CN117050392A

CN117050392A - Automobile safety tyre

Info

Publication number: CN117050392A
Application number: CN202210479089.9A
Authority: CN
Inventors: 秦龙; 林文龙; 秦靖博; 徐超; 张凯凯; 王龙庆; 秦豹
Original assignee: Qingdao Sentury Tire Co Ltd
Current assignee: Qingdao Sentury Tire Co Ltd
Priority date: 2022-05-05
Filing date: 2022-05-05
Publication date: 2023-11-14

Abstract

The application provides an automobile safety tire, wherein a tackifying and anti-puncture layer is arranged in the automobile safety tire, the automobile safety tire is formed by coating the inner side of the tire with cement of self-repairing rubber, and the self-repairing rubber is prepared from the following components: 50-80 parts by weight of natural rubber; 20-50 parts by weight of butadiene rubber; 40-50 parts by weight of carbon black; 20-30 parts by weight of tackifying resin; and 110 to 120 parts by weight of a process oil.

Description

Automobile safety tyre

Technical Field

The application belongs to the field of tire manufacturing, and relates to an automobile safety tire.

Background

The conventional self-repairing tire has the problem that the tire tread can generate more heat than a common tire when the tire moves at a high speed due to the fact that the inner surface of the tire is provided with a layer of thick self-sealing rubber, and the self-sealing rubber and the tire tread can be damaged due to untimely heat dissipation. Therefore, the self-sealing adhesive of the self-repairing tire can influence the high-speed performance of the tire, and simultaneously, under the action of centrifugal force when the tire rotates at a high speed, thicker self-sealing adhesive can flow in the tire, so that the puncture resistance and other performances of the tire are influenced.

Disclosure of Invention

The application aims to provide an automobile safety tire which can be effectively thickened and prevented from being pricked. The inside of the tire is provided with a tackifying and puncture-preventing layer, the tire is formed by coating the inner side of the tire with cement of self-repairing rubber, and the self-repairing rubber is prepared from the following components:

50-80 parts by weight of natural rubber;

20-50 parts by weight of butadiene rubber;

40-50 parts by weight of carbon black;

20-30 parts by weight of tackifying resin; and

110 to 120 parts by weight of an operating oil.

Alternatively, the carbon black is preferably carbon black N660; the tackifying resin is preferably a high styrene resin; the operation oil is preferably aromatic hydrocarbon oil.

Optionally, the tire includes tread and the side wall of distributing in tread both sides that contacts with the road surface, tread and side wall inwards have set gradually matrix layer and inner liner, the tackifying prevents pricking the layer and forms in the inboard of inner liner.

Optionally, a sound-absorbing cotton layer is further arranged on the air-tight layer, wherein the tackifying and anti-pricking layer is positioned between the air-tight layer and the sound-absorbing cotton layer.

Optionally, the mixing process of the self-repairing rubber comprises the following steps:

s1: mixing natural rubber, butadiene rubber and tackifying resin in an internal mixer until the softening point of the tackifying resin is reached, and standing for standby to obtain a mixed rubber;

s2: mixing the mixed rubber, carbon black and operating oil in an internal mixer to obtain the self-repairing rubber.

Further, the preparation of the adhesion-promoting anti-prick layer comprises the following steps:

(1) cutting the self-repairing rubber into small blocks, and dissolving the small blocks in gasoline;

(2) filtering impurities after the self-repairing rubber is completely dissolved, and preparing the self-repairing rubber cement;

(3) coating the inner side of the tire with the mucilage;

(4) and (5) air-drying the mucilage to form the tackifying anti-prick layer.

Optionally, in the step (1), the weight ratio of the self-repairing rubber to the gasoline is 1: (3-6).

Optionally, in the step (3), the coating width is 80% -95% of the width of the inner belt layer of the tire; the coating thickness is 0.5-2 mm.

