CN115216068A - Aircraft tire bead filler and preparation method thereof - Google Patents
Aircraft tire bead filler and preparation method thereof Download PDFInfo
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- CN115216068A CN115216068A CN202211140781.5A CN202211140781A CN115216068A CN 115216068 A CN115216068 A CN 115216068A CN 202211140781 A CN202211140781 A CN 202211140781A CN 115216068 A CN115216068 A CN 115216068A
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L9/00—Compositions of homopolymers or copolymers of conjugated diene hydrocarbons
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- 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
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K2201/00—Specific properties of additives
- C08K2201/002—Physical properties
- C08K2201/006—Additives being defined by their surface area
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K2201/00—Specific properties of additives
- C08K2201/014—Additives containing two or more different additives of the same subgroup in C08K
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L2201/00—Properties
- C08L2201/08—Stabilised against heat, light or radiation or oxydation
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L2205/00—Polymer mixtures characterised by other features
- C08L2205/02—Polymer mixtures characterised by other features containing two or more polymers of the same C08L -group
- C08L2205/025—Polymer mixtures characterised by other features containing two or more polymers of the same C08L -group containing two or more polymers of the same hierarchy C08L, and differing only in parameters such as density, comonomer content, molecular weight, structure
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- 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
Abstract
The invention discloses an aircraft tire bead filler and a preparation method thereof, and belongs to the technical field of aircraft tires. The aviation tire apex comprises the following components in parts by weight: 5-20 parts of butadiene rubber, 80-95 parts of cis isoprene rubber, 0.5-3 parts of trans isoprene rubber, 60-80 parts of carbon black, 6-15 parts of an active agent, 2-10 parts of a protective agent, 1-4 parts of sulfur, 0.4-2 parts of an accelerator and 2-5 parts of a plasticizer; wherein the carbon black is composed of a first carbon black and a second carbon black, and the nitrogen adsorption specific surface area of the first carbon black is more than 160m 2 (ii) thin-wall flowering under reduced oil absorption value < 80 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black is less than 100m 2 (vii) urging towards a compressed oil absorption value of > 100 cm/100 g; the mass ratio of the first carbon black to the second carbon black is 1.5-2.5:1. in the components of the aircraft tire apex, first carbon black and second carbon black are introduced into a matrix cis-isoprene rubberThe second carbon black is compounded, so that the fatigue resistance and various performances at 125 ℃ of the product can be effectively improved, and the compression heat generation of the product is reduced.
Description
Technical Field
The invention relates to the technical field of aircraft tires, in particular to an aircraft tire bead filler and a preparation method thereof.
Background
According to the application condition of grounding and rolling of civil aviation tires, the apex rubber needs to have good high-temperature modulus, excellent fatigue resistance and good adhesion performance with a steel wire ring. In general rubber materials, highly filled natural rubber, butadiene rubber and styrene butadiene rubber are often used as base materials for the apex rubber.
The current formula research of the apex mainly comprises the following steps: CN201110062382.7 uses natural rubber 70-100, styrene butadiene rubber 0-30 and carbon black 55-75 as main materials to prepare high-adhesion triangular glue; CN201110062386.5 is natural rubber 85-97, liquid isoprene rubber 3-15, carbon black 65-75; CN201210212113.9 is prepared by blending expanded graphite and rubber latex emulsion to prepare a master batch, and then the master batch is used together with hard carbon black; CN201210092128.6 used 100 parts by mass of a rubber component; 0.5 to 20 parts by mass of an alkylphenol resin, and 0.04 to 10 parts by mass of a methylene donor. It can be seen that the existing apex formula contains natural rubber, and phenolic resin is usually added in the apex formula to achieve the purpose of hardening, but the fatigue and resilience of vulcanized rubber are greatly damaged, and under the filling of high reinforcing agent, oil is adopted to achieve the physical plasticizing effect, but the mechanical property after high-temperature aging is seriously affected.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides the aviation tire apex rubber with low compression heat generation, good fatigue resistance and good high-temperature performance and the preparation method thereof.
