A durable bus tire

Abstract

This invention discloses a durable bus tire, comprising a sidewall and a triangular rubber layer formed by an upper filler and a lower filler. The triangular rubber layer, facing inwards, is fitted with sidewall rubber, wear-resistant rubber, supplementary rubber, blade-shaped rubber, upper filler, lower filler, inner layer rubber, and rectangular rubber. The tire section width WB and tire running surface width WA satisfy the following relationship: WB = (1.11~1.19) × WA. The tire section height H and tire lower section height Hd satisfy the following relationship: Hd = (0.96~1.13) × H. The height Hs l from the lower end of the sidewall to the rim contact line (C) satisfies the following relationship: Hs l = (0.13~0.23) × Hd. This durable bus tire reduces shear stress at the end of the bead and tire body, and reduces energy loss of the bead filler during driving, thus giving the tire durable characteristics.

Description

Technical Field

[0001] This invention relates to the field of tire technology, and more specifically to a durable bus tire. Background Technology

[0002] With the diversification of travel, the passenger volume of buses has been declining year by year, and buses are oversaturated, resulting in irregular bus shutdowns. The service life of bus tires has been extended from 2-3 years to 4-5 years. The extended service life places more stringent requirements on the tires, and after 3 years of use, phenomena such as bead cracking and bead rupture may occur.

[0003] Existing bus tires have a low rubber content in the sidewall area, resulting in significant overall energy loss in the bead. The anti-aging performance of the sidewall and bead areas is insufficient to extend their service life, making them prone to sidewall cracking and bead cracking in the later stages of use. In addition, as the usage frequency of bus tires decreases, the overall tire pressure maintenance rate of urban buses decreases, and the phenomenon of low overall tire pressure becomes more obvious. Low tire pressure places more stringent requirements on the tire bead durability performance. Therefore, existing technology cannot meet the requirements of tire anti-aging performance and bead durability in the mid-to-late stages. Summary of the Invention

[0004] The purpose of this invention is to provide a durable bus tire that meets the requirements for mid-to-late stage anti-aging performance and bead durability.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a durable bus tire, comprising a sidewall and a triangular rubber formed by an upper filler rubber and a lower filler rubber, wherein the sidewall rubber, facing the inner side of the tire, is bonded with sidewall rubber, wear-resistant rubber, supplementary rubber, blade-shaped rubber, upper filler rubber, lower filler rubber, inner layer rubber, and rectangular rubber, and the tire cross-sectional width WB and the tire running surface width WA satisfy the following relationship: WB=(1.11~1.19)×WA;

[0006] The tire section height H and the tire lower section height Hd satisfy the following relationship: Hd = (0.96~1.13) × H;

[0007] The height Hs l from the lower end point (a) of the tire sidewall to the rim mating line (C) satisfies the following relationship with the tire lower section height Hd: Hs l = (0.13~0.23) × Hd;

[0008] The height Hro from the outer end point (b) of the wear-resistant rubber to the rim mating line (C) satisfies the following relationship with the tire lower section height Hd: Hro = (0.38~0.62) × Hd;

[0009] The height Ht from the upper end point (c) of the supplemental adhesive to the rim mating line (C) satisfies the following relationship with the tire lower section height Hd: Ht = (0.52~0.78) × Hd;

[0010] The height Hx from the upper end point (d) of the blade-shaped rubber to the rim mating line (C) satisfies the following relationship with the tire's lower section height Hd: Hx = (0.47~0.73) × Hd;

[0011] The height Hbu from the upper end point (e) of the upper filler to the rim mating line (C) satisfies the following relationship with the tire lower section height Hd: Hbu = (0.63~0.90) × Hd;

[0012] The height Hbd from the upper end point (f) of the lower filler rubber to the rim mating line (C) and the lower section height Hd of the tire satisfy the following relationship: Hbd = (0.33~0.57) × Hd;

[0013] The height Hj from the upper end point (g) of the rectangular rubber to the rim mating line (C) satisfies the following relationship with the lower section height Hd of the tire: Hj = (0.45~0.71) × Hd.