Optionally, the preparation of the adhesion-promoting anti-prick layer further comprises: (5) and continuously coating an adhesive on the inner side of the tackifying and anti-pricking layer, and adhering the sound-absorbing cotton on the inner side of the tackifying and anti-pricking layer by using the adhesive to form the sound-absorbing cotton layer.

Optionally, at least one of the sound absorbing cotton layers is interrupted and forms a balance interval.

Alternatively, the balancing interval is located at 180 ° relative to the lightest point of the entire circumference of the tire.

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

the tire provided by at least one embodiment of the application can meet the puncture resistance and tear resistance of the conventional self-repairing tire, and can also have a tackifying effect on the adhesive glue of the sound absorbing material, and a buffer protection layer is formed on the whole circumference of the inner surface of the tire to prevent the sound absorbing material from being partially fallen off due to frequent deflection, and finally the whole falling off is caused.

The tire provided by at least one embodiment of the application has the sound absorption interval, the balance interval of the sound absorption material can be adjusted according to the data detected by the balance detector, the circumferential weight uniformity of the tire is balanced by proper positions and lengths, and the effect of damage to the sound absorption material and the adhesive material caused by the change of the length of the inner surface due to the stretching and compression of the tread when the tire rolls can be reduced.

The tire provided by at least one embodiment of the application has the effects of damping and silencing, can improve the running safety, can effectively reduce the tread vibration generated in the running process of the tire, reduces the cavity noise and increases the comfort of people when riding a vehicle; meanwhile, the anti-tearing and anti-puncture capability near the running surface of the tire can be enhanced, the air pressure in the tire is maintained stable under the conditions of tread puncture and the like, and the safety performance of the tire is improved.

Drawings

FIG. 1 is a schematic view of a tire according to one embodiment of the present application;

FIG. 2 is a schematic view of a tire according to one embodiment of the present application;

numbering in the figures: 1 tread, 2 sidewalls, 3 carcass layers, 4 innerliners, 5 sound absorbing cotton layers, 501 balance spaces, 6 tackified anti-puncture layers, 7 adhesives, 8 lightest points.

Detailed Description

The following detailed description of the present application is provided in connection with specific embodiments, however, it should be understood that elements, structures, and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.

In the description of the present application, it is to be understood that the terms "inner", "outer", etc. refer to an azimuth or positional relationship as "outer" in proximity to the tread and "inner" in proximity to the hub, based on the tread and hub of the tire.

The conventional tire comprises a tread 1 contacted with a road surface and side walls 2 distributed on two sides of the tread, wherein a carcass layer 3 and an airtight layer 4 are sequentially arranged in the tread 1 and the side walls 2, and a sound absorption cotton layer 5 can be further arranged on the airtight layer 4.

An embodiment of the present application provides a safety tire for an automobile further comprising a tackified penetration preventing layer 6 formed inside the inner liner 4, and thus, the tackified penetration preventing layer 6 may be located between the inner liner 4 and the sound absorbing cotton layer 5 of the automobile tire.

The tackifying and anti-pricking layer 6 is formed by coating the inner side of the air-tight layer 4 with adhesive cement of self-repairing rubber, and the self-repairing rubber is prepared from the following components:

50-80 parts by weight of natural rubber; for example, 50 parts, 55 parts, 60 parts, 65 parts, 70 parts, 75 parts, 80 parts, etc. may be mentioned;

20-50 parts by weight of butadiene rubber; for example, 20 parts, 25 parts, 30 parts, 35 parts, 40 parts, 45 parts, 50 parts, etc. may be mentioned;

40-50 parts by weight of carbon black; for example, 40 parts, 42 parts, 45 parts, 48 parts, 50 parts, etc.;

20-30 parts by weight of tackifying resin; for example, 20 parts, 22 parts, 25 parts, 28 parts, 30 parts, etc.; and

110-120 parts by weight of an operating oil; for example, 110 parts, 112 parts, 115 parts, 118 parts, 120 parts, etc.