In order to realize the purpose, the invention adopts the technical scheme that:
in a first aspect, the aviation tire apex is provided and comprises the following components in parts by weight: 5-20 parts of butadiene rubber, 80-95 parts of cis isoprene rubber, 0.5-3 parts of trans isoprene rubber, 60-80 parts of carbon black and 6-1 part of activator5 parts of protective agent 2-10 parts, 1-4 parts of sulfur, 0.4-2 parts of accelerator and 2-5 parts of plasticizer; wherein the carbon black is composed of a first carbon black and a second carbon black, and the nitrogen adsorption specific surface area of the first carbon black is more than 160m 2 (ii) thin-wall flowering under reduced oil absorption value < 80 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black is less than 100m 2 (vii) urging towards a compressed oil absorption value of > 100 cm/100 g; the mass ratio of the first carbon black to the second carbon black is 1.5-2.5:1.
in the components of the aircraft tire apex disclosed by the invention, the first carbon black and the second carbon black are introduced into the cis-isoprene rubber matrix for compounding, so that the compression heat generation of a product can be effectively reduced, the fatigue resistance of the product is improved, and various performances of the product at 125 ℃ are improved. The mass ratio of the first carbon black to the second carbon black has a large influence on the product, and if the mass ratio of the first carbon black to the second carbon black is too small, the Mooney viscosity of the product is too high, which is not beneficial to mixing, so that the adhesive property and the fatigue resistance of the product and a steel wire ring are obviously reduced; if the mass ratio of the first carbon black to the second carbon black is too large, the bending flexibility and the hardness of the product cannot be simultaneously guaranteed, meanwhile, the compression heat generation quantity of the product is improved, and the bonding performance of the product and the steel wire ring is reduced; therefore, the inventors prefer the mass ratio of the first carbon black and the second carbon black to be 1.8 to 2.2:1, simultaneously introducing trans-isoprene rubber and butadiene rubber to improve the fatigue resistance of the product and various performances at 125 ℃. Preferably, the carbon black product in the above range can effectively ensure that the fatigue resistance, the compression heat generation and the performance at 125 ℃ are maintained in a proper range, and especially, the product performance is optimal when the mass ratio of the first carbon black to the second carbon black is 2:1.
In a preferred embodiment of the aircraft tire apex of the present invention, the mass ratio of the first carbon black to the second carbon black is 1.8 to 2.2:1, preferably, the mass ratio of the first carbon black to the second carbon black is 2:1.
as a preferred embodiment of the aircraft tire apex of the invention, the plasticizer is liquid butadiene rubber, and the weight average molecular weight of the liquid butadiene rubber is 1-5 ten thousand.
The inventor of the invention finds that the existing plasticizer can seriously affect the mechanical properties of the product after high-temperature aging. Through exploration, liquid butadiene rubber is used as a plasticizer for the product, and the component can effectively improve the dispersibility of processing aids such as carbon black, an active agent, a protective agent and the like, and can effectively improve the fatigue resistance and the physical and mechanical properties of the product; if the amount of the liquid butadiene rubber is too much, the physical and mechanical properties of the product at 125 ℃ are obviously reduced; if the amount of the liquid butadiene rubber is too small, the dispersibility of processing aids such as carbon black, an activator, a protective agent and the like cannot be improved, and the fatigue resistance of the product is reduced.
As a preferred embodiment of the aircraft tire apex, the cis-isoprene rubber has a number average molecular weight of 15-40 ten thousand, a cis-1,4 content of not less than 96% and a molecular weight distribution of 1.0-2.8.
The cis-isoprene rubber within the range of the performance parameters is selected, so that the fatigue resistance and the mechanical performance at 125 ℃ of the product can be guaranteed.
