All-steel truck radial tire crown structure

Abstract

The utility model relates to a crown structure of an all-steel truck radial tire. The crown structure comprises a lining layer (1), a carcass ply (2), a belted layer structure and a tread which are sequentially arranged from inside to outside, the belted layer comprises a first belted layer (5), a second belted layer (6), a first rubber sheet (7), a zero-degree belted layer (8) and a third belted layer (9) which are sequentially arranged from the inner side to the outer side; shoulder pads (10) are arranged on two sides of the belted layer structure and are respectively connected with the inner side surface of the tread and the inner side surface of the No.1 belted layer (5). And the zero-degree belted layer (8) is integrally wound in the spiral circumferential direction. Compared with the prior art, the all-steel truck radial tire crown structure disclosed by the utility model has the advantages that the zero-degree belt ply single layer is spirally and circumferentially wound, so that the stress on the shoulder of the tire is reduced, the structural stability of the tire is enhanced, the local stress peak value is reduced, the durability of the tire is improved, the service life of the tire is prolonged, and the high-speed performance and the safety of the tire are improved.

Description

Technical Field

[0001] This utility model relates to the field of tire structure design technology, and in particular to a crown structure for an all-steel radial truck tire. Background Technology

[0002] With the rapid development of automobiles and highways, the performance requirements for tires are constantly increasing, especially the load-bearing capacity and durability of tires.

[0003] All-steel radial tires are increasingly widely used in various transportation industries. All-steel radial tires are constantly developing towards higher load capacity, higher speed, longer service life, and higher safety performance. In the current technology, all-steel radial tires mostly use four-layer belt ply and ordinary zero-degree belt structure, and are gradually developing into zero-degree belt helical circumferential winding. However, under high load and high speed, the tire crown of the existing tire technology is subjected to great force and heat generation, resulting in a short tire life.

[0004] Therefore, there is an urgent need for a crown structure for all-steel radial truck tires that has high structural stability, durability and service life, and high-speed performance and safety. Utility Model Content

[0005] The purpose of this invention is to overcome the defects of the existing technology by providing a crown structure for an all-steel radial truck tire. This structure uses a single layer of zero-degree belt to be spirally wound circumferentially, which reduces the stress on the tire shoulder, enhances the structural stability of the tire, reduces local stress peaks, improves the tire's durability and service life, and improves the tire's high-speed performance and safety.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] The purpose of this utility model is to provide a crown structure for an all-steel radial truck tire, which includes, from the inside out, an inner liner, a carcass ply, a belt layer structure, and a tread.

[0008] The belt layer includes belt layer 1, belt layer 2, first film, zero-degree belt layer and belt layer 3 arranged sequentially from the inside to the outside.

[0009] The belt layer structure has shoulder pads on both sides, which are connected to the inner surface of the tread and the inner surface of the No. 1 belt layer, respectively.

[0010] Furthermore, the width of the first belt layer is 20-30 mm larger than the width of the second belt layer;

[0011] The edges of belt layer 1 and belt layer 2 are separated by a second film.

[0012] Furthermore, the first film uses a new material formulation design (specifically, the material in patent 202310009371.5).

[0013] Furthermore, the second film uses a new material formulation design (specifically, the material in patent 202310009371.5).

[0014] Furthermore, the first and second films can reduce the shear force of belt layer 1 and belt layer 2 during tire use.

[0015] Furthermore, the first film and the second film are joined together.

[0016] Furthermore, the first film and the second film are integrally formed.

[0017] Furthermore, the zero-degree belt layer is spirally wound circumferentially from one side of the tire to the other.

[0018] Furthermore, after the first film is bonded, the zero-degree belt layer is spirally wound around the tire from left to right.

[0019] Furthermore, the starting position of the zero-degree belt layer winding is 10-15mm away from the edge of the second belt layer, and the ending position of the winding is 10-15mm away from the edge of the second belt layer.

[0020] Furthermore, the zero-degree belt layer is a circumferential reinforcing layer consisting of three steel wires continuously spirally wound.

[0021] Furthermore, the width difference between the No. 3 belt layer and the zero-degree belt layer is maintained at 15-20 mm.

[0022] Furthermore, the tread includes a lower tread layer rubber and an upper tread layer rubber arranged sequentially from the inside to the outside, with the inner side of the lower tread layer rubber connected to a belt layer structure and the outer side of the lower tread layer rubber connected to the upper tread layer rubber.

[0023] Furthermore, the inner side of the lower tread layer rubber is connected to the shoulder pad rubber and the No. 3 belt layer of the belt layer structure, respectively, and the inner side of the lower tread layer rubber is connected to the upper tread layer rubber and the sidewall, respectively.

