Method of manufacturing an earthmover tire and tire therefor

Abstract

This invention discloses a method for manufacturing an engineering machinery tire and the tire thereof, belonging to the field of tires. The method for manufacturing an engineering machinery tire includes tire design and tire production. Tire production includes winding the tread, wherein the tread is wound with the tire carcass using an offline winding process. The offline winding process involves transferring the tire carcass from a forming drum to an offline winding drum for tread winding. This invention addresses the technical problems of poor quality stability and low production efficiency in the manufacturing of engineering machinery tires, and features the ability to not only further improve the quality stability of engineering machinery tires but also significantly increase their production efficiency.

Description

Technical Field

[0001] This invention belongs to the field of tires, and particularly relates to a method for manufacturing engineering machinery tires and the tire itself. Background Technology

[0002] Currently, construction machinery vehicles play an indispensable role in various engineering projects and are of great significance to the development of the construction industry and industry. As an important component of construction machinery vehicles, the quality stability of construction machinery tires is affected to some extent during the production process under existing technologies.

[0003] Construction machinery tires have a relatively thick tread. In the current technology, most tread winding is done online, while some use offline winding processes. However, the existing offline winding process can cause centering deviation during the tire blank transfer process, resulting in asymmetrical tread winding. This not only affects the distribution of rubber in the tire, causing localized rubber shortages and large sidewalls after vulcanization, but also greatly reduces tire production efficiency.

[0004] Therefore, existing engineering machinery tires suffer from poor quality stability and low production efficiency during the production process. Summary of the Invention

[0005] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0006] This invention proposes a manufacturing method for engineering machinery tires and the tire itself, which solves the technical problems of poor quality stability and low production efficiency in the production process of existing engineering machinery tires. It has the characteristics of not only further improving the quality stability of engineering machinery tires, but also greatly improving the production efficiency of engineering machinery tires.

[0007] This invention discloses a method for manufacturing engineering machinery tires, including tire design and tire production. The tire production includes tread winding, wherein the tread is wound with the tire blank using an offline winding process. The offline winding process involves transferring the tire blank from the forming drum to an offline winding drum for tread winding, and satisfies the following formulas: a2=K1×(a1+a2) / 2, B2=K2×B1, c2=K3×c1, d2=K4×d1; where K1, K2, K3, K4 are coefficients, a1 is the pre-formed width of the tire blank on the forming drum, B1 is the over-formed width of the tire blank on the forming drum, c1 is the pressure of the forming drum, d1 is the pressure of the sector block on the forming drum, a2 is the pre-formed width of the tire blank on the winding drum, B2 is the over-formed width of the tire blank on the winding drum, c2 is the pressure of the winding drum, and d2 is the pressure of the sector block on the winding drum.

[0008] In some embodiments, the value of K1 ranges from 1.06 to 1.11, the value of K2 ranges from 0.95 to 1.05, the value of K3 ranges from 0.8 to 1.0, and the value of K4 is 1.0.

[0009] In some embodiments, the production of the tire also includes the production of an inner liner. The inner liner is produced using a lamination process. By setting a lamination pressure, the semi-finished products of the inner liner are laminated in pairs. By setting a puncture pressure and an exhaust pressure, the laminated assembly is punctured and the exhaust is vented to finally obtain the inner liner.

[0010] In some embodiments, when two 3.5mm thick inner lining semi-finished products are pressed together and the thickness after pressing is 7mm, the lamination pressure is 1.8 bar, and when the total thickness increases or decreases by 3mm, the lamination pressure increases or decreases by 0.2 bar.

[0011] In some embodiments, when two 3.5mm thick inner lining semi-finished products are pressed together and the thickness after pressing is 7mm, the puncture pressure and the venting pressure are both 1.2 bar. When the total thickness increases or decreases by 3mm, the puncture pressure and the venting pressure both increase or decrease by 0.2 bar.

[0012] In some embodiments, the production of the tire further includes the production of a belt layer, which is fabricated using a belt layer drum. The circumference C of the belt layer drum is equal to the bonding radius R0 * 2π of the belt layer, and R0 = R b / (m+1); where R b Let m be the radius of the belt layer of the finished tire, and m be the clamping coefficient of the belt layer, with the value of m ranging from 1.7% to 1.8%.