As a preferred embodiment of the aircraft tire apex, the trans-isoprene rubber has a weight average molecular weight of 15-32 ten thousand, a trans-1,4 content of not less than 98% and a molecular weight distribution of 1.0-2.6.
As a preferable embodiment of the aircraft tire apex rubber, the number average molecular weight of the butadiene rubber is 10-35 ten thousand, the content of cis 1,4 is not less than 96%, and the molecular weight distribution is 1.0-3.
The performance parameters of trans-isoprene rubber and cis-butadiene rubber can influence the performance of the product, and specifically comprise the following steps: if the weight average molecular weight of the trans-isoprene rubber is too small or the number average molecular weight of the butadiene rubber is too small, the hardness and the mechanical property of the product are poor; if the weight average molecular weight of trans-isoprene rubber is too large or the number average molecular weight of cis-butadiene rubber is too large, the Mooney viscosity of the product is too high, which is not favorable for mixing processing. Through optimization, the trans-isoprene rubber and the cis-butadiene rubber within the performance parameter range can effectively improve the fatigue resistance and the mechanical performance of the product at 125 ℃.
As a preferred embodiment of the aircraft tire apex of the invention, the protective agent is at least one of 2,2,4-trimethyl-1,2-dihydroquinoline polymer, N- (1,3-dimethyl) butyl-N '-phenyl-p-phenylenediamine, acetone-diphenylamine high-temperature condensate, N-cyclohexyl thiophthalimide, S' -1,6-hexanediol ester disodium thiosulfate.
2,2,4-trimethyl-1,2-dihydroquinoline polymer is abbreviated RD, N- (1,3-dimethyl) butyl-N '-phenyl-p-phenylenediamine is abbreviated 4020, acetone-diphenylamine high-temperature condensate is abbreviated BLE, N-cyclohexylthiophthalimide is abbreviated CTP, and S, S' -1,6-hexanediol disodium salt is abbreviated HTS.
As a preferable embodiment of the aircraft tire apex of the invention, the accelerator is at least one of N-tert-butyl-2-benzothiazole sulfonamide, N-dicyclohexyl-2-benzothiazole sulfonamide and 4,4' -dimorpholine disulfide.
N-tert-butyl-2-benzothiazolesulfenamide is abbreviated NS, N, N-dicyclohexyl-2-benzothiazolesulfenamide is abbreviated DZ,4,4' -dimorpholinodidisulfide is abbreviated DTDM.
In a preferred embodiment of the aircraft tire apex of the present invention, the active agent is at least one of zinc oxide, stearic acid, and soy protein.
In a second aspect, a preparation method of the aviation tire apex is provided, and comprises the following steps:
s1: adding butadiene rubber, cis-isoprene rubber and trans-isoprene rubber into an internal mixer, carrying out internal mixing, then adding a protective agent, an active agent and first carbon black, adding a plasticizer, carrying out the internal mixing, finally adding second carbon black, carrying out the internal mixing, and discharging to obtain a first mixed rubber;
s2: and (3) putting the first rubber compound, sulfur and an accelerator into an open mill, mixing, standing the obtained final rubber compound, and vulcanizing to obtain the aircraft tire bead filler.
The preparation method of the aviation tire apex comprises the following steps:
s1: putting the cis-butadiene rubber, the cis-isoprene rubber and the trans-isoprene rubber into an internal mixer, and internally mixing for 1-3min at the temperature of 70-90 ℃ and the rotating speed of 20-70 rpm; then adding a protective agent, stearic acid and first carbon black, and continuously banburying for 2-4min; adding zinc oxide and plasticizer, and continuously banburying for 1-4min; finally, adding second carbon black, continuously carrying out banburying for 1-4min, and discharging rubber at 120-160 ℃ after banburying is finished to obtain first banburying rubber;
s2: and (2) putting the first dense rubber, sulfur and an accelerator into an open mill, mixing at the temperature of 60-80 ℃, standing the obtained final rubber, and vulcanizing at the temperature of 134-155 ℃ and under the pressure of 0.2-20MPa to obtain the aircraft tire apex rubber.
