Polyurethane tread structure and tire

Abstract

The utility model discloses a kind of polyurethane tread structure and tire, it is related to tire field, this kind of polyurethane tread structure and tire include carcass, carcass tread outer wall is set up pattern, tread inside is sequentially arranged two layers annular covering layer and two layers annular steel wire belt layer from outside to axis direction;This kind of polyurethane tread structure and tire break through the limitation of traditional smooth interface dependence intermolecular weak combination by multistage interlocking mechanism, more by the stress dispersion characteristics of wave profile, make tire overall tensile property and interlayer peeling resistance get systematic enhancement, to greatly improve the structural bearing stability and anti delamination failure ability of tire under complex working condition.

Description

Technical Field

[0001] This utility model relates to the field of tires, and in particular to a polyurethane tread structure and tire. Background Technology

[0002] The tread of a polyurethane tire consists of, inwards, functionally graded tread rubber layers, an interface-reinforced cover layer, and a steel belt layer. The steel belt layer, as the core load-bearing unit, is a continuous, seamless cylindrical structure made of interwoven high-carbon steel wires, embedded between the base tread rubber layers and the carcass ply, and mainly bears the functions of circumferential clamping stress and vertical load transfer.

[0003] In the prior art, the steel wire strand layer generally adopts a sleeve-type configuration with smooth cylindrical surfaces on both the inner and outer walls. However, this configuration has the problem of lack of interfacial mechanical interlocking. Specifically, the smooth surface causes the polyurethane matrix and the steel wire to be bonded only by van der Waals forces, which cannot form an effective micromechanical anchoring effect, resulting in limited interfacial shear strength. Utility Model Content

[0004] To overcome the shortcomings of existing technologies, the purpose of this utility model is to provide a polyurethane tread structure and tire that solves the problem of insufficient bonding strength between the steel belt layer and the polyurethane matrix due to the smooth interface.

[0005] To address the problems in the existing technology, the technical solution of this utility model is as follows:

[0006] One technical solution is a polyurethane tread structure, including a tire carcass. The outer wall of the tire carcass has a tread pattern. Two annular covering layers and two annular steel wire bundle layers are arranged sequentially from the outside to the axis of the tire carcass. Two crown belt layers are symmetrically arranged between the covering layers and the steel wire bundle layers inside the tire carcass. Both the covering layers and the steel wire bundle layers cross the entire tire carcass from one side of the tire carcass to the other side. The cross-sectional profiles of the covering layers and the steel wire bundle layers both exhibit a periodically continuous oscillating equiangular sawtooth waveform.

[0007] Optionally, the cover layer has a first side enclosure extending toward the tire side on both sides, the steel belt layer has a second side enclosure extending toward the tire side on both sides, the two crown belt layers are located on both sides of the tread, and the crown belt layers extend from the tread to the tire side, and the crown belt layers are sandwiched between the first side enclosure and the second side enclosure.

[0008] Optionally, the crown layer extends from the side near the tread toward the center of the tread to form an engagement portion. The engagement portion has a V-shaped cross-section that matches the cross-sectional shape of the steel wire bundle layer and the cover layer. The engagement portion is sandwiched between the steel wire bundle layer and the cover layer.

[0009] Optionally, the steel wire bundle layer is composed of multiple warp and weft wires arranged in a cross pattern. The warp wires are segmented steel wires, and the weft wires are circular steel wires. The center of the weft wire coincides with the axis of the tire. The warp wires have a periodically continuous oscillating equiangular sawtooth waveform, and a weft wire is provided inside each peak and trough of the warp wire.

[0010] Another technical solution is a tire that includes the aforementioned polyurethane tread structure.

[0011] Compared with the prior art, the advantages of this utility model are as follows:

[0012] This invention utilizes a periodic sawtooth waveform cross-section design for the cover layer and the steel wire bundle layer to form a three-dimensional interlocking structure at their interface, significantly increasing the effective bonding area and mechanical anchoring depth between the polyurethane matrix (tread) and the steel wire layer. Combined with the wedge-shaped geometric constraint of the V-shaped engagement portion of the crown belt layer, the continuity of the interlayer load transfer path is further enhanced. This multi-level interlocking mechanism not only overcomes the limitations of traditional smooth interfaces relying on weak intermolecular bonds, but also, through the stress dispersion characteristics of the waveform profile, systematically enhances the overall tensile strength and interlayer delamination resistance of the tire, thereby significantly improving the tire's structural load-bearing stability and resistance to delamination failure under complex operating conditions. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0014] Figure 2 This is a side sectional view of the present invention.

[0015] Figure 3 This utility model Figure 2 Enlarged diagram of point A.

