All-steel radial loader tire with high-bearing impact-resistant structure
By introducing structural improvements such as equal-width reinforcing strips, sidewall protectors, reinforced sidewalls, and composite cores into all-steel radial loader tires, the problems of tread wear, sidewall cracks, and steel wire delamination under heavy load conditions have been solved, achieving a balance between high load capacity and impact resistance, and improving the overall performance and lifespan of the tires.
Patent Information
- Application Number
- CN202511753900.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-26
- Publication Date
- 2026-02-10
AI Technical Summary
Existing all-steel radial loader tires are prone to problems such as uneven tread wear, insufficient load-bearing capacity, sidewall cracks, and delamination of steel wire rings under harsh working conditions, which affect service life and safety.
It adopts equal-width reinforcing strips, edge protector sheets, reinforced sidewalls, composite cores, and optimized belt layer structure, combined with N-type tread pattern design, to form a high-rigidity and stable bead and stress buffer system, thereby improving the overall load-bearing capacity and impact resistance of the tire.
It has achieved a comprehensive improvement in tire performance under heavy-load impact conditions, solved problems such as easy cracking of the tire sidewall and delamination of the tire body, extended service life and improved safety.
Smart Images
Figure CN121492532A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of tire manufacturing technology, and more specifically, to an all-steel radial loader tire with a high load-bearing and impact-resistant structure. Background Technology
[0002] Loaders, as an important type of engineering machinery, are widely used in mines, coal yards, ports, and other scenarios for loading and short-distance transportation of materials. These working conditions typically involve harsh ground conditions with abundant gravel and sharp objects. Furthermore, loaders themselves are heavy and have high rated load capacities (e.g., 5-ton class, 21-ton curb weight, 4.0-6.5 cubic meter bucket capacity), placing extremely high demands on the load-bearing capacity, wear resistance, puncture resistance, and impact resistance of the tires.
[0003] Currently, to improve performance, ordinary all-steel radial loader tires often employ methods such as widening and deepening the tread, thickening the sidewalls, and using reinforced carcass and bead structures. However, these conventional improvements still present numerous problems under long-term high-load use: uneven tread wear easily leads to premature wear; the overall load-bearing capacity of the tire is insufficient to meet the ever-increasing demand for heavy loads; the sidewalls are prone to cracks or even penetrating damage under repeated deformation and external impacts; and stress concentration at the junction of the steel bead and the carcass can easily cause delamination, ultimately leading to tire blowouts and other abnormal damage, seriously affecting tire lifespan and operational safety.
[0004] Therefore, there is an urgent need to develop an all-steel radial loader tire with a breakthrough structural improvement that can comprehensively solve the above problems and achieve a balance between high load capacity, impact resistance and long service life. Summary of the Invention
[0005] In view of this, in order to solve the above-mentioned problems in the prior art, this application provides a high load-bearing and impact-resistant all-steel radial loader tire.
[0006] The embodiments of this application are implemented as follows: In a first aspect, this application provides a high-load-bearing and impact-resistant all-steel radial loader tire, comprising a tire body, characterized in that... The tire body has a sidewall with a uniform width reinforcing strip protruding from the sidewall. The height of the uniform width reinforcing strip is 40 to 80 mm and the thickness is 3 to 6 mm. A tire carcass with a protective edge sheet disposed radially below the equal-width reinforcing strip, wherein the overlap height of the protective edge sheet on the equal-width reinforcing strip accounts for 40% to 60% of the height of the equal-width reinforcing strip; The outer axial sidewall of the tire carcass is covered by a reinforced sidewall, the thickness of which is 8 to 15 mm. The inner axial side of the tire carcass of the edge protector is padded with a rubber pad, the thickness of which is configured to control the maximum opening gap of the tire carcass of the edge protector within 0.5mm to 1.2mm.
[0007] In one possible implementation, the reinforced sidewall is designed with a thickened center, the thickened area covering and surrounding the reverse end area of the tire carcass of the sidewall film; the end point of the reinforced sidewall is located 30 to 50 mm radially below the waterproof line.
