WO2023061511A1 - 支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺 - Google Patents

支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺 Download PDF

Info

Publication number
WO2023061511A1
WO2023061511A1 PCT/CN2022/131664 CN2022131664W WO2023061511A1 WO 2023061511 A1 WO2023061511 A1 WO 2023061511A1 CN 2022131664 W CN2022131664 W CN 2022131664W WO 2023061511 A1 WO2023061511 A1 WO 2023061511A1
Authority
WO
WIPO (PCT)
Prior art keywords
width
diameter drum
supporting
tire
drum plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/131664
Other languages
English (en)
French (fr)
Inventor
柴永森
王君
徐伟
张军华
苏明
邓玲
张琳
刘继发
刘杰
王玉坚
韩奉进
韩磊
马丽华
任振兴
王伟
张晨曦
孙超
孟照宏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Qingdao Doublestar Tire Industry Co Ltd
Original Assignee
Qingdao Doublestar Tire Industry Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202210099470.2A external-priority patent/CN114347725B/zh
Priority claimed from CN202210099281.5A external-priority patent/CN114312168A/zh
Priority claimed from CN202220235581.7U external-priority patent/CN216860652U/zh
Application filed by Qingdao Doublestar Tire Industry Co Ltd filed Critical Qingdao Doublestar Tire Industry Co Ltd
Priority to EP22880447.2A priority Critical patent/EP4253086A4/en
Publication of WO2023061511A1 publication Critical patent/WO2023061511A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B60C15/0628—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer
    • B60C2015/065—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer at the axially outer side of the carcass turn-up portion not wrapped around the bead core
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
    • B60C2017/0054—Physical properties or dimensions of the inserts
    • B60C2017/0063—Modulus; Hardness; Loss modulus or "tangens delta"
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the application belongs to the field of self-supporting tires, and in particular relates to a support rubber, a self-supporting tire suitable for all series of passenger cars and a molding process thereof.
  • the radial rigidity of the tire wall during its use is greater than the radial elasticity. Although it can achieve zero air pressure durability, it cannot The quiet and comfortable performance of driving is poor, which makes the driving experience of the driver and passengers poor; in addition, because of the uneven thickness design of the support rubber, it leads to stress concentration when driving under zero air pressure, and there is a problem of excessive heat generation.
  • the first aspect of the embodiment of the present application provides a support glue, the shape of the support glue is trapezoidal, and the thickness is 4-12 mm; the width of the upper bottom of the trapezoid 0.5 ⁇ 1mm.
  • the rubber material hardness of the support rubber is HS60-HS70.
  • the rubber elastic modulus of the support rubber is 4-6 MPa.
  • the width L of the lower bottom surface of the trapezoid of the support glue is calculated by the following formula:
  • SW is the nominal section width of the tire
  • N is the aspect ratio of the tire
  • k is the Safort factor, and its value ranges from 0.73 to 0.75
  • L2 is the distance of the support rubber inserted under the belt layer.
  • the second aspect of the embodiment of the present application provides a self-supporting tire suitable for all series of passenger cars, including: a support body, and the support body further includes:
  • the apex is located on the outside of the carcass and is covered by the carcass.
  • the lower end of the apex is closely attached to the traveler, and the upper end of the apex is located at 1/3 to 2/5 of the radial width L of the supporting rubber;
  • the radial height L3 of the upper end point of the reinforcement layer higher than the upper end point of the apex is 5-10 mm, and the lower end point of the reinforcement layer is flush with the top of the traveler.
  • the insertion distance L2 between the upper end of the support rubber and the upper end of the traveler is 18-24 mm; the distance L6 between the lower end of the support rubber and the upper end of the traveler is 5-10 mm.
  • L2-L1 ⁇ 10 mm, and L1 is the difference between the distance between the sidewall inserted under the belt and the distance between the support rubber inserted under the belt.
  • the thickness H4 of the apex rubber from the lower breakpoint of the support rubber to 1/8 of the radial width L of the support rubber is 3-4 mm, and the bottom thickness H5 of the apex rubber is equal to The difference of H4 is not more than 2mm.
  • the width L of the lower bottom surface of the support glue is calculated by the following formula:
  • SW is the nominal section width
  • N is the flatness ratio
  • k is the Safort factor, and its value range is 0.73-0.75.
  • the value of ⁇ ranges from 65° to 75°, and ⁇ refers to the angle between the line connecting the end point of the profile fit width and the end point of the profile section width and the horizontal axis of the highest point of the profile section.
  • the outline design principle of the triangular balance theory is adopted to ensure that:
  • SW is the 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
  • RW is the joint width
  • the subsidence h is calculated by the following formula:
  • TDW is the design driving surface width, and the value range of ⁇ is 3° ⁇ 8°.
  • the third aspect of the embodiment of the present application provides a molding process for self-supporting tires suitable for all passenger car series as described in any one of the above items, which is formed by folding and layering self-supporting forming drums using the secondary method.
  • the double folded layered self-supporting forming drum has a bulging state and a shrinking bulging state, and in the bulging state, the inner liner, support rubber, carcass, buckle ring is turned up, and the sidewall is bonded;
  • the double folded layered self-supporting forming drum rotates at a speed of 80 ⁇ 10r/min, the pressure of the rear pressure roller is kept at 2-2.5bar, and the horizontal speed is 5-15mm/sec. Press to complete the molding.
  • the building drum includes a large-diameter drum plate, a large-diameter drum plate widening ring, a small-diameter drum plate, and a small-diameter drum plate width-adjusting ring, and the large-diameter drum plate and the small-diameter drum plate are connected by T-shaped bolts.
  • the large-diameter pad width adjustment ring cooperates with the large-diameter drum pad to adjust the width of the large-diameter drum pad
  • the small-diameter drum pad width adjustment ring cooperates with the small-diameter drum pad to adjust the width of the small-diameter drum pad.
  • the width X used for the large-diameter drum pad is :
  • 1#Belt is the design width of 1# belt layer, and N is the curve between large-diameter drums and drums, which is selected according to the tire size within the range of 30mm ⁇ N ⁇ 60mm;
  • the central platform of the large-diameter drum board transitions to the small-diameter drum board platform through a linear smooth slope on the side, the platform inclination angle ⁇ is between 10° and 15°, and the rounding radius of the central platform and the slope is designed to be 40mm.
  • the forming drum includes a large-diameter drum plate, a small-diameter drum plate is attached to the lower surface of the large-diameter drum plate, and the width of the small-diameter platform of the small-diameter drum plate is larger than that of the large-diameter drum plate.
  • the width X used for the large-diameter drumboard is:
  • 1#Belt is the design width of the 1# belt layer
  • N is the curve between the large-diameter drum and plate drum, which is selected according to the tire size within the range of 30mm ⁇ N ⁇ 60mm.
  • a large-diameter drumboard width-adjusting ring for adjusting the width of the large-diameter drumboard is provided at the center of the large-diameter drumboard, and the large-diameter drumboard width-adjusting ring is arranged in an annular body, Trapezoidal steps are arranged around the annular body;
  • a small-diameter drum-plate width adjusting ring for adjusting the width of the small-diameter drum-plate is arranged at the center of the small-diameter drum-plate, and the small-diameter drum-plate width-adjusting ring is arranged as a ring-shaped body, and the surroundings of the ring-shaped body are arranged trapezoidal steps.
  • the included angle ⁇ between the slopes on both sides of the large-diameter drumboard and the surface of the small-diameter drumboard is set at 10°-15°.
  • a radius ratio R1/R2 of the first arc to the second arc is 0.1.
  • the support rubber provided by at least one embodiment of the present application can achieve a performance balance between the rigidity and elasticity of the support rubber by limiting the thickness of the support rubber.
  • the radial elasticity of the side is not missing, which conforms to the law of fuel efficiency, and at the same time ensures the shock absorption effect of the tire during normal driving, improves the driving comfort performance, and expands the application range of the tire.
  • the supporting rubber provided by at least one embodiment of the present application defines the supporting rubber as a trapezoid and further defines the width of the upper top surface of the trapezoid. If the part is too thin, the edge will be broken, which improves the production efficiency.
  • the self-supporting tire suitable for all passenger car series provided by at least one embodiment of the present application is more comfortable, more fuel-efficient, and less noisy than ordinary run-flat tires, and meets the user's demand for run-flat protection , and no damage to the rim, it can be applied to all models of passenger cars.
  • the molding process of self-supporting tires suitable for all passenger car series provided by at least one embodiment of the present application is conducive to ensuring the reasonable application of supporting rubber parts and effectively reducing the generation of air bubbles in the tire during the molding process , Improve production efficiency.
  • a small-diameter drum plate is added below the traditional large-diameter drum plate, and a gap design is adopted between the large-diameter drum plate and the small-diameter drum plate.
  • the bonding of the support rubber provides a reasonable gap position, which solves the technical problem that air bubbles are easily generated in the tire when the end of the support rubber is attached during the production process; in addition, the forming drum has a swelling state and a shrinking state.
  • the buckle is reversed, which can be reversed for a better fit.
  • Fig. 1 is the structural representation of crescent-shaped support glue in the prior art
  • FIG. 2 is a schematic structural view of the support glue provided in the embodiment of the present application.
  • Fig. 3 is a schematic diagram of the tire rolling radial deformation analysis provided by the embodiment of the present application.
  • Fig. 4 is the rigidity and the elastic curve of the support rubber of different shapes provided by the embodiment of the present application;
  • Fig. 5 is a structural schematic diagram 1 of self-supporting tires applicable to the whole series of passenger cars provided by the embodiment of the present application;
  • Fig. 6 is a structural schematic diagram II of self-supporting tires suitable for all passenger car series provided by the embodiment of the present application;
  • Fig. 7 is a schematic diagram of the outline design structure of self-supporting tires suitable for all passenger car series provided by the embodiment of the present application;
  • Fig. 8 is a structural schematic diagram of a double folded layered self-supporting forming drum suitable for self-supporting tire molding of all passenger car series provided by the embodiment of the present application;
  • Fig. 9 is a schematic structural view of the forming drum provided in the embodiment of the present application installed on the regulator;
  • Support rubber 101. The position of the end point of the belt layer on the support rubber; 102. The position of the widest point of the tire section on the support rubber; 103. The position of the radially upper end point of the apex rubber on the support rubber 11 , the upper end of the support rubber; 12, the lower end of the support rubber; 2, the apex; 21, the upper end of the apex; 3, the reinforcing layer; 31, the upper end of the reinforcing layer; 4, the steel traveler; 41, the upper end of the steel traveler ;5, belt layer; 6, sidewall; 71, large-diameter drum plate; 711, large-diameter platform; 72, large-diameter drum plate width adjustment ring; 73, small-diameter drum plate; 731, small-diameter platform; 74, small-diameter drum Plate width adjustment ring; 75, the first bolt; 76, the second bolt; 8, the regulator.
  • the “Max. thickness” mentioned in this application refers to the thickness of the support glue at the thickest point or at the thickest platform. It can be understood that when the present application separately describes the structure or shape characteristics of the support rubber, it refers to its structure or shape characteristics before vulcanization.
  • Fig. 1 is a schematic structural diagram of a crescent-shaped support glue in the prior art.
  • the thickness of the traditional crescent-shaped support rubber decreases from the middle to the edge (12mm ⁇ H1 ⁇ H3 ⁇ H2 ⁇ 18mm), and the Max. thickness is more than 12mm.
  • This design is applied to the tire to ensure the support of the tire in the zero air pressure state. , but because of the too large Max. thickness, the radial rigidity of the tire wall is too large when using this type of support rubber, and the shock absorption effect and comfort performance are poor.
  • H1 represents the thickness of the support rubber at the tire shoulder
