Tire forming process

Abstract

The invention provides a tire forming process. The tire forming process comprises the following steps: S1, acquiring finished tire design information and original tire blank design information of a to-be-processed tire; s2, calculating the section width compression ratio k between the finished tire and the original tire blank; s3, drawing a preset tire blank cross-section diagram of the finished tire to obtain an initial winding width W1 and an end winding width W2 of a rubber sheet in a first target rubber layer of the preset tire blank; s4, calculating the winding length L of the rubber sheet in the first target rubber layer; s5, winding a rubber sheet on the forming machine to form a preset tire blank; wherein the cutting device is used for cutting the film, so that the winding initial end of the film has the width W1, and the winding end of the film has the width W2; and S6, the preset tire blank is formed through a forming machine. The problem that in the prior art, a forming process applied to the solid tire can cause reduction of the quality of a finished solid tire product is effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of tires, and in particular to a tire molding process. Background Art

[0002] At present, a solid tire is a solid tire assembled on a pneumatic tire rim. Its carcass is made of solid rubber, has no cord as a skeleton and does not need to be inflated. Since solid tires have the disadvantages of thick carcass and poor elasticity, the heat generated during deformation (load bearing) is difficult to dissipate. Therefore, side holes are often designed on the side of the tire to improve the cushioning and heat dissipation performance of the solid tire.

[0003] In the prior art, the manufacturing process of solid tires generally adopts the winding method for forming, that is, the rubber sheet hot-mixed on the open mixing mill is wound on the forming drum in sequence to form a base rubber, intermediate rubber and tread rubber with a certain thickness to form a tire blank with a rectangular cross-section, which is then formed once by the forming drum.

[0004] However, the above molding process is not actually applicable to all solid tires. For example, the solid tires used for skid loaders have a small aspect ratio, a deep tread and side holes on the sidewalls. During the actual molding process, due to the large difference between the tire structure and the structure of the solid tire (the structure of the wheel mold cavity) (that is, the outer surface of the tire with a rectangular cross-section cannot stably fit with the cavity wall of the wheel mold cavity), and the large amount of change in the tire mouth and sidewall during the molding process (due to the side holes), the rubber (rubber sheet) of the tire is prone to large flow in the wheel mold cavity during the extrusion and molding process. At this time, the position distribution of the wire ring and the rubber layers inside the tire is difficult to predict. If the wire ring is skewed during the rubber flow, it will increase the difficulty of assembling the solid tire and the rim. If the intermediate rubber flows into the base rubber position, it will cause insufficient hardness between the solid tire and the rim, which is easy to cause slipping, loosening of the wire ring and the base rubber, and other damage problems, seriously affecting the quality of the finished tire. Summary of the Invention

[0005] The main purpose of the present invention is to provide a tire molding process to solve the problem that the molding process applied to solid tires in the prior art will lead to reduced quality of the finished solid tires.

[0006] In order to achieve the above object, the present invention provides a tire forming process, comprising:

[0007] Step S1: obtaining design information of a finished tire and design information of an original green tire of a tire to be processed, wherein the design information of the finished tire includes a first cross-sectional structure diagram of the finished tire;

[0008] Step S2: calculating the cross-sectional width compression ratio k between the finished tire and the original green tire based on the finished tire design information and the original green tire design information;

[0009] Step S3: drawing a preset green tire cross-sectional view of the finished tire according to the cross-sectional width compression rate k and the first cross-sectional structure view to obtain an initial winding width W1 and an ending winding width W2 of the rubber sheet in the first target rubber layer of the preset green tire;

[0010] Step S4: Calculating the winding length L of the film in the first target rubber layer according to the original tire green design information, the winding initial width W1 and the winding end width W2;

[0011] Step S5: The forming machine winds the film in the first target rubber layer with a winding length of L to form a predetermined tire green sheet; wherein, during the winding process, the cutting device cuts the film so that the film has a width W1 at the beginning of the winding and a width W2 at the end of the winding;

[0012] Step S6: The forming machine forms the preset tire blank.

