CN111422010A

CN111422010A - Anti-out-of-control tire under pressure loss condition

Info

Publication number: CN111422010A
Application number: CN202010222443.0A
Authority: CN
Inventors: 唐俊萍; 曹明; 柳云点; 陈绍孟; 刘吉镇; 尚永峰
Original assignee: Shandong Wanda Baotong Tyre Co ltd; Wanda Group Co Ltd
Current assignee: Shandong Wanda Baotong Tyre Co ltd; Wanda Group Co Ltd
Priority date: 2020-03-26
Filing date: 2020-03-26
Publication date: 2020-07-17

Abstract

The invention relates to the field of design of semi-steel radial car tires, in particular to an out-of-control-prevention tire under a pressure loss condition. The tire comprises a tread portion extending along the circumferential direction of the tire and being annular, a sidewall portion positioned on two sides of the tread portion and a pair of bead portions arranged on the inner side of the sidewall portion in the radial direction of the tire, wherein 1-2 layers of tire body layers are laid between the pair of bead portions and positioned around bead cores of the bead portions, the tire body layers are rolled up from the inner side to the outer side of the tire, filling rubber strips are arranged on the outer peripheral sides of the bead cores of the bead portions, a plurality of layers of belt layers are arranged on the outer peripheral sides of the tire body layers of the tread portion, and reinforcing layers with special structure sections are arranged between the tire body layers. Under the condition of air leakage and pressure loss of a running vehicle, a driver can normally operate the steering wheel to enable the vehicle to continue to run slowly and stop on the roadside purposefully, so that the phenomenon of collision caused by the fact that air leakage cannot stop or operation cannot be performed is prevented, and the running vehicle has certain controllability and does not reduce the comfort of tires.

Description

Anti-out-of-control tire under pressure loss condition

Technical Field

The invention relates to the field of design of semi-steel radial car tires, in particular to an out-of-control-prevention tire under a pressure loss condition.

Background

The types of tires currently on the market are mainly the common type and run-flat tires. Although conventional passenger tires provide some comfort, safety needs to be improved. Once the air leaks from the common tire, the vehicle can not move forward continuously, and a driver does not control the steering wheel easily, so that safety accidents are easy to happen; although the safety of the vehicle is greatly improved by the run-flat tire, the comfort of the tire in the use process is poor, and the tire cannot completely meet the requirements of most of cars in the current market.

Disclosure of Invention

In view of the above-mentioned deficiencies, the present invention provides a runaway prevention tire under a decompression condition.

The technical scheme adopted by the invention for solving the technical problems is as follows: the utility model provides an anti-runaway tire under decompression condition, includes along tire circumference extension and be annular tread portion, be located the sidewall of tread portion both sides and dispose in a pair of bead portion of the tire radial inboard of sidewall portion, it is a pair of 1-2 layers of carcass layer have laid between the bead portion, just the carcass layer is located the bead core periphery of bead portion, the carcass layer is rolled up from the tire inboard to the outside, the periphery side of each bead core of bead portion disposes the packing strip, the tread portion the periphery side of carcass layer disposes multilayer belted layer, it is special structure reinforcing layer to dispose the cross-section between the carcass layer of sidewall portion and the inner liner. The reinforcing layer is used for reinforcing the tire side part, the tire shoulder parts and the tire bead parts on two sides to improve the load supporting capacity of the tire side part, and the vehicle is guaranteed to have certain controllability under the pressure loss condition.

Preferably, the upper part of the special structure reinforcing layer is 15 mm-25 mm away from the widest belt layer end part, so that the riding comfort during normal driving can be improved, the bending of the bead part during driving in a decompression process can be restrained, and the strain of the rim cushion rubber layer abutted with the rim flange can be reduced.

Preferably, the special structure reinforcing layer is applied to the outer side of the tire body layer in the range of 15% -75% of the tire section height SH, and the width of the special structure reinforcing layer is more than or equal to 45% of the tire section height.

Preferably, the maximum thickness of the special structure reinforcing layer is 3-6 mm and is equal to 40-60% of the thickness of the whole tire side portion.

Preferably, the tan of the rubber composition of the special structure reinforcing layer at 60 ℃ is 0.010-0.080, and the hardness of the rubber composition of the special structure reinforcing layer at 20 ℃ is 68-80 Shore hardness.

The special structural reinforcing layer plays an important role as the most critical component in the loss control prevention tire. The formula performance requirements of the annular rubber reinforcing layer with a special shape are high ductility, high modulus, low heat generation, excellent flexibility and high temperature resistance.