[0013] In some embodiments, the tire design includes a profile design, which includes a tread design. The tread design sets the ratio of the crown width b1 to the tread width b to be b1 / b = 0.7 to 0.75, and the ratio of the tread height h to the tread width b to be h / b = 0.03 to 0.035.

[0014] In some embodiments, the profile design also includes the design of the fit width W and the fit diameter D, wherein the fit width W is the same as the calibration rim width W1, and the ratio of the fit diameter D to the calibration rim diameter D1 is D / D1 = 0.995 to 0.9975.

[0015] In some embodiments, the profile design also includes the design of the sidewall and the tire carcass. The sidewall is located 15mm to 20mm below the sidewall parting surface and has a thickness of 30mm to 50mm. The tire carcass is a reverse-wrapped design, and the height of the reverse wrapping extends 10mm to 15mm above the horizontal axis of the tire section.

[0016] Another aspect of the present invention discloses a tire manufactured using the aforementioned method for manufacturing engineering machinery tires.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] 1. This invention modifies the tread bonding process by employing an offline winding process. After transferring the tire blank from the forming drum to the offline winding drum, the tread is bonded. At this time, it is necessary to ensure that the parameters of the winding drum match the parameters of the forming drum. Only under certain conditions can offline winding be performed to obtain the required engineering machinery tire. The offline winding process in this invention can ensure that the centering deviation of the tire blank is <1mm and the symmetry of the wound tread is <1mm. Furthermore, this offline winding process can greatly improve production efficiency, increasing the production time of each tire by 5 minutes.

[0019] 2. This invention discloses a method for manufacturing engineering machinery tires. Because the inner liner of engineering machinery tires is relatively thick, in existing technologies, the inner liner needs to be divided into four layers and bonded together during the molding process, or a dedicated extrusion line for the inner liner of engineering machinery tires needs to be added. When bonding during the molding process, three additional inner liner feeding lines are required. This bonding method leads to loose bonding between layers, resulting in interlayer air bubbles during pressing, causing component delamination defects in later use. Therefore, the inner liner manufacturing process in this invention adopts a lamination process. By setting certain lamination pressure, puncture pressure, and venting pressure, the defects such as loose bonding, air bubbles, and creases during lamination can be effectively overcome. At the same time, the number of inner liner feeding tools used in molding can be reduced. The efficiency of bonding four inner liner layers during molding is reduced to bonding one layer of laminated inner liner layer, increasing the production time of each tire by 5 minutes, greatly improving the production efficiency of engineering machinery tires.

[0020] 3. This invention controls the clamping coefficient m of the belt layer and the radius R of the belt layer of a known finished tire. bThe bonding radius R0 of the belt layer during molding is obtained, and thus the circumference C of the belt layer drum is obtained. Therefore, when manufacturing the belt layer half-part, the bonding radius R0 of the belt layer during molding can be qualified by adjusting the circumference C of the belt layer drum. The clamping coefficient m ranges from 1.7% to 1.8%. If the value is too large, it will cause the tire cords to stretch excessively, resulting in exposed cords in the tire. If the value is too small, it will cause insufficient tire stretching, resulting in shoulder bending and uneven tire surface appearance. This invention controls the value of the belt layer clamping coefficient m between 1.7% and 1.8%. This value can effectively avoid the appearance of reverse arching, avoid the production defect of exposed cords in the tire, and effectively improve tire durability.

[0021] 4. In the tire profile design process of this invention, the ratio of the tire crown arc width b1 to the tread width b is designed to be b1 / b = 0.7 to 0.75, and the ratio of the tread height to the tread width is designed to be h / b = 0.03 to 0.035. The tire contact patch designed with this ratio is more reasonable, which can effectively ensure the uniform wear of the tire during use and give full play to the tire's traction and passability on poor roads and muddy surfaces.

