CN116106037A - Test method for verifying crack resistance of tire trench bottom - Google Patents
Test method for verifying crack resistance of tire trench bottom Download PDFInfo
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- CN116106037A CN116106037A CN202310161252.1A CN202310161252A CN116106037A CN 116106037 A CN116106037 A CN 116106037A CN 202310161252 A CN202310161252 A CN 202310161252A CN 116106037 A CN116106037 A CN 116106037A
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- tire
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/02—Tyres
Abstract
The invention discloses a test method for verifying the crack resistance of a tire at the bottom of a ditch, which is characterized in that the test method equally divides the crack resistance of the tire at the bottom of the ditch along the circumference of the tire, and the crack resistance of the tire is judged and evaluated by comparing the change of the crack length before and after the machine tool treatment. The test method provided by the invention can objectively and effectively verify early-stage groove bottom cracks caused by release of internal stress of the tire by prefabricating crack cuts at the groove bottom of the tire and performing indoor machine tool treatment, and the time and money cost can be controlled by adopting the indoor test, so that the occurrence cause of the structural defects of the tire can be judged, and the development and improvement of products are facilitated.
Description
Technical Field
The invention belongs to the technical field of tires, and particularly relates to a test method for verifying the crack resistance of a trench bottom of a tire.
Background
The existing tire groove bottom crack is generally considered to be fatigue damage caused by lateral force of the tire, and is generally verified through practical road tests in the past. The conventional road test verification method generally has no objective evaluation standard for the good and bad performance of the trench bottom crack resistance, and can only be subjected to subjective assumption. The invention patent with publication number of CN108287080A discloses a road test evaluation method for tire cracking and extending problems, the patent evaluates the advantages and disadvantages of the tire cracking and extending problems by comparing the proportion of different use periods, and the patent judges the ability of the tire to resist cracking by judging the cracking and extending problems of the tire, thereby having higher precision, convenience and rapidness. However, the early-stage groove bottom breach of the tire is generally caused by release of internal stress produced after the damage of the groove bottom, but the test method provided by the patent cannot control the occurrence time of the initial breach, and after the tire actually runs for more than 4 ten thousand kilometers and the tire crown is completely grown, the occurred breach is difficult to extend, the early-stage groove bottom breach resistance of a new product cannot be objectively and effectively evaluated, the actual road test period is longer, and the test cost is higher. Therefore, the invention aims to provide an objective, effective and time-and-money-cost-controllable test method for verifying the crack resistance of the trench bottom of the tire.
Disclosure of Invention
The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a test method for verifying the performance of a tire for preventing a crack in a groove bottom.
In order to solve the problems, the invention provides the following technical scheme:
a test method for verifying the performance of a groove bottom breach of a tire, comprising the steps of:
(1) Selecting a qualified new tire which is not processed by a machine tool by the test tire so as to ensure that the internal stress of tire manufacturing is not released;
(2) Marking the position of the tire shoulder of the test tire, which is not lower than 9, wherein mark positions are equally distributed along the circumferential direction of the tire, avoiding the abrasion mark position at the bottom of a trench, and reducing the influence of measurement errors due to the number of enough samples obtained by strain;
(3) Marking a circumference equally-divided position, respectively prefabricating crack cuts at the bottoms of the grooves at different positions in the axial direction of the tire, and including different positions of the same type of grooves for longitudinal zigzag patterns;
(4) Filling the tire to standard air pressure, wherein the incision depth at the marked incision position is not more than 4/5 of the tread groove primer thickness, the incision length is 3-8mm, and the incision direction needs to verify the expected crack extension direction;
(5) Measuring the incision length L before test by using an inner caliper with the precision not less than 0.2mm Initial initiation The standard load is adopted to run for 5000km according to the accumulation of 70km/h, the machine tool treatment is carried out so as to ensure that the tread of the tire is fully grown to reach stability, and the internal calipers which are cooled and air-supplemented to the standard air pressure after the test is finished use the accuracy not less than 0.2mm to measure the incision length L Ending The crack growth amount Δl=l can be obtained Ending -L Initial initiation ；
(6) Comparing the change of the crack length before and after the machine tool is used for processing the different positions of the tire axial direction respectively;
(7) The same axial positions are required to be selected for comparison respectively aiming at the comparison of the same pattern wheels with different structures.
Preferably, the incision is made by a small flat-head woodworking graver, and the incision is heated before use.
Preferably, the pre-crack cut needs to be numbered and the pre-crack cut length recorded.
Preferably, the comparison machine processes the change of the crack length before and after the process, and the measurement data is needed when the tire is inflated to the standard air pressure.
The beneficial effects of the invention are as follows:
the test method provided by the invention can objectively and effectively verify early-stage groove bottom cracks caused by release of internal stress of the tire by prefabricating crack cuts at the groove bottom of the tire and performing indoor machine tool treatment, and the time and money cost can be controlled by adopting the indoor test, so that the occurrence cause of the structural defects of the tire can be judged, and the development and improvement of products are facilitated.
Drawings
For ease of illustration, the invention is described in detail by the following detailed description and the accompanying drawings.
FIG. 1 is a longitudinal groove turn (groove tip pointing into crown);
FIG. 2 is a longitudinal groove turn (groove tip pointing toward shoulder).
Detailed Description
The patent of the invention will be further described with reference to the accompanying drawings and examples.
