Crown reinforced all-steel radial tire

Abstract

The application relates to the field of tire manufacturing technology, in particular to a crown reinforced all-steel radial tire. The crown reinforced all-steel radial tire comprises, from inside to outside, an inner liner, a tire body ply, a cushion rubber, a four-layer belt structure and a tread; the four-layer belt structure comprises: a first belt layer, which is flatly attached above the tire body ply, and the included angle between the steel wire and the tire circumferential direction is 20-30 degrees; a second belt layer, which is flatly attached above the first belt layer, and the included angle between the steel wire and the tire circumferential direction is 15-20 degrees, and the included angle with the first belt layer is 5-10 degrees; a third belt layer, which is a 0-degree circumferential steel wire belt layer, and a plurality of steel wires are continuously flatly wound above the second belt layer, the shoulder part is double-layer wound, the middle part of the tread is single-layer wound, and the winding tension of the shoulder part is different from that of the middle part of the tread; and a fourth belt layer, which is flatly attached above the third belt layer, and the included angle between the steel wire and the tire circumferential direction is 15-20 degrees.

Description

Technical Field

[0001] This application relates to the field of tire manufacturing technology, and more specifically, to a crown-reinforced all-steel radial tire. Background Technology

[0002] All-steel radial truck tires, as a core component of commercial vehicles, are widely used in heavy-duty trucks, trailers, and engineering transport vehicles, undertaking continuous driving tasks under heavy loads, long distances, and complex road conditions. The stability of the crown structure, radial load-bearing capacity, and driving durability directly affect driving safety, transportation efficiency, and user operating benefits.

[0003] Currently, traditional all-steel radial truck tires typically employ a classic design in the crown area of ​​the tread, using three belt layers plus two 0° shoulder structures. The first and second belt layers are the core radial support layers, with the first belt layer having a standard angle of 24° and the second and third belt layers both having angles of 15°. The difference between the first and second belt layers is 10mm, using 3+8×0.33HT steel wire. The difference between the third and second belt layers is 12.5mm, with the third belt layer using 5×0.35HI steel wire. The two shoulders employ a two-layer 0° structure with a width of 39mm, using 3×7×0.22HE steel wire.

[0004] While this traditional structure can meet the needs of conventional heavy-duty use, it has obvious technical defects under heavy loads, continuous long mileage, and harsh road conditions: uneven distribution of rigidity in the tread crown, insufficient support in the center, and stress concentration in the tire shoulder; excessive radial deformation of the tire, and easy generation of shear stress between the belt layers; unbalanced distribution of tread contact pressure, excessively rapid wear of the tire shoulder, and early failure problems such as bulges and delamination in the crown, ultimately leading to short tire life and insufficient durability, significantly increasing user replacement costs and vehicle operation risks.

[0005] Therefore, there is an urgent need for a crown-reinforced all-steel radial tire that optimizes the belt layer combination structure and stress distribution to address the performance shortcomings of traditional tires under heavy load conditions. Summary of the Invention

[0006] In view of this, in order to solve the above-mentioned problems in the prior art, this application provides a crown-reinforced all-steel radial tire.

[0007] The embodiments of this application are implemented as follows: In one aspect, this application provides a crown-reinforced all-steel radial tire, which, from the inside out, comprises an inner liner, a carcass ply, a gasket, a four-layer belt structure, and a tread. The four-layer belt structure includes: The first belt layer is laid flat and attached to the top of the tire carcass cord, and the steel wires of the first belt layer have an angle of 20° to 30° with the tire circumferential direction. The second belt layer is laid flat and attached to the top of the first belt layer. The steel wires of the second belt layer make an angle of 15° to 20° with the tire circumference, and the second belt layer and the first belt layer form an intersection angle of 5° to 10°. The third belt layer is a 0° circumferentially wound steel belt layer, consisting of multiple steel wires continuously and flatly wound above the second belt layer. The shoulder portion of the third belt layer is double-wound, while the center portion of the tread is single-wound. The winding tension at the shoulder portion is different from that at the center portion of the tread. The fourth belt layer is laid flat and attached to the top of the third belt layer, and the steel wires of the fourth belt layer have an angle of 15° to 20° with the tire circumferential direction. The tread is attached to the top of the fourth belt layer.

