A wear-improving tire and a method for improving tire wear.

Abstract

This invention relates to the field of tire design and manufacturing, and discloses a wear-improving tire. The tire includes a tread layer, a crown belt layer, a steel belt layer, and a ply layer. The tread layer includes a crown rubber, a base rubber, and a lower tread rubber. The width of the base rubber is 40-70% of the tread layer width, the thickness of the base rubber is 30-50% of the tread layer thickness, the modulus of the base rubber is 1.5-3 times that of the crown rubber, and the local NG ratio of the tread rubber is 30-60%. This invention reduces the wear rate of the middle portion of the tire crown by optimizing the width, thickness, modulus of the base rubber, and the local NG ratio of the tread rubber, thereby improving the overall wear resistance and driving safety of the tire.

Description

Technical Field

[0001] This invention relates to the field of tire design and manufacturing, and more specifically, to a wear-improving tire and a method for improving tire wear. Background Technology

[0002] With the rapid development of the automotive industry, tires, as a crucial component of automobiles, directly impact driving safety and fuel economy. In recent years, especially with the widespread adoption of new energy vehicles, tire wear has attracted considerable attention. Studies show that new energy vehicles, due to their higher starting torque and increased weight, often experience worse tire wear than traditional gasoline-powered vehicles. Wear is particularly severe in the center section, mainly due to uneven stress and unreasonable ground pressure distribution. Current tire designs lack effective solutions to address this issue of uneven wear in the center. To improve tire wear resistance and lifespan, comprehensive improvements must be made, starting with tire materials, structure, and design parameters.

[0003] The base rubber is an integral part of the tire structure, located beneath the tread, serving to cushion and support it. Its width and other parameters significantly impact overall tire performance, including tread wear. Appropriate base rubber width and thickness provide better cushioning, and ensure more even pressure distribution across the tread when the tire contacts the ground. However, excessive base rubber width and thickness increase overall tire weight and cost, negatively affect steering response, may lead to poor heat dissipation, and limit tread pattern design space, which in turn affects handling and comfort. An appropriate base rubber modulus provides resistance to deformation, offering stronger support for the tread and reducing irregular tread wear. However, an excessive base rubber modulus can cause other problems, such as reduced cushioning capacity, worsened steering response, and compromised tire grip. Furthermore, the land-to-tread ratio affects water drainage, grip, handling, and wear resistance. Therefore, proper design of the base rubber specifications and land-to-tread ratio is essential. Summary of the Invention

[0004] This invention addresses the shortcomings of existing technologies by providing a wear-improving tire, which enhances both overall wear resistance and driving safety.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A wear-improving tire includes a tread layer, a crown belt layer, a steel belt layer, and a ply layer. The tread layer includes a crown rubber, a base rubber, and a sub-tread rubber. The width of the base rubber is 40-70% of the width of the tread layer, the thickness of the base rubber is 30-50% of the tread layer, the modulus of the base rubber is 1.5-3 times that of the crown rubber, and the local NG range of the tread rubber is 30-60%.

[0007] The modulus is the modulus at 10% of the constant tensile stress.

[0008] The Local NG=shoulder NG / center NG,

[0009] NG%=∑BlockArea / (TAW×PitchLength)×100%,

[0010] Where ∑BlockArea is the total area of ​​the tread layer actually in contact with the ground, TAW is the total width of the tread layer, PitchLength is the length of the tread pattern pitch, shoulder is the shoulder area of ​​the tread layer, and center is the area from the center line of the tread crown to the boundary of the shoulder area of ​​the tread layer.

[0011] Preferably, the width of the base rubber is 60-70% of the width of the tread layer.

[0012] Preferably, the modulus of the base adhesive is 2.5-3 times that of the crown adhesive.

[0013] Preferably, the tread compound has a Local NG range of 50-60%.

[0014] Preferably, the width of the base rubber is 70% of the width of the tread layer, the thickness of the base rubber is 50% of the tread layer, the modulus of the base rubber is 3 times that of the crown rubber, and the local NG range of the tread rubber is 60%.

[0015] Preferably, the modulus is determined using the method specified in GB / T528.

[0016] Furthermore, the present invention also provides a method for improving tire wear, the tire having a tread layer, a crown belt layer, a steel belt layer, and a ply layer, wherein the tread layer includes a crown rubber, a base rubber, and a lower tread rubber; comprising the following steps:

[0017] (a) The width of the base rubber is designed to be 40% to 70% of the total width of the tread layer, the thickness is designed to be 30% to 50% of the thickness of the tread layer, and the modulus is designed to be 1.5 to 3 times the modulus of the crown rubber, wherein the modulus is the modulus under 10% constant tensile stress.