  • H2 represents the thickness of the support rubber at the horizontal axis of the tire section
  • H3 represents the thickness of the support rubber at the end of the tire apex
  • the thickness at H2 is the Max. thickness.
  • FIG. 2 is a schematic structural diagram of the support glue 1 according to the embodiment of the present application.
  • the shape of the support glue 1 is trapezoidal, the thickness ⁇ of the trapezoid (that is, the height of the trapezoid in FIG. 1 ) is 4-12 mm; the width M of the upper bottom of the trapezoid is 0.5-1 mm.
  • the thickness ⁇ of the support rubber 1 By limiting the thickness ⁇ of the support rubber 1, the rigidity and elasticity of the support rubber 1 can achieve a performance balance.
  • the support performance during run-flat driving can be guaranteed, so that the radial elasticity of the sidewall is not lost, which is in line with fuel efficiency.
  • it ensures the shock absorption effect of the tire during normal driving, improves the driving comfort performance, and expands the application range of the tire.
  • Fig. 3 is a common tire (not provided with support rubber) and a tire adopting the trapezoidal support rubber provided by the above embodiments of the application (the thickness of the trapezoid of the A scheme is 4mm, the thickness of the trapezoid of the B scheme is 6mm, and the thickness of the trapezoid of the C scheme is 5mm ) is a schematic diagram of the results obtained from the tire rolling radial deformation simulation analysis. As shown in Figure 3, ordinary tires without support rubber cannot be effectively supported due to insufficient strength of the lower sidewall; Air pressure support capability. It should be noted that the support rubber with a thickness of 4 mm can be applied to small-sized tires because of its small thickness.
  • the support rubber 1 is defined as a trapezoid, and the width of the upper bottom of the trapezoid is further defined to form a platform at the end of the support rubber. If the part is too thin, the edge will be broken, which improves the production efficiency.
  • the support rubber is designed in a trapezoidal shape. Compared with the existing crescent-shaped support rubber, it provides a smoother transition for the lamination of the half parts, and reduces the phenomenon of turning-up end discounts due to insufficient thickness of the end.
  • the shape of the support rubber 1 is defined as trapezoidal.
  • the trapezoidal shape can guarantee the supporting capacity of the tire under zero air pressure.
  • the trapezoidal surface is smooth and excessive, providing a smooth curved surface for force transmission. , can effectively absorb the kinetic energy generated by the load in the vertical direction, and can convert the kinetic energy in the vertical direction of the tire into heat and dissipate it, thereby effectively reducing the vibration in the vertical direction of the tire and improving the comfort of the tire.
  • the regular shape of the triangle can be inserted into the inside of the component, and it can be used in combination with apex rubber, carcass, belt layer and other components for easy lamination.
  • the embodiment of the present application further limits the thickness of the trapezoid, as shown in Figure 4, within the thickness range defined in the present application, when the absolute value of the slope K of the radial rigidity and radial elastic curve is the smallest, support and comfort can be guaranteed At the same time, it can improve the application range of tires. Specifically, it can meet the comprehensive requirements of support, comfort and noise of run-flat tires that have different requirements for the thickness of the support rubber 1 due to different road conditions and vehicle models.
  • the above thickness can also be 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm and any point value within the range
  • the width of the upper bottom can also be 0.6mm, 0.7mm, 0.8mm, 0.9mm and any point value within its range.
  • the rubber hardness of the supporting rubber 1 is HS60-HS70 (Shore hardness), and the elastic modulus of the rubber material is 4-6 MPa. It can be understood that the elastic modulus of the rubber material can also be 4.2MPa, 4.4MPa, 4.6MPa, 4.8MPa, 5.0MPa, 5.2MPa, 5.4MPa, 5.6MPa, 5.8MPa and any point value within the above range.
  • the traditional crescent-shaped support rubber design requires strict performance of the rubber material due to its thickness and shape constraints. It is necessary to ensure that the hardness of the rubber material is above HS75, resulting in poor flex resistance of the rubber material and stress concentration in the application. Therefore, the rubber material High compression heat generation.
  • the equal-thickness trapezoidal support rubber 3 is designed. Because of its own shape stability, it is required that the hardness of the rubber material is HS60-HS70 to meet the support performance and flex resistance. Well, the applied stress is distributed, and the compression heat generation of the compound is small.
  • the width L of the bottom surface of the trapezoid of the supporting glue 1 is calculated by the following formula:
  • SW is the nominal section width of the tire
  • N is the aspect ratio of the tire
  • k is the Safort factor, and its value ranges from 0.73 to 0.75
  • L2 is the distance of the support rubber 1 inserted under the belt layer.
  • L2 is 8%-15% of the width of the running surface.
  • the driving surface width is designed according to the specification size, and the insertion size of the supporting rubber 1 is the designed driving surface width. 8% to 15%, such a design can ensure the high-speed performance and the shape of the grounding imprint of the support rubber 1 when used.
  • the amount of support rubber 1 inserted is less than 8%, it will cause abnormal deformation of the end of the belt layer and the unevenness of the tread, which will directly affect the shape of the tire's ground contact mark; if the amount of support rubber 1 inserted is greater than 15%, it will cause excessive heat generation during high-speed driving. The high-speed performance of the tire cannot be satisfied.
  • the width M of the upper bottom of the trapezoid of the supporting glue 1 is calculated by the following formula:
  • L3 is 12%-25% of the width of the apex. It should be noted that if the value of L3 is less than 12% of the width of the apex, the rim of the support rubber 1 is thick, resulting in excessive rigidity of the rim, which is reflected in the increase in the torsional rigidity of the tire, resulting in abnormal noise during vehicle steering. , affecting the driving experience; if the value of L3 is greater than 25% of the width of the apex, the mouth of the support rubber 1 is thin, and does not have the support performance under zero air pressure.
  • the support rubber of traditional self-supporting tires has problems such as too thick, too hard, and high heat generation, which leads to loud noise, high fuel consumption, and poor comfort of the tires. Therefore, only some vehicles with specially designed suspension systems are equipped with self-supporting tires. , other passenger models cannot be used or are not recommended to use ordinary self-supporting tires.
  • the radial rigidity of the tire wall radial elasticity, which solves the technical problem of excessive rigidity of the tire wall caused by ordinary support rubber, and at the same time solves the stress concentration of driving under zero air pressure , leading to the rapid heat generation of the shoulder and the technical problem of easy damage.
  • the upper bottom of the trapezoid of the support rubber 1 is in contact with the carcass layer, and the lower bottom of the trapezoid of the support rubber 1 is in contact with the inner liner.
  • FIG. 5 and FIG. 6 are structural schematic diagrams of the self-supporting tire according to the embodiment of the present application.
  • the self-supporting tire provided by the embodiment of the present application includes an inner liner, a carcass, a belt layer 5, a cap layer and a tread at the crown part from the inside to the outside.
  • the side part includes the inner liner, support rubber 1, carcass, sidewall 6 from the inside to the outside, and the bead part includes the bead 4 in the center and the apex 2 above the bead 4, and the carcass is covered with the apex 2 and the traveler 4, a reinforcing layer 3 is arranged on the outside of the carcass.
  • L1, L2, ..., L5, L6 represent the actual distance (arc length) between two points of the corresponding half parts rather than the straight line distance.
  • the width L" is the width L of the bottom surface of the trapezoid of the above-mentioned support rubber, rather than the radial linear distance.
  • the self-supporting tire at least includes a supporting body, and the supporting body further includes a supporting rubber 1, an apex 2 and a reinforcing layer 3.
  • the support body through the design of the support body, when the tire is deficient in air, it can effectively improve the support effect on the sidewall 6, avoid the stress concentration at the 6 parts of the sidewall, and make the tire still able to run at a speed of 60km/h under zero air pressure. Continue to drive for 60km.
  • the combination of this flexible support body can effectively improve the resonance sound of the tire cavity, thereby effectively reducing tire noise, and can be adapted to all types of passenger cars.
  • the shape of the supporting rubber 1 is trapezoidal, with a thickness of 4-12mm.
  • thickness is adjusted from 12mm to 18mm to 4mm to 12mm, so that the overall thickness of the support rubber 1 is reduced and the flexibility is improved, and the longitudinal elasticity of the 6 parts of the sidewall is increased.
  • the lower sidewall 6 is transferred, and the heat generated due to stress concentration is well diffused, improving the tire's zero-pressure durability.
  • the shock absorption effect is good, and it is not easy to damage the rim. Equipped with all models of passenger cars.
  • the insertion distance L2 of the upper end point 11 of the supporting rubber under the belt layer 5 is 18-24 mm; the distance L6 between the lower end point 12 of the supporting rubber and the upper end point 41 of the traveler is 5-10 mm, and at the same time, it is necessary to ensure that L2-L1 ⁇ 10mm, L1 is the difference between the distance between the sidewall 6 inserted under the belt layer 5 and the distance between the support rubber 1 inserted under the belt layer 5.
  • the apex 2 is located on the outside of the carcass and is covered by the carcass, and the lower end of the apex 2 is in close contact with the traveler 4 .
  • the embodiment of the present application adjusts the height of the apex 2 according to the thickness of the support rubber 1, so that the cooperation of the support rubber 1 and the apex 2 can form an effective support system, and improve the overall support performance of the sidewall 6.
  • the thickness H4 of the apex 2 from the lower end of the support rubber 1 to 1/8 of the radial width L of the support rubber 1 is 3-4 mm, and the difference between the thicknesses H5 and H4 of the bottom of the apex 2 is not greater than 2mm.
  • the radial height L3 of the upper end point 31 of the reinforcement layer higher than the upper end point 21 of the apex 2 is 5-10 mm, and the lower end point of the reinforcement layer 3 is flush with the top of the traveler 4 .
  • This design can enhance the strength of the rim part, effectively avoid the occurrence of diseases such as rim cracking, increase the service life, and effectively protect the rim part of the tire. Improved driving comfort.
  • the width L of the bottom surface of the support glue 1 is calculated by the following formula:
  • SW is the nominal section width
  • N is the flatness ratio
  • k is the Safort factor, and its value ranges from 0.73 to 0.75.
  • This embodiment provides a calculation method for the width L of the bottom surface of the support rubber 1, and limits the value range of the Safort factor. The reason is that when k ⁇ 0.73, the design of the support rubber 1 is narrow. The load cannot be supported under the air pressure state, and good zero-pressure support performance cannot be achieved. When k>0.75, the design of the support rubber 1 is too wide, which increases the weight of the tire itself, the fuel saving effect is poor, and the materials cannot be used efficiently. The law of fuel efficiency is not applicable to all models of passenger cars, and the phenomenon of controlling k above 0.73 to 0.75 can be significantly improved. It should be noted that the Safort factor provided in this application is applicable to the calculation of the specifications of all series of passenger car tires, and the calculated value is consistent with the drawing of the material distribution map.
  • contour design is carried out using the triangular balance theory contour design principle to ensure:
  • SW is the nominal section width, and its value is determined corresponding to the tire specification
  • USH is the distance from the horizontal axis of the section to the bead in the free state of the tire
  • RW is the joint width
  • ⁇ ranges from 65° to 75°, where , ⁇ refers to the angle between the line connecting the end point A of the profile fit width and the end point B of the profile section width and the horizontal axis of the highest point of the profile section.
  • ⁇ When the value of ⁇ is less than 65°, the 6 parts of the sidewall are constantly squeezed by the inflation pressure during driving, which is likely to produce radial deformation, which will cause a large deformation of the tire cross-sectional profile during the movement process, and poor handling stability; When the value of ⁇ is greater than 75°, the tire crown will be stretched too much in the lateral direction, resulting in an increase in the turning arm, easy to cause tire out-of-roundness, and increased tire rolling resistance.
