Novel tyre

Abstract

The utility model belongs to tire technical field discloses a novel tire, including tire body, when tire body is received along the load of vertical direction, tire body is compressed along the vertical direction, and tire body is outward convex along the both sides of horizontal direction, and horizontal direction and vertical direction are perpendicular to each other, tire body includes running surface and section, the running surface is the contact surface of tire body and load or ground, the section is the section between the both ends of tire body outward convex along the horizontal direction when tire body is compressed along the vertical direction, the area of running surface is less than the area of section, and the horizontal width TDW between running surface and the horizontal width SW of section satisfies, 0.7 < TDW / SW < 0.89. The utility model solves the problem of eccentric wear by optimizing tire ground contact shape, improves the driving mileage, reduces the ground contact pressure at the same time, reduces the damage degree of tire to ground, avoids the problem that the road surface is deformed due to the excessively high pressure, and further ensures that the intelligent rail can operate stably.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and in particular to a novel tire. Background Technology

[0002] Most intelligent rail transit systems use rubber tires, which are characterized by low noise, good comfort, and strong grip. However, due to the large size and unique appearance of the intelligent rail system, the tires are completely obscured by the vehicle body, and the airflow under the vehicle is poor. This leads to problems such as high tire temperatures and rapid wear loss during operation. Furthermore, the poor tire contact patch can cause uneven wear in the early stages, thus affecting tire lifespan. Specifically, the tires currently used in intelligent rail transit systems have the following shortcomings:

[0003] 1. Insufficient high-temperature durability, large single-tire load, high strength requirements, high tire heat generation, and prone to tire blowout;

[0004] 2. Insufficient mileage and poor tire contact patch shape can easily lead to uneven wear and abnormal wear.

[0005] 3. It causes significant damage to the road surface, has a high single-tire load, makes the road surface prone to depressions, and has high maintenance costs.

[0006] Therefore, tire improvements are needed to avoid uneven wear and ensure the stable operation of the intelligent rail system, which is a problem that needs to be solved by those in this field. Utility Model Content

[0007] The purpose of this invention is to provide a new type of tire that reduces aspect ratio, improves center of gravity stability, reduces single tire load, and reduces ground pressure, thereby ensuring the stable operation of the intelligent rail transit system.

[0008] To achieve this objective, the present invention adopts the following technical solution:

[0009] The new tire is characterized by comprising:

[0010] The tire body, when subjected to a load in the vertical direction, is compressed in the vertical direction and protrudes outward on both sides in the horizontal direction, the horizontal direction and the vertical direction being perpendicular to each other.

[0011] The tire body includes a running surface and a cross-section. The running surface is the contact surface between the tire body and the load or the ground. The cross-section is the cross section between the two ends of the tire body that protrude outward in the horizontal direction when the tire body is compressed in the vertical direction. The area of ​​the running surface is smaller than the area of ​​the cross-section, and the horizontal width TDW of the running surface and the horizontal width SW of the cross-section satisfy the condition 0.7 < TDW / SW < 0.89.

[0012] Alternatively, the driving surface may include a plurality of crown arcs, and the sum of the horizontal lengths of the plurality of crown arcs along the horizontal direction is half the horizontal width of the driving surface, i.e., TDW / 2.

[0013] Optionally, the coronal arcs are a first coronal arc and a second coronal arc, and the horizontal length of the outer wall of the first coronal arc along the horizontal direction is L1, and the horizontal length of the outer wall of the second coronal arc along the horizontal direction is L2, wherein L1 and L2 satisfy 0.35≤L1 / L2≤0.5.

[0014] Optionally, the plurality of coronal arcs may also include a third coronal arc, the outer wall of which has a horizontal length of L3 along the horizontal direction, wherein L3 satisfies 1.2≤L2 / L3≤1.25.

[0015] Optionally, the horizontal length L1 of the outer wall of the first crown arc along the horizontal direction also satisfies 0.1≤L1 / TDW≤0.2.

