Side edge winding belted layer structure, application, all-steel radial tire and preparation method

Abstract

The invention relates to the field of tire manufacturing, in particular to a side edge winding belted layer structure, application, an all-steel radial tire and a preparation method. The belted layer comprises a 1 # belted layer and a 2 # belted layer, the 1 # belted layer is attached to the tire body and is the innermost side in the radial direction, the 2 # belted layer is attached to the 1 # belted layer, the width of the 2 # belted layer is larger than that of the 1 # belted layer, and the belted layer further comprises two groups of discontinuous winding belted layers which are in bilateral symmetry along the center line of the tire tread and are arranged on the same layer surface; the winding belted layer is arranged on the outer side of the 1 # belted layer, and the winding belted layer is formed by winding rubber-coated nylon or steel wires from the outer side of the 1 # belted layer to the middle of the 1 # belted layer to the end point of the 1 # belted layer. According to the design of winding the belted layer, the circumferential hooping effect of the belted layer on the tire is increased, and compared with the design of full winding or increasing the belted layer, the cost is reduced, performance excess is avoided, and tire abrasion is improved.

Description

Technical Field

[0001] The invention relates to the field of tire manufacturing, in particular to a side winding belt layer structure, application and an all-steel radial tire and a preparation method. Background Art

[0002] As competition in the all-steel radial tire market becomes increasingly fierce, tire manufacturers are faced with the problem of how to reduce production costs while ensuring tire performance during design and production. Especially in the field of truck tires, all-steel radial tires are widely used in various commercial vehicles and undertake key transportation tasks. In order to meet the market demand for cost-effective tires, more and more tire designs are beginning to develop in the direction of reducing the number of belt layers or optimizing the belt layer structure.

[0003] Traditional all-steel radial tires generally use a four-layer belt structure or a zero-degree belt structure. The belt is usually arranged radially between the carcass and the tread and is the core load-bearing component of the tire. The main function of the belt is to provide sufficient rigidity to ensure the load-bearing capacity and stability of the tire during driving. However, the belt structure in the prior art often has excess performance, that is, the number or structure of the belt in the structural design of the tire in certain application scenarios may lead to excessive rigidity, which in turn affects the overall performance of the tire and may even lead to unnecessary cost increases.

[0004] In addition, existing tire designs have certain defects in the distribution of belt layers in the shoulder area. During the use of the tire, especially under high-speed driving or heavy load conditions, the belt layer in the shoulder area of ​​the tire has a relatively weak hoop effect on the tire, which will cause the shoulder area to have a large radial expansion after the tire is inflated, resulting in large circumferential deformation, thereby exacerbating heat accumulation and wear. In extreme cases, this situation may also lead to delamination or cracking between the belt layer and the tread rubber.

[0005] In order to improve this problem, the existing technology adopts a variety of belt layer structures, such as four-layer belt layers or three-layer plus zero-degree winding structures, which aim to improve the rigidity distribution and stability of the tire during driving. For example, a Chinese patent (publication number: CN213861729U, publication date: 2021-08-03) discloses a tire with a new spirally wound belt layer structure, comprising a carcass, a tread, a carcass cord, and a belt layer component, wherein the belt layer component is integrally bonded to the carcass cord, and the belt layer component comprises a 1# belt layer, a 2# belt layer, and a 3# belt layer bonded in sequence from bottom to top, wherein the 1# belt layer is bonded to the carcass cord, and further comprises a 4# belt layer, wherein the 4# belt layer is all spirally wound on the 3# belt layer, and the width of the 4# belt layer is 70%-85% of the width of the 3# belt layer. Due to the use of a circumferentially spirally wound 0° belt layer structure, while combining the advantages of traditional 0° belt layers and spiral winding, the tightness of the 0° belt layer is ensured, the uniformity of the ground contact pressure distribution of the tire is improved, the ground contact performance is improved, and the durability, high-speed performance and service life of the tire are improved.

