A design method for standardizing tire side of rimless protective tire

Abstract

The application discloses a design method for standardizing tire sidewall without rim protection, which comprises a sidewall reinforcing layer BEC, a rim fitting layer RC and a sidewall rubber layer. The design method comprises the following steps: determining the sidewall width parameter, designing the total width of the sidewall based on the fixed section and variable section rules to ensure the matching of the lower width of the rim fitting layer RC and the transition section; setting the sidewall thickness parameter, distributing the thickness of each point according to the linear rule with the reference point as the core to ensure the smooth transition and functional requirements; integrating the sidewall structure, drawing the mouth type diagram combined with the width and thickness parameters to verify the coverage of the rim fitting layer RC and stress avoidance; trial production and verification, trial production of standardized tire blank and comparison of non-standard scheme to verify the key finished product indicators and appearance quality. The application can realize mutual use of the standardized sidewall when the required sidewall of the product is of the same width, thereby reducing the complexity of tire parts, improving the production efficiency and tire quality and reducing the production cost.

Description

Technical Field

[0001] This invention relates to the field of tire design technology, and in particular to a standardized design method for the sidewall of a rimless tire. Background Technology

[0002] Tires are mainly composed of tread, sidewall, triangular rubber, belt layer, cord, steel wire ring, airtight layer, and crown belt layer. The sidewall is distributed on the left and right sides of the tire and is compounded on the outside of the cord layer. It has the function of protecting the tire body and resisting flexural stress. As the main component of the tire, the design of the sidewall size is crucial. Different sidewall sizes have a direct impact on tire rolling resistance, tire cost, and vehicle driving safety.

[0003] The current shortcomings of existing technologies are that, for the same sidewall width, the sidewall profile design varies and there is no unified standard. This results in different sidewall profiles for different tire specifications, leading to frequent replacement of sidewall components during tire molding, increasing component complexity, 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 this invention is to overcome the shortcomings of the existing technology. To achieve the above objective, a standardized design method for rimless tire sidewall protection is adopted to solve the problems mentioned in the background technology.

[0005] A standardized design method for the sidewall of a rimless protected tire, wherein the sidewall includes a sidewall reinforcement layer (BEC), a rim bonding layer (RC), and a sidewall rubber layer. The design method includes the following steps: Step S1: Determine the tire sidewall width parameters: Design the total tire sidewall width based on the rules of fixed and variable sections to ensure that the lower width of the rim bonding layer RC matches the transition section; Step S2: Set the sidewall thickness parameters: Using the reference point as the core, distribute the thickness of each point according to a linear rule to ensure a smooth transition and meet functional requirements; Step S3: Integrate the tire sidewall structure: Draw the die shape diagram by combining the width and thickness parameters, and verify the RC coverage and stress avoidance of the rim bonding layer; Step S4, Trial Production and Verification: Trial production of standardized blanks and comparison with non-standard solutions to verify key finished product indicators and appearance quality.

[0006] As a further aspect of the present invention, the specific steps in step S1 include: Step S11: Set the fixed segment width, where the widths are W1, W2, W3, W7, W8, W9, and W10; Step S12: Select the rim bonding layer RC lower width W11 according to the tire specification requirements; Step S13: Adjust the variable segment: 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 that W4 and W5 increase by 1mm and W6 increase by 2mm, with the total width W12 adjusted in 4mm increments. Step S14: Verify whether the total width W12 meets the target specifications.

[0007] As a further aspect of the present invention, step S2 specifically includes the following steps: Step S21: Obtain the thickness control point and determine the thickness of the reference point D, where the thickness of D ranges from 3.0mm to 7.0mm, with each step being 0.5mm. Step S22: Calculate the thickness at 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 4.4mm and 5.7mm respectively. For every 0.5mm increase in the thickness of point D, the corresponding increases in the thickness of points B and C are 0.3mm and 0.4mm, respectively. Step S23: Set the thickness of points E and F: First, use the preset value as the thickness benchmark, with each step being 0.5mm. Then, adjust according to requirements and combine values ​​within the specified range. Among them, 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; Step S24: Set the thickness of point H. Then, obtain the thickness of point G based on the value of the thickness of point H, and select a value that is equal to or greater than the thickness of point H by 0.5 mm.

