High-abrasion and high-durability tire

Abstract

The invention relates to the technical field of passenger car tires, and discloses a high-abrasion and high-durability tire which comprises a tire crown part, a tire shoulder part, a tire side part and a tire bead part, the contour line of the tire crown part is composed of an arc I and an arc II which are tangent to each other, a plurality of belted layers are arranged on the tire crown part, and the grounding area coefficient and the grounding square proportion of the tire are optimized by utilizing the two arcs, so that the tire is more durable. The inner side and the outer side of the tire are respectively provided with a gas protection layer and a protection layer, and a tire body steel wire is arranged in the tire. According to the high-abrasion and high-durability tire, the special outline and structural design is adopted, the grounding of the tire is balanced at the crown part of the tire, the occurrence rate of different abrasion of the tire is reduced, the abrasion performance of the tire is improved, the protective layer with high adhesive force is additionally arranged at the tire bead, and the probability of delamination of a steel wire and colloid at the tire bead is reduced, so that the cracking occurrence rate at the tire bead is reduced, and the service life of the tire is prolonged. The life cycle of the tire is prolonged through the brand new design of the crown part and the tire bead part.

Description

Technical Field

[0001] The present invention relates to the technical field of passenger car tires, in particular to a high-wear and high-durability tire. Background Art

[0002] With technological advancements, city bus designs are becoming increasingly diverse. These buses are subject to frequent starting and stopping, frequent cornering, and uneven load distribution. Furthermore, many city buses have been converted from gasoline-powered vehicles to pure electric vehicles. The instantaneous start and stop of electric vehicles applies significant torque to the tires, with the load difference between the guide and drive sections of some new models exceeding twofold. Against this backdrop, tire wear performance and bead durability must be improved to meet market changes and the demands of new models. Currently, pure electric vehicles exert significantly higher driving and braking forces on tires during start and stop than gasoline vehicles, resulting in faster crown wear and reduced mileage. Current tire wear performance cannot meet market demand. Furthermore, during driving, the steel cord of a tire undergoes a continuous cycle of bending, deformation, and recovery. Steel cords are rigid and resistant to deformation, while the rubber coating surrounding them exhibits excellent resilience. This creates significant forces between the steel cord and the rubber coating during driving, leading to failure of the tire over time. This can lead to rapid bead damage and tire failure during driving, thus failing to meet market demand.

[0003] In view of the characteristics of the current market and to meet the challenges of new models, there is an urgent need for tires with higher wear performance and bead durability to increase the tire service life and reduce the tire failure rate, thereby meeting the increasingly stringent market demands. Summary of the Invention

[0004] (1) Technical problems solved

[0005] In response to the shortcomings of the existing technology, the present invention provides a high-wear and high-durability tire, which solves the problem that a large force is generated between the steel cord and the rubber substance during driving, which causes failure between the steel cord and the rubber substance after long-term use, and then the bead is quickly damaged, causing the tire to fail during driving.

[0006] (2) Technical solution

[0007] To achieve the above objectives, the present invention provides the following technical solutions: a high-wear and high-durability tire comprising a crown portion, a shoulder portion, a sidewall portion, and a bead portion, wherein the crown portion has an outline composed of tangent arcs I and II, and a plurality of belt layers are provided in the crown portion. The two arcs are utilized to optimize the tire's contact patch coefficient and contact patch square ratio, thereby reducing the uniformity of force on the tire tread;

[0008] An air retention layer and a protective layer are respectively provided on the inner and outer sides of the tire. A carcass steel wire is provided inside the tire. The carcass steel wire wraps around the bead steel wire after being bent at the bead portion. Reinforcement steel wires are provided at both ends of the carcass steel wire. The reinforcement steel wire wraps around the bent portion of the carcass steel wire. Protective layers are designed at the ends of the carcass steel wire and the reinforcement steel wire. The design of the protective layer reduces the stress and stress deformation of the ends of the carcass steel wire and the reinforcement steel wire during deformation, thereby improving the durability of the bead portion of the tire.

