Engineering truck tire

Abstract

The utility model discloses an engineering truck tire, and belongs to the technical field of tires. The engineering truck tire comprises a tread layer, an anti-puncture layer and a steel wire belt ply, wherein the anti-puncture layer is arranged between the tread layer and the steel wire belt ply; the anti-puncture layer comprises a rubber layer, cord fabric threads and a buffer layer, the rubber layer is provided with a first surface and a second surface which are opposite to each other, the first surface is attached to the tread layer, the second surface is attached to the buffer layer, the cord fabric threads are wrapped by the rubber layer, the number of the cord fabric threads is multiple, and the number of the cord fabric threads is multiple. And the plurality of cord fabric lines extend in a corrugated shape along the circumferential direction of the engineering truck tire. According to the scheme, the problems of large-area delamination of tire tread rubber and even tire burst of a vehicle caused by oxidation and corrosion of the steel wire belt ply of the tire when the steel wire belt ply is exposed after being punctured and encountered with water can be solved.

Description

Technical Field

[0001] This application belongs to the field of tire technology, specifically relating to an engineering vehicle tire. Background Technology

[0002] Construction vehicles often operate on rough roads, frequently encountering hard and sharp objects such as rocks. This causes tires to be constantly punctured by these objects, leading to cracks or damage to the tread rubber and exposing the steel belts inside the tire. When exposed to water, these exposed steel belts quickly oxidize and corrode, causing not only large-scale delamination of the tire tread rubber but also, in severe cases, tire blowouts and dangerous situations. Utility Model Content

[0003] The purpose of this application is to provide an engineering vehicle tire that can solve the problem of large-area delamination of the tire tread rubber caused by the exposed steel belt layer after being punctured and then exposed to water, resulting in oxidation and corrosion, and even tire blowout.

[0004] To solve the above-mentioned technical problems, this application is implemented as follows:

[0005] This application provides an engineering vehicle tire, which includes a tread layer, a puncture-resistant layer, and a steel belt layer, wherein the puncture-resistant layer is disposed between the tread layer and the steel belt layer;

[0006] The puncture-resistant layer includes a rubber layer, cord fibers, and a buffer layer. The rubber layer has a first side and a second side facing away from each other. The first side is in contact with the tread layer, and the second side is in contact with the buffer layer. The rubber layer wraps around the cord fibers. There are multiple cord fibers, and the multiple cord fibers extend in a corrugated shape along the circumference of the tire of the engineering vehicle.

[0007] In this embodiment, when engineering vehicles operate in harsh environments, the tires are punctured by hard objects such as stones, causing cracks in the tread layer and puncture-resistant layer. If the vehicle travels on a wet road surface, water can easily enter through the cracks in the tread layer. The corrugated cords in the puncture-resistant layer stretch and deform under the forces of vehicle weight and road resistance, causing the cracks in the puncture-resistant layer to close. Simultaneously, the buffer layer prevents water from contacting the steel belt layer through the cracks, avoiding exposure of the steel belt layer and thus preventing the tread layer from detaching, extending the service life of the engineering vehicle tires. Attached Figure Description

[0008] Figure 1 This is a cross-sectional view of the engineering vehicle tire disclosed in an embodiment of this application;

[0009] Figures 2-3 This is a cross-sectional view of the puncture-resistant layer disclosed in the embodiments of this application.

[0010] Explanation of reference numerals in the attached figures:

[0011] 110-Tread layer, 120-Puncture protection layer, 121-Rubber layer, 121a-First rubber layer, 121b-Second rubber layer, 122-Cord line, 123-Buffer layer, 130-Steel belt layer, 140-Carcass, 150-Inner liner;

[0012] 200 - Wheel rim, 210 - Wheel rim body, 220 - Air inlet. Detailed Implementation

[0013] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0014] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0015] The engineering vehicle tires provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0016] like Figures 1 to 3 As shown in the illustration, this application provides an engineering vehicle tire, which includes a tread layer 110, a puncture-resistant layer 120, a steel belt layer 130, a carcass 140, and an inner liner 150. The puncture-resistant layer 120 is disposed between the tread layer 110 and the steel belt layer 130. The carcass 140 is disposed between the steel belt layer 130 and the inner liner 150. The engineering vehicle tire can be mounted on a rim 200, which includes a rim body 210 and an inflation valve 220.

[0017] The puncture-resistant layer 120 includes a rubber layer 121, cords 122, and a buffer layer 123. The rubber layer 121 has a first side and a second side facing away from each other. The first side is attached to the tread layer 110, and the second side is attached to the buffer layer 123. The rubber layer 121 wraps around the cords 122. There are multiple cords 122, and the multiple cords 122 extend in a corrugated shape along the circumference of the tire of the engineering vehicle.

