Belt ply structure of all-steel radial tire

Abstract

The belt ply structure of the all-steel radial tire comprises a lining layer and a belt ply assembly which are arranged on a tire body, and the belt ply assembly comprises a first belt ply, a second belt ply, a third belt ply and a fourth belt ply which are sequentially arranged from bottom to top. A steel wire cord fabric layer is arranged between the second belted layer and the third belted layer and is of a steel wire structure wound in the circumferential direction of the tire body, so that crossed net structures are respectively formed between the steel wire cord fabric layer and the first belted layer, between the steel wire cord fabric layer and the second belted layer, between the steel wire cord fabric layer and the third belted layer and between the steel wire cord fabric layer and the fourth belted layer; the steel wire cord fabric layer is arranged between the second belted layer and the third belted layer, so that a crossed net-shaped structure is formed between the steel wire cord fabric layer and each belted layer, the hooping coefficient of a tire body is improved, the tire is effectively prevented from being excessively deformed in the high-bearing and high-speed running process of the tire, the effects of reducing heat generation and improving the impact resistance are achieved, and the service life of the tire is prolonged. The safety coefficient of the tire is greatly improved.

Description

Technical Field

[0001] The utility model relates to the technical field of tire production, in particular to a belt layer structure of an all-steel radial tire. Background Art

[0002] The belt structure of all-steel radial tires generally adopts a four-layer belt structure, in which the four-layer structure is four layers of steel cord fabric layers arranged at different angles and cross-arranged between the layers, giving the tire low rolling resistance, high wear resistance and other properties. However, the durability of tires with this structure will be relatively reduced under high pressure and high load conditions, and the failure mode is often a crown blowout, which reduces the safety performance of the tire. Utility Model Content

[0003] The utility model aims to solve the deficiencies of the above-mentioned technology and provides a belt structure of an all-steel radial tire.

[0004] To this end, the utility model provides a belt layer structure of an all-steel radial tire, including an inner liner and a belt layer assembly arranged on a carcass, the belt layer assembly including a first belt layer, a second belt layer, a third belt layer and a fourth belt layer arranged in sequence from bottom to top, a steel cord layer is arranged between the second belt layer and the third belt layer, the steel cord layer is a steel wire structure wound along the circumferential direction of the carcass, so that a cross-net structure is formed between the steel cord layer and the first belt layer, the second belt layer, the third belt layer and the fourth belt layer respectively.

[0005] Preferably, the angle between the steel wires of the steel cord layer and the tire circumference is 0° to 5°.

[0006] Preferably, the width of the second belt layer is greater than that of the steel cord layer, and the width difference L1 between the second belt layer and the steel cord layer at one end close to the shoulder is 25-45 mm.

[0007] Preferably, the width of the third belt layer is greater than that of the steel cord layer, and the width difference L2 between the third belt layer and the steel cord layer at one end close to the shoulder is 10-30 mm.

[0008] Preferably, the width of the fourth belt layer is smaller than the width of the steel cord layer, and the width difference L3 between the fourth belt layer and the steel cord layer near the shoulder end is 30-50 mm.

[0009] Preferably, the angle between the steel wire winding angle of the second belt layer and the tire circumference line is between 15° and 20°.

[0010] Preferably, the angle between the steel wire winding angle of the third belt layer and the tire circumference line is between 15° and 20°.

[0011] Preferably, the angle between the steel wire winding angle of the fourth belt layer and the tire circumference line is between 15° and 20°.

[0012] Preferably, the angle between the steel wire winding angle of the first belt layer and the tire circumference line is between 40° and 50°.

[0013] The utility model provides a belt layer structure of an all-steel radial tire, which has the following beneficial effects.

[0014] (1) In the utility model, the steel cord layer is arranged between the second belt layer and the third belt layer, so that a cross-net structure is formed between the steel cord layer and each belt layer, thereby improving the carcass tightening coefficient, effectively preventing the tire from excessive deformation during high-load and high-speed operation of the tire, reducing heat generation, improving impact resistance, and greatly improving the safety factor of the tire;

[0015] (2) According to the specifications and performance requirements of the tire, the width ratio between the steel cord layer and each belt layer is set to effectively ensure the overall rigidity of the crown part while improving the wear resistance of the tire;

[0016] ⑶ By arranging the steel cord layer to increase the clamping force and effective width of the edges of the first belt layer and the second belt layer, the interlayer shear stress of the tire during deformation is reduced, and the delamination and explosion of the belt layer assembly at the crown of the tire are reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic cross-sectional structure diagram of the carcass and belt structure in the utility model;

[0018] Figure 2 for Figure 1 An enlarged schematic diagram of the belt structure at the mid-crown position;

[0019] Figure 3 It is a schematic diagram of the arrangement of steel wires in the steel cord layer and the first belt layer;

[0020] Figure 4 It is a schematic diagram of the arrangement of steel wires in the steel cord layer and the second belt layer;

[0021] Figure 5 It is a schematic diagram of the arrangement of steel cord layers and the third belt layer;

[0022] Figure 6 Schematic diagram of the steel wire arrangement of the steel cord layer and the fourth belt layer.