The triangular rubber carbon black has large filling amount, and one-time filling can cause uneven mixing, and the conditions of equipment damage, processing incapability and the like caused by 'car blocking' are very easy to generate. Even carbon blacks of the same type generally need to be added separately and absolutely not at once.
As a further improvement, the first dense rubber is parked for 1-6h in an environment of 20-50 ℃; the final batch was left at room temperature for more than 12 h. In the process of parking, the rubber material can be ensured to be fully loosened and dispersed, and the subsequent processing operation is facilitated.
Compared with the prior art, the invention has the beneficial effects that: in the components of the aircraft tire apex, the first carbon black and the second carbon black are introduced into the matrix cis-isoprene rubber for compounding, so that the compression heat generation of the product can be effectively reduced, the fatigue resistance of the product is improved, and various performances of the product at 125 ℃ are improved.
Detailed Description
To better illustrate the objects, aspects and advantages of the present invention, the present invention will be further described with reference to specific examples.
Example 1
The invention relates to an embodiment of an aviation tire apex, which comprises the following components in parts by weight: 20 parts of butadiene rubber, 80 parts of cis-isoprene rubber, 1 part of trans-isoprene rubber, 75 parts of carbon black, 8 parts of an active agent, 2.5 parts of a protective agent, 3 parts of sulfur, 1.5 parts of an accelerator and 2 parts of a plasticizer; wherein the carbon black is composed of 45 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 30 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; of a second carbon blackThe nitrogen adsorption specific surface area is 90m 2 (vii) performing ethanol absorption compression by 110 cm/100 g;
the plasticizer is liquid butadiene rubber, and the weight average molecular weight of the liquid butadiene rubber is 3 ten thousand.
The number average molecular weight of the cis-isoprene rubber is 30 ten thousand, the content of cis-1,4 is more than or equal to 96 percent, and the molecular weight distribution is 1.5.
The trans-isoprene rubber has a weight average molecular weight of 20 ten thousand, a content of trans-1,4 of more than or equal to 98 percent and a molecular weight distribution of 1.5.
The number average molecular weight of the butadiene rubber is 20 ten thousand, the content of cis 1,4 is more than or equal to 96 percent, and the molecular weight distribution is 1.5.
The protective agent consists of 1 weight part of RD and 1.5 weight parts of 4020;
the accelerator consists of 1 part by weight of NS and 0.5 part by weight of DTDM;
the active agent consists of 4.5 parts by weight of zinc oxide, 3 parts by weight of stearic acid and 0.5 part by weight of soy protein.
The preparation method of the aviation tire apex comprises the following steps:
s1: adding butadiene rubber, cis-isoprene rubber and trans-isoprene rubber into an internal mixer, and mixing for 2min at 80 deg.C and 50 rpm; then adding a protective agent, stearic acid and first carbon black, and continuously banburying for 3min; adding zinc oxide and plasticizer, and banburying for 3min; finally, adding second carbon black, continuously carrying out banburying for 2min, and carrying out rubber discharge at 140 ℃ after the banburying is finished to obtain first rubber compound; standing the first rubber compound for 6 hours at the temperature of 35 ℃;
s2: and (3) putting the parked first rubber compound, sulfur and an accelerator into an open mill, mixing at the temperature of 70 ℃, standing the obtained final rubber compound at room temperature for 13 hours, and vulcanizing at the temperature of 145 ℃ and under the pressure of 15MPa for 1 hour to obtain the aircraft tire triangular rubber.
