Test method for detecting high-speed uniformity of self-repairing tire after high temperature
By simulating the flow of tire rubber in a high-temperature environment and conducting high-speed uniformity tests after cooling, the problem of uniformity in the prior art cannot be evaluated under high-temperature and high-speed operating conditions, achieving high-precision evaluation and improving the driving safety and comfort of the tire.
Patent Information
- Application Number
- CN202511002412.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-21
- Publication Date
- 2025-08-29
AI Technical Summary
The existing tire uniformity testing methods cannot evaluate the uniformity of self-repair tires under high-temperature and high-speed operating conditions, resulting in problems such as vehicle shaking and reduced handling under actual high-temperature and high-speed operating conditions, affecting driving safety and comfort.
Place the tire in a high-temperature environment to simulate its plastic flow under high-temperature operating conditions, then cool it and perform a high-speed uniformity test. By setting the uniformity design requirements, the uniformity of the tire under high-temperature and high-speed operating conditions is evaluated.
The accurate evaluation of the uniformity of self-repair tires under high-temperature and high-speed working conditions has been achieved, the uniformity of the tires under actual high-temperature and high-speed working conditions has been improved, and driving safety and comfort are ensured.
Smart Images
Figure CN120558591A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of tire testing, and in particular to a testing method for detecting high-speed uniformity of a self-repairing tire after high temperature. Background Art
[0002] With the development of the automotive industry, tire performance is crucial to driving safety and comfort. Self-repairing tires, as a new type of tire, can automatically repair themselves in the event of a puncture, significantly improving tire safety. However, in actual driving, tires face various complex operating conditions, especially high-speed driving in high-temperature environments. High temperatures can affect the performance of self-repairing materials, causing deformation and displacement of the rubber compound, and thus altering tire uniformity.
[0003] The current method for testing tire uniformity is to use a high-speed uniformity tester under normal temperature conditions. This cannot evaluate the uniformity of self-repairing tires under high-temperature and high-speed conditions. This may cause self-repairing tires to have difficulty coping with actual high-temperature and high-speed conditions, and may cause problems such as vehicle shaking and reduced handling, affecting driving safety and comfort. Summary of the Invention
[0004] In response to the deficiencies in the related art, the present invention provides a test method for detecting the high-speed uniformity of self-repairing tires after high temperature. The method places the tire in a high-temperature environment to simulate the rubber flow of the tire under high-temperature conditions. The rubber taken out from the high-temperature environment is then allowed to cool at room temperature and then subjected to a high-speed uniformity test to simulate the rubber flow of the tire under high-temperature and high-speed conditions. This solves the current problem of being unable to evaluate the uniformity of self-repairing tires under high-temperature and high-speed conditions, which may make it difficult for self-repairing tires to cope with actual high-temperature and high-speed conditions, and may cause problems such as vehicle shaking and reduced handling, affecting driving safety and comfort.
[0005] The present invention provides a testing method for detecting the high-speed uniformity of a self-repairing tire after high temperature, comprising: S1. Mounting a tire on a wheel hub and inflating the tire to form a wheel; S2. Place the wheel in an environment with a temperature not lower than 60°C for a preset time; S3, placing the wheel treated in S2 in a room temperature environment for a preset time; S4. Perform high-speed uniformity testing on the tire using the wheel treated in S3; S5. Given uniformity design requirements; if the high-speed uniformity test results fully meet the design requirements, then the overall uniformity of the tire under high-temperature and high-speed operating conditions meets the uniformity design requirements; if the high-speed uniformity test results partially do not meet the design requirements, then the overall uniformity of the tire under high-temperature and high-speed operating conditions does not meet the uniformity design requirements.
