White sidewall tire with improved high-speed performance

Abstract

The invention provides a white sidewall tire capable of improving high-speed performance, and belongs to the technical field of tires, the white sidewall tire comprises a tread, a sidewall and a tire bead, the tread comprises a crown and a tire shoulder, and the crown comprises at least two sections of a first arc and a second arc which are sequentially distributed from the center of the crown to the end point of one side of the tire shoulder; the radius TR1 of the first section of arc, the arc length L1 of the first section of arc, the radius TR2 of the second section of arc, the arc length L1 of the second section of arc and the vertical distance TS from the J-DIA to the PDW point meet the following relation: TR1 = Sn * (3.4 + / -0.6); l1 = TDW / 2 * (0.6 + / -0.2); tR2 = Sn * (1.2 + / -0.6); l2 = TDW / 2 * (0.4 + / -0.2); according to the invention, aiming at a white sidewall tire, through the innovative design of contour, material, part, structure and the like, heat generation is reduced, the phenomena of bulging, cracking, delaminating, tire burst and the like of the tire under the condition of high-speed driving are avoided, the high-speed use performance of the tire is further improved, the driving safety of an automobile is ensured, and the effect is obviously improved compared with the prior art.

Description

Technical Field

[0001] The present invention relates to the technical field of tires, and in particular to a white sidewall tire with improved high-speed performance. Background Art

[0002] Tires provide the vehicle's load-bearing capacity. Under high-speed driving conditions, tires undergo continuous compression deformation and deformation recovery. White sidewall tires are composed of white and black rubber. When white sidewall tires are driven at high speeds, they are limited by differences in structure, rubber, and the material properties of each component. The white rubber on the sidewall has a higher modulus and generates more heat due to the properties of the rubber. At the same time, friction between materials at high speeds and excessive deformation under load conditions cause continuous heat accumulation in various components, leading to serious damage to the components. This is especially true for the sidewall area where the black and white rubber are combined, which is more prone to bulging, delamination, and cracking, resulting in failure of the tire's high-speed performance. Summary of the Invention

[0003] The present invention provides a white sidewall tire with improved high-speed performance. With respect to the white sidewall tire, innovative designs in profile, materials, components, and structure are employed to reduce heat generation, thereby preventing phenomena such as bulging, cracking, delamination, and blowout of the tire during high-speed driving. This further improves the high-speed performance of the tire and ensures the safety of vehicle driving, with the effect being significantly improved compared to existing technologies.

[0004] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0005] A white sidewall tire with improved high-speed performance comprises a tread, a sidewall, and a bead. The tread comprises a crown and a shoulder. The crown comprises at least two sequentially distributed arcs, a first arc and a second arc, from its center to an endpoint on one side of the shoulder. The radius TR1 of the first arc, the arc length L1 of the first arc, the radius TR2 of the second arc, the arc length L1 of the second arc, and the vertical distance TS from the J-DIA to the PDW point satisfy the following relationship:

[0006] TR1 = Sn × (3.4 ± 0.6);

[0007] L1 = TDW / 2 × (0.6 ± 0.2);

[0008] TR2 = Sn × (1.2 ± 0.6);

[0009] L2 = TDW / 2 × (0.4 ± 0.2);

[0010] TS = (SH - SDH) × (0.50 ± 0.10); where J-DIA is the outer diameter of the tire on the mold, PDW is the arc length between the pattern cutoff points, Sn is the nominal tire section width, TDW is the arc length of the crown on the mold, SH is the tire section height on the mold, and SDH is the vertical height between the mold tire section width SW and the tire contact diameter D-DIA on the mold.

[0011] Preferably, a crown layer, a cap layer, a first belt layer and a second belt layer are sequentially provided on the radial inner side of the tread.

[0012] Preferably, the width W of the first belt layer is 1B =TDW×(1.02-1.08); the width W of the second belt layer 2B =(W 1B -12)±3mm, where TDW satisfies: TDW=Sn×(0.8±0.04).

[0013] Preferably, the truncation angle of the steel wires of the first belt layer is α=27°±3°, and the direction is left-leaning; the truncation angle of the second belt layer is β=27°±3°, and the direction is right-leaning.

