505 / 95r29 specification high load radial tire for nonferrous mine and its production process

Abstract

The application discloses a 505 / 95R29 special high-load radial tire for nonferrous mine and a production process thereof, and relates to the technical field of tires. The application is characterized in that a concave V-shaped structure is arranged at the tire shoulder and the tire side, the transverse pattern groove of the tire tread extends to the tire side and is provided with a heat dissipation groove; the ring part is designed with full interference and is provided with anti-skid protrusions; a five-layer belt structure is adopted, the B1 belt layer is a two-piece small-angle split structure, and nylon reinforcing layers are arranged on both sides of the tire body. The application fills the design and development blank of the 505 / 95R29 special high-load radial tire for nonferrous mine by developing a new 505 / 95R29 special high-load radial tire for nonferrous mine and adopting a new production process, and solves the problems of insufficient load capacity of the current product of the large-tonnage wide-body vehicle and high failure.

Description

Technical Field

[0001] This invention relates to the field of tire technology, specifically to a 505 / 95R29 specification non-ferrous mining high-load radial tire and its manufacturing process. Background Technology

[0002] The development of mining, large-scale engineering infrastructure and other fields has placed higher demands on the load capacity and transportation efficiency of mining wide-body dump trucks. The current mainstream mining wide-body dump trucks are equipped with 16.00R25 radial tires, which can only meet the load requirements of 70 tons. They can no longer adapt to the large-scale and heavy-duty mining transportation equipment and have become a key bottleneck restricting efficient transportation in mines.

[0003] To meet higher load requirements, the industry attempted to use 18.00R25 radial tires as a replacement. However, this tire specification has inherent design flaws: First, the tire's inner diameter is too small, limiting the brake installation space on the matching rim. Under high load conditions, the brake cooling effect is poor, and the braking performance is insufficient, posing serious operational safety hazards. Second, the tire cavity volume is small, limiting the improvement in load-bearing capacity and failing to meet the actual transportation needs of large-tonnage mining vehicles. Third, this tire specification has poor structural adaptability under high load and harsh working conditions. The bezel is prone to deformation and delamination due to stress concentration, and the shoulder frequently experiences chipping and delamination due to heat accumulation and insufficient shear resistance. The overall tire lifespan is short, equipment maintenance costs are high, and frequent tire failures can seriously affect the continuity of mining transportation operations.

[0004] Meanwhile, the existing structural design of radial mining tires is unable to meet the three core requirements of deformation resistance, heat dissipation, and structural strength under high loads: Traditional tires have a flat or single arc structure under the shoulder and sidewall, which leads to rapid heat accumulation and weak shear resistance in the shoulder rubber under high loads, making them prone to large deformation and internal delamination; the tread grooves mostly extend only to the shoulder, and there is no effective heat dissipation structure in the sidewall area, so heat cannot be dissipated quickly, further aggravating rubber aging and structural failure; the bead adopts a conventional fit design, which is not tight enough with the rim, and is prone to circumferential slippage during high-load emergency braking, causing bead damage and inner tube tearing; the belt layer is mostly a multi-layer structure with equal angles, and the cord angle is generally greater than 15°, which has weak clamping force on the shoulder and uneven stress, which easily generates large shear stress, leading to delamination at the end of the belt layer.

[0005] Currently, there is no 505 / 95R29 high-load radial tire specifically designed for large-tonnage wide-body mining dump trucks. The performance limitations and structural defects of existing tire specifications mean that there is a lack of suitable high-performance tire products for large-scale mining transportation equipment. Therefore, developing a large-specification, high-load, long-life mining radial tire, optimizing its structural design, and establishing matching production processes have become urgent needs to address the matching requirements of large-scale mining transportation equipment and improve the overall performance of mining tires. Summary of the Invention

[0006] The technical problem to be solved by this invention is to overcome the shortcomings of the prior art and provide a 505 / 95R29 specification non-ferrous mining special high load radial tire and its production process, which fills the design and development gap of this specification and solves the problem of insufficient load capacity and high failure rate of current products for large tonnage wide-body vehicles.

[0007] The technical solution of this invention is as follows:

[0008] On one hand, this invention provides a 505 / 95R29 specification high-load radial tire specifically for non-ferrous mining. The tire has a concave V-shaped structure at the shoulder and sidewall, consisting of a straight section at the shoulder and a zigzag section at the sidewall. The straight section at the shoulder reduces the volume of rubber material, thereby reducing heat accumulation in the shoulder under high loads. The zigzag section at the sidewall provides strong support for the shoulder, preventing large deformation under high loads. This design balances the shoulder's heat resistance and shear resistance. The lateral tread grooves extend from the shoulder to the sidewall, working in conjunction with the V-shaped structure to solve the problem of heat accumulation that may occur due to excessive thickness at this point, allowing the tire to dissipate heat from the sidewall during driving. The lateral tread grooves extend from the shoulder to the sidewall. The tire sidewall features several intermittently spaced heat dissipation grooves, further enhancing the heat dissipation capacity of the lateral tread grooves in this area. The design of these grooves balances heat dissipation and stress, effectively improving heat dissipation at the belt end and reducing the risk of belt delamination. The bead base and rim are press-fitted, ensuring coverage and a proper fit across most of the rim. Under high loads, the rim rim provides greater strength to the bead, preventing large deformation that could lead to internal delamination or overheating and scorching. The bead also features several adjacent anti-slip protrusions positioned above the rim arc. These protrusions enhance protection during emergency braking under high loads. It effectively prevents circumferential slippage at the bead position, avoiding bead damage or inner tube tearing. It also provides pressure-maintaining and sealing performance when used without a tube. High loads require high air pressure, thus demanding higher strength from the belt layer structure, especially regarding shoulder deformation. Traditional belt layer structures typically have belt layer angles exceeding 15°, resulting in weak shoulder clamping force. Furthermore, the overall structure of the belt layer under high loads suffers from uneven stress, leading to significant shear forces. Therefore, the tire's belt layer structure is designed from bottom to top as follows: B1 belt layer, B2 belt layer, B3 belt layer, B4 belt layer, and B5 belt layer. The B1 belt layer consists of two pieces, located at both ends of the B2 belt layer. The cord angle of the B1 belt layer is 0°~8°. The small-angle two-piece separate structure of the B1 belt layer provides greater clamping force at the shoulder to prevent deformation under high load, and also avoids deformation of the overall structure caused by shear stress. The upper and lower sides of the tire body are respectively provided with an outer nylon reinforcement layer and an inner nylon reinforcement layer. The inner nylon reinforcement layer extends from 1 / 4 of the B4 belt layer to the end of the lateral tread groove at the sidewall, while the outer nylon reinforcement layer extends from the end of the widest belt layer to the horizontal axis. Through the differential arrangement of the inner and outer nylon reinforcement layers, the overall strength of the upper side of the horizontal axis is improved, resisting large deformation of the tire crown, shoulder, and sidewall under high load, thereby reducing the risk of shear delamination.