Example 2
The invention relates to an embodiment of an aviation tire apex, which comprises the following components in parts by weight: 5 parts of cis-butadiene rubber, 95 parts of cis-isoprene rubber and 0.5 part of trans-isoprene rubber75 parts of carbon black, 11 parts of an active agent, 3.5 parts of a protective agent, 3 parts of sulfur, 2 parts of an accelerator and 2 parts of a plasticizer; wherein the carbon black is composed of 45 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 30 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 (vii) performing ethanol absorption compression by 110 cm/100 g;
the plasticizer is liquid butadiene rubber, and the weight average molecular weight of the liquid butadiene rubber is 1 ten thousand.
The number average molecular weight of the cis-isoprene rubber is 15 ten thousand, the content of cis-1,4 is more than or equal to 96 percent, and the molecular weight distribution is 1.0.
The trans-isoprene rubber has a weight average molecular weight of 15 ten thousand, a content of trans-1,4 of more than or equal to 98 percent and a molecular weight distribution of 1.0.
The number average molecular weight of the butadiene rubber is 10 ten thousand, the content of cis 1,4 is more than or equal to 96 percent, and the molecular weight distribution is 1.0.
The protectant consists of 2.0 parts by weight 4020 and 1.5 parts by weight HTS;
the accelerant is NS;
the activator consists of 6 parts by weight of zinc oxide, 4 parts by weight of stearic acid and 1 part by weight of soy protein.
The preparation method of the aviation tire apex rubber comprises the following steps:
s1: putting the cis-butadiene rubber, the cis-isoprene rubber and the trans-isoprene rubber into an internal mixer, and internally mixing for 3min at the temperature of 70 ℃ and the rotating speed of 20 rpm; then adding a protective agent, stearic acid and first carbon black, and continuously banburying for 4min; adding zinc oxide and plasticizer, and banburying for 4min; finally, adding second carbon black, continuously carrying out banburying for 4min, and carrying out rubber discharge at 120 ℃ after the banburying is finished to obtain first rubber compound; standing the first dense rubber for 4 hours at the temperature of 20 ℃;
s2: and (3) putting the parked first rubber compound, sulfur and an accelerator into an open mill, mixing at the temperature of 80 ℃, standing the obtained final rubber compound for 13 hours at room temperature, and vulcanizing at the temperature of 155 ℃ and under the pressure of 20MPa for 1 hour to obtain the aircraft tire apex rubber.
Example 3
The invention relates to an embodiment of an aviation tire apex, which comprises the following components in parts by weight: 20 parts of butadiene rubber, 80 parts of cis-isoprene rubber, 0.5 part of trans-isoprene rubber, 73 parts of carbon black, 7 parts of an active agent, 3.5 parts of a protective agent, 2.5 parts of sulfur, 1.5 parts of an accelerator and 3 parts of a plasticizer; wherein the carbon black is composed of 45 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 28 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 (vii) performing ethanol absorption compression by 110 cm/100 g;
the plasticizer is liquid butadiene rubber, and the weight average molecular weight of the liquid butadiene rubber is 5 ten thousand.
The number average molecular weight of the cis-isoprene rubber is 40 ten thousand, the content of cis-1,4 is more than or equal to 96 percent, and the molecular weight distribution is 2.8.
The trans-isoprene rubber has a weight average molecular weight of 32 ten thousand, a content of trans-1,4 of more than or equal to 98 percent and a molecular weight distribution of 2.6.
The number average molecular weight of the butadiene rubber is 35 ten thousand, the content of cis 1,4 is more than or equal to 96 percent, and the molecular weight distribution is 3.0.
The protective agent consists of 2 parts by weight of RD and 1.5 parts by weight of 4020;
the accelerator consists of 0.5 parts by weight of NS and 1 part by weight of DTDM;
the active agent consists of 4 parts by weight of zinc oxide, 2 parts by weight of stearic acid and 1 part by weight of soy protein.