[0014] Preferably, the sidewall is provided with a white sidewall along the axially outer side of the tire, and the thickness C of the semi-finished sidewall white rubber satisfies: C = (H1 + 1.5mm) ± 1.0mm, and the thickness H3 of the white rubber from the black sidewall surface to the inner side of the tire satisfies: H3 = 0.5 ~ 1.8mm, A = 8 ~ 10mm, B = H2 + (5 ~ 10mm), D ≥ 2A + B + (16 ~ 20mm), E = 0.5 ~ 0.8mm, F = 0.5 ~ 1.5mm, wherein H1 is the depth of the convex white characters of the finished white sidewall, H2 is the height of the white characters, A is the edge width of the white rubber, B is the middle width of the white rubber, D is the width of the white sidewall protective rubber, E is the thickness of the white sidewall protective rubber, and F is the thickness from the lower end of the white rubber to the lower end of the sidewall.

[0015] Preferably, the second belt layer is provided with a second cord layer and a first cord layer in sequence along the radial inner side of the tire, one end of the first cord layer along the axial outer side of the tire passes through the sub-mouth part and is wrapped to the sidewall, and one end of the second cord layer along the axial outer side of the tire is wrapped to the outside of the first cord layer, and the cord angles of the first cord layer and the second cord layer are both 90°.

[0016] Preferably, the straight-line distance H1P from the lower end point B of the bead heel exhaust groove to the turn-up end point G of the first cord layer satisfies: H1P = SDH ± 6 mm, and the vertical distance L2P between the horizontal position of the bead bottom and the turn-up end point H of the second cord layer satisfies: L2P = 0 ~ 3 mm.

[0017] Preferably, the second ply is provided with a reinforcement layer along the axial outer side of the tire, wherein the width K of the reinforcement layer satisfies: K=45-65 mm, and the thickness M satisfies: M=1.0-1.5 mm; the reinforcement layer is provided at position RF of the second ply. SET Meet: RF SET =W 2P / 2-LRF-K, where LRF is the straight-line distance from the lower end point of the reinforcing layer to the lower end point B of the tire heel exhaust groove, and LRF = 5 to 20 mm.

[0018] Preferably, a apex is provided at the bead. For a VAN-C tire, when ASW≤145, the height HBF of the finished apex is 40-50 mm; when ASW>145, the height HBF of the finished apex is 50-60 mm.

[0019] For VAN-LT tires, when ASW≤10PR, the finished apex rubber height HBF is 40-55mm; when ASW≥12PR, the finished apex rubber height HBF is 20-40mm.

[0020] Wherein, ASW is the tire sidewall height, and ASW = section width × 0.01 × aspect ratio, and PR is the tire ply rating.

[0021] Preferably, the number of cap layers is 2JF, and a linear winding method is adopted with a winding tension of 20N±5N.

[0022] It can be seen from the above technical solutions that the present invention has the following beneficial effects: the white sidewall tire provided by the present invention has novel designs in terms of profile, structure, component size, etc., and the profile optimization avoids stress between components, reduces heat generation, avoids poor overall tire performance, and further improves the high-speed performance of the tire and ensures the safety of vehicle driving. It can effectively reduce the heat generation of the white sidewall tire during high-speed driving, and ensure that the tread and sidewall do not have poor high-speed performance phenomena such as falling blocks, bulging, cracking and delamination, thereby improving the safety of the tire during high-speed driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic structural diagram of a white sidewall tire provided by the present invention;

[0024] Figure 2 A schematic diagram of the tire profile of the white sidewall tire provided by the present invention;

[0025] Figure 3 Schematic diagram of the belt layer 1B / 2B structure;

[0026] Figure 4 Schematic diagram of the white sidewall;

[0027] Figure 5This is a schematic diagram of the white tire side mouth shape;

[0028] Figure 6 Schematic diagram of the structure of the cord layer;

[0029] Figure 7 Schematic diagram of the ply structure and height;

[0030] Figure 8 Schematic diagram of the location of the reinforcement layer;

