A tire tread design method for avoiding wing rubber wear

Abstract

The present invention discloses a tire tread design method for avoiding wing rubber wear, and relates to the technical field of tire tread design methods. The present invention optimizes the design of the tread semi-finished product by analyzing the transformation relationship between the tire semi-finished product and the finished product and the fluidity of the rubber material during the tire manufacturing process, and eliminates the problem of the upper end point of the wing rubber entering the driving contact surface during the design stage by optimizing the distribution of the tread material; the present invention can make the designed tread more conducive to the finished product size requirements and performance requirements of the tire section, while reducing the number of trial production rounds, improving efficiency, and reducing product development costs.

Description

Technical Field

[0001] The invention relates to the technical field of tire tread design methods, and in particular to a tire tread design method for avoiding wing rubber wear. Background Art

[0002] As an important component of the tire structure, the main function of the tire tread is to provide traction and braking force, while enhancing the friction with the road surface to ensure driving stability. The tread is the part of the tire that directly contacts the ground. It is composed of crown rubber, base rubber, and wing rubber. It has good wear resistance and can withstand high pressure and friction. In order to prevent slipping and improve heat dissipation, various patterns are usually designed on the tread. These patterns not only increase the contact area between the tire and the ground, but also help drain water through the groove design, especially improving safety and grip on slippery roads. The tire tread significantly affects the driving performance and safety of the vehicle through its special design and material selection.

[0003] The tread with inappropriate size design can easily cause the upper end point of the wing rubber to enter the ground contact area, which will reduce the high speed and durability of the tire due to the non-wear-resistant property of the wing rubber. In order to solve the above problem, the present invention proposes a tire tread design method to avoid wing rubber wear. Summary of the invention

[0004] The purpose of the present invention is to provide a tire tread design method for avoiding wing rubber wear to solve the problems raised in the background technology.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A tire tread design method for avoiding wing rubber wear comprises the following steps:

[0007] S1. Divide the surface of the semi-finished tread after the second-stage molding into a central pressure area, a medium pressure area and a high pressure area, and inflate and pressurize along the direction of "central pressure area → medium pressure area → high pressure area";

[0008] S2. Record the crown endpoint position and crown width data of the semi-finished tread before pressing, and record the crown endpoint position and crown width data again after pressing; record the displacement of the crown endpoint before and after pressing as the crown width extension amount during pressing;

[0009] S3, calculating the pressed crown width extension coefficient according to the pressed crown width extension obtained in S2;

[0010] S4, repeat the operations described in S1 to S3, record multiple sets of data, and analyze the relationship between the crown width stretch coefficient and the crown end thickness;

[0011] S5. Extruding the semi-finished tread product using a vulcanization bladder mold, recording the displacement of the tread crown endpoints before and after vulcanization and extrusion, and recording it as the crown width endpoint elongation;

[0012] S6. Calculate the vulcanized crown width elongation based on the crown width endpoint elongation obtained in S5 and the belt elongation of the tire;

[0013] S7, repeat the operations of S5 to S6, record multiple sets of data, and analyze the relationship between the vulcanized crown width stretch and the crown endpoint thickness in combination with the crown endpoint thickness recorded in S2;

[0014] S8. Combining the contents obtained in S1 to S7 and the conversion relationship between the crown widths of the semi-finished product and the finished product, the theoretical design crown width of the tread is calculated to ensure that the upper end point of the tire wing does not enter the running surface.

[0015] Preferably, the specific pressure of the inflation and pressing operation in S1 is divided into: the pressure of the center of the pressure roller F1≤10N, the pressure in the medium pressure area 10N<F2≤20N, and the pressure in the high pressure area 20N<F3≤40N.

[0016] Preferably, the calculation formula of the compression crown width stretch coefficient in S3 is:

[0017]

[0018] Among them, A represents the stamping crown width stretch coefficient; w represents the tread design crown width; L1*2 represents the stamping crown width stretch, and “*2” means that the stretch takes into account both the upper and lower mold sides.