[0006] Although these structures have improved the durability and stability of the tire to a certain extent, they have also increased the manufacturing cost to a certain extent, and have not effectively solved the problem of overperformance and high cost in some application scenarios. After an in-depth analysis of the above belt layer structure, the applicant found that there would be overperformance in some application scenarios. Based on this, it was decided to develop a two-layer belt layer structure all-steel radial tire to reduce the tire cost without reducing the various performance of the tire. Summary of the invention

[0007] In view of the shortcomings of the prior art, the present invention provides a side-wound belt structure, which can ensure the stability and durability of the tire during use, and avoid the problems of excess performance and high cost in traditional designs. Through in-depth analysis of the prior art, a new belt design is proposed, that is, a discontinuously wound belt structure is introduced to enhance the circumferential tightening effect of the tire, reduce the rolling resistance of the tire, and improve the durability and cost-effectiveness of the tire. This innovative design can effectively solve the shortcomings of the prior art and provide a better balance between performance and cost.

[0008] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions: A side winding belt layer structure, the belt layer comprises a 1# belt layer and a 2# belt layer, the 1# belt layer is attached to the carcass and is the innermost radial side, the 2# belt layer is attached to the 1# belt layer, and the width of the 2# belt layer is greater than the width of the 1# belt layer, the belt layer also comprises two discontinuous winding belt layers which are symmetrical along the tire tread center line and arranged at the same level, the winding belt layer is arranged on the outside of the 1# belt layer, and the winding belt layer is made of rubber-coated nylon or steel wire and is wound from the outside of the 1# belt layer to the middle to the end point of the 1# belt layer; The difference between the winding belt layer and the 1# belt layer is λ1, the difference between the winding belt layer and the 2# belt layer is λ2, and the difference between the 1# belt layer and the 2# belt layer is λ3, λ3=λ1+λ2. The difference is the difference in width of the same side of the two belt layers, that is, 1 / 2 of the total width difference of the two belt layers; the difference λ1 is 15-25mm, and the difference λ2 is 10-15mm.

[0009] Preferably, the difference λ2 is 12-14 mm.

[0010] Preferably, the difference δ between the angle of the 1# belt layer cord and the angle of the 2# belt layer cord is 0-15°, and the angle direction of the 1# belt layer cord is opposite to the angle direction of the 2# belt layer cord.

[0011] Preferably, the angle of the 1# belt layer cord is 15°-24° with respect to the circumferential direction, and the angle of the 2# belt layer cord is 15° with respect to the circumferential direction.

[0012] Preferably, the winding method of the winding belt layer can be 0 degree winding or S winding, wherein the winding angle of 0 degree winding is 0-2°, and S winding is spiral winding, and the winding angle of S winding is larger than that of 0 degree winding.

[0013] Preferably, the steel wires wound around the belt layer are multiple steel wires wound side by side, specifically, 3-4 steel wires are selected as a bundle and wound side by side.

[0014] Furthermore, the present invention also provides the use of the belt layer structure in the preparation of an all-steel radial tire.

[0015] Furthermore, the present invention also provides an all-steel radial tire, which includes a tread, a belt layer, a carcass, a sidewall and a bead, and the belt layer adopts the belt layer structure.

[0016] As a preferred option, the tire's rolling resistance is reduced by more than 9%, the durability mileage reaches more than 3,500 km, and the ground pressure uniformity is improved to more than 0.81, effectively improving the durability and wear performance.

[0017] Furthermore, the present invention also provides a method for preparing the all-steel radial tire, comprising the following steps: 1) Lay the No. 1 belt layer on the carcass and control its width to meet the design requirements; 2) Lay the 2# belt layer on the 1# belt layer, and the width of the 2# belt layer is greater than that of the 1# belt layer; 3) Set up winding belt layers on the left and right sides of the 1# belt layer, using rubber-coated nylon or steel wire in 0-degree winding or S-winding mode, winding from the outside of the 1# belt layer to the middle to the end point of the 1# belt layer.