[0013] Furthermore, the original green tire design information also includes a second cross-sectional structure diagram of the original green tire. The method for calculating the cross-sectional width compression rate k includes:

[0014] Step S21: Calculating the average cross-sectional width ws of the second target rubber layer of the finished tire according to the first cross-sectional structure diagram;

[0015] Step S22: According to the second cross-sectional structure diagram, the film width wn in the third target rubber layer of the original tire is obtained to calculate the cross-sectional width compression rate k of the second target rubber layer. The formula for calculating the cross-sectional width compression rate k is:

[0016]

[0017] The second target rubber layer includes the second base rubber layer, the second intermediate rubber layer and the second tread rubber layer of the finished tire, and the third target rubber layer includes the third base rubber layer, the third intermediate rubber layer and the third tread rubber layer of the original tire.

[0018] Furthermore, in step S21, the method for calculating the average cross-sectional width ws of the second target adhesive layer includes: obtaining N cross-sectional widths w1, w2, w3, ..., wn of the second target adhesive layer, and calculating the average cross-sectional width ws using the formula:

[0019]

[0020] Furthermore, the first cross-sectional structural diagram passes through the side hole of the finished tire.

[0021] Furthermore, the second intermediate rubber layer includes a first rubber layer having side holes and second rubber layers located on both sides of the first rubber layer. The method for drawing a preset green tire cross-section of a finished tire includes:

[0022] Step S31: According to the first cross-sectional structure diagram, the edge line coordinates of the contour rubber layer are obtained, and the contour line coordinates of the green tire cross-sectional diagram are preliminarily preset as To form a preliminary preset tire green cross-section diagram; wherein the contour rubber layer includes a second base rubber layer, a first rubber layer, a second rubber layer and a second tread rubber layer.

[0023] Furthermore, the method for obtaining the initial winding width W1 and the final winding width W2 of the film in the first target rubber layer includes: measuring the cross-sectional width of a preset green tire cross-sectional view, in which the end of the first target rubber layer close to the tire axis is the initial winding end, and the end of the first target rubber layer away from the tire axis is the final winding end; wherein the first target rubber layer includes the first base rubber layer, the first intermediate rubber layer and the first tread rubber layer of the preset green tire; the first intermediate rubber layer includes a third rubber layer and a fourth rubber layer located on both sides of the third rubber layer, and the third rubber layer is used to form side holes of the finished tire during the molding process.

[0024] Furthermore, the original green tire design information also includes a three-dimensional structure diagram of the original green tire and a film thickness h of the original green tire. The method for calculating the preset winding length L of the film in the first target rubber layer includes:

[0025] Step S41: based on the three-dimensional structure diagram, obtaining the volume V2 of the third target adhesive layer to calculate the volume V1 of the first target adhesive layer;

[0026] Step S42: Calculate the winding length L of the film in the first target adhesive layer according to the volume V1 of the first target adhesive layer, the film thickness h, the initial winding width W1, and the final winding width W2. The calculation formula of the winding length L is:

[0027]

[0028] The first target rubber layer includes a first base rubber layer, a third rubber layer, a fourth rubber layer and a first tread rubber layer.

[0029] Furthermore, the original green tire design information also includes the porosity a of the original green tire. In step S41, the formula for calculating the volume V1 of the first target rubber layer is:

[0030]

[0031] Furthermore, the method for winding a film having a winding length L on a forming machine includes:

[0032] Step S51: Winding a base rubber layer including a steel ring onto a forming machine;

[0033] Step S52: The forming machine rotates for a preset time t1 so that the film for forming the first target rubber layer is wound onto the forming machine, and the first base rubber layer, the third rubber layer, the fourth rubber layer and the first tread rubber layer are arranged in sequence in a direction away from the central axis of the tire; wherein, during the winding process of the film for the first target rubber layer, the distance between the two longitudinal cutting tools of the cutting device remains unchanged or increases uniformly or decreases at a uniform speed, so that the side surface of the preset tire blank forms an inclined surface and / or a flat surface.

[0034] Furthermore, between step S5 and step S6, the tire forming process further includes: transferring the preset green tire to a mold of a forming machine; wherein the interval time t2 between the completion of processing the preset green tire and the start of forming by the forming machine satisfies: t2≤15min.