[0016] Figure 4 This is a schematic diagram of the warp structure of this utility model.

[0017] Reference numerals: 1. Carcass; 101. Tread; 102. Sidewall; 2. Covering layer; 201. First side enclosure; 3. Steel belt bundle layer; 301. Warp; 302. Weft; 303. Second side enclosure; 4. Crown layer; 401. Engagement part. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0019] Example 1, please refer to Figures 1 to 4To address the aforementioned issues, particularly the lack of mechanical interlocking at smooth interfaces, it is necessary to explore ways to enhance the bond strength between the steel wire strand layer 3 and the polyurethane matrix. Analysis of the interface failure mechanism revealed that increasing the geometric complexity of the contact surface may improve the mechanical anchoring effect. Further research showed that periodic waveform structures can generate multi-directional stress distributions through geometric deformation, thereby improving the stability of the interface bond. Based on this, it is proposed to introduce waveform structures with specific geometric characteristics into the capping layer 2 and the steel wire strand layer 3.

[0020] Therefore, this embodiment proposes a polyurethane tread structure including a carcass 1. The outer wall of the tread 101 of the carcass 1 has a tread pattern. Inside the tread 101, two annular covering layers 2 and two annular steel wire bundle layers 3 are arranged sequentially from the outside to the axial direction. Two crown belt layers 4 are symmetrically arranged between the covering layers 2 and the steel wire bundle layers 3. The covering layers 2 and the steel wire bundle layers 3 extend from one side 102 of the carcass 1 to the other side 102, and the cross-sectional profiles of both are periodically continuously oscillating equiangular sawtooth waveforms.

[0021] The overlay layer 2 is a functional layer located inside the tread 101 and in direct contact with the tread 101 rubber layer. It can be implemented using a polyurethane composite material layer and is used to disperse stress in the tread 101 and buffer impact loads. The steel wire harness layer 3 is an annular layer composed of high-strength steel wires, which can be implemented using a cross-woven steel wire mesh structure. It is used to bear circumferential clamping force and vertical loads. The crown layer 4 is a transition layer located between the overlay layer 2 and the steel wire harness layer 3. It can be implemented using fiber-reinforced composite materials and is used to coordinate deformation differences between different layers. The periodically oscillating equiangular sawtooth waveform refers to a continuous geometric shape in which the cross-sectional profile alternates between peaks and troughs at a constant angle. It can be implemented using a molding process and is used to increase the interface contact area and form a mechanical interlock.

[0022] The sawtooth waveform cross-sections of the cover layer 2 and the steel belt bundle layer 3 enable them to form a geometrical interlock at the contact surface. The polyurethane matrix fills the gaps between the waveforms during the molding process and forms physical anchor points after curing. The steel belt bundle layer 3 maintains the stability of the waveform shape through a cross-woven structure and disperses circumferential stress through waveform deformation during tire rolling.

[0023] Compared to existing technologies, where a smooth cylindrical steel wire bundle layer 3 is used, the polyurethane matrix is ​​only bonded to the steel wire through intermolecular forces. This solution, however, increases the contact area through an equiangular sawtooth waveform interface and forms a mechanical interlocking structure through the waveform gaps. In existing technologies, the cover layer 2 and the steel wire bundle layer 3 have planar contact, while this solution enhances stress transfer efficiency through a waveform-matched interlayer interface.

[0024] This embodiment further proposes that the steel belt bundle layer 3 in the polyurethane tread structure is composed of multiple warp wires 301 and weft wires 302 arranged in a cross pattern. The warp wires 301 are segmented steel wires, and the weft wires 302 are circular steel wires. The center of the weft wire 302 coincides with the axis of the tire, and the warp wires 301 exhibit a periodic, continuously oscillating equiangular sawtooth waveform.

[0025] Among them, warp wire 301 refers to short steel wires distributed along the tire circumference. Specifically, it can be achieved by cutting a single high-carbon steel wire into fixed-length segments and arranging them at intervals along the circumference. Its serrated waveform can increase the contact interface area with the polyurethane matrix. Weft wire 302 refers to closed-loop annular steel wires distributed along the tire radial direction. Specifically, it can be achieved by bending a single high-carbon steel wire into a ring shape and aligning its central axis with the tire axis. Its annular structure can constrain the displacement of warp wire 301 in the tire radial direction.

[0026] Furthermore, it was proposed that a weft wire 302 is provided on the inner side of each peak and trough of the warp wire 301.