[0008] In one possible implementation, a composite core is also included, which comprises a lower triangular core and an upper triangular core. The lower triangular rubber core is wrapped around the upper half of the steel wire ring; The upper triangular rubber core extends and overlaps with the padding rubber; The longitudinal arrangement height of the steel wire coil is defined as H1, the height of the lower triangular rubber core is 30% to 50% of H1, and the height of the upper triangular rubber core is 50% to 65% of H1; The overlap between the side length of the lower triangular rubber core and the longitudinal arrangement height of the steel wire ring accounts for 75% to 90% of the longitudinal arrangement height of the steel wire ring, and the side thickness of the lower triangular rubber core is 1 to 2 mm.
[0009] In one possible implementation, the wire loop is an externally wound hexagonal wire loop, comprising a wire loop body and a wrapping fabric; The steel wire of the steel wire ring body has a diameter of 2.2 mm, a breaking strength of 5800 N for a single wire, a maximum width of 26.4 mm, and a total of 88 wires.
[0010] In one possible implementation, the wrapping fabric has a thickness of 0.8 to 0.9 mm and a width of 20 to 30 mm, and is uniformly wrapped around the outside of the wire coil body.
[0011] In one possible implementation, the belt layer of the tire adopts a five-layer structure, including a first belt layer, a second belt layer, a third belt layer, a fourth belt layer and a fifth belt layer arranged sequentially from the inside to the outside; Wherein, the first to fourth belt layers are a fully enclosed structure, and the fifth belt layer is a semi-enclosed structure; The first belt layer has a left-hand direction for its cords, a cord angle of 55 to 65°, and a thickness of 2.4 mm. The second belt layer has a left-hand direction for its cords, a cord angle of 26 to 28°, and a thickness of 2.4 mm. The cord direction of the third belt layer is right-handed, the cord angle is 26 to 28°, and the thickness is 2.4 mm; The fourth belt layer has a left-hand direction for its cords, a cord angle of 26 to 28°, and a thickness of 2.4 mm. The fifth belt layer has a right-hand direction for its cords, a cord angle of 22 to 24°, and a thickness of 3.0 mm.
[0012] In one possible implementation, the belt layer uses high-modulus, high-strength cord.
[0013] In one possible implementation, the tire tread adopts an N-shaped zigzag pattern design and is provided with oblique tread grooves; A reinforcing support rib is provided at the bottom center of the crown of the tread. The reinforcing support rib has a width of 90 mm and a thickness of 13 mm.
[0014] In one possible implementation, the lateral grooves of the tread extend from the center of the crown to the shoulder of the tread, and the width gradually increases, forming an open design with the shoulder tread blocks.
[0015] In one possible implementation, the tread pattern saturation is 53% to 58%.
[0016] The technical solution provided in this application can achieve at least the following beneficial effects: This application provides a high-load-bearing and impact-resistant all-steel radial loader tire. It applies a systematic structural optimization method to the design and manufacturing of all-steel radial loader tires. By constructing an integrated model with a synergistic enhancement effect sidewall protection system, a stress-buffered composite core, a high-rigidity stable bead, and optimized belt layers and tread patterns, it achieves a significant leap in overall tire performance. This solves the systemic problems of traditional tires under heavy-load impact conditions, such as easy sidewall cracking, easy delamination of the tire body, insufficient load-bearing capacity, and uneven wear. It transforms the traditional design approach of "single problem, localized repair," establishing a new standard for overall tire structural design oriented towards harsh working conditions, and achieving an integrated balance in load-bearing capacity, impact resistance, and durability.