[0019] Preferably, the crown end thickness is recorded as H, and the relationship between the compression crown width stretch coefficient and the crown end thickness in S4 is specifically:

[0020] ①The thickness of the crown end point H≤6.5mm, the crown width extension coefficient A=1.10

[0021] ②6.5mm<Crown end thickness H≤7.5mm, crown width stretch coefficient A=1.08

[0022] ③7.5mm<Crown end thickness H≤8.5mm, crown width stretch coefficient A=1.06

[0023] ④The crown end point thickness H>8.5mm, and the crown width stretching coefficient A=1.04.

[0024] Preferably, the calculation formula for the vulcanized crown width stretch in S6 is:

[0025] L2*2=(w+L1*2)*(X-1)

[0026] Among them, L2*2 represents the elongation of the vulcanized crown width; L2 represents the elongation of the crown width endpoint; X represents the elongation coefficient of the tire belt layer, 1.02≤X≤1.09; w represents the tread design crown width; L1*2 represents the elongation of the pressed crown width, and "*2" means that the elongation takes into account both the upper and lower molds.

[0027] Preferably, the calculation formula for the theoretical design crown width of the tread that satisfies the requirement that the upper end point of the tire wing does not enter the running surface in S8 is:

[0028] 2*N=L1-L2=D-w0=w0(2A-AX-1)

[0029] D=w0A-w0A*(X-1)=2w0A-w0AX

[0030]

[0031] Among them, L1 represents the displacement of the crown endpoint before and after the pressing operation; L2 represents the displacement of the crown endpoint before and after the vulcanization operation; D represents the crown width of the finished tread section; w0 represents the theoretical design crown width of the tread that satisfies the upper end point of the tire wing not entering the driving surface; A represents the pressing crown width stretch coefficient; X represents the tire belt stretch coefficient.

[0032] Compared with the prior art, the present invention provides a tire tread design method for avoiding wing rubber wear, which has the following beneficial effects:

[0033] The present invention proposes a tire tread design method for avoiding wing rubber wear. The design of the tread semi-finished product is optimized through the conversion relationship between the tire semi-finished product and the finished product and the analysis of the fluidity of the rubber material during the tire manufacturing process. The problem of the upper end point of the wing rubber entering the driving contact surface can be eliminated in the design stage through the optimization of the tread material distribution. The present invention can make the designed tread more conducive to the finished product size requirements and performance requirements of the tire section, while reducing the number of trial production rounds, improving efficiency, and reducing product development costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 This is a schematic diagram of the design structure of the semi-finished tread mentioned in Example 1 of the present invention;

[0035] Figure 2 The conversion between the semi-finished product size line and the tire green outer contour line in the punching operation mentioned in the first embodiment of the present invention;

[0036] Figure 3 It is the conversion between the size lines of the semi-finished product of the vulcanization operation and the outer contour lines of the tire blank mentioned in Example 1 of the present invention. DETAILED DESCRIPTION

[0037] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0038] Embodiment 1:

[0039] See also Figure 1 ,like Figure 1 The semi-finished tread design shown has a designed tread crown width L=165mm and a designed crown width end point thickness H=6.3mm. Based on the above semi-finished tread design, this embodiment proposes a tire tread design method to avoid wing rubber wear, including the following steps:

[0040] S1. Divide the surface of the semi-finished tread after the two-stage molding into a central pressure area, a medium pressure area and a high pressure area, and inflate and pressurize along the direction of "central pressure area → medium pressure area → high pressure area"; wherein the pressure applied to each area is: the pressure of the roller center F1≤10N, the pressure of the medium pressure area 10N<F2≤20N, and the pressure of the high pressure area 20N<F3≤40N;

[0041] S2. Record the crown endpoint position (end point 1) and crown width data (165 mm) of the semi-finished tread before pressing. Record the crown endpoint position (end point 2) and crown width data (182 mm) again after pressing. Record the displacement of the crown endpoint before and after pressing as the crown width stretch (L1*2, "*2" means that the stretch takes into account both the upper and lower molds).