[0009] The shoulder contour consists of an arc with a radius of HR.

[0010] As a further description of the above technical solution, the straight line width between the endpoints of the crown arc of the tire is Bt, the radius of the crown contour arc I is R1, and the radius of the arc II is R2, wherein:

[0011] R1=(1.5~4.5)*Bt, R2=(0.5~3)*R1

[0012] The above is the relationship between the radius R1 of arc I, the radius R2 of arc II and the width Bt of the crown arc;

[0013] The vertical distance from the crown arc endpoint P to the highest point O of the tire is the crown arc height Zs, where:

[0014] Zs=(0.02~0.05)*Bt

[0015] The above is the relationship between the crown arc height Zs and the crown arc width Bt.

[0016] As a further description of the above technical solution, the straight line width between the widest parts of the sidewall of the tire is Bw, and the outer diameter of the tire is Bo, wherein:

[0017] Bw=(0.28~0.33)*Bo

[0018] The above is the relationship between the widest part Bw of the sidewall and the outer diameter Bo;

[0019] Bt=(0.8~0.9)*Bw

[0020] The above is the relationship between the crown arc width Bt of the crown part and the widest part Bw of the sidewall.

[0021] As a further description of the above technical solution, the widest position of the shoulder of the tire is Bg, wherein:

[0022] Bg=(1.02~1.08)*Bt

[0023] The above is the relationship between the shoulder width Bg and the crown arc width Bt;

[0024] The arc radius of the tire shoulder profile is HR, where:

[0025] HR=(0.3~1.1)*R1

[0026] The above is the relationship between the shoulder arc radius HR and the crown arc radius R1;

[0027] The vertical height of the tire shoulder is Zh, where:

[0028] Zh=(0.02~0.05)*Bo

[0029] The above is the relationship between tire shoulder height Zh and outer diameter Bo.

[0030] As a further description of the above technical solution, the total width of the tire at the widest belt layer end point is B2, wherein:

[0031] B2=(0.7~0.9)*Bt

[0032] The above is the relationship between the total belt width B2 and the crown arc width Bt;

[0033] The height from the widest belt end point to the apex of the tire shoulder is Zb, where:

[0034] Zb=(0.9~1.2)*Zh

[0035] The above is the relationship between the belt height Zb and the tire shoulder height Zh.

[0036] As a further description of the above technical solution, the radius R1 of the crown arc I and the radius R2 of the arc II of the tire have the following relationship:

[0037] R2=(1.2~1.8)*R1

[0038] The width L1 of arc I and the width L2 of arc II have the following relationship:

[0039] L1=(0.8~1.2)*L2.

[0040] As a further description of the above technical solution, the carcass steel wires and the reinforcing steel wires of the tire are both made of high-density and high-strength all-steel cords, and the carcass steel wires and the reinforcing steel wires are both added with additional materials.

[0041] As a further description of the above technical solution, the adhesion performance of the additional substance (initial) is higher than 940N, the adhesion performance of the additional substance (steam*7d) is higher than 900N, the adhesion performance of the additional substance (100℃*7d) is higher than 750N, and the adhesion performance of the additional substance (salt water aging 5%*7d) is higher than 920N.

[0042] As a further description of the above technical solution, the tire bead is composed of steel wires of different structures and colloids of different compositions. By adding a protective layer design at the end points of the carcass steel wire and the reinforcing steel wire, the incidence of interlayer delamination of the tire is effectively reduced and the durability of the bead is improved.

[0043] As a further description of the above technical solution, the outer width of the protective layer at the outer end point of the reinforcing steel wire is WZ1 = (5 ~ 35) mm, the inner width of the protective layer at the outer end point of the reinforcing steel wire is WZ2 = (0.8 ~ 1.4) * WZ1, the outer width of the protective layer at the inner end point of the reinforcing steel wire is WZ4 = (10 ~ 35) mm, the inner width of the protective layer at the inner end point of the reinforcing steel wire is WZ3 = (0.8 ~ 1.4) * WZ4, the outer width of the protective layer at the end point of the carcass steel wire is WC1 = (5 ~ 25) mm, the inner width of the protective layer at the end point of the carcass steel wire is WC2 = (0.8 ~ 1.4) * WC1, and the thickness of the protective layer is H = (0.5 ~ 2.0) mm.

