Application method of angle reinforcing material in three-proofing tire

Abstract

The invention provides an application method of a reinforcing material with an angle in a three-proofing tire, and relates to the technical field of tire manufacturing, and the application method comprises the following steps: adopting aramid fiber / nylon 66 composite gum dipping cord fabric as a reinforcing layer material of a tire bead and a tire side part; selecting different reinforcing layer angles according to the specification and the use requirement of the tire, and performing mechanical analysis on the tire by utilizing computer mechanical analysis software and combining with the modulus performance of the material so as to determine the optimal reinforcing layer angle; manufacturing a three-proofing tire; the aramid fiber / nylon 66 composite impregnated cord fabric is used for replacing common nylon 66 to serve as a reinforcing layer, aramid fiber has the advantages of being ultrahigh in strength, high in modulus, resistant to high temperature, resistant to acid and alkali, light in weight and the like and has good anti-aging performance and long life cycle, nylon 66 is high in adhesive force to rubber and excellent in fatigue resistance, and the service life of the aramid fiber / nylon 66 composite impregnated cord fabric is prolonged. The composite material is an ideal material which can complement the composite performance with aramid fibers, and the durability, the structural stability and the safety performance of the product can be improved.

Description

Technical Field

[0001] The invention relates to the technical field of tire manufacturing, and in particular to an application method of an angled reinforcing material in a three-proof tire. Background Art

[0002] Aramid is a new type of high-tech synthetic fiber. Its strength is 5 to 6 times that of steel wire, its modulus is 2 to 3 times that of steel wire, its toughness is twice that of steel wire, and its weight is only about 1 / 5 of that of steel wire. It does not decompose or melt at a temperature of 560 degrees. It was put into industrial production in 1972 and put into practical use. Teijin Aramid, commonly known as Kevlar, is the main material for making bulletproof vests and bulletproof helmets.

[0003] At present, in the field of tire manufacturing, there are a large number of public reports on the use of aramid as a tire skeleton material, such as research on its application in belt layers and cap layers. Studies have shown that aramid / high-strength nylon composite cord fabric is superior to 100% nylon 66 in terms of strength and dimensional stability, and is superior to 100% aramid in terms of adhesion performance, fatigue resistance and price. Conventional three-proof tires are found in high-speed and durability tests that the sidewalls and bead parts, which are high-frequency flexures and stress-bearing parts, are usually the first parts of the tire to be damaged. The general solution is to use nylon 66 as a reinforcement layer at the bead position. Nylon 66 melts at about 260°C, but there is a high possibility that the internal temperature rises sharply when the tire is running at high speed for a long time, and it is easy to cause material melting and component delamination. This requires the use of a new material to replace the simple nylon 66 material to solve the current problems. Therefore, the present invention proposes a method for using an angled reinforcement material in a three-proof tire to solve the problems existing in the prior art. Summary of the invention

[0004] In view of the above problems, the present invention proposes an application method of an angled reinforcing material in a three-proof tire. The application method of the angled reinforcing material in the three-proof tire uses aramid / nylon 66 composite dipped cord fabric instead of ordinary nylon 66 as a reinforcing layer, which can extend the service life of the product and improve the safety performance.

[0005] To achieve the purpose of the present invention, the present invention is implemented by the following technical solution: a method for applying an angled reinforcement material in a three-proof tire, comprising the following steps: S1: Aramid / nylon 66 composite dipped cord fabric is used as the reinforcing layer material for the tire bead and sidewall; S2: Select different reinforcement layer angles according to tire specifications and usage requirements, and use computer mechanical analysis software to conduct mechanical analysis on the tire in combination with the modulus properties of the material to determine the optimal reinforcement layer angle; S3: Make three-proof tires, carry out rubber mixing, prepare components, cut and position the reinforcement layer, and embed it into the tire structure at the optimal angle; S4: Component molding and tire vulcanization are carried out. The main drum component and the auxiliary drum component are molded using a Saatchi one-step molding machine. In addition, memory rubber is sprayed before the tire is vulcanized. S5: Test the wear resistance, corrosion resistance and load-bearing capacity of the manufactured triple-proof tires to verify their effectiveness.