Preferably, the rubber composition constituting the bead filler has a tan of 0.030 to 0.110 at 60 ℃ and the hardness of 75 to 85 Shore at 20 ℃.

Preferably, the reinforcing layer of a specific structure is composed of an inner circumferential portion and an outer circumferential portion connected in the tire radial direction, and the rubber composition constituting the outer circumferential portion has a hardness at 20 ℃ lower than that of the rubber composition constituting the inner circumferential portion at 20 ℃. This can further improve the riding comfort during normal running.

Preferably, a belt cover layer is provided on an outer peripheral side of the belt layer, and the belt cover layer is formed of a composite fiber cord formed by twisting low elastic threads and high elastic threads having different elastic moduli. This prevents the tread portion from bending during run-flat running, and improves durability. In addition, in the case where such a belt cover layer is added, since the rigidity of the tread portion becomes high, the steering stability during normal running can also be improved.

The invention has the beneficial effects that: according to the anti-runaway tire under the pressure loss condition, the reinforcing layer with the special structure is additionally arranged on the side part of the tire, so that a driver can normally operate the steering wheel to enable the vehicle to continue to run slowly and stop on the roadside purposefully under the condition of air leakage and pressure loss of a running vehicle, the phenomenon of collision caused by the fact that the vehicle is not stopped before air leakage or cannot be controlled is prevented, and the anti-runaway tire has certain controllability and does not reduce the comfort of the tire.

Drawings

FIG. 1 is a front side cross-sectional pictorial illustration of the present invention;

FIG. 2 is a rear cross-sectional pictorial illustration of the present invention;

FIG. 3 is a cross-sectional view of a reinforcement layer of a particular construction of the present invention.

Wherein, 1, tread portion, 2, sidewall portion, 3, bead portion, 4, carcass portion, 5, bead core, 6, bead filler, 7, inner liner, 8, belt layer, 9, belt cover layer, 10, tread rubber layer, 11, special structure reinforcing layer, 12, sidewall rubber layer, 13, rim cushion rubber layer, 14, thin wall area, 15, minimum wall thickness portion, 1101, outer peripheral portion, 1102, inner peripheral portion.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or the orientations or positional relationships that the products of the present invention are conventionally placed in use, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

The run-flat tire under a pressure loss condition shown in fig. 1 to 3 includes a tread portion 1 extending in a tire circumferential direction to be annular, a pair of sidewall portions 2 disposed on both sides of the tread portion 1, and a pair of bead portions 3 disposed on the inner side of the sidewall portions 2 in the tire radial direction. At least 2 carcass layers 4 are stretched between the pair of bead portions 3. The carcass layer 4 includes a plurality of carcass cords in the tire radial direction. The carcass layer 4 is wound up from the inner side to the outer side of the tire around the bead core 5 disposed in each bead portion 3. As the carcass cord of the carcass layer 4, an organic fiber cord is preferably used. A bead filler 6 having a triangular cross section is disposed on the outer periphery of each bead core 5. An inner liner 7 is disposed in a region between the bead portions 3.

On the other hand, a plurality of belt layers 8 are embedded in the tread portion 1 on the outer circumferential side of the carcass layer 4. These belt layers 8 include a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged to cross each other between the layers. In the belt layer 8, the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set to a range of, for example, 20 ° to 40 °. As the reinforcing cords of the belt layer 8, steel cords are preferably used, and at least 1 layer of a belt cover layer 9 in which the reinforcing cords are arranged at an angle of 5 ° or less with respect to the tire circumferential direction is disposed on the outer circumferential side of the belt layer 8 for the purpose of improving the high-speed durability of the tire. The belt cover layer 9 is preferably of a seamless structure formed by continuously winding an elongated material, in which at least 1 reinforcing cord is aligned and coated with rubber, in the tire circumferential direction. Further, the belt cover layer 9 may be configured to cover the entire area in the width direction of the belt layer 8. As the reinforcing cord of the belt cover layer 9, an organic fiber cord of nylon, aramid, or the like is preferably used. Further, a tread rubber layer 10 is disposed on the outer side of the belt layer 8 and the belt cover layer 9 in the tread portion 1. A special structural reinforcing layer 11 having a special shape in cross section for enabling the loss control tire to normally run is disposed between the carcass layer 4 and the inner liner 7 in the sidewall portion 2. A side rubber layer 12 is disposed on the outer side of the carcass layer 4 in the side portion 2. A rim cushion rubber layer 13 is disposed on the outer side of the carcass layer 4 in the bead portion 3.

