Pneumatic tire with belt angle progression

Abstract

This invention provides a pneumatic tire with a gradually changing angle in the belt layer. The pneumatic tire includes, from the inside out, an inner liner, a carcass, a belt layer, a crown belt, and a tread. The belt layer has at least three belt strips along the width direction of the tread, and the number of belt strips is odd. At least two belt strips form different angles with the horizontal plane. This pneumatic tire with a gradually changing angle in the belt layer optimizes the tire's contact patch. The more flexible shoulder reduces rigid vibration between the tread and the ground during cornering, thus delaying common shoulder wear problems. The smaller angle of the shoulder strips provides better circumferential cushioning, more effectively filtering out minor road vibrations and improving comfort.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, specifically relating to a pneumatic tire with a tapered layer and a gradually changing angle. Background Technology

[0002] With economic development and the continuous improvement of people's living standards, people's demand for vehicles is also increasing. The increase in vehicles leads to an increase in the demand for tires. Current technology uses a fixed belt layer angle, while the belt layer of this invention adopts a gradient angle, which can optimize the ground contact mark, reduce tire shoulder wear, and improve comfort. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a pneumatic tire with a tapered layer and a gradually changing angle. This can optimize the tire's contact patch, and the more flexible shoulder reduces the rigid vibration between the tire tread and the ground when cornering, thereby delaying the common problem of tire shoulder wear. The smaller angle of the shoulder strip brings better circumferential cushioning ability, which can more effectively filter out small vibrations from the road surface and improve comfort.

[0004] To achieve the above technical objectives, the technical solution adopted by this utility model is as follows: A pneumatic tire with a tapered belt layer, wherein the pneumatic tire includes an inner liner, a carcass, a tapered belt, a crown belt, and a tread arranged sequentially from the inside to the outside. The tapered belt layer has at least three tapered strips along the width direction of the tread, and the number of tapered strips is odd. At least two tapered strips form different angles with the horizontal plane.

[0005] Preferably, the pneumatic tire with a gradually changing angle of the belt layer has one of three, five, or seven belt strips.

[0006] Preferably, in the pneumatic tire with a gradually changing angle in the belt layer, when the number of belt strips is 3, the belt strips include a center strip, a left shoulder strip, and a right shoulder strip. The angle formed by the center strip and the horizontal plane is 29°-34°, and the angles formed by the left shoulder strip and the right shoulder strip with the horizontal plane are both 24°-27°. The width of the center strip accounts for 16%-21% of the total width of the belt layer, and the widths of the left shoulder strip and the right shoulder strip account for 79%-84% of the total width of the belt layer.

[0007] Preferably, in the pneumatic tire with a gradually changing angle in the belt layer, when the number of belt strips is 5, the belt strips include a center strip, transition strips located on both sides of the center strip, and shoulder strips located on both sides of the transition strips. The angle formed by the center strip and the horizontal plane is 29°-34°, the angle formed by the transition strip and the horizontal plane is 27°-31°, and the angle formed by the shoulder strip and the horizontal plane is 24°-29°.

[0008] Preferably, in the pneumatic tire with a gradually changing angle in the belt layer, when the number of belt strips is 7, the belt strips include a center strip, transition strips located on both sides of the center strip, and shoulder strips located on both sides of the transition strips. The transition strips include a first transition strip located on both sides of the center strip and a second transition strip located between the first transition strip and the shoulder strip. The angle formed by the center strip and the horizontal plane is 29°-34°, the angle formed by the first transition strip and the horizontal plane is 27°-31°, the angle formed by the second transition strip and the horizontal plane is 25°-29°, and the angle formed by the shoulder strip and the horizontal plane is 22-26°.

[0009] Preferably, in the pneumatic tire with a gradually changing angle in the belt layer, the width of the center strip accounts for 16%-21% of the total width of the belt layer, the width of the transition strip accounts for 35%-40% of the total width of the belt layer, and the width of the shoulder strip accounts for 40%-44% of the total width of the belt layer.

[0010] Preferably, the pneumatic tire with a tapered belt layer has a width C that matches the width W3 of the central flat area of ​​the tire's contact patch under rated load and standard air pressure, with the relationship satisfying: 0.80 × W3 ≤ C ≤ 1.20 × W3.