[0018] (b) Adjust the Local NG value of the tread compound to fall within the range of 30% to 60%, wherein the Local NG value is calculated by the ratio of the NG value of the shoulder area of ​​the tread layer to the NG value from the center line of the crown to the boundary of the shoulder area;

[0019] The Local NG=shoulder NG / center NG,

[0020] NG%=∑BlockArea / (TAW×PitchLength)×100%,

[0021] Where ∑BlockArea is the total area of ​​the tread layer actually in contact with the ground, TAW is the total width of the tread layer, PitchLength is the length of the tread pattern pitch, shoulder is the shoulder area of ​​the tread layer, and center is the area from the center line of the tread crown to the boundary of the shoulder area of ​​the tread layer.

[0022] (c) By optimizing the tire structure through steps (a) and (b), the wear rate of the central part of the tread is reduced, thereby improving the overall wear resistance and driving safety of the tire.

[0023] Preferably, in step (a), the width of the base rubber is preferably 60% to 70% of the width of the tread layer.

[0024] Preferably, in step (a), the modulus of the base adhesive is 2.5 to 3 times that of the crown adhesive.

[0025] Preferably, in step (b), the Local NG value of the tread compound is 50% to 60%.

[0026] As a preferred option, in the optimization step, the width of the base rubber is set to 70%, the thickness to 50%, and the modulus to 3 times that of the crown rubber. At the same time, the Local NG value of the tread rubber is set to 60%, thereby significantly reducing the wear of the middle part of the tire tread.

[0027] This invention, by employing the aforementioned technical solution, achieves effective control over tire contact pressure distribution through scientific and precise optimization of key tire structural parameters (including the width, thickness, and modulus of the base compound, and the Local NG value of the tread compound). Specifically, rationally setting the base compound parameters allows for a more uniform pressure distribution upon contact with the ground, significantly reducing the local wear rate in the center of the tread and thus extending tire life. Simultaneously, adjusting the Local NG value of the tread compound further optimizes the tire's wear characteristics during contact with the ground, improving driving stability and handling performance under high-speed or high-load conditions. Furthermore, the optimized design of this invention not only helps improve tire wear resistance but also effectively reduces safety hazards caused by uneven wear, providing more reliable tire product protection for new energy and high-performance vehicles. Attached Figure Description

[0028] Figure 1 This is a diagram illustrating the definitions of shoulder NG and center NG. Detailed Implementation

[0029] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present invention.

[0030] This invention provides a wear-improving tire, comprising a tread layer, a crown belt layer, a steel belt layer, and a ply layer. The tread layer includes a crown rubber, a base rubber, and a lower tread rubber. The width of the base rubber is 40-70% of the width of the tread layer, the thickness of the base rubber is 30-50% of the tread layer, the modulus of the base rubber is 1.5-3 times that of the crown rubber, and the local NG range of the tread rubber is 30-60%.

[0031] The modulus is the modulus at 10% of the constant tensile stress.

[0032] The Local NG=shoulder NG / center NG,

[0033] NG%=∑BlockArea / (TAW×PitchLength)×100%,

[0034] Where ∑BlockArea is the total area of ​​the tread layer actually in contact with the ground, TAW is the total width of the tread layer, PitchLength is the length of the tread pattern pitch, shoulder is the shoulder area of ​​the tread layer, and center is the area from the center line of the tread crown to the boundary of the shoulder area of ​​the tread layer.

[0035] The base rubber is an integral part of the tire structure, located beneath the tire tread, serving to cushion and support the tread. Its width and other parameters significantly impact overall tire performance, including tread wear. Appropriate base rubber width and thickness provide better cushioning, and ensure more even pressure distribution across the tread when the tire contacts the ground. A suitable base rubber modulus provides resistance to deformation, offering stronger support for the tread and reducing irregular tread wear. Furthermore, the land-to-tread ratio affects tire drainage performance, grip, handling, and wear resistance.

[0036] In this invention, by optimizing the width, thickness, modulus of the base rubber and the Local NG ratio of the tread rubber, the wear rate of the middle part of the tire crown is reduced, thereby improving the overall wear resistance and driving safety of the tire.

[0037] In the wear-improving tire described above, the width of the base rubber is 40-70% of the width of the tread layer, for example, it can be 40%, 45%, 50%, 55%, 60%, 65%, 70%, etc., preferably 60-70%.

[0038] In the wear-improving tire described above, the thickness of the base rubber is 30-50% of the tread layer, for example, it can be 30%, 35%, 40%, 45%, 50%, etc.

[0039] In the wear-improving tire described above, the modulus of the base rubber is 1.5 to 3 times that of the crown rubber, for example, it can be 1.5 times, 2 times, 2.5 times, 3 times, etc., preferably 2.5 to 3 times.

