Low-noise and low-rolling-resistance tire

Abstract

The utility model belongs to the technical field of tires, and particularly relates to a low-noise low-rolling-resistance tire which comprises a tire body layer, a lining layer is arranged on the inner surface of the tire body layer, a tire side is arranged on the side face of the tire body layer, a steel wire belt ply is arranged on the top of the tire body layer, and the side edge of the steel wire belt ply is fixedly connected with the tire side. A polyester cap ply is arranged on the outer surface of the steel wire belt ply, and a tread layer is arranged on the outer surface of the polyester cap ply. According to the utility model, the pattern noise is reduced by optimizing the pattern design, and the rolling resistance is reduced by optimizing the outline and framework material design. Therefore, the requirements of the new energy automobile on low noise and low rolling resistance of the tire are met.

Description

Technical Field

[0001] The utility model relates to the technical field of tires, in particular to a low-noise and low-rolling-resistance tire. Background Art

[0002] New energy vehicles have a particularly strong demand for low noise, and people are gradually raising their requirements for vehicle comfort and noise performance. Optimizing and improving noise is crucial for new energy vehicle tires. At the same time, the requirements for low rolling resistance of tires are becoming more and more stringent. Reducing rolling resistance is crucial to improving the endurance of new energy vehicles.

[0003] During vehicle operation, tire noise affects driving comfort, not only affecting the comfort of the driver, but also increasing the fatigue of the driver and passengers, affecting safety. Many new energy manufacturers have taken tire noise as the main target for evaluating vehicle performance. In addition, the requirements for low rolling resistance tires are becoming more and more stringent as the range of new energy vehicles increases.

[0004] Generally, when a tire is running at high speed, the contact surface of the tire contacts an irregular road surface or is impacted from the outside, which generates a large noise. New energy vehicles have higher requirements for vehicle quietness and low rolling resistance. New energy vehicles do not have engine sounds, and the tire pattern noise becomes a factor affecting the vehicle's quietness. The endurance of new energy vehicles is affected by rolling resistance. Therefore, improvements are needed. Utility Model Content

[0005] The utility model aims to provide a low-noise and low-rolling resistance tire, which solves the problem that the existing tires are used for fuel vehicles and cannot meet the low-noise and low-rolling resistance performance requirements of new energy vehicle tires.

[0006] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a low-noise and low-rolling resistance tire, comprising a carcass layer, an inner liner layer is arranged on the inner surface of the carcass layer, a sidewall is arranged on the side of the carcass layer, a steel belt layer is arranged on the top of the carcass layer, and the side edge of the steel belt layer is fixedly connected to the sidewall, a polyester cap layer is arranged on the outer surface of the steel belt layer, a tread layer is arranged on the outer surface of the polyester cap layer, a middle rib and a shoulder rib are arranged on the surface of the tread layer, streamlined transverse grooves are opened on the surface of the shoulder rib, longitudinal grooves are opened on the surface of the tread layer, and the longitudinal grooves are located between the middle rib and the shoulder rib.

[0007] Preferably, the angle α of the streamlined transverse groove on the middle rib is 25° to 45°, and the angle β of the streamlined transverse groove on the shoulder rib is 8° to 15°. By setting the angle α of the streamlined transverse groove on the middle rib to 25° to 45°, the rolling resistance of the tire can be reduced.

[0008] Preferably, the rubber material of the tread layer has a DMA value of 60°C tanδ=0.05-0.1, and a Shore hardness of the rubber material of 55-61. The tread layer is made of a rubber material with low rolling resistance.

[0009] Preferably, the horizontal width of the polyester cap layer is 15-30 mm, and its value L wider than the running surface width TDW is 3-8 mm. By setting the horizontal width of the polyester cap layer wider than the running surface width TDW, the low rolling resistance performance of the tire can be further increased.

[0010] Preferably, the steel wire of the steel belt layer has a single wire breaking force of 400-500N, a single wire diameter of 0.4-0.8mm, and a rubber coating thickness of 0.85-1.5mm. The steel wire of the steel belt layer has a single wire breaking force of 400-500N, which can increase the strength of the tire.

