Engineering tire with optimized tire shoulder

Abstract

The utility model provides an engineering tire with an optimized tire shoulder, tire crown rubber and tire side rubber are connected at the tire shoulder, and the upper edge part of the tire side rubber is terminated in the tire crown rubber and is partially covered by the tire crown rubber. According to the engineering tire with the optimized tire shoulder, the upper edge part of the tire side terminates in the tire crown rubber and does not directly terminate on the surface of the tire shoulder. Obviously, the harder crown rubber is positioned on the surface of the tire shoulder, has better protection capability, and can protect the upper edge part buried in the crown rubber, so that the service life of the tire shoulder is prolonged.

Description

Technical Field

[0001] The utility model relates to the field of tires, in particular to an engineering tire with optimized tire shoulders. Background Art

[0002] The tires used for engineering vehicles are engineering tires. The main feature of engineering tires is that they are larger in size, with a larger section width and rim diameter than general road tires. The specifications include 16.00R25, 18.00R25, 17.5R25, 23.5R25 and larger. Due to the large size of such tires, it is difficult to use the general tread molding process. For example, the tread thickness is often several times that of tires for small vehicles, and the pressure required during the tread extrusion process is likely to exceed the working range of the rubber extrusion equipment.

[0003] On the other hand, engineering tires often travel on unpaved roads, where driving conditions are more severe and the workload is higher. Generally speaking, for tires for small vehicles, the incidence of use defects at the shoulder is relatively small, and the main focus of design is the tread, hoping to achieve specific or combined performance such as high speed and wear resistance through the overall structure and tread design. For engineering tires, the performance of the shoulder cannot be ignored and usually needs to be considered together during design. Since engineering tires are used on unpaved roads for a long time, the shoulder is inevitably subjected to long-term collision, friction and puncture. Therefore, from the analysis of the failure causes of existing recycled engineering tires, the first is the damage at the bead, followed by failure caused by shoulder defects. Since the tread rubber has been improved to adapt to unpaved roads and high workloads, there are not many failures and scraps caused by tread defects. It can be seen that the performance of the shoulder on existing engineering tires has become one of the important factors restricting the service life of engineering tires. Utility Model Content

[0004] In order to reduce the scrapping of engineering tires caused by failure of the tire shoulders, the utility model provides an engineering tire with optimized tire shoulders.

[0005] The utility model provides an engineering tire with optimized tire shoulders, wherein the tire crown rubber and the tire sidewall rubber are connected at the tire shoulders, and the upper edge of the tire sidewall rubber ends inside the tire crown rubber and is partially covered by the tire crown rubber.

[0006] Preferably, a sealing rubber is applied to the surface of the tire shoulder, and the sealing rubber covers the joint area between the tire crown rubber and the tire sidewall rubber.

[0007] Preferably, the sealing glue covers at least the area on the shoulder surface that spans the upper edge.

[0008] Preferably, the tire crown rubber has a multi-layer structure from inside to outside.

[0009] Preferably, the tire crown rubber has a two-layer structure, including a tire crown outer layer and a tire crown inner layer;

[0010] The crown outer layer is formed on the outer side of the tire corresponding to the upper edge;

[0011] The crown inner layer is formed on the inner side of the tire corresponding to the upper edge portion.

[0012] Preferably, the inner layer of the tread crown is formed by extrusion, and the outer layer of the tread crown is formed by winding.

[0013] The upper edge of the sidewall of the engineering tire with optimized shoulder of the utility model ends inside the crown rubber, rather than directly ending on the shoulder surface. Therefore, it is obvious that the harder crown rubber is located on the shoulder surface, which has better protection ability and can protect the upper edge buried inside the crown rubber, thus helping to extend the service life of the shoulder. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a half-section diagram of the practical engineering tire.

[0015] In the figure:

[0016] 1: Tire crown glue; 11: Tire crown outer layer; 12: Tire crown inner layer; 2: Tire sidewall glue; 21: Upper edge; 3: Sealing glue. DETAILED DESCRIPTION

[0017] The following is a detailed description of the present invention in conjunction with the accompanying drawings and specific embodiments. In this specification, the size ratios in the drawings do not represent the actual size ratios, but are only used to reflect the relative position relationship and connection relationship between the components. Components with the same name or the same number represent similar or identical structures and are only for illustrative purposes.

