Tire for improving handling performance

Abstract

The application discloses a tire for improving the steering performance, wherein a crown profile is sequentially connected with a first crown arc, a second crown arc and a third crown arc in sequence, the radius TR1 of the first crown arc ranges from 1800 mm to 2200 mm, the ratio of the length L1 of the first crown arc to the total width TDW of the crown ranges from 32% to 38%, the radius TR2 of the second crown arc ranges from 475 mm to 525 mm, the ratio of the length L2 of the second crown arc to the total width TDW of the crown ranges from 8% to 12%, the radius TR3 of the third crown arc is at most 100 mm, the ratio of the length L3 of the third crown arc to the total width TDW of the crown ranges from 3% to 7%, and the ratio of the shoulder drop Should-drop to the total width TDW of the crown ranges from 4.8% to 5.2%. The tire can improve the lap speed by more than 1 second in the standard international racing track, the other main performance of the tire is not affected, and the cost is low.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more specifically to a tire for improving handling performance. Background Technology

[0002] With the upgrading of the automotive industry, more and more motorsports are emerging. For racing cars, the importance of tire handling performance is self-evident. During races, racing tires are typically pushed to their performance limits, especially for heavy, high-torque vehicles like electric supercars. Improving tire handling performance on the track while ensuring safety is a formidable challenge.

[0003] In existing technologies, stronger carcass materials and reinforcing materials are often used to improve the handling performance of racing tires. Specifically, stronger carcass materials are achieved by increasing the polyester cord from 1000D to the range of 1300D to 1500D. However, this increases both production costs and tire weight, and the increased weight negatively impacts handling performance. Stronger reinforcing materials are achieved by replacing nylon with aramid, which undoubtedly also significantly increases production costs.

[0004] Therefore, it is very important to study a tire that can improve handling performance by starting with the tire's profile structure design, rather than avoiding tire carcass materials or reinforcing materials. Summary of the Invention

[0005] To solve the above-mentioned technical problems, the present invention provides a tire for improving handling performance, having a tread comprising a crown portion and a shoulder portion. On a cross-section of the tire's meridian, the crown portion contour, from the intersection of the tire's equatorial plane and the tread profile to the beginning of the shoulder portion, is sequentially tangentially connected by a first crown arc, a second crown arc, and a third crown arc.

[0006] The radius TR1 of the first crown arc is in the range of 1800-2200mm, and the ratio of the length L1 of the first crown arc to the total width TDW of the crown portion is in the range of 32%-38%.

[0007] The radius TR2 of the second crown arc ranges from 475 to 525 mm, and the ratio of the length L2 of the second crown arc to the total width TDW of the crown portion ranges from 8% to 12%.

[0008] The radius TR3 of the third crown arc is at most 100 mm, and the ratio of the length L3 of the third crown arc to the total width TDW of the crown portion is in the range of 3%-7%.

[0009] The ratio of the Should-drop to the Total Width (TDW) of the Crown is in the range of 4.8% to 5.2%.

[0010] Furthermore, it also includes a belt drum design, wherein the cross-sectional profile of the belt drum surface includes two straight segments and a curved drum located between the two straight segments and connected to the two straight segments respectively.

[0011] Furthermore, the curved drum has an upwardly convex arc-shaped structure.

[0012] Furthermore, the cross-sectional profile of the belt drum surface is divided into a first arc, a second arc, and a third arc from the highest point to the lowest point of the curved drum, wherein:

[0013] The ratio of the radius BR1 of the first arc segment to TR1 is in the range of 75%-85%, and the ratio of the length BL1 of the first arc segment to L1 is in the range of 105%-115%.

[0014] The ratio of the radius BR2 of the second arc segment to TR2 is in the range of 105%-115%, and the ratio of the length BL2 of the first arc segment to L2 is in the range of 115%-125%.

[0015] The length BL3 of the third arc satisfies the relationship BL3=L1+L2+L3+50mm-BL1-BL2.

[0016] Furthermore, the effective total width BW1 of the curved drum satisfies the relationship BW1=TDW+50mm.

[0017] Furthermore, the ratio of the effective height BH1 of the curved drum to the Should-drop ranges from 85% to 95%.

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

[0019] This application achieves a lap time improvement of more than 1 second on standard FIA-certified tracks while ensuring safety, through the design of the tire crown curvature and the belt drum design based on the tire tread profile dimensions and tension distribution, while keeping other major tire performance unaffected, and at a lower cost. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the radial profile structure of the tire of the present invention;

[0021] Figure 2 This is a structural schematic diagram of the cross-sectional profile of the surface of the belt drum of the present invention;

[0022] Figure 3-1 Comparison of stress cloud diagrams at the tire shoulder of the tire lower mold under straight working conditions;

[0023] Figure 3-2 Comparison of stress cloud diagrams at the tire shoulder of the upper tire mold under straight working conditions;

[0024] Figure 3-3 Comparison of stress cloud diagrams of the tire shoulder on the upper tire mold under cornering conditions;

[0025] Figure 3-4 This is a comparison of stress cloud diagrams of the tire shoulder on the lower tire mold under cornering conditions. Detailed Implementation

[0026] To make the technical solutions and effects of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0027] This invention provides a tire for improving handling performance, which aims to improve the track handling performance of high-performance tires by adjusting the tire design and limiting the size and relative position of various parameters, thereby improving the fastest lap time.

