Mining heavy load radial tire with reduced low-pressure load circle separation and preparation process thereof

Abstract

The application discloses a mine heavy-load radial tire with reduced bead separation under low pressure bearing and a preparation process thereof, and belongs to the technical field of radial tires. The application redesigns the structure of a bead portion, the design standard of a skeleton material and rubber compound of the tire bead portion, and a preparation process, so that the tire bead portion can still be well seated on a rim under low pressure, and stress can still be uniformly dispersed, stability of the overall structure is ensured, and occurrence of abnormal deformation or delamination of the tire bead is greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of radial tire technology, specifically to a heavy-duty radial mining tire that reduces bead separation under low-pressure loads and its manufacturing process. Background Technology

[0002] Currently, heavy-duty radial tires used in the mining market generally suffer from low tire pressure due to high management difficulty and costs, leading to delamination of the rim due to pressure from the wheel rim. Domestic manufacturers currently have shortcomings in the design, application, and production processes of low-pressure load-bearing technology for heavy-duty radial tires, resulting in frequent rim delamination and premature tire removal during actual use. Chinese invention patent CN108116165A discloses a pneumatic radial tire that improves low-pressure, high-load durability performance. The tire carcass includes a first carcass ply, a second carcass ply, and a third carcass ply. The first and second carcass plys are reverse-wrapped, while the third carcass ply is forward-wrapped. The reverse-wrapped endpoint height of the first carcass ply is (0.45–0.55)SH, the reverse-wrapped endpoint height of the second carcass ply is (0.35–0.45)SH, and the forward-wrapped endpoint of the third carcass ply is located within 5mm above and below the tire toe position, where SH is the tire section height. This patent improves the low-pressure, high-load durability of tires by adjusting the thickness of the airtight layer, changing the tire carcass ply structure, and limiting the size range. This invention, however, improves the low-pressure load-bearing durability of tires by addressing the design standards of the bead structure, the tire bead skeleton material and rubber compound, as well as the manufacturing process. Summary of the Invention

[0003] The technical problem to be solved by this invention is to overcome the shortcomings of the prior art and provide a mining heavy-duty radial tire and its manufacturing process that reduces bead delamination under low pressure load. The design standards and manufacturing process of the bead structure, tire bead skeleton material and rubber compound are redesigned so that the tire bead can still sit well on the rim under low air pressure conditions and the force can still be evenly distributed, ensuring the stability of the overall structure and greatly reducing the occurrence of abnormal deformation or delamination of the bead.

[0004] The technical solution of this invention is as follows:

[0005] On one hand, this invention provides a heavy-duty radial mining tire that reduces bead pull-out under low-pressure loads. A hard rubber core is positioned at the top of the bead wire ring, and a soft rubber core is positioned on top of the hard rubber core. The hard and soft rubber cores overlap each other, thereby achieving a transition in strength from the relatively rigid bead wire ring to the tire sidewall through the thickness variation of the two components from bottom to top. A load-bearing tire carcass and a reverse-wrapping tire carcass are positioned outside the bead wire ring, hard rubber core, and soft rubber core. The load-bearing tire carcass is the main skeleton material that bears air pressure and also shares some of the impact force from the tire tread. The reverse-wrapping tire carcass is an outer extension of the load-bearing tire carcass. The longer portion, after wrapping around the bead wire ring, wraps back to form a double-skeleton structure with the supporting tire carcass. The strength gradually decreases upwards through the variation in rubber thickness between the two layers of tire carcass from the bead wire ring to the sidewall. A buffer sheet is placed at the bottom of the bead wire ring. A bead wire reinforcement layer is placed on the outside of the supporting tire carcass and the wrapped tire carcass, with cross-woven nylon fabric covering the inner end of the bead wire reinforcement layer. A bead protector rubber layer is placed on the outside of the bead wire reinforcement layer. This bead protector rubber wraps around the bead portion and is in direct contact with the rim; the rubber in this position has good... Excellent wear resistance and high hardness resist rim wear and compression, protecting the stability of the rim structure; an inner liner is provided at the inner end of the rim protector rubber, with the lower end of the inner liner located between the inner end of the rim protector rubber and the bead wire reinforcement layer, covering the cross-woven nylon fabric and the load-bearing tire carcass; a protective fabric rubber is provided at the reverse tire carcass, with the lower end of the protective fabric rubber covering the outer end of the bead wire reinforcement layer, and the protective fabric rubber is located between the rim protector rubber and the reverse tire carcass, above the bead wire reinforcement layer, filling the space between the rim protector rubber and the reverse tire carcass. Rubber filling and fabric wrapping protect the ends of the bead steel wire reinforcement layer, preventing the ends from contacting the bead wrapping and causing delamination. At the same time, the fabric wrapping provides a certain buffering performance, buffering and eliminating the rim compression force and tire carcass deformation shear force on the bead wrapping. The sidewall rubber is set above the outer end of the bead wrapping, covering the outer ends of the bead wrapping and fabric wrapping. The sidewall rubber is above the bead wrapping and outside the fabric wrapping. The sidewall rubber has good flexural resistance and lower strength, realizing the transition from high strength to low strength from the bead to the sidewall.

[0006] Preferably, the cross-woven nylon fabric is formed by two layers of inner and outer coated nylon fabrics that are staggered vertically. The upper and lower ends of the inner coated nylon fabric covering the inner end of the steel wire reinforcing layer are lower than the upper and lower ends of the outer coated nylon fabric. The angle between the two coated nylon fabrics is 45°-55° and the bonding direction is opposite, forming a mesh structure in the overlapping area, which greatly improves the strength. At the same time, the staggered bonding of the two coated nylon fabrics can achieve a transition of strength and avoid stress concentration at the end points.

[0007] Preferably, the bonding direction of the steel wire reinforcing layer is the same as that of the outer rubber-coated nylon fabric, with an angle of 25°-35°, so as to form a double cross structure with the cross nylon wrapping fabric, further improving the strength of the loop.

[0008] Preferably, the bead wire ring is a special-shaped ring with a trapezoidal upper part and an arc-shaped lower part. Under the condition of low tire pressure and high load, the arc-shaped bottom of the bead wire ring can provide a certain deflection space for the bottom of the bead and keep it deformed synchronously with the load-bearing tire body, while the upper trapezoidal structure can ensure its stable combination with the hard rubber core.

[0009] Preferably, the hard rubber core has a Shore hardness of A75-85, and the soft rubber core has a Shore hardness of A60-70.