[0006] A further improvement is that in S1, the preparation of the aramid / nylon 66 composite dipped cord fabric comprises the following steps: Prepare aramid fiber and nylon 66 fiber, and determine the required fiber length, diameter and strength parameters according to tire specifications and usage requirements; Select natural rubber and styrene-butadiene rubber, add plasticizer, vulcanizer and antioxidant, dissolve natural rubber and styrene-butadiene rubber, and prepare dipping solution; Pre-treating aramid fiber and nylon 66 fiber, including washing and drying, to remove surface impurities and moisture; Keep the pretreated fibers loose to avoid entanglement, immerse the pretreated fibers in the dipping solution, and allow the fibers to fully absorb the dipping solution.

[0007] The impregnated fibers are taken out and dried to remove excess impregnation liquid and solvent on the fiber surface; Arrange and weave the dried aramid fiber and nylon 66 fiber, and perform shaping treatment on the woven cord fabric to eliminate the internal stress generated during the weaving process; The finalized cord fabric is subjected to quality inspection, including strength test, abrasion resistance test and fatigue resistance test.

[0008] A further improvement is that: S2 comprises the following steps: According to the tire specifications and usage requirements, several reinforcement layer angles are selected for analysis, including 35°, 45° and 55°; Use computer mechanical analysis software to perform mechanical analysis on tires, simulate the stress of tires under different working conditions, and evaluate the effects of different reinforcement layer angles on tire performance; Considering the modulus properties of the reinforcement layer material, the force distribution and deformation of the tire at different reinforcement layer angles are predicted; According to the geometric shape diagram and material distribution diagram of the tire section, a 3D tire model is formed after 360° rotation, and the structure and shape of the tire model are fully observed to ensure accuracy; Based on the tire model, mechanical analysis software is used to simulate the stress conditions of the tire, including the process of tire inflation, loading, and rim installation, to obtain the stress distribution and deformation of the tire under different working conditions; After the simulation is completed, the stress distribution data of the tire is extracted from the mechanical analysis software and presented in the form of charts and cloud maps to show the stress conditions of the tire at different reinforcement layer angles; Based on the extracted stress distribution data and other relevant information, the tire performance is comprehensively evaluated and the optimal reinforcement layer angle is determined.

[0009] Further improvements include: comprehensive evaluation of tire performance, including assessment of the tire's load-bearing capacity, wear resistance, and fatigue resistance. At the same time, after determining the optimal reinforcement layer angle, further optimization and verification are carried out, including adjustment of the reinforcement layer's material, thickness, and structural parameters to ensure that the tire can meet the expected performance requirements in actual use.

[0010] A further improvement is that: S3 comprises the following steps: Mixing and heating the rubber raw materials to form a homogeneous rubber compound; Use an extruder to press the refined rubber into the shape of the tire body, tread and sidewall; Prepare the reinforcing layer prepared in S1, and cut it into suitable width and length according to the design requirements of the tire; Place the cut reinforcement layer at the predetermined position of the carcass and sidewall for positioning, keeping its position and angle in accordance with the design requirements.

[0011] A further improvement is that during the process of cutting the reinforcement layer, its integrity and the continuity of the fibers are maintained, and the edges of the reinforcement layer are ensured to be smooth and free of burrs.

[0012] A further improvement is that: said S4 comprises the following steps: Using the SATCH one-step forming machine, the forming process includes the main drum component forming and the auxiliary drum component forming; The order of forming the main drum components is PA composite, support rubber, reinforcement layer, carcass, and bead composite; The order of forming the components of the auxiliary drum is 1# belt layer, 2# belt layer, cap layer, and tread; Assemble the molded parts together according to the design to form a semi-finished tire; Before the tire is vulcanized, spray a layer of memory rubber on the tire surface to ensure that it is evenly covered on the tire surface; The semi-finished tire is placed in a vulcanizer for vulcanization. After vulcanization is completed, the tire is shaped.