[0044] As a further description of the above technical solution, the protective layer is made of a material with high viscosity and low heat generation.

[0045] As a further description of the above technical solution, the material properties used in the protective layer deform the material by 5% at a temperature of 60 degrees Celsius. Under this condition, the loss energy of the protective layer material is lower than 0.18 times the stored energy, and the modulus of the protective layer material under this condition is higher than 9.5 MPa.

[0046] (3) Beneficial effects

[0047] Compared with the prior art, the present invention provides a high-wear and high-durability tire with the following beneficial effects:

[0048] 1. The present invention adopts a special profile and structural design to balance the tire's ground contact at the crown, reducing the incidence of abnormal wear and improving the tire's wear performance. A high-adhesion protective layer is added to the bead to reduce the probability of delamination between the steel wire and the colloid at the bead, thereby reducing the incidence of cracks at the bead. The new design of the crown and bead parts extends the tire's life cycle.

[0049] 2. For the bus market, a special contour design and a brand-new structural design are adopted to reduce the stress, stress change and inner cavity temperature of the carcass steel wire and the reinforcement steel wire, and to enhance the adhesion between the carcass steel wire and the colloid, thereby increasing the tire bead service life cycle. In addition, by optimizing the tire's contact area coefficient and squareness ratio, the force uniformity of the tire tread is reduced, thereby improving the tire tread's resistance to uneven wear and abnormal wear, and improving the tire's wear performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1A cross-sectional view of a high-wear and high-durability tire proposed by the present invention;

[0051] Figure 2 This is an enlarged view of the bead portion of a high-wear and high-durability tire proposed by the present invention.

[0052] In the figure: 1. Protective layer; 2. Air retention layer; 3. Carcass steel wire; 4. Additional material; 5. Protective layer; 6. Reinforcement steel wire; 7. Bead wire; 8. Belt layer. DETAILED DESCRIPTION

[0053] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, other embodiments obtained by ordinary technicians in this field without making any creative efforts are all within the scope of protection of the present invention.

[0054] The present invention provides a pneumatic all-steel radial tire design with high resistance to abnormal wear and long service life.

[0055] The tire of the present invention includes a crown portion, a shoulder portion, a sidewall portion, and a bead portion. An air retention layer 2 and a protective layer 1 are provided on the inner and outer sides of the tire, respectively. A carcass steel wire 3 is provided inside the tire. The carcass steel wire 3 wraps around the bead wire 7 after being bent in the bead portion. Reinforcement steel wires 6 are provided at both ends of the carcass steel wire 3. The reinforcement steel wires 6 wrap around the bent portion of the carcass steel wire 3. Protective layers 5 are designed at the endpoints of both the carcass steel wire 3 and the reinforcement steel wire 6. The design of the protective layers 5 reduces the stress and deformation of the endpoints of the carcass steel wire 3 and the reinforcement steel wire 6 during deformation, thereby improving the durability of the tire bead portion. The tire's crown portion adopts a brand-new profile design, as well as a supporting steel wire structure and colloid material. Through the special crown profile design and belt layer 8 matching design, the stress strength and stress change of the belt layer 8 are reduced during the operation of the tire, thereby improving the durability of the tire shoulder and improving the safety of tire use. In addition, by optimizing the tire's contact area coefficient and contact square ratio, the force uniformity of the tire tread is reduced, thereby improving the tire tread's resistance to uneven wear and abnormal wear, and improving the tire's wear performance.