[0010] Preferably, the tire bead base width c = W0 × ρ, in mm, where W0 is the standard fit width of the rim to which the tire is matched, and the coefficient ρ = 0.18 to 0.2. This width affects the area on which the tire sits on the rim. Under low pressure, the base width needs to be appropriately widened to ensure that the rim still provides sufficient vertical support to the tire bead under low pressure. The toe seal boss width b = c × σ, in mm, with the coefficient σ = 0.20 to 0.26. This width is mainly to ensure that the tire bead can still be in an interference fit with the rim when there is a lifting phenomenon under low pressure, thus ensuring air pressure sealing and keeping the tire bead under force. The platform width of the toe seal boss... The unit is mm, and the coefficient is... The platform width primarily affects the area of ​​the interference fit with the rim, and also influences the ease of tire loading and unloading. The angle α between the bead base and the standard rim, α = 5 + ψ, in degrees, with a coefficient ψ = 1.5° to 3°, affects the vertical amount of the interference fit between the bead and the rim, ensuring that the vertical interference remains appropriate under low pressure conditions without causing difficulty in tire installation. The width s = c × ω, in mm, of the hard rubber core at the horizontal plane of the bead wire ring, with a coefficient ω = 0.50 to 0.55, determines the transition from the absolute stiffness of the bead wire ring to the rigidity of the rubber compound. Under low pressure, the bead deforms significantly, increasing the rigidity requirements. Therefore, it is necessary to increase the width of the connection between the bottom of the hard rubber core and the bead wire ring to ensure... The strength of the bead root; the thickness of the outer protective ring rubber at the horizontal plane of the bead wire ring, t = c × ξ, in mm, with a coefficient ξ = 0.14~0.18. The thickness of the protective ring rubber at this position mainly serves as an anti-wear buffer when the rim squeezes the bead under low pressure. If the thickness is too large, the bead wire ring will move inward, causing the bead wire ring to shift under force. If it is too small, the outer protective ring rubber may be deformed and peeled off by the rim. The thickness of the inner liner layer at the horizontal plane of the bead wire ring, u = c × δ, in mm, with a coefficient δ = 0.10~0.15. The thickness of the liner layer at this position mainly ensures that when the bead deforms greatly under low pressure, the inner rubber material (airtight layer and isolation layer) is not easily stretched and torn when it is in a stretched state. The angle β between the tire bead and the mating plane of the rim is 5 + ψ, in degrees, with a coefficient ψ = 1.5° to 3°. Under low pressure, the tire bead deflects outward around the bead wire ring. A suitable angle ensures that there is still a buffer space between the tire bead and the rim, preventing strong compression of the bead and thus preventing it from tearing. If the angle is too large, the clearance between the rim and the bead protector will be large, resulting in greater deformation of the bead and increased internal shear force. The distance from the rim edge to the tire bead is v = c × γ, in mm, with a coefficient γ = 0.25 to 0.33. When the tire reciprocates under load, the tire bead area will deform. If the v value is too small, the rim edge will easily squeeze the tire bead, causing cuts and cracks, or even cutting through the internal skeleton material. If the v value is too large... If the gap between the tire bead and the rim is too large, there will be a significant gap. Under a large impact, the tire bead will not be supported by the rim and will be prone to large deformation, resulting in excessive internal shear force. This can easily lead to internal delamination and cracking during reciprocating motion. The thickness of the tire body at the contact point between the tire bead and the rim arc is y = c × ε, in mm, with a coefficient ε = 0.24 to 0.30. This position is the contact point with the rim and will be subject to significant pressure from the rim, causing rubber accumulation. This point also serves as a fulcrum for the deformation of the tire body, affecting the distribution of stress and strain. Therefore, the thickness at this position needs to be designed reasonably. If it is too small, the rubber will not provide sufficient buffer for the tire body; if it is too thick, the tire body will deform, and the stress will cause large deformation of the tire body, leading to interface delamination and damage.The thickness of the rubber coating on the protective ring at the assembly line is o = t × ζ, in mm, with a coefficient ζ = 1.4–1.6. The assembly line location is highly susceptible to pressure from the wheel rim flange under low pressure or heavy loads. Therefore, this invention optimizes this parameter to ensure that this location can withstand the pressure and cutting of the wheel rim flange under low pressure. The thickness of the rubber coating on the protective fabric at the assembly line is p = o × η, in mm, with a coefficient η = 1.1–1.3. This location is subject to pressure from the wheel rim under low pressure or heavy loads and requires good cushioning performance to alleviate the transmission of force from the protective ring coating to the reinforcing tire body, disperse the force, and prevent delamination between the tire carcass steel wires and the rubber compound. The distance q between the centerline of the bearing tire body and the centerline of the reinforcing tire body at the assembly line is q = p × ι, in mm. mm, coefficient ι = 1.3~1.5. This location is subjected to rim compression under low pressure or heavy load, therefore the distance between the load-bearing tire carcass and the reinforcing tire carcass will change the rigidity at this location. Maintaining appropriate rigidity is necessary; too small or too large a distance will cause stress concentration points in this area. The thickness of the inner liner at the assembly line is r = u × κ, in mm, with a coefficient κ = 1.2~1.3. The thickness of the inner liner at this location mainly ensures sufficient redundancy under low pressure and large rim deformation, allowing the inner rubber material to be in a stretched state, guaranteeing good airtightness under high pressure and preventing high-temperature oxygen from easily penetrating the tire carcass wires. The distance from the upper plane of the bead wire to the horizontal plane of the rim's engagement diameter... The height of the bead wire, e1 = c × λ, in mm, with a coefficient λ = 0.6–0.75, serves as the horizontal line for bead deformation. This height must balance the force on the bead base to stabilize the bead wire. Too small or too large a height will cause the bead wire to shift and deform inwards or circumferentially during contact with the rim. The thickness of the rubber material under the reinforcing layer at the center of the bead wire, x = e1 × μ, in mm, with a coefficient μ = 0.16–0.18, is the protective bead coating. This material directly contacts the rim and provides wear resistance and cushioning. Excessive thickness will result in an excessive distance between the bead wire and the rim, making the bead wire prone to large deformation. If the rubber layer is too thin, it will not provide adequate protection and cushioning for the tire bead wire, leading to delamination at that location. The thickness of the rubber layer (i.e., the buffer layer) between the bottom of the tire bead wire center and the load-bearing tire carcass is w = x × ν, in mm, with a coefficient ν = 0.3 to 0.5. This rubber layer serves as a buffer between the tire bead wire and the load-bearing tire carcass. Under high loads, the tire carcass is under tension, while the tire bead wire is essentially rigid. The rubber layer between the tire carcass and the tire bead wire is compressed. If there is too little rubber layer at this location, it will cause wear on the wires of the tire carcass and the tire bead wire, and may even lead to the breakage of the tire carcass wires. If it is too thick, it will cause excessive radial stretching of the tire carcass, resulting in excessive crown deformation and delamination.The height d = e1 + τ, in mm, from the outer end of the bead wire reinforcement layer to the horizontal line where the rim mating diameter is located, with a coefficient τ = 10~15, determines the reinforcing effect of the bead wire reinforcement layer on the rim. Under low pressure, the rim needs sufficient strength to resist large deformations, so the height design at this position is very important. If the height is too high, the end will be in the area of ​​contact and compression with the rim, which is very easy to cause a failure point. If it is too low, it will not play a reinforcing role, and under low pressure, it is easy for the tire heel to be peeled off from the end position. The height e2 = e1 + υ, in mm, from the contact point between the bead ring rubber and the rim arc to the horizontal line where the rim mating diameter is located, with a coefficient υ = 18~22, can be determined by... This is achieved by adjusting the bead arc. The height of this position determines the stress area on the outer side of the bead. Under low pressure, the outer area needs to withstand more compressive force. Therefore, the contact area with the rim determines the degree of interference fit between the tire and the rim. If this position is too high, it will result in excessive interference fit, which can easily cause bead cuts. If this position is too low, it will result in insufficient stress area on the bead, leading to large bead deformation and significant internal shear deformation in the upper part of the bead, resulting in a risk of delamination. The height of the lower end of the sidewall rubber from the horizontal line where the rim contact diameter is located is f = h0 + χ, in mm, where h0 is the standard value of the rim flange height, and the coefficient χ = ​​17~22. The height of this position is related to the transmission of bead force to the sidewall. The transition between the bead and sidewall rubber is crucial. Under low pressure, the bead deforms significantly. If this position is too high, the bead's flexibility is limited, hindering the effective transfer of force to the tire sidewall. If it's too low, it can lead to cuts from the rim edge. The height of the outer end of the bead wrap from the horizontal line where the rim's contact diameter is located, g = f + γ1 (in mm), with a coefficient γ1 = 35-45, is related to the transition of force from the bead to the tire sidewall. Under low pressure, the bead deforms significantly. If this position is too high, the bead's strength is too high, leading to excessive force transfer to the tire sidewall, even reaching the tire shoulder area, potentially causing excessive shoulder shear force. If it's too low, the transition area between the bead wrap and the sidewall rubber is too small, resulting in a large strength gradient and making it prone to damage to the sidewall rubber and sidewall rubber. The joint area of ​​the bead protector rubber coating causes stress concentration; the height of the lower end of the inner rubber-coated nylon cloth from the horizontal line where the rim mating diameter is located is i = d + δ1, in mm, with a coefficient δ1 = -5 to 5. The height of this end point affects the strength of the inner bead portion and connects with the height of the outer end point of the outer bead steel wire reinforcement layer, realizing the transition of bead strength from the inside to the outside and from bottom to top; the height of the lower end of the outer rubber-coated nylon cloth from the horizontal line where the rim mating diameter is located is j = i + ε1, in mm, with a coefficient ε1 = 15 to 25. The height of this end point affects the strength of the inner bead portion and has a certain misalignment with the inner end point of the inner bead steel wire reinforcement layer, realizing a smooth transition of bead strength from bottom to top;The height h = d + τ1 (mm) of the inner endpoint of the bead wire reinforcement layer from the horizontal line where the rim engagement diameter is located, with a coefficient τ1 = 38-45, determines the reinforcing effect of the bead wire reinforcement layer on the tire bead. Under low pressure, the tire bead needs sufficient strength to resist large deformations. This endpoint's height must differ from the outer endpoint of the bead wire reinforcement layer to avoid stress concentration, and also from the endpoints of the hard rubber core and the bead protector to avoid stress concentration, which would affect the overall strength of the tire bead, especially the inner side. The height k = h + δ2 (mm) of the upper endpoint of the inner rubber-coated nylon fabric from the horizontal line where the rim engagement diameter is located, with a coefficient δ2 = 15-25, affects the strength of the inner tire bead. It should be designed with a certain difference from the outer endpoint of the inner bead wire reinforcement layer to achieve… The bead strength transitions in a stepped manner from steel to nylon. The height of the upper end of the outer rubber-coated nylon fabric from the horizontal line where the rim's mating diameter is located is n = k + ε2 (mm), with a coefficient ε2 = 15-20. This height affects the strength of the inner bead and has a certain degree of difference from the lower end of the outer rubber-coated nylon fabric, achieving a smooth transition of bead strength from bottom to top. The height of the upper end of the hard rubber core from the horizontal line where the rim's mating diameter is located is m = n + μ1 (mm), with a coefficient μ1 = 10-15. The height of the upper end of the hard rubber core is related to the overall strength of the bead. Under low pressure, the bead experiences high stress and requires sufficient strength to ensure deformation remains within a certain range, reducing tearing and delamination caused by bead deformation and shearing. However, if this end is too high, it will lead to excessive bead strength, causing the horizontal axis to shift upwards, and the stress will be transferred to the tire shoulder, resulting in excessive stress on the tire shoulder.