[0006] Through the above-mentioned technical solution, the present invention simulates the rubber flow of the tire under high-temperature conditions by placing the tire in a high-temperature environment. The rubber is then removed from the high-temperature environment and allowed to cool to room temperature before undergoing a high-speed uniformity test to simulate the rubber flow under high-temperature and high-speed conditions. This method features high precision and strong repeatability. The test results can accurately assess the uniformity of the self-repairing tire under high-temperature and high-speed conditions, providing a reliable means for tire quality control. This helps improve the uniformity of the self-repairing tire under actual high-temperature and high-speed conditions, avoiding problems such as vehicle jitter and reduced handling under these conditions, thereby ensuring driving safety and comfort.
[0007] In some embodiments, the wheel performs S2 and S3 with its axis horizontal.
[0008] Through the above technical solution, the horizontal limitation of the tire axis in S2 and S3 helps to simulate the rubber flow of the tire when it is installed on the vehicle body and is under high temperature conditions.
[0009] In some embodiments, when performing S2 and S3, a support structure is provided to support the wheel hub so that the tire is only in contact with the wheel hub.
[0010] Through the above technical solution, the tire only has contact with the wheel hub, which can avoid the support structure from interfering with the rubber flow of the tire and reduce the test error caused by the support structure.
[0011] In some embodiments, in S5, overall uniformity thresholds are set based on the radial force fluctuation, lateral force fluctuation, and tangential force fluctuation of the tire, respectively. If the radial force fluctuation, lateral force fluctuation, and tangential force fluctuation are all less than or equal to the corresponding overall uniformity thresholds, the overall uniformity of the tire under high-temperature and high-speed conditions meets the design requirements; if any of the radial force fluctuation, lateral force fluctuation, and tangential force fluctuation is greater than the corresponding overall uniformity threshold, the overall uniformity of the tire under high-temperature and high-speed conditions does not meet the design requirements.
[0012] In some embodiments, an ordinary tire of the same specifications as the tire in S1 is used as a reference tire, the threshold value of the radial force fluctuation in S5 is less than 5% of the average radial force of the reference tire, the threshold value of the lateral force fluctuation is less than 5% of the average lateral force of the reference tire, and the threshold value of the tangential force fluctuation is less than 5% of the average lateral force of the reference tire.
[0013] In some embodiments, the specific steps of S1 are: clearing debris from the tire surface, marking a number of measurement points on the tire, and mounting the tire on a wheel hub to form a wheel; the measurement points in S1 are sampling positions for the high-speed uniformity test in S4.
[0014] In some embodiments, S5 also includes performing a local uniformity analysis on the tire, the steps of which are: setting local uniformity thresholds based on the ratio A of the first-order harmonic component of radial force to the radial force fluctuation, the ratio B of the eighth-order harmonic component of radial force to the radial force fluctuation, the ratio C of the sixteenth-order harmonic component of radial force to the radial force fluctuation, the ratio D of the first-order harmonic component of lateral force to the lateral force fluctuation, and the ratio E of the eighth-order harmonic component of tangential force to the tangential force fluctuation; an area where A, B, C, D, and E are all less than the corresponding threshold value is a locally uniform area, and an area where any one of A, B, C, D, and E is greater than or equal to the corresponding threshold value is a locally non-uniform area.
[0015] Through the above technical solution, the present invention delineates uneven and uniform areas on the tire, enabling in-depth analysis of the mechanism by which high temperatures affect the uniformity of self-repairing tires. The first-order harmonic component of the radial force, RFV1H, effectively reflects tire uniformity at speeds between 0 and 60 km / h, the eighth-order harmonic component of the radial force, RFV8H, effectively reflects tire uniformity at speeds between 60 and 120 km / h, and the sixteenth-order harmonic component of the radial force, RFV16H, effectively reflects tire uniformity at speeds above 120 km / h.
[0016] In some embodiments, the local uniformity threshold corresponding to A is 60%, the local uniformity threshold corresponding to B is 20%, the local uniformity threshold corresponding to C is 10%, the local uniformity threshold corresponding to D is 60%, and the local uniformity threshold corresponding to E is 10%.