[0023] Markings in the figure: 1-belt layer assembly, 101-first belt layer, 102-second belt layer, 103-third belt layer, 104-fourth belt layer, 105-steel cord layer, 2-tire body, 201-crown, 202-shoulder, 203-inner liner. DETAILED DESCRIPTION

[0024] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments to help understand the content of the present invention. The methods used in the present invention are all conventional methods unless otherwise specified; the raw materials and devices used are all conventional commercial products unless otherwise specified.

[0025] Embodiment 1:

[0026] like Figure 1 , Figure 2 As shown, the utility model provides a belt layer structure of an all-steel radial tire, including an inner liner 203 and a belt layer assembly 1 arranged on a carcass 2, the belt layer assembly 1 including a first belt layer 101, a second belt layer 102, a third belt layer 103 and a fourth belt layer 104 arranged in sequence from bottom to top, a steel cord layer 105 is arranged between the second belt layer 102 and the third belt layer 103, the steel cord layer 105 is a steel wire structure wound along the circumferential direction of the carcass 2, so that a cross-net structure is formed between the first steel cord layer 105 and the first belt layer 101, the second belt layer 102, the third belt layer 103 and the fourth belt layer 104 respectively.

[0027] In the utility model, the steel cord layer 105 is wound between the second belt layer 102 and the third belt layer 103, and is continuously and tightly wound several times from one side to the other side at a certain interval until the required width of the steel cord layer 105 is reached, and then the third belt layer 103 and the fourth belt layer 104 are laid in sequence. The steel wires of the steel cord layer 105 are kept parallel to the circumferential direction of the carcass 2 as much as possible during the winding process. The steel wires of the steel cord layer 105 preferably adopt a steel wire structure with a diameter of 1.2 mm, and the distance between adjacent steel wires is kept within 6-7 mm, forming a cross-net structure with each belt layer of the belt layer assembly 1;

[0028] Further, such as Figure 3 , Figure 4 , Figure 5 , Figure 6 As shown, the angle between the first belt layer 101 and the tire circumference is between 40° and 50°;

[0029] The width difference L1 between the second belt layer 102 and the steel cord layer 105 near the shoulder 202 is 10-20 mm, and the angle between the steel wire winding angle of the second belt layer 102 and the tire circumference line is between 15° and 20°;

[0030] The width difference L2 between the third belt layer 103 and the steel cord layer 105 near the shoulder 202 is 20-40 mm, and the angle between the steel wire winding angle of the third belt layer 103 and the tire circumference line is between 15° and 20°;

[0031] The width difference L3 between the fourth belt layer 104 and the steel cord layer 105 near the shoulder 202 is 40-60 mm, the steel wire winding angle of the fourth belt layer 104 and the angle with the circumferential line are between 15° and 20°, and the steel wire winding directions of the third belt layer 103 and the fourth belt layer 104 are symmetrical to each other, so that a stable cross-network structure is formed between the steel cord layer 105 and each belt layer of the belt layer assembly 1.

[0032] While forming a mutually crossed mesh structure between the steel cord layer 105 and each belt layer, the width between the steel cord layer 105 and each belt layer is set so that the belt layer assembly 1 forms a trapezoidal structure, thereby ensuring the overall rigidity of the crown 201 while improving the wear resistance of the tire; the central axis of the steel cord layer 105, the first belt layer 101 and the second belt layer 102 are all located in the same vertical plane as the central axis of the carcass 2, thereby improving the degree of tightening of the steel cord layer 105 on the edges of the first belt layer 101 and the second belt layer 102, reducing the shear strain between the layers of the tire during deformation, and reducing the delamination or explosion of the belt layer in the crown 201 of the tire.

