Lightweight economical tire
By adopting a three-layer belt-layered package design and a single-layer restraint structure in the tire, the problems of traditional tires are solved, high fuel consumption and high cost, and the effects of lightweight, noise reduction and durability improvement are achieved.
Patent Information
- Application Number
- CN202421386797.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-18
- Publication Date
- 2025-03-07
- Estimated Expiration
- 2034-06-18
AI Technical Summary
The traditional 3+0 structural design tires have problems such as wide and heavy, high fuel consumption, high cost and low economic efficiency.
A lightweight and economical tire is designed, using a three-layer belt layered patch form, with the middle tape film covered with the edge and applied with low heat generation film to avoid excessive heat generated by stress concentration, and the innermost layer is changed to a single-layer binding, increasing the strength at the shoulder and the elliptical transition on the inside and outside of the tire.
It effectively reduces the total weight of the tire, prevents durability deterioration, improves heating and durability performance, improves service life, and saves economic costs, reduces tire noise and improves noise reduction performance.
Smart Images
Figure CN222572007U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of tires, in particular to a lightweight and economical tire. Background Art
[0002] 3+0 structure tires refer to tires with a carcass consisting of 3 layers of cords and no inner liner. Such structure tires are usually used for commercial vehicles, such as trucks and buses, and some heavy engineering vehicles. They usually have higher load capacity and durability, and are suitable for long-term and high-intensity use.
[0003] In recent years, with the rapid development of society, the roads are getting better and better. With the "proposition of the concept of carbon neutrality", the transportation industry faces huge social responsibilities. Major car companies and tire companies are working hard to achieve carbon neutrality. At present, reducing tire heat generation and fuel consumption without deteriorating the durability of the product itself has become the focus of competition among tire companies in the future. Traditional 3+0 structural design tires have the problems of being wide, thick, heavy, high fuel consumption, high cost, and low economic benefits. Therefore, improvements are needed. Utility Model Content
[0004] The utility model aims to provide a lightweight and economical tire, which solves the problems of the traditional 3+0 structure design tire being wide, thick, heavy, high fuel consumption, high cost and low economic benefit.
[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a lightweight economical tire, comprising a carcass, wherein a belt layer is arranged at the upper end of the horizontal portion of the carcass, the belt layer comprises three belt layers, and the three belt layers are designed and arranged in a wrapping form, wherein the middle belt film is wrapped and then applied with a low heat generation rubber film, which can reduce the waste of tire manufacturing costs; the upper belt layer is located at 1 / 2 of the distance from the 0 degree outer end point to the inner end point, and this position arrangement can avoid The heat generated by stress concentration is too large; the innermost layer is changed to a single-layer constraint, which reduces the 0-degree belt stress concentration caused by excessive shoulder constraint force in the tire. A crown is arranged on the upper end of the belt layer, a cushion rubber is arranged on the curved part of the carcass, a new sidewall soft rubber is arranged on the outer side of the vertical part of the carcass, and the upper part of the new sidewall soft rubber is glued to the outer side of the crown, an inner liner is arranged on the inner side of the vertical part of the carcass, a hard triangle rubber is arranged between the carcass and the lower part of the new sidewall soft rubber, and a wire ring is arranged inside the hard triangle rubber.
[0006] Preferably, the cushion rubber is glued to the tread crown, and the cushion rubber is glued to the edge of the belt layer. By setting the cushion rubber, the strength of the tire shoulder and the elliptical transition between the inner and outer sides of the tire can be increased.
[0007] Preferably, the wide body of the hard apex is provided with a steel wire cloth on the outside, and the inner ring of the steel wire cloth is glued to the inner lining. Through the provision of the steel wire cloth, the connection between the hard apex and the weak rubber at the sub-mouth is transitioned.
[0008] Preferably, the outer side of the steel wire cloth is provided with a sub-mouth soft glue, the outer side of the sub-mouth soft glue is glued with the new sidewall soft glue, and the inner side of the sub-mouth soft glue is glued with the inner liner. By setting the sub-mouth soft glue, the connection strength between the tire and the wheel hub can be increased.
