CN113183687A

CN113183687A - Inflation-free hollow tire and manufacturing method thereof

Info

Publication number: CN113183687A
Application number: CN202110652610.XA
Authority: CN
Inventors: 徐鹏
Original assignee: Shandong Mclaren Tire Co ltd
Current assignee: Shandong Mclaren Tire Co ltd
Priority date: 2021-05-06
Filing date: 2021-06-11
Publication date: 2021-07-30

Abstract

The invention discloses an inflation-free hollow tire and a preparation method thereof, wherein the inflation-free hollow tire comprises an inner ring layer, a middle ring layer, a hollow layer and an outer ring layer from inside to outside in sequence, wherein the inner ring layer comprises a band layer and a tire bead layer from inside to outside in sequence, and the middle ring layer comprises a tire shoulder layer and a middle inner ring layer from inside to outside in sequence; the outermost of outer ring layer is the tread, and tread and road surface contact, the band layer is installed on the rim of vehicle, and the fretwork layer is arranged multiunit shock attenuation unit along the hoop array, and every group shock attenuation unit includes first shock attenuation hole, second shock attenuation hole, third shock attenuation hole and fourth shock attenuation hole, the edge department circular arc transition in first shock attenuation hole, second shock attenuation hole, third shock attenuation hole and fourth shock attenuation hole. The hollow tire structure is a reasonable structure obtained by calculation and optimization by using a finite element method, and the designed through holes are reasonably distributed in the support body along the radial direction and the annular direction, so that the shock absorption effect is achieved, the weight of the tire can be effectively reduced, the improvement of heat convection with the outside is facilitated, the heat generated by rubber due to repeated deformation in the running process of the tire is rapidly dissipated, the wear resistance of the tire is improved, and the service life of the tire is prolonged.

Description

Inflation-free hollow tire and manufacturing method thereof

Technical Field

The invention relates to the technical field of tire preparation, in particular to an inflation-free hollow tire and a manufacturing method thereof.

Background

The inflation-free hollow tire supports load through self structure without using high-pressure air, so the inflation-free hollow tire has the advantage of tire burst prevention, can be arranged on small vehicles and heavy equipment vehicles, plays a role in supporting vehicle load, transmits the power of the vehicles to the ground, and reduces vibration and impact from the ground in the driving process of the vehicles.

The inflation-free hollow tire is generally used for 40-80 kilometers per hour, is used for low-speed vehicles, special vehicles or non-motor vehicles and tricycles, and is generally divided into a rubber tire and a polyurethane tire, wherein the bearing capacity of the polyurethane tire is far higher than that of the rubber tire, but the hardness of the polyurethane tire is high, the buffering performance is weak, the inflation-free hollow tire is suitable for an electric automatic loading vehicle, the inflation-free hollow tire mainly runs indoors, the elasticity of the rubber tire is high, the inflation-free hollow tire is mainly applied to propane liquefied gas power and internal combustion engine type automatic loading vehicles, the inflation-free hollow tire can run indoors and outdoors, and therefore people have higher requirements on the driving comfort and the traction of the rubber tire.

The deformation of the spokes of the conventional hollow tire tends to be larger on the outer end side than on the inner end side. On the other hand, the durability of the tire bead is also affected by repeated deformation and heat generation due to the deformation. Therefore, in order to improve the durability of the spoke, the structure of the hollow tire is designed scientifically and reasonably, and it is important that the deformation force is dispersed so that the spoke does not generate local large deformation.

The non-pneumatic tire prepared by the existing process has the characteristics of load support and noise, vibration and smoothness which cannot be combined, and the characteristics of the tire in the aspects of noise, vibration and smoothness are generally poor when the load support performance of the tire is good; when the noise, vibration, and smoothness of the tire and the acoustic roughness are improved, the load support characteristics thereof are poor.

Disclosure of Invention

In order to solve the problems, the invention aims to provide an inflation-free hollow tire and a manufacturing method thereof.

In order to achieve the purpose, the invention is realized by the following technical scheme:

a method for manufacturing an inflation-free hollow tire,

an inflation-free hollow tire comprises an inner ring layer, a middle ring layer, a hollow layer and an outer ring layer from inside to outside in sequence, wherein the inner ring layer comprises a band layer and a tire lip layer from inside to outside in sequence, and the middle ring layer comprises a tire shoulder layer and a middle inner ring layer from inside to outside in sequence;

the outermost edge of the outer ring layer is a tread, the tread is in contact with the road surface, the belting layer is installed on a rim of a vehicle, a plurality of groups of damping units are distributed in an array mode in the circumferential direction on the hollowed-out layer, each group of damping units comprises a first damping hole, a second damping hole, a third damping hole and a fourth damping hole, and the corners of the first damping hole, the second damping hole, the third damping hole and the fourth damping hole are in arc transition;

first shock attenuation hole is the quadrangle, the second shock attenuation hole is the pentagon of each angle circular arc transition, third shock attenuation hole is the trapezoidal of each angle circular arc transition, the fourth shock attenuation hole is the U type of fillet transition, adjacent first shock attenuation hole and second shock attenuation hole constitute first buffering spoke jointly, adjacent third shock attenuation hole and fourth shock attenuation hole constitute second buffering spoke jointly, adjacent first shock attenuation hole and third shock attenuation hole constitute first spoke jointly, adjacent second shock attenuation hole and third shock attenuation hole constitute the second spoke jointly, adjacent second shock attenuation hole and fourth shock attenuation hole constitute the third spoke jointly.