[0008] In one possible implementation, the two ends of the second belt layer are wider than the two ends of the first belt layer in the tire axial direction by an extension of 10 mm to 15 mm.

[0009] In one possible implementation, the ends of the third belt layer are narrower than the ends of the second belt layer in the tire axial direction, with a narrowing dimension of 10 mm to 15 mm.

[0010] In one possible implementation, the width of the fourth belt layer is narrower than the width of the third belt layer, with a narrowing dimension of 35 mm to 45 mm.

[0011] In one possible implementation, the relative tension values ​​of the winding tension at the shoulder portion of the third belt layer and the winding tension at the center of the tread are 10 and 12, respectively.

[0012] In one possible implementation, a first adhesive film is further disposed between the first belt layer and the second belt layer, the first adhesive film having a thickness of 1.2 mm to 2.0 mm and a width of 35 mm to 45 mm.

[0013] In one possible implementation, the liner includes an airtight layer and a transition layer, wherein the airtight layer and the transition layer are combined, and the thickness of the airtight layer is 3.5 mm to 4.0 mm.

[0014] In one possible implementation, the tire carcass fabric is a reinforced high-strength steel wire cord fabric, and the thickness of the tire carcass fabric is 3.0 mm to 3.1 mm.

[0015] In one possible implementation, a second adhesive film with a thickness of 1.0mm-1.5mm is provided between the tire carcass cord and the padding rubber.

[0016] In one possible implementation, the tread includes a tread base rubber and a tread rubber, the tread base rubber being bonded above the fourth belt layer, and the tread rubber being bonded above the tread base rubber.

[0017] The technical solution provided in this application can achieve at least the following beneficial effects: This application provides a crown-reinforced all-steel radial tire, which forms a high-strength, high-stability crown reinforcement system by sequentially bonding an inner liner, carcass ply, gasket, four-layer belt layer structure, and tread from the inside out. The first belt layer is laid flat above the carcass ply at a 20° to 30° circumferential angle, providing basic crown rigidity and significantly reducing radial deformation of the carcass. The second belt layer is laid flat above the first belt layer at a 15° to 20° circumferential angle, forming a 5° to 10° intersection angle with the first belt layer, synergistically stabilizing the carcass profile, strongly tightening the tread, and improving crown anti-expansion capability. The third belt layer adopts a 0° circumferential winding structure, using a differentiated winding method of double-layer winding at the shoulder and single-layer winding in the center of the tread, combined with differentiated tension control of shoulder winding tension 10 and tread center winding tension 12, forming extremely strong circumferential restraint force and balancing the center of the tread. The fourth belt layer is laid flat above the third belt layer at a circumferential angle of 15° to 20° to match the shoulder stretch, suppressing lateral expansion of the crown and outward bulging of the shoulder. It serves as a buffer transition layer to disperse stress, absorb impact, and reduce stress concentration at the ends of the belt layers. The reliability of interlayer bonding is enhanced by placing a first adhesive film with a thickness of 1.2mm to 2.0mm and a width of 35mm to 45mm between the first and second belt layers, and a second adhesive film between the carcass ply and the padding rubber. At the same time, the second belt layer is 10mm to 15mm wider at both ends than the first belt layer, the third belt layer is 10mm to 15mm narrower at both ends than the second belt layer, and the fourth belt layer is stepped in width with the third belt layer, forming a stress dispersion gradient to avoid edge stress concentration. The tread adopts a composite structure of tread base rubber and tread rubber to further buffer and reduce shock, and ensure wear resistance and grip performance. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a cross-sectional structural schematic diagram of a crown-reinforced all-steel radial tire, as illustrated in an exemplary embodiment of this application. Figure 2This is a schematic diagram of the winding arrangement structure of the third belt layer shown in an exemplary embodiment of this application.

