Light truck high speed load resistant tire

Abstract

This utility model proposes a high-speed, load-bearing tire for light-duty trucks, belonging to the field of tire technology. It includes a tire crown, which, from the outside in, comprises a tread, belt layers, a tire carcass, and an inner liner. The belt layers consist of a first belt layer, a second belt layer, a third belt layer, and a fourth belt layer, arranged sequentially above the tire carcass from bottom to top. The steel cords of adjacent belt layers are arranged in a crisscross pattern. The angle between the steel cords of the first belt layer and the tire circumference is 23°–25°, while the angles between the steel cords of the second, third, and fourth belt layers and the tire circumference are all 14°–16°. This utility model improves the tire's load-bearing capacity and high-speed performance, thereby ensuring the tire's safety on high-speed roads and meeting the requirements of special working conditions such as green channel transportation.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, and in particular relates to a high-speed, load-bearing tire for light-duty trucks. Background Technology

[0002] Driven by rapid economic development, the modern logistics industry has experienced explosive growth, leading to a corresponding surge in demand for logistics transportation. In recent years, the green channel transportation market has expanded rapidly, placing higher demands on commercial vehicles, including high-speed driving, high load-bearing capacity, and long-distance transport capabilities. However, most light-duty truck tires currently on the market are designed for general freight transport needs and are ill-suited to the specific requirements of green channel transportation. Utility Model Content

[0003] 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] This utility model proposes a high-speed, load-bearing tire for light-duty trucks, which solves the technical problem that existing light-duty truck tires cannot meet the usage requirements of special working conditions such as green channel transportation. It has the characteristics of improving the load-bearing performance and high-speed performance of the tire, thereby ensuring the safety of the tire when used on high speeds.

[0005] This utility model discloses a high-speed, load-bearing tire for light-duty trucks, including a tread, a belt layer, a carcass, and an inner liner layer, arranged sequentially from the outside to the inside. The belt layer includes a first belt layer, a second belt layer, a third belt layer, and a fourth belt layer arranged sequentially above the carcass from bottom to top. The steel cords of adjacent belt layers are arranged in a cross-shaped pattern. The angle between the steel cords of the first belt layer and the tire circumference is 23° to 25°, and the angles between the steel cords of the second, third, and fourth belt layers and the tire circumference are all 14° to 16°.

[0006] In some embodiments, the belt layer further includes a circumferential zero-degree belt layer disposed above both ends of the second belt layer and located on both sides of the third belt layer. The circumferential zero-degree belt layer is composed of two belt layers, and the circumferential zero-degree belt layer is continuously wound. The distance between the inner end point of each circumferential zero-degree belt layer and the outer end point of the adjacent third belt layer is 1-2 mm. The outermost width of each circumferential zero-degree belt layer is 3-5 mm wider than the first belt layer.

[0007] In some embodiments, the widths W1 of the first belt layer, W2 of the second belt layer, W3 of the third belt layer, and W4 of the fourth belt layer satisfy W2>W1>W3=W4.

[0008] In some embodiments, the width W2 of the second belt layer satisfies W2 = (94% to 96%) × W and the tire running surface width W.

[0009] In some embodiments, the width W1 of the first belt layer and the width W2 of the second belt layer satisfy W2-W1=8~12mm.

[0010] In some embodiments, the width W3 of the third belt layer and the width W2 of the second belt layer satisfy W3 = (45% to 47%) × W2.

[0011] In some embodiments, the high-speed, heavy-duty tire for heavy-duty trucks also includes a bead, which includes a triangular rubber ring and a steel wire ring. The tire carcass wraps around the steel wire ring and extends to the outside of the triangular rubber ring. A steel wire bead reinforcement layer is provided on the outside of the tire carcass. The angle between the cords of the steel wire bead reinforcement layer and the cords of the tire carcass is 57° to 63°.

[0012] In some embodiments, the outer end point A1 of the steel wire bead reinforcement layer is lower than the reverse end point B1 of the tire carcass, and the distance between the outer end point A1 of the steel wire bead reinforcement layer and the reverse end point B1 of the tire carcass is 10-12 mm.

