CN114347725B - Self-internal support tire suitable for whole train of passenger car and forming process thereof - Google Patents

Abstract

The invention discloses an autologous internal support tire suitable for a whole train of a passenger car and a forming process thereof, belonging to the field of autologous internal support tires. The tire bead reinforcing support comprises a support body, wherein the support body comprises support rubber, triangular rubber and a reinforcing layer, the support rubber is trapezoidal in shape and 4-12mm in thickness, the triangular rubber is positioned on the outer side of a tire body and is coated by the tire body, the lower end point of the triangular rubber is tightly attached to a steel wire ring, and the upper end point of the triangular rubber is positioned at 1/3-2/5 of the radial width L of the support rubber; the radial height L3 of the upper end point of the reinforcing layer higher than the end point of the bead filler is 5-10mm, and the lower end point of the reinforcing layer is flush with the top of the bead ring. The invention is applied to the aspect of self-supporting tires, solves the technical problems that the existing self-supporting tires cannot give consideration to the zero-air-pressure durability and the mute comfort performance of the tires and have small vehicle type application range, has the characteristics of more comfort, more oil saving and low noise compared with the common explosion-proof tires, meets the requirements of users on air shortage and use, has no damage to wheel rims and can be suitable for all-system vehicle types of passenger vehicles.

Description

Self-internal support tire suitable for whole train of passenger car and forming process thereof

Technical Field

The invention belongs to the field of self-internal support tires, and particularly relates to a self-internal support tire suitable for a whole train of a passenger car and a forming process thereof.

Background

With the continuous improvement of the requirements of people on the performance of automobiles, the tires with common performance can not meet the requirements of people on the performances of safety, comfort, silence and the like of the tires. The existing self-supporting tire ensures the zero-air-pressure durability by adding a strong and hard supporting rubber at the tire side part, but simultaneously sacrifices the mute comfort performance of the tire, so that a driver has poor riding experience. In addition, the existing self-supporting tire has higher requirements for adapting to an automobile suspension, so that the self-supporting tire can only be applied in a small range and cannot be adapted to the full-system automobile type of a passenger vehicle.

Disclosure of Invention

The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below to provide a more thorough understanding of the invention.

The invention provides an autologous inner support tire suitable for a whole train of a passenger vehicle and a forming process thereof, solves the technical problems that the existing autologous support tire cannot give consideration to zero-air-pressure durability and mute comfort performance of the tire and is small in applicable vehicle type range, and has the characteristics of being more comfortable, more oil-saving and low in noise compared with the common explosion-proof tire, meeting the requirement of users on air shortage and use protection, having no damage to wheel rims and being suitable for the whole train of passenger vehicles.

The invention discloses an autologous internal support tire suitable for a whole train of passenger cars on one hand, which comprises the following components: a support body, the support body further comprising:

the supporting glue is trapezoidal in shape, and the thickness of the supporting glue is 4-12mm;

the triangular rubber is positioned on the outer side of the tire body and is coated by the tire body, the lower end point of the triangular rubber is tightly attached to the steel wire ring, and the upper end point of the triangular rubber is positioned at 1/3-2/5 of the radial width L of the support rubber;

and the radial height L3 of the upper end point of the reinforcing layer, which is higher than the upper end point of the triangular glue, is 5-10mm, and the lower end point of the reinforcing layer is flush with the top of the bead ring.

In some of these embodiments, the insertion distance L2 of the upper end of the support rubber into the underside of the belt is 18-24mm; the distance L6 between the lower end point of the support rubber and the upper end point of the steel wire ring is 5-10mm.

In some of these embodiments, L2-L1 ≧ 10mm, and L1 is the difference between the distance under the sidewall insert belt and the distance under the support rubber insert belt.

In some embodiments, the thickness H4 of the apex from the lower break point of the support gum to 1/8 of the radial width L of the support gum is 3-4mm, and the difference between the thicknesses H5 and H4 of the apex bottom is not more than 2mm.