[0018] The winding belt layer design provided by the present invention increases the circumferential tightening effect of the belt layer on the tire, thereby preventing the tire from deforming and exploding when inflated, reducing rolling resistance and improving durability; the discontinuous winding belt layer design reduces tire weight and contour deformation, while reducing costs and avoiding excess performance relative to the full winding or increased belt layer design; it improves the rounded shape of the 0-degree structure contact footprint, thereby improving tire wear. Specifically, it has the following significant technical effects: 1. Enhance the circumferential tightening effect: By arranging a discontinuous winding belt layer outside the belt layer of the tire, the present invention effectively enhances the circumferential tightening effect of the tire during use, ensures that the tire maintains a stable shape after inflation, avoids deformation and explosion, and thus improves the safety and reliability of the tire.

[0019] 2. Reduce rolling resistance: The design of the side wrapping belt layer effectively reduces rolling resistance by reducing the structural complexity of the tire and the number of wrapping layers. This not only improves fuel economy, but also improves the driving performance of the tire.

[0020] 3. Optimizing durability: The belt layer design of the present invention reduces the heat accumulation of the tire during driving while maintaining the rigidity and wear resistance of the tire, thereby effectively improving the durability and service life of the tire.

[0021] 4. Reduce tire weight: The discontinuous winding belt layer structure is lighter than the traditional full winding design. By reducing the number of unnecessary belt layers and optimizing the structural design, the overall weight of the tire is reduced, thereby improving the vehicle's load capacity and performance.

[0022] 5. Reduce manufacturing costs: Compared with the traditional multi-layer belt structure, the present invention greatly simplifies the production process and reduces production costs by adopting the design of two belt layers and side-wrap belt layers. In particular, in the arrangement of the belt layer, by reducing the complex wrapping layers and redundant structures, it effectively avoids excess performance and cost waste.

[0023] 6. Improved ground contact performance: This design helps to evenly distribute the ground pressure and optimize the tire's ground contact performance, especially under high-speed driving or heavy load conditions, improving the tire's ground contact footprint shape and improving the tire's handling stability and wear uniformity.

[0024] In summary, the tire design provided by the present invention has achieved remarkable results in improving tire stability, durability, rolling performance and safety, while reducing manufacturing costs and having excellent market competitiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a schematic diagram of a half-section belt structure of Example 1. Reference numerals: 1-tread, 2-wrapping belt layer, 3-2# ​​belt layer, 4-1# belt layer, 5-carcass, 6-sidewall, 7-bead. DETAILED DESCRIPTION

[0026] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0027] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0028] Example 1 like Figure 1 As shown, a full steel radial tire with a side winding belt layer, the tire includes a tread 1, a belt layer, a carcass 5, a sidewall 6 and a bead 7, the belt layer includes a 1# belt layer 4 and a 2# belt layer 3, the 1# belt layer 4 is attached to the carcass and is the innermost radial side, the 2# belt layer 3 is attached to the 1# belt layer 4, and the width of the 2# belt layer 3 is greater than the width of the 1# belt layer 4, and the belt layer also includes two groups of winding belt layers 2 arranged on the left and right sides of the 1# belt layer 4. The two groups of winding belt layers 2 are symmetrical along the center line of the tire tread 1 and are arranged on the same plane.

[0029] The winding belt layer 2 is made of nylon and is wound from the outside of the 1# belt layer 4 to the middle to the end point of the 1# belt layer 4 to perform 0-degree winding, and the winding angle of 0-degree winding is 0-2°.

[0030] The difference is the difference in width of the same side of the two belt layers, that is, 1 / 2 of the total width difference of the two belt layers. The difference between the winding belt layer 2 and the 1# belt layer 4 is λ1, λ1=25mm; the difference between the winding belt layer 2 and the 2# belt layer 3 is λ2, λ2=12mm; the difference between the 1# belt layer 4 and the 2# belt layer 3 is λ3, λ3=λ1+λ2=37mm.