[0013] A further improvement is that: S5 comprises the following steps: Two groups of tires are prepared as test samples, one group is the prepared three-proof tires, and the other group is traditional tires; Simulate the wear conditions that tires encounter in actual use, including driving on rough roads and frequent braking, to evaluate the wear resistance of tires; Expose tires to corrosive environments, including salt water, acidic and alkaline solutions, to evaluate their corrosion protection performance; Assess the load-bearing capacity of the tire by gradually increasing the load on it; During the test, all relevant data of the two sets of tires, including test conditions and test results, were recorded and collected; Calculate the average and standard deviation statistical indicators of each group of tires in terms of wear resistance, corrosion resistance and load-bearing capacity; Compare the test results of triple-proof tires with those of traditional tires, analyze the differences and advantages and disadvantages between the two, and evaluate the wear resistance, corrosion resistance and load-bearing capacity of triple-proof tires.

[0014] The beneficial effects of the present invention are: The present invention uses aramid / nylon 66 composite dipped cord fabric instead of ordinary nylon 66 as a reinforcing layer. Aramid has the advantages of ultra-high strength, high modulus, high temperature resistance, acid and alkali resistance, light weight, etc., and has good anti-aging performance and a long life cycle. Nylon 66 has high adhesion to rubber and excellent fatigue resistance. It is an ideal material that can complement aramid in composite performance. Using aramid / nylon 66 composite dipped cord fabric as a reinforcing material for the tire bead can improve the durability of the product. Using it as a reinforcing material for the tire sidewall can improve the structural stability of the product and improve the safety performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a diagram of the reinforcement layer angle analysis process of the present invention; Figure 2 It is a schematic diagram of the reinforcement layer structure of the present invention; Figure 3 It is a schematic diagram of the reinforcement layer bonding of the present invention; Figure 4 It is a schematic diagram of the tire structure of the present invention. DETAILED DESCRIPTION

[0016] In order to deepen the understanding of the present invention, the present invention will be further described in detail below in conjunction with examples. The examples are only used to explain the present invention and do not constitute a limitation on the protection scope of the present invention. Embodiment 1

[0017] according to Figure 1 , 2 As shown in , 3, and 4, this embodiment proposes a method for applying an angled reinforcement material in a three-proof tire, comprising the following steps: Aramid / nylon 66 composite dipped cord fabric is used as the reinforcement layer material for the tire bead and sidewall. Different reinforcement layer angles are selected according to tire specifications and usage requirements, and computer mechanical analysis software is used to conduct mechanical analysis of the tire in combination with the material's modulus properties to determine the optimal reinforcement layer angle. To produce triple-proof tires, rubber refining and component preparation are carried out, and the reinforcement layer is cut and positioned to be embedded in the tire structure at the optimal angle. Component molding and tire embryo vulcanization are carried out, and the main drum component and auxiliary drum component are molded using a Sachs one-step molding machine. In addition, memory rubber is sprayed before the tire is vulcanized. The wear resistance, corrosion resistance and load-bearing capacity of the manufactured triple-proof tires are tested to verify their effectiveness.

[0018] The triple-proof tires use the unique properties of carbon nanotubes to achieve the product's anti-static performance; a memory rubber is sprayed at high speed onto the inner crown to prevent foreign objects such as nails from piercing the crown of the tire and quickly wrap up the foreign objects to prevent air leakage and pressure loss; support rubber is used on the sidewalls to ensure the stability of the tire's contour when it is deflated, and the tire can still travel at a speed of 80km / h for more than 1 hour when deflated.

[0019] Aramid / nylon 66 composite dipped cord fabric is used instead of ordinary nylon 66 as the tire bead and sidewall reinforcement layer. The width of the reinforcement layer is determined according to different specifications, and other components use normal process technology.

[0020] The angle of the reinforcement layer is selected based on experience (35°, 45°, 55°), and the optimal angle is selected by mechanical analysis through computer software in combination with the modulus performance of the material. According to the geometric shape diagram and material distribution diagram of the tire section, a 3D tire model is formed after 360° rotation, and then inflated and loaded to simulate the three-dimensional stress condition of the tire installed on the rim, extract the stress distribution under stress, and comprehensively evaluate the performance of the tire.