[0020] Figure label: 1. First belt layer; 2. Second belt layer; 3. Third belt layer; 4. Fourth belt layer; 5. Tread base rubber; 6. Tread rubber; 7. Pad rubber; 8. Carcass cord; 9. Inner liner. Detailed Implementation

[0021] To make the objectives, implementation methods and advantages of this application clearer, the exemplary implementation methods of this application will be clearly and completely described below with reference to the accompanying drawings of the exemplary embodiments of this application. Obviously, the exemplary embodiments described are only some embodiments of this application, and not all embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0022] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.

[0023] The terms "first," "second," "third," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar or related objects or entities, and do not necessarily imply a specific order or sequence, unless otherwise specified. It should be understood that such terms are interchangeable where appropriate.

[0024] The terms “comprising” and “having”, and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device that includes a range of components is not necessarily limited to all of the components that are clearly listed, but may include other components that are not clearly listed or that are inherent to such product or device.

[0025] Next, the technical solutions of this application and how they solve the aforementioned technical problems will be described in detail through embodiments and in conjunction with the accompanying drawings. The embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of this application.

[0026] In one exemplary embodiment, such as Figure 1 As shown, a crown-reinforced all-steel radial tire is provided. In this embodiment, the tire may include, from the inside out, an inner liner 9, a carcass ply 8, a pad rubber 7, a four-layer belt structure, and a tread. The four-layer belt structure includes: The first belt layer 1 is laid flat and attached to the top of the tire carcass cord 8, and the steel wire of the first belt layer 1 has an angle of 20° to 30° with the tire circumferential direction. The second belt layer 2 is laid flat and attached to the top of the first belt layer 1. The steel wire of the second belt layer 2 has an angle of 15° to 20° with the tire circumferential direction, and the second belt layer 2 and the first belt layer 1 form a cross angle of 5° to 10°. The third belt layer 3 is a 0° circumferentially wound steel belt layer, consisting of multiple steel wires continuously and flatly wound above the second belt layer 2. The shoulder portion of the third belt layer 3 is double-wound, while the center of the tread portion is single-wound, and the winding tension at the shoulder portion is different from that at the center of the tread portion. The fourth belt layer 4 is laid flat and attached to the top of the third belt layer 3, and the steel wire of the fourth belt layer 4 has an angle of 15° to 20° with the tire circumferential direction. The tread is attached to the top of the fourth belt layer 4.

[0027] In one embodiment, the crown-reinforced all-steel radial tire comprises, from the inside out, an inner liner 9, a carcass ply 8, a cushion rubber 7, a four-layer belt structure, and a tread. All the aforementioned components are tightly bonded together, forming a crown-reinforced system with synergistic stress distribution, high strength, and high stability.

[0028] The inner liner 9 is located on the innermost side of the tire to ensure the tire's airtightness. In this embodiment, the inner liner 9 adopts a composite structure of an airtight layer and a transition layer. The thickness of the airtight layer is controlled between 3.5 mm and 4.0 mm. The transition layer and the airtight layer are tightly bonded together to form a good gas barrier effect. The inner liner 9 is formed by a calendering process to ensure that its thickness is uniform and free of bubbles.

[0029] The carcass cord 8 is laid flat and attached to the outside of the inner liner 9. In this embodiment, the carcass cord 8 is made of reinforced high-strength steel wire cord with an overall thickness of 3.0mm to 3.1mm, which is used to improve the load-bearing strength and puncture resistance of the carcass. The steel wire arrangement density of the carcass cord 8 is optimized according to the load-bearing requirements to ensure that the carcass has sufficient radial rigidity and flexural performance under heavy load conditions.

[0030] The gasket 7 is attached to the outside of the tire carcass ply 8 and is located between the tire carcass ply 8 and the belt layer structure. It is used to buffer the stress transmission between the tire carcass and the belt layer and reduce the interlayer shear force. The gasket 7 is made of highly elastic rubber material and its thickness is adjusted according to the tire specifications. In this embodiment, the thickness of the gasket 7 is 2.5mm to 3.5mm.