Examples
A test method for verifying the performance of a groove bottom breach of a tire, comprising the steps of:
(1) Selecting a qualified new tire which is not processed by a machine tool by the test tire so as to ensure that the internal stress of tire manufacturing is not released;
(2) Marking the position of the tire shoulder of the test tire, which is not lower than 9, wherein mark positions are equally distributed along the circumferential direction of the tire, avoiding the abrasion mark position at the bottom of a trench, and reducing the influence of measurement errors due to the number of enough samples obtained by strain;
(3) Respectively prefabricating crack cuts at the bottoms of grooves at different positions along the axial direction of the tire, wherein the longitudinal zigzag patterns comprise different positions (side grooves or middle grooves) of the same type of grooves, for example, the side groove positions comprise groove inner turns and groove outer turns, as shown in fig. 1 and 2, the residual structure elongation in the manufacturing process is different at different axial positions due to the fact that part of the tire crown part is provided with a high elongation cord, the internal stress release is uneven in the machine tool processing process, the prefabricated crack cuts are different, and the prefabricated crack cuts need to be numbered and the lengths of the prefabricated crack cuts are recorded;
(4) Filling the tire to standard air pressure, wherein the incision depth at the marked incision position is not more than 4/5 of the tread groove primer thickness, the incision length is 3-8mm, the incision is cut by using a small flat-head woodworking engraving knife, and the incision direction needs to be verified to predict the crack extension direction before use, such as the incision at the inward turning and outward turning positions of a zigzag pattern groove is cut along the circumferential direction of the tire;
(5) Measuring the incision length L before test by using an inner caliper with the precision not less than 0.2mm Initial initiation The standard load is adopted to run for 5000km according to the accumulation of 70km/h, and machine tool treatment is carried out so as to ensure that the tread of the tire is fully grown to reach stability, and the cooling and air supplementing are carried out until the standard air pressure use precision is reached after the test is finishedThe inner caliper measuring incision length L of not less than 0.2mm Ending The crack growth amount Δl=l can be obtained Ending -L Initial initiation ；
(6) Comparing the change of the crack length before and after the machine tool is used for processing the different positions of the tire in the axial direction, and measuring data under the condition that the tire is inflated to the standard air pressure; as shown in Table 1, by processing the different positions of the side groove, it was found that there was a difference in the crack growth rate at the different positions of the side groove, and therefore, the cause of the occurrence of the structural defect was interpreted based on the position of the groove with respect to the belt layer or the carcass material.
(7) For the comparison of the wheels with the same pattern and different structures, the same axial positions are required to be selected for comparison respectively, as shown in the table 2, so that the early-stage groove bottom breach resistance performance of the tire can be judged, predicted and judged.
TABLE 1 growth of cleavage at different positions of side groove
TABLE 2 increase in cornering split in different tire sumps
While the basic principles and main features of the present invention and advantages of the present invention have been shown and described, it will be understood by those skilled in the art that the present invention is not limited by the foregoing embodiments, which are described in the foregoing specification merely illustrate the principles of the present invention, and various changes and modifications may be made therein without departing from the spirit and scope of the invention, which is defined in the appended claims and their equivalents.
Claims (4)
1. A test method for verifying the crack resistance of a tire is characterized in that: the method comprises the following steps:
(1) Selecting a qualified new tire which is not processed by a machine tool by the test tire so as to ensure that the internal stress of tire manufacturing is not released;
(2) Marking the position of the tire shoulder of the test tire, which is not lower than 9, wherein mark positions are equally distributed along the circumferential direction of the tire, avoiding the abrasion mark position at the bottom of a trench, and reducing the influence of measurement errors due to the number of enough samples obtained by strain;
(3) Marking a circumference equally-divided position, respectively prefabricating crack cuts at the bottoms of the grooves at different positions in the axial direction of the tire, and including different positions of the same type of grooves for longitudinal zigzag patterns;
(4) Filling the tire to standard air pressure, wherein the incision depth at the marked incision position is not more than 4/5 of the tread groove primer thickness, the incision length is 3-8mm, and the incision direction needs to verify the expected crack extension direction;
(5) Measuring the incision length L before test by using an inner caliper with the precision not less than 0.2mm Initial initiation The standard load is adopted to run for 5000km according to the accumulation of 70km/h, the machine tool treatment is carried out so as to ensure that the tread of the tire is fully grown to reach stability, and the internal calipers which are cooled and air-supplemented to the standard air pressure after the test is finished use the accuracy not less than 0.2mm to measure the incision length L Ending The crack growth amount Δl=l can be obtained Ending -L Initial initiation ；
(6) Comparing the change of the crack length before and after the machine tool is used for processing the different positions of the tire axial direction respectively;
(7) The same axial positions are required to be selected for comparison respectively aiming at the comparison of the same pattern wheels with different structures.
2. A test method for verifying the performance of a groove bottom breach of a tire as in claim 1, wherein: the tool used for the incision is a small flat-head woodworking graver for cutting, and the incision is heated before use.
3. A test method for verifying the performance of a groove bottom breach of a tire as in claim 1, wherein: the pre-crack cuts need to be numbered and the pre-crack cut length recorded.
4. A test method for verifying the performance of a groove bottom breach of a tire as in claim 1, wherein: the comparison machine tool is used for processing the change of the crack length before and after the process, and the measurement data under the condition that the tire is inflated to the standard air pressure is needed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310161252.1A CN116106037A (en) | 2023-02-24 | 2023-02-24 | Test method for verifying crack resistance of tire trench bottom |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310161252.1A CN116106037A (en) | 2023-02-24 | 2023-02-24 | Test method for verifying crack resistance of tire trench bottom |
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| Publication Number | Publication Date |
|---|---|
| CN116106037A true CN116106037A (en) | 2023-05-12 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310161252.1A Pending CN116106037A (en) | 2023-02-24 | 2023-02-24 | Test method for verifying crack resistance of tire trench bottom |
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| Country | Link |
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| CN (1) | CN116106037A (en) |
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2023
- 2023-02-24 CN CN202310161252.1A patent/CN116106037A/en active Pending
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