CN114193979A

CN114193979A - Tire burst safety tire

Info

Publication number: CN114193979A
Application number: CN202210051749.3A
Authority: CN
Inventors: 卫向坡
Original assignee: Individual
Current assignee: Beijing Safavir Technology Co ltd
Priority date: 2022-01-18
Filing date: 2022-01-18
Publication date: 2022-03-18
Also published as: WO2023138518A1

Abstract

The invention discloses a flat tire safety tire, wherein a first lubricating coating and a second lubricating coating are arranged at three parts, namely a tire bead, a tire side and a tire shoulder, on two sides of the inner surface of a tubeless sidewall-free supporting tire after vulcanization molding; by providing the inner surface of the tire after vulcanization molding with a first lubricating coating: 1. the production and the sample preparation are convenient, and the tire production process before the hot vulcanization molding is not influenced; 2. the problem of poor adhesion force with the inner surface of the vulcanized tire can be well solved; 3. the construction is convenient, the finished product rate is high, and the cost is low. The second lubricating coating is arranged on the first lubricating coating, so that the friction coefficient of the lubricating coating can be greatly reduced, and a better tire burst safety guarantee is provided for vehicles with the speed of not less than 110 km/h; the better tire burst safety guarantee is provided for the vehicle with the speed not less than 110km/h and the maximum load not less than 1.35 tons; meanwhile, the two lubricating coatings are light in weight, do not affect the controllability and the comfort, and are more energy-saving and environment-friendly.

Description

Tire burst safety tire

Technical Field

The invention relates to a tire burst safety tire, and belongs to the technical field of tires.

Background

At present, the driving speed of the expressway on mainland in China is allowed to float by 10 percent without deducting the integral of a driver, and the highest speed per hour of the expressway with the original speed limit of 120km/h can reach 132 km/h; the latest highway traffic regulation in mainland China allows the driving speed to float up by 20 percent without deducting the integral of a driver, the highest speed per hour of the highway with the original speed limit of 120km/h can reach 144km/h, and the latest highway traffic regulation is formally implemented after 4 months in 2022; the higher the running speed of the vehicle on the expressway is, the more dangerous the vehicle is once the tire is burst, and the greater the hazard is.

When a 0-tire-pressure tire rolls straight on an ideal road (usually, a flat dry road and a hard road), the resistance of the left and right rims and the tread in the driving direction opposite to the rolling direction is referred to as the resistance of the 0-tire-pressure tire in rolling, and is referred to as 0-air-pressure resistance (0-tire-pressure resistance) for short. The 0 tire pressure resistance consists of three parts of tire deformation, road surface deformation and friction between the tire and the road surface; when the wheel rolls on a hard road, most of the rolling resistance is lost in the energy consumption of the tire.

According to the research of the inventor, when the air temperature is more than 20 ℃ and the speed per hour is more than or equal to 75km/h, the 0 tire pressure resistance is mainly caused by the deformation of the tire rubber, the deformation of the tire rubber is positively correlated with the maximum friction force of the mutually contacted positions of the inner surfaces of the vulcanized and formed tire, and the 0 tire pressure resistance is positively correlated with the maximum friction force of the mutually contacted positions of the inner surfaces of the vulcanized and formed tire. The larger the 0 air pressure resistance, the more serious the vehicle yaw (deviation from the original lane condition).

In the 0 air pressure tire driving process, the maximum friction force of the mutual contact positions of the inner surfaces of the tires is not only related to the convex-concave degree of the inner surfaces of the tires, but also related to the load, the larger the load is, the larger the maximum friction force is, the larger the 0 air pressure resistance is, and the more serious the yaw is; meanwhile, the higher the vehicle speed, the more sensitive the yaw; even if the yaw degree is the same, the higher the speed is, the more difficult the vehicle is to control, and traffic accidents are easy to happen; in order to ensure the safety control of the vehicle after tire burst, the deflection of the vehicle after high-speed tire burst is required to be as small as possible, and the 0 tire pressure resistance of the tire burst is required to be as small as possible, so that the maximum friction force of the mutual contact position of the inner surfaces of the 0 pneumatic tires is required to be as small as possible, and the comprehensive friction coefficient of the mutual contact position of the inner surfaces of the 0 pneumatic tires is required to be as small as possible.

The invention provides a novel tire, which comprises the following components: tests on tires produced by Michelin, Prositon, Ma brand, double endurance, Goodyear, Sumitomo, Korea, exquisite and Zhongshi show that the tires 0 have large tire pressure resistance, and after the tires are blown out, the vehicle body shakes violently, the vehicle drifts seriously, and the risk after the tires are blown out is large.

The tubeless sidewall-free tire of the invention refers to a tire which is flattened after the tire is burst, the sidewall of the tire is bent, and two surfaces in the tire can contact with each other, wherein one surface is the inner surface of the tire bead and the inner surface of the sidewall close to the tire bead, and the other surface is the inner surface of the tire shoulder and the inner surface of the sidewall close to the tire shoulder, as shown in figure 4.

Once a tire of a vehicle running in a straight line is burst, the tire has the pressure of 0 tire, the tire without an inner tube and without a side wall support is flattened, the radius of a wheel is reduced, the rubber on the side wall of the tire can be bent and attached together, the inner surfaces of two tires after vulcanization molding are mutually contacted, and a vehicle body inclines; because the circular contact area of the rim and the rim is very small, and the material of the tire is elastic rubber, the pressure applied to different positions of the contact area is different, and the unit area stress of the rubber is the largest under the position, closest to the road surface, of the rim. The driving force of the wheel is transmitted to the tread through the tire sidewall rubber, and under the action of the driving force and the friction force between the tread and the road surface, the contact positions of the inner surfaces of the two tires after vulcanization molding can generate friction; the inner rubber of the tire after being vulcanized and molded is the inner rubber of the inner liner, the inner surfaces of the tire after being vulcanized and molded have large friction force at the contact position, and the inner rubber of the inner liner is generally butyl rubber, brominated butyl rubber or halogenated butyl rubber.

The diameter of the tire surface of the tubeless sidewall-free supported tire is large before being flattened, the radius of the wheel of the tire is smaller after 0 tire pressure of the tire is flattened, the inner surfaces of the tire after vulcanization molding of the tire 0 tire pressure are mutually contacted, and under the combined action of 4 forces of driving force, sidewall constraint force, friction force at the contact position of the rubber on the inner surface of the tire after vulcanization molding, and the friction force between the tire surface and the road surface, the tire surface at the position with the maximum stress after tire burst does the following movement relative to the rim: a. the inner surfaces of the tires are in contact with each other, the initial pressure is low, the friction force is low, the rim rotation angular speed is not consistent with the tread rotation angular speed, the treads slide relative to the rims in the circumferential direction, and sliding friction is generated at the mutual contact positions of the inner surfaces of the two tires after vulcanization molding; b. the rim rotation angular velocity is consistent with the tread rotation angular velocity, the tread rim rotates synchronously, the pressures applied to different positions of the contact area are different, and sliding friction and rolling friction are generated at the mutual contact positions of two sides of the inner surface of the tire after vulcanization molding; c. the diameter of the tire surface is large before the tire is flattened, the radius of the wheel is reduced after the tire 0 is flattened, the circumference which is contacted with the ground and rotates for one circle is also reduced, a circumference difference exists between the two, when the friction force of the mutually contacted positions at the two sides of the inner surface of the tire after vulcanization molding is large and the vehicle speed is high (the vehicle speed is more than or equal to 70km/h), under the action of the 4 forces, a convex bulge 43 is generated at the tire surface position, a plurality of convex bulges 43 are formed on the circumference, the axle center of the wheel with the tire pressure of 0 is jumped upwards (called as out-of-round wheel with the tire pressure of 0), and the most obvious dynamic characteristic change of the vehicle tire burst is that the air pressure resistance of the wheel with the tire burst is increased rapidly.

If the rolling circumference of the 0 tire pressure wheel is 1.5m, the angle of the wheel corresponding to the contact position of the main force bearing area is 30 degrees, the vehicle speed is 120km/h, namely 33.33m/s, and the tire pressure wheel rolls for 22.22 circles per second, then the time required for rolling through the main force bearing area is as follows: 0.00375s, and therefore the speed is very fast; if the angle of the wheel to which the convex bulge 43 is produced is 5 degrees, then the time required to roll through the convex bulge 43 is: 0.000625s, the very short time, the higher the speed per hour, the shorter the time of bearing of the bulge bump 43.