[0056] The straight line width between the endpoints of the crown arc of the tire is Bt. The crown contour line is composed of two arcs. The radius of arc I is R1, and the radius of arc II is R2. Arc I and arc II are tangent. The radius of arc I R1, the radius of arc II R2 and the crown arc width Bt have the following relationship: R2 = (0.5~3)*R1, R1 = 1.5~4.5*Bt.

[0057] The vertical distance from the crown arc endpoint P to the highest point O of the tire is the crown arc height Zs. The crown arc height Zs and the crown arc width Bt have the following relationship: Zs=0.02~0.05*Bt.

[0058] The straight width of the widest part of the tire sidewall is Bw, and the outer diameter of the tire is Bo. The widest part of the sidewall Bw and the outer diameter Bo have the following relationship: Bw = 0.28 ~ 0.33 * Bo.

[0059] The crown arc width Bt of the crown part and the widest part Bw of the sidewall have the following relationship: Bt=0.8~0.9*Bw.

[0060] The widest position of the tire shoulder is Bg. The shoulder width Bg and the crown arc width Bt have the following relationship: Bg = 1.02~1.08*Bt. The shoulder contour is composed of 1 arc line, the radius of the arc line is HR, and the shoulder arc radius HR and the crown arc I radius R1 have the following relationship: HR = 0.3~1.1*R1. The vertical height of the shoulder is Zh. The shoulder height Zh and the outer diameter Bo have the following relationship: Zh = 0.02~0.05*Bo.

[0061] The total width of the tire's widest belt layer 8 at its endpoint is B2, and the belt layer width and the crown arc width Bt have the following relationship: B2 = 0.7~0.9*Bt, the height of the widest belt layer 8 from the shoulder vertex is Zb, and the belt layer height Zb and the shoulder height Zh have the following relationship: Zb = 0.9~1.2*Zh.

[0062] The crown of the tire adopts a two-arc design. The radius R1 of the first arc I and the radius R2 of the second arc II have the following relationship: R2 = 1.2~1.8*R1, and the width L1 of the first arc I and the width L2 of the second arc II have the following relationship: L1 = 0.8~1.2*L2.

[0063] The embodiment simulates the compressive deformation process with reference to actual use conditions, with a standard load of 3550 kg and an air pressure of 900 kPa. By comparing the deformation at the widest part of the belt layer 8, the average stress strength XQ belt layer at the end point of the widest belt layer 8 of the embodiment is 8% lower than that of the comparative example 1 and 13% lower than that of the comparative example 2; the average stress variation XB belt layer at the end point of the widest belt layer 8 of the embodiment is 34% lower than that of the comparative example 1 and 30% lower than that of the comparative example 2. See Table 1. The stress strength and stress variation at the end points of the belt layer 8 of the embodiment are lower than those of the comparative example, which can effectively reduce the shear failure at the end points of the tire belt layer 8, reduce the incidence of shoulder mechanical failure, improve the durability of the tire, and extend the service life of the tire.

[0064] The embodiment simulates the operation process with reference to actual use conditions: rotation speed: 50 km / h, ambient temperature: 25°C, standard load: 3550 kg, standard air pressure: 900 kPa, and analyzes the temperatures of the belt layer endpoints and the crown during the operation of the tire. The maximum temperature Wbelt layer at the endpoint of the widest belt layer 8 in the embodiment is 4% lower than that of the comparative example 1. The maximum temperature Wcrown of the crown rubber compound in the embodiment is 7% lower than that of the comparative example. The average temperature of the crown rubber compound in the embodiment is equivalent to that of the comparative example, as shown in Table 2.

[0065]

[0066] Table 1

[0067]

[0068] Table 2

[0069] In the examples, the tire contact parameters were analyzed using a simulated operating process with a standard load of 3550 kg and an air pressure of 900 kPa, according to actual use conditions. The average contact area coefficients of Examples 1 to 5 were 4% higher than those of Comparative Example 1, 14% higher than those of Comparative Example 2, and comparable to those of Comparative Example 3.