[0021] According to the analysis results, the angle of the reinforcement layer has little effect on the dimensions such as the outer diameter and section width after inflation.

[0022] Analyze the overall stress MISES and ground pressure from the grounding imprint. Figure 1 It can be seen that the stress distribution on the running surface is relatively uniform at 45°, so 45° is used for production.

[0023] The manufacturing process of three-proof tires is different from that of ordinary tires. In addition to conventional rubber mixing, component preparation (extrusion of tread and sidewall, calendering and cutting of cord), component molding, and tire vulcanization, memory rubber spraying is also required. The tire is molded using a Sachi one-step molding machine, and the molding process includes a main drum and a secondary drum. The molding order of the main drum components is PA composite, support rubber, reinforcement layer, carcass, and bead composite. The molding order of the secondary drum components is 1# belt layer, 2# belt layer, cap layer, and tread. Embodiment 2

[0024] according to Figure 1 , 2 As shown in , 3, and 4, this embodiment proposes a method for applying an angled reinforcement material in a three-proof tire, comprising the following steps: S1: Aramid / nylon 66 composite dipped cord fabric is used as the reinforcing layer material for the tire bead and sidewall. The production of aramid / nylon 66 composite dipped cord fabric includes the following steps: prepare aramid fiber and nylon 66 fiber, determine the required fiber length, diameter and strength parameters according to the tire specifications and usage requirements; select natural rubber and styrene-butadiene rubber, add plasticizer, vulcanizer and antioxidant, dissolve natural rubber and styrene-butadiene rubber, and prepare dipping solution; pre-treat aramid fiber and nylon 66 fiber, including washing and drying, to remove surface impurities and moisture. Keep the pre-treated fibers loose to avoid entanglement, immerse the pre-treated fibers in the dipping solution, and allow the fibers to fully absorb the dipping solution. The fibers after dipping are taken out and dried to remove the excess dipping liquid and solvent on the fiber surface; the dried aramid fibers and nylon 66 fibers are arranged and woven, and the woven cord fabric is shaped to eliminate the internal stress generated during the weaving process; the shaped cord fabric is quality tested, including strength test, wear resistance test, and fatigue resistance test. Aramid (such as aramid fiber) is famous for its high strength, high modulus and good heat resistance. When selecting aramid, consider its fiber diameter, length, strength and other parameters to ensure that it meets the requirements of the tire reinforcement layer. Nylon 66 is a commonly used synthetic fiber with excellent wear resistance, fatigue resistance and corrosion resistance. When selecting nylon 66, pay attention to its fiber uniformity, tensile strength and wear resistance. Select high-quality aramid fibers and nylon 66 fibers. According to the specifications and usage requirements of the tire, determine the parameters such as the length, diameter and strength of the required fibers. Select rubber compounds such as natural rubber, styrene-butadiene rubber, etc., and add plasticizers, vulcanizers, antioxidants and other additives as needed. Dissolve the rubber compound in an appropriate solvent to prepare a dipping solution. The concentration, viscosity and other parameters of the dipping solution need to be adjusted according to the type of fiber and process requirements. Pre-treat the aramid fiber and nylon 66 fiber, such as cleaning and drying, to remove impurities and moisture on the surface. The pre-treated fibers should be kept loose to avoid entanglement. Immerse the pre-treated fibers in the dipping solution so that the fibers can fully absorb the dipping solution. During the dipping process, the dipping time, temperature and concentration of the dipping solution need to be controlled to ensure that the fibers are evenly and fully dipped. Take out the dipped fibers and dry them to remove excess dipping solution and solvent on the fiber surface. The dried fibers should maintain a certain amount of glue to ensure the bonding strength between the fibers and the rubber matrix. Arrange and weave the dried aramid fibers and nylon 66 fibers according to the design requirements. During the weaving process, the tension of the fibers, weaving density and other parameters need to be controlled to ensure the strength and uniformity of the cord fabric. The woven cord fabric is shaped to eliminate the internal stress generated during the weaving process. The setting treatment can be done by heat setting or chemical setting. The specific method should be selected according to the material and process requirements of the cord fabric.