[0014] Preferably, the height Hwo of the reinforcing cord to the rim contact line (C) satisfies the following relationship with the tire lower section height Hd: Hwo = (0.31~0.65) × Hd;

[0015] The height Hcc from the end point of the tire carcass to the rim contact line (C) and the tire lower section height Hd satisfy the following relationship: Hcc = (0.26~0.42) × Hd;

[0016] The height Hwo of the reinforcing cord to the rim mating line (C) and the height Hcc of the tire carcass end point to the rim mating line (C) satisfy the following relationship: Hwo = (1.15~1.57) × Hcc.

[0017] Preferably, supplementary adhesive is provided between the wear-resistant rubber on the bead portion and the reinforcing cord, and the overall thickness Tx of the supplementary adhesive satisfies: 1.8mm≤Tx≤4.5mm;

[0018] The total width Wx of the supplementary adhesive must satisfy: 35mm≤Wx≤75mm.

[0019] Preferably, the outer end of the reinforcing cord is provided with a blade-shaped rubber, and the thickness Tcx of the blade-shaped rubber between the end of the tire carcass and the reinforcing cord and the thickness Tcc of the tire carcass end to the sidewall profile satisfy: 10% ≤ Tcx / Tcc ≤ 25%;

[0020] The thickness Tcx1 of the blade-shaped rubber located on the upper part of the tire carcass and the thickness Tcc of the tire carcass end point to the sidewall profile satisfy: 20% ≤ Tcx1 / Tcc ≤ 35%;

[0021] The total width Wy of the blade-shaped adhesive satisfies: 30mm≤Wy≤65mm.

[0022] Preferably, a rectangular adhesive is provided at the inner end point of the reinforcing cord, and the overall thickness Tj of the rectangular adhesive satisfies:

[0023] 0.5mm≤Tj≤2.0mm;

[0024] The total width Wj of the rectangular adhesive satisfies: 15mm≤Wj≤35mm.

[0025] Preferably, the boundary line (sr) between the wear-resistant rubber on the bead and the sidewall rubber is concave-reverse arc-shaped, and the radius of the reflection arc Rsr of the boundary line between the wear-resistant rubber on the bead and the sidewall rubber is in the range of 30mm≤Rsr≤300mm.

[0026] The sidewall rubber thickness Tcs at the end of the carcass reverse wrapping and the thickness Tcc from the end of the carcass to the sidewall profile satisfy the following condition: 25% ≤ Tcs / Tcc ≤ 60%.

[0027] Preferably, the boundary line ud between the upper and lower filler rubber of the bead portion is "S"-shaped, and the height Hp from the inflection point (p) of the concave curve of the upper half and the convex curve of the lower half of the boundary line (ud) between the upper and lower filler rubber of the bead portion to the rim mating line (C) and the height Hbd from the lower filler rubber to the rim mating line (C) satisfy the following:

[0028] Hp = (0.4~0.7)×Hbd;

[0029] The inflection point (p) of the upper concave curve and the lower convex curve of the boundary line ud between the upper and lower fillers of the bead portion, and the rubber thickness Tu of the inner tire carcass, and the rubber thickness Td of the outer tire carcass, from the inflection point (p) of the upper concave curve and the lower convex curve of the boundary line ud between the upper and lower fillers of the bead portion, satisfy the following:

[0030] Tu = (0.65 ~ 0.85) × Td.

[0031] Preferably, the tensile strength of the sidewall rubber compound, referred to as Ts, satisfies: Ts≥19.5MPa, and the tensile strength Ts of the sidewall rubber compound after aging at 100℃ for 48 hours satisfies: Ts≥15MPa.

[0032] Preferably, the energy loss Tanδ of the upper filler adhesive under 5% deformation at 60°C satisfies: Tanδ≤0.08, and the energy storage modulus E' satisfies: E'≥3.9.

[0033] Preferably, the energy loss Tanδ of the underfill adhesive under 5% deformation at 60°C satisfies: Tanδ≤0.22, and the energy storage modulus E' satisfies: E'≥9.8.

