CN114312169A - Support rubber and run-flat tire - Google Patents
Support rubber and run-flat tire Download PDFInfo
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- CN114312169A CN114312169A CN202210099464.7A CN202210099464A CN114312169A CN 114312169 A CN114312169 A CN 114312169A CN 202210099464 A CN202210099464 A CN 202210099464A CN 114312169 A CN114312169 A CN 114312169A
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- support
- rubber
- support rubber
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- glue
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
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Abstract
The invention discloses a support rubber and an explosion-proof tire, and belongs to the field of explosion-proof tires. The support rubber is arranged between the inner liner layer and the carcass layer; the width of the supporting glue is L-SW-N-k + L2; wherein SW is the nominal cross-sectional width; n is the flattening ratio; k is a Safort factor, and the value range is 0.73-0.75; l2 is the distance that the upper end of the support rubber overlaps with the # 1 belt. The support glue provided by the invention can rapidly confirm the width and the used mouth shape of the support glue according to different specifications by providing a width determining mode, and the research and development efficiency and the production efficiency are improved. And meanwhile, the positioning of the upper end point and the lower end point of the supporting rubber is further limited, the positioning method is applied to the aspect of explosion-proof tires, the technical problem that the stress is concentrated when the existing explosion-proof tires run at zero air pressure due to the defects of the supporting rubber structure is solved, and the durability when the tires run at zero air pressure is improved.
Description
Technical Field
The invention belongs to the field of run-flat tires, and particularly relates to a supporting rubber and a run-flat tire.
Background
During the driving process of the automobile, the tire provides friction force for the automobile through contact with the ground, and the safety of the tire has important influence on the safety of the automobile. With the improvement of living standard and the continuous enhancement of safety consciousness of people, the market demand of safety tires is increasingly expanded.
The self-supporting run-flat tire is the mainstream of the safe tire market at present, and the durability of the self-supporting run-flat tire (run-flat tire) at zero air pressure is ensured by adding a strong and hard supporting rubber at the side part of the tire. However, too narrow a design of the supporting glue results in insufficient supporting performance, while too wide a design results in waste of material and too high rigidity, which results in poor comfort. Meanwhile, in the prior art, the time for confirming the width and positioning is long when the supporting glue structure is designed, and the width, the positions of the upper end point and the lower end point of the supporting glue are difficult to accurately confirm.
Disclosure of Invention
The invention provides a support rubber and an explosion-proof tire, and solves the technical problems that the existing explosion-proof tire is long in time consumption for determining the width of the support rubber and difficult to accurately determine.
The invention provides a supporting adhesive, which is arranged between an inner liner layer and a carcass layer;
the width of the supporting glue is L-SW-N-k + L2;
wherein SW is the nominal cross-sectional width;
n is the flattening ratio;
k is a Safort factor, and the value range is 0.73-0.75;
l2 is the distance that the upper end of the support rubber overlaps with the # 1 belt.
Preferably, the upper end point of the support glue is arranged below the 1# belt ply, the support glue is overlapped with the 1# belt ply, L2 is larger than or equal to 12mm and smaller than or equal to 20mm, and L2-L1 is larger than or equal to 8 mm;
wherein L1 is the distance between the upper end of the sidewall and the upper end of the support rubber.
Preferably, the vertical distance between the lower end point of the support rubber and the plane of the steel wire ring is L3, and L3 is more than or equal to 5mm and less than or equal to 10.
Preferably, the rubber hardness of the supporting rubber is HS 69-HS 75.
Preferably, the elastic modulus of the support glue is 5.1-6.1 MPa.
The invention also provides a run-flat tire which comprises the support rubber in any one of the above aspects.
Preferably, the run flat tire further comprises a tread, a cap ply, a No. 1 belt ply, a sidewall, a carcass layer, a reinforcing layer, an outer protector, a bead filler, a bead ring and an inner liner layer.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a support rubber and an explosion-proof tire, wherein the width of the support rubber is limited to be L ═ SW x N x k + L2, the radial rigidity and the comfort of the support rubber can be properly balanced by limiting the width of the support rubber, the insufficient support performance caused by too narrow design can be avoided, and the poor comfort caused by too large width, material waste and too large rigidity can be avoided. Meanwhile, the application of the formula can quickly confirm the width of the supporting glue and the used mouth shape according to different specifications, and improve the research and development efficiency and the production efficiency.