[0018] In this embodiment, when an engineering vehicle travels in harsh environments, its tires are punctured by hard objects such as stones, causing cracks in the tread layer 110 and the puncture-resistant layer 120. If the vehicle travels on a wet road surface, water can easily enter through the cracks in the tread layer 110. The corrugated cords 122 in the puncture-resistant layer 120 stretch and deform under the force of vehicle weight and road resistance, causing the cracks in the puncture-resistant layer 120 to close. At the same time, the buffer layer 123 prevents water from contacting the steel belt layer 130 through the cracks, avoiding exposure of the steel belt layer 130, thereby preventing the tread layer 110 from detaching and extending the service life of the engineering vehicle tires.

[0019] The rubber layer 121 includes a first rubber sheet 121a and a second rubber sheet 121b. The first rubber sheet 121a has a first surface, and the second rubber sheet 121b has a second surface. The cord wire 122 is disposed between the first rubber sheet 121a and the second rubber sheet 121b. The first rubber sheet 121a and the second rubber sheet 121b completely cover the cord wire 122, and the cord wire 122 is connected to the first rubber sheet 121a and the second rubber sheet 121b. When the cord wire 122 is stretched and deformed due to the force of vehicle weight, road resistance, etc., it causes the first rubber sheet 121a and the second rubber sheet 121b to deform.

[0020] Multiple cord lines 122 form a cord layer, the thickness of which is between 1mm and 3mm. The cord layer formed by the multiple cord lines 122 has a certain thickness, which is controlled between 1mm and 3mm. This ensures that the cord lines 122 are within the rubber layer 121, and also allows for appropriate control of the thickness of the puncture-resistant layer 120, ensuring that the tire weight is within a suitable range.

[0021] The adjacent cords 122 have the same shape. The corrugated cords 122 in the puncture-resistant layer 120 are subjected to the forces of vehicle weight, road resistance and other forces, and the tension and deformation of the cords 122 are basically the same, which better ensures the closure of the cracks in the puncture-resistant layer 120.

[0022] Cord line 122 is a fiber cord line. The fiber cord line is at least one of aramid or nylon. The fiber cord line can be processed and manufactured from aramid, nylon or composite materials.

[0023] The shape curve of the cord cord 122 conforms to a cosine curve, y = Acos(ωx + φ) + k, where A represents the crest, ω represents the angular frequency (ω = 2π / T), φ represents the horizontal shift of the cosine curve, and k represents the vertical shift of the cosine curve. The crest height of the cord cord 122 is 5mm to 50mm, i.e., A value is 5 to 50. The wave width of the cord cord 122 is 5mm to 50mm, i.e., T value is twice the wave width, ranging from 10 to 100. The cosine curve conforming to the shape curve of the cord cord 122 not only facilitates the manufacture of the puncture-resistant layer 120 but also ensures that the tension and deformation of the cord cord 122 are essentially the same when subjected to forces such as vehicle weight and road resistance.

[0024] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. An off-the-road tire characterized by, The tire includes a tread layer (110), a puncture-proof layer (120) and a steel belt layer (130), the puncture-proof layer (120) is arranged between the tread layer (110) and the steel belt layer (130); The puncture-proof layer (120) includes a rubber layer (121), a cord (122) and a buffer layer (123), the rubber layer (121) has a first face and a second face opposite to each other, the first face is attached to the tread layer (110), the second face is attached to the buffer layer (123), the rubber layer (121) wraps the cord (122), the number of the cords (122) is multiple, and the multiple cords (122) extend in a wave shape along the circumference of the tire.

2. The engineering vehicle tire of claim 1, wherein, The rubber layer (121) includes a first rubber sheet (121a) and a second rubber sheet (121b), the first rubber sheet (121a) has the first face, the second rubber sheet (121b) has the second face, and the cord (122) is arranged between the first rubber sheet (121a) and the second rubber sheet (121b).

3. The engineering vehicle tire of claim 1, wherein, The multiple cords (122) form a cord layer, and the thickness of the cord layer is between 1mm and 3mm.

4. The engineering vehicle tire of claim 1, wherein, The shapes of the adjacent cords (122) are the same.

5. The engineering vehicle tire of claim 1, wherein, The cord (122) is a fiber cord.

6. The engineering vehicle tire of claim 5, wherein, The fiber cord is at least one of aramid fiber or nylon.

7. The engineering vehicle tire of claim 1, wherein, The shape curve of the cord (122) conforms to a cosine curve, y=Acos(ωx+φ)+k, wherein A represents a wave peak, ω represents an angular frequency, ω=2π / T, φ represents a horizontal movement amount of the cosine curve, and k represents a vertical movement amount of the cosine curve.

8. The engineering vehicle tire of claim 7, wherein, The wave peak height of the cord (122) is between 5mm and 50mm, i.e., the value of A is between 5 and 50.

9. The engineering vehicle tire of claim 7, wherein, The wave width of the cord (122) is between 5mm and 50mm, i.e., the value of T is twice the wave width, between 10 and 100.

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