[0008] As a further aspect of the present invention, step S3 specifically includes the following steps: Step S31: Draw the mouth shape size diagram based on the width and thickness parameters obtained in the above steps; Step S32: Verify whether the upper width of the rim bonding layer RC covers the waterproof line Z point, where the upper width of the rim bonding 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 triangular rubber to avoid stress concentration.

[0009] As a further aspect of the present invention, step S4 specifically includes the following steps: Step S41: Make the tire blank according to the standardized plan, attach the inner liner, tire sidewall and cord fabric to the forming drum in sequence, install the steel wire ring and wrap it in reverse and press it. After bonding the belt layer, crown belt layer, and tread, the tire blank is vulcanized. Step S42: Inspect the finished tire indicators, which include rim bonding height HRC, rim bonding layer RC safety height HRCS, sidewall thickness uniformity TRCBD, appearance defects, and cross-sectional rubber distribution. Step S43: Compare the standardized solution with the non-standard solution, optimize the parameters of the standardized solution, and obtain the final optimized solution result.

[0010] Compared with the prior art, the present invention has the following technical advantages: By employing the aforementioned technical solution, the tire sidewall is divided into multiple width segments and thickness control points. Combining fixed parameters with dynamic adjustment rules, a smooth transition and functional optimization of the sidewall rubber compound are achieved. Based on this design, the tire sidewall consists of three parts: BEC, RC, and sidewall rubber. The upper width of the RC covers the waterproof line at point Z, while the lower width W11 is a fixed value to avoid stress concentration at the triangular rubber endpoints. The thickness distribution decreases progressively from point D, avoiding insufficient vulcanization and shoulder void defects. Verification through examples shows that the standardized solution meets key indicators such as HRC, HRCS, and TRCBD. This effectively solves the problem of diverse sidewall shape designs for the same width, reduces component complexity, thereby reducing tire component complexity, improving production efficiency and tire quality, and lowering production costs. Attached Figure Description

[0011] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings: Figure 1 This is a schematic diagram illustrating the steps of the tire sidewall standardization design method according to an embodiment of this application; Figure 2 This is a schematic diagram of the material distribution of the finished tire according to an embodiment of this application; Figure 3 This is a standardized tire sidewall dimension diagram for an embodiment of rimless protection disclosed in this application; Figure 4 This is a structural diagram of a rimless tire sidewall protection device according to an embodiment of this application. Figure 5 This is a design dimension drawing of the protrusion size for embodiment A of the present application, which has a sidewall width of 146mm. Figure 6 This is a design dimension drawing of the protrusion size for embodiment B of the present application, which has a tire sidewall width of 146mm. Figure 7 This is a design dimension drawing of the protrusion size for embodiment C of the present application, which has a sidewall width of 146mm. Figure 8 This is a design dimension drawing of the mortise shape for embodiment D of the present application, which has a sidewall width of 146mm. Figure 9 This is a design dimension drawing of the protrusion size for embodiment A of the present application, which has a sidewall width of 182mm. Figure 10 This is a design dimension drawing of the protrusion size for embodiment B of the present application, which has a tire sidewall width of 182mm. Figure 11 This is a design dimension drawing of the protrusion size for embodiment C, which has a tire sidewall width of 182mm, as disclosed in this application. Figure 12 This is a design dimension drawing of the protrusion size for embodiment D of the present application, which has a tire sidewall width of 182mm. Detailed Implementation