[0031] The difference δ between the cord angle of the 1# belt layer 4 and the cord angle of the 2# belt layer 3 is 0-15°, and the direction of the cord angle of the 1# belt layer 4 is opposite to the direction of the cord angle of the 2# belt layer 3. Specifically, the cord angle of the 1# belt layer 4 is 24° to the circumferential direction, and the cord angle of the 2# belt layer 3 is 15° to the circumferential direction.

[0032] Comparative Example 1 The difference from the tire of Embodiment 1 is that no wrapping belt layer 2 is provided.

[0033] Comparative Example 2 The difference from the tire of implementation 1 is that the winding belt layer 2 is arranged between the 1# belt layer 4 and the 2# belt layer 3, that is, it is continuously wound from the left end 0 degree of the 1# belt layer 4 to the right end position, and the difference λ1 between the winding belt layer 2 and the 1# belt layer 4 is 15mm.

[0034] The tires of the embodiments and comparative examples were subjected to performance tests under the same conditions.

[0035] Test Results

[0036] In order to demonstrate the effects of the tire design of the present invention in improving circumferential tightening, reducing rolling resistance, improving durability, optimizing ground contact performance and tire wear, and enhancing overall tire rigidity and handling performance, we conducted the following tests and provided detailed test methods. Each test will evaluate different performance indicators.

[0037] 1. Test to enhance the circumferential tightening effect 1) Test method: The stress-strain test method is used to measure the circumferential tightening effect of the tire under different loads through special equipment; a loading system is used to apply constant pressure to different tires, and the circumferential stress distribution is recorded by a stress sensor. The effect of the discontinuous winding belt layer design is evaluated by comparing the circumferential stress of Example 1 (with a discontinuous winding belt layer), Comparative Example 1 (a traditional design without a winding belt layer) and Comparative Example 2 (a design with a full-layer winding belt layer).

[0038] 2) Experimental data

[0039] 3) Result analysis Circumferential clamping force: In Example 1, the circumferential clamping force is greatly improved through the optimized winding belt layer design, which helps to evenly distribute the load; Axial stress: The optimized design reduces the axial stress, making the tire force more even.

[0040] 2. Test to reduce rolling resistance 1) Test method: Use ISO 28580 rolling resistance tester to measure the rolling resistance of tires of different designs at a certain speed. Comparative Example 1, Comparative Example 1 (conventional design without winding belt layer) and Comparative Example 2 (design with full-layer winding belt layer) are used for comparison to measure their rolling resistance coefficients.

[0041] 2) Experimental data

[0042] 3) Result analysis Rolling resistance coefficient: Example 1 has the lowest rolling resistance coefficient, indicating that the new design can effectively reduce the energy loss of the tire; Rolling resistance reduction: 9% lower than the traditional design, improving fuel efficiency and energy efficiency.

[0043] 3. Test to improve durability 1) Test method: Standard tire durability tests (such as durability cycle test, high temperature aging test, etc.) are used to test the tires at high speed cycles under standard test conditions to simulate the long-term use of tires under different road conditions. After a certain period of driving, the degree of tire wear is measured.

[0044] 2) Experimental data

[0045] 3) Result analysis Durability mileage: Example 1 showed a longer service life, with the mileage increased by 88.7%. Wear: The wear of Example 1 was low, indicating that its wear resistance was effectively improved.

[0046] 4. Tests to optimize ground contact performance and tire wear Test method: Use a ground contact pressure distribution test device (such as a pressure sensor grid) to evaluate the pressure distribution when the tire contacts the ground. Compare the wear conditions of Example 1 with Comparative Examples 1 and 2.

[0047] 2) Experimental data

[0048] 3) Result analysis Ground contact pressure uniformity: Example 1 has higher ground contact pressure uniformity, which means that the contact between the tire and the road is more stable and the friction force is evenly distributed. Wear rate: The wear rate of Example 1 is lower than that of the traditional design, which means that the tire wears less during use and has a longer service life.

[0049] 5. Test to enhance tire overall rigidity and handling performance Test method: Carry out vehicle handling performance test, including braking distance, cornering stability, roll angle test, etc. Use tire stiffness test equipment to measure the radial stiffness, lateral stiffness and longitudinal stiffness of tires. Test the performance of tires of different designs under extreme conditions such as high-speed cornering and emergency braking, and evaluate the handling stability of tires.