[0011] On the other hand, the present invention provides a manufacturing process for the above-mentioned mining heavy-duty radial tire with reduced bead pull-out under low-pressure load, which involves bonding the bead protector and sidewall rubber (the two sides should be bonded on the reverse side during molding, with the flat side facing up), then bonding the inner liner, the protective fabric (bonded on the front side, with the flat side facing down), the cross-woven nylon fabric, and the bead steel wire reinforcement layer in sequence, followed by bonding the load-bearing tire carcass and the reverse-wrapped tire carcass, then bonding the buffer rubber sheet on the load-bearing tire carcass and the reverse-wrapped tire carcass, and finally bonding the bead steel wire ring, the soft rubber core, and the hard rubber core, wherein the soft rubber core and the hard rubber core are first bonded together and then bonded together with the bead steel wire ring.

[0012] Compared with the prior art, the present invention has the following advantages:

[0013] This invention redesigns the bead structure, the design standards for the tire bead skeleton material and rubber compound, and the manufacturing process, so that the tire bead can still sit well on the rim under low air pressure conditions, and the stress can still be evenly distributed, ensuring the stability of the overall structure and greatly reducing the occurrence of abnormal deformation or delamination of the bead. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the tire structure of the present invention.

[0016] Figure 2 yes Figure 1 A magnified view of a portion at point A.

[0017] Figure 3 This is a schematic diagram showing the dimensions of each component in the tire of this invention.

[0018] Figure 4 This is a schematic diagram showing the bonding sequence of each component in the manufacturing process of this invention.

[0019] Figure 5 This is a schematic diagram showing the bonding position and direction of the bead steel wire reinforcement layer and the two layers of rubber-coated nylon fabric in the tire of the present invention.

[0020] Figure 6 This is the durability test report of the tire of Embodiment 1 of the present invention.

[0021] Figure 7 This is the durability test report of the tire of Comparative Example 1 of this invention.

[0022] Figure 8 This is the durability test report of the tire in Embodiment 2 of the present invention.

[0023] Figure 9 This is the durability test report of the tire of Comparative Example 2 of this invention.

[0024] Figure 10 This is the durability test report of the tire of Embodiment 3 of the present invention.

[0025] Figure 11 This is the durability test report of the tire of Comparative Example 3 of this invention.

[0026] In the diagram, 1. Bead wire ring; 201. Hard rubber core; 202. Soft rubber core; 301. Carrier carcass; 302. Reverse-wrapped carcass; 4. Buffer rubber sheet; 5. Bead wire reinforcement layer; 6. Bead protection rubber coating; 7. Inner liner; 8. Protective fabric rubber coating; 901. Inner rubber-coated nylon fabric; 902. Outer rubber-coated nylon fabric; 10. Sidewall rubber; 11. Rim. Detailed Implementation

[0027] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this invention.

