High-temperature-resistant tire

Abstract

The utility model provides a high-temperature-resistant tire, which belongs to the field of tires and comprises two belted layers, the two belted layers comprise a first belted layer, a second belted layer and a third belted layer, the first belted layer is positioned above a tire body and is attached to the tire body, and the steel wire arrangement direction of the first belted layer and the circumferential direction of the tire form an inclined angle; the relationship between the width W1 of the first belted layer and the width TDW of the tread of the tire is W1 = (1.0-1.06) TDW; the second belted layer is located above the first belted layer and attached to the first belted layer, and the width W2 of the second belted layer is smaller than the width W1 of the first belted layer. According to the utility model, the technical problems of aging, strength reduction, tire burst risk and the like caused by temperature rise during high-speed running of the tire in the prior art are solved.

Description

Technical Field

[0001] This utility model belongs to the field of tires, and in particular relates to a high-temperature resistant tire. Background Technology

[0002] Tires are the only part of a vehicle that comes into contact with the road surface, and their performance directly affects driving safety. During vehicle operation, the rolling motion of the tires generates heat through friction with the road surface, causing the tire temperature to rise. This increased temperature not only accelerates the aging of the tire rubber, reducing tensile strength and wear resistance, but also leads to increased internal tire pressure, increasing the risk of tire deformation and wear, and may even cause a tire blowout.

[0003] Over long-term use, tires can develop chronic damage such as shoulder gaps, shoulder cracks, and tread wear. These problems are usually caused by uneven stress on the tire, uneven temperature distribution, or prolonged friction, and are particularly severe under high-speed and high-temperature conditions. This damage not only affects tire lifespan but can also reduce driving stability and safety.

[0004] To ensure tire safety, the Americas market imposes stringent regulatory requirements on tire performance, particularly the Uniform Tire Quality Grade (UTQG) established by the U.S. National Highway Traffic Safety Administration (NHTSA). This standard rates tires for treadwear, traction, and temperature resistance. The temperature resistance test assesses a tire's heat dissipation and thermal stability under high-speed driving conditions. According to the UTQG standard, temperature resistance is graded into three levels: A, B, and C. Grade A indicates that the tire exhibits optimal stability under high-temperature conditions, maintaining structural stability at high speeds and reducing safety risks caused by overheating.

[0005] In existing technologies, common methods to improve tire temperature resistance include: modifying tire material formulations (such as adding high-temperature resistant rubber materials) and optimizing tire structural design (such as designing heat dissipation channels or improving tread pattern structure). However, these methods may increase manufacturing costs or introduce design and process complexity issues.

[0006] Therefore, how to further improve the temperature resistance, reduce chronic damage, and extend the service life of tires without increasing production costs has become a key technical challenge for the industry. Especially in the Americas market, tire products must meet the UTQG's Class A temperature resistance rating, which is crucial for tire manufacturers' market competitiveness. Therefore, developing a high-temperature resistant tire has become a key research focus in the industry. Utility Model Content

[0007] 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.

[0008] This invention proposes a high-temperature resistant tire that solves the technical problems of tire aging, strength reduction, and blowout risk caused by high temperature during high-speed driving in the prior art. It has the characteristics of effectively improving the high-temperature resistance of the tire during high-speed driving, reducing aging, preventing strength reduction, and preventing the risk of blowout.

[0009] This utility model discloses a high-temperature resistant tire, comprising two belt layers, wherein the two belt layers include:

[0010] The first belt layer is located above the tire carcass and is in contact with the tire carcass. The steel wires of the first belt layer are arranged at an angle to the tire circumference. The relationship between the width W1 of the first belt layer and the tire tread width TDW is W1 = (1.0~1.06)TDW.

[0011] The second belt layer is located above the first belt layer and is attached to the first belt layer. The width W2 of the second belt layer is smaller than the width W1 of the first belt layer.

[0012] In some embodiments, the angle between the wire arrangement direction of the first belt layer and the tire circumference and the angle between the wire arrangement direction of the second belt layer and the tire circumference are both α, with a value ranging from 27° to 29°.

[0013] In some embodiments, the width W1 of the first belt layer is related to the tire's tread width TDW as W1 = (1.02~1.06)TDW.