[0024] Furthermore, the belt layer structure has sidewalls on both sides, and the inner surface of the sidewalls is connected to the outer surface of the tread and the outer surface of the shoulder pad rubber, respectively.

[0025] Furthermore, the inner surface of the tire shoulder pad rubber is connected to the outer surface of the tire carcass cord.

[0026] Furthermore, the inner liner, carcass ply, belt layer, and tread are sequentially bonded together radially from the inside to the outside.

[0027] Furthermore, the No. 1 belt layer, the No. 2 belt layer, the first film, the zero-degree belt layer, and the No. 3 belt layer are sequentially bonded together radially from the inside to the outside.

[0028] Furthermore, the first film is laminated across the entire surface after being bonded to the No. 2 belt layer. Here, "laminated across the entire surface" means that the first film is laminated to the entire upper surface and sides of the No. 2 belt layer.

[0029] Furthermore, after the first film is bonded, the zero-degree belt layer is spirally wound around the entire belt layer in a circumferential direction. The starting position of the winding is 10-15mm away from the edge of the second belt layer, and the ending position of the winding is 10-15mm away from the edge of the second belt layer.

[0030] Furthermore, the No. 3 belt layer is bonded to the zero-degree belt layer.

[0031] Furthermore, the materials of belt layer 1, belt layer 2, and belt layer 3 are conventional belt layer materials.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] 1) The all-steel radial truck tire crown structure provided by this utility model can enhance the structural stability of the tire. The zero-degree belt layer adopts a spiral winding method mainly to enhance the structural stability of the tire. During the tire's operation, it will bear forces from different directions, such as radial force, lateral force and circumferential force. The spirally wound zero-degree belt layer can provide uniform support in all directions, thereby effectively resisting the action of these external forces and preventing tire deformation.

[0034] 2) The all-steel radial truck tire crown structure provided by this utility model can disperse stress. When the tire contacts the ground, local stress concentration will occur. The spirally wound zero-degree belt layer can disperse these stresses to a larger area, reduce local stress peaks, and improve tire durability and service life.

[0035] 3) The all-steel radial truck tire crown structure provided by this utility model can improve high-speed performance. When driving at high speed, the tire needs to have good stability and anti-deformation ability. The spirally wound zero-degree belt layer can reduce the deformation of the tire when rotating at high speed, maintain the shape and size stability of the tire, thereby improving the high-speed performance and safety of the tire.

[0036] 4) The all-steel radial truck tire crown structure provided by this utility model adjusts the arrangement of each belt layer of the tire crown structure, thereby reducing the stress on the tire shoulder, enhancing the structural stability of the tire, reducing local stress peaks, improving the tire's durability and service life, and improving the tire's high-speed performance and safety. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the crown structure of the all-steel radial truck tire in this utility model.

[0038] Figure 2 This is a partially enlarged schematic diagram of the crown structure of the all-steel radial truck tire of this utility model.

[0039] in:

[0040] 1-Inner liner, 2-Carcass cord, 3-Tread upper layer rubber, 4-Tread lower layer rubber, 5-Belt layer 1, 6-Belt layer 2, 7-First rubber sheet, 8-Zero-degree belt layer, 9-Belt layer 3, 10-Shoulder pad rubber, 11-Sidewall, 12-Second rubber sheet. Detailed Implementation

[0041] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. Component models, material names, connection structures, and other features not explicitly described in this technical solution are considered common technical features disclosed in the prior art.

[0042] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] It should be noted that in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0044] Example

[0045] like Figures 1-2As shown, this embodiment provides a crown structure for an all-steel radial truck tire, including an inner liner 1, a carcass ply 2, a belt layer structure, and a tread arranged sequentially from the inside to the outside along the radial direction of the tire. Specifically, it includes an inner liner 1, a carcass ply 2, a first belt layer 5, a second belt layer 6, a first rubber sheet 7, a zero-degree belt layer 8, a third belt layer 9, a lower tread rubber layer 4, and an upper tread rubber layer 3 arranged sequentially from the inside to the outside along the radial direction of the tire.

[0046] The crown structure of the all-steel radial truck tire also includes a second rubber sheet 12, which is arranged between the first belt layer 5 and the second belt layer 6. The edge of the first belt layer 5 and the edge of the second belt layer 6 are separated by the second rubber sheet 12; the second rubber sheet 12 is connected to the first rubber sheet 7.

[0047] The crown structure of the all-steel radial truck tire also includes a shoulder pad rubber 10, which is located on the left and right sides of the belt layer structure. The outer surface of the shoulder pad rubber 10 is connected to the inner surface of the lower tread layer rubber 4 and the inner surface of the No. 1 belt layer 5, respectively. The inner surface of the shoulder pad rubber 10 is connected to the outer surface of the carcass cord 2.

