Low flat load radial tire resistant to crown blowout

Abstract

The utility model relates to tire technical field, specifically is a kind of low flat load radial tire of anti-crown burst, including tread, sidewall, bead and tire body;The band layer group comprising by steel cord and rubber coating that contain along the circumferential adhesion of tire is arranged between the tread and the tire body, the utility model can promote band layer interlayer adhesion by single layer crown band layer nylon cloth e, effectively reduce band layer level interlayer shear stress, double layer crown band layer nylon cloth d can inhibit the heat generation and deformation accumulation of band layer end part, reduce the relative creep between band layer and tread rubber material in the process of tire driving, to improve tire middle and late durability, finally realize the strengthening purpose of anti-crown burst performance.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, specifically a low-profile, heavy-duty radial tire resistant to crown blowouts. Background Technology

[0002] With the rapid advancement of highway construction and the continuous development of the automotive industry in my country, automobile transportation is showing a trend towards high-speed and long-distance continuous travel. Under these conditions, during long-distance, high-speed travel with many curves, the proportion of heat generated in the tire shoulder increases significantly, leading to accelerated rubber aging, obvious performance degradation, and consequently, a shortened tire lifespan in the later stages.

[0003] For low-profile tires, due to the larger width of the belt layers, the circumferential stretching of the rubber flow at the shoulder grooves varies significantly between different belt layers. Traditional belt layer structures and buffer layer interlayer rubber profiles are prone to stress abrupt change points. Since tires are significantly affected by temperature fields during driving, the interlayer adhesion strength decreases significantly with increasing operating temperature, eventually leading to belt layer delamination failure and further exacerbating the deterioration of tire performance.

[0004] To address this issue, for low-profile tires, the profile parameters and angle design of the belt layer buffer layer interlayer rubber are optimized. Additionally, a 0° crown layer nylon cord is added to the center of the belt layer's working area, effectively reducing interlayer shear stress. Furthermore, by layering two 0° crown layer nylon cords at the ends of the belt layer, heat generation and deformation accumulation in that area are suppressed, thereby improving the tire's mid-to-late-stage durability and ultimately enhancing its resistance to crown bursting. Utility Model Content

[0005] The technical solution of this utility model is: a low-profile, heavy-duty radial tire with anti-burst capability, comprising a tread, a sidewall, a bead, and a carcass; a belt layer assembly consisting of steel cords and rubber coating, which is circumferentially bonded between the tread and the carcass, is provided; the belt layer assembly includes a first belt transition layer, a second belt working layer, a third belt working layer, and a fourth belt protective layer arranged sequentially; a 0° single-layer crown belt nylon fabric e is provided between the middle of the second and third belt working layers; a 0° double-layer crown belt nylon fabric d is provided between the ends of the second and third belt working layers; and a cushioning rubber layer c is provided between the ends of the second and third belt working layers.

[0006] The aforementioned components achieve the following effects: They employ an integrated structure comprising the tread, sidewall, bead, carcass, and belt layer assembly. The belt layer assembly includes a first belt transition layer, a second belt working layer, a third belt working layer, and a fourth belt protective layer. A single-layer crown belt nylon fabric (e) is placed in the middle of the second and third belt working layers, while a double-layer crown belt nylon fabric (d) and a rubber interlayer (c) are placed at the ends. These components work together: the single-layer crown belt nylon fabric (e) enhances interlayer adhesion and reduces interlayer shear stress; the double-layer crown belt nylon fabric (d) suppresses heat generation and deformation accumulation at the belt layer ends, reducing relative creep between the belt layer and the tread rubber during tire operation, thereby improving mid-to-late stage tire durability and ultimately enhancing crown burst resistance; the rubber interlayer (c) buffers stress and prevents stress concentration, thus improving crown burst resistance and mid-to-late stage durability.

[0007] Preferably, the width of the single-layer crown band nylon cloth e is smaller than that of the fourth belt protection layer, and the thickness of the single-layer crown band nylon cloth e is less than or equal to 0.8 to 1.5 mm.

[0008] The effect achieved by the above components is that the width of the single-layer crown belt nylon cloth is less than that of the fourth belt protection layer and the thickness is ≤0.8~1.5mm. This size setting can effectively play its function of improving the interlayer adhesion of the belt layer and reducing the mutual shearing between working layers, without adversely affecting the overall structure and performance of the tire due to excessive size. In combination with other belt layer structures, it further optimizes the interlayer stress condition of the tire.

