Low-heating tire
Through the three-layer carcass structure and reinforcement layer design, the problem of poor heating performance of RV tires on complex road surfaces is solved, and the tire rigidity is improved, deflection deformation is reduced and heat is reduced, ensuring driving safety.
Patent Information
- Application Number
- CN202422623707.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-29
- Publication Date
- 2025-08-05
- Estimated Expiration
- 2034-10-29
AI Technical Summary
The existing RV tires have poor heating performance on complex road surfaces, resulting in problems such as tearing, block drops, and tread delamination and bulging, which seriously threatens driving safety.
A three-layer carcass structure is adopted, including the first carcass bypassing the steel wire ring and triangular glue, the second carcass reverse wrap end point is located at the bottom of the steel wire ring, and the third carcass reverse wrap end point is located below the apex of the triangle rubber, and a reinforcement layer is set at the shoulder, combining the steel sheet to enhance the tire rigidity and heat dissipation performance.
Effectively improve tire rigidity, reduce flexural deformation, reduce heat rise, avoid the risk of belt delamination, improve handling stability and wear resistance, and improve tire load-bearing capacity and safety performance.
Smart Images
Figure CN223187291U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of tires, and in particular relates to a low heat rise tire. Background Art
[0002] When RVs travel over complex roads (off-road, Belgian roads, cobblestone roads, mountain roads, etc.), friction between the road and the tires occurs, and the tires flex and deform between the vehicle and the ground. This causes the tire tread, shoulder, and bead to heat up. This can lead to tread block tearing, block loss, tread delamination and bulging, and bead delamination and bulging, seriously threatening driving safety. Therefore, reducing tire heat generation is crucial to improving vehicle driving safety. Utility Model Content
[0003] The details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent.
[0004] The utility model proposes a low heat rise tire, which solves the technical problem of poor heat rise performance of existing RV tires. It has the characteristics of effectively improving tire rigidity, reducing tire flexural deformation, and changing the tire contact patch coefficient, thereby reducing tire heat rise.
[0005] The utility model discloses a low-heat-rise tire, comprising a three-layer carcass and a reinforcement layer; the three-layer carcass comprises a first carcass, a second carcass, and a third carcass in order from the tire tread downward; the first carcass passes around a wire ring and an apex rubber, and the turned-up end point is located above the cross-sectional width; the turned-up end point of the second carcass is located at the bottom of the wire ring; the third carcass passes around the wire ring, and the turned-up end point is located below the apex of the apex rubber; the reinforcement layer is arranged at the tire shoulder and is located between the second carcass and the third carcass.
[0006] In some embodiments, the tire tread is provided with a pattern block, the pattern block is provided with a steel sheet, and the thickness of the steel sheet is 1.5-2.5 mm.
[0007] In some embodiments, the tire tread is provided with a pattern block, the pattern block is provided with a steel sheet, and the thickness of the steel sheet is 2.0 mm.
[0008] In some embodiments, the width of the reinforcement layer is 50-70 mm.
[0009] In some embodiments, the width of the reinforcement layer is 60 mm.
[0010] In some embodiments, the upper end point of the reinforcement layer is offset outward by 120-130 mm based on the center line.
[0011] In some embodiments, the upper end point of the reinforcement layer is offset outward by 125 mm based on the center line.
[0012] In some embodiments, the first carcass is passed around the wire ring and the apex rubber, and the turn-up endpoint is located 15-25 mm above the section width.
[0013] In some embodiments, the turned-up endpoint of the second carcass is located at the bottom middle position of the wire ring.
[0014] In some embodiments, the third carcass passes around the wire ring, and the turn-up endpoint is located 10-20 mm below the apex of the apex.
[0015] Compared with the prior art, the beneficial effects of the present invention are:
[0016] The utility model provides a low-heat-rise tire, including a three-layer carcass, which is beneficial to improving the sidewall rigidity and the tire load-bearing capacity, reducing the tire sinkage and sidewall bending deformation, thereby reducing heat rise; a reinforcement layer is provided between the second carcass and the third carcass at the shoulder part, which is beneficial to improving the tire shoulder rigidity, increasing the tire shoulder load-bearing capacity, reducing the bending deformation of the tire shoulder hot spot, thereby reducing heat rise, and avoiding the risk of belt layer delamination at the hot spot; the first carcass bypasses the wire ring and the apex rubber and the turn-up end point is located above the cross-sectional width, which is beneficial to improving Sidewall rigidity and handling stability, reducing sidewall flexural deformation, thereby reducing heat rise; the turned-up end point of the second carcass is located at the bottom of the wire ring, and the carcass has a restraint point, which is beneficial to reducing carcass expansion after tire inflation, thereby reducing tire sinkage, reducing tire flexural deformation, thereby reducing heat rise; the third carcass bypasses the wire ring, and the turned-up end point is located under the apex of the apex rubber. The turned-up end point avoids the tire stress-rising point, avoiding the risk of carcass delamination, which is beneficial to improving the wear resistance here while improving the sidewall rigidity and reducing flexural deformation, thereby reducing heat rise. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:
[0018] Figure 1 A schematic structural diagram of a tire carcass provided by an embodiment of the present utility model;
[0019] Figure 2 A schematic structural diagram of a tire tread provided by an embodiment of the present utility model;
[0020] In the above figures: 1. First carcass; 2. Second carcass; 3. Third carcass; 4. Reinforcement layer; 5. Steel sheet; 6. Wire ring; 7. Apex rubber; 8. Belt layer. DETAILED DESCRIPTION
[0021] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative effort are within the scope of protection of the present invention.