[0031] Figure 9 This is a schematic diagram of the height of the finished apex;

[0032] Figure 10 Schematic diagram of the cap layer structure;

[0033] Figure 11 This is a schematic diagram of the winding form of the cap layer;

[0034] Figure 12 Schematic diagram of the tire profile of Example 1;

[0035] Figure 13 Schematic diagram of the tire profile of Comparative Example 1;

[0036] Figure 14 The sidewall profile dimension diagram of Example 3;

[0037] Figure 15 This is the sidewall mouth dimension diagram of Comparative Example 3;

[0038] Figure 16 This is a diagram of the tire design of Example 4;

[0039] Figure 17 This is a diagram of the tire design of Comparative Example 4;

[0040] Figure 18(a) is a tire temperature field analysis diagram of Example 1;

[0041] Figure 18(b) is a tire temperature field analysis diagram of Comparative Example 1;

[0042] FIG19( a ) is a diagram showing energy loss per unit volume of the tire of Example 1;

[0043] FIG19( b ) is a diagram showing energy loss per unit volume of the tire of Comparative Example 1;

[0044] Figure 20(a) is a tire temperature field analysis diagram of Example 2;

[0045] Figure 20(b) is a tire temperature field analysis diagram of Comparative Example 2;

[0046] FIG21( a ) is a diagram showing energy loss per unit volume of a tire in Example 2;

[0047] FIG21( b ) is a diagram showing the energy loss per unit volume of the tire of Comparative Example 2;

[0048] Figure 22(a) is a tire temperature field analysis diagram of Example 3;

[0049] Figure 22(b) is a tire temperature field analysis diagram of Comparative Example 3;

[0050] FIG23( a ) is a diagram showing energy loss per unit volume of the tire of Example 3;

[0051] FIG23( b ) is a diagram showing the energy loss per unit volume of the tire of Comparative Example 3;

[0052] Figure 24(a) is a tire temperature field analysis diagram of Example 4;

[0053] Figure 24(b) is a tire temperature field analysis diagram of Comparative Example 4;

[0054] FIG25( a ) is a diagram showing energy loss per unit volume of the tire of Example 4;

[0055] Figure 25(b) is a diagram of energy loss per unit volume of the tire of Comparative Example 4.

[0056] In the figure: 10, tread; 20, sidewall; 30, bead; 310, apex rubber; 40, crown layer; 50, cap layer; 610, first belt layer; 620, second belt layer; 70, white sidewall; 810, second cord layer; 820, first cord layer; 90, reinforcement layer. DETAILED DESCRIPTION

[0057] A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

[0058] To achieve the above objectives, the embodiments of the present invention adopt the following technical solutions: Figure 1 、 Figure 2A white sidewall tire with improved high-speed performance includes a tread 10, a sidewall 20, and a bead 30. Furthermore, the tread includes a crown and a shoulder, and the crown includes at least two arcs distributed sequentially from its center to an end point on one side of the shoulder. Specifically, in this embodiment, the arc is set to two sections, and the two arcs are named as a first arc and a second arc, respectively. Specifically, the radius TR1 of the first arc, the arc length L1 of the first arc, the radius TR2 of the second arc, the arc length L1 of the second arc, and the vertical distance TS from the J-DIA to the PDW point satisfy the following relationship: TR1 = Sn×(3.4±0.6); L1 = TDW / 2×(0.6±0.2); TR2 = Sn×(1.2±0.6); L2 = TDW / 2×(0.4±0.2); T S = (SH - SDH) × (0.50 ± 0.10), as shown in Table 1 below; wherein J-DIA in the aforementioned formula is the outer diameter of the tire on the mold, PDW is the arc length between the pattern cutoff points, Sn is the nominal cross-sectional width of the tire, TDW is the arc length of the crown on the mold, SH is the cross-sectional height of the tire on the mold, and SDH is the vertical height between the cross-sectional width SW of the mold tire and the contact diameter D-DIA of the tire on the mold. The present invention optimizes the first arc radius TR1, the second arc radius TR2, the first arc length L1, the second arc length L2, and the vertical distance TS from J-DIA to the PDW point of the crown outer contour, ultimately achieving a contact pressure between the shoulder position and the ground that is less than the contact pressure between the middle position of the crown and the ground, thereby dispersing stress concentration and reducing heat generation.

