High-performance tire design method and tire

Abstract

The invention relates to a high-performance tire design method and a tire, and belongs to the technical field of tire preparation, and the high-performance tire design method comprises a mold contour design step, a tire tread pattern design step and a tire structure design step. According to the high-performance tire design method and the tire, the shoulder thickness of the tread can be reduced, the material cost of the tire is effectively reduced, the controllability and the wear resistance of the tire are further improved, and the rolling resistance of the tire is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of tire preparation, and particularly relates to a high-performance tire design method and a tire. Background Art

[0002] With the rapid development of the domestic automobile market, especially the further increase in the penetration rate of the electric vehicle market, the requirements for the cost and performance of tires by automobiles are getting higher and higher. As a key component for the vehicle to contact the ground, the performance of the tire directly affects the performance of the vehicle. Especially in the field of electric vehicles, due to the large body weight and high requirements for endurance, higher requirements are put forward for performance indicators such as the handling performance, rolling resistance, and wear resistance of the tire.

[0003] To improve the tire performance, usually the improvement of the tire material and structure design is adopted. Refer to Figure 1 The figure shows a schematic diagram of the structure of a traditional design tire. The traditional design improves the tire performance by increasing the material. For a tire, its performance is not directly proportional to the amount of material used, and excessive increase in material will not only increase the cost, but also may lead to an increase in the tire weight, thereby increasing the rolling resistance and reducing the energy efficiency of the vehicle; the improvement of the tire structure in the traditional design mostly adopts simple tire tread or groove design, and it is difficult to take into account various performance requirements such as reducing the rolling resistance and improving the tire handling performance.

[0004] Therefore, how to provide a tire design method to effectively reduce the tire material cost, further improve the tire handling performance and wear resistance, and reduce the tire rolling resistance has become an urgent technical problem to be solved in the current tire preparation field. Summary of the Invention

[0005] Aiming at the deficiencies in the related technologies, the present invention provides a high-performance tire design method and a tire, which can reduce the thickness of the shoulder of the tread, effectively reduce the tire material cost, further improve the tire handling performance and wear resistance, and reduce the tire rolling resistance, so as to solve the technical problems existing in the existing tire material and structure design, such as increasing the material cost and being unable to take into account various performance requirements such as reducing the rolling resistance and improving the tire handling performance.

[0006] The present invention provides a high-performance tire design method, including: a mold contour design step, a tire tread pattern design step, and a tire structure design step. Among them, the tire tread pattern design step includes the following steps:

[0007] Based on the relationship between the starting points of the inner sides of different longitudinal grooves and the width of the tire running surface respectively, determine the positions of the starting points of the corresponding longitudinal grooves on the inner side, and adjust the depths of the corresponding longitudinal grooves;

[0008] Shift the crown inner contour curve obtained in the mold contour design step upward by a certain distance to obtain the bottom curve of the shoulder transverse groove;

[0009] Adjust the curve at the bottom of the shoulder transverse groove, replace the curve segment in the middle of the curve at the bottom of the shoulder transverse groove with a straight line segment, and obtain the inner contour curve at the bottom of the shoulder transverse groove. The high-performance tire design method of this technical solution can reduce the shoulder thickness, enhance the rigidity of the shoulder part, reduce the rolling resistance of the tire, improve the handling performance of the tire, and also reduce the weight of the shoulder area, reduce material use, and save costs.

[0010] In some embodiments, based on the relationship between the starting points inside different longitudinal grooves and the width of the tire tread, determine the positions of the corresponding starting points inside the longitudinal grooves, and adjust the depths of the corresponding longitudinal grooves, specifically including the following steps:

[0011] Based on 13%-17% of half of the width of the tire tread, determine the position of the starting point inside the middle longitudinal groove;

[0012] Based on 56%-68% of half of the width of the tire tread, determine the position of the starting point inside the shoulder longitudinal groove, and adjust the depth of the shoulder longitudinal groove to 70%-95% of the depth of the middle longitudinal groove. Compared with the design method with the same depth of the traditional tire tread grooves, this technical solution changes to a gradually changing tread groove depth design, making the weight of the tire tread area gradually decrease from the middle to the shoulders, reducing the weight of the tire shoulders.

[0013] In some embodiments, adjusting the curve at the bottom of the shoulder transverse groove includes the following steps:

[0014] Offset 15-20 mm inward from the outer end point of the shoulder to a point on the outer contour curve of the crown obtained in the mold contour design step, and draw a first perpendicular line to the inner contour curve of the crown;

[0015] Offset the curve at the bottom of the shoulder transverse groove upward by 0.8-1.5 mm to obtain a first curve;

[0016] Draw a second perpendicular line from the outer end point of the shoulder to the straight line where the tire section width is located;

[0017] Connect the intersection point of the first perpendicular line and the inner contour curve of the crown and the intersection point of the second perpendicular line and the first curve to obtain a first straight line;

[0018] Use the curve at the bottom of the shoulder transverse groove inside the intersection point of the first perpendicular line and the inner contour curve of the crown, the first straight line, and the first curve outside the intersection point of the second perpendicular line and the first curve as the inner contour curve at the bottom of the shoulder transverse groove. By adjusting the curve at the bottom of the transverse groove, this technical solution can further reduce the shoulder thickness in cooperation with the mold contour design, and at the same time can avoid the problem of the bottom line of the shoulder transverse groove being exposed due to the too deep depth of the shoulder transverse groove during the tire production process, reducing the defective rate.

