A radial tire crown structure and tire

Abstract

The utility model provides a kind of heavy radial tire crown structure and tire, including inner liner, carcass layer, belt layer group and tread from inside to outside in turn;Belt layer group includes multilayer belt layer, rubber sheet layer and first winding reinforcement layer, rubber sheet layer is set between multilayer belt layer;First winding reinforcement layer is set to rubber sheet layer outside, and the width of first winding reinforcement layer is greater than rubber sheet layer, and the winding path of first winding reinforcement layer is as follows: starting from the side edge of rubber sheet layer, first winding to the side endpoint of first winding reinforcement layer, then reverses direction and winds upwards, after reaching the other side endpoint of first winding reinforcement layer, secondly reverses, until reaching the other side edge of rubber sheet layer.Set first winding reinforcement layer greatly limits the circumferential stretch and compression of crown area, makes crown keep the state of nearly rigid under dynamic load, limitedly reduces the tire burst phenomenon when high-speed running, reduces energy loss in the process of tire rolling, to effectively reduce rolling resistance.

Description

Technical Field

[0001] This utility model belongs to the field of tire carcass technology, and particularly relates to a crown structure and tire for a heavy-duty radial tire. Background Technology

[0002] As a load-bearing component of a vehicle, the tire is in direct contact with the road surface, bearing the impact from the road and the load of the vehicle's own weight and cargo. The belt layer bears approximately 70% of the tire's internal pressure load under load, and its design directly affects a range of tire performance characteristics. With economic development and improved road conditions, high-speed, long-distance driving environments place increasingly higher demands on tire durability and low rolling resistance. High durability and low rolling resistance require tires to generate less heat and maintain high tread stability during operation.

[0003] Currently, the main belt layer structure of high-speed, long-distance tires is mostly four-layer belt layer. This type of structure suffers from insufficient circumferential clamping force during high-speed driving, leading to significant tire crown deformation, higher heat generation, and a greater risk of tire blowout. It also exhibits higher rolling resistance. While some designs utilize zero-degree crown belts, traditional zero-degree winding structures often suffer from problems such as mismatched expansion coefficients with the belt layers, limited clamping force enhancement, or complex manufacturing processes. Utility Model Content

[0004] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0005] This utility model proposes a crown structure and tire for heavy-duty radial tires, which solves the technical problems of traditional tire crown structures, such as insufficient circumferential clamping force, large crown deformation, high heat generation, easy tire blowout, and high rolling resistance. It has the characteristics of significantly improving crown circumferential clamping force, enhancing stability, improving durability, reducing tire deformity wear, and reducing rolling resistance.

[0006] This utility model discloses a tire crown structure for a heavy-duty radial tire, which includes, from the inside out, an inner liner, a carcass layer, a belt layer group, and a tread. The belt layer assembly includes multiple belt layers, a film layer, and a first winding reinforcement layer, wherein the film layer is disposed between the multiple belt layers; The first winding reinforcement layer is disposed on the outside of the film layer, and the width of the first winding reinforcement layer is greater than that of the film layer. The winding path of the first winding reinforcement layer is as follows: starting from one side edge of the film layer, first winding to one side endpoint of the first winding reinforcement layer, then turning the direction upward and winding, after reaching the other side endpoint of the first winding reinforcement layer, performing a second turning, until reaching the other side edge of the film layer.

[0007] In some embodiments, the steel cords of the first winding reinforcement layer form an angle of 0° to 3° with the centerline of the tire crown.

[0008] In some embodiments, the belt layer group further includes a second winding reinforcement layer disposed on the outside of the carcass layer, and the steel cords of the second winding reinforcement layer form an angle of 0° to 3° with the center line of the tire crown.

[0009] In some embodiments, a first belt layer is provided between the second winding reinforcement layer and the film layer, wherein the steel cord of the first belt layer forms an angle of 14° to 16° with the center line of the tire crown.

[0010] In some embodiments, a second belt layer is provided on the outside of the first winding reinforcement layer, and the steel cord of the second belt layer forms an angle of 14° to 16° with the center line of the tire crown.