[0017] The high-load-bearing and impact-resistant tire structure proposed in this application is designed for the extreme loads and complex road conditions encountered in mining, port, and other field operations. Its multi-component, collaboratively reinforced architecture effectively adapts to dynamically changing impact loads, providing a reliable guarantee for the stable operation of heavy-duty construction machinery. This structural design possesses high logicality and scalability, enabling rapid adjustment of structural parameters and performance optimization based on evolving specifications and performance requirements. This helps to fundamentally solve the problem of early damage caused by structural shortcomings in traditional tires, significantly improving tire uptime and service life. Attached Figure Description
[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a schematic diagram of the overall structure of an all-steel radial loader tire with a high load-bearing and impact-resistant structure, as shown in an exemplary embodiment of this application. Figure 2 yes Figure 1 A magnified schematic diagram of a portion of the mid-tire sidewall; Figure 3 yes Figure 1 A partially enlarged structural diagram of the steel wire ring and composite rubber core area; Figure 4 This is a schematic diagram of the structure of a wire coil shown in an exemplary embodiment of this application; Figure 5 This is a schematic diagram of the structure of the belt layer shown in an exemplary embodiment of this application; Figure 6 This is a schematic diagram of the tread pattern structure shown in an exemplary embodiment of this application; Figure 7 yes Figure 6 A partial schematic diagram of the reinforced support bar.
[0020] Figure label: 1. Tire body; 2. Equal width reinforcing strip; 3. Tire carcass; 4. Reinforced sidewall; 5. Gasket; 6. Waterproofing line; 7. Lower triangular core; 8. Upper triangular core; 9. Bead; 10. Bead body; 11. Wrapping fabric; 12. Tread; m. Diagonal tread grooves; n. Reinforcing support ribs. Detailed Implementation
[0021] To make the objectives, implementation methods and advantages of this application clearer, the exemplary implementation methods of this application will be clearly and completely described below with reference to the accompanying drawings of the exemplary embodiments of this application. Obviously, the exemplary embodiments described are only some embodiments of this application, and not all embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.
[0022] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.
[0023] The terms "first," "second," "third," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar or related objects or entities, and do not necessarily imply a specific order or sequence, unless otherwise specified. It should be understood that such terms are interchangeable where appropriate.
[0024] The terms “comprising” and “having”, and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device that includes a range of components is not necessarily limited to all of the components that are clearly listed, but may include other components that are not clearly listed or that are inherent to such product or device.
[0025] Loaders, as an important type of engineering machinery, are widely used in mines, coal yards, ports, and other scenarios for loading and short-distance transportation of materials. These working conditions typically involve harsh ground conditions with abundant gravel and sharp objects. Furthermore, loaders themselves are heavy and have high rated load capacities (e.g., 5-ton class, 21-ton curb weight, 4.0-6.5 cubic meter bucket capacity), placing extremely high demands on the load-bearing capacity, wear resistance, puncture resistance, and impact resistance of the tires.
[0026] Currently, to improve performance, ordinary all-steel radial loader tires often employ methods such as widening and deepening the tread, thickening the sidewalls, and using reinforced carcass and bead structures. However, these conventional improvements still present numerous problems under long-term high-load use: uneven tread wear easily leads to premature wear; the overall load-bearing capacity of the tire is insufficient to meet the ever-increasing demand for heavy loads; the sidewalls are prone to cracks or even penetrating damage under repeated deformation and external impacts; and stress concentration at the junction of the steel bead and the carcass can easily cause delamination, ultimately leading to tire blowouts and other abnormal damage, seriously affecting tire lifespan and operational safety.
[0027] Therefore, there is an urgent need to develop an all-steel radial loader tire with a breakthrough structural improvement that can comprehensively solve the above problems and achieve a balance between high load capacity, impact resistance and long service life.
[0028] Next, the technical solutions of this application and how they solve the aforementioned technical problems will be described in detail through embodiments and in conjunction with the accompanying drawings. The embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of this application.