[0017] In some embodiments, the ambient temperature of S2 is 60-120° C., and the preset duration is 2-72 hours; the ambient temperature of S3 is 18-28° C., and the preset duration is 2-72 hours.
[0018] In some embodiments, in the high-speed uniformity test of S4, the high-speed operating parameters of the tire include: the tire load is 60%-80% of the tire standard load, the tire rotation speed is 120-200 km / h, and the tire mileage is 100-200 km.
[0019] Compared with the prior art, the present invention has the following beneficial effects: 1. This invention simulates the rubber flow of a self-repairing tire under high-temperature, high-speed operating conditions by placing the tire in a high-temperature environment. The rubber is then removed from the high-temperature environment and allowed to cool to room temperature before undergoing a high-speed uniformity test. This simulates the rubber flow under high-temperature, high-speed operating conditions. This invention offers high precision and strong repeatability. The test results can accurately assess the uniformity of self-repairing tires under high-temperature, high-speed operating conditions, providing a reliable means for tire quality control. This helps improve the uniformity of self-repairing tires under actual high-temperature, high-speed operating conditions, preventing issues such as vehicle jitter and reduced handling under these conditions, thereby ensuring driving safety and comfort.
[0020] 2. The present invention can conduct an in-depth analysis of the local uniformity of the tire based on the ratio of the radial force harmonic component to the radial force fluctuation, the ratio of the lateral force harmonic component to the lateral force fluctuation, and the ratio of the tangential force harmonic component to the tangential force fluctuation, so as to divide the tire into uneven areas and uniform areas, which helps to deeply analyze the mechanism of high temperature affecting the uniformity of the self-repairing tire. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings: Figure 1 It is a schematic diagram of the process of the present invention; Figure 2 This is a schematic diagram of the state of the wheel in the present invention in an environment of not less than 60°C.
[0022] In the figure: 1. Tire; 2. Wheel hub; 3. Support structure. DETAILED DESCRIPTION
[0023] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.
[0024] In the description of the present invention, it should be understood that the terms "center", "transverse", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.
[0025] The terms "first," "second," and "third" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or to implicitly specify the quantity of the technical features indicated. Therefore, a feature specified as "first," "second," or "third" may explicitly or implicitly include one or more of such features.
[0026] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediary, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.
[0027] like Figure 1-2 As shown, in an exemplary embodiment of a test method for detecting high-speed uniformity of a self-repairing tire after high temperature, the test method for detecting high-speed uniformity of a self-repairing tire after high temperature includes at least: S1, mounting the tire 1 on the wheel hub 2 and inflating the tire 1 to form a wheel; S2. Place the wheel in an environment with a temperature not lower than 60°C for a preset time; S3, placing the wheel treated in S2 in a room temperature environment for a preset time; S4. Performing a high-speed uniformity test on tire 1 using the wheel treated in S3; S5. Given uniformity design requirements; if the high-speed uniformity test results fully meet the design requirements, then the performance of tire 1 under high-temperature and high-speed operating conditions meets the uniformity design requirements; if the high-speed uniformity test results partially do not meet the design requirements, then the performance of tire 1 under high-temperature and high-speed operating conditions does not meet the uniformity design requirements.
[0028] This embodiment simulates the flow of rubber material in high-temperature operating conditions by placing the tire in a high-temperature environment. The rubber material is then removed from the high-temperature environment and allowed to cool to room temperature before undergoing a high-speed uniformity test to simulate the flow of rubber material in high-temperature, high-speed operating conditions. This embodiment features high precision and strong repeatability. The test results of this embodiment can accurately assess the uniformity of self-repairing tires under high-temperature, high-speed operating conditions, providing a reliable means for tire quality control and helping to improve the uniformity of self-repairing tires under actual high-temperature, high-speed operating conditions. This helps prevent problems such as vehicle jitter and reduced handling under these conditions, thereby ensuring driving safety and comfort.