[0019] In some of these embodiments, the mold contour design step includes the following steps:

[0020] Calculate the curvature radius and the horizontal distance of the arc length of each segmented crown outer contour arc according to the contour parameters, and determine the crown outer contour curve;

[0021] According to the contour design parameters of the center part of the mold crown and the mold shoulder area within the range of 70%-90% of the tread width, and in combination with the range of the curvature radius of each segmented crown inner contour arc and the range of the horizontal distance of the arc length, adjust the curvature radius of each corresponding segmented crown inner contour arc to determine the crown inner contour curve;

[0022] Taking the point on the straight line where the tire section width is located as the center of the circle, and using the outer end point of the shoulder and the intersection point of the straight line where the tire section width is located and the crown outer contour curve as two points on the circle to make an arc, determine the upper sidewall arc;

[0023] Draw the curve at the mold bead according to the contour parameters;

[0024] Taking the point on the straight line where the tire section width is located as the center of the circle, and using the intersection point of the straight line where the tire section width is located and the crown outer contour curve as a point on the circle to make an arc, and making the arc tangent to the curve at the mold bead to determine the lower sidewall arc. Through the design of the mold contour, this technical solution cooperates with the tire tread pattern design, reduces the shoulder thickness, enhances the rigidity of the shoulder part, and reduces the rolling resistance of the tire.

[0025] In some of these embodiments, in the step of determining the crown outer contour curve, the crown outer contour curve sequentially includes a first crown arc, a second crown arc, and a third crown arc from the crown center line to the outer end point of the shoulder. Among them, the radius TR1 of the first crown arc satisfies the following relationship with the nominal section width NSW of the tire

[0026] TR1 = NSW × (420% - 460%), the crown arc radius TR2 of the second tire satisfies TR2 = NSW × (290% - 330%) with respect to the nominal section width NSW of the tire, and the crown arc radius TR3 of the third tire satisfies TR3 = NSW × (55% - 95%) with respect to the nominal section width NSW of the tire; the horizontal distance BP1 of the first crown arc length with respect to the tread width TDW of the tire satisfies BP1 = 1 / 2 TDW × (30% - 35%), the horizontal distance BP2 of the second crown arc length with respect to the tread width TDW of the tire satisfies BP2 = 1 / 2 TDW × (30% - 35%), and the horizontal distance BP3 of the third crown arc length with respect to the tread width TDW of the tire satisfies BP3 = 1 / 2 TDW × (35% - 40%). By adjusting the curvature radius of the crown outer contour arc in this technical solution, the curvature radius of the crown outer contour curve is increased, the rotation radius of the tire shoulder area is increased, so that the tire has a smaller centrifugal force during driving, which can effectively reduce the rolling resistance of the tire and improve the high-speed performance of the tire; it also increases the curvature of the tire tread part, which can improve the tension of the belt layer and the rigidity of the tire tread part, avoiding problems such as tread bending and partial area not grounding when the tire makes a sharp turn, and improving the handling, braking and wear performance of the tire; by adjusting the horizontal distance of the crown outer contour arc length, the weight of the tire tread area gradually decreases from the middle to the tire shoulder, reducing the weight of the tire shoulder area, which is beneficial to reducing the rolling resistance.

[0027] In some of these embodiments, in the step of determining the crown inner contour curve, the distance h between the highest point of the central part of the mold crown and the outer end point of the tire shoulder area satisfies h = NSW × (2% - 4%) with respect to the nominal section width NSW of the tire; the tire thickness T1 in the range of 70% - 90% of the tread width in the mold tire shoulder area and the tire thickness T2 at the center of the mold crown satisfy T1 = T2 × (70% - 95%). The above design of this technical solution reduces the thickness of the tire shoulder area, reduces the use of materials, reduces the weight of the tire shoulder area, and reduces the rolling resistance.

[0028] In some of these embodiments, in the step of determining the crown inner contour curve, the crown inner contour curve successively includes a fourth crown arc, a fifth crown arc and a sixth crown arc from the crown center line to the outer side of the tire shoulder, where

[0029] TR4 = NSW × (600% - 640%), the fifth crown arc radius TR5 satisfies TR5 = NSW × (410% - 450%), and the sixth crown arc radius TR6 satisfies TR6 = NSW × (80% - 120%) with respect to the nominal section width NSW of the tire; the horizontal distance BP4 of the fourth crown arc length with respect to the tread width TDW of the tire satisfies

[0030] BP4 = 1 / 2 TDW × (30% - 35%), the horizontal distance BP5 of the fifth crown arc length satisfies BP5 = 1 / 2 TDW × (30% - 35%) with respect to the tire tread width TDW, and the horizontal distance BP6 of the sixth crown arc length satisfies BP6 = 1 / 2 TDW × (35% - 40%) with respect to the tire tread width TDW. Through the above adjustment design of the crown inner contour curve in this technical solution, the thickness of the tire shoulder area is reduced, the weight of the shoulder area is reduced, the rolling resistance is reduced, and the problem of tread bending during high-speed driving of the tire is avoided.

[0031] In some of these embodiments, the tire structure design steps include the following steps:

[0032] Determine the apex height according to the sidewall height dimension of the tire design specifications;

[0033] Determine the tire tread size according to the tire tread width and longitudinal groove depth designed by the mold;

[0034] Determine the sidewall size according to the mold sidewall contour and the wheel rim protection position in combination with the apex height, wherein the mold sidewall contour includes an upper sidewall arc, a lower sidewall arc, and a curve at the bead, and the straight-line distance h1 from the end point of the wheel rim protection position to the bead line is 25 - 30 mm;

[0035] Determine the tire carcass width according to the mold contour and the position of the tire longitudinal groove. The tire structure design of this technical solution can improve the rolling resistance performance and driving comfort of the tire, and increase the critical speed of the tire when generating a standing wave during high-speed driving.

[0036] In some of these embodiments, in the tire structure design steps, the apex height APEX satisfies APEX = NSW × SE × (20% - 25%) with respect to the nominal section width NSW of the tire and the tire series SE; the tire adopts a single-layer carcass structure that is turned up to the crown, and the turned-up end point is located between two adjacent tread grooves in the shoulder area. Through the tire structure design of this technical solution, the number of end points in the tire bead area can be reduced, the distance between the end points can be increased, the force on the sidewall area of the tire during driving can be more uniform, the force transition can be smoother, and the problem of stress concentration can be avoided, thereby improving the rolling resistance performance and driving comfort of the tire, and increasing the critical speed of the tire when generating a standing wave during high-speed driving.

