Tire capable of preventing tire tread from deforming

Abstract

The utility model discloses a tire capable of preventing tire tread deformation, which belongs to the technical field of passenger car tire manufacturing and comprises a tire tread, a cap ply and a belted layer, the belted layer is arranged on the lower side of the cap ply, the cap ply is integrally in a closed ring shape, and two ends of the cap ply extend to tire shoulder positions on two sides of the tire tread. Two ends of the cap ply form a first stacking structure and a second stacking structure at corresponding positions of tire shoulders on two sides of the tread, and the first stacking structure and the second stacking structure extend along opposite directions to form an S-shaped structure. By optimizing the structure of the cap ply and the configuration of the belted layer, the tire shoulder stress distribution is effectively optimized, the strength of the edge of the belted layer is enhanced, the tread deformation and the steel wire stabbing occurrence rate are remarkably reduced, the stability of the tire is improved, and the service life of the tire is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of passenger car tire manufacturing technology, and specifically to a tire that prevents tire tread deformation. Background Technology

[0002] With the development of China's social economy, passenger cars have gradually entered every household, leading to increased car sales and increased production capacity of tire suppliers. As tire knowledge becomes more widespread in both the OE (Original Equipment) and replacement markets, individual consumers are placing increasingly higher demands on tire durability. Among the most direct impacts on tire durability are tread deformation and steel wire punctures. These not only affect tire lifespan but can also pose serious threats to driving safety, resulting in increasing reputational damage and economic losses (such as claims) for tire manufacturers.

[0003] Existing technologies for improving the strength of tire belt layer steel wires to prevent deformation and punctures primarily involve fully wrapping the crown layer, meaning the crown layer is wrapped in a single direction from one side of the belt layer to the other, forming a complete cover. This reduces belt layer deformation, thus preventing tread deformation and steel wire punctures. However, this unidirectional full-wrap structure has limited restraint on the belt layer edges, and under special road conditions such as potholes, sharp turns, and extreme conditions such as high-speed driving and heavy-load driving, it still cannot completely prevent tread deformation and steel wire punctures.

[0004] Therefore, how to provide a tire that prevents tread deformation and solve the defects in the existing technology is a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] Therefore, this utility model provides a tire that prevents tire tread deformation, in order to solve the problem in the prior art where the limited constraint effect of the unidirectional full-wrap structure on the edge of the belt layer leads to limited tread protection during driving under extreme conditions, resulting in tread deformation and steel wire puncture.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] This utility model discloses a tire for preventing tread deformation, comprising a tread, a crown belt layer, and a belt layer. The belt layer is disposed below the crown belt layer, providing basic support for the tread. The crown belt layer is a closed loop, and its shape and arc are consistent with the tire. This design ensures good fit between the crown belt layer and the tire, making the support of the crown belt layer on the tire more uniform. The crown belt layer is a closed loop, with both ends extending to the tire shoulders on both sides of the tread. At the corresponding positions on the tire shoulders, the two ends form a first stacking structure and a second stacking structure. Since the two stacking structures extend in opposite directions, the crown belt layer forms an "S"-shaped structure. The belt layer is disposed below the crown belt layer, providing rigid support for the tread and the crown belt layer, avoiding stress concentration that could lead to tread deformation, greatly improving the tire's service life, effectively enhancing the overall structural stability of the tire, and thus reducing the probability of tread deformation.

[0008] Furthermore, the first and second stacked structures are formed by continuously stacking crown strips in a stepped offset manner to create a stepped structure. This stepped stacking method, through orderly interlayer misalignment, allows stress to be gradually dispersed along the stepped direction in the stacked area, avoiding stress concentration on a single contact surface and enhancing the restraining force of the crown strip layer on the tire shoulder.

[0009] Furthermore, the width of both the first and second stacked structures is 36mm to 42mm. This width range is adapted to the stress characteristics of passenger car tire shoulders, ensuring stress dispersion in the stacked area while avoiding material redundancy due to excessive width, thus making the force transmission path in the tire shoulder area more reasonable.

[0010] Furthermore, the width of the crown strip is 6mm, and the overlap width of adjacent crown strips is 2mm, forming a continuous crown strip layer. The strip width ensures that each crown strip has sufficient rigidity, while the 2mm overlap width enhances the overall structural integrity through interlayer interlocking, allowing the crown strip layer to evenly transmit restraint force when the tire rolls, avoiding tread deformation caused by localized loosening.