[0048] The all-steel radial truck tire crown structure also includes a sidewall 11. The sidewall 11 is located on both sides of the belt layer structure and is not connected to the No. 1 belt layer 5, No. 2 belt layer 6, first rubber sheet 7, zero-degree belt layer 8, or No. 3 belt layer 9 in the belt layer. The inner surface of the sidewall 11 is connected to the outer surface of the tread and the outer surface of the shoulder pad rubber 10, respectively. Specifically, the lower section of the inner surface of the sidewall 11 is connected to the outer surface of the shoulder pad rubber 10, the middle section of the inner surface of the sidewall 11 is connected to the outer surface of the lower layer rubber 4 of the tread, and the upper section of the inner surface of the sidewall 11 is connected to the outer surface of the upper layer rubber 3 of the tread.

[0049] The inner surface of the lower tread layer 4 is connected to the shoulder pad rubber 10 and the No. 3 belt layer 9 of the belt layer structure, respectively. The outer surface of the lower tread layer 4 is connected to the upper tread layer 3 and the sidewall 11, respectively.

[0050] The width of the first belt layer 5 is 20-30 mm larger than the width of the second belt layer 6.

[0051] The first film 7 and the second film 12 can reduce the shear force of the first belt layer 5 and the second belt layer 6 during tire use.

[0052] The zero-degree belt layer 8 is spirally wound circumferentially from one side of the tire to the other. In this embodiment, after the first film 7 is attached, the zero-degree belt layer 8 is spirally wound circumferentially from the left side of the tire to the right side.

[0053] The starting position of the zero-degree belt layer 8 is 10-15mm away from the edge of the second belt layer 6, and the ending position of the winding is 10-15mm away from the edge of the second belt layer 6.

[0054] The width difference between the No. 3 belt layer 9 and the zero-degree belt layer 8 is maintained at 15-20mm.

[0055] The inner liner 1, tire carcass ply 2, belt layer 1 5, belt layer 2 6, first film 7, zero-degree belt layer 8, belt layer 3 9, lower tread rubber 4, and upper tread rubber 3 are sequentially bonded together radially from the inside to the outside.

[0056] The first film 7 is laminated to the entire surface of the second belt layer 6 after lamination. "Full surface lamination" here means that the first film 7 is laminated to the entire upper surface and left and right sides of the second belt layer 6.

[0057] Example 2

[0058] Based on Example 1, this embodiment provides an all-steel radial truck tire crown structure, and further includes the following features:

[0059] The zero-degree belt layer 8 is a circumferential reinforcement layer consisting of three steel wires continuously spirally wound.

[0060] Example 3

[0061] Based on Example 2, this embodiment provides an all-steel radial truck tire crown structure, and further includes the following features:

[0062] The first film 7 uses a new material formulation design (specifically, it uses the material from Example 1 in Patent 202310009371.5).

[0063] The second film 12 uses a new material formulation design (specifically, the material used in Example 1 of Patent 202310009371.5).

[0064] The first film 7 and the second film 12 are integrally formed.

[0065] The angles of belt layer 5 (No. 1), belt layer 6 (No. 2), and belt layer 9 (No. 3) are set to 24°, 15°, and 15° respectively.

[0066] The starting position of the zero-degree belt layer 8 is 12mm away from the edge of the second belt layer 6, and the ending position of the winding is 12mm away from the edge of the second belt layer 6. The number of spiral circumferential windings is 24, and the spiral specification is 7mm.

[0067] Application Example 1

[0068] Using the all-steel radial truck tire crown structure of Example 3, various specifications and tread patterns of all-steel radial truck tires were trial-produced, and their performance was tested and evaluated.

[0069] Comparative Example 1

[0070] In this comparative example, the difference between the all-steel radial truck tire crown structure and the all-steel radial truck tire crown structure in Example 3 is that this comparative example does not have a zero-degree belt layer 8. Various specifications and patterns of all-steel radial truck tires were prototyped and their performance was tested and evaluated.

[0071] Comparative Example 2

[0072] In this comparative example, the difference between the all-steel radial truck tire crown structure and the all-steel radial truck tire crown structure of Example 3 is that this comparative example has two zero-degree belt layers 8, and all-steel radial truck tires with various specifications and patterns were prototyped and their performance was tested and evaluated.

[0073] Test case

[0074] 1. Indoor durability performance

[0075] Durability tests (comparative machine tool durability tests) were conducted on the all-steel radial truck tires used in Example 1, Comparative Example 1, and Comparative Example 2. The process and results are as follows:

[0076] Test method GB / T4501 Method for testing the durability of finished tires.