[0037] In addition, on the other hand, the present invention also provides a tire prepared by using the above high-performance tire design method. The tire obtained by the high-performance tire design method of the present invention has the advantages of reducing the tire weight, improving the comfort and handling performance, shortening the braking distance, reducing the rolling resistance, and improving the high-speed performance.

[0038] Based on the above technical solutions, the high-performance tire design method in the embodiments of the present invention can not only reduce the use of materials, but also improve the handling and comfort of the tire, shorten the braking distance of the tire, reduce the rolling resistance of the tire, and improve the high-speed performance of the tire. The tire tread pattern design step adjusts the transverse groove bottom curve obtained by upwardly offsetting the inner contour curve of the crown from the bottom of the outermost groove of the crown to the intersection of the inner contour curve and the outer contour curve of the crown, and cooperates with the mold contour design to further reduce the thickness of the shoulder area. At the same time, it can also avoid the problem of the bottom of the shoulder transverse groove showing the wire due to the too deep depth of the shoulder transverse groove during the production process; by adjusting the outer contour curve and the inner contour curve of the crown, increasing the curvature radius of the inner and outer contour curves of the crown, increasing the rotation radius of the shoulder area of the tire, making the tire have a smaller centrifugal force during driving, effectively reducing the rolling resistance of the tire, and improving the high-speed performance of the tire; the tire structure design step can reduce the number of endpoints in the bead area and increase the distance between the endpoints through the design of the height of the apex and the single carcass ultra-high turn-up design, making the force on the sidewall area of the tire more uniform during driving, the transition of the force smoother, and avoiding the problem of stress concentration, thereby improving the rolling resistance performance and driving comfort of the tire, and increasing the critical speed of the tire when traveling at high speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The drawings described herein are used to provide a further understanding of the present invention, and constitute a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0040] Figure 1 is a schematic structural diagram of a traditional design tire;

[0041] Figure 2 is a schematic structural diagram of the tire mold contour of the present invention;

[0042] Figure 3 is a schematic structural diagram of the tire of the present invention;

[0043] Figure 4 is a comparison diagram of the tire mold contour of the present invention and the tire mold contour of the traditional structural design.

[0044] In each figure: 110, inner contour curve of the crown; 120, transverse groove bottom curve; 130, first curve; 140, first perpendicular line; 150, second perpendicular line; 160, first straight line; 170, upper sidewall arc; 180, lower sidewall arc; 190, curve at the mold bead.

[0045] 200, crown; 300, carcass; 400, apex; 500, sidewall rubber; 600, bead rubber; 700, joint line between sidewall rubber and bead rubber.

[0046] TDW: Tire tread width;

[0047] SW: Tire section width;

[0048] TR1: The first crown arc radius of Example 1, TR2: The second crown arc radius of Example 1, TR3: The third crown arc radius of Example 1, TR4: The fourth crown arc radius of Example 1, TR5: The fifth crown arc radius of Example 1, TR6: The sixth crown arc radius of Example 1;

[0049] TR1’: The first crown arc radius of Comparative Example 1, TR2’: The second crown arc radius of Comparative Example 1, TR3’: The third crown arc radius of Comparative Example 1, TR4’: The fourth crown arc radius of Comparative Example 1, TR5’: The fifth crown arc radius of Comparative Example 1, TR6’: The sixth crown arc radius of Comparative Example 1;

[0050] BP1: The horizontal distance of the first crown arc length of Example 1, BP2: The horizontal distance of the second crown arc length of Example 1, BP3: The horizontal distance of the third crown arc length of Example 1;

[0051] BP1’: The horizontal distance of the first crown arc length of Comparative Example 1, BP2’: The horizontal distance of the second crown arc length of Comparative Example 1, BP3’: The horizontal distance of the third crown arc length of Comparative Example 1;

[0052] h: The distance between the highest point of the center part of the mold crown of Example 1 and the outer end point of the shoulder area;

[0053] h’: The distance between the highest point of the center part of the mold crown of Comparative Example 1 and the outer end point of the shoulder area;

[0054] h1: Rim protection height;

[0055] A: Outer end point of the shoulder, B; The intersection point of the straight line where the outer end point of the shoulder and the tire section width is located and the outer contour curve of the crown, C: The intersection point of the first perpendicular line and the sixth crown arc, D: The intersection point of the second perpendicular line and the first curve, E: The end point of the carcass reverse wrap. Detailed implementation mode

[0056] Next, the technical solutions in the embodiments will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0057] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "lateral", "longitudinal", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present invention. The terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", "third" may explicitly or implicitly include one or more of such features.

[0058] As shown in the Figure 2 and Figure 3 accompanying drawings, it is a schematic structural diagram of the high-performance tire design of the present invention. The high-performance tire design method of the present invention includes a mold profile design step, a tire tread pattern design step, and a tire structure design step. Among them, the mold profile design step includes the following steps:

[0059] Calculate the curvature radius and the horizontal distance of the arc length of each segmented crown outer contour arc according to the contour parameters to obtain the crown outer contour curve;

[0060] Adjust the curvature radius of each segmented crown inner contour arc according to the contour design parameters of the center part of the mold crown 200 and the mold shoulder area within the range of 70%-90% of the running surface width and in combination with the range of the curvature radius of the arc length of each segmented crown inner contour arc and the horizontal distance range to determine the crown inner contour curve 110;

[0061] Taking the point on the straight line where the tire section width is located as the center of the circle, and using the outer end point A of the shoulder and the intersection point B of the straight line where the tire section width SW is located and the crown outer contour curve as two points on the circle to make an arc to determine the upper sidewall arc 170;

[0062] Draw the curve 190 at the bead of the mold according to the contour parameters;

[0063] Taking the point on the straight line where the tire section width is located as the center of the circle, and using the point B as a point on the circle to make an arc, and making the arc tangent to the curve 190 at the bead of the mold to determine the lower sidewall arc 180.