[0031] The four-layer belt structure specifically includes a first belt layer 1, a second belt layer 2, a third belt layer 3, and a fourth belt layer 4.

[0032] The first belt layer 1 is laid flat and attached directly to the top of the tire carcass cord 8, that is, attached to the outside of the padding 7. The first belt layer 1 is made of high-strength steel cord, and the cutting angle of the steel cord is 20° to 30° with the tire circumference. In a preferred embodiment, the angle is 24°. The first belt layer 1 bears most of the circumferential tensile load during tire driving, provides support for the rigidity of the crown, and greatly reduces the radial deformation of the tire carcass.

[0033] The steel wire of the first belt layer 1 is selected from high-strength steel wire. In this embodiment, 3+8×0.33HT or 3+8×0.33ST steel wire is used. This specification of steel wire has high breaking strength and fatigue resistance. The width of the first belt layer 1 is determined according to the tire specification. Taking 12.00R20 specification as an example, the width of the first belt layer 1 is 180mm to 200mm.

[0034] The second belt layer 2 is laid flat and attached to the top of the first belt layer 1. It uses steel cord fabric of the same specifications as the first belt layer 1 and is cut at an angle of 15° to 20° with the tire circumference. In a preferred embodiment, the angle is 15°. With the above angle setting, the second belt layer 2 and the first belt layer 1 form a cross angle of 5° to 10°. The two belt layers work together to form a triangular stable structure, which effectively stabilizes the tire body profile, strongly tightens the tread, and improves the crown's anti-expansion ability.

[0035] The width of the second belt layer 2 is greater than the width of the first belt layer 1, and its two ends extend beyond the two ends of the first belt layer 1 in the tire axial direction. In this embodiment, the extension is 10mm to 15mm. Taking a 12.00R20 specification as an example, the width of the second belt layer 2 is 200mm to 220mm.

[0036] like Figure 2 As shown, the third belt layer 3 is a 0° circumferentially wound steel wire belt layer, consisting of multiple steel wires continuously laid flat and wound above the second belt layer 2. Unlike the traditional zero-degree belt layer, the third belt layer 3 in this embodiment adopts a unique differentiated winding structure.

[0037] The third belt layer 3 is evenly wound from the starting end a to the ending end b, with its steel wire direction completely aligned with the tire's rolling direction, forming an extremely strong circumferential binding force. This tightens the lower belt layer as a whole, suppressing the lateral expansion of the tire crown and the outward expansion of the tire shoulder.

[0038] The shoulder section of the third belt layer 3 adopts a double-layer winding structure, that is, the steel wire is wound back and forth twice in the shoulder area to form two layers of steel wire superimposed, with a superimposed width of 35mm-45mm; the middle section of the tread adopts a single-layer winding structure, that is, the steel wire is wound only once in the middle section of the tread. Through this differentiated winding method, the stretch matching between the middle section of the tread and the shoulder can be balanced.

[0039] Meanwhile, in order to further optimize the stress distribution, the winding tension is set differently: the double-layer winding tension at the tire shoulder is set to 10, and the single-layer winding tension in the middle of the tread is set to 12. The tension values ​​are adjusted according to the tire specifications and load requirements. The above 10 and 12 are relative tension values, based on the tension control parameters of the actual production equipment. Through the differentiated tension settings, the middle of the tread has a higher clamping force, and the tire shoulder has better flexibility, thereby optimizing the ground pressure distribution.

[0040] The width of the third belt layer 3 is smaller than that of the second belt layer 2, and its two ends are narrower than the two ends of the second belt layer 2 in the tire axial direction. In this embodiment, the narrowing dimension is 10mm to 15mm. Taking 12.00R20 specification as an example, the width of the third belt layer 3 is 180mm to 200mm.

[0041] The third belt layer 3 uses 3×7×0.22HE steel wire, which has high strength and good winding process performance.

[0042] The fourth belt layer 4 is laid flat and attached above the third belt layer 3 as a buffer transition layer. It is used to disperse stress and absorb impact between the third belt layer 3 and the tread, reduce stress concentration at the end of the belt layer, and improve the fatigue resistance of the crown.

