All-steel radial tire bead structure

Abstract

The application relates to the technical field of tire production, and particularly discloses a full-steel radial tire bead structure, which comprises a body layer, a bead, a steel wire reinforcing layer, an inner liner and a sidewall layer; the steel wire reinforcing layer and the inner liner are arranged in parallel between the body layer and the sidewall layer, and the turnup of the steel wire reinforcing layer is opposite to one end of the inner liner, so that the turnup of the steel wire reinforcing layer and the inner liner are in the same plane; the body layer and the sidewall layer and the steel wire reinforcing layer and the inner liner form a composite layer structure and are wrapped outside the bead; the inner liner and the double-turnup steel wire cover cloth are positioned in a flat design, the transition of the bead part is improved, and the transition point is eliminated; after the material of the bead part is changed into the flat design, there is no obvious transition point from the center of the material to the sidewall edge part, the tire body pressing speed can be accelerated, and the single tire efficiency is improved; the appearance design defects such as the bead opening bubble and the inner liner bubble are effectively solved from the design root, and the product durability is improved.

Description

Technical Field

[0001] This invention relates to the field of tire manufacturing technology, and more specifically, to a bead structure for an all-steel radial tire. Background Technology

[0002] Currently, there are two main forms of steel wire reinforcement in all-steel radial tires: single-sided flat rubber sheet and single-sided rubber sheet edge wrapping. Based on market demand and finite element analysis, double-sided steel wire reinforcement provides better bead performance. The edge wrapping structure better disperses structural stress and prevents premature damage. Therefore, tires using double-sided steel wire reinforcement have emerged. However, the transition at the ends of the double-sided steel wire reinforcement is large. Following traditional material distribution design, production faces the following challenges affecting tire quality and production: 1. Impact of the pressing process: Using traditional designs, there is a transition point of approximately 6-7mm thickness at the inner end of the steel wire reinforcement. Due to the presence of the edge wrapping rubber sheet, a sealed space is formed, preventing the complete removal of air between the tire carcass and the inner liner during the tire rolling sequence; 2. Impact on tire blank quality. After the tire body is bonded, air cannot be expelled in time, causing local or circumferential air bubbles in the inner lining of the tire blank. Simultaneously, air bubbles are prone to occur at transition points, resulting in substandard tire blank quality and hindering mass production. 3. Impact on worker labor intensity: Operators need to repair each tire blank and expel air from the trapped areas, leading to high labor intensity. 4. Impact on production efficiency: Using double-layer steel wire-wrapped products requires a reduced pressing speed to improve the pressing effect; the rolling time for the tire body is approximately 15 seconds, which is 7-8 seconds longer than traditional structures. Summary of the Invention

[0003] The present invention aims to at least partially solve one of the technical problems in the related art.

[0004] Therefore, embodiments of the present invention propose an all-steel radial tire bead structure to improve tire grip, wear resistance, and noise reduction.

[0005] According to an embodiment of the present invention, an all-steel radial tire bead structure includes: a carcass layer, a bead, a steel wire reinforcement layer, an inner liner layer, and a sidewall layer; the steel wire reinforcement layer and the inner liner layer are arranged side by side between the carcass layer and the sidewall layer, and the edge of the steel wire reinforcement layer is opposite to one end of the inner liner layer, so that the edge of the steel wire reinforcement layer and the inner liner layer are on the same plane;

[0006] The carcass layer and the sidewall layer, together with the steel wire reinforcement layer and the inner liner layer, form a composite layer structure that wraps around the outside of the tire bead.

[0007] Compared with the prior art, the advantages of this invention are that it optimizes the positioning design of the components: when using double-edged steel wire wrapping, the bead material design is rematched, and the inner liner and the double-edged steel wire wrapping are positioned in a flat design, which improves the transition of the bead area and reduces the number of transition points in the bead area from 2 (the end point of the inner liner and the inner end point of the steel wire wrapping) to 0.

[0008] Improved production efficiency: After the bead material is redesigned to be laid flat, there is no obvious transition point from the center of the material to the edge of the tire sidewall, which can speed up the tire body pressing speed and improve the efficiency of a single tire.

[0009] Quality Improvement: Effectively address appearance design defects such as air bubbles at the inlet and lining from the design source, thereby improving product durability.