[0009] Preferably, the tire's inflation section width B = 505 × ρ, in mm, where ρ = 1~1.02. This width affects the volume of the tire's inner cavity after inflation. When B increases, the inner cavity volume increases, improving load-bearing capacity. Simultaneously, a larger B results in lower sidewall rigidity, leading to better energy dissipation under high loads. In the 505 / 95R29 specification of this invention, "95" represents the tire's aspect ratio, meaning the relationship between the tire's section height H and section width B satisfies H = B × σ, where H and B are in mm, and σ = 0.92~0.96. The magnitude of H affects the tire's inner cavity volume and sidewall rigidity. Increasing H increases the inner cavity volume, improving load-bearing capacity, and simultaneously... The reduced stiffness of the sides helps to reduce the stress on the shoulder under high loads. In the 505 / 95R29 specification of this invention, "29" is the inner diameter of the tire mating with the rim, that is, the tire's mating inner diameter d=d0×φ, in mm, φ=0.988~0.993, where d0 is the mating diameter between the rim body and the tire bead. d mainly affects the tightness of the tire-rim fit. When this value is reduced, the tire can be in an interference fit with the rim, ensuring air pressure sealing and keeping the tire tightly on the rim to resist impact deformation under high loads. The tire's mating width C=B×ψ, in mm, ψ=0.68~0.72, this value affects the seat width of the tire bead on the rim. The width of the rim is crucial. Too large a value increases the stiffness of the bead and sidewall, reducing shoulder performance; too small a value reduces bead strength, leading to stress concentration and increased heat generation under high loads, potentially causing bead delamination. The width of the tire bead base, c1 = C × ω (mm), where ω = 0.15~0.18, affects the contact width between the tire and the rim. Too large a value results in excessive thickness and overall rigidity, making assembly and disassembly difficult. Too small a value leads to insufficient contact area, failing to provide adequate support, causing stress concentration, deformation, and air leakage at the base. It also makes the bead prone to deformation under high loads, increasing the risk of bead blowout. Faults; The height from the tire contact diameter to the widest point of the tire, H1 = H × ξ, in mm, ξ = 0.47~0.51. The size of H1 affects the position of the widest point of the tire and the horizontal axis. The horizontal axis is the position where the tire deforms the most when under force. If H1 is too large, the deformation area will move closer to the shoulder area, causing excessive force on the shoulder. Under high load, stress concentration in the shoulder is prone to occur, resulting in delamination. If H1 is too small, the deformation area will move closer to the bead area, causing excessive force on the bead, and similarly causing delamination. The tire tread width (i.e., the width of the part of the tire that contacts the ground when it touches the ground) b = B × δ, in mm, δ = 0.86~0.88. The size of b affects the degree of transition from the tread to the horizontal axis. When b increases, the tire's contact area increases, resulting in a more uniform stress distribution under high loads, which improves wear resistance and cut resistance. However, the transition from the tread to the horizontal axis becomes relatively vertical, leading to stress concentration at the shoulder and excessive force on the shoulder. In harsh working conditions and high-load scenarios, this can easily cause shoulder chipping. When b decreases, wear resistance and cut resistance decrease, shoulder force decreases, and the risk of shoulder chipping decreases. The height of the tire tread arc (i.e., the height of the tread bulge after inflation) h = H × γ0, in mm, γ0 = 0.033~0.041. Under high loads, the tread will be flattened. When in contact with the ground, if h is too large, the flattening stroke will be greater, resulting in greater shoulder deformation. This can easily lead to excessive internal shear force, causing delamination of the steel wires and rubber. If h is too small, the shoulder will be easily flattened, resulting in greater stress and uneven wear. For the V-shaped structure, the height of the straight section under the shoulder is h1 = h × γ, in mm, where γ = 3.5~4.5. When the tire is subjected to high loads and reciprocating motion, the shoulder area deforms, generating significant heat. If h1 is too small, the lateral tread groove height is low, resulting in poor heat dissipation and excessive internal temperature accumulation, posing a risk of delamination. If h1 is too large, the shoulder strength will decrease, making it more susceptible to damage under high loads and impacts. When impacted, the tire shoulder area is prone to significant deformation, leading to excessive internal shear force and making it susceptible to internal shear delamination during reciprocating motion. The height of the V-shaped sidewall fold segment, h2 = h1 × ε (in mm), where ε = 1.8~2.2, is crucial. Under high loads, the deformation of the area from the tire shoulder to the sidewall increases. The size of h2 affects the rigidity of this deformed area; a larger h2 provides stronger support for the shoulder, resisting large deformations under high loads and improving protection against stone cuts. Conversely, a smaller h2 reduces the overall rigidity of the shoulder, resulting in greater deformation, higher internal shear force, and increased susceptibility to stone cuts on the sidewall and even the tire carcass material. A protective boss is provided at the horizontal axis, perpendicular to the horizontal axis, to protect the end of the internal inverted tire body. The height of the transition arc between the lower end of the V-shaped sidewall segment and the protective boss is p = h² × ζ, in mm, where ζ = 0.95~1.15. Under high loads, the stress and deformation of the tire sidewall and shoulder will increase. The size of p affects the degree of deformation in the transition area from the shoulder to the sidewall. If p is too large, it will lead to large shoulder deformation and increased internal shear force. If p is too small, it will lead to reduced sidewall deformation and increased sidewall flex, which can easily cause sidewall cuts or sidewall flex fatigue. The height of the protective boss is i = p × η, in mm, where η = 1.1~1.3. The protective boss primarily protects the inverted tire carcass endpoints and prevents sidewall cuts. Its height affects the rigidity of the sidewall's horizontal axis, which in turn affects the size and magnitude of the deformation zone under high loads. If i is too large, it reduces the flexural performance at the sidewall's horizontal axis, leading to increased stress on the tire shoulder and bead. If i is too small, it results in excessive flexural deformation at the horizontal axis, increased shear at the internal inverted endpoints, and a higher risk of delamination at the inverted endpoints.

[0010] Preferably, the radius of the crown mid-arc is R1 = 505 × ι (mm), where ι = 3.5~3.8. R1 determines the degree of crown mid-bulge, and its size affects the ground force on the crown mid-shoulders. Under high loads, an excessively large R1 will cause the crown mid-bulge to bulge inwards, resulting in excessive force on the shoulder. Conversely, an excessively small R1 will cause stress concentration in this area, accelerating crown mid-wear or causing excessive tension, making it susceptible to cuts and punctures. The radius of the connecting arc from the crown mid-arc to the shoulder is R2 = R1 × κ (mm), where κ = 0.55~0.66. R2 determines the rate of change from the crown to the shoulder. Under high loads, the overall stress on the crown is large. If R2 is too small, the rate of change from the crown to the shoulder will be large, leading to crown mid-bulge. Increased stress on the center of the tire, coupled with insufficient stress on the shoulder, can lead to concentrated wear or punctures in the crown. If R2 is too large, the transition rate will be too small, resulting in excessive stress on the shoulder. Since the shoulder area is a concentrated region of belt layer endpoints, excessive stress increases the risk of delamination at these endpoints. The crown arc radius at the bottom of the lateral tread grooves, R3 = R2 × λ ​​(mm), where λ = 0.6~0.75, determines the bulge at the bottom of the lateral tread grooves. Under high loads, the groove bottom undergoes significant deformation due to the pressure from the tread blocks. The groove bottom curvature needs to resist this deformation to protect the stability of the internal belt layer structure. Excessive R3 leads to insufficient groove bottom stiffness, causing belt layer delamination. Excessive bending leads to increased interlayer shear force in the belt. Too small a radius (R3) results in significant bulging at the groove bottom, increasing the difference in deformation between the groove and the crown's mid-curve arc, leading to excessive stress on the crown and excessive wear. The transition arc radius from the crown to the shoulder at the bottom of the lateral tread groove is R4 = R3 × μ (mm), where μ = 0.55~0.66. R4 determines the rate of change in the transition from the crown to the shoulder at the tread groove bottom. Under high loads, the deformation at the bottom of the shoulder tread groove is greatest. An excessively large R4 reduces protection for the shoulder belt layer endpoints but improves heat dissipation. An excessively small R4 reduces heat dissipation, which helps reduce shear force at the internal belt layer endpoints. Therefore, it is necessary to balance both performance characteristics. Balance; the bottom of the transverse tread grooves on the shoulder is reinforced with ribs. The radius of the connecting arc between the ribs and the heat dissipation grooves in the lower shoulder area is R5 = R4 × ν, in mm, where ν = 0.85~0.88. R5 determines the stiffness of the outer side of the belt layer endpoints. Under high load conditions, the shoulder experiences high stress and the internal belt layer shear force is high. A larger R5 results in thicker rubber material at the bottom of the tread grooves, providing strong buffering performance for the internal belt layer endpoints and improving shear resistance. A smaller R5 will cause compression on the belt layer endpoints and edge areas, leading to increased internal stress at the belt layer endpoints and making them prone to cracking under high loads. The radius of the transition arc on the lower tire sidewall is R6 = R5 × τ, in mm, where τ = 1~1.2. The lower sidewall transition arc connects the sidewall horizontal axis and the bead. Under high loads, the area from the sidewall to the bead needs to act as a force transition zone. Simultaneously, the rigidity of this area should be comparable to the bottom of the R5 groove on the tire shoulder. An excessively large R6 will result in excessive rigidity of the bead and sidewall, causing the force to shift to the shoulder area. Conversely, an excessively small R6 will result in insufficient rigidity of the bead and sidewall, causing the force to shift to the bead area. Stress concentration can easily lead to excessive internal shear force, causing the carcass material and rubber to separate. The tire bead arc radius R7 = r0 + υ, unit: The value is in mm, υ = -1~1mm. The bead arc is the contact area between the tire bead and the rim arc. The value of R7 needs to be evaluated in conjunction with the C value. Under high loads, this area needs to form an interference fit with the rim to provide strong support for the bead. However, if R7 is too small, it will cause an overfit, which can easily cause cuts to the bead and even prevent the tire from being installed properly. If R7 is too large, it will result in insufficient stress area on the bead, leading to large bead deformation and significant internal shear deformation in the upper part of the bead, resulting in a risk of delamination.