[0011] Furthermore, the belt layer includes a first belt layer disposed away from the tread and a second belt layer adhered to the inner side of the first belt layer. The two belt layers form a composite support structure, which, through the synergy of material properties and stress direction, enhances the overall tensile and shear resistance of the belt layer, providing a stable load-bearing foundation for the crown belt layer.

[0012] Furthermore, the crown layer is positioned between the outer surface of the second belt layer and the tread. This position allows the crown layer to be in direct contact with both the belt layer and the tread simultaneously, ensuring that road impact forces are quickly transferred from the crown layer to the belt layer, reducing the stress load borne solely by the tread.

[0013] Furthermore, the surface flatness error of the belt layer is ≤0.5mm. This high-precision surface flatness ensures proper contact between the crown layer and the belt layer, preventing localized gaps that could cause incomplete connections.

[0014] This invention has the following advantages: Through the "S"-shaped path design of the crown belt strip and the local double-layer stacked structure at the tire shoulder, it significantly improves the tire's resistance to deformation. Specifically, due to the reciprocating folds and double-layer coverage of the crown belt strip at the edge of the belt layer, especially at the tire shoulder where the tread transitions to the sidewall, the maximum tread deformation can be stably controlled under extreme conditions, far exceeding the deformation commonly found in existing technologies. This effectively avoids the problem of decreased driving stability caused by excessive tread deformation. Simultaneously, the double-layer stacked structure at the tire shoulder provides double constraint on the steel wires within the belt layer, significantly reducing the failure rate of steel wire punctures compared to existing technologies, thus significantly improving tire safety and durability. It effectively disperses stress at the tire shoulder, preventing tread deformation caused by stress concentration. Furthermore, the crown belt layer covers the top and edge areas of the belt layer, tightly bonding with the belt layer and tread, enhancing the overall rigidity of the tread and further reducing the possibility of tread deformation.

[0015] The belt layer employs a two-layer structure, enhancing its strength and support capabilities, providing a more stable foundation for the tread. The surface flatness error of the belt layer is ≤0.5mm, ensuring a tight fit between the crown belt layer and the belt layer. The crown belt layer is wrapped and adhered between the outer surface of the second belt layer and the tread, forming an organic whole that enhances the tire's structural stability and better resists various external forces during driving. Because tread deformation is effectively reduced, tread wear is more even, avoiding abnormal wear caused by localized deformation. Simultaneously, the enhanced overall structural stability reduces premature tire failure due to structural damage, significantly extending tire lifespan. Furthermore, the crown belt layer consists of 6mm wide annular strips stacked in a stepped pattern with a 2mm overlap between adjacent strips to form a continuous crown belt layer. This design ensures the performance of the crown belt layer. From a technological and cost perspective, this invention requires no additional specialized production equipment. The "S"-shaped path of the crown strip and the double-layer stacking of the tire shoulder can be achieved simply by adjusting the program parameters of existing winding equipment. The production adjustment cycle is short and highly compatible, fully meeting the needs of mass production. Furthermore, compared to existing full-layer thickening reinforcement solutions, this invention only performs localized double-layer stacking in the tire shoulder, a high-deformation area, thus ensuring strength while also meeting the need for lightweight design. Attached Figure Description

[0016] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0017] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0018] Figure 1 A cross-sectional view of a tire for preventing tire tread deformation as provided by this utility model;

[0019] Figure 2 Cross-sectional view of the crown-band layer stacked structure provided by this utility model;

[0020] Figure 3 This is a schematic diagram showing the positions of the crown band layer and the belt layer provided by this utility model;

[0021] Figure 4 This is a top view of the crown layer winding provided by this utility model.

[0022] Reference numerals: 1 Tread; 2 Crown layer; 21 First stacked structure; 22 Second stacked structure; 23 Crown strip; 3 Belt layer; 31 First belt layer; 32 Second belt layer. Detailed Implementation