[0034] As can be seen from the above technical solution, the present invention has the following beneficial effects:

[0035] This durable bus tire, through optimized sidewall profile and bead structure design, reduces shear stress at the bead and tire carcass endpoints. By optimizing the distribution of tire materials, it reduces energy loss of the rubber filling material in the bead area during driving, thereby extending the tire's service life and giving it durable characteristics. It solves the problems of existing bus tires where the anti-aging performance of the sidewall and bead is insufficient to meet the requirements for extending the service life, and the problems of sidewall cracking and bead cracking easily occurring in the later stages of use, as well as the problem of not being able to meet the more stringent requirements for tire bead durability under low air pressure. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the tire structure of the present invention;

[0037] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0038] Figure 3 This is a schematic diagram of the stress and strain variation curves of the tire body in Embodiment 4 of the present invention;

[0039] Figure 4 This is a schematic diagram of the stress and strain variation curves of the reinforcing cord in Embodiment 4 of the present invention;

[0040] Figure 5 This is a schematic diagram of the ozone resistance test results in Embodiment 8 of the present invention;

[0041] Figure 6 This is a schematic diagram of the temperature field analysis results in Embodiment 10 of the present invention.

[0042] In the diagram: 1. Sidewall rubber; 2. Abrasion-resistant rubber; 3. Replenishment rubber; 4. Blade-shaped rubber; 5. Upper filler rubber; 6. Lower filler rubber; 7. Inner layer rubber; 8. Rectangular rubber; 9. Tire carcass; 10. Steel rim; C. Rim mating line; sr. Boundary line between abrasion-resistant rubber and sidewall rubber at the bead; ud. Boundary line between upper and lower filler rubber at the bead; p. Inflection point of the upper concave curve and lower convex curve of the boundary line between upper and lower filler rubber at the bead; w. Reinforcing cord; a. Lower end point of sidewall; b. Outer end point of abrasion-resistant rubber; c. Upper end point of replenishment rubber; d. Upper end point of blade-shaped rubber; e. Upper end point of upper filler rubber; f. Upper end point of lower filler rubber; g. Upper end point of rectangular rubber. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] like Figure 1 and Figure 2 As shown, a durable bus tire includes a tread and a sidewall. The tread includes a tread surface, and a shoulder connects the tread surface and the sidewall. The lower part of the sidewall is connected to a bead 10, a skeleton structure, and rubber components. The skeleton structure includes a carcass 9 and reinforcing cords w, and includes a sidewall and a triangular rubber formed by an upper filler rubber 5 and a lower filler rubber 6. The sidewall facing the inner side of the tire is bonded with a sidewall rubber 1, abrasion-resistant rubber 2, supplementary rubber 3, blade-shaped rubber 4, upper filler rubber 5, lower filler rubber 6, inner layer rubber 7, and rectangular rubber 8. The rubber components of the tire bead area include a sidewall rubber 1, abrasion-resistant rubber 2, supplementary rubber 3, blade-shaped rubber 4, upper filler rubber 5, lower filler rubber 6, inner layer rubber 7, and rectangular rubber 8. By optimizing the sidewall profile design and optimizing the matching design of the bead structure and formula, the stress on the tire bead is reduced, thereby extending the tire's service life and giving the tire durable characteristics, especially meeting market requirements for bead durability in the later stages of use.

[0045] Example 1: The tire section width WB and tire running tread width WA satisfy the following relationship: WB = (1.11~1.19) × WA; the tire section height H and tire lower section height Hd satisfy the following relationship: Hd = (0.96~1.13) × H; the height Hs l from the lower end of the tire sidewall to the rim contact line C satisfies the following relationship: Hs l = (0.13~0.23) × Hd; the height Hro from the outer end of the abrasion-resistant rubber to the rim contact line C satisfies the following relationship: Hro = (0.38~0.62) × Hd; the height Ht from the upper end of the supplemental rubber to the rim contact line C satisfies the following relationship: Ht = (0.52~0.78) × Hd; the height Hx from the upper end of the blade-shaped rubber to the rim contact line C satisfies the following relationship: Hx = (0.47~0.78) × Hd. 3) ×Hd, the height Hbu from the upper end of the upper filler rubber to the rim mating line C and the tire lower section height Hd satisfy the following relationship: Hbu=(0.63~0.90)×Hd, the height Hbd from the upper end of the lower filler rubber to the rim mating line C and the tire lower section height Hd satisfy the following relationship: Hbd=(0.33~0.57)×Hd, the height Hj from the upper end of the rectangular rubber to the rim mating line C and the tire lower section height Hd satisfy the following relationship: Hj=(0.45~0.71)×Hd.

