Design method for standardization of sidewall of rim-protection-free tire

Abstract

The invention discloses a rim-protection-free tire sidewall standardization design method. A tire sidewall reinforcing layer BEC, a rim attaching layer RC and a tire sidewall rubber material layer are included. The design method comprises the following steps: determining a sidewall width parameter: designing the total sidewall width based on a fixed section and variable section rule, and ensuring that the lower width of a rim fitting layer RC is matched with a transition section; setting sidewall thickness parameters: with the reference point as a core, distributing the thickness of each point according to a linear rule, and ensuring smooth transition and functional requirements; integrating a sidewall structure: drawing a mouth shape drawing by combining width and thickness parameters, and verifying rim fitting layer RC coverage and stress avoidance; and trial-manufacturing and verification: performing trial-manufacturing on the standardized tire blank, comparing a non-standard scheme, and verifying key finished product indexes and appearance quality. According to the invention, the sidewall is subjected to standardized design, and when the width of the sidewall required by a product is the same, the standardized sidewall can be mutually universal, so that the complexity of tire parts is reduced, the production efficiency and the tire quality are improved, and the production cost is reduced.

Description

Technical Field

[0001] The invention relates to the technical field of tire design, in particular to a method for designing a standardized sidewall of a tire without a rim protector. Background Art

[0002] A tire is mainly composed of tread, sidewall, apex rubber, belt, cord, bead ring, inner liner and cap ply. The sidewall is distributed on the left and right sides of the tire and compounded on the outside of the cord layer. It protects the carcass and resists bending. As the main component of the tire, the design of the sidewall size is extremely important. Different sidewall sizes have a direct impact on the tire rolling resistance, tire cost and vehicle driving safety.

[0003] The shortcoming of the current existing technology is that the existing solutions have the same sidewall width, but the sidewall mouth design is diverse and there is no unified standard. As a result, tires of different specifications have different sidewall mouths, which causes the sidewall components to be frequently replaced during tire molding, increasing the complexity of the components, thereby reducing production efficiency and tire quality, and increasing tire production costs. Therefore, standardized sidewall design is particularly important. Summary of the Invention

[0004] The purpose of the present invention is to overcome the shortcomings of the prior art. To achieve the above purpose, a standardized design method for the sidewall of a tire without a rim protector is adopted to solve the problems raised in the above background technology.

[0005] A method for designing a standardized sidewall of a tire without a rim guard, wherein the sidewall comprises a sidewall reinforcement layer (BEC), a rim contact layer (RC), and a sidewall rubber layer;

[0006] The design method comprises the following steps:

[0007] Step S1, determining the sidewall width parameters: designing the total sidewall width based on the fixed segment and variable segment rules to ensure that the lower width of the rim contact layer RC matches the transition segment;

[0008] Step S2: setting sidewall thickness parameters: taking the reference point as the core, allocating thickness at each point according to a linear rule to ensure smooth transition and functional requirements;

[0009] Step S3, integrating the sidewall structure: drawing a die shape diagram based on the width and thickness parameters to verify the RC coverage and stress avoidance of the rim lamination layer;

[0010] Step S4, trial production and verification: trial production of standardized green tires and comparison with non-standard solutions to verify key product indicators and appearance quality.

[0011] As a further solution of the present invention: the specific steps in step S1 include:

[0012] Step S11, setting fixed segment widths, where the widths are W1, W2, W3, W7, W8, W9, and W10;

[0013] Step S12: selecting the lower width W11 of the rim laminating layer RC according to the tire specification requirements;

[0014] Step S13, adjust the variable section: initially take W4=W5 as the minimum value, and calculate W6 to obtain the total width W12;

[0015] If the total width needs to be increased, it should be increased according to the rule of increasing W4 and W5 by 1mm and W6 by 2mm. The total width W12 should be adjusted in grades of 4mm.

[0016] Step S14: Verify whether the total width W12 meets the target specification.

