that there are 3 steel wires with a diameter of 0.3 mm, and 21EPI means that there are 21 steel wires per inch. The breaking force of such a belt layer is greater than or equal to 620 N / strand, and theoretically the lateral rigidity of the crown portion can be increased by about 40%; but because the steel wire density is reduced, it can effectively offset the increase in the radial rigidity, and meet the rough road NVH and comfort.

[0043] Further, as shown in the figure, Figure 6 The design method of the anti-deviation tire also includes the design of the pattern, and the pattern includes an inner main groove 5, an outer main groove 6 and a secondary main groove 7. The inner main groove 5 and the outer main groove 6 are respectively arranged on the left and right sides of the center pattern block 10, and the outer main groove 6 is close to the outer side B of the tire. The secondary main groove 7 is arranged on one side of the outer main groove 6 and close to the outer side B of the tire. The depth of the inner main groove 5 and the outer main groove 6 is 7.1 mm±0.5 mm, and the depth of the secondary main groove 7 is 6.8 mm±0.5 mm. Because the smaller the pattern groove is, the better the lateral rigidity of the tread is, and the larger the pattern groove is, the worse the lateral rigidity of the tread is, therefore, appropriately reducing the depth of the pattern groove at the wear area C can further improve the lateral rigidity and tear resistance of the tread, and also effectively reduce the pumping noise of the pattern.

[0044] In some embodiments, if the depth of the inner main groove 5 and the outer main groove 6 of the existing new energy vehicle HP tire is 7.5 mm±0.5 mm, and the depth of the secondary main groove 7 is 7.1 mm±0.5 mm, then according to the design method of the anti-deviation tire of the present application, the depth of the inner main groove 5 and the outer main groove 6 of the new energy vehicle HP tire is 7.1 mm±0.5 mm, and the depth of the secondary main groove 7 is 6.8 mm±0.5 mm. If the depth of the inner main groove 5 and the outer main groove 6 of the existing new energy vehicle UHP / SUV tire is 8.0 mm±0.5 mm, and the depth of the secondary main groove 7 is 7.6 mm±0.5 mm, then according to the design method of the anti-deviation tire of the present application, the depth of the inner main groove 5 and the outer main groove 6 of the new energy vehicle UHP / SUV tire is 7.6 mm±0.5 mm, and the depth of the secondary main groove 7 is 7.2 mm±0.5 mm.

[0045] Further, as shown in the figure, Figure 7 The top two ends of the inner main groove 5, the outer main groove 6 and the secondary main groove 7 are provided with chamfers, wherein one end close to the inner side A of the tire is a first chamfer, and one end close to the outer side B of the tire is a second chamfer. The size of the first chamfer is a*b=1.0 mm*2.0 mm, and the size of the second chamfer is c*d=0.5 mm*0.5 mm. As shown in the figure, Figure 1As shown, the wear area C is mainly at the top of the inner main groove 5, the outer main groove 6 and the auxiliary main groove 7 near the inner side A of the tire, and thus the size of the first chamfer affects the lateral rigidity of the tire tread and other performances, wherein the larger the size a in the first chamfer, the smaller the ground contact area, which may cause the pattern land ratio to decrease, and thus the tire grip and braking force decrease, and the smaller the size a in the first chamfer, the easier the pattern block corner wears and the more likely the eccentric wear occurs, and thus, compared with the size a = 0.5 mm of the first chamfer of the existing new energy vehicle tire, the size a = 1.0 mm in the present application effectively balances the wear resistance and grip of the tire, and the size b = 2 mm in the first chamfer is also designed to be deepened compared with b = 0.5 mm of the existing new energy vehicle tire, and since the b value is deepened, the stress concentration at the pattern edge of the tire during movement can be reduced, abnormal wear can be avoided, and the ground contact area of the tire during circumferential control of the vehicle can be maximized, the grip can be improved, and the vehicle can be prevented from losing control.

[0046] Further, as shown in Figure 7 The two ends of the groove bottom of the inner main groove 5, the outer main groove 6 and the auxiliary main groove 7 are provided with chamfers, one end near the inner side A of the tire is provided with a first chamfer, and the other end near the outer side B of the tire is provided with a second chamfer, the radius of the first chamfer is R1 = 6 mm, and the radius of the second chamfer is R2 = 3 mm. The increase in the size of the first chamfer of the groove bottom can reduce the stress concentration of the groove bottom and increase the tear resistance of the pattern block, thereby effectively preventing the occurrence of eccentric wear.