[0046] By comparing the values ​​in this embodiment with those in the comparative example, the following table was obtained:

[0047]

[0048]

[0049]

[0050] Example 2: The tire bead skeleton material mainly includes the tire carcass 9, the bead wrapping, and the steel rim 10. The height Hwo of the reinforcing cord w to the rim mating line C and the tire lower section height Hd satisfy the following relationship: Hwo = (0.31~0.65)×Hd. The height Hcc of the tire carcass end point to the rim mating line C and the tire lower section height Hd satisfy the following relationship: Hcc = (0.26~0.42)×Hd. The height Hwo of the reinforcing cord w to the rim mating line C and the height Hcc of the tire carcass end point to the rim mating line C satisfy the following relationship: Hwo = (1.15~1.57)×Hcc.

[0051] By comparing the values ​​in this embodiment with those in the comparative example, the following table was obtained:

[0052]

[0053]

[0054] Example 3: A supplementary adhesive 3 is added between the wear-resistant rubber 2 and the reinforcing cord w in the tire bead area. The supplementary adhesive 3 is curved and spindle-shaped. It uses a rubber compound with good heat dissipation and adhesion properties. While ensuring good adhesion between the wear-resistant rubber 2 (with a higher modulus) and the cord, it also acts as an insulator and coolant, reducing stress and strain between the wear-resistant rubber 2 and the reinforcing cord w, effectively reducing the probability of delamination and cracking. The supplementary adhesive 3 is placed between the wear-resistant rubber 2 and the reinforcing cord w. The overall thickness Tx of the supplementary adhesive 3 satisfies: 1.8mm ≤ Tx ≤ 4.5mm, and the total width Wx of the supplementary adhesive satisfies: 35mm ≤ Wx ≤ 75mm. The values ​​in this example are verified with those in the comparative example, resulting in the following table:

[0055]

[0056] As can be seen from the table above, the supplementary adhesive 3 in the embodiment reduces energy loss by 20% compared to the comparative example, with similar deformation, and reduces the energy coefficient by 18%. The design of supplementary adhesive 3 can effectively reduce energy loss and strengthen the stress and strain at the cord w.

[0057] like Figure 3 and Figure 4As shown, Embodiment 4 is provided: a blade-shaped rubber 4 is added to the outer end of the reinforcing cord w in the tire bead region. The blade-shaped rubber 4 is designed in an irregular blade shape, which effectively separates the reinforcing cord w from the tire carcass cord, effectively reducing the shear force between the reinforcing cord w and the tire carcass cord. The rubber material of the blade-shaped rubber 4 located on the upper part of the tire carcass fills the gap between the reinforcing cord w and the upper filler rubber 5, effectively preventing the reinforcing cord w from bending due to lack of rubber material, reducing the deformation of the reinforcing cord w, and thus reducing the shear force of the reinforcing cord w. By reducing the stress and strain between the cords, the tire bead failure is reduced. The probability of the pattern occurrence is determined by the following conditions: the thickness Tcx of the blade rubber between the tire carcass end and the reinforcing cord, and the thickness Tcc from the tire carcass end to the sidewall profile, satisfying: 10% ≤ Tcx / Tcc ≤ 25%; the thickness Tcx1 of the blade rubber located on the upper part of the tire carcass, and the thickness Tcc from the tire carcass end to the sidewall profile, satisfying: 20% ≤ Tcx1 / Tcc ≤ 35%; and the total width Wy of the blade rubber satisfying: 30mm ≤ Wy ≤ 65mm. The thickness and width of the blade rubber 4 increase proportionally. The strain energy change trend diagram is obtained through data verification of this embodiment and the comparative example. Figure 3 and Figure 4 It can be seen that the ratio of the thickness Tcx of the blade rubber between the tire carcass end and the reinforcing cord to the thickness Tcc of the tire carcass end to the sidewall profile increased from 2% to 43%. The strain energy index at the tire carcass end decreased from 100% to 82%, the strain energy difference index at the tire carcass end decreased from 100% to 71%, the strain energy index at the reinforcing cord end decreased from 100% to 56%, and the strain energy difference index at the reinforcing cord end decreased from 100% to 61%.