[0017] As a further solution of the present invention: the specific steps in step S2 include:

[0018] Step S21: Obtain thickness control points and determine the thickness of reference point D, where the thickness range of D is 3.0 mm to 7.0 mm, with each 0.5 mm being a step;

[0019] Step S22: Calculate the thickness of points B and C:

[0020] When point D is 3.0mm, B and C are 2.0mm and 2.5mm respectively; when point D is 7.0mm, B and C are 4.6mm and 5.7mm respectively;

[0021] Among them, when the thickness of point D increases by 0.5mm, the thickness of points B and C increase by 0.3mm and 0.4mm respectively;

[0022] Step S23, setting the thickness of points E and F:

[0023] First, use the preset value as the thickness benchmark, with each 0.5mm as a step, and then adjust according to needs and combine within the value range;

[0024] Among them, the maximum values of E and F are 5.3 mm and 4.5 mm respectively, and the minimum values of E and F are 3.3 mm and 2.5 mm respectively;

[0025] Step S24: Set the thickness of point H, and obtain the thickness of point G according to the thickness of point H, and select a value equal to or greater than the thickness of point H, 0.5 mm.

[0026] As a further solution of the present invention: the specific steps in step S3 include:

[0027] Step S31, drawing a die size diagram according to the width and thickness parameters obtained in the above steps;

[0028] Step S32: Verify whether the upper width of the rim laminating layer RC covers the waterproof line Z, wherein the upper width of the rim laminating layer RC is W8+W9+W10;

[0029] Step S33: Check whether the lower width W11 of the rim bonding layer RC is misaligned with the end point of the apex rubber to avoid stress concentration.

[0030] As a further solution of the present invention: the specific steps in step S4 include:

[0031] Step S41: Prepare a tire blank according to a standardized plan, attach the inner liner, sidewall, and cord fabric on a building drum in sequence, install the wire ring, and then turn it up and press it;

[0032] Laminating the belt, cap and tread, and vulcanizing the tire after the tire is completed;

[0033] Step S42, detecting the finished tire indicators, including rim contact height HRC, rim contact layer RC safety height HRCS, sidewall thickness uniformity TRCBD, appearance defects, and cross-section rubber material distribution;

[0034] Step S43: Compare the standardized solution with the non-standard solution, optimize the standardized solution parameters, and obtain the final optimized solution result.

[0035] Compared with the prior art, the present invention has the following technical effects:

[0036] The above-mentioned technical solution, by dividing the sidewall into multiple width segments and multiple thickness control points, combines fixed parameters with dynamic adjustment rules to achieve a smooth transition and functional optimization of the sidewall rubber compound. Based on this design, the sidewall consists of three parts: the BEC, the RC, and the sidewall rubber. The upper width of the RC covers the waterproof line at point Z, the lower width W11 is fixed to avoid stress concentration at the apex rubber endpoint, and the thickness distribution decreases step by step based on point D to avoid vulcanization defects such as rubber deficiency and shoulder gaps. Demonstrated in practical examples, the standardized solution meets the requirements for key indicators such as HRC, HRCS, and TRCBD. This effectively solves the problem of diverse sidewall shape designs of the same width, reduces component complexity, and thus reduces tire component complexity, improving production efficiency and tire quality, and reducing production costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The specific embodiments of the present invention are described in detail below with reference to the accompanying drawings:

[0038] Figure 1 A schematic diagram of the steps of a design method for sidewall standardization according to an embodiment disclosed in this application;

[0039] Figure 2 This is a schematic diagram of the material distribution of a finished tire according to an embodiment disclosed in this application;

[0040] Figure 3 This is a standardized sidewall dimension diagram without rim protection according to an embodiment disclosed in the present application;

[0041] Figure 4 This is a diagram of the sidewall structure without rim protection according to an embodiment disclosed in the present application;

[0042] Figure 5 This is a dimension diagram of the die size design of Scheme A with a sidewall width of 146 mm in the embodiment disclosed in this application;

[0043] Figure 6 This is a dimension diagram of the die size design of Scheme B with a sidewall width of 146 mm in the embodiment disclosed in this application;

[0044] Figure 7 This is a dimension diagram of the die size design of Scheme C with a sidewall width of 146 mm in the embodiment disclosed in this application;

[0045] Figure 8 This is a dimension diagram of the die size design of Scheme D with a sidewall width of 146 mm according to the embodiment disclosed in this application;

[0046] Figure 9 This is a dimension diagram of the die size design of Scheme A with a sidewall width of 182 mm in the embodiment disclosed in this application;

[0047] Figure 10 This is a dimension diagram of the die size design of Scheme B with a sidewall width of 182 mm in the embodiment disclosed in this application;

[0048] Figure 11 This is a dimension diagram of the die size design of Scheme C with a sidewall width of 182 mm in the embodiment disclosed in this application;

[0049] Figure 12 This is a dimension diagram of the die size design of Scheme D with a sidewall width of 182 mm in the embodiment disclosed in this application. DETAILED DESCRIPTION

[0050] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments 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 are within the scope of protection of the present invention.