[0014] In some embodiments, the tread is also included, wherein the outer contour of the tread extends outward from the center point of the tread and includes a first arc segment, a second arc segment, and a third arc segment that are connected end to end. The radius of curvature of the first arc segment is TR1, the radius of curvature of the second arc segment is TR2, and the radius of curvature of the third arc segment is TR3, and the relationship is satisfied: TR1 > TR2 > TR3.

[0015] In some embodiments, the nominal section width of the tire is S, wherein TR1 = (220% to 400%)S, TR2 = (80% to 220%)S, and TR3 = (75% to 120%)S.

[0016] In some embodiments, the standard rim width of the tire is R, wherein the relationship between the tire's tread width TDW and the tire's standard rim width R is TDW = (95% to 108%)R, and the relationship between the tire's tread width TDW and the tire's nominal section width S is TDW = (70% to 90%)S.

[0017] In some embodiments, the horizontal projection distance of the first arc from the start point to the end point is BP1, and the horizontal projection distance of the second arc from the start point to the end point is BP2, wherein BP1 = (15%~20%)TDW, and BP2 = (15%~20%)TDW.

[0018] In some embodiments, the tire's tread height is h, and h = 6.5 mm to 12 mm.

[0019] In some embodiments, the angle β between the line connecting the center point of the tread to the end point of the tread running surface and the horizontal direction of the tire section is 4° to 7°.

[0020] In some embodiments, the width W1 of the first belt layer and the width W2 of the second belt layer satisfy the relationship: W1 = W2 + 10 mm.

[0021] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0022] 1. This utility model discloses a high-temperature resistant tire. By adopting a two-layer belt structure design and reasonably controlling the width and angle of the belt layers, the rigidity and stability of the tire in high-temperature environments are significantly improved. The first belt layer is in contact with the tire body, and its width is related to the width of the tire tread as W1 = (1.0~1.06)TDW. The second belt layer is located above the first belt layer, and its width is greater than that of the first belt layer. The increase in the width of the belt layer within a certain range can increase the area of ​​the ground contact mark, making the support effect of the tread area more uniform and preventing abnormal deformation and damage during high-temperature driving.

[0023] 2. This invention, by setting the steel wire arrangement direction of the belt layer at an inclination angle α (27°~29°) to the tire circumference, effectively disperses radial and tangential stress distribution when the tire rotates, thereby reducing the risk of uneven stress on the tire body. This structural design significantly improves the tire's heat resistance and impact resistance, enabling the tire to maintain a stable shape and support performance even during prolonged high-temperature driving.

[0024] 3. This utility model optimizes the tire's contact performance when driving straight and turning by adopting a three-segment arc design on the outer tire tread, with the curvature of different segments satisfying the relationship TR1>TR2>TR3, thus ensuring driving stability and comfort. Through the segmented design of the first, second, and third arc segments and the control of their horizontal distances BP1 and BP2, the tire's contact pressure distribution is optimized, drainage performance is improved, and the tire has higher anti-skid performance on rainy or slippery roads.

[0025] 4. The high-temperature resistant tire disclosed in this utility model features systematic innovations in its structural design. Through multiple technological improvements, including a reinforced design with two belt layers, increased belt layer width, improved belt layer angle, a gradual change in the three-segment curvature of the tread, and refined control of tread width and height, the tire's reliability, durability, and stability under high-speed and high-temperature environments are ensured. Compared with existing technologies, the high-temperature resistant tire provided by this utility model has stronger temperature resistance and a longer service life, exhibiting superior driving performance under high-speed, heavy-load, and high-temperature conditions. It is suitable for various vehicle types, including high-performance sedans and heavy-duty trucks, and has broad market application prospects and significant industrial value. Attached Figure Description

[0026] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0027] Figure 1 A partial structural schematic diagram of the high-temperature resistant tire provided in an embodiment of this utility model;

[0028] Figure 2 This is a schematic diagram of the outer contour structure of the high-temperature resistant tire provided in an embodiment of the present invention;

[0029] Figure 3 Temperature distribution diagram of the tire under high speed provided for CASE1, an embodiment of this utility model;

[0030] Figure 4 This is a temperature distribution diagram of a high-temperature resistant tire under high-speed conditions provided in an embodiment of the present invention.