[0012] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0013] Please refer to Figure 1 In this embodiment of the invention, a standardized design method for the sidewall of a rimless protected tire is provided. The sidewall includes a sidewall reinforcement layer (BEC), a rim bonding layer (RC), and a sidewall rubber layer. The design methodology includes the following steps: Step S1: Determine the tire sidewall width parameters: Design the total tire sidewall width based on the rules of fixed and variable sections to ensure that the lower width of the rim bonding layer (RC) matches the transition section. The specific steps include: Step S11: Set the fixed segment width, where the widths are W1, W2, W3, W7, W8, W9, and W10; Step S12: Select the rim bonding layer RC lower width W11 according to the tire specification requirements; Step S13: Adjust the variable segment: 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 that W4 and W5 increase by 1mm and W6 increase by 2mm, with the total width W12 adjusted in 4mm increments. Step S14: Verify whether the total width W12 meets the target specifications.

[0014] In this embodiment, as Figure 2 The diagram shows the material distribution of the finished tire. The sidewalls are located on the left and right sides of the tire, and are laminated to the outside of the ply layer, serving to protect the tire body and resist flexural stress.

[0015] like Figure 3 As shown, the diagram illustrates the standardized tire sidewall dimensions without rim protection. like Figure 4 The diagram shows the structure of the tire sidewall without rim protection. The tire sidewall is mainly composed of three parts: the sidewall reinforcement layer (BEC), the rim bonding layer (RC), and the sidewall rubber layer.

[0016] One-time standardization of tire sidewall structure without RPF, such as Figure 3 As shown, the components consist of three parts: RC, BEC, and sidewall rubber. The width is designed in 10 segments, namely W1, W2, W3, W4, W5, W6, W7, W8, W9, and W10. There are 11 thickness control points, namely points A, B, C, D, E, F, G, H, I, J, and K. The upper width of the rim bonding layer RC is the sum of W8, W9, and W10, and the lower width of the rim bonding layer RC is W11.

[0017] In this embodiment, the width design principle is as follows: W1, W2, W3, W7, W8, W9, and W10 are set to fixed values, with values ​​of 15, 5, 5, 8, 20, 20, and 5 respectively; W4 = W5, and W6 = W4 + 2. W12= W1+W2+W3+W4+W5+W6+W7+W8+W9+W10=78+ W4+W5+W6; The minimum values ​​for W4 and W5 are 8, the minimum value for W6 is 0, and the minimum value for W12 is 94. For every 1mm increase in W4 and W5, W6 increases by 2mm. W12 is divided into width increments of 4mm, with a maximum value of 194 for W12. The lower width W11 of RC is either 65 or 75mm.

[0018] Step S2: Set the sidewall thickness parameters: Using a reference point as the core, distribute the thickness at each point according to a linear rule to ensure a smooth transition and meet functional requirements. The specific steps include: Step S21: Obtain the thickness control point and determine the thickness of the reference point D, where the thickness of D ranges from 3.0mm to 7.0mm, with each step being 0.5mm. Step S22: Calculate the thickness at 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 4.4mm and 5.7mm respectively. For every 0.5mm increase in the thickness of point D, the corresponding increases in the thickness of points B and C are 0.3mm and 0.4mm, respectively. Step S23: Set the thickness of points E and F: First, use the preset value as the thickness benchmark, with each step being 0.5mm. Then, adjust according to requirements and combine values ​​within the specified range. Among them, 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; Step S24: Set the thickness of point H. Then, obtain the thickness of point G based on the value of the thickness of point H, and select a value that is equal to or greater than the thickness of point H by 0.5 mm.

[0019] In this embodiment, the thickness design principle is as follows: the thickness of points A and K is a fixed value of 0.5 mm; the thickness of points I and J is equal, with values ​​of 2.0 mm and 2.5 mm respectively; the thickness of points G and H of the rim bonding layer RC is 3.5 mm and 4.0 mm respectively. Using the thickness at point D as a reference point, the minimum value is 3.0 mm, the maximum value is 7.0 mm, and each step is 0.5 mm. When point D is 3.0mm, points B and C are 2.0mm and 2.5mm respectively. When point D is 7.0mm, points B and C are 4.4mm and 5.7mm respectively. For every 0.5mm increase in the thickness of point D, the corresponding thicknesses of points B and C increase by 0.3mm and 0.4mm respectively.