[0016] Optionally, the crown arc is a first crown arc and a second crown arc, and the height between the first crown arc and the inner wall of the tire body along the radial direction of the tire body is H1, the height between the second crown arc and the inner wall of the tire body along the radial direction of the tire body is H2, and the ratio of H1 / H2 is controlled within the range of 0.95-1.0.

[0017] Optionally, the plurality of crown arcs may also include a third crown arc, wherein the height of the third crown arc between itself and the inner wall of the tire body along the radial direction of the tire body is H3, and the ratio of H2 / H3 is controlled within the range of 0.83-0.90.

[0018] Optionally, the coronal arc may be a first coronal arc and a second coronal arc, with the outer diameter of the first coronal arc being R1 and the outer diameter of the second coronal arc being R2, wherein R1 and R2 satisfy 0.80≤R2 / R1≤0.85.

[0019] Optionally, the coronal arcs may also include a third coronal arc with an outer diameter of R3, and 0.66 ≤ R3 / R2 ≤ 0.72.

[0020] Optionally, during driving, the average ground pressure of the tire body is less than that of a conventional tire; the standard deviation of the linear load of the tire body is less than that of a conventional tire; and the shoulder pressure deficiency of the tire body is less than that of a conventional tire.

[0021] The beneficial effects of this utility model are:

[0022] This invention relates to a novel tire that limits the horizontal width of its running surface and cross-section when subjected to a vertical load. This controls the tire's aspect ratio and center of gravity, reduces the load on a single tire, and decreases the ground contact pressure, thereby optimizing tread deformation and the stress on the tread blocks to ensure uniform tire wear. Specifically, by optimizing the tire's ground contact shape, this invention solves the problem of uneven tire wear, effectively increases tire mileage, reduces ground contact pressure, minimizes tire damage to the ground, and prevents road surface deformation caused by excessive pressure, thus ensuring the stable operation of the intelligent rail transit system. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of the novel tire described in this embodiment of the utility model;

[0024] Figure 2 This is a diagram of the ground contact pattern of a tire under 120% load in existing technology;

[0025] Figure 3 This is a diagram of the ground contact pattern of a tire under 100% load in the prior art.

[0026] Figure 4 This is a diagram of the ground contact pattern of a tire under 80% load in existing technology;

[0027] Figure 5 This is a ground contact diagram of the novel tire described in this embodiment of the present invention under 120% load;

[0028] Figure 6 This is a ground contact shape diagram of the novel tire described in this utility model embodiment under 100% load;

[0029] Figure 7 This is a ground contact diagram of the novel tire described in this embodiment of the present invention under 80% load. Detailed Implementation

[0030] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar parts or parts having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0031] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0032] In the description of this utility model, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0033] The technical solution of this embodiment will be further described below with reference to the accompanying drawings and specific implementation methods.

[0034] like Figures 1 to 4 As shown, this utility model provides a novel tire, including a tire body. When the tire body is subjected to a load in the vertical direction, the tire body is compressed in the vertical direction, and the tire body protrudes outward on both sides in the horizontal direction, with the horizontal and vertical directions being perpendicular to each other. The tire body includes a running surface and a cross-section. The running surface is the contact surface between the tire body and the load or the ground. The cross-section is the section between the two ends of the tire body that protrude outward in the horizontal direction when the tire body is compressed in the vertical direction. The area of ​​the running surface is smaller than the area of ​​the cross-section, and the horizontal width TDW of the running surface and the horizontal width SW of the cross-section satisfy the condition 0.7 < TDW / SW < 0.89.

[0035] Specifically, in this embodiment, the novel tire limits the horizontal width of its running surface and cross-section when the tire body is subjected to a vertical load. This controls the tire's aspect ratio and center of gravity, reduces the load on a single tire, and decreases the ground contact pressure, thereby optimizing tread deformation and the stress on the tread blocks to ensure uniform tire wear. Specifically, by optimizing the tire's ground contact shape, this embodiment solves the problem of uneven tire wear, effectively increasing tire mileage while reducing ground contact pressure, minimizing tire damage to the ground, and preventing road surface deformation due to excessive pressure, thus ensuring stable operation of the intelligent rail system.

