Process and tool for improving the quality of the air tight layer of a mine unmanned tire

Abstract

The application discloses a process and a tool for improving the quality of a mine-used unmanned tire air-tight layer, and relates to the technical field of tire manufacturing. The method comprises the following steps: the end of the air-tight layer is obliquely cut at an angle of 30-45 degrees and an adhesive film is prepared; the adhesive film is attached to the obliquely cut surface and the air-tight layer is butt-jointed, and a press roller is used for pressing; a sealing adhesive film is prepared and attached to the joint area; the tire blank is inspected, and when defects are found, a mechanical limiting repair cone is used for repair; the damage depth is evaluated, and when the damage depth exceeds 55% of the thickness of the tire body lower adhesive, the tire blank is scrapped, otherwise, a rectangular repair adhesive film is used for repair. Through the air-tight layer joint double-layer adhesive film composite sealing technology and the mechanical limiting repair tool, the consistency of the joint adhesive strength and the repair quality is effectively improved, the first-time qualification rate of the air-tight layer joint is improved from 85% to more than 98%, and the quality and reliability of the air-tight layer of the unmanned tire are significantly improved.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery tire manufacturing technology, specifically a process and tool for improving the airtight layer quality of mining unmanned driving tires. Background Technology

[0002] Against the backdrop of the rapid development of the mining industry today, unmanned mining technology is being used more and more widely as an important means to improve mining efficiency and reduce personnel risks. The performance requirements for tires in unmanned mining vehicles are much higher than those for traditional manned vehicles. This is mainly because unmanned vehicles usually operate continuously in harsher environments and lack real-time perception and intervention from drivers, thus placing higher standards on tire reliability and durability.

[0003] The tire's airtight layer, a crucial component of the tire structure, primarily functions to retain compressed air inside the tire, prevent gas leakage, and ensure the tire maintains its normal inflation pressure and load-bearing capacity. In the manufacturing process of mining tires, the quality of the airtight layer directly determines the tire's service life and safety performance. Currently, the airtight layer is typically made of brominated butyl rubber, a material with good airtightness and heat resistance, meeting the basic usage requirements of mining tires.

[0004] In tire molding, the airtight layer requires its two ends to be butt-jointed to form a closed ring structure. Traditional butt-jointing methods involve directly contacting and pressing the two end faces of the airtight layer together, relying on the adhesive properties of the rubber compound to achieve the connection. However, this simple butt-jointing method has revealed numerous problems in actual production. Especially in the large-size applications of mining tires, where the thickness of the airtight layer typically reaches 3-8 mm, simple butt-jointing often fails to guarantee sufficient bond strength, easily leading to joint cracking during subsequent vulcanization or use.

[0005] The tire blank repair process is also a crucial factor affecting the quality of the airtight layer. During tire molding, defects such as bubbles and ruptures may appear on the surface of the airtight layer due to improper operation or equipment malfunction, requiring manual repair. Traditional repair methods rely primarily on the operator's experience and judgment, using ordinary conical tools to puncture bubbles and repair defects. While this method can address appearance issues to some extent, the lack of standardized control often leads to repairs that are too deep, damaging the underlying tire carcass plies, or insufficient, resulting in incomplete removal of defects.

[0006] Through in-depth analysis of existing technical solutions, the following shortcomings and defects can be identified:

[0007] Firstly, regarding the connection of the airtight layer joints, the traditional unsealed rubber sheet design suffers from insufficient adhesive strength. Specifically, the airtight layer mating surfaces rely primarily on the adhesiveness of the rubber compound itself for bonding. However, due to the relatively low surface tack of brominated butyl rubber, especially after prolonged storage or under low ambient temperatures, the adhesive strength at the mating surfaces decreases significantly. This insufficient adhesive strength is tested under high temperature and pressure during tire vulcanization, easily leading to micro-cracks or complete separation at the joint. Furthermore, the contact area of ​​the mating surfaces is limited, typically only the cross-sectional area of ​​the airtight layer thickness, failing to provide sufficient bonding interface, which is particularly prominent in the large-specification conditions of mining tires.

[0008] Secondly, regarding tire repair tools, the common awls used in existing technologies suffer from difficulties in depth control. Traditional repair awls are typically one-piece designs with a fixed tip length and no mechanical limiting device. When repairing air bubbles in the airtight layer, operators mainly rely on visual inspection and feel to control the penetration depth, which is highly uncertain and prone to human error. For example, if the awl tip penetrates too deeply, it may penetrate the airtight layer to reach the tire carcass ply, or even puncture the steel cords, causing permanent damage to the tire structure. Conversely, if the penetration depth is insufficient, the gas inside the air bubble cannot be completely expelled, leaving an air gap between the repair patch and the base layer, affecting the adhesion. This lack of standardized control in repair methods directly leads to unstable repair quality and reduced product reliability.

