Improved body ply shape for tires

Abstract

The invention provides a main body cord fabric shape for tire improvement, and relates to the technical field of tire production, the main body cord fabric shape comprises a tire body, a tire body cord fabric layer, a buffer layer and a plurality of passive heat dissipation devices; the tire body cord fabric layer is fixedly connected with the tire body, the buffer layer is located between the tire body and the tire body cord fabric layer, and the passive heat dissipation devices are arranged in the tire body and fixedly connected with the tire body. The buffer layer is arranged between the tire body and the tire body cord fabric layer, so that vibration between the tire and the road surface in the rotating process can be reduced, and noise generated by vibration of the tire is reduced; the multiple passive heat dissipation devices are arranged in the tire body and driven by extrusion force generated when the tire makes contact with the ground so as to control air flow in the cavity of the tire body, heat dissipation of the tire is accelerated, and the use safety of the tire is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of tire production, and in particular to a main body cord layer shape for tire improvement. Background Art

[0002] Tires are complex commodities made of a variety of materials, including rubber, steel wire, and fabric. The main functions of tires include rolling, carrying loads, steering vehicles, transmitting braking and power output, and absorbing noise and mechanical vibrations.

[0003] The carcass ply of a tire is an important part of the tire and is often referred to as the skeleton of the tire. The main function of the ply is to bear the load, maintain the shape and size of the tire, and provide the necessary strength. The ply is made of multiple layers of rubber cords bonded with rubber. These cords can be materials such as steel wire, artificial fiber or natural fiber. There are two main ways to arrange the ply: bias and radial. The ply of a bias tire consists of several layers of rubber cords. The cords of adjacent ply layers have the same angle and are arranged crosswise. The number of plies is generally an even number, which can evenly distribute the load of the carcass ply. The ply of a radial tire has cords arranged perpendicular to the rolling direction of the tire, and the angle between the cord direction and the centerline of the tire is 90 degrees or close to 90 degrees. The number of plies and material selection of the ply depends on the specifications, type and use requirements of the tire. For example, larger tires usually use two or more plies to enhance their strength and durability. With more plies, the strength of the tire increases, but the elasticity decreases. In addition, the cord layer also protects the tread from external damage and adapts to deformation through its flexibility and elasticity. In some new low rolling resistance tires, polyester cord layers are used to reduce tire weight, thereby reducing the rolling resistance coefficient and achieving energy-saving and environmental protection effects.

[0004] The invention patent with the announcement number CN106132727B discloses an improved main body ply shape for a tire, which has a main body ply, and the main body ply is displaced from the conventional balance curve along the shoulder and upper sidewall area of ​​the tire, and the displacement is made in such a way as to provide a more uniform inflation increase along the crown area, so as to reduce the hardness difference between the center and the shoulder of the tire, reduce load sensitivity and / or reduce cracking tendency. Although the above invention patent solves the problem of reducing load sensitivity and / or reducing cracking tendency between the center and the shoulder of the tire, no specific structural treatment measures are taken for the noise and heat generated by the tire during rotation. Summary of the invention

[0005] The present invention provides an improved main cord layer shape for a tire, so as to solve the defect in the prior art that no specific structural treatment measures are taken for the noise and heat generated during the rotation of the tire.

[0006] On the one hand, the present invention is used for improving the shape of the main tire cord layer, including: a carcass, a carcass cord layer, a buffer layer and a plurality of passive heat dissipation devices; the carcass cord layer is fixedly connected to the carcass, the buffer layer is located between the carcass and the carcass cord layer, and the plurality of passive heat dissipation devices are arranged in the carcass and fixedly connected to the carcass.

[0007] According to the improved main body cord layer shape for tires provided by the present invention, the buffer layer includes a buffer plate and a plurality of shape suppression rings, the buffer plate is fixedly connected to the carcass, and the plurality of shape suppression rings are located between the buffer plate and the carcass cord layer.

[0008] According to the improved main cord layer shape for tire provided by the present invention, the passive heat dissipation device includes a driving chamber and two air flow chambers, and the two air flow chambers are fixedly connected to both sides of the driving chamber.

[0009] According to the improved main cord layer shape for the tire provided by the present invention, the passive heat dissipation device also includes two air wheels and a drive unit. The two air wheels are respectively placed in two air flow compartments and are rotatably connected to the drive compartments. The drive unit is fixedly connected to the two air wheels.