[0011] Preferably, the included angle α1 of the V-shaped structure is 155°~165°. The included angle of the V-shaped structure affects the overall rigidity of the shoulder and the thickness of the rubber compound under the shoulder. Under high loads, the shoulder deforms significantly, requiring strong support from the area under the shoulder. The larger α1 is, the weaker the support provided by the shoulder, resulting in greater shoulder deformation and making it prone to internal shear delamination. If α1 is too small, the thickness under the shoulder increases, affecting heat dissipation efficiency and making the internal formulation performance prone to degradation due to high temperatures. The included angle α2 between the straight section of the shoulder under the V-shaped structure and the vertical direction is α2 = (180°-α1)×χ, where χ = 0.5~0.6. The straight section under the shoulder affects the rigidity of the shoulder angle area. Under high loads, the shoulder deforms significantly, generating a large amount of heat and shear. The shoulder needs to maintain a certain level of rigidity. This area accumulates the most heat, requiring careful consideration of heat dissipation. An excessively large α2 leads to excessive shoulder thickness, affecting heat dissipation; an excessively small α2 results in insufficient shoulder rigidity, easily causing large shoulder deformation and breakage. The angle α3 between the sidewall fold and the vertical direction is α3 = α2 × γ1, where γ1 = 3~3.5. This angle affects the support for the shoulder and the thickness of the rubber compound in that area. Under high loads, the shoulder deforms significantly. If α3 is too small, insufficient support for the shoulder leads to excessive stress, deformation, and increased heat generation in the shoulder area. If α3 is too large, the rubber compound thickness in this area will be too large, resulting in low heat dissipation efficiency. During continuous high-load operation, the tire accumulates excessive heat, causing internal overheating. This increases the risk of delamination. The length of the lateral tread grooves from the shoulder to the sidewall area, j1 = h2 × δ1, in mm, where δ1 = 1.5~2, affects the sidewall's heat dissipation efficiency. Under high load conditions, the tire shoulder deforms and generates a lot of heat, and the area under the shoulder requires even higher heat dissipation performance. If j1 is too large, the lateral tread grooves extend too far to the sidewall, leading to a decrease in the overall rigidity of the upper sidewall, which in turn increases shoulder deformation and heat generation. If j1 is too small, it reduces the sidewall's heat dissipation efficiency, increasing the risk of heat generation and delamination. The depth of the lateral tread grooves at the parting line, j2 = j1 × ε1, in mm, where ε1 = 0.25~0.35, affects the heat dissipation efficiency under the shoulder. A larger j2 results in better heat dissipation performance but reduces the rigidity of the shoulder. The compression of the inner belt layer endpoints causes deformation of the belt layer endpoints. A small j2 value leads to poor heat dissipation. The depth of the lateral tread groove at the lower end of the sidewall fold segment is j3 = j2 × τ1 (mm), where τ1 = 0.6~0.8. j3 affects the sidewall's heat dissipation efficiency. Under high load conditions, the tire generates a lot of heat overall, and the sidewall, as the largest area, plays a crucial role in heat dissipation. However, most products lack lateral tread grooves in the area from the shoulder to the sidewall, significantly impacting sidewall heat dissipation efficiency. Therefore, a reasonable j3 design can improve sidewall heat dissipation efficiency. Three heat dissipation slots are sequentially spaced from the shoulder to the sidewall within the lateral tread grooves. The radius of the heat dissipation slot at the shoulder is r1 = R5 × δ2 (mm), where δ2 = 0.12~0.15. The value of r1 affects the depth of the heat dissipation groove and the structural rigidity under the shoulder. An excessively large r1 will lead to increased shoulder deformation, while an excessively small r1 will reduce the heat dissipation efficiency under the shoulder. A balance needs to be struck in conjunction with the value of R5. The radius of the heat dissipation groove located between the shoulder and the sidewall is r2 = r1 × ε2 (mm), where ε2 = 0.65~0.75. The value of r2 affects the heat dissipation efficiency and structural rigidity of the area between the shoulder and the sidewall. An excessively large r2 will reduce structural rigidity, while an excessively small r2 will reduce the heat dissipation efficiency of this area. The radius of the heat dissipation groove at the sidewall is r3 = r2 × μ1 (mm), where μ1 = 0.65~0.75. The value of r3 affects the heat dissipation efficiency and structural rigidity of the upper sidewall area. An excessively large r3 will reduce the structural rigidity of the upper sidewall area, while an excessively small r3 will reduce the heat dissipation efficiency of the upper sidewall area.

[0012] Preferably, the radius of the transition arc at the rim is r6 = r0 - ξ1, in mm, where ξ1 = 1.5~2.5 mm, and r0 is the radius of the rim flange arc, a fixed value according to national standards, in mm. The transition arc at the rim fits the rim flange arc, with r6 < r0, achieving an interference fit. This ensures the tire is tightly fixed to the rim under high load, preventing rim slippage, while the rim provides stronger support for the rim. The radius of the middle arc at the rim is r5 = r6 × ρ1, in mm, where ρ1 = 0.75~0.8. The middle arc connects tangentially to the transition arc at the rim, ensuring a smooth transition. The value of r5 affects the interference fit between the tire and the rim at the flange; an excessively large r5 reduces the interference fit, lowering the clamping force of the rim drum. The radius of the upper arc of the rim... r4 = r5 × η1, in mm, η1 = 15~18. The upper inverted arc of the rim is tangentially connected to the middle arc of the rim to ensure a smooth transition of the rim. The value of r4 affects the height of the upper inverted arc of the rim extending upwards. Under high load, the upper inverted arc of the rim compresses against the rim. The larger r4 is, the better it can support the rim. The rim is provided with three adjacent anti-slip protrusions from top to bottom. The radius of the anti-slip protrusion closest to the horizontal axis of the tire is r7 = 4.5~5.5 mm, the radius of the middle anti-slip protrusion is r8 = 3~4 mm, and the radius of the anti-slip protrusion closest to the tire rim is r9 = 1.5~2.5 mm. The radii of the three anti-slip protrusions are designed to change in a gradient. When the rim undergoes large deformation under high load, the anti-slip protrusions can further increase the tightness of the fit between the tire and the rim, effectively preventing the tire from slipping in the circumferential and radial directions.

[0013] On the other hand, the present invention provides a manufacturing process for the above-mentioned 505 / 95R29 specification non-ferrous mining special high-load radial tire, including the following steps:

[0014] S1: Fits the inner nylon reinforcement layer;

[0015] S2: The tire carcass ply is centered and bonded, with the cord angle being 90°.

[0016] S3: Adhesive film on the tire carcass, the adhesive film is centered and bonded, the width is smaller than the tire carcass but larger than the outermost width of the inner nylon reinforcement layer and the outer nylon reinforcement layer after bonding.

[0017] S4: Fits the outer nylon reinforcement layer;

[0018] S5: Adhesive padding for the belt layer. The belt layer padding serves to support the belt layer and adjust the shoulder to ensure a smooth transition of the tire body profile.

[0019] S6: Adhesive B1 belt layer;

[0020] S7: Adhesive B2 belt layer, the bonding positioning is center bonding, which is opposite to the cord tilting direction of B1 belt layer;

[0021] S8: Adhesive to B3 belt layer, the bonding positioning is center bonding, which is opposite to the cord tilt direction of B2 belt layer;

[0022] S9: Adhesive to B4 belt layer, the bonding and positioning is center bonding, which is opposite to the cord tilting direction of B3 belt layer;

[0023] S10: Adhesive to B5 belt layer, the bonding positioning is center bonding, and the cord tilt direction is opposite to that of B4 belt layer.

[0024] Preferably, in step S1, when the inner nylon reinforcing layer is bonded, the distance f2 from its inner edge to the center positioning point of the bonding drum is 50~60mm, and the nylon cord of the inner nylon reinforcing layer is tilted to the left with an inclination angle αn1=40°~45°; in step S4, when the outer nylon reinforcing layer is bonded, the distance f3 from its inner edge to the center positioning point of the bonding drum is 120~130mm, and the nylon cord of the outer nylon reinforcing layer is tilted to the right with an inclination angle αn2=40°~45°.

[0025] Preferably, in step S6, when attaching the B1 belt layer, the distance f1 from its inner edge to the center positioning point of the attachment drum is 30~40mm, the cord is tilted to the left with an angle αb1 of 4°~8°, and the cord type is 4+10+15×0.25+0.15UT ultra-high strength steel wire. The small-angle cord layer of the B1 belt layer provides strong binding force to prevent shoulder deformation under high load. In step S7, when attaching the B2 belt layer, the cord is tilted to the right with an angle αb2 of 20°~26°, and the cord type is 7×7×0.25+0.15HT high strength steel wire. The B2 belt layer is an important working layer of steel wire that bears the force of the crown.

[0026] Preferably, in step S8, when attaching the B3 belt layer, the cord is tilted to the left at an angle αb3 of 15° to 18°, and the cord type is 7×7×0.25+0.15HT high-strength steel wire. The B3 belt layer is an important working layer steel wire that bears the load of the crown. In step S9, when attaching the B4 belt layer, the cord is tilted to the right at an angle αb4 of 15° to 18°, and the cord type is 4×6×0.25HENT high-elongation steel wire. Under high load conditions, the B3 belt layer resists and buffers the impact from the ground, protecting the internal working layer steel wire.

[0027] Preferably, in step S10, when the B5 belt layer is bonded, the cord is tilted to the left with an angle αb5 = 24°~28°. The cord type is 4×6×0.25HENT high-strength steel wire. The cord tilting direction of the B5 belt layer is opposite to that of the B4 belt layer, which can form a mesh structure and improve impact resistance.

[0028] The present invention relates to a 505 / 95R29 non-ferrous mining high-load radial tire and its manufacturing process. Addressing the high-load operation requirements of large, wide-body dump trucks in mines, this invention overcomes the limitations of traditional mining radial tire specifications and structural design. Compared to existing technologies, it offers multi-dimensional performance improvements and technological advantages, with the following specific benefits:

[0029] 1. The new 505 / 95R29 tire developed in this invention significantly increases the tire's contact inner diameter and inner cavity volume. On the one hand, it effectively improves the rim brake installation space, optimizes the brake heat dissipation effect and braking performance under high load conditions, and solves the problem of insufficient braking capacity caused by the small inner diameter of traditional specifications such as 18.00R25. On the other hand, it significantly improves the tire's load-bearing capacity, adapts to the transportation needs of large-scale wide-body dump trucks in mines, and fills the gap in the design and development of large-size high-load radial tires for mining in the industry.

[0030] 2. In this invention, the concave V-shaped structure under the tire shoulder and sidewall is precisely composed of a straight section under the shoulder and a zigzag section on the sidewall. This reduces the volume of rubber material and the heat accumulation in the shoulder under high loads through the straight section under the shoulder, while the zigzag section on the sidewall provides strong support for the shoulder, preventing shear delamination caused by large deformations. This balances heat generation resistance and shear resistance. Combined with the design of the lateral tread grooves extending from the shoulder to the sidewall, the heat dissipation problem in the thick rubber area of ​​the sidewall is solved. In addition, the stepped heat dissipation grooves in the tread grooves further enhance the heat dissipation efficiency of the belt layer endpoint area, balancing heat dissipation performance and structural stress, and effectively reducing the risk of failures such as delamination and chipping at the shoulder endpoint.