[0011] In some embodiments, edge-sealing films are provided at both ends of the first belt layer.

[0012] In some embodiments, the width of the first belt layer is the widest in the belt layer group, and is 75%-90% of the tire tread width.

[0013] In some embodiments, the width of the second winding reinforcement layer differs from that of the first belt layer by 10-15 mm.

[0014] In some embodiments, the width of the steel wire cord of the first winding reinforcement layer differs from that of the first belt layer by 10-20 mm. The width difference between the first winding reinforcement layer and the film layer on the same side as the center line of the tire crown is 19-52mm.

[0015] Another aspect of this invention provides a tire containing the aforementioned radial tire crown structure.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows: The heavy-duty radial tire crown structure provided by this invention, by setting a first winding reinforcement layer and a film layer, allows the film layer to act as a physical barrier, protecting the underlying belt layer, reducing stress concentration, preventing moisture and impurities from intruding, and lowering the risk of belt layer separation and corrosion. The first winding reinforcement layer adopts continuous helical winding, forming an angle of 0° to 3° with the tire circumference. When the tire rolls, the crown in the contact area will undergo compressive deformation due to pressure. Through its high modulus, it greatly restricts the circumferential tension and compression in this area, keeping the crown in a near-rigid state under dynamic load, thus limiting the circumferential tension of the crown. Expansion effectively prevents or suppresses the generation of standing waves. Standing waves are distorted waves formed when the tire's deformation recovery speed cannot keep up with the rotational speed at high speeds, and are the main cause of tire blowouts. The first winding reinforcement layer increases the critical speed of standing waves by at least 10-20%, thus reducing the occurrence of tire blowouts at high speeds. The first winding reinforcement layer is wound in two layers on both sides of the film layer, which can better play the role of shoulder clamping. At the same time, a winding reinforcement layer is covered on top of the film layer, which can make the material transition evenly. The first winding reinforcement layer on both shoulders of the film layer can simultaneously suppress the separation tendency of the belt layer end, improving the overall durability of the tire. By setting the steel cords of the first and second winding reinforcement layers at an angle of 0° to 3° with the center line of the tire crown, a circumferential clamping force is formed on the tire carcass and belt layers in the tire circumferential direction. This reduces the radial expansion of the tire under stress, decreases tire sinking, reduces deformation, and reduces interlayer shear force between belt layers. This allows the tread to maintain a more ideal contact shape and pressure distribution under load, which not only improves grip but also significantly improves tire wear uniformity and extends service life. The strong clamping force enhances tire rigidity, reduces the deformation of tire tread blocks under stress, helps to disperse crown stress, and avoids problems such as groove cracks and shoulder cracks caused by stress concentration, thereby improving tire durability and high-speed performance and extending tire life. The enhanced rigidity of the tire crown reduces unnecessary deformation (i.e., hysteresis deformation) in the crown area, reducing energy loss (heat generation) during tire rolling, thereby effectively reducing rolling resistance. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 A schematic diagram of the crown structure of a heavy-duty radial tire provided in an embodiment of this utility model; In the above figures: 1. Inner liner; 2. Carcass layer; 3. Second winding reinforcement layer; 4. Rubber layer; 5. First belt layer; 6. Edge wrapping rubber; 7. Shoulder pad rubber; 8. Second belt layer; 9. First winding reinforcement layer; 10. Tread. Detailed Implementation

[0018] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0019] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and 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 limitations on this invention.

[0020] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] like Figure 1 As shown, the crown structure of this heavy-duty radial tire includes, from the inside out, an inner liner 1, a carcass layer 2, a belt layer group and a tread 10. The cords of the carcass layer 2 are arranged at 90° to the center line of the crown.

[0023] In some embodiments, the belt layer group includes, from the inside out, a second winding reinforcement layer 3, a first belt layer 5, a film layer 4, a first winding reinforcement layer 9, and a second belt layer 8. The first winding reinforcement layer 9 is disposed outside the film layer 4, and the width of the first winding reinforcement layer 9 is greater than that of the film layer 4. The winding path of the first winding reinforcement layer is as follows: starting from one edge of the film layer 4, it is first wound to one end of the first winding reinforcement layer, then the winding direction is turned upwards, and after reaching the other end of the first winding reinforcement layer, a second turning is performed until the other edge of the film layer 4 is reached.

