A new type of tire carcass ply composite structure, carcass structure and tire structure

Abstract

The utility model provides a novel tire carcass ply composite structure, carcass structure and tire structure belong to the field of tire semi -finished product production, the carcass ply composite structure includes the carcass ply, the carcass ply is attached the carcass full cladding, the utility model sets up the carcass full cladding under the carcass ply, forms the tire structure, and the carcass ply is spaced by the carcass full cladding between the carcass ply, and the carcass ply does not contact each other between the carcass ply, eliminates the shear stress between the carcass ply, avoids the delamination of the carcass layer, the problem of heat generation, improves the fatigue life of tire, simultaneously, and the shear stress of the delamination of carcass layer end portion is eliminated to the reverse package structure, further improves tire life.

Description

Technical Field

[0001] This utility model belongs to the field of tire semi-finished product manufacturing, and relates to a novel tire carcass ply composite structure, carcass structure and tire structure. Background Technology

[0002] Tires are one of the most important components of a car. A tire mainly consists of an inner liner, a carcass, a belt, a tread, a shoulder, and a sidewall.

[0003] Traditional tire carcass layers are made up of multiple layers of tire carcass cords. Because there are steel cords inside the tire carcass cords, when "soft" and "hard" materials are combined together, they will stretch or contract to different degrees during deformation. This will inevitably cause them to "rub" against each other at their interfaces. Shear stress will exist between the tire carcass cords. The interlayer shear stress will cause delamination, heat generation, and reduce the fatigue life of the tire. Utility Model Content

[0004] To address the aforementioned issues, a novel tire carcass ply composite structure, carcass structure, and tire structure are provided.

[0005] This utility model is achieved in the following manner: A novel tire carcass ply composite structure, comprising tire carcass ply, wherein the tire carcass ply is bonded to the full carcass layer.

[0006] Preferably, the full carcass sheath is formed by wrapping the carcass ply fabric around both ends of the carcass ply fabric to form a sheath.

[0007] A novel tire carcass structure is provided, wherein the carcass structure is composed of at least one layer of the aforementioned carcass ply composite structure, wherein the carcass ply composite structure (5) includes a carcass ply (6), the carcass ply (6) is attached to the carcass full wrap (7), the carcass full wrap is located on the side of the carcass ply composite structure away from the tread, and the upper and lower surfaces of the two ends of the carcass structure are respectively provided with isolation films.

[0008] A novel tire carcass structure is provided, wherein the carcass structure is composed of at least one layer of the aforementioned carcass ply composite structure, wherein the carcass ply composite structure (5) includes a carcass ply (6), the carcass ply (6) being attached to a full carcass wrap (7); the full carcass wrap (7) wraps around the carcass ply (6) at both ends to form a wrapping edge (71), and the full carcass wrap is located on the side of the carcass ply composite structure away from the tire tread.

[0009] A novel tire structure includes any of the tire carcass structures described above. An inner liner structure is disposed below the tire carcass structure. The inner liner structure includes a transition layer and an airtight layer. The transition layer is disposed above the airtight layer and consists of at least one transition layer rubber sheet. Two type rubber sheets are disposed within the inner liner, including a first type rubber sheet and a second type rubber sheet. The first type rubber sheet is disposed at the tire shoulder position, and the second type rubber sheet is disposed at the bead position. At least the upper surface of one of the type rubber sheets is in contact with and adheres to the transition layer rubber sheet.

[0010] Preferably, the transition layer consists of a transition layer film, and the film is disposed between the transition layer and the airtight layer.

[0011] Preferably, the transition layer consists of at least two transition layer films, with the model film disposed between the transition layer films.

[0012] Preferably, the cross-section of the adhesive film is trapezoidal.

[0013] Preferably, the cross-section of the adhesive film is an isosceles trapezoid.

[0014] Preferably, the thickness of the transition layer film is 0.8~1.5mm.

[0015] Compared to existing technologies, this invention features a full carcass layer beneath the carcass plies. In the resulting tire structure, the carcass plies are separated from each other by the full carcass layer, preventing contact between the carcass plies and eliminating shear stress between them. This avoids delamination and overheating issues in the carcass layers, thus improving tire fatigue life. Furthermore, the reverse wrapping structure eliminates shear stress at the ends of the carcass layers, further enhancing tire life. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the single-layer tire cord fabric and the multi-layer transition film in this utility model.

[0017] Figure 2 This is a schematic diagram of the single-layer tire cord fabric and the transition layer film in this utility model.

[0018] Figure 3 This is a schematic diagram of the present invention, which includes multiple layers of tire cord fabric and transition layer film.

[0019] Figure 4 This is a schematic diagram of the sealing film installed at the end of the tire body structure in this utility model.