[0009] Preferably, a spigot curve is provided at the bottom of the spigot rubber, and the spigot curve and the spigot rubber are an integrated structure. By adding the spigot curve, it is possible to avoid excessive interference fit of the tire toe caused by excessive bead width, resulting in stress concentration, thereby preventing the tire from falling off.
[0010] Preferably, noise reduction cotton is bonded to the inner side of the inner liner, and a plurality of evenly distributed tooth blocks are fixedly connected to the outer wall of the noise reduction cotton, and the tooth blocks and the noise reduction cotton are an integrated structure, and the tooth blocks are embedded in the inner liner. By adding noise reduction cotton to the inner wall of the inner liner, the tire noise can be improved.
[0011] The beneficial effects of the utility model are as follows:
[0012] 1. The belt layer of the utility model includes three layers of belt layers, and the three layers of belt layers are designed and distributed in a wrapping form, wherein the middle belt film is wrapped and then applied with a low-heat-generating film, which can reduce the waste of tire manufacturing costs; the upper belt layer is located at 1 / 2 of the distance from the 0-degree outer end point to the inner end point, and this position arrangement can avoid excessive heat generated by stress concentration; and the innermost layer is changed to a single-layer constraint, which reduces the 0-degree belt stress concentration caused by excessive shoulder constraint force of the tire, and the curve of the rim bead is optimized, which can transfer the matching force between the rim and the bead to the tire toe direction, which can effectively reduce market problems such as cutting explosion in the market, and can basically prevent the tire from deteriorating without any harm on the basis of reducing the total weight of the tire, improve the overall heat durability performance, and increase the service life of the tire while saving a certain amount of economic cost.
[0013] 2. The utility model bonds a layer of noise reduction cotton to the innermost side of the tire, that is, the inner wall of the inner liner, and arranges tooth blocks on the noise reduction cotton to increase the bonding degree between the inner liner, thereby reducing tire noise and improving the noise reduction performance of the tire to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 It is a schematic diagram of the overall structure of the utility model.
[0015] In the figure: 1. crown; 2. belt layer; 3. cushion rubber; 4. tire body; 5. inner lining; 6. new sidewall soft rubber; 7. weak rubber at the bead; 8. hard triangle rubber; 9. wire wrap; 10. wire ring; 11. bead curve; 12. noise reduction cotton; 13. tooth block. DETAILED DESCRIPTION
[0016] 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.
[0017] See also Figure 1 A lightweight economical tire includes a carcass 4, a belt layer 2 is arranged at the upper end of the horizontal part of the carcass 4, and the belt layer 2 includes three layers of belt layers, and the three layers of belt layers are designed and arranged in a wrapping form, wherein the middle belt film is wrapped and then applied with a low heat generation film, which can reduce the waste of tire manufacturing costs; the upper belt layer is located at 1 / 2 of the distance from the 0-degree outer end point to the inner end point, and this position arrangement can avoid excessive heat generated by stress concentration; and the innermost layer is changed to a single-layer restraint, which reduces the 0-degree belt stress concentration caused by excessive shoulder restraint force of the tire, and the upper end of the belt layer 2 is provided with a crown 1, and the curved part of the carcass 4 is provided with a cushion rubber 3, which is glued to the crown 1, and the cushion rubber 3 is glued to the edge of the belt layer 2. By setting the cushion rubber 3, the strength of the tire shoulder and the elliptical transition between the inner and outer sides of the tire can be increased.
[0018] See also Figure 1 A new sidewall soft rubber 6 is arranged on the outside of the vertical part of the carcass 4, and the upper part of the new sidewall soft rubber 6 is glued to the outer side of the crown 1. An inner liner 5 is arranged on the inner side of the vertical part of the carcass 4. A hard apex 8 is arranged between the carcass 4 and the lower part of the new sidewall soft rubber 6. A wire ring 10 is arranged inside the hard apex 8. A wire cloth 9 is arranged on the outside of the wide body of the hard apex 8, and the inner ring of the wire cloth 9 is glued to the inner liner 5. Through the arrangement of the wire cloth 9, the connection between the hard apex 8 and the sub-mouth weak rubber 7 is transitioned.