  • the value of ⁇ ranges from 65° to 75° can improve the extrusion and deformation state of the sidewall 6 under the inflation pressure, and reduce the distance that the crown is straightened along the transverse direction of the tread, thereby realizing the reduction of the turning arm and the true circle degree of approaching, reducing tire rolling resistance.
  • the high rigidity of the crown and the six sidewalls combined with the stable triangular structure keeps the cross-sectional profile of the carcass basically unchanged during driving, improving the handling stability of the tire.
  • the carcass connection line of the crown is stretched and straightened, which improves the rigidity of the crown and realizes the overall rigidity of the crown and sidewall. Increase, so that the sinking of the tire under the static load condition is reduced, the reduction of the turning arm and the approximation of the roundness are realized, and the purpose of reducing the rolling resistance of the tire is achieved.
  • the tire crown and sidewall form a stable triangular structure, so that the cross-sectional profile of the carcass basically does not change during the rolling process, which improves the stability of the tire;
  • the support rubber also plays a role in bearing the weight of the vehicle itself, thereby improving the safety performance of the tire.
  • the subsidence h is calculated by the following formula:
  • TDW is the designed driving surface width, and the value range of ⁇ is 3° ⁇ 8°, which can ensure the roundness of the ground contact mark and effectively improve the stability and quiet performance.
  • the design of the tire profile sinkage h in the embodiment of the present application can ensure that the curvature of the tread increases, ensures the flexing space of the tire shoulders under the zero air pressure state, and reduces the stress concentration on the tire shoulders under the zero air pressure state.
  • the height of the lower section is designed to be as large as possible to ensure that the tire is close to a true circle and the rolling moment is reduced.
  • This contour design provides support for the lightweight design of the support rubber 1, making the thickness of the support rubber 1Max from the original 15mm
  • the above can be adjusted to 4mm ⁇ 12mm, with the apex 2 thickness and positioning design, it solves the technical problem of easy detachment of the ring under zero air pressure and the technical problem of incomplete suitable rim models.
  • This embodiment proposes to coordinate with the contour design of the Safort magic support structure, so that the cross-sectional contour of the carcass layer basically does not change during driving, thereby improving the tire's handling stability and quietness and comfort.
  • the third aspect of the embodiments of the present application discloses the molding process of self-supporting tires suitable for all passenger car series in any of the above embodiments, using the secondary method of folding and layered self-supporting forming drum molding, the secondary method
  • the folding and layered self-supporting forming drum has a swelling state and a shrinking state. In the swelling state, the inner liner, support rubber 1, carcass, buckle ring is turned up, and the sidewall 6 is laminated; the secondary method is folded and divided.
  • the layered self-supporting forming drum rotates at a speed of 80 ⁇ 10r/min, the pressure of the rear pressure roller is maintained at 2-2.5bar, and the rolling is carried out in translation at a lateral speed of 5-15mm/sec to complete the forming.
  • the above rolling steps and rolling parameter settings can effectively discharge the gas between the carcass, the support rubber 1 and the airtight layer, and the air bubble rate of the green tire is reduced by more than 85%, which greatly reduces the labor intensity of artificial tire repair.
  • the appearance quality is greatly improved and the production efficiency is improved.
  • Fig. 8 is a schematic cross-sectional view of the drum plate formed by the double folded layered self-supporting drum forming used in the embodiment of the present application.
  • the forming drum includes a large-diameter drum plate 71, a large-diameter drum plate width adjustment ring 72, a small-diameter drum plate 73, a small-diameter drum plate width adjustment ring 74, and the large-diameter drum plate 71 and
  • the small-diameter drum plate 73 is connected by T-bolts, the large-diameter drum plate width adjustment ring 72 cooperates with the large-diameter drum plate 71 to adjust the width of the large-diameter drum plate 71, and the small-diameter drum plate width adjustment ring 74 cooperates with the small-diameter drum plate 73 to adjust the small diameter
  • the width that drum plate 73 uses, the width X that large-diameter drum plate 71 uses is
  • 1#Belt is the design width of 1# belt layer 5
  • N is the curve between the large-diameter drum plate 71, which is selected according to the tire size within the range of 30mm ⁇ N ⁇ 60mm.
  • the central platform of the large-diameter drum plate 71 transitions to the small-diameter drum plate 73 platform (i.e., the small-diameter platform 731) through a linear smooth slope on the side, and the platform 711 inclination angle ⁇ is Between 10° and 15°.
  • the design rounding radius R3 of the central platform (ie, the large-diameter platform 711 ) and the slope is 40 mm
  • the designed small rounding radius R4 of the bevel edge of the large-diameter drum plate 71 is 0.5 mm.
  • N for the 35-50 series, the value of N is 30-40mm; for the 55-65 series, the value of N is 40-50mm; for the 70-80 series, the value of N is 50-60mm.
  • the division of the above series is based on the tire aspect ratio, for example, 205/55R16 belongs to the 55 series, and 225/45R17 belongs to the 45 series.
  • N is the projection width of the left hypotenuse of the large-diameter drum plate 71 on the base.
  • the forming drum includes a large-diameter drum plate 71, the lower surface of the large-diameter drum plate 71 is fitted with a small-diameter drum plate 73, and the width of the small-diameter platform 731 of the small-diameter drum plate 73 is greater than that of the large-diameter drum plate
  • the width of the large-diameter platform 711 of the diameter drum plate 71, the small-diameter drum plate 73 is buckled on the upper end of the regulator 8, the two sides of the upper surface of the large-diameter drum plate 71 transition to the surface of the small-diameter drum plate 73 through a linear smooth slope, and the small-diameter drum plate 73
  • the upper surface and the lower surface of both sides of the drum plate 73 transition through a first arc R1 and a second arc R2, and R1 is tangent to R2.
  • the size of the large-diameter drum plate 71 can be smaller than the size of the traditional large-diameter drum plate, which provides a reasonable gap position for the bonding of the support rubber, and solves the problem that air bubbles are easily generated in the tire when the end of the support rubber is bonded during the production process. problem.
  • a small-diameter drum plate is added below the traditional large-diameter drum plate, and a gap design is adopted between the large-diameter drum plate and the small-diameter drum plate, which provides a reasonable gap position for the bonding of the support glue and solves the problem of the production process.
  • the forming drum has a bulging state and a shrinking bulging state. In the bulging state, the buckle is turned up, which can be turned up for a better fit.
  • adjusting machine 8 is existing device, and it comprises driving mechanism, and driving mechanism is connected with large-diameter drum plate 71 and small-diameter drum plate 73 and can drive large-diameter drum plate 71 and small-diameter drum plate 73 to move radially along the forming drum, so that The forming drum has a swelling state and a shrinking state.
  • driving mechanism is connected with large-diameter drum plate 71 and small-diameter drum plate 73 and can drive large-diameter drum plate 71 and small-diameter drum plate 73 to move radially along the forming drum, so that
  • the forming drum has a swelling state and a shrinking state.
  • the width X of the large diameter drum plate 71 is:
  • the width of the large-diameter drum plate 71 By limiting the width of the large-diameter drum plate 71, it is beneficial to ensure the reasonable application of the supporting rubber 1 components, effectively reducing the generation of air bubbles in the tire during the molding process, and improving production efficiency; 1#Belt is the design width of the 1# belt layer 5, N is the curve between the drums of the large-diameter drum plate 71, which is selected according to the tire size within the range of 30mm ⁇ N ⁇ 60mm.
  • N for the 35-50 series, the N value is 30-40mm; for the 55-65 series, the N value is 40-50mm; for the 70-80 series, the N value is 50-60mm.
  • the division of the above series is based on the tire aspect ratio, for example, 205/55R16 belongs to the 55 series, and 225/45R17 belongs to the 45 series.
  • N is the projected width of the hypotenuses on both sides of the large-diameter drum plate 71 on the bottom.
  • a large-diameter drum plate width adjustment ring 72 for adjusting the width of the large-diameter drum plate 71 is provided at the center of the large-diameter drum plate 71, and the large-diameter drum plate width adjustment ring 72 It is arranged as an annular body, and trapezoidal steps are arranged around the annular body; a small-diameter drum board width-adjusting ring 74 for adjusting the width of the small-diameter drum board 73 is arranged at the center of the small-diameter drum board 73, and the small-diameter drum board width-adjusting ring 74 is arranged in an annular body , trapezoidal steps are set around the annular body.
  • the axial width of the forming drum is adjustable by setting the large-diameter drum plate width adjustment ring 72 and the small-diameter drum plate width adjustment ring 74 .
  • the large-diameter drumplate width-adjusting ring 72 and the small-diameter drumplate width-adjusting ring 74 are plugged into the centers of the large-diameter drumplate 71 and the small-diameter drumplate 73 respectively.
  • the axial width of the drum surface of the building drum is changed by changing the large-diameter drum plate width-adjusting ring 72 and the small-diameter drum plate width-adjusting ring 74 of different width specifications.
  • the width specifications of the large-diameter drumboard width-adjusting ring 72 and the small-diameter drumboard width-adjusting ring 74 are set at intervals of 4mm, for example, 16mm, 20mm, 24mm, ..., 100mm width adjustment rings to meet the needs of different widths of the forming drum.
  • the included angle ⁇ between the slopes on both sides of the large-diameter drum plate 71 and the surface of the small-diameter drum plate 73 is set at 10°-15°.
  • the large-diameter drum plate 71 and the small-diameter drum plate 73 are connected and fixed by the first bolt 75
  • the large-diameter drum plate width-adjusting ring 72 and the small-diameter drum plate width-adjusting ring 74 are connected by the second bolt 76 .
  • the forming drum rotates at a speed of 80 ⁇ 10r/min, the pressure of the rear pressure roller is maintained at 2-2.5bar, and the horizontal speed of 5-15mm/sec is set for outward translation and rolling.
  • the pressing steps and rolling parameter settings can effectively discharge the gas between the carcass, the support rubber and the airtight layer, and the air bubble rate of the green tire is reduced by more than 85%, which greatly reduces the labor intensity of artificial tire repair, and the appearance quality of the green tire is greatly improved. Enhanced, improved production efficiency.
  • This application adopts the special structural design, contour design, process and other products produced, which are more comfortable, fuel-efficient and safer than ordinary run-flat tires, meet the user's demand for running flat, have no damage to the rim, and are suitable for passenger use All car models.
  • the self-supporting tires applicable to the whole series of passenger cars in the embodiment of the present application can drive 60km at a speed of 60km/h under zero air pressure, which is enough to support the vehicle to reach the nearby maintenance station, so that the vehicle can realize the vehicle without Spare tire, energy saving and emission reduction, low carbon and environmental protection.
  • the test plan provided in Table 1 selects support rubber 1 with a hardness of HS70 and an elastic modulus of 5.4 MPa.
  • H1 point 101 positioning after the support rubber is inserted into the belt layer, the position of the end point of the belt layer; H2 point 102 positioning: the position of the widest point of the section (upper 5mm ⁇ lower 10mm); H3 point 103 positioning: apex rubber Radial upper endpoint position.
  • the thickness of H2 point 102 is the trapezoidal Max. thickness.
  • the supporting rubber 1 has supporting properties when the thickness is ⁇ 4 mm.
  • the test plan provided in Table 2 selects support rubber 1 with a hardness of HS70 and an elastic modulus of 5.8MPa
  • the embodiment of the present application supports the tire in vivo Support glue 1 shape / crescent moon Equal thickness trapezoid Support glue 1Max. thickness / 15mm 8mm Apex 2 height 40mm 40mm 35mm
  • the indoor zero-pressure endurance test time of the tire provided by the embodiment of the present application is 90 minutes, and the zero-pressure endurance test time of the whole vehicle is 70 minutes.
  • the supporting capacity and the comfort performance are one level higher than that of the existing ordinary run-flat tires.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