[0010] According to the shape of the main cord layer for tire improvement provided by the present invention, the driving unit includes a pressing piece, a driving assembly, two ratchet assemblies and a spring. The two ratchet assemblies are arranged on both sides of the driving assembly and are detachably connected to the driving assembly; the two ends of the spring are respectively fixedly connected to the pressing piece and the driving compartment, the pressing piece is engaged with the driving assembly, and the driving assembly is fixedly connected to the two air wheels.

[0011] According to the improved main cord layer shape for tires provided by the present invention, the driving assembly includes two rotating sleeves and gears, and the two sleeves are fixedly connected to both sides of the gears and are rotatably connected to the driving chamber.

[0012] According to the main cord layer shape for tire improvement provided by the present invention, the ratchet assembly includes a ratchet, ratchet teeth and spring 2, the two ends of spring 2 are respectively fixedly connected to the ratchet teeth and the shaft sleeve, the ratchet teeth are meshed with the ratchet wheel, and the ratchet wheel is fixedly connected to the air wheel.

[0013] According to the shape of the main cord layer for tire improvement provided by the present invention, the cross section of the buffer plate is wavy and the buffer plate is made of flexible material.

[0014] According to the improved main body ply shape for a tire provided by the present invention, the shape restraining ring is closed in the tire circumferential direction and is fixedly connected to the carcass ply.

[0015] The shape of the main cord layer for tire improvement provided by the present invention also includes two toe steel wires, which are located at two ends of the carcass and fixedly connected to the carcass.

[0016] The improved main cord layer shape for the tire provided by the present invention can reduce the vibration between the tire and the road surface during rotation by arranging a buffer layer between the carcass and the carcass cord layer, thereby reducing the noise generated by the tire vibration; multiple passive heat dissipation devices are arranged in the carcass, and are driven by the squeezing force generated when the tire contacts the ground to control the air flow in the carcass cavity, accelerate the heat dissipation of the tire, and improve the safety of the tire.

[0017] The improved main cord layer shape provided by the present invention closes the shape suppression ring in the circumferential direction of the tire and is fixedly connected to the carcass cord layer to prevent the buffer plate in the buffer layer from being irreversibly deformed due to impact, thereby greatly increasing the service life of the buffer plate and further improving the safety of tire use. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a three-dimensional structural schematic diagram of the shape of the main cord layer for tire improvement provided by the first embodiment of the present invention; Figure 2 yes Figure 1 A front view of a main ply shape for tire improvement; Figure 3 yes Figure 1 A top view of a main ply shape for tire improvement; Figure 4 yes Figure 3 Schematic diagram of the cross-sectional structure along the AA direction; Figure 5 yes Figure 1 Schematic diagram of the three-dimensional structure of the passive heat dissipation device; Figure 6 yes Figure 5 A top view of the passive heat dissipation device; Figure 7 yes Figure 6 Schematic diagram of the cross-sectional structure along the BB direction; Figure 8 yes Figure 5 A schematic diagram of the partial structure of the passive heat dissipation device; Fig. 9 yes Figure 8 Side view of the partial structure of the passive heat dissipation device; Fig.10is a side view of the heat dissipation unit in the second embodiment; Fig.11 yes Fig.10 A top view of the cooling unit; Fig.12 yes Fig.11 Schematic diagram of the cross-sectional structure along the CC direction; Fig.13 It is a cross-sectional shape description of the comparative example 1 in the third embodiment; Fig.14 It is a cross-sectional shape description of the comparative example 2 in the third embodiment; Fig.15 It is a cross-sectional shape description of the design example 1 in the third embodiment; Fig.16 It is a cross-sectional shape description of the design example 2 in the third embodiment; Fig.17 yes Fig.13 The tire footprint diagram corresponding to the comparative example 1; Fig.18 yes Fig.14 The tire footprint diagram corresponding to the comparative example 2; Fig.19 yes Fig.15 The tire footprint diagram corresponding to the design example 1; Fig. 20 yes Fig.16 The tire footprint diagram corresponding to Design Example 2.

