Tire and vehicle

Abstract

The invention discloses a tire and a vehicle, the tire comprises a tire bead part, the tire bead part comprises a tire bead core and apex, and the apex is arranged on the radial outer side of the tire bead core; the tire body comprises a first tire body layer and a second tire body layer, the second tire body layer is located on one side of the first tire body layer, the first tire body layer and the second tire body layer wrap the tire bead core and the apex respectively, and the direction of wrapping the tire bead core and the apex by the first tire body layer is opposite to the direction of wrapping the tire bead core and the apex by the second tire body layer. The first tire body layer and the second tire body layer wrap the tire bead part in opposite directions, so that the torsional rigidity, the lateral rigidity and the steering response of the side part of the tire can be improved, and meanwhile, the tire can provide larger horizontal component force for the tire bead part through the tension control of the second tire body layer under an inflation loading working condition without increasing the embedding in-position pressure of the tire, so that the tire is more stable. Therefore, the fastening force of the tire bead part is increased, the slip of the rim during sudden speed change and large-angle steering of a vehicle is effectively reduced, and the controllability and brake response of the tire are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a tire and a vehicle. Background Art

[0002] In the related technology, a larger rubber volume is allocated on the inner side of the tire bead core in the radial direction of the tire, which can be fully deformed and thus easily fit with the rim. In addition, since the rubber thickness between the bead core and the rim sidewall is small, the steering force provided by the rim sidewall can be quickly transmitted to the bead core in a timely manner, thereby improving the fit between the rubber and the rim, thereby improving the handling stability of the tire.

[0003] However, existing tires also have significant defects: the tires improve handling stability by reducing the thickness of the wear-resistant rubber between the two steel materials of the bead core and the rim sidewall, which will cause the torsional stiffness, lateral stiffness and steering response of the tire side to deteriorate. In addition, this design does not improve the tightening force of the bead part, which is not conducive to improving the handling and braking response of the tire. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a tire that can reduce the rim slippage of a vehicle during rapid speed changes and large-angle turns, and can improve handling and braking response.

[0005] The present invention further provides a vehicle.

[0006] The tire according to the present invention comprises: a bead portion, the bead portion comprises: a bead core and an apex rubber, the apex rubber is arranged on the radially outer side of the bead core; a carcass, the carcass comprises: a first carcass layer and a second carcass layer, the second carcass layer is located on one side of the first carcass layer, the first carcass layer and the second carcass layer are respectively arranged to wrap around the bead core and the apex rubber, and the direction in which the first carcass layer wraps around the bead core and the apex rubber is opposite to the direction in which the second carcass layer wraps around the bead core and the apex rubber.

[0007] According to the tire of the present invention, the first carcass layer and the second carcass layer are wrapped around the bead portion in opposite directions, which can improve the torsional stiffness, lateral stiffness and steering response of the tire side. At the same time, without increasing the tire fitting pressure, the tire can provide a larger horizontal component of force to the bead portion through the tension control of the second carcass layer under inflation loading conditions, thereby increasing the tightening force of the bead portion, effectively reducing the rim slip of the vehicle during sudden speed changes and large-angle turns, and improving the handling and braking response of the tire.

[0008] In some examples of the present invention, the first carcass layer includes: a first main layer and a first winding layer, the first winding layer is connected to one end of the first main layer, one end of the first main layer is located on the axial inner side of the tire bead core and the apex rubber, and the first winding layer wraps the tire bead core and the apex rubber from the axial inner side to the axial outer side; the second carcass layer includes: a second main layer and a second winding layer, the second winding layer is connected to one end of the second main layer, the second main layer is arranged on the first main layer and the first winding layer, one end of the second main layer is located on the axial outer side of the tire bead core and the apex rubber, the second winding layer is arranged on the first main layer, and the second winding layer wraps the tire bead core and the apex rubber from the axial outer side to the axial inner side.

[0009] In some examples of the present invention, the first main layer includes: a first tread layer; a first sidewall layer, the first sidewall layer is respectively connected to two axially opposite sides of the first tread layer, and the first wrapping layer is connected to one end of the first sidewall layer.

[0010] In some examples of the present invention, the second main layer includes: a second tread layer, which is arranged on one side of the first tread layer and has a width smaller than the first tread layer; a second sidewall layer, which is respectively connected to the axial sides of the second tread layer, the second sidewall layer is arranged on the first main layer and the first winding layer, and the second winding layer is connected to one end of the second sidewall layer.

[0011] In some examples of the present invention, the tire further comprises: a crown portion, the crown portion comprising: a belt layer, the belt layer is disposed radially outside the first tread layer and the second tread layer, and the belt layer partially covers the second tread layer.

[0012] In some examples of the present invention, the belt layer includes: a first belt layer, the carcass is located below the first belt layer, the starting point of the positive wrap portion is located at the radial inner side of the first belt layer at a preset width position of one shoulder, and the starting point of the positive wrap portion is P L , the end point of the first belt layer on the same side is P S , P L With P S The distance between them is L1, and L1 satisfies the relationship: 10mm≤L1≤30mm.

[0013] In some examples of the present invention, 15 mm ≤ L1 ≤ 25 mm.