一种支撑胶（1）、适用于乘用车全车系的自体内支撑轮胎及其成型工艺，属于自体内支撑轮胎领域。支撑胶（1）的形状为梯形，厚度为4～12mm；梯形上底的宽度为0.5～1mm。支撑胶（1）应用于轮胎中，解决了现有自体内支撑轮胎因支撑胶结构的缺陷，导致其零气压行驶下应力集中，不能兼顾零气压下的耐久性能及正常胎压下行驶的舒适性能，且不能适用于全车型，应用范围小的技术问题，具有良好的零气压耐久性能、舒适性能、适用于全车型的特点。

Description

支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺
本申请要求在2022年01月27日提交中国专利局，申请号为202210099470.2、名称为“适用于乘用车全车系的自体内支撑轮胎及其成型工艺”，申请号为202210099281.5、名称为“一种支撑胶及防爆轮胎”，以及申请号为202220235581.7、名称为“一种分层式缺气保用成型鼓”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请属于自体内支撑轮胎领域，尤其涉及一种支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺。
背景技术
随着科学技术的飞速发展和人们对汽车性能要求的提高，普通性能的轮胎已不能满足人们追求安全、舒适、静音等性能的要求。现有自体支撑轮胎通过在胎侧部位增加一种强而硬的支撑橡胶，来保证其零气压下的耐久性能，然而，其同时也牺牲了轮胎的静音舒适性能，使驾乘者驾乘体验感差。另外，现有自体支撑轮胎对适配汽车悬架要求较高，因此只能实现小范围应用，无法适配乘用车全系车型。
现有自体支撑轮胎的支撑胶结构由于设计方面存在诸多不足之处，导致其使用过程中轮胎胎壁的径向刚性＞径向弹性，其虽然可以实现零气压耐久性能，但是在正常胎压下行驶的静音舒适性能差，使驾乘者驾乘体验感差；另外，因其支撑胶厚度设计不均匀，导致其在零气压下行驶导致应力集中，存在生热过快的问题。
发明内容
为解决现有技术中存在的以上至少一个技术问题，本申请实施例的第一方面提供一种支撑胶，所述支撑胶的形状为梯形，厚度为4～12mm；所述梯形上底的宽度为0.5～1mm。
在本申请的一些实施例中，所述支撑胶的胶料硬度为HS60～HS70。
在本申请的一些实施例中，所述支撑胶的胶料弹性模量为4～6MPa。
在本申请的一些实施例中，所述支撑胶的所述梯形的下底面的宽度L通过以下公式计算得到：
L＝SW*N*k+L2        (1)
其中，SW为轮胎的名义断面宽；N为轮胎的扁平比；k为Safort因子，其取值范围为0.73～0.75；L2为所述支撑胶插入带束层下的距离。
本申请实施例的第二方面提供一种适用于乘用车全车系的自体内支撑轮胎，包括：支撑体，所述支撑体进一步包括：
支撑胶，形状为梯形，厚度为4～12mm；
三角胶，位于胎体外侧被胎体包覆，三角胶下端点与钢丝圈紧密贴合， 三角胶上端点位于所述支撑胶径向宽度L的1/3～2/5处；
补强层，补强层上端点高于三角胶上端点的径向高度L3为5～10mm,补强层下端点与钢丝圈顶部齐平。
在本申请的一些实施例中，支撑胶上端点垫入带束层下方的插入距离L2为18～24mm；支撑胶下端点与钢丝圈上端点的距离L6为5～10mm。
在本申请的一些实施例中，L2-L1≥10mm，L1为胎侧插入带束层下距离与支撑胶插入带束层下距离差值。
在本申请的一些实施例中，所述三角胶自所述支撑胶下断点至所述支撑胶径向宽度L的1/8处的厚度H4为3～4mm，且三角胶底部厚度H5与H4的差值不大于2mm。
在本申请的一些实施例中，所述支撑胶的下底面的宽度L由以下公式计算得到：
L＝SW*N*k+L2         (1)
SW为名义断面宽；N为扁平比；k为Safort因子，其取值范围为0.73-0.75。
在本申请的一些实施例中，α取值范围为65°～75°，α是指轮廓着合宽度端点和轮廓断面宽度端点的连线与轮廓断面最高点水平轴的夹角。
在本申请的一些实施例中，采用三角平衡理论轮廓设计原理进行轮廓设计，保证：
tanα＝2USH/(SW-RW)         (2)
其中，SW为名义断面宽数值固定，USH为轮胎自由状态下的断面水平轴至胎圈的距离，RW为着合宽度。
在本申请的一些实施例中，下沉量h由以下公式计算得到：
h＝tanβ*TDW/2        (3)
其中，TDW为设计行驶面宽，β取值范围是3°～8°。
本申请实施例的第三方面提供一种如上任一项所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，采用二次法折叠分层式自体支撑成型鼓成型，所述二次法折叠分层式自体支撑成型鼓具有胀鼓状态和缩鼓状态，在所述胀鼓状态下进行内衬层、支撑胶、胎体、扣圈反包、胎侧贴合；
所述二次法折叠分层式自体支撑成型鼓以80±10r/min的转速进行旋转，后压辊压力保持在2～2.5bar，并按照5～15mm/sec的横向速度向外进行平移滚压，进而完成成型。
在本申请的一些实施例中，成型鼓包括大径鼓板、大径鼓板调宽环、小径鼓板、小径鼓板调宽环，大径鼓板与小径鼓板通过T型螺栓连接，大径鼓板调宽环与大径鼓板配合调节大径鼓板使用的宽度，小径鼓板调宽环与小径鼓板配合调节小径鼓板使用的宽度，大径鼓板使用的宽度X为：
X＝(1#Belt-2*L2)+2N        (4)
1#Belt为1#带束层设计宽度，N为大径鼓板鼓间曲线，根据轮胎尺寸在30mm≤N≤60mm范围内选取；
所述大径鼓板中央平台在边侧通过直线式平滑斜面过渡到所述小径鼓板平台，平台倾斜角度γ在10°～15°之间，中央平台与斜坡设计倒圆半径为40mm，所述大径鼓板斜面边缘设计小倒圆半径为0.5mm；所述小径鼓板的鼓边曲线通过缓冲式相切圆弧过度圆弧半径R1/R2＝0.1。
在本申请的一些实施例中，所述成型鼓包括大径鼓板，所述大径鼓板下表面贴合设置小径鼓板，所述小径鼓板的小径平台宽度大于所述大径鼓板的大径平台宽度，所述大径鼓板上表面的两侧通过直线式平滑斜面过度到所述小径鼓板的表面，所述小径鼓板两侧的上表面到下表面通过第一圆弧R1和第二圆弧R2过渡，所述第一圆弧R1与所述第二圆弧R2相切。
在本申请的一些实施例中，所述大径鼓板使用的宽度X为：
X＝(1#Belt-2*L2)+2N        (4)
1#Belt为1#带束层设计宽度，N为大径鼓板鼓间曲线，根据轮胎尺寸在30mm≤N≤60mm范围内选取。
在本申请的一些实施例中，所述大径鼓板中心处设置用于调整大径鼓板宽度的大径鼓板调宽环，所述大径鼓板调宽环设置成环状体，环状体四周设置梯形台阶；所述小径鼓板中心处设置用于调整小径鼓板宽度的小径鼓板调宽环，所述小径鼓板调宽环设置成环状体，环状体四周设置梯形台阶。
在本申请的一些实施例中，所述大径鼓板的两侧斜面与所述小径鼓板表面的夹角γ设置在10°～15°。
在本申请的一些实施例中，所述第一圆弧与所述第二圆弧的半径比值R1/R2＝0.1。
与现有技术相比，本发明的有益效果在于：
(1)本申请至少一个实施例所提供的支撑胶，通过限定支撑胶的厚度，使支撑胶的刚性与弹性达到一个性能平衡，应用于轮胎时既可以保证缺气行驶时的支撑性能，胎侧的径向弹性没有缺失，符合燃料效率定律，同时确保了轮胎正常行驶时的减震效果，提升了驾乘舒适性能，扩大了轮胎的应用范围。
(2)本申请至少一个实施例所提供的支撑胶，通过限定支撑胶为梯形，且进一步限定了梯形的上顶面的宽度，该平台设计使得生产压出过程中支撑胶半成品不会因为端部太薄发生破边现象，提升了生产效率。
(3)本申请至少一个实施例所提供的适用于乘用车全车系的自体内支撑轮胎，具有比普通防爆胎更舒适、更节油、噪音小，达到用户对缺气保用的需求，且对轮辋无损伤，可适用于乘用车全系车型。
(4)本申请至少一个实施例所提供的适用于乘用车全车系的自体内支撑轮胎的成型工艺，有利于保证支撑胶部件的合理贴敷，成型过程中有效减少胎里气泡的产生，提升生产效率。
(5)本申请至少一个实施例所提供的成型工艺中所采用的成型鼓，在传统大径鼓板的下方增加小径鼓板，大径鼓板与小径鼓板之间采用断差设计， 为支撑胶的贴合提供了合理的空隙位置，解决了生产过程中支撑胶端部贴合容易产生胎里气泡的技术难题；此外，成型鼓具有胀鼓状态、缩鼓状态，在胀鼓状态在进行扣圈反包，可以反包更贴合。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为现有技术中月牙形支撑胶的结构示意图；
图2为本申请实施例所提供的支撑胶的结构示意图；
图3为本申请实施例所提供的轮胎碾压径向变形分析示意图；
图4为本申请实施例所提供的不同形状的支撑胶的刚性与弹性曲线；
图5为本申请实施例所提供的适用于乘用车全车系的自体内支撑轮胎的结构示意图一；
图6为本申请实施例所提供的适用于乘用车全车系的自体内支撑轮胎的结构示意图二；
图7为本申请实施例所提供的适用于乘用车全车系的自体内支撑轮胎的轮廓设计结构示意图；
图8为本申请实施例所提供的适用于乘用车全车系的自体内支撑轮胎成型的二次法折叠分层式自体支撑成型鼓的结构示意图；