[0035] Applying the technical solution of the present invention, the tire forming process includes:

[0036] Step S1: obtaining design information of a finished tire and design information of an original green tire of a tire to be processed, wherein the design information of the finished tire includes a first cross-sectional structure diagram of the finished tire;

[0037] Step S2: calculating the cross-sectional width compression ratio k between the finished tire and the original green tire based on the finished tire design information and the original green tire design information;

[0038] Step S3: drawing a preset green tire cross-sectional view of the finished tire according to the cross-sectional width compression rate k and the first cross-sectional structure view to obtain an initial winding width W1 and an ending winding width W2 of the rubber sheet in the first target rubber layer of the preset green tire;

[0039] Step S4: Calculating the winding length L of the film in the first target rubber layer according to the original tire green design information, the winding initial width W1 and the winding end width W2;

[0040] Step S5: The forming machine winds the film in the first target rubber layer with a winding length of L to form a predetermined tire green sheet; wherein, during the winding process, the cutting device cuts the film so that the film has a width W1 at the beginning of the winding and a width W2 at the end of the winding;

[0041] Step S6: The forming machine forms the preset tire blank.

[0042] In this way, the present application calculates the cross-sectional width compression rate k between the finished tire and the original tire blank, and redraws the preset tire blank cross-sectional structure diagram based on the cross-sectional width compression rate k and the first cross-sectional structure diagram, so that the cross-sectional structure of the preset tire blank can fit the wheel mold cavity structure of the molding machine (the first cross-sectional structure diagram of the finished tire is actually the cross-sectional structure of the wheel mold cavity), that is, the initial winding width W1 of the film (the width of the rubber layer close to the center axis of the tire) and the ending winding width W2 (the width of the rubber layer away from the center axis of the tire) can match the size of the wheel mold cavity. Compared to conventional tire blanks with rectangular cross-sections, the overall structure of the pre-set blank in this application closely matches the wheel mold cavity. During the actual vulcanization molding process, the contact area between the pre-set blank and the wheel mold cavity wall is larger, allowing each rubber layer to adhere to and mold more quickly. This reduces the flow distance of the rubber material and the potential for significant misalignment of the rubber layer distribution caused by excessive rubber flow, thereby improving the quality of the finished tire and resolving the issue of prior art solid tire molding processes causing reduced quality. Furthermore, the present application defines the cross-sectional height of the pre-set blank by calculating the pre-set winding length L of the film, rather than using a cross-sectional height compression ratio. This avoids the problem of volume changes in the blank caused by variations in the film width, ensuring that the pre-set blank maintains the same volume compression ratio as the original blank during the molding process, further improving the quality of the finished tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0044] Figure 1 A flow chart showing an embodiment of a tire building process according to the present invention;

[0045] Figure 2 Shown Figure 1 A schematic diagram of a cross section of a preset green tire of the preset green tire;

[0046] Figure 3 Shown Figure 1 A side view of the finished tire in FIG;

[0047] Figure 4 Shown Figure 3 Schematic diagram of the first cross section of the finished tire.

[0048] The above drawings include the following reference numerals:

[0049] 1. Finished tire; 101. Side hole;

[0050] 10. First cross-sectional structure diagram; 20. Second target rubber layer; 21. Second base rubber layer; 22. Second intermediate rubber layer; 221. First rubber layer; 222. Second rubber layer; 23. Second tread rubber layer; 30. Preset tire cross-sectional diagram; 40. First target rubber layer; 41. First base rubber layer; 42. First intermediate rubber layer; 421. Third rubber layer; 422. Fourth rubber layer; 43. First tread rubber layer; 50. Base rubber layer tire with steel rim. DETAILED DESCRIPTION

[0051] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0052] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by ordinary technicians in the technical field to which this application belongs.

[0053] In the present invention, unless otherwise specified, directional words such as "up" and "down" are generally used with respect to the directions shown in the drawings, or with respect to the vertical, perpendicular or gravity directions; similarly, for ease of understanding and description, "left" and "right" are generally used with respect to the left and right shown in the drawings; "inside" and "outside" refer to the inside and outside relative to the outline of each component itself, but the above directional words are not used to limit the present invention.

[0054] In order to solve the problem that the molding process applied to solid tires in the prior art may lead to reduced quality of the finished solid tires, the present application provides a tire molding process.