Furthermore, the embedded position of the support rubber (the positioning of the upper end point and the lower end point of the support rubber) is limited, so that the support rubber can provide enough support force and disperse the stress of the part, and the durability of the support rubber during zero-tire-pressure running is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic diagram of the positions of L-L3 in the proppant structure according to the embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a run-flat tire according to an embodiment of the present invention;
description of the drawings: tyre surface, cap belt layer, No. 1 belt layer, tyre side, tyre body layer, reinforcing layer, supporting glue, rubber triangle and steel wire ring,
an inner liner.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments provided by the present invention, belong to the protection scope of the present invention.
It is obvious that the drawings in the following description are only examples or embodiments of the invention, from which it is possible for a person skilled in the art, without inventive effort, to apply the invention also in other similar contexts. Moreover, it should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one of ordinary skill in the art that the described embodiments of the present invention can be combined with other embodiments without conflict.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention belongs. The use of the terms "a" and "an" and "the" and similar referents in the context of describing the invention are not to be construed as limiting in number, and may be construed to cover both the singular and the plural. The present invention relates to the terms "comprises," "comprising," "includes," "including," "has," "having" and any variations thereof, which are intended to cover non-exclusive inclusions; for example, a process, method, system, article, or apparatus that comprises a list of steps or modules (elements) is not limited to the listed steps or elements, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus. The terms "connected," "coupled," and the like in the description of the invention are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The term "plurality" as used herein means two or more. "and/or" describes an association relationship of associated objects, meaning that three relationships may exist, for example, "A and/or B" may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. The terms "first," "second," "third," and the like in reference to the present invention are used merely to distinguish between similar objects and not necessarily to represent a particular ordering for the objects.
The embodiment of the invention provides a support rubber and an anti-explosion tire, and fig. 1 is a schematic structural diagram of a support rubber (c) according to the embodiment of the invention. Referring to fig. 1 to 2, the supporting glue is disposed on the liner layer
And the tyre body layer;
the width of the supporting rubber is L-SW N k + L2;
wherein SW is the nominal cross-sectional width;
n is the flattening ratio;
k is a Safort factor, and the value range is 0.73-0.75;
l2 is the distance that the upper end of the support rubber overlaps with the # 1 belt.
In the invention, the width of the supporting rubber is designed according to the position and the function of the supporting rubber, and the selection of the width of the supporting rubber comprehensively considers the design section height of the tire, the framework material and the application of half parts. The tire section height H ═ SW × N, the width L of the support rubber is calculated according to the Safort factor: L-SW × N × k + L2. The invention can properly balance the radial rigidity and comfort of the supporting rubber through limiting the width of the supporting rubber, and can not cause insufficient supporting performance because of over-narrow design, and can not cause material waste and poor comfort because of over-large width. Meanwhile, the application of the formula can quickly confirm the width and the used mouth shape of the supporting rubber according to different specifications, thereby improving the research and development efficiency and the production efficiency. It should be noted that when k is less than 0.73, the support rubber is designed to be narrow and cannot support the load under the state of zero air pressure or low air pressure, so that good zero air pressure support performance cannot be achieved, and when k is greater than 0.75, the support rubber is designed to be too wide, so that the weight of the tire is increased, the oil saving effect is poor, the material cannot be efficiently utilized, and the law of fuel efficiency is not met. The phenomenon that k is controlled to be more than 0.73-0.75 can be obviously improved.
In the invention, furthermore, the upper end point of the support rubber (c) is arranged below the 1# belt ply (c), the support rubber (c) is partially overlapped with the 1# belt ply (c), L2 is more than or equal to 12mm and less than or equal to 20mm, and L2-L1 is more than or equal to 8 mm; wherein, L1 is the distance between the upper end of the sidewall and the upper end of the supporting rubber. The invention can prevent the problems of shoulder stress concentration and over-high shoulder rigidity by limiting the position of the upper end point of the supporting rubber.
