A side-wrapped belt structure, application, all-steel radial tire and preparation method

Abstract

The present invention relates to the field of tire manufacturing, and more specifically, to a side-wound belt structure, its application, a steel radial tire, and a preparation method. The belt includes a No. 1 belt and a No. 2 belt. The No. 1 belt is attached to the carcass and is the innermost layer radially. The No. 2 belt is attached to the top of the No. 1 belt, and the width of the No. 2 belt is greater than that of the No. 1 belt. The belt also includes two discontinuous sets of wound belts that are symmetric about the center line of the tire tread and are arranged on the same layer. The wound belts are arranged outside the No. 1 belt, and the wound belts are wound from the outside of the No. 1 belt to the middle to the end points of the No. 1 belt using rubber-coated nylon or steel wire. The wound belt design provided by the present invention increases the circumferential tightening effect of the belt on the tire, reduces costs compared to a fully wound or belt-increasing design, avoids over-performance, and improves tire wear.

Description

Technical Field

[0001] The present invention relates to the field of tire manufacturing, and more particularly to a side-wound belt structure, application, all-steel radial tire and preparation method. Background Art

[0002] With the increasingly fierce competition in the all-steel radial tire market, tire manufacturers face the problem of how to reduce production costs while ensuring tire performance during the design and production process. Especially in the field of heavy-duty tires, all-steel radial tires are widely used in various commercial vehicles and play a key role in transportation. To meet the market demand for tire cost performance, more and more tire designs are moving towards reducing the number of belt layers or optimizing the belt structure.

[0003] Traditional all-steel radial tires generally adopt a four-belt structure or a zero-degree belt structure. The belt layers are usually radially arranged between the carcass and the tread and are the core load-bearing components of the tire. The main function of the belt layer is to provide sufficient rigidity to ensure the load-bearing capacity and stability of the tire during driving. However, the belt layer structure in the prior art often exhibits a situation of over-performance, that is, in some application scenarios, the number or structure of the belt layers in the tire design may result in excessive rigidity, which instead affects the overall performance of the tire and may even lead to unnecessary cost increases.

[0004] In addition, the existing tire design has certain defects in the belt layer distribution in the shoulder area. During the use of the tire, especially under the conditions of high-speed driving or large loads, the belt layer in the shoulder area of the tire has a relatively weak hoop effect on the tire, which will cause a relatively large radial expansion amount in the shoulder area of the tire after inflation, resulting in a 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:

[0009] A side-wound belt structure, the belt structure includes a No. 1 belt structure and a No. 2 belt structure. The No. 1 belt structure is attached to the carcass and is the innermost radially. The No. 2 belt structure is disposed on top of the No. 1 belt structure, and the width of the No. 2 belt structure is greater than the width of the No. 1 belt structure. The belt structure further includes two discontinuous sets of wound belt structures that are symmetric about the center line of the tire tread and are disposed on the same layer. The wound belt structures are disposed outside the No. 1 belt structure. The wound belt structures are wound from the outside of the No. 1 belt structure to the middle to the end points of the No. 1 belt structure using rubber-coated nylon or steel wires;

[0010] The difference level between the wound belt structure and the No. 1 belt structure is λ1, the difference level between the wound belt structure and the No. 2 belt structure is λ2, and the difference level between the No. 1 belt structure and the No. 2 belt structure is λ3, where λ3 = λ1 + λ2. The difference level is the difference in the width of the same side of two belt structures, that is, 1 / 2 of the total width difference between two belt structures; the difference level λ1 is 15 - 25 mm, and the difference level λ2 is 10 - 15 mm.

[0011] Preferably, the difference level λ2 is 12 - 14 mm.

[0012] Preferably, the difference δ between the cord angles of the No. 1 belt structure and the No. 2 belt structure is 0 - 15°, and the cord angle directions of the No. 1 belt structure and the No. 2 belt structure are opposite.

[0013] Preferably, the cord angle of the No. 1 belt structure is 15° - 24° with respect to the circumferential direction, and the cord angle of the No. 2 belt structure is 15° with respect to the circumferential direction.

[0014] Preferably, the winding method of the wound belt structure can be 0-degree winding or S-winding. Among them, 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.

[0015] Preferably, the steel wires of the wound belt structure are wound side by side with multiple steel wires. Specifically, 3 - 4 steel wires are selected as a bundle for side-by-side winding.

[0016] Furthermore, the present invention also provides an application of the described belt structure in the preparation of all-steel radial tires.

[0017] Furthermore, the present invention also provides an all-steel radial tire, which includes a tread, a belt structure, a carcass, a tire sidewall, and a bead. The belt structure adopts the described belt structure.