[0059]

[0060] Table 1 - Design parameters of the tire crown outer profile structure provided by the present invention

[0061] Reference Figure 3 As a preferred technical solution of this embodiment, the radial inner side of the tread 10 is provided with a crown layer 40, a cap layer 50, a first belt layer 610 and a second belt layer 620 in sequence, wherein the width W of the first belt layer 610 is 1B =TDW×(1.02~1.08), preferably, W 1B =TDW×1.04; width W of the second belt layer 620 2B =(W 1B -12)±3mm, wherein TDW satisfies: TDW=Sn×(0.8±0.04); at the same time, the steel wire cut-off angle α of the first belt layer 610 is 27°±3°, and the direction is left-leaning; the cut-off angle β of the second belt layer 620 is 27°±3°, and the direction is right-leaning. By optimizing the design of the belt layer materials, specifically adjusting the widths and angles of the first belt layer 610 and the second belt layer 620, the belt layers cover the tire contact surface area, so as to evenly distribute the load applied to the tire.

[0062] Reference Figure 4 、 Figure 5 In some embodiments, the sidewall 20 is provided with a white sidewall 70 along the axially outer side of the tire, the thickness C of the semi-finished sidewall white rubber satisfies: C = (H1 + 1.5 mm) ± 1.0 mm, the thickness H3 of the white rubber from the black sidewall surface to the inner side of the tire satisfies: H3 = 0.5 to 1.8 mm, A = 8 to 10 mm, B = H2 + (5 to 10 mm), D ≥ 2A + B + (16 to 20 mm), E = 0.5 to 0.8 mm, F = 0.5 to 1.5 mm, and the In the figure, H1 is the depth of the convex white characters on the finished white sidewall, H2 is the height of the white characters, A is the edge width of the white rubber, B is the middle width of the white rubber, D is the width of the white sidewall protective rubber, E is the thickness of the white sidewall protective rubber, and F is the thickness from the bottom end of the white rubber to the bottom end of the sidewall. Since the white rubber has a high modulus and is prone to heat generation, the thickness design of the white rubber on the sidewall is optimized, specifically by optimizing the thickness of the sidewall mouth, thereby reducing the relative thickness of the white rubber, so as to reduce the heat generated by the different transition properties between the black rubber and the white rubber, thereby avoiding cracking and delamination of the sidewall.

[0063] Further, refer to Figure 6 、 Figure 7 The second belt layer 620 is sequentially provided with a second ply 810 and a first ply 820 along the radially inner side of the tire. The first ply's axially outer end passes through the bead and turns up to the sidewall. The second ply's axially outer end turns right outward of the first ply. The cord angles of the first and second plies are both 90°. Furthermore, the straight-line distance H1P from the lower endpoint B of the bead heel vent to the turn-up endpoint G of the first ply 820 satisfies the following conditions: H1P = SDH ± 6mm. The vertical distance L2P between the horizontal bottom of the bead 30 and the turn-up endpoint H of the second ply 810 satisfies the following conditions: L2P = 0-3mm. This allows for evenly distributed stress across the entire sidewall when the tire is loaded, preventing stress concentration in a single area of the sidewall, which can lead to excessive heat generation and cause sidewall cracks or ruptures.

[0064] Further, refer to Figure 8 The second carcass layer 810 is provided with a reinforcing layer 90 along the outer side of the tire axial direction, wherein the width K of the reinforcing layer satisfies: K=45-65 mm, and the thickness M satisfies: M=1.0-1.5 mm; the reinforcing layer 90 is provided at the position RF of the second carcass layer 810. SET Meet: RF SET =W 2P / 2-LRF-K, where LRF is the straight-line distance from the lower end point of the reinforcement layer to the lower end point B of the tire heel venting groove, and LRF is 5-20mm. Since damage to the sidewall of whitewall tires is often concentrated on the lower sidewall during use, a reinforcement layer is added to this vulnerable area as described above to improve the strength of the lower sidewall. This prevents bulging, cracking, and delamination.