[0014] In some examples of the present invention, the longitudinal groove G on the same side of the tire shoulder S Upper vertex P of the outer wall G The projection line point on the first belt layer is PG ',P L With P G 'The distance between them is L2, and L2 satisfies the relationship: L2≥5mm.

[0015] In some examples of the present invention, L2 ≥ 8 mm.

[0016] In some examples of the present invention, the belt layer further includes: a second belt layer, and the second belt layer is located radially outside the first belt layer.

[0017] In some examples of the present invention, the inner endpoint of the second wrapping layer is P P , the vertex of the triangle is P f , P P Located in P f radially inner side.

[0018] In some examples of the present invention, the axial inner upper end point of the tire bead core is P b , P P Located in P b With P f between.

[0019] In some examples of the present invention, P P With P b The distance between them is h P The end of the apex rubber away from the tire bead core is connected to P b The distance between them is h0, h P The relationship between h0 and h0 is: 0.3≤h P / h0≤0.8, and h0-h P ≥5mm.

[0020] In some examples of the present invention, the crown portion further includes: a buffer layer, wherein the buffer layer is located radially outside the first carcass layer and radially inside the first belt layer.

[0021] In some examples of the present invention, the thickness of the buffer layer is t0, the thickness of the rubber attached to the second carcass layer is t1, and t0 and t1 satisfy the relationship: 0≤t0≤1.2t1.

[0022] In some examples of the present invention, the crown portion further includes: a crown layer, and the crown layer is arranged radially outside the belt layer.

[0023] In some examples of the present invention, the crown portion also includes: a third tread layer, a base rubber and a tire wing rubber, the base rubber is adjacent to the third tread layer, and the base rubber is located radially inside the third tread layer, the tire wing rubber is connected to the third tread layer, and the tire wing rubber is located axially outside the third tread layer, and the crown layer is arranged radially inside the base rubber.

[0024] In some examples of the present invention, the Shore hardness of the base rubber is lower than that of the third tread layer.

[0025] In some examples of the present invention, the crown portion further includes: an airtight layer, the cords of the carcass are laid along the meridian direction of the tire, and the airtight layer is arranged radially inward of the carcass.

[0026] In some examples of the present invention, the tire bead portion further includes: wear-resistant rubber, and the wear-resistant rubber is located at the axially outermost side of the tire bead portion.

[0027] A vehicle according to the present invention comprises: the tire described above.

[0028] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a schematic diagram of a tire according to an embodiment of the present invention; Figure 2 is a first structural schematic diagram of a tire according to an embodiment of the present invention; Figure 3 is a second structural schematic diagram of a tire according to an embodiment of the present invention; Figure 4 is a third structural schematic diagram of a tire according to an embodiment of the present invention; Figure 5 is a fourth structural schematic diagram of a tire according to an embodiment of the present invention; Figure 6 is a fifth structural schematic diagram of a tire according to an embodiment of the present invention; Figure 7 is a sixth structural schematic diagram of a tire according to an embodiment of the present invention; Figure 8 is a seventh structural schematic diagram of a tire according to an embodiment of the present invention; Reference numerals: 1. Tires; 10. Bead portion; 100. Bead core; 101. Apex rubber; 20. Carcass; 200. First carcass layer; 201. Second carcass layer; 202. First main body layer; 203. First wrapping layer; 204. Second main body layer; 205. Second wrapping layer; 206. First tread layer; 207. First sidewall layer; 208. Second tread layer; 209. Second sidewall layer; 30. Crown portion; 300. Belt layer; 301. First belt layer; 302. Second belt layer; 303. Buffer layer; 304. Crown layer; 305. Third tread layer; 306. Base rubber; 307. Wing rubber; 308. Airtight layer; 309. Wear-resistant rubber. DETAILED DESCRIPTION

[0030] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0031] Reference below Figure 1-Figure 8 A tire 1 according to an embodiment of the present invention is described.

[0032] like Figure 1-Figure 3 and Figure 8 As shown, the tire 1 according to the embodiment of the present invention comprises: a bead portion 10 and a carcass 20. The bead portion 10 is the portion of the tire 1 mounted on the rim, which can mainly ensure that the tire 1 can be tightly mounted on the rim, can seal the compressed air inside the tire 1, and can prevent friction with the rim, and the carcass 20 can provide the necessary strength, support and protect the internal gas, withstand loads and vibrations, and maintain a certain outer edge size.

[0033] like Figure 2 , Figure 3 and Figure 6-Figure 8 As shown, the bead portion 10 includes: a bead core 100 and an apex 101, and the apex 101 is arranged on the radial outer side of the bead core 100. The bead core 100 and the apex 101 are both components of the bead portion 10. The bead core 100 can mainly provide a fastening force for the bead portion 10 to contact the rim groove 4, ensure that the tire 1 can maintain a stable shape and position during rotation, and prevent the tire 1 from deforming or falling off during driving. The apex 101 can mainly improve the handling, improve driving safety, reduce vibration and noise, and play a supporting and transitional role. The apex 101 is arranged on the radial outer side of the bead core 100. In the radial direction of the tire 1, the apex 101 is arranged on the outer side of the bead core 100.