[0070] The average ground pressure deviation of Examples 1 to 5 is 22% lower than that of Comparative Example 1, 23% lower than that of Comparative Example 2, and 9% lower than that of Comparative Example 3. The average ground square ratio of Examples 1 to 4 is 26% higher than that of Comparative Example 1 and 6% lower than that of Comparative Example 2. However, the high square ratio of Comparative Example 2 is due to the M-shaped ground shape. This embodiment is superior to Comparative Example 2 and 9% higher than Comparative Example 3. The ground shape curve of the embodiment has a smooth transition and no force concentration point, which is superior to Comparative Examples 1, 2, and 3. See Table 3.

[0071]

[0072] Table 3

[0073] The tire carcass steel wire 3 and the reinforcement steel wire 6 are both made of high-density, high-strength all-steel cord. The strength Q of the carcass steel wire 3 and the reinforcement steel wire 6 of the embodiment and the strength Q1 of the carcass steel wire and the reinforcement steel wire of the comparative example have the following relationship: Q embodiment = (1.05-1.1) * Q comparative example. The embodiment carcass steel wire 3 and the reinforcement steel wire 6 are added with an additional substance 4. The adhesion performance of the additional substance 4 in the embodiment at steam*7d is 6% higher than that of the comparative example. The adhesion performance of the additional substance in the embodiment at 100°C*7d is equivalent to that of the comparative example, as shown in Table 4.

[0074] By increasing the adhesion between rubber compounds, the tire improves the adhesion between various materials at the tire bead. Adhesion testing was conducted on the examples. When new, the adhesion between the example's additional material and the protective layer was 72% higher than that of the control tire. After 70,000 kilometers of driving, the adhesion between the example's additional material and the protective layer was 45% higher than that of the control tire. The adhesion between the example's additional material and the air retention layer was 23% higher than that of the control tire. After 70,000 kilometers of driving, the adhesion between the example's additional material and the protective layer was 26% higher than that of the control tire (see Table 5). The examples effectively improve interlayer adhesion during actual use, effectively reducing the incidence of interlayer delamination, improving tire bead durability, and extending tire service life.

[0075]

[0076] Table 4

[0077]

[0078] Table 5

[0079] The tire bead is composed of steel wires of different structures and colloids of different compositions. A protective layer 5 is added at the end points of the carcass steel wire 3 and the reinforcing steel wire 6. The added design of the protective layer 5 can reduce the stress and stress deformation of the end points of the carcass steel wire 3 and the reinforcing steel wire 6 during the deformation process, thereby improving the durability of the tire bead and extending the service life of the tire.

[0080] The protective layer 5 of the embodiment adopts a material with high viscosity and low heat generation. The material properties of the embodiment are: when the material is deformed by 5% at a temperature of 60 degrees Celsius, the loss energy of the protective layer 5 material is less than 0.18 times the stored energy under this condition, and the modulus of the protective layer 5 material under this condition is higher than 9.5 MPa.

[0081] In the embodiment, the outer width WZ1 of the protective layer 5 at the outer end point of the reinforcing steel wire 6 is 5~35mm, the inner width WZ2 of the protective layer 5 at the outer end point of the reinforcing steel wire 6 is 0.8~1.4*WZ1, the outer width WZ4 of the protective layer 5 at the inner end point of the reinforcing steel wire 6 is 10~35mm, and the inner width WZ3 of the protective layer 5 at the inner end point of the reinforcing steel wire 6 is 0.8~1.4*WZ4; the outer width WC1 of the protective layer 5 at the end point of the carcass steel wire 3 is 5~25mm, and the inner width WC2 of the protective layer 5 at the end point of the carcass steel wire 3 is 0.8~1.4*WC1; the thickness H of the protective layer 5 is 0.5~2.0mm.