When the tire 0 pressure of the tubeless sidewall-free supported tire continues to run, the stress distribution and the dynamic balance requirement of the contact area of the rubber layer on the inner surface of the vulcanized and molded tire, the convex-concave condition of the inner surface of the vulcanized and molded tire caused by the production process, the relative movement of the rim and the tire tread, and the mutual friction of the contact positions of the inner surfaces of the vulcanized and molded two tires are very complicated, which are different from the stress, the convex-concave condition of the rubber surface and the friction and the abrasion of the relative movement speed of a common rubber product; therefore, the lubricating scheme is different from the lubricating scheme of the ordinary rubber friction area when the lubricating scheme is adopted for the friction area generated at the mutual contact position of the inner surfaces of the two tires after vulcanization molding.

The rubber is worn in the friction process, the grinding marks on the worn surface of the rubber are perpendicular to the friction direction, ridge-shaped protrusions are formed on the grinding marks on the surface of the rubber, and wear stripes are formed; the lubricating coating is arranged on the rubber friction surface, so that the friction coefficient and the abrasion can be greatly reduced. According to the research and the test of the invention, the 0 tire pressure tire with the reduced diameter is replaced by the small tire with the same diameter for testing, and the research finds that the influence of the reduced diameter of the wheel on the yaw of the vehicle (which means the deviation of the vehicle and the deviation of the vehicle from the set driving route) is small, and the influence of the deformation of the tire rubber in the rolling process on the yaw is large.

The lubricating coating is arranged on the inner surface of the tire to reduce friction, and under the condition of high temperature in summer, the 0 tire pressure of the tubeless sidewall-free supported tire with the lubricating coating arranged on the inner surface is observed through tests to be capable of rolling at the speed of 100km/h, so that the resistance of the 0 tire pressure is reduced, the up-down jumping condition of a 0 tire pressure wheel is eliminated or reduced greatly, and the rolling out-of-roundness degree of a blown tire is reduced; along with the increase of the vehicle speed per hour, the up-and-down jumping condition of the axle center of the wheel with the tire pressure of 0 tire is also intensified, tests show that the friction coefficient of the contact position of the inner surface of the tire after vulcanization molding is smaller, the resistance of the tire pressure of 0 tire is smaller, the up-and-down jumping condition of the axle center is smaller or disappears, the tire almost does not lose roundness and rolls more smoothly, the yaw of the vehicle after tire burst is smaller, and the vehicle is easier to control.

The influence of the convex-concave condition (smoothness) of the inner surface of the tire after vulcanization molding on the friction force is large, the molding process of the inner surface of the tire after vulcanization molding determines the convex-concave condition of the inner surface of the tire after vulcanization molding, and the tire molding process comprises vulcanization of an unvulcanized capsule and vulcanization of a vulcanized capsule:

the tire vulcanized without the vulcanized rubber bag is in contact with the inner surface of the tire before rubber vulcanization by a metal mechanism, air or liquid, the inner surface of the tire after vulcanization molding is smooth, and the inner surface of the tire after vulcanization molding is almost free from convex-concave conditions.

The tire vulcanized by the vulcanization bladder is in contact with the inner surface of the tire before the tire rubber is vulcanized, the rubber bladder is arranged on the vulcanization bladder for the production process requirement, the vulcanization bladder is provided with an exhaust line (the exhaust line refers to a line with a certain width and a certain convex part on the inner surface of the tire after vulcanization molding, the height is generally more than 0.5mm, or the exhaust line refers to a line with a certain width and a certain depth on the vulcanization bladder, the width of the exhaust line is generally more than 0.5mm, and the exhaust line refers to some embossing patterns (also called as masking patterns) for exhaust, after the tire is molded, the embossing patterns and the exhaust line of the vulcanization bladder are molded on the inner surface of the tire after vulcanization molding (some of the inner surface of the tire after vulcanization molding only have embossing patterns without exhaust lines), so that the inner surface of the tire after vulcanization molding is uneven and rough, and the tire is the mainstream of the market at present. After the surface-dried lubricating coating described in patent 2019202528693 is applied, the lubricating effect is reduced by the air-vent lines and the embossing pattern on the inner surface of the cured tire. Under the condition of high temperature (the temperature is over 30 ℃) in summer, the axle center of the tire can be found to generate certain jumping when the 0 tire pressure of the tubeless sidewall-free supported tire rolls at the speed of 100km/h, the jumping is more obvious along with the increase of the vehicle speed, and the jumping reaches the maximum value at the specific temperature and speed; the factors influencing the concave-convex condition of the inner surface of the tire after vulcanization molding are as follows: the density of the exhaust lines, the height of the exhaust lines, and the height and density of the embossing patterns between the exhaust lines; according to actual observation and measurement, different tire brands are found, the concave-convex conditions of the inner surfaces of the tires after vulcanization molding are different, the distance between the exhaust lines on the inner surfaces of the tires of the Michelin brand is large, and the concave-convex conditions of the embossing patterns among the exhaust lines are small.

The out-of-control vehicle after the tire burst of the vehicle generally occurs within 5s after the tire burst, and the vehicle still needs to travel a certain distance (tire burst characteristic for short) in the period of time; if a vehicle runs 100m-166.67m after a puncture in terms of speed per hour of 120km/h and the risk of a puncture is reduced by providing a lubricating coating on the inner surface of the tire, it is required that the lubricating coating maintains good lubricity and adhesion under compression during rolling of the 0-air pressure tire within 3s-5s after a puncture of the tire, and the tubeless sidewall-free run-flat tire can be approximately measured by claim 5.

1. In the process of patent 2019202528693 commercialization, a wear-resistant fabric layer, or a wear-resistant paper layer, or a wear-resistant leather layer is disposed on the inner surface rubber layer of the tubeless sidewall-free supported tire after vulcanization molding, and then one of a liquid lubricant, a semi-solid lubricant coating and a surface-dried lubricating layer is disposed to improve the lubricating effect, and the mode is found in the implementation process: the wear-resistant fabric layer, or the wear-resistant paper layer, or the wear-resistant leather layer is difficult to be well combined with the inner surface of the tire after vulcanization molding: if the bonding is carried out after the tire is vulcanized and formed, the wear-resistant fabric layer, the wear-resistant paper layer or the wear-resistant leather layer is difficult to be perfectly attached to the inner surface of the irregularly vulcanized and formed tire or the bonding is not firm (the tire is easy to be extruded and fall off by load in the 0-tire-pressure driving process); if the method is implemented before the tire is vulcanized, the laminating process is very complex and difficult to operate, and the problems of laminating and falling, wrinkling and deformation during vulcanization, weak bonding force after vulcanization molding and the like exist at the same time, so that the yield of the tire is greatly reduced, and the cost is high and the process is complex; meanwhile, the tire is easy to delaminate within 5s after tire burst under rolling of load, so that the lubricating effect is greatly reduced;

2. in the process of patent 2019202528693 commercialization, if a semi-solid lubricating coating is provided on the inner surface of a tubeless sidewall-supported tire after vulcanization molding, when the tire pressure of the tire is the same as the ambient tire pressure (referred to as tire 0 air pressure or tire pressure 0 for short), the tire is flattened under the action of load, the sidewall of the tire bends, the semi-solid lubricating coatings on the inner surface of the tire after vulcanization molding contact with each other, and the semi-solid lubricating coating can be subjected to a large extrusion force during the running of the tire under the action of load under the action of 0 tire pressure, in order to prevent the semi-solid lubricating coating from being totally or mostly separated from the inner surface of the tire after vulcanization molding, and losing or greatly reducing the lubricating capability; the lubricating grease with the similar viscosity of more than 500 at the temperature of 20 ℃ needs to be selected, and if the vehicle weight is more than or equal to 1.35 tons, (the vehicle mass is larger due to the battery of the current electric vehicle, generally more than 1.35 tons) and the tire load is larger, the semi-solid lubricating grease with the similar viscosity of more than 1000pa.s at the temperature of 20 ℃ needs to be selected; this high viscosity grease has significant drawbacks: a. the construction difficulty is high, the coating is not easy to be uniform, and the working efficiency is low; b. compared with the lubricating grease with low viscosity, the lubricating grease has larger friction force in a high-speed state, is not beneficial to eliminating the rolling out-of-roundness degree of the tire, is difficult to control the vehicle after the tire burst, and has short running distance of the tire after 0 tire pressure; c. the material used is more and heavier with high viscosity, the lubricating coating is thicker, the heat dissipation of the tire from the tire side is not facilitated, and the larger weight generates larger centrifugal force in the high-speed rotation of the wheel, so that the flowing is more easily generated to influence the lubricating effect and the dynamic balance of the wheel; d. after 0 tire pressure of tire went a distance, tire rubber can produce a large amount of heats at the rolling in-process, rolls and can let high viscosity lubricating grease bond to rim internal surface with high temperature, and the rim is difficult to be washd and is influenced the tire dismouting, leads to wheel hub to scrap even.