[0013] In some embodiments, a nylon cord is attached to the outside of the steel wire reinforcement layer, and the cord direction of the nylon cord intersects the cord direction of the steel wire reinforcement layer at an angle of 77° to 83°.

[0014] In some embodiments, the outer end point C1 of the nylon cord is higher than the reverse end point B1 of the tire carcass, and the distance between the outer end point C1 of the nylon cord and the reverse end point B1 of the tire carcass is 10-12 mm; the inner end point C2 of the nylon cord is higher than the inner end point A2 of the steel wire reinforcement layer, and the distance between the inner end point C2 of the nylon cord and the inner end point A2 of the steel wire reinforcement layer is 10-12 mm.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] This utility model of a high-speed, load-bearing tire for light-duty trucks improves the tire's load-bearing and high-speed performance, thereby ensuring the tire's safety on high speeds. By employing a four-layer belt structure, the tire crown exhibits sufficient rigidity and minimal sag, resulting in good stability under load and enhanced safety in actual use. The circumferential zero-degree belt layer at the tire shoulder better tightens the shoulder steel cord, resisting centrifugal force at high speeds and ensuring tire stability. This structure also reduces the risk of tire blowout, further enhancing safety. The simultaneous use of a steel wire bead reinforcement layer and nylon cord at the bead provides excellent support, ensuring tire stability under high loads. Attached Figure Description

[0017] 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 their descriptions, serve to explain the present invention and do not constitute an undue limitation thereof. Wherein:

[0018] Figure 1 A schematic diagram of the structure of a high-speed, load-bearing tire for light-duty trucks provided in an embodiment of this utility model;

[0019] Figure 2 for Figure 1 A schematic diagram of the structure of the tire crown at point P1;

[0020] Figure 3 This is a schematic diagram of the circumferential zero-degree belt layer winding method of the tread portion of the high-speed load-bearing tire for light-duty trucks provided in this embodiment of the utility model.

[0021] Figure 4 for Figure 1 A schematic diagram of the tire bead area at P2;

[0022] In the attached diagram: 1. Tread, 21. First belt layer, 22. Second belt layer, 23. Third belt layer, 24. Fourth belt layer, 25. Circumferential zero-degree belt layer, 3. Carcass, 4. Inner liner, 5. Triangle rubber, 6. Bead wire, 7. Bead wire reinforcement layer, 8. Nylon cord fabric. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0024] In the description of this utility model, it should be understood that the terms "center," "lateral," "longitudinal," "upper," "lower," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," and "third" may explicitly or implicitly include one or more of that feature.

[0025] This utility model provides a high-speed, load-bearing tire for light-duty trucks. By designing the tread and bead areas, the tire's load-bearing and high-speed performance are improved, thereby ensuring the tire's safety when used at high speeds. Figure 1 This is a structural schematic diagram of a high-speed, load-bearing tire for light-duty trucks according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the crown portion of a high-speed, heavy-duty tire for light-duty trucks according to an embodiment of the present invention. (Reference) Figure 1 and Figure 2As shown, the high-speed, heavy-duty tire for light-duty trucks includes a crown, which comprises, from the outside in, a tread 1, a belt layer, a carcass 3, and an inner liner 4. The belt layer includes a first belt layer 21, a first belt layer 22, a third belt layer 23, and a fourth belt layer 24, which are arranged sequentially above the carcass 3 from bottom to top. The steel cords of adjacent belt layers are arranged in a crisscross pattern. The angle between the steel cords of the first belt layer 21 and the tire circumference is 23° to 25°, and the angles between the steel cords of the first belt layer 22, the third belt layer 23, and the fourth belt layer 24 and the tire circumference are all 14° to 16°. The widths W1 of the first belt layer 21, W2 of the first belt layer 22, W3 of the third belt layer 23, and W4 of the fourth belt layer 24 satisfy W2>W1>W3=W4. Among them, the width W2 of the first belt layer 22 and the tire running surface width W satisfy W2=(94%~96%)×W, the width W1 of the first belt layer 21 and the width W2 of the first belt layer 22 satisfy W2-W1=8~12mm, the width W3 of the third belt layer 23 and the width W2 of the first belt layer 22 satisfy W3=(45%~47%)×W2, and the width W4 of the fourth belt layer 24 and the width W3 of the third belt layer 23 satisfy W4=W3. The first belt layer 22 of this invention has the widest width, while the third belt layer 23 and the fourth belt layer 24 have the narrowest widths and are equal in width. By adopting the above four-layer belt structure, the tire crown has sufficient rigidity and small sinkage, resulting in good stability under load and higher safety performance in actual use.