[0065] Further, refer to Figure 9 The bead 30 is provided with an apex 310. For a VAN-C tire, when ASW≤145, the height HBF of the finished apex is 40-50 mm. When ASW>145, the height HBF of the finished apex is 50-60 mm.

[0066] For VAN-LT tires, when ASW≤10PR, the finished apex height HBF is 40-55mm; when ASW≥12PR, the finished apex height HBF is 20-40mm, as shown in Table 2 below.

[0067] Where ASW is the tire sidewall height, and ASW = Section Width × 0.01 × Aspect Ratio, and PR is the tire ply ratio. By optimizing the apex height, the pressure on the sidewall can be dispersed, especially at the junction of the black and white sidewall rubbers, resulting in a more uniform stress distribution.

[0068]

[0069] Table 2 - Tire apex height design parameters provided by the present invention

[0070] Reference Figure 10 、 Figure 11 In some embodiments, the cap ply 50 has a 2JF structure, comprising a first cap ply and a second cap ply, and is wound in a straight line with a tension of 20N±5N. The cap ply winding method, structure, and tension directly impact the tire's high-speed performance. Using a 2JF full-wrap, straight-line method with a tension of 20N±5N has been shown to effectively improve high-speed performance and prevent tire blowouts during high-speed operation.

[0071] The technical effects of the present invention are described below through specific comparative examples:

[0072] Example 1:

[0073] like Figure 12The white sidewall tire with excellent high-speed performance is tested in the specification of 255 / 70R16 LT. To prove the rationality of the profile design, the following scheme is designed: the profile design of Example 1 satisfies TR1: Sn×(3.5±0.6), TR2 satisfies: Sn×(1.4±0.6), L1 satisfies: TDW / 2×(0.6±0.2), L2 satisfies: TDW / 2×(0.4±0.2), and TS design satisfies: (SH-SDH)×(0.50±0.10). The profile design of Comparative Example 1 does not meet the above parameter design. Figure 13 To demonstrate the rationality of the aforementioned profile design, a prototype tire test was conducted. The following data demonstrates that, under otherwise identical conditions, the tire crown profile design of the embodiment of the present invention exhibits lower heat generation and exhibits no bulging, cracking, delamination, or blowout, verifying the rationality of the aforementioned tire profile design. The tire parameter designs and experimental results for Example 1 and Comparative Example 1 are shown in Table 3 below, with reference to Figures 18(a), 18(b), 19(a), and 19(b).

[0074] It can be seen that the contour design that meets the above conditions can optimize the rationality of the tire shoulder crown arc design, reflecting that the crown arc transition is smoother, which disperses the stress and strain, makes the force more uniform, and makes the joint positions of each component more balanced, which is beneficial to improving the high-speed uniformity of the tire.

[0075]

[0076] Table 3 - Comparison of tire design parameters and experimental results of Example 1 and Comparative Example 1

[0077] Example 2:

[0078] The verification specification selected in this embodiment is 255 / 70R16 LT. In order to prove the rationality of the belt layer material design, the following scheme is designed. The first belt layer and the second belt layer of embodiment 2 meet the belt layer width W of the finished product 1B. 1B =TDW×(1.02~1.08),W 2B =(W1B-12)±3mm, where the TDW design satisfies Sn×(0.8±0.04); the first belt layer steel wire cutting angle α = 27°±3°, with a left-leaning direction, i.e., the steel wire direction is " / "; the second belt layer steel wire cutting angle β = 27°±3°, with a right-leaning direction, i.e., the steel wire direction is "\". The design of Comparative Example 2 does not meet these parameter designs. The tire parameter designs and experimental results of Example 2 and Comparative Example 2 are shown in Table 4 below, with reference to Figures 20(a), 20(b), 21(a), and 21(b).

[0079] It can be seen that by optimizing the design of the belt layer material, that is, adjusting the width and angle of the first belt layer and the second belt layer so that the belt layer covers the tire contact surface area, the load applied to the tire can be evenly distributed.