In some embodiments, the width L of the supporting glue is calculated by the following formula: l = SW N k + L2;

SW is the nominal section width; n is the flattening ratio; k is Safort factor, and the value range of k is 0.73-0.75.

In some of these embodiments, α ranges from 65 ° to 75 °.

In some embodiments, the profile design is carried out by adopting a triangle balance theory profile design principle, and tan alpha =2 USH/(SW-RW) is ensured, wherein SW is a value of a nominal section width which is fixed, USH is a distance from a horizontal axis of the section to a tire bead in a free state of the tire, and RW is a fit width.

In some embodiments, the amount of subsidence h is calculated by the following equation: h = tan β TDW/2;

TDW is designed to be wide in driving surface, and the value range of beta is 3-8 degrees.

The invention discloses a forming process of an autologous inner support tire suitable for a whole train of a passenger car in any technical scheme, which comprises the steps of adopting a secondary method to fold a layered autologous support forming drum for forming, wherein the secondary method folding layered autologous support forming drum has an expanding state and a contracting state, and performing lining layer, support glue, tire body, buckle ring reverse wrapping and sidewall attaching in the expanding state;

the secondary folding layered self-supporting forming drum rotates at the rotating speed of 80 +/-10 r/min, the pressure of a rear pressing roller is kept at 2-2.5bar, and the secondary folding layered self-supporting forming drum outwards translates and rolls at the transverse speed of 5-15mm/sec, so that forming is completed.

In some of these embodiments, the building drum includes major diameter drum board, major diameter drum board widening ring, path drum board widening ring, and major diameter drum board passes through T type bolted connection with path drum board, and major diameter drum board widening ring adjusts the width that major diameter drum board used with major diameter drum board cooperation, and path drum board widening ring adjusts the width that minor diameter drum board used with path drum board cooperation, and the width X that major diameter drum board used is:

X＝(1#Belt-2*L2)+2N；

the No. 1 belt is the designed width of the No. 1 belt ply, N is a curve between large-diameter drum plates and drums and is selected within the range that N is more than or equal to 30mm and less than or equal to 60mm according to the size of the tire;

the side of the central platform of the large-diameter drum plate is transited to the platform of the small-diameter drum plate through a linear smooth inclined surface, the inclination angle gamma of the platform is 10-15 degrees, the radius of the central platform and the slope is 40mm, and the radius of the edge of the inclined surface of the large-diameter drum plate is 0.5mm; and the drum edge curve of the small-diameter drum plate passes through a buffering type tangent circular arc transition circular arc radius R1/R2=0.1.

Compared with the prior art, the invention has the beneficial effects that:

the invention provides an autologous inner support tire suitable for the whole train of passenger cars, which has the characteristics of being more comfortable, more oil-saving and less in noise than the common explosion-proof tire, meeting the requirements of users on air shortage and use protection, having no damage to wheel rims and being suitable for the whole train type of passenger cars; the invention also provides a molding process of the self-internal support tire suitable for the whole train of the passenger car, which is favorable for ensuring the reasonable application of the support rubber part, effectively reduces the generation of bubbles in the tire during the molding process and improves the production efficiency.

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 structural diagram of an autogenous inner support tire suitable for a passenger vehicle whole train according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a support rubber for supporting a tire in a vehicle body suitable for a whole train of a passenger vehicle according to an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a crescent supporting glue according to the present invention;

FIG. 4 is another schematic structural diagram of an autogenous inner support tire suitable for a passenger vehicle entire train according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of the contour design of an autogenous inner support tire suitable for a passenger vehicle whole train according to an embodiment of the present invention;

FIG. 6 is a schematic structural view of a secondary method folding layered self-supporting building drum suitable for building a self-inner supporting tire of a whole train of a passenger vehicle according to an embodiment of the invention;

description of the drawings: 1. supporting glue; 11. supporting the upper end point of the glue; 12. a support glue lower end point; 2. triangular glue; 21. the upper end point of the triangular glue; 3. a reinforcing layer; 31. reinforcing the upper end of the layer; 4. a bead ring; 41. the end point on the steel wire ring; 5. a belt ply; 6. a sidewall; 71. a large-diameter drum plate; 72. a large-diameter drum plate width adjusting ring; 73. a small-diameter drum plate; 74. and a small-diameter drum plate widening ring.