[0055] like Figures 1 to 4 As shown, the tire building process includes:

[0056] Step S1: obtaining design information of a finished tire and design information of an original green tire of a tire to be processed, wherein the design information of the finished tire includes a first cross-sectional structural diagram 10 of the finished tire 1;

[0057] Step S2: Calculating the cross-sectional width compression ratio k between the finished tire 1 and the original green tire based on the finished tire design information and the original green tire design information;

[0058] Step S3: drawing a preliminary preset green tire cross-sectional view of the finished tire 1 according to the cross-sectional width compression rate k and the first cross-sectional structure diagram 10 to obtain an initial winding width W1 and an ending winding width W2 of the rubber sheet in the first target rubber layer 40 of the preset green tire;

[0059] Step S4: Calculating the winding length L of the film in the first target rubber layer 40 according to the original tire green design information, the winding initial width W1 and the winding end width W2;

[0060] Step S5: The forming machine winds the film in the first target rubber layer 40 with a winding length L to form a predetermined tire green sheet. During the winding process, the cutting device cuts the film so that the film has a width W1 at the beginning of the winding and a width W2 at the end of the winding.

[0061] Step S6: The forming machine forms the preset tire blank.

[0062] In this way, this embodiment calculates the cross-sectional width compression rate k between the finished tire 1 and the original green tire, and redraws the preset green tire cross-sectional structure diagram based on the cross-sectional width compression rate k and the first cross-sectional structure diagram 10, so that the cross-sectional structure of the preset green tire can be matched with the wheel mold cavity structure of the molding machine (the first cross-sectional structure diagram of the finished tire is actually the cross-sectional structure of the wheel mold cavity), that is, the initial winding width W1 of the rubber layer (the width of the rubber layer close to the center axis of the tire) and the ending winding width W2 (the width of the rubber layer away from the center axis of the tire) can be matched with the size of the wheel mold cavity. Compared to conventional tire blanks with rectangular cross-sections, the overall structure of the pre-set green tire in this embodiment closely matches the wheel mold cavity. During the actual vulcanization molding process, the contact area between the pre-set green tire and the wheel mold cavity wall is larger, allowing each rubber layer to adhere to and mold more quickly. This reduces the flow distance of the rubber material and the potential for significant misalignment of the rubber layer distribution caused by excessive rubber flow, thereby improving the quality of the finished tire and resolving the issue of reduced quality of solid tires caused by conventional molding processes. Furthermore, in designing the cross-sectional height of the pre-set green tire, this embodiment calculates the pre-set winding length L of the film, rather than using a cross-sectional height compression ratio. This avoids the problem of green tire volume changes caused by variations in the film width, ensuring that the pre-set green tire maintains the same volume compression ratio as the original green tire during the molding process, further improving the quality of the finished tire.

[0063] In this embodiment, the cross-sectional structural diagram is a cross-sectional diagram extending along the tire radial direction and perpendicular to the tire circumferential direction.

[0064] In this embodiment, the original green tire design information further includes a second cross-sectional structural diagram of the original green tire. The method for calculating the cross-sectional width compression rate k includes:

[0065] Step S21: Calculating the average cross-sectional width ws of the second target rubber layer 20 of the finished tire 1 according to the first cross-sectional structure diagram 10;

[0066] Step S22: According to the second cross-sectional structure diagram, the film width wn in the third target rubber layer of the original tire is obtained to calculate the cross-sectional width compression rate k of the second target rubber layer 20. The formula for calculating the cross-sectional width compression rate k is:

[0067]

[0068] The second target rubber layer 20 includes the second base rubber layer 21, the second intermediate rubber layer 22 and the second tread rubber layer 23 of the finished tire 1, and the third target rubber layer includes the third base rubber layer, the third intermediate rubber layer and the third tread rubber layer of the original tire.

[0069] Thus, in calculating the cross-sectional width compression rate k of the second target rubber layer 20, this embodiment adopts an average value calculation method, which reduces the adverse effects caused by large variations in the cross-sectional width of the finished tire. On the other hand, the second base rubber layer 21, the second intermediate rubber layer 22, and the second tread rubber layer 23 are calculated separately to fully consider the width variations of the rubber layers used to form different parts of the finished tire. This further reduces the adverse effects caused by large variations in the cross-sectional width of the finished tire and improves the fit between the cross-sectional structure of the subsequently preset green tire and the wheel mold cavity.

