All-steel engineering radial tire crown belt structure

Abstract

The utility model discloses a kind of all-steel engineering radial tire crown belt layer structure, it is related to tire technical field.The technical scheme is: the original most upper two layers of tire belt layer is respectively replaced by aramid cord 1500Dtex / 2+nylon 66 1890Dtex / 1 composite cord, forms crown belt layer structure, its single root breaking strength is 580N / root, calendering density is 100-118 root / 10cm.In the utility model, aramid cord 1500Dtex / 2+nylon 66 1890dtex / 1 composite cord is replaced traditional steel wire belt layer, the composite cord has the characteristics of high strength, high modulus, high temperature resistance and small deformation, while having the flexibility of oxidation resistance, fatigue resistance, shear resistance, with the excellent performance of steel cord and polyester cord, can avoid the phenomenon of tread chunk caused by puncture, wear when engineering tire drives in harsh environment, prolong the service life of tire.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, specifically to a crown belt structure for an all-steel engineering radial tire. Background Technology

[0002] Among the core components of engineering vehicles, the structural design of traditional engineering radial tires directly determines their performance and service life, and their structural framework has a clear and fixed compositional logic. Specifically, the core load-bearing and support structure of this type of tire consists of two main parts: First, a layer of steel cord carcass, which serves as the tire's "skeleton." This layer of carcass uses high-strength steel wires distributed at a 90° radial angle with the tire's rolling direction, effectively bearing the radial support pressure generated during tire operation and providing basic structural stability for the tire; Second, four to six layers of steel belts woven at a specific angle on the outer side of the carcass to enhance tread strength and impact resistance. These belts are distributed in an alternating and overlapping manner, which not only further disperses the impact force transmitted from the road surface to the tire but also firmly fixes the tread rubber, preventing excessive deformation or detachment of the tread under high load conditions.

[0003] However, engineering radial tires are often used in extremely harsh environments, exposing them to severe damage risks. Engineering vehicles frequently travel in areas such as mines and construction sites, where roads are littered with sharp ores, gravel, and scrap metal. During continuous driving, these debris exert constant impact and friction on the tire tread: on the one hand, sharp ores easily pierce the tread rubber, creating puncture wounds of varying depths; on the other hand, prolonged friction with rough surfaces accelerates tread rubber wear. When the wear exceeds the rubber's tolerance limit, or if puncture wounds are not treated promptly, tread chips can occur. After tread chips, the internal steel wire layer, originally protected by rubber, is directly exposed to the external environment. Rainwater, stagnant water, and moisture commonly found in mining and construction sites quickly penetrate the exposed steel wire layer. Under the combined action of moisture and oxygen, the steel wire undergoes a rapid oxidation and corrosion reaction, forming reddish-brown rust. As corrosion intensifies, the strength of the steel wires decreases significantly, and they may even break. This not only severely damages the structural integrity of the tire but also significantly reduces its load-bearing capacity and impact resistance, ultimately shortening its lifespan and increasing the operating costs of engineering vehicles.

[0004] Furthermore, traditional engineering radial tires are characterized by low speed. This characteristic is primarily determined by their design purpose and structural features. Engineering tires are designed to meet the load-bearing and durability requirements of engineering vehicles under complex working conditions, rather than pursuing high-speed performance. From a structural perspective, while the extensive use of steel cords increases tire strength, it also reduces flexibility. At high speeds, the tire struggles to quickly adapt to subtle road undulations and impacts, easily generating significant vibration and noise, affecting vehicle stability and comfort. Simultaneously, the structural design of engineering vehicles (such as their large size and heavy chassis) also limits their speed. The low-speed characteristic of the tires perfectly matches the overall performance of the engineering vehicle, ensuring safety and stability during operation, but it is unsuitable for long-distance, high-speed transportation scenarios. Utility Model Content

[0005] The technical problem this utility model aims to solve is to overcome the shortcomings of existing technologies and provide a crown belt structure for an all-steel engineering radial tire. This structure replaces the original top two belt layers of the tire with a composite cord of aramid cord 1500Dtex / 2 + nylon 66 1890Dtex / 1, forming a crown belt structure. This composite cord features high strength, high modulus, high temperature resistance, and low deformation. It also possesses oxidation resistance, fatigue resistance, and shear resistance, combining the excellent properties of both steel cord and polyester cord. This prevents tread chipping caused by punctures and wear when the engineering tire is driven in harsh environments, thus extending the tire's service life.