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 do not 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 such a development effort might be complex and tedious, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, given the benefit of this disclosure, without departing from the scope of this disclosure.

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 the association relationship of the associated object, indicating that there may be three relationships, for example, "a and/or B" may indicate: 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 an autologous internal support tire suitable for a passenger vehicle whole train, and fig. 1 and 4 are schematic structural diagrams of autologous internal support tires suitable for a passenger vehicle whole train according to the embodiment of the invention. Referring to fig. 1 and 4, the self-internal support tire suitable for the whole train of the passenger vehicle at least comprises a support body, wherein the support body further comprises a support rubber 1, a triangular rubber 2 and a reinforcing layer 3. The invention can effectively improve the supporting effect on the side wall 6 when the tire is in short-air condition through the design of the supporting body, avoids the stress concentration of the side wall 6 part, and ensures that the tire can still continuously run for 60km at the speed of 60km/h under the zero air pressure state. Specifically, as shown in fig. 2, the shape of the support rubber 1 is a trapezoid, the thickness is 4-12mm, as shown in fig. 3, the shape of the traditional support rubber 1 is a crescent moon shape, the crescent moon shape is changed into the trapezoid, a smooth curved surface is provided for force transmission due to the stability of the trapezoid, kinetic energy generated by a load in the vertical direction can be effectively absorbed, the kinetic energy in the vertical direction of the tire can be converted into heat to be dissipated, vibration in the vertical direction of the tire can be effectively reduced, and the comfort of the tire is improved, furthermore, the thickness of the traditional support rubber 1 is gradually reduced from the middle thick side part (H1 is more than or equal to H1 and more than H3 is more than or equal to H2 and less than or equal to 18 mm) to be equal in thickness (H1 = H2= H3 is more than or equal to 12 mm) by changing the thickness from 10mm to 18mm to 4mm, so that the whole thickness of the support rubber 1 is reduced and the flexibility is improved, longitudinal elasticity of the tire side part 6 is increased, the thickness is uniform, stress concentration of the tire shoulder part is dispersed, the tire is transferred to 6, the tire side wall is well transferred to the tire, the tire side wall is well improved in the damping performance due to the good in the full-air pressure of the tire, and the tire is not easy to be adaptive to the long-durable, and the long-load reduction effect of the tire, and the long-load of the tire, and the tire is not easy to be reduced, and the long-durable, and the long-run, and the tire.

Optionally, the insertion distance L2 of the upper end point 11 of the support adhesive below the belt 5 is 18-24mm; the distance L6 between the lower end point 12 of the support rubber and the upper end point 41 of the steel wire ring is 5-10mm, meanwhile, L2-L1 is more than or equal to 10mm, and L1 is the difference value between the distance of the tire side 6 inserted into the lower part of the belted layer 5 and the distance of the support rubber 1 inserted into the lower part of the belted layer 5. When L2 is less than 18mm, the support rubber 1 is too small to support the tire shoulder stress load in a zero-air-pressure state, and the support performance is poor; when L2 is more than 24mm, the support rubber 1 is excessively inserted, so that the average grounding length of the crown part of the tire is smaller than that of the shoulder part, the grounding impression is biased to be butterfly-shaped, the impression has better control performance during turning, but the straight-line running performance is poor, the abnormal abrasion of the shoulder part is caused, and the service life of the tire is shortened. The embodiment overcomes the technical problems of poor silencing comfort and high oil consumption of the common explosion-proof tire through the limitation on the shape, the size and the positioning of the support rubber 1.