[0064] Through the above-mentioned mold contour design steps, the present invention makes the weight of the tire tread area gradually decrease from the middle to the tire shoulder, reducing the weight of the tire shoulder; compared with the traditional tire design, the present invention increases the curvature radius of the inner and outer contour curves of the tire crown, increases the rotation radius of the tire shoulder area, enables the tire to have a smaller centrifugal force during driving, can effectively reduce the rolling resistance of the tire, and improve the high-speed performance of the tire; compared with the traditional tire design, the present invention increases the curvature of the tire tread part, can improve the tension of the belt layer, enhance the rigidity of the tire tread part, avoid the problems of tread bending and partial area not grounding when the tire makes a sharp turn, and improve the handling, braking and wear performance of the tire; since the sidewall area is more likely to deform, compared with the traditional tire design, the upper part of the sidewall of the present invention has a larger contour, which can further transfer the tread deformation to the upper sidewall area to avoid the tread bending problem when the tire makes a sharp turn; the curve radius at the bead of the present invention is 1.5-2.0 times that of the traditional tire design at the bead, ensuring that the lower curve of the sidewall has a smaller curvature radius compared with the traditional design curve, which can reduce the deformation transfer from the tire bead to the upper sidewall area of the tire, thereby reducing heat generation and the rolling resistance of the tire; the mold rim protection structure adopts a small chamfer design, cancels the rim protection platform structure, reduces the tire material cost while playing a role in protecting the rim, and can further reduce the unsprung weight of the vehicle and improve the driving stability of the vehicle.

[0065] In the step of determining the outer contour curve of the tire crown of the present invention, the outer contour curve of the tire crown is sequentially divided into a first crown arc, a second crown arc and a third crown arc from the center line of the crown 200 to the outer end point A of the tire shoulder. Among them, the relationship between the radius TR1 of the first crown arc and the nominal section width NSW of the tire satisfies

[0066] TR1 = NSW×(420%-460%), the relationship between the radius TR2 of the second crown arc and the nominal section width NSW of the tire satisfies TR2 = NSW×(290%-330%), and the relationship between the radius TR3 of the third crown arc and the nominal section width NSW of the tire satisfies TR3 = NSW×(55%-95%); the proportion of the horizontal distance BP1 of the length of the first crown arc in the tire tread width TDW is BP1 = 1 / 2TDW×(30%-35%), the proportion of the horizontal distance BP2 of the length of the second crown arc in the tire tread width TDW is BP2 = 1 / 2TDW×(30%-35%), and the proportion of the horizontal distance BP3 of the length of the third crown arc in the tire tread width TDW is BP3 = 1 / 2TDW×(35%-40%).

[0067] In the step of determining the inner contour curve 110 of the tread crown of the present invention, the distance h between the highest point of the central part of the mold tread crown 200 and the outer end point A of the shoulder region satisfies h = NSW×(2% - 4%); the relationship between the tire thickness T1 in the range of 70% - 90% of the tread width of the mold shoulder region and the tire thickness T2 at the center of the mold tread crown 200 satisfies T1 = T2×(70% - 95%). The inner contour curve 110 of the tread crown successively includes a fourth tread crown arc, a fifth tread crown arc, and a sixth tread crown arc from the center line of the tread crown 200 to the outside of the shoulder. The intersection point of the second perpendicular line 150 drawn from the outer end point A of the shoulder to the straight line where the tire section width SW is located and the inner contour curve 110 of the tread crown is the end point of the sixth tread crown arc. Among them, the relationship between the radius TR4 of the fourth tread crown arc and the nominal section width NSW of the tire satisfies

[0068] TR4 = NSW×(600% - 640%), the relationship between the radius TR5 of the fifth tread crown arc and the nominal section width NSW of the tire satisfies TR5 = NSW×(410% - 450%), and the relationship between the radius TR6 of the sixth tread crown arc and the nominal section width NSW of the tire satisfies TR6 = NSW×(80% - 120%); the horizontal distance BP4 of the length of the fourth tread crown arc satisfies BP4 = BP1 = 1 / 2TDW×(30% - 35%), the horizontal distance BP5 of the length of the fifth tread crown arc satisfies BP5 = BP2 = 1 / 2TDW×(30% - 35%), and the horizontal distance BP6 of the length of the sixth tread crown arc satisfies BP6 = BP3 = 1 / 2TDW×(35% - 40%).

[0069] The steps of designing the tread pattern of the tire of the present invention include the following steps:

[0070] Based on the relationship between the starting points of the inner sides of different longitudinal grooves and the tread width TDW of the tire respectively, determine the positions of the starting points of the corresponding longitudinal grooves on the inner sides and adjust the depths of the corresponding longitudinal grooves; among them, based on 13% - 17% of half of the tread width TDW of the tire, determine the position of the starting point of the inner side of the central longitudinal groove, that is, the position of the starting point of the inner side of the central longitudinal groove is located at 13% - 17% of half of the tread width TDW of the tire; based on 56% - 68% of half of the tread width TDW of the tire, determine the position of the starting point of the inner side of the shoulder longitudinal groove, that is, the position of the starting point of the inner side of the shoulder longitudinal groove is located at 56% - 68% of half of the tread width TDW of the tire; adjust the depth of the shoulder longitudinal groove to 70% - 95% of the depth of the central longitudinal groove;

[0071] Shift the inner contour curve 110 between the bottom of the outermost tread groove of the tread crown 200 and the intersection point of the inner contour curve 110 and the outer contour curve of the tread crown upward by 1.5 - 2.5 mm to obtain the bottom curve 120 of the shoulder transverse groove;

[0072] Adjust the curve 120 at the bottom of the shoulder transverse groove, replace the curve segment in the middle of the curve 120 at the bottom of the shoulder transverse groove with a straight line segment to obtain the inner contour curve of the bottom of the shoulder transverse groove. Through the above settings of the tire tread groove positions, the weight of the tire shoulder can be further reduced, the rolling resistance of the tire can be decreased, and the wet drainage performance of the tire during cornering can be improved.