[0025] S2: According to the tire specifications and usage requirements, different reinforcement layer angles are selected, and the mechanical analysis of the tire is performed using computer mechanical analysis software in combination with the modulus performance of the material to determine the optimal reinforcement layer angle; specifically, the following steps are included: According to the tire specifications and usage requirements, several reinforcement layer angles are selected for analysis, including 35°, 45° and 55°; The mechanical analysis of the tire is performed using computer mechanical analysis software to simulate the stress conditions of the tire under different working conditions and evaluate the effects of different reinforcement layer angles on tire performance; Considering the modulus properties of the reinforcement layer material, the force distribution and deformation of the tire under different reinforcement layer angles are predicted ; According to the geometric shape diagram and material distribution diagram of the tire section, a 3D tire model is formed after 360° rotation, and the structure and shape of the tire model are fully observed to ensure accuracy; Based on the tire model, mechanical analysis software is used to simulate the stress of the tire, including the process of tire inflation, loading and rim installation, to obtain the stress distribution and deformation of the tire under different working conditions; After the simulation is completed, the stress distribution data of the tire is extracted from the mechanical analysis software and presented in the form of charts and cloud maps to show the stress of the tire under different reinforcement layer angles; Based on the extracted stress distribution data and other relevant information, the performance of the tire is comprehensively evaluated to determine the optimal reinforcement layer angle. Comprehensively evaluate the performance of the tire, including evaluating the tire's load-bearing capacity, wear resistance, and fatigue resistance. At the same time, after determining the optimal reinforcement layer angle, further optimization and verification are carried out, including adjusting the material, thickness, and structural parameters of the reinforcement layer to ensure that the tire can meet the expected performance requirements in actual use. First, according to the specifications and usage requirements of the tire, several reinforcement layer angles are initially selected for consideration. These angles are usually based on previous experience, industry standards, or the designer's intuition. Three angles of 35°, 45° and 55° were selected as candidates. Next, professional computer mechanical analysis software was used to perform mechanical analysis on the tire. These software can simulate the stress of the tire under different working conditions, thereby helping designers evaluate the impact of different reinforcement layer angles on tire performance. When performing mechanical analysis, the modulus properties of the reinforcement layer material need to be considered. Modulus refers to the ability of a material to resist deformation when subjected to force, and is an important indicator for evaluating the stiffness of a material. By understanding the modulus properties of the reinforcement layer material, the stress distribution and deformation of the tire under different reinforcement layer angles can be more accurately predicted. In order to perform more accurate mechanical analysis, 3D modeling of the tire is required. After the 3D tire model is built, mechanical analysis software is used to simulate the stress of the tire. This includes processes such as tire inflation, loading, and rim installation. By simulating these processes, information such as the stress distribution and deformation of the tire under different working conditions can be obtained. After the simulation is completed, the stress distribution data of the tire is extracted from the mechanical analysis software. These data are presented in the form of charts, cloud maps, etc., which can intuitively show the stress of the tire under different reinforcement layer angles.Finally, the performance of the tire is comprehensively evaluated based on the extracted stress distribution data and other relevant information. This includes evaluating the tire's load-bearing capacity, wear resistance, fatigue resistance, etc. By comparing the performance under different reinforcement layer angles, the optimal reinforcement layer angle can be determined. After determining the optimal reinforcement layer angle, further optimization and verification work is carried out. This includes adjusting parameters such as the material, thickness or structure of the reinforcement layer to ensure that the tire can meet the expected performance requirements in actual use.