[0029] Furthermore, uniformity design requirements are set based on multiple angles of radial force, radial force harmonics, lateral force, tangential force, and taper, which can more comprehensively detect the uniformity of self-repairing tires after high temperature.
[0030] By comparing and analyzing multiple sets of test results, we can study the effects of different self-repairing tire models, different high-temperature conditions, and different simulated driving parameters on the high-speed uniformity of tires after high temperatures, and provide improvement suggestions for the design and production of self-repairing tires.
[0031] Furthermore, the wheel hub used in this embodiment should be able to adapt to the high temperature environment in S2 and should not be deformed or have additional impact on tire performance due to the high temperature environment in S2.
[0032] Furthermore, S2 and S3 are often used in the automotive manufacturing field to conduct tests in environmental chambers that simulate high-temperature environments, and they have explosion-proof functions to deal with tire explosions.
[0033] In some embodiments, the wheel is placed in a horizontal axis state during steps S2 and S3 to simulate the rubber flow of the tire 1 when it is mounted on a vehicle body and is exposed to high temperature.
[0034] In some embodiments, when performing S2 and S3, a support structure 3 is provided to support the wheel hub 2 so that the tire 1 is only in contact with the wheel hub 2, so as to prevent the support structure 3 from interfering with the rubber flow of the tire 1 and reduce the test error caused by the support structure 3.
[0035] In some embodiments, in S5, overall uniformity thresholds are set based on the radial force fluctuation RFV, lateral force fluctuation LFV and tangential force fluctuation TFV of the tire respectively. If the radial force fluctuation RFV, lateral force fluctuation LFV and tangential force fluctuation TFV are all less than or equal to the corresponding overall uniformity thresholds, the overall uniformity of the tire under high temperature and high speed conditions meets the design requirements; if any of the radial force fluctuation RFV, lateral force fluctuation LFV and tangential force fluctuation TFV is greater than the corresponding overall uniformity threshold, the overall uniformity of the tire under high temperature and high speed conditions does not meet the design requirements.
[0036] In some embodiments, an ordinary tire of the same specifications as the tire in S1 is used as a reference tire, the threshold value of the radial force fluctuation in S5 is less than 5% of the average radial force of the reference tire, the threshold value of the lateral force fluctuation is less than 5% of the average lateral force of the reference tire, and the threshold value of the tangential force fluctuation is less than 5% of the average lateral force of the reference tire.
[0037] In some embodiments, the specific steps of S1 are: clearing debris from the tire surface, marking a number of measurement points on the tire, evenly distributing all measurement points in the tread width direction and the tread circumference direction, mounting the tire on the wheel hub, and inflating the tire to form a wheel; the measurement points in S1 are the sampling positions for the high-speed uniformity test in S4.
[0038] In some embodiments, S5 also includes performing a local uniformity analysis on the tire, including the following steps: setting local uniformity thresholds based on the ratio A of the radial force first-order harmonic component RFV1H to the radial force fluctuation RFV, the ratio B of the radial force eighth-order harmonic component RFV8H to the radial force fluctuation RFV, the ratio C of the radial force sixteenth-order harmonic component RFV16H to the radial force fluctuation RFV, the ratio D of the lateral force first-order harmonic component LFV1H to the lateral force fluctuation LFV, and the ratio E of the tangential force eighth-order harmonic component TFV8H to the tangential force fluctuation TFV; regions where A, B, C, D, and E are all less than the corresponding thresholds are locally uniform regions, and regions where any of A, B, C, D, and E is greater than or equal to the corresponding thresholds are locally non-uniform regions. This embodiment divides the tire into non-uniform and uniform regions to facilitate in-depth analysis of the impact of high temperature on the uniformity of the self-repairing tire.