[0034] like Figure 3 , Figure 4 , Figure 6-Figure 8As shown, the carcass 20 includes: a first carcass layer 200 and a second carcass layer 201, the second carcass layer 201 is located on one side of the first carcass layer 200, the first carcass layer 200 and the second carcass layer 201 are respectively arranged to wrap around the bead core 100 and the apex rubber 101, and the direction in which the first carcass layer 200 wraps around the bead core 100 and the apex rubber 101 is opposite to the direction in which the second carcass layer 201 wraps around the bead core 100 and the apex rubber 101. The first carcass layer 200 and the second carcass layer 201 are components of the carcass 20. Both the first carcass layer 200 and the second carcass layer 201 can support and connect various parts of the tire 1 and bear the main load. The second carcass layer 201 is located on one side of the first carcass layer 200. The second carcass layer 201 is arranged on one side of the first carcass layer 200. The first carcass layer 200 and the second carcass layer 201 are arranged to wrap around the bead core 100 and the apex 101 respectively. The direction in which the first carcass layer 200 wraps around the bead core 100 and the apex 101 is the same as that of the first carcass layer 200. The second carcass layer 201 wraps around the bead core 100 and the apex rubber 101 in opposite directions, which can improve the torsional rigidity and lateral rigidity of the side of the tire 1, thereby improving the steering response of the tire 1. At the same time, without increasing the fitting pressure of the tire 1, the tire 1 can provide a larger horizontal force component to the bead portion 10 through the tension control of the second carcass layer 201 under the inflation loading condition, thereby increasing the tightening force of the bead portion 10, effectively reducing the rim slippage of the vehicle during sudden speed changes and large-angle turns, and improving the handling and braking response of the tire 1. Among them, the carcass 20 can only include the first carcass layer 200, and the second carcass layer 201 can be located radially inside or radially outside the first carcass layer 200.

[0035] Therefore, the first carcass layer 200 and the second carcass layer 201 wrap around the bead portion 10 in opposite directions, which can improve the torsional stiffness, lateral stiffness and steering response of the side of the tire 1. At the same time, without increasing the fitting pressure of the tire 1, the tire 1 can provide a larger horizontal component of force to the bead portion 10 under the inflation loading condition through the tension control of the second carcass layer 201, thereby increasing the tightening force of the bead portion 10, effectively reducing the rim slip of the vehicle during sudden speed changes and large-angle turns, and improving the handling and braking response of the tire 1.

[0036] Specifically, Figure 3 and Figure 6As shown, the first carcass layer 200 includes: a first main layer 202 and a first winding layer 203, the first winding layer 203 is connected to one end of the first main layer 202, one end of the first main layer 202 is located axially inside the tire bead core 100 and the apex rubber 101, and the first winding layer 203 wraps the tire bead core 100 and the apex rubber 101 from the axial inside to the axial outside, and the second carcass layer 201 includes: a second main layer 204 and a second winding layer 205, the second winding layer 205 is connected to one end of the second main layer 204, the second main layer 204 is arranged on the first main layer 202 and the first winding layer 203, one end of the second main layer 204 is located axially outside the tire bead core 100 and the apex rubber 101, the second winding layer 205 is arranged on the first main layer 202, and the second winding layer 205 wraps the tire bead core 100 and the apex rubber 101 from the axial outside to the axial inside.

[0037] It should be noted that the first main layer 202 and the first wrapping layer 203 are components of the first carcass layer 200. The first main layer 202 can mainly make the tire 1 have the necessary strength, softness and elasticity to withstand strong vibration and impact. The first wrapping layer 203 can mainly protect the internal structure from damage caused by violent impact and maintain the stability of the internal air pressure of the tire 1. The first wrapping layer 203 is connected to one end of the first main layer 202. The first wrapping layer 203 is connected to one end of the first main layer 202. One end of the first main layer 202 is located on the axial inner side of the bead core 100 and the apex rubber 101. In the axial direction of the tire 1, one end of the first main layer 202 is located on the inner side of the bead core 100 and the apex rubber 101. The first winding layer 203 wraps the bead core 100 and the apex rubber 101 from the axial inner side to the axial outer side. In the axial direction of the tire 1, the first winding layer 203 wraps the bead core 100 and the apex rubber 101 from the inner side to the outer side, which can ensure the performance and stability of the tire 1 under various driving conditions.