[0070] In this embodiment, in step S21, the method for calculating the average cross-sectional width ws of the second target adhesive layer 20 includes:

[0071] Obtain N cross-sectional widths w1, w2, w3, ...wn of the second target adhesive layer 20, and calculate the average cross-sectional width ws using the formula:

[0072]

[0073] In this embodiment, the first cross-sectional structure 10 shows a side hole 101 extending through the finished tire 1. Thus, the calculation of the cross-sectional width compression rate k also fully considers the effect of the side hole 101 on the cross-sectional width, thereby further improving the fit between the cross-sectional structure of the subsequently pre-set green tire and the wheel mold cavity.

[0074] Specifically, for solid tires, the number of side holes 101 is relatively large and the side holes 101 are relatively large (in width), significantly impacting rubber flow during the green tire forming process. Therefore, this embodiment takes the side holes 101 into account when calculating the cross-sectional width compression rate k. In practice, since the cross-sectional width of the finished tire 1 at the side holes 101 is relatively small, the calculated cross-sectional width compression rate k2 of the second intermediate rubber layer 22 is relatively small. Consequently, the overall width of the first intermediate rubber layer 42 of the pre-prepared green tire increases (compared to the corresponding rubber layer of the original green tire), but the thickness decreases (for a given volume, the width increases, the number of windings decreases, and the thickness decreases). The width of the second intermediate rubber layer 22 with the side holes 101 is actually the widest part of the entire tire. That is, the above arrangement will further reduce the rubber flow distance of the first intermediate rubber layer 42 of the preset green tire when forming the second intermediate rubber layer 22 of the finished tire 1 (that is, due to its large width and small thickness, during the molding process, the rubber at the side hole 101 will flow directly to form the second rubber layer 222 of the finished tire 1, and will hardly flow to other rubber layers), which is beneficial to further improve the processing quality of the tire.

[0075] In this embodiment, the second intermediate rubber layer 22 includes a first rubber layer 221 having side holes 101 and second rubber layers 222 located on both sides of the first rubber layer 221. The method for drawing a preliminary preset green tire cross-section of the finished tire 1 includes:

[0076] Step S31: According to the first cross-sectional structure diagram 10, the edge line coordinates x, y of the contour rubber layer are obtained, and the contour line coordinates of the green tire cross-sectional diagram are preliminarily preset as To form a preliminary preset tire green cross-section; wherein the contour rubber layer includes a second base rubber layer 21 , a second rubber layer 222 and a second tread rubber layer 23 .

[0077] In this embodiment, the method for obtaining the initial winding width W1 and the final winding width W2 of the film in the first target adhesive layer 40 includes:

[0078] Measure the cross-sectional width of a preliminary preset green tire cross-sectional view, where the end of the first target rubber layer 40 close to the tire axis is the winding start end, and the end of the first target rubber layer 40 away from the tire axis is the winding end end;

[0079] Among them, the first target rubber layer 40 includes a first base rubber layer 41, a first intermediate rubber layer 42 and a first tread rubber layer 43 of a preset tire blank; the first intermediate rubber layer 42 includes a third rubber layer 421 and a fourth rubber layer 422 located on both sides of the third rubber layer 421. The third rubber layer 421 is used to form the side holes 101 of the finished tire 1 during the molding process.

[0080] In this way, the initial winding width W1 and the final winding width W2 of the first base rubber layer 41, the third rubber layer 421, the fourth rubber layer 422 and the first tread rubber layer 43 can be obtained by only measuring the cross-sectional widths of the first base rubber layer 41, the third rubber layer 421, the fourth rubber layer 422 and the first tread rubber layer 43 in the preliminary preset tire cross-sectional view.

[0081] In this embodiment, the original green tire design information further includes a three-dimensional structure diagram of the original green tire and a film thickness h of the original green tire. The method for calculating the preset winding length L of the film in the first target rubber layer 40 includes:

[0082] Step S41: based on the three-dimensional structure diagram, obtaining the volume V2 of the third target adhesive layer to calculate the volume V1 of the first target adhesive layer 40;

[0083] Step S42: Calculate the winding length L of the film in the first target adhesive layer 40 based on the volume V1 of the first target adhesive layer 40, the film thickness h, the initial winding width W1, and the final winding width W2. The calculation formula of the winding length L is:

[0084]

[0085] The first target rubber layer 40 includes a first base rubber layer 41 , a third rubber layer 421 , a fourth rubber layer 422 and a first tread rubber layer 43 .