[0073] Among them, the adjustment of the curve 120 at the bottom of the shoulder transverse groove includes the following steps:

[0074] Make a first perpendicular line 140 from a point on the crown outer contour curve that is offset 15 - 20 mm inward from the outer end point A of the tire shoulder to the curve 120 at the bottom of the shoulder transverse groove. The intersection point of the first perpendicular line 140 and the curve 120 at the bottom of the shoulder transverse groove is C;

[0075] Offset the curve 120 at the bottom of the shoulder transverse groove upward by 0.8 - 1.5 mm to obtain a first curve 130;

[0076] Make a second perpendicular line 150 from the outer end point A of the tire shoulder to the straight line where the tire section width SW is located. The intersection point of the second perpendicular line 150 and the first curve 130 is D;

[0077] Connect the intersection point C of the first perpendicular line 140 and the sixth crown arc and the intersection point D of the second perpendicular line 150 and the first curve 130 to obtain a first straight line 160;

[0078] Take the curve 120 at the bottom of the shoulder transverse groove inside the intersection point C of the first perpendicular line 140 and the sixth crown arc, the first straight line 160, the first straight line 160, and the first curve 130 outside the intersection point of the second perpendicular line 150 and the first curve 130 as the inner contour curve of the bottom of the shoulder transverse groove, that is, take the curve 120 at the bottom of the shoulder transverse groove inside point C, the first straight line 160 between point C and point D, and the first curve 130 outside point D as the inner contour curve of the bottom of the shoulder transverse groove; among them, the first curve 130 outside the intersection point of the second perpendicular line 150 and the first curve 130 is tangent to the first straight line 160 and the upper sidewall arc 170 respectively, and its radius is 5 - 15 mm.

[0079] Through the above steps of the tire tread pattern design of the present invention, the thickness of the tire shoulder can be further reduced in cooperation with the mold contour design. At the same time, it can also avoid the problem of the bottom of the shoulder transverse groove showing the wire due to the excessive depth of the shoulder transverse groove during the tire production process, and reduce the defective rate.

[0080] The tire structure design of the present invention includes the following steps:

[0081] According to the sidewall height dimension of the tire design specifications, determine the height of the apex 400. Among them, the relationship between the height APEX of the apex 400 and the nominal section width NSW of the tire and the tire series SE satisfies APEX = NSW × SE × (20% - 25%);

[0082] Determine the tire tread size according to the width of the tire running surface and the depth of the longitudinal groove designed by the mold;

[0083] Determine the sidewall size according to the sidewall contour of the mold and the position of the rim protection, and in combination with the height of the chafer 400. Among them, the sidewall contour of the mold includes the upper sidewall arc, the lower sidewall arc and the curve at the bead. The straight-line distance h1 from the end point of the rim protection position to the bead line is 25 - 30 mm, and the length of the overlapping line between the sidewall rubber 500 and the bead rubber 600 is 25 - 35 mm;

[0084] Determine the width of the tire carcass 300 according to the mold contour and the position of the longitudinal groove of the tire. Among them, the tire adopts a single-layer carcass structure that is turned up to the crown 200, and the turned-up end point is located below the tread block between the shoulder tread groove and the adjacent tread groove.

[0085] Through the above tire structure design steps of the present invention, the number of end points in the bead area and the shoulder area of the tire tread can be reduced, the distance between the end points can be increased, so that the force on the sidewall area of the tire is more uniform during driving, the transition of the force is smoother, and the problem of stress concentration is avoided, thereby improving the rolling resistance performance and driving comfort of the tire. Since the tread area accounts for about 50% of the total weight of the tire, the lower sidewall accounts for about 30% of the total weight of the tire, and the upper sidewall accounts for about 20% of the total weight of the tire, the weight difference between the upper and lower sidewalls of the tire will reduce the critical speed of tire standing wave occurrence during high-speed driving. Therefore, the above tire structure design steps of the present invention can also increase the critical speed of tire standing wave occurrence during high-speed driving.

[0086] Based on the above high-performance tire design method, the present invention also provides a tire prepared by using the above high-performance tire design method. Through the above high-performance tire design method of the present invention, the tire weight can be effectively reduced. According to the tire moment of inertia formula

[0087]

[0088] where J represents the moment of inertia, m represents the tire weight, R1 represents the radius at the bead of the tire, and R2 represents the radius at the tread of the tire,

[0089] it can be seen that a lower weight can reduce the moment of inertia of the tire, thereby reducing the inertia of the whole vehicle and shortening the braking distance of the vehicle.

[0090] In order to introduce the high-performance tire design method and tire provided by the embodiments of the present invention more clearly and in detail, the following will be described in combination with specific embodiments.

[0091] Example 1

[0092] Tire specification: A pneumatic safety tire with an outer diameter of 628 mm, a section width of 226 mm, and a rim diameter of 16 inches, with a load capacity of 205 / 55R16;

[0093] The high-performance tire design method of this embodiment includes the following steps:

[0094] S1. Mold contour design step:

[0095] S11. Calculate the curvature radius and arc length horizontal distance of each segmented crown outer contour arc according to the contour parameters, and determine the crown outer contour curve. Among them, the mold tread groove depth is 8.3 mm, the tire tread width TDW is 168.88 mm, and the contour design depth of the mold shoulder area at 86% of the tread width is 7.12 mm; the nominal section width NSW of the tire is 205 mm, and the distance between the highest point of the center part of the mold crown 200 and the outer end point of the shoulder area (i.e., the height difference between the center position and the shoulder)

[0096] h = NSW × 3.31% = 6.792 mm; the horizontal distance of the first crown arc length

[0097] BP1 = 1 / 2 TDW × 33% = 27.86 mm, the horizontal distance of the second crown arc length

[0098] BP2 = 1 / 2 TDW × 33% = 27.86 mm, the horizontal distance of the third crown arc length

[0099] BP3 = 1 / 2 TDW × 34% = 28.71 mm; the first crown arc radius TR1 = NSW × 444% = 910.2 mm, the second crown arc radius TR2 = NSW × 311% = 637.55 mm, the third crown arc radius TR3 = NSW × 75% = 153.75 mm;