[0018] In order to solve the problem of premature failure caused by defects in the tire shoulder, the tire of the utility model provides Figure 1 Tire structure. Figure 1A half-width cross-sectional view of the tire is given, and those skilled in the art know that the cross-section of the tire should be generally structurally symmetrical with respect to its equatorial plane. The improvement of the utility model is that the upper edge 21 of the sidewall rubber 2 at the shoulder is covered by a portion of the crown rubber 1, so that the upper edge 21 of the sidewall rubber 2 is not exposed to the shoulder surface. This can prevent the sidewall rubber 2 from being damaged by external factors at the shoulder and from prematurely rupturing or peeling off. These external factors mainly refer to punctures from unpaved roads, flying sand and gravel, or other objects. In this way, premature damage to the sidewall at the shoulder can be avoided, thereby extending the service life of the sidewall. Furthermore, it is preferred to apply a sealing rubber 3 on the surface of the shoulder, and the sealing rubber 3 generally at least crosses the area covered by the upper edge 21 on the surface. The sealing rubber 3 is mainly used to improve the bonding of the rubber at the shoulder and avoid the rubber of the crown rubber 1 being directly used as the material of the shoulder surface, which changes the physical properties of the shoulder surface and avoids the shoulder surface material from being too hard, making the shoulder surface softer. In this case, when punctured by the outside, the sealing rubber 3 has better cushioning, while the sidewall rubber 2 provides sufficient protection.

[0019] At the same time, for engineering tires, due to their generally larger size, their production process is also somewhat different from that of small-sized road vehicle tires. The significant problem caused by the large size of engineering tires is that the tread is several times thicker than that of small vehicle tires. Generally, the rubber material in a specific position and shape of the tire blank is extruded through an extruder combination. However, on engineering tires, due to the thickness of the tread, directly extruding the tread rubber material through an extruder may exceed the working pressure of the extruder, which means that it may not be possible to extrude the tread rubber material through an extruder at one time. The tread may need to be formed in steps, so the tread rubber 1 may have a layered design, Figure 1 The two-layer structure with the crown outer layer 11 and the crown inner layer 12 is shown. Corresponding to the covering design of the upper edge 21 of the sidewall rubber 2, the manufacturing of the engineering tire blank can be realized as follows: first, the crown inner layer 12 located inside the upper edge 21 is formed by extrusion. According to the specific extrusion process, it may be formed by independent extrusion and winding, or it may be extruded together with the rubber materials such as the sidewall. Then the sidewall rubber 2 is applied to the tire body. At this time, the upper edge 21 is pressed on the edge of the crown inner layer 12. Then the crown outer layer 11 is wound on the tire blank. At this time, the crown outer layer 11 can cover the upper edge 21, so that the upper edge 21 is located inside the shoulder, not on the surface. Since the crown rubber 1 has a layered design, the crown outer layer 11 and the crown inner layer 12 can be provided with rubber materials with different performance characteristics as needed to improve the performance of the crown. If there is a sealing rubber 3, the sealing rubber 3 will be applied to the surface of the shoulder at the end of the tire blank molding, and cover the joint area between the crown rubber 1 and the sidewall rubber 2.

[0020] The above content is only a description of the preferred implementation mode of the utility model, and does not limit the scope of the utility model. Without departing from the design spirit of the utility model, various modifications and improvements made to the technical solution of the utility model by ordinary technicians in this field should fall within the protection scope determined by the claims of the utility model.

Claims

1. An engineering tire with optimized shoulder, characterized in that: The tire crown rubber (1) and the tire side rubber (2) are connected at the tire shoulder, and the upper edge (21) of the tire side rubber (2) ends inside the tire crown rubber (1) and is partially covered by the tire crown rubber (1).

2. The engineering tire with optimized shoulder as claimed in claim 1, characterized in that: A sealing glue (3) is applied to the surface of the tire shoulder, and the sealing glue (3) covers the joint area between the tire crown glue (1) and the tire side glue (2).

3. The engineering tire with optimized shoulder as claimed in claim 2, characterized in that: The sealing glue (3) at least covers the area where the upper edge (21) is covered on the tire shoulder surface.

4. The engineering tire with optimized shoulder as claimed in claim 1, characterized in that: The tire crown rubber (1) has a multi-layer structure from inside to outside.

5. The engineering tire with optimized shoulder as claimed in claim 4, characterized in that: The tire crown rubber (1) has a two-layer structure, including a tire crown outer layer (11) and a tire crown inner layer (12); The crown outer layer (11) is formed on the outer side of the tire corresponding to the upper edge (21); The crown inner layer (12) is formed on the inner side of the tire corresponding to the upper edge portion (21).

6. The engineering tire with optimized shoulder as claimed in claim 5, characterized in that: The inner tread layer (12) is formed by extrusion, and the outer tread layer (11) is formed by winding.

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