Preferably, the area of the damping hole in the damping unit is the second damping hole, the third damping hole, the first damping hole and the fourth damping hole in sequence from large to small.

Preferably, the first spoke is longer than the second spoke, the first spoke and the second spoke are intersected at an angle of 45 degrees and are in arc transition connection with the first buffering spoke; the second spoke is shorter than the third spoke, the second spoke and the third spoke intersect at an angle of 75 degrees, and the second buffer spoke is connected in a circular arc transition;

the first, second, third, first and second buffer spokes are equal in width and thickness.

The invention also discloses a preparation method of the inflation-free hollow tire, which comprises the following steps:

firstly, rubber and auxiliary materials are placed into an internal mixer to be internally mixed to obtain mixed rubber, and the mixed rubber is repeatedly rolled into a rubber membrane with the thickness of 11-25 mm by a calender;

calculating the mass of the rubber diaphragm required by each of the inner ring layer, the middle ring layer, the hollow layer and the outer ring layer for later use;

thirdly, adding a rubber diaphragm with the mass required by the inner ring layer into the mold, pre-vulcanizing for 14-18 minutes at 110-163 ℃, opening left and right petals of the inner ring layer of the mold, replacing the left and right petals required by the middle ring layer, adding a rubber diaphragm with the mass required by the middle ring layer, closing the left and right petals required by the middle ring layer, pre-vulcanizing for 3-4 minutes at 110-163 ℃, replacing the left and right petals required by the hollowed layer, adding a rubber diaphragm with the mass required by the hollowed layer, closing the left and right petals required by the hollowed layer, pre-vulcanizing for 2-4 minutes at 110-163 ℃, replacing the left and right petals required by the outer ring layer, adding a rubber diaphragm with the mass required by the outer ring layer, closing the left and right petals required by the outer ring layer, applying pressure to 2000000 MPa to the mold, adjusting the temperature to 163 ℃, and vulcanizing for 10-30 minutes to obtain the inflation-free hollowed tire.

Preferably, the rubber and the auxiliary materials comprise, by weight, 100 parts of rubber, 20 parts of short cotton fiber, 30-60 parts of carbon black, 5-10 parts of zinc oxide, 0.5-4 parts of stearic acid, 1-5 parts of nickel dibutyl dithiocarbamate, 1-5 parts of sulfur, 0.5-2 parts of sulfenamide accelerator, 0.1-0.4 part of N-cyclohexyl thiophthalimide, 1-5 parts of silane coupling agent and 0-2 parts of modifier;

the modifier is one or two of aromatic oil, C9 petroleum resin, tert-butyl hydroquinone or cobalt boracylate.

Preferably, the rubber and the auxiliary materials are placed into an internal mixer to be internally mixed to obtain mixed rubber, and the mixed rubber is repeatedly calendered by a calender to form a rubber membrane with the thickness of 11-25 mm, and the method specifically comprises the following steps:

A. plastic stage: adding 100 parts by weight of rubber, 20 parts by weight of short staple fiber of cotton, 30-60 parts by weight of carbon black, 5-10 parts by weight of zinc oxide, 0.5-4 parts by weight of stearic acid, 1-5 parts by weight of nickel dibutyl dithiocarbamate, 1-5 parts by weight of silane coupling agent and 0-2 parts by weight of modifier into an internal mixer, carrying out plastic molding for 1-2 hours at 160-170 ℃, and carrying out rubber discharge, tabletting and cooling to below 100 ℃ to obtain master batch;

the modifier is one or two of aromatic oil, C9 petroleum resin, tert-butyl hydroquinone or cobalt boracylate;

B. banburying stage: and B, adding 1-5 parts of sulfur, 0.5-2 parts of sulfenamide accelerator and 0.1-0.4 part of N-cyclohexyl thiophthalimide into the master batch in the step A, heating to 160-170 ℃, banburying for 1-2 hours, tabletting, cooling, and rolling for multiple times by a calender to form the rubber diaphragm with the thickness of 11-25 mm.

Preferably, when preparing the rubber membranes of the inner ring layer, the middle ring layer and the outer ring layer, attaching rubberized tire cord fabric with the thickness of 0.25-0.45 mm on the surface of the rubber membrane in the step I.