The triangular glue 2 is positioned on the outer side of the tire body and is coated by the tire body, the lower end point of the triangular glue 2 is tightly attached to the bead ring 4, the upper end point 21 of the triangular glue is positioned at 1/3-2/5 of the radial width L of the supporting glue 1, and when the distance L4 is less than or equal to 1/3L, the supporting capacity of the triangular glue 2 is weakened, the load of a seam allowance part cannot be supported, and the shock absorption capacity is deteriorated; when L4 is more than or equal to 2/5L, the stress strain energy of the triangular glue 2 is increased, and the delamination phenomenon is caused due to excessive heat generation in the driving process. According to the invention, through the positioning design of the triangular rubber 2, the height of the triangular rubber 2 is adjusted according to the thickness of the supporting rubber 1, so that the supporting rubber 1 and the triangular rubber 2 are matched to form an effective supporting system, the integral supporting performance of the sidewall 6 is improved, a good stretching space is provided for the triangular rubber 2, the stress and strain energy can be effectively reduced while supporting load is provided, the zero-air-pressure durable and stable performance is ensured, the damping capacity can be improved, the rim is effectively protected, good driving comfort is provided, and the full-system vehicle type of a passenger vehicle is suitable. Optionally, the thickness H4 of the apex 2 from the lower breaking point of the support adhesive 1 to 1/8 of the radial width L of the support adhesive 1 is 3-4mm, and the difference between the thickness H5 and the thickness H4 of the bottom of the apex 2 is not greater than 2mm. Through the experiment discovery, the table triangle is glued 2 self-supporting and is glued 1 lower breakpoint to supporting 1 radial width L's 1/8 department and is comparatively the concentration point of rim part position stress, 2 thickness design H4 < 3mm are glued to the triangle here, lead to the unable load under supporting zero atmospheric pressure in rim part position, support capacity is weak, when H4 > 4mm, the design of triangle is crossed for the heaviness, the rigidity reinforcing, the poor shear stress that can't conduct the rim part position of deformation, lead to rim part position themogenesis to concentrate, the easy transverse fracture of triangle glue 2, when H5-H4 > 2mm, the unable assurance of triangle glue 2 thickness is even excessive, make the stability can the variation, can't be suitable for passenger car complete system motorcycle type. This embodiment is through the injecing to 2 sizes, location of apex, has solved the easy transverse rupture of apex 2 of traveling under the zero atmospheric pressure state, and the technological problem of easy absciss layer can promote shock-absorbing capacity, effectively protects the rim, and the good comfort of driving of body confession is suitable for the passenger car full system motorcycle type.

The radial height L3 of the upper end point 31 of the reinforcing layer higher than the upper end point 21 of the bead filler is 5-10mm, and the lower end point of the reinforcing layer 3 is flush with the top of the bead ring 4. The design can enhance the strength of the bead part, effectively avoid the occurrence of symptoms such as bead cracks and the like, prolong the service life, effectively protect the bead part of the tire, enhance the excessive flexibility of the bead part, achieve the force dispersion effect and greatly improve the driving comfort.

Further, the width L of the support adhesive 1 is calculated by the following formula: l = SW N k + L2; SW is the nominal section width; n is the flattening ratio; k is Safort factor, and the value range of k is 0.73-0.75. The embodiment provides a method for calculating the width L of the support rubber 1, and limits the value range of the Safort factor, because when k is less than 0.73, the support rubber 1 is designed to be narrow, the support rubber cannot support a load in a zero-air-pressure or low-air-pressure state, and good zero-air-pressure support performance cannot be achieved, and when k is more than 0.75, the support rubber 1 is designed to be too wide, the weight of a tire is increased, the fuel saving effect is poor, materials cannot be efficiently utilized, the fuel efficiency law is not met, the support rubber is not suitable for all-series vehicle types of passenger vehicles, and the phenomenon that k is controlled to be more than 0.73-0.75 can be obviously improved. The Safort factor provided by the invention is suitable for calculating the tire system specification of the passenger vehicle, and the calculated value is consistent with the drawing of the material distribution diagram. Optionally, two support glues 1 head end pads in 1# area and restraints layer 5 below, and support gluey 1 head end interval B = TDW- (10 mm ~ 55 mm), TDW: the designed driving surface is wide.