[0036] The specific structure of the new tire is described below.

[0037] like Figure 1 As shown, the novel tire in this embodiment includes a tire body. When the tire body is subjected to a vertical load, it is compressed in the vertical direction, and the upper and lower cross-sections are deformed by compression between the load or the ground, forming a driving surface. The driving surface includes multiple crown arcs. Specifically, when the tire body is subjected to a vertical load, it protrudes outward on both sides in the horizontal direction, and the cross-section between the two most protruding ends is a cross-section. In this embodiment, the horizontal width of the driving surface is set to TDW, and the horizontal width of the cross-section is SW. TDW and SW satisfy 0.7 < TDW / SW < 0.89 to ensure that its contact shape does not cause uneven tire wear.

[0038] Specifically, the midpoint of the driving surface in the tire body is set as point a. In this embodiment, the multiple crown arcs are the first crown arc, the second crown arc, and the third crown arc. The connection point between the first crown arc and the second crown arc is set as point b, the connection point between the second crown arc and the third crown arc is set as point c, and the other end point of the third crown arc away from the second crown arc is point d. Thus, the first crown arc is formed between points a and b, the second crown arc is formed between points b and c, and the third crown arc is formed between points c and d. By changing the length, shape, curvature, and other parameters of the multiple crown arcs, the contact patch shape of the tire can be adjusted.

[0039] For example, the horizontal length of the outer wall of the first crown arc in the horizontal direction is L1, the horizontal length of the outer wall of the second crown arc in the horizontal direction is L2, and the horizontal length of the outer wall of the third crown arc in the horizontal direction is L3. L1 and L2 satisfy 0.35 ≤ L1 / L2 ≤ 0.5, and L3 satisfies 1.2 ≤ L2 / L3 ≤ 1.25. Further, the horizontal length L1 of the outer wall of the first crown arc in the horizontal direction also satisfies 0.1 ≤ L1 / TDW ≤ 0.2. Further still, in this embodiment, the sum of the horizontal lengths of the multiple crown arcs in the horizontal direction is half the horizontal width of the driving surface, i.e., L1 + L2 + L3 = TDW / 2. This ensures that the pressure is evenly distributed when the tread of the new tire contacts the ground.

[0040] Furthermore, the vertical height between points a and d is set to h1, and the overall height of the tire body when subjected to a vertical load is H, where h1 < H. The magnitude of h1 represents the degree of deformation of the tire body after being subjected to force. The radial height between the first crown arc and the inner wall of the tire body is H1, the radial height between the second crown arc and the inner wall of the tire body is H2, and the radial height between the third crown arc and the inner wall of the tire body is H3. The ratio of H1 / H2 is controlled within the range of 0.95-1.0, and the ratio of H2 / H3 is controlled within the range of 0.83-0.90.

[0041] Accordingly, the outer diameter of the first crown arc is R1, the outer diameter of the second crown arc is R2, and the outer diameter of the third crown arc is R3. R1, R2, and R3 satisfy 0.80≤R2 / R1≤0.85 and 0.66≤R3 / R2≤0.72. Furthermore, by adjusting the parameters of the horizontal width, radial height, and outer diameter of multiple crown arcs, the effect of contour stress dispersion of the tire tread can be further ensured, ensuring that the tire tread can grow evenly when inflated.

[0042] Table 1

[0043]

[0044] As shown in the table above, under 100% load, the new tire has an average ground contact pressure of 0.71 MPa, a ground contact pressure standard deviation of 0.06 MPa, a line load standard deviation of 5.2 N / mm, and a shoulder pressure deficiency rate of 6.8%. In contrast, the existing tire design has an average ground contact pressure of 0.73 MPa, a ground contact pressure standard deviation of 0.07 MPa, a line load standard deviation of 15.5 N / mm, and a shoulder pressure deficiency rate of 18.8%. Figures 2-7 By comparing the grounding shape diagrams shown, it can be seen that, by comparing the tire of this embodiment with the tire of the conventional design, during the driving process, the average ground pressure of the tire under this embodiment is less than that under the conventional design; the standard deviation of the line load of the tire under this embodiment is also less than that under the conventional design; and the shoulder pressure deficiency of the tire under this embodiment is much less than that under the conventional design.