[0020] Among them, 1 is the inner liner structure; 2 is the transition layer; 3 is the airtight layer; 4 is the type rubber sheet; 41 is the first type rubber sheet; 42 is the second type rubber sheet; 5 is the carcass ply composite structure; 6 is the carcass ply; 7 is the full carcass wrapping; 71 is the edge wrapping; 8 is the adhesive sheet; 9 is the carcass structure; and 10 is the isolation sheet. Detailed Implementation

[0021] The present invention will be further described below with reference to specific embodiments, and the advantages and features of the present invention will become clearer with the description. However, unless otherwise specified, the specific experimental methods involved in the following embodiments are conventional methods or implemented according to the conditions recommended in the manufacturer's instructions.

[0022] A novel tire carcass ply composite structure 5 includes carcass ply 6, which is bonded to a full carcass sheath 7. This structure not only increases the rubber thickness of the carcass ply 6 but also creates gaps between the carcass ply layers within the tire structure, preventing contact between the multiple layers of carcass ply. This eliminates shear stress between the carcass ply layers, avoids delamination and heat generation, and improves tire fatigue life. The implementation involves bonding a certain thickness of insulating rubber sheet to the entire carcass ply during the calendering process to form the carcass ply composite structure 5. The insulating rubber sheet is the full carcass sheath 7. The full carcass sheath 7 is made of a rubber compound with high adhesive properties.

[0023] In one embodiment, such as Figure 4 As shown, a novel tire carcass structure 9 is formed by stacking at least one layer of the aforementioned carcass ply composite structure 5. The full carcass sheath 7 is located on the side of the carcass ply composite structure 5 away from the tread. Isolation films 10 are respectively provided on the upper and lower surfaces of the two ends of the carcass structure 9, which can solve the problem of wear-resistant rubber folding.

[0024] In another embodiment, such as Figures 1-3 As shown, the tire carcass ply composite structure 5 includes tire carcass ply 6, which is bonded to the tire carcass full wrap layer 7. The tire carcass full wrap layer 7 wraps around the tire carcass ply 6 at both ends, forming a wrapping edge 71. Another novel tire carcass structure is formed by layering at least one layer of tire carcass ply composite structure 5, such as... Figures 1-3 As shown, in the tire carcass structure 9, the full carcass layer 7 is located on the side of the carcass ply composite structure 5 away from the tread. The wrapping structure formed by the reverse wrapping eliminates the shear stress at the ends of the carcass layers, further improving tire life.

[0025] In the above embodiment, an adhesive film 8 is provided above the carcass layer for bonding the carcass layer and the belt layer.

[0026] Traditional tire carcasses are composed of multiple layers of tire carcass plies bonded together. Because the tire carcass plies contain steel cords, the combination of "soft" and "hard" materials causes them to stretch or contract to varying degrees during deformation, inevitably leading to a tendency for them to "rub" against each other at their interfaces. This results in shear stress between the tire carcass plies, which can cause delamination, heat generation, and reduced tire fatigue life. This invention incorporates a full-coverage layer beneath the tire carcass plies. In this tire structure, the tire carcass plies are separated from each other by the full-coverage layer, preventing contact between the plies and eliminating shear stress between them. This avoids delamination and heat generation, improving tire fatigue life. Furthermore, the reverse-coverage structure eliminates shear stress at the ends of the tire carcass layers, further enhancing tire life.

[0027] like Figures 1-4 As shown, a novel tire structure includes any of the aforementioned carcass structures 9. An inner liner structure 1 is disposed below the carcass structure 9. The inner liner structure 1 includes a transition layer 2 and an airtight layer 3. The transition layer 2 is disposed above the airtight layer 3 and consists of at least one transition layer rubber sheet 21. Two molded rubber sheets 4 are disposed within the inner liner 1, including a first molded rubber sheet 41 and a second molded rubber sheet 42. The first molded rubber sheet 41 is disposed at the tire shoulder, and the second molded rubber sheet 42 is disposed at the bead position. At least the upper surface of the molded rubber sheet 4 is in contact with and adhered to the transition layer rubber sheet 21. Because the rubber material of the transition layer rubber sheet 21 is soft, placing the molded rubber sheet inside the inner liner prevents air bubbles from appearing at the ends of the molded rubber sheet 4 during the calendering and bonding of the transition layer rubber sheet 21 and the molded rubber sheet 4. Compared to placing the molded rubber sheet between the transition layer and the carcass layer, this method increases the thickness of the inner liner while avoiding air bubbles at the ends of the molded rubber sheet 4. The profile rubber sheet 4 is placed at the tire shoulder position. By selectively increasing the thickness of the tire shoulder area with the profile rubber sheet, it prevents the tire shoulder from leaking rubber. The profile rubber sheet 4 is also placed at the bead position to replenish rubber material and solve the problem of internal bead cracking. At the same time, the thickness of the inner liner is reduced, thus reducing the weight of a single tire.