[0010] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the steel wire reinforcing layer is a structure with double-sided rubber edging.

[0011] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the positions where the steel wire reinforcing layer is wrapped at both ends form transition points, and the thickness at the transition points is 6-7mm.

[0012] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the edge of the inner liner is opposite to the edge of the steel wire reinforcement layer, the mating area is fully filled with material, and the top plane of the inner liner is flush with the top end face of the transition point of the steel wire reinforcement layer.

[0013] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, after the composite layer structure wraps around the bead, the inner liner and the steel wire reinforcement layer correspond to the inner and outer wall sides of the bead, respectively.

[0014] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the steel wires of the steel wire reinforcement layer are steel wires with non-tensile properties.

[0015] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the steel wire reinforcement layer is made of multiple steel wire strands twisted at a certain pitch, and each steel wire is made of multiple fine steel wires twisted at a certain pitch. The tensile strength of the steel wire material in the steel wire reinforcement layer is above 1700N.

[0016] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the diameter of the steel wire in the steel cord of the steel wire reinforcement layer is in the range of 1.0mm to 1.35mm.

[0017] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, the 100% modulus of the rubber coating outside the steel cord of the steel wire reinforcement layer is in the range of 0.5MPa to 4.5MPa.

[0018] In the preferred embodiment of the above-mentioned all-steel radial tire bead structure, a reinforcing fabric layer is provided inside the steel wire reinforcing layer; the reinforcing fabric layer also covers the inner liner layer, and the inner liner layer overlaps with the tire sidewall.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Other features and aspects of this disclosure will become clearer from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0020] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the bead structure of an all-steel radial tire.

[0022] Figure 2 This is a schematic diagram of the all-steel radial tire bead structure in its flat state.

[0023] Figure 3 This is a schematic diagram of the steel wire reinforcement layer in the bead structure of the all-steel radial tire shown.

[0024] Figure label:

[0025] 1. Carcass layer; 2. Bead layer; 3. Steel wire reinforcement layer; 4. Inner liner layer; 5. Sidewall layer. Detailed Implementation

[0026] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] As described in the background technology, construction design based on traditional material distribution presents the following challenges affecting tire quality and production: 1. Impact of the lamination process: Using traditional designs, there is a transition point of approximately 6-7mm thickness at the inner end of the steel wire overlay. Due to the presence of the edge-wrapping rubber, a sealed space is formed, preventing the complete removal of air between the tire carcass and the inner liner during the tire carcass rolling sequence. 2. Impact of tire blank quality: After lamination, the inability to expel air in time leads to localized or circumferential air bubbles in the tire blank's inner liner. Furthermore, bead bubbles are prone to occur at transition points, resulting in substandard tire blank quality and hindering mass production. 3. Impact of worker workload: Operators need to repair each tire blank to remove air from trapped areas, resulting in high labor intensity. 4. Impact of production efficiency: Using double-layer steel wire overlay products requires a reduced lamination speed to improve the lamination effect, resulting in a tire carcass rolling time of approximately 15 seconds, which is 7-8 seconds longer than traditional structures.

[0028] Reference Figure 1-3 As shown, a structure of an all-steel radial tire bead 2 according to an embodiment of this application includes: a carcass layer 1, a bead 2, a steel wire reinforcing layer 3, an inner liner layer 4, and a sidewall layer 5; the steel wire reinforcing layer 3 and the inner liner layer 4 are arranged side by side between the carcass layer 1 and the sidewall layer 5, and the edge of the steel wire reinforcing layer 3 is opposite to one end of the inner liner layer 4, so that the edge of the steel wire reinforcing layer 3 and the inner liner layer 4 are on the same plane;

[0029] The carcass layer 1 and the sidewall layer 5, together with the steel wire reinforcement layer 3 and the inner liner layer 4, form a composite layer structure that wraps around the outside of the bead 2.

[0030] Compared with the prior art, the advantages of this invention are that it optimizes the positioning design of the components: when using double-edged steel wire wrapping, the bead material design is rematched, and the inner liner 4 and the double-edged steel wire wrapping are positioned in a flat design, which improves the transition of the bead 2 part and reduces the number of transition points of the bead 2 part from 2 (end point of inner liner 4, inner end point of steel wire wrapping) to 0.