[0077] The evaluation results are shown in Table 1 below.

[0078] 2. High-speed performance

[0079] High-speed performance tests were conducted on the tires used in Application Example 1, Comparative Example 1, and Comparative Example 2.

[0080] The evaluation results are shown in Table 1 below.

[0081] Table 1. Test results.

[0082]

[0083] The basic parameters of the all-steel radial truck tires used in Example 1, Comparative Example 1, and Comparative Example 2 are shown in Table 2 below.

[0084] Table 2. Basic parameters of all-steel radial truck tires.

[0085]

[0086] According to Table 1, the crown structure of this all-steel radial truck tire enhances tire structural stability. The zero-degree belt layer, using a helical winding method, primarily enhances tire structural stability. During tire operation, it experiences forces from various directions, such as radial, lateral, and circumferential forces. The helical-wound zero-degree belt layer provides uniform support in all directions, effectively resisting these external forces and preventing tire deformation. It also disperses stress. When the tire contacts the ground, localized stress concentration occurs. The helical-wound zero-degree belt layer disperses these stresses over a larger area, reducing localized stress peaks and improving tire durability and lifespan. At high speeds, tires require good stability and resistance to deformation. The helical-wound zero-degree belt layer reduces tire deformation during high-speed rotation, maintaining tire shape and dimensional stability, thereby improving high-speed performance and safety. Adjusting the arrangement of the belt layers in the tire crown structure reduces stress on the tire shoulder, enhancing structural stability, reducing localized stress peaks, improving tire durability and lifespan, and enhancing high-speed performance and safety.

[0087] The above description of the embodiments is provided to enable those skilled in the art to understand and use the utility model. It will be apparent to those skilled in the art that various modifications can be easily made to these embodiments, and the general principles described herein can be applied to other embodiments without inventive effort. Therefore, the present utility model is not limited to the above embodiments, and any improvements and modifications made by those skilled in the art based on the disclosure of the present utility model without departing from its scope should be within the protection scope of the present utility model.

Claims

1. A crown structure for an all-steel radial truck tire, characterized in that, The tire consists of, from the inside out, an inner liner (1), a carcass ply (2), a belt structure, and a tread. The belt layer structure includes belt layer 1 (5), belt layer 2 (6), first film (7), zero-degree belt layer (8), and belt layer 3 (9) arranged sequentially from the inside to the outside. The belt layer structure has shoulder pad rubber (10) on both sides, and the shoulder pad rubber (10) is connected to the inner surface of the tread and the inner surface of the No. 1 belt layer (5) respectively. The width of the first belt layer (5) is 20-30 mm larger than the width of the second belt layer (6); The edge of belt layer 1 (5) is separated from the edge of belt layer 2 (6) by a second film (12); The first film (7) and the second film (12) are connected; The zero-degree belt layer (8) is spirally wound circumferentially as a whole; The starting position of the zero-degree belt layer (8) is 10-15mm away from the edge of the second belt layer (6), and the ending position of the winding is 10-15mm away from the edge of the second belt layer (6).

2. The all-steel radial truck tire crown structure according to claim 1, characterized in that, The zero-degree belt layer (8) is a circumferential reinforcement layer consisting of three steel wires continuously spirally wound.

3. The all-steel radial truck tire crown structure according to claim 1, characterized in that, The width difference between the No. 3 belt layer (9) and the zero-degree belt layer (8) is maintained at 15-20 mm.

4. The all-steel radial truck tire crown structure according to claim 1, characterized in that, The tread includes a lower tread layer rubber (4) and an upper tread layer rubber (3) arranged sequentially from the inside to the outside. The inner side of the lower tread layer rubber (4) is connected to the belt layer structure, and the outer side of the lower tread layer rubber (4) is connected to the upper tread layer rubber (3).

5. The all-steel radial truck tire crown structure according to claim 4, characterized in that, The inner side of the lower tread rubber (4) is connected to the shoulder pad rubber (10) and the No. 3 belt layer (9) of the belt layer structure, respectively. The inner side of the lower tread rubber (4) is connected to the upper tread rubber (3) and the sidewall (11), respectively.

6. The all-steel radial truck tire crown structure according to claim 1, characterized in that, The belt layer structure has sidewalls (11) on both sides, and the inner surface of the sidewalls (11) is connected to the outer surface of the tread and the outer surface of the shoulder pad rubber (10) respectively.

7. The all-steel radial truck tire crown structure according to claim 1, characterized in that, The inner surface of the shoulder pad rubber (10) is connected to the outer surface of the tire carcass fabric (2).

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