[0039] Among them, the first-order harmonic component of radial force RFV1H has a good presentation effect on the tire uniformity at a speed of 0-60km / h, the eighth-order harmonic component of radial force RFV8H has a good presentation effect on the tire uniformity at a speed of 60-120km / h, and the sixteenth-order harmonic component of radial force RFV16H has a good presentation effect on the tire uniformity at a speed above 120km / h.
[0040] A larger value for A can lead to low-frequency tire vibration, affecting initial tire stability and ride comfort. A larger value for B can lead to resonance at specific speeds, affecting daily driving comfort and controllability. This value is highly correlated with the tire tread pattern and can easily cause tire noise. A larger value for C can lead to high-frequency tire vibration and noise, increasing tire noise and vibration at high speeds and potentially causing steering wheel shake during high-speed driving. A larger value for D can affect the vehicle's straight-line stability and potentially cause the vehicle to veer off course. A larger value for E can affect the smoothness of acceleration and braking and may cause traction fluctuations.
[0041] A can be reduced by improving tire materials and structures and reducing structural unevenness. B can be reduced by optimizing tread depth and structure and adding damping materials. C can be reduced by improving the wear resistance and performance stability of tire materials, optimizing the tire profile to reduce air resistance, and adjusting tire pressure to improve tire contact with the ground. D can be reduced by increasing tire lateral stiffness, optimizing the sidewall pattern to enhance sidewall grip, and improving tire weight and material uniformity. E can be reduced by optimizing the tread pattern to improve tire contact with the ground, increasing tire weight and structural uniformity, and adding damping materials.
[0042] Furthermore, the local uniformity threshold corresponding to A is 60%, the local uniformity threshold corresponding to B is 20%, the local uniformity threshold corresponding to C is 10%, the local uniformity threshold corresponding to D is 60%, and the local uniformity threshold corresponding to E is 10%.
[0043] In other embodiments, S5 also includes performing a local uniformity analysis on the tire, the steps of which are: setting local uniformity thresholds based on the ratio of the radial force harmonic RFVH to the radial force fluctuation RFV, the ratio of the lateral force harmonic LFVH to the lateral force fluctuation LFV, and the ratio of the tangential force harmonic TFVH to the tangential force fluctuation TFV, respectively; an area where the ratio of the radial force harmonic RFVH to the radial force fluctuation RFV, the ratio of the lateral force harmonic LFVH to the lateral force fluctuation LFV, and the ratio of the tangential force harmonic TFVH to the tangential force fluctuation TFV are all less than the corresponding thresholds is a locally uniform area; an area where any of the ratios of the radial force harmonic RFVH to the radial force fluctuation RFV, the ratio of the lateral force harmonic LFVH to the lateral force fluctuation LFV, and the ratio of the tangential force harmonic TFVH to the tangential force fluctuation TFV is greater than or equal to the corresponding threshold is a locally non-uniform area.
[0044] In some embodiments, the ambient temperature of S2 is 60-120° C., and the preset duration is 2-72 hours; the ambient temperature of S3 is 18-28° C., and the preset duration is 2-72 hours.
[0045] The preset duration of S2 should allow the tire's internal and surface temperatures to evenly reach the high ambient temperature set by S2. This temperature should simulate the temperature a tire might reach during extended high-speed driving, fully accounting for the effects of high temperatures on the self-healing material and the tire's overall structure.
[0046] In some embodiments, in the S4 high-speed uniformity test, the tire's high-speed operating parameters include: a tire load of 60%-80% of the tire's standard load, a tire rotation speed of 120-200 km / h, and a tire mileage of 100-200 km. These high-speed operating parameters can simulate the tire's high-speed operating conditions after being exposed to high temperatures.
[0047] Furthermore, the data acquisition frequency in the high-speed uniformity test is 100-500 Hz.
[0048] Furthermore, high-speed uniformity testing is performed using a high-speed uniformity testing machine.