[0045] Table 2

[0046]

[0047] As shown in the table above, the new tire in this embodiment solves the problem of uneven tire wear by optimizing the tire's contact patch shape, which can effectively increase the tire's mileage. At the same time, it reduces the tire's contact patch pressure and reduces the degree of damage to the ground caused by the tire, i.e., road surface deformation caused by excessive pressure. In addition, the tire's profile and material distribution in this embodiment improve high-temperature durability, enabling it to adapt to the requirements of different temperature environments and providing better technical support.

[0048] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A novel tire, characterized in that, include: The tire body, when subjected to a load in the vertical direction, is compressed in the vertical direction, and the tire body protrudes outward on both sides in the horizontal direction, wherein the horizontal direction and the vertical direction are perpendicular to each other; The tire body includes a running surface and a cross-section. The running surface is the contact surface between the tire body and the load or the ground. The cross-section is the cross section between the two ends of the tire body that protrude outward in the horizontal direction when the tire body is compressed in the vertical direction. The area of ​​the running surface is smaller than the area of ​​the cross-section, and the horizontal width TDW of the running surface and the horizontal width SW of the cross-section satisfy the condition 0.7 < TDW / SW < 0.

89.

2. The novel tire according to claim 1, characterized in that, The driving surface includes multiple crown arcs, and the sum of the horizontal lengths of the multiple crown arcs along the horizontal direction is half the horizontal width of the driving surface, i.e., TDW / 2.

3. The novel tire according to claim 2, characterized in that, The coronal arcs are a first coronal arc and a second coronal arc, and the horizontal length of the outer wall of the first coronal arc along the horizontal direction is L1, and the horizontal length of the outer wall of the second coronal arc along the horizontal direction is L2, and L1 and L2 satisfy 0.35≤L1 / L2≤0.

5.

4. The novel tire according to claim 3, characterized in that, The plurality of coronal arcs also include a third coronal arc, the outer wall of which has a horizontal length of L3 along the horizontal direction, and L3 satisfies 1.2≤L2 / L3≤1.

25.

5. The novel tire according to claim 3, characterized in that, The horizontal length L1 of the outer wall of the first crown arc along the horizontal direction also satisfies 0.1≤L1 / TDW≤0.

2.

6. The novel tire according to claim 2, characterized in that, The multiple crown arcs are a first crown arc and a second crown arc, and the height between the first crown arc and the inner wall of the tire body along the radial direction of the tire body is H1, the height between the second crown arc and the inner wall of the tire body along the radial direction of the tire body is H2, and the ratio of H1 / H2 is controlled within the range of 0.95-1.

0.

7. The novel tire according to claim 6, characterized in that, The plurality of crown arcs also include a third crown arc, wherein the height between the third crown arc and the inner wall of the tire body along the radial direction of the tire body is H3, and the ratio of H2 / H3 is controlled within the range of 0.83-0.

90.

8. The novel tire according to claim 2, characterized in that, The coronal arcs are a first coronal arc and a second coronal arc, and the outer diameter of the first coronal arc is R1, the outer diameter of the second coronal arc is R2, and R1 and R2 satisfy 0.80≤R2 / R1≤0.

85.

9. The novel tire according to claim 8, characterized in that, The plurality of coronal arcs also include a third coronal arc, the outer diameter of which is R3, and 0.66≤R3 / R2≤0.

72.

10. The novel tire according to claim 1, characterized in that, During driving, the average ground pressure of the tire body is less than that of a conventional tire; the standard deviation of the linear load of the tire body is less than that of a conventional tire; and the shoulder pressure deficiency of the tire body is less than that of a conventional tire.

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