Tire for new energy heavy truck

Abstract

The utility model discloses a tire for a new energy heavy truck, and belongs to the technical field of tires for new energy heavy trucks. The tire comprises a tread main body and a sidewall, wherein the tread main body comprises a crown, a first anti-penetration layer, a belted layer, a second anti-penetration layer, a cord fabric layer and an airtight layer which are sequentially arranged from top to bottom; a first protrusion, a second protrusion and a plurality of pattern blocks are arranged on the side, away from the first anti-penetration layer, of the tire crown, the first protrusion and the second protrusion are arranged on the two sides of the tire crown respectively, the pattern blocks are arranged between the first protrusion and the second protrusion, and a groove is formed in the side, away from the second protrusion, of the first protrusion. And one side, far away from the first bulge, of the second bulge is also provided with a groove. The tire is good in puncture resistance, tear resistance and impact resistance, high in road holding force, high in traction force, high in brake performance and good in buffering capacity, and can meet the driving requirement of the heavy truck on the severe ground.

Description

Technical Field

[0001] The present application relates to a tire for a new energy heavy truck, belonging to the technical field of tires for new energy heavy trucks. Background Art

[0002] The new energy truck industry is in a stage of rapid growth, showing strong market potential and development momentum. At present, the market demand for new energy heavy trucks continues to grow. It is predicted that by 2025, the market penetration rate of domestic new energy heavy trucks will exceed 10%, and this figure will approach 50% by 2030. This indicates that new energy heavy trucks will play an increasingly important role in future logistics transportation.

[0003] When a heavy truck travels on the ground in mountainous areas, mining areas, construction sites, etc., its tires are the key mechanism to ensure the normal operation of the heavy truck. Generally, tires for traveling on harsh ground have good puncture resistance, tear resistance, and impact resistance. If the above performances are not good, it will cause tire air leakage or even blowout, reducing the service life and safety of the tires and delaying the transportation progress. In addition, since heavy trucks generally transport heavy and large goods, they need to have strong grip, strong traction, high braking performance, and good buffering on harsh ground in order to achieve the smooth transportation of goods. If the above performances are not good, it will directly affect the transportation capacity of the truck and it will be difficult to achieve the efficient transportation of goods. Summary of the Utility Model

[0004] In order to solve the above problems, the present application proposes a tire for a new energy heavy truck, which improves the puncture resistance, tear resistance, and impact resistance of the tire by setting a first puncture-proof layer and a second puncture-proof layer, and forms a uniform and reasonable pattern arrangement on the tire surface through the first protrusion, the second protrusion, and a plurality of pattern blocks, so that the tire has strong grip, strong traction, high braking performance, and good buffering ability, and can meet the driving requirements of heavy trucks on harsh ground.

[0005] The present application provides a tire for a new energy heavy truck, including a tread body and a tire sidewall. The tread body includes a tread crown, a first puncture-proof layer, a belt layer, a second puncture-proof layer, a ply layer, and an airtight layer arranged in sequence from top to bottom;

[0006] A first protrusion, a second protrusion, and a plurality of pattern blocks are arranged on the side of the tread crown away from the first puncture-proof layer. The first protrusion and the second protrusion are respectively arranged on both sides of the tread crown, and the plurality of pattern blocks are arranged between the first protrusion and the second protrusion. A groove is arranged on the side of the first protrusion away from the second protrusion, and a groove is also arranged on the side of the second protrusion away from the first protrusion.

[0007] Optionally, the groove includes a first groove and a second groove. The first groove is a semi-circular groove, and the second groove is composed of a communicating square groove and an arc groove, and the arc groove extends towards the tread block.

[0008] Optionally, the first groove and the second groove are arranged crosswise.

[0009] Optionally, the length of the arc groove is 30%-60% of the width of the first protrusion or the second protrusion.

[0010] Optionally, one side of the first protrusion close to the second protrusion is set as an irregular end face, and one side of the second protrusion close to the first protrusion is also set as an irregular end face.

[0011] Optionally, the tread blocks are arranged in three columns. The two outermost columns of tread blocks are pentagons, and the middle column of tread blocks is rectangular and obliquely arranged.