[0023] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0024] like Figures 1-4As shown, this embodiment provides a tire structure to prevent tire tread deformation: it includes a tread 1, a crown belt layer 2, and a belt layer 3. These three components are formed organically through a vulcanization process during tire production, working together to reduce tread deformation. The tread 1 is the outer layer structure that directly contacts the ground and is typically made of rubber, providing grip, wear resistance, and cushioning performance. The belt layer 3 is located inside the crown belt layer 2 and its main function is to enhance the tire's radial stiffness and shear resistance, preventing excessive deformation of the tread due to centrifugal or lateral forces during driving. The crown belt layer 2 is a closed ring shape, consistent with the tire's shape and curvature, extending to the tire shoulders on the sides of the tread 1 at both ends, covering the top and edge areas of the belt layer 3. The belt layer 3 includes a first belt layer 31 away from the tread and a second belt layer 32 adhering to the inner side of the first belt layer 31. The addition of two belt layers 3 further enhances the overall rigidity of the belt layer 3, making it less prone to deformation under load. This provides a stable support platform for the tread 1 and reduces tread deformation caused by the deformation of the belt layer 3 itself. To ensure a tight fit between the crown layer 2 and the belt layer 3, the surface flatness error of the belt layer 3 is strictly controlled to ≤0.5mm. The crown layer 2 is wrapped and bonded between the outer surface of the second belt layer 32 and the tread 1.

[0025] The first stacking structure 21 and the second stacking structure 22 are composed of 23 crown strips, each 6 mm wide. The winding process of the crown strips 23 is completed by an automated winding device. The starting point of the winding is set in a 36 mm to 42 mm width area on one side of the tire away from the shoulder. The winding device first operates in a forward winding mode, that is, the crown strips 23 are gradually advanced along the tire circumference and towards the same side shoulder. During this process, the crown strips 23 are stacked in a stepped manner in the width direction, with the overlap width of adjacent crown strips maintained at 2 mm. As the winding continues to the shoulder area, the winding device automatically switches to a winding mode towards the other end, forming the first stacking structure 21 on the shoulder. After the first stacking structure 21 is formed on the shoulder, the winding direction of the crown strips 23 is reversed from the forward winding direction, continuing to advance along the tire circumference towards the other side shoulder, again maintaining a stepped stack and an adjacent overlap width of 2 mm. During the reverse winding process, the crown belt strip 23 wraps around the other side of the tire shoulder and then continues to wrap in the opposite direction, gradually forming a second stacked structure 22 at the tire shoulder with a width equivalent to the first stacked structure 21. As the winding progresses, the crown belt strip 23 forms a continuous stepped transition between the first stacked structure 21 and the second stacked structure 22 on both sides of the tire shoulder, making the crown belt layer as a whole form an "S" shaped structure. This winding method ensures that the crown belt layer 2 can fully cover the top and edge areas of the belt layer 3, and through the setting of the first stacked structure 21 and the second stacked structure 22, a double-layer crown belt layer 2 is formed at the tire shoulder, further enhancing the restraining effect of the crown belt layer 2 on the belt layer 3, reducing the probability of tread 1 deformation, and improving the strength of the tire belt layer steel wires to prevent deformation and punctures.

[0026] Although the present invention has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

[0027] The terms such as "upper," "lower," "left," "right," and "middle" used in this specification are merely for clarity of description and are not intended to limit the scope of the invention. Any changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention.

Claims

1. A tire for preventing deformation of a tire tread, characterized by, It includes a tread (1), a crown layer (2) and a belt layer (3). The belt layer (3) is disposed on the lower side of the crown layer (2). The crown layer (2) is in the shape of a closed ring. The two ends of the crown layer (2) extend to the tire shoulder positions on both sides of the tread (1). The two ends of the crown layer (2) form a first stacking structure (21) and a second stacking structure (22) at the corresponding positions on both sides of the tire shoulder of the tread (1). The first stacking structure (21) and the second stacking structure (22) extend in opposite directions to form an "S" shaped structure.

2. The tire of claim 1, wherein, The first stacked structure (21) and the second stacked structure (22) are composed of several crown strips (23), which are continuously stacked in a stepped offset manner to form a stepped structure.

3. The tire of claim 2, wherein, The widths of the first stacked structure (21) and the second stacked structure (22) are 36mm to 42mm.

4. The tire of claim 2, wherein, The width of the crown band strip (23) is 6 mm, and the overlap width between the crown band strip (23) and the adjacent crown band strip (23) is 2 mm.

5. The tire of claim 1, wherein, The belt layer (3) includes a first belt layer (31) and a second belt layer (32), the second belt layer (32) is disposed on the lower side of the crown belt layer (2), and the first belt layer (31) is attached to the inner side of the second belt layer (32).

6. The tire of claim 5, wherein, The crown layer (2) is disposed between the second belt layer (32) and the tread (1).

7. The tire of claim 1, wherein, The surface flatness error of the belt layer (3) is ≤0.5mm to ensure that the crown belt layer (2) and the belt layer (3) fit tightly together.

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