3. The lubricating coating is required to have good adhesion and lubricity according to the puncture characteristics of a vehicle. In the process of the product production of the patent 2019202528693, if a dry-surface lubricating coating is arranged on the inner surface of a tire supported by a tubeless sidewall after vulcanization molding, the invention finds that the dry-surface lubricating coating has good lubricity and reduced adhesive force, can only keep lubrication in the short-distance driving process, is difficult to control within 3-5 seconds after the vehicle blows out, and has short 0-air-pressure endurance distance of the tire; if the adhesive force is good, the lubricity is affected, the lubrication coefficient is large, the control of the vehicle after the tire burst is not facilitated, and the 0-air-pressure endurance distance of the tire is short. Under the condition of considering both the lubricating effect and the adhesive force, the invention discovers that the lubricating mode can easily cope with the tire burst condition of about 100km/h per hour when the tire is vulcanized without a vulcanized rubber bag; however, for the tire vulcanized by the vulcanized capsule, when the tire is punctured for more than 100km/h, the effect is obviously different from that of the vulcanized tire without the vulcanized capsule, the control difficulty of the vehicle after the tire is punctured is increased, and traffic accidents are easy to happen. When the lubricating mode is applied to the vulcanized tire without the vulcanized rubber bag, if the speed per hour is too high, for example, the speed per hour is more than 120km/h or 132km/h, or the vehicle mass is more than or equal to 1.35 tons, the axle center of the wheel with 0 tire pressure also has obvious jumping, the wheel is out of round, the rolling resistance coefficient of the wheel is large, the yaw degree of the vehicle is increased, and the controllability of the vehicle after tire burst is improved. The invention has been analyzed and tested in detail for this case: when the tire pressure of the tire is the same as the environmental tire pressure (0 tire pressure for short), the tire is flattened under the action of load, the tire side of the tire is bent, and the dry lubricating coatings on the surface of the inner surface of the tire after vulcanization molding are mutually contacted; the invention finds that the following problems exist in the coating at the same time: a. the hardness of the rubber on the inner surface of the tire after vulcanization molding is low, the rubber in a stress area of the inner surface of the tire after vulcanization molding can increase in area after stress under the action of a load, fine cracks can be generated on the surface of a solid lubricating coating, the cracks cannot be well filled by the lubricating coating with dry surface, and the generation of the cracks can cause the reduction of the friction coefficient; b. the contact position of the dry lubricating coating on the surface of the inner surface of the vulcanized and molded tire can generate grinding marks and wear stripes under the action of friction force, the surface of the solid lubricating coating can generate cracks, the dry lubricating coating on the surface can not well fill the cracks, and the generation of the cracks can cause the reduction of the friction coefficient; the generated cracks have large width and large number, and the friction coefficient is large. The inner surface of the tire after the non-capsule vulcanization molding is smooth, the generated friction force is small, the width and the number of cracks are small, and therefore good lubrication can be kept; the inner surface of the vulcanized and molded tire vulcanized by the vulcanization capsule is seriously uneven, the generated friction force is large, the width of cracks and the number of the cracks are large, and the lubricating effect is obviously reduced. c. The surface-dried lubricating coating generates large heat due to friction under the condition of extrusion friction of a tire at 0 air pressure, and has adverse effect on tire rubber;

the invention provides a tire burst safety tire which can overcome the defects and reduce the risk of tire burst; the invention can reduce the risk of tire burst of the vehicle at high speed of 120km/h and above, and provides safety guarantee for the high-speed tire burst of the vehicle; is suitable for vehicles with large mass and electric automobiles (the mass is more than or equal to 1.35 tons).

The invention is at least suitable for one of two-wheel vehicles, three-wheel vehicles, four-wheel vehicles and 4-wheel or more vehicles, and is also suitable for airplane wheels.

Disclosure of Invention

The technical scheme adopted by the invention for solving the technical problems is as follows: a flat tire is a tubeless sidewall-supported tire, when the tire is flat, the sidewall of the tire is bent, and two surfaces inside the tire are mutually contacted.

Optionally, the first lubricating coating is in contact with the inner surface of the tire after vulcanization molding, and the first lubricating coating is a solid lubricating coating; the second lubricating coating is covered on the first lubricating coating, and the second lubricating coating is one of a semi-solid lubricating grease coating, a semi-fluid lubricating grease coating and a liquid lubricating grease coating.

Optionally, the solid lubricating coating is composed of at least one layer of solid lubricating coating; or the solid lubricating coating comprises at least one adhesive coating layer and at least one solid lubricating coating layer, and the adhesive coating layer is in contact with the inner surface of the tire.

The flat tire safety tire according to claim 2, wherein the tire is a tubeless sidewall-free tire, the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10% RH, the test road standard is not lower than the highway standard specified in Highway engineering quality inspection assessment Standard JTGF80/1, the maximum longitudinal slope gradient is less than or equal to 1%, the maximum load capacity of the tire is more than or equal to 65% when a vehicle is statically placed on a horizontal road, and when the tire is under 0 air pressure, the tire is flattened, the sidewall of the tire is bent, and two surfaces in the tire are in contact with each other:

A. in a static state of a vehicle, before a first lubricating coating and a second lubricating coating are not arranged on the inner surfaces of the vulcanized and molded tires, the inner surfaces of the two vulcanized and molded tires are mutually contacted, and the friction coefficient of the contact position with the largest stress in unit area is mu;

B. in a static state of a vehicle, only a first layer of solid lubricating coating is arranged on two mutually contacted surfaces in the vulcanized and molded tire, the first lubricating coatings on the inner surfaces of the two tires are mutually contacted, and the friction coefficient of the contact position with the largest stress is mu 1;

C. in a static state of a vehicle, a first lubricating coating and a second lubricating coating are arranged on two mutually contacted surfaces in the vulcanized and molded tire, the second lubricating coatings on the inner surfaces of the two tires are mutually contacted, and the friction coefficient of the contact position with the largest stress is mu 2;

D. the vehicle linearly runs to a position of 500m and stops under the condition of the air pressure of the tire of 0m, the whole course of the tire is not knocked over, the highest speed per hour of the vehicle is less than or equal to 30km/h and less than or equal to 40km/h, and the running distance of the vehicle is more than or equal to 30km/h and more than or equal to 200 m; only arranging a first layer of solid lubricating coating on two mutually contacted surfaces in the vulcanized and molded tire, wherein the first lubricating coatings on the inner surfaces of the two tires are mutually contacted, and the friction coefficient of the contact position with the largest stress is mu 10;

E. the vehicle linearly runs to a position of 500m and stops under the condition of the air pressure of the tire of 0m, the whole course of the tire is not knocked over, the highest speed per hour of the vehicle is less than or equal to 30km/h and less than or equal to 40km/h, and the running distance of the vehicle is more than or equal to 30km/h and more than or equal to 200 m; arranging a first lubricating coating and a second lubricating coating on two mutually contacted surfaces in the vulcanized and molded tire, wherein the second lubricating coatings on the inner surfaces of the two tires are mutually contacted, and the friction coefficient of the contact position with the largest stress is mu 20;

the friction coefficient is characterized in that mu 2 is more than mu 1 and less than mu, mu 20 is more than mu 10, mu 20 is more than mu, and mu, mu 1, mu 2, mu 10 and mu 20 are rolling friction coefficients or sliding friction coefficients.