[0038] The second carcass layer 201 includes: a second main layer 204 and a second wrapping layer 205, the second main layer 204 and the second wrapping layer 205 are components of the second carcass layer 201, the second main layer 204 mainly enables the tire 1 to have the necessary strength, softness and elasticity to withstand strong vibration and impact, the second wrapping layer 205 mainly protects the internal structure from damage caused by violent impact and maintains the stability of the internal air pressure of the tire 1, the second wrapping layer 205 is connected to one end of the second main layer 204, the second wrapping layer 205 is connected to one end of the second main layer 204, the second main layer 204 is arranged on the first main layer 202 and the first wrapping layer 203, the second main layer 204 is arranged on the first main layer 202 and the first wrapping layer 203, one end of the second main layer 204 is located on the axial outside of the bead core 100 and the apex 101, in the axial direction of the tire 1, one end of the second main layer 204 is located on the outside of the bead core 100 and the apex 101, the second wrapping layer 20 5 is arranged on the first main body layer 202, the second wrapping layer 205 is arranged on the first main body layer 202, the second wrapping layer 205 wraps the bead core 100 and the apex 101 from the axial outer side to the axial inner side, in the axial direction of the tire 1, the second wrapping layer 205 wraps the bead core 100 and the apex 101 from the outer side to the inner side, the direction in which the first carcass layer 200 wraps the bead core 100 and the apex 101 is opposite to the direction in which the second carcass layer 201 wraps the bead core 100 and the apex 101, so that The torsional stiffness and lateral stiffness of the side of the tire 1 can be improved, thereby improving the steering response of the tire 1, ensuring the performance and stability of the tire under various driving conditions. At the same time, without increasing the fitting pressure of the tire 1, the tire 1 can provide a larger horizontal component of force to the bead portion 10 through the tension control of the second carcass layer 201 under inflation loading conditions, thereby increasing the tightening force of the bead portion 10, effectively reducing the rim slip of the vehicle during sudden speed changes and large-angle turns, and improving the handling and braking response of the tire 1.

[0039] Among them, Figure 2As shown, the first main layer 202 includes: a first tread layer 206 and a first sidewall layer 207 . The first sidewall layer 207 is connected to two opposite axial sides of the first tread layer 206 , and the first wrapping layer 203 is connected to one end of the first sidewall layer 207 . The first tread layer 206 and the first sidewall layer 207 are components of the first main layer 202. The first tread layer 206 can provide additional grip and wear resistance to enhance the performance of the tire 1. The first sidewall layer 207 can enhance the strength of the sidewall of the tire 1, reduce deformation and damage to the sidewall of the tire 1 during driving, and improve the service life and safety of the tire 1. The first sidewall layer 207 is respectively connected to the axially opposite sides of the first tread layer 206, and the first wrapping layer 203 is connected to one end of the first sidewall layer 207. In the axial direction of the tire 1, the first sidewall layer 207 is respectively connected to the opposite sides of the first tread layer 206, and the first wrapping layer 203 is connected to one end of the first sidewall layer 207. At this time, the tire 1 can have the necessary strength, softness and elasticity to withstand strong vibration and impact, and can ensure the performance and stability of the tire 1 under various driving conditions.

[0040] In addition, if Figure 2As shown, the second main layer 204 includes: a second tread layer 208, which is arranged on one side of the first tread layer 206 and has a width smaller than the first tread layer 206, a second sidewall layer 209, which is respectively connected to the axial sides of the second tread layer 208, the second sidewall layer 209 is arranged on the first main layer 202 and the first winding layer 203, and the second winding layer 205 is connected to one end of the second sidewall layer 209. The second tread layer 208 and the second sidewall layer 209 are components of the second main layer 204. The second tread layer 208 can provide additional grip and wear resistance to enhance the performance of the tire 1. The second sidewall layer 209 can enhance the strength of the sidewall of the tire 1, reduce deformation and damage to the sidewall of the tire 1 during driving, and improve the service life and safety of the tire 1. The second tread layer 208 is arranged on one side of the first tread layer 206 and has a width smaller than the first tread layer 206. In the radial direction of the tire 1, the second tread layer 208 can be located on the outside or inside of the first tread layer 206. The width of the second tread layer 208 is smaller than the first tread layer 206. At this time, the tire 1 can provide better flexibility and support, which can ensure that the tire 1 is in a complex In order to ensure stability and safety under mixed road conditions, the second sidewall layer 209 is respectively connected to the axial sides of the second tread layer 208. In the axial direction of the tire 1, the second sidewall layer 209 is respectively connected to the opposite sides of the second tread layer 208. The second sidewall layer 209 is arranged on the first main layer 202 and the first winding layer 203. The second sidewall layer 209 is arranged on the first main layer 202 and the first winding layer 203. The second winding layer 205 is connected to one end of the second sidewall layer 209. The second winding layer 205 is connected to one end of the second sidewall layer 209. At this time, the tire 1 can have the necessary strength, softness and elasticity to withstand strong vibration and impact, and can ensure the performance and stability of the tire 1 under various driving conditions.

[0041] Of course, if Figure 1 , Figure 2 and Figure 5As shown, the tire 1 further includes: a crown portion 30, the crown portion 30 includes: a belt layer 300, the belt layer 300 is arranged on the radial outer side of the first tread layer 206 and the second tread layer 208, and the belt layer 300 partially covers the second tread layer 208. The crown portion 30 can mainly drive the vehicle to travel, accelerate and brake, the belt layer 300 is a component of the crown portion 30, the belt layer 300 can mainly enhance the rigidity of the tire 1, prevent the carcass 20 from deforming, and improve the durability of the tire 1, the belt layer 300 is arranged on the radial outer side of the first tread layer 206 and the second tread layer 208, the belt layer 300 partially covers the second tread layer 208, in the radial direction of the tire 1, the belt layer 300 is arranged on the outer side of the first tread layer 206 and the second tread layer 208, and the belt layer 300 partially covers the second tread layer 208. It should be noted that the sidewall rubber is arranged on the axial outer side of the crown portion 30 to protect the carcass 20 arranged on the inner side thereof and to enable the tire 1 to have certain buffering and vibration absorbing effects.