[0028] Example 1

[0029] This embodiment manufactures a 14.00R25 ETOH all-steel radial tire and installs a 10.00-2.0 inch standard rim. The tire includes a tread, base, shoulder, sidewall, belt layer gasket, bead wear-resistant rubber, bead, and airtight layer. The tire body includes a carrier carcass 301 and a reverse-wrapped carcass 302. The shoulder includes a beading rubber sheet, a release rubber sheet, belt layer overlay, 1-4# belt layers, an adhesive sheet, a belt layer gasket, base rubber, sidewall rubber 10, and tread rubber. The tread rubber and sidewall rubber 10 are bonded together... Together, they wrap the tire base rubber, under which is a composite adhesive film, and under the adhesive film is a layer of release adhesive. The release adhesive wraps the ends of belt layers 1-4. At the same time, the belt layer is composed of belt layer rubber and central steel cord. The ends of the belt layer are wrapped by the edge of the film. Among them, belt layers 2 and 3 are isolated by rubber. The ends of the entire belt layer are supported by belt layer pad rubber, which is supported by the carrier tire body 301. Under the carrier tire body 301, there is an airtight layer rubber.

[0030] In addition, such as Figure 1-2 As shown, in this embodiment, the bead wire ring 1 is a shaped ring with a trapezoidal upper part and an arc-shaped lower part. A hard rubber core 201 is provided at the top of the bead wire ring 1, and a soft rubber core 202 is provided on top of the hard rubber core 201. The hard rubber core 201 and the soft rubber core 202 overlap each other. A supporting tire body 301 and a reverse-wrapped tire body 302 are provided outside the bead wire ring 1, the hard rubber core 201, and the soft rubber core 202. A buffer sheet 4 is provided at the bottom of the bead wire ring 1. A bead wire reinforcing layer 5 is provided outside the supporting tire body 301 and the reverse-wrapped tire body 302. The inner end of the bead wire reinforcing layer 5 is covered with a cross-woven nylon fabric. The bead wire reinforcing layer 5... An outer protective ring rubber cover 6 is provided, which contacts the rim 11. An inner liner 7 is provided at the inner end of the protective ring rubber cover 6. The lower end of the inner liner 7 is located between the inner end of the protective ring rubber cover 6 and the bead steel wire reinforcement layer 5. The inner liner 7 covers the cross-woven nylon fabric and the load-bearing tire body 301. A protective fabric rubber cover 8 is provided at the reverse-wrapped tire body 302. The lower end of the protective fabric rubber cover 8 covers the outer end of the bead steel wire reinforcement layer 5, and the protective fabric rubber cover 8 is located between the protective ring rubber cover 6 and the reverse-wrapped tire body 302. A sidewall rubber 10 is provided above the outer end of the protective ring rubber cover 6, and the sidewall rubber 10 covers the outer ends of the protective ring rubber cover 6 and the protective fabric rubber cover 8.

[0031] Among them, such as Figure 2 , 5As shown, the cross-woven nylon fabric is composed of two layers of inner and outer coated nylon fabrics that are staggered vertically. The upper and lower ends of the inner coated nylon fabric 901, which covers the inner end of the ferrule steel wire reinforcing layer 5, are lower than the upper and lower ends of the outer coated nylon fabric 902, respectively. The angle between the two coated nylon fabrics is 45° and their bonding directions are opposite, forming a mesh structure in the overlapping area. The bonding direction of the ferrule steel wire reinforcing layer 5 is the same as that of the outer coated nylon fabric 902, and the angle is 30°.

[0032] Specifically, such as Figure 3 As shown, the tire bead base width c = W0 × ρ, in mm, where W0 is the standard fit width of the 11mm rim (254mm), and the coefficient ρ = 0.2, i.e., c = 50.8mm; the toe seal boss width b = c × σ, in mm, with the coefficient σ = 0.24, i.e., b = 12.2mm; the platform width of the toe seal boss... The unit is mm, and the coefficient is... That is, a = 7.3 mm; the angle between the bead base and the standard rim 11 (5° angle) α = 5 + ψ, in °, with a coefficient ψ = 1.8°, i.e., α = 6.8°; the width of the hard rubber core 201 at the horizontal plane of the bead wire ring 1 s = c × ω, in mm, with a coefficient ω = 0.52, i.e., s = 26.4 mm; the thickness of the outer protective ring rubber 6 at the horizontal plane of the bead wire ring 1 t = c × ξ, in mm, with a coefficient ξ = 0.16, i.e., t = 8.1 mm; the thickness of the inner liner 7 at the horizontal plane of the bead wire ring 1 u = c × δ, in mm, with a coefficient δ = 0.12, i.e., u = 6.1 mm; the angle between the bead and the mating plane of the rim β = 5 + ψ, in °, with a coefficient ψ =1.8°, i.e., β = 6.8°; the distance from the edge of the rim 11 to the tire bead v = c × γ, in mm, with a coefficient γ = 0.30, i.e., v = 15.2 mm; the thickness of the bead protector rubber at the contact point with the rim arc to the reverse tire body 302 y = c × ε, in mm, with a coefficient ε = 0.28, i.e., y = 14.2 mm; the thickness of the bead protector rubber 6 at the assembly line o = t × ζ, in mm, with a coefficient ζ = 1.5, i.e., o = 12.2 mm; the thickness of the protective cloth rubber 8 at the assembly line p = o × η, in mm, with a coefficient η = 1.2, i.e., p = 14.6 mm; the distance q between the centerline of the bearing tire body 301 and the centerline of the reverse tire body 302 at the assembly line q = p × ι, in mm, with a coefficient γ = 0.30, i.e., v = 15.2 mm; Number ι = 1.4, i.e., q = 20.4mm; the thickness of the inner liner 7 at the assembly line r = u × κ, in mm, coefficient κ = 1.2, i.e., r = 7.3mm; the height of the upper plane of the bead wire ring 1 from the horizontal line where the mating diameter of the rim 11 is located e1 = c × λ, in mm, coefficient λ = 0.70, i.e., e1 = 35.6mm; the thickness of the rubber material under the bead wire reinforcement layer 5 at the center of the bead wire ring 1 x = e1 × μ, in mm, coefficient μ = 0.17, i.e., x = 6mm; the thickness of the rubber material between the bottom of the center of the bead wire ring 1 and the bearing tire body 301 w = x × ν, in mm, coefficient ν = 0.4, i.e., w = 2.4mm; the distance from the outer end of the bead wire reinforcement layer 5 to the rim 1 1. The height of the horizontal line where the contact diameter is located is d = e1 + τ, in mm, with a coefficient τ = 12, i.e., d = 47.6 mm; 2. The height of the contact point between the bead protector rubber 6 and the rim arc from the horizontal line where the contact diameter of the rim 11 is located is e2 = e1 + υ, in mm, with a coefficient υ = 20, i.e., e2 = 55.6 mm; 3. The height of the lower end of the sidewall rubber 10 from the horizontal line where the contact diameter of the rim 11 is located is f = h0 + χ, in mm, where h0 is the standard value of the rim 11 height (50.8 mm), with a coefficient χ = ​​20, i.e., f = 70.8 mm; 4. The height of the outer end of the bead protector rubber 6 from the horizontal line where the contact diameter of the rim 11 is located is g = f + γ1, in mm, with a coefficient γ1 = 40, i.e., g = 110.8mm; The height of the lower end of the inner rubber-coated nylon fabric 901 from the horizontal line where the rim 11 mating diameter is located is i = d + δ1, in mm, with coefficient δ1 = 0, i.e., i = 47.6mm; The height of the lower end of the outer rubber-coated nylon fabric 902 from the horizontal line where the rim 11 mating diameter is located is j = i + ε1, in mm, with coefficient ε1 = 20, i.e., j = 67.6mm; The height of the inner end of the steel wire reinforcement layer 5 from the horizontal line where the rim 11 mating diameter is located is h = d + τ1, in mm, with coefficient τ1 = 40, i.e., h = 87.6mm. The height of the upper end of the inner rubber-coated nylon fabric 901 from the horizontal line where the mating diameter of the rim 11 is located is k = h + δ2, in mm, with a coefficient δ2 = 20, i.e., k = 107.6 mm; the height of the upper end of the outer rubber-coated nylon fabric 902 from the horizontal line where the mating diameter of the rim 11 is located is n = k + ε2, in mm, with a coefficient ε2 = 18, i.e., n = 125.6 mm; the height of the upper end of the hard rubber core 201 from the horizontal line where the mating diameter of the rim 11 is located is m = n + μ1, in mm, with a coefficient μ1 = 12, i.e., m = 137.6 mm.