[0011] Preferably, the pneumatic tire with a tapered belt layer has the widths B and D of the transition strip matching the widths W2 and W4 of the central flat area of ​​the tire's contact patch under rated load and standard air pressure, with the following relationship: 0.95 × W2 ≤ B ≤ 1.25 × W2, 0.95 × W4 ≤ D ≤ 1.25 × W4.

[0012] Preferably, in the pneumatic tire with a tapered belt angle, the widths A and E of the shoulder strips match the widths W1 and W5 of the flat area of ​​the tire shoulder of the ground contact patch under rated load and standard tire pressure, and the relationship satisfies: 0.65 × W1 ≤ A ≤ 0.85 × W1; 0.65 × W5 ≤ E ≤ 0.85 × W5.

[0013] Preferably, in the pneumatic tire with a tapered belt angle, the width A+B of the left shoulder strip matches the width W1+W2 of the flat area of ​​the tire shoulder of the contact patch under rated load and standard air pressure, with the relationship satisfying: 0.85 × (W1+W2) ≤ A+B ≤ 1.15 × (W1+W2), and the width D+E of the right shoulder strip matches the width W4+W5 of the flat area of ​​the tire shoulder of the contact patch under rated load and standard air pressure, with the relationship satisfying: 0.85 × (W4+W5) ≤ D+E ≤ 1.15 × (W4+W5).

[0014] The beneficial effects of this utility model are: (1) The pneumatic tire with a tapered layer of this utility model has optimized the ground contact mark. When driving straight, the rigid center strip dominates and the mark is rectangular, which is stable and wear-resistant. When cornering, the more flexible shoulder strip allows the tire shoulder to better fit the road surface and the mark remains intact, which greatly improves the cornering grip.

[0015] (2) The pneumatic tire with a gradually changing angle of belt layer of this utility model reduces tire shoulder wear. The more flexible shoulder reduces the rigid rubbing of the tire tread with the ground when cornering, thereby delaying the common tire shoulder wear problem.

[0016] (3) The pneumatic tire with a gradually changing angle of belt layer of this utility model improves comfort. The smaller angle of the shoulder strip brings better circumferential cushioning ability and can more effectively filter out small vibrations on the road surface. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0018] Figure 2 This is a schematic diagram of the tire's contact patch under rated load and standard tire pressure. Detailed Implementation

[0019] In the description of this utility model, it should be understood that the orientation or positional relationship indicated by directional terms such as "inner" and "outer", "upper" and "lower", "front" and "back" is usually based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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. Therefore, they should not be construed as limiting the scope of protection of this utility model.

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0021] Example 1 A pneumatic tire with a gradually changing angle in the belt layer, wherein the pneumatic tire includes an inner liner 1, a tire body 2, a belt layer 3, a crown belt 4, and a tread 5 arranged sequentially from the inside to the outside. The belt layer 3 has three belt strips arranged along the width direction of the tread 5. The belt strips include a center strip, a left shoulder strip, and a right shoulder strip. The angle formed by the center strip and the horizontal plane is 29°-34°, and the angles formed by the left shoulder strip and the right shoulder strip and the horizontal plane are both 24°-27°. The width of the center strip accounts for 16%-21% of the total width of the belt layer, and the widths of the left shoulder strip and the right shoulder strip account for 79%-84% of the total width of the belt layer.

[0022] The width C of the center strip matches the width W3 of the central flat area of ​​the tire's contact patch under rated load and standard pressure, with the following relationship: 0.80 × W3 ≤ C ≤ 1.20 × W3; the width A+B of the left shoulder strip matches the width W1+W2 of the flat area of ​​the tire shoulder's contact patch under rated load and standard pressure, with the following relationship: 0.85 × (W1+W2) ≤ A+B ≤ 1.15 × (W1+W2); the width D+E of the right shoulder strip matches the width W4+W5 of the flat area of ​​the tire shoulder's contact patch under rated load and standard pressure, with the following relationship: 0.85 × (W4+W5) ≤ D+E ≤ 1.15 × (W4+W5).