[0020] In this embodiment, E and F are based on thicknesses of 4.3mm and 3.5mm respectively, with each step being 0.5mm. 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 range of values. The thickness of point G is determined based on the thickness of point H, and can be equal to or greater than point H by 0.5mm.

[0021] Step S3: Integrate the sidewall structure: Draw a die pattern based on width and thickness parameters to verify the RC coverage and stress avoidance of the rim bonding layer. Specific steps include: Step S31: Draw the mouth shape size diagram based on the width and thickness parameters obtained in the above steps; Step S32: Verify whether the upper width of the rim bonding layer RC covers the waterproof line Z point, where the upper width of the rim bonding 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 triangular rubber to avoid stress concentration.

[0022] Step S4, Trial Production and Verification: Trial production of standardized tire blanks is conducted and compared with non-standard solutions to verify key finished product indicators and appearance quality. Specific steps include: Step S41: Make the tire blank according to the standardized plan, attach the inner liner, tire sidewall and cord fabric to the forming drum in sequence, install the steel wire ring and wrap it in reverse and press it. After bonding the belt layer, crown belt layer, and tread, the tire blank is vulcanized. Step S42: Inspect the finished tire indicators, which include rim bonding height HRC, rim bonding layer RC safety height HRCS, sidewall thickness uniformity TRCBD, appearance defects, and cross-sectional rubber distribution. Step S43: Compare the standardized solution with the non-standard solution, optimize the parameters of the standardized solution, and obtain the final optimized solution result.

[0023] In this embodiment, the design principle is as follows: W1=15mm is to ensure the amount of rubber material inserted under the belt layer, preventing the belt layer endpoints from contacting the ply fabric, which would affect the tire's high speed, durability, and safety. W2=5mm is to ensure a smooth transition of force between the BEC rubber material and the sidewall rubber material. An angle smaller than 5mm would affect the smooth transition of force, while an angle larger than 5mm would risk the BEC rubber material exceeding the tread rubber material, causing it to be exposed to air and crack. W3=5mm is the transition width from point C to point D. Too small a width would not guarantee the smooth transition of force, while too large a width would cause point D to shift downwards, compromising the amount of rubber material at the tire flap endpoints. Figure 1 As can be seen, since the thickness is greatest at point D, the amount of sidewall rubber decreases downwards. W4, W5, and W6 are transition widths. If there is no smooth transition width from the thickest to the thinnest, it will cause vulcanization appearance defects. W7 is the transition width from the upper node of RC to point G. W8=20mm is to ensure that the upper node of RC at point H falls on the waterproof line Z. If W8 is too small, the sidewall rubber will contact the rim, damaging the tire. If W8 is too large, the RC rubber will be exposed to the air, causing cracks. W9=20mm is to ensure that HRCS has sufficient height to prevent damage to the inner liner during tire removal and installation. W10=5mm is the thickness transition width. The lower width of RC, 65mm and 75mm, is to ensure a smooth transition between RC and sidewall rubber and a safe distance between the highest point of HRC and HBF. If the RC endpoint coincides with the triangular rubber endpoint, it will cause stress concentration, which is detrimental to tire durability.

[0024] Depend on Figure 2 It can be seen that the thickness is greatest at point D because point D is located at the end of the tire flap, requiring the most rubber material and thus the greatest thickness. The thickness of points E and F gradually decreases to ensure a smooth transition in thickness. A large difference in thickness can easily lead to insufficient rubber during vulcanization and appearance defects. The thickness of points D, C, and B gradually decreases according to their corresponding relationship to ensure a smooth transition in thickness. A large difference in thickness can easily lead to incomplete compaction and cause shoulder voids.