[0024] The aforementioned new all-steel radial tire bead structure, by setting a first winding reinforcement layer 9 and a film layer 4, the film layer 4 can act as a physical barrier to protect the underlying belt layer, reduce stress concentration, prevent moisture and impurities from intruding, and reduce the risk of belt layer separation and corrosion; the first winding reinforcement layer 9 adopts continuous spiral winding, and when the tire rolls, the tire crown in the contact area will undergo compression deformation due to pressure. Its high modulus greatly limits the circumferential stretching and compression in this area, keeping the tire crown in a near-rigid state under dynamic load. This limits the circumferential expansion of the tire crown and effectively prevents or suppresses the generation of standing waves. Standing waves are torsional waves formed when the tire's deformation recovery speed cannot keep up with the rotational speed at high speeds, and are the main cause of tire blowouts. The first winding reinforcement layer 9 increases the critical speed of standing waves by at least 10-20%, which can reduce the tire blowout phenomenon at high speeds. The first winding reinforcement layer 9 is wound in two layers on both sides of the film layer 4, which can better play the role of shoulder clamping. At the same time, a winding reinforcement layer is covered on top of the film layer 4, which can make the material transition evenly. The first winding reinforcement layer 9 on both shoulders of the film layer 4 can simultaneously suppress the separation tendency of the belt layer ends and improve the overall durability of the tire.

[0025] In some embodiments, the steel cords of the first winding reinforcement layer 9 form an angle of 0° to 3° with the center line of the tire crown.

[0026] The aforementioned structural design, by setting the steel cords of the first winding reinforcement layer 9 at an angle of 0° to 3° with the center line of the tire crown, forms a circumferential clamping force on the tire carcass and belt layers, reducing radial expansion of the tire under stress, decreasing tire sinking, reducing deformation, and simultaneously reducing interlayer shear force between belt layers. This allows the tread 10 to maintain a more ideal contact shape and pressure distribution under load, which not only improves grip but also significantly improves tire wear uniformity and extends service life. The strong clamping force enhances tire rigidity, reduces deformation of tire tread blocks under stress, helps disperse crown stress, and avoids problems such as groove cracks and shoulder cracks caused by stress concentration, thereby improving tire durability and high-speed performance and extending tire service life. The enhanced rigidity of the tire crown reduces unnecessary deformation (i.e., hysteresis deformation) in the crown area, reducing energy loss (heat generation) during tire rolling, thereby effectively reducing rolling resistance.

[0027] In some embodiments, the steel cords of the second winding reinforcement layer 3 form an angle of 0° to 3° with the center line of the tire crown. The steel cord strand unit of the second winding reinforcement layer 3 consists of 4 steel cords, using high elongation steel wires, and maintains a width difference of 10-15mm from that of the first belt layer 5.

[0028] Through the above structural design, the core function of the second winding reinforcement layer 3 is to limit circumferential deformation and improve structural stability. When the tire is inflated, the tire is prone to circumferential expansion. The first winding reinforcement layer 9, through its tight winding structure, generates a strong binding effect on the tire body and effectively resists the circumferential expansion of the tire body.

[0029] In some embodiments, the second winding reinforcement layer 3 can be continuously wound in a spiral or can be wound in a discontinuous manner, such as intermittent spiral winding (with a spacing of 1-3 mm between each crown band).

[0030] In some embodiments, the first belt layer 5 is the widest belt layer in the belt layer group, and its value is affected by the tire tread width, generally between 75% and 90% of the tire tread width. The steel cords of the first belt layer 5 form an angle of 14° to 16° with the center line of the tire crown.

[0031] In some embodiments, the first belt layer 5 is provided with edge-sealing films 6 at both ends.

[0032] The above structural design achieves physical isolation by setting the edge-wrapping rubber sheet 6, effectively dispersing end stress, thereby suppressing wear and damage and improving tire durability.