[0029] In one exemplary embodiment, such as Figure 1 As shown, a high-load-bearing and impact-resistant all-steel radial loader tire is provided. In this embodiment, the tire includes a tire body, characterized in that... The tire body has a sidewall with a uniform width reinforcing strip protruding from the sidewall. The height of the uniform width reinforcing strip is 40 to 80 mm and the thickness is 3 to 6 mm. A tire carcass with a protective edge sheet disposed radially below the equal-width reinforcing strip, wherein the overlap height of the protective edge sheet on the equal-width reinforcing strip accounts for 40% to 60% of the height of the equal-width reinforcing strip; The outer axial sidewall of the tire carcass is covered by a reinforced sidewall, the thickness of which is 8 to 15 mm. The inner axial side of the tire carcass of the edge protector is padded with a rubber pad, the thickness of which is configured to control the maximum opening gap of the tire carcass of the edge protector within 0.5mm to 1.2mm.
[0030] In one embodiment, such as Figure 1 The diagram shown is a schematic representation of the overall structure of the tire. The tire body 1 adopts an all-steel radial skeleton structure. The core innovation of this invention lies in the integrated innovation of the sidewall protection system, the bead cushioning system, the belt layer structure, and the tread pattern.
[0031] like Figure 2 As shown, a reinforcing strip 2 of equal width protruding from the tire sidewall is provided on the tire body 1. The reinforcing strip 2 serves as the first line of defense on the tire sidewall. Its height a is designed to be 40 to 80 mm (preferably 60 mm), and its thickness b is designed to be 3 to 6 mm (preferably 4.5 mm). This parameter range ensures that the reinforcing strip 2 has sufficient rigidity and height to effectively resist impacts and scratches from the side.
[0032] Below the equal-width reinforcing strip 2, a tire carcass 3 is tightly fitted with a protective edge strip. Here, the "protective edge strip" refers to a strip attached to the reverse side of the tire carcass ply, providing reinforcement and protection. There is a critical overlap between the tire carcass 3 and the equal-width reinforcing strip 2, with an overlap height c accounting for 40% to 60% (preferably 50%) of the height a of the equal-width reinforcing strip 2. This design allows impact forces to be smoothly transferred from the rigid reinforcing strip 2 to the tire carcass 3 reinforced by the protective edge strip, avoiding sudden stress changes.
[0033] On the axial outer side of the tire carcass 3 of the sidewall rubber sheet, a reinforced sidewall 4 is covered with a thickness d of 8 to 15 mm (preferably 12 mm), which is much thicker than that of ordinary tire sidewalls, providing a solid protective layer for the tire carcass. On the axial inner side of the tire carcass 3 of the sidewall rubber sheet, a gasket 5 is laid. One of the core functions of the gasket 5 is to fill and control the gap between the tire carcass ply layers during molding and vulcanization. By precisely designing its thickness, the maximum gap between the tire carcass 3 of the sidewall rubber sheet can be strictly controlled within 0.5 mm to 1.2 mm (preferably 0.8 mm). This range effectively prevents early damage such as water ingress and delamination of the tire carcass due to excessive gap.
[0034] In one possible implementation, the reinforced sidewall is designed with a thickened center, the thickened area covering and surrounding the reverse end area of the tire carcass of the sidewall film; the end point of the reinforced sidewall is located 30 to 50 mm radially below the waterproof line.
[0035] In one embodiment, for example Figure 2 As shown, the sidewall 4 is not uniformly thickened, but rather features a centrally thickened design. The thickened area e is precisely calculated to cover and surround the inverted end area of the tire carcass 3, which is part of the sidewall. The inverted end area of the tire carcass is one of the areas where stress is most concentrated on the sidewall, and this targeted thickening can greatly suppress the initiation of cracks.
[0036] In addition, the end point f of the reinforced sidewall 4 is set 30 to 50 mm (preferably 40 mm) radially below the waterproof line 6. This position is far away from the contact point between the rim and the tire, which avoids interference between the end point and the rim when the tire flexes, thereby structurally eliminating the path for the formation of sidewall cracks.