[0033] like Figure 4 As shown, the tire manufacturing process in this embodiment is as follows: bonding the bead protector 6 and the sidewall rubber 10 (the reverse side should be bonded during molding, with the flat side facing up), then bonding the inner liner 7, the protective fabric 8 (the front side should be bonded, with the flat side facing down), the cross-woven nylon fabric, and the bead steel wire reinforcement layer 5 in sequence, then bonding the load-bearing tire carcass 301 and the reverse-wrapped tire carcass 302, then bonding the buffer rubber sheet 4 on the load-bearing tire carcass 301 and the reverse-wrapped tire carcass 302, and finally bonding the bead wire ring 1, the soft rubber core 202, and the hard rubber core 201, wherein the soft rubber core 202 and the hard rubber core 201 are first bonded together, and then bonded together with the bead wire ring 1.

[0034] Comparative Example 1

[0035] The difference from Example 1 is as follows: the tire bead base width c = W0 × ρ, in mm, where W0 is the standard fit width of the rim 11 to which the tire is matched (254 mm), and the coefficient ρ = 0.15, i.e., c = 38 mm; the toe seal boss width b = c × σ, in mm, with the coefficient σ = 0.18, i.e., b = 6.8 mm; the platform width of the toe seal boss... The unit is mm, and the coefficient is... That is, a = 3.4 mm; the angle between the bead base and the standard rim 11 (5° angle) α = 5 + ψ, in °, with a coefficient ψ = 1.2, i.e., α = 6.2°; the width of the hard rubber core 201 at the horizontal plane of the bead wire ring 1 s = c × ω, in mm, with a coefficient ω = 0.45, i.e., s = 17.1 mm; the thickness of the outer protective ring rubber 6 at the horizontal plane of the bead wire ring 1 t = c × ξ, in mm, with a coefficient ξ = 0.20, i.e., t = 7.2 mm; the thickness of the inner liner 7 at the horizontal plane of the bead wire ring 1 u = c × δ, in mm, with a coefficient δ = 0.16, i.e., u = 6.1 mm; the angle between the bead and the mating plane of the rim β = 5 + ψ, in °, with a coefficient ψ =1.2°, i.e., β = 6.2°; the distance from the edge of the rim 11 to the tire bead v = c × γ, in mm, with a coefficient γ = 0.23, i.e., v = 8.7 mm; the thickness of the bead protector rubber 6 at the contact point with the rim arc to the reverse tire body 302 y = c × ε, in mm, with a coefficient ε = 0.22, i.e., y = 8.4 mm; the thickness of the bead protector rubber 6 at the assembly line o = t × ζ, in mm, with a coefficient ζ = 1.2, i.e., o = 8.6 mm; the thickness of the protective cloth rubber 8 at the assembly line p = o × η, in mm, with a coefficient η = 1.0, i.e., p = 8.6 mm; the distance q between the center line of the bearing tire body 301 and the center line of the reverse tire body 302 at the assembly line q = p × ι, in mm, with a coefficient γ = 0.23, i.e., v = 8.7 mm; Number ι = 1.2, i.e., q = 10.4mm; the thickness of the inner liner 7 at the assembly line r = u × κ, in mm, coefficient κ = 1.1, i.e., r = 6.7mm; the height of the upper plane of the bead wire ring 1 from the horizontal line where the mating diameter of the rim 11 is located e1 = c × λ, in mm, coefficient λ = 0.50, i.e., e1 = 19mm; the thickness of the rubber material under the bead wire reinforcement layer 5 at the center of the bead wire ring 1 x = e1 × μ, in mm, coefficient μ = 0.15, i.e., x = 2.9mm; the thickness of the rubber material between the bottom of the center of the bead wire ring 1 and the bearing tire body 301 w = x × ν, in mm, coefficient ν = 0.25, i.e., w = 0.7mm; the outer end of the bead wire reinforcement layer 5 The height d from the horizontal line where the rim 11 mating diameter is located is d = e1 + τ, in mm, with a coefficient τ = 18, i.e., d = 37 mm; the height e2 from the contact point between the bead protector rubber 6 and the rim arc is e2 = e1 + υ, in mm, with a coefficient υ = 16, i.e., e2 = 35 mm; the height f from the lower end of the sidewall rubber 10 is f = h0 + χ, in mm, where h0 is the standard value of the rim 11 rim height, 50.8 mm, and the coefficient χ = ​​15, i.e., f = 65.8 mm; the height g from the outer end of the bead protector rubber 6 is g = f + γ1, in mm, with a coefficient γ1 = 30, i.e., g = 95.8mm; the height of the lower end of the inner rubber-coated nylon fabric 901 from the horizontal line where the rim 11 mating diameter is located is i = d + δ1, in mm, with a coefficient δ1 = 6, i = 43mm; the height of the lower end of the outer rubber-coated nylon fabric 902 from the horizontal line where the rim 11 mating diameter is located is j = i + ε1, in mm, with a coefficient ε1 = 12, i = 55mm; the height of the inner end of the steel wire reinforcement layer 5 from the horizontal line where the rim 11 mating diameter is located is h = d + τ1, in mm, with a coefficient τ1 = 35, i = 72. mm; the height of the upper end of the inner rubber-coated nylon cloth 901 from the horizontal line where the mating diameter of the rim 11 is located is k = h + δ2, in mm, with a coefficient δ2 = 12, i.e., k = 84 mm; the height of the upper end of the outer rubber-coated nylon cloth 902 from the horizontal line where the mating diameter of the rim 11 is located is n = k + ε2, in mm, with a coefficient ε2 = 12, i.e., n = 96 mm; the height of the upper end of the hard rubber core 201 from the horizontal line where the mating diameter of the rim 11 is located is m = n + μ1, in mm, with a coefficient μ1 = 16, i.e., 112 mm.