[0033] In some embodiments, the first winding reinforcement layer 9 is composed of 4 steel cords, using high elongation steel wires, and its width differs from that of the first belt layer 5 by 10-20 mm. The width difference between the first winding reinforcement layer 9 and the film layer 4 on the same side of the tire crown centerline is 19-52 mm.

[0034] In some embodiments, the first winding reinforcement layer 9 can be a continuous spiral winding or a discontinuous winding method such as intermittent spiral winding (the interval between each crown band is 1-3 mm).

[0035] In some embodiments, the steel cords of the second belt layer 8 form an angle of 14° to 16° with the center line of the tire crown.

[0036] In some embodiments, the width of the second belt layer 8 is defined by symmetrical points on both sides of the tire crown centerline. These symmetrical points are located at the midpoint between the endpoints of the first winding reinforcement layer 9 and the film layer 4 on either side.

[0037] In some embodiments, a shoulder is provided, with the shoulder pad rubber 7 located on the left and right sides of the tire, in contact with the tread 10, mainly located below the tread 10 and the first belt layer 5, and in contact with the second winding reinforcement layer 3. Its main function is to dissipate heat from the shoulder.

[0038] Another aspect of this invention provides a tire containing the aforementioned radial tire crown structure.

[0039] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0040] The above embodiments only illustrate several implementation methods of this utility model, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A crown structure for a heavy-duty radial tire, characterized in that, From the inside out, it includes an inner liner (1), a carcass (2), a belt layer group, and a tread (10). The belt layer assembly includes multiple belt layers, a film layer (4) and a first winding reinforcement layer (9), wherein the film layer (4) is disposed between the multiple belt layers; The first winding reinforcement layer (9) is disposed on the outside of the film layer (4), and the width of the first winding reinforcement layer (9) is greater than that of the film layer (4). The winding path of the first winding reinforcement layer (9) is as follows: starting from one side edge of the film layer (4), it is first wound to one side end of the first winding reinforcement layer (9), then the direction is reversed and wound upward. After reaching the other side end of the first winding reinforcement layer (9), it is reversed a second time until it reaches the other side edge of the film layer (4).

2. The tire crown structure for a heavy-duty radial tire according to claim 1, characterized in that, The steel cord of the first winding reinforcement layer (9) forms an angle of 0° to 3° with the center line of the tire crown.

3. The tire crown structure for a heavy-duty radial tire according to claim 1, characterized in that, The belt layer group also includes a second winding reinforcement layer (3), which is disposed on the outside of the tire carcass layer (2), and the steel cord of the second winding reinforcement layer (3) forms an angle of 0° to 3° with the center line of the tire crown.

4. The tire crown structure for a heavy-duty radial tire according to claim 3, characterized in that, A first belt layer (5) is provided between the second winding reinforcement layer (3) and the film layer (4), and the steel cord of the first belt layer (5) forms an angle of 14° to 16° with the center line of the tire crown.

5. The tread structure of a heavy-duty radial tire according to claim 4, characterized in that, A second belt layer (8) is provided on the outside of the first winding reinforcement layer (9), and the steel cord of the second belt layer (8) forms an angle of 14° to 16° with the center line of the tire crown.

6. The tire crown structure for a heavy-duty radial tire according to claim 4, characterized in that, The first belt layer (5) has edge-sealing films (6) at both ends.

7. The tire crown structure for a heavy-duty radial tire according to claim 5, characterized in that, The width of the first belt layer (5) is the widest in the belt layer group, and is 75%-90% of the tire running surface width.

8. The tire crown structure for a heavy-duty radial tire according to claim 7, characterized in that, The width of the steel wire cord of the first winding reinforcement layer (9) differs from that of the first belt layer (5) by 10-20 mm; The width difference between the first winding reinforcement layer (9) and the film layer (4) on the same side of the center line of the tire crown is 19-52 mm.

9. The tire crown structure for a heavy-duty radial tire according to claim 7, characterized in that, The width of the second winding reinforcement layer (3) differs from that of the first belt layer (5) by 10-15 mm.

10. A tire, characterized in that, The tire crown structure of a heavy-duty radial tire as described in any one of claims 1-9.

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