[0006] The technical solution of this utility model is as follows: The crown belt structure of the all-steel engineering radial tire replaces the original top two belt layers of the tire with aramid cord 1500Dtex / 2 + nylon 66 1890Dtex / 1 composite cord to form a crown belt structure with a single strand breaking strength of 580N / strand and a calendering density of 100-118 strands / 10cm.

[0007] Preferably, an elastic transition layer is provided between the belt layer and the crown layer of the all-steel engineering radial tire, and the thickness of the elastic transition layer gradually decreases from the tire shoulder to the center of the tire crown.

[0008] Preferably, the thickness of the elastic transition layer is 5 mm at the tire shoulder and 2 mm at the center of the tire crown.

[0009] Preferably, the elastic transition layer is made of a film with a constant tensile stress of ≤4MPa, and the film can be a commercially available product.

[0010] Preferably, both sides of the belt layer of the all-steel engineering radial tire are covered with edge-sealing rubber.

[0011] Preferably, the wrapping width of the edge-sealing adhesive is 10-20mm.

[0012] Preferably, the all-steel engineering radial tire comprises two belt layers, namely belt layer 1 and belt layer 2. Belt layer 1 uses 3+9+15×0.225HT steel cord, with a single strand breaking strength of 2945N / strand and a rolling density of 45-62 strands / 10cm. Belt layer 2 uses 3+8×0.33OST steel cord, with a single strand breaking strength of 2940N / strand and a rolling density of 45-62 strands / 10cm.

[0013] Compared with the prior art, this utility model has the following advantages: 1. The crown belt layer structure of the all-steel engineering radial tire of this utility model adopts a composite cord of aramid cord 1500Dtex / 2 + nylon 66 1890Dtex / 1 to replace the original top two belt layers of the tire. The composite cord has the characteristics of high strength, high modulus, high temperature resistance and small deformation. At the same time, it has the flexibility of anti-oxidation, fatigue resistance and shear resistance, and combines the excellent properties of steel cord and polyester cord. It can improve the tread blockage phenomenon caused by punctures and wear when the engineering tire is driven in harsh environment, and extend the tire service life.

[0014] 2. The crown belt layer structure of the all-steel engineering radial tire of this utility model uses aramid cord 1500Dtex / 2 + nylon 66 1890Dtex / 1 composite cord to replace the original top two belt layers of the tire, which can increase the radial force of the tire, that is, increase the tire clamping force, thereby increasing the vehicle's driving speed. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the crown belt layer structure of the all-steel engineering radial tire of this utility model.

[0016] Figure 2 This is a schematic diagram of the structure of the elastic transition layer of this utility model.

[0017] Figure 3 This is a schematic diagram of the structure of the composite cord twisted according to this utility model.

[0018] In the diagram, 1. 1# belt layer; 2. 2# belt layer; 3. Crown belt layer one; 4. Crown belt layer two; 5. Elastic transition layer; 6. Edge binding adhesive. Detailed Implementation

[0019] To enable those skilled in the art to better understand the technical solutions of this utility model, the technical solutions of this utility model will be clearly and completely described below in conjunction with the embodiments of this utility model.

[0020] Example 1 like Figure 1 As shown, this embodiment provides a crown belt structure for a 14.00R25 all-steel engineering radial tire. This all-steel engineering radial tire includes two belt layers: belt layer 1 (1#) and belt layer 2 (2#) from the inside out. Belt layer 1 uses 3+9+15×0.225HT steel cord, with a single strand breaking strength of 2945N / strand and a calendering density of 50 strands / 10cm. Belt layer 2 uses 3+8×0.33OST steel cord, with a single strand breaking strength of 2940N / strand and a calendering density of 50 strands / 10cm. Above the belt layers is a crown belt structure, consisting of crown belt layer 3 (1#) and crown belt layer 4 (2#). Both crown belt layers use composite cords (e.g., aramid cord 1500Dtex / 2 + nylon 66 1890Dtex / 1 cord) formed by a twisting process. Figure 3 As shown in the figure, its single-strand breaking strength is 580N / strand, and its rolling density is 100 strands / 10cm.

[0021] Comparative Example 1 The difference from Example 1 is that the tire of Comparative Example 1 includes four belt layers, which are, from the inside out, belt layer 1, belt layer 2, belt layer 3, and belt layer 4. Among them, belt layer 3 is made of 5×0.35HT with a single-strand breaking strength of 1130N / strand, and belt layer 4 is made of 3×7×0.22HE with a single-strand breaking strength of 1720N / strand. The calendering density of both is 40 strands / 10cm.