[0026] S3: To make a three-proof tire, perform rubber mixing, prepare components, cut and position the reinforcement layer, and embed it into the tire structure at the optimal angle; specifically, the following steps are included: mixing and heating the rubber raw materials to form a uniform rubber compound; using an extruder to press the mixed rubber compound into the shape of the tire body, tread and sidewall; preparing the prepared reinforcement layer, cutting it into an appropriate width and length according to the design requirements of the tire; placing the cut reinforcement layer at the predetermined position of the tire body and sidewall for positioning, and keeping its position and angle in line with the design requirements. In the process of cutting the reinforcement layer, its integrity and fiber continuity are maintained to ensure that the edges of the reinforcement layer are flat and burr-free. Rubber mixing is a basic step in tire manufacturing, involving mixing and heating raw materials such as natural rubber, synthetic rubber, fillers, plasticizers, and vulcanizers to form a uniform rubber compound. During the rubber mixing process, the temperature, time and mixing ratio need to be strictly controlled to ensure that the performance of the rubber compound meets the design requirements. Then, the tread and sidewall are extruded: using an extruder to press the mixed rubber compound into the shape of the tread and sidewall. This step requires precise control of the fluidity and temperature of the rubber compound to ensure that the extruded parts are accurate in size and have a smooth surface.

[0027] S4: Component molding and tire vulcanization are performed, and the main drum component and the auxiliary drum component are molded using the Sachi one-step molding machine. In addition, memory rubber is sprayed before the tire is vulcanized; the specific steps include: using the Sachi one-step molding machine, the molding process includes the molding of the main drum component and the auxiliary drum component; the molding order of the main drum component is PA composite, support rubber, reinforcement layer, carcass, and bead composite; the molding order of the auxiliary drum components is 1# belt layer, 2# belt layer, cap layer, and tread; the molded components are assembled together according to the design to form a semi-finished tire; before the tire is vulcanized, a layer of memory rubber is sprayed on the tire surface to ensure that it is evenly covered on the tire surface; the semi-finished tire is placed in a vulcanizer for vulcanization treatment, and after vulcanization, the tire is finalized. PA composite parts are usually composed of a variety of materials, such as sidewalls, wear-resistant rubber, etc. These materials need to be precisely cut and pre-treated before bonding. Bond the PA composite parts to the main drum to ensure that the bonding is flat, bubble-free, and meets the design requirements. The support rubber is used to provide support and stability for the tire. The support rubber is bonded to the PA composite to ensure uniform thickness and smooth edges. The reinforcement layer is precisely bonded to the predetermined position of the carcass and sidewall according to the design requirements to ensure accurate position and no deviation. The carcass is the main structural part of the tire and is composed of multiple layers of cord layers. The carcass is bonded to the reinforcement layer according to the design requirements to ensure that the layers are tightly bonded and there is no delamination. The bead composite includes the bead, airtight layer and other components. The bead composite is bonded to both ends of the carcass to ensure accurate position and tight bonding with the carcass. 1# belt layer bonding: bonded to the auxiliary drum according to the design requirements to ensure that the width, thickness and position meet the standards. On the basis of the 1# belt layer, bond the 2# belt layer to further enhance the performance of the tire. Ensure that the 2# belt layer is tightly bonded to the 1# belt layer and there is no delamination. The cap layer is located above the belt layer to protect the belt layer and improve the wear resistance of the tire. Lay the cap layer on the 2# belt layer to ensure that it is flat and free of bubbles. The tread is the part of the tire that contacts the ground, which has an important impact on the tire's grip, wear resistance and other properties. Lay the tread on the cap layer to ensure that the tread is flat, free of cracks and bubbles. Before the tire is vulcanized, a layer of memory rubber needs to be sprayed on the tire surface. Memory rubber has excellent elasticity and recovery, and can quickly return to its original state after the tire is subjected to external force, thereby improving the durability and comfort of the tire. During the spraying process, it is necessary to ensure that the memory rubber is evenly covered on the tire surface and meets the design requirements. After completing the component molding and spraying the memory rubber, the tire blank is placed in the vulcanizer for vulcanization. During the vulcanization process, the tire undergoes a chemical reaction under high temperature and high pressure, so that a strong chemical bond is formed between the rubber and the cord layer, thereby enhancing the strength and stability of the tire. After the vulcanization is completed, the tire is finalized and has all the properties required for use.