[0058] Example 5: A rectangular adhesive 8 is added to the inner end of the reinforcing cord in the tire bead section. The rectangular adhesive 8 is designed to be rectangular, and the overall thickness Tj of the rectangular adhesive satisfies: 0.5mm≤Tj≤2.0mm, and the total width Wj of the rectangular adhesive satisfies: 15mm≤Wj≤35mm. The data verification of the comparative example and the example is shown in the table below:

[0059]

[0060] As can be seen from the table above, the maximum stress index of Examples 1 and 2 decreased by 23%-49%, and the maximum strain decreased by 28%-32%. Among them, the thickness of the rectangular rubber in Examples 1 to 3 increased from 0.5mm to 2.0mm, which effectively separated the reinforcing cord w from the carcass cord, reduced the shear force between the reinforcing cord w and the carcass, and thus reduced the probability of the internal crack failure mode at the bead.

[0061] Example 6: The boundary line sr between the wear-resistant rubber and the sidewall rubber at the tire bead is designed as a concave reverse arc shape. The radius Rsr of the reflection arc at the boundary line between the wear-resistant rubber and the sidewall rubber at the bead is in the range of 30mm ≤ Rsr ≤ 300mm. The sidewall rubber thickness Tcs at the end of the tire carcass and the thickness Tcc from the end of the tire carcass to the sidewall profile satisfy the following condition: 25% ≤ Tcs / Tcc ≤ 60%. The data verification of the comparative example and the example are shown in the following table:

[0062]

[0063]

[0064] As can be seen from the table above, under standard air pressure and a standard load of 212.5%, compared with the comparative example, the average temperature of the wear-resistant rubber 2 decreased by 3.51°C, the maximum temperature of the wear-resistant rubber 2 decreased by 4.68°C, the average temperature of the sidewall rubber 1 decreased by 2.18°C, the average temperature of the supplementary rubber 3 decreased by 4.87°C, and the maximum temperature of the supplementary rubber 3 decreased by 6.95°C. The concave reverse arc shape design effectively increases the sidewall rubber thickness Tcs at the end of the tire carcass in the bead area. The antioxidant content of the sidewall rubber 1 is higher than that of the wear-resistant rubber 2. By increasing the proportion of the sidewall rubber 1 at the bead, the anti-aging performance of the bead area is improved, thereby effectively reducing the aging degree of the tire sidewall at the bead after 3 years or more of use and extending the service life of the tire. In addition, the energy loss of the conventional sidewall rubber 1 under 5% deformation at 60°C is about 56% lower than that of the wear-resistant rubber under 5% deformation at 60°C. By increasing the proportion of the sidewall rubber 1 at the bead, the energy loss of the bead area is reduced.

[0065] Example 7: The boundary line ud between the upper and lower filler rubber of the bead portion is designed as an "S" shape, exhibiting a steep upper section and a flat lower section. The height Hp from the inflection point p of the upper concave curve and the lower convex curve of the boundary line ud to the rim mating line C, and the height Hbd from the lower filler rubber to the rim mating line (C) satisfy: Hp = (0.4~0.7) × Hbd. The rubber thickness Tu from the inflection point p of the upper concave curve and the lower convex curve of the boundary line ud to the inner tire carcass, and the rubber thickness Td from the inflection point p of the upper concave curve and the lower convex curve of the boundary line ud to the outer tire carcass satisfy: Tu = (0.65~0.85) × Td. The data verification of the comparison example and the example are shown in the following table:

[0066]

[0067]

[0068] As can be seen from the table above, compared with the comparative example, the "S"-shaped dividing line design of the embodiment reduces the maximum stress index by 14%, the maximum stress difference index by 13%, the maximum strain energy index by 6%, and the maximum strain energy difference index by 13%. The "S"-shaped dividing line design ensures the maximization of low-energy-loss rubber in the upper part, achieving optimal heat reduction and dispersion at the tire carcass end point. In addition, it ensures the maximization of supporting hard rubber at the bead in the lower part, achieving optimal support force at the bead. This design reduces energy loss at the bead while ensuring support force, delays the aging of the rubber, reduces the stress and strain of the cord, thereby extending the tire's service life.