[0042] S3. Calculate the crown width extension coefficient according to the crown width extension obtained in S2. The specific calculation formula is:

[0043]

[0044] Among them, A represents the stretch coefficient of the pressed crown width; w represents the designed crown width of the tread; L1*2 represents the stretch of the pressed crown width, and “*2” means that the stretch takes into account both the upper and lower molds;

[0045] S4, repeat the operations described in S1 to S3, record multiple sets of data, and analyze the relationship between the crown width extension coefficient and the crown end thickness, specifically:

[0046] ①The thickness of the crown end point H≤6.5mm, the crown width extension coefficient A=1.10

[0047] ②6.5mm<Crown end thickness H≤7.5mm, crown width stretch coefficient A=1.08

[0048] ③7.5mm<Crown end thickness H≤8.5mm, crown width stretch coefficient A=1.06

[0049] ④The thickness of the crown end point H>8.5mm, the crown width extension coefficient A=1.04;

[0050] S5. Extruding the semi-finished tread product using a vulcanization bladder mold, recording the displacement of the tread crown endpoints before and after vulcanization and extrusion, and recording it as the crown width endpoint elongation;

[0051] S6. Calculate the vulcanized crown width elongation based on the crown width endpoint elongation obtained in S5 and the tire belt elongation. The specific calculation formula is:

[0052] L2*2=(w+L1*2)*(X-1)

[0053] Among them, L2*2 represents the elongation of the vulcanized crown width; L2 represents the elongation of the crown width endpoint; X represents the tire belt elongation coefficient, 1.02≤X≤1.09; w represents the tread design crown width; L1*2 represents the elongation of the pressed crown width, and "*2" means that the elongation takes into account both the upper and lower molds;

[0054] S7, repeat the operations of S5 to S6, record multiple sets of data, and analyze the relationship between the vulcanized crown width stretch and the crown endpoint thickness in combination with the crown endpoint thickness recorded in S2;

[0055] S8. Combining the contents obtained in S1 to S7 and the conversion relationship between the crown width of the semi-finished product and the finished product, the theoretical design crown width of the tread is calculated to ensure that the upper end point of the tire wing does not enter the running surface. The specific calculation formula is:

[0056] 2*N=L1-L2=D-w0=w0(2A-AX-1)

[0057] D=w0A-w0A*(X-1)=2w0A-w0AX

[0058]

[0059] Among them, L1 represents the displacement of the crown endpoint before and after the pressing operation; L2 represents the displacement of the crown endpoint before and after the vulcanization operation; D represents the crown width of the finished tread section; w0 represents the theoretical design crown width of the tread that satisfies the upper end point of the tire wing not entering the driving surface; A represents the pressing crown width stretch coefficient; X represents the tire belt stretch coefficient.

[0060] Embodiment 2:

[0061] Based on Example 1, but different in that the semi-finished product is designed with a tread crown width L=175 mm, a designed crown width end point thickness H=6.8 mm, and a corresponding tire tread design method for avoiding wing rubber wear is as described in Example 1.

[0062] Embodiment 3:

[0063] Based on Example 1, but different in that the semi-finished product is designed with a tread crown width L=185 mm, a designed crown width end point thickness H=8.0 mm, and a corresponding tire tread design method for avoiding wing rubber wear is as described in Example 1.

[0064] Embodiment 4:

[0065] Based on Example 1, but different in that the semi-finished product is designed with a tread crown width L=195 mm, a designed crown width end point thickness H=9.0 mm, and a corresponding tire tread design method for avoiding wing rubber wear is as described in Example 1.

[0066] The contents described in Examples 1-4 are summarized and analyzed, and the specific contents are as follows:

[0067]

[0068] In summary, by analyzing the conversion relationship between semi-finished tires and finished products and the fluidity of rubber materials during tire manufacturing, the design of the semi-finished tread products is optimized. By optimizing the distribution of tread materials, the problem of the upper end point of the wing rubber entering the driving contact surface can be eliminated in the design stage. The present invention can make the designed tread more conducive to the finished product size requirements and performance requirements of the tire section, while reducing the number of trial production rounds, improving efficiency, and reducing product development costs.