[0033] By conducting durability tests on the above belt structure at different load rates, the following experimental results were obtained:

[0034] The specific experimental environment has an ambient temperature of 38±3℃, a rated load of 4250kg, a tire inflation pressure of 970kPa, and a tire test rotation speed of 50km / h;

[0035] Solution 1: The steel cord layer 105 is located between the second belt layer 102 and the third belt layer 103;

[0036] Solution 2: The steel cord layer 105 is located between the first belt layer 101 and the second belt layer 102;

[0037] Solution 3: The steel cord layer 105 is located between the third belt layer 103 and the fourth belt layer 104;

[0038] Case 1: The width differences between the steel cord layer 105 and each belt layer are L1, L2, and L3, respectively, 45 mm, 30 mm, and 50 mm.

[0039] Case 2: The width differences between the steel cord layer 105 and each belt layer are L1 35 mm, L2 20 mm, and L3 40 mm;

[0040] Case 3: The width differences between the steel cord layer 105 and each belt layer are L1 is 25 mm, L2 is 10 mm, and L3 is 30 mm;

[0041] Table 1 Tire indoor durability test conditions

[0042]

[0043] Table 2: Durability test results between different solutions

[0044] Solution No. Durability test results Damage symptoms Solution 1 120h33min Tire crown 201 delamination 21% higher than other solutions Solution 2 99h35min Shoulder 202 rip Option 3 95h44min Groove cracks Case 1 94h32min Shoulder 202 delamination Case 2 122h43min Tire crown 201 delamination 27% higher than other cases Case 3 95h50min Shoulder 202 delamination

[0045] It can be seen that when the steel cord layer 105 is arranged between the second belt layer 102 and the third belt layer 103, and the width difference between the steel cord layer 105 and each belt layer is L1=35, L2=20, L3=40, the tire has the best performance.

[0046] In the description of the present invention, it should be understood that the terms "left", "right", "up", "down", "top", "bottom", "front", "back", "inside", "outside", "back", "middle", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0047] However, what is described above is only a specific embodiment of the present invention and should not be used to limit the scope of implementation of the present invention. Therefore, the replacement of equivalent components, or equivalent changes and modifications made according to the scope of protection of the patent of the present invention should still fall within the scope covered by the claims of the present invention.

Claims

1. A belt structure of an all-steel radial tire, characterized in that: The invention comprises an inner liner (203) and a belt layer assembly (1) arranged on a carcass (2), wherein the belt layer assembly (1) comprises a first belt layer (101), a second belt layer (102), a third belt layer (103) and a fourth belt layer (104) arranged in sequence from bottom to top, a steel cord layer (105) is arranged between the second belt layer (102) and the third belt layer (103), and the steel cord layer (105) is a steel wire structure wound along the circumferential direction of the carcass (2), so that a cross-net structure is formed between the steel cord layer (105) and the first belt layer (101), the second belt layer (102), the third belt layer (103) and the fourth belt layer (104), respectively.

2. The belt structure of an all-steel radial tire according to claim 1, characterized in that: The angle between the steel wires of the steel cord layer (105) and the circumferential line of the tire is 0° to 5°.

3. The belt structure of an all-steel radial tire according to claim 2, characterized in that: The width of the second belt layer (102) is greater than the width of the steel cord layer (105), and the width difference L1 between the second belt layer (102) and the steel cord layer (105) at one end close to the tire shoulder (202) is 25-45 mm.

4. The belt structure of the all-steel radial tire according to claim 2, characterized in that: The width of the third belt layer (103) is greater than that of the steel cord layer (105), and the width difference L2 between the third belt layer (103) and the steel cord layer (105) at one end close to the shoulder (202) is 10-30 mm.

5. The belt structure of the all-steel radial tire according to claim 2, characterized in that: The width of the fourth belt layer (104) is smaller than the width of the steel cord layer (105), and the width difference L3 between the fourth belt layer (104) and the steel cord layer (105) at one end close to the shoulder (202) is 30-50 mm.

6. The belt structure of the all-steel radial tire according to claim 3, characterized in that: The angle between the steel wire winding angle of the second belt layer (102) and the tire circumference line is between 15° and 20°.

7. The belt structure of the all-steel radial tire according to claim 4, characterized in that: The included angle between the steel wire winding angle of the third belt layer (103) and the tire circumference line is between 15° and 20°.

8. The belt structure of an all-steel radial tire according to claim 5, characterized in that: The included angle between the steel wire winding angle of the fourth belt layer (104) and the tire circumference line is between 15° and 20°.

9. The belt structure of an all-steel radial tire according to claim 2, characterized in that: The included angle between the steel wire winding angle of the first belt layer (101) and the tire circumference line is between 40° and 50°.

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