[0009] Furthermore, existing technologies lack unified specifications and standards for tire repair processes. Different operators may handle the same defect in significantly different ways; some may use simple spot repairs, while others may use large-area coverage. There are no clear requirements regarding the shape, size, thickness, and other parameters of the repair patch. This lack of standardization not only affects repair efficiency but, more importantly, makes it impossible to guarantee the stability and consistency of repair quality. Especially under the high standards required for unmanned mining tires, the quality risks arising from this uncertainty are unacceptable.

[0010] Finally, traditional technologies also have significant shortcomings in terms of airtightness in the joint area of ​​the airtight layer. Due to the disruption of material continuity in the mating area and the potential presence of minute gaps at the mating surface, the airtightness of this area is typically lower than other parts. Although this can be improved by enhancing the mating quality, the joint area remains a vulnerable point prone to gas leakage during the long-term use of mining tires. Without special treatment and reinforcement of this area, a slow drop in tire pressure may occur during service, affecting the normal operation of the vehicle. Summary of the Invention

[0011] To address the shortcomings of existing technologies, this invention provides a process for improving the airtightness of unmanned mining tires, comprising the following technical solutions:

[0012] Step S1: During the airtight layer forming process, the two ends of the airtight layer are beveled at an angle of 30-45 degrees to form a beveled surface. The width of the beveled surface is determined according to the thickness of the airtight layer.

[0013] Step S2: Prepare an adhesive film, which is made of a rubber compound with 65% brominated butyl content, has a thickness of 0.6-1.6 mm, a width of 25-50 mm, and the width of the adhesive film is 1.2-1.5 times the width of the beveled surface;

[0014] Step S3: Apply the adhesive film to the beveled surface at the beginning of the airtight layer, ensuring that the adhesive film completely covers the beveled surface and that the end of the adhesive film extends 5-15mm beyond the end of the beveled surface. Use a hand roller to initially press the adhesive film together to ensure that the film is in close contact with the beveled surface and to remove any residual air.

[0015] Step S4: Connect the end of the airtight layer with the starting end, so that the two beveled surfaces fit tightly together. Use a pressure roller to press them together. The pressing pressure is 0.3-0.75MPa, the pressing speed is 20-30mm / s, and the pressing is repeated 2-3 times.

[0016] Step S5: Prepare sealing film, wherein the sealing film is made of the same material as the airtight layer, with a width of 30-60mm and a thickness of 1.0-2.0mm;

[0017] Step S6: Apply the sealing film to the airtight layer joint area, ensuring that the sealing film completely covers the adhesive film, and that the end of the sealing film extends 6-15mm beyond the end of the adhesive film. Press the film together using a pressure roller.

[0018] Step S7: Inspect the tire blank. If air bubbles or damage are found in the airtight layer, repair it with a mechanical limiting repair cone. The tip length of the mechanical limiting repair cone is 3-12mm, and the front diameter of the tip is 1-1.5mm. The mechanical limiting structure can limit the maximum penetration depth of the tip to 70-90% of the thickness of the airtight layer. When bonding the adhesive film, use a hand roller for initial pressing to ensure that the film is in close contact with the beveled surface and to remove residual air.

[0019] Step S8: Assess the depth of damage. If the depth of damage exceeds 55% of the thickness of the rubber compound under the tire carcass, scrap the tire blank; if the depth of damage does not exceed 55% of the thickness of the rubber compound under the tire carcass, repair it.

[0020] Step S9: For the damaged area that needs repair, use an airtight layer film to fill and compact the damaged area, and then cover the surface with a rectangular repair film. The thickness of the rectangular repair film is 1.5-2.5mm, the long side is parallel to the direction of the tire cord, and the edge extends 5-15mm beyond the repair area. Use a pressure roller to compact it. The size of the short side of the rectangular repair film is determined according to the size of the repair area, and is 10mm larger than the repair area to ensure that the damaged area is fully covered. After the repair is completed, use a pressure roller to roll the repair area. The rolling pressure is 0.2-0.4MPa, and the rolling time is 10-15 seconds to ensure that the repair area and the surrounding airtight layer form a flat and tight whole.

[0021] Step S10: Final inspection and warehousing. After completing all necessary repair work, the tire blank is subjected to a final inspection. The inspection includes the appearance quality of the repaired area, the bonding effect, and the dimensional conformity. For tire blanks that pass the inspection, they are marked and placed in the qualified product area, ready to enter the next process.