[0036] Bead durability tests were conducted on the tires of Example 1 and Comparative Example 1. The tests showed that... Figure 7 As shown, the bead durability time of the 14.00R25 ETOH all-steel radial tire in Comparative Example 1 is 150 hours and 8 minutes. In actual market use, it still exhibits the same late-stage bead delamination problem as similar products on the market, and its bead durability performance in actual use is basically at the same level as existing market products. However, as... Figure 6 As shown, the bead durability of the 14.00R25 ETOH all-steel radial tire of Example 1 is 240h1min, which is about 60% more durable than that of Comparative Example 1.

[0037] In addition, finite element analysis was performed on the tires of Example 1 and Comparative Example 1 to simulate the actual air pressure, load, and movement process of the products. The analysis results are shown in Table 1.

[0038] Table 1

[0039]

[0040]

[0041] As shown in Table 1, the stress and strain of the tire in Example 1 are smaller than those in Comparative Example 1, indicating that the bead has stronger durability. This is because the bead design parameters in Comparative Example 1 prevent the distribution of bead material and the changes in the strength and stiffness of the internal structure from achieving effective stress and strain gradient changes. Furthermore, the bead base width is too small, the angle between the bead base and the rim 11 is too small, and the fit redundancy with the rim 11 is insufficient. This results in significant deformation of the bead under low pressure conditions. The deformation leads to shear forces in various directions inside the tire. These complex shear forces cause cracks to easily form at the interfaces and endpoints of the various components of the bead. Crack propagation leads to delamination. Under low pressure and heavy load, the large deformation of the bead results in premature delamination and damage.

[0042] Example 2

[0043] This embodiment manufactures a 16.00R25 ET688 all-steel radial tire and installs it on an 11.25-2.0 inch standard rim 11. The tire structure and manufacturing process are the same as in Embodiment 1, except that: the tire bead base width c = W0 × ρ, in mm, where W0 is the standard fit width of the rim 11 to which the tire is matched (285.8 mm), and the coefficient ρ = 0.2, i.e., c = 57.2 mm; the toe seal boss width b = c × σ, in mm, with the coefficient σ = 0.24, i.e., b = 13.7 mm; the platform width of the toe seal boss... The unit is mm, and the coefficient is... That is, a = 8.2 mm; the angle between the bead base and the standard rim 11 (5° angle) α = 5 + ψ, in °, with a coefficient ψ = 1.8°, i.e., α = 6.8°; the width of the hard rubber core 201 at the horizontal plane of the bead wire ring 1 s = c × ω, in mm, with a coefficient ω = 0.52, i.e., s = 29.7 mm; the thickness of the outer protective ring rubber 6 at the horizontal plane of the bead wire ring 1 t = c × ξ, in mm, with a coefficient ξ = 0.16, i.e., t = 9.2 mm; the thickness of the inner liner 7 at the horizontal plane of the bead wire ring 1 u = c × δ, in mm, with a coefficient δ = 0.12, i.e., u = 6.9 mm; the angle between the bead and the mating plane of the rim β = 5 + ψ, in °, with a coefficient ψ = 1.8°, i.e., α = 6.8°; ψ = 1.8°, i.e., β = 6.8°; the distance from the edge of the rim 11 to the tire bead v = c × γ, in mm, with a coefficient γ = 0.30, i.e., v = 17.2 mm; the thickness of the bead protector rubber at the contact point with the rim arc to the reverse-wrapped tire body 302 y = c × ε, in mm, with a coefficient ε = 0.28, i.e., y = 16 mm; the thickness of the bead protector rubber 6 at the assembly line o = t × ζ, in mm, with a coefficient ζ = 1.5, i.e., o = 13.8 mm; the thickness of the protective fabric rubber 8 at the assembly line p = o × η, in mm, with a coefficient η = 1.2, i.e., p = 16.6 mm; the distance q between the centerline of the load-bearing tire body 301 and the centerline of the reverse-wrapped tire body 302 at the assembly line q = p × ι, in mm. Coefficient ι = 1.4, i.e., q = 23.2 mm; the thickness of the inner liner 7 at the assembly line r = u × κ, in mm, coefficient κ = 1.2, i.e., r = 8.3 mm; the height of the upper plane of the bead wire ring 1 from the horizontal line where the mating diameter of the rim 11 is located e1 = c × λ, in mm, coefficient λ = 0.70, i.e., e1 = 40 mm; the thickness of the rubber material under the bead wire reinforcement layer 5 at the center of the bead wire ring 1 x = e1 × μ, in mm, coefficient μ = 0.17, i.e., x = 6.8 mm; the thickness of the rubber material between the bottom of the center of the bead wire ring 1 and the bearing tire body 301 w = x × ν, in mm, coefficient ν = 0.4, i.e., w = 2.7 mm; the distance from the outer end of the bead wire reinforcement layer 5 to... The height of the horizontal line where the rim 11 mating diameter is located is d = e1 + τ, in mm, with a coefficient τ = 12, i.e., d = 52 mm; the height of the contact point between the bead protector rubber 6 and the rim arc from the horizontal line where the rim 11 mating diameter is located is e2 = e1 + υ, in mm, with a coefficient υ = 20, i.e., e2 = 60 mm; the height of the lower end of the sidewall rubber 10 from the horizontal line where the rim 11 mating diameter is located is f = h0 + χ, in mm, where h0 is the standard value of the rim 11 rim height (50.8 mm), with a coefficient χ = ​​20, i.e., f = 70.5 mm; the height of the outer end of the bead protector rubber 6 from the horizontal line where the rim 11 mating diameter is located is g = f + γ1, in mm, with a coefficient γ1 = 40, i.e., g = 110.5mm; the height of the lower end of the inner rubber-coated nylon fabric 901 from the horizontal line where the rim 11 mating diameter is located is i = d + δ1, in mm, with coefficient δ1 = 0, i.e., i = 52mm; the height of the lower end of the outer rubber-coated nylon fabric 902 from the horizontal line where the rim 11 mating diameter is located is j = i + ε1, in mm, with coefficient ε1 = 20, i.e., j = 72mm; the height of the inner end of the steel wire reinforcement layer 5 from the horizontal line where the rim 11 mating diameter is located is h = d + τ1, in mm, with coefficient τ1 = 40, i.e., h = 92mm. The height of the upper end of the inner rubber-coated nylon fabric 901 from the horizontal line where the mating diameter of the rim 11 is located is k = h + δ2, in mm, with a coefficient δ2 = 20, i.e., k = 112 mm; the height of the upper end of the outer rubber-coated nylon fabric 902 from the horizontal line where the mating diameter of the rim 11 is located is n = k + ε2, in mm, with a coefficient ε2 = 18, i.e., n = 130 mm; the height of the upper end of the hard rubber core 201 from the horizontal line where the mating diameter of the rim 11 is located is m = n + μ1, in mm, with a coefficient μ1 = 12, i.e., m = 142 mm.