[0037] In one possible implementation, a composite core is also included, which comprises a lower triangular core and an upper triangular core. The lower triangular rubber core is wrapped around the upper half of the steel wire ring; The upper triangular rubber core extends and overlaps with the padding rubber; The longitudinal arrangement height of the steel wire coil is defined as H1, the height of the lower triangular rubber core is 30% to 50% of H1, and the height of the upper triangular rubber core is 50% to 65% of H1; The overlap between the side length of the lower triangular rubber core and the longitudinal arrangement height of the steel wire ring accounts for 75% to 90% of the longitudinal arrangement height of the steel wire ring, and the side thickness of the lower triangular rubber core is 1 to 2 mm.
[0038] In one embodiment, such as Figure 3 As shown, the composite core consists of a lower triangular core 7 and an upper triangular core 8. The lower triangular core 7 is mainly used to wrap the upper part of the steel wire ring 9, while the upper triangular core 8 extends upward and finally overlaps with the padding 5 described in claim 1, forming a continuous stress transition zone.
[0039] The longitudinal arrangement height of the steel wire ring 9 is defined as H1. The height g of the lower triangular rubber core 7 is designed to be 30% to 50% (preferably 40%) of H1, and the height j of the upper triangular rubber core 8 is designed to be 50% to 65% (preferably 60%) of H1. This proportional relationship ensures that the wrapping degree of the rubber core on the steel wire ring and the upward support strength are optimally balanced.
[0040] A key design feature is that the overlap between the side length h of the lower triangular rubber core 7 and the longitudinal arrangement height i of the steel wire ring 9 accounts for 75% to 90% (preferably 85%) of the height i, and its side thickness is controlled to be 1 to 2 mm (preferably 1.5 mm). This "high overlap, thin edge" design ensures that after vulcanization, the end point of the rubber core perfectly covers the widest point of the steel wire ring, thus forming an excellent buffer layer between the steel wire ring and the tire carcass. This buffer layer effectively converts the cutting stress on the tire carcass when the steel wire ring rotates or deforms under high loads, fundamentally eliminating the tire carcass delamination problem caused by stress concentration and significantly reducing the risk of tire blowout.
[0041] In one possible implementation, the wire loop is an externally wound hexagonal wire loop, comprising a wire loop body and a wrapping fabric; The steel wire of the steel wire ring body has a diameter of 2.2 mm, a breaking strength of 5800 N for a single wire, a maximum width of 26.4 mm, and a total of 88 wires.
[0042] In one possible implementation, the wrapping fabric has a thickness of 0.8 to 0.9 mm and a width of 20 to 30 mm, and is uniformly wrapped around the outside of the wire coil body.
[0043] In one embodiment, such as Figure 3 and Figure 4 As shown, the steel wire ring 9 is an externally wound hexagonal steel wire ring, which is composed of a steel wire ring body 10 and a wrapping cloth 11.
[0044] The bead body 10 is made of high-strength steel wire with a diameter k of 2.2 mm and a single wire tensile strength of 5800 N. The wires are arranged in a hexagonal structure with a maximum width of 26.4 mm and a total of 88 wires. This specification of bead provides extremely high bead rigidity and load-bearing capacity.
[0045] The thickness l of the wrapping fabric 11 is 0.8 to 0.9 mm (preferably 0.85 mm), and the width is 20 to 30 mm (preferably 25 mm). It is evenly wrapped around the outside of the bead body 10, acting like a "hoop" to tightly bind multiple steel wires into a whole. This not only improves the load-bearing capacity of the bead, but also effectively improves the stress distribution under high loads, reduces deformation and movement under strong torsional conditions, and further enhances the rigidity and stability of the bead.