Optionally, the tire is a tubeless sidewall-supported tire, the load capacity of the tire is more than or equal to 400kg, the tire sidewall rubber is divided into small rubber blocks with the same size and shape, the outer surface of the sidewall of each small rubber block is polished to be flat, the small rubber blocks with uniform thickness are made into small rubber blocks with uniform thickness, the thickness of each small rubber block is more than or equal to 3mm, and 2 small rubber blocks with uniform thickness are firmly bonded on 2 hard plates with flat and smooth surfaces respectively; the temperature is between 35 ℃ and 36 ℃, the relative humidity is less than 10% RH, the divided blocks are placed for more than 3 hours, the inner surfaces of the vulcanized and molded tires of 2 processed tire blocks are mutually contacted and attached, the attaching surface is parallel to the horizontal plane, a load of 15kg per square centimeter is uniformly applied to the contact area, and the direction of the applied force is parallel to the contact surface:

F. before the first lubricating coating and the second lubricating coating are not arranged on the inner surface of the tire after the unused vulcanization molding, the maximum static friction force of two mutually contacted positions is f;

G. only arranging first lubricating coatings on the inner surface of the sidewall of the tire after unused vulcanization molding, wherein the maximum static friction force of the contact position of the two first lubricating coatings is f 1;

H. arranging a first lubricating coating and a second lubricating coating on the inner surface of the sidewall of the unused tire after vulcanization molding, wherein the maximum static friction force of two mutually contacted positions is f 2;

I. the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10% RH, the standard of a test road is not lower than the standard of an expressway specified in Highway engineering quality inspection and assessment Standard JTGF80/1, the maximum longitudinal slope gradient of a dry road surface is less than or equal to 1%, the maximum load capacity of the tire is more than or equal to the load capacity multiplied by 65% when a vehicle is placed on a horizontal road surface in a static way, the tire is flattened after the air pressure of the tire is 0 ℃, the sidewall of the tire is bent, and two surfaces in the tire are mutually contacted; the vehicle linearly runs to a position of 500m and stops under the condition of the air pressure of the tire of 0m, the whole course of the tire is not knocked over, the highest speed per hour of the vehicle is less than or equal to 30km/h and less than or equal to 40km/h, and the running distance of the vehicle is more than or equal to 30km/h and more than or equal to 200 m; dividing the tire side rubber into small rubber blocks with the same size and shape according to the conditions for testing; only arranging first lubricating coatings on the inner surface of the tire side wall after vulcanization molding, wherein the maximum static friction force of the contact position of the two first lubricating coatings is f 11;

J. the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10% RH, the standard of a test road is not lower than the standard of an expressway specified in Highway engineering quality inspection and assessment Standard JTGF80/1, the maximum longitudinal slope gradient of a dry road surface is less than or equal to 1%, the maximum load capacity of the tire is more than or equal to the load capacity multiplied by 65% when a vehicle is placed on a horizontal road surface in a static way, the tire is flattened after the air pressure of the tire is 0 ℃, the sidewall of the tire is bent, and two surfaces in the tire are mutually contacted; the vehicle linearly runs to a position of 500m and stops under the condition of the air pressure of the tire of 0m, the whole course of the tire is not knocked over, the highest speed per hour of the vehicle is less than or equal to 30km/h and less than or equal to 40km/h, and the running distance of the vehicle is more than or equal to 30km/h and more than or equal to 200 m; dividing the tire side rubber into small rubber blocks with the same size and shape according to the conditions for testing; arranging a first lubricating coating and a second lubricating coating on the inner surface of the tire side wall after vulcanization molding, wherein the maximum static friction force of two mutually contacted positions is f 22;

f2 is more than f1 and less than f, f22 is more than f11, and f22 is more than f;

optionally, the tire has a section height of not more than 150mm, and the total mass of the first lubricating coating and the second lubricating coating is not more than 80 g; the tire with the tire section height not more than 200mm, and the total mass of the first lubricating coating and the second lubricating coating is not more than 160 g.

Alternatively, μ 20 ≦ 1.1 μ 2, and/or μ 10 ≦ 1.1 μ 1;

alternatively, μ 2 ≦ 0.8 μ 1, and/or μ 2 ≦ 1/3 μ.

Alternatively, f2 ≦ 1.1f22, and/or f1 ≦ 1.1f 11.

Alternatively, f2 ≦ 0.8f1, and/or f2 ≦ 1/3 f.

Optionally, the first lubricious coating layer has a thickness of less than 0.5mm, and/or the second lubricious coating layer has a thickness of less than 0.1 mm.

Alternatively, the tire is a tire vulcanized and formed by a vulcanization capsule, and the vulcanization molding is performed on the inner surface of the tire to form an embossed pattern for air exhaust, or a vent line and an embossed pattern for air exhaust in vulcanization molding.

Optionally, the coating construction method of the flat tire is characterized by comprising the following steps: firstly, cleaning the inner surface of a vulcanized and molded tire; secondly, after the inner surface of the vulcanized and molded tire is cleaned and dried, spraying or brushing a first lubricating coating on the tire bead parts at two sides of the inner surface of the vulcanized and molded tire at least; and finally spraying or brushing a second lubricating coating on the first lubricating coating after the first lubricating coating is dried and solidified.

Alternatively, μ 1 ≦ 1/2 μ, and/or μ 2 ≦ 0.7 μ 1;

alternatively, f1 ≦ 0.5 f.

Optionally, the first lubricious coating is a liquid lubricant or spray before becoming a solid lubricious coating; the materials of the first lubricating coating and the second lubricating coating at least contain one of graphite, molybdenum disulfide, silicon and fluorine.

Optionally, the semi-solid grease and semi-fluid grease have an ASTM cone penetration at 25 ℃ of > 22mm, and/or the semi-solid grease and semi-fluid grease have a similar viscosity at 20 ℃ of < 500pa.

Optionally, the second lubricious coating layer is: a. the grease is refined by using polyether synthetic oil as base oil, special lithium soap as a thickening agent and adding various additives such as oxidation resistance, rust prevention, ageing resistance and the like; b. silicone grease (grease using silicone oil as a base oil); c. grease containing a fluorine component; one of three types of lubricating grease.

The main purpose of the bond coat is to enhance the bonding force with the inner surface of the tire, to provide a good adhesion transition for the solid lubricant coating with the inner surface of the tire, and to ensure good adhesion performance, which is significantly different from the wear resistance of the wear layer described in the aforementioned patent 2019202528693.

The first lubricious coating layer is at least one of the following solid lubricious materials: graphite, graphite fluoride, vaseline, glass beads, molybdenum disulfide, boron nitride, silicon nitride, polytetrafluoroethylene, nylon, polyoxymethylene, polyimide, poly-p-hydroxybenzoate; and soft metals gold, silver, tin, lead, magnesium, indium.

The vehicle no-load weight suitable for the tire is more than or equal to 1 ton, the tire burst speed suitable for the tire is more than or equal to 80km/h, and the tire is suitable for the tire with the tire section height of more than or equal to 90 mm; the liquid lubricant of the first lubricating coating is water-based lubricant, and the second lubricating coating has a waterproof effect, so that the influence of water vapor in the tire and lubricating liquid for assembling and disassembling the tire brush on the first lubricating coating can be prevented.

The embossed pattern is also called as a masking pattern, and plays a role in exhausting and masking poor appearance; the venting line used for the vulcanization venting, also called venting line, means the air that is excluded between the vulcanization bladder and the inner surface of the green tire during the vulcanization of the tire.

The whole process of the tire is not knocked off, namely the tire cannot fall off from a bead seat of a rim and scratch into a hub wheel groove 33; dry pavement means that the pavement does not have visible water on it, and the vehicle does not easily skid on it.

A first lubricating coating and a second lubricating coating are arranged at least on the tire bead (the tire bead position internally comprises an apex) parts at two sides of the inner surface of the tire after vulcanization molding. Because the inner surface of the inner bead of the tire below the rim of the hub is always pressurized after the tire 0 is flattened under load, the first and second lubricant coatings may be provided only on the inner bead portion for cost savings. Of course, the first lubricating coating or the first and second lubricating coatings may be provided on the inner surface of the inner tread of the tire after vulcanization molding, which is particularly suitable for a tire with a relatively large section height, such as a tire with a section height of more than 140mm, and when the tire is subjected to a lateral force, the amount of lateral movement of the tread is relatively large, the inner surface tread portion is pressed against the inner surface bead portion of the tire after vulcanization molding, and after the lubricating coating is provided on the inner surface tread portion, the coefficient of friction of the contact portions of the inner surfaces of the tire after vulcanization molding is smaller.

The first lubricating coating is more environment-friendly due to the adoption of a water-based lubricating coating, and water cannot corrode the inner surface of the vulcanized tire. The inner surface of the tire after vulcanization molding is cleaned, and the first lubricating coating is adhered to the tire after vulcanization molding in order to clean: dust on the inner surface of the tire, a vulcanizing bladder release agent (which prevents the inner surface of the tire from sticking to the vulcanizing bladder) remaining during vulcanization of the tire, a spray coating material on the inner surface of a tire blank (before unvulcanized molding of the tire rubber), and a masking liquid sprayed after vulcanization molding of the tire to mask the appearance defect.

The minimum radius of a ring formed by the first lubricating coating and the second lubricating coating is more than 10mm larger than the minimum inner diameter of the tire, and the purpose is as follows: 1. the lubricating coating is prevented from being smeared or sprayed on the matched place of the tire bead and the wheel hub so as to reduce the knocking-over resistance; 2. the lubricating coating is prevented from touching the tire stripping machine in the tire stripping process.