[0009] Preferably, the outer side of the tread is provided with at least four evenly distributed circumferential grooves, the circumferential grooves including multiple tread center grooves located in the middle of the tread and two tread shoulder grooves located in the shoulder of the tread.

[0010] The effect achieved by the above components is as follows: at least four circumferential grooves are provided on the outer side of the tread, including the tread groove in the middle of the tread and the tread shoulder groove. These grooves help the tire drain water and dissipate heat during driving. In conjunction with the tire carcass, belt ply group and other structures, they improve the stability and durability of the tire under different road conditions. At the same time, they also provide a reasonable spatial layout basis for the setting of components such as rubber-insulated tires.

[0011] Preferably, the interlayer c has an irregular shape with four or more sides, and the interlayer c forms an angle α between the ends of the second belt working layer and the third belt working layer, wherein the angle α is less than or equal to 8°.

[0012] The effect achieved by the above components is as follows: the interlayer c has an irregular shape with more than four sides, so that the ends of the second belt working layer and the third belt working layer form an angle α≤8°. This shape and angle setting, in conjunction with the tread shoulder groove, can make the shear stress change between the second and third belt layers more gradual, avoid the formation of stress abrupt change points, reduce the risk of interlayer peeling, and improve tire performance.

[0013] Preferably, the distance between the interlayer c and the bottom of the tread shoulder groove is m, where m ≥ 40 mm.

[0014] The effect achieved by the above components is that the distance m from the inner end point of the rubber layer c to the bottom of the shoulder groove is ≥40mm, which avoids the compression of the tread shoulder groove, which would cause severe deformation of the rubber layer c and the end of the crown belt nylon cloth. This setting, in combination with the shape, included angle α and other characteristics of the rubber layer c, can make the shear stress change between the second belt working layer and the third belt working layer more gradual, avoid the formation of stress abrupt change points, ensure the durability of the belt layer end point, and reduce the risk of crown burst caused by working layer delamination.

[0015] Preferably, the tire carcass is composed of steel cord and rubber coating, and the tire carcass forms a ring-shaped profile from the tread crown through the sidewall to the bead.

[0016] The effect achieved by the above components is as follows: the tire carcass is composed of steel cords and rubber coating, forming a ring-shaped profile from the tire crown through the sidewall to the bead. This structure enables it to provide a stable skeleton support for the tire, and works closely with the belt ply group, tread and other components to jointly bear the load and stress during vehicle operation, ensuring the overall structural strength and safety of the tire.

[0017] This utility model provides an improved low-profile heavy-duty radial tire with anti-burst capability, which has the following improvements and advantages compared with the prior art:

[0018] Firstly, this invention utilizes a single-layer crown belt layer nylon cloth e to enhance the interlayer adhesion of the belt layers and reduce the mutual shearing between working layers; a double-layer crown belt layer nylon cloth d to suppress heat generation and deformation accumulation at the ends of the belt layers, reducing the relative creep between the belt layers and the tread rubber during tire operation, thereby improving the tire's mid-to-late stage durability and ultimately enhancing its anti-crown burst performance; and a laminated rubber c to buffer stress and avoid stress concentration, thereby improving the tire's anti-crown burst performance and mid-to-late stage durability.

[0019] Secondly, in this invention, the interlayer 'c' has an irregular shape with four or more sides, so that the ends of the second belt working layer and the third belt working layer form an angle α ≤ 8°. The distance m from the inner end point of the interlayer 'c' to the bottom of the shoulder groove is ≥ 40mm. This avoids the compression of the tread shoulder groove, which would cause severe deformation of the interlayer 'c' and the crown belt nylon fabric ends. This design, combined with the shape and angle α of the interlayer 'c', can make the shear stress change between the second and third belt working layers more gradual, avoid the formation of stress abrupt change points, ensure the durability of the belt layer ends, and reduce the risk of crown burst caused by working layer delamination. Attached Figure Description

[0020] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0021] Figure 1 This is a schematic diagram of the structure of this utility model;

[0022] Figure 2 This is a schematic diagram of the interlayer shear strain of the tire of this utility model;

[0023] Figure 3 This is a schematic diagram of the crown strain energy at the end of the belt layer of the crownless nylon fabric in this utility model;

[0024] Figure 4 This is a schematic diagram of the crown strain energy at the end of the belt layer of the crown belt nylon cloth in this utility model;

[0025] Figure 5 This is a comparison chart of the interlayer shear strain index and durability index of the tire in this utility model.