As shown in figure 5, the profile design is carried out by adopting a triangle balance theory profile design principle, and tan alpha =2 USH/(SW-RW) is ensured, wherein SW is a fixed nominal section width value, USH is the distance from a horizontal axis of the section to a tire bead in a free state of the tire, RW is an engagement width, and alpha ranges from 65 degrees to 75 degrees, wherein alpha is an included angle between a connecting line of an endpoint A of the engagement width of the profile and an endpoint B of the width of the profile and a horizontal axis of the highest point of the profile. When the value of alpha is less than 65 degrees, the tire side 6 part is continuously extruded by inflation pressure during driving and is easy to generate radial deformation, so that the profile of the tire section is greatly deformed during the movement process, and the control stability is poor; when the value of alpha is larger than 75 degrees, the crown is straightened too much along the transverse direction, so that the overturning moment arm is increased, the out-of-roundness of the tire is easily caused, and the rolling resistance of the tire is increased. The alpha value range of 65-75 degrees is ensured to improve the extrusion deformation state of the tire side 6 under the inflation pressure, and the straightening distance of the tire crown along the transverse direction of the tire surface is reduced, so that the reduction of the turnover force arm and the approximation of the roundness are realized, the rolling resistance of the tire is reduced, in addition, the higher rigidity of the tire crown part and the tire side 6 part is combined with a stable triangular structure, the section profile of the tire body layer is basically not changed in the driving process, and the operation stability of the tire is improved. Further, the sinking amount h is calculated by the following formula: h = tan β TDW/2; TDW is designed to be wide in driving surface, the value range of beta is 3-8 degrees, the rounding of grounding marks can be guaranteed, and the stability and the mute performance are effectively improved. Specifically, the design of the tire contour subsidence h can ensure that the curvature of a tire tread is increased, the flexing space of a driving tire shoulder part under the 0 air pressure state is ensured, the heat generation damage caused by the stress concentration of the driving tire shoulder part under the 0 air pressure state is reduced, the design of the lower section height ensures that the tire approaches to a true circle as much as possible, the rolling moment is reduced, the contour design provides support for the lightweight design of the support rubber 1, the thickness of the support rubber 1Max can be adjusted to 4mm-12mm from the original thickness of more than 15mm, and the technical problem of easy knocking over under the 0 air pressure state and the technical problem of incomplete adaptation rim model are solved by matching the thickness of the triangular rubber 2 and the positioning design. The embodiment provides the profile design matched with the Safort magic support body structure, so that the profile of the section of the carcass layer is basically not changed in the driving process, the control stability of the tire is improved, and the mute comfort performance is improved.

The invention also discloses a forming process of the self-internal support tire applicable to the whole train of the passenger car in any technical scheme, wherein a secondary method is adopted to fold the layered self-support forming drum for forming, the secondary method folding layered self-support forming drum has an expanding state and a contracting state, and the inner liner, the support rubber 1, the tire body, the buckling ring reverse wrapping and the tire side 6 are attached in the expanding state; the secondary folding layered self-supporting forming drum rotates at the rotating speed of 80 +/-10 r/min, the pressure of a rear pressing roller is kept at 2-2.5bar, outward translation rolling is carried out at the transverse speed of 5-15mm/sec, and then forming is completed. The rolling step and the rolling parameter setting can effectively discharge the gas between the tire body, the supporting rubber 1 and the airtight layer, the bubble rate of the tire blank is reduced by more than 85%, the labor intensity of manual punching and tire blank repairing is greatly reduced, the appearance quality of the tire blank is greatly improved, and the production efficiency is improved.