[0022] 5. By designing a reasonable engagement diameter D, this invention can reduce tire slippage between the tire and rim during driving, reduce tire bead heat generation, and reduce the occurrence of bead burn defects, while ensuring proper assembly of the rim and tire.

[0023] 6. By adopting a thickened sidewall design, this invention can effectively protect the sidewall area and reduce the occurrence of shoulder punctures and other defects. At the same time, in conjunction with the high-rebound tire body design of this invention, this area is the sidewall deformation zone, which can avoid excessive heat generation caused by frequent sidewall bending during vehicle operation and reduce the occurrence of shoulder punctures and other defects.

[0024] 7. The present invention reverses the tire body to 10mm to 15mm above the horizontal axis of the cross section. This design can effectively improve the rigidity below the horizontal axis of the tire cross section and reduce the deformation below the horizontal axis of the tire cross section. The deformation area of ​​the tire is changed from the bead area to the upper sidewall area of ​​the tire. This design can avoid the phenomenon of severe bead heat generation caused by bead flexing deformation and can avoid the occurrence of bead area defects such as bead voids, bead cracks, and bead bursts. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0026] Figure 1 This is a cross-sectional schematic diagram of the contour design provided in an embodiment of the present invention;

[0027] Figure descriptions: 1. Surface running surface; b. Surface running surface width; h. Surface running surface height; b1. Crown arc width; W. Fitting width; D. Fitting diameter; 2. Horizontal axis of cross section; 3. Sidewall; 4. Carcass; 5. Sidewall parting surface. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. All other embodiments obtained by those skilled in the art based on the embodiments provided by this invention without inventive effort are within the scope of protection of this invention.

[0029] Obviously, the accompanying drawings described below are merely some examples or embodiments of the present invention. Those skilled in the art can apply the present invention to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this invention, modifications to design, manufacturing, or production based on the technical content disclosed in this invention are merely conventional technical means and should not be construed as insufficient disclosure of the present invention.

[0030] In this invention, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this invention may be combined with other embodiments without conflict.

[0031] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "a," "an," "an," "the," and similar words used in this invention do not indicate quantity limitation and may indicate singular or plural. The terms "comprising," "including," "having," and any variations thereof used in this invention are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms "connected," "linked," "coupled," and similar words used in this invention are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "A plurality" in this invention refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships may exist; for example, "A and / or B" can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following objects have an "or" relationship. The terms "first," "second," and "third" used in this invention are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0032] This invention provides a method for manufacturing engineering machinery tires. Figure 1The cross-sectional schematic diagram of the contour design according to an embodiment of the present invention shows that the manufacturing method of the engineering machinery tire includes tire design and tire production. Tire production includes tread winding. The tread is wound with the tire blank using an offline winding process. The offline winding process involves transferring the tire blank from the forming drum to an offline winding drum for tread winding, and satisfies the following formulas: a2=K1×(a1+a2) / 2, B2=K2×B1, c2=K3×c1, d2=K4×d1; where K1, K2, K3, K4 are coefficients, a1 is the pre-formed width of the tire blank on the forming drum, B1 is the over-formed width of the tire blank on the forming drum, c1 is the pressure of the forming drum, d1 is the pressure of the sector block on the forming drum, a2 is the pre-formed width of the tire blank on the winding drum, B2 is the over-formed width of the tire blank on the winding drum, c2 is the pressure of the winding drum, and d2 is the pressure of the sector block on the winding drum. In existing technologies, after tire molding, tread winding is required. However, tread winding occupies the molding drum, preventing further tire blank molding and affecting tire production efficiency. Therefore, an offline winding process is used. However, the problem with this offline winding process lies in the accuracy of centering after tire blank transfer. If the centering is off, it will lead to asymmetrical tread winding, affecting the rubber compound distribution in the tire and causing localized rubber shortages and large sidewalls after vulcanization. Therefore, the engineering machinery tire of this invention sets the pre-formed width a2 of the tire blank on the winding drum, the over-formed width B2 of the tire blank on the winding drum, and the winding drum pressure during the production process. The pressure c2 and d2 of the sector blocks on the winding drum ensure that the set parameters, along with the pre-shaped width a1 of the tire blank on the forming drum, the over-shaped width B1 of the tire blank on the forming drum, the pressure c1 of the forming drum, and the pressure d1 of the sector blocks on the forming drum, satisfy the formulas a2=K1×(a1+a2) / 2, B2=K2×B1, c2=K3×c1, d2=K4×d1. This causes the sector blocks on the winding drum to lock the bead portion of the tire blank, fixing the tire blank on the winding drum and restoring the tire blank to its original state on the forming drum, achieving secondary shaping of the tire blank. This allows for tread winding, ultimately producing the desired engineering machinery tire. This offline winding process ensures that the centering deviation of the tire blank is <1mm, the symmetry of the wound tread is <1mm, and it significantly improves production efficiency, increasing production time by 5 minutes per tire.