[0100] S12. Adjust the curvature radius of the corresponding segmented crown inner contour arc according to the contour design parameters of the center part of the mold crown 200 and the mold shoulder area within the range of 70% - 90% of the tread width and in combination with the curvature radius and arc length range of each segmented crown inner contour arc, and determine the crown inner contour curve 110. Among them, the fourth crown arc radius TR4 = NSW × 619% = 1268.95 mm, the fifth crown arc radius TR5 = NSW × 433% = 887.65 mm, the sixth crown arc radius TR6 = NSW × 104% = 213.2 mm;

[0101] S13. Determine the upper sidewall arc 170 and the lower sidewall arc 180. Among them, the radius of the curve 190 at the mold bead is 20 mm, the radius of the upper arc of the rim protection curve is 20 mm, the radius of the lower arc is 18 mm, and the rim platform structure is cancelled;

[0102] S2. Tire tread pattern design steps:

[0103] S21. Shift the inner contour curve 110 of the crown from the bottom of the outermost groove of the crown 200 to the intersection of the inner contour curve of the crown and the outer contour curve of the crown upward by 1.5 mm to obtain the transverse groove bottom curve 120;

[0104] S22. Shift the transverse groove bottom curve 120 upward by 1.5 mm to obtain the first curve 130;

[0105] S23. Draw a first perpendicular line 140 from a point on the outer contour curve of the crown that is 15 mm inward from the outer end point A of the shoulder to the sixth crown arc;

[0106] S24. Draw a second perpendicular line 150 from the outer end point A of the shoulder to the straight line where the tire section width SW is located;

[0107] S25. Connect the intersection point F of the first perpendicular line 140 and the sixth crown arc and the intersection point G of the second perpendicular line 150 and the first curve 130 to obtain the first straight line 160;

[0108] S26. Use the first straight line 160 and the transverse groove bottom curve 120 inside the intersection point F of the first perpendicular line 140 and the sixth crown arc as the inner contour of the shoulder transverse groove bottom;

[0109] S3. Tire structure design steps:

[0110] S31. Determine the height of the apex 400 according to the sidewall height dimension of the tire design specifications. The height of the apex 400, APEX = NSW × SE × 22% = 25 mm;

[0111] S32. Determine the tire tread size according to the mold tread contour and the groove depth. Among them, the thickness of the crown rubber in the middle of the crown 200 is 7 mm, and the thickness of the shoulder rubber is 7.7 mm;

[0112] S33. Determine the sidewall size according to the mold sidewall contour and the rim protection position and in combination with the height of the apex 400. Among them, the overlapping line between the sidewall rubber 500 and the bead filler 600 is 25 mm;

[0113] S34. Determine the width of the tire carcass 300 according to the mold contour and the position of the tire tread grooves. Adopt a single-layer carcass structure. The width of the carcass 300 is 710 mm. The single-layer carcass structure is turned up to the crown 200, and the turned-up end point is located between the adjacent tread grooves in the shoulder area.

[0114] S4. The tire is prepared by using the one-step crown-to-side (T0S) forming method.

[0115] Comparative Example 1

[0116] Tire specification: An inflated safety tire with an outer diameter of 628 mm, a section width of 226 mm, and a rim diameter of 16 inches, with a load capacity of 205 / 55R16;

[0117] The tire design method of this comparative example includes the following steps:

[0118] S1. Mold contour design step:

[0119] S11. Calculate the curvature radius and arc length horizontal distance of each segmented crown outer contour arc according to the contour parameters to determine the crown outer contour curve. Among them, the mold tread groove depth is 8.3 mm, the tire tread width TDW’ is 168.88 mm, and the contour design depth of the mold shoulder area at 86% of the tread width is 8.3 mm; the tire nominal section width NSW’ is 205 mm, and the distance between the highest point of the center part of the mold crown 200 and the outer end point of the shoulder area (i.e., the height difference between the center position and the shoulder)

[0120] h’ = NSW’ × 3.77% = 7.730 mm; The horizontal distance of the first crown arc length

[0121] BP1’ = 1 / 2TDW’ × 36.7% = 30.99 mm, the horizontal distance of the second crown arc length

[0122] BP2’ = 1 / 2TDW’ × 36.7% = 30.99 mm, the horizontal distance of the third crown arc length

[0123] BP3 = 1 / 2TDW × 26.6% = 22.46 mm; The radius of the first crown arc

[0124] TR1’ = NSW’ × 334% = 684.7 mm, the radius of the second crown arc TR2’ = NSW’ × 180% = 369 mm, the radius of the third crown arc TR3’ = NSW’ × 93% = 190.65 mm;

[0125] S12. Offset the outer contour curve inward by 8.3 mm to obtain the crown inner contour curve 110. Among them, the radius of the fourth crown arc TR4’ = TR1 = 910.2 mm, the radius of the fifth crown arc TR5’ = TR2 = 637.55 mm, and the radius of the sixth crown arc TR6’ = TR3 = 153.75 mm;

[0126] S13. Determine the upper sidewall arc 170 and the lower sidewall arc 180. Among them, the radius of the curve 190 at the mold bead is 10 mm, the radius of the upper arc of the rim guard curve is 30 mm, the radius of the lower arc is 25 mm, and the width of the rim guard platform is 3.4 mm;

[0127] S2. Tire tread pattern design step:

[0128] Shift the inner crown contour curve 110 between the bottom of the outermost tread groove of the crown 200 and the intersection of the inner crown contour curve and the outer crown contour curve upward by 1.0 mm to obtain the transverse groove bottom curve, which serves as the inner contour of the shoulder transverse groove bottom;

[0129] S3. Tire structure design steps:

[0130] S31. Determine the height of the apex 400 according to the sidewall height dimension of the tire design specification. The height of the apex 400, APEX’ = NSW’ × SE × 31% = 35 mm;

[0131] S32. Determine the tire tread size according to the mold tread contour and the tread groove depth. Among them, the thickness of the crown 200 middle rubber compound is 7 mm, and the thickness of the shoulder rubber compound is 8.7 mm;

[0132] S33. Determine the sidewall size according to the mold sidewall contour and the rim protection position and in combination with the height of the apex 400. Among them, the overlapping line of the sidewall rubber 500 and the bead filler 600 is 15 mm;

[0133] S34. Determine the width of the tire carcass 300 according to the mold contour and the position of the tire tread groove. Adopt a two-layer carcass structure. The width of the first-layer carcass is 540 mm, and the width of the second-layer carcass is 440 mm.