[0023] Example 2 like Figure 1 A pneumatic tire with a tapered belt layer, wherein the pneumatic tire includes an inner liner 1, a tire body 2, a belt layer 3, a crown belt 4, and a tread 5 arranged sequentially from the inside to the outside. The belt layer 3 has 5 belt strips arranged along the width direction of the tread 5. Each belt strip includes a center strip 31, transition strips 32 and 33 located on both sides of the center strip, and shoulder strips 34 and 35 located on both sides of the transition strip. The center strip 31 forms an angle of 29°-34° with the horizontal plane, the transition strips 32 and 33 form an angle of 27°-31° with the horizontal plane, and the shoulder strips 34 and 35 form an angle of 24°-29° with the horizontal plane. The width of the center strip accounts for 16%-21% of the total width of the belt layer, the width of the transition strip accounts for 35%-40% of the total width of the belt layer, and the width of the shoulder strip accounts for 40%-44% of the total width of the belt layer.

[0024] The width C of the center strip matches the width W3 of the central flat area of ​​the tire's contact patch under rated load and standard pressure, with the following relationship: 0.80 × W3 ≤ C ≤ 1.20 × W3; the widths B and D of the transition strips match the widths W2 and W4 of the central flat area of ​​the tire's contact patch under rated load and standard pressure, with the following relationship: 0.95 × W2 ≤ B ≤ 1.25 × W2, 0.95 × W4 ≤ D ≤ 1.25 × W4; the widths A and E of the shoulder strips match the widths W1 and W5 of the flat area of ​​the tire shoulder's contact patch under rated load and standard pressure, with the following relationship: 0.65 × W1 ≤ A ≤ 0.85 × W1; 0.65 × W5 ≤ E ≤ 0.85 × W5.

[0025] With five belt strips, a balance is struck between performance and manufacturing complexity. The center strip 31 is responsible for providing stability and low rolling resistance in straight-line driving, with the largest angle and the highest rigidity. There are two transition strips 32 / 33, which smooth the change in rigidity and angle between the center strip and the shoulder strip, with the angle centered. There are two shoulder strips 34 / 35, which are responsible for cornering performance, improve the grip and comfort of the tire shoulder, and have the smallest angle to provide better circumferential flexibility. The angle difference between adjacent belt strips is controlled between 2° and 5°.

[0026] Example 3 A pneumatic tire with a tapered belt layer, wherein the pneumatic tire includes an inner liner 1, a tire body 2, a belt layer 3, a crown belt 4, and a tread 5 arranged sequentially from the inside to the outside. The belt layer 3 has 7 belt strips arranged along the width direction of the tread 5. Each belt strip includes a center strip, transition strips located on both sides of the center strip, and shoulder strips located on both sides of the transition strips. The transition strips include a first transition strip located on both sides of the center strip and a second transition strip located between the first transition strip and the shoulder strip. The angle formed by the center strip and the horizontal plane is 29°-34°, the angle formed by the first transition strip and the horizontal plane is 27°-31°, the angle formed by the second transition strip and the horizontal plane is 25°-29°, and the angle formed by the shoulder strip and the horizontal plane is 22-26°.

[0027] The width of the center strip accounts for 16%-21% of the total width of the belt layer, the width of the transition strip accounts for 35%-40% of the total width of the belt layer, and the width of the shoulder strip accounts for 40%-44% of the total width of the belt layer.

[0028] The width C of the center strip matches the width W3 of the central flat area of ​​the tire's contact patch under rated load and standard pressure, with the following relationship: 0.80 × W3 ≤ C ≤ 1.20 × W3; the sum of the widths B of the first and second transition strips on the left and the sum of the widths D of the first and second transition strips on the right match the widths W2 and W4 of the central flat area of ​​the tire's contact patch under rated load and standard pressure, with the following relationships: 0.95 × W2 ≤ B ≤ 1.25 × W2, 0.95 × W4 ≤ D ≤ 1.25 × W4; the widths A and E of the shoulder strips match the widths W1 and W5 of the flat area of ​​the tire shoulder contact patch under rated load and standard pressure, with the following relationships: 0.65 × W1 ≤ A ≤ 0.85 × W1; 0.65 × W5 ≤ E ≤ 0.85 × W5.

[0029] Working principle: The traditional single-angle belt layer is divided into multiple cord strips with different angles according to the rigidity of the tread pattern. By splicing them together, a composite belt layer structure with the cord angle changing in a stepped manner in the width direction is formed to balance the rigidity of each part of the tread and optimize grounding.