[0012] Optionally, the oblique angle of the middle column of treads is 35-55°. As an implementation manner, a recessed area is provided on one side of the two outermost columns of tread blocks close to the first protrusion or the second protrusion.

[0013] Optionally, linear grooves are provided on all the tread blocks, and the depth of the linear grooves is not greater than 3 mm.

[0014] Optionally, the linear grooves are arranged obliquely at 35-55°. The directions of the linear grooves on the two outermost tread blocks are parallel and the same, and form an angle of 80-100° with the direction of the linear grooves on the middle column of tread blocks.

[0015] Optionally, between the tread body and the tire side is the tire shoulder. The tire shoulder is also provided with a first noise reduction layer. A plurality of noise reduction holes are provided on the surface of the first noise reduction layer. A second noise reduction layer is also provided between the cord ply and the inner liner.

[0016] Optionally, the thickness of the first noise reduction layer is 1-1.5 mm.

[0017] Optionally, the depth of the noise reduction holes is 1 / 4-1 / 2 of the thickness of the first noise reduction layer.

[0018] Optionally, the thickness of the second noise reduction layer is 1-2 mm.

[0019] The beneficial effects that can be produced by this application include but are not limited to:

[0020] 1. The new energy heavy-duty truck tire provided in the present application is provided with a first anti-puncture layer and a second anti-puncture layer on both sides of the belt layer, which can improve the puncture resistance, tear resistance and impact resistance of the tire, thereby avoiding critical situations such as air leakage and tire blowout when heavy trucks are driving on the ground in mountainous areas, mining areas, construction sites, etc., and improving the safety and service life of the tire.

[0021] 2. The new energy heavy-duty truck tire provided in this application, the first protrusion, the second protrusion and a plurality of pattern blocks arranged on the crown can form a uniform and reasonable pattern arrangement on the tire surface, so that the tire has strong grip, strong traction, high braking performance and good buffering, thereby improving the cargo transportation capacity and realizing efficient cargo transportation.

[0022] 3. The new energy heavy-duty truck tire provided in this application has grooves arranged on the first protrusion and the second protrusion located on both sides of the tire. Firstly, it can increase the grip on harsh ground, secondly, it can play a buffering role, and thirdly, it can improve the balance and traction of the tire when the heavy truck turns, thereby increasing the service life of the tire.

[0023] 4. The new energy heavy-duty truck tires provided in this application have a tread block arrangement that can increase the diversity of the biting edge arrangements of the tread blocks, thereby increasing the elasticity and heat dissipation of the tire when it contacts harsh ground, and maintaining higher strength and grip, thereby improving driving comfort and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0025] Figure 1 A schematic side cross-sectional view of a tire for a new energy heavy-duty truck according to an embodiment of the present application;

[0026] Figure 2 This is a schematic diagram of the structure of a tire for a new energy heavy truck involved in an embodiment of the present application;

[0027] Figure 3 A top view of a first noise reduction layer according to an embodiment of the present application;

[0028] Figure 4 It is a structural schematic diagram of the crown surface involved in the embodiment of the present application;

[0029] Figure 5 for Figure 4 A partial enlarged view of part A;

[0030] List of parts and reference numerals:

[0031] 1. Tread body; 2. Sidewall; 3. First noise reduction layer; 31. Noise reduction holes; 41. Crown; 42. First puncture prevention layer; 43. Belt layer; 44. Second puncture prevention layer; 45. Cord fabric layer; 46. Second noise reduction layer; 47. Airtight layer; 5. First protrusion; 51. First groove; 52. Second groove; 521. Square groove; 522. Arc groove; 6. Second protrusion; 7. Pattern block; 71. Depression area; 72. Linear groove. Detailed implementation mode

[0032] In order to more clearly explain the overall concept of this application, the following will be described in detail by way of examples in conjunction with the accompanying drawings of the specification.

[0033] In order to be able to more clearly understand the above-mentioned objects, features and advantages of this application, the following will further describe this application in detail in conjunction with the drawings and specific implementation modes. It should be noted that, without conflict, the embodiments of this application and the features in the embodiments can be combined with each other.

[0034] In the following description, many specific details are set forth in order to fully understand this application. However, this application can also be implemented in other ways different from those described herein. Therefore, the protection scope of this application is not limited by the specific embodiments disclosed below.

