CN213734458U - Runflat tire - Google Patents

Abstract

The utility model discloses a run-flat tire technical field discloses a still can go run-flat tire under gas leakage state. The tire comprises a side wall reinforcing rubber layer arranged on a tire wall part, wherein the side wall reinforcing rubber layer extends along the radial direction of the tire on the inner surface of a tire body of the tire, the side wall reinforcing rubber layer is provided with a rubber layer A and a rubber layer B which are arranged in a crossed and compound mode in the radial direction of the tire, and the Shore hardness of the rubber layer A is different from that of the rubber layer B. The utility model provides a run-flat tire can promote run-flat tire security and durability under normal driving condition and under the zero atmospheric pressure, extension product life.

Description

Runflat tire

Technical Field

The utility model belongs to the technical field of the tire is used to disappointing guarantor, in particular to tire is used to disappointing that still can travel under the gas leakage state.

Background

In general, a tire cannot run due to severe trauma on a tread or a sidewall or a sudden drop in air pressure caused by puncture. The time is delayed because the tires are punctured and deflated, and the tires are replaced and repaired, and even the traffic jam is caused; even a tire burst occurs, and even a traffic accident of car damage and human death occurs.

"Run Flat tire" is "Run Flat tire" in the english sense, which means that the tire will not leak air momentarily or leak air very slowly after being punctured by a foreign object, and can keep running for a while. The tire industry is currently translating into "run flat tires" also known as "run flat tires".

Run-flat tires generally use thick support rubber on the sidewalls, and the tire can bear a certain vehicle load at zero air pressure to maintain running. However, Run Flat Tire has thick sidewall support rubber, and generates heat to a certain extent in a zero air pressure state, so that fatigue of the material is rapidly increased, and the support rubber loses the required support performance, thereby causing Tire damage, and therefore, improvement of the durability in a zero pressure state becomes urgent.

As shown in fig. 1, the most conventional technique is to add a supporting rubber structure to the sidewall of a run-flat tire, and particularly to arrange a supporting rubber structure with a crescent-shaped cross section on the sidewall of the tire. The supporting rubber structure is provided with thick side supporting rubber, heat can be generated to a certain degree under a zero air pressure state, fatigue of materials is increased rapidly, the supporting rubber loses the supporting performance to be achieved, and tire damage is caused.

Patent document 1CN98807570.9 provides a run flat pneumatic radial tire. As shown in fig. 2, the tire sidewall portion includes first and second bead fillers. The first bead filler strip can effectively prevent the tire wall from collapsing when the first bead filler strip runs under the non-inflation pressure; the second rubber packing strip is helpful for a supporting structure of a tire wall, but under the zero air pressure state, after the load reaches a certain degree, along with the increase of the driving process, the heat generation reaches a certain degree, and along with the repeated compression and the stretching of the rotating material of the wheel, after the excessive fatigue is caused, the bonding failure is easy to occur between the rubber material and the cord layer, the due supporting performance is lost, and the tire is damaged.

Patent document 2US6422279(B1) provides a run flat tire. As shown in fig. 3, a plurality of radially positioned reinforcing wedges in each sidewall, each of said reinforcing wedges having a different stiffness and partially overlapping at least one adjacent wedge in a radial direction. The strain distribution extends the runflat life of the tire and maintains a good balance with other tire performance parameters. The structure of the three-layer supporting rubber shows an irregular curve at the butt joint position of the rubber layer, the single-side supporting rubber is cut into 3 pieces, and when a certain load is loaded for operation, the tire side part is greatly compressed and extruded. Finite element simulation analysis shows that under the conditions of zero internal pressure and normal internal pressure, the most concentrated stress position of the tire is basically at the butt joint position of the rubber layers, and when the rubber materials are rapidly or excessively fatigued, the butt joint part of the rubber layers is easy to cause adhesion failure, so that the tire is damaged. In addition, the butt joint surface between the glue seeds is a curve, and the operation is difficult in the implementation process, so that the glue is not widely popularized in practice.

The structure of the two-layer or three-layer support rubber has the common defect that when the rubber is fatigued rapidly, the butt joint part of the rubber layer is easy to cause adhesion failure or the adhesion failure between the rubber and the cord layer is easy to occur, so that the tire is damaged, and the operation is difficult in process realization, so that the structure is not widely popularized practically.