[0025] Point H is the node position on the RC. For products without rim protection, a thickness of 3.5mm or 4.0mm is sufficient. The thickness of points I and J is the thickness of the bead protector. If it is too thin, the airtight layer cannot be protected during tire assembly. If it is too thick, the large step transition can easily cause cracks in the tire lining. The value of points A and K is 0.5mm. If it is too thin, the semi-finished product is prone to edge cracking when pressed out. If it is too thick, the large step transition can easily cause cracks in the tire lining.

[0026] Test Example 1: Option A: Standard tire sidewall width: 146mm; Standardized tire sidewall width: such as Figure 5As shown, the diagram illustrates the design dimensions of the mouth shape. Option B: Non-standard tire sidewall width: 146mm; Non-standard tire sidewall width: such as Figure 6 As shown, the diagram illustrates the design dimensions of the mouth shape. Option C: Non-standard tire sidewall width: 146mm; Non-standard tire sidewall width: such as Figure 7 As shown, the diagram illustrates the design dimensions of the mouth shape. Option D: Non-standard tire sidewall width: 146mm; Non-standard tire sidewall width: such as Figure 8 As shown, the diagram illustrates the design dimensions of the mouth shape. Verification process: Four types of tire sidewalls, A, B, C, and D, were tested and verified on a 195 / 60R15 88V product specification. Sidewall A was selected, and the inner liner, sidewall, and cord fabric were attached to the forming drum according to the tire forming process. Steel wire rings were installed, and then the tire was wrapped and pressed. Then the belt layer, crown belt layer, and tread were attached and pressed to complete the tire blank production. Sidewalls of options B, C, and D were formed according to the same process and the same component materials to complete the tire blank production. Then, the four types of tire blanks A, B, C, and D were vulcanized, visually inspected, and cut.

[0027] The verification results are shown in Table 1 below: Table 1:

[0028] Verification conclusion: As can be seen from the four options A, B, C, and D, the standardized tire sidewall option A can meet the standard cross-sectional size requirements, the cross-sectional measurement is qualified, and the vulcanization appearance is good. The standardized tire sidewall option A can replace the non-standard tire sidewalls B, C, and D, reducing the number and complexity of parts, improving production efficiency and quality, and reducing production costs.

[0029] Test Example 2: Physical Tire Verification Option A: Standard tire sidewall width: 182mm; Standardized tire sidewall width: such as Figure 9 As shown, the mouth shape design dimensions are shown in the figure. Option B: Non-standard tire sidewall width: 182mm Non-standard tire sidewall width: such as Figure 10 As shown, the mouth shape design dimensions (Scheme B) are shown. Option C: Non-standard tire sidewall width: 182mm; Non-standard tire sidewall width: such as Figure 11 As shown, the mouth shape design dimensions are shown in the figure. Option D: Non-standard tire sidewall width: 182mm; Non-standard tire sidewall width: such as Figure 12 As shown, the mouth shape design dimensions are shown in the figure. Verification process: Four types of tire sidewalls, A, B, C, and D, were tested and verified on a 225 / 70R16 103H product specification. Sidewall A was selected, and the inner liner, sidewall, and cord fabric were attached to the forming drum according to the tire forming process. Steel wire rings were installed, and then the tire was wrapped and pressed. Then the belt layer, crown belt layer, and tread were attached and pressed to complete the tire blank production. Sidewalls B, C, and D were formed according to the same process and the same component materials to complete the tire blank production. Then, the four types of tire blanks A, B, C, and D were vulcanized, visually inspected, and cut.

[0030] Verification results:

[0031] Verification conclusion: As can be seen from the four options A, B, C, and D, the standardized tire sidewall option A can meet the standard cross-sectional size requirements, the cross-sectional measurement is qualified, and the vulcanization appearance is good. The standardized tire sidewall option A can replace the non-standard tire sidewalls B, C, and D, reducing the number and complexity of parts, improving production efficiency and quality, and reducing production costs.

[0032] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention. The scope of the invention is defined by the appended claims and their equivalents, all of which should be included within the scope of protection of the invention.