[0049] Furthermore, before the high-speed uniformity test, the high-speed uniformity tester is started to preheat and its force sensor and speed sensor are calibrated, keeping the error of the force sensor and speed sensor within ±1%. The wheel is then installed on the high-speed uniformity tester and dynamically balanced to eliminate centrifugal force imbalance caused by uneven wheel mass distribution and reduce test errors caused by the tester and wheel assembly. During the simulated driving process during the high-speed uniformity test, the high-speed uniformity tester should maintain a stable operating state to avoid interference with the test results due to factors such as mechanical vibration of the high-speed uniformity tester or wheel.
[0050] While the tire simulates high-speed driving, the high-speed uniformity tester's data acquisition and processing system begins operating, collecting, preprocessing, and storing data measured by the force sensors in real time. During the data acquisition process, data transmission stability must be ensured to avoid data loss or errors.
[0051] Furthermore, the detection results of the force sensor in the high-speed uniformity tester are denoised based on filtering algorithms and Fourier transforms to further improve data accuracy and remove abnormal data caused by factors such as electromagnetic interference in the test environment. Denoising is a built-in function of the high-speed uniformity tester.
[0052] The following combination Figure 1-2 The preferred embodiment of the test method for detecting high-speed uniformity of a self-repairing tire after high temperature of the present invention is described below: S1. Clear any debris from the tire surface and mark several measuring points on the tire, evenly distributing all measuring points along the tread width and circumference. Install the tire on the wheel hub and inflate the tire to form a wheel. S2. Place the wheel in an environment with the axis horizontal and the tire only in contact with the hub for 36 hours at 65±2°C. S3. Place the wheel treated in S2 in an environment at 23±2°C for 2 hours with the axis horizontal and the tire only in contact with the wheel hub. S4. Use the wheel processed by S3 and take the measurement point in S1 as the sampling position for the high-speed uniformity test to perform a high-speed uniformity test on the tire to obtain the uniformity parameters of the tire in different axial areas and the tire as a whole. The uniformity parameters include the first-order harmonic component of radial force RFV1H, radial force fluctuation RFV, the eighth-order harmonic component of radial force RFV8H, the sixteenth-order harmonic component of radial force RFV16H, the first-order harmonic component of lateral force LFV1H, lateral force fluctuation LFV, the eighth-order harmonic component of tangential force TFV8H, and tangential force fluctuation TFV.
[0053] High-speed uniformity testing was conducted using a high-speed uniformity tester. The high-speed operating parameters used for the tires included: a tire load of 60% of the standard tire load, a tire rotation speed of 120 km / h, and a tire mileage of 100 km. Data was collected at a 500 Hz frequency at all sampling locations during the test.
[0054] S5. Set the threshold of radial force fluctuation RFV to 120N, the threshold of lateral force fluctuation LFV to 120N, and the threshold of tangential force fluctuation TFV to 150N; Based on the S4 test results, the overall uniformity of the tire is analyzed. If the tire's overall radial force fluctuation RFV, lateral force fluctuation LFV, and tangential force fluctuation TFV are all less than or equal to the corresponding overall uniformity thresholds, the tire's overall uniformity under high-temperature and high-speed conditions meets the design requirements; if any of the tire's overall radial force fluctuation RFV, lateral force fluctuation LFV, and tangential force fluctuation TFV is greater than the corresponding overall uniformity thresholds, the tire's overall uniformity under high-temperature and high-speed conditions does not meet the design requirements.
[0055] The local uniformity thresholds are set based on the ratio A of the first-order harmonic component of radial force RFV1H to the radial force fluctuation RFV, the ratio B of the eighth-order harmonic component of radial force RFV8H to the radial force fluctuation RFV, the ratio C of the sixteenth-order harmonic component of radial force RFV16H to the radial force fluctuation RFV, the ratio D of the first-order harmonic component of lateral force LFV1H to the lateral force fluctuation LFV, and the ratio E of the eighth-order harmonic component of tangential force TFV8H to the tangential force fluctuation TFV; the local uniformity threshold corresponding to A is 60%, the local uniformity threshold corresponding to B is 20%, the local uniformity threshold corresponding to C is 10%, the local uniformity threshold corresponding to D is 60%, and the local uniformity threshold corresponding to E is 10%.