Wherein the carbon black is preferably carbon black N660; the tackifying resin is preferably a high styrene resin; the operation oil is preferably environment-friendly aromatic hydrocarbon oil.

The mixing process of the self-repairing rubber comprises the following steps:

s1: mixing natural rubber, butadiene rubber and tackifying resin in an internal mixer to 145 ℃ to ensure that the softening point of the super tackifying resin is reached, and standing for more than 4 hours for standby to obtain the rubber compound.

S2: mixing the mixed rubber, carbon black and operating oil in an internal mixer for 800 seconds to ensure mixing quality, and obtaining the self-repairing rubber.

The self-repairing rubber obtained by adopting the technical scheme can ensure that after the tackifying anti-prick layer is formed by coating: when the tyre is pierced by the foreign matter, the adhesion-promoting anti-prick layer can wrap the foreign matter to prevent the occurrence of air leakage; when the foreign matter is taken out, the adhesion-promoting anti-pricking layer can immediately fill the notch formed by the foreign matter.

Wherein, the preparation of tackifying anti-prick layer:

(1) cutting the self-repairing rubber into small blocks, dissolving the small blocks in 120# gasoline according to a certain weight ratio, wherein the weight ratio is preferably that the self-repairing rubber: 120# gasoline = 1: (3-6), for example, may be 1:3, 1:4, 1:5, 1:6, etc.

(2) After the rubber is completely dissolved, a filter screen is used for filtering out impurities to prepare the needed mucilage.

(3) The cement is manually applied to the inside of the tire using a brush. The coating width is preferably 80% -95% of the width of the inner belt layer of the tire so as to prevent the edge part of the tread from being pricked and leaked due to the fact that no self-repairing adhesive exists; the coating thickness is preferably 0.5 to 2mm.

(4) And (5) air-drying the mucilage to form the tackifying and anti-pricking layer 6.

(5) The inner side of the tackifying and anti-pricking layer 6 is continuously coated with an adhesive 7, and the sound-absorbing cotton is adhered to the inner side of the tackifying and anti-pricking layer by using the adhesive 7 to form the sound-absorbing cotton layer 5.

On the one hand, the technical scheme ensures that the self-repairing rubber has enough viscosity, and can not form a falling phenomenon in the high-speed running process of the tire. On the other hand, the thinner coating layer not only ensures the heat generation of the tire, but also ensures good matching with the sound absorbing material, and can effectively prevent the sound absorbing cotton from falling off due to frequent deflection. In addition, the anti-pricking layer also has the performance of water resistance and high temperature resistance.

Optionally, at least one of the sound absorbing cotton layers 5 is interrupted and forms a balancing space 501, which may be, but is not limited to, located 180 ° relative to the lightest point 8 of the tire's entire circumference, for balancing the circumferential weight non-uniformity of the tire itself. When the sound-absorbing cotton layers 5 are provided with a plurality of balance intervals 501 along the circumferential direction, the arc-shaped lengths of the sound-absorbing cotton layers 5 to be spaced apart may be the same, or may be appropriately adjusted to different lengths according to the tire balance detection result; it is understood that the length of the balancing interval 501 may be the same or different. The provision of the balance interval 501 also reduces the damage to the sound absorbing material and the adhesive material due to the change in the length of the inner surface caused by the stretching and compression of the tread when the tire is rolling.

Example 1

Mixing 50 parts of natural rubber, 20 parts of butadiene rubber and 20 parts of high styrene resin in an internal mixer to 145 ℃ to ensure that the softening point of the high styrene resin is reached, and standing for more than 4 hours for standby to obtain a rubber compound;

mixing the mixed rubber, 40 parts of carbon black and 110 parts of aromatic oil in an internal mixer for 800 seconds to ensure mixing quality, and obtaining the self-repairing rubber.