[0044] Comparative Example 2

[0045] The difference from Example 2 lies in the preparation process: the bead protector 6 and the sidewall rubber 10 are bonded together (the reverse side should be bonded during molding, with the flat side facing up), then the inner liner 7, the protective fabric 8 (the front side is bonded together, with the flat side facing down), the bead wire reinforcement layer 5, and the cross-woven nylon fabric are bonded together in sequence, followed by the bonding of the load-bearing tire carcass 301 and the reverse-wrapped tire carcass 302, then the buffer sheet 4 is bonded to the load-bearing tire carcass 301 and the reverse-wrapped tire carcass 302, and finally the bead wire ring 1, the soft rubber core 202 and the hard rubber core 201 are bonded together, wherein the soft rubber core 202 and the hard rubber core 201 are first bonded together and then bonded together with the bead wire ring 1.

[0046] Bead durability tests were conducted on the tires of Example 2 and Comparative Example 2. The tests showed that... Figure 9 As shown, the bead durability time of the 16.00R25 ET688 all-steel radial tire in Comparative Example 2 is 96 hours and 7 minutes. In actual market use, it still suffers from the same late-stage bead delamination problem as similar products on the market, and its bead durability performance in actual use is basically at the same level as existing market products. However, as... Figure 8 As shown, the bead durability of the 16.00R25 ET688 all-steel radial tire of Example 1 is 153h59min, which is about 60.2% better than that of Comparative Example 1.

[0047] In addition, finite element analysis was performed on the tires of Example 2 and Comparative Example 2 to simulate the actual air pressure, load, and movement process of the products. The analysis results are shown in Table 2.

[0048] Table 2

[0049]

[0050]

[0051] As can be seen from Table 2, the stress and strain of the tire in Example 2 are smaller than those in Comparative Example 2, meaning that the rim has stronger durability. This is because in the bead forming process of Comparative Example 2, the bonding sequence of the five layers of steel wire reinforcement and the cross-woven nylon fabric was adjusted. Under low-pressure heavy-load conditions, the inner side of the bead is subjected to reciprocating deformation shear force, which is first borne by the outer inner lining adhesive, then transferred to the steel wire reinforcement layer 5, then to the cross-woven nylon fabric, and finally to the load-bearing body 301. During the deformation process, the strength of the material in this area does not transition from weak to strong, but rather from weak to strong to weak and then back to strong, forming a sandwich structure. There is a large shear force between the load-bearing body 301 and the steel wire reinforcement layer 5. The cross-woven nylon fabric in the middle, due to its angle, will deform and tear under the shear force, causing interface delamination between the cross-woven nylon fabric and the load-bearing body 301. Without the protection of the cross-woven nylon fabric, the steel wire reinforcement layer 5 is also prone to end-point delamination, resulting in performance degradation. Under low-pressure heavy-load conditions and large deformation of the bead, these two dangerous points will cause premature failure and damage to the bead.

[0052] Example 3

[0053] This embodiment manufactures a 16.00R25 ET919 all-steel radial tire and installs an 11.25-2.0 inch standard rim 11. The tire manufacturing process is the same as in embodiment 2. The difference in tire structure between this embodiment and embodiment 2 is that the angle between the two layers of rubber-coated nylon cloth is 50° and the angle of the bead steel wire reinforcement layer 5 is 30°.

[0054] Comparative Example 3

[0055] The difference from Example 3 is that the bead wire ring 1 adopts a conventional hexagonal structure and the inner end of the bead wire reinforcing layer 5 is not provided with cross-woven nylon fabric.

[0056] Bead durability tests were conducted on the tires of Example 3 and Comparative Example 3. The tests showed that... Figure 11 As shown, the bead durability time of the 16.00R25 ET919 all-steel radial tire in Comparative Example 3 is 129 hours and 25 minutes. In actual market use, it still suffers from the same late-stage bead delamination problem as similar products on the market, and its bead durability performance in actual use is basically at the same level as existing market products. However, as... Figure 10 As shown, the bead durability of the 16.00R25 ET919 all-steel radial tire of Example 1 is 180h59min, which is about 39.8% better than that of Comparative Example 1.

[0057] In addition, finite element analysis was performed on the tires of Example 3 and Comparative Example 3 to simulate the actual air pressure, load, and movement process of the products. The analysis results are shown in Table 3.

[0058] Table 3

[0059]

[0060] As shown in Table 3, the stress and strain of the tire in Example 3 are smaller than those in Comparative Example 3, indicating that the bead has stronger durability. This is because the bead wire ring 1 in Comparative Example 3 adopts a conventional hexagonal structure. Under low-pressure heavy-load conditions, the bead deforms, causing it to expand outward. The bottom bead wire ring 1 changes from surface contact to hexagonal line contact. The tire carcass wires at these corners experience a significant increase in stress, making them highly susceptible to breakage and tire blowout. Furthermore, the force transmission changes from surface to line, leading to severe deformation of the bead wire ring 1. This results in an unstable bead structure, making it prone to slippage and increasing lateral deformation. Additionally, the direction of the internal shear force is no longer in the same direction as the load-bearing tire carcass 301 and the reinforcing tire carcass 302, causing a significant increase in shear force. Ultimately, this leads to delamination between the load-bearing tire carcass 301 and the rubber core, and between the reinforcing tire carcass 302 and the protective fabric rubber 8. Meanwhile, in Comparative Example 2, after the cross-woven nylon wrapping was removed, the strength of the loop decreased, the deformation under low pressure and heavy load increased, and the end of the inner ferrule steel wire reinforcement layer 5 lacked protection, making it easy for delamination to occur at the inner end of the ferrule steel wire reinforcement layer 5, which led to a decline in the overall performance of the loop and premature failure and damage.