[0031] 3. The rim of this invention adopts a full interference fit design. By precisely matching the radii of the transition arc, middle arc, and upper reverse arc of the steel rim, an interference fit is achieved between the tire and most areas of the rim. With the support of the rim flange, the structural strength of the rim is greatly improved, avoiding internal delamination and scorching problems caused by large deformation of the rim under high load. At the same time, the three gradient anti-slip protrusions on the rim effectively prevent circumferential and radial slippage of the rim during emergency braking under high load, avoiding rim damage and inner tube tearing. In tubeless applications, it can also improve pressure holding and sealing performance, and significantly reduce the rim failure rate.

[0032] 4. The innovative five-layer belt structure of this invention sets up the B1 belt layer as two small-angle (0°~8°) split structures and arranges them at both ends of the B2 layer. Compared with the traditional belt layer with an equal angle of more than 15°, it significantly improves the clamping force on the shoulder, effectively suppresses shoulder deformation under high load, and avoids the deformation of the overall structure caused by shear stress. With the differential arrangement of the inner and outer nylon reinforcement layers on the upper and lower sides of the tire body, which extend from the 1 / 4 area of ​​the belt layer and the end of the widest belt layer to the corresponding position on the tire sidewall, it significantly improves the overall strength of the tire crown, tire shoulder, and tire sidewall on the horizontal axis, resists large deformation under high load, and further reduces the risk of shear delamination in various parts.

[0033] 5. This invention achieves an optimal balance between tire internal volume, structural rigidity, stress distribution, and ground contact performance by precisely matching and limiting key structural parameters such as tire inflation section width, section height, contact dimensions, driving surface parameters, and the radius of each arc surface. This ensures both load-bearing capacity and impact dissipation performance under high loads, while also making the tire ground contact stress distribution more uniform, thus improving wear resistance and cut resistance. At the same time, through the height of the protective boss and the design of the transition arc, it effectively protects the end points of the inverted tire body, prevents sidewall cuts, optimizes sidewall flexural performance, and avoids various failures caused by stress concentration.

[0034] 6. This invention addresses the unique structural design of tires by developing a specialized production process involving step-by-step bonding and precise positioning. By strictly defining the bonding sequence and cord tilt angle of the nylon reinforcing layer, carcass ply, and each belt layer, it achieves a differential arrangement of the double nylon reinforcing layers and an interlaced cord structure of the five belt layers. Simultaneously, it clarifies the specifications and types of each cord layer, combining them with a gradient application of ultra-high strength, high strength, and high elongation steel wires to form a high-strength mesh support structure in the belt layer. This ensures both the load-bearing capacity of the crown and enhances impact resistance, ensuring the full realization of the structural design's performance advantages and avoiding performance degradation due to process deviations.

[0035] 7. Finite element analysis and experimental testing show that the 505 / 95R29 tire of this invention has significantly better key mechanical properties such as interlayer shear strain and in-plane shear strain at the shoulder than tires made with traditional specifications and processes, and the tread durability is improved. Under actual high load and harsh working conditions in mines, the failure rate of the tire's shoulder and rim is greatly reduced, and the service life is significantly extended. This not only improves the continuity of transportation operations for wide-body dump trucks in mines, but also greatly reduces the frequency of tire replacement and maintenance costs, demonstrating significant economic and practical value.

[0036] In summary, this invention has undergone systematic research and development in multiple aspects, including specification innovation, structural design, parameter optimization, and process matching, achieving a breakthrough in the performance of mining radial tires with high load capacity, high durability, and low failure rate. Its products and processes are adapted to the development needs of large-scale mining transportation equipment and have broad prospects for promotion and application. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the shoulder, sidewall, and bead structure of the 505 / 95R29 all-steel radial tire of the present invention.

[0038] Figure 2 This is a schematic diagram of the belt layer, inner nylon reinforcement layer and outer nylon reinforcement layer of the 505 / 95R29 specification all-steel radial tire of the present invention.

[0039] Figure 3 This is a schematic diagram showing the V-shaped structure and the dimensions of the lateral tread grooves from the shoulder to the sidewall area of ​​the 505 / 95R29 all-steel radial tire of the present invention.

[0040] Figure 4 This is a schematic diagram of the bezel dimensions of the 505 / 95R29 all-steel radial tire of the present invention.

[0041] Figure 5 This is a dimensional diagram of the 505 / 95R29 all-steel radial tire of the present invention.

[0042] Figure 6 This is a schematic diagram showing the bonding sequence of the belt layer, tire carcass, inner nylon reinforcement layer, and outer nylon reinforcement layer of the 505 / 95R29 specification all-steel radial tire of the present invention.

[0043] Figure 7 This is a schematic diagram of the bonding of the five belt layers of the 505 / 95R29 all-steel radial tire of the present invention.

[0044] Figure 8 This is a schematic diagram showing the bonding of the tire carcass, inner nylon reinforcement layer, and outer nylon reinforcement layer of the 505 / 95R29 all-steel radial tire of the present invention.

[0045] Figure 9 This is a schematic diagram of the shoulder and sidewall structure of the 505 / 95R29 ETRDS all-steel radial tire, which is shown in Comparison 3.

[0046] Figures 1-9 In the middle, 1. V-shaped structure; 101. Straight section under the shoulder; 102. Sidewall fold section; 2. Lateral tread grooves; 3. Heat dissipation grooves; 4. Anti-skid protrusions; 501. B1 belt layer; 502. B2 belt layer; 503. B3 belt layer; 504. B4 belt layer; 505. B5 belt layer; 601. Outer nylon reinforcement layer; 602. Inner nylon reinforcement layer; 7. Protective protrusions; 8. Tire body; 9. Adhesive film; 10. Belt layer padding.

[0047] Figure 10 This is a finite element result cloud diagram of the tire of Embodiment 1 of the present invention.

[0048] Figure 11 This is a finite element result cloud diagram of the tire of Comparative Example 1 of this invention.

[0049] Figure 12 This is the durability performance test report of the tire of Embodiment 1 of the present invention.

[0050] Figure 13 This is the durability performance test report of the tire of Comparative Example 1 of this invention.

[0051] Figure 14 This is a finite element result cloud diagram of the tire in Embodiment 2 of the present invention.

[0052] Figure 15 This is a finite element result cloud diagram of the tire of Comparative Example 2 of the present invention.

[0053] Figure 16 This is the durability performance test report of the tire of Embodiment 2 of the present invention.

[0054] Figure 17 This is the durability performance test report of the tire of Comparative Example 2 of this invention.

[0055] Figure 18 This is a finite element result cloud diagram of the tire in Embodiment 3 of the present invention.

[0056] Figure 19 This is a finite element result cloud diagram of the tire of Comparative Example 3 of this invention.

[0057] Figure 20 This is the durability performance test report of the tire of Embodiment 3 of the present invention.

[0058] Figure 21 This is the durability performance test report of the tire of Comparative Example 3 of this invention. Detailed Implementation

[0059] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of this invention will be clearly and completely described below in conjunction with the embodiments of this invention.

[0060] The following examples use 505 / 95R29 all-steel radial tires, fitted with 13.00-2.5 / 29-inch standard rims. (As...) Figure 1 , Figure 2 , Figure 6 As shown, the tire includes a tread, base, shoulder, sidewall, belt layer gasket 10, bead wear-resistant rubber, bead, airtight layer, reverse-wrapped carcass, belt layer cover rubber, B1 belt layer 501, B2 belt layer 502, B3 belt layer 503, B4 belt layer 504, B5 belt layer 505, and adhesive sheet 9. The tread rubber and sidewall rubber are bonded together to jointly wrap the base rubber. The adhesive sheet 9 is laminated under the base rubber. At the same time, the belt layer is composed of belt layer cover rubber and central steel cord. The entire end part of the belt layer is supported by the belt layer gasket 10, which is supported by the carcass 8. An airtight layer rubber is laminated under the carcass 8.

[0061] At the same time, such as Figure 1 As shown, the tire has a concave V-shaped structure 1 at the shoulder and sidewall, consisting of a straight section 101 at the shoulder and a zigzag section 102 at the sidewall; the lateral tread grooves 2 extend from the shoulder to the sidewall; within the lateral tread grooves 2, several heat dissipation grooves 3 are arranged at intervals from the shoulder to the sidewall. The contact surface between the bead base and the rim is interference-fitted. The bead portion has several adjacent anti-slip protrusions 4 arranged from top to bottom. Figure 2 , 6 As shown, the belt layers of the tire, from bottom to top, include belt layer B1 501, belt layer B2 502, belt layer B3 503, belt layer B4 504, and belt layer B5 505. Belt layer B1 501 consists of two pieces, located at both ends of belt layer B2 502, and the cord angle of belt layer B1 501 is 0° to 8°. The tire body 8 has an outer nylon reinforcing layer 601 and an inner nylon reinforcing layer 602 on its upper and lower sides, respectively. The inner nylon reinforcing layer 602 extends from 1 / 4 of the belt layer to the end of the lateral tread groove 2 on the tire sidewall, while the outer nylon reinforcing layer 601 extends from the end of the widest belt layer to the horizontal axis.