[0046] In one possible implementation, the belt layer of the tire adopts a five-layer structure, including a first belt layer, a second belt layer, a third belt layer, a fourth belt layer and a fifth belt layer arranged sequentially from the inside to the outside; Wherein, the first to fourth belt layers are a fully enclosed structure, and the fifth belt layer is a semi-enclosed structure; The first belt layer has a left-hand direction for its cords, a cord angle of 55 to 65°, and a thickness of 2.4 mm. The second belt layer has a left-hand direction for its cords, a cord angle of 26 to 28°, and a thickness of 2.4 mm. The cord direction of the third belt layer is right-handed, the cord angle is 26 to 28°, and the thickness is 2.4 mm; The fourth belt layer has a left-hand direction for its cords, a cord angle of 26 to 28°, and a thickness of 2.4 mm. The fifth belt layer has a right-hand direction for its cords, a cord angle of 22 to 24°, and a thickness of 3.0 mm.
[0047] In one possible implementation, the belt layer uses high-modulus, high-strength cord.
[0048] In one embodiment, such as Figure 5 As shown, the belt layer adopts an innovative five-layer structure: from the inside out, there are the first to the fifth belt layers. The first to the fourth belt layers are full-coverage structures, wrapping the entire circumference of the tire crown; the fifth belt layer is a semi-coverage structure, mainly covering the central area of the tire crown.
[0049] The parameters for each layer are as follows: First belt layer: The cord direction is left-handed, the cord angle is 55 to 65° (preferably 60°), and the thickness is 2.4 mm.
[0050] The second belt layer has a left-hand direction, a belt angle of 26 to 28° (preferably 27°), and a thickness of 2.4 mm.
[0051] The third belt layer has a right-hand direction, a belt angle of 26 to 28° (preferably 27°), and a thickness of 2.4 mm.
[0052] The fourth belt layer has a left-hand direction, a belt angle of 26 to 28° (preferably 27°), and a thickness of 2.4 mm.
[0053] The fifth belt layer has a right-hand direction, a cord angle of 22 to 24° (preferably 23°), and a thickness of 3.0 mm.
[0054] This combination of angle and layer design, used in conjunction with high-modulus, high-elongation cords, forms a robust and resilient "band-shaped hoop." Compared to the traditional four-layer ordinary belt structure, this invention effectively alleviates the torsional stress on the tire shoulder when the loader vehicle is turning, preventing abnormal wear. It also avoids the problem of excessive hardness and poor comfort caused by over-strengthening of the tire sidewall. It allows the tire to better adapt to tire body deformation, reducing direct impact on the crown, thereby significantly improving the vehicle's handling and stability.
[0055] In one possible implementation, the tire tread adopts an N-shaped zigzag pattern design and is provided with oblique tread grooves; A reinforcing support rib is provided at the bottom center of the crown of the tread. The reinforcing support rib has a width of 90 mm and a thickness of 13 mm.
[0056] In one possible implementation, the lateral grooves of the tread extend from the center of the crown to the shoulder of the tread, and the width gradually increases, forming an open design with the shoulder tread blocks.
[0057] In one possible implementation, the tread pattern saturation is 53% to 58%.
[0058] In one embodiment, such as Figure 6 and Figure 7 As shown, the tread 12 adopts an N-shaped zigzag pattern design and is provided with oblique tread grooves m.
[0059] At the bottom center of the crown of the tread 12, there is an integrally formed reinforcing support rib n. The support rib n is 90mm wide and 13mm thick. It is like a built-in "skeleton", which greatly enhances the rigidity of the tread center and directly improves the load-bearing capacity and impact and puncture resistance.
[0060] The lateral grooves of the tread 12 extend from the center of the crown to the shoulder of the tread, and the width gradually increases, forming an open design with the shoulder tread blocks. This design effectively increases the contact area between the tire and the ground, providing excellent traction and grip. On the other hand, the wide shoulder grooves facilitate the easy removal of foreign objects such as stones, significantly improving self-cleaning ability and reducing damage to the tread grooves caused by stones.
[0061] The tread saturation of the entire tread 12 is controlled within a suitable range of 53% to 58% (preferably 55%), which balances grip and wear resistance. Compared with ordinary tread patterns, the tire's passability and overall service life are significantly improved.
[0062] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0063] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.