[0031] In the above figures: 1-First belt layer; 2-Second belt layer; 3-Carcass; 4-Tread; 5-First arc segment; 6-Second arc segment; 7-Third arc segment; 8-Tread center point; 9-Tread running surface end point. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be described and explained below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model. All other embodiments obtained by those skilled in the art based on the embodiments provided by this utility model without inventive effort are within the scope of protection of this utility model.

[0033] This utility model embodiment provides a high-temperature resistant tire, see reference. Figures 1-2As shown, the tire comprises two belt layers: a first belt layer 1 and a second belt layer 2. The first belt layer 1 is located above and in contact with the tire carcass 3. The steel wires of the first belt layer 1 are arranged at an angle to the tire's circumference. The width W1 of the first belt layer 1 is related to the tire's tread width TDW by W1 = (1.0~1.06)TDW. The second belt layer 3 is located above and in contact with the first belt layer 1. The width W2 of the second belt layer 2 is smaller than the width W1 of the first belt layer 1. The belt layers are the main load-bearing components of the tire, cushioning the impact of external forces. They largely determine the tire's shape and initial stress distribution, playing a crucial role in the vehicle's high-speed performance, stability, comfort, and temperature resistance. The first belt layer 1 bears the main lateral forces during tire operation and ensures the rigidity of the tire carcass 3. The second belt layer 2, located above the first belt layer 1, further distributes the load and enhances durability and stability. The arrangement angle of the steel wires in the first belt layer 1 and the second belt layer 2, as well as their tilt angle relative to the tire circumference, contribute to improving the tire's high-temperature resistance and tensile strength. This design allows the steel wires to more effectively distribute stress on the tire during high-speed driving, improving tire stability. The optimized width configuration of the first belt layer 1 and the second belt layer 2 enhances the tire's overall tensile strength and improves its high-temperature resistance. The two-layer belt structure improves tire driving stability, reduces deformation caused by temperature increases, and extends tire lifespan.

[0034] In some embodiments, the steel wire strength of the first belt layer 1 and the second belt layer 2 is further enhanced compared to the steel wire strength of the belt layer of an existing tire, preferably by 35%, to ensure the tire's reliable use for a long time under high-speed and high-temperature conditions and to improve the overall safety and handling performance of the vehicle.

[0035] Furthermore, the angles between the steel wire arrangement direction of the first belt layer 1 and the tire circumference, and the angles between the steel wire arrangement direction of the second belt layer 2 and the tire circumference, are both α, with values ​​ranging from 27° to 29°. The angles between the steel wire arrangement direction of the first belt layer 1 and the second belt layer 2 and the tire circumference directly affect the tire's strength and stability during high-speed driving. The tilt angle of the steel wires helps to evenly distribute the pressure on the tire under high-speed, heavy-load conditions. By selecting an angle range of 27° to 29°, the tire's durability and stability can be optimized, especially its performance under high-speed driving and high-temperature environments. This angle design can maintain the stability of the tire's shape during prolonged high-speed driving, reducing damage caused by fatigue.

[0036] In some embodiments, the angle between the steel wire arrangement direction of the first belt layer 1 and the tire circumference and the angle between the steel wire arrangement direction of the second belt layer 2 and the tire circumference are preferably 29°. The 29° angle design helps to disperse thermal stress and extend the tire's service life. It has significant beneficial effects on improving tire strength, durability, handling and high temperature resistance, enabling the tire to provide better performance under various driving conditions.

[0037] In some embodiments, since the stress distribution of the tire is mainly concentrated at the bead and shoulder, the fatigue damage that occurs when the tire is running at high speed is mainly concentrated near the end of the belt layer. The failure location is usually on the side with high heat generation, resulting in problems such as shoulder gaps and tread block breakage. Analysis shows that the temperature at the end of the belt layer decreases as the belt layer angle increases, so 29° is preferred.