[0051] Please refer to Figure 1 In an embodiment of the present invention, a standardized design method for a sidewall of a tire without a rim guard is provided, wherein the sidewall includes a sidewall reinforcement layer BEC, a rim contact layer RC, and a sidewall rubber layer;

[0052] The design methodology includes the following steps:

[0053] Step S1, determine the sidewall width parameters: design the total sidewall width based on the fixed segment and variable segment rules to ensure that the lower width of the rim contact layer RC matches the transition segment. The specific steps include:

[0054] Step S11, setting fixed segment widths, where the widths are W1, W2, W3, W7, W8, W9, and W10;

[0055] Step S12: selecting the lower width W11 of the rim laminating layer RC according to the tire specification requirements;

[0056] Step S13, adjust the variable section: initially take W4=W5 as the minimum value, and calculate W6 to obtain the total width W12;

[0057] If the total width needs to be increased, it should be increased according to the rule of increasing W4 and W5 by 1mm and W6 by 2mm. The total width W12 should be adjusted in grades of 4mm.

[0058] Step S14: Verify whether the total width W12 meets the target specification.

[0059] In this embodiment, Figure 2 As shown, the figure is a schematic diagram of the material distribution of the finished tire;

[0060] The sidewalls are located on the left and right sides of the tire and are compounded on the outside of the cord layer to protect the carcass and resist bending.

[0061] like Figure 3 As shown, the figure shows the standardized sidewall dimensions without rim protection;

[0062] like Figure 4 As shown, the figure shows the sidewall structure without rim protection;

[0063] The sidewall is mainly composed of three parts: the sidewall reinforcement layer BEC, the rim bonding layer RC, and the sidewall rubber layer.

[0064] One-step method without RPF standardized sidewall structure, such as Figure 3 As shown, the components are RC, BEC and sidewall rubber. The width is designed into 10 sections, namely W1, W2, W3, W4, W5, W6, W7, W8, W9 and W10. There are 11 thickness control points, namely A, B, C, D, E, F, G, H, I, J and K. The upper width of the rim fitting layer RC is the sum of W8, W9 and W10, and the lower width of the rim fitting layer RC is W11.

[0065] In this embodiment, the width design principle is as follows: W1, W2, W3, W7, W8, W9, and W10 are set to fixed values, which are 15, 5, 5, 8, 20, 20, and 5 respectively; W4 = W5, and W6 = W4 + 2;

[0066] W12=W1+W2+W3+W4+W5+W6+W7+W8+W9+W10=78+W4+W5+W6;

[0067] The minimum values of W4 and W5 are 8, the minimum value of W6 is 0, and the minimum value of W12 is 94. W4 and W5 increase by 1mm, W6 increases by 2mm, and W12 increases by 4mm. The maximum value of W12 is 194. The RC lower width W11 has two fixed values: 65 or 75mm.

[0068] Step S2: Set the sidewall thickness parameters: With the reference point as the core, the thickness of each point is distributed according to the linear rule to ensure smooth transition and functional requirements. The specific steps include:

[0069] Step S21: Obtain thickness control points and determine the thickness of reference point D, where the thickness range of D is 3.0 mm to 7.0 mm, with each 0.5 mm being a step;

[0070] Step S22: Calculate the thickness of points B and C:

[0071] When point D is 3.0mm, B and C are 2.0mm and 2.5mm respectively; when point D is 7.0mm, B and C are 4.6mm and 5.7mm respectively;

[0072] Among them, when the thickness of point D increases by 0.5mm, the thickness of points B and C increase by 0.3mm and 0.4mm respectively;

[0073] Step S23, setting the thickness of points E and F:

[0074] First, use the preset value as the thickness benchmark, with each 0.5mm as a step, and then adjust according to needs and combine within the value range;

[0075] Among them, the maximum values of E and F are 5.3 mm and 4.5 mm respectively, and the minimum values of E and F are 3.3 mm and 2.5 mm respectively;

[0076] Step S24: Set the thickness of point H, and obtain the thickness of point G according to the thickness of point H, and select a value equal to or greater than the thickness of point H, 0.5 mm.