[0080]

[0081] Table 4 - Comparison of tire design parameters and experimental results of Example 2 and Comparative Example 2

[0082] Example 3:

[0083] like Figure 14 The white sidewall tire with excellent high-speed performance is selected as the verification specification 255 / 70R16 LT. The thickness of the white rubber in Example 3 is reduced. The depth of the convex white letter of the finished product is 4.5mm. The thickness C of the white rubber of the semi-finished product sidewall is designed to be 6.0mm. Figure 14 , where A = 10mm, B = 30mm, D = 65mm, E = 0.8mm. The design of comparative example 3 does not meet the above parameter design. Figure 15 The tire parameter design and experimental results of Example 3 and Comparative Example 3 are shown in Table 5.

[0084] It can be seen that by optimizing the design of the thickness of the white rubber on the sidewall, that is, by optimizing the thickness of the sidewall mouth, the relative thickness of the white rubber can be reduced, the heat generated by the different transition properties between the black rubber and the white rubber can be reduced, and the cracking and delamination of the sidewall can be avoided.

[0085]

[0086]

[0087] Table 5 - Comparison of tire design parameters and experimental results of Example 3 and Comparative Example 3

[0088] Example 4:

[0089] like Figure 16 The white sidewall tire with excellent high-speed performance is tested in the specification of 255 / 70R16 LT. In order to prove the rationality of the positive package structure, 2P pre-composite reinforcement layer, corresponding matching apex height design, and 2JF full winding combination design with winding tension set to 20N, the following scheme is designed: the carcass cord angle of Example 4 is 90°, the turn-up H1P height is 92mm, L2P is 0mm, the 2P cord pre-composite width is 55mm, the thickness of the reinforcement layer is 1.0mm, the LRF is 10mm, the apex height is 25mm, and the 2JF full linear winding form is adopted, and the winding tension is set to 20N. The design of Comparative Example 4 does not meet the above parameter design. Figure 17 The tire parameter designs and experimental results of Example 4 and Comparative Example 4 are shown in Table 6 below, and refer to Figures 24(a), 24(b), 25(a), and 25(b).

[0090] It can be seen that the second layer of cord is designed with a positive wrap structure, the first cord layer is designed with an inverted wrap design, a composite reinforcement layer is placed on the first cord layer, a apex rubber height design with a corresponding matching degree is set, and the two layers of cap layers adopt a 2JF full wrapping form, which can effectively avoid the tire from generating heat when running at high speeds, thereby avoiding tire damage and other phenomena.

[0091]

[0092]

[0093] Table 6 - Comparison of tire design parameters and experimental results of Example 4 and Comparative Example 4

[0094] In summary, the present invention is aimed at white sidewall tires. By innovating the profile, materials, components, structure and other designs, heat generation is reduced, and phenomena such as tire bulging, cracking, delamination, and blowout during high-speed driving are avoided. The high-speed performance of the tire is further improved and the safety of vehicle driving is ensured. The high-speed performance of the white sidewall tire is enhanced without increasing the tire manufacturing cost or even reducing the tire production cost, and the effect is significantly improved compared to the existing technology.

[0095] The above-described embodiments are merely descriptions of preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should fall within the scope of protection determined by the claims of the present invention.

Claims

1. A white sidewall tire with improved high-speed performance, comprising a tread (10), a sidewall (20) and a bead (30), wherein the tread comprises a crown and a shoulder, and wherein: The crown includes at least two sequentially distributed first and second arcs from its center to the end point on one side of the shoulder; the radius TR1 of the first arc, the arc length L1 of the first arc, the radius TR2 of the second arc, the arc length L1 of the second arc, and the vertical distance TS from the J-DIA to the PDW point satisfy the following relationship: TR1 = Sn × (3.4 ± 0.6); L1 = TDW / 2 × (0.6 ± 0.2); TR2 = Sn × (1.2 ± 0.6); L2 = TDW / 2 × (0.4 ± 0.2); TS = (SH - SDH) × (0.50 ± 0.10); where J-DIA is the outer diameter of the tire on the mold, PDW is the arc length between the pattern cutoff points, Sn is the nominal tire section width, TDW is the arc length of the crown on the mold, SH is the tire section height on the mold, and SDH is the vertical height between the mold tire section width SW and the tire contact diameter D-DIA on the mold.