When the L2 is less than 12mm, the support rubber is too small to be inserted, so that the support rubber is easily overlapped with the insertion point of the tire side (iv), which causes the end points of the rubber component at the tire shoulder part to be too concentrated, which leads to the heat generation of the tire shoulder part to be concentrated, and the support rubber is too small to be inserted, which causes the delamination at the tire shoulder part; when L2 is larger than 20mm, the supporting rubber is excessively inserted, on one hand, because the inserting of the supporting rubber is too large, the supporting rubber is added on the tire shoulder part, and the tire shoulder part is deformed too thick to generate heat rapidly; on the other hand, the support rubber is too large to cause the rigidity of the tire shoulder part to be increased, so that the average grounding length of the tire crown part is smaller than that of the shoulder part, the grounding impression is deflected to be butterfly-shaped, the impression has better control performance during turning, but the straight-line running performance is poor, abnormal abrasion of the tire shoulder part can be caused, and the service life of the tire is shortened.
In the invention, further, the vertical distance between the lower end point of the support rubber (c) and the upper plane of the steel wire ring (r) is L3, and L3 is not less than 5mm and not more than 10. The stress of the lower end point of the support rubber is limited, so that the support rubber can disperse the stress of the lower end point while providing enough support force, the problem that the lower side wall part generates heat due to stress concentration in the normal driving process of the 'full-explosion-proof' passenger vehicle tire can be solved, and the durability during zero-tire-pressure driving is improved.
Furthermore, the hardness of the rubber material of the supporting rubber is HS 69-HS 75, and the elastic modulus of the rubber material is 5.1-6.1 MPa. The support rubber of the full explosion-proof tire mainly provides enough support for the tire to run under 0 air pressure, so the rubber material needs to have high elastic modulus, hardness and strength performance, if the hardness and the elastic modulus are too high, the rigidity of a tire side is too high, the comfort of the tire is poor, and if the hardness and the elastic modulus are too low, the support rubber is not provided with the support performance. In the embodiment, the hardness of the rubber material of the support rubber is limited to be HS 69-HS 75, the elastic modulus of the rubber material is 5.1-6.1 Mpa, and the 0 air pressure continuous running function and the comfort of the whole passenger train can be properly balanced.
The invention also provides an explosion-proof tire which comprises the support rubber component.
The explosion-proof tyre also includes tread, cap belt layer, No. 1 belted layer, side wall, tyre body layer, reinforcing layer, outer protector, triangular glue, steel wire ring and inner liner layer
Performance testing
1. Width and positioning test for support glue
Taking 225/55R17 as an example, the hardness of the support adhesive is HS70, the elastic modulus is 5.8MPa, the specific scheme is shown in Table 1, and the performance test result is shown in Table 2.
TABLE 1 Width and orientation test protocol
Table 2 support adhesive performance test data
As can be seen from table 2, the fixed support rubber mat is adopted in the schemes 1 and 2, the scheme 1 adopts k equal to 0.71 (too narrow support rubber) for performance test, and the scheme 2 adopts k equal to 0.78 (too wide support rubber) for performance test, so that the high-speed performance of the too narrow support rubber is slightly better, but the 0-air pressure durability and the 0-air pressure running performance of the real vehicle far do not meet the performance requirements; although the support performance is slightly good because of the support is glued wide to too wide support, and 0 atmospheric pressure real car traveling performance is slightly good, but the material waste can be caused to too wide support is glued, because of support glue bottom end point is too close to the last plane distance of steel wire ring simultaneously, damages the style and mostly is the rim of a rim part damage, and the high indoor machine tool test that leads to of themogenesis here can not satisfy the requirement.
2. Hardness and elastic modulus Performance test of support rubber
Taking 225/55R17 as an example, the width of the support rubber is 110mm, the upper end point is positioned below the belt layer, L1 is 6mm, L2 is 18mm, and the vertical distance between the lower end point and the upper plane of the steel wire ring is 8 mm. Specific protocols and test results are shown in table 3.
TABLE 3 hardness and elastic modulus Properties protocol and test data
As can be seen from table 3, in the case of the scheme 1, the hardness and the elastic modulus of the support rubber are low, and although the comfort is good, the durability in the 0-air-pressure chamber and the running distance of the 0-air-pressure real vehicle are far from the requirements.
Scheme 2, support gluey hardness, elastic modulus are too high, and although 0 atmospheric pressure indoor durable and 0 atmospheric pressure real car distance of traveling can satisfy the requirement, radial rigidity is big, and the travelling comfort is poor, and is as good as with traditional run-flat tire, does not reach the effect that improves the travelling comfort.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (7)
1. A support adhesive is characterized in that: the support rubber is arranged between the inner liner layer and the carcass layer,
the width of the supporting glue is L-SW-N-k + L2;
wherein SW is the nominal cross-sectional width;
n is the flattening ratio;
k is a Safort factor, and the value range is 0.73-0.75;
l2 is the distance that the upper end of the support rubber overlaps with the # 1 belt.