Claims

1. A standardized design method for rimless tire sidewall protection, characterized in that, The sidewall includes a sidewall reinforcement layer (BEC), a rim bonding layer (RC), and a sidewall rubber layer. The design method includes the following steps: Step S1: Determine the tire sidewall width parameters: Design the total tire sidewall width based on the rules of fixed and variable sections to ensure that the lower width of the rim bonding layer RC matches the transition section. Specific steps include: Step S11: Set fixed segment widths, where the widths are W1, W2, W3, W7, W8, W9, and W10. W1 is the width between points A and B, W2 is the width between points B and C, W3 is the width between points C and D, W4 is the width between points D and E, W5 is the width between points E and F, W6 is the width between points F and G, W7 is the width between points G and H, W8 is the width between points H and I, W9 is the width between points I and J, and W10 is the width between points J and K. Step S12: Select the rim bonding layer RC lower width W11 according to the tire specification requirements; Step S13: Adjust the variable segment: 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 that W4 and W5 increase by 1mm and W6 increase by 2mm, with the total width W12 adjusted in 4mm increments. Step S14: Verify whether the total width W12 meets the target specifications; Step S2: Set tire sidewall thickness parameters: Using a reference point as the core, distribute the thickness of each point according to a linear rule to ensure a smooth transition and meet functional requirements. Specific steps include: Step S21: Obtain the thickness control point and determine the thickness of the reference point D, where the thickness of D ranges from 3.0mm to 7.0mm, with each step being 0.5mm. Step S22: Calculate the thickness at 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 4.4mm and 5.7mm respectively. For every 0.5mm increase in the thickness of point D, the corresponding increases in the thickness of points B and C are 0.3mm and 0.4mm, respectively. Step S23: Set the thickness of points E and F: First, use the preset value as the thickness benchmark, with each step being 0.5mm. Then, adjust according to requirements and combine values ​​within the specified range. Among them, 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; Step S24: Set the thickness of point H. Then, obtain the thickness of point G based on the thickness of point H. Select a value that is equal to or greater than the thickness of point H by 0.5 mm. Point B is the lower end point of the sidewall BEC, point C is the upper end point of the sidewall BEC, point D is the upper end point of the sidewall rubber, point E is the upper middle point of the sidewall rubber, point F is the middle point of the sidewall rubber, point G is the lower middle point of the sidewall rubber, point H is the upper node position of RC, point I is the middle point of RC rubber, point J is the upper cut-off point of RC rubber, and point K is the lower end point of the sidewall. Step S3: Integrate the tire sidewall structure: Draw the die shape diagram by combining the width and thickness parameters, and verify the RC coverage and stress avoidance of the rim bonding layer; Step S4, Trial Production and Verification: Trial production of standardized blanks and comparison with non-standard solutions to verify key finished product indicators and appearance quality.

2. The standardized design method for the sidewall of a rimless protected tire according to claim 1, characterized in that, The specific steps in step S3 include: Step S31: Draw the mouth shape size diagram based on the width and thickness parameters obtained in the above steps; Step S32: Verify whether the upper width of the rim bonding layer RC covers the waterproof line Z point, where the upper width of the rim bonding 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 triangular rubber to avoid stress concentration.

3. The standardized design method for the sidewall of a rimless protected tire according to claim 1, characterized in that, The specific steps in step S4 include: Step S41: Make the tire blank according to the standardized plan, attach the inner liner, tire sidewall and cord fabric to the forming drum in sequence, install the steel wire ring and wrap it in reverse and press it. After bonding the belt layer, crown belt layer, and tread, the tire blank is vulcanized. Step S42: Inspect the finished tire indicators, which include rim bonding height HRC, rim bonding layer RC safety height HRCS, sidewall thickness uniformity TRCBD, appearance defects, and cross-sectional rubber distribution. Step S43: Compare the standardized solution with the non-standard solution, optimize the parameters of the standardized solution, and obtain the final optimized solution result.

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