Compared with the prior art, the invention has the following advantages:

the hollow tire structure is a reasonable structure obtained by calculation and optimization by using a finite element method, and the designed through holes are reasonably distributed in the support body along the radial direction and the annular direction, so that the shock absorption effect is achieved, the weight of the tire can be effectively reduced, the improvement of heat convection with the outside is facilitated, the heat generated by rubber due to repeated deformation in the running process of the tire is rapidly dissipated, the wear resistance of the tire is improved, and the service life of the tire is prolonged.

In addition, the size of each damping hole can be adjusted to realize that the bearing capacity of the tire meets the load requirements of various vehicles from light load to heavy load. Between first spoke and second spoke and third spoke, set up the buffering spoke, play and prevent that each spoke from warping too big and leading to excessive bending, can also play the effect that supplementary spoke recovers fast, be favorable to having the shock of buffering coming from the road surface and the ability of assaulting to the bearing capacity of tire has been improved, has prolonged the life of tire. In actual use, the hollow tire of the present invention can greatly improve durability while maintaining excellent ride comfort, and is particularly suitable for use under severe working environments.

The preparation method of the inflation-free hollow tire adopts the pre-vulcanization treatment from inside to outside, the inner layer structure is always positioned in the pre-vulcanization temperature treatment after the rubber membrane of the outer layer is added, and finally the tire is integrally pressurized, heated and vulcanized, so that the obtained tire is not layered and compact in structure, and the tire adopts the pre-vulcanization treatment at different time according to the structure of each layer, so that the tire has high elasticity, and can meet the requirement of comfort level.

Drawings

FIG. 1 is a side view of an airless and hollowed-out tire as a whole;

FIG. 2 is a schematic cross-sectional view taken along line A-A' of FIG. 1;

fig. 3 is an enlarged view of a portion B in fig. 2;

FIG. 4 is a schematic cross-sectional view of the deformation magnitude of an airless fretted tire when a load is applied;

fig. 5 is an enlarged view of a deformed portion of fig. 4.

Reference numerals

10 tread, 20 outer ring layer, 110 band layer, 120 child lip layer, 130 shoulder layer, 140 middle inner ring layer, 100 fretwork layer, P1 first shock attenuation hole, P2 second shock attenuation hole, P3 third shock attenuation hole, P4 fourth shock attenuation hole, the corner of R1 first shock attenuation hole, the corner of R2 second shock attenuation hole, the corner of R3 third shock attenuation hole, the corner of R4 fourth shock attenuation hole, 213 first spoke, 212 second spoke, 211 third spoke, 150 first buffering spoke, 151 second buffering spoke.

Detailed Description

The invention aims to provide an inflation-free hollow tire and a manufacturing method thereof, and the inflation-free hollow tire is realized by the following technical scheme:

the C9 petroleum resin used in the examples of the present invention was produced by Istmann chemical Co.

An inflation-free hollow tire is sequentially provided with an inner ring layer, a middle ring layer, a hollow layer 100 and an outer ring layer 20 from inside to outside as shown in figures 1-4, wherein the inner ring layer is sequentially provided with a band layer 110 and a tire bead layer 120 from inside to outside, and the middle ring layer is sequentially provided with a tire shoulder layer 130 and a middle inner ring layer 140 from inside to outside;

the outermost edge of the outer ring layer 20 is a tread 10, the tread 10 is in contact with the road surface, the belting layer 110 is mounted on the rim of the vehicle, the hollow-out layer 100 is arranged with a plurality of groups of damping units along the ring direction, each group of damping units comprises a first damping hole P1, a second damping hole P2, a third damping hole P3 and a fourth damping hole P4,

the corners of the first damping hole P1, the second damping hole P2, the third damping hole P3 and the fourth damping hole P4 are in arc transition, and the corner arcs of the damping holes are schematically shown in FIG. 3;

the first damping holes P1 are quadrangles with circular arc transition of each corner, the second damping holes P2 are pentagons with circular arc transition of each corner, the third damping holes P3 are trapezoids with circular arc transition of each corner, the fourth damping holes P4 are U-shaped with circular arc transition, the adjacent first damping holes P1 and the second damping holes P2 jointly form the first damping spoke 150, the adjacent third damping holes P3 and the fourth damping holes P4 jointly form the second damping spoke 151, the adjacent first damping holes P1 and the third damping holes P3 jointly form the first spoke 213, the adjacent second damping holes P2 and the third damping holes P3 jointly form the second spoke 212, and the adjacent second damping holes P2 and the fourth damping holes P4 jointly form the third spoke 211.

The band layer 110, the bead layer 120, the shoulder layer 130, the middle inner ring layer 140, the outer ring layer, the first buffer spoke 150, the second buffer spoke 151, the first spoke 213, the second spoke 212 and the third spoke 211 in the hollow layer 100 together form a support body of the hollow tire.