2. The support rubber according to claim 1, wherein the upper end point of the support rubber is arranged below the No. 1 belt ply, the support rubber is overlapped with the No. 1 belt ply, L2 is larger than or equal to 12mm and smaller than or equal to 20mm, and L2-L1 is larger than or equal to 8 mm;
wherein L1 is the distance between the upper end of the sidewall and the upper end of the support rubber.
3. The support rubber according to claim 1, wherein the vertical distance between the lower end point of the support rubber and the plane of the steel coil is L3, and L3 is more than or equal to 5mm and less than or equal to 10.
4. The support glue of claim 1, wherein the glue hardness of the support glue is HS 69-HS 75.
5. The support adhesive according to claim 1, wherein the elastic modulus of the support adhesive is 5.1-6.1 MPa.
6. A run flat tire characterized by: comprising the support adhesive according to any one of claims 1 to 5.
7. The run flat tire of claim 6, further comprising a tread, a cap ply, a # 1 belt, sidewalls, a carcass layer, a reinforcement layer, an outer jacket, an apex, a bead ring, and an innerliner.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210099464.7A CN114312169B (en) | 2022-01-27 | 2022-01-27 | Support adhesive and run-flat tire |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210099464.7A CN114312169B (en) | 2022-01-27 | 2022-01-27 | Support adhesive and run-flat tire |
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| Publication Number | Publication Date |
|---|---|
| CN114312169A true CN114312169A (en) | 2022-04-12 |
| CN114312169B CN114312169B (en) | 2023-10-13 |
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| CN202210099464.7A Active CN114312169B (en) | 2022-01-27 | 2022-01-27 | Support adhesive and run-flat tire |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004299670A (en) * | 2003-03-14 | 2004-10-28 | Bridgestone Corp | Run-flat tire |
| JP2007296871A (en) * | 2006-04-27 | 2007-11-15 | Sumitomo Rubber Ind Ltd | Run flat tire and its manufacturing method |
| JP2012096656A (en) * | 2010-11-02 | 2012-05-24 | Yokohama Rubber Co Ltd:The | Pneumatic run flat tire |
| CN106739842A (en) * | 2017-01-11 | 2017-05-31 | 赛轮金宇集团股份有限公司 | Run-flat tire |
| CN109501530A (en) * | 2018-10-15 | 2019-03-22 | 安徽佳通乘用子午线轮胎有限公司 | A kind of run-flat tire improving endurance quality |
| CN110303827A (en) * | 2019-07-22 | 2019-10-08 | 东营市方兴橡胶有限责任公司 | A kind of all steel run-flat radial and its manufacturing method |
| KR20190118822A (en) * | 2018-04-11 | 2019-10-21 | 넥센타이어 주식회사 | Run-flat tire and method of designing run-flat tire |
-
2022
- 2022-01-27 CN CN202210099464.7A patent/CN114312169B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004299670A (en) * | 2003-03-14 | 2004-10-28 | Bridgestone Corp | Run-flat tire |
| JP2007296871A (en) * | 2006-04-27 | 2007-11-15 | Sumitomo Rubber Ind Ltd | Run flat tire and its manufacturing method |
| JP2012096656A (en) * | 2010-11-02 | 2012-05-24 | Yokohama Rubber Co Ltd:The | Pneumatic run flat tire |
| CN106739842A (en) * | 2017-01-11 | 2017-05-31 | 赛轮金宇集团股份有限公司 | Run-flat tire |
| KR20190118822A (en) * | 2018-04-11 | 2019-10-21 | 넥센타이어 주식회사 | Run-flat tire and method of designing run-flat tire |
| CN109501530A (en) * | 2018-10-15 | 2019-03-22 | 安徽佳通乘用子午线轮胎有限公司 | A kind of run-flat tire improving endurance quality |
| CN110303827A (en) * | 2019-07-22 | 2019-10-08 | 东营市方兴橡胶有限责任公司 | A kind of all steel run-flat radial and its manufacturing method |
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| CN114312169B (en) | 2023-10-13 |
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