[0027] Among them, warp wire 301 refers to segmented steel wire, which can be implemented using steel wires arranged in a periodically oscillating, equiangular sawtooth waveform, with its peaks and troughs forming the contact points with weft wire 302. Weft wire 302 refers to annular steel wire, which can be implemented using a bundle of annular steel wires whose center coincides with the tire axis. The peaks and troughs of weft wire 302 and warp wire 301 form fixed points that intersect spatially.

[0028] Weft yarns 302 are arranged inside the crests and troughs of warp yarns 301, ensuring that warp yarns 301 remain in contact with weft yarns 302 throughout the periodic oscillations. Through the constraint of the crest and trough positions, warp yarns 301 and weft yarns 302 form stable grid nodes, thereby improving the overall shear resistance of the steel wire bundle layer 3. During the curing process of the polyurethane matrix, the interlaced structure of warp yarns 301 and weft yarns 302 forms three-dimensional anchor points, enhancing the interfacial bonding force.

[0029] Through the above technical solution, this embodiment effectively improves the interfacial bonding strength between the polyurethane matrix and the steel wire strand layer 3. The waveform interlocking structure transforms simple intermolecular forces into a composite interface that combines mechanical anchoring and chemical bonding, thereby improving the circumferential clamping stress bearing capacity and vertical load transfer efficiency. At the same time, the periodic waveform structure makes the stress distribution more uniform, reducing the risk of interfacial delamination caused by local stress concentration.

[0030] This embodiment further proposes that in the polyurethane tread structure, both sides of the cover layer 2 form a first side enclosure portion 201 extending toward the tire side 102, and both sides of the steel belt bundle layer 3 form a second side enclosure portion 303 extending toward the tire side 102.

[0031] The first side enclosure 201 refers to the structure formed by extending the cover layer 2 from both sides toward the tire sidewall 102. Specifically, the cover layer 2 material can be extended along the tire sidewall 102 using a molding process to form a continuous extension covering the edge of the tire carcass 1. Its function is to increase the contact area between the cover layer 2 and the tire carcass 1 and enhance the interfacial bonding force. The second side enclosure 303 refers to the structure formed by extending the steel wire bundle layer 3 from both sides toward the tire sidewall 102. Specifically, the steel wires at the edge of the steel wire bundle layer 3 can be bent and extended to the sidewall area of ​​the tire carcass 1 using a weaving process. Its function is to achieve multi-dimensional fitting with the tire carcass 1 through the extended structure and improve the continuity of the load transmission path.

[0032] The first side-enclosing portions 201 on both sides of the cover layer 2 and the second side-enclosing portions 303 on both sides of the steel belt bundle layer 3 extend synchronously along the tire sidewall 102, forming a multi-layer covering structure. During assembly, the first side-enclosing portions 201 and the second side-enclosing portions 303 are fitted together through the curved surface of the tire sidewall 102, so that the edge areas of the cover layer 2 and the steel belt bundle layer 3 form a nested connection with the sidewall of the tire body 1. The extension length of the first side-enclosing portion 201 can be greater than or equal to the extension length of the second side-enclosing portion 303, thereby forming a gradient-distributed covering interface inside the tire body 1.

[0033] Compared with the prior art, in the prior art, the cover layer 2 and the steel wire bundle layer 3 only terminate at the edge of the tire body 1 with a planar boundary. However, in this embodiment, by setting a laterally extended surrounding part structure, the edge area of ​​the cover layer 2 and the steel wire bundle layer 3 can penetrate into the side wall of the tire body 1. The extended section of the surrounding part forms a multi-level interlocking relationship with the tire body 1, which makes up for the lack of mechanical anchoring effect caused by the smooth interface.

[0034] Through the above technical solution, this embodiment can enhance the bonding strength of the covering layer 2 and the steel belt layer 3 in the side wall area of ​​the tire body 1 by the nested contact between the surrounding part and the tire body 1, effectively suppress the concentration of interfacial shear stress, and at the same time improve the transmission efficiency of vertical load inside the tire body 1 through the synergistic effect of the extended structure, thereby improving the overall load-bearing stability of the tread 101 structure.

[0035] This embodiment further proposes two crown belt layers 4 located on both sides of the tread 101, with the crown belt layer 4 extending from the tread 101 to the sidewall 102. The crown belt layer 4 is sandwiched between the first side enclosure 201 and the second side enclosure 303. The side of the crown belt layer 4 closest to the tread 101 extends toward the center of the tread 101 to form an engaging portion 401. The engaging portion 401 has a V-shaped cross-section, which matches the cross-sectional shape of the steel wire bundle layer 3 and the cover layer 2. The engaging portion 401 is sandwiched between the steel wire bundle layer and the cover layer 2.