The preparation method of the aviation tire apex comprises the following steps:
s1: putting the cis-butadiene rubber, the cis-isoprene rubber and the trans-isoprene rubber into an internal mixer, and internally mixing for 1min at the temperature of 90 ℃ and the rotating speed of 20 rpm; then adding a protective agent, stearic acid and first carbon black, and continuously banburying for 1min; adding zinc oxide and plasticizer, and banburying for 1min; finally, adding second carbon black, continuously carrying out banburying for 1min, and carrying out rubber discharge at 160 ℃ after the banburying is finished to obtain first rubber compound; standing the first dense rubber for 1h at the temperature of 50 ℃;
s2: and putting the parked first rubber compound, sulfur and an accelerator into an open mill, mixing at the temperature of 80 ℃, standing the obtained final rubber compound at room temperature for 13 hours, and vulcanizing at the temperature of 135 ℃ and under the pressure of 5MPa for 1 hour to obtain the aircraft tire triangular rubber.
Example 4
The only difference between the embodiment and the embodiment 1 of the aviation tire apex rubber is as follows: the carbon black is composed of 48.2 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 26.8 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 And/g, the compressed oil absorption value is 110 cm/100 g.
Example 5
The only difference between the embodiment of the aviation tire apex disclosed by the invention and the embodiment 1 is as follows: the carbon black is composed of 50 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 25 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 /g, the compressed oil absorption value is 110 cm/100 g.
Example 6
The only difference between the embodiment of the aviation tire apex disclosed by the invention and the embodiment 1 is as follows: the carbon black was composed of 51.5 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 23.5 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 And/g, the compressed oil absorption value is 110 cm/100 g.
Example 7
The only difference between the embodiment of the aviation tire apex disclosed by the invention and the embodiment 1 is as follows: the carbon black is composed of 53.57 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 21.43 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 And/g, the compressed oil absorption value is 110 cm/100 g.
Comparative example 1
This comparative example prepared a tire apex according to the formulation and method of example 1 of patent application No. 201110062382.7.
Comparative example 2
This comparative example prepared a tire apex according to the formulation and method of example 1 of patent application No. 201110062386.5.
Comparative example 3
The tire apex is prepared according to the formula and the method of the universal apex in the patent application number 201110062386.5.
Comparative example 4
The invention relates to a comparative example of an aviation tire apex, which is only different from example 1 in that: the carbon black is composed of 37.5 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 37.5 parts of a second carbon black 2 (iv) ethanol absorption compressed by 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 And/g, the compressed oil absorption value is 110 cm/100 g.
Comparative example 5
The invention relates to a comparative example of an aviation tire apex, which is only different from example 1 in that: the carbon black was composed of 56.25 parts of a first carbon black having a nitrogen-adsorbing specific surface area of 165m and 18.75 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 And/g, the compressed oil absorption value is 110 cm/100 g.
Comparative example 6
The invention relates to a comparative example of an aviation tire apex, which is only different from example 1 in that: the carbon black is composed of 45 parts of a first carbon black having a nitrogen adsorption specific surface area of 165m and 30 parts of a second carbon black 2 (vii)/g, compressed oil absorption value is 75 cm/100 g; the second carbon black was carbon black 375, and the nitrogen adsorption specific surface area of the carbon black 375 was 102m 2 And/g, the compressed oil absorption value is 108 cm/100 g.
Comparative example 7
The invention relates to a comparative example of an aviation tire apex, which is only different from example 1 in that: the carbon black consists of 45 parts of first carbon black and 30 parts of second carbon black, wherein the first carbon black is carbonBlack 134, carbon black 134 having a nitrogen adsorption specific surface area of 130m 2 (vii)/g, compressed oil absorption value is 128 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black was 90m 2 And/g, the compressed oil absorption value is 110 cm/100 g.
Effect example 1
The properties of the aviation tire apex obtained in examples 1 to 7 and comparative examples 1 to 7 were measured, and the results are shown in Table 1 below.