Cutting the self-repairing rubber into small blocks, and dissolving the small blocks in 120# gasoline according to the weight ratio of 1:3;

filtering impurities by using a filter screen after the self-repairing rubber is completely dissolved, and preparing mucilage;

applying the cement to the inside of the inner liner of the tire using a brush; wherein the coating width is 90% of the belt width; the coating thickness is 1.5mm;

and (5) air-drying the mucilage to form the tackifying anti-prick layer.

In addition, the inside of the tackifying and anti-pricking layer is continuously coated with an adhesive, and the sound-absorbing cotton is adhered to the inside of the tackifying and anti-pricking layer by the adhesive to form the sound-absorbing cotton layer.

Example 2

Mixing 60 parts of natural rubber, 40 parts of butadiene rubber and 28 parts of high styrene resin in an internal mixer to 145 ℃ to ensure that the softening point of the high styrene resin is reached, and standing for more than 4 hours for standby to obtain a rubber compound;

mixing the mixed rubber, 50 parts of carbon black and 120 parts of aromatic oil in an internal mixer for 800 seconds to ensure mixing quality, and obtaining the self-repairing rubber.

Cutting the self-repairing rubber into small blocks, and dissolving the small blocks in 120# gasoline according to the weight ratio of 1:5;

applying the cement to the inside of the inner liner of the tire using a brush; wherein the coating width is 90% of the belt width; the coating thickness is 1.0mm;

and (5) air-drying the mucilage to form the tackifying anti-prick layer.

Example 3

Mixing 65 parts of natural rubber, 35 parts of butadiene rubber and 25 parts of high styrene resin in an internal mixer to 145 ℃ to ensure that the softening point of the high styrene resin is reached, and standing for more than 4 hours for standby to obtain a rubber compound;

mixing the mixed rubber, 42 parts of carbon black and 112 parts of aromatic oil in an internal mixer for 800 seconds to ensure mixing quality, and obtaining the self-repairing rubber.

Cutting the self-repairing rubber into small blocks, and dissolving the small blocks in 120# gasoline according to the weight ratio of 1:4;

applying the cement to the inside of the inner liner of the tire using a brush; wherein the coating width is 90% of the belt width; the coating thickness is 0.5mm;

and (5) air-drying the mucilage to form the tackifying anti-prick layer.

Example 4

Mixing 50 parts of natural rubber, 50 parts of butadiene rubber and 30 parts of high styrene resin in an internal mixer to 145 ℃ to ensure that the softening point of the high styrene resin is reached, and standing for more than 4 hours for standby to obtain a rubber compound;

mixing the mixed rubber, 45 parts of carbon black and 115 parts of aromatic oil in an internal mixer for 800 seconds to ensure mixing quality, and obtaining the self-repairing rubber.

applying the cement to the inside of the inner liner of the tire using a brush; wherein the coating width is 90% of the belt width; the coating thickness is 2.0mm;

and (5) air-drying the mucilage to form the tackifying anti-prick layer.

Example 5

Mixing 80 parts of natural rubber, 20 parts of butadiene rubber and 22 parts of high styrene resin in an internal mixer to 145 ℃ to ensure that the softening point of the high styrene resin is reached, and standing for more than 4 hours for standby to obtain a rubber compound;

mixing the mixed rubber, 48 parts of carbon black and 118 parts of aromatic oil in an internal mixer for 800 seconds to ensure mixing quality, and obtaining the self-repairing rubber.

Cutting the self-repairing rubber into small blocks, and dissolving the small blocks in 120# gasoline according to the weight ratio of 1:6;

and (5) air-drying the mucilage to form the tackifying anti-prick layer.

Test 1:

NVH test is carried out on noise of three standard common tires and the automobile safety tire provided in the embodiment 1 of the application, and statistics is carried out on the Cavity project, wherein the data are shown in Table 1:

table 1:

as can be seen from table 1, the automobile safety tire in the embodiment of the application has obvious and positive influence on noise and has good damping and silencing effects.