[0033] Furthermore, the values ​​of K1 range from 1.06 to 1.11, K2 from 0.95 to 1.05, K3 from 0.8 to 1.0, and K4 from 1.0. Specifically, the value of K1 affects the matching position of the fetal ventral end and the sector block; the value of K2 affects the alignment of the fetal ventral end; the value of K3 affects the stretching of the fetal carcass cords and whether there is any exposed cord; and the value of K4 affects whether the sector block can lock the fetal ventral end.

[0034] In some embodiments, taking a 16.00R25 mechanical engineering tire as an example, on the molding drum side, the pre-forming width a1 is 740mm, the over-forming width B1 is 495mm, the molding drum pressure c1 is 8bar, and the sector block pressure d1 is 6bar. The test data are shown in Table 1.

[0035] Table 1

[0036]

[0037] As shown in Table 1, Example 1 shows that when K1 is less than 1.06, the position of the tire carcass opening and the sector block do not match, making it impossible to position the tire carcass. Example 2 shows that, under the condition that the position of the tire carcass opening and the sector block match, if the value of K2 is greater than 1.05, the tire carcass centering deviation will be greater than 1mm, which may lead to asymmetrical tread winding, affecting the rubber distribution of the tire, and causing local rubber shortage and large edge phenomenon after vulcanization. Example 3 shows that, under the condition that the tire carcass centering is met, if the value of K3 is greater than 1.0, it will cause excessive stretching of the tire carcass cord inside the tire carcass and problems such as exposed cords inside the tire. Examples 4 and 5 show that, when the values ​​of K1, K2, K3, and K4 are all within the range, the secondary shaping of the tire carcass on the winding drum can be effectively guaranteed, and the centering of the tire carcass and the symmetry of the tread can be better guaranteed during tread winding.

[0038] Furthermore, tire production also includes the production of the inner liner. The inner liner is produced using a lamination process. By setting the lamination pressure, the various semi-finished products of the inner liner are laminated in pairs. By setting the puncture pressure and venting pressure, the laminated assembly is punctured and vented to finally obtain the inner liner.

[0039] In some embodiments, the inner liner thickness of engineering machinery tires is mostly 14mm, and the inner liner includes an airtight layer and a transition layer, with the airtight layer and transition layer each having a thickness of 7mm. However, existing extrusion lines for engineering machinery tire inner liners are limited by the amount of rubber supplied, and the extruded part, even if the width meets the requirements, can only extrude a semi-finished product with a maximum thickness of 3.5mm, which cannot meet the inner liner thickness requirements of engineering machinery tires. Therefore, the inner liner needs to be divided into four layers and bonded together in the molding process. Bonding in the molding process requires three additional inner liner supply lines. This bonding method leads to loose bonding between layers, resulting in interlayer air bubbles during compression, causing component delamination defects in the tire during later use. The present invention adopts... The extruded 3.5mm thick inner liner semi-finished product is laminated in pairs using a lamination process. Then, the laminated airtight layer and transition layer are laminated again to form the 14mm thick inner liner required for engineering machinery tires. It is then transported to the forming process for tire forming production. The inner liner lamination process of this invention can effectively overcome defects such as loose pressing, air bubbles, and creases during lamination by setting certain lamination pressure, puncture pressure, and venting pressure. At the same time, it can reduce the material feeding tooling of the forming inner liner. The efficiency of each tire forming is reduced from laminating four inner liner layers to laminating one laminated inner liner layer, which can improve the production time of each tire by 5 minutes, greatly improving the production efficiency of engineering machinery tires.