SUMMERY OF THE UTILITY MODEL

In order to solve the problem that driving safety performance, the durability can be poor of the run-flat tire under the zero pressure state among the prior art, the utility model provides a run-flat tire.

In order to solve the technical problem, the utility model discloses a following technical scheme:

the utility model provides a run-flat tire, strengthens the rubber layer including the side wall of configuration in the child wall part, the side wall is strengthened the rubber layer and is extended along the tire radial at the internal surface of tire carcass, the side wall is strengthened the rubber layer and is had rubber layer A and rubber layer B of crossing compound arrangement in the tire radial, the shore hardness of rubber layer A and rubber layer B is different.

Preferably, the rubber layer a and the rubber layer B are both in an approximately trapezoidal structure, and the length relationship between the upper base a and the lower base B of the trapezoid is B ═ 1.0 to 2.0) xa or a ═ 1.0 to 2.0) xb. The trapezoidal structure causes two adjacent trapezoidal public hypotenuses to possess certain inclination and length through the different designs of upper base a and lower bottom b, and the adhesive area between two multiplicable different glue layers improves the adhesive force, and area of contact increases, and the area of interaction between two glue layers increases to the interact increases, better performance offset and the dispersion of counter stress.

Preferably, the thickness h of the rubber layer A and the rubber layer B is 7.0 to 13.0 mm. The support adhesive layer is set to have a certain thickness, and the lower limit is controlled to ensure and increase the safety support performance of driving under the condition of zero air pressure; the upper limit of the thickness of the rubber layer is supported in the control, and the burden when the normal air pressure that has avoided too thick and heavy side wall to support and glue brings is gone, such as the oil consumption increase, the travelling comfort experience subalternation problem.

The Shore hardness of the rubber layer A is different from that of the rubber layer B. Preferably, the rubber hardness SHORE A of either one of the rubber layer A and the rubber layer B is 65 to 75, and the rubber hardness SHORE A of the other rubber layer is 75 to 85. Set up two kinds of glue films cross arrangement of different properties, but the interact carries out offsetting and the dispersion of stress between the different glue films, avoids stress concentration, can promote the driving comfort and experience, and avoids the quality problems that the in-process stress concentration of traveling brought. And the two kinds of glue have certain hardness, and the safety supporting performance under the zero-air-pressure state can be improved.

Preferably, the rubber parameters of any one of the rubber layer A and the rubber layer B are that the tensile strength is more than or equal to 9, the tensile elongation is more than or equal to 150%, the E '(20 ℃) is 3-10, the E' (20 ℃) is 0.1-0.3, and the tan delta value at 60 ℃ is 0.015-0.025; the rubber parameters of the other rubber layer are that the tensile strength is more than or equal to 9, the elongation at break is more than or equal to 45 percent, the E '(20 ℃) is 11 to 20, the E' (20 ℃) is 0.3 to 0.6, and the tan delta value at 60 ℃ is 0.025 to 0.035.

Because the tire of equidimension not, the height difference of side wall, for the design and the operation requirement that satisfy not unidimensional tire, the utility model discloses a quantity of rubber layer A and/or rubber layer B can adjust according to actual need, and the preferred quantity of rubber layer A and/or rubber layer B is 3-8.

The utility model uses a series of two glue layers with different sizes and properties (for example, different shore hardness) for the inner side supporting glue, and because the two glue layers are cross-compounded, when the hard glue part generates stress concentration or receives external force, the soft glue at the adjacent parts at two sides can assist the stress dispersion during the running process; when the stress concentration occurs at the soft rubber part or the external force acts on the soft rubber part, the hard rubber at two adjacent sides can assist in counteracting the stress; therefore, the two kinds of glue interact to offset and disperse the stress, and the stress concentration is avoided; the support glue avoids the over fatigue of a certain part of the material, thereby avoiding the problems of support glue fracture and delamination caused by fatigue failure of the material.

Because the supporting rubber in the tire side is the rubber with two properties in a crossed arrangement, the stress is offset and dispersed through interaction, and the tire side is the main bearing part in a zero internal pressure state, the structure can disperse the fatigue stress of the tire side part caused by repeated compression, thereby improving the expansion and compression of the inner side and the outer side caused by heavy deformation of the tire side. Because the expansion and compression of the inner side and the outer side are controlled, the Tread bucking phenomenon which occurs in a zero-air-pressure state can be further resisted, and the quality problems caused by stress concentration and material fatigue failure are avoided; and when different glue layers are crossed and compounded, the shape of a single glue layer is similar to a trapezoid, the production process is easy to realize, and the technical popularization is facilitated.