[0062] Example 1

[0063] In the 505 / 95R29 ETOH all-steel radial tire of this embodiment, such as Figure 5As shown, the tire's inflation section width B = 505 × ρ = 505 × 1 = 505 mm; the tire's section height H and section width B satisfy the relationship H = B × σ = 505 × 0.92 = 464.6 mm; the tire's inner contact diameter d = d0 × φ = 736.6 × 0.988 = 727.76 mm; the tire's mold design outer diameter D = d + 2H = 727.76 + 2 × 464.6 = 1656.96 mm; the tire's contact width C = B × ψ = 505 × 0.7 = 353.5 mm; the tire bead base width c1 = C × ω = 353.5 × 0.16 = 56.56 mm; the height from the tire's contact diameter to its widest point H1 = H × ξ = 464.6 × 0.49 = 227.65 m. m; the tire's tread width b = B × δ = 505 × 0.86 = 434.3 mm; the height of the tire's tread arc h = H × γ0 = 464.6 × 0.037 = 17.19 mm; the height of the straight section 101 under the shoulder of the V-shaped structure 1 h1 = h × γ = 17.19 × 4 = 68.76 mm; the height of the sidewall folded section 102 of the V-shaped structure 1 h2 = h1 × ε = 68.76 × 2 = 137.52 mm; the tire has a protective boss 7 at the horizontal axis, and the height of the transition arc between the lower end of the sidewall folded section 102 of the V-shaped structure 1 and the protective boss 7 is p = h2 × ζ = 137.52 × 1 = 137.52 mm; the height of the protective boss 7 is i = p × η = 137.52 × 1.2 = 165 mm.

[0064] like Figure 5 As shown, the radius of the mid-curve of the tire crown is R1 = 505 × 1 = 505 × 3.65 = 1843.25 mm; the radius of the connecting arc from the mid-curve of the tire crown to the shoulder is R2 = R1 × κ = 1843.25 × 0.62 = 1142.82 mm; the radius of the mid-curve at the bottom of the second transverse tread groove is R3 = R2 × λ ​​= 1142.82 × 0.7 = 799.97 mm; the radius of the transition arc from the tire crown to the shoulder at the bottom of the second transverse tread groove is R4 = R3 × μ = 799.97×0.6=479.98mm; The bottom of the shoulder transverse tread groove 2 is provided with a reinforcing rib, and the radius of the connecting arc between the reinforcing rib and the heat dissipation groove 3 in the shoulder area is R5=R4×ν=479.98×0.86=412.78mm; The radius of the transition arc of the tire lower sidewall is R6=R5×τ=412.78×1.1=454.06mm; The radius of the tire bead arc is R7=r0+υ=38-0.5=37.5mm.

[0065] like Figure 3As shown, the included angle α1 of V-shaped structure 1 is 155°; the angle α2 between the straight section 101 under the shoulder of V-shaped structure 1 and the vertical direction is α2 = (180° - α1) × χ = (180° - 155°) × 0.5 = 12.5°; the angle α3 between the sidewall zigzag section 102 and the vertical direction is α3 = α2 × γ1 = 12.5° × 3 = 37.5°; the length j1 of the lateral tread groove 2 from under the shoulder to the sidewall area is j1 = h2 × δ1 = 137.52 × 1.5 = 206.28 mm; the depth j2 of the lateral tread groove 2 at the parting surface is j2 = j1 × ε1 = 206.28 × 0.25 = 51.5 mm. 7mm; The depth of the transverse tread groove 2 at the lower end of the sidewall fold segment 102 is j3=j2×τ1=51.57×0.6=30.94mm; Three heat dissipation grooves 3 are arranged sequentially from the shoulder to the sidewall within the transverse tread groove 2, wherein the radius of the heat dissipation groove 3 at the shoulder is r1=R5×δ2=412.78×0.12=49.53mm; the radius of the heat dissipation groove 3 located between the shoulder and the sidewall is r2=r1×ε2=49.53×0.65=32.19mm; the radius of the heat dissipation groove 3 at the sidewall is r3=r2×μ1=32.19×0.65=20.92mm.

[0066] like Figure 4 As shown, the radius of the transition arc of the steel rim at the rim is r6=r0-ξ1=38-1.5=36.5mm; the radius of the middle arc of the rim is r5=r6×ρ1=36.5×0.75=27.38mm; the radius of the upper reverse arc of the rim is r4=r5×η1=27.38×15=410.7mm; the rim is provided with three adjacent anti-slip protrusions 4 from top to bottom, of which the radius of the anti-slip protrusion 4 closest to the horizontal axis of the tire is r7=4.5mm, the radius of the middle anti-slip protrusion 4 is r8=3mm, and the radius of the anti-slip protrusion 4 closest to the tire rim is r9=1.5mm.

[0067] like Figures 6-8 As shown, the manufacturing process of the 505 / 95R29 ETOH all-steel radial tire in this embodiment includes the following steps:

[0068] S1: The inner nylon reinforcing layer 602 is bonded together. The distance f2 from the inner edge of the inner edge to the center positioning point of the bonding drum is 50mm. The nylon cord of the inner nylon reinforcing layer 602 is tilted to the left with an tilt angle αn1=40°.

[0069] S2: The 8-ply cord of the tire carcass is centered and bonded together, with a cord angle of 90°.

[0070] S3: Adhesive film 9 is attached to the tire body 8. The adhesive film 9 is centered and attached, and its width is smaller than that of the tire body 8 but larger than the outermost width of the inner nylon reinforcement layer 602 and the outer nylon reinforcement layer 601 after attachment.

[0071] S4: The outer nylon reinforcing layer 601 is bonded together. The distance from its inner edge to the center positioning point of the bonding drum is f3=120mm. The nylon cord of the outer nylon reinforcing layer 601 is tilted to the right with an angle αn2=40°.

[0072] S5: 10g of adhesive padding for bonding belt layer.

[0073] S6: The inner edge of the B1 layer belt layer 501 is 30mm away from the center positioning point of the bonding drum. The cord is tilted to the left with an angle αb1=4°. The cord type is 4+10+15×0.25+0.15UT.

[0074] S7: Adhesive to B2 layer belt layer 502, the bonding positioning is center bonding, the cord is tilted to the right, opposite to the tilt direction of the cord of B1 layer belt layer 501, the tilt angle αb2=20°, and the cord type is 7×7×0.25+0.15HT.

[0075] S8: Adhesive to B3 layer belt layer 503, the bonding positioning is center bonding, the cord is tilted to the left, opposite to the tilt direction of the cord of B2 layer belt layer 502, the tilt angle αb3=15°, and the cord type is 7×7×0.25+0.15HT.

[0076] S9: Adhesive to B4 layer belt layer 504, the bonding positioning is center bonding, the cord is tilted to the right, opposite to the tilt direction of the cord of B3 layer belt layer 503, the tilt angle αb4=15°, and the cord type is 4×6×0.25HENT.

[0077] S10: Adhesive to B5 layer belt layer 505, the bonding positioning is center bonding, the cord is tilted to the left, opposite to the tilt direction of the cord of B4 layer belt layer 504, the tilt angle αb5=24°, and the cord type is 4×6×0.25HENT.

[0078] Comparative Example 1

[0079] Comparative Example 1 produced a 480 / 95R29 ETOH all-steel radial tire. The difference between this tire and Example 1 is as follows: the tire's contact patch width C = B × ψ = 480 × 0.62 = 297.6 mm; the tire bead base width c1 = C × ω = 297.6 × 0.12 = 35.71 mm; the height from the contact patch diameter to the widest point of the tire H1 = H × ξ = 450 × 0.55 = 247.5 mm; the tire's tread width b = B × δ = 480 × 0.89 = 427.2 mm; and the height of the tread arc h = H × γ0 = 450 × 0. .03=13.5mm; The height h1 of the straight section 101 under the shoulder of the V-shaped structure 1 is h1=h×γ=13.5×3=40.5mm; The height h2 of the sidewall folded section 102 of the V-shaped structure 1 is h2=h1×ε=40.5×2.4=97.2mm; The height p of the transition arc between the lower end of the sidewall folded section 102 of the V-shaped structure 1 and the protective boss 7 is p=h2×ζ=97.2×1.3=126.36mm; The height i of the protective boss 7 is i=p×η=126.36×0.8=101.09mm. The radius of the crown mid-arc is R1 = 480 × ι = 480 × 3 = 1440 mm; the radius of the connecting arc from the crown mid-arc to the shoulder is R2 = R1 × κ = 1440 × 0.4 = 576 mm; the radius of the crown mid-arc at the bottom of the lateral tread groove 2 is R3 = R2 × λ ​​= 1440 × 0.5 = 720 mm; the radius of the transition arc from the crown to the shoulder at the bottom of the lateral tread groove 2 is R4 = R3 × μ = 720 × 0.5 = 360 mm; the radius of the connecting arc between the reinforcing rib and the heat dissipation groove 3 in the shoulder area is R5 = R4 × ν = 260 × 0.75 = 195 mm; the radius of the transition arc on the lower sidewall is R6 = R5 × τ = 195 × 0.9 = 175.5 mm; the radius of the tire bead arc is R7 = r0 + υ = 38 + 1.5 = 39.5 mm.

[0080] Finite element analysis, simulating the actual air pressure, high load, and operation process of the product, showed that the stress and strain at the tire shoulder were smaller with the design scheme of Example 1 than with the design scheme of Comparative Example 1 (as shown in Table 1). Figure 10 , Figure 11 As shown in the figure, the tire shoulder of Example 1 has stronger durability.

[0081] Table 1. Finite element analysis results of tire shoulder in Example 1 and Comparative Example 1

[0082]

[0083] Experimental testing showed that the tread durability of the 480 / 95R29 ETOH all-steel radial tire manufactured in Comparative Example 1 was 75 hours and 13 minutes (e.g., Figure 13As shown). In actual market use, due to the inability to meet high load performance requirements, it still suffers from the same shoulder end shearing problem as similar products on the market. However, the crown puncture and under-shoulder delamination problems are significantly improved due to the adoption of the production process of this invention. The durability time of the crown of the 505 / 95R29 ETOH all-steel radial tire in Example 1 is 94 hours and 36 minutes (as shown). Figure 12 As shown in the figure, it improved by approximately 25.8% compared to comparison 1.