[0077] In this embodiment, the thickness design principle is as follows: the thickness of points A and K are fixed values, and their values are set to 0.5mm; the thickness of points I and J are equal, and their values are set to 2.0mm and 2.5mm; the thickness of points G and H of the rim bonding layer RC are set to 3.5mm and 4.0mm;

[0078] Taking the thickness at point D as the reference point, the minimum value is 3.0mm, the maximum value is 7.0mm, and each 0.5mm is a step;

[0079] When point D is 3.0 mm, B and C are 2.0 mm and 2.5 mm respectively;

[0080] When point D is 7.0mm, B and C are 4.6mm and 5.7mm respectively. For every 0.5mm increase in the thickness of point D, the corresponding thickness of points B and C increase by 0.3mm and 0.4mm respectively.

[0081] In this embodiment, E and F are based on 4.3mm and 3.5mm as thickness benchmarks respectively, with each 0.5mm being a step. The maximum values of E and F are 5.3mm and 4.5mm respectively, and the minimum values of E and F are 3.3mm and 2.5mm respectively. There are no restrictions on the thickness of points E and F, and they can be combined within the value range. The thickness of point G is determined according to the thickness of point H, and can be equal to or greater than 0.5mm of point H.

[0082] Step S3: Integrate the sidewall structure: Draw a die shape diagram based on the width and thickness parameters to verify the RC coverage and stress avoidance of the rim lamination layer. The specific steps include:

[0083] Step S31, drawing a die size diagram according to the width and thickness parameters obtained in the above steps;

[0084] Step S32: Verify whether the upper width of the rim laminating layer RC covers the waterproof line Z, wherein the upper width of the rim laminating layer RC is W8+W9+W10;

[0085] Step S33: Check whether the lower width W11 of the rim bonding layer RC is misaligned with the end point of the apex rubber to avoid stress concentration.

[0086] Step S4, trial production and verification: trial production of standardized tire blanks and comparison with non-standard solutions to verify key product indicators and appearance quality. The specific steps include:

[0087] Step S41: Prepare a tire blank according to a standardized plan, attach the inner liner, sidewall, and cord fabric on a building drum in sequence, install the wire ring, and then turn it up and press it;

[0088] Laminating the belt, cap and tread, and vulcanizing the tire after the tire is completed;

[0089] Step S42, detecting the finished tire indicators, including rim contact height HRC, rim contact layer RC safety height HRCS, sidewall thickness uniformity TRCBD, appearance defects, and cross-section rubber material distribution;

[0090] Step S43: Compare the standardized solution with the non-standard solution, optimize the standardized solution parameters, and obtain the final optimized solution result.

[0091] In this embodiment, the design principle is as follows: W1 = 15mm is to ensure the amount of rubber padding under the belt layer, preventing the belt layer end point from contacting the tire cord, which affects the tire's high speed, durability, and safety. W2 = 5mm is to ensure a smooth transition between the BEC rubber and the sidewall rubber. If the angle is less than 5mm, the smooth transition of force will be affected. If the angle is greater than 5mm, there is a risk that the BEC rubber will exceed the tread rubber, causing the BEC rubber to be exposed to the air and crack. W3 = 5mm is the transition width from point C to point D. If it is too small, the force transition cannot be guaranteed. If it is too large, the position of point D will move downward, and the amount of rubber at the end of the tire wing cannot be guaranteed. Figure 1 It can be seen that since the thickness is greatest at point D, the amount of sidewall rubber used decreases as it goes downwards. W4, W5, and W6 are transition widths. If there is no smooth transition width from thickest to thinnest, it will cause vulcanization appearance defects. W7 is the transition width from the upper node of the RC to point G. W8 = 20mm is to ensure that the upper node of the RC at point H falls on the waterproof line at point Z. If W8 is too small, the sidewall rubber will contact the rim and damage the tire. If W8 is too large, the RC rubber will be exposed to the air and cause cracks. W9 = 20mm is to ensure that the HRCS has sufficient height to prevent damage to the inner liner when the tire is disassembled. W10 = 5mm is the thickness transition width. The lower RC widths of 65mm and 75mm are to ensure a smooth transition between the RC and the sidewall rubber, and a safe distance between the highest points of the HRC and the HBF. The overlap of the RC endpoint and the apex endpoint will cause stress concentration, which is detrimental to tire durability.

[0092] Depend on Figure 2 It can be seen that the thickness of point D is the largest because point D is located at the end point of the tire wing, the required rubber material is the largest, and the thickness is the largest. The thickness of E and F gradually decreases to ensure a smooth transition of thickness. A large thickness difference is prone to vulcanization rubber deficiency and appearance defects. The thickness of D, C, and B gradually decreases according to the corresponding relationship to ensure a smooth transition of thickness. A large thickness difference is prone to inaccurate pressing, resulting in shoulder voids.