The belt layer 110, the bead layer 120, the shoulder layer 130, the middle inner ring layer 140 and the hollow layer 100 have a shape corresponding to the overall shape of the inflation-free hollow tire, such as a circular ring shape.

The band layer 110 and the outer ring layer both have a predetermined width and have a band shape with two ends looped, and the width of the band layer 110 and the outer ring layer in the radial direction is 3-45 mm. The band layer 110 and the outer ring layer are connected to each other by buffer spokes or spokes in the hollowed-out layer 100.

The tread can be designed according to the needs, such as different patterns.

The band layer 110 is attached to a rim of a vehicle, and the shape of the band layer 110 may be made according to the shape or outer shape of the rim.

The outer circumferential surface of the outer ring layer may be provided with a shear ring, and the shear ring may be provided in a shape corresponding to the shape of the outer ring layer along the circumferential direction of the outer ring layer. The shearing ring can mainly reduce the initial pressure applied to the inflation-free hollow tire and disperse the pressure to the upper part of the inflation-free hollow tire, and can be made of a steel belt layer or a composite material containing cotton short fibers. For example, the shear ring may be made of CFRP (carbon fiber reinforced plastic), or formed in a single layer or a multi-layer steel cord composite.

Preferably, the shock absorbing holes in the shock absorbing unit have areas of the second shock absorbing hole P2, the third shock absorbing hole P3, the first shock absorbing hole P1 and the fourth shock absorbing hole P4 in order from large to small.

As can be seen from fig. 4 and 5, the first to fourth shock absorbing holes of the invention are arranged in a staggered manner to form a spring structure cross section with a similar S shape, so as to form the first spoke 150, the second spoke 151, the first spoke 213, the second spoke 212 and the third spoke 211, the thickness of the inclined parts of the spokes can be changed differently, the stress bearing of each part of the tire is different, the black parts in the figures are the stress rendering of the tire, and the inflation-free hollow tire of the invention can control the overall rigidity of the inflation-free tire in the vertical direction, thereby reducing the vibration or impact during driving to improve the riding comfort.

Preferably, the first spoke 213 is longer than the second spoke 212, and the first spoke 213 and the second spoke 212 intersect at an angle of 45 degrees and are transitionally connected with the first buffer spoke 150 by a circular arc; second spoke 212 is shorter than third spoke 211, second spoke 212 and third spoke 211 intersect at an angle of 75 degrees, and second buffer spoke 151 transitions in a circular arc;

FIG. 4 is a cross-sectional view showing the deformation amplitude of the non-pneumatic tire of the present invention when a load is applied thereto, and when a load is applied thereto, the impact is transmitted to the intermediate inner ring layer 140 along the first spokes, in which case the load is not concentrated on the first spokes on which the impact is applied, but is dispersed to and absorbed by the other adjacent first spokes through the outer ring layer, so that the non-pneumatic tire of the present invention can improve the load supporting performance and the shock absorbing effect;

the first spoke 213, the second spoke 212, the third spoke 211, the first buffer spoke 150 and the second buffer spoke 151 are equal in width and thickness, all of the intersections of the spokes and the buffer spokes are in circular arc transition, and are collectively referred to as spokes, and the tensile modulus of the whole spoke is 35MPa to 250MPa, and the flexural modulus is 40MPa to 300 MPa.

The sulfenamide accelerator can be selected from N-tertiary butyl-2-benzothiazole sulfenamide (NS), N-cyclohexyl-2-benzothiazole sulfenamide (CZ) and N, N; dicyclohexyl-2-benzothiazolesulfenamide (DZ), N-oxydiethylene-2-benzothiazolesulfenamide (NOBS), N-oxydiethylenethiocarbamoyl-N' -oxydiethylene sulfenamide (OTOS), and the like;

the invention is further described with reference to specific examples.

Example 1

An inflation-free hollow-out tire 1 is sequentially provided with an inner ring layer, a middle ring layer, a hollow-out layer 100 and an outer ring layer 20 from inside to outside as shown in figures 1-5, wherein the inner ring layer is sequentially provided with a band layer 110 and a bead layer 120 from inside to outside, and the middle ring layer is sequentially provided with a tire shoulder layer 130 and a middle inner ring layer 140 from inside to outside;

the outermost edge of the outer ring layer 20 is a tread 10, the tread 10 is in contact with the road surface, the belting layer 110 is mounted on a rim of a vehicle, a plurality of groups of damping units are distributed in an annular array in the hollow layer 100, each group of damping units comprises a first damping hole P1, a second damping hole P2, a third damping hole P3 and a fourth damping hole P4, and as shown in FIG. 3, the corners of the first damping hole P1, the corners of the second damping hole P2, the corners of the third damping hole P3 and the corners of the fourth damping hole P4 are all in circular arc transition;

the first damping holes P1 are quadrangles, the second damping holes P2 are pentagons in arc transition of each corner, the third damping holes P3 are trapezoids in arc transition of each corner, the fourth damping holes P4 are U-shaped in fillet transition, the adjacent first damping holes P1 and the second damping holes P2 jointly form the first damping spoke 150, the adjacent third damping holes P3 and the fourth damping holes P4 jointly form the second damping spoke 151, the adjacent first damping holes P1 and the adjacent third damping holes P3 jointly form the first spoke 213, the adjacent second damping holes P2 and the third damping holes P3 jointly form the second spoke 212, and the adjacent second damping holes P2 and the fourth damping holes P4 jointly form the third spoke 211.