[0043] The angle of the steel cord fabric of the fourth belt layer 4 is 15° to 20° with the tire circumference, preferably 15° in this embodiment. The width of the fourth belt layer 4 is equal to the width of the third belt layer 3, ensuring that it covers the entire width range of the third belt layer 3 and forms a complete stress buffer area.

[0044] The fourth belt layer 4 uses 5×0.35HI steel wire, which has good flexibility and cushioning performance.

[0045] The tread is bonded to the fourth belt layer 4 and is composed of a tread base rubber 5 and a tread rubber 6. The tread base rubber 5 is bonded to the fourth belt layer 4 and plays a role in cushioning, shock absorption, and stress transmission. The tread rubber 6 is bonded to the tread base rubber 5 and is used to ensure wear resistance, grip performance, and driving safety performance.

[0046] The base rubber 5 of the tread is made of low heat generation and high elasticity rubber material with a thickness of 3.0mm to 5.0mm; the tread rubber 6 is made of high wear resistance and tear resistance rubber material with a thickness of 15mm to 25mm. The tread pattern is designed according to the working conditions. In this embodiment, a block pattern suitable for mixed road conditions is adopted.

[0047] In one embodiment, the two ends of the second belt layer 2 are wider than the two ends of the first belt layer 1 in the tire axial direction by 10mm to 15mm. This differential design allows the second belt layer 2 to completely cover the edge of the first belt layer 1, forming a stepped transition between layers, effectively dispersing edge stress concentration, and avoiding delamination failure caused by excessive interlayer shear force.

[0048] Taking the 12.00R20 specification as an example, the width of the first belt layer 1 is 190mm, and the width of the second belt layer 2 is 205mm, with an overhang of 15mm. This dimension has been verified through testing to ensure effective clamping while avoiding stress concentration caused by excessive difference in width.

[0049] In one embodiment, the two ends of the third belt layer 3 are narrower than the two ends of the second belt layer 2 in the tire axial direction, with a narrowing dimension of 10mm to 15mm. This narrowing design makes the third belt layer 3 located within the width range of the second belt layer 2, forming a stepped shrinkage structure, further optimizing the stress transmission path and reducing stress concentration at the ends of the belt layer.

[0050] Taking the 12.00R20 specification as an example, the width of the second belt layer 2 is 205mm, the width of the third belt layer 3 is 190mm, and the narrowing dimension is 15mm. This dimension works in conjunction with the difference between the first and second belt layers 2 to stagger the edges of each belt layer in sequence, thus avoiding stress accumulation in the same cross section.

[0051] In one embodiment, the width of the fourth belt layer 4 is equal to the width of the third belt layer 3, that is, the fourth belt layer 4 completely covers the entire width range of the third belt layer 3, ensuring that the 0° wound steel wire structure of the third belt layer 3 is fully covered by the buffer layer, so that the stress can be evenly transmitted to the tread and avoid early fatigue damage caused by insufficient local buffering.

[0052] Taking the 12.00R20 specification as an example, the width of the third belt layer 3 is 190mm, and the width of the fourth belt layer 4 is also 110mm. They are aligned with the inner side of the zero-degree wrapping shoulder of the third belt layer, and the overall width is consistent with that of the third belt layer, with the edges aligned.

[0053] In one embodiment, the winding tension of the shoulder portion of the third belt layer 3 is 10, and the winding tension of the center portion of the tread is 12. Here, "10" and "12" are relative tension values, based on the actual production equipment calibration. By setting different winding tensions, the center region of the tread has a greater clamping force, which can effectively resist the radial expansion generated during heavy-load driving; the tension of the shoulder portion is relatively small, giving the shoulder moderate flexibility, which can better adapt to deformation when grounded and avoid stress concentration.

[0054] This differentiated tension setting, combined with the double-layer winding on the tire shoulder and the single-layer winding in the center of the tread, forms a dual differentiated design of "structure + tension," which further optimizes the ground pressure distribution. Tests have verified that this design improves durability by 18%.