Claims

1. A heavy-duty radial mining tire with reduced bead pull-out under low-pressure load, characterized in that, A hard rubber core (201) is provided on the top of the bead wire ring (1), and a soft rubber core (202) is provided on the hard rubber core (201). The hard rubber core (201) and the soft rubber core (202) overlap each other. A load-bearing tire carcass (301) and a reverse-wrapped tire carcass (302) are provided outside the bead wire ring (1), the hard rubber core (201) and the soft rubber core (202). A buffer rubber sheet (4) is provided at the bottom of the bead wire ring (1). A bead wire reinforcing layer (5) is provided on the outside of the load-bearing tire carcass (301) and the reverse-wrapped tire carcass (302). The inner end of the bead wire reinforcing layer (5) is covered with cross-woven nylon fabric. A bead protector rubber sheet (6) is provided on the outside of the bead wire reinforcing layer (5). In contact with the rim (11), an inner liner (7) is provided at the inner end of the bead wrap (6), and the lower end of the inner liner (7) is located between the inner end of the bead wrap (6) and the bead wire reinforcement layer (5). The inner liner (7) covers the cross-woven nylon wrap and the load-bearing tire body (301). A protective cloth wrap (8) is provided at the reverse wrap tire body (302), and the lower end of the protective cloth wrap (8) covers the outer end of the bead wire reinforcement layer (5). The protective cloth wrap (8) is located between the bead wrap (6) and the reverse wrap tire body (302). A sidewall rubber (10) is provided above the outer end of the bead wrap (6), and the sidewall rubber (10) covers the outer end of the bead wrap (6) and the protective cloth wrap (8). The width of the tire bead base is c = W0 × ρ, in mm, where W0 is the standard fit width of the rim (11) to which the tire is matched, and the coefficient ρ = 0.18~0.2; the width of the toe seal boss is b = c × σ, in mm, and the coefficient σ = 0.20~0.26; the platform width of the toe seal boss is a = b × φ, in mm, and the coefficient φ = 0.55~0.65; the angle α between the tire bead base and the standard rim (11) is 5°. °+ψ, unit is °, coefficient ψ=1.5°~3°; the width s=c×ω of the hard rubber core (201) on the horizontal plane of the bead wire ring (1), unit is mm, coefficient ω=0.50~0.55; the thickness t=c×ξ of the outer protective ring rubber (6) on the horizontal plane of the bead wire ring (1), unit is mm, coefficient ξ=0.14~0.18; the thickness u=c×δ of the inner liner (7) on the horizontal plane of the bead wire ring (1), unit is mm, coefficient δ=0.10~0.15; the included angle β=5°+ψ between the bead and the mating plane of the rim, unit is °, coefficient ψ=1.5°~3°; the distance v from the edge of the rim (11) to the bead = c×γ, unit is mm, coefficient γ=0.25~0.33; the thickness y=c×ε, unit is mm, coefficient ε=0.24~0.30; the thickness o=t×ζ, unit is mm, coefficient ζ=1.4~1.6; the thickness p=o×η, unit is mm, coefficient η=1.1~1.3; the distance q=p×ι, unit is mm, coefficient ι, between the center line of the bearing tire (301) and the center line of the reverse tire (302) at the assembly line. =1.3~1.5; The thickness of the inner liner (7) at the assembly line is r=u×κ, in mm, and the coefficient κ=1.2~1.3; The height of the upper plane of the bead wire ring (1) from the horizontal line where the rim mating diameter is located is e1=c×λ, in mm, and the coefficient λ=0.6~0.75; The thickness of the rubber material under the bead wire reinforcing layer (5) at the center of the bead wire ring (1) is x=e1×μ, in mm, and the coefficient μ=0.16~0.18; The thickness of the rubber material between the bottom of the center of the bead wire ring (1) and the bearing tire body (301) is w=x×ν, in mm, and the coefficient ν=0.3~0.5; The height of the outer end of the steel wire reinforcement layer (5) is d=e1+τ, in mm, and the coefficient τ=10~15; The height of the contact point between the rubber coating (6) and the rim arc and the horizontal line where the rim mating diameter is located is e2=e1+υ, in mm, and the coefficient υ=18~22; The height of the lower end of the sidewall rubber (10) and the horizontal line where the rim mating diameter is located is f=h0+χ, in mm, where h0 is the standard value of the rim (11) rim height, and the coefficient χ=17~22; The height of the outer end of the rubber coating (6) and the horizontal line where the rim mating diameter is located is g=f+γ1, in mm, and the coefficient γ1=35~45; The height of the lower end of the inner rubber-coated nylon cloth (901) and the horizontal line where the rim mating diameter is located is i=d+δ1, in mm, and the coefficient δ1=-5~5; The height j of the lower end of the outer rubber-coated nylon cloth (902) from the horizontal line where the rim's mating diameter is located is j=i+ε1, in mm, with a coefficient ε1=15~25; the height h of the inner end of the steel wire reinforcing layer (5) from the horizontal line where the rim's mating diameter is located is h=d+τ1, in mm, with a coefficient τ1=38~45; the height k of the upper end of the inner rubber-coated nylon cloth (901) from the horizontal line where the rim's mating diameter is located is k=h+δ2, in mm, with a coefficient δ2=15~25; the height n of the upper end of the outer rubber-coated nylon cloth (902) from the horizontal line where the rim's mating diameter is located is n=k+ε2, in mm, with a coefficient ε2=15~20; the height m of the upper end of the hard rubber core (201) from the horizontal line where the rim's mating diameter is located is m=n+μ1, in mm, with a coefficient μ1=10~15.

2. The mining heavy-duty radial tire with reduced bead pull-out under low-pressure load as described in claim 1, characterized in that, The cross-woven nylon fabric is made of two layers of inner and outer coated nylon fabrics staggered vertically. The upper and lower ends of the inner coated nylon fabric (901) covering the inner end of the steel wire reinforcing layer (5) are lower than the upper and lower ends of the outer coated nylon fabric (902); the angle between the two coated nylon fabrics is 45°-55° and the bonding direction is opposite.

3. The mining heavy-duty radial tire with reduced bead pull-out under low-pressure load as described in claim 2, characterized in that, The bonding direction of the steel wire reinforcing layer (5) is the same as that of the outer adhesive nylon cloth (902), and the angle is 25°-35°.

4. The mining heavy-duty radial tire with reduced bead pull-out under low-pressure load as described in claim 1, characterized in that, The bead wire ring (1) is a special-shaped ring with a trapezoidal upper part and an arc-shaped lower part.

5. The mining heavy-duty radial tire with reduced bead pull-out under low-pressure load as described in claim 1, characterized in that, The hard rubber core has a Shore hardness of A75-85, and the soft rubber core has a Shore hardness of A60-70.

6. The manufacturing process of the mining heavy-duty radial tire with reduced bead pull-out under low-pressure load as described in claim 1, characterized in that, Apply the bead protector (6) and sidewall rubber (10), then apply the inner liner (7), the protective fabric (8), the cross-woven nylon fabric, and the bead wire reinforcement layer (5) in sequence. Then apply the load-bearing carcass (301) and the reverse-wrapped carcass (302). Then apply the buffer sheet (4) on the load-bearing carcass (301) and the reverse-wrapped carcass (302). Finally apply the bead wire ring (1), the soft rubber core (202), and the hard rubber core (201). The soft rubber core (202) and the hard rubber core (201) are first bonded together and then bonded together with the bead wire ring (1).

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