According to the technical scheme provided by the utility model, the utility model provides a run-flat tire can promote run-flat tire under normal driving condition and the security and the durability under the zero atmospheric pressure, extension product life.

Drawings

FIG. 1 is a cross-sectional view of a tire of a conventional prior art buttress cement structure;

FIG. 2 is a cross-sectional view of a tire of a prior art two-layer backsize structure;

FIG. 3 is a cross-sectional view of a tire of a prior art three-layer shoe structure;

FIG. 4 is a cross-sectional view of a run-flat tire provided in accordance with the present invention;

fig. 5 is a comparison graph of deformation quantity and SENER data of different supporting cement provided by the present invention.

Detailed Description

The utility model aims at providing a run-flat tire to solve among the prior art run-flat tire driving safety performance, the poor problem of durability under the zero-pressure state.

In order to enable those skilled in the art to better understand the present invention, the following detailed description of the invention is provided in conjunction with the accompanying drawings.

Fig. 4 shows a preferred embodiment of the present invention, and as shown in fig. 4, this embodiment provides a run-flat tire, which includes a sidewall reinforcing rubber layer 1 disposed on a sidewall portion, the sidewall reinforcing rubber layer 1 extends in a tire radial direction on an inner surface of a tire carcass 2, the sidewall reinforcing rubber layer 1 has a rubber layer a and a rubber layer B arranged in a cross composite manner in the tire radial direction, and the shore hardness of the rubber layer a is different from that of the rubber layer B.

The rubber layer a and the rubber layer B of the present preferred embodiment are both shaped like a trapezoid, and the length relationship between the upper base a and the lower base B of the trapezoid is B ═ 1.0 to 2.0) xa or a ═ 1.0 to 2.0) xb.

The thickness h of the rubber layer A and the rubber layer B is 7.0-13.0 mm.

The rubber layer A and the rubber layer B have different Shore hardness, in a preferred embodiment, the rubber hardness SHORE A (Shore hardness A) of any one of the rubber layer A and the rubber layer B is 65-75, and the rubber hardness SHORE A (Shore hardness A) of the other rubber layer is 75-85. The rubber parameters of any one of the rubber layer A and the rubber layer B are that the tensile strength is more than or equal to 9, the elongation at break is more than or equal to 150%, the E '(at 20 ℃) is 3-10, the E' (at 20 ℃) is 0.1-0.3, and the tan delta value at 60 ℃ is 0.015-0.025; the rubber parameters of the other rubber layer are that the tensile strength is more than or equal to 9, the elongation at break is more than or equal to 45 percent, the E '(20 ℃) is 11 to 20, the E' (20 ℃) is 0.3 to 0.6, and the tan delta value at 60 ℃ is 0.025 to 0.035.

In the specification, the shore hardness is the hardness of a characteristic material (such as vulcanized rubber material);

the tensile strength is the maximum strength when the characterization material (such as vulcanized rubber material) is broken by pulling, and specifically refers to the maximum tensile stress of a sample in the process from stretching to breaking;

elongation at break is an indication of the maximum elongation limit at which a material (e.g., a vulcanized rubber material) will break, expressed as a percentage of the increase in elongation over the original length;

e' is the coefficient of the viscoelastic storage or elastic modulus component that characterizes the stiffness of the material (e.g., a vulcanized rubber material);

e "is the coefficient of the loss of viscoelasticity or the viscous modulus component that characterizes the hysteresis properties of a material, such as a vulcanized rubber material. tan delta is a hysteresis loss factor characterizing a material (e.g., a vulcanized rubber material), and is the ratio of loss modulus to storage modulus.

The utility model provides a quantity of rubber layer A and/or rubber layer B can adjust according to actual need, and in a specific implementation mode, the preferred quantity of rubber layer A and/or rubber layer B is 3-8.