The areas of the shock absorption holes in the shock absorption unit are the second shock absorption hole P2, the third shock absorption hole P3, the first shock absorption hole P1 and the fourth shock absorption hole P4 in sequence from large to small.

The first spoke 213 is longer than the second spoke 212, the first spoke 213 and the second spoke 212 intersect at an angle of 45 degrees and are transitionally connected with the first buffer spoke 150 in a circular arc; second spoke 212 is shorter than third spoke 211, second spoke 212 and third spoke 211 intersect at an angle of 75 degrees, and second buffer spoke 151 transitions in a circular arc;

the first spoke 213, the second spoke 212, the third spoke 211, the first buffer spoke 150, and the second buffer spoke 151 have the same width and thickness, and all of the intersections of the spokes and the buffer spokes are in circular arc transition.

The stress change of the inner end, the outer end or the middle of the inflation-free hollow tire is always on the same radial direction line of the tire rotating shaft. The deformation force of the inflation-free hollow tire is dispersed, the spokes cannot generate local large deformation, and the durability of the tire is good.

Example 2

The method for preparing the inflation-free hollow tire in the embodiment 1 comprises the following steps:

Example 3

In example 2, the rubber and the auxiliary materials are mixed according to the following ratio: the rubber composition comprises, by weight, 100 parts of rubber, 20 parts of short cotton fiber, 60 parts of carbon black, 10 parts of zinc oxide, 4 parts of stearic acid, 5 parts of nickel dibutyl dithiocarbamate, 5 parts of sulfur, 2 parts of sulfonamide accelerators, 0.4 part of N-cyclohexyl thiophthalimide, 5 parts of silane coupling agent, 1 part of aromatic oil and 0.5 part of tert-butyl hydroquinone.

Example 4

In example 2, the rubber and the auxiliary materials are mixed according to the following ratio: the rubber composition comprises, by weight, 100 parts of rubber, 20 parts of short staple polyvinyl acetal fiber, 30 parts of carbon black, 5 parts of zinc oxide, 0.5 part of stearic acid, 1 part of nickel dibutyl dithiocarbamate, 1 part of sulfur, 0.5 part of sulfenamide accelerator, 0.1 part of N-cyclohexyl thiophthalimide and 1 part of silane coupling agent.

Example 5

In example 2, the rubber and the auxiliary materials are mixed according to the following ratio: the rubber composition comprises, by weight, 100 parts of rubber, 20 parts of short cotton fiber, 40 parts of carbon black, 8 parts of zinc oxide, 1 part of stearic acid, 3 parts of nickel dibutyl dithiocarbamate, 2 parts of sulfur, 1 part of sulfonamide accelerator, 0.2 part of N-cyclohexyl thiophthalimide, 3 parts of silane coupling agent, 1 part of C9 petroleum resin and 0.5 part of cobalt boracylate.

Example 6

In example 2, the rubber and the auxiliary materials are mixed according to the following ratio: the rubber comprises, by weight, 100 parts of rubber, 20 parts of short staple cotton fiber, 50 parts of carbon black, 6 parts of zinc oxide, 3 parts of stearic acid, 2 parts of nickel dibutyl dithiocarbamate, 4 parts of sulfur, 1.5 parts of sulfonamide accelerators, 0.3 part of N-cyclohexyl thiophthalimide, 4 parts of silane coupling agent, 0.2 part of tert-butyl hydroquinone and 0.8 part of cobalt boroacylate.

Example 7

The preparation method of the inflation-free hollow tire comprises the following steps:

firstly, rubber and auxiliary materials are placed into an internal mixer to be internally mixed to obtain mixed rubber, and the mixed rubber is repeatedly rolled into a rubber diaphragm with the thickness of 11-25 mm by a calender, and specifically:

A. plastic stage: adding 100 parts by weight of rubber, 20 parts by weight of short staple fiber of cotton, 60 parts by weight of carbon black, 10 parts by weight of zinc oxide, 4 parts by weight of stearic acid, 5 parts by weight of nickel dibutyldithiocarbamate, 5 parts by weight of silane coupling agent, 1 part by weight of aromatic oil and 0.5 part by weight of tert-butylhydroquinone into an internal mixer, carrying out plastic molding at 170 ℃ for 2 hours, and carrying out rubber discharge, tabletting and cooling to below 100 ℃ to obtain master batch;