[0084] As can be seen from Table 1, compared with Comparative Example 1, Example 1 has optimized the contour design and enlarged the contour, which makes the overall force of the tire more uniform during inflation and the internal shear stress less. At the same time, the shoulder support structure design is more reasonable, which can reduce stress while ensuring heat dissipation performance.

[0085] Example 2

[0086] In the 505 / 95R29 ETOH all-steel radial tire of this embodiment, such as Figure 5 As shown, the tire's inflation section width B = 505 × ρ = 505 × 1.02 = 515.1 mm; the tire's section height H and section width B satisfy the relationship H = B × σ = 515.1 × 0.96 = 494.5 mm; the tire's inner contact diameter d = d0 × φ = 736.6 × 0.993 = 731.44 mm; the tire's mold design outer diameter D = d + 2H = 1720.44 mm; the tire's contact width C = B × ψ = 515.1 × 0.72 = 370.87 mm; the tire bead base width c1 = C × ω = 370.87 × 0.18 = 66.76 mm; the height from the tire's contact diameter to its widest point H1 = H × ξ = 494.5 × 0.51 = 252.2 mm; the tire's running surface... Width b = B × δ = 515.1 × 0.88 = 453.29 mm; Height of the tire tread arc h = H × γ0 = 494.5 × 0.041 = 20.27 mm; Height of the shoulder straight section 101 of V-shaped structure 1 h1 = h × γ = 20.27 × 4.5 = 91.22 mm; Height of the sidewall folded section 102 of V-shaped structure 1 h2 = h1 × ε = 91.22 × 2.2 = 200.64 mm; The tire has a protective boss 7 at the horizontal axis, and the height of the transition arc between the lower end of the sidewall folded section 102 of V-shaped structure 1 and the protective boss 7 is p = h2 × ζ = 200.64 × 1.15 = 230.74 mm; Height of the protective boss 7 i = p × η = 230.74 × 1.3 = 299.96 mm.

[0087] like Figure 5As shown, the radius of the mid-curve of the tire crown is R1 = 505 × 1 = 505 × 3.8 = 1919 mm; the radius of the connecting arc from the mid-curve of the tire crown to the shoulder is R2 = R1 × κ = 1919 × 0.66 = 1266.54 mm; the radius of the mid-curve at the bottom of the second transverse tread groove is R3 = R2 × λ ​​= 1266.54 × 0.75 = 949.91 mm; the radius of the transition arc from the bottom of the second transverse tread groove to the shoulder is R4 = R3 × μ =949.91×0.66=626.94mm; The bottom of the shoulder transverse tread groove 2 is provided with a reinforcing rib, and the radius of the connecting arc between the reinforcing rib and the heat dissipation groove 3 in the shoulder area is R5=R4×ν=626.94×0.88=551.71mm; The radius of the transition arc of the lower tire sidewall is R6=R5×τ=551.71×1.2=662.05mm; The radius of the tire bead arc is R7=r0+υ=38+1=39mm.

[0088] like Figure 3 As shown, the included angle α1 of V-shaped structure 1 is 165°; the included angle α2 of the straight section 101 under the shoulder of V-shaped structure 1 with the vertical direction is (180°-α1)×χ=(180°-165°)×0.6=9°; the included angle α3 of the sidewall zigzag section 102 with the vertical direction is α2×γ1=9°×3.5=31.5°; the length j1 of the transverse tread groove 2 from under the shoulder to the sidewall area is h2×δ1=200.64×2=401.28mm; the depth j2 of the transverse tread groove 2 at the parting surface is j2=j1×ε1=401.28×0.35=140.45mm; The depth of the transverse tread groove 2 at the lower end of the sidewall fold segment 102 is j3 = j2 × τ1 = 140.45 × 0.8 = 112.36 mm; three heat dissipation grooves 3 are arranged sequentially from the shoulder to the sidewall within the transverse tread groove 2. The radius of the heat dissipation groove 3 at the shoulder is r1 = R5 × δ2 = 551.71 × 0.15 = 82.76 mm; the radius of the heat dissipation groove 3 located between the shoulder and the sidewall is r2 = r1 × ε2 = 82.76 × 0.75 = 62.07 mm; and the radius of the heat dissipation groove 3 at the sidewall is r3 = r2 × μ1 = 62.07 × 0.75 = 46.55 mm.

[0089] like Figure 4 As shown, the radius of the transition arc of the steel rim at the rim is r6=r0-ξ1=38-2.5=35.5mm; the radius of the middle arc of the rim is r5=r6×ρ1=35.5×0.8=28.4mm; the radius of the upper reverse arc of the rim is r4=r5×η1=28.4×18=511.2mm; the rim is provided with three adjacent anti-slip protrusions 4 from top to bottom, of which the radius of the anti-slip protrusion 4 closest to the horizontal axis of the tire is r7=5.5mm, the radius of the middle anti-slip protrusion 4 is r8=4mm, and the radius of the anti-slip protrusion 4 closest to the tire rim is r9=2.5mm.

[0090] like Figures 6-8 As shown, the manufacturing process of the 505 / 95R29 ETOH all-steel radial tire in this embodiment includes the following steps:

[0091] S1: The inner nylon reinforcing layer 602 is bonded together. The distance f2 from the inner edge of the inner edge to the center positioning point of the bonding drum is 55mm. The nylon cord of the inner nylon reinforcing layer 602 is tilted to the left with an tilt angle αn1=45°.

[0092] S2: The 8-ply cord of the tire carcass is centered and bonded together, with a cord angle of 90°.

[0093] S3: Adhesive film 9 is attached to the tire body 8. The adhesive film 9 is centered and attached, and its width is smaller than that of the tire body 8 but larger than the outermost width of the inner nylon reinforcement layer 602 and the outer nylon reinforcement layer 601 after attachment.

[0094] S4: The outer nylon reinforcing layer 601 is bonded together. The distance from its inner edge to the center positioning point of the bonding drum is f3=130mm. The nylon cord of the outer nylon reinforcing layer 601 is tilted to the right with an angle αn2=45°.

[0095] S5: 10g of adhesive padding for bonding belt layer.

[0096] S6: The inner edge of the B1 layer belt layer 501 is 35mm away from the center positioning point of the bonding drum. The cord is tilted to the left with an angle αb1=8°. ​​The cord type is 4+10+15×0.25+0.15UT ultra-high strength steel wire.

[0097] S7: Adhesive to B2 layer belt layer 502, the bonding positioning is center bonding, the cord is tilted to the right, opposite to the tilt direction of the cord of B1 layer belt layer 501, the tilt angle αb2=24°, the cord type is 7×7×0.25+0.15HT high strength steel wire.

[0098] S8: The B3 layer belt layer 503 is bonded and positioned as a center bonding. The cord is tilted to the left, which is opposite to the tilt direction of the cord of the B2 layer belt layer 502. The tilt angle αb3=16° and the cord type is 7×7×0.25+0.15HT high-strength steel wire.

[0099] S9: The B4 layer belt layer 504 is bonded and positioned as a center bonding. The cord is tilted to the right, which is opposite to the tilt direction of the cord in the B3 layer belt layer 503. The tilt angle αb4=18° and the cord type is 4×6×0.25HENT high elongation steel wire.

[0100] S10: The B5 layer belt layer 505 is bonded and positioned as a center bonding. The cord is tilted to the left, which is opposite to the tilt direction of the cord in the B4 layer belt layer 504. The tilt angle αb5=26° and the cord type is 4×6×0.25HENT high elongation steel wire.

[0101] Comparative Example 2

[0102] Comparative Example 2 produces 505 / 95R29 ETOH all-steel radial tires. The difference between Comparative Example 2 and Example 2 is that the production process includes the following steps:

[0103] S1: The 8-ply cord of the tire carcass is centered and bonded together, with a cord angle of 90°.

[0104] S2: Adhesive film 9 is attached to the tire body 8, and the adhesive film 9 is centered and attached.

[0105] S3: 10g of adhesive padding for bonding belt layer.

[0106] S4: The inner edge of the B1 layer belt layer 501 is 10mm away from the center positioning point of the bonding drum. The cord is tilted to the left with an angle αb1=15°. The cord type is 3+9+15×0.225+0.15HT high-strength steel wire.

[0107] S5: Adhesive to B2 layer belt layer 502, the bonding positioning is center bonding, the cord is tilted to the left, the same tilt direction as the cord of B1 layer belt layer 501, the tilt angle αb2=18°, the cord type is 3+9+15×0.225+0.15HT high strength steel wire.

[0108] S6: The B3 layer belt layer 503 is bonded and positioned as a center bonding. The cord is tilted to the right, opposite to the tilt direction of the cord of the B2 layer belt layer 502. The tilt angle αb3=20° and the cord type is 3+9+15×0.225+0.15HT high-strength steel wire.

[0109] S7: The B4 layer belt layer 504 is bonded and positioned as a center bonding. The cord is tilted to the left, which is opposite to the tilt direction of the cord in the B3 layer belt layer 503. The tilt angle αb4=20° and the cord type is 3×7×0.22HENT high elongation steel wire.

[0110] S8: The B5 layer belt layer 505 is bonded and positioned as a center bonding. The cord is tilted to the left, which is the same as the tilt direction of the cord in the B4 layer belt layer 504. The tilt angle αb5=20° and the cord type is 3×7×0.22HENT high elongation steel wire.

[0111] Finite element analysis, simulating the actual air pressure, high load, and operation process of the product, showed that the stress and strain at the tire shoulder were smaller with the design scheme of Example 2 than with the design scheme of Comparative Example 2 (as shown in Table 2). Figure 14 , Figure 15 As shown in the figure, the tire shoulder of Example 2 has stronger durability.

