Antiskid automobile tire tread material and tire

Abstract

The invention relates to the technical field of tire processing, particularly discloses an anti-skid automobile tire tread material and a tire, and aims to solve the problem of insufficient anti-skid performance in the prior art. The technical scheme of the invention is independent. Based on 100 parts by weight of rubber components, the tread rubber comprises 0-100 phr of cis-1, 4-polyisoprene rubber, 0-50 phr of high cis-polybutadiene rubber, 40-60 phr of super wear-resistant carbon black with the iodine absorption value larger than 110 g / kg, the DBP absorption value larger than 115 * 10 <-5 > m < 3 > / kg and the nitrogen adsorption specific surface area larger than 130 * 10 < 3 > m < 2 > / kg, 2-8 phr of hard particles and other compounding agents such as an anti-aging agent, sulfur and an accelerant. The exposed surfaces of the hard particles directly abut against the ice surface, the hard particles are not prone to falling off through the vulcanization fixing technology, the ice surface can be effectively scratched in the driving process, water film adsorption between the ice layer and the tire is broken through, the direct contact area of the tire and the ice surface is increased, the friction coefficient is remarkably increased, and the service life of the tire is prolonged. The ice-snow ground gripping force is improved, and the slipping risk is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of tire processing, in particular to anti-skid automobile tire tread materials and tires. Background Art

[0002] A car's tires are the only parts that come into contact with the ground, making them a crucial component. Mounted on the rims, tires not only bear loads, provide driving and braking, cushioning and shock absorption, and redirect the vehicle, but they also contribute to the vehicle's driving performance, safety, and comfort. However, in cold, snowy regions, skidding during winter, often caused by accumulated snow, ice, or melting snow, is a common occurrence, leading to frequent traffic accidents that not only seriously impact personal safety but also cause economic losses. Trucks, in particular, are prone to skidding in rainy and snowy weather due to their high load capacity and high inertia. This can lead to loss of control, posing a serious threat to the safety of the vehicle, its cargo, and pedestrians and vehicles on the road.

[0003] Formulators usually adjust the tread's raw rubber system, reinforcing and filling systems, and add special functional additives to improve the tread's anti-ice skid or anti-wet skid properties. However, this often leads to increased heat generation in the rubber, which in turn affects the tire's service life and is costly. In addition, anti-skid grooves are designed on the tire's tread blocks, but ice, snow, mud, and rocks are easily trapped in the grooves and are not easily thrown out, resulting in the anti-skid grooves being buried and the tire's anti-skid performance being greatly reduced. Anti-skid chains are installed on the tire to improve the anti-skid performance, but replacing anti-skid chains is cumbersome.

[0004] Based on this, an anti-skid automobile tire tread material and a tire are now provided, which can eliminate the disadvantages of the existing devices. Summary of the Invention

[0005] The purpose of the present invention is to provide an anti-skid automobile tire tread material and a tire, which solves the problems in the prior art.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A non-skid automobile tire tread material, calculated based on 100 parts by weight of the rubber component, the tread rubber comprises: 0 to 100 phr of cis-1,4-polyisoprene rubber, 0 to 50 phr of high-cis polybutadiene rubber, 40 to 60 phr of an iodine absorption value greater than 110 g / kg, a DBP absorption value greater than 115×10-5 m3 / kg, and a nitrogen adsorption specific surface area greater than 130×10 3 m 2 / kg of super-wear-resistant carbon black, 2-8 phr of hard particles, and other ingredients such as antioxidants, sulfur, and accelerators. The hard particles have an equivalent particle size of 2-3 mm and are insoluble hard materials with a Mohs hardness of 8 or higher, and are silicon carbide or boron carbide.

[0008] On the basis of the above technical solutions, the present invention also provides the following optional technical solutions:

[0009] In an optional embodiment, the copolymer of cis-1,4-polyisoprene is natural rubber.

[0010] In an optional solution: the high cis polybutadiene rubber is BR9000.