[0047] Further, as shown in Figure 7 The two side walls of the inner main groove 5, the outer main groove 6 and the auxiliary main groove 7 are inclined, wherein the one near the inner side A of the tire is a first groove wall, and the one near the outer side B of the tire is a second groove wall, and the angle of the first groove wall is greater than that of the second groove wall. The increase in the angle of the first groove wall and the greater angle than that of the second groove wall can effectively improve the rigidity of the first groove wall of the pattern near the inner side A of the tire during movement, and prevent eccentric wear from occurring.

[0048] Further, the angle of the first groove wall is x = 12°-15°, and the angle of the second groove wall is y = 10°.

[0049] A tire is designed by the design method of the anti-eccentric wear tire.

[0050] In order to further illustrate the present application, the technical solutions provided by the present application are described in detail below in conjunction with examples, but they should not be understood as limiting the scope of protection of the present application.

[0051] Reference Example

[0052] The existing new energy vehicle HP tire has the following specific parameters:

[0053] The tread is designed with two layers of rubber, the upper layer being a low rolling resistance tread rubber, and the lower layer being a base rubber 3, and the thickness of the base rubber 3 is t = 2 mm;

[0054] The material of the belt 13 is 2*0.3, and the density is 27EPI;

[0055] The depth of the inner main groove 5 and the outer main groove 6 is 7.5 mm, the depth of the secondary main groove 7 is 7.1 mm, the size of the first chamfer of the inner main groove 5, the outer main groove 6 and the secondary main groove 7 is a*b = 0.5 mm*0.5 mm, the radius of the first rounded chamfer is R1 = 3 mm, and the angle of the first groove wall is x = 10°.

[0056] Comparative Example 1

[0057] The tread includes a tread rubber and a base rubber 3 arranged from top to bottom, the tread rubber includes a first tread rubber 1 close to the inner side A of the tire and a second tread rubber 2 abutting the first tread rubber 1, wherein the first tread rubber is a low rolling resistance rubber, and the second tread rubber is a wear-resistant rubber, and the thickness of the base rubber 3 is t = 1 mm;

[0058] The material of the belt 13 is 2*0.3, and the density is 27EPI;

[0059] The depth of the inner main groove 5 and the outer main groove 6 is 7.5 mm, the depth of the secondary main groove 7 is 7.1 mm, the size of the first chamfer of the inner main groove 5, the outer main groove 6 and the secondary main groove 7 is a*b = 0.5 mm*0.5 mm, the radius of the first rounded chamfer is R1 = 3 mm, and the angle of the first groove wall is x = 10°.

[0060] Comparative Example 2

[0061] The tread includes a tread rubber and a base rubber 3 arranged from top to bottom, the tread rubber includes a first tread rubber 1 close to the inner side A of the tire and a second tread rubber 2 abutting the first tread rubber 1, wherein the first tread rubber is a low rolling resistance rubber, and the second tread rubber is a wear-resistant rubber, and the thickness of the base rubber 3 is t = 1 mm;

[0062] The material of the belt 13 is 3*0.3, and the density is 21EPI;

[0063] The depth of the inner main groove 5 and the outer main groove 6 is 7.5 mm, the depth of the secondary main groove 7 is 7.1 mm, the size of the first chamfer of the inner main groove 5, the outer main groove 6 and the secondary main groove 7 is a*b = 0.5 mm*0.5 mm, the radius of the first rounded chamfer is R1 = 3 mm, and the angle of the first groove wall is x = 10°.

[0064] Example

[0065] The tread comprises a tread rubber and a base rubber 3 arranged from top to bottom, the tread rubber comprises a first tread rubber 1 close to the inner side A of the tire and a second tread rubber 2 abutting the first tread rubber 1, wherein the first tread rubber is a low rolling resistance rubber, the second tread rubber is a wear-resistant rubber, and the thickness t of the base rubber 3 is 1 mm;

[0066] The material of the belt layer 13 is 3*0.3, and the density is 21EPI;

[0067] The depth of the inner main groove 5 and the outer main groove 6 is 7.1 mm, the depth of the auxiliary main groove 7 is 6.8 mm, the size of the first chamfer of the inner main groove 5, the outer main groove 6 and the auxiliary main groove 7 is a*b=1.0 mm*2.0 mm, the radius of the first rounded chamfer is R1=6 mm, and the angle of the first groove wall is x=12°.

[0068] The lateral stiffness data of the tire tested by the above reference example, comparative example 1, comparative example 2 and the embodiment are shown in Table 2.

[0069] Table 2

[0070]

[0071] As shown in Table 2, the tire of comparative example 1 only improves the tread, and the tire wear occurs at a rate of 100%, which is not good; the tire of comparative example 2 improves the tread and the belt layer, and the tire wear occurs at a rate of 50%, which cannot completely overcome the tire wear of the existing new energy vehicle tire, and in the embodiment, the tread, the belt layer and the pattern are all improved, the lateral stiffness of the tire is improved to a certain extent, thereby effectively improving the tire wear area C of the existing new energy vehicle tire, and in combination with the design of the triangular rubber, the tire wear can be effectively prevented, and the comfort and the grip performance of the tire can be balanced, thereby meeting the requirements of consumers on the performance of the tire.