The friction coefficient of the rubber is complex, and is influenced by temperature and contact area besides the convex-concave condition of the surface, the larger the contact area is, the larger the friction coefficient is, and the contact area is related to the stress; the coefficient of sliding friction is also related to speed, temperature.

When 0.00375s of the technical background rubs the surface of the inner surface of the vulcanized and molded tire, the friction of the inner surface of the vulcanized and molded tire appears adhesive flow in a certain temperature range, thereby increasing the friction force (refer to the friction of rubber industrial rubber in 2008, Junxuan).

The invention compares 1, 2 and 3 in the technical background:

compared with the background 1, the method has the advantages that the construction is simple, the production process before tire vulcanization is not influenced, the first lubricating coating and the second lubricating coating are constructed on the vulcanized and formed tire, the construction process is simple and convenient, the yield of the tire is high, and the cost is low.

Compared with the technical background 2, the first lubricating coating is water-based liquid or spray before curing, the spraying or brushing is very simple and convenient, the coating thickness and the weight can be well controlled, and the weight is light; the second lubricating coating selected by the invention is one of a semi-solid lubricating grease coating, a semi-fluid lubricating grease coating and an oil-based liquid lubricating agent coating; a. the ASTM penetration of the semi-solid lubricating grease coating or the semi-fluid lubricating grease coating is more than 22mm at 25 ℃, the material is softer, the similar viscosity is less than 500pa.s at 20 ℃, and the viscosity is small; under certain conditions, the selected semi-solid lubricating grease coating or semi-fluid lubricating grease coating has the ASTM cone penetration of more than 29.5mm at 25 ℃, small material hardness, soft material, similar viscosity of less than 300pa.s at 20 ℃, small viscosity and good fluidity; or the kinematic viscosity of the oil-based liquid lubricant coating at 40 ℃ is about 700cst, and the oil-based liquid lubricant coating has low viscosity and good fluidity; the viscosity is small, the fluidity is good, the construction is very convenient and fast, the coating is thin and light in weight, the viscosity is small, the high-speed lubrication is good, and the out-of-round condition of the tire with 0 tire pressure in high-speed running can be eliminated; b. due to the fact that the viscosity is low, when the tire 0 runs for a certain distance, if the semi-solid lubricating grease coating, the semi-fluid lubricating grease coating or the oil-based liquid lubricating agent coating contacts the inner surface of the rim in the rolling process of tire rubber, the rim is very well cleaned, and the tire rubber can be conveniently wiped off by cloth. The two layers of coatings have small thickness, light weight and good heat dissipation. Therefore, the disadvantages of a, b, c and d in the above 2 can be overcome.

Comparing with the background inside 3, under the action of a load, the area of rubber in a stress area on the inner surface of the tire after vulcanization molding is increased after stress, the first lubricating coating can generate cracks, and a, because the second lubricating coating is low in material hardness, soft in material, low in viscosity and good in fluidity, a semi-solid lubricating grease coating or semi-fluid lubricating grease coating or oil-based liquid lubricating grease coating in the second lubricating coating can enter the cracks under the extrusion of the load, the lubricating effect of the crack is increased, and the friction coefficient of the contact positions is reduced; b. the first lubricating coating is a dry solid lubricating coating and has certain adsorption capacity on the second lubricating coating; even under compression of a load, a part of the second lubricating coating remains on the surface of the first lubricating coating, reducing the friction coefficient at the mutually contacting positions. Under the combined action of a and b, the friction coefficient of the positions in mutual contact is obviously reduced compared with the friction coefficient of 3 in the contrast background, and can be reduced by more than 35-40% in a best case. The reduction of the friction coefficient can reduce or avoid the out-of-roundness degree of the 0 tire pressure tire in the high-speed rolling process, the 0 tire pressure tire rolls more smoothly, the vehicle yaw is reduced after the tire burst, the vehicle is easier to control, and the running distance of the 0 tire pressure tire is increased; the tire is particularly suitable for tires vulcanized by the vulcanizing capsules, the risk of tire burst of the vehicle at the speed of 120 hours or 132 hours can be reduced, the rolling out-of-roundness degree of the tire burst is avoided or reduced, the rolling of the tire with 0 tire pressure is smoother, the vehicle yaw after the tire burst is reduced, and the vehicle is easier to control. If the tire is vulcanized by the aid of the unvulcanized rubber bag, the tire is quite helpful for tire burst of racing vehicles and airplane tires, and can cope with tire burst of the racing vehicles between 160km/h and 300 km/h. c. The semi-solid grease coating or the semi-fluid grease coating or the oil-based liquid lubricant coating in the second lubricating coating generates less heat by friction during the running process of the 0-air-pressure tire, and is beneficial to tire rubber.

The invention is particularly suitable for the scene of tire burst of racing car racing fields with the highest speed exceeding 160km/h, and the scene of tire burst of cars, SUVs and MPVs with the highest speed exceeding 100km/h on expressways, can also be used in the scene of tire burst of partial or all pickup trucks or small buses, and has a certain effect on tire burst of heavy-duty vehicles and medium-and large-sized buses; the invention is suitable for vehicles with the maximum load of more than 1.0 ton or vehicles with no load of more than 1.0 ton. After the tire burst, the invention provides a 0-air-pressure tire parameterized stress model for vehicle auxiliary driving and automobile full unmanned driving, and is convenient for vehicle auxiliary driving and automobile full unmanned driving control.

The purpose of the invention is: 1. compared with patent 2019202528693, the construction is simpler and more convenient, the rate of finished products is higher, and the cost is low; 2. compared with the patent 2019202528693, the friction coefficient of the contact position of the tire pressure tires of 0 tire pressure after being flattened is smaller, the smaller friction coefficient can be provided for the inner surface of the tire vulcanized and molded by vulcanization in a vulcanization capsule, the rolling out-of-roundness degree of the tire burst is avoided or reduced, the tire pressure tires of 0 tire pressure roll more smoothly, the vehicle yaw after the tire burst is reduced, the vehicle is easier to control, and the 0 air pressure running distance is longer; the risk of tire burst when the vehicle is at the speed of more than 80 hourly, or at the speed of more than 120 hourly, or at the speed of more than 132 hourly can be reduced, the rolling out-of-roundness degree of the 0 air pressure tire is avoided or reduced, the 0 air pressure tire rolls more smoothly, the vehicle yaw after the tire burst is reduced, and the vehicle is controlled more easily. 3. A simplified tire stress model is provided for the unmanned vehicle after tire burst, and the unmanned vehicle and the auxiliary vehicle can be controlled conveniently after the tire burst. If the tire is vulcanized by the aid of the unvulcanized rubber bag, the tire can be punctured for racing vehicles and airplane tires, and can be used for responding to the tire burst between 160km/h and 300km/h of the racing vehicles. 4. The first lubricating coating is a solid lubricating coating which can ensure that firm binding force (adhesive force) is generated with the inner surface of the tire after vulcanization molding, and the second lubricating coating is one of a semi-solid lubricating grease coating, a semi-fluid lubricating grease coating and an oil-based liquid lubricating agent coating which can enhance the lubricating effect of the lubricating coating; by matching the first lubricating coating with the second lubricating coating, both the adhesive force and the lubricating property can be considered; 5. the inner surface of the rim is well cleaned after the tubeless sidewall-free tire runs for a distance under the air pressure of 0. 6. Compared with patent 2019202528693, the tubeless and sidewall-free supported tire can travel a longer distance under the condition of 0 tire pressure, and has better effect of preventing the tire from being knocked off the bead seat. The invention can eliminate the panic psychology of a driver caused by the vertical jumping of the axle center of the wheel, the trembling of the vehicle body and the trembling of the steering wheel after the tire burst, so that the driver can deal with the control of the vehicle after the tire burst in a cool and quiet way, thereby reducing or avoiding the occurrence of traffic accidents. 7. Compared with patent 2019202528693, the tire burst safety control problem of the vehicle with large mass can be solved, and the tire burst safety control device is suitable for vehicles with the maximum load mass being more than or equal to 1.35 tons and the vehicle speed being not less than 100 km/h. 8. The two layers of lubricating coatings are light in total weight, do not affect controllability and comfortableness, and are more energy-saving and environment-friendly.

The invention can reduce the risk of tire burst at high speed of 120km/h and above, and provides guarantee for the safety of the vehicle after high speed tire burst; meanwhile, the electric vehicle is suitable for vehicles with large mass and electric vehicles (the mass is more than or equal to 1.35 tons).