[0086] In this way, through the above calculation, the staff can take the volume of the original tire into consideration when designing the height size of the preset tire green. That is, the volume of the preset tire green in this embodiment is consistent with the volume of the original tire green, so that the preset tire green can still have the volume compression rate of the original tire green during the molding process, further improving the quality of the finished tire.

[0087] Specifically, based on the initial winding width W1, the ending winding width W2, the film thickness h, the winding length L and the inner diameter r of the original tire, the staff can actually further draw the preliminary preset tire cross-sectional diagram, that is, first calculate the number of winding turns of the film in each rubber layer, and then draw the preset tire cross-sectional diagram 30 according to the film thickness h, the initial winding width W1, and the ending winding width W2.

[0088] In this embodiment, the cutting device actually cuts along a straight line during the cutting process, so that the cut film has a trapezoidal structure or a rectangular structure, which further plays a role in changing the average width.

[0089] In this embodiment, the original green tire design information also includes the porosity a of the original green tire. In step S41, the formula for calculating the volume V1 of the first target rubber layer 40 is:

[0090]

[0091] Thus, since the original green tire volume obtained based on the three-dimensional structure diagram actually ignores the effect of the porosity a on the volume, this embodiment takes the porosity a into account when calculating the volume of the first target rubber layer 40 to ensure that the volume of the first target rubber layer 40 is consistent with the volume of the third target rubber layer of the original green tire, further improving the quality of the finished tire.

[0092] In this embodiment, the method for winding a film having a winding length L by a forming machine includes:

[0093] Step S51: Winding the base rubber bottom layer green tire 50 including the steel ring onto the forming machine;

[0094] Step S52: The building machine rotates for a predetermined time t1, so that the film sheet for forming the first target rubber layer 40 is wound onto the building machine. The first base rubber layer 41, the third rubber layer 421, the fourth rubber layer 422, and the first tread rubber layer 43 are arranged in sequence in a direction away from the central axis of the tire. During the winding of the film sheet for the first target rubber layer 40, the distance between the two longitudinal cutting blades of the cutting device remains unchanged, increases uniformly, or decreases at a constant speed, so that the side surface of the predetermined green tire forms an inclined surface and / or a flat surface.

[0095] Thus, the above arrangement allows the base rubber base layer 50 containing the steel rim to be wound separately from the first target rubber layer 40. This embodiment ignores the smaller base rubber base layer 50 containing the steel rim, redesigning only the first target rubber layer 40, which accounts for the majority of the tire's overall structure. In practice, by minimizing the flow distance of the rubber layer within the larger first target rubber layer 40, the steel rim within the base rubber base layer 50 is prevented from shifting, thereby reducing the design complexity for the operator.

[0096] Specifically, the tire molding process in this embodiment can also avoid steel rim offset, that is, ensure that the steel rims in the solid tire are evenly distributed, so as to ensure that the tightening force applied by the steel rims on the rim is evenly distributed, so that the assembly process between the tire and the rim is smooth, the two have a high degree of fit and no gap, and the problem of slippage between the rim and the tire is avoided. The rubber (rubber film) in each rubber layer can be distributed according to the design structure, ensuring the durability and wear resistance of the tire and extending the service life of the tire.

[0097] In this embodiment, between steps S5 and S6, the tire building process further includes transferring the pre-processed green tire to a mold in a building machine. The interval t2 between the completion of processing the pre-processed green tire and the start of building in the building machine satisfies the requirement of t2 ≤ 15 minutes. This configuration prevents deformation of the pre-processed green tire, further improving the quality of the finished tire.

[0098] Specifically, the film winding process in each adhesive layer is as follows:

[0099] After the base rubber bottom layer tire 50 containing the steel rim is wound on the forming machine, the staff scans the QR code of the preset tire to retrieve the forming electronic construction table of the MES system (the construction table is the design information of the preset tire obtained by the above calculation). The longitudinal cutting tool of the cutting device automatically adjusts the cutting width according to the construction requirements and rises to the preset height to cut the film on the mixing mill. The forming drum moves forward and fits the mixing mill roller to start winding the film. The longitudinal cutting tool starts to move horizontally according to the construction information to adjust the width of the film. After the first base rubber layer 41 is wound, the cross-cutting knife of the cutting device cuts the film and repeats the above process to complete the winding of the first intermediate rubber layer 42 and the first tread rubber layer 43 in turn. After the processing is completed, it is automatically weighed. The weight error of the preset tire should be controlled within ±0.2kg, and the film width error should be controlled within ±3mm.