[0056] The area where A, B, C, D, and E are all less than the corresponding threshold is a locally uniform area, and the area where any of A, B, C, D, and E is greater than or equal to the corresponding threshold is a locally non-uniform area.
[0057] Due to their complex structure, self-repairing tires often have a radial force fluctuation (RFV) 5%-8% greater than that of ordinary tires of the same specification. Using the aforementioned test method for detecting the high-speed uniformity of self-repairing tires after high temperatures, a self-repairing tire with a specification of 205 / 55R16 was tested. In 205 / 55R16, 205 represents a tire width of 205mm, 55 represents an aspect ratio of 55%, R represents a radial tire, and 16 represents the diameter of the wheel that the tire is compatible with, which is 16mm. Structural optimization was performed based on the results of the aforementioned tests. After optimization, the radial force fluctuation (RFV) of the self-repairing tire of this specification can be adjusted to 61N. For ordinary tires with a specification of 205 / 55R16, the radial force fluctuation (RFV) is 60N. Using the test data obtained using the test method provided in this embodiment, the radial force fluctuation (RFV) of the self-repairing tire was ultimately adjusted to 1.6% greater than the radial force fluctuation (RFV) of ordinary tires of the same specification. It can be seen that structural adjustment of the self-repairing tire based on the test results of the above-mentioned test method for detecting the high-speed uniformity of the self-repairing tire after high temperature can significantly reduce the impact of the self-repairing tire structure on tire uniformity.
[0058] Through the description of multiple embodiments of the present invention, it can be seen that the present invention has at least one or more of the following advantages: 1. This invention simulates the rubber flow of a self-repairing tire under high-temperature, high-speed operating conditions by placing the tire in a high-temperature environment. The rubber is then removed from the high-temperature environment and allowed to cool to room temperature before undergoing a high-speed uniformity test. This simulates the rubber flow under high-temperature, high-speed operating conditions. This invention offers high precision and strong repeatability. The test results can accurately assess the uniformity of self-repairing tires under high-temperature, high-speed operating conditions, providing a reliable means for tire quality control. This helps improve the uniformity of self-repairing tires under actual high-temperature, high-speed operating conditions, preventing issues such as vehicle jitter and reduced handling under these conditions, thereby ensuring driving safety and comfort.
[0059] 2. The present invention can conduct an in-depth analysis of the local uniformity of the tire based on the ratio of the radial force harmonic component to the radial force fluctuation RFV, the ratio of the lateral force harmonic component to the lateral force fluctuation LFV, and the ratio of the tangential force harmonic component to the tangential force fluctuation TFV, so as to divide the tire into uneven areas and uniform areas, which is helpful for in-depth analysis of the mechanism of high temperature affecting the uniformity of self-repairing tires.
[0060] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.
[0061] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the same. Although the present invention has been described in detail with reference to preferred embodiments, persons skilled in the art should understand that the specific implementation methods of the present invention may still be modified or some technical features may be replaced by equivalents without departing from the spirit of the technical solutions of the present invention, and all of these should fall within the scope of the technical solutions claimed for protection by the present invention.
Claims
1. A method for testing the high-speed uniformity of a self-repairing tire after high temperature, characterized in that: include: S1. Mounting a tire on a wheel hub and inflating the tire to form a wheel; S2. Place the wheel in an environment with a temperature not lower than 60°C for a preset time; S3, placing the wheel treated in S2 in a room temperature environment for a preset time; S4. Perform high-speed uniformity testing on the tire using the wheel treated in S3; S5. Given uniformity design requirements; if the high-speed uniformity test results fully meet the design requirements, then the overall uniformity of the tire under high-temperature and high-speed operating conditions meets the uniformity design requirements; if the high-speed uniformity test results partially do not meet the design requirements, then the overall uniformity of the tire under high-temperature and high-speed operating conditions does not meet the uniformity design requirements.