[0026] The belt layer of this utility model also includes circumferential zero-degree belt layers 25 disposed above both ends of the first belt layer 22 and located on both sides of the third belt layer 23. The circumferential zero-degree belt layers 25 consist of upper and lower belt layers, and adjacent circumferential zero-degree belt layers 25 are continuously wound together; that is, the upper and lower belt layers of the circumferential zero-degree belt layer 25 are wound from a single, uninterrupted strip, as shown in the winding method. Figure 3 As shown in the diagram, the distance between the inner end point of each circumferential zero-degree belt layer 25 and the outer end point of the adjacent third belt layer 23 is 1-2 mm. The width at the outermost end point of each circumferential zero-degree belt layer 25 is greater than the width at the end point of the first belt layer 21, and the width difference is d1 = 3-5 mm. By setting two circumferential zero-degree belt layers 25 at the tire shoulder position in the tire crown area, the tire shoulder steel cord fabric can be better tightened, resisting centrifugal force during high-speed driving and ensuring tire stability at high speeds. At the same time, this structure is less prone to tire blowouts and provides better safety.

[0027] refer to Figure 4As shown, the high-speed, heavy-duty tire for light-duty trucks of this utility model also includes a bead, which comprises a triangular rubber ring 5 and a steel wire ring 6. The tire carcass 3 wraps around the steel wire ring 6 and extends to the outside of the triangular rubber ring 5. The cord direction of the tire carcass 3 at the bead portion is radially distributed. In one embodiment of this utility model, a steel wire bead reinforcement layer 7 is provided on the outside of the tire carcass 3. The outer end point A1 of the steel wire bead reinforcement layer 7 is lower than the wrapping end point B1 of the tire carcass 3, and the distance between the outer end point A1 of the steel wire bead reinforcement layer 7 and the wrapping end point B1 of the tire carcass 3 is 10-12 mm. The angle between the cord of the steel wire bead reinforcement layer 7 and the cord of the tire carcass 3 is 57°-63°. Preferably, the angle between the cord of the steel wire bead reinforcement layer 7 and the cord of the tire carcass 3 is 60°. In one embodiment of this utility model, a layer of nylon cord fabric 8 is attached to the outer side of the steel wire reinforcing layer 7. The outer end point C1 of the nylon cord fabric 8 is higher than the reverse end point B1 of the tire body 3, and the distance between the outer end point C1 of the nylon cord fabric 8 and the reverse end point B1 of the tire body 3 is 10-12 mm. The inner end point C2 of the nylon cord fabric 8 is higher than the inner end point A2 of the steel wire reinforcing layer 7, and the distance between the inner end point C2 of the nylon cord fabric 8 and the inner end point A2 of the steel wire reinforcing layer 7 is 10-12 mm. The cord direction of the nylon cord fabric 8 intersects the cord direction of the steel wire reinforcing layer 7 at an angle of 77°-83°. Preferably, the intersection angle between the cord direction of the nylon cord fabric 8 and the cord of the steel wire reinforcing layer 7 is 80°. The end points of each component in the bead area of ​​this utility model light-duty truck high-speed load-bearing tire are evenly distributed and do not overlap. The inner end point of the steel wire bead reinforcement layer 7 is the lowest, followed by the inner end point of the nylon cord fabric 8. The outer end point of the steel wire bead reinforcement layer 7 is higher than the inner end point of the nylon cord fabric 8 but lower than the reverse wrapping end point of the tire carcass 3. The outer end point of the nylon cord fabric 8 is higher than the reverse wrapping end point of the tire carcass 3. The bead area is reinforced by both the steel wire bead reinforcement layer 7 and the nylon cord fabric 8. The nylon cord fabric 8 wraps around all the steel wire cord ends in the bead area, providing good support and ensuring the stability of the tire under high loads.