[0028] like Figure 1 As shown, the tire has a tread, which includes a crown portion and a shoulder portion. On the cross-section of the tire's meridian, from the intersection of the tire's equatorial plane and the tread profile to the beginning of the shoulder portion, the crown profile is sequentially connected tangentially with a first crown arc, a second crown arc, and a third crown arc. Specifically:

[0029] The radius TR1 of the first crown arc ranges from 1800 to 2200 mm, and the ratio of the length L1 of the first crown arc to the total width TDW of the crown ranges from 32% to 38%.

[0030] The radius TR2 of the second crown arc ranges from 475 to 525 mm, and the ratio of the length L2 of the second crown arc to the total width TDW of the crown ranges from 8% to 12%.

[0031] The radius TR3 and length L3 of the third crown arc can be calculated, and the value of the radius TR3 of the third crown arc does not exceed 100mm. The ratio of the length L3 of the third crown arc to the total width TDW of the crown portion is in the range of 3%-7%.

[0032] The ratio of the shoulder drop to the total width of the crown (TDW) ranges from 4.8% to 5.2%.

[0033] By coordinating the radius and length parameters of the three crown arcs mentioned above, and adjusting the Should-drop value within a certain range, compared with ordinary racing tires, it is possible to improve the tire's contact patch and pressure distribution on the shoulder under harsh track conditions, especially reducing the stress concentration value on the shoulder when the race car is cornering.

[0034] like Figure 2 As shown, traditional belt drums are flat drums. Due to this, the crown belt layer produced by such drums exhibits inconsistent tension between the center and shoulder of the crown belt layer after tire expansion, thus affecting handling. To overcome this design flaw, a new type of belt drum is designed based on the tread profile dimensions and tension distribution. The cross-sectional profile of the belt drum surface includes two straight segments and a curved drum located between and connected to the two straight segments. The curved drum has an upwardly convex arc structure. Along the cross-sectional profile of the belt drum surface, from the highest point to the lowest point of the curved drum, it is sequentially divided into a first arc, a second arc, and a third arc, specifically:

[0035] The ratio of the radius BR1 to TR1 of the first arc segment ranges from 75% to 85%, and the ratio of the length BL1 to L1 of the first arc segment ranges from 105% to 115%.

[0036] The ratio of the radius BR2 to TR2 of the second arc is 105%-115%, and the ratio of the length BL2 to L2 of the first arc is 115%-125%.

[0037] The length BL3 of the third arc satisfies the relationship BL3=L1+L2+L3+50mm-BL1-BL2;

[0038] The effective total width BW1 of the curved drum satisfies the relationship BW1=TDW+50mm.

[0039] By coordinating the radius of the third arc and adjusting the effective height BH1 of the curved drum, the ratio of BH1 to Should-drop is made to be between 85% and 95%. This curved drum design results in a more reasonable tension distribution in the crown of the vulcanized tire, especially in the crown belt layer, which tends to be consistent from the shoulder to the middle, thereby improving tire handling performance.

[0040] If the ratios of BR1 to TR1, BR2 to TR2, and BR3 to TR3 are not within the above ranges, it will result in uneven tension distribution of the crown belt layer in the finished tire, affecting high-speed handling performance.

[0041] If the ratio of BH1 to Should-drop is too small, the uniform tension of the shoulder belt layer will not be achieved, affecting high-speed performance and the shape and pressure of the ground contact mark, thus failing to fully utilize track handling performance; if the ratio of BH1 to Should-drop is too large, it will cause deformation of the shoulder belt layer, thus affecting safety performance.

[0042] It should be noted that only by combining and applying the above-mentioned contour design and curved drum design simultaneously can this invention significantly improve track performance and thus increase racing lap times.

[0043] The following is the experimental demonstration process of this invention:

[0044] Table 1 shows experimental examples 1, 2, and 3, where the implementation specification is 270 / 680-18. Example 1 has design parameters that fully comply with the technical solution of the present invention; Example 2 has design parameters that exceed the upper limit of the technical solution of the present invention; and Example 3 has design parameters that are lower than the lower limit of the technical solution of the present invention.

[0045] Table 1. Contour design parameters for the embodiment:

[0046]

[0047]

[0048] To verify the rationality of the parameter design in this scheme, combining theoretical analysis and actual test results, the theoretical scheme was first verified by using FEA analysis tools to analyze the tire shoulder stress under different working conditions (straight line and cornering). The materials and structures are the same across different embodiments; only the contour parameters differ. Detailed data comparison is as follows:

[0049] 1. The actual grip of a tire can be preliminarily judged by the size of its contact patch. Under the same tread compound conditions, the tire with a larger actual contact patch has the greatest theoretical grip. Table 2 shows the simulation analysis results of the contact patch area of ​​three embodiments. The results show that Embodiment 1, which conforms to the design parameters limited by the present invention, has a stronger theoretical grip.