[0069] like Figure 5 As shown in Example 8: The tire sidewall uses an aging-resistant and crack-resistant rubber compound. This compound improves ozone resistance by optimizing the small molecule system, balancing modulus and energy loss, thus slowing down the aging rate of the tire sidewall, reducing the degree of sidewall cracking in the later stages of tire use, and consequently reducing the incidence of bead cracks in the later stages of tire use. The tensile strength of the sidewall rubber compound is called Ts, and Ts satisfies: Ts≥19.5MPa. The sidewall rubber compound is aged at 100℃ for 48 hours, and the tensile strength Ts after aging satisfies: Ts≥15MPa. The aging-resistant and crack-resistant sidewall rubber compound has better tensile fatigue performance than conventional sidewall rubber compounds. The sidewall rubber is 45% to 55% higher. The energy loss Tanδ of the upper filler rubber under 5% deformation at 60°C meets the following requirements: Tanδ≤0.08, and storage modulus E'≥3.9. The energy loss Tanδ of the lower filler rubber under 5% deformation at 60°C meets the following requirements: Tanδ≤0.22, and storage modulus E'≥9.8. The ozone resistance test results at 50°C show that the ozone resistance performance of the sidewall rubber in the example is better than that of the comparative example. It can be seen that the example has no cracks after 48 hours under ozone resistance test conditions, while the comparative example shows obvious cracks after 24 hours under ozone resistance test conditions.

[0070] Example 9: The filler rubber in the tire bead area uses a low-energy-loss rubber compound, and the upper filler rubber 5 uses an ultra-low-energy-loss rubber compound. The comparative examples of the upper and lower filler rubbers and the test data of the example are verified in the following table:

[0071]

[0072]

[0073] As can be seen from the table above, the energy loss of the rubber compound in the example under 5% deformation at 60℃ is 31% lower than that of the comparative rubber compound under 5% deformation at 60℃, and the energy coefficient is reduced by 34%. According to energy analysis, the energy loss of the upper filler in the example is ≤0.07, which is 30% to 40% lower than that of conventional upper filler. The lower filler 6 uses a rubber compound that combines support performance and low energy loss. It can be seen that the energy loss of the rubber compound in the example under 5% deformation at 60℃ is 44% lower than that of the comparative rubber compound under 5% deformation at 60℃, and the energy coefficient is reduced by 34%. According to energy analysis, the energy loss of the lower filler in the example meets the condition: 0.1 ≤ energy loss ≤ 0.15, which is 50% to 60% lower than that of conventional lower filler. This reduces the heat generated by the tire during driving and accelerates the heat dispersion, resulting in a reduction and uniform distribution of heat in the bead area, thereby slowing down the aging rate of the tire, ensuring the physicochemical properties of the filler, and thus extending the lifespan of the bead area.

[0074] like Figure 6 As shown in Example 10, the optimized distribution of the skeleton material and rubber compound in the tire bead section, along with the interaction of the low-energy-loss filler rubber compound, effectively reduces the tire's cord shear force and energy loss. Temperature analysis of the newly designed tire shows that the highest temperature of the Example 10 is significantly lower than that of the comparative example. The tire body temperature of the Example 10 is 6.6°C lower than that of the comparative example. The highest temperature of the blade-shaped rubber 4 in the Example 10 is 4.6°C lower than that of the comparative example. The highest temperature of the upper filler rubber 5 in the Example 10 is 6.9°C lower than that of the comparative example. The highest temperature of the lower filler rubber 6 in the Example 10 is 7.6°C lower than that of the comparative example. The highest temperature of the steel rim 10 in the Example 10 is 3.7°C lower than that of the comparative example.