2. The method for testing the high-speed uniformity of a self-repairing tire after high temperature according to claim 1, characterized in that: The wheels perform S2 and S3 with their axes horizontal.
3. The method for testing the high-speed uniformity of a self-repairing tire after high temperature according to claim 2, characterized in that: When performing S2 and S3, a support structure is provided to support the wheel hub so that the tire is only in contact with the wheel hub.
4. A method for detecting high-speed uniformity of a self-repairing tire after high temperature according to any one of claims 1 to 3, characterized in that: In S5, the overall uniformity thresholds are set based on the radial force fluctuation, lateral force fluctuation and tangential force fluctuation of the tire respectively. If the radial force fluctuation, lateral force fluctuation and tangential force fluctuation are all less than or equal to the corresponding overall uniformity thresholds, the overall uniformity of the tire under high temperature and high speed conditions meets the design requirements; if any of the radial force fluctuation, lateral force fluctuation and tangential force fluctuation is greater than the corresponding overall uniformity threshold, the overall uniformity of the tire under high temperature and high speed conditions does not meet the design requirements.
5. The method for testing the high-speed uniformity of a self-repairing tire after high temperature according to claim 4, characterized in that: Taking an ordinary tire of the same specifications as the tire in S1 as the benchmark tire, the threshold value of radial force fluctuation in S5 is less than 5% of the average radial force of the benchmark tire, the threshold value of lateral force fluctuation is less than 5% of the average lateral force of the benchmark tire, and the threshold value of tangential force fluctuation is less than 5% of the average lateral force of the benchmark tire.
6. The method for testing the high-speed uniformity of a self-repairing tire after high temperature according to claim 4, characterized in that: The specific steps of S1 are: clearing debris from the tire surface, marking several measuring points on the tire, and installing the tire on the wheel hub to form a wheel; the measuring points in S1 are the sampling locations for the high-speed uniformity test in S4.
7. The method for testing the high-speed uniformity of a self-repairing tire after high temperature according to claim 6, characterized in that: S5 also includes performing a local uniformity analysis on the tire, the steps of which are: setting local uniformity thresholds based on the ratio A of the first-order harmonic component of radial force to the radial force fluctuation, the ratio B of the eighth-order harmonic component of radial force to the radial force fluctuation, the ratio C of the sixteenth-order harmonic component of radial force to the radial force fluctuation, the ratio D of the first-order harmonic component of lateral force to the lateral force fluctuation, and the ratio E of the eighth-order harmonic component of tangential force to the tangential force fluctuation; the area where A, B, C, D, and E are all less than the corresponding threshold is a locally uniform area, and the area where any of A, B, C, D, and E is greater than or equal to the corresponding threshold is a locally non-uniform area.
8. The method for testing the high-speed uniformity of a self-repairing tire after high temperature according to claim 7, characterized in that: The local uniformity threshold corresponding to A is 60%, the local uniformity threshold corresponding to B is 20%, the local uniformity threshold corresponding to C is 10%, the local uniformity threshold corresponding to D is 60%, and the local uniformity threshold corresponding to E is 10%.
9. A method for testing high-speed uniformity of a self-repairing tire after high temperature according to any one of claims 1 to 3, characterized in that: The ambient temperature of S2 is 60-120℃, and the preset duration is 2-72h; the ambient temperature of S3 is 18-28℃, and the preset duration is 2-72h.
10. A method for testing high-speed uniformity of a self-repairing tire after high temperature according to any one of claims 1 to 3, characterized in that: In the S4 high-speed uniformity test, the tire's high-speed operating parameters include: tire load is 60%-80% of the tire's standard load, tire rotation speed is 120-200km / h, and tire mileage is 100-200km.