[0035] In addition, in the description of this application, it should be understood that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. is the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to this application.

[0036] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this application, "a plurality" means two or more, unless otherwise specifically defined.

[0037] In this application, unless otherwise clearly specified and defined, terms such as "installed", "connected", "linked", "fixed", etc. shall be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, or a communication connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0038] In this application, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0039] Reference Figures 1-5 As shown in the figure, the embodiments of this application disclose a tire for a new energy heavy truck, including a tread body 1 and a tire side 2. The tread body 1 includes a tread crown 41, a first puncture-proof layer 42, a belt layer 43, a second puncture-proof layer 44, a ply 45, and an airtight layer 47, which are arranged in sequence from top to bottom; on one side of the tread crown 41 away from the first puncture-proof layer 42, there are a first protrusion 5, a second protrusion 6, and a plurality of tread blocks 7. The first protrusion 5 and the second protrusion 6 are respectively arranged on both sides of the tread crown 41, and the plurality of tread blocks 7 are arranged between the first protrusion 5 and the second protrusion 6. On one side of the first protrusion 5 away from the second protrusion 6, there is a groove, and on one side of the second protrusion 6 away from the first protrusion 5, there is also a groove.

[0040] This tire is provided with a first puncture-proof layer 42 and a second puncture-proof layer 44 on both sides of the belt layer 43, which can improve the puncture resistance, tear resistance, and impact resistance of the tire, thereby avoiding crisis situations such as air leakage and tire blowout when the heavy truck is driving on the ground in mountainous areas, mining areas, construction sites, etc., and improving the use safety and service life of the tire. In addition, the first protrusion 5, the second protrusion 6, and the plurality of tread blocks 7 arranged on the tread crown 41 can form a uniform and reasonable tread arrangement on the tire surface, so that the tire has strong grip, strong traction, high braking performance, and good buffering, improving the cargo transportation capacity and realizing the efficient transportation of cargo.

[0041] The grooves provided on the first protrusion 5 and the second protrusion 6 are located on both sides of the tire. Firstly, they can increase the grip on rough ground. Secondly, they can play a buffering role. Thirdly, they can improve the balance and traction of the tire when a heavy truck turns, thereby increasing the service life of the tire.

[0042] Specifically, the belt layer 43 can be set to 1 - 4 layers according to requirements, as long as its functions can be satisfied.

[0043] Specifically, the materials of the first puncture - proof layer 42 and the second puncture - proof layer 44 can be aramid fiber mesh or steel cord fabric or a combination thereof. They can increase the bonding force with adjacent layers while playing a puncture - proof role, thereby avoiding delamination and inter - layer displacement and improving the reliability and stability of the tire.

[0044] As an implementation manner, the groove includes a first groove 51 and a second groove 52. The first groove 51 is a semi - circular groove, and the second groove 52 is composed of a square groove 521 and an arc groove 522 that are connected. The arc groove extends towards the tread block 7.

[0045] The first groove 51 mainly improves the grip, buffering, traction, and balance when the tire contacts the ground. The second groove 52 mainly disperses the acting force when the tire is stressed, thereby avoiding the occurrence of a force - concentrating point on the tire, self - protecting the tire, and thus preventing the tire from bursting at the force - concentrating point, so as to improve the use safety and service life of the tire.

[0046] As an implementation manner, the first groove 51 and the second groove 52 are arranged cross -wise. The cross -wise arrangement of the first groove 51 and the second groove 52 can improve the uniformity of the performance distribution of the tire in the overall circumferential direction, thereby improving the overall use performance of the tire. In addition, it can also improve the aesthetics of the tire and facilitate production and processing.

[0047] As an implementation manner, the length of the arc groove is 30% - 60% of the width of the first protrusion 5 or the second protrusion 6. The length of this arc groove is the distance extending towards the inside of the tire. This length affects the dispersion effect of the acting force of the second groove 52. If it is too short, the dispersion effect is not good, and there will still be a force - concentrating point situation, and the protection effect on the tire is insufficient. If it is too long, it will reduce the grip, traction, braking performance, and buffering performance of the first protrusion 5 or the second protrusion 6.