[0020] Reference numerals: 1. Carcass; 2. Carcass cord layer; 3. Buffer layer; 30. Buffer plate; 31. Shape suppression ring; 4. Passive heat dissipation device; 40. Drive chamber; 41. Air flow chamber; 42. Air wheel; 43. Drive unit; 430. Pressing piece; 431. Drive assembly; 4310. Bushing; 4311. Gear; 432. Ratchet assembly; 4320. Ratchet; 4321. Ratchet; 4322. Spring 2; 433. Spring 1; 5. Toe wire; 6. Heat dissipation unit; 61. Bending rod; 62. Drive chamber 2; 63. Drive unit 2; 630. Limiting tube; 631. Transmission rod; 632. Spring 3; 64. Drive rod. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0022] Combine the following Figure 1-Figure 9 The improved main ply shape for a tire of the present invention is described.

[0023] Embodiment 1: like Figure 1-Figure 9 As shown, the shape of the main ply for tire improvement provided by the embodiment of the present invention includes: a carcass 1, a carcass ply 2, a buffer layer 3 and a plurality of passive heat dissipation devices 4. The carcass 1 includes a tread, a sidewall, a belt layer, etc. The tread is the part of the tire that contacts the ground and is responsible for carrying air pressure and absorbing impact. It is made of a wear-resistant rubber compound for gripping and steering. The design shape of the tread includes circumferential and transverse grooves, which help rainwater to drain from the contact area and improve performance on wet roads. The sidewall covers the main layer and the belt layer, protects the rest of the shell, and provides a location for tire information. The sidewall is usually made of a mixture of natural rubber and polybutadiene rubber, styrene-butadiene rubber, etc., to provide properties such as resistance to ozone and oxygen erosion, fatigue crack resistance, and compatibility with fabrics and other rubber compounds. The belt layer is composed of multiple layers of steel wire or synthetic fabric ropes, which provide rigidity for the tread and enhance the strength and stability of the tread. The belt layer rubber and the belt layer rubber reduce the interlayer shear at the edge of the belt layer to ensure the overall performance of the tire.

[0024] The carcass ply 2 is fixedly connected to the carcass 1. The carcass ply 2 is usually composed of multiple layers of rubber-coated ropes, which are usually made of materials such as nylon, polyester, fiberglass or steel, which enhances the strength of the tire. The buffer layer 3 is located between the carcass 1 and the carcass ply 2. The buffer layer 3 is used to buffer the vibration caused by the impact or friction between the carcass 1 and the ground, thereby reducing the noise generated by the vibration. A plurality of passive heat dissipation devices 4 are arranged in the carcass 1 and fixedly connected to the carcass 1. The carcass 1 has two circumferentially penetrating cavities between the shoulder and the inner liner, and the two cavities are symmetrical with respect to the central axis of the carcass. A plurality of passive heat dissipation devices 4 are arranged in a circumferential annular array in the carcass 1. The vibration generated by the tire during rotation will drive the passive heat dissipation device 4 to work, thereby keeping the air in the cavity flowing. Flowing air heat dissipation is a heat dissipation method that removes heat through air flow, which is mainly divided into two forms: natural convection and forced convection. Natural convection uses the buoyancy caused by temperature difference to make the air flow automatically, while forced convection uses fans or other mechanical devices to promote air flow to achieve heat dissipation. Multiple passive heat dissipation devices 4 are fixedly connected to the tire body 1 to ensure that the passive heat dissipation devices 4 will not fall off or shift during the driving of the car, thereby affecting the dynamic balance of the tire. Tire dynamic balance refers to adjusting the mass distribution between the tire and the wheel hub to achieve a relatively balanced state, thereby reducing the vibration of the tire during driving and improving the stability and safety of driving. The principle is that when the tire rotates, the rotation axis is inconsistent with the center of gravity, which is mainly caused by the uneven distribution of tire mass. When the wheels of a car are driving at high speed, if the tire mass distribution is uneven, a dynamic imbalance state will be formed, causing the wheels of the vehicle to vibrate or bump while driving.