TABLE 1
As can be seen from Table 1, the tire apex obtained in the examples 1-7 of the invention has excellent fatigue resistance and low heat buildup property at room temperature, and the number of 1-level flex cracks at room temperature can reach 4.9 ten thousand; and has better performance at 125 ℃; the scorching time is 24-31min, the tensile strength is 18.4-21.2MPa, the elongation at break is 234-295%, the 100% stress at definite elongation is 5.8-6.6MPa, and the drawing force of a single steel wire is 403-524N.
Finally, it should be noted that the above embodiments are intended to illustrate the technical solutions of the present invention and not to limit the scope of the present invention, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.
Claims (10)
1. The aircraft tire apex is characterized by comprising the following components in parts by weight: 5-20 parts of butadiene rubber, 80-95 parts of cis isoprene rubber, 0.5-3 parts of trans isoprene rubber, 60-80 parts of carbon black, 6-15 parts of an active agent, 2-10 parts of a protective agent, 1-4 parts of sulfur, 0.4-2 parts of an accelerator and 2-5 parts of a plasticizer; wherein the carbon black is composed of a first carbon black and a second carbon black, and the nitrogen adsorption specific surface area of the first carbon black is more than 160m 2 (ii) thin-wall flowering under reduced oil absorption value < 80 cm/100 g; the nitrogen adsorption specific surface area of the second carbon black is less than 100m 2 (vii) urging towards a compressed oil absorption value of > 100 cm/100 g; the mass ratio of the first carbon black to the second carbon black is 1.5-2.5:1.
2. the aircraft tire apex of claim 1, wherein the mass ratio of the first carbon black to the second carbon black is from 1.8 to 2.2:1.
3. the aircraft tire apex of claim 1 wherein said plasticizer is a liquid butadiene rubber having a weight average molecular weight of from 1 to 5 ten thousand.
4. The aircraft tire apex as claimed in claim 1, wherein the cis-isoprene rubber has a number average molecular weight of 15 to 40 ten thousand, a cis-1,4 content of not less than 96%, and a molecular weight distribution of 1.0 to 2.8.
5. The aircraft tire apex as claimed in claim 1, wherein the trans-isoprene rubber has a weight average molecular weight of 15-32 ten thousand, a trans-1,4 content of not less than 98%, and a molecular weight distribution of 1.0-2.6.
6. The aircraft tire apex as claimed in claim 1, wherein the number average molecular weight of the butadiene rubber is 10 to 35 ten thousand, the content of cis 1,4 is not less than 96%, and the molecular weight distribution is 1.0 to 3.
7. The aircraft tire apex of claim 1, said protectant being at least one of 2,2,4-trimethyl-1,2-dihydroquinoline polymer, N- (1,3-dimethyl) butyl-N '-phenyl-p-phenylenediamine, acetone-diphenylamine high temperature condensate, N-cyclohexylthiophthalimide, S' -1,6-hexanediol disodium salt thiosulfate.
8. The aircraft tire apex of claim 1 wherein said accelerator is at least one of N-tert-butyl-2-benzothiazolesulfenamide, N-dicyclohexyl-2-benzothiazolesulfenamide, 4,4' -dimorpholinodidisulfide.
9. The aircraft tire apex of claim 1 wherein said active agent is at least one of zinc oxide, stearic acid, soy protein.
10. A method of making an aircraft tire apex as claimed in any one of claims 1 to 9, comprising the steps of:
s1: adding butadiene rubber, cis-isoprene rubber and trans-isoprene rubber into an internal mixer, carrying out internal mixing, then adding a protective agent, an active agent and first carbon black, adding a plasticizer, carrying out the internal mixing, finally adding second carbon black, carrying out the internal mixing continuously, and discharging rubber to obtain first rubber compound;
s2: and (3) putting the first dense rubber, sulfur and an accelerator into an open mill, mixing, standing the obtained final rubber, and vulcanizing to obtain the aircraft tire triangular rubber.
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