2. The white sidewall tire with improved high-speed performance according to claim 1, characterized in that: A crown layer (40), a cap layer (50), a first belt layer (610) and a second belt layer (620) are sequentially arranged on the radial inner side of the tread (10).

3. The white sidewall tire with improved high-speed performance according to claim 2, characterized in that: The width W of the first belt layer (610) 1B =TDW×(1.02-1.08); width W of the second belt layer (620) 2B =(W 1B -12)±3mm, where TDW satisfies: TDW=Sn×(0.8±0.04).

4. The white sidewall tire with improved high-speed performance according to claim 3, characterized in that: The steel wire cutting angle α of the first belt layer (610) is 27°±3°, and the direction is left-leaning; the cutting angle β of the second belt layer (620) is 27°±3°, and the direction is right-leaning.

5. The white sidewall tire with improved high-speed performance according to claim 1, characterized in that: The sidewall (20) is provided with a white sidewall (70) along the axial outer side of the tire. The thickness C of the semi-finished sidewall white rubber satisfies: C=(H1+1.5mm)±1.0mm. The thickness H3 of the white rubber from the black sidewall surface to the inner side of the tire satisfies: H3=0.5-1.8mm, A=8-10mm, B=H2+(5-10mm), D≥2A+B+(16-20mm), E=0.5-0.8mm, F=0.5-1.5mm, wherein H1 is the depth of the convex white characters of the finished white sidewall, H2 is the height of the white characters, A is the edge width of the white rubber, B is the middle width of the white rubber, D is the width of the white sidewall protective rubber, E is the thickness of the white sidewall protective rubber, and F is the thickness from the lower end of the white rubber to the lower end of the sidewall.

6. The white sidewall tire with improved high-speed performance according to claim 2, characterized in that: The second belt layer (620) is provided with a second cord layer (810) and a first cord layer (820) in sequence along the radial inner side of the tire, one end of the first cord layer along the axial outer side of the tire passes through the sub-mouth part and is wrapped to the sidewall, and one end of the second cord layer along the axial outer side of the tire is wrapped to the outside of the first cord layer, and the cord angles of the first cord layer and the second cord layer are both 90°.

7. The white sidewall tire with improved high-speed performance according to claim 6, characterized in that: The straight-line distance H1P from the lower end point B of the tire heel exhaust groove to the turn-up end point G of the first cord layer (820) satisfies: H1P=SDH±6mm, and the vertical distance L2P between the horizontal position of the bottom of the tire bead (30) and the turn-up end point H of the second cord layer (810) satisfies: L2P=0~3mm.

8. The white sidewall tire with improved high-speed performance according to claim 7, characterized in that: The second cord layer (810) is provided with a reinforcing layer (90) along the axial outer side of the tire, wherein the reinforcing layer width K satisfies: K=45-65 mm, and the thickness M satisfies: M=1.0-1.5 mm; the reinforcing layer (90) is provided at position RF of the second cord layer (810) SET Meet: RF SET =W 2P / 2-LRF-K, where LRF is the straight-line distance from the lower end point of the reinforcing layer to the lower end point B of the tire heel exhaust groove, and LRF = 5 to 20 mm.

9. The white sidewall tire with improved high-speed performance according to claim 1, characterized in that: The bead (30) is provided with an apex (310). For a VAN-C tire, when ASW≤145, the height HBF of the finished apex is 40-50 mm; when ASW>145, the height HBF of the finished apex is 50-60 mm. For VAN-LT tires, when ASW≤10PR, the finished apex rubber height HBF is 40-55mm; when ASW≥12PR, the finished apex rubber height HBF is 20-40mm. Wherein, ASW is the tire sidewall height, and ASW = section width × 0.01 × aspect ratio, and PR is the tire ply rating.

10. The white sidewall tire with improved high-speed performance according to claim 2, characterized in that: The number of layers of the cap layer (50) is 2JF, and a linear winding is adopted, and the winding tension is 20N±5N.

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