[0100] The preset standard weight of the green tire is the sum of the weight of the first target rubber layer 40 and the weight of the base rubber layer 50 including the steel rim. The weight of the first target rubber layer 40 can be calculated based on the volume V2 of the second target rubber layer 20 and the density of the rubber sheet. The volume V1 of the first target rubber layer 40 is not used here to avoid the adverse effect of the porosity a on the weight.

[0101] Specifically, the steel rim position of the solid tire processed by the traditional tire molding process has a maximum deviation of 36 mm and an average deviation of about 20 mm, and the overall deformation rate of the rubber layer is about 75%. However, the steel rim position of the solid tire processed by the tire molding process in this embodiment has a maximum deviation of 10 mm and an average deviation of 6 mm, and the overall structure of the rubber layer can basically maintain the designed shape.

[0102] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0103] The present application calculates the cross-sectional width compression ratio k between the finished tire and the original green tire, and redraws the preset green tire cross-sectional structure diagram based on the cross-sectional width compression ratio k and the first cross-sectional structure diagram, so that the cross-sectional structure of the preset green tire can be matched with the wheel mold cavity structure of the molding machine (the first cross-sectional structure diagram of the finished tire is actually the cross-sectional structure of the wheel mold cavity), that is, the initial winding width W1 of the film (the width of the rubber layer close to the center axis of the tire) and the ending winding width W2 (the width of the rubber layer away from the center axis of the tire) can match the size of the wheel mold cavity. Compared to conventional tire blanks with rectangular cross-sections, the overall structure of the pre-set green tire in this application closely matches the wheel mold cavity. During the actual vulcanization molding process, the contact area between the pre-set green tire and the wheel mold cavity wall is larger, allowing each rubber layer to adhere to and mold more quickly. This reduces the flow distance of the rubber material and the potential for significant misalignment of the rubber layer distribution caused by excessive rubber flow, thereby improving the quality of the finished tire and resolving the issue of prior art solid tire molding processes causing reduced quality. Furthermore, the present invention defines the cross-sectional height of the pre-set green tire by calculating the pre-set winding length L of the film, rather than using a cross-sectional height compression ratio. This avoids the problem of green tire volume changes caused by variations in the film width, ensuring that the pre-set green tire maintains the same volume compression ratio as the original green tire during the molding process, further improving the quality of the finished tire.

[0104] Obviously, the embodiments described above are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0105] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, tasks, devices, components and / or combinations thereof.

[0106] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0107] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A tire forming process, characterized in that: include: Step S1: obtaining finished tire design information and original tire design information of the tire to be processed, wherein the finished tire design information includes a first cross-sectional structure diagram (10) of the finished tire (1); Step S2: calculating the section width compression ratio k between the finished tire (1) and the original tire according to the finished tire design information and the original tire green design information; Step S3: drawing a preliminary preset green tire cross-sectional diagram of the finished tire (1) according to the cross-sectional width compression rate k and the first cross-sectional structure diagram (10) to obtain an initial winding width W1 and an end winding width W2 of the rubber sheet in the first target rubber layer (40) of the preset green tire; Step S4: calculating the winding length L of the film in the first target rubber layer (40) according to the original tire green design information, the winding initial width W1 and the winding end width W2; Step S5: the molding machine winds the film in the first target rubber layer (40) with a winding length of L to form a preset tire blank; wherein, during the winding process of the film, the cutting device cuts the film so that the winding start end of the film has the width W1 and the winding end end of the film has the width W2; Step S6: The molding machine molds the preset tire blank.

2. The tire forming process according to claim 1, characterized in that: The original tire green design information also includes a second cross-sectional structure diagram of the original tire green. The method for calculating the cross-sectional width compression rate k includes: Step S21: calculating the average cross-sectional width ws of the second target rubber layer (20) of the finished tire (1) according to the first cross-sectional structure diagram (10); Step S22: According to the second cross-sectional structure diagram, the film width wn in the third target rubber layer of the original tire blank is obtained to calculate the cross-sectional width compression rate k of the second target rubber layer (20). The formula for calculating the cross-sectional width compression rate k is: The second target rubber layer (20) comprises a second base rubber layer (21), a second intermediate rubber layer (22) and a second tread rubber layer (23) of the finished tire (1), and the third target rubber layer comprises a third base rubber layer, a third intermediate rubber layer and a third tread rubber layer of the original tire blank.