图9为本申请实施例所提供的成型鼓安装在调节机上的结构示意图；
附图说明：1、支撑胶；101、带束层端点在支撑胶上的位置；102、轮胎断面最宽点在支撑胶上的位置；103、三角胶径向上端点在支撑胶上的位置11、支撑胶上端点；12、支撑胶下端点；2、三角胶；21、三角胶上端点；3、补强层；31、补强层上端点；4、钢丝圈；41、钢丝圈上端点；5、带束层；6、胎侧；71、大径鼓板；711、大径平台；72、大径鼓板调宽环；73、小径鼓板；731、小径平台；74、小径鼓板调宽环；75、第一螺栓；76、第二螺栓；8、调节机。
具体实施方式
为了使本申请的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本申请进行描述和说明。应当理解，此处所描述的具体实施例仅仅用以解释本申请，并不用于限定本申请。基于本申请提供的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。
显而易见地，下面描述中的附图仅仅是本申请的一些示例或实施例，对于本领域的普通技术人员而言，在不付出创造性劳动的前提下，还可以根据这些附图将本申请应用于其他类似情景。此外，还可以理解的是，虽然这种开发过程中所作出的努力可能是复杂并且冗长的，然而对于与本申请公开的 内容相关的本领域的普通技术人员而言，在本申请揭露的技术内容的基础上进行的一些设计，制造或者生产等变更只是常规的技术手段，不应当理解为本申请公开的内容不充分。
在本申请中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域普通技术人员显式地和隐式地理解的是，本申请所描述的实施例在不冲突的情况下，可以与其它实施例相结合。
除非另作定义，本申请所涉及的技术术语或者科学术语应当为本申请所属技术领域内具有一般技能的人士所理解的通常意义。本申请所涉及的“一”、“一个”、“一种”、“该”等类似词语并不表示数量限制，可表示单数或复数。本申请所涉及的术语“包括”、“包含”、“具有”以及它们任何变形，意图在于覆盖不排他的包含；例如包含了一系列步骤或模块(单元)的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可以还包括没有列出的步骤或单元，或可以还包括对于这些过程、方法、产品或设备固有的其它步骤或单元。本申请所涉及的“连接”、“相连”、“耦接”等类似的词语并非限定于物理的或者机械的连接，而是可以包括电气的连接，不管是直接的还是间接的。本申请所涉及的“多个”是指两个或两个以上。“和/或”描述关联对象的关联关系，表示可以存在三种关系，例如，“A和/或B”可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。字符“/”一般表示前后关联对象是一种“或”的关系。
本申请中所述“Max.厚度”是指支撑胶最厚点处或最厚平台处的厚度。可以理解的是，本申请在单独描述支撑胶的结构或形状特点时，是指其未经硫化前的结构或形状特点。
图1为现有技术中月牙形支撑胶的结构示意图。传统的月牙形支撑胶的厚度由中间向边部递减(12mm≤H1＜H3＜H2≤18mm)，Max.厚度为12mm以上，这样的设计应用于轮胎可以保证轮胎在零气压状态行驶的支撑性，但是因其Max.厚度过大，导致使用此款支撑胶时胎壁的径向刚性过大，减震效果及舒适性能较差。其中，H1代表支撑胶位于轮胎肩部处的厚度，H2代表支撑胶位于轮胎断面水平轴处的厚度，H3代表支撑胶位于轮胎三角胶端点处的厚度；H2处的厚度即为Max.厚度。
针对现有技术中存在的以上问题，本申请实施例的第一方面提供了一种支撑胶，图2为根据本申请实施例的支撑胶1的结构示意图。参考图2所示，该支撑胶1的形状为梯形，梯形的厚度δ(即为图1中梯形的高度)为4～12mm；梯形上底的宽度M为0.5～1mm。通过限定支撑胶1的厚度δ，使支撑胶1的刚性与弹性达到一个性能平衡，应用于轮胎时既可以保证缺气行驶时的支撑性能，使得胎侧的径向弹性没有缺失，符合燃料效率定律，同时确保了轮胎正常行驶时的减震效果，提升了驾乘舒适性能，扩大了轮胎的应用范 围。
图3为普通轮胎(未设置支撑胶)以及采用本申请以上实施例所提供的梯形支撑胶的轮胎(A方案梯形的厚度为4mm、B方案梯形的厚度为6mm、C方案梯形的厚度为5mm)进行轮胎碾压径向变形模拟分析所得结果的示意图。如图3所示，未设置支撑胶的普通轮胎由于下胎侧强度不足，无法有效支撑；当采用本申请实施例的支撑胶时，由于支撑胶的设置，下胎侧提供有效支撑，具备零气压支撑能力。需要说明的是，针对4mm厚度的支撑胶，因其厚度较小，可适用于小规格轮胎中。
本申请实施例通过限定支撑胶1为梯形，且进一步限定了梯形的上底的宽度从而在支撑胶的端部形成为平台，该平台设计使得生产压出过程中支撑胶1半成品不会因为端部太薄发生破边现象，提升了生产效率。此外，将支撑胶设计为梯形形状，与现有的月牙形支撑胶相比，为半部件的贴合提供一个较为平滑的过渡，减少因端部厚度不够产生反包端部打折的现象。
本申请实施例通过限定支撑胶1的形状为梯形，首先，梯形因其自身的稳定性，零气压状态下可以保证轮胎的支撑能力，同时梯形面平滑过度，给力的传导提供了一个平滑的曲面，可有效的吸收竖直方向的载荷产生的动能，可以把轮胎竖直方向的动能转化为热量散出去，进而可以有效的降低轮胎竖直方向的振动，提升轮胎的舒适性，因其两端形状为规则的三角形可以插入部件内部，与三角胶，胎体，带束层等部件组合使用容易贴合，生产过程胎里气泡率降低，防止硫化脱层现象，生产效率提升。另外，本申请实施例进一步限定了梯形的厚度，如图4所示，在本申请限定的厚度范围内，径向刚性与径向弹性曲线斜率K的绝对值最小时，可以保证支撑性与舒适性兼顾，同时提高轮胎的应用范围，具体的，可以满足因不同路况及车型情况下对支撑胶1厚度有不同要求的防爆轮胎的支撑性、舒适性及噪音的全面要求。可以理解的是，上述厚度还可以是5mm、6mm、7mm、8mm、9mm、10mm、11mm及其范围内的任意点值，上底的宽度还可以是0.6mm、0.7mm、0.8mm、0.9mm及其范围内的任意点值。
在一些实施例中，支撑胶1的胶料硬度为HS60～HS70(肖氏硬度)，胶料弹性模量为4～6MPa。可以理解的是，胶料弹性模量还可以是4.2MPa、4.4MPa、4.6MPa、4.8MPa、5.0MPa、5.2MPa、5.4MPa、5.6MPa、5.8MPa及上述范围内的任意点值。传统月牙形支撑胶设计，因其厚度与形状的制约，要求胶料性能严苛，要保证胶料的硬度在HS75以上，导致胶料耐屈挠性能差，应用出现应力集中现象，所以胶料压缩生热较大。本申请实施例通过对支撑胶3形状及尺寸的优化，等厚梯形支撑胶3设计，因其自身形状的稳定性，要求胶料硬度在HS60～HS70就能满足使用支撑性能，耐屈挠性好，应用应力分散，胶料的压缩生热小。
在一些实施例中，支撑胶1的梯形的下底面的宽度L通过以下公式计算得到：
L＝SW*N*k+L2          (1)
其中，SW为轮胎的名义断面宽；N为轮胎的扁平比；k为Safort因子，其取值范围为0.73～0.75；L2为支撑胶1插入带束层下的距离。可选的，L2为行驶面宽的8％～15％。本实施例具体限定了下底面的宽度L，并进一步限定了支撑胶1插入带束层下的距离L2，具体的，根据规格尺寸设计行驶面宽，支撑胶1插入尺寸为设计行驶面宽的8％～15％，这样设计的能够保证支撑胶1使用时的高速性能及接地印痕形状。如果支撑胶1插入量小于8％会导致带束层末端变形异常，胎面凹凸不平，直接影响轮胎接地印痕形状；如果支撑胶1插入量大于15％，会导致高速行驶时生热过快，无法满足轮胎高速性能。
在一些实施例中，支撑胶1的梯形的上底的宽度M通过以下公式计算得到：
M＝L-L2-L3          (5)
其中，L3为三角胶宽度的12％～25％。需要说明的是，如果L3数值小于三角胶宽度的12％时，支撑胶1子口部位厚，导致子口部位刚性过大，反应在轮胎上扭转刚性增强，导致车辆转向过程中容易发生异响，影响驾乘体验；如果L3数值大于三角胶宽度的25％时支撑胶1子口部位薄，不具有零气压状态下的支撑性能。
传统自体内支撑轮胎的支撑胶存在着过厚、过硬、高生热等问题，因此导致轮胎的噪音大、耗油高、舒适性差，所以只有部分采用特殊设计悬挂系统的车辆原配自体内支撑轮胎外，其他乘用车型均无法使用或不建议使用普通自体内支撑轮胎。本申请实施例通过对支撑胶1的优化，使胎壁的径向刚性＝径向弹性，解决了普通支撑胶使得胎壁刚性过大的技术难题，同时解决了零气压状态下行驶的应力集中，导致肩部迅速生热，易损坏的技术难题。在使用过程中，支撑胶1的梯形的上底与胎体层相接，支撑胶1的梯形的下底与内衬层相接。
本申请实施例的第二方面提供一种适用于乘用车全车系的自体内支撑轮胎，图5和图6为根据本申请实施例的自体内支撑轮胎的结构示意图。