[0011] Preferably, the breaking force of the polyester cord of the carcass layer is 200-300 N. The breaking force of the polyester cord of the carcass layer is greater than the conventional value, which can further increase the strength of the tire.

[0012] Preferably, the breaking force of the polyester cord monofilament of the carcass layer is 200-300N, the hardness of the rubber compound of the sidewall is 46-52, and the DMA value of the rubber compound of the sidewall is 60°C tanδ=0.05-0.1. The rubber compound of the sidewall is harder and has relatively higher strength.

[0013] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0014] 1. The utility model reduces pattern noise by optimizing pattern design, and reduces rolling resistance by optimizing profile and frame material design, thereby meeting the requirements of new energy vehicles for low noise and low rolling resistance of tires.

[0015] 2. The utility model reduces the resonance between the tread blocks and the noise through the optimized pattern style design, optimized tread block distribution and multi-pitch pattern design; the optimized shoulder noise reduction design reduces the lateral flow of air and weakens the tread pattern noise; the rolling resistance is reduced through the optimized contour design, optimized skeleton material design and optimized material distribution. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram of the tire pattern of the utility model;

[0017] Figure 2 It is a schematic cross-sectional view of the shoulder groove details of the utility model;

[0018] Figure 3 It is a schematic cross-sectional view of the shoulder rib groove details of the utility model;

[0019] Figure 4 The cross-section diagram of the middle rib groove of the utility model is shown in FIG. Figure 1 ;

[0020] Figure 5 The cross-section diagram of the middle rib groove of the utility model is shown in FIG. Figure 2 ;

[0021] Figure 6 This is a schematic diagram of the skeleton material distribution of the utility model.

[0022] In the figure: 1. longitudinal groove; 2. streamlined transverse groove; 3. middle rib; 4. shoulder rib; 5. carcass layer; 6. sidewall; 7. tread layer; 8. polyester cap layer; 9. steel belt layer; 10. inner liner. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0024] See also Figure 1-6 A low-noise and low-rolling resistance tire comprises a carcass layer 5, an inner liner layer 10 is arranged on the inner surface of the carcass layer 5, a side wall 6 is arranged on the side of the carcass layer 5, a steel belt layer 9 is arranged on the top of the carcass layer 5, and the side edge of the steel belt layer 9 is fixedly connected to the side wall 6, a polyester cap layer 8 is arranged on the outer surface of the steel belt layer 9, a tread layer 7 is arranged on the outer surface of the polyester cap layer 8, a middle rib 3 and a shoulder rib 4 are arranged on the surface of the tread layer 7, a streamlined transverse groove 2 is opened on the surface of the shoulder rib 4, a longitudinal groove 1 is opened on the surface of the tread layer 7, and the longitudinal groove 1 is located between the middle rib 3 and the shoulder rib 4. The pattern is composed of four pitches, the number of pitches satisfies A1:B1:C1:D1=17:18:20:15, the pitch widths are A, B, C, D respectively, and A / B=1.1-1.25, A / C=1.2-1.35, A / D=1.3-1.45. As is known, the tire contact patch width TDW, TDW=E+F+G+H+E+F+G, groove / rib=(H+F+F) / (E+G+G+E)=30-40%.