Drawings

FIG. 1 is a schematic cross-sectional view of a tire;

FIG. 2 is another schematic cross-sectional view of a tire section;

FIG. 3 is a schematic view of a hub;

FIG. 4 is a schematic cross-sectional view of the hub and the tire 0 being pressed flat inside the tire in contact with each other;

FIG. 5 is a schematic view of a first lubricious coating disposed on an inner surface of a tire;

FIG. 6 is a schematic view of the inner surface of a tire of the present invention having a first lubricious coating layer and a second lubricious coating layer disposed thereon;

FIG. 7 is a schematic view of a tire inner surface vent line and a pattern rib;

FIG. 8 is a schematic view of a tire at normal air pressure;

FIG. 9 is a schematic view of tire 0 being inflated;

FIG. 10 is a schematic view of the rolling trajectory at 0 air pressure for a tubeless sidewall-free support tire without a lubricating coating;

FIG. 11 is a schematic view of the rolling trajectory of a tubeless sidewall-free supported tire at 0 air pressure after the lubricating coating is applied;

the tires in the figures are all tires after vulcanization molding.

The notation in the figures means:

10-horizontal ground, 20-vehicle outer side, 21-vehicle inner side;

30-hub, 31-inner rim; 32-inboard bead seat of vehicle body; 33-hub wheel groove; 34-outboard tire bead seat; 35-outer rim; 36-the rim inner surface; 37-height of outer rim from horizontal ground; 38-height of inner rim from horizontal ground;

40-tire, 41-tire 0 air pressure state rolling track without lubricating coating, 42-tire 0 air pressure state rolling track with lubricating coating, 43-convex bulge;

100-bead, 101-bead apex, 102-bead lip;

110-the inner bead surface without the lubricating coating, 120-the first lubricating coating, 130-the first lubricating coating and the second lubricating coating;

200-sidewall, 210-inner sidewall surface not provided with a lubricious coating, 220-first lubricious coating on inner sidewall surface of the tire, 230-first lubricious coating and second lubricious coating on inner sidewall surface of the tire;

300-shoulder, 310-shoulder inner surface without lubricating coating, 320-first lubricating coating of tire shoulder inner surface, 330-first lubricating coating and second lubricating coating of tire sidewall inner surface;

400-tread, 410-inner tread surface not provided with a lubricating coating;

500-inner surface of tire, 510-position of mutual contact of inner portions of tire on outer side of vehicle, 520-position of mutual contact of inner portions of tire on inner side of vehicle; 530-tire section height;

600-air-out line, 610-embossing pattern.

Detailed Description

The technical solution of the present invention is further described below with reference to the following embodiments and the accompanying drawings.

And (3) testing environment: the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10 percent RH, the standard of a test road is not lower than the standard of an expressway specified in Highway engineering quality inspection and assessment Standard JTGF80/1, the maximum longitudinal slope gradient of a dry road surface is less than or equal to 1 percent, and the maximum load capacity of the tire, which is obtained by statically placing a vehicle on a horizontal road surface, is more than or equal to the load capacity multiplied by 65 percent.

Example 1

Referring to fig. 1-11, the test vehicle is a 2013 model 408 four-wheel front drive, the test tire is michelin 205/60R16, the tire is a tubeless sidewall-free supported tire (bladder vulcanized tire), the tire load index is 92, the load capacity is 630kg, the maximum load capacity of the tire is equal to or greater than the load capacity x 65% when the vehicle is placed on a horizontal road in a stationary manner, the rim width is 7J, the tire section height 530 is about 123mm, the tire inner portions on the outer side of the vehicle are in contact with each other 510, and the tire inner portions on the inner side of the vehicle are in contact with each other 520; testing that the beads 102 on both sides of the tire do not fall off the hub 30 and the inboard 32 and outboard 34 bead seats during the full stroke; the inner tire surface 500 of the tire 40 is the inner tire surface after vulcanization molding, and the inner tire surface is formed by a vulcanization bladder and has vent lines 600 and an embossed pattern 610, as shown in fig. 7; the michelin tire has a relatively sparse vent line 600 and the embossed pattern 610 has a variety of shapes, as shown only schematically, as compared to other tire manufacturers. F2 ≤ 1.1f22, f1 ≤ 1.1f11, f2 ≤ 0.65f1, f2 ≤ 1/4f, measured according to claim 5; according to claim 4, μ 2. ltoreq.0.65 μ 1, μ 20. ltoreq.1.1 μ 2, μ 10. ltoreq.1.1 μ 1.

In the embodiment 1, the tire inner surface 500 of the tire 40 is a tire inner surface after vulcanization molding, and is not provided with any lubricating coating, and referring to fig. 1 and 2: the inner surfaces of the bead 110 not provided with the lubricating coating, the inner surfaces of the sidewall 210 not provided with the lubricating coating, the inner surfaces of the shoulder 310 not provided with the lubricating coating, the inner surfaces of the tread 410 not provided with the lubricating coating, the inner surfaces of the tire in the vehicle outer side surface 510 and the inner surfaces of the tire in the vehicle inner side surface 520 are in contact with each other after the tire is vulcanized.

In the scheme 2, the bead, sidewall and shoulder parts on two sides of the inner surface of the tire 40 are cleaned, then coated with a water-based lubricant, and dried and cured to obtain first lubricating coatings (three parts) with uniform thickness, as shown in fig. 5, a first lubricating coating 120 on the inner surface of the tire bead, a first lubricating coating 220 on the inner surface of the tire sidewall and a first lubricating coating 320 on the inner surface of the tire shoulder; the main lubricating component of the first lubricating coating is graphite, the thickness of the lubricating coating is 0.1-0.2mm, the graphite has good lubricating performance and high bearing capacity, and meanwhile, the graphite has heat dissipation and energy consumption, so that the heat dissipation of the tire is facilitated; the vehicle outside tire inner mutual contact location 510 and the vehicle inside tire inner mutual contact location 520 are the first lubricating coating mutual contact.

Scheme 3, the bead, sidewall and shoulder parts on two sides of the inner surface of the tire 40 are cleaned, then coated with a water-based lubricant, and dried and cured to obtain a first lubricating coating with uniform thickness, and then coated with a second lubricating coating (three parts), as shown in fig. 6, the second lubricating coating with uniform thickness is added on the basis of fig. 5, and the first lubricating coating and the second lubricating coating 130 on the inner surface of the tire bead, the first lubricating coating and the second lubricating coating 230 on the inner surface of the tire sidewall, and the first lubricating coating and the second lubricating coating 330 on the inner surface of the tire shoulder are added; the main lubricating component of the first lubricating coating is graphite, the thickness of the first lubricating coating is 0.1-0.2mm, the graphite has good lubricating performance and high bearing capacity, and simultaneously, the graphite has high heat dissipation and energy consumption and is convenient for heat dissipation of a tire; the second lubricating coating is No. 1 organic silicon lubricating grease, and has the advantages of low viscosity, good fluidity and convenient construction; the second lubricating coating adsorbs and invades into the first lubricating coating, and the film thickness is not more than 0.1mm, so the second lubricating coating can not be thrown away under the effect of centrifugal force, the total mass of the first lubricating coating and the second lubricating coating is not more than 30g, the weight is light, and the energy-saving and environment-friendly effects are achieved. The vehicle outer side tire inner mutual contact location 510 and the vehicle inner side tire inner mutual contact location 520 are where the second lubricating coating is in mutual contact.

The testing process comprises the following steps: the test is carried out in the test environment, the tire pressure of the right front wheel tire 40 is 0, and the tire 40 is flattened, as shown in fig. 4 and 9; in the scheme 1, when a vehicle is accelerated to more than 60km/h in a straight line, an accelerator pedal is increased, the vehicle speed is increased slowly and is less than 80km/h, the vehicle is difficult to accelerate again, the vehicle shakes seriously, a steering wheel shakes greatly, the noise is very large, referring to a graph 10, a rolling track of a tire without a lubricating coating in a 0-air-pressure state is provided, and a plurality of convex bulges 43 are arranged on the rolling track (the tire is seriously out of round); the vehicle stops taking the tire apart, and a large amount of inner liner fragments are found inside the tire; in the scheme 2, when the vehicle is accelerated to more than 90km/h in a straight line, the vehicle is accelerated by increasing the accelerator pedal, the speed is slowly increased and is less than 110km/h, the vehicle is difficult to accelerate, the vehicle has obvious shaking phenomenon and high noise, and the vehicle stops disassembling the tire and discovers the delamination of an inner air-tight layer of the tire; scheme 3 the vehicle can smoothly and linearly accelerate to more than 120km/h, the vehicle does not obviously feel shaking, the noise is small, the tire is disassembled, no obvious abnormality is found in the tire, and referring to fig. 11, the rolling track 42 of the tire in the 0 air pressure state after the lubricating coating is arranged is circular or approximately circular.