B. banburying stage: adding 5 parts of sulfur, 2 parts of sulfenamide accelerator and 0.4 part of N-cyclohexyl thiophthalimide into the master batch in the step A, heating to 170 ℃, banburying for 2 hours, tabletting, cooling, and rolling for multiple times by a calender to obtain the rubber diaphragm with the thickness of 11-25 mm

thirdly, adding a rubber diaphragm with the quality required by an inner ring layer into the mold, prevulcanizing for 18 minutes at 110 ℃, opening left and right petals of the inner ring layer of the mold, replacing the left and right petals required by the middle ring layer, adding a rubber diaphragm with the quality required by the middle ring layer, closing the left and right petals required by the middle ring layer, prevulcanizing for 4 minutes at 110 ℃, replacing the left and right petals required by the hollowed layer, adding a rubber diaphragm with the quality required by the hollowed layer, closing the left and right petals required by the hollowed layer, prevulcanizing for 4 minutes at 110 ℃, replacing the left and right petals required by the outer ring layer, adding a rubber diaphragm with the quality required by the outer ring layer, closing the left and right petals required by the outer ring layer, applying pressure to 20000-25000 MPa to the mold, adjusting the temperature to 163 ℃, and vulcanizing for 10-30 minutes to obtain the inflation-free hollowed tire.

Example 8

A. plastic stage: adding 100 parts by weight of rubber, 20 parts by weight of short staple fiber of cotton, 30 parts by weight of carbon black, 5 parts by weight of zinc oxide, 0.5 part by weight of stearic acid, 1 part by weight of nickel dibutyl dithiocarbamate and 1 part by weight of silane coupling agent into an internal mixer, performing plastic molding at 160 ℃ for 1 hour, and performing rubber discharge, tabletting and cooling to below 100 ℃ to obtain master batch;

B. banburying stage: adding 1 part of sulfur, 0.5 part of sulfenamide accelerator and 0.1 part of N-cyclohexyl thiophthalimide into the master batch in the step A, heating to 160 ℃, banburying for 1 hour, tabletting, cooling and rolling for multiple times by a calender to form a rubber membrane with the thickness of 11-25 mm;

Example 9

A. plastic stage: adding 100 parts by weight of rubber, 20 parts by weight of short staple fiber of polyvinyl alcohol, 40 parts by weight of carbon black, 8 parts by weight of zinc oxide, 1 part by weight of stearic acid, 3 parts by weight of nickel dibutyl dithiocarbamate, 3 parts by weight of silane coupling agent, 1 part by weight of C9 petroleum resin and 0.5 part by weight of cobalt boroacylate into an internal mixer, carrying out plastic molding at 165 ℃ for 1.5 hours, and carrying out rubber discharge, tabletting and cooling to below 100 ℃ to obtain master batch;

B. banburying stage: adding 2 parts of sulfur, 1 part of sulfenamide accelerator and 0.2 part of N-cyclohexyl thiophthalimide into the master batch in the step A, heating to 165 ℃, banburying for 1.5 hours, tabletting, cooling and rolling for multiple times by a calender to form a rubber membrane with the thickness of 11-25 mm;

thirdly, adding a rubber diaphragm with the mass required by the inner ring layer into the mold, pre-vulcanizing for 14-18 minutes at 150 ℃, opening left and right petals of the inner ring layer of the mold, replacing the left and right petals required by the middle ring layer, adding a rubber diaphragm with the mass required by the middle ring layer, closing the left and right petals required by the middle ring layer, pre-vulcanizing for 3-4 minutes at 150 ℃, replacing the left and right petals required by the hollowed layer, adding a rubber diaphragm with the mass required by the hollowed layer, closing the left and right petals required by the hollowed layer, pre-vulcanizing for 2-4 minutes at 160 ℃, replacing the left and right petals required by the outer ring layer, adding a rubber diaphragm with the mass required by the outer ring layer, closing the left and right petals required by the outer ring layer, applying pressure to 20000-25000 MPa to the mold, adjusting the temperature to 163 ℃, and vulcanizing for 10-30 minutes to obtain the inflation-free hollowed tire.