[0040] In the wear-improving tire described above, the Local NG of the tread compound is in the range of 30-60%, for example, it can be 30%, 35%, 40%, 45%, 50%, 55%, 60%, etc., preferably 50-60%.

[0041] In a preferred embodiment of the present invention, the width of the base rubber is 70% of the width of the tread layer, the thickness of the base rubber is 50% of the tread layer, the modulus of the base rubber is 3 times the modulus of the crown rubber, and the Local NG range of the tread rubber is 60%.

[0042] The modulus at 10% constant tensile stress was determined according to the method in GB / T528.

[0043] The technical solution of the present invention will be further described below with reference to the embodiments.

[0044] The tires used in the examples and comparative examples were 235 / 45R18. The Local NG settings of the base rubber and tread are shown in Tables 1 and 2, respectively, with all other settings remaining the same. A 50,000 km real-vehicle test was conducted on the tires of the examples and comparative examples to record the remaining tread depth. The test results are shown in Tables 1 and 2, respectively.

[0045] Table 1

[0046] Example width(%) thickness(%) Modulus multiple Local NG (%) Remaining depth Example 1 40 30 1.5 30 2.3 Example 2 45 35 1.5 35 2.3 Example 3 50 40 2.0 40 2.5 Example 4 55 45 2.0 45 2.6 Example 5 60 50 2.5 50 2.7 Example 6 65 30 2.5 55 2.8 Example 7 70 30 3.0 60 2.8 Example 8 40 30 1.6 30 2.2 Example 9 50 40 2.1 35 2.4 Example 10 60 50 2.6 55 2.6 Example 11 70 50 3.0 60 2.9

[0047] Table 2

[0048] Comparative Example width(%) thickness(%) Modulus multiple Local NG (%) Remaining depth (mm) Comparative Example 1 75 20 1.2 20 0.4 Comparative Example 2 80 25 1.1 25 0.3 Comparative Example 3 85 15 1.0 10 0.2 Comparative Example 4 70 25 3.0 60 1.3 Comparative Example 5 70 55 3.0 60 1.5 Comparative Example 6 70 50 1.3 60 1.7 Comparative Example 7 70 50 3.2 60 1.4 Comparative Example 8 70 50 3.0 25 1.5 Comparative Example 9 70 50 3.0 65 1.2 Comparative Example 10 35 50 3.0 60 1.2 Comparative Example 11 75 50 3.0 60 1.1

[0049] As can be seen from Tables 1 and 2, the wear condition of the embodiments is significantly better than that of the comparative examples, and the wear condition of Embodiment 11 is significantly better than that of Comparative Examples 4-11. Therefore, scientifically setting the width, thickness, modulus of the base rubber and the Local NG of the tread rubber can effectively reduce the wear of the middle part of the tread.

[0050] The foregoing description of embodiments of the present invention, through which those skilled in the art are able to implement or use the present invention, will be readily apparent to those skilled in the art. Various modifications to these embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novelty disclosed herein.

Claims

1. A method for improving tire wear, the tire having a tread layer, a crown band layer, a steel belt layer, and a ply layer, wherein the tread layer includes a crown rubber, a base rubber, and a sub-tread rubber; characterized in that, Includes the following steps: (a) The width of the base rubber is designed to be 40% to 70% of the total width of the tread layer, the thickness is designed to be 30% to 50% of the thickness of the tread layer, and the modulus is designed to be 1.5 to 3 times the modulus of the crown rubber, wherein the modulus is the modulus under 10% constant tensile stress. (b) Adjust the Local NG value of the tread compound to fall within the range of 30% to 60%, wherein the Local NG value is calculated by the ratio of the NG value of the shoulder area of ​​the tread layer to the NG value from the center line of the crown to the boundary of the shoulder area; The Local NG=shoulder NG / center NG, NG%=∑BlockArea / (TAW×PitchLength)×100%, Where ∑BlockArea is the total area of ​​the tread layer actually in contact with the ground, TAW is the total width of the tread layer, PitchLength is the length of the tread pattern pitch, shoulder is the shoulder area of ​​the tread layer, and center is the area from the center line of the tread crown to the boundary of the shoulder area of ​​the tread layer. (c) By optimizing the tire structure through steps (a) and (b), the wear rate of the central part of the tread is reduced, thereby improving the overall wear resistance and driving safety of the tire; In step (a), the width of the base rubber is 60% to 70% of the width of the tread layer; the modulus of the base rubber is 2.5 to 3 times the modulus of the crown rubber; in step (b), the Local NG value of the tread rubber is 50% to 60%.

2. The method of claim 1, wherein, In the optimization process, the width of the base rubber was set to 70%, the thickness to 50%, and the modulus to 3 times that of the crown rubber. At the same time, the Local NG value of the tread rubber was set to 60%, thereby significantly reducing the wear of the middle part of the tire tread.

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