Example 2

This example is different from example 1 in the test procedure.

The testing process comprises the following steps: the test is carried out in the test environment, the tire pressure of the right front wheel tire 40 is 0, and the tire 40 is flattened, as shown in fig. 4 and 9; the vehicle accelerates to 40km/h for running at a constant speed, the vehicle in the scheme 1 runs less than 2km, the vehicle shakes seriously, a steering wheel shakes too, and the noise is very large; the vehicle stops taking the tire apart, and a large amount of inner liner fragments are found inside the tire; in the scheme 2, the vehicle runs for less than 4km, the vehicle has obvious shaking phenomenon and high noise, and the vehicle stops disassembling the tire and discovers the delamination of an inner liner of the tire; scheme 3 the vehicle can run smoothly for more than 7km, the vehicle does not obviously feel the shaking phenomenon, the noise is small, the tire is disassembled, and no visible debris is found in the tire. Therefore, the scheme 3 has better 0-air-pressure emergency cruising ability.

Example 3

This example is different from example 1 in the test procedure.

The testing process comprises the following steps: the test environment is adopted for testing, the initial temperature of the tire is 60 +/-1 ℃, the vehicle runs at a constant speed of 120km/h +/-1 km/h, the tire is as shown in figure 8, the right front wheel of the vehicle suddenly bleeds to the ambient air pressure, the air bleeding time is less than 0.5s, the angle of the steering wheel is kept unchanged within 0.75s after the tire burst, and the brake can not be stepped on 3.5s after the tire burst (according to statistics of relevant data, when the driver drives the vehicle at 120km/h +/-1 km/h, if the tire burst happens, the average reaction time of the two hands of the driver is 0.75s, and the average time of the feet from the accelerator to the brake pedal is 3.5s), as shown in figure 4 and figure 9;

in the scheme 1 after tire burst, the vehicle is not controlled by a steering wheel to rapidly yaw towards the right front to deviate from a lane, and then the axis of a tire burst wheel jumps up and down, the vehicle rapidly shakes, and the steering wheel rapidly shakes; if in a real scene, the rapid yaw of the vehicle and the violent shaking of the vehicle after the tire burst can cause the driver to panic and cause traffic accidents; according to fig. 10, the 0-air-pressure state rolling track of the tire without the lubricating coating is provided with a plurality of convex bulges 43, the 0-air-pressure tire is stressed by a force similar to a pulse, so that the vehicle is deceived when yawing is carried out on the vehicle after the tire burst, the yawing degree is also reflected in a pulse form, and a driver can do no over correction if correcting according to the most serious yawing degree, so that the vehicle rushes out to the other side of the burst tire to cause traffic accidents, and the accident accounts for more than 80% according to relevant statistics.

Because the friction coefficient of the inner surface of the tire is large, after the vehicle in the scheme 2 is blown out, the vehicle can also yaw to a certain degree, and then the vehicle body can bump to a certain degree, the bulge bump 43 is not flattened, so that the vehicle is difficult to control;

because the friction coefficient of the inner surface of the tire is small, the yaw of the vehicle is small after the vehicle is blown out according to the scheme 3; the friction coefficient is little, and at the relative rim relative slip of circumferencial direction tread, protruding swell 43 can be flattened, therefore the vehicle is gone steadily and is not had obvious phenomenon of beating, the fine control of vehicle to can reduce the traffic accident, this scheme is applicable to driver or unmanned control.

Example 4

The difference between the present embodiment and embodiment 3 is that the steering wheel is locked during a tire burst, the steering angle of the steering wheel is kept unchanged within 5s after the tire burst (the slight change of the steering wheel angle due to the fit clearance can be ignored), the tire with the tire burst is a driven wheel as the right rear wheel, a wheel torque sensor is mounted on the tire burst wheel, and the rolling torque of the tire burst wheel within 5s after the tire burst is tested. The torque of the scheme 1 is T1, and the torque variation is large because the wheels of the scheme generate large jumping after the tire burst; the torque of the scheme 2 is T2, and the torque variation is small because the wheels of the scheme generate small jump after the tire burst; the torque of the pattern 3 is T3, and since the wheels of the pattern hardly generate the run-out after the tire burst, the torque variation is minimum; and (3) testing results: t3max is less than or equal to 0.65T2max, T2max is less than or equal to 0.5T1max, and the result shows that the 0 air pressure resistance of the scheme 3 is the minimum, so that the vehicle can be controlled more after the tire burst.

Example 5

This example is different from example 3 in that the puncture speed per hour is 132 km/h. + -. 2km/h, comparing scheme 2 and scheme 3 in example 1.

Because the coefficient of friction of tire internal surface is great, scheme 2 is after the flat tire, and great degree off tracking also can appear in the vehicle, and great degree jolt can appear in the automobile body afterwards, and the vehicle is difficult to control.

Because the friction coefficient of the inner surface of the tire is small, after the vehicle in the scheme 3 is punctured, the vehicle has small yaw (the yaw is mainly caused by the fact that the diameter of the wheel is reduced), the friction coefficient is small, and the convex bulge 43 can be flattened, so that the vehicle runs stably without obvious jumping, the vehicle is well controlled, and traffic accidents can be reduced; this scheme is applicable to artifical driving, driver assistance and unmanned driving and controls.

Example 6

This example is different from example 5 in that the puncture speed per hour is 144 km/h. + -. 2km/h, comparing scheme 2 and scheme 3 in example 1.

Because the friction coefficient of the inner surface of the tire is large, in scheme 2, after the tire is burst, the vehicle can be seriously deviated, and then the vehicle body can bump, so that the vehicle is difficult to control.

Because the friction coefficient of the inner surface of the tire is small, after the vehicle in the scheme 3 is punctured, the vehicle has small yaw (the yaw is mainly caused by the fact that the diameter of the wheel is reduced), the friction coefficient is small, and the convex bulge 43 can be flattened, so that the vehicle runs stably without obvious jumping, the vehicle is controlled well, and traffic accidents can be reduced; this scheme is applicable to artifical driving, driver assistance and unmanned driving and controls.

Example 7

The test environment is adopted for testing, a test vehicle is a 2013 model 408 four-wheel front drive, a test tire is Michelin 205/60R16, the tire is a tubeless sidewall-free supported tire, the tire load index is 92, the load capacity is 630kg, the maximum load capacity of the tire is larger than or equal to the load capacity multiplied by 65 percent when the vehicle is placed on a horizontal road in a static mode, the rim width is 7J, and the tire section height 530 is about 123 m. When the vehicle runs at a constant speed of 120km/h for 1 hour, all tires reach 0 tire pressure within 1 second, when the load capacity corresponding to the tire load index is larger than or equal to 85%, the tires are flattened, two surfaces inside the tires are mutually contacted, an accelerator pedal is released after 0 tire pressure of all the tires, a manual vehicle for blocking keeps a neutral gear to freely slide to a speed of 50km/h, or an automatic vehicle for blocking keeps a D gear to freely slide to a speed of 50km/h, the maximum longitudinal slope gradient of a sliding road is smaller than or equal to 1%, and the whole course of the tire does not slip:

A. the sliding distance is L before the first lubricating coating and the second lubricating coating are not arranged on the inner surface of the vulcanized and molded tire;

B. only arranging a first lubricating coating on two surfaces which are mutually contacted in the vulcanized and molded tire, wherein the sliding distance is L1;

C. arranging a first lubricating coating and a second lubricating coating on two mutually contacted surfaces in the vulcanized and molded tire, wherein the sliding distance is L2;

L≤0.5L，L1≤0.8L2，L≤1/3L2。

example 8

The tubeless sidewall-free tire of this example is different from the tires of examples 1-7 in that the tires of examples 1-6 are flattened under load at 0 air pressure, the tire sidewall rubber cannot support the vehicle load, and the two inner surfaces inside the tire contact each other.

This embodiment describes a special tubeless sidewall-free supported tire: the run-flat tire has lower bending strength of the tire side rubber, and the riding comfort of the run-flat tire is better than that of the run-flat tire with large bending strength of the side rubber; in a horizontal road vehicle stationary condition, such a tire is at 0 air pressure, the tire side rubber can support the vehicle load keeping the inner surfaces of the tire from contacting each other, and the 0 air pressure state can travel a long distance; however, at the moment of tire burst, the load of the tire is increased in a short time due to the instant sinking impact of a moving vehicle, and two surfaces in the tire can be contacted with each other, and the tire is called as a flexible run-flat tire.