[0134] S4. Prepare the tire by using the one-step crown wrapping side (T0S) forming method.

[0135] Perform performance tests on the tires prepared in Example 1 and Comparative Example 1. The test results are shown in Table 1. Among them, the rolling resistance test is based on ISO28580, the high-speed performance test reference standard is GB / T4502, the braking distance test reference standard is GB / T36986, and the initial braking speed for the dynamic detection of braking performance is 100 km / h.

[0136] Table 1 Tire performance test table of Example 1 and Comparative Example 1

[0137]

[0138] As can be seen from Table 1, for the tire prepared by the traditional tire design method in Comparative Example 1, its tire weight is greater than that of Example 1, its rolling resistance coefficient and braking distance are both greater than those of Example 1, and the sidewall burst time in the high-speed performance test is less than that of Example 1. This shows that the tire prepared by the tire design method of the present invention has low rolling resistance, high grip and excellent high-speed performance. Moreover, the shoulder thickness of Example 1 is reduced compared with the traditional design, which plays a role in reducing the weight of the tire shoulder area, reducing the rolling resistance of the tire, and improving the high-speed performance of the tire. In addition, the tire weight is reduced, the materials used are reduced, and the tire material cost is reduced.

[0139] The tires prepared in Example 1 and Comparative Example 1 were evaluated in actual vehicles. The evaluation results are shown in Table 2. Among them, the rolling comfort test was as follows: The vehicle was driven at a constant speed of 60 km / h, and the absorption ability of the tire for small vibrations on a flat road surface and the uniformity performance of the tire were evaluated by feeling the vibrations on the vehicle seat and the steering wheel. Tire hop refers to the vertical hop of the tire when rolling on a flat road. Front axle impact and rear axle impact characterize the buffering ability of the tire for irregular road surfaces. The test vehicle speed is generally about 60 km / h. By passing through breakages, potholes or speed bumps, etc., the vertical impact feeling of the vehicle and the hysteresis feeling after the impact were felt. Stability mainly involves the grip ability of the tire and whether the yaw of the vehicle appears abruptly when breaking through the grip force limit, so as to judge the stability of the vehicle. The hysteresis feeling mainly evaluates the speed of yaw and torque feedback when the tire is steered. It is related to the relaxation coefficient, tire pressure and aspect ratio of the tire. The evaluation method is that the vehicle travels in a straight line at medium and high speeds, with transient inputs (step, pulse, single and double lane changes, etc.). The input feedback is basically similar to the hysteresis, that is, the torque from the steering wheel and the yaw angular velocity feedback of the vehicle when the steering wheel angle is input. The sense of security is equivalent to a general description of the handling and stability performance of the tire. The tire gives the driver a more obvious force feedback, the yaw angular velocity response hysteresis is smaller, the linear region is higher, there is a more obvious force feedback when breaking through the linear region, and the overshoot when breaking through the grip force limit is relatively linear and the grip force recovery is also relatively rapid, etc. Generally, based on the above information, an overall evaluation is made on whether the handling and stability performance of the tire gives the driver a good sense of security or not.

[0140] Table 2 Actual vehicle evaluation results of the tires prepared in Example 1 and Comparative Example 1

[0141]

[0142] As can be seen from Table 2, compared with the tire prepared by using the high-performance tire design method of the present invention in Example 1, the tire prepared by using the traditional tire design method in Comparative Example 1 was evaluated in actual vehicles. Example 1 is superior to Comparative Example 1 in terms of comfort and handling and stability, indicating that the tire prepared by using the high-performance tire design method of the present invention has excellent comfort and handling and stability.

[0143] Since the tread thickness in the middle part of the tire designed by the method of the present invention does not change, the impact feeling of the tire does not only become worse, but after the shoulder thickness of the tire is reduced, the rigidity of its shoulder increases, which can shorten the hysteresis time after the tire impact and improve the overall impact feeling; at the same time, the increase in the rigidity of the tire shoulder can also improve the grip force limit of the tire and shorten the hysteresis time of the tire turning.

[0144] In summary, the high-performance tire design method of the present invention can not only reduce the use of materials, but also improve the controllability and comfort of the tire, shorten the braking distance of the tire, reduce the rolling resistance of the tire, and improve the high-speed performance of the tire.

[0145] 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 them; although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that it is still possible to modify the specific implementation manners of the present invention or perform equivalent replacements on some technical features; without departing from the spirit of the technical solutions of the present invention, they should all be covered within the scope of the technical solutions claimed by the present invention.

Claims

1. A high-performance tire design method, characterized in that, Including a mold contour design step, a tire tread pattern design step, and a tire structure design step. Among them, the tire tread pattern design step includes the following steps: Based on the relationship between the starting points inside different longitudinal grooves and the width of the tire running surface respectively, determine the positions of the corresponding starting points inside the longitudinal grooves, and adjust the depths of the corresponding longitudinal grooves; Shift the crown inner contour curve obtained in the mold contour design step upward by a certain distance to obtain the bottom curve of the shoulder transverse groove; Adjust the bottom curve of the shoulder transverse groove, and replace the curve segment in the middle of the bottom curve of the shoulder transverse groove with a straight line segment to obtain the inner contour curve of the bottom of the shoulder transverse groove.

2. The high-performance tire design method according to claim 1, wherein, Based on the relationship between the starting points inside different longitudinal grooves and the width of the tire running surface respectively, determine the positions of the corresponding starting points inside the longitudinal grooves, and adjust the depths of the corresponding longitudinal grooves. Specifically, it includes the following steps: Based on 13%-17% of half of the width of the tire running surface, determine the position of the starting point inside the middle longitudinal groove; Based on 56%-68% of half of the width of the tire running surface, determine the position of the starting point inside the shoulder longitudinal groove, and adjust the depth of the shoulder longitudinal groove to 70%-95% of the depth of the middle longitudinal groove.