[0022] The embodiment of the utility model provides a low heat rise tire, Figure 1 Schematic diagram of the carcass structure of a low heat rise tire according to an embodiment of the present invention. Figure 1 As shown, the low heat rise tire includes a three-layer carcass and a reinforcement layer 4; the three-layer carcass is located under the belt layer 8, and the three-layer carcass includes a first carcass 1, a second carcass 2, and a third carcass 3 in sequence from the tire tread downward; the first carcass 1 passes around the wire ring 6 and the apex rubber 7, and the turn-up end point is located above the cross-sectional width; the turn-up end point of the second carcass 2 is located at the bottom of the wire ring 6; the third carcass 3 passes around the wire ring 6, and the turn-up end point is located below the apex of the apex rubber 7; the reinforcement layer 4 is provided at the shoulder of the tire and is located between the second carcass 2 and the third carcass 3.
[0023] The above-mentioned low heat rise tire includes a three-layer carcass, which is beneficial to improving the sidewall rigidity while improving the tire load-bearing capacity, reducing the tire sinkage and sidewall bending deformation, thereby reducing heat rise; a reinforcement layer 4 is provided between the second carcass 2 and the third carcass 3 at the shoulder part, which is beneficial to improving the tire shoulder rigidity, increasing the tire shoulder load-bearing capacity, reducing the bending deformation of the tire shoulder hot spot, thereby reducing heat rise, and avoiding the risk of delamination of the belt layer 8 at the hot spot; the first carcass 1 bypasses the wire ring 6 and the apex rubber 7 and the turn-up end point is located above the section width, which is beneficial to improving the sidewall rigidity The tire's turnup point (2) is located at the bottom of the bead ring (6), creating a tie point that helps minimize tire expansion after inflation, thereby reducing tire sinkage and flexure, and thus reducing heat buildup. The third tire (3) bypasses the bead ring (6) and its turnup point is located below the apex of the rubber apex (7). This avoids the tire's stress-increasing hotspot, preventing the risk of carcass delamination. This improves wear resistance at this point, while also increasing sidewall rigidity and reducing flexure, thereby reducing heat buildup. This tire design achieves improved heat resistance without changing the appearance of the tire tread.
[0024] like Figure 2As shown, the tire tread is provided with pattern blocks, and a steel sheet 5 is provided on the pattern blocks. The thickness of the steel sheet 5 is 1.5-2.5 mm. Furthermore, the tire tread is provided with pattern blocks, and a steel sheet 5 is provided on the pattern blocks. The thickness of the steel sheet 5 is 2.0 mm. This embodiment specifically limits the thickness of the steel sheet 5 on the pattern blocks. Increasing the thickness of the pattern block steel sheet 5 is beneficial to improving the heat dissipation performance of the tire pattern.
[0025] In some embodiments, the width of the reinforcing layer 4 is 50-70 mm. Furthermore, the width of the reinforcing layer 4 is 60 mm. In some embodiments, the upper end point of the reinforcing layer 4 is offset outward by 120-130 mm based on the center line. Furthermore, the upper end point of the reinforcing layer 4 is offset outward by 125 mm based on the center line. Furthermore, the reinforcing layer 4 is made of nylon. The tire adds a nylon reinforcing layer 4 at the shoulder position between the first carcass 1 and the second carcass 2, with a width of 60 mm. The upper end point of the nylon reinforcing layer 4 is offset to the right by 125 mm based on the center line, which is beneficial to improving the rigidity of the tire shoulder, increasing the load-bearing capacity of the tire shoulder, reducing the flexural deformation of the hot spot of the tire shoulder, thereby reducing heat rise, and avoiding the risk of delamination of the belt layer 8 at the hot spot.
[0026] In some embodiments, the first carcass 1 bypasses the wire ring 6 and the apex rubber 7, and the turn-up endpoint is located 15-25 mm above the cross-sectional width. The high turn-up of the first carcass 1 is beneficial to improving the sidewall rigidity and handling stability, reducing the sidewall bending deformation, and thus reducing heat rise. This technical solution specifically stipulates that the first carcass 1 bypasses the wire ring 6 and the apex rubber 7, and the turn-up endpoint is located 15-25 above the cross-sectional width. It is understandable that the turn-up endpoint of the first carcass 1 can also be located at 16 mm, 17 mm, 18 mm, 19 mm, 20 mm, 21 mm, 22 mm, 23 mm, 24 mm above the cross-sectional width, and any point value within the range.