[0025] The buffer layer 3 includes a buffer plate 30 and a plurality of shape suppression rings 31. The buffer plate 30 has a wavy cross-section. The wavy plate has a significant effect in reducing vibration, which has been verified in multiple studies. First, the wavy plate can effectively reduce the vibration and noise of the structure through its unique geometric shape. For example, the corrugated plate (wavy plate) usually adopts a sine wave or a triangular wave shape, and its size and spacing determine its performance. This design can improve the stiffness and stability of the structure, thereby reducing vibration. The wavy plate not only reduces the average value and fluctuation amplitude of the drag coefficient, but also effectively suppresses pressure fluctuations, thereby reducing noise. The buffer plate 30 is a flexible material. Flexible materials refer to those materials that can be deformed and restored to their original shape under external action, and have good flexibility and ductility. Common flexible materials include polyvinyl alcohol (PVA), polyester (PET), polyimide (PI), polyethylene naphthalate (PEN), paper and textile materials. The key characteristics of flexible materials include thinness, transparency, good flexibility, insulation and corrosion resistance. The buffer plate 30 is usually made of a polyurethane track elastic shock-absorbing pad. Polyurethane elastomers have high strength, good creep resistance, excellent resilience, impact resistance and bending fatigue resistance, as well as wear resistance and dimensional stability. In addition, polyurethane materials maintain flexibility at low temperatures and maintain good performance at high temperatures, which makes them excellent in dynamic mechanical applications. Polyurethane elastomer materials have good load-bearing and vibration reduction properties and are widely used in the field of vibration reduction and noise reduction of rail transit lines. In addition, each micropore of the microporous polyurethane elastomer shock-absorbing pad can be regarded as an air spring model, thereby providing a very outstanding shock-absorbing effect. Multiple shape suppression rings 31 are located between the buffer plate 30 and the carcass ply 2. The material used for the shape suppression ring 31 is a rigid material. Stainless steel is usually used. Stainless steel is an alloy steel with many excellent properties, and its main features include corrosion resistance, heat resistance, good processing performance, and beautiful and durable appearance. Stainless steel usually has high strength and hardness. For example, martensitic stainless steel can significantly improve its hardness and strength through heat treatment, but its toughness is relatively low. Austenitic stainless steel is known for its high strength and good toughness, and is suitable for applications requiring high strength and good ductility. Therefore, the ring made of stainless steel has a high deformation resistance, thereby increasing the service life of the buffer plate 30.

[0026] The buffer plate 30 is fixedly connected to the carcass 1 to prevent the buffer plate 30 from being deflected due to pressure or vibration when the tire is working. The shape suppression ring 31 is closed in the tire circumference and is fixedly connected to the carcass ply 2. The specific method of fixedly connecting the shape suppression ring 31 to the carcass ply 2 is to insert the shape suppression ring 31 at the bottom of the wire in the carcass ply 2, so that the shape suppression ring 31 can be effectively fixed on the carcass ply 2 without relative position deviation.

[0027] The passive heat dissipation device 4 includes a driving chamber 40 and two air flow chambers 41, and the two air flow chambers 41 are fixedly connected to both sides of the driving chamber 40. The functions of the air flow chamber 41 include protecting the air wheel 42 and fixing the passive heat dissipation device 4. The air flow chamber 41 uses a lightweight aluminum alloy material with high hardness and high strength. When the tire generates pressure with the ground, the air flow chamber 41 will not be deformed due to its high hardness and high strength, thereby affecting the normal use of the passive heat dissipation device 4.

[0028] The passive heat dissipation device 4 also includes two air wheels 42 and a drive unit 43. The two air wheels 42 are respectively placed in two air flow chambers 41 and are rotatably connected to the drive chamber 40. The air wheel 42 is an impeller structure, that is, a structure in which a cylindrical annular array is formed and the fan blades are fixedly connected. When the flowing air passes through the impeller, the kinetic energy of the wind is converted into mechanical energy. The impeller material used for the air wheel 42 is plastic or composite material. Among them, the composite material is a carbon fiber reinforced polymer composite material, which has high strength and light weight characteristics and is suitable for applications requiring high strength and corrosion resistance. The drive unit 43 is fixedly connected to the two air wheels 42.