As shown in fig. 6, in some embodiments, the building drum includes a large-diameter drum plate 71, a large-diameter drum plate widening ring 72, a small-diameter drum plate 73, and a small-diameter drum plate widening ring 74, the large-diameter drum plate 71 and the small-diameter drum plate 73 are connected by a T-bolt, the large-diameter drum plate widening ring 72 cooperates with the large-diameter drum plate 71 to adjust the width used by the large-diameter drum plate 71, the small-diameter drum plate widening ring 74 cooperates with the small-diameter drum plate 73 to adjust the width used by the small-diameter drum plate 73, and the width X used by the large-diameter drum plate 71 is: x = (1 # belt-2X L2) +2N, and the width of the large-diameter drum plate 71 is limited, so that the reasonable application of the support rubber 1 component is guaranteed, the generation of bubbles in the tire is effectively reduced in the forming process, and the production efficiency is improved; the No. 1 belt is the designed width of the No. 1 belt ply 5, N is a curve between the large-diameter drum plates 71 and is selected according to the size of the tire within the range that N is more than or equal to 30mm and less than or equal to 60 mm; the central platform of the large-diameter drum plate 71 is transited to the platform of the small-diameter drum plate 73 at the side through a linear smooth inclined surface, the inclination angle gamma of the platform is 10-15 degrees, the radius of the central platform and the slope is 40mm, and the radius of the edge of the inclined surface of the large-diameter drum plate 71 is 0.5mm; the drum edge curve of the small-diameter drum plate 73 passes through the buffer type tangent circular arc transition circular arc radius R1/R2=0.1. Further, regarding the value of N, the value of N is 35-50 series, and the value of N is 30-40mm;55-65 series, N is 40-50mm;70-80 series, and N is 50-60mm. The division into the above series is performed according to the tire aspect ratio, and for example, 205/55R16 belongs to the 55 series, and 225/45R17 belongs to the 45 series. Where N is the projection width of the left oblique side of the large-diameter drum plate 71 on the bottom side.

The support body of the traditional run-flat tire has the problems of over thickness, over hardness, high heat generation and the like, so that the tire has the problems of high noise, high oil consumption and poor comfort, only part of vehicles adopting a special design suspension system use the run-flat tire, and other passenger vehicle types cannot use or do not suggest to use a common run-flat tire. The tire is produced by adopting special structural design, contour design, process and the like, is more comfortable, more oil-saving and safer than the common explosion-proof tire, meets the requirements of users on run-flat and run-flat use, has no damage to the rim, and can be used for all-train vehicles of passenger vehicles. Compared with the common tire, the self-internal support tire for the whole train of the passenger car can run for 60km at the speed of 60km/h under the zero air pressure state, and can sufficiently support the car to reach a nearby maintenance station, so that the spare tire of the car is avoided, energy is saved, emission is reduced, and the self-internal support tire is low-carbon and environment-friendly.

Performance test

The results of comparing the self-internal support tire suitable for the whole train of the passenger car with the conventional run-flat tire and the conventional common tire are shown in the following table 1.

Table 1 results of performance testing

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 (9)

1. An autogenous inner support tire suitable for use in a passenger vehicle powertrain, comprising: a support, the support further comprising:

the supporting glue is trapezoidal in shape, and the thickness of the supporting glue is 4-12mm;

the triangular rubber is positioned on the outer side of the tire body and is coated by the tire body, the lower end point of the triangular rubber is tightly attached to the steel wire ring, and the upper end point of the triangular rubber is positioned at 1/3-2/5 of the radial width L of the support rubber;

the radial height L3 of the upper end point of the reinforcing layer, which is higher than the end point of the bead filler, is 5-10mm, and the lower end point of the reinforcing layer is flush with the top of the bead ring;

the width L of the supporting glue is calculated by the following formula: l = SW N k + L2;

SW is the nominal section width; n is the flattening ratio; k is a Safort factor, and the value range of k is 0.73-0.75; l2 is the insertion distance of the upper end pad of the support rubber below the belt.