[0027] In some embodiments, the turned-up endpoint of the second carcass 2 is located at the bottom middle position of the bead ring 6. The second carcass 2 is turned up to the bottom of the bead ring 6, and the carcass has a tie point, which reduces carcass expansion after tire inflation, thereby reducing tire sinkage, reducing tire flexural deformation, and thus reducing heat rise.
[0028] In some embodiments, the third carcass 3 bypasses the wire ring 6, and the turn-up endpoint is located 10-20 mm below the apex of the apex 7. Specifically, the turn-up height of the third carcass 3 exceeds the rim protection position, and the turn-up endpoint is 15 mm below the apex 7. The turn-up endpoint avoids the tire stress hot spot, avoiding the risk of carcass delamination, which is beneficial to improving the wear resistance here while improving the sidewall rigidity and reducing flexural deformation, thereby reducing heat rise. This technical solution specifically stipulates that the third carcass 3 bypasses the wire ring 6, and the turn-up endpoint is located 10-20 mm below the apex of the apex 7. It can be understood that the turn-up endpoint of the third carcass 3 can also be located at 11 mm, 12 mm, 13 mm, 14 mm, 15 mm, 16 mm, 17 mm, 18 mm, 19 mm below the apex of the apex 7 and any point value within the range.
[0029] Taking CASE 1 as a comparative example, the performance of the low heat rise tire CASE 2 provided by the present invention was tested. The structural features of CASE 1 and CASE 2 are shown in Table 1.
[0030] Table 1 Structural features of CASE1 and CASE2
[0031]
[0032] Temperature rise tests were performed on CASE1 and CASE2, and the test results are shown in Table 2.
[0033] Table 2 Temperature rise test results of CASE1 and CASE2
[0034]
[0035] It can be found from Table 2 that the temperature rise of CASE2 is significantly reduced compared with CASE1.
[0036] High-speed and durability performance tests were conducted on CASE1 and CASE2. Specifically, 295 / 65R20LT tires with different steel sheet thicknesses and different structures were selected for stiffness performance tests. The test results were shown in Table 3, referring to the GB / T23663-2020 standard.
[0037] Table 3 High-speed and durability performance test results of CASE1 and CASE2
[0038]
[0039]
[0040] From the results in Table 3, it can be found that the longitudinal rigidity, lateral rigidity and radial rigidity of CASE2 are significantly improved compared with CASE1.
[0041] A comparative analysis of high-speed and endurance performance was conducted for Case 1 and Case 2. Specifically, 295 / 65R20LT tires with varying steel plate thicknesses and structures were selected for high-speed and endurance performance testing, referencing GB / T 4501-2016. The test conditions and results are shown in Tables 4 and 5.
[0042]
[0043]
[0044]
[0045] From Tables 4 and 5, we can find that:
[0046] CASE1: High-speed performance 15h (160km / h*30min), endurance performance 92.5h
[0047] Case 2: High-speed performance 17h (180km / h*60min), endurance performance 106.5h
[0048] Conclusion: Compared with CASE1, CASE2 has significantly improved high speed and durability performance.
[0049] In summary, CASE2 can not only reduce the heat rise performance, but also improve the high-speed and durability performance of the tire.
[0050] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0051] The above-described embodiments merely represent several implementations of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of the present utility model patent shall be determined by the appended claims.
Claims
1. A low heat rise tire, characterized in that: It includes three layers of carcass and reinforcement layer; The three-layer carcass comprises, in order from the tire tread downwards: a first carcass, wherein the first carcass is wound around the wire ring and the apex rubber, and the turn-up end point is located above the section width; a second carcass, wherein the turned-up end point of the second carcass is located at the bottom of the wire ring; a third carcass, the third carcass passing around the wire ring, with a turn-up endpoint located below the vertex of the apex; The reinforcing layer is arranged at the tire shoulder and is located between the second carcass and the third carcass.
2. The low heat rise tire according to claim 1, characterized in that: The tire tread is provided with pattern blocks, and the pattern blocks are provided with steel sheets, and the thickness of the steel sheets is 1.5-2.5 mm.
3. The low heat rise tire according to claim 2, characterized in that: The tire tread is provided with pattern blocks, and the pattern blocks are provided with steel sheets, and the thickness of the steel sheets is 2.0 mm.
4. The low heat rise tire according to claim 1, characterized in that: The width of the reinforcement layer is 50-70 mm.
5. The low heat rise tire according to claim 4, characterized in that: The width of the reinforcement layer is 60 mm.
6. The low heat rise tire according to claim 1, characterized in that: The upper end point of the reinforcement layer is offset outward by 120-130 mm based on the center line.
7. The low heat rise tire according to claim 6, characterized in that: The upper end point of the reinforcement layer is offset outward by 125 mm based on the center line.
8. The low heat rise tire according to claim 1, characterized in that: The first carcass is wound around the wire ring and the apex rubber, and the turn-up end point is located 15-25 mm above the section width.
9. The low heat rise tire according to claim 1, characterized in that: The turned-up end point of the second carcass is located at the bottom middle position of the wire ring.
10. The low heat rise tire according to claim 1, characterized in that: The third carcass passes around the wire ring, and the turned-up endpoint is located 10-20 mm below the apex of the apex rubber.