[0075] Example 11: The tire bead section features a design with reinforced cords higher than the tire carcass, and incorporates supplementary rubber 3 and blade-shaped rubber 4. Data analysis comparing the proportions and examples yields the following table:

[0076]

[0077]

[0078] The table above shows that the maximum stress at the end of the tire carcass in the embodiment decreased by 4.3° compared to the comparative example, and the maximum strain at the end of the tire carcass in the embodiment decreased by 2.7° compared to the comparative example. -6 *J / mm 3 The maximum stress at the end of the reinforced cord in the embodiment decreased by 34.2° compared to the comparative example, and the maximum strain at the end of the reinforced cord in the embodiment decreased by 529.21° compared to the comparative example. -6 *J / mm 3 This effectively reduces the stress and strain at the tire carcass end points and the reinforcing cord end points during repeated tire flexing, and reduces the probability of shear cracks occurring at the tire carcass end points in the bead area.

[0079] Example 12: While reducing stress and strain at the cord endpoints, the tire effectively enhances the rigidity of the bead area, reducing excessive deformation caused by insufficient rigidity during tire operation, thereby reducing the incidence of bead area failure after long-term tire use, as shown in the table below:

[0080] project unit Comparative Example Example Longitudinal elasticity coefficient kgf / mm 75.62 87.23 radial elastic modulus kgf / mm 117.69 117.87 Lateral elastic modulus kgf / mm 41.89 41.34

[0081] It can be seen that the longitudinal elastic coefficient of the embodiment is 11.61 kgf / mm higher than that of the comparative example, which is 15% higher, while ensuring that the radial elastic coefficient and lateral elastic coefficient of the embodiment are comparable to those of the comparative example.

[0082] Example 13: The new tire structure and compound design effectively improve the bead durability of new tires, thereby increasing the tire's durability degradation baseline and ensuring that the tire still has sufficient bead durability to meet usage conditions in the later stages of use, as shown in the table below:

[0083]

[0084] As can be seen, the new tire bead durability test results of the embodiment are 135.7h and 143.3h, the new tire bead durability test results of Comparative Example 1 are 63.6h and 63h, and the new tire bead durability test results of Comparative Example 2 are 66.6h and 66.9h. The new tire bead durability of the embodiment is 103% to 127% higher than that of the comparative example.

[0085] 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 durable bus tire, comprising a sidewall and a triangular rubber compound formed by an upper filler rubber and a lower filler rubber, wherein a bead, a skeleton structure, and rubber components are connected to the lower part of the sidewall, the skeleton structure comprising a tire carcass and reinforcing cords, and wherein sidewall rubber, abrasion-resistant rubber, a supplementary rubber, a blade-shaped rubber, an upper filler rubber, a lower filler rubber, an inner layer rubber, and a rectangular rubber are bonded to the side of the triangular rubber compound facing the inner side of the tire, characterized in that, The tire section width WB and the tire running width WA satisfy the following relationship: WB = (1.11~1.19) × WA; The tire section height H and the tire lower section height Hd satisfy the following relationship: Hd = (0.96~1.13) × H; The height Hsl from the lower end point a of the tire sidewall to the rim mating line C satisfies the following relationship with the tire lower section height Hd: Hsl = (0.13~0.23) × Hd; The height Hro from the outer end point b of the wear-resistant rubber to the rim mating line C satisfies the following relationship with the tire's lower section height Hd: Hro = (0.38~0.62) × Hd; The height Ht from the upper end point c of the supplementary adhesive to the rim mating line C satisfies the following relationship with the lower section height Hd of the tire: Ht = (0.52~0.78) × Hd; The height Hx from the upper end point d of the blade-shaped rubber to the rim mating line C satisfies the relationship Hd of the lower section of the tire: Hx = (0.47~0.73) × Hd; The height Hbu from the upper end point e of the upper filler to the rim mating line C satisfies the following relationship with the tire lower section height Hd: Hbu = (0.63~0.90) × Hd; The height Hbd from the upper end point f of the lower filler to the rim mating line C and the lower section height Hd of the tire satisfy the following relationship: Hbd = (0.33~0.57) × Hd; The height Hj from the upper end point g of the rectangular rubber to the rim mating line C satisfies the relationship Hd of the lower section of the tire: Hj = (0.45~0.71) × Hd.