[0050] Table 2: Grounding area analysis results of the embodiments:

[0051] <![CDATA[Ground contact area (straight-line working condition, no inclination angle) / mm 2 > 26776 26526 26651 <![CDATA[Ground contact area (cornering condition, 3° inclination angle) / mm 2 > 26242 25970 26113

[0052] 2. On the track, safety performance is the most basic requirement. The tire shoulder area generally experiences the greatest stress. In actual tire use, the damaged part is often the tire shoulder. The root cause of tire shoulder bursts is excessive stress in the shoulder area, which increases heat generation and leads to aging and damage of the shoulder rubber. Therefore, tires with lower maximum stress in the shoulder area have higher safety performance.

[0053] like Figures 3-1 to 3-4 As shown, simulation analysis cloud diagrams of shoulder stress in different embodiments are presented. The results show that, regardless of whether it is in a straight line (0° tilt angle) or a curve (3° tilt angle), the shoulder stress concentration value of Embodiment 1 is the lowest, and its theoretical safety performance is stronger.

[0054] The actual high-speed performance of tires from different embodiments is verified through high-speed indoor machine tool tests:

[0055] Test method reference standard: GB / T 4502-2016;

[0056] Temperature: 25±5℃;

[0057] Rated air pressure: 2.0 bar;

[0058] Rated load: 500 kg;

[0059] Experimental steps:

[0060] ①0~10min, accelerate to 240km / h;

[0061] ②Accelerate at 10 km / h every 10 minutes, accelerate to 280 km / h, and run for 14 minutes;

[0062] ③Stop the machine and inspect its appearance;

[0063] ④ Accelerate to 290km / h in 10 minutes, and continue to accelerate by increasing the speed by 10km / h every 10 minutes until the tires are damaged.

[0064] Table 3. Test results of high-speed machine tools in different embodiments:

[0065]

[0066] Comparing the test results in Table 3, it can be seen that Example 1, which conforms to the design scheme of this invention, has the highest high-speed performance and the best actual safety performance.

[0067] The following track tests compare the actual track performance of tires with different implementations. The test vehicles for different implementations were the same car from the same team, driven by the same driver, and under the same setup conditions.

[0068] Circuit: Zhejiang International Circuit;

[0069] Tire pressure: 2.0 Bar;

[0070] Track lap time testing method:

[0071] ① After the new tires leave the repair area, slowly warm them up for one lap.

[0072] ② Timing begins when the car first crosses the starting line on the second lap;

[0073] ③ After sprinting at full speed for 10 laps, the fastest time is taken as the best result.

[0074] Table 4. Actual lap times for different embodiments:

[0075]

[0076] Comparing the test results in Table 4, it can be seen that Implementation 1, which conforms to the design scheme of this invention, has the fastest actual lap time, which can be improved by more than 1 second, and has higher track performance.

[0077] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A tire for improving handling performance, having a tread comprising a crown portion and a shoulder portion, wherein on a cross-section of the tire's radial axis, a first crown arc, a second crown arc, and a third crown arc are sequentially and tangentially connected from the intersection of the tire's equatorial plane and the tread profile to the beginning of the shoulder portion, characterized in that: The radius TR1 of the first crown arc segment ranges from 1800 to 2200 mm, and the ratio of the length L1 of the first crown arc segment to the total width TDW of the tire crown portion ranges from 32% to 38%. The radius TR2 of the second crown arc ranges from 475 to 525 mm, and the ratio of the length L2 of the second crown arc to the total width TDW of the crown portion ranges from 8% to 12%. The radius TR3 of the third crown arc is at most 100 mm, and the ratio of the length L3 of the third crown arc to the total width TDW of the crown portion is in the range of 3%-7%. The ratio of the shoulder drop to the total width (TDW) of the crown portion ranges from 4.8% to 5.2%. It also includes a belt drum design, wherein the tire includes a crown belt layer, which is formed and prepared on the belt drum; the cross-sectional profile of the belt drum surface includes two straight segments and a curved drum located between the two straight segments and connected to the two straight segments respectively; the curved drum has an upwardly convex arc structure; The cross-sectional profile of the belt drum surface is divided into a first arc, a second arc, and a third arc from the highest point to the lowest point of the curved drum, wherein: The ratio of the radius BR1 of the first arc segment to TR1 ranges from 75% to 85%, and the ratio of the length BL1 of the first arc segment to L1 ranges from 105% to 115%. The ratio of the radius BR2 of the second arc to TR2 ranges from 105% to 115%, and the ratio of the length BL2 of the second arc to L2 ranges from 115% to 125%. The length BL3 of the third arc segment satisfies the relationship BL3 = L1 + L2 + L3 + 50mm - BL1 - BL2.

2. The tire for improving handling performance according to claim 1, characterized in that, The effective total width BW1 of the curved drum satisfies the relationship BW1=TDW+50mm.

3. The tire for improving handling performance according to claim 1, characterized in that, The ratio of the effective height BH1 of the curved drum to the tire shoulder drop ranges from 85% to 95%.

Images