[0042] Furthermore, if Figure 2 , Figure 5-Figure 8 As shown, the belt layer 300 includes: a first belt layer 301, the carcass 20 is located below the first belt layer 301, the starting point of the positive wrap portion is located at the radial inner side of the first belt layer 301 at a preset width position of one shoulder, and the starting point of the positive wrap portion is P L , the end point of the first belt layer 301 on the same side is P S , P L With P S The distance between them is L1, and L1 satisfies the relationship: 10mm≤L1≤30mm. The first belt layer 301 is a component of the belt layer 300, which can mainly enhance the rigidity of the tire 1, prevent the carcass 20 from deforming, and improve the durability of the tire 1. The carcass 20 is located below the first belt layer 301, and the carcass 20 is arranged at the lower end of the first belt layer 301. The starting point of the positive wrap portion is located at the radial inner side of the first belt layer 301 at the preset width position of the shoulder on one side, and the starting point of the positive wrap portion is P L , the end point of the first belt layer 301 on the same side is P S That is, looking outward from the center of the tire 1, the starting point P of the positive package L The end point P of the first belt layer 301 is S The radial inner side, P L With P S The distance between them is L1, L1 satisfies the relationship: 10mm≤L1≤30mm, the starting point P of the positive package L The first belt layer 301 has an end point P S The distance L1 between them needs to meet a certain range. Specifically, P L With P SThe distance L1 between them cannot be too small, that is, less than 10 mm. At this time, it can avoid that the tension of the tire 1 is too small, which affects the reliability of the tire. L With P S The distance L1 between the two parts cannot be too large, that is, greater than 30 mm, otherwise the tire 1 will be wrinkled, affecting the comfort. Therefore, the value of L1 is greater than or equal to 10 mm and less than or equal to 30 mm. At this time, the starting point P of the positive package is L The first belt layer 301 has an end point P S The distance L1 between the tires 1 and 1 has a reasonable value, which is neither too short nor too long, so as to ensure the performance and stability of the tire 1 under various driving conditions.

[0043] In addition, Figure 3 and Figure 5 As shown, 15 mm ≤ L1 ≤ 25 mm. In order to further optimize the performance of the tire 1 and improve its stability and durability, the starting point P of the positive package portion L The first belt layer 301 has an end point P S The distance L1 between the two can be set to 15 mm to 25 mm. Specifically, P L With P S The distance L1 between them cannot be too small, that is, less than 15 mm. At this time, it can avoid that the tension of the tire 1 is too small, which affects the reliability of the tire. L With P S The distance L1 between the two parts cannot be too large, that is, greater than 25 mm, otherwise the tire 1 will be wrinkled, affecting the comfort. Therefore, the value of L1 is greater than or equal to 15 mm and less than or equal to 25 mm. At this time, the starting point P of the positive package is L The first belt layer 301 has an end point P S The distance L1 between the tires 1 and 1 has a reasonable value, which is neither too short nor too long, so as to ensure the performance and stability of the tire 1 under various driving conditions.

[0044] It should be noted that if Figure 3 , Figure 5 and Figure 6 As shown, the longitudinal groove G on the same side shoulder of the tire 1 S The projection line point of the upper vertex PG of the outer side wall on the first belt layer 301 is P G ',P G It is the top vertex of the outer side wall of the longitudinal groove GS of the tire 1 shoulder, that is, the most protruding part of the outer side of the tire 1 shoulder. G 'It's P G The vertical projection point on the first belt layer 301, P L With P G The distance between them is L2, L2 satisfies the relationship: L2 ≥ 5mm. The starting point P of the positive package LShoulder longitudinal groove G on the same side as tire 1 S Upper vertex P of the outer wall G The projection line point on the first belt layer 301 is P G The distance L2 between the two parts needs to meet a certain range, that is, L2 is greater than or equal to 5mm. At this time, the distance range of L2 ensures that the starting point P of the second carcass layer positive package part L A reasonable distance from the tire shoulder structure helps to improve the stability and durability of the tire 1.

[0045] In addition, if Figure 3 and Figure 5 As shown, L2 ≥ 8 mm. In order to further optimize the performance of the tire 1 and improve its stability and durability, the starting point P of the positive package portion L Shoulder longitudinal groove G on the same side as tire 1 S Upper vertex P of the outer wall G The projection line point on the first belt layer 301 is P G The distance L2 between the two can be set to be greater than or equal to 8 mm. At this time, the distance range of L2 ensures that the starting point P of the second carcass layer positive package portion L A reasonable distance from the tire shoulder structure helps to improve the stability and durability of the tire 1.

[0046] Alternatively, if Figure 2 , Figure 5-Figure 8 As shown, the belt layer 300 further includes: a second belt layer 302, and the second belt layer 302 is located radially outside the first belt layer 301. The second belt layer 302 is a component of the belt layer 300, which can mainly enhance the rigidity of the tire 1, prevent the carcass 20 from deforming, and improve the durability of the tire 1. The second belt layer 302 is located radially outside the first belt layer 301. In the radial direction of the tire 1, the second belt layer 302 is arranged outside the first belt layer 301, and at this time, the durability of the tire 1 can be better improved.