[0082] In the embodiment, a mechanical analysis of the carcass steel wire 3 at the tire bead was performed with reference to actual use conditions under a simulated operation process with a standard load of 3550 kg and an air pressure of 900 kPa. The average stress strength XQ of the carcass steel wire 3 at the bead of the embodiment was 17% lower than that of the comparative example 1 and 88% lower than that of the comparative example 2. The average stress deformation XB of the carcass steel wire 3 at the bead of the embodiment was 27% lower than that of the comparative example 1 and 2% lower than that of the comparative example 2 (see Table 6). The reduced force at the end points of the tire carcass can effectively reduce the mechanical damage rate at the end points of the carcass, improve the durability of the tire, and extend the service life of the tire.

[0083] In the embodiment, the operation process was simulated with reference to actual use conditions, with a rotational speed of 50 km / h, an ambient temperature of 25°C, a standard load of 3550 kg, and a standard air pressure of 900 kPa. The temperature at the carcass end points during the operation of the tire was analyzed. The temperature W carcass at the carcass wire end points at the bead of the embodiment was 4% lower than that of the comparative example (see Table 7). The reduction in the temperature at the carcass end points of the tire can effectively reduce the performance degradation rate of the rubber compound at the carcass end points, improve the durability of the tire, and extend the service life of the tire.

[0084]

[0085] Table 6

[0086]

[0087] Table 7

[0088] The embodiment extends the tire bead endurance of the embodiment by enhancing the adhesion between the carcass steel wire 3, the reinforcing steel wire 6 and the colloid, and reducing the stress strength, stress change and inner cavity temperature at the end points of the carcass steel wire 3 and the reinforcing steel wire 6.

[0089] The embodiment simulates the operation process with reference to actual use conditions, with a rotation speed of 30 km / h, an ambient temperature of 25±3°C, a standard load of 3550 kg, and a standard air pressure of 900 kPa. The drum test time of the embodiment is 35% longer than that of the best-performing comparative example 1, and more than twice as long as that of comparative examples 2 and 3 (see Table 8). The tire bead durability of the embodiment is better than that of the comparative example, and the tire bead durability performance is excellent, which can effectively extend the service life of the tire.

[0090]

[0091] Table 8

[0092] It should be noted that the term "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or apparatus that includes a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0093] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A high-wear and high-durability tire, comprising a crown portion, a shoulder portion, a sidewall portion, and a bead portion, characterized in that: The crown contour line is composed of tangent arcs I and II, and a multi-layer belt layer (8) is provided on the crown, and the two arcs are used to optimize the contact area coefficient and contact square ratio of the tire, thereby reducing the force uniformity of the tire tread; An air retention layer (2) and a protective layer (1) are respectively provided on the inner and outer sides of the tire, a carcass steel wire (3) is provided inside the tire, the carcass steel wire (3) wraps around the bead steel wire (7) after being bent at the bead portion, and a reinforcing steel wire (6) is provided at both end points of the carcass steel wire (3), the reinforcing steel wire (6) wraps around the bent portion of the carcass steel wire (3), and a protective layer (5) is designed at the end points of the carcass steel wire (3) and the reinforcing steel wire (6), and the design of the protective layer (5) reduces the stress and stress change of the end points of the carcass steel wire (3) and the reinforcing steel wire (6) during the deformation process, thereby improving the durability of the bead portion of the tire; The shoulder contour consists of an arc with a radius of HR.

2. The high-wear and high-durability tire according to claim 1, characterized in that: The straight line width between the endpoints of the crown arc of the tire is Bt, the radius of the crown contour arc I is R1, and the radius of the arc II is R2, wherein: R1=(1.5~4.5)*Bt, R2=(0.5~3)*R1 The above is the relationship between the radius R1 of arc I, the radius R2 of arc II and the width Bt of the crown arc; The vertical distance from the crown arc endpoint P to the highest point O of the tire is the crown arc height Zs, where: Zs=(0.02~0.05)*Bt The above is the relationship between the crown arc height Zs and the crown arc width Bt.