3. The high-performance tire design method according to claim 1, characterized in that The adjustment of the bottom curve of the shoulder transverse groove includes the following steps: Offset 15-20 mm inward from the outer end point of the tire shoulder to a point on the crown outer contour curve obtained in the mold contour design step, and draw a first perpendicular line to the crown inner contour curve; Shift the bottom curve of the shoulder transverse groove upward by 0.8-1.5 mm to obtain a first curve; Draw a second perpendicular line from the outer end point of the tire shoulder to the straight line where the tire section width is located; Connect the intersection point of the first perpendicular line and the crown inner contour curve and the intersection point of the second perpendicular line and the first curve to obtain a first straight line; Use the bottom curve of the shoulder transverse groove inside the intersection point of the first perpendicular line and the crown inner contour curve, the first straight line, and the first curve outside the intersection point of the second perpendicular line and the first curve as the inner contour curve of the bottom of the shoulder transverse groove.

4. The high-performance tire design method according to claim 1, characterized in that, The mold contour design step includes the following steps: Calculate the curvature radius and the horizontal distance of the arc length of each segmented crown outer contour arc according to the contour parameters, and determine the crown outer contour curve; According to the contour design parameters of the center part of the mold crown and the mold shoulder area within the range of 70%-90% of the running surface width, combined with the range of the curvature radius of each segmented crown inner contour arc and the range of the horizontal distance of the arc length, adjust the curvature radius of each segmented crown inner contour arc accordingly, and determine the crown inner contour curve; With the point on the straight line where the tire section width is located as the center, and the outer end point of the tire shoulder and the intersection point of the straight line where the tire section width is located and the crown outer contour curve as two points on the circle, draw an arc to determine the upper sidewall arc; Draw the curve at the mold bead according to the contour parameters; With the point on the straight line where the tire section width is located as the center, and the intersection point of the straight line where the tire section width is located and the crown outer contour curve as the point on the circle, draw an arc, and make the arc tangent to the curve at the mold bead to determine the lower sidewall arc.

5. The high-performance tire design method according to claim 4, characterized in that In the step of determining the crown outer contour curve, the crown outer contour curve sequentially includes a first crown arc, a second crown arc, and a third crown arc from the crown center line to the outer end point of the tire shoulder. Among them, The radius of the first crown arc TR1 and the nominal section width NSW of the tire satisfy TR1 = NSW × (420% - 460%), the radius of the second crown arc TR2 and the nominal section width NSW of the tire satisfy TR2 = NSW × (290% - 330%), and the radius of the third crown arc TR3 and the nominal section width NSW of the tire satisfy TR3 = NSW × (55% - 95%); The horizontal distance BP1 of the length of the first crown arc and the tread width TDW of the tire satisfy BP1 = 1 / 2 TDW × (30% - 35%), the horizontal distance BP2 of the length of the second crown arc and the tread width TDW of the tire satisfy BP2 = 1 / 2 TDW × (30% - 35%), and the horizontal distance BP3 of the length of the third crown arc and the tread width TDW of the tire satisfy BP3 = 1 / 2 TDW × (35% - 40%).

6. The high-performance tire design method according to claim 4, characterized in that, In the step of determining the inner contour curve of the crown, the distance h between the highest point of the central part of the crown of the mold and the outer end point of the shoulder area and the nominal section width NSW of the tire satisfy h = NSW × (2% - 4%); The tire thickness T1 in the range of 70% - 90% of the tread width in the shoulder area of the mold and the tire thickness T2 at the center of the crown of the mold satisfy T1 = T2 × (70% - 95%).

7. The high-performance tire design method according to claim 4, characterized in that In the step of determining the inner contour curve of the crown, the inner contour curve of the crown successively includes the fourth crown arc, the fifth crown arc, and the sixth crown arc from the crown center line to the outside of the shoulder, where The radius of the fourth crown arc TR4 and the nominal section width NSW of the tire satisfy TR4 = NSW × (600% - 640%), the radius of the fifth crown arc TR5 satisfies TR5 = NSW × (410% - 450%), and the radius of the sixth crown arc TR6 and the nominal section width NSW of the tire satisfy TR6 = NSW × (80% - 120%); The horizontal distance BP4 of the length of the fourth crown arc and the tread width TDW of the tire satisfy BP4 = 1 / 2 TDW × (30% - 35%), the horizontal distance BP5 of the length of the fifth crown arc and the tread width TDW of the tire satisfy BP5 = 1 / 2 TDW × (30% - 35%), and the horizontal distance BP6 of the length of the sixth crown arc and the tread width TDW of the tire satisfy BP6 = 1 / 2 TDW × (35% - 40%).

8. The high-performance tire design method according to claim 1, characterized in that The steps of tire structure design include the following steps: Determine the height of the apex according to the sidewall height dimension of the tire design specification; Determine the tire tread size according to the tread width and longitudinal groove depth of the tire designed by the mold; Determine the sidewall size according to the sidewall contour of the mold and the wheel rim protection position and in combination with the height of the apex. Among them, the sidewall contour of the mold includes the upper sidewall arc, the lower sidewall arc, and the curve at the bead. The straight-line distance h1 from the end point of the wheel rim protection position to the bead line is 25 - 30 mm; Determine the width of the tire carcass according to the mold contour and the position of the longitudinal grooves of the tire.

9. The high-performance tire design method according to claim 8, wherein In the steps of tire structure design, the height of the apex APEX and the nominal section width NSW of the tire and the tire series SE satisfy APEX = NSW × SE × (20% - 25%); The tire adopts a single-layer carcass structure that is turned up to the crown, and the turned-up end point is located between two adjacent tread grooves in the shoulder area.

10. A tire, characterized in that, Prepared by using the high-performance tire design method described in any one of claims 1-9.

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