[0028] The above embodiments are only used to illustrate the technical solution of this utility model and not to limit it; although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this utility model or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the technical solution claimed by this utility model.

Claims

1. A high-speed, load-bearing tire for light-duty trucks, characterized in that: The tire crown includes, from the outside in, a tread, a belt layer, a carcass, and an inner liner. The belt layer includes a first belt layer, a second belt layer, a third belt layer, and a fourth belt layer, which are arranged sequentially above the carcass from bottom to top. The steel cords of adjacent belt layers are arranged in a crisscross pattern. The angle between the steel cords of the first belt layer and the tire circumference is 23° to 25°, and the angle between the steel cords of the second, third, and fourth belt layers and the tire circumference is 14° to 16°.

2. The high-speed, load-bearing tire for light-duty trucks according to claim 1, characterized in that: The belt layer also includes a circumferential zero-degree belt layer disposed above both ends of the second belt layer and located on both sides of the third belt layer. The circumferential zero-degree belt layer is composed of two belt layers, and the circumferential zero-degree belt layer is continuously wound. The distance between the inner end point of each circumferential zero-degree belt layer and the outer end point of the adjacent third belt layer is 1-2 mm. The outermost width of each circumferential zero-degree belt layer is 3-5 mm wider than the first belt layer.

3. The high-speed, load-bearing tire for light-duty trucks according to claim 1, characterized in that: The widths W1 of the first belt layer, W2 of the second belt layer, W3 of the third belt layer, and W4 of the fourth belt layer satisfy W2>W1>W3=W4.

4. The high-speed, load-bearing tire for light-duty trucks according to claim 1, characterized in that: The width W2 of the second belt layer and the tire running surface width W satisfy W2 = (94% ~ 96%) × W.

5. The high-speed, load-bearing tire for light-duty trucks according to claim 1, characterized in that: The widths W1 of the first belt layer and W2 of the second belt layer satisfy W2-W1=8~12mm.

6. The high-speed, load-bearing tire for light-duty trucks according to claim 1, characterized in that: The width W3 of the third belt layer and the width W2 of the second belt layer satisfy W3 = (45% ~ 47%) × W2.

7. The high-speed, load-bearing tire for light-duty trucks according to claim 1, characterized in that: Heavy-duty truck tires also include bead rings, which consist of a triangular rubber ring and a steel wire ring. The tire carcass wraps around the steel wire ring and extends to the outside of the triangular rubber ring. A steel wire bead reinforcement layer is provided on the outside of the tire carcass. The angle between the cords of the steel wire bead reinforcement layer and the cords of the tire carcass is 57° to 63°.

8. The high-speed, load-bearing tire for light-duty trucks according to claim 7, characterized in that: The outer end point A1 of the steel wire bead reinforcement layer is lower than the reverse end point B1 of the tire carcass, and the distance between the outer end point A1 of the steel wire bead reinforcement layer and the reverse end point B1 of the tire carcass is 10-12 mm.

9. The high-speed, load-bearing tire for light-duty trucks according to claim 7, characterized in that: A layer of nylon fabric is attached to the outside of the steel wire reinforcement layer. The direction of the nylon fabric's cords intersects the direction of the steel wire reinforcement layer's cords at an angle of 77° to 83°.

10. The high-speed, load-bearing tire for light-duty trucks according to claim 9, characterized in that: The outer end point C1 of the nylon cord fabric is higher than the reverse end point B1 of the tire carcass, and the distance between the outer end point C1 of the nylon cord fabric and the reverse end point B1 of the tire carcass is 10-12 mm; the inner end point C2 of the nylon cord fabric is higher than the inner end point A2 of the steel wire reinforcement layer, and the distance between the inner end point C2 of the nylon cord fabric and the inner end point A2 of the steel wire reinforcement layer is 10-12 mm.

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