[0025] See also Figure 1-6The streamlined transverse groove 2 on the middle rib 3 has an angle α of 25° to 45° at its bend, and the streamlined transverse groove 2 on the shoulder rib 4 has an angle β of 8° to 15° at its bend. By setting the angle α of the streamlined transverse groove 2 on the middle rib 3 to 25° to 45°, the rolling resistance of the tire can be reduced. The rubber DMA value of the tread layer 7 is 60℃tanδ=0.05~0.1, and the Shore hardness of the rubber is 55~61. The tread layer 7 uses a rubber with low rolling resistance. The horizontal width of the polyester cap layer 8 is 15~30mm, and its value L wider than the running surface width TDW is 3~8mm. By setting the horizontal width of the polyester cap layer 8 to be wider than the value L of the running surface width TDW, the low rolling resistance performance of the tire can be further increased. The breaking force of the steel wire of the steel belt layer 9 is 400-500N, the diameter of the single wire is 0.4-0.8mm, and the thickness of the rubber coating is 0.85-1.5mm. The breaking force of the steel wire of the steel belt layer 9 is 400-500N, which can increase the strength of the tire. The breaking force of the polyester cord of the carcass layer 5 is 200-300N. The breaking force of the polyester cord of the carcass layer 5 is greater than the conventional value, which can further increase the strength of the tire. The breaking force of the polyester cord of the carcass layer 5 is 200-300N, the hardness of the rubber of the sidewall 6 is 46-52, and the DMA value of the rubber of the sidewall 6 is 60℃tanδ=0.05~0.1. The hardness of the rubber of the sidewall 6 is harder, and the strength is relatively improved.

[0026] The specific implementation process of the utility model is as follows: by optimizing the pattern design, optimizing the pattern block distribution, optimizing the shoulder noise reduction design, the pattern noise is reduced, specifically the multi-pitch design of the tread pattern, the pattern is composed of three longitudinal grooves 1 and streamlined transverse grooves 2, the middle rib block 3, and the shoulder rib block 4, and the rolling resistance is reduced by optimizing the contour and skeleton material design and optimizing the material distribution. In this way, the requirements of new energy vehicles for low noise and low rolling resistance of tires are met, wherein the shoulder transverse groove design, AA section, parameter h is 0.01-0.03mm; BB section, a is 1-3mm, ε is 30°-60°, Rb is 1-3mm, Ra is 3-6mm, the closed groove of the center rib block 3, its CC section, b is 1-3mm, c is 1-3mm, Rd is 0.5-1mm, Rc is 1-3mm, DD section, δ is 4°-8°.

[0027] Although 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 the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A low noise and low rolling resistance tire, comprising a carcass layer (5), characterized in that The inner surface of the carcass layer (5) is provided with an inner liner layer (10), the side of the carcass layer (5) is provided with a sidewall (6), the top of the carcass layer (5) is provided with a steel belt layer (9), and the side edge of the steel belt layer (9) is fixedly connected to the sidewall (6), the outer surface of the steel belt layer (9) is provided with a polyester cap layer (8), the outer surface of the polyester cap layer (8) is provided with a tread layer (7), the surface of the tread layer (7) is provided with a middle rib (3) and a shoulder rib (4), the surface of the shoulder rib (4) is provided with a streamlined transverse groove (2), the surface of the tread layer (7) is provided with a longitudinal groove (1), and the longitudinal groove (1) is located between the middle rib (3) and the shoulder rib (4).

2. A low noise and low rolling resistance tire according to claim 1, characterized in that: The streamlined transverse groove (2) located on the middle rib (3) has an angle α at its bending point of 25° to 45°, and the streamlined transverse groove (2) located on the shoulder rib (4) has an angle β at its bending point of 8° to 15°.

3. The low noise and low rolling resistance tire according to claim 1, characterized in that: The rubber material DMA value of the tread layer (7) is 60°C tanδ=0.05-0.1, and the Shore hardness of the rubber material is 55-61.

4. The low noise and low rolling resistance tire according to claim 1, characterized in that: The horizontal width of the polyester cap layer (8) is 15 to 30 mm, and the value L thereof wider than the running surface width TDW is 3 to 8 mm.

5. The low noise and low rolling resistance tire according to claim 1, characterized in that: The steel wire of the steel belt layer (9) has a single wire breaking force of 400-500N, a single wire diameter of 0.4-0.8mm, and a rubber coating thickness of 0.85-1.5mm.

6. The low noise and low rolling resistance tire according to claim 1, characterized in that: The breaking force of the polyester cord monofilament of the carcass layer (5) is 200-300N, the hardness of the rubber material of the sidewall (6) is 46-52, and the DMA value of the rubber material of the sidewall (6) is 60°C tanδ=0.05-0.1.

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