[0038] Furthermore, the relationship between the width W1 of the first belt layer 1 and the tire's tread width TDW is W1 = (1.02~1.06)TDW. Increasing the width of the first belt layer 1 further increases the area of ​​the contact patch, reduces the lateral deformation of the tire at high speeds, enhances driving stability, and also improves the tire's load-bearing capacity, making the tire perform better when bearing larger loads.

[0039] Furthermore, the high-temperature resistant tire also includes a tread 4. The outer contour of the tread 4 extends outward from the center point 8 and includes a first arc 5, a second arc 6, and a third arc 7 that connect end to end. The radius of curvature of the first arc 5 is TR1, that of the second arc 6 is TR2, and that of the third arc 7 is TR3, satisfying the relationship: TR1 > TR2 > TR3. The different radii of curvature in the tread 4 design allow the tire to provide a uniform pressure distribution when in contact with the ground, improving grip and driving stability. The curvature of the first arc 5, the second arc 6, and the third arc 7 gradually decreases, effectively improving the tire's handling and wear characteristics. Through a reasonable curvature design, the tire exhibits better comfort, handling, and stability under different driving conditions; this structure helps to distribute tire stress, reduce uneven wear, and extend service life.

[0040] Furthermore, the nominal section width of the tire is S, where TR1 = (220%–400%)S, TR2 = (80%–220%)S, and TR3 = (75%–120%)S. By adjusting the ratio of the curvature radius of the three arcs to the nominal section width S, the load distribution and grip characteristics of the tire can be precisely adjusted. This proportional relationship ensures that the tire maintains good traction and comfort under various loads and speeds, while also improving the tire's stability and handling at high speeds.

[0041] Furthermore, the standard rim width of a tire is R. The relationship between the tire's tread width (TDW) and the standard rim width (R) is TDW = (95%–108%)R, and the relationship between the tire's tread width (TDW) and the tire's nominal section width (S) is TDW = (70%–90%)S. Precise design of the tire's tread width (TDW) ensures a good fit between the tire and the rim, contributing to the tire's contact patch performance and durability, especially at high speeds, providing better stability, high-temperature resistance, and load capacity.

[0042] Furthermore, the horizontal projection distance of the first arc 5 from its starting point to its ending point is BP1, and the horizontal projection distance of the second arc 6 from its starting point to its ending point is BP2, where BP1 = (15%~20%)TDW and BP2 = (15%~20%)TDW. By adjusting the horizontal projection distance of the arc segments, it is ensured that the tread 4 can provide appropriate ground pressure distribution under different driving conditions, thereby improving grip and stability. A reasonable horizontal projection distance design can improve the tire's ground contact effect and reduce slippage in curves or complex terrain. This design can ensure that the tire maintains a stable ground contact effect under different speeds and road conditions, improving driving performance and handling stability, especially under high-intensity use conditions.

[0043] Furthermore, the tire's tread height is h, and h = 6.5mm to 12mm. The tread height h affects the tire's grip and handling. A well-designed tread height h can provide sufficient contact area with the ground, improve traction and stability, and also help the tire perform on wet or uneven road surfaces, increasing tire safety and handling.

[0044] Furthermore, the angle β between the line connecting the center point 8 of the tread to the end point 9 of the tread's driving surface and the horizontal direction of the tire section is 4° to 7°. The design of angle β optimizes the tire's shape, ensuring good grip and stability, while also affecting its handling performance. By setting this angle appropriately, tire deformation and wear under high temperature and high speed conditions can be effectively reduced. A reasonable angle can improve tire stability and handling during driving, especially exhibiting higher durability under high speed and high temperature conditions.

[0045] Furthermore, the width W1 of the first belt layer 1 and the width W2 of the second belt layer 2 satisfy the relationship: W1 = W2 + 10mm. The design that the width of the first belt layer 1 is 10mm greater than the width of the second belt layer 2 helps to optimize the load distribution and structural stability of the tire, improve its load-bearing capacity and deformation resistance. Since the first belt layer 1 is close to the tire carcass 3, its main function is to enhance the basic structural strength and stability of the tire. The wider first belt layer 1 enhances the lateral rigidity and high-temperature resistance of the tire, improves handling during high-speed driving and cornering, and extends the service life of the tire through reasonable load distribution, ensuring long-term stability in high-temperature environments. The second belt layer 2 plays a supporting and supplementary role.