[0050] 2) Experimental data

[0051] 3) Result analysis Cornering stiffness: The cornering stiffness of Example 1 is greater than that of the comparative example, indicating that the tire deforms less under the action of lateral force and can better maintain the driving direction of the vehicle, thereby improving the handling stability of the vehicle.

[0052] The above is a description of the embodiments of the present invention. Through the above description of the disclosed embodiments, professionals and technicians in the field can implement or use the present invention. Various modifications to these embodiments will be apparent to professionals and technicians in the field. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown in this article, but will conform to the widest range consistent with the principles and novelties disclosed herein.

Claims

1. A side-wound belt structure, wherein the belt comprises a 1# belt layer (4) and a 2# belt layer (3), wherein the 1# belt layer (4) is attached to a carcass (5) and is radially innermost, and the 2# belt layer (3) is attached to the 1# belt layer (4), and the width of the 2# belt layer (3) is greater than the width of the 1# belt layer (4), characterized in that: The belt layer also includes two discontinuous groups of winding belt layers (2) which are symmetrical along the center line of the tire tread (1) and arranged on the same plane, wherein the winding belt layer (2) is arranged on the outside of the 1# belt layer (4), and the winding belt layer (2) is made of rubber-coated nylon or rubber-coated steel wire and is wound from the outside of the 1# belt layer (4) to the middle to the end point of the 1# belt layer (4); The difference between the winding belt layer (2) and the 1# belt layer (4) is λ1, the difference between the winding belt layer (2) and the 2# belt layer (3) is λ2, the difference between the 1# belt layer (4) and the 2# belt layer (3) is λ3, λ3=λ1+λ2; the difference λ1 is 15-25mm, and the difference λ2 is 10-15mm.

2. A side-wrapped belt structure according to claim 1, characterized in that: The difference λ1 is 20-25 mm, and the difference λ2 is 12-14 mm.

3. The side-wrapped belt structure according to claim 1, characterized in that: The difference δ between the cord angle of the 1# belt layer (4) and the cord angle of the 2# belt layer (3) is 0-15°, and the direction of the cord angle of the 1# belt layer (4) is opposite to the direction of the cord angle of the 2# belt layer (3).

4. A side-wrapped belt structure according to claim 3, characterized in that: The cord angle of the 1# belt layer (4) is 15°-24° with respect to the circumferential direction, and the cord angle of the 2# belt layer (3) is 15° with respect to the circumferential direction.

5. The side-wrapped belt structure according to claim 1, characterized in that: The winding method of the winding belt layer (2) is 0-degree winding or S-winding.

6. The side-wrapped belt structure according to claim 1, characterized in that: The steel wires wound around the belt layer (2) are wound in a bundle of 3 to 4 steel wires.

7. Use of the belt structure according to any one of claims 1 to 6 in the preparation of an all-steel radial tire.

8. An all-steel radial tire, comprising a tread (1), a belt layer, a carcass (5), a sidewall (6) and a bead (7), characterized in that: The belt layer adopts the belt layer structure according to any one of claims 1 to 6.

9. The all-steel radial tire according to claim 8, characterized in that: The tire's rolling resistance is reduced by more than 9%, its durability mileage reaches more than 3,500 km, and its ground pressure uniformity is increased to more than 0.81, effectively improving its durability and wear performance.

10. The method for preparing an all-steel radial tire according to claim 8, characterized in that: The following steps are involved: 1) Lay the No. 1 belt layer on the carcass and control its width to meet the design requirements; 2) Lay the 2# belt layer on the 1# belt layer, and the width of the 2# belt layer is greater than that of the 1# belt layer; 3) Set up winding belt layers on the left and right sides of the 1# belt layer, using rubber-coated nylon or steel wire in 0-degree winding or S-winding mode, winding from the outside of the 1# belt layer to the middle to the end point of the 1# belt layer.

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