By thus disposing the minimum thickness portion 15 in the range from the center position P1 of the tread portion 1 to the tire maximum width position P2 between the end of the belt layer 8 and the position of 50% to 70% of the tire section height SH, the thin region 17 is formed, thereby improving the riding comfort during normal running.

Here, if the thickness of the minimum thickness portion 15 is less than 50% of the maximum thickness, the durability of the anti-runaway tire during running is reduced, whereas if the thickness of the minimum thickness portion 15 is greater than 80% of the maximum thickness, the riding comfort during normal running is reduced.

If the distance between the position of the special structure reinforcing layer 11 and the end point of the belt ply 8 is more than 25mm, the bearing and supporting capacity of the tire bead part is reduced when the anti-runaway tire runs in the decompression process, and the controllability of the tire is reduced.

In the anti-runaway tire, the tan of the rubber composition forming the special structure reinforcing layer 11 at 60 ℃ is 0.010-0.080, and the hardness of the rubber composition forming the special structure reinforcing layer 11 at 20 ℃ is 68-80 Shore hardness. If the tan of the rubber composition of the reinforcing layer 11 having a special structure is too small, it is not favorable for cost control and balance of physical properties, and if it is too large, the durability of the anti-runaway tire during running is lowered. If the rubber composition of the special structure reinforcing layer 11 is too soft, the durability of the out-of-control tire during running is reduced, whereas if it is too hard, the ride comfort during normal running is deteriorated.

In the above-mentioned loss control-preventing tire, the formulation design of the special structure reinforcing layer 11 generally adopts a high-sulfur and high-speed vulcanization system to obtain higher tensile strength and modulus, and the scorching time and vulcanization speed of the rubber compound and the processability of the rubber compound should be considered.

The rubber composition constituting the bead filler 6 may have a tan of 0.030 to 0.110 at 60 ℃ and the hardness of the rubber composition constituting the bead filler 6 may be 75 to 85 Shore hardness at 20 ℃. If tan of the rubber composition of the bead filler 6 is too small, it is not favorable for cost control and balance of physical properties, and if too large, durability during running of the anti-runaway tire is lowered. If the rubber composition of the bead filler 6 is too soft, the durability of the out-of-control tire during running is reduced, whereas if it is too hard, the ride comfort during normal running is deteriorated.

By constituting the special structure reinforcing layer 11 (i.e., divided into the outer peripheral portion 1101 and the inner peripheral portion 1102) with a plurality of rubber compositions having different physical properties as needed as described above, the portion (the outer peripheral portion 1101) on the side farther from the bead portion 3 is made relatively soft, and the riding comfort during normal running can be further improved.

As shown in fig. 1 and 2, the belt cover layer 9 is disposed on the outer peripheral side of the belt layer 8, and a composite fiber cord obtained by twisting low elastic threads and high elastic threads having different elastic moduli may be used as the reinforcing cord of the belt cover layer 9. By constituting the belt cover layer 9 by the composite fiber cord in which the low elastic cord and the high elastic cord having different elastic moduli from each other are twisted, it is possible to mutually compensate for the disadvantage of the low elastic fiber cord that is difficult to obtain the strain recovery associated with the heat generation at high temperature and the disadvantage of the high elastic fiber cord that is inferior in the compression fatigue property and/or the adhesion property. As a result, the tread portion 1 can be prevented from being bent during the out-of-control tire running, and the durability can be improved. In addition, in the case where such a belt cover layer 9 is added, since the rigidity of the tread portion 1 is high, the steering stability and the riding comfort during normal running can be improved.

The carcass layer 4 shown in fig. 1 and 2 is composed of a 2-ply carcass ply in which a plurality of reinforcing cords arranged in parallel are covered with a coating rubber, and the carcass layer 4 is composed of a main body portion extending annularly between a pair of bead cores 5 embedded in the bead portion 1, and a folded portion folded radially outward from the inner side toward the outer side in the tire width direction around each bead core 5. However, in the loss-prevention tire of the present invention, the ply number and the structure of the carcass layer 4 are not limited thereto. The carcass layer 4 has a carcass cord having a radial structure inclined at an angle of 60 to 90 ° with respect to the tire equatorial plane, and an organic fiber cord such as polyester, nylon, or aramid can be suitably used.