Claims
1. A high-load-bearing and impact-resistant all-steel radial loader tire, comprising a tire body, characterized in that, The tire body has a sidewall with a uniform width reinforcing strip protruding from the sidewall. The height of the uniform width reinforcing strip is 40 to 80 mm and the thickness is 3 to 6 mm. A tire carcass with a protective edge sheet disposed radially below the equal-width reinforcing strip, wherein the overlap height of the protective edge sheet on the equal-width reinforcing strip accounts for 40% to 60% of the height of the equal-width reinforcing strip; The outer axial sidewall of the tire carcass is covered by a reinforced sidewall, the thickness of which is 8 to 15 mm. The inner axial side of the tire carcass of the edge protector is padded with a rubber pad, the thickness of which is configured to control the maximum opening gap of the tire carcass of the edge protector within 0.5mm to 1.2mm.
2. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 1, characterized in that, The reinforced sidewall features a thickened design in the center, with the thickened area covering and surrounding the reverse end area of the tire carcass of the sidewall film; the end point of the reinforced sidewall is located 30 to 50 mm radially below the waterproof line.
3. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 1, characterized in that, It also includes a composite core, which comprises a lower triangular core and an upper triangular core; The lower triangular rubber core is wrapped around the upper half of the steel wire ring; The upper triangular rubber core extends and overlaps with the padding rubber; The longitudinal arrangement height of the steel wire coil is defined as H1, the height of the lower triangular rubber core is 30% to 50% of H1, and the height of the upper triangular rubber core is 50% to 65% of H1; The overlap between the side length of the lower triangular rubber core and the longitudinal arrangement height of the steel wire ring accounts for 75% to 90% of the longitudinal arrangement height of the steel wire ring, and the side thickness of the lower triangular rubber core is 1 to 2 mm.
4. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 3, characterized in that, The steel wire ring is an externally wound hexagonal steel wire ring, including the steel wire ring body and the wrapping fabric; The steel wire of the steel wire ring body has a diameter of 2.2 mm, a breaking strength of 5800 N for a single wire, a maximum width of 26.4 mm, and a total of 88 wires.
5. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 4, characterized in that, The thickness of the wrapping fabric is 0.8 to 0.9 mm, and the width is 20 to 30 mm. It is evenly wrapped around the outside of the steel wire ring body.
6. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 1, characterized in that, The tire's belt layer adopts a five-layer structure, including a first belt layer, a second belt layer, a third belt layer, a fourth belt layer, and a fifth belt layer arranged sequentially from the inside to the outside; Wherein, the first to fourth belt layers are a fully enclosed structure, and the fifth belt layer is a semi-enclosed structure; The first belt layer has a left-hand direction for its cords, a cord angle of 55 to 65°, and a thickness of 2.4 mm. The second belt layer has a left-hand direction for its cords, a cord angle of 26 to 28°, and a thickness of 2.4 mm. The cord direction of the third belt layer is right-handed, the cord angle is 26 to 28°, and the thickness is 2.4 mm; The fourth belt layer has a left-hand direction for its cords, a cord angle of 26 to 28°, and a thickness of 2.4 mm. The fifth belt layer has a right-hand direction for its cords, a cord angle of 22 to 24°, and a thickness of 3.0 mm.
7. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 6, characterized in that, The belt layer uses high-modulus, high-elongation cord.
8. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 1, characterized in that, The tire tread features an N-shaped zigzag pattern and is equipped with diagonal tread grooves. A reinforcing support rib is provided at the bottom center of the crown of the tread. The reinforcing support rib has a width of 90 mm and a thickness of 13 mm.
9. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 8, characterized in that, The lateral grooves of the tread extend from the center of the crown to the shoulder of the tread, and the width gradually increases, forming an open design with the shoulder tread blocks.
10. The all-steel radial loader tire with a high load-bearing and impact-resistant structure as described in claim 1, characterized in that, The tread pattern saturation is 53% to 58%.