3. The high-wear and high-durability tire according to claim 2, characterized in that: The straight line width between the widest parts of the tire sidewall is Bw, and the outer diameter of the tire is Bo, wherein: Bw=(0.28~0.33)*Bo The above is the relationship between the widest part Bw of the sidewall and the outer diameter Bo; Bt=(0.8~0.9)*Bw The above is the relationship between the crown arc width Bt of the crown part and the widest part Bw of the sidewall.

4. The high-wear and high-durability tire according to claim 3, characterized in that: The widest position of the tire shoulder is Bg, where: Bg=(1.02~1.08)*Bt The above is the relationship between the shoulder width Bg and the crown arc width Bt; The arc radius of the tire shoulder profile is HR, where: HR=(0.3~1.1)*R1 The above is the relationship between the shoulder arc radius HR and the crown arc radius R1; The vertical height of the tire shoulder is Zh, where: Zh=(0.02~0.05)*Bo The above is the relationship between tire shoulder height Zh and outer diameter Bo.

5. The high-wear and high-durability tire according to claim 3, characterized in that: The total width of the widest belt layer (8) of the tire at the end point is B2, wherein: B2=(0.7~0.9)*Bt The above is the relationship between the total width B2 of the belt layer (8) and the crown arc width Bt; The height from the end point of the widest belt layer (8) to the top of the tire shoulder is Zb, where: Zb=(0.9~1.2)*Zh The above is the relationship between the belt layer (8) height Zb and the tire shoulder height Zh.

6. The high-wear and high-durability tire according to claim 1, characterized in that: The radius R1 of the crown arc I and the radius R2 of the arc II of the tire have the following relationship: R2=(1.2~1.8)*R1 The width L1 of arc I and the width L2 of arc II have the following relationship: L1=(0.8~1.2)*L2.

7. The high-wear and high-durability tire according to claim 1, characterized in that: The tire carcass steel wire (3) and the reinforcing steel wire (6) are both made of high-density and high-strength all-steel cords, and the tire carcass steel wire (3) and the reinforcing steel wire (6) are both added with additional material (4).

8. The high-wear and high-durability tire according to claim 7, characterized in that: The adhesion performance (initial) of the additional substance (4) is higher than 940N, the adhesion performance (steam*7d) of the additional substance (4) is higher than 900N, the adhesion performance (100℃*7d) of the additional substance (4) is higher than 750N, and the adhesion performance (salt water aging 5%*7d) of the additional substance (4) is higher than 920N.

9. The high-wear and high-durability tire according to claim 1, characterized in that: The tire bead is composed of steel wires of different structures and colloids of different compositions. By designing a protective layer (5) added at the end points of the carcass steel wire (3) and the reinforcing steel wire (6), the occurrence rate of interlayer delamination of the tire is effectively reduced, and the durability of the tire bead is improved.

10. The high-wear and high-durability tire according to claim 1, characterized in that: The outer width WZ1 of the protective layer (5) at the outer end point of the reinforcing steel wire (6) is (5-35) mm, the inner width WZ2 of the protective layer (5) at the outer end point of the reinforcing steel wire (6) is (0.8-1.4)*WZ1, the outer width WZ4 of the protective layer (5) at the inner end point of the reinforcing steel wire (6) is (10-35) mm, the inner width WZ3 of the protective layer (5) at the inner end point of the reinforcing steel wire (6) is (0.8-1.4)*WZ4, the outer width WC1 of the protective layer (5) at the end point of the carcass steel wire (3) is (5-25) mm, the inner width WC2 of the protective layer (5) at the end point of the carcass steel wire (3) is (0.8-1.4)*WC1, and the thickness H of the protective layer (5) is (0.5-2.0) mm.

11. The high-wear and high-durability tire according to claim 1, characterized in that: The protective layer (5) is made of a material with high viscosity and low heat generation.

12. The high-wear and high-durability tire according to claim 1, characterized in that: The material properties of the protective layer (5) are such that when the material is deformed by 5% at a temperature of 60 degrees Celsius, the loss energy of the protective layer (5) material is lower than 0.18 times the stored energy, and the modulus of the protective layer (5) material is higher than 9.5 MPa.

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