[0040] Furthermore, when two 3.5mm thick inner lining semi-finished products are pressed together and the thickness after pressing is 7mm, the lamination pressure is 1.8 bar. When the total thickness increases or decreases by 3mm, the lamination pressure increases or decreases by 0.2 bar.

[0041] Furthermore, when two 3.5mm thick inner lining semi-finished products are pressed together and the thickness after pressing is 7mm, the puncture pressure and venting pressure are both 1.2 bar. When the total thickness increases or decreases by 3mm, the puncture pressure and venting pressure both increase or decrease by 0.2 bar.

[0042] In some embodiments, taking a 16.00R25 mechanical engineering tire as an example, the required inner liner thickness is 14mm. The inner liner is divided into four 3.5mm inner liner semi-finished products and pressed together. The setting and testing conditions of lamination pressure, puncture pressure and exhaust pressure are shown in Table 2.

[0043] Table 2

[0044]

[0045] Table 2 shows that, as demonstrated in Example 1, when the lamination pressure of two 3.5mm thick semi-finished inner lining layers is 1.8 bar, and both the puncture pressure and venting pressure are 1.2 bar, the laminated inner lining layers are tightly bonded without bubbling or folding. However, as demonstrated in Example 2, when the lamination pressure of the two 3.5mm thick semi-finished inner lining layers is less than 1.8 bar, the bonding becomes loose, leading to cracking of the inner lining layers. Furthermore, when the puncture pressure and venting pressure are less than 1.2 bar, the air bubbles generated during the bonding process cannot be effectively eliminated. Punctures or punctures can easily cause problems such as delamination of the inner liner layer in the finished tire during later use. As shown in Example 3, when the lamination pressure of two 3.5mm thick semi-finished inner liner layers is greater than 1.8 bar, folding will occur during the lamination process. When the puncture pressure is greater than 1.2 bar, the inner liner layer may be punctured, posing a risk of air leakage. When the puncture pressure is greater than 1.2 bar, the inner liner layer will be compressed again after lamination, resulting in a thinner inner liner layer and an expansion of the width to both sides, as well as folding.

[0046] Furthermore, tire production also includes the production of the belt layer. The belt layer is manufactured using a belt layer drum, and the circumference C of the belt layer drum is equal to the bonding radius R0 * 2π of the belt layer, satisfying R0 = R b / (m+1); where R b Let R be the radius of the belt layer of the finished tire, and m be the clamping coefficient of the belt layer, with a value ranging from 1.7% to 1.8%. This invention controls the clamping coefficient m of the belt layer and uses the known radius R of the belt layer of the finished tire... b The bonding radius R0 of the belt layer during molding is obtained, and thus the circumference C of the belt layer drum is obtained. Therefore, when manufacturing the belt layer half-part, the bonding radius R0 of the belt layer during molding can be made by adjusting the circumference C of the belt layer drum. The clamping coefficient m ranges from 1.7% to 1.8%. If the value is too large, it will cause the tire cords to stretch excessively, resulting in exposed cords in the tire. If the value is too small, it will cause insufficient tire stretching, resulting in an uneven tire appearance. This invention controls the value of the belt layer clamping coefficient m between 1.7% and 1.8%. This value can effectively avoid the occurrence of the appearance of reverse arching, and at the same time, it can avoid the production defect of exposed cords in the tire, and effectively improve the tire durability.

[0047] In some embodiments, taking a 16.00R25 mechanical engineering tire as an example, the test results obtained based on different belt ply clamping coefficients are shown in Table 3:

[0048] Table 3

[0049]

[0050] As shown in Table 3, under the same mold outer diameter, Example 1 shows that when the belt layer clamping coefficient m is less than 1.7%, the tire interior is uneven and the tire shoulder is severely bent, which may lead to tire blowouts in the later use of engineering machinery tires. Example 3 shows that when the belt layer clamping coefficient m is greater than 1.8%, it will cause excessive stretching of the tire cords, resulting in exposed cords in the tire interior. Example 2 shows that when the belt layer clamping coefficient m is between 1.7% and 1.8%, the appearance of reverse arching can be effectively avoided, and the exposed cords in the tire interior can be avoided, effectively improving tire durability.