[0031] Improved production efficiency: After the bead material is redesigned to be laid flat, there is no obvious transition point from the center of the material to the edge of the tire sidewall, which can speed up the tire body pressing speed and improve the efficiency of a single tire.

[0032] Quality Improvement: Effectively address appearance design defects such as air bubbles at the inlet and lining from the design source, thereby improving product durability.

[0033] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, the steel wire reinforcing layer 3 is a double-sided rubber-coated structure.

[0034] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, transition points are formed at the edges of both ends of the steel wire reinforcing layer 3, and the thickness at the transition points is 6-7mm.

[0035] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, the edge of the inner liner 4 is opposite to the edge of the steel wire reinforcement layer 3, the mating area is fully filled with material, and the top plane of the inner liner 4 is flush with the top end face of the transition point of the steel wire reinforcement layer 3.

[0036] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, after the composite layer structure wraps around the bead 2, the inner liner 4 and the steel wire reinforcement layer 3 correspond to the inner and outer wall sides of the bead 2, respectively.

[0037] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, the steel wires of the steel wire reinforcement layer 3 are steel wires with non-tensile properties.

[0038] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, the steel wire reinforcing layer 3 is made of multiple steel wire strands twisted at a certain pitch, and each steel wire is made of multiple fine steel wire strands twisted at a certain pitch. The tensile strength of the steel wire material in the steel wire reinforcing layer 3 at break is above 1700N.

[0039] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, the diameter of the steel wire in the steel wire reinforcing layer 3 is in the range of 1.0mm to 1.35mm.

[0040] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, the 100% modulus of the rubber coating outside the steel cord of the steel wire reinforcing layer 3 is in the range of 0.5MPa to 4.5MPa.

[0041] In the preferred embodiment of the above-mentioned all-steel radial tire bead 2 structure, a reinforcing fabric layer is provided inside the steel wire reinforcing layer 3; the reinforcing fabric layer also covers the inner liner 4, and the inner liner 4 overlaps with the tire sidewall.

[0042] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0044] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0045] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0046] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0047] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A bead structure for an all-steel radial tire, characterized in that, include: Carcass, bead, steel wire reinforcement, inner liner, and sidewall; The steel wire reinforcement layer and the inner liner layer are arranged side by side between the carcass layer and the sidewall layer, and the edge of the steel wire reinforcement layer is opposite to one end of the inner liner layer, so that the edge of the steel wire reinforcement layer and the inner liner layer are on the same plane. The carcass layer and the sidewall layer together with the steel wire reinforcement layer and the inner liner layer form a composite layer structure, which is wrapped around the outside of the bead. The steel wire reinforcement layer has a double-sided film-wrapped structure; The edge of the inner lining layer is opposite to the edge of the steel wire reinforcement layer, the mating area is fully filled with material, and the top plane of the inner lining layer is flush with the top end face of the transition point of the steel wire reinforcement layer. A reinforcing fabric layer is provided on the inner side of the steel wire reinforcing layer, and the reinforcing fabric layer also covers the inner liner layer, which overlaps with the tire sidewall.

2. The all-steel radial tire bead structure according to claim 1, characterized in that, The steel wire reinforcement layer forms transition points at both ends of the edge, and the thickness at the transition points is 6~7mm.

3. The all-steel radial tire bead structure according to claim 1, characterized in that, After the composite layer structure wraps around the tire bead, the inner liner and the steel wire reinforcement layer correspond to the inner and outer wall sides of the tire bead, respectively.

4. The all-steel radial tire bead structure according to claim 3, characterized in that, The steel wire used in the steel wire reinforcement layer is non-tensile steel wire.

5. The all-steel radial tire bead structure according to claim 3, characterized in that, The steel wire reinforcement layer is made of multiple steel wire strands twisted at a certain pitch. Each strand of steel wire is made of multiple thin steel wires twisted at a certain pitch. The tensile strength of the steel wire material in the steel wire reinforcement layer is above 1700N.

6. The all-steel radial tire bead structure according to claim 3, characterized in that, The diameter of the steel wires in the steel wire reinforcing layer is in the range of 1.0mm to 1.35mm.

7. The all-steel radial tire bead structure according to claim 3, characterized in that, The 100% modulus of the adhesive coating outside the steel wire cord of the steel wire reinforcement layer is in the range of 0.5MPa to 4.5MPa.

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