如图5和图6所示，本申请实施例所提供的自体内支撑轮胎在胎冠部位由内向外依次包括内衬层、胎体、带束层5、冠带层和胎面，在胎侧部位由内向外依次包括内衬层、支撑胶1、胎体、胎侧6，在胎圈部位包括位于中心的钢丝圈4以及位于钢丝圈4上方的三角胶2，胎体包覆三角胶2及钢丝圈4，在胎体外侧设置有补强层3。其它本申请中未述及的必要半部件参考现有技术，本申请不做赘述。需要说明的是，图6中L1、L2、……、L5、L6代表相应半部件两点间的实际距离(弧线长度)而非直线距离，以下针对轮胎中的支撑胶所述“径向宽度L”即为上述支撑胶梯形的下底面宽度L，而非径向的直线距离。
参考图5和图6所示，该自体内支撑轮胎至少包括支撑体，支撑体进一步包括支撑胶1、三角胶2及补强层3。本申请实施例通过支撑体的设计使得 轮胎在缺气时，可以有效的提高对胎侧6的支撑效果，规避胎侧6部位应力集中，使轮胎零气压状态下仍能以60km/h的速度继续行驶60km，同时这种柔性支撑体的组合可有效改善轮胎空腔共鸣音，从而起到有效降低轮胎噪音的作用，可适配乘用车全系车型。具体的，如图2所示，支撑胶1的形状为梯形，厚度为4～12mm，传统的支撑胶1形状为月牙形，本申请实施例将月牙形改为梯形，由于梯形自身的稳定性给力的传导提供了一个平滑的曲面，可有效的吸收竖直方向的载荷产生的动能，可以把轮胎竖直方向的动能转化为热量散出去，进而可以有效的降低轮胎竖直方向的振动，提升轮胎的舒适性，进一步的，本申请实施例将传统的支撑胶厚度自中间厚向边部递减(12mm≤H1＜H3＜H2≤18mm)改为等厚(4mm≤H1＝H2＝H3≤12mm)，Max.厚度由12mm～18mm调整为4mm～12mm，使得支撑胶1的整体厚度降低而柔韧性提高，胎侧6部位的纵向弹性增大，厚度均匀使胎肩部位应力集中得到分散，向下胎侧6转移，因应力集中导致的生热，得到很好的扩散，提升轮胎零气压耐久性能，正常气压下行驶时因其纵向弹性增大，减震效果好，不易损伤轮辋，可适配乘用车全系车型。
可选的，支撑胶上端点11垫入带束层5下方的插入距离L2为18～24mm；支撑胶下端点12与钢丝圈上端点41的距离L6为5～10mm，同时要保证L2-L1≥10mm，L1为胎侧6插入带束层5下距离与支撑胶1插入带束层5下距离差值。当L2＜18mm时，支撑胶1垫入太小不能够支撑零气压状态下胎肩受力负载，支撑性能较差；L2＞24mm时，支撑胶1垫入过大，导致轮胎冠部平均接地长度小于肩部平均接地长度，接地印痕偏向蝶形，这种印痕虽然在转弯时具有较好的操控性能，但是直线行驶性能很差，同时还会导致胎肩部位的异常磨损，轮胎使用寿命降低。该实施例通过对支撑胶1形状、尺寸、定位的限定，攻克了普通防爆胎静音舒适性差耗油高的技术难题。
三角胶2位于胎体外侧被胎体包覆，三角胶2下端点与钢丝圈4紧密贴合。在一些实施例中，三角胶上端点21位于支撑胶1径向宽度L的1/3～2/5处，即，三角胶上端点21与支撑胶1下端点12之间的径向距离为L4，L4＝(1/3～2/5)*L。当L4＜1/3L时，三角胶2支撑能力减弱，无法支撑子口部位的负载，减震能力变差；当L4＞2/5L时，三角胶2的应力应变能增大，行驶过程中生热过多，导致脱层现象。本申请实施例通过对三角胶2的定位设计，根据支撑胶1厚度调整三角胶2的高度，使得支撑胶1与三角胶2配合可以形成一个有效支撑体系，提升胎侧6整体的支撑性能，为三角胶2提供了一个良好的伸展空间，在提供支撑负载的同时又可以有效减少应力应变能，保证了零气压耐久稳定性能，同时又可以提升减震能力，有效保护轮辋，提供良好的驾乘舒适感，适用乘用车全系车型。
在一些实施例中，自支撑胶1下端点至支撑胶1径向宽度L的1/8处三角胶2的厚度H4为3～4mm，且三角胶2底部厚度H5与H4的差值不大于2mm。通过实验发现，三角胶2自支撑胶1下端点至支撑胶1径向宽度L的 1/8处为子口部位应力较为集中点，此处三角胶2厚度设计H4＜3mm，导致子口部位无法支撑零气压下负载，支撑能力弱，H4＞4mm时，三角胶2设计过为厚重，刚度增强、形变差无法传导子口部位的剪切应力，导致子口部位生热集中，三角胶2容易横向断裂，H5-H4＞2mm时，三角胶2厚度无法保证均匀过度，使操稳性能变差，无法适用乘用车全系车型。本实施例通过对三角胶2尺寸、定位的限定，解决了零气压状态下行驶三角胶2容易横向断裂，易脱层的技术难题，可以提升减震能力，有效保护轮辋，提供良好的驾乘舒适感，适用乘用车全系车型。
补强层上端点31高于三角胶2上端点21的径向高度L3为5～10mm,补强层3下端点与钢丝圈4顶部齐平。这种设计可以增强子口部位的强度，有效避免子口裂等病象的发生，增加使用寿命，使轮胎子口部位得到有效保护，同时增强子口部位的柔性过度，达到力分散效果，大大提升了驾乘舒适性。
在一些实施例中，支撑胶1的下底面宽度L由以下公式计算得到：
L＝SW*N*k+L2         (1)
其中，SW为名义断面宽；N为扁平比；k为Safort因子，其取值范围为0.73～0.75。该实施例提供了一种支撑胶1的下底面宽度L的计算方法，并限定了Safort因子的取值范围，原因在于，当k＜0.73时，支撑胶1设计偏窄，在零气压或低气压状态下不能支持负载，达不到良好的零气压支撑性能，k＞0.75时，支撑胶1设计过宽，增加了轮胎本身的重量，节油效果差，材料得不到高效利用，不符合燃料效率定律，不适用乘用车全系车型，控制k在0.73～0.75之间以上现象可得到明显改善。需要说明的是，本申请提供的Safort因子适用于乘用车轮胎全系规格的计算，计算出数值与材料分布图绘制一致。
在以上实施例中，需要说明的是，在公式(1)的确定过程中，首先通过大量的相关性研究试验从各轮胎设计参数中筛选出与梯形下底面宽度L相关性较高的设计参数，在该过程中选取了147个轮胎规格，分别测试L与各设计参数之间的关系，发现SH(轮胎断面高)最为相关，而SH与SW*N密切相关；随后，在以SH和L2作为x，L作为y进行线性回归模拟时，为获得较好的线性关系，确定了系数k，通过正交拟合曲线剔除异常点求得斜率k的范围为0.73～0.75，从而确定公式(1)，可以快速计算出支撑胶的下底面宽度。
可选的，两条支撑胶1首端(即，支撑胶1的上端点)垫入1#带束层5下方，支撑胶1的首端间距L8＝TDW-(10mm～55mm)，TDW：设计行驶面宽。
如图7所示，采用三角平衡理论轮廓设计原理进行轮廓设计，保证：
tanα＝2USH/(SW-RW)          (2)
其中，SW为名义断面宽，其数值对应轮胎规格而确定，USH为轮胎自由状态下的断面水平轴至胎圈的距离，RW为着合宽度，α取值范围为65°～75°，其中，α是指轮廓着合宽度端点A和轮廓断面宽度端点B的连线与轮廓断面最高点水平轴的夹角。当α取值小于65°时，行驶过程中胎侧 6部位不断地受充气压力的挤压容易产生径向形变，使轮胎断面轮廓在运动过程中发生较大变形，操控稳定性变差；当α取值大于75°时，胎冠沿横向方向被拉直过大，导致翻转力臂增大、容易造成轮胎不圆度，轮胎滚动阻力增大。保证α取值范围65°～75°能够改善胎侧6受充气压力的挤压变形状态，减小胎冠沿胎面横向方向被拉直的距离，从而实现翻转力臂的减小和真圆度的逼近，降低轮胎滚动阻力。此外，胎冠部和胎侧6部较高的刚度与稳定的三角形结构相结合使胎体层断面轮廓在行驶过程中基本不发生变化，提高轮胎操控稳定性。
以上，为实现tanα＝2USH/(SW-RW)，在基于三角平衡理论进行轮廓设计的过程中，除增设本申请实施例所述的支撑胶外，还采用以下方法之一或两者以上的结合进行调整：
(1)增大轮胎自由状态下的断面水平轴至胎圈的距离；
(2)缩短着合宽度；
(3)增大胎肩部轮廓曲率。
采用以上三角平衡理论的方法进行轮廓设计，在提高胎侧刚性的同时，使得胎冠的胎体连线被张紧拉直，提高了胎冠的刚性，实现了胎冠和胎侧刚度的整体提高，从而使静负荷工况下轮胎的下沉量减小，实现翻转力臂的减小和真圆度的逼近，达到降低轮胎滚动阻力的目的。此外，通过上述设计方法使得胎胎冠和胎侧形成稳定的三角形结构，使胎体层断面轮廓在滚动过程中基本不发生变化，提高了轮胎行驶的稳定性；当轮胎处于漏气或零气压状态时，支撑胶还起着承受车辆自身重力的作用，从而提高轮胎的安全性能。
在一些实施例中，下沉量h由以下公式计算得到：
h＝tanβ*TDW/2         (3)
其中，TDW为设计行驶面宽，β取值范围是3°～8°，可以保证接地印痕偏圆化，有效提升操稳及静音性能。具体的，本申请实施例轮胎轮廓下沉量h的设计能够保证胎面曲率增大，保证零气压状态下行驶胎肩部位的屈挠空间，减少零气压状态下行驶胎肩部位的应力集中导致的生热损坏，下断面高设计尽量大，保证了轮胎接近于一个真圆，滚动力矩减小，这样的轮廓设计为支撑胶1轻量化设计提供了支持，使支撑胶1Max厚度由原来的15mm以上可以调整为4mm～12mm，配合三角胶2厚度与定位设计解决了零气压状态下易脱圈的技术难题及适配轮辋型号不全的技术难题。该实施例提出配合Safort魔性支撑体结构的轮廓设计，使胎体层断面轮廓在行驶过程中基本不发生变化，提高轮胎操控稳定性，静音舒适性能。