[0011] In an optional solution, the super wear-resistant carbon black has an iodine absorption value greater than 110 g / kg and a DBP absorption value greater than 115×10 -5 m 3 / kg, nitrogen adsorption specific surface area greater than 130×10 3 m 2 / kg.

[0012] In an optional solution, the hard particles have an equivalent particle size of 2 to 3 mm, are insoluble hard materials with a Mohs hardness of 8 or above, and are silicon carbide or boron carbide.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] 1. Enhanced performance on icy and snowy roads: The exposed surface of the hard particles directly contacts the ice surface, and the vulcanization fixation process ensures that they are not easily detached. They can effectively cut through the ice surface during driving, breaking through the water film adsorption between the ice layer and the tire, increasing the direct contact area between the tire and the ice surface, significantly increasing the friction coefficient, improving grip on icy and snowy roads, reducing the risk of slipping, and also reducing noise pollution.

[0015] 2. Optimized performance on wet roads: Hard particles can puncture the water film on the road surface, destroying the water film's bearing effect, making the tire ground pressure more evenly distributed, shortening the braking distance on wet roads, improving anti-hydroplaning capabilities, and effectively reducing the risk of loss of control.

[0016] 3. Process compatibility and reliability: Only the particle implantation step needs to be added before vulcanization, without adjusting the core production process. It can be adapted to existing production lines and the cost of process modification is low. The strong interfacial adhesion of natural rubber ensures a stable vulcanized bond between the particles and the tread rubber. After a 500-kilometer intensive road test, the particle shedding rate was verified to be less than 0.5%, and the long-term reliability is high. DETAILED DESCRIPTION

[0017] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without creative work are within the scope of protection of the present invention.

[0018] The tread rubber can be mixed using methods known to those skilled in the art of rubber mixing. For example, typically, the components are mixed in three stages: two non-productive mixing stages followed by a productive mixing stage. Then, just before the green tire is vulcanized, a certain amount of hard particles are introduced into the tread. The sample without hard particles is referred to as Sample A, serving as a control sample. Sample A, meaning no hard particles were introduced into the crown, is used as a control sample. Tests 1 through 6 all incorporate hard particles into the tread.

[0019] Example 1

[0020] 1. Prepare the tire tread rubber with the composition specified in Table 1 in a BR Banbury internal mixer using three separate mixing stages: two non-productive mixing stages and one productive mixing stage. The two non-productive mixing stages are performed for approximately 2 to 3 minutes, until the rubber temperature reaches 150-155°C and 155-165°C, respectively. The productive mixing stage is performed for approximately 1 to 1.5 minutes, until the rubber temperature reaches 100-110°C.

[0021] 2. The tread is pressed out → formed → the obtained blank is placed on a tire storage device → a layer of glue is sprayed on the crown of the tire (the glue is very sticky and can stick to hard particles well. In the tire molding process, in order to improve the viscosity of the joints, the glue brushing operation is often performed) → hard particles are sprayed on the crown of the tire → park → the tire loading robot puts the tire into the mold → vulcanize → demold, and the required tire can be obtained.

[0022] Table 1 Amount of each raw material added in Example 1 (unit: phr)

[0023]

[0024] Example 2

[0025] 1. Prepare the tire tread rubber with the composition specified in Table 1 in a BR Banbury internal mixer using three separate mixing stages: two non-productive mixing stages and one productive mixing stage. The two non-productive mixing stages are performed for approximately 2 to 3 minutes, until the rubber temperature reaches 150-155°C and 155-165°C, respectively. The productive mixing stage is performed for approximately 1 to 1.5 minutes, until the rubber temperature reaches 100-110°C.

[0026] 2. The tread is pressed out → formed → the obtained tire blank is placed on a tire storage device → hard particles are dispersed in a certain concentration of slurry → the hard particle slurry dispersion is sprayed on the crown of the tire blank → it is parked → the tire loading robot puts the tire blank into the mold → vulcanizes → demolds, and the desired tire is obtained.