As shown in fig. 1, a conventional support rubber structure is to arrange a layer of support rubber 101 with a crescent-shaped cross section on a tire sidewall; as shown in fig. 2, the supporting rubber structure disclosed in patent document 1CN98807570.9 is a two-layer supporting rubber structure, and the supporting rubber at the sidewall portion is two layers of supporting rubber strips 102 and 103 extending in the tire radial direction; as shown in fig. 3, the shoe structure disclosed in patent document 2US6422279B1 is a three-layer shoe structure, and the tire has a plurality of radially positioned reinforcing wedges 104, 105, and 106 in each sidewall.

Glue, two layers of supporting glue and three-layer support glue and are supported with above-mentioned one deck now and the utility model provides a product that supports glued structure carries out finite element simulation analysis, and specific analysis data detail is seen in table 1, and deformation volume and SENER strain energy density data contrast under different conditions are seen in detail in different supporting glue structures and are seen in figure 5.

TABLE 1 comparative data of deformation and SENER strain energy density of tires of different support cement structures under different conditions

The larger the deformation amount and the larger the SENER, the more easily the damage occurs; SENER represents strain energy density, and represents energy or heat productivity under certain conditions; the larger the amount of deformation, the higher the heat generation, and the more likely it will cause damage.

The data in table 1 and the results in fig. 5 show that compared with the traditional support rubber structure, the support rubber structure of the present invention can effectively reduce the amount of sidewall rubber and support rubber deformation generated by stress concentration, and reduce heat generation, and effectively improve driving safety performance and durability no matter in normal internal pressure or zero air pressure state; particularly, under the zero internal pressure state, the deformation quantity of the maximum deflection supporting rubber and the strain energy density of the SENER are reduced by more than twenty percent.

Although the deformation amount and the SENER strain energy density of the two-layer supporting cement structure and the three-layer supporting cement structure are reduced under certain conditions, the deformation amount and the SENER strain energy density are increased sharply under certain conditions, and safe driving is not facilitated.

Therefore, the utility model provides a rubber layer 1 is strengthened to side wall has rubber layer A and rubber layer B of crossing compound arrangement in the tire footpath, no matter can be under normal interior pressure or the zero atmospheric pressure state, all effectively promotes driving safety ability and durability.

The above is to the utility model provides a run-flat tire has carried out detailed introduction. The principles and embodiments of the present invention have been explained herein using specific examples, which are presented only to assist in understanding the methods and concepts of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, the present invention can be subject to several improvements and modifications, which also fall within the scope of the claims of the present invention.

Claims (6)

1. A run flat tire, comprising: the tire comprises a sidewall reinforcing rubber layer arranged on a sidewall part, wherein the sidewall reinforcing rubber layer extends along the radial direction of the tire on the inner surface of a tire body of the tire, the sidewall reinforcing rubber layer is provided with a rubber layer A and a rubber layer B which are arranged in a crossed and compound mode in the radial direction of the tire, and the Shore hardness of the rubber layer A is different from that of the rubber layer B.

2. The run flat tire of claim 1 wherein: the rubber layer A and the rubber layer B are both in an approximately trapezoidal structure, and the length relation between the upper bottom a and the lower bottom B of the trapezoid is B ═ 1.0-2.0) xa or a ═ 1.0-2.0) xb.

3. The run flat tire of claim 1 wherein: the thickness h of the rubber layer A and the rubber layer B is 7.0-13.0 mm.

4. The run flat tire of claim 1 wherein: the rubber hardness SHORE A of any one of the rubber layer A and the rubber layer B is 65-75, and the rubber hardness SHORE A of the other rubber layer is 75-85.

5. The run flat tire of claim 1 or 4 wherein: the rubber parameters of any one of the rubber layer A and the rubber layer B are that the tensile strength is more than or equal to 9, the elongation at break is more than or equal to 150%, the E '(at 20 ℃) is 3-10, the E' (at 20 ℃) is 0.1-0.3, and the tan delta value at 60 ℃ is 0.015-0.025; the rubber parameters of the other rubber layer are that the tensile strength is more than or equal to 9, the elongation at break is more than or equal to 45 percent, the E '(20 ℃) is 11 to 20, the E' (20 ℃) is 0.3 to 0.6, and the tan delta value at 60 ℃ is 0.025 to 0.035.

6. The run flat tire of claim 1 or 4 wherein: the number of the rubber layers A and/or the rubber layers B is 3-8.

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