[0048] As an implementation manner, the side of the first protrusion 5 close to the second protrusion 6 is set as an irregular end face, and the side of the second protrusion 6 close to the first protrusion 5 is also set as an irregular end face.

[0049] Under this setting, the contact area between the first protrusion 5 and the second protrusion 6 and the ground can be further increased, and the diversity of the arrangement of the grooves on the tire surface can be improved, thereby improving the tire's grip, traction, braking performance, buffering performance, wear resistance and durability.

[0050] As an implementation, the tread blocks 7 are arranged in three columns. The two outermost columns of tread blocks 7 are pentagons, and the middle column of tread blocks 7 is rectangular and obliquely arranged.

[0051] The above setting of the tread blocks 7 can increase the diversity of the arrangement of the engaging edges of the tread blocks 7, thereby increasing the elasticity and heat dissipation of the tire when it comes into contact with bad ground, and maintaining higher strength and grip, thereby improving the comfort and safety of driving.

[0052] As an implementation, the oblique angle of the middle column of treads is 35 - 55°. Under this oblique angle, the overall performance of the tire is further improved, the aesthetics of the tire is increased, and it is also more conducive to industrial production and processing.

[0053] As an implementation, a recessed area 71 is provided on one side of the two outermost columns of tread blocks 7 close to the first protrusion 5 or the second protrusion 6.

[0054] The design of the recessed area 71 corresponds to the irregular end faces of the first protrusion 5 and the second protrusion 6, and its function is similar, that is, it can increase the contact area with the ground and the diversity of the arrangement of the grooves on the tire surface, thereby improving the tire's grip, traction, braking performance, buffering performance, wear resistance and durability.

[0055] As an implementation, linear grooves 72 are provided on the tread blocks 7, and the depth of the linear grooves 72 is not greater than 3 mm.

[0056] The design of the linear grooves on the tread blocks 7 is, firstly, to increase the friction between the tire and the ground, thereby improving the grip and running stability of the tire; secondly, it can conduct the acting force on the tread blocks 7 to avoid the occurrence of a force concentration point at a certain point in the tread blocks 7 and reduce the damage of the tread blocks 7 during driving, thereby improving the use safety and service life of the tire. However, if the depth of the linear grooves is too deep, stones or accumulated water on the ground will enter the linear grooves. The stones will reduce the buffering performance and service life of the tire, and the accumulated water is not conducive to drainage and will cause the tire to slip. Therefore, the depth of the linear grooves 72 needs to be not greater than 3 mm.

[0057] As an implementation, the linear grooves 72 are arranged obliquely at 35 - 55°. The directions of the linear grooves 72 on the two outermost tread blocks 7 are parallel and the same, and the direction of the linear grooves 72 on the middle column of tread blocks 7 is 80 - 100°.

[0058] This setting can further increase the tire's grip and running stability, and enhance the aesthetic appearance of the tire.

[0059] Since the energy supply system of new energy heavy trucks generates almost no noise, in addition to meeting the above requirements, new energy heavy trucks also need to minimize the noise during tire operation.

[0060] As an implementation, between the tread body 1 and the tire side 2 is the tire shoulder, and a first noise reduction layer 3 is also provided on the tire shoulder. A number of noise reduction holes 31 are provided on the surface of the first noise reduction layer 3, and a second noise reduction layer 46 is also provided between the cord ply 45 and the airtight layer 47.

[0061] The first noise reduction layer 3 and the noise reduction holes 31 provided on its surface, as well as the second noise reduction layer 46, can absorb the noise generated during tire operation, thereby reducing the noise during tire operation, improving driving comfort. At the same time, the noise reduction holes 31 will also deform when the tire is stressed, thereby improving the buffering effect of the tire shoulder and further enhancing the buffering performance of the tire.

[0062] As an implementation, the thickness of the first noise reduction layer 3 is 1 - 1.5 mm.

[0063] Since the first noise reduction layer 3 is provided inside the tire shoulder, the thickness of the first noise reduction layer 3 cannot exceed 1.5 mm, otherwise it will reduce the resilience and deformation resistance ability of the tire shoulder when stressed, reducing driving safety. However, if the thickness of the first noise reduction layer 3 is less than 1 mm, the noise reduction effect will decrease significantly.