[0093] Point H is the node position on RC. There is no rim protection product. The thickness of 3.5mm or 4.0mm can meet the needs. The thickness of points I and J is the thickness of the rubber guard at the sub-rim. If it is too thin, the airtight layer cannot be protected during tire assembly. If it is too thick, the step transition is large, which may easily cause cracks in the tire. The values of points A and K are 0.5mm. If the semi-finished product is too thin, it is easy to crack when it is pressed out. If it is too thick, the step transition is large, which may easily cause cracks in the tire.

[0094] Test Example 1:

[0095] Option A:

[0096] Standardized sidewall width: 146mm;

[0097] Standardized sidewall width: Figure 5 As shown, the figure is the design dimension drawing of the mouth shape;

[0098] Option B:

[0099] Non-standardized sidewall width: 146mm;

[0100] Non-standardized sidewall width: e.g. Figure 6 As shown, the figure is the design dimension drawing of the mouth shape;

[0101] Option C:

[0102] Non-standardized sidewall width: 146mm;

[0103] Non-standardized sidewall width: e.g. Figure 7 As shown, the figure is the design dimension drawing of the mouth shape;

[0104] Plan D:

[0105] Non-standardized sidewall width: 146mm;

[0106] Non-standardized sidewall width: e.g. Figure 8 As shown, the figure is the design dimension drawing of the mouth shape;

[0107] Verification process: Four types of sidewalls, A, B, C, and D, were trial-produced and verified on the product specifications of 195 / 60R15 88V. The sidewall of option A was selected, and the inner liner, sidewall, and cord were posted on the forming drum according to the tire forming process. The wire ring was installed, and then the tire was turned up and pressed. The belt layer, cap layer, and tread were then laminated and pressed to complete the tire production. According to the same process and the same component materials as above, the sidewalls of options B, C, and D were selected for molding to complete the tire production. The four types of tires, A, B, C, and D, were then vulcanized, appearance inspected, and cross-sectioned.

[0108] The verification results are shown in Table 1 below:

[0109] Table 1:

[0110] plan HRC HRCS TRCBD Finished product appearance Finished product section A 38 17 2.0 good Meet the design standards and pass B 37 15 1.7 good Meet the design standards and pass C 37 18 1.9 good Meet the design standards and pass D 40 18 2.0 good Meet the design standards and pass

[0111] Verification conclusion:

[0112] It can be seen from the four options A, B, C, and D that the standardized sidewall option A can meet the standard cross-section size requirements, the cross-section measurement is qualified, and the vulcanized appearance is good. The standardized sidewall option A can replace the non-standard sidewalls B, C, and D, reducing the number and complexity of parts, improving production efficiency and production quality, and reducing production costs.

[0113] Test Example 2: Physical Tire Verification

[0114] Option A:

[0115] Standardized sidewall width: 182mm;

[0116] Standardized sidewall width: Figure 9 As shown, the mouth size design dimension drawing;

[0117] Option B:

[0118] Non-standard sidewall width: 182mm

[0119] Non-standardized sidewall width: e.g. Figure 10 As shown, the mouth size design diagram (Scheme B)

[0120] Option C:

[0121] Non-standardized sidewall width: 182mm;

[0122] Non-standardized sidewall width: e.g. Figure 11 As shown, the mouth size design dimension drawing;

[0123] Plan D:

[0124] Non-standardized sidewall width: 182mm;

[0125] Non-standardized sidewall width: e.g. Figure 12 As shown, the mouth size design dimension drawing;

[0126] Verification process: Four types of sidewalls, A, B, C, and D, were trial-produced and verified on the product specifications of 225 / 70R16 103H. The sidewall of option A was selected, and the inner liner, sidewall, and cord were posted on the forming drum according to the tire forming process. The wire ring was installed, and then the tire was turned up and pressed. The belt layer, cap layer, and tread were then laminated and pressed to complete the tire production. According to the same process and the same component materials as above, the sidewalls of options B, C, and D were selected for molding to complete the tire production. Then the four types of tires, A, B, C, and D, were vulcanized, appearance inspected, and cross-sectioned.