[0028] S5: Test the wear resistance, corrosion resistance and load-bearing capacity of the manufactured three-proof tires to verify the effectiveness; specifically include the following steps: prepare two groups of tires as test samples, one group is the prepared three-proof tires, and the other group is traditional tires; simulate the wear conditions encountered by the tires in actual use, including driving on rough roads and frequent braking, to evaluate the wear resistance of the tires; expose the tires to a corrosive environment, including salt water, acidic and alkaline solutions, to evaluate their corrosion resistance; gradually increase the load borne by the tires to evaluate their load-bearing capacity. During the test, record and collect all relevant data of the two groups of tires, including test conditions and test results; calculate the average value and standard deviation statistical indicators of each group of tires in terms of wear resistance, corrosion resistance and load-bearing capacity; compare the test results of the three-proof tires with those of traditional tires, analyze the differences and advantages and disadvantages between the two, and evaluate the wear resistance, corrosion resistance and load-bearing capacity of the three-proof tires. The key step to verify the effectiveness of the present invention is to conduct actual tests and compare the performance differences between the three-proof tires manufactured by this method and traditional tires in terms of wear resistance, corrosion resistance and load-bearing capacity. This step not only helps to evaluate the actual effect of the present invention, but also provides valuable reference information for subsequent research and development and production.

[0029] The application method of the angled reinforcement material in the three-proof tire uses aramid / nylon 66 composite dipped cord fabric instead of ordinary nylon 66 as the reinforcement layer. Aramid has the advantages of ultra-high strength, high modulus, high temperature resistance, acid and alkali resistance, light weight, etc., and has good anti-aging performance and a long life cycle. Nylon 66 has high adhesion to rubber and excellent fatigue resistance. It is an ideal material that can complement the composite performance of aramid. Using aramid / nylon 66 composite dipped cord fabric as a reinforcement material for the tire bead can improve the durability of the product. Using it as a reinforcement material for the sidewall can improve the structural stability of the product and improve safety performance.

[0030] The above shows and describes the basic principles, main features and advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A method for applying an angled reinforcement material in a three-proof tire, characterized in that: The following steps are involved: S1: Aramid / nylon 66 composite dipped cord fabric is used as the reinforcing layer material for the tire bead and sidewall; S2: Select different reinforcement layer angles according to tire specifications and usage requirements, and use computer mechanical analysis software to conduct mechanical analysis on the tire in combination with the modulus properties of the material to determine the optimal reinforcement layer angle; S3: Make three-proof tires, carry out rubber mixing, prepare components, cut and position the reinforcement layer, and embed it into the tire structure at the optimal angle; S4: Component molding and tire vulcanization are carried out. The main drum component and the auxiliary drum component are molded using a Saatchi one-step molding machine. In addition, memory rubber is sprayed before the tire is vulcanized. S5: Test the wear resistance, corrosion resistance and load-bearing capacity of the manufactured triple-proof tires to verify their effectiveness.

2. The method for applying the angled reinforcing material in a three-proof tire according to claim 1, characterized in that: In S1, the preparation of the aramid / nylon 66 composite dipped cord fabric comprises the following steps: Prepare aramid fiber and nylon 66 fiber, and determine the required fiber length, diameter and strength parameters according to tire specifications and usage requirements; Select natural rubber and styrene-butadiene rubber, add plasticizer, vulcanizer and antioxidant, dissolve natural rubber and styrene-butadiene rubber, and prepare dipping solution; Pre-treating aramid fiber and nylon 66 fiber, including washing and drying, to remove surface impurities and moisture; Keep the pretreated fibers loose to avoid entanglement, immerse the pretreated fibers in the dipping solution, and allow the fibers to fully absorb the dipping solution; The impregnated fibers are taken out and dried to remove excess impregnation liquid and solvent on the fiber surface; Arrange and weave the dried aramid fiber and nylon 66 fiber, and perform shaping treatment on the woven cord fabric to eliminate the internal stress generated during the weaving process; The finalized cord fabric is subjected to quality inspection, including strength test, abrasion resistance test and fatigue resistance test.