[0112] Table 2. Finite element analysis results of tire shoulder in Example 2 and Comparative Example 2

[0113]

[0114] Experimental testing showed that the tread durability of the 505 / 95R29 ETOH all-steel radial tire manufactured in Comparative Example 2 was 80 hours and 56 minutes (e.g., Figure 17 As shown), it still suffers from the same problems as similar products on the market, namely, delamination under the shoulder and delamination at the shoulder end. However, the tread durability time of the 505 / 95R29 ETOH all-steel radial tire in Example 2 is 87 hours and 36 minutes (as shown). Figure 16 As shown in the figure, it improved by approximately 8.2% compared to comparison ratio 2.

[0115] As can be seen from Table 2, compared with Comparative Example 2, Example 2 adopts a new production process, adds an inner nylon reinforcing layer 602 and an outer nylon reinforcing layer 601 for reinforcement, and controls their positioning and endpoints in non-dangerous areas, increasing the strength of the tire carcass 8 from the shoulder to the horizontal axis area, making it less prone to deformation under high loads; at the same time, the new belt layer structure further disperses the impact force under high loads, making the tire performance of Example 2 even better.

[0116] Example 3

[0117] In the 505 / 95R29 ETRDS all-steel radial tire of this embodiment, such as Figure 5As shown, the tire's inflation section width B = 505 × ρ = 505 × 1.01 = 510.05 mm; the tire's section height H and section width B satisfy the relationship H = B × σ = 510.05 × 0.95 = 484.54 mm; the tire's inner contact diameter d = d0 × φ = 736.6 × 0.99 = 729.23 mm; the tire's mold design outer diameter D = d + 2H = 1698.31 mm; the tire's contact width C = B × ψ = 510.05 × 0.68 = 346.83 mm; the tire bead base width c1 = C × ω = 346.83 × 0.15 = 52.02 mm; the height from the tire's contact diameter to its widest point H1 = H × ξ = 484.54 × 0.47 = 227.73 mm; the tire... The width of the tire travel surface b = B × δ = 510.05 × 0.87 = 443.74 mm; the height of the tire travel surface arc h = H × γ0 = 484.54 × 0.033 = 15.99 mm; the height of the shoulder straight section 101 of the V-shaped structure 1 h1 = h × γ = 15.99 × 3.5 = 55.97 mm; the height of the sidewall folded section 102 of the V-shaped structure 1 h2 = h1 × ε = 55.97 × 1.8 = 83.96 mm; the tire has a protective boss 7 at the horizontal axis, and the height of the transition arc between the lower end of the sidewall folded section 102 of the V-shaped structure 1 and the protective boss 7 is p = h2 × ζ = 83.96 × 0.95 = 79.76 mm; the height of the protective boss 7 is i = p × η = 79.76 × 1.1 = 87.74 mm.

[0118] like Figure 5 As shown, the radius of the mid-curve of the tire crown is R1 = 505 × 1 = 505 × 3.5 = 1767.5 mm; the radius of the connecting arc from the mid-curve of the tire crown to the shoulder is R2 = R1 × κ = 1767.5 × 0.55 = 972.13 mm; the radius of the mid-curve at the bottom of the second transverse tread groove is R3 = R2 × λ ​​= 972.13 × 0.6 = 583.28 mm; the radius of the transition arc from the tire crown to the shoulder at the bottom of the second transverse tread groove is R4 = R3 ×μ=583.28×0.55=320.8mm; The bottom of the shoulder transverse tread groove 2 is provided with a reinforcing rib, and the radius of the connecting arc between the reinforcing rib and the heat dissipation groove 3 in the shoulder area is R5=R4×ν=320.8×0.85=272.68mm; The radius of the transition arc of the tire lower sidewall is R6=R5×τ=272.68×1=272.68mm; The radius of the tire bead arc is R7=r0+υ=38-1=37mm.

[0119] like Figure 3As shown, the included angle α1 of V-shaped structure 1 is 160°; the included angle α2 between the straight section 101 under the shoulder of V-shaped structure 1 and the vertical direction is (180°-160°)×χ=20°×0.55=11°; the included angle α3 between the sidewall zigzag section 102 and the vertical direction is α2×γ1=11°×3.2=35.2°; the length j1 of the lateral tread groove 2 from under the shoulder to the sidewall area is h2×δ1=83.96×1.8=151.13mm; the depth j2 of the lateral tread groove 2 at the parting surface is j2=j1×ε1=151.13×0.3=45.34mm. The depth of the transverse tread groove 2 at the lower end of the sidewall fold segment 102 is j3 = j2 × τ1 = 45.34 × 0.7 = 31.74 mm. Three heat dissipation grooves 3 are sequentially arranged from the shoulder to the sidewall within the transverse tread groove 2. The radius of the heat dissipation groove 3 at the shoulder is r1 = R5 × δ2 = 272.68 × 0.13 = 35.45 mm. The radius of the heat dissipation groove 3 located between the shoulder and the sidewall is r2 = r1 × ε2 = 35.45 × 0.66 = 23.4 mm. The radius of the heat dissipation groove 3 at the sidewall is r3 = r2 × μ1 = 23.4 × 0.7 = 16.38 mm.

[0120] like Figure 4 As shown, the radius of the transition arc of the steel rim at the rim is r6=r0-ξ1=38-2=36mm; the radius of the middle arc of the rim is r5=r6×ρ1=36×0.77=27.72mm; the radius of the upper reverse arc of the rim is r4=r5×η1=27.72×16.5=457.38mm; the rim is provided with three adjacent anti-slip protrusions 4 from top to bottom, of which the radius of the anti-slip protrusion 4 closest to the horizontal axis of the tire is r7=5mm, the radius of the middle anti-slip protrusion 4 is r8=3.5mm, and the radius of the anti-slip protrusion 4 closest to the tire rim is r9=2mm.

[0121] like Figures 6-8 As shown, the manufacturing process of the 505 / 95R29 ETRDS all-steel radial tire in this embodiment includes the following steps:

[0122] S1: The inner nylon reinforcing layer 602 is bonded together. The distance f2 from the inner edge of the inner edge to the center positioning point of the bonding drum is 60mm. The nylon cord of the inner nylon reinforcing layer 602 is tilted to the left with an tilt angle αn1=42.5°.

[0123] S2: The 8-ply cord of the tire carcass is centered and bonded together, with a cord angle of 90°.

[0124] S3: Adhesive film 9 is attached to the tire body 8. The adhesive film 9 is centered and attached, and its width is smaller than that of the tire body 8 but larger than the outermost width of the inner nylon reinforcement layer 602 and the outer nylon reinforcement layer 601 after attachment.

[0125] S4: The outer nylon reinforcing layer 601 is bonded together. The distance from its inner edge to the center positioning point of the bonding drum is f3=125mm. The nylon cord of the outer nylon reinforcing layer 601 is tilted to the right with an angle αn2=42.5°.

[0126] S5: 10g of adhesive padding for bonding belt layer.

[0127] S6: The inner edge of the B1 layer belt layer 501 is 40mm away from the center positioning point of the bonding drum. The cord is tilted to the left with an angle αb1=6°. The cord type is 4+10+15×0.25+0.15UT.

[0128] S7: Adhesive to B2 layer belt layer 502, the bonding positioning is center bonding, the cord is tilted to the right, opposite to the tilt direction of the cord of B1 layer belt layer 501, the tilt angle αb2=26°, and the cord type is 7×7×0.25+0.15HT.

[0129] S8: Adhesive to B3 layer belt layer 503, the bonding positioning is center bonding, the cord is tilted to the left, opposite to the tilt direction of the cord of B2 layer belt layer 502, the tilt angle αb3=18°, and the cord type is 7×7×0.25+0.15HT.

[0130] S9: Adhesive to B4 layer belt layer 504, the bonding positioning is center bonding, the cord is tilted to the right, opposite to the tilt direction of the cord of B3 layer belt layer 503, the tilt angle αb4=16°, and the cord type is 4×6×0.25HENT.

[0131] S10: Adhesive to B5 layer belt layer 505, the bonding positioning is center bonding, the cord is tilted to the left, opposite to the tilt direction of the cord of B4 layer belt layer 504, the tilt angle αb5=28°, and the cord type is 4×6×0.25HENT.

[0132] Comparative Example 3

[0133] Comparative Example 3 produced 505 / 95R29 ETRDS all-steel radial tires, which differed from Example 1 in that: Figure 9 As shown, the tire has no concave V-shaped structure 1 design under the shoulder and on the sidewall, and the underside is a straight line segment; the lateral tread grooves 2 of the tread end at the underside and do not extend to the sidewall; there are no heat dissipation grooves 3 in the lateral tread grooves 2 in the underside area.

[0134] Finite element analysis, simulating the actual air pressure, high load, and operation process of the product, shows that the stress and strain at the tire shoulder are smaller with the design scheme of Example 3 compared to the design scheme of Comparative Example 3 (as shown in Table 3). Figure 18 , Figure 19As shown in the figure, the tire shoulder of Example 3 has stronger durability.

[0135] Table 3. Finite element analysis results of tire shoulder in Example 3 and Comparative Example 3

[0136]

[0137] Experimental testing showed that the tread durability of the 505 / 95R29 ETRDS all-steel radial tire manufactured in Comparative Example 3 was 81 hours and 9 minutes (e.g., Figure 21 As shown), in actual market use, it still suffers from the same problem of delamination at the later end of the shoulder as similar products on the market. This is closely related to the shoulder's heat dissipation performance and rigidity. Meanwhile, the tread durability of the 505 / 95R29 ETRDS all-steel radial tire in Example 3 is 94 hours and 36 minutes (as shown). Figure 20 As shown in the figure, it is 16.6% higher than that of Comparative Example 3, which does not use the technical solution of the present invention.