Example 10

A. plastic stage: adding 100 parts by weight of rubber, 20 parts by weight of short staple fiber of polyvinyl alcohol, 50 parts by weight of carbon black, 6 parts by weight of zinc oxide, 3 parts by weight of stearic acid, 2 parts by weight of nickel dibutyl dithiocarbamate, 4 parts by weight of silane coupling agent, 0.2 part by weight of tert-butyl hydroquinone and 0.8 part by weight of cobalt boroacylate into an internal mixer, carrying out plastic molding at 162 ℃ for 1 hour, and carrying out rubber discharge, tabletting and cooling to below 100 ℃ to obtain master batch;

B. banburying stage: adding 4 parts of sulfur, 1.5 parts of sulfenamide accelerator and 0.3 part of N-cyclohexyl thiophthalimide into the master batch in the step A, heating to 165 ℃, banburying for 1.5 hours, tabletting, cooling and rolling for multiple times by a calender to form a rubber membrane with the thickness of 11-25 mm;

thirdly, adding a rubber diaphragm with the quality required by the inner ring layer into the mold, prevulcanizing for 16 minutes at 160 ℃, opening the left and right petals of the inner ring layer of the mold, replacing the left and right petals required by the middle ring layer, adding a rubber diaphragm with the quality required by the middle ring layer, closing the left and right petals required by the middle ring layer, prevulcanizing for 3.5 minutes at 160 ℃, replacing the left and right petals required by the hollowed layer, adding a rubber diaphragm with the quality required by the hollowed layer, closing the left and right petals required by the hollowed layer, prevulcanizing for 3 minutes at 160 ℃, replacing the left and right petals required by the outer ring layer, adding a rubber diaphragm with the quality required by the outer ring layer, closing the left and right petals required by the outer ring layer, applying pressure to 20000-25000 MPa to the mold, adjusting the temperature to 163 ℃, and vulcanizing for 10-30 minutes to obtain the hollowed-free pneumatic tire.

The mechanical strength detection data of the inflation-free hollow tire are shown in table 1.

The non-pneumatic cut-out tires having the structures shown in fig. 1 to 5 were prepared according to the procedures of examples 7 to 10, the tire size was 125/80R13, and the tensile strength, the tensile strength at break, the elongation, the hardness abrasion amount and the structure of ozone aging except for the spoke were tested, and the tires formed substantially the same specification, and the results are shown in table 1.

The cut-out tire detection method in table 1 is as follows:

1. the test tires should be cooled and parked for more than 48 hours after vulcanization is completed, and the test tires can be parked for at least 24 hours under the specified standard test environment including GB/T2941.

2. Tire size: tire size measurements were made as specified in HG/T2906.

3. Tensile test

3.1.1 tensile test of tire reinforcing cords.

3.1.2 tensile tests are carried out before the re-production of the reinforcing ropes according to the relevant requirements.

3.1.3 the maximum breaking force is not less than 80 Kg.

3.2 Overall tensile test of tire

3.2.1 the test tires should be cooled for more than 48 hours after completion of vulcanization and inspected for no appearance quality problems.

3.2.2 the whole tyre is mounted on a tensile testing machine in a balanced way, and the maximum breaking force is more than or equal to 230Kgf.

3.2.3 stretch the tire until the tire breaks apart, and measure the maximum tensile strength and the tensile length at break.

4. Hardness test

4.1 samples of not less than 6mm in thickness, not less than 40mm in length and not less than 15mm in width were cut out of each layer at the tread side base portion, and a pattern was formed by stacking up to three samples of the same layer as necessary, and the portions of the samples were identified.

4.2 the hardness of the samples of each layer was measured according to GB/T531.1.

5. Abrasion test

And 5.1, taking the central line of the tire crown as a reference for the tread rubber part and the central line of the base rubber as a standard, cutting two middle-layer patterns along the circumferential direction, and marking pattern parts.

5.2 cutting, grinding and mounting and parking with a standard hub according to GB/T1689, and testing according to GB/T1689.

6. Ozone aging test

And 6.1, cutting three patterns of a first layer and a middle layer along the circumferential direction by taking the center line of the tire crown as the reference and the center line of the base rubber as the standard, and marking the pattern parts.

6.2 cut and polish the sample to meet the GB/T7762 strip pattern, and test according to the GB/T7762.

7. Durability test

7.1 Experimental setup: a tire walking resistance tester is adopted.

7.2 experiment conditions, and carrying out the experiment by adopting the experiment conditions meeting GB/T9749.

7.3 test procedure

7.3.1 the parked combination of test tire and rim was mounted on the endurance test spindle perpendicular to the outer surface of the test drum and with a load of 150Kg or more.

7.3.2 starting the rotary drum to drive the tyre to rotate, and reaching the test speed of 20Km/h +/-0.5 Km/h within 5 min.

7.3.3 when the test reaches the specified mileage (more than or equal to 3000Km), the test is ended, the machine is stopped, and the phenomena of bulging, wearing, opening breakage, cracking, central melting or fracture, displacement between tire pre-rims and the like of the tire surface appearance test are immediately checked, and the tire is judged to be passed or not to be passed.