[0064] As an implementation, the depth of the noise reduction holes 31 is 1 / 4 - 1 / 2 of the thickness of the first noise reduction layer 3.

[0065] The noise reduction holes 31 are used to absorb noise and improve the buffering of the tire shoulder. If the depth is too shallow, the noise absorption effect and buffering effect will decrease. If the depth is too deep, the matrix ratio of the first noise reduction layer 3 will decrease, and the noise absorption effect will also be reduced.

[0066] As an implementation, the thickness of the second noise reduction layer 46 is 1 - 2 mm.

[0067] The thickness of the second noise reduction layer 46 can ensure noise reduction while improving the processing performance of the tire and not reducing the driving stability of the tire. If the thickness is too thick, effective noise absorption cannot be achieved. If the thickness is too thick, the thickness of the tread crown 41 area will be too thick, and the connection with the tire side 2 will not be smooth, which is not conducive to industrial processing and will also affect the driving stability of the tire to a certain extent.

[0068] Specifically, the materials of the first noise reduction layer 3 and the second noise reduction layer 46 can be silicone rubber or other rubbers with noise absorption functions, as long as they can absorb noise and are well combined with other layers.

[0069] Specifically, the materials of the belt layer 43, the ply 45 and the inner liner 47, the connection setting method between layers, and the tire forming method can refer to the existing methods in the prior art. Also, the material of the tread crown 41 can refer to the rubber material of the tires for heavy trucks in the prior art. This application will not elaborate further.

[0070] Each embodiment in this specification is described in a progressive manner. For the same or similar parts among the embodiments, reference can be made to each other. Each embodiment focuses on the differences from other embodiments. In particular, for the system embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For the relevant parts, reference can be made to the partial description of the method embodiments.

[0071] The above are only the embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims

1. A tire for a new energy heavy-duty truck, characterized in that, It includes a tread body and a sidewall. The tread body includes a tread crown, a first puncture-proof layer, a belt layer, a second puncture-proof layer, a ply and an airtight layer which are arranged in sequence from top to bottom. On one side of the tread crown away from the first puncture-proof layer, there are a first protrusion, a second protrusion and a plurality of tread blocks. The first protrusion and the second protrusion are respectively arranged on both sides of the tread crown, and the plurality of tread blocks are arranged between the first protrusion and the second protrusion. A groove is arranged on one side of the first protrusion away from the second protrusion, and a groove is also arranged on one side of the second protrusion away from the first protrusion.

2. The tire for new energy heavy-duty trucks according to claim 1, wherein, The groove includes a first groove and a second groove. The first groove is a semi-circular groove, and the second groove is composed of a connected square groove and an arc groove, and the arc groove extends towards the tread block.

3. The tire for new energy heavy trucks according to claim 2, wherein, The first groove and the second groove are arranged crosswise.

4. The tire for a new energy heavy-duty truck according to claim 3, characterized in that, The length of the arc groove is 30%-60% of the width of the first protrusion or the second protrusion.

5. The tire for a new energy heavy-duty truck according to claim 1, characterized in that, One side of the first protrusion close to the second protrusion is set as an irregular end face, and one side of the second protrusion close to the first protrusion is also set as an irregular end face.

6. The tire for a new energy heavy-duty truck according to claim 1, wherein, The tread blocks are arranged in three columns. The two outermost columns of tread blocks are pentagonal, and the middle column of tread blocks is rectangular and obliquely arranged.

7. The tire for new energy heavy-duty trucks according to claim 6, characterized in that, The oblique angle of the middle column of treads is 35-55°.

8. The tire for new energy heavy-duty trucks according to claim 1, wherein, On one side of the two outermost columns of tread blocks close to the first protrusion or the second protrusion, there is a recessed area.

9. The tire for new energy heavy-duty trucks according to claim 8, characterized in that, Linear grooves are arranged on the tread blocks, and the depth of the linear grooves is not greater than 3 mm.

10. The tire for a new energy heavy-duty truck according to claim 9, characterized in that, The linear grooves are arranged obliquely at 35-55°. The directions of the linear grooves of the two outermost side tread blocks are parallel and the same, and form an angle of 80-100° with the direction of the linear grooves of the middle column of tread blocks.

Images