[0018] Preferably, the rolling resistance of the tire is reduced by more than 9%, the durability driving mileage reaches more than 3500 km, and the ground pressure uniformity is increased to more than 0.81, effectively improving the durability performance and wear performance.

[0019] Furthermore, the present invention also provides a method for manufacturing the all-steel radial tire, comprising the following steps:

[0020] 1) Bond the 1# belt layer onto the carcass and control its width to meet the design requirements;

[0021] 2) Bond the 2# belt layer onto the 1# belt layer, and the width of the 2# belt layer is greater than that of the 1# belt layer;

[0022] 3) Arrange winding belt layers on the left and right sides of the 1# belt layer. Use coated nylon or steel wire to wind in a 0-degree or S-winding manner from the outside of the 1# belt layer towards the middle until the endpoints of the 1# belt layer.

[0023] 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 bursting during inflation, reducing the rolling resistance, and improving the durability; the discontinuous winding belt layer design reduces the tire weight, decreases the profile deformation, and at the same time reduces the cost compared with the fully wound or belt layer-increased design, avoiding over-performance; it improves the situation where the grounding footprint shape of the 0-degree structure is relatively round, thereby improving the tire wear. Specifically, it has the following remarkable technical effects:

[0024] 1. Enhance the circumferential tightening effect: By arranging a discontinuous winding belt layer on the outside of 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 bursting, and thus improves the safety and reliability of the tire.

[0025] 2. Reduce the rolling resistance: The design of the side winding belt layer effectively reduces the rolling resistance by reducing the structural complexity of the tire and the number of winding layers. This not only improves the fuel economy but also enhances the driving performance of the tire.

[0026] 3. Optimize the durability: The belt layer design of the present invention reduces the heat accumulation in the tire during driving while maintaining the rigidity and wear resistance of the tire, effectively improving the durability and service life of the tire.

[0027] 4. Reduce the tire weight: The discontinuous winding belt layer structure is lighter than the traditional fully wound design. By reducing the unnecessary number of belt layers and optimizing the structural design, the overall weight of the tire is reduced, thereby improving the load capacity and performance of the vehicle.

[0028] 5. Reduce the manufacturing cost: Compared with the traditional multi-layer belt layer structure, the present invention simplifies the production process and reduces the production cost by adopting the design of two belt layers and side winding belt layers. Especially in the arrangement of the belt layer, by reducing the complex winding layers and redundant structures, it effectively avoids over-performance and cost waste.

[0029] 6. Improve ground contact performance: This design helps to evenly distribute the ground contact pressure, optimize the ground contact performance of the tire. Especially under the conditions of high-speed driving or heavy load, it improves the shape of the ground contact mark of the tire, enhancing the handling stability and wear uniformity of the tire.

[0030] In summary, the tire design provided by the present invention has achieved remarkable effects in improving tire stability, durability, rolling performance and safety. At the same time, it reduces the manufacturing cost and has excellent market competitiveness. Brief Description of the Drawings

[0031] Figure 1 It is a schematic diagram of the semi-sectional belt structure of Example 1. Reference numerals: 1 - tread, 2 - winding belt layer, 3 - No. 2 belt layer, 4 - No. 1 belt layer, 5 - carcass, 6 - sidewall, 7 - bead. Detailed Embodiments

[0032] Next, in combination with the embodiments of the present invention, the technical solutions in the embodiments will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0033] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application.

[0034] Example 1

[0035] As Figure 1 shown, a 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 No. 1 belt layer 4 and a No. 2 belt layer 3. The No. 1 belt layer 4 is attached to the carcass and is the innermost radially. The No. 2 belt layer 3 is disposed on top of the No. 1 belt layer 4, and the width of the No. 2 belt layer 3 is greater than the width of the No. 1 belt layer 4. The belt layer further includes two groups of winding belt layers 2 disposed on the left and right sides of the No. 1 belt layer 4. The two groups of winding belt layers 2 are symmetric about the center line of the tire tread 1 and are disposed on the same layer.

[0036] The winding belt layer 2 is wound with nylon from the outside to the middle of the 1# belt layer 4 until the end point of the 1# belt layer 4 for 0-degree winding, and the winding angle of the 0-degree winding is 0-2°.

[0037] The differential level is the difference in the 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 differential level between the winding belt layer 2 and the 1# belt layer 4 is λ1, λ1 = 25mm; the differential level between the winding belt layer 2 and the 2# belt layer 3 is λ2, λ2 = 12mm; the differential level between the 1# belt layer 4 and the 2# belt layer 3 is λ3, λ3 = λ1 + λ2 = 37mm.