[0036] The interlocking portion 401 refers to the wedge-shaped structure formed by the crown belt layer 4 extending towards the center of the tread 101. Specifically, it can be achieved using polyurethane composite material through a molding process. Its V-shaped cross-section complements and interlocks with the waveform contours of the steel belt layer 3 and the cover layer 2. This structure increases the contact area and enhances the interfacial bonding strength through geometric interlocking.

[0037] The crown layer 4 has a V-shaped extension formed on the side near the tread 101 through an extrusion process. This extension is embedded in the gap between the steel belt layer 3 and the cover layer 2. Since the cross-sections of the steel belt layer 3 and the cover layer 2 exhibit a periodically continuous oscillating equiangular sawtooth waveform, the two inclined surfaces of the V-shaped engagement portion 401 match the peaks and valleys of the adjacent layer's waveform, physically interlocking to restrict interlayer displacement. When the tire is under load, the engagement portion 401 and the waveform contours of the adjacent layers interlock, dispersing the interfacial shear stress and preventing interlayer slippage.

[0038] Compared to existing technologies, the existing steel wire strand layer 3 adopts a smooth cylindrical surface configuration, resulting in the polyurethane matrix and steel wire relying solely on intermolecular forces for bonding, which limits the interfacial shear strength. In this embodiment, the V-shaped interlocking part 401 and the waveform profile are fitted together to form a mechanical anchoring effect at the interface, compensating for the lack of interlocking caused by the smooth surface.

[0039] Through the above technical solution, this embodiment effectively improves the interfacial bonding force between the crown layer 4, the steel belt layer 3, and the cover layer 2, prevents interlayer delamination caused by stress concentration, and enhances load transfer efficiency, thereby improving the overall stability of the tire structure.

[0040] Through the above technical solution, this embodiment solves the problem of insufficient bonding force between the steel belt layer 3 and the polyurethane matrix. By using the weft wire 302 on the inner side of the crest and trough to form a mechanical interlocking structure, the interfacial shear strength is improved, and the overall tensile performance and interlayer peeling resistance of the tire are systematically enhanced, which greatly improves the structural load-bearing stability and anti-delamination failure ability of the tire under complex working conditions.

[0041] Example 2: This example provides a tire based on Example 1, including a polyurethane tread structure as described in Example 1.

[0042] 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 polyurethane tread structure, comprising a tire carcass (1), wherein the outer wall of the tread (101) of the tire carcass (1) is provided with a tread pattern, characterized in that, The tread (101) has two annular covering layers (2) and two annular steel wire bundle layers (3) arranged sequentially from the outside to the axis of the carcass (1). Two crown belt layers (4) are symmetrically arranged between the covering layer (2) and the steel wire bundle layer (3) in the tread (101). The covering layer (2) and the steel wire bundle layer (3) both cross the entire tread (101) from the sidewall (102) on one side of the carcass (1) to the sidewall (102) on the other side. The cross-sectional profiles of the covering layer (2) and the steel wire bundle layer (3) both exhibit a periodic continuous oscillation of equiangular sawtooth waveforms.

2. The polyurethane tread structure according to claim 1, characterized in that, Both sides of the cover layer (2) have a first side enclosure (201) extending toward the tire side (102), and both sides of the steel wire bundle layer (3) have a second side enclosure (303) extending toward the tire side (102).

3. The polyurethane tread structure according to claim 2, characterized in that, The two crown band layers (4) are located on both sides of the tread (101), and the crown band layer (4) extends from the tread (101) to the sidewall (102), and the crown band layer (4) is sandwiched between the first side enclosure (201) and the second side enclosure (303).

4. The polyurethane tread structure according to claim 3, characterized in that, The crown layer (4) extends from the side near the tread (101) toward the center of the tread (101) to form a locking part (401). The locking part (401) has a V-shaped cross section that fits the cross-sectional shape of the steel wire bundle layer (3) and the cover layer (2). The locking part (401) is sandwiched between the steel wire bundle layer and the cover layer (2).

5. The polyurethane tread structure according to claim 1, characterized in that, The steel wire bundle layer (3) is composed of multiple warp wires (301) and weft wires (302) arranged in a cross pattern. The warp wires (301) are segmented steel wires, and the weft wires (302) are circular steel wires. The center of the weft wire (302) coincides with the axis of the tire. The warp wires (301) have a periodic continuous oscillation equiangular sawtooth waveform.

6. The polyurethane tread structure according to claim 5, characterized in that, Each crest and trough of the warp (301) is provided with a weft (302) inside.

7. A tire, characterized in that, The polyurethane tread structure described in any one of claims 1 to 6 above.

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