[0047] Specifically, Figure 3 and Figure 6 As shown, the inner end point of the second wrapping layer 205 is P P , the vertex of triangle 101 is P f , P P Located in P f The inner end point of the second wrapping layer 205 is denoted as P P , the vertex of triangle 101 is P f , P P Located in P f In the radial direction of the tire 1, the inner end point P of the second wrapping layer 205 is P Than the vertex P of apex 101 fBeing closer to the center of tire 1 can ensure that tire 1 can better maintain its shape and stability when subjected to load, and may also help improve the handling performance and ride comfort of tire 1.

[0048] Among them, Figure 3 and Figure 6 As shown, the axial inner upper end point of the tire bead core 100 is P b , P P Located in P b With P f In the radial direction of the tire 1, the inner upper end point of the bead core 100 is denoted as P b , P P Located in P b With P f That is, the inner end point P of the second wrapping layer 205 P The inner upper end point P of the bead core 100 is b and the vertex P of the apex 101 f This helps to ensure the stability and safety of the tire 1 under various driving conditions. The position of the second wrapping layer 205 can effectively disperse the load and reduce local stress concentration, thereby improving the service life and performance of the tire 1.

[0049] In addition, if Figure 3 As shown, P P With P b The distance between them is h P The end of the apex rubber 101 away from the bead core 100 is connected to the P b The distance between them is h0, h P The relationship between h0 and h0 is: 0.3≤h P / h0≤0.8, and h0-h P ≥5mm.h P The inner end point PP of the second wrapping layer 205 and the axial inner upper end point P of the bead core 100 are b The distance between them, h0 is from P b The distance from the end of the apex 101 away from the bead core 100, h P The relationship between h0 and h1 needs to satisfy a certain range. P The ratio to h0 is greater than or equal to 0.3 and less than or equal to 0.8. This proportional relationship ensures that P P With P b The distance between P Relative to h0, it is within a reasonable range, neither too short nor too long, which can ensure the performance and stability of the tire 1 under various driving conditions and effectively reduce the rim slippage of the vehicle during sudden speed changes and large-angle turns. PThe distance between them is greater than or equal to 5 mm. This absolute distance ensures that there is enough space between the apex 101 and the inner end point of the second wrapping layer 205, which can avoid structural conflicts and potential problems. In addition, stress concentration can be avoided.

[0050] Of course, if Figure 2 , Figure 3 , Figure 5 , Figure 7 and Figure 8 As shown, the crown portion 30 also includes: a buffer layer 303, the buffer layer 303 is located on the radial outer side of the first carcass layer 200, and the buffer layer 303 is located on the radial inner side of the first belt layer 301. The buffer layer 303 can promote the filtering and absorption of the carcass 20 vibration and improve the comfort of the tire 1. The buffer layer 303 is located on the radial outer side of the first carcass layer 200, and the buffer layer 303 is located on the radial inner side of the first belt layer 301. In the radial direction of the tire 1, the buffer layer 303 is arranged between the first carcass layer 200 and the first belt layer 301, which can promote the filtering and absorption of the carcass 20 vibration and improve the comfort of the tire 1. Among them, the hardness of the buffer layer 303 film can be adjusted according to the comfort requirements of the tire 1, and the adjustment range of the constraint is 50≤HA≤90. It should be noted that the buffer layer 303 may not be arranged between the two end points of the crown portion 30 of the second main layer 204, or the thickness of the buffer layer 303 may be 0.

[0051] Furthermore, if Figure 3 and Figure 7 As shown, the thickness of the buffer layer 303 is t0, and the thickness of the rubber attached to the second carcass layer 201 is t1, and t0 and t1 satisfy the relationship: 0≤t0≤1.2t1. The thickness of the buffer layer 303 is set to t0, and the thickness of the rubber attached to the second carcass layer 201 is set to t1. The thickness t0 of the buffer layer 303 and the thickness t1 of the rubber attached to the second carcass layer 201 need to meet a certain range. Specifically, the thickness t0 of the buffer layer 303 can be adjusted, and the thickness t0 is greater than or equal to 0, that is, the buffer layer 303 can be non-existent or very thin, which is meaningful in some lightweight designs or specific applications. At the same time, the thickness t0 of the buffer layer 303 is less than or equal to 1.2 times the thickness t1 of the rubber attached to the second carcass layer 201, which can ensure the balance and stability of the tire 1 structure, avoid adverse effects caused by the excessive thickness of the buffer layer 303, avoid increasing the weight of the tire 1 and reducing rolling resistance, etc., and the thickness of the buffer layer 303 can be selected according to the comfort and lightweight requirements of the vehicle. It should be noted that the thickness of the buffer layer 303 is t0, the total thickness of the rubber attached to the first carcass layer 200 and the second carcass layer 201 is t2, and 0≤t0≤1.2t2.

[0052] In addition, Figure 2As shown, the crown portion 30 further includes: a crown layer 304, which is arranged radially outside the belt layer 300. The crown layer 304 is a component of the crown portion 30, which can improve the wear resistance of the tire 1, enhance the anti-vibration ability, and improve the driving stability and safety. The crown layer 304 is arranged radially outside the belt layer 300. In the radial direction of the tire 1, the crown layer 304 is arranged on the outside of the belt layer 300. At this time, the crown layer 304 can restrain the deformation of the belt layer 300 under the action of centrifugal force during high-speed movement, reduce the deformation and heat generation of the crown portion 30, and ensure the stability of the tire 1 during high-speed movement.