[0029] The driving unit 43 includes a pressing member 430, a driving assembly 431, two ratchet assemblies 432 and a spring 1 433. The two ratchet assemblies 432 are arranged on both sides of the driving assembly 431 and are detachably connected to the driving assembly 431. The ratchet assembly 432 is used to adjust the rotation state of the driving assembly 431 so that when the driving assembly 431 rotates clockwise or counterclockwise, the air wheel 42 can always rotate in the same direction. The two ends of the spring 1 433 are respectively fixedly connected to the pressing member 430 and the driving chamber 40. The main function of the spring 1 433 is to enable the pressing member 430 to restore the initial state and position when no force is applied. In order to meet the demand for continuous provision of driving force. The pressing member 430 is meshed with the driving assembly 431, and the driving assembly 431 is fixedly connected to the two air wheels 42. When the pressing member 430 is subjected to the squeezing force from the tire and the road surface, the pressing member will move into the driving chamber 40, thereby driving the driving assembly 431 to rotate, and then driving the two air wheels 42 to rotate. This is to control the air flow in the carcass cavity.

[0030] The driving assembly 431 includes two sleeves 4310 and a gear 4311. The gear 4311 is meshed with the pressing member 430, and its rotation direction is affected by the direction of the pressing member 430. The two sleeves 4310 are fixedly connected to both sides of the gear 4311 and are rotationally connected to the driving chamber 40. The sleeves 4310 rotate independently under the drive of the pressing member 430.

[0031] The ratchet assembly 432 includes a ratchet 4320, a ratchet tooth 4321 and a second spring 4322. The material used for the ratchet assembly 432 is generally a stainless steel material, which has the characteristics of high hardness and high mechanical strength, so that the ratchet assembly 432 can have a longer service life. The two ends of the second spring 4322 are fixedly connected to the ratchet tooth 4321 and the shaft sleeve 4310 respectively. The ratchet tooth 4321 meshes with the ratchet 4320, and the ratchet 4320 is fixedly connected to the air wheel 42. When the pressing member 430 moves into the driving chamber 40, the rotation direction of the shaft sleeve 4310 causes the ratchet tooth 4321 to mesh with the ratchet 4320, thereby driving the ratchet 4320 to rotate. On the contrary, when the pressing member 430 rebounds, the rotation direction of the shaft sleeve 4310 is opposite to the rotation direction of the ratchet 4320, so that the ratchet tooth 4321 will be separated from the ratchet 4320, so that the ratchet 4320 can maintain the original rotation direction and continue to rotate. This is to achieve the purpose of making the air wheel 42 always rotate in the same direction.

[0032] The shape of the main cord layer for tire improvement also includes two toe wires 5, which are located at both ends of the carcass 1 and fixedly connected to the carcass 1. The toe wire 5 is an important component in the tire structure and is mainly used to enhance the strength and durability of the tire. The toe wire 5 is usually made of high-strength grade steel wire with a diameter of about 1.6 mm. A dozen such steel wires are bundled into a strand, eventually forming a steel wire ring as thick as an adult's little finger. This steel wire is usually plated with brass or tin to ensure good adhesion to rubber. The toe wire 5 is not only used to strengthen the carcass, but also to enhance the bearing capacity of the crown by cross-placing multiple layers of steel wire belts, thereby ensuring the safety and service life of the tire.

[0033] In summary, combined with Figure 1-Figure 9The working principle of the main cord layer shape for tire improvement is as follows: when the tire is working, as the tire rotates, the tire contacts the road surface and generates vibration, and the vibration is transmitted to the carcass 1 through the tread. At this time, the buffer plate 30 of the buffer layer 3 will be deformed when the carcass 1 is squeezed. Due to the existence of the shape suppression ring 31, the sine and cosine waveform structure of the shape suppression ring 31 can buffer the transmitted vibration, thereby reducing the noise generated by the vibration. At the same time, due to the deformation and squeezing of the carcass, the pressing piece 430 in the driving unit 43 moves into the driving chamber 40, thereby driving the shaft sleeve 4310 to rotate. The rotation direction of the shaft sleeve 4310 will cause the ratchet 4321 to mesh with the ratchet 4320, thereby driving the ratchet 4320 to rotate. Further drive the two air wheels 42 to rotate. In this way, the air flow in the carcass cavity is controlled. When the pressing member 430 can restore its initial state and position without being subjected to force, the rotation direction of the shaft sleeve 4310 is opposite to that of the ratchet 4320, so that the ratchet 4321 will separate from the ratchet 4320, so that the ratchet 4320 can maintain the original rotation direction and continue to rotate. This achieves the purpose of making the air wheel 42 always rotate in the same direction. Finally, the air in the cavity opened in the tire body 1 changes from a static state to a flowing state, and the flowing air will take away the heat generated in the tire, thereby achieving the effect of cooling the tire. Finally, it is ensured that as long as the tire rotates, the passive heat dissipation device 4 can always maintain its working state and continue to dissipate heat from the tire.