TABLE 1 mechanical Strength test data for non-pneumatic hollow tires of the present invention

Because the prior inflation-free hollow tire is still in the initial stage and has no national standard, the detection indexes of the pneumatic tire are generally referred in the industry, and the standards are as follows: the tensile strength of the tire is more than or equal to 11MPa, the reinforcing strength of the tire is more than or equal to 80Kgf, the maximum breaking force of the tire is more than or equal to 230Kgf, and the breaking elongation of the tire is more than or equal to 80 percent; the tensile test of the inflation-free hollow tire meets the indexes, in addition, due to the adoption of the hollow design, the tread rubber and the lateral base rubber have different hardness and can play a good buffering effect, the ozone aging and the durability of the inflation-free hollow tire are good, the inflation-free hollow tire is suitable for being used under the condition of severe working environment, the service life of the tire is long, in addition, due to the structural characteristics of the hollow tire, the ozone aging and the durability of the hollow tire can quickly dissipate the heat generated by the rubber due to repeated deformation in the driving process of the tire, the improvement of the heat convection with the outside is facilitated, and the service life of the tire is prolonged.

Claims

1. The utility model provides an exempt from to aerify fretwork tire which characterized in that: the tyre comprises an inner ring layer, a middle ring layer, a hollow layer (100) and an outer ring layer (20) from inside to outside in sequence, wherein the inner ring layer comprises a band layer (110) and a bead layer (120) from inside to outside in sequence, and the middle ring layer comprises a tyre shoulder layer (130) and a middle inner ring layer (140) from inside to outside in sequence;

the outermost edge of the outer ring layer is a tread (10), the tread (10) is in contact with the road surface, the belt layer (110) is installed on a rim of a vehicle, multiple groups of damping units are distributed in the hollow layer (100) in an annular array mode, each group of damping units comprise a first damping hole (P1), a second damping hole (P2), a third damping hole (P3) and a fourth damping hole (P4), and the corners of the first damping hole (P1), the second damping hole (P2), the third damping hole (P3) and the fourth damping hole (P4) are in arc transition;

first shock attenuation hole (P1) is the quadrangle, second shock attenuation hole (P2) is the pentagon of each angle circular arc transition, third shock attenuation hole (P3) is the trapezium of each angle circular arc transition, fourth shock attenuation hole (P4) is the U type of fillet transition, adjacent first shock attenuation hole (P1) and second shock attenuation hole (P2) constitute first buffering spoke (150) jointly, adjacent third shock attenuation hole (P3) and fourth shock attenuation hole (P4) constitute second buffering spoke (151) jointly, adjacent first shock attenuation hole (P1) and third shock attenuation hole (P3) constitute first spoke (213) jointly, adjacent second shock attenuation hole (P2) and third shock attenuation hole (P3) constitute second spoke (212) jointly, adjacent second shock attenuation hole (P2) and fourth shock attenuation hole (P4) constitute third spoke (211) jointly.

2. The inflation-free cut-out tire according to claim 1, wherein: the areas of the damping holes in the damping unit are sequentially a second damping hole (P2), a third damping hole (P3), a first damping hole (P1) and a fourth damping hole (P4) from large to small.

3. The inflation-free cut-out tire according to claim 1, wherein: the first spoke (213) is longer than the second spoke (212), the first spoke (213) and the second spoke (212) intersect at an angle of 45 degrees and are in transition connection with the first buffer spoke (150) in an arc; the second spoke (212) is shorter than the third spoke (211), the second spoke (212) and the third spoke (211) intersect at an angle of 75 degrees, and the second buffer spoke (151) is connected in a circular arc transition;

the first spoke (213), the second spoke (212), the third spoke (211), the first buffer spoke (150), and the second buffer spoke (151) are equal in width and thickness.

4. The method for preparing the inflation-free hollow tire as claimed in claim 1, wherein the method comprises the following steps: the method comprises the following steps:

5. The method for preparing the inflation-free hollow tire according to claim 4, wherein the method comprises the following steps: the rubber and the auxiliary materials comprise, by weight, 100 parts of rubber, 20 parts of short staple fiber of spandex, 30-60 parts of carbon black, 5-10 parts of zinc oxide, 0.5-4 parts of stearic acid, 1-5 parts of nickel dibutyl dithiocarbamate, 1-5 parts of sulfur, 0.5-2 parts of sulfenamide accelerator, 0.1-0.4 part of N-cyclohexyl thiophthalimide, 1-5 parts of silane coupling agent and 0-2 parts of modifying agent;

6. The method for preparing the inflation-free hollow tire according to claim 4, wherein the method comprises the following steps: firstly, rubber and auxiliary materials are placed into an internal mixer to be internally mixed to obtain mixed rubber, and the mixed rubber is repeatedly calendered by a calender to form a rubber diaphragm with the thickness of 11-25 mm, and the method specifically comprises the following steps:

7. The method for preparing the inflation-free hollow tire according to claim 4, wherein the method comprises the following steps: and (3) when preparing the rubber diaphragms of the inner ring layer, the middle ring layer and the outer ring layer, adhering rubberized tire cord fabrics with the thickness of 0.25-0.45 mm to the surface of the rubber diaphragm in the step I.