[0053] It should be noted that if Figure 2 As shown, the crown portion 30 also includes: a third tread layer 305, a base rubber 306 and a tire wing rubber 307. The base rubber 306 is adjacent to the third tread layer 305, and the base rubber 306 is located radially inside the third tread layer 305. The tire wing rubber 307 is connected to the third tread layer 305, and the tire wing rubber 307 is located axially outside the third tread layer 305. The crown layer 304 is arranged radially inside the base rubber 306. The third tread layer 305, the base rubber 306 and the tire wing rubber 307 are all components of the crown portion 30. The third tread layer 305 is the portion of the tire 1 that directly contacts the ground and can provide grip and wear resistance. The base rubber 306 can mainly provide additional support and protection to reduce damage to the tire 1 during use. The tire wing rubber 307 can mainly strengthen the sidewall of the tire 1 and improve the puncture resistance and overall stability of the tire 1. The base rubber 306 is adjacent to the third tread layer 305, and the base rubber 306 is located radially inward of the third tread layer 305. The tire wing rubber 307 is adjacent to the third tread layer 305. 5 is connected, and the wing rubber 307 is located on the axially outer side of the third tread layer 305, and the cap layer 304 is arranged on the radial inner side of the base rubber 306. In the radial direction of the tire 1, the base rubber 306 is adjacent to the third tread layer 305, and the base rubber 306 is arranged on the inner side of the third tread layer 305, the wing rubber 307 is connected to the third tread layer 305, and the wing rubber 307 is arranged on the outer side of the third tread layer 305, and the cap layer 304 is arranged on the inner side of the base rubber 306, which helps to improve the overall performance of the tire 1, including grip, wear resistance, puncture resistance and high-speed stability.

[0054] In addition, if Figure 2 As shown, the Shore hardness of the base rubber 306 is lower than the Shore hardness of the third tread layer 305. The Shore hardness of the base rubber 306 is lower than the Shore hardness of the third tread layer 305, which can reduce the rigidity of the tire 1 and make it easier to buffer and absorb vibration from the carcass 20 in contact with the ground. The Shore hardness of the base rubber 306 can be HA 50-60, and the Shore hardness of the third tread layer 305 can be HA 60-70.

[0055] Alternatively, if Figure 2 As shown, the crown portion 30 further includes: an airtight layer 308, the cords of the carcass 20 are laid along the meridian direction of the tire 1, and the airtight layer 308 is arranged on the radial inner side of the carcass 20. The airtight layer 308 has a sealing and pressure-maintaining effect, the cords of the carcass 20 are laid along the meridian direction of the tire 1, and the strength and stability of the tire 1 can be improved at this time, and the airtight layer 308 is arranged on the radial inner side of the carcass 20. In the radial direction of the tire 1, the airtight layer 308 is arranged on the inner side of the carcass 20, and at this time, air leakage from the inside of the tire 1 can be prevented, thereby ensuring the airtightness of the tire 1.

[0056] Specifically, Figure 2 As shown, the bead portion 10 further includes: a wear-resistant rubber 309, which is located at the axially outermost side of the bead portion 10. The wear-resistant rubber 309 is a component of the bead portion 10, and can mainly improve the wear resistance of the tire 1. The wear-resistant rubber 309 is located at the axially outermost side of the bead portion 10. In the axial direction of the tire 1, the wear-resistant rubber 309 is arranged at the outermost side of the bead portion 10. At this time, the wear-resistant rubber 309 can make the bead portion 10 sit on the rim groove 4 with sufficient wear resistance, thereby improving the service life and performance of the tire 1.

[0057] A vehicle according to an embodiment of the present invention comprises: the tire 1 described in the above embodiment.

[0058] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, 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 invention 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 limiting the present invention.

[0059] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. In the description of the present invention, a first feature "above", "above" and "above" a second feature may include the first feature being directly above and obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature.

[0060] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0061] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A tire (1), characterized in that: include: A bead portion (10), the bead portion (10) comprising: a bead core (100) and an apex rubber (101), the apex rubber (101) being arranged radially outside the bead core (100); A carcass (20), the carcass (20) comprising: a first carcass layer (200) and a second carcass layer (201), the second carcass layer (201) being located on one side of the first carcass layer (200), the first carcass layer (200) and the second carcass layer (201) being arranged to wrap around the tire bead core (100) and the apex rubber (101), respectively, and the direction in which the first carcass layer (200) wraps around the tire bead core (100) and the apex rubber (101) is opposite to the direction in which the second carcass layer (201) wraps around the tire bead core (100) and the apex rubber (101).