本申请实施例的第三方面公开了以上任一实施例的适用于乘用车全车系的自体内支撑轮胎的成型工艺，采用二次法折叠分层式自体支撑成型鼓成型，二次法折叠分层式自体支撑成型鼓具有胀鼓状态和缩鼓状态，在胀鼓状态下进行内衬层、支撑胶1、胎体、扣圈反包、胎侧6贴合；二次法折叠分层式自体支撑成型鼓以80±10r/min的转速进行旋转，后压辊压力保持在2～2.5bar， 并按照5～15mm/sec的横向速度向外进行平移滚压，进而完成成型。以上滚压步骤及滚压参数设置能够有效排出胎体与支撑胶1与气密层之间的气体，胎胚的气泡率降低85％以上，大大降低人工扎眼修胎胚的劳动强度，胎胚外观质量大大提升，提高了生产效率。
图8为本申请实施例所采用的二次法折叠分层式自体支撑成型鼓成型的鼓板横截面示意图。如图8所示，在其中一些实施例中，成型鼓包括大径鼓板71、大径鼓板调宽环72、小径鼓板73、小径鼓板调宽环74，大径鼓板71与小径鼓板73通过T型螺栓连接，大径鼓板调宽环72与大径鼓板71配合调节大径鼓板71使用的宽度，小径鼓板调宽环74与小径鼓板73配合调节小径鼓板73使用的宽度，大径鼓板71使用的宽度X为：
X＝(1#Belt-2*L2)+2N          (4)
通过限定大径鼓板71使用的宽度，有利于保证支撑胶1部件的合理贴敷，成型过程中有效减少胎里气泡的产生，提升生产效率；1#Belt为1#带束层5设计宽度，N为大径鼓板71鼓间曲线，根据轮胎尺寸在30mm≤N≤60mm范围内选取。
在一些实施例中，大径鼓板71中央平台(即，大径平台711)在边侧通过直线式平滑斜面过渡到小径鼓板73平台(即，小径平台731)，平台711倾斜角度γ在10°～15°之间。
在一些实施例中，中央平台(即，大径平台711)与斜坡设计倒圆半径R3为40mm，大径鼓板71斜面边缘设计小倒圆半径R4为0.5mm。
在一些实施例中，小径鼓板73的鼓边曲线通过缓冲式相切圆弧过度圆弧半径R1/R2＝0.1。
进一步的，关于N的取值，35～50系列，N取值30～40mm；55～65系列，N取值40～50mm；70～80系列，N取值50～60mm。关于上述系列的划分是按照轮胎扁平比进行划分，例如，205/55R16属于55系列，225/45R17属于45系列。其中，N即为大径鼓板71的左侧斜边在底边上的投影宽度。
如图8、图9所示，在一些实施例中，成型鼓包括大径鼓板71，大径鼓板71下表面贴合设置小径鼓板73，小径鼓板73的小径平台731宽度大于大径鼓板71的大径平台711宽度，小径鼓板73扣压在调节机8的上端，所述大径鼓板71上表面的两侧通过直线式平滑斜面过渡到小径鼓板73的表面，小径鼓板73两侧的上表面到下表面通过第一圆弧R1和第二圆弧R2过渡，R1与R2相切。这样大径鼓板71的尺寸即可小于传统的大径鼓板尺寸，为支撑胶的贴合提供了合理的空隙位置，解决了生产过程中支撑胶端部贴合容易产生胎里气泡的技术难题。
本申请实施例在传统大径鼓板的下方增加小径鼓板，大径鼓板与小径鼓板之间采用断差设计，为支撑胶的贴合提供了合理的空隙位置，解决了生产过程中支撑胶端部贴合容易产生胎里气泡的技术难题。此外，成型鼓具有胀鼓状态、缩鼓状态，在胀鼓状态在进行扣圈反包，可以反包更贴合。
其中，调节机8为现有装置，其包括驱动机构，驱动机构与大径鼓板71和小径鼓板73连接并可驱动大径鼓板71和小径鼓板73沿成型鼓径向运动，使得成型鼓具有涨鼓状态和缩鼓状态，这部分可参考现有技术，本申请不进行详细描述。
在一些实施例中，大径鼓板71的宽度X为：
X＝(1#Belt-2*L2)+2N        (4)
通过限定大径鼓板71的宽度，有利于保证支撑胶1部件的合理贴敷，成型过程中有效减少胎里气泡的产生，提升生产效率；1#Belt为1#带束层5设计宽度，N为大径鼓板71鼓间曲线，根据轮胎尺寸在30mm≤N≤60mm范围内选取。
关于N的取值，35～50系列，N取值30～40mm；55～65系列，N取值40～50mm；70～80系列，N取值50～60mm。关于上述系列的划分是按照轮胎扁平比进行划分，例如，205/55R16属于55系列，225/45R17属于45系列。其中，N即为大径鼓板71的两侧斜边在底边上的投影宽度。
在一些实施例中，为适用于不同型号产品生产需求，大径鼓板71中心处设置用于调整大径鼓板71宽度的大径鼓板调宽环72，大径鼓板调宽环72设置成环状体，环状体四周设置梯形台阶；小径鼓板73中心处设置用于调整小径鼓板73宽度的小径鼓板调宽环74，小径鼓板调宽环74设置成环状体，环状体四周设置梯形台阶。通过设置大径鼓板调宽环72和小径鼓板调宽环74，使得成型鼓的轴向宽度可调。
在一些实施例中，大径鼓板调宽环72和小径鼓板调宽环74分别插接在大径鼓板71和小径鼓板73的中心处。通过更换不同宽度规格的大径鼓板调宽环72和小径鼓板调宽环74来改变成型鼓鼓面的轴向宽度。
在一些实施例中，大径鼓板调宽环72和小径鼓板调宽环74的宽度规格以4mm为间隔进行设置，例如，在16mm～100mm的范围内分别设置有16mm、20mm、24mm、……、100mm等宽度的调宽环，以满足成型鼓不同宽度的需要。
在一些实施例中，为了进一步给支撑胶贴合留出间隙，大径鼓板71的两侧斜面与小径鼓板73表面的夹角γ设置在10°～15°。
在一些实施例中，第一圆弧与第二圆弧的半径比值R1/R2＝0.1。
在一些实施例中，大径鼓板71和小径鼓板73通过第一螺栓75连接固定，大径鼓板调宽环72和小径鼓板调宽环74通过第二螺栓76连接。
测试中：成型鼓以80±10r/min的转速进行旋转，后压辊压力保持在2-2.5bar，并按照已设定的5-15mm/sec的横向速度向外进行平移滚压，以上滚压步骤及滚压参数设置能够有效排出胎体与支撑胶与气密层之间的气体，胎胚的气泡率降低85％以上，大大降低人工扎眼修胎胚的劳动强度，胎胚外观质量大大提升，提高了生产效率。
本申请采用专门的结构设计、轮廓设计、工艺等生产的产品，比普通防 爆胎更舒适更节油，更安全，达到用户对缺气保用的需求，对轮辋无损伤，可适用于乘用车全系车型。对比普通轮胎，本申请实施例的适用于乘用车全车系的自体内支撑轮胎可实现在零气压状态下以60km/h时速行驶60km，足够支撑车辆到达附近维修站，从而辆实现车辆无备胎化，节能减排，低碳环保。
性能测试
1、支撑胶性能测试
(1)等厚梯形设计支撑性试验
表1所提供试验方案选用支撑胶1硬度为HS70，弹性模量为5.4MPa。
表1 支撑性试验方案
位置 普通(mm) 方案A(mm) 方案B(mm) 方案C(mm)
肩部支撑胶1厚度(H1) 0 4 6 5
断面水平轴支撑胶1厚度(H2) 0 4 6 5
三角胶端点支撑胶1厚度(H3) 0 4 6 5
如图2所示，H1点101定位：支撑胶插入带束层后，带束层端点位置；H2点102定位：断面最宽点位置(上5mm～下10mm)；H3点103定位：三角胶径向上端点位置。其中，H2点102厚度即为梯形Max.厚。
如图3所示，通过模拟结果得出支撑胶1的厚度≥4mm时具有支撑性。
(2)结合胶料性能测径向刚性与径向弹性与舒适性及支撑性关系
表2所提供试验方案选用支撑胶1硬度为HS70，弹性模量为5.8MPa
表2 不同形状支撑胶的Max.厚度方案
形状方案 方案1(mm) 方案2(mm) 方案3(mm) 方案4(mm) 方案5(mm)
月牙形Max.厚 15 13 10 6 5
长方形Max.厚 15 13 10 6 5
等厚梯形Max.厚 15 13 10 6 5
如图4所示，由关系曲线得出等厚梯形设计时径向刚性与径向弹性曲线斜率K的绝对值最小时，可以保证支撑性与舒适性兼顾，同时，可以满足因不同路况及车型情况下对支撑胶1厚度有不同要求的防爆轮胎的支撑性、舒适性及噪音的全面要求。
2、自体内支撑轮胎性能测试
将本申请实施例提供的适用于乘用车全车系的自体内支撑轮胎与现有防爆轮胎及现有普通轮胎进行比对，结果见下表3。
表3 性能测试结果
项目 现有普通轮胎 现有防爆轮胎 本申请实施例自体内支撑轮胎
支撑胶1形状 / 月牙 等厚梯形
支撑胶1Max.厚度 / 15mm 8mm
三角胶2高度 40mm 40mm 35mm
三角胶2厚度H4 3mm 5mm 3.5mm
tanβ 2 10 5
tanα 62 78 70
轮胎重量 11.2 14.1 13.4
室内零气压耐久60kPh / 90min 60min
整车零气压耐久60kPh / 70min 60min
舒适性 7 6.5 7-
操控性 7 7 7
通过分析表3中的性能测试结果可知，本申请实施例所提供的轮胎在室内零气压耐久试验时间为90min，整车零气压耐久试验时间为70min，与现有普通轮胎相比，具备零气压支撑能力，且舒适性能优于现有的普通防爆轮胎一个等级。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本申请的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本申请范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本申请构思的前提下，还可以做出若干变形和改进，这些都属于本申请的保护范围。