[0038] The difference δ between the cord angles of the 1# belt layer 4 and the 2# belt layer 3 is 0-15°, and the cord angle directions of the 1# belt layer 4 and the 2# belt layer 3 are opposite. Specifically, the cord angle of the 1# belt layer 4 is 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.

[0039] Comparative Example 1

[0040] The difference from the tire of Example 1 is that the winding belt layer 2 is not provided.

[0041] Comparative Example 2

[0042] The difference from the tire of Example 1 is that the winding belt layer 2 is arranged between the 1# belt layer 4 and the 2# belt layer 3, that is, continuously wound from the left end to the right end position of the 1# belt layer 4, and the differential level λ1 between the winding belt layer 2 and the 1# belt layer 4 is 15mm.

[0043] The tires of the examples and comparative examples were subjected to performance tests under the same conditions.

[0044] Test Results

[0045]

[0046] In order to prove the effects of the tire design of the present invention in enhancing the circumferential tightening effect, reducing the rolling resistance, improving the durability, optimizing the grounding performance and tire wear, and enhancing the overall rigidity and handling performance of the tire, the following tests were carried out and detailed test methods were provided. Each test will evaluate different performance indicators.

[0047] 1. Test for enhancing the circumferential tightening effect

[0048] 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).

[0049] 2) Experimental data

[0050]

[0051] 3) Result analysis

[0052] 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.

[0053] 2. Test to reduce rolling resistance

[0054] 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 compared to measure their rolling resistance coefficients.

[0055] 2) Experimental data

[0056]

[0057] 3) Result analysis

[0058] 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.

[0059] 3. Test to improve durability

[0060] 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.

[0061] 2) Experimental data

[0062]

[0063] 3) Result analysis

[0064] Durable driving mileage: Example 1 shows a longer service life, with the driving mileage increased by 88.7%. Wear amount: The wear amount of Example 1 is lower, indicating that its wear resistance has been effectively improved.

[0065] 4. Experiment on optimizing grounding performance and tire wear

[0066] Test method: Use a grounding 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 Example 1 and Comparative Example 2.

[0067] 2) Experimental data

[0068]

[0069] 3) Result analysis

[0070] Grounding pressure uniformity: Example 1 has higher grounding pressure uniformity, which means that the contact between the tire and the road surface is more stable and the friction force distribution is uniform. Wear rate: The wear rate of Example 1 is lower than that of the traditional design, indicating that the tire has less loss during use and a longer service life.

[0071] 5. Experiment on enhancing the overall rigidity and handling performance of the tire

[0072] Test method: Conduct vehicle handling performance tests, including braking distance, turning stability, roll angle test, etc. Use a tire stiffness test device to measure the radial stiffness, lateral stiffness, and longitudinal stiffness of the tire. Test the performance of tires with different designs under extreme conditions such as high-speed turning and emergency braking to evaluate the handling stability of the tire.

[0073] 2) Experimental data

[0074]

[0075] 3) Result analysis

[0076] 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.

[0077] The foregoing is a description of embodiments of the present invention. By the above description of the disclosed embodiments, those skilled in the art can implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art. 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 the embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for preparing an all-steel radial tire, the tire comprising a tread (1), a belt layer, a carcass (5), a sidewall (6) and a bead (7), characterized in that: The belt layer is composed of a 1# belt layer (4), a 2# belt layer (3) and two groups of winding belt layers (2), wherein the 1# belt layer (4) is attached to the carcass (5) and is the radially innermost 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 two discontinuous groups of winding belt layers (2) are symmetrically arranged on the same plane along the center line of the tire tread (1), each group of the winding belt layers (2) is arranged on the axial outer side of the 1# belt layer (4), and the winding belt layer (2) uses a rubber-coated steel wire to be wound from the axial outer side of the 1# belt layer (4) to the axial middle to the end point of the 1# belt layer (4); The difference between the winding belt layer (2) and the first belt layer (4) is λ1, the difference between the winding belt layer (2) and the second belt layer (3) is λ2, the difference between the first belt layer (4) and the second belt layer (3) is λ3, λ3=λ1+λ2; the difference λ1 is 15-25 mm, and the difference λ2 is 10-15 mm; 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); The method comprises 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) Wrapping belt layers are arranged on the left and right sides of the 1# belt layer, and rubber-coated steel wire is used to wrap in a 0-degree or S-winding manner from the axial outer side of the 1# belt layer to the axial middle to the end point of the 1# belt layer.

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

3. The method according to claim 1, 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.

4. The method 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.

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