[0026] Explanation of reference numerals in the attached figures:

[0027] 1. Tread; 2. Sidewall; 3. Bead; 4. Carcass; 5. Belt layer group; 51. First belt transition layer; 52. Second belt working layer; 53. Third belt working layer; 54. Fourth belt protective layer; 6. Circumferential groove; 61. Tread shoulder groove; 62. Tread center groove; c. Rubber layer; d. Double crown belt layer nylon fabric; e. Single crown belt layer nylon fabric. Detailed Implementation

[0028] The present invention will now be described in detail, and the technical solutions in the embodiments of the present invention will be clearly and completely described. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0029] This utility model provides an improved low-profile heavy-duty radial tire with anti-burst capability. The technical solution of this utility model is as follows:

[0030] In embodiments of this utility model, such as Figure 1 - Figure 5 As shown, a low-profile radial tire with anti-burst capability includes a tread 1, a sidewall 2, a bead 3, and a carcass 4. The outer side of the tread 1 is provided with at least four evenly distributed circumferential grooves 6. The circumferential grooves 6 include multiple tread center grooves 62 located in the middle of the tread 1 and two tread shoulder grooves 61 located on the shoulders of the tread 1. These grooves help the tire drain water and dissipate heat during driving. In conjunction with the carcass 4, belt ply group 5, and other structures, they improve the stability and durability of the tire under different road conditions. The carcass 4 is composed of steel cord and rubber coating. The carcass 4 forms a ring-shaped profile from the crown of the tread 1 through the sidewall 2 to the bead 3, which can provide a stable skeleton support for the tire. It works closely with the belt ply group 5, tread 1, and other components to jointly bear the load and stress during vehicle driving.

[0031] Between the tread 1 and the tire body 4, there is a belt layer group 5 consisting of steel cords and rubber coating that is bonded along the tire circumference. The belt layer group 5 includes a first belt transition layer 51, a second belt working layer 52, a third belt working layer 53, and a fourth belt protective layer 54 arranged in sequence. The width of the single crown belt layer nylon cloth e is smaller than that of the fourth belt protective layer 54, and the thickness of the single crown belt layer nylon cloth e ranges from less than or equal to 0.8 to 1.5 mm. This can effectively improve the interlayer adhesion of the belt layers and reduce the shear stress between belt layers, without adversely affecting the overall structure and performance of the tire due to excessive size.

[0032] In an embodiment of this utility model, a single-layer crown nylon cloth e with a 0° angle is provided between the middle of the second belt working layer 52 and the third belt working layer 53. The single-layer crown nylon cloth e can improve the interlayer adhesion of the belt layers and reduce the interlayer shear stress of the belt layers.

[0033] In an embodiment of this utility model, a 0° double-layer crown belt nylon cloth d is provided between the ends of the second belt working layer 52 and the third belt working layer 53. The double-layer crown belt nylon cloth d can suppress the heat generation and deformation accumulation at the ends of the belt layer, reduce the relative creep between the belt layer and the tread rubber during tire driving, thereby improving the mid-to-late stage durability of the tire and ultimately enhancing the anti-crown burst performance.

[0034] In an embodiment of this utility model, a buffer layer c is provided between the ends of the second belt working layer 52 and the third belt working layer 53. The buffer layer c has an irregular shape with four or more sides. The buffer layer c forms an angle α between the ends of the second belt working layer 52 and the third belt working layer 53. The angle α is less than or equal to 8°. The distance between the buffer layer c and the bottom of the tread shoulder groove 61 is m, where m ≥ 40 mm. The distance m ≥ 40 mm between the inner end point of the buffer layer c and the bottom of the shoulder groove 61 is also greater than or equal to 40 mm. This prevents the compression of the tread shoulder groove 61 from causing severe deformation of the buffer layer c and the crown layer nylon fabric end. This arrangement, combined with the shape of the buffer layer c and the angle α, makes the shear stress change between the second belt working layer 52 and the third belt working layer 53 more gradual, avoids the formation of stress abrupt change points, ensures the durability of the belt layer end points, and reduces the risk of crown burst caused by working layer delamination.