[0030] Splicing method: Use micro-overlap or miter joint, that is, the overlap is very small, the overlap is 1-2mm, or cut the interface at a miter angle to optimize the performance of the transition area.

[0031] Material selection: Different belt strips can not only have different angles, but also use different materials to further optimize performance. The center strip and transition strip can use traditional high-rigidity steel cord; the shoulder strip can use aramid fiber, which has high strength, is lighter and more flexible than steel cord, and can further absorb impact and improve comfort.

[0032] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although this utility model has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A pneumatic tire with a belt angle taper, characterized by, The pneumatic tire comprises, from inside to outside, an inner liner (1), a carcass (2), a belt layer (3), a crown belt (4) and a tread (5), the belt layer (3) is provided with at least three belt strips along the width direction of the tread (5), and the number of the belt strips is odd.

2. The radial tire according to claim 1, wherein The number of the belt strips is one of 3, 5 and 7.

3. The radial tire according to claim 2, wherein When the number of the belt strips is 3, the belt strips comprise a center strip, a left shoulder strip and a right shoulder strip, the angle formed by the center strip and the horizontal plane is 29-34°, and the angles formed by the left shoulder strip and the right shoulder strip and the horizontal plane are both 24-27°; the width of the center strip accounts for 16-21% of the total width of the belt layer, and the widths of the left shoulder strip and the right shoulder strip account for 79-84% of the total width of the belt layer.

4. The radial tire according to claim 2, wherein When the number of the belt strips is 5, the belt strips comprise a center strip, transition strips located on both sides of the center strip and shoulder strips located on both sides of the transition strips, the angle formed by the center strip and the horizontal plane is 29-34°, the angle formed by the transition strips and the horizontal plane is 27-31°, and the angle formed by the shoulder strips and the horizontal plane is 24-29°.

5. The radial tire according to claim 2, wherein When the number of the belt strips is 7, the belt strips comprise a center strip, transition strips located on both sides of the center strip and shoulder strips located on both sides of the transition strips, the transition strips comprise first transition strips located on both sides of the center strip and second transition strips located between the first transition strips and the shoulder strips, the angle formed by the center strip and the horizontal plane is 29-34°, the angle formed by the first transition strips and the horizontal plane is 27-31°, the angle formed by the second transition strips and the horizontal plane is 25-29°, and the angle formed by the shoulder strips and the horizontal plane is 22-26°.

6. The radial tire according to claim 4 or 5, wherein The width of the center strip accounts for 16-21% of the total width of the belt layer, the width of the transition strips accounts for 35-40% of the total width of the belt layer, and the width of the shoulder strips accounts for 40-44% of the total width of the belt layer.

7. The radial tire according to any one of claims 3 to 5, wherein The width C of the center strip matches the width W3 of the central flat area of the footprint of the tire under the rated load and the standard air pressure, and the relationship satisfies 0.80 × W3 ≤ C ≤ 1.20 × W3.

8. The radial tire according to claim 4 or 5, wherein The widths B and D of the transition strips match the widths W2 and W4 of the central flat area of the footprint of the tire under the rated load and the standard air pressure, and the relationship satisfies 0.95 × W2 ≤ B ≤ 1.25 × W2 and 0.95 × W4 ≤ D ≤ 1.25 × W4.

9. The radial tire according to claim 4 or 5, wherein The widths A and E of the shoulder strips match the widths W1 and W5 of the shoulder flat areas of the footprint of the tire under the rated load and the standard air pressure, and the relationship satisfies 0.65 × W1 ≤ A ≤ 0.85 × W1 and 0.65 × W5 ≤ E ≤ 0.85 × W5. ​ 10. The radial tire according to claim 3, wherein The width A+B of the left shoulder strip matches the width W1+W2 of the shoulder flat area of the ground contact patch of the tire under the rated load and the standard air pressure, and the relationship satisfies: 0.85 × (W1+W2) ≤ A+B ≤ 1.15 × (W1+W2). The width D+E of the right shoulder strip matches the width W4+W5 of the shoulder flat area of the ground contact patch of the tire under the rated load and the standard air pressure, and the relationship satisfies: 0.85 × (W4+W5) ≤ D+E ≤ 1.15 × (W4+W5).

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