[0055] In one embodiment, a first adhesive film is further provided between the first belt layer 1 and the second belt layer 2. The first adhesive film is used to enhance the bonding reliability between the two belt layers and avoid delamination failure caused by excessive interlayer shear force during heavy-load driving.

[0056] The thickness of the first adhesive film is 1.2 mm to 2.0 mm, and the width is 35 mm to 45 mm. In a preferred embodiment, the thickness is 2.0 mm and the width is 40 mm. The first adhesive film is continuously arranged along the tire circumference, covering the edge area of ​​the belt layer. Its width is smaller than the width of the belt layer and it is located inside the edge of the belt layer, playing a role in local reinforcement.

[0057] The first adhesive film uses a high-adhesion rubber formula, which has good adhesion to the steel wire cord fabric of the belt layer, and forms a strong adhesive interface after vulcanization.

[0058] In one embodiment, the inner liner 9 includes an airtight layer and a transition layer, which are combined. The airtight layer is made of a highly airtight halogenated butyl rubber material with a thickness of 3.5 mm to 4.0 mm to ensure the airtightness of the tire and prevent gas penetration. The transition layer is made of a rubber material with good adhesion to the tire carcass ply 8 and is located outside the airtight layer to connect the airtight layer and the tire carcass ply 8 to ensure reliable interlayer adhesion.

[0059] Taking the 12.00R20 specification as an example, the thickness of the airtight layer is 4.0mm, the thickness of the transition layer is 3.0mm, and the two are combined into one by a calendering process to form an inner liner layer 9 structure with a total thickness of 7.0mm.

[0060] In one embodiment, the carcass cord 8 is a reinforced high-strength steel wire cord with a thickness of 3.0 mm to 3.1 mm. The reinforced high-strength steel wire cord uses high-strength steel wire with a wire specification of 3+9+15×0.225ST or equivalent strength steel wire. The steel wire arrangement density is high to improve the radial load-bearing capacity of the carcass.

[0061] Taking the 12.00R20 specification as an example, the thickness of the carcass cord 8 is 3.0mm, and the wire density is 50 wires per 100mm width. The carcass cord 8 adopts a single-layer structure, which simplifies the molding process while ensuring sufficient load-bearing strength.

[0062] In one embodiment, a second adhesive sheet is provided between the tire carcass ply 8 and the gasket 7. The second adhesive sheet is used to enhance the adhesion reliability between the tire carcass ply 8 and the gasket 7, and to avoid interlayer separation caused by flexural deformation during heavy-load driving.

[0063] The second adhesive film has a thickness of 1.0 mm to 1.5 mm and a width that covers the contact area between the carcass ply 8 and the gasket 7. The second adhesive film uses a rubber formula that has good adhesion to both the carcass ply 8 and the gasket 7. After vulcanization, it forms a strong adhesive interface to ensure the stress coordination between the carcass and the belt layer structure.

[0064] In one embodiment, the tread includes a tread base rubber 5 and a tread rubber 6. The tread base rubber 5 is bonded to the fourth belt layer 4 and is made of a low-heat-generating, high-elasticity rubber material to buffer and absorb shocks and transmit stress, thereby reducing the direct impact of road impacts on the belt layer during driving. The tread rubber 6 is bonded to the tread base rubber 5 and is made of a high-wear-resistant, tear-resistant rubber material to ensure wear resistance, grip performance, and driving safety performance.

[0065] The thickness of the tread base rubber 5 is 3.0mm to 5.0mm, and the thickness of the tread rubber 6 is 15mm to 25mm. The two are integrally formed by composite extrusion process to form a double-layer composite tread structure. Taking the 12.00R20 specification as an example, the thickness of the tread base rubber 5 is 4.0mm, and the thickness of the tread rubber 6 is 20mm.

[0066] To verify the technical effects of some embodiments of this application, indoor bench tests and real-vehicle road tests were conducted.