2. The tire (1) according to claim 1, characterized in that The first carcass layer (200) comprises: A first main body layer (202) and a first wrapping layer (203), wherein the first wrapping layer (203) is connected to one end of the first main body layer (202), one end of the first main body layer (202) is located axially inside the tire bead core (100) and the apex rubber (101), and the first wrapping layer (203) wraps around the tire bead core (100) and the apex rubber (101) from the axial inside to the axial outside; The second carcass layer (201) comprises: A second main body layer (204) and a second wrapping layer (205), wherein the second wrapping layer (205) is connected to one end of the second main body layer (204), the second main body layer (204) is arranged on the first main body layer (202) and the first wrapping layer (203), one end of the second main body layer (204) is located axially outside the tire bead core (100) and the apex rubber (101), the second wrapping layer (205) is arranged on the first main body layer (202), and the second wrapping layer (205) wraps the tire bead core (100) and the apex rubber (101) from the axial outside to the axial inside.

3. The tire (1) according to claim 2, characterized in that The first main body layer (202) comprises: A first tread layer (206); A first sidewall layer (207), the first sidewall layer (207) being respectively connected to two axially opposite sides of the first tread layer (206), and the first wrapping layer (203) being connected to one end of the first sidewall layer (207).

4. The tire (1) according to claim 3, characterized in that The second main body layer (204) comprises: a second tread layer (208), the second tread layer (208) being arranged on one side of the first tread layer (206) and having a width smaller than that of the first tread layer (206); A second sidewall layer (209), the second sidewall layer (209) is respectively connected to the axial sides of the second tread layer (208), the second sidewall layer (209) is arranged on the first main layer (202) and the first wrapping layer (203), and the second wrapping layer (205) is connected to one end of the second sidewall layer (209).

5. The tire (1) according to claim 4, characterized in that Also includes: A crown portion (30), the crown portion (30) comprising: a belt layer (300), the belt layer (300) being arranged radially outside the first tread layer (206) and the second tread layer (208), the belt layer (300) partially covering the second tread layer (208).

6. The tire (1) according to claim 5, characterized in that The belt layer (300) comprises: The first belt layer (301), the carcass (20) is located below the first belt layer (301), the starting point of the positive wrap portion is located radially inside the first belt layer (301) at a preset width position of one shoulder, and the starting point of the positive wrap portion is P L , the end point of the first belt layer (301) on the same side is P S , P L With P S The distance between them is L1, and L1 satisfies the relationship: 10mm≤L1≤30mm.

7. The tire (1) according to claim 6, characterized in that 15mm≤L1≤25mm.

8. The tire (1) according to claim 6, characterized in that Tire (1) shoulder longitudinal groove G on the same side S The upper vertex P of the outer wall G The projection line point on the first belt layer (301) is P G ',P L With P G 'The distance between them is L2, and L2 satisfies the relationship: L2≥5mm.

9. The tire (1) according to claim 8, characterized in that L2≥8mm.

10. The tire (1) according to claim 6, characterized in that The belt layer (300) further includes: A second belt layer (302), wherein the second belt layer (302) is located radially outside the first belt layer (301).

11. The tire (1) according to claim 2, characterized in that The inner end point of the second wrapping layer (205) is P P The vertex of the apex (101) is P f , P P Located in P f radially inner side.

12. The tire (1) according to claim 11, characterized in that The axial inner upper end point of the tire bead core (100) is P b , P P Located in P b With P f between.

13. The tire (1) according to claim 12, characterized in that P P With P b The distance between them is h P The distance between the end of the apex rubber (101) away from the tire bead core (100) and Pb is h0, h P The relationship between h0 and h0 is: 0.3≤h P / h0≤0.8, and h0-h P ≥5mm.

14. The tire (1) according to claim 5, characterized in that The crown portion (30) further comprises: a buffer layer (303), wherein the buffer layer (303) is located radially outside the first carcass layer (200), and the buffer layer (303) is located radially inside the first belt layer (301).

15. The tire (1) according to claim 14, characterized in that The thickness of the buffer layer (303) is t0, the thickness of the rubber attached to the second carcass layer (201) is t1, and t0 and t1 satisfy the relationship: 0≤t0≤1.2t1.

16. The tire (1) according to claim 5, characterized in that The tire crown portion (30) further comprises: a crown layer (304), wherein the crown layer (304) is arranged radially outside the belt layer (300).

17. The tire (1) according to claim 16, characterized in that The tire crown portion (30) further comprises: a third tread layer (305), a base rubber (306) and a tire wing rubber (307); the base rubber (306) is adjacent to the third tread layer (305), and the base rubber (306) is located radially inward of the third tread layer (305); the tire wing rubber (307) is connected to the third tread layer (305), and the tire wing rubber (307) is located axially outward of the third tread layer (305); and the crown layer (304) is arranged radially inward of the base rubber (306).

18. The tire (1) according to claim 17, characterized in that The Shore hardness of the base rubber (306) is lower than the Shore hardness of the third tread layer (305).

19. The tire (1) according to claim 5, characterized in that The crown portion (30) further comprises an airtight layer (308), the cords of the carcass (20) are laid along the meridian direction of the tire (1), and the airtight layer (308) is arranged on the radial inner side of the carcass (20).

20. The tire (1) according to claim 1, characterized in that The tire bead portion (10) further comprises: a wear-resistant rubber (309), wherein the wear-resistant rubber (309) is located at the outermost side in the axial direction of the tire bead portion (10).

21. A vehicle, characterized in that: include: The tire (1) according to any one of claims 1 to 20.

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