[0051] Furthermore, such as Figure 1 As shown, the tire design includes a profile design, which in turn includes a tread surface design. The tread surface design sets the ratio of the tire crown width b1 to the tread surface width b to be b1 / b = 0.7–0.75, and the ratio of the tread surface height h to the tread surface width b to be h / b = 0.03–0.035. This invention, by using these ratios in the tire design process, creates a more reasonable tire contact patch, effectively ensuring uniform tire wear during use and maximizing the tire's traction and passability on poor roads and muddy surfaces.

[0052] Furthermore, such as Figure 1 As shown, the profile design also includes the design of the fit width W and the fit diameter D. The fit width W is the same as the standard rim width W1, and the ratio of the fit diameter D to the standard rim diameter D1 is D / D1 = 0.995 to 0.9975. The design values ​​in this invention were obtained through road test experiments. The fit diameter D within this range, while ensuring the fit between the rim and the tire, can reduce tire slippage during driving, reduce tire bead heat generation, and reduce the occurrence of bead burn defects.

[0053] In some embodiments, taking a 16.00R25 mechanical engineering tire as an example, the contact diameter was improved three times during the design process, and the road test data for the three improvements are shown in Table 4:

[0054] Table 4

[0055]

[0056] As shown in Table 4, Example 1 shows that when the ratio of the mating diameter D to the rated rim diameter D1 is less than 0.995, it will cause difficulties in tire assembly. Example 3 shows that when the ratio of the mating diameter D to the rated rim diameter D1 is greater than 0.9975, the tire and rim are prone to slippage during road testing, leading to bead burning. Example 2 shows that when the ratio of the mating diameter D to the rated rim diameter D1 is in the range of 0.995 to 0.9975, while ensuring proper assembly of the rim and tire, it can effectively reduce tire-rim slippage during road testing, reduce tire bead heat generation, and reduce the occurrence of bead burning.

[0057] Furthermore, such as Figure 1 As shown, the profile design also includes the design of the sidewall 3 and the design of the carcass 4. The sidewall 3 is located 15mm to 20mm below the sidewall parting surface 5, and the thickness of the sidewall 3 is 30mm to 50mm. The carcass 4 is a reverse wrap design, and the height of the reverse wrap of the carcass 4 is 10mm to 15mm above the horizontal axis 2 of the cross section.

[0058] In some embodiments, the sidewall 3 of the engineering machinery tire adopts a thickened design, which is 5mm to 7mm thicker than the normal sidewall 3, which can effectively protect the sidewall 3 and reduce the occurrence of punctures and other damage.

[0059] This invention, through the thickened design of the sidewall 3 and the high-reverse-wrapping design of the tire body 4, can avoid excessive heat generation caused by frequent bending of the sidewall 3 during vehicle operation, and reduce the occurrence of damage symptoms such as shoulder gaps. This invention reverses the tire body 4 to 10mm-15mm above the horizontal axis 2 of the cross section. This design can effectively improve the rigidity below the horizontal axis 2 of the cross section and reduce deformation below the horizontal axis 2 of the cross section. It changes the tire deformation area from the lower sidewall part to the upper sidewall part of the tire. This design can avoid the phenomenon of severe bead heat generation caused by bead bending deformation, and can avoid the occurrence of bead gaps, bead cracks, bead bursts and other bead area use symptoms.

[0060] In some embodiments, taking a 16.00R25 mechanical engineering tire as an example, the tire body 4 is designed with a high reverse wrap and is located 10mm above the horizontal axis 2 of the cross section. After performing finite element analysis on the contour design of the unthickened tire sidewall and the contour design of the thickened tire sidewall, it can be seen that the deformation area of ​​the unthickened tire sidewall is located 35mm below the tire sidewall parting surface 5. The thickened tire sidewall is positioned 15mm below the tire sidewall parting surface 5, and the height of the thickened area is 30mm. This design can protect the tire sidewall from punctures and reduce the shoulder gap problem caused by continuous bending and heat generation in the upper tire sidewall.