[0034] Embodiment 2: Combination Figure 10-12 The present embodiment is different from the first embodiment in that the passive heat dissipation device 4 in the first embodiment can be replaced by a heat dissipation unit 6. The heat dissipation unit 6 includes a curved rod 61. Two air wheels 42 are fixedly connected to both ends of the curved rod 61. The curved rod 61 is rotatably connected to the air flow chamber 41. The curved rod 61 is also made of stainless steel, which can adapt to higher exercise intensity.

[0035] The heat dissipation unit 6 also includes a second drive chamber 62 and a second drive unit 63. The second drive chamber 62 is used to fix the second drive unit 63 and the drive rod 64. The second drive chamber 62 is fixedly connected to the air flow chamber 41. Two second drive units 63 are arranged in the second drive chamber 62, and are both rotatably connected to the drive rod 64. The drive rod 64 is slidably connected to the second drive chamber 62, and the drive rod 64 is rotatably connected to the bent rod 61. The two second drive units 63 drive the drive rod 64 to reciprocate in the second drive chamber 62, thereby driving the bent rod 61 to rotate, and further driving the air wheel 42 to rotate, thereby achieving the purpose of regulating the air flow.

[0036] The drive unit 2 63 includes a limit tube 630, a transmission rod 631 and a spring 3 632. The limit tube 630 is a hollow tube structure, and a long groove connected to the cavity is provided on the cylindrical surface, which ensures that the limit tube has a certain strength while reducing its own weight. The transmission rod 631 is rotatably connected to the drive rod 64, and the movement of the transmission rod 631 can be transmitted to the drive rod 64, so that the drive rod 64 performs linear motion. The two ends of the spring 3 632 are respectively fixedly connected to the limit tube 630 and the transmission rod 631, the transmission rod 631 is slidably connected to the limit tube 630, and the limit tube 630 is rotatably connected to the drive chamber 2 62. The main function of the spring 3 632 is to enable the transmission rod 631 to perform reciprocating motion in the limit tube 630, thereby ensuring that it can continuously provide driving force.

[0037] Embodiment three: Combination Figure 13-Figure 20 The difference between this embodiment and the first embodiment is that the method for improving the main body cord layer shape of the tire provided in this embodiment has the following specific calculation formula: Point P is the intersection of the vertical line from the widest point of the belt layer to the main cord layer, and point Q is the intersection of the vertical line at the rim width position and the main cord layer. Now let S be the arc length from a point on the main cord layer to the crown midpoint, then SP is the arc length of the crown midpoint at point P, and similarly SQ is the arc length of the crown midpoint at point Q. Now let b exist on the main cord layer, and Sb=SP-40mm. Now assume that the vertical distance from the point on the adjusted main cord layer (solid line) to the reference main cord layer is Ds(H), and the offset to the inside of the cord layer is positive, and the offset to the outside of the cord layer is negative.

[0038] In this embodiment, the main cord layer has a contour control point P1, which satisfies the following formula:

[0039] Draw a perpendicular line from point P1 to the reference main cord shape curve to obtain the distance deviation Ds(H) between the main cord shape of this embodiment and the reference main cord shape. For point P1, Ds(H)=-1.5~1.5mm. If Ds(H)<-1.5mm, the tire is prone to tread bulging, which will cause a decrease in ground contact performance and defects such as groove cracks. If Ds(H)>1.5mm, the thickness under the shoulder is too high, which is not conducive to cost performance.

[0040] In this embodiment, the main cord layer has a contour control point P2, which satisfies the following formula:

[0041] Draw the P2 point to the reference main body cord shape curve, and obtain the distance deviation Ds(H) between the main body cord shape of this embodiment and the reference main body cord shape. For the P2 point, Ds(H)=-1.5~-2.5mm. If Ds(H)>-1.5mm, the grounding performance is not adjusted sufficiently and it is difficult to meet the design requirements.