[0019] See also Figure 1The outer side of the wire cloth 9 is provided with a sub-mouth soft glue 7, the outer side of the sub-mouth soft glue 7 is glued with the new sidewall soft glue 6, and the inner side of the sub-mouth soft glue 7 is glued with the inner liner 5. By setting the sub-mouth soft glue 7, the connection strength between the tire and the wheel hub can be increased. The bottom of the sub-mouth soft glue 7 is provided with a sub-mouth curve 11, and the sub-mouth curve 11 and the sub-mouth soft glue 7 are an integrated structure. By adding the sub-mouth curve 11, it is possible to avoid the tire lip width being too large to cause the tire toe to be too large, forming stress concentration, and thus avoiding the tire from falling off the ring.
[0020] The inner side of the inner liner 5 is bonded with noise reduction cotton 12, and the outer wall of the noise reduction cotton 12 is fixedly connected with a plurality of evenly distributed tooth blocks 13, and the tooth blocks 13 and the noise reduction cotton 12 are an integrated structure, and the tooth blocks 13 are embedded in the inner liner 5. By adding noise reduction cotton 12 to the inner wall of the inner liner 5, the tire noise of the tire can be improved.
[0021] The specific implementation process of the utility model is as follows: the belt layer 2 is set to three layers of belts, and the three layers of belts are designed and distributed in a wrapping form, wherein the middle belt film is wrapped and then a low heat generation film is applied, which can reduce the waste of tire manufacturing costs; the upper belt layer is located at 1 / 2 of the distance from the 0-degree outer end point to the inner end point, and this position arrangement can avoid excessive heat generated by stress concentration; and the innermost layer is changed to a single-layer constraint, which reduces the 0-degree belt stress concentration caused by excessive shoulder constraint force of the tire, and the curve of the bead of the bead is optimized, so that the matching force between the rim and the bead can be transferred to the tire toe direction, which can effectively reduce market problems such as cutting explosion, and a layer of noise reduction cotton 12 is bonded to the innermost side of the tire, that is, the inner wall of the liner 5, and a tooth block 13 is set on the noise reduction cotton 12, and the tooth block 13 can be embedded in the inner liner 5, so that the bonding degree between the noise reduction cotton 12 and the liner 5 can be increased, thereby reducing the tire noise of the tire and improving the noise reduction performance of the tire to a certain extent.
[0022] 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 lightweight economical tire, comprising a carcass (4), characterized in that: A belt layer (2) is arranged at the upper end of the horizontal part of the carcass (4), a crown (1) is arranged at the upper end of the belt layer (2), a cushion rubber (3) is arranged at the curved part of the carcass (4), a new sidewall soft rubber (6) is arranged on the outer side of the vertical part of the carcass (4), and the upper part of the new sidewall soft rubber (6) is glued to the outer side of the crown (1), an inner liner (5) is arranged on the inner side of the vertical part of the carcass (4), a hard apex rubber (8) is arranged between the carcass (4) and the lower part of the new sidewall soft rubber (6), and a wire ring (10) is arranged inside the hard apex rubber (8).
2. A lightweight and economical tire according to claim 1, characterized in that: The cushion rubber (3) is glued to the tire crown (1), and the cushion rubber (3) is glued to the edge of the belt layer (2).
3. A lightweight and economical tire according to claim 1, characterized in that: A steel wire cloth (9) is arranged on the outside of the wide body of the hard apex rubber (8), and the inner ring of the steel wire cloth (9) is glued to the inner lining (5).
4. A lightweight and economical tire according to claim 3, characterized in that: The outer side of the steel wire cloth (9) is provided with a sub-edge soft glue (7), the outer side of the sub-edge soft glue (7) is glued to the new sidewall soft glue (6), and the inner side of the sub-edge soft glue (7) is glued to the inner liner (5).
5. A lightweight and economical tire according to claim 4, characterized in that: A sub-mouth curve (11) is arranged at the bottom of the sub-mouth soft glue (7), and the sub-mouth curve (11) and the sub-mouth soft glue (7) are an integrated structure.
6. A lightweight and economical tire according to claim 1, characterized in that: The inner side of the lining (5) is bonded with noise reduction cotton (12), and the outer wall of the noise reduction cotton (12) is fixedly connected with a plurality of evenly distributed tooth blocks (13), and the tooth blocks (13) and the noise reduction cotton (12) are an integrated structure, and the tooth blocks (13) are embedded in the interior of the lining (5).