3. The method for applying the angled reinforcing material in a three-proof tire according to claim 1, characterized in that: The S2 comprises the following steps: According to the tire specifications and usage requirements, several reinforcement layer angles are selected for analysis, including 35°, 45° and 55°; Use computer mechanical analysis software to perform mechanical analysis on tires, simulate the stress of tires under different working conditions, and evaluate the effects of different reinforcement layer angles on tire performance; Considering the modulus properties of the reinforcement layer material, the force distribution and deformation of the tire at different reinforcement layer angles are predicted; According to the geometric shape diagram and material distribution diagram of the tire section, a 3D tire model is formed after 360° rotation, and the structure and shape of the tire model are fully observed to ensure accuracy; Based on the tire model, mechanical analysis software is used to simulate the stress conditions of the tire, including the process of tire inflation, loading, and rim installation, to obtain the stress distribution and deformation of the tire under different working conditions; After the simulation is completed, the stress distribution data of the tire is extracted from the mechanical analysis software and presented in the form of charts and cloud maps to show the stress conditions of the tire at different reinforcement layer angles; Based on the extracted stress distribution data and other relevant information, the tire performance is comprehensively evaluated and the optimal reinforcement layer angle is determined.

4. The method for applying the angled reinforcing material in a three-proof tire according to claim 3, characterized in that: Comprehensively evaluate the performance of the tire, including evaluating the tire's load-bearing capacity, wear resistance, and fatigue resistance. At the same time, after determining the optimal reinforcement layer angle, further optimization and verification are carried out, including adjusting the material, thickness, and structural parameters of the reinforcement layer to ensure that the tire can meet the expected performance requirements in actual use.

5. The method for applying the angled reinforcing material in a three-proof tire according to claim 1, characterized in that: The S3 comprises the following steps: Mixing and heating the rubber raw materials to form a homogeneous rubber compound; Use an extruder to press the refined rubber into the shape of the tire body, tread and sidewall; Prepare the reinforcing layer prepared in S1, and cut it into suitable width and length according to the design requirements of the tire; Place the cut reinforcement layer at the predetermined position of the carcass and sidewall for positioning, keeping its position and angle in accordance with the design requirements.

6. The method for applying the angled reinforcing material in a three-proof tire according to claim 5, characterized in that: During the cutting process of the reinforcement layer, its integrity and fiber continuity are maintained to ensure that the edges of the reinforcement layer are smooth and free of burrs.

7. The method for applying the angled reinforcing material in a three-proof tire according to claim 1, characterized in that: The S4 comprises the following steps: Using the SATCH one-step forming machine, the forming process includes the main drum component forming and the auxiliary drum component forming; The order of forming the main drum components is PA composite, support rubber, reinforcement layer, carcass, and bead composite; The order of forming the components of the auxiliary drum is 1# belt layer, 2# belt layer, cap layer, and tread; Assemble the molded parts together according to the design to form a semi-finished tire; Before the tire is vulcanized, spray a layer of memory rubber on the tire surface to ensure that it is evenly covered on the tire surface; The semi-finished tire is placed in a vulcanizer for vulcanization. After vulcanization is completed, the tire is shaped.

8. The method for applying the angled reinforcing material in a three-proof tire according to claim 1, characterized in that: The S5 comprises the following steps: Two groups of tires are prepared as test samples, one group is the prepared three-proof tires, and the other group is traditional tires; Simulate the wear conditions that tires encounter in actual use, including driving on rough roads and frequent braking, to evaluate the wear resistance of tires; Expose tires to corrosive environments, including salt water, acidic and alkaline solutions, to evaluate their corrosion protection performance; Assess the load-bearing capacity of the tire by gradually increasing the load on it; During the test, all relevant data of the two sets of tires, including test conditions and test results, were recorded and collected; Calculate the average and standard deviation statistical indicators of each group of tires in terms of wear resistance, corrosion resistance and load-bearing capacity; Compare the test results of triple-proof tires with those of traditional tires, analyze the differences and advantages and disadvantages between the two, and evaluate the wear resistance, corrosion resistance and load-bearing capacity of triple-proof tires.

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