[0061] A type of tire manufactured using methods employed for engineering machinery tires.

[0062] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0063] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A method for manufacturing a tire for engineering machinery, characterized in that, This includes tire design and tire production. Tire production includes tread winding, where the tread is wound with the tire carcass using an offline winding process. The offline winding process involves transferring the tire carcass from a forming drum to an offline winding drum for tread winding, and satisfies the following formula: a2=K1×(a1+a2) / 2, B2=K2×B1, c2=K3×c1, d2=K4×d1; Wherein, K1, K2, K3, K4 are coefficients, a1 is the pre-formed width of the blank on the forming drum, B1 is the over-formed width of the blank on the forming drum, c1 is the pressure of the forming drum, d1 is the pressure of the sector block on the forming drum, a2 is the pre-formed width of the blank on the winding drum, B2 is the over-formed width of the blank on the winding drum, c2 is the pressure of the winding drum, and d2 is the pressure of the sector block on the winding drum. The value of K1 ranges from 1.06 to 1.11, the value of K2 ranges from 0.95 to 1.05, the value of K3 ranges from 0.8 to 1.0, and the value of K4 is 1.

0.

2. The method for manufacturing engineering machinery tires according to claim 1, characterized in that, The production of the tire also includes the production of the inner liner. The inner liner is produced using a lamination process. By setting the lamination pressure, the semi-finished products of the inner liner are laminated in pairs. The puncture pressure and venting pressure are set, and the laminated assembly is punctured and vented to finally obtain the inner liner.

3. The method for manufacturing engineering machinery tires according to claim 2, characterized in that, When two 3.5 mm thick semi-finished inner lining layers are pressed together and the thickness after pressing is 7 mm, the lamination pressure is 1.8 bar. When the total thickness increases or decreases by 3 mm, the lamination pressure increases or decreases by 0.2 bar.

4. The method for manufacturing engineering machinery tires according to claim 2, characterized in that, When two 3.5 mm thick inner lining semi-finished products are pressed together and the thickness after pressing is 7 mm, the puncture pressure and the venting pressure are both 1.2 bar. When the total thickness increases or decreases by 3 mm, the puncture pressure and the venting pressure both increase or decrease by 0.2 bar.

5. The method for manufacturing engineering machinery tires according to claim 1, characterized in that, The production of said tyre also comprises the production of the belt, which is completed by means of a belt drum, the circumference of which C = 2πR0, where R0 = R b / (m+1); Among them, R b Where is the radius of the belt layer of the finished tire, and m is the clamping coefficient of the belt layer, with the value of m ranging from 1.7% to 1.8%.

6. The method for manufacturing engineering machinery tires according to claim 1, characterized in that, The tire design includes a profile design, which includes a tread surface design. The tread surface design sets the ratio of the crown arc width b1 to the tread surface width b to be b1 / b = 0.7 to 0.75, and the ratio of the tread surface height h to the tread surface width b to be h / b = 0.03 to 0.

035.

7. The method for manufacturing engineering machinery tires according to claim 6, characterized in that, The profile design also includes the design of the fit width W and the fit diameter D. The fit width W is the same as the standard rim width W1, and the ratio of the fit diameter D to the standard rim diameter D1 is D / D1 = 0.995 to 0.9975.

8. The method for manufacturing engineering machinery tires according to claim 6, characterized in that, The profile design also includes the design of the sidewall and the tire body. The sidewall is located 15 mm to 20 mm below the sidewall parting surface and has a thickness of 30 mm to 50 mm. The tire body has a high reverse wrap design, and the height of the reverse wrap extends 10 mm to 15 mm above the horizontal axis of the tire section.

9. A tire, characterized in that, The tire is manufactured using the manufacturing method of any one of claims 1 to 8 for engineering machinery.

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