2. The autogenous inner support tire for use in a passenger vehicle powertrain of claim 1, wherein an insertion distance L2 of the upper end of the support rubber into the underside of the belt is 18-24mm; the distance L6 between the lower end point of the support rubber and the upper end point of the steel wire ring is 5-10mm.

3. The self-internally supporting tire for an entire train of a passenger vehicle as claimed in claim 2, wherein L2-L1 is 10mm or more, and L1 is the difference between the distance between the sidewall and the support rubber.

4. The autogenous support tire for use in a passenger vehicle entire train as claimed in claim 1, wherein the apex thickness H4 from the apex drop off point to 1/8 of the support gum radial width L is 3-4mm, and the difference between apex bottom thicknesses H5 and H4 is no greater than 2mm.

5. The autogenous inner support tire for use in a passenger vehicle powertrain of claim 1 wherein α ranges from 65 ° to 75 °.

6. The autogenous inner support tire for use in a passenger vehicle umbilical of claim 5, wherein the profile design is based on the principle of triangle balance theory profile design to ensure tan α =2 USH/(SW-RW), wherein SW is a fixed value of the nominal section width, USH is the distance from the horizontal axis of the section to the bead in the free state of the tire, and RW is the engagement width.

7. The autogenous inner support tire for use in a passenger vehicle powertrain as claimed in claim 1, wherein the deflection h is calculated by the following equation: h = tan β TDW/2;

TDW is designed to be wide in driving surface, and the value range of beta is 3-8 degrees.

8. The process for forming the autologous inner support tire suitable for the whole train of passenger cars according to any one of claims 1 to 7, characterized in that a secondary folding layered autologous support forming drum is used for forming, wherein the secondary folding layered autologous support forming drum has an expanding drum state and a contracting drum state, and lining layer, support glue, a tire body, a buckle ring reverse bag and tire side lamination are carried out in the expanding drum state;

the secondary folding layered self-supporting forming drum rotates at the rotating speed of 80 +/-10 r/min, the pressure of a rear pressing roller is kept at 2-2.5bar, and the secondary folding layered self-supporting forming drum outwards translates and rolls at the transverse speed of 5-15mm/sec, so that forming is completed.

9. The process for forming an autogenous inner support tire for a passenger vehicle entire train as claimed in claim 8, wherein the forming drum comprises a major diameter drum plate, a major diameter drum plate widening ring, a minor diameter drum plate, and a minor diameter drum plate widening ring, the major diameter drum plate is connected with the minor diameter drum plate through a T-bolt, the major diameter drum plate widening ring cooperates with the major diameter drum plate to adjust the width of the major diameter drum plate, the minor diameter drum plate widening ring cooperates with the minor diameter drum plate to adjust the width of the minor diameter drum plate, and the width X of the major diameter drum plate is:

X＝(1#Belt-2*L2)+2N；

the No. 1 belt is the design width of the No. 1 belt ply, N is a curve between large-diameter drum plates and drums and is selected within the range that N is more than or equal to 30mm and less than or equal to 60mm according to the size of the tire;

the side of the central platform of the large-diameter drum plate is transited to the platform of the small-diameter drum plate through a linear smooth inclined surface, the inclination angle gamma of the platform is 10-15 degrees, the radius of the central platform and the slope is 40mm, and the radius of the edge of the inclined surface of the large-diameter drum plate is 0.5mm; and the drum edge curve of the small-diameter drum plate passes through a buffering type tangent circular arc transition circular arc radius R1/R2=0.1.

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