[0027] Table 2 Amount of each raw material added in Example 2 (unit: phr)

[0028]

[0029] Example 3

[0030] 1. Prepare the tire tread rubber with the composition specified in Table 1 in a BR Banbury internal mixer using three separate mixing stages: two non-productive mixing stages and one productive mixing stage. The two non-productive mixing stages are performed for approximately 2 to 3 minutes, until the rubber temperature reaches 150-155°C and 155-165°C, respectively. The productive mixing stage is performed for approximately 1 to 1.5 minutes, until the rubber temperature reaches 100-110°C.

[0031] 2. The tread is pressed out → formed → the obtained tire is placed on a tire storage device → hard particles are dispersed in a certain concentration of slurry → the hard particle slurry dispersion is sprayed into the grooves corresponding to the raised pattern blocks in the mold → the tire loading robot places the tire into the mold → vulcanizes → demolds, and the desired tire is obtained.

[0032] Table 3 Amount of each raw material added in Example 3 (unit: phr)

[0033]

[0034] Table 4 lists the key physical properties of 12R22.5 all-steel truck tires prepared for Comparative Sample A and Test Schemes 1 through 6. Snow performance was tested at the Heilongjiang Red River Valley Automotive Testing Center in accordance with ECE-R117 regulations. Specific test data for the finished tires is shown below.

[0035] Table 4 Key performance test results of finished tires

[0036]

[0037]

[0038] Remark:

[0039] Here, the test results of comparative sample A are used as a reference benchmark and expressed as 100%; the larger the relative percentage, the better the performance, that is, the larger the value, the better the anti-skid performance and the grip on ice and snow.

[0040] As can be seen from Table 4, compared with the comparative sample A, the anti-skid performance of test schemes 1 to 6 is significantly improved, and the grip performance on ice and snow is excellent.

[0041] In summary, introducing a certain amount of hard particles into the tire tread before curing can effectively improve the tire's wet skid resistance and grip on icy and snowy surfaces. Within a certain range, increasing the amount of hard particles improves the tread's wet skid resistance and grip on icy and snowy surfaces. However, as the amount of hard particles increases, a threshold in anti-skid performance appears. Furthermore, tire noise increases with increasing hard particle usage. Therefore, in practical applications, selecting the appropriate hard particle dosage is crucial for the tire's anti-skid performance, with a recommended dosage of less than 10 phr.

[0042] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An anti-skid automobile tire tread material, characterized by: Based on 100 parts by weight of the rubber component, the tread rubber comprises: 0-100 phr cis-1,4-polyisoprene rubber, 0-50 phr high cis-polybutadiene rubber, 40-60 phr iodine absorption value greater than 110 g / kg, DBP absorption value greater than 115×10-5 m3 / kg, nitrogen adsorption specific surface area greater than 130×10 3 m 2 / kg of super wear-resistant carbon black, 2-8phr of hard particles, antioxidant, sulfur, and accelerator; wherein the equivalent particle size of the hard particles is 2-3mm, the hard particles are insoluble hard materials with a Mohs hardness of 8 or above, and the hard particles are silicon carbide or boron carbide.

2. The anti-skid automobile tire tread material according to claim 1, characterized in that: The copolymer of cis-1,4-polyisoprene is natural rubber.

3. The anti-skid automobile tire tread material according to claim 1, characterized in that: The high cis polybutadiene rubber is BR9000.

4. The anti-skid automobile tire tread material according to claim 1, characterized in that: The super wear-resistant carbon black has an iodine absorption value greater than 110 g / kg and a DBP absorption value greater than 115×10 -5 m 3 / kg, nitrogen adsorption specific surface area greater than 130×10 3 m 2 / kg.

5. The anti-skid automobile tire tread material according to claim 1, characterized in that: The hard particles have an equivalent particle size of 2 to 3 mm. The hard particles are insoluble hard materials with a Mohs hardness of 8 or above. The hard particles are one of silicon carbide and boron carbide.

6. A tire made of the anti-skid automobile tire tread material according to any one of claims 1 to 5.

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