[0035] The working principle of the anti-burst low-profile heavy-duty radial tire provided by this utility model is as follows:

[0036] Carcass 4 manufacturing: Steel cord and rubber coating are used to process it into a ring-shaped outline from the tread 1, through the sidewall 2 and to the bead 3, forming the basic skeleton of the tire.

[0037] Each layer of the belt layer group 5 is prepared, including the first belt transition layer 51, the second belt working layer 52, the third belt working layer 53, and the fourth belt protective layer 54, all of which are composed of steel wire cords and adhesive coating.

[0038] The crown belt layer and the interlayer are configured such that a single layer of crown belt nylon cloth e at 0° is placed between the middle of the second belt working layer 52 and the third belt working layer 53, ensuring that its width is less than that of the fourth belt protective layer 54 and its thickness is in the range of 0.8 to 1.5 mm and less than or equal to the upper limit of the range.

[0039] A double-layer crown nylon cloth d with a 0° angle and a cushioning adhesive c are provided between the ends of the second belt working layer 52 and the third belt working layer 53. The adhesive c has an irregular shape with more than four sides, so that it forms an angle α with the ends of the second and third belt working layers, and the range of α is less than or equal to 8°.

[0040] Belt layer assembly 5: The first belt transition layer 51, the second belt working layer 52 with the crown layer and adhesive set, the third belt working layer 53, and the fourth belt protective layer 54 are sequentially bonded together to form a complete belt layer assembly 5;

[0041] Tread 1 fabrication: At least four evenly distributed circumferential grooves 6 are machined on the outer side of tread 1, including multiple tread center grooves 62 and two tread shoulder grooves 61, while ensuring that the distance m between the rubber layer c and the bottom of the tread shoulder groove 61 is ≥40mm.

[0042] Tire assembly: The pre-made tire carcass 4, belt ply assembly 5 and tread 1 are assembled, with the belt ply assembly 5 located between the tread 1 and the tire carcass 4, to complete the production of the anti-burst low-profile heavy-duty radial tire.

[0043] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A low-profile radial truck tire resistant to crown blowouts, characterized in that, include: Tread (1), sidewall (2), bead (3), and carcass (4); Between the tread (1) and the tire body (4), there is a belt layer group (5) consisting of steel cords and rubber coating that is bonded along the tire circumference. The belt layer group (5) includes a first belt transition layer (51), a second belt working layer (52), a third belt working layer (53), and a fourth belt protective layer (54) arranged in sequence. A single-layer crown nylon cloth (e) with a 0° angle is provided between the middle of the second belt working layer (52) and the third belt working layer (53); A double-layer crown nylon cloth (d) with a 0° angle is provided between the ends of the second belt working layer (52) and the third belt working layer (53); A buffer (c) is provided between the ends of the second belt working layer (52) and the third belt working layer (53).

2. The anti-burst low-profile radial truck tire according to claim 1, characterized in that: The width of the single-layer crown band nylon cloth (e) is smaller than that of the fourth belt protection layer (54), and the thickness of the single-layer crown band nylon cloth (e) is less than or equal to 0.8 to 1.5 mm.

3. The anti-burst low-profile radial truck tire according to claim 1, characterized in that: The outer side of the tread (1) is provided with at least four evenly distributed circumferential grooves (6), the circumferential grooves (6) including multiple tread center grooves (62) located in the middle of the tread (1) and two tread shoulder grooves (61) located in the shoulder of the tread (1).

4. The anti-burst low-profile radial truck tire according to claim 3, characterized in that: The interlayer (c) has an irregular shape with four or more sides, and the interlayer (c) forms an angle α between the ends of the second belt working layer (52) and the third belt working layer (53), wherein the angle α is less than or equal to 8°.

5. A low-profile radial truck tire with anti-burst capability according to claim 4, characterized in that: The distance between the rubber interlayer (c) and the bottom of the tread shoulder groove (61) is m, where m ≥ 40 mm.

6. The anti-burst low-profile radial truck tire according to claim 1, characterized in that: The tire body (4) is composed of steel cord and rubber coating. The tire body (4) forms a ring-shaped profile from the tread (1) crown through the sidewall (2) to the bead (3).

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