[0072] The technical features of the above-described embodiments can be combined in any manner, and to make the description concise, all possible combinations of the technical features in the above-described embodiments are not described, however, as long as the combinations of the technical features do not exist, they should be considered as the scope of the description.

[0073] The above-described embodiments only express several embodiments of the present application, the description is more specific and detailed, but it cannot be understood as a limitation on the scope of the patent. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A design method for an anti-uniform wear tire, characterized in that, include: The design of the tread and the pattern. The tread includes a tread compound and a base compound arranged from top to bottom. The tread compound includes a first tread compound near the inner side of the tire and a second tread compound that is connected to the first tread compound. The width of the tread compound is LC, the width of the first tread compound is B1, and the width of the second tread compound is B2, and B1=LC / 2-α, B2=LC / 2+α. The tread pattern includes an inner shoulder tread block, an inner middle tread block, a center tread block, an outer middle tread block, an outer shoulder tread block, an inner main groove, an outer main groove, and a secondary main groove, where W1 / 2+W2≤α≤W1 / 2+W2+W3, W1 is the width of the center tread block, W2 is the width of the inner main groove, and W3 is the width of the inner middle tread block. The inner middle tread block is adjacent to the center tread block and close to the inner side of the tire. The inner main groove is located between the inner middle tread block and the center tread block. The inner main groove and the outer main groove are located on the left and right sides of the center tread block, respectively. The outer main groove is close to the outer side of the tire. The secondary main groove is located on one side of the outer main groove and close to the outer side of the tire. The depth of the inner main channel and the outer main channel is 6.6 mm to 7.6 mm, and the depth of the secondary main channel is 6.3 mm to 7.3 mm. The inner main groove, the outer main groove, and the secondary main groove are chamfered at both ends. The end closer to the inner side of the tire is the first chamfer, and the end closer to the outer side of the tire is the second chamfer. The dimensions of the first chamfer are a*b=1.0 mm * 2.0 mm, and the dimensions of the second chamfer are c*d=0.5 mm * 0.5 mm. Here, a is the length of the inner edge chamfer, b is the depth of the inner edge chamfer, c is the length of the outer edge chamfer, and d is the depth of the outer edge chamfer.

2. The design method for anti-uniform wear tires according to claim 1, characterized in that, It also includes the design of the triangular rubber, wherein the ratio of the height BFH of the triangular rubber to the tire section height SH is designed to be between 15% and 25% of BFH / SH.

3. The design method for anti-uniform wear tires according to claim 1, characterized in that, The first tread compound is a low rolling resistance compound, wherein the content of silica in the low rolling resistance compound is 60% to 95% and the content of carbon black is 5% to 40%, and the first tread compound is located close to the inner side of the tire. The second tread compound is a wear-resistant compound, wherein the content of silica in the wear-resistant compound is 0% to 10% and the content of carbon black is 90% to 100%, and the second tread compound is located away from the inner side of the tire.

4. The design method for anti-uniform wear tires according to claim 1, characterized in that, It also includes the design of the belt layer, which is made of 3*0.3 material with a density of 21EPI. 3*0.3 means 3 steel wires with a diameter of 0.3mm, and 21EPI means 21 steel wires per inch.

5. The design method for anti-uniform wear tires according to claim 1, characterized in that, The bottom ends of the inner main groove, the outer main groove, and the secondary main groove are provided with rounded corners. The end near the inner side of the tire is provided with a first rounded corner, and the end near the outer side of the tire is provided with a second rounded corner. The radius of the first rounded corner is R1=6 mm, and the radius of the second rounded corner is R2=3 mm.

6. The design method for anti-uniform wear tires according to claim 1, characterized in that, The inner main groove, the outer main groove, and the secondary main groove are inclined on both sides. The groove wall closer to the inner side of the tire is the first groove wall, and the groove wall closer to the outer side of the tire is the second groove wall. The angle between the first groove wall and the vertical plane of the tread pointing to the center of the tire is greater than the angle between the second groove wall and the vertical plane of the tread pointing to the center of the tire.

7. The design method for anti-uniform wear tires according to claim 6, characterized in that, The angle between the first groove wall and the vertical plane of the tread pointing towards the center of the tire is x = 12° to 15°, and the angle between the second groove wall and the vertical plane of the tread pointing towards the center of the tire is y = 10°.

8. A tire, characterized in that, The anti-wear tire was designed using the design method of any one of claims 1 to 7.

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