2. The durable bus tire according to claim 1, characterized in that: The height Hwo of the reinforcing cord to the rim mating line C satisfies the following relationship with the tire lower section height Hd: Hwo = (0.31~0.65) × Hd; The height Hcc from the end point of the tire carcass to the rim contact line C satisfies the following relationship with the tire's lower section height Hd: Hcc = (0.26~0.42) × Hd; The height Hwo of the reinforcing cord to the rim mating line C and the height Hcc of the tire carcass end point to the rim mating line C satisfy the following relationship: Hwo = (1.15~1.57) × Hcc.

3. The durable bus tire according to claim 1, characterized in that: Supplementary adhesive is provided between the wear-resistant rubber of the tire bead and the reinforcing cord, and the overall thickness Tx of the supplementary adhesive satisfies: 1.8mm≤Tx≤4.5mm; The total width Wx of the supplementary adhesive must satisfy: 35mm≤Wx≤75mm.

4. A durable bus tire according to claim 1, characterized in that: The outer end of the reinforcing cord is provided with a blade-shaped rubber, and the thickness Tcx of the blade-shaped rubber between the tire carcass end and the reinforcing cord and the thickness Tcc of the tire carcass end to the tire sidewall profile satisfy: 10%≤Tcx / Tcc≤25%; The thickness Tcx1 of the blade-shaped rubber located on the upper part of the tire carcass and the thickness Tcc of the tire carcass end point to the sidewall profile satisfy: 20%≤Tcx1 / Tcc≤35%; The total width Wy of the blade-shaped adhesive satisfies: 30mm≤Wy≤65mm.

5. A durable bus tire according to claim 1, characterized in that: A rectangular adhesive is provided at the inner end point of the reinforcing cord, and the overall thickness Tj of the rectangular adhesive satisfies the following: 0.5mm≤Tj≤2.0mm; The total width Wj of the rectangular adhesive satisfies: 15mm≤Wj≤35mm.

6. A durable bus tire according to claim 1, characterized in that: The boundary line sr between the bead wear-resistant rubber and the sidewall rubber is concave and reverse arc-shaped, and the radius Rsr of the reflection arc of the boundary line between the bead wear-resistant rubber and the sidewall rubber is in the range of 30mm≤Rsr≤300mm. The sidewall rubber thickness Tcs at the end of the carcass reverse wrapping and the thickness Tcc from the end of the carcass to the sidewall profile satisfy the following condition: 25%≤Tcs / Tcc≤60%.

7. A durable bus tire according to claim 1, characterized in that: The boundary line ud between the upper and lower filler rubber of the tire bead is "S" shaped. The height Hp from the inflection point p of the concave curve in the upper half and the convex curve in the lower half of the boundary line ud to the rim mating line C and the height Hbd from the lower filler rubber to the rim mating line C satisfy the following: Hp = (0.4~0.7) × Hbd; The inflection point p of the upper concave curve and the lower convex curve of the boundary line ud between the upper and lower fillers of the bead, and the rubber thickness Tu of the inner tire carcass from the inflection point p of the upper concave curve and the lower convex curve of the boundary line ud between the upper and lower fillers of the bead, and the rubber thickness Td of the outer tire carcass from the inflection point p of the upper concave curve and the lower convex curve of the boundary line ud between the upper and lower fillers of the bead, satisfy the following: Tu = (0.65~0.85) × Td.

8. A durable bus tire according to claim 1, characterized in that: The tensile strength of the sidewall rubber compound, referred to as Ts, satisfies: Ts≥19.5MPa. The sidewall rubber compound is aged at 100℃ for 48 hours, and the tensile strength Ts after aging satisfies: Ts≥15MPa.

9. A durable bus tire according to claim 1, characterized in that: The energy loss Tanδ of the top filler adhesive under 60℃ and 5% deformation satisfies: Tanδ≤0.08, and the energy storage modulus E' satisfies: E'≥3.

9.

10. A durable bus tire according to claim 1, characterized in that: The energy loss Tanδ of the underfill adhesive under 5% deformation at 60℃ satisfies: Tanδ≤0.22, and the energy storage modulus E' satisfies: E'≥9.8.

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