Test 2:

ten regular tires (produced in the prior art) and ten car run-flat tires (example 1 of the present application) of 275/40ZR20 gauge were each tested against sound absorbing material front/rear UFDB, data as shown in table 2:

table 2:

sequence number	Ordinary tyre	The application relates to a method for attaching sound-absorbing material to tyre	After the sound absorbing material is attached to the tyre
				1	48.5	53.4	51.7
2	64.6	20.1	18.9
				3	58.4	26.1	25.2
4	43.8	37.9	36.5
				5	29.4	46.2	44.1
6	41.8	36.9	35.3
				7	40.5	52.6	50.1
8	28.3	25.5	23
				9	21.7	42.6	41.7
10	30.7	28.2	26.4
				Average value of	40.77	36.95	35.29

Table 2 shows that the tire provided in example 1 of the present application has better overall dynamic balance than a conventional tire without the sound absorbing material adhered thereto; in this embodiment, the balance interval of the same tire after the sound absorbing material is matched has a large positive effect on the total dynamic balance (see columns 3 and 4 in the table). The results in the other examples are not quite different from those in example 1, and reference is made to the results in example 1.

The above embodiments are merely illustrative of the preferred embodiments of the present application and are not intended to limit the scope of the present application, and various modifications and improvements made by those skilled in the art to the technical solution of the present application should fall within the protection scope defined by the claims of the present application without departing from the spirit of the design of the present application.

Claims

1. The automobile safety tire is characterized in that a tackifying and anti-puncture layer is arranged in the automobile safety tire, a mucilage of self-repairing rubber is coated on the inner side of the tire, and the self-repairing rubber is prepared from the following components:

50-80 parts by weight of natural rubber;

20-50 parts by weight of butadiene rubber;

40-50 parts by weight of carbon black;

20-30 parts by weight of tackifying resin; and

110 to 120 parts by weight of an operating oil.

2. The run-flat tire of claim 1, wherein the carbon black is selected from carbon black N660; the tackifying resin is high styrene resin; the operating oil is aromatic hydrocarbon oil.

3. The automobile safety tire according to claim 1 or 2, wherein the automobile safety tire comprises a tread in contact with a road surface and sidewalls distributed on both sides of the tread, the tread and the sidewalls are provided with a carcass layer and an inner liner in this order, and the adhesion-promoting puncture-preventing layer is formed on the inner side of the inner liner.

4. A safety tyre for a vehicle according to claim 3, wherein the inner liner is further provided with a sound absorbing cotton layer, and wherein the adhesion-promoting anti-puncture layer is located between the inner liner and the sound absorbing cotton layer.

5. The automobile safety tire according to claim 1 or 2, wherein the mixing process of the self-repairing rubber is as follows:

6. The automobile safety tyre according to claim 1 or 2, wherein the preparation of the adhesion-promoting anti-puncture layer comprises the following steps:

(3) coating the inner side of the tire with the mucilage;

(4) and (5) air-drying the mucilage to form the tackifying anti-prick layer.

7. The run-flat tire of claim 6, wherein in step (1), the weight ratio of self-repairing rubber to gasoline is 1: (3-6); in the step (3), the coating width is 80% -95% of the width of the inner belt layer of the tire; the coating thickness is 0.5-2 mm.

8. The automobile safety tire according to claim 7, wherein the preparation of the adhesion-promoting puncture-preventing layer further comprises: (5) and continuously coating an adhesive on the inner side of the tackifying and anti-pricking layer, and adhering the sound-absorbing cotton on the inner side of the tackifying and anti-pricking layer by using the adhesive to form the sound-absorbing cotton layer.

9. The automobile safety tire according to claim 4 or 8, wherein the sound absorbing cotton layer is interrupted at least at one point and forms a balance gap.

10. A run-flat tire according to claim 9, wherein said balance interval is located at 180 ° relative to the lightest point throughout the circumference of the tire.