[0028] In one embodiment, such as Figure 2 As shown, the transition layer 2 is composed of a transition layer film 21, and the molding film 4 is disposed between the transition layer 2 and the airtight layer 3, forming an airtight layer-molding film-transition layer structure.

[0029] In another embodiment, such as Figure 1 , 3 As shown in Figure 4, the transition layer 2 is composed of at least two transition layer films 21, and the profile film 4 is disposed between the transition layer films 21, forming a structure of transition layer film-profile film-transition layer film.

[0030] Furthermore, the cross-section of the molding film 4 is trapezoidal, preferably, the cross-section of the molding film 4 is an isosceles trapezoid.

[0031] Furthermore, the thickness of the transition layer film 21 is 0.8~1.5mm, preferably 1.2mm.

[0032] The tire structure provided by this utility model features a full-coverage layer beneath the tire carcass ply. After calendering and bonding, this forms a tire carcass ply with a thinner upper layer and a thicker lower layer, based on the centerline of the tire carcass steel cords, which can improve tire life. A molding rubber sheet is placed within a transition layer composed of multiple thin rubber sheets and rubber strips to prevent leaks in the tire shoulder and internal cracks in the bead, reducing the thickness of the inner liner. The full-coverage layer beneath the tire carcass ply and the molding rubber sheet within the inner liner work synergistically to solve the problems of leaks in the tire shoulder and internal cracks in the bead. This is achieved by applying a certain thickness of insulating rubber sheet to the entire tire carcass during the calendering process. The inner liner transition layer consists of multiple layers of simply shaped 0.8-1.5mm thick thin rubber sheets. Thick molding rubber sheets or thick rubber strips of a certain thickness are applied to different locations on these thin rubber sheets, depending on the product specifications, to achieve a thickening effect at different locations on the tire. This method allows for flexible thickening positions, enabling precise design matching based on different product sizes, thus optimizing material usage and minimizing material waste caused by design versatility. The tire structure provided by this invention solves the problems of shoulder thread leakage and bead cracking due to insufficient bead material, thereby reducing production costs.

[0033] The above description is only a preferred embodiment of the present utility model. It should be noted that those skilled in the art can make several changes and improvements without departing from the overall concept of the present utility model, and these should also be considered within the protection scope of the present utility model.

Claims

1. A novel tire carcass ply composite structure, wherein the tire carcass ply composite structure (5) comprises tire carcass ply (6), characterized in that, The carcass ply (6) is attached to the full carcass layer (7); the full carcass layer (7) wraps around the carcass ply (6) at both ends to form an edge wrap (71).

2. A novel tire carcass structure, characterized in that, The carcass structure (9) is formed by stacking at least one layer of the carcass ply composite structure (5), the carcass ply composite structure (5) includes carcass ply (6), the carcass ply (6) is attached to the carcass full wrap (7), the carcass full wrap (7) is located on the side of the carcass ply composite structure (5) away from the tread, and the upper and lower surfaces of the ends of the carcass structure (9) are respectively provided with isolation films (10).

3. A novel tire carcass structure, characterized in that, The carcass structure (9) is formed by stacking at least one layer of the carcass ply composite structure (5) as described in claim 1, and the carcass full-coverage layer (7) is located on the side of the carcass ply composite structure (5) away from the tread.

4. A novel tire structure, characterized in that, The tire carcass structure (9) according to any one of claims 2 or 3 is provided below the tire carcass structure (9), the inner liner structure (1) includes a transition layer (2) and an airtight layer (3), the transition layer (2) is provided above the airtight layer (3), the transition layer (2) is composed of at least one layer of transition layer film (21), the inner liner structure (1) is provided with two type film (4), including a first type film (41) and a second type film (42), the first type film (41) is provided at the tire shoulder position, the second type film (42) is provided at the bead position, and at least the upper surface of the type film (4) is in contact with and adhered to the transition layer film (21).

5. A novel tire structure according to claim 4, characterized in that, The transition layer (2) is composed of a transition layer film (21), and the model film (4) is disposed between the transition layer (2) and the airtight layer (3).

6. A novel tire structure according to claim 4, characterized in that, The transition layer (2) consists of at least two transition layer films (21), and the model film (4) is disposed between the transition layer films (21).

7. A novel tire structure according to any one of claims 4 to 6, characterized in that, The cross-section of the adhesive sheet (4) is trapezoidal.

8. A novel tire structure according to claim 7, characterized in that, The cross-section of the adhesive sheet (4) is an isosceles trapezoid.

9. A novel tire structure according to claim 8, characterized in that, The thickness of the transition layer film (21) is 0.8~1.5mm.

Images