After the air pressure of the tire is 0, once two surfaces inside the tire are contacted with each other, the air pressure resistance of the tire 0 is greatly increased, and the yaw of the vehicle is out of control, so that traffic accidents are caused. The method comprises the steps of adopting a capsule vulcanized flexible run-flat tire, testing a vehicle at 132km/h +/-2 km/h by adopting the testing environment, wherein the vehicle is a front-wheel-drive 4-wheel SUV vehicle, the load of the vehicle is 1.65 tons, the right front wheel of the vehicle is suddenly blown out and deflated to the ambient air pressure, the deflation time is less than 0.5s, the steering wheel angle is kept unchanged within 0.75s after the tire is blown out, and the brake can not be stepped on within 3.5s after the tire is blown out (according to relevant data statistics, when the driver drives the vehicle at the speed of over 120km/h, if the tire is suddenly blown out, the average reaction time of the two hands of the driver is 0.75s, the average time of the foot from an accelerator to a brake pedal is 3.5s), and when the downward impact force of the tire-blown-out vehicle is maximum, the inner surfaces of the two tires are mutually contacted as shown in a graph 4 and a graph 9;

A. the inner surface of the tire is not provided with the lubricating coating, after the tire is burst, the friction force f of the mutual contact positions of the inner surfaces of the tires is large, the 0 air pressure resistance of the tire after the tire burst is large, the vehicle violently drifts to the right, and the vehicle is difficult to control.

B. The tire shoulder, the tire side and the inner surface of the tire bead are provided with a first lubricating coating, the main lubricating material of the first lubricating coating is molybdenum disulfide, the thickness of the first lubricating coating is within 0.2mm, the friction force f1, f1 and f1 of the inner surface of the tire at the mutual contact positions are less than or equal to 0.5f, the air pressure resistance of the tire is small when the tire is blown out, the vehicle has a certain degree of right yaw after the tire is blown out, and the vehicle is easy to control.

C. The inner surfaces of the tire shoulder, the tire side and the tire bead are provided with a first lubricating coating and a second lubricating coating, the main lubricating material of the first lubricating coating is molybdenum disulfide, and the thickness of the first lubricating coating is within 0.2 mm; the second lubricating coating is fluorine-containing lubricating grease, the thickness of the second lubricating coating is less than 0.1mm, the total weight of two layers of lubricating materials is less than 80g, the friction force f2 at the mutual contact position of the inner surfaces of the tires is minimum, f2 is less than or equal to 0.65f1, the 0 air pressure resistance of the tire after tire burst is minimum, the vehicle slightly drifts to the right after tire burst, and the vehicle is well controlled.

Claims

1. A flat tire is a tubeless sidewall-supported tire, when the tire is flat, the sidewall of the tire is bent, and two surfaces inside the tire are mutually contacted.

2. A runflat safety tire according to any of claims 1, wherein a first lubricating coating is in contact with the inner surface of the tire after vulcanization molding, the first lubricating coating being a solid lubricating coating; the second lubricating coating is covered on the first lubricating coating, and the second lubricating coating is one of a semi-solid lubricating grease coating, a semi-fluid lubricating grease coating and a liquid lubricating grease coating.

3. A runflat safety tire according to any of claims 2, wherein the solid lubricating coating comprises at least one solid lubricating coating; or the solid lubricating coating comprises at least one adhesive coating layer and at least one solid lubricating coating layer, and the adhesive coating layer is in contact with the inner surface of the tire.

4. The flat tire safety tire according to claim 2, wherein the tire is a tubeless sidewall-free tire, the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10% RH, the test road standard is not lower than the highway standard specified in Highway engineering quality inspection assessment Standard JTGF80/1, the maximum longitudinal slope gradient is less than or equal to 1%, the maximum load capacity of the tire is more than or equal to 65% when a vehicle is statically placed on a horizontal road, and when the tire is under 0 air pressure, the tire is flattened, the sidewall of the tire is bent, and two surfaces in the tire are in contact with each other:

5. The flat tire run-flat safety tire according to claim 2, wherein the tire is a tubeless sidewall-supportless tire, the load capacity of the tire is more than or equal to 400kg, the sidewall rubber of the tire is divided into small rubber blocks with the same size and shape, the outer surface of the sidewall of each small rubber block is polished to be flat, the small rubber blocks with uniform thickness are made into small rubber blocks with the uniform thickness, the thickness of each small rubber block is more than or equal to 3mm, and the 2 small rubber blocks with uniform thickness are respectively and firmly bonded on 2 hard plates with flat and smooth surfaces; the temperature is between 35 ℃ and 36 ℃, the relative humidity is less than 10% RH, the divided blocks are placed for more than 3 hours, the inner surfaces of the vulcanized and molded tires of 2 processed tire blocks are mutually contacted and attached, the attaching surface is parallel to the horizontal plane, a load of 15kg per square centimeter is uniformly applied to the contact area, and the direction of the applied force is parallel to the contact surface:

A. before the first lubricating coating and the second lubricating coating are not arranged on the inner surface of the tire after the unused vulcanization molding, the maximum static friction force of two mutually contacted positions is f;

B. only arranging first lubricating coatings on the inner surface of the sidewall of the tire after unused vulcanization molding, wherein the maximum static friction force of the contact position of the two first lubricating coatings is f 1;

C. arranging a first lubricating coating and a second lubricating coating on the inner surface of the sidewall of the unused tire after vulcanization molding, wherein the maximum static friction force of two mutually contacted positions is f 2;

D. the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10% RH, the standard of a test road is not lower than the standard of an expressway specified in Highway engineering quality inspection and assessment Standard JTGF80/1, the maximum longitudinal slope gradient of a dry road surface is less than or equal to 1%, the maximum load capacity of the tire is more than or equal to the load capacity multiplied by 65% when a vehicle is placed on a horizontal road surface in a static way, the tire is flattened after the air pressure of the tire is 0 ℃, the sidewall of the tire is bent, and two surfaces in the tire are mutually contacted; the vehicle linearly runs to a position of 500m and stops under the condition of the air pressure of the tire of 0m, the whole course of the tire is not knocked over, the highest speed per hour of the vehicle is less than or equal to 30km/h and less than or equal to 40km/h, and the running distance of the vehicle is more than or equal to 30km/h and more than or equal to 200 m; dividing the tire side rubber into small rubber blocks with the same size and shape according to the conditions for testing; only arranging first lubricating coatings on the inner surface of the tire side wall after vulcanization molding, wherein the maximum static friction force of the contact position of the two first lubricating coatings is f 11;

E. the air temperature is more than or equal to 20 ℃, the relative humidity of the air in the tire is less than 10% RH, the standard of a test road is not lower than the standard of an expressway specified in Highway engineering quality inspection and assessment Standard JTGF80/1, the maximum longitudinal slope gradient of a dry road surface is less than or equal to 1%, the maximum load capacity of the tire is more than or equal to the load capacity multiplied by 65% when a vehicle is placed on a horizontal road surface in a static way, the tire is flattened after the air pressure of the tire is 0 ℃, the sidewall of the tire is bent, and two surfaces in the tire are mutually contacted; the vehicle linearly runs to a position of 500m and stops under the condition of the air pressure of the tire of 0m, the whole course of the tire is not knocked over, the highest speed per hour of the vehicle is less than or equal to 30km/h and less than or equal to 40km/h, and the running distance of the vehicle is more than or equal to 30km/h and more than or equal to 200 m; dividing the tire side rubber into small rubber blocks with the same size and shape according to the conditions for testing; arranging a first lubricating coating and a second lubricating coating on the inner surface of the tire side wall after vulcanization molding, wherein the maximum static friction force of two mutually contacted positions is f 22;

the method is characterized in that f2 is more than f1 and less than f, f22 is more than f11, and f22 is more than f.

6. A run-flat safety tire according to claim 2, wherein the tire has a section height of not more than 150mm, and the total mass of the first lubricating coating and the second lubricating coating is not more than 80 g; the tire with the tire section height not more than 200mm, and the total mass of the first lubricating coating and the second lubricating coating is not more than 160 g.

7. A runflat safety tire according to claim 4, wherein μ 20 μ 2 or less and/or μ 10 μ 1 or less 1.1 μ 1.

8. A runflat tire according to claim 4, wherein μ 2 μ 1 or less and/or μ 2 μ 1/3 μ, or both.

9. A runflat tire according to claim 5, wherein f2 ≦ 1.1f22, and/or f1 ≦ 1.1f 11.

10. A runflat tire according to claim 5, wherein f2 is 0.8f1 and/or f2 is 1/3 f.