Fig. 3 is a size view of the special structure reinforcing layer 11, the shape of the special structure reinforcing layer 11 is a polygon, and 4 patterns are provided in fig. 3, but not limited to the 4 patterns. Wherein

patterns

1 and 2 are single glue structures and

patterns

3 and 4 are double glue structures. The special structure reinforcing layer has the main dimensions as follows:

width L, designing different widths according to different specifications;

thickness H: 3 mm-6 mm;

width L1: L1 ═ 0.4-0.5 ═ L;

width L2: L2: 0.25 × L;

soft gum hardness: the soft rubber part corresponds to the outer peripheral part 1101 in the figure 1, and the hardness is 68-75 Shore hardness;

hard rubber hardness: the hard rubber part corresponds to the inner peripheral part 1102 in the figure 1, and the hardness is 75-80 Shore hardness;

the edge thickness is uniformly 0.5 mm.

The special structure reinforcing layer 11 adopts natural rubber and high cis-cis-butadiene rubber which are matched according to a certain proportion, and the molecular weight of the cis-butadiene rubber and the natural rubber is soft, so that the flexing resistance (the comfort of the tire) and the heat buildup reduction of the reinforcing layer are ensured; the carbon black adopts a high-structure and fast-extrusion carbon black N550, so that the physical and mechanical properties of the rubber material can be ensured, the process performance of the rubber material can be improved, the dimensional stability of the rubber strip of the reinforcing layer can be ensured, and the heat generation property of the rubber material can be reduced. Proper amount of zinc oxide is added into the formula of the rubber material of the reinforcing layer, so that the high temperature resistance and the heat conductivity of the vulcanized rubber can be improved.

Name of Material	PHR
		Natural rubber (SMR20)	65.00
High cis butadiene rubber (Langsheng company product)	35.00
		N550 (product of Cabot corporation)	58.00
Zinc oxide	5.00
		Stearic acid	2.00
Antioxidant 6PPD (N- (1, 3-dimethylbutyl) -N' -phenyl-p-phenylenediamine)	1.50
		Anti-aging agent TMQ (2,2, 4-trimethyl-1, 2-dihydroquinoline polymer)	1.00
Microcrystalline wax	1.00
		Accelerator CBS (N-cyclohexyl-2-benzothiazolesulfenamide)	1.60
Sulfur OT20	2.50

The above embodiments are only specific examples of the present invention, and the protection scope of the present invention includes but is not limited to the product forms and styles of the above embodiments, and any suitable changes or modifications made by those skilled in the art according to the claims of the present invention shall fall within the protection scope of the present invention.

Claims

1. An anti-runaway tire under a decompression condition is characterized in that: the tire comprises a tread portion extending in the circumferential direction of a tire and being annular, a sidewall portion located on both sides of the tread portion, and a pair of bead portions arranged on the inner side of the tire radial direction of the sidewall portion, wherein 1-2 layers of carcass layers are laid between the bead portions, the carcass layers are located around bead cores of the bead portions, the carcass layers are rolled up from the inner side to the outer side of the tire, filling rubber strips are arranged on the outer peripheral sides of the bead cores of the bead portions, a plurality of belt layers are arranged on the outer peripheral sides of the carcass layers of the tread portion, and reinforcing layers with special structures in cross sections are arranged between the carcass layers and inner liners of the sidewall portion.

2. The run-flat tire of claim 1, wherein: the upper part of the special structure reinforcing layer is 15-25 mm away from the end part of the widest belt layer.

3. The run-flat tire under no-pressure condition of claim 2, wherein: the special structure reinforcing layer is arranged on the outer side of the tire body layer and is applied in the range of 15% -75% of the tire section height SH, and the width of the special structure reinforcing layer is more than or equal to 45% of the tire section height.

4. The run-flat tire of claim 3, wherein: the maximum thickness of the special structure reinforcing layer is 3-6 mm and is equal to 40-60% of the thickness of the whole tire side portion.

5. The run-flat tire of claim 4, wherein: the tan of the rubber composition of the special structure reinforcing layer at 60 ℃ is 0.010-0.080, and the hardness of the rubber composition of the special structure reinforcing layer at 20 ℃ is 68-80 Shore hardness.

6. The run-flat tire of claim 5, wherein: the rubber composition constituting the bead filler has a tan of 0.030 to 0.110 at 60 ℃ and a hardness of 75 to 85 Shore at 20 ℃.

7. The run-flat tire of claim 6, wherein: the reinforcing layer of a special structure is composed of an inner peripheral portion and an outer peripheral portion which are connected in the tire radial direction, and the hardness of the rubber composition constituting the outer peripheral portion at 20 ℃ is smaller than the hardness of the rubber composition constituting the inner peripheral portion at 20 ℃.

8. The run-flat tire of claim 7, wherein: the outer peripheral side of the belt layer is provided with a belt covering layer which is composed of a composite fiber cord formed by twisting low elastic threads and high elastic threads with different elastic moduli.