[0067] Indoor bench test: Using a 12.00R20 tire as the test object, the standard inflation pressure was set to 900 kPa, the rated load to 3750 kg, and the test speed to 57 km / h. According to national standards, the tire was driven for 47 hours first, and then the load rate was increased by 10% for every 10 hours of driving until the tire was damaged. Simultaneously, five-strength tests and ground pressure blanket tests were carried out, and a comparative test was conducted with a traditional 3-layer belt structure tire.

[0068] Test results show that under the same test load, the tire of the present invention has a wider ground contact width, longer ground contact length, larger total ground contact area, and larger effective ground contact area than the traditional structure. The maximum ground contact pressure is significantly reduced, the tread ground contact rate is higher, the tire shoulder ground contact is sufficient, and the ground contact pressure distribution is more uniform and gentle. In terms of durability, the tire of the traditional structure developed shoulder delamination and tread bulge after 105 hours of driving, while the tire of the present invention only developed the same failure after 124 hours of driving, improving durability performance by 18%, exceeding the preset improvement target of 15%.

[0069] Real-world road tests: The tire of this invention is used in heavy-duty vehicles with a front four and rear eight configuration and an actual load of 115 to 120 tons. It has been tested under complex road conditions and continuous heavy load conditions. The results show that the tire has no early failures after 4 to 6 months of continuous use, and there are no problems such as tire shoulder delamination, tread bulges, or abnormal wear. User feedback is good, and it fully meets the long-term stable driving needs of ultra-heavy-duty vehicles.

[0070] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0071] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. Crown reinforced all-steel radial tire, characterized in that, From the inside out, it includes an inner liner, tire carcass ply, rubber pad, four belt layers and tread; The four-layer belt structure includes: The first belt layer is laid flat and attached to the upper part of the tire carcass cord, and the steel wire of the first belt layer has an angle of 20° to 30° with the tire circumferential direction. The second belt layer is laid flat and attached to the top of the first belt layer. The steel wires of the second belt layer make an angle of 15° to 20° with the tire circumference, and the second belt layer and the first belt layer form an intersection angle of 5° to 10°. The third belt layer is a 0° circumferentially wound steel belt layer, consisting of multiple steel wires continuously and flatly wound above the second belt layer. The shoulder portion of the third belt layer is double-wound, while the center portion of the tread is single-wound. The winding tension at the shoulder portion is different from that at the center portion of the tread. The fourth belt layer is laid flat and attached to the top of the third belt layer, and the steel wires of the fourth belt layer have an angle of 15° to 20° with the tire circumferential direction. The tread is attached to the top of the fourth belt layer.

2. The crown reinforced all-steel radial tire of claim 1 wherein, The two ends of the second belt layer are wider than the two ends of the first belt layer in the tire axial direction by 10mm to 15mm.

3. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, The two ends of the third belt layer are narrower than the two ends of the second belt layer in the tire axial direction, with a narrowing dimension of 10mm to 15mm.

4. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, The width of the two ends of the fourth belt layer is axially narrower than that of the two ends of the third belt layer, with a narrowing dimension of 35mm to 45mm.

5. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, The relative tension values ​​of the winding tension at the shoulder portion of the third belt layer and the winding tension at the center of the tread are 10 and 12, respectively.

6. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, A first adhesive film is further disposed between the first belt layer and the second belt layer. The thickness of the first adhesive film is 1.2 mm to 2.0 mm, and the width of the first adhesive film is 35 mm to 45 mm.

7. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, The inner lining layer includes an airtight layer and a transition layer, wherein the airtight layer and the transition layer are combined, and the thickness of the airtight layer is 3.5 mm to 4.0 mm.

8. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, The tire cord fabric is a reinforced high-strength steel wire cord fabric, and the thickness of the tire cord fabric is 3.0mm to 3.1mm.

9. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, A second adhesive film with a thickness of 1.0mm-1.5mm is provided between the tire carcass cord and the padding rubber.

10. The crown-reinforced all-steel radial tire as described in claim 1, characterized in that, The tread includes a tread base rubber and a tread rubber, the tread base rubber being bonded to the upper part of the fourth belt layer, and the tread rubber being bonded to the upper part of the tread base rubber.

Images