[0042] Where, P is the intersection of the vertical line from the widest point of the belt layer to the main cord layer, Q is the intersection of the vertical line at the rim width position and the main cord layer, Ds(H) is the distance deviation between the main cord layer shape and the reference main cord layer shape, P1 is the contour control point one, and P2 is the contour control point two.

[0043] Based on this occurrence, the shape of the main body ply is obtained, and then the design section drawing is obtained according to the component thickness. The design section drawing obtained by the reference body ply shape is compared with it. The specific results are shown in the following table:

[0044] like Figure 13-Figure 20 As shown, the main ply shapes of control example 1 and control example 2 are the same, and only the crown arc shape is different; the crown arc shape of control example 1 and design example 1 is the same, and only the main ply shape is the same but there is a difference; design example 2 redesigns the crown arc based on design example 1. It can be seen that adjusting the crown arc shape can improve the shoulder pressure distribution and reduce the maximum ground contact pressure, but the adjustment of the ground contact rectangularity is insufficient and it is difficult to achieve the best effect; through the main ply shape adjustment method shown in the present invention, the ground contact pressure distribution and footprint shape of the tire can be effectively improved under the condition that the shoulder thickness is controllable, and other defects such as groove cracks are not easy to occur.

[0045] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0046] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A main ply shape for tire improvement, characterized in that: include: A carcass (1), a carcass ply (2), a buffer layer (3), and a plurality of passive heat dissipation devices (4); the carcass ply (2) is fixedly connected to the carcass (1), the buffer layer (3) is located between the carcass (1) and the carcass ply (2), and the plurality of passive heat dissipation devices (4) are arranged in the carcass (1) and fixedly connected to the carcass (1).

2. The main body ply shape for tire improvement according to claim 1, characterized in that: The buffer layer (3) comprises a buffer plate (30) and a plurality of shape suppression rings (31); the buffer plate (30) is fixedly connected to the carcass (1); and the plurality of shape suppression rings (31) are located between the buffer plate (30) and the carcass cord layer (2).

3. The main body ply shape for tire improvement according to claim 1, characterized in that: The passive heat dissipation device (4) comprises a drive chamber (40) and two air flow chambers (41), wherein the two air flow chambers (41) are fixedly connected to two sides of the drive chamber (40).

4. The main body ply shape for tire improvement according to claim 3, characterized in that: The passive heat dissipation device (4) further comprises two air wheels (42) and a drive unit (43); the two air wheels (42) are respectively disposed in two air flow chambers (41) and are rotatably connected to the drive chamber (40); and the drive unit (43) is fixedly connected to the two air wheels (42).

5. The main body ply shape for tire improvement according to claim 4, characterized in that: The driving unit (43) comprises a pressing member (430), a driving assembly (431), two ratchet assemblies (432) and a spring (433); the two ratchet assemblies (432) are arranged on both sides of the driving assembly (431) and are detachably connected to the driving assembly (431); the two ends of the spring (433) are respectively fixedly connected to the pressing member (430) and the driving chamber (40); the pressing member (430) is meshed with the driving assembly (431); and the driving assembly (431) is fixedly connected to the two air wheels (42).

6. The main body ply shape for tire improvement according to claim 5, characterized in that: The driving assembly (431) comprises two rotating shaft sleeves (4310) and a gear (4311); the two shaft sleeves (4310) are fixedly connected to two sides of the gear (4311) and are rotationally connected to the driving bin (40).

7. The main body ply shape for tire improvement according to claim 6, characterized in that: The ratchet assembly (432) comprises a ratchet (4320), a ratchet tooth (4321) and a second spring (4322); two ends of the second spring (4322) are respectively fixedly connected to the ratchet tooth (4321) and the shaft sleeve (4310); the ratchet tooth (4321) is meshed with the ratchet (4320); and the ratchet (4320) is fixedly connected to the air wheel (42).

8. The main body ply shape for tire improvement according to claim 2, characterized in that: The buffer plate (30) has a wavy cross-section, and the buffer plate (30) is made of a flexible material.

9. The main body ply shape for tire improvement according to claim 2, characterized in that: The shape suppression ring (31) is closed in the tire circumferential direction and is fixedly connected to the carcass cord layer (2).

10. The main body ply shape for tire improvement according to claim 1, characterized in that: It also includes two toe-end steel wires (5), which are located at two ends of the carcass (1) and are fixedly connected to the carcass (1).

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