[0046] A comparative test was conducted using a 225 / 50R17 tire. Using CASE1 as a control example, the performance of the high-temperature resistant tire CASE2 provided by this invention was tested. The structural characteristics of CASE1 and CASE2 are shown in Table 1.

[0047] Table 1 Structural features of CASE1 and CASE2

[0048]

[0049] The angle of the belt layer is the angle α between the direction of the steel wire arrangement of the belt layer and the circumferential direction of the tire.

[0050] The UTQG regulation temperature resistance test was performed on CASE1 and CASE2, and the test results are shown in Table 2.

[0051] Table 2. Temperature resistance test results for CASE1 and CASE2

[0052]

[0053] From the results in Table 2 and Figure 3 and Figure 4 The temperature distribution charts for CASE1 and CASE2 at high speeds show that, compared to CASE1, the high-speed running time of CASE2 tires is significantly longer, indicating that CASE2 tires have higher durability. Furthermore, CASE2 tires have a temperature resistance rating of A. Tire temperature resistance ratings are typically divided into three levels: A, B, and C, with A representing the best heat resistance and C the worst. Therefore, CASE2 tires represent the highest temperature resistance rating. Tires of this rating perform stably at high speeds and are suitable for prolonged use in hot weather.

[0054] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above 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.

[0055] The embodiments described above are merely illustrative of several implementations of this utility model, and 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 those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A high-temperature resistant tire, characterized in that, It includes two belt layers, the two belt layers comprising: The first belt layer is located above the tire carcass and is in contact with the tire carcass. The steel wires of the first belt layer are arranged at an angle to the tire circumference. The relationship between the width W1 of the first belt layer and the tire tread width TDW is W1 = (1.0~1.06)TDW. The second belt layer is located above the first belt layer and is attached to the first belt layer. The width W2 of the second belt layer is smaller than the width W1 of the first belt layer.

2. The high-temperature resistant tire according to claim 1, characterized in that, The angle between the steel wire arrangement direction of the first belt layer and the tire circumference and the angle between the steel wire arrangement direction of the second belt layer and the tire circumference are both α, with a value range of 27° to 29°.

3. The high-temperature resistant tire according to claim 1, characterized in that, The relationship between the width W1 of the first belt layer and the tread width TDW of the tire is W1 = (1.02~1.06)TDW.

4. The high-temperature resistant tire according to claim 1, characterized in that, It also includes the tread, the outer contour of which extends outward from the center point of the tread and includes a first arc segment, a second arc segment, and a third arc segment that are connected end to end. The radius of curvature of the first arc segment is TR1, the radius of curvature of the second arc segment is TR2, and the radius of curvature of the third arc segment is TR3, and the relationship is satisfied: TR1>TR2>TR3.

5. The high-temperature resistant tire according to claim 4, characterized in that, The nominal section width of the tire is S, where TR1 = (220%~400%)S, TR2 = (80%~220%)S, and TR3 = (75%~120%)S.

6. The high-temperature resistant tire according to claim 5, characterized in that, The standard rim width of the tire is R, wherein the relationship between the tire's tread width TDW and the tire's standard rim width R is TDW = (95%~108%)R, and the relationship between the tire's tread width TDW and the tire's nominal section width S is TDW = (70%~90%)S.

7. The high-temperature resistant tire according to claim 4, characterized in that, The horizontal projection distance of the first arc from the starting point to the ending point is BP1, and the horizontal projection distance of the second arc from the starting point to the ending point is BP2, where BP1 = (15%~20%)TDW and BP2 = (15%~20%)TDW.

8. The high-temperature resistant tire according to claim 1, characterized in that, The tire's tread height is h, and h = 6.5mm to 12mm.

9. The high-temperature resistant tire according to claim 4, characterized in that, The angle β between the line connecting the center point of the tread to the end point of the tread driving surface and the horizontal direction of the tire section is 4° to 7°.

10. The high-temperature resistant tire according to claim 1, characterized in that, The width W1 of the first belt layer and the width W2 of the second belt layer satisfy the relationship: W1 = W2 + 10 mm.

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