[0138] As can be seen from Table 3, compared with Comparative Example 3, Example 3 adopts a shoulder V-shaped structure 1, which improves heat dissipation performance and provides effective support for the shoulder. Under high load, the deformation is small, the internal shear force is small, and the heat generation is also less. The lateral tread grooves 2 of the tire extend to the sidewall, further improving the heat dissipation performance of the shoulder, and ultimately the product's durability is significantly improved.

Claims

1. A 505 / 95R29 specification non-ferrous mining high-load radial tire, characterized in that, The tire has a concave V-shaped structure (1) at the shoulder and sidewall, consisting of a straight section (101) at the shoulder and a folded section (102) at the sidewall; the lateral tread grooves (2) extend from the shoulder to the sidewall; several heat dissipation grooves (3) are arranged sequentially from the shoulder to the sidewall in the lateral tread grooves (2); the contact surface between the bead base and the rim is interference-fitted; the bead is provided with several anti-skid protrusions (4) arranged adjacent from top to bottom, and the anti-skid protrusions (4) are located above the rim arc; the tire belt layers from bottom to top include B1 belt layer (501), B2 belt layer (502), B3 belt layer (503), B... The tire has four belt layers (504) and B5 belt layers (505), with two pieces of B1 belt layer (501) located at both ends of B2 belt layer (502), and the cord angle of B1 belt layer (501) is 0°~8°. The upper and lower sides of the tire body (8) are respectively provided with an outer nylon reinforcement layer (601) and an inner nylon reinforcement layer (602), with the inner nylon reinforcement layer (602) extending from 1 / 4 of the area of ​​B4 belt layer (504) to the end of the transverse tread groove (2) at the side of the tire, and the outer nylon reinforcement layer (601) extending from the end of the widest belt layer to the horizontal axis. The included angle α1 of the V-shaped structure (1) is 155°~165°; the included angle α2 of the straight section (101) under the shoulder of the V-shaped structure (1) with the vertical direction is (180°-α1)×χ, χ=0.5~0.6; the included angle α3 of the sidewall zigzag section (102) with the vertical direction is α2×γ1, γ1=3~3.5; the tire inflation section width B=505×ρ, in mm, ρ=1~1.02; the tire section height H and section width B satisfy H=B×σ, H and B are in mm, σ=0.92~0.96; the height h of the tire running surface arc is H×γ0, in m. m, γ0=0.033~0.041; height h1=h×γ of the straight section (101) under the shoulder of the V-shaped structure (1), in mm, γ=3.5~4.5; height h2=h1×ε of the sidewall zigzag section (102) of the V-shaped structure (1), in mm, ε=1.8~2.2; length j1=h2×δ1 of the transverse tread groove (2) from under the shoulder to the sidewall area, in mm, δ1=1.5~2; depth j2=j1×ε1 of the transverse tread groove (2) at the parting surface, in mm, ε1=0.25~0.35; transverse tread groove at the lower end of the sidewall zigzag section (102) The depth of the groove (2) is j3 = j2 × τ1, in mm, τ1 = 0.6~0.8; the radius of the crown mid-arc is R1 = 505 × ι, in mm, ι = 3.5~3.8; the radius of the connecting arc from the crown mid-arc to the shoulder is R2 = R1 × κ, in mm, κ = 0.55~0.66; the radius of the crown mid-arc at the bottom of the transverse groove (2) is R3 = R2 × λ, in mm, λ = 0.6~0.75; the radius of the transition arc from the crown to the shoulder at the bottom of the transverse groove (2) is R4 = R3 × μ, in mm, μ = 0.55~0.66; the groove of the transverse groove (2) on the shoulder The bottom is provided with reinforcing ribs, and the radius of the connecting arc between the reinforcing ribs and the heat dissipation groove (3) in the shoulder area is R5=R4×ν, in mm, ν=0.85~0.88; three heat dissipation grooves (3) are arranged in the transverse tread groove (2) from the shoulder to the sidewall in sequence, with the radius of the heat dissipation groove (3) in the shoulder area being r1=R5×δ2, in mm, δ2=0.12~0.15; the radius of the heat dissipation groove (3) in the middle being r2=r1×ε2, in mm, ε2=0.65~0.75; the radius of the heat dissipation groove (3) in the sidewall area being r3=r2×μ1, in mm, μ1=0.65~0.75; The radius of the transition arc of the steel rim at the rim is r6=r0-ξ1, in mm, ξ1=1.5~2.5mm, where r0 is the radius of the rim flange arc, in mm; the radius of the middle arc of the rim is r5=r6×ρ1, in mm, ρ1=0.75~0.8; the radius of the upper reverse arc of the rim is r4=r5×η1, in mm, η1=15~18; the rim is provided with three anti-slip protrusions (4) adjacent from top to bottom, where the radius of the anti-slip protrusion (4) closest to the horizontal axis of the tire is r7=4.5~5.5mm, the radius of the middle anti-slip protrusion (4) is r8=3~4mm, and the radius of the anti-slip protrusion (4) far from the horizontal axis of the tire is r9=1.5~2.5mm.

2. The 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 1, characterized in that, The tire's contact diameter d = d0 × φ, in mm, φ = 0.988~0.993, where d0 is the diameter of the rim and the tire bead; the tire's contact width C = B × ψ, in mm, ψ = 0.68~0.72; the width of the tire bead base c1 = C × ω, in mm, ω = 0.15~0.18; the height from the contact diameter to the widest point of the tire H1 = H × ξ, in mm, ξ = 0.47~0.51; The tire's tread width b = B × δ, in mm, δ = 0.86~0.88; the tire has a protective boss (7) at the horizontal axis, the protective boss (7) is perpendicular to the horizontal axis, the height of the transition arc between the lower end of the sidewall fold line segment (102) of the V-shaped structure (1) and the protective boss (7) is p = h2 × ζ, in mm, ζ = 0.95~1.15; the height of the protective boss (7) is i = p × η, in mm, η = 1.1~1.

3.

3. The 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 2, characterized in that, The tire sidewall transition arc radius R6 = R5 × τ, in mm, τ = 1~1.2; the tire bead arc radius R7 = r0 + υ, in mm, υ = -1~1 mm.

4. The manufacturing process of 505 / 95R29 specification non-ferrous mining high-load radial tires, characterized in that, The method for producing the 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 1 includes the following steps: S1: Adhesive inner nylon reinforcement layer (602); S2: The carcass (8) ply layer is bonded together with the carcass (8) ply layer centered and the cord angle is 90°. S3: Adhesive film (9) is attached to the tire body (8). The adhesive film (9) is centered and attached. Its width is smaller than that of the tire body (8) and larger than the outermost width of the inner nylon reinforcement layer (602) and the outer nylon reinforcement layer (601) after attachment. S4: Adhesive outer nylon reinforcement layer (601); S5: Adhesive padding for bonding belt layer (10); S6: Adhesive B1 layer belt layer (501); S7: Adhere to the B2 layer belt layer (502), the bonding positioning is center bonding, and the cord tilt direction is opposite to that of the B1 layer belt layer (501); S8: Adhere to the B3 layer belt layer (503), the bonding positioning is center bonding, and the cord tilt direction is opposite to that of the B2 layer belt layer (502); S9: Adhere to the B4 layer belt layer (504), the bonding positioning is center bonding, and the cord tilt direction is opposite to that of the B3 layer belt layer (503); S10: Adhere to the B5 layer belt layer (505), with the bonding positioning being center bonding, which is opposite to the cord tilt direction of the B4 layer belt layer (504).

5. The production process of the 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 4, characterized in that, In step S1, when the inner nylon reinforcing layer (602) is bonded, the distance f2 from its inner edge to the center positioning point of the bonding drum is 50~60mm, and the nylon cord of the inner nylon reinforcing layer (602) is tilted to the left with an inclination angle αn1=40°~45°; in step S4, when the outer nylon reinforcing layer (601) is bonded, the distance f3 from its inner edge to the center positioning point of the bonding drum is 120~130mm, and the nylon cord of the outer nylon reinforcing layer (601) is tilted to the right with an inclination angle αn2=40°~45°.

6. The manufacturing process of the 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 4, characterized in that, In step S6, when bonding the B1 layer belt layer (501), the distance f1 from its inner edge to the center positioning point of the bonding drum is 30~40mm, the cord is tilted to the left with an inclination angle αb1=4°~8°, and the cord type is 4+10+15×0.25+0.15UT; in step S7, when bonding the B2 layer belt layer (502), the cord is tilted to the right with an inclination angle αb2=20°~26°, and the cord type is 7×7×0.25+0.15HT.

7. The production process of the 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 6, characterized in that, In step S8, when bonding the B3 layer belt layer (503), the cord is tilted to the left with an angle αb3 = 15°~18° and the cord type is 7×7×0.25+0.15HT; in step S9, when bonding the B4 layer belt layer (504), the cord is tilted to the right with an angle αb4 = 15°~18° and the cord type is 4×6×0.25HENT.

8. The manufacturing process of the 505 / 95R29 specification non-ferrous mining special high-load radial tire as described in claim 7, characterized in that, In step S10, when bonding the B5 layer belt layer (505), the cord is tilted to the left with an tilt angle αb5 = 24°~28° and the cord type is 4×6×0.25HENT.

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