[0022] The density and strength of the crown layer in Example 1 and the No. 3 and No. 4 belt layers in Comparative Example 1 are shown in Table 1: Table 1. Density and strength of the coronal band layer in Example 1 and the No. 3 and No. 4 band layers in Comparative Example 1

[0023] As can be seen from Table 1, the strength of the composite cord used in Example 1 is close to that of the traditional steel wire cord bundle layer used in Comparative Example 1, that is, its safety factor is close to that of the steel wire cord bundle layer, and it can be replaced.

[0024] The engineering vehicles (load capacity 100t) equipped with the tires of Example 1 and Comparative Example 1 were tested in an open-pit mine. The test results are shown in Table 2. Table 2. Service life of all-steel engineering radial tires in Example 1 and Comparative Example 1

[0025] As shown in Table 2, the average mileage of the engineering vehicle (load capacity 100t) equipped with the tire of Example 1 increased by 60% compared with the average mileage of the engineering vehicle (load capacity 100t) equipped with the tire of Comparative Example 1; at the same time, according to user feedback, the tread chipping rate was reduced by 70%, and the steel wire corrosion problem was eliminated.

[0026] In addition, high-speed performance tests were conducted on the tires of Example 1 and Comparative Example 1 (maximum speed 40 km / h, continuous driving for 2 hours). The radial deformation of the tire of Example 1 was controlled within 3%, which was 40% lower than that of the tire of Comparative Example 1 (deformation 5%). The maximum safe driving speed of the vehicle was increased from 15 km / h to 20 km / h, meeting the needs of efficient transportation of large mining vehicles.

[0027] Example 2 Based on Example 1, such as Figure 1-2 As shown, an elastic transition layer 5 made of rubber sheet with a constant tensile stress of ≤4MPa is provided between the belt layer and the crown layer of the all-steel engineering radial tire. The thickness of the elastic transition layer 5 gradually changes from 5mm at the tire shoulder to 2mm at the center of the tire crown.

[0028] An elastic transition layer 5 with a gradually varying thickness is set between the belt layer and the crown layer. Due to the large load of the engineering tire, the crown layer exerts a strong clamping force on the belt layer during driving. The elastic transition layer 5 can play a buffering role between the two layers, thereby avoiding stress concentration between the two layers.

[0029] Example 3 Based on Example 1, such as Figure 1 As shown, both sides of belt layer 1 and belt layer 2 are covered with edge-sealing adhesive 6 with a wrapping width of 15mm, forming a U-shaped protective structure to prevent cracks from forming at the edges of the steel wires due to stress concentration and to improve the tire's flexural resistance.

Claims

1. A crown belt structure for all-steel engineering radial tires, characterized in that, The original top two belt layers of the tire are replaced with aramid cord 1500Dtex / 2 + nylon 66 1890Dtex / 1 composite cord to form a crown belt structure with a single strand breaking strength of 580N / strand and a calendering density of 100-118 strands / 10cm.

2. The all-steel engineering radial tire crown belt layer structure as described in claim 1, characterized in that, An elastic transition layer (5) is provided between the belt layer and the crown layer of the all-steel engineering radial tire. The thickness of the elastic transition layer (5) gradually decreases from the shoulder to the center of the crown.

3. The all-steel engineering radial tire crown belt layer structure as described in claim 2, characterized in that, The elastic transition layer (5) has a thickness of 5 mm at the shoulder and a thickness of 2 mm at the center of the crown.

4. The all-steel engineering radial tire crown belt layer structure as described in claim 2, characterized in that, The elastic transition layer (5) is made of a film with a constant tensile stress of ≤4MPa.

5. The all-steel engineering radial tire crown belt layer structure as described in claim 1, characterized in that, The belt layer of the all-steel engineering radial tire is covered with edge-sealing rubber (6) on both sides.

6. The all-steel engineering radial tire crown belt layer structure as described in claim 5, characterized in that, The wrapping width of the edge-sealing adhesive (6) is 10-20mm.

7. The all-steel engineering radial tire crown belt layer structure as described in claim 1, characterized in that, The all-steel engineering radial tire includes two belt layers, namely belt layer 1 (1) and belt layer 2 (2). Belt layer 1 (1) uses 3+9+15×0.225HT, with a single strand breaking strength of 2945N / strand and a rolling density of 45-62 strands / 10cm. Belt layer 2 (2) uses 3+8×0.33OST steel cord, with a single strand breaking strength of 2940N / strand and a rolling density of 45-62 strands / 10cm.

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