3. The tire forming process according to claim 2, characterized in that: In the step S21, the method for calculating the average cross-sectional width ws of the second target adhesive layer (20) includes: Obtain N cross-sectional widths w1, w2, w3, ...wn of the second target adhesive layer (20), and calculate the average cross-sectional width ws using the formula:

4. The tire forming process according to any one of claims 1 to 3, characterized in that: The first cross-sectional structure diagram (10) passes through the side hole (101) of the finished tire (1).

5. The tire forming process according to claim 2, characterized in that: The second intermediate rubber layer (22) comprises a first rubber layer (221) having a side hole (101) and second rubber layers (222) located on both sides of the first rubber layer (221). The method for drawing a preliminary preset green tire cross-section diagram of the finished tire (1) comprises: Step S31: According to the first cross-sectional structure diagram (10), the edge line point coordinates (x, y) of the contour rubber layer are obtained. The contour line point coordinates of the preliminary preset tire green section diagram are To form a preliminary preset tire green cross-section diagram; wherein the contour rubber layer includes the second base rubber layer (21), the first rubber layer (221), the second rubber layer (222) and the second tread rubber layer (23).

6. The tire forming process according to claim 2, characterized in that: The method for obtaining the initial winding width W1 and the final winding width W2 of the film in the first target adhesive layer (40) comprises: Measuring the cross-sectional width of the preliminary preset green tire cross-sectional view, wherein in the preliminary preset green tire cross-sectional view, an end of the first target rubber layer (40) close to the tire axis is a winding start end, and an end of the first target rubber layer (40) away from the tire axis is a winding end end; The first target rubber layer (40) comprises a first base rubber layer (41), a first intermediate rubber layer (42) and a first tread rubber layer (43) of the preset tire blank; the first intermediate rubber layer (42) comprises a third rubber layer (421) and fourth rubber layers (422) located on both sides of the third rubber layer (421); the third rubber layer (421) is used to form side holes (101) of the finished tire (1) during the molding process.

7. The tire forming process according to claim 6, characterized in that: The original tire design information also includes a three-dimensional structure diagram of the original tire, a film thickness h of the original tire, and a method for calculating a preset winding length L of the film in the first target rubber layer (40) includes: Step S41: based on the three-dimensional structure diagram, obtaining the volume V2 of the third target adhesive layer to calculate the volume V1 of the first target adhesive layer (40); Step S42: Calculating the winding length L of the film in the first target adhesive layer (40) according to the volume V1 of the first target adhesive layer (40), the film thickness h, the winding initial width W1 and the winding end width W2; Wherein, the calculation formula of the winding length L is: Wherein, the first target rubber layer (40) comprises the first base rubber layer (41), the third rubber layer (421), the fourth rubber layer (422) and the first tread rubber layer (43).

8. The tire forming process according to claim 7, characterized in that: The original tire design information also includes the porosity a of the original tire. In the step S41, the formula for calculating the volume V1 of the first target rubber layer (40) is:

9. The tire forming process according to claim 7, characterized in that: The method of winding a film of a winding length L by a forming machine includes: Step S51: winding a base rubber bottom layer green tire (50) containing a steel ring onto a molding machine; Step S52: the molding machine rotates for a preset time t1, so that the film used to form the first target rubber layer (40) is wound onto the molding machine, and the first base rubber layer (41), the third rubber layer (421), the fourth rubber layer (422) and the first tread rubber layer (43) are arranged in sequence in a direction away from the central axis of the tire; Wherein, during the winding process of the film of the first target rubber layer (40), the distance between the two longitudinal cutting knives of the cutting device remains unchanged or increases evenly or decreases at a uniform speed, so that the side surface of the preset tire blank forms an inclined surface and / or a flat surface.

10. The tire forming process according to claim 1, characterized in that: Between step S5 and step S6, the tire forming process further includes: The preset tire blank is transferred to the mold of the molding machine; wherein the interval time t2 between the completion of the processing of the preset tire blank and the start of molding by the molding machine satisfies: t2≤15min.

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