[0069] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A tire tread design method for avoiding wing rubber wear, characterized in that: The following steps are involved: S1. Divide the surface of the semi-finished tread after the second-stage molding into a central pressure area, a medium pressure area and a high pressure area, and inflate and pressurize in the direction of "central pressure area → medium pressure area → high pressure area"; S2. Record the crown endpoint position and crown width data of the semi-finished tread before pressing, and record the crown endpoint position and crown width data again after pressing; record the displacement of the crown endpoint before and after pressing as the crown width extension amount during pressing; S3, calculating the pressed crown width extension coefficient according to the pressed crown width extension obtained in S2; S4, repeat the operations described in S1 to S3, record multiple sets of data, and analyze the relationship between the crown width stretch coefficient and the crown end thickness; S5. Extruding the semi-finished tread product by using a vulcanization bladder mold, recording the displacement of the tread crown endpoints before and after vulcanization and extrusion, and recording it as the crown width endpoint elongation; S6. Calculate the vulcanized crown width elongation based on the crown width endpoint elongation obtained in S5 and the belt elongation of the tire; S7, repeat the operations of S5 to S6, record multiple sets of data, and analyze the relationship between the vulcanized crown width stretch and the crown endpoint thickness in combination with the crown endpoint thickness recorded in S2; S8. Combining the contents obtained in S1 to S7 and the conversion relationship between the crown widths of the semi-finished product and the finished product, the theoretical design crown width of the tread is calculated to ensure that the upper end point of the tire wing does not enter the running surface.

2. A tire tread design method for avoiding wing rubber wear according to claim 1, characterized in that: The specific pressures of the inflation and pressing operation described in S1 are divided into: the pressure at the center of the pressure roller F1≤10N, the pressure in the medium pressure area 10N<F2≤20N, and the pressure in the high pressure area 20N<F3≤40N.

3. A tire tread design method for avoiding wing rubber wear according to claim 2, characterized in that: The calculation formula for the compression crown width extension coefficient described in S3 is: Among them, A represents the stamping crown width expansion coefficient; w represents the tread design crown width; L1*2 represents the stamping crown width expansion, and "*2" means that the expansion takes into account both the upper and lower molds.

4. A tire tread design method for avoiding wing rubber wear according to claim 3, characterized in that: The crown end thickness is recorded as H, and the relationship between the crown width stretch coefficient and the crown end thickness in S4 is specifically: ①The thickness of the crown end point is H≤6.5mm, and the crown width extension coefficient is A=1.10 ②6.5mm<Crown end thickness H≤7.5mm, crown width stretch coefficient A=1.08 ③7.5mm<Crown end thickness H≤8.5mm, crown width stretch coefficient A=1.06 ④The crown end point thickness H>8.5mm, and the crown width stretch coefficient A=1.

04.

5. A tire tread design method for avoiding wing rubber wear according to claim 4, characterized in that: The calculation formula for the vulcanized crown width stretch described in S6 is: L2*2=(w+L1*2)*(X-1) Among them, L2*2 represents the elongation of the vulcanized crown width; L2 represents the elongation of the crown width endpoint; X represents the tire belt elongation coefficient, 1.02≤X≤1.09; w represents the tread design crown width; L1*2 represents the elongation of the pressed crown width, and "*2" means that the elongation takes into account both the upper and lower molds.

6. A tire tread design method for avoiding wing rubber wear according to claim 5, characterized in that: The calculation formula for the theoretical design crown width of the tread that satisfies the requirement that the upper end point of the tire wing does not enter the running surface as described in S8 is: 2*N=L1-L2=D-w0=w0(2A-AX-1) D=w0A-w0A*(X-1)=2w0A-w0AX Among them, L1 represents the displacement of the crown endpoint before and after the pressing operation; L2 represents the displacement of the crown endpoint before and after the vulcanization operation; D represents the crown width of the finished tread section; w0 represents the theoretical design crown width of the tread that satisfies the upper end point of the tire wing not entering the driving surface; A represents the pressing crown width stretch coefficient; X represents the tire belt stretch coefficient.

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