[0127] Verification results:

[0128] plan HRC HRCS TRCBD Finished product appearance Finished product section A 40 20 2.1 good Meet the design standards and pass B 37 20 1.8 good Meet the design standards and pass C 39 18 1.9 good Meet the design standards and pass D 40 19 1.8 good Meet the design standards and pass

[0129] Verification conclusion:

[0130] It can be seen from the four options A, B, C, and D that the standardized sidewall option A can meet the standard cross-section size requirements, the cross-section measurement is qualified, and the vulcanized appearance is good. The standardized sidewall option A can replace the non-standard sidewalls B, C, and D, reducing the number and complexity of parts, improving production efficiency and production quality, and reducing production costs.

[0131] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents, and all should be included within the scope of protection of the present invention.

Claims

1. A method for designing a standardized sidewall of a tire without a rim guard, characterized in that: The sidewall includes a sidewall reinforcement layer BEC, a rim bonding layer RC, and a sidewall rubber layer; The design method comprises the following steps: Step S1, determining the sidewall width parameters: designing the total sidewall width based on the fixed segment and variable segment rules to ensure that the lower width of the rim contact layer RC matches the transition segment; Step S2: setting sidewall thickness parameters: taking the reference point as the core, allocating thickness at each point according to a linear rule to ensure smooth transition and functional requirements; Step S3, integrating the sidewall structure: drawing a die shape diagram based on the width and thickness parameters to verify the RC coverage and stress avoidance of the rim lamination layer; Step S4, trial production and verification: trial production of standardized green tires and comparison with non-standard solutions to verify key product indicators and appearance quality.

2. The method for designing a standardized sidewall of a tire without a rim guard according to claim 1, characterized in that: The specific steps in step S1 include: Step S11, setting fixed segment widths, where the widths are W1, W2, W3, W7, W8, W9, and W10; Step S12: selecting the lower width W11 of the rim laminating layer RC according to the tire specification requirements; Step S13, adjust the variable section: initially take W4=W5 as the minimum value, and calculate W6 to obtain the total width W12; If the total width needs to be increased, it should be increased according to the rule of increasing W4 and W5 by 1mm and W6 by 2mm. The total width W12 should be adjusted in grades of 4mm. Step S14: Verify whether the total width W12 meets the target specification.

3. The method for designing a standardized sidewall of a tire without a rim guard according to claim 1, characterized in that: The specific steps in step S2 include: Step S21: Obtain thickness control points and determine the thickness of reference point D, where the thickness range of D is 3.0 mm to 7.0 mm, with each 0.5 mm being a step; Step S22: Calculate the thickness of points B and C: When point D is 3.0mm, B and C are 2.0mm and 2.5mm respectively; when point D is 7.0mm, B and C are 4.6mm and 5.7mm respectively; Among them, when the thickness of point D increases by 0.5mm, the thickness of points B and C increase by 0.3mm and 0.4mm respectively; Step S23, setting the thickness of points E and F: First, use the preset value as the thickness benchmark, with each 0.5mm as a step, and then adjust according to needs and combine within the value range; Among them, the maximum values of E and F are 5.3 mm and 4.5 mm respectively, and the minimum values of E and F are 3.3 mm and 2.5 mm respectively; Step S24: Set the thickness of point H, and obtain the thickness of point G according to the thickness of point H, and select a value equal to or greater than the thickness of point H, 0.5 mm.

4. The method for designing a standardized sidewall of a tire without a rim guard according to claim 1, wherein: The specific steps in step S3 include: Step S31, drawing a die size diagram according to the width and thickness parameters obtained in the above steps; Step S32: Verify whether the upper width of the rim laminating layer RC covers the waterproof line Z, wherein the upper width of the rim laminating layer RC is W8+W9+W10; Step S33: Check whether the lower width W11 of the rim bonding layer RC is misaligned with the end point of the apex rubber to avoid stress concentration.

5. The method for designing a standardized sidewall of a tire without a rim guard according to claim 1, characterized in that: The specific steps in step S4 include: Step S41: Prepare a tire blank according to a standardized plan, attach the inner liner, sidewall, and cord fabric on a building drum in sequence, install the wire ring, and then turn it up and press it; Laminating the belt, cap and tread, and vulcanizing the tire after the tire is completed; Step S42, detecting the finished tire indicators, including rim contact height HRC, rim contact layer RC safety height HRCS, sidewall thickness uniformity TRCBD, appearance defects, and cross-section rubber material distribution; Step S43: Compare the standardized solution with the non-standard solution, optimize the standardized solution parameters, and obtain the final optimized solution result.

Images