Claims (19)

  1. 一种支撑胶，其特征在于：所述支撑胶的形状为梯形，厚度为4～12mm；所述梯形上底的宽度为0.5～1mm。
  2. 根据权利要求1所述的支撑胶，其特征在于：所述支撑胶的胶料硬度为HS60～HS70。
  3. 根据权利要求1所述的支撑胶，其特征在于：所述支撑胶的胶料弹性模量为4～6MPa。
  4. 根据权利要求1所述的支撑胶，其特征在于：所述支撑胶的所述梯形的下底面的宽度L通过以下公式计算得到：
    L＝SW*N*k+L2      (1)
    其中，SW为轮胎的名义断面宽；N为轮胎的扁平比；k为Safort因子，其取值范围为0.73～0.75；L2为所述支撑胶插入带束层下的距离。
  5. 一种适用于乘用车全车系的自体内支撑轮胎，其特征在于，包括：支撑体，所述支撑体进一步包括：
    支撑胶，形状为梯形，厚度为4～12mm；
    三角胶，位于胎体外侧被胎体包覆，三角胶下端点与钢丝圈紧密贴合，三角胶上端点位于所述支撑胶径向宽度L的1/3～2/5处；
    补强层，补强层上端点高于三角胶上端点的径向高度L3为5～10mm,补强层下端点与钢丝圈顶部齐平。
  6. 根据权利要求5所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，支撑胶上端点垫入带束层下方的插入距离L2为18～24mm；支撑胶下端点与钢丝圈上端点的距离L6为5～10mm。
  7. 根据权利要求6所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，L2-L1≥10mm，L1为胎侧插入带束层下距离与支撑胶插入带束层下距离差值。
  8. 根据权利要求5所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，所述三角胶自所述支撑胶下断点至所述支撑胶径向宽度L的1/8处的厚度H4为3～4mm，且三角胶底部厚度H5与H4的差值不大于2mm。
  9. 根据权利要求5所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，所述支撑胶的下底面的宽度L由以下公式计算得到：
    L＝SW*N*k+L2       (1)
    SW为名义断面宽；N为扁平比；k为Safort因子，其取值范围为0.73-0.75。
  10. 根据权利要求5所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，α取值范围为65°～75°，α是指轮廓着合宽度端点和轮廓断面宽度端点的连线与轮廓断面最高点水平轴的夹角。
  11. 根据权利要求10所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，采用三角平衡理论轮廓设计原理进行轮廓设计，保证：
    tanα＝2USH/(SW-RW)        (2)
    其中，SW为名义断面宽数值固定，USH为轮胎自由状态下的断面水平轴至胎圈的距离，RW为着合宽度。
  12. 根据权利要求5所述的适用于乘用车全车系的自体内支撑轮胎，其特征在于，下沉量h由以下公式计算得到：
    h＝tanβ*TDW/2       (3)
    其中，TDW为设计行驶面宽，β取值范围是3°～8°。
  13. 一种根据权利要求5-12任一项所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，采用二次法折叠分层式自体支撑成型鼓成型，所述二次法折叠分层式自体支撑成型鼓具有胀鼓状态和缩鼓状态，在所述胀鼓状态下进行内衬层、支撑胶、胎体、扣圈反包、胎侧贴合；
    所述二次法折叠分层式自体支撑成型鼓以80±10r/min的转速进行旋转，后压辊压力保持在2～2.5bar，并按照5～15mm/sec的横向速度向外进行平移滚压，进而完成成型。
  14. 根据权利要求13所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，成型鼓包括大径鼓板、大径鼓板调宽环、小径鼓板、小径鼓板调宽环，大径鼓板与小径鼓板通过T型螺栓连接，大径鼓板调宽环与大径鼓板配合调节大径鼓板使用的宽度，小径鼓板调宽环与小径鼓板配合调节小径鼓板使用的宽度，大径鼓板使用的宽度X为：
    X＝(1#Belt-2*L2)+2N       (4)
    1#Belt为1#带束层设计宽度，N为大径鼓板鼓间曲线，根据轮胎尺寸在30mm≤N≤60mm范围内选取；
    所述大径鼓板中央平台在边侧通过直线式平滑斜面过渡到所述小径鼓板平台，平台倾斜角度γ在10°～15°之间，中央平台与斜坡设计倒圆半径为40mm，所述大径鼓板斜面边缘设计小倒圆半径为0.5mm；所述小径鼓板的鼓边曲线通过缓冲式相切圆弧过度圆弧半径R1/R2＝0.1。
  15. 根据权利要求13所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，所述成型鼓包括大径鼓板，所述大径鼓板下表面贴合设置小径鼓板，所述小径鼓板的小径平台宽度大于所述大径鼓板的大径平台宽度，所述大径鼓板上表面的两侧通过直线式平滑斜面过度到所述小径鼓板的表面，所述小径鼓板两侧的上表面到下表面通过第一圆弧R1和第二圆弧R2过渡，所述第一圆弧R1与所述第二圆弧R2相切。
  16. 根据权利要求15所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，所述大径鼓板使用的宽度X为：
    X＝(1#Belt-2*L2)+2N       (4)
    1#Belt为1#带束层设计宽度，N为大径鼓板鼓间曲线，根据轮胎尺寸在30mm≤N≤60mm范围内选取。
  17. 根据权利要求15所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，所述大径鼓板中心处设置用于调整大径鼓板宽度的大 径鼓板调宽环，所述大径鼓板调宽环设置成环状体，环状体四周设置梯形台阶；所述小径鼓板中心处设置用于调整小径鼓板宽度的小径鼓板调宽环，所述小径鼓板调宽环设置成环状体，环状体四周设置梯形台阶。
  18. 根据权利要求15所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，所述大径鼓板的两侧斜面与所述小径鼓板表面的夹角γ设置在10°～15°。
  19. 根据权利要求15所述的适用于乘用车全车系的自体内支撑轮胎的成型工艺，其特征在于，所述第一圆弧与所述第二圆弧的半径比值R1/R2＝0.1。
PCT/CN2022/131664 2022-01-27 2022-11-14 支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺 Ceased WO2023061511A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22880447.2A EP4253086A4 (en) 2022-01-27 2022-11-14 SUPPORT RUBBER, AND INTERNAL SELF-SUPPORTING TIRE SUITABLE FOR AN ENTIRE SERIES OF PASSENGER VEHICLES, AND FORMING METHOD FOR INTERNAL SELF-SUPPORTING TIRE

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
CN202210099470.2A CN114347725B (zh) 2022-01-27 2022-01-27 适用于乘用车全车系的自体内支撑轮胎及其成型工艺
CN202220235581.7 2022-01-27
CN202210099470.2 2022-01-27
CN202210099281.5 2022-01-27
CN202210099281.5A CN114312168A (zh) 2022-01-27 2022-01-27 一种支撑胶及防爆轮胎
CN202220235581.7U CN216860652U (zh) 2022-01-27 2022-01-27 一种分层式缺气保用成型鼓

Publications (1)

Publication Number Publication Date
WO2023061511A1 true WO2023061511A1 (zh) 2023-04-20

Family

ID=85988101

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2022/131664 Ceased WO2023061511A1 (zh) 2022-01-27 2022-11-14 支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺

Country Status (2)

Country Link
EP (1) EP4253086A4 (zh)
WO (1) WO2023061511A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN119319736A (zh) * 2024-11-11 2025-01-17 锦湖轮胎(天津)有限公司 一种提高轮胎侧偏刚度的胎侧口型的方法

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007125908A1 (ja) * 2006-04-24 2007-11-08 Bridgestone Corporation 空気入りタイヤの製造方法および空気入りタイヤ
JP2009126410A (ja) * 2007-11-26 2009-06-11 Sumitomo Rubber Ind Ltd ランフラットタイヤ
CN101678716A (zh) * 2007-06-01 2010-03-24 住友橡胶工业株式会社 充气轮胎
CN106739842A (zh) * 2017-01-11 2017-05-31 赛轮金宇集团股份有限公司 缺气保用轮胎
CN110194028A (zh) * 2019-06-26 2019-09-03 青岛双星轮胎工业有限公司 钢丝胎体uhp轮胎及其制造工艺
CN111731044A (zh) * 2020-07-27 2020-10-02 安徽佳通乘用子午线轮胎有限公司 一种具有优异性能的缺气保用胎
CN113400700A (zh) * 2021-06-17 2021-09-17 特拓(青岛)轮胎技术有限公司 一种二次膨胀的rft轮胎成型鼓和rft轮胎胎胚成型方法
CN114312168A (zh) * 2022-01-27 2022-04-12 青岛双星轮胎工业有限公司 一种支撑胶及防爆轮胎
CN114347725A (zh) * 2022-01-27 2022-04-15 青岛双星轮胎工业有限公司 适用于乘用车全车系的自体内支撑轮胎及其成型工艺

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111422010A (zh) * 2020-03-26 2020-07-17 万达集团股份有限公司 一种失压状况下防失控轮胎

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007125908A1 (ja) * 2006-04-24 2007-11-08 Bridgestone Corporation 空気入りタイヤの製造方法および空気入りタイヤ
CN101678716A (zh) * 2007-06-01 2010-03-24 住友橡胶工业株式会社 充气轮胎
JP2009126410A (ja) * 2007-11-26 2009-06-11 Sumitomo Rubber Ind Ltd ランフラットタイヤ
CN106739842A (zh) * 2017-01-11 2017-05-31 赛轮金宇集团股份有限公司 缺气保用轮胎
CN110194028A (zh) * 2019-06-26 2019-09-03 青岛双星轮胎工业有限公司 钢丝胎体uhp轮胎及其制造工艺
CN111731044A (zh) * 2020-07-27 2020-10-02 安徽佳通乘用子午线轮胎有限公司 一种具有优异性能的缺气保用胎
CN113400700A (zh) * 2021-06-17 2021-09-17 特拓(青岛)轮胎技术有限公司 一种二次膨胀的rft轮胎成型鼓和rft轮胎胎胚成型方法
CN114312168A (zh) * 2022-01-27 2022-04-12 青岛双星轮胎工业有限公司 一种支撑胶及防爆轮胎
CN114347725A (zh) * 2022-01-27 2022-04-15 青岛双星轮胎工业有限公司 适用于乘用车全车系的自体内支撑轮胎及其成型工艺

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4253086A4 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN119319736A (zh) * 2024-11-11 2025-01-17 锦湖轮胎(天津)有限公司 一种提高轮胎侧偏刚度的胎侧口型的方法

Also Published As

Publication number Publication date
EP4253086A4 (en) 2024-07-31
EP4253086A1 (en) 2023-10-04

Similar Documents

Publication Publication Date Title
CN106457915B (zh) 乘用车用充气子午线轮胎
EP2735455B1 (en) Run-flat tire and mounting method thereof
US11040581B2 (en) Pneumatic tire
CN106457924A (zh) 乘用车用充气子午线轮胎
CN109532340B (zh) 一种耐沟裂低滚阻轮胎
EP2783881B1 (en) Pneumatic tire
CN100436164C (zh) 防爆轮胎
CN114347725B (zh) 适用于乘用车全车系的自体内支撑轮胎及其成型工艺
WO2023061511A1 (zh) 支撑胶、适用于乘用车全车系的自体内支撑轮胎及其成型工艺
US20190329601A1 (en) Pneumatic Tire and Method for Manufacturing Same
US9656521B2 (en) Run-flat tire
CN100564077C (zh) 充气轮胎
JP2003025808A (ja) 空気入りラジアルタイヤ
CN106715158B (zh) 缺气保用轮胎
CN108099500B (zh) 一种具有肩部补强胶片的轮胎
WO2012133248A1 (ja) 台タイヤ
JP2011173564A (ja) 空気入りタイヤ
CN210706164U (zh) 一种硫化水胎
CN219096415U (zh) 一种支撑胶及防爆轮胎
JP2006264492A (ja) 空気入りランフラットタイヤ
CN211106777U (zh) 一种椭圆总承体结构的非充气轮胎
CN115891247A (zh) 宽基低断面轮胎成型硫化工艺及宽基低断面轮胎
CN210116326U (zh) 一种多层胶料并用实心轮胎
CN202448682U (zh) 全钢有内胎子午线轮胎尼龙子口加强层结构
CN202847343U (zh) 一种三角平衡轮廓充气轮胎

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22880447

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2022880447

Country of ref document: EP

Effective date: 20230628

NENP Non-entry into the national phase

Ref country code: DE

WWW Wipo information: withdrawn in national office

Ref document number: 2022880447

Country of ref document: EP