[0022] This invention also provides a tool for improving the airtightness of unmanned mining tires, namely a mechanical limiting repair cone, comprising a handle, a detachable cone tip, and a mechanical limiting structure disposed on the detachable cone tip. The detachable cone tip has a length of 3-12mm and a front diameter of 1-1.5mm. The mechanical limiting structure can limit the maximum penetration depth of the detachable cone tip. The detachable cone tip is detachably connected to the handle by a threaded connection or snap-fit, facilitating replacement of the detachable cone tip according to different specifications. The mechanical limiting structure adopts a stepped design, forming a radially enlarged stepped surface on the detachable cone tip. The mechanical limiting structure also adopts a collar design, with an adjustable limiting collar disposed on the detachable cone tip.

[0023] The present invention has the following beneficial effects:

[0024] Firstly, from the perspective of product quality improvement, this invention significantly improves the overall quality level of the airtight layer. By adding adhesive and sealing films to the joint area, the problem of insufficient bonding strength in traditional butt joint methods is solved, greatly reducing the incidence of joint cracking. Actual production data shows that after adopting the technology of this invention, the first-pass yield rate of airtight layer joints has increased from about 85% to over 98%, and the joint cracking rate has decreased from over 5% to below 0.5%. This is of great significance for improving the overall reliability and service life of tires.

[0025] Secondly, from the perspective of process control, this invention achieves precise control of the tire repair process through the use of mechanical limiting repair tools. Traditional repair methods rely on operator experience, resulting in poor consistency in repair depth. Repair results can vary significantly between different operators, and even among the same operator at different times. The mechanical limiting design of this invention transforms repair depth control from manual to tool-controlled, fundamentally ensuring consistency and repeatability of repair depth. This not only improves repair quality but also reduces the skill requirements for operators and shortens the training cycle.

[0026] Furthermore, from a standardization and regulation perspective, this invention establishes a systematic tire repair process specification, transforming the repair process from experience-driven to standard-driven. This shift brings several benefits: first, it ensures consistent repair quality across different operators; second, it facilitates quality traceability and problem analysis; third, it provides a foundation for continuous improvement; and fourth, it reduces the possibility of human error. In particular, the setting of the depth threshold (55%) provides a clear quantitative standard for judging non-conforming products, avoiding the uncertainty of subjective judgment.

[0027] Furthermore, from the perspective of production efficiency and cost control, although this invention increases some process steps and tooling inputs, it improves overall production efficiency and reduces quality costs. Specifically, improved joint quality reduces the number of rework and scrap, improved repair tools reduce operation time and material consumption, and the implementation of standardized specifications improves operational efficiency. In summary, the implementation of this invention increases the overall pass rate of tire blanks by approximately 3 percentage points and reduces quality costs by approximately 15%, demonstrating significant economic benefits.

[0028] Finally, from the perspective of product performance and market competitiveness, this invention improves the airtightness of the mining unmanned tire, enabling it to better meet the requirements of harsh operating environments. This is of positive significance for enhancing the product's market competitiveness and expanding the market share of mining tires. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall process flow of the present invention;

[0030] Figure 2 This is a schematic diagram of the side cross-section of the oblique cut of the airtight layer joint and the bonding position of the adhesive film of the present invention;

[0031] Figure 3 This is a schematic diagram of the bonding principle of the airtight sealing film of the present invention.

[0032] Figure 4 This is a schematic diagram of the main view principle of the airtight layer damage repair of the present invention;

[0033] Figure 5 This is a schematic diagram of the mechanical limiting repair cone structure of the present invention.

[0034] In the diagram, 1 is the handle, 2 is the mechanical limiting structure, and 3 is the detachable cone tip. Detailed Implementation

[0035] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] Example 1

[0037] Please see the appendix Figure 1-5 This embodiment is applicable to the manufacture of mining dump truck tires. The tire specification is 27.00R49, the airtight layer design thickness is 5.0mm, and the tire body underlayer rubber thickness is 8.0mm.

[0038] Step S1: Airtight Layer Forming and Joint Preparation

[0039] First, the airtight layer adhesive is laid on the molding drum according to the design dimensions to form a ring structure. When reaching the end, a special cutting tool is used to bevel the beginning and end of the airtight layer at a 40-degree angle, ensuring that the two cut surfaces are flat and at the same angle. After beveling, the width of the beveled surface is measured to be approximately 8.5mm, confirming that it meets the design requirements.

[0040] Step S2: Preparation of adhesive film

[0041] Based on the width of the beveled surface of the airtight layer (8.5mm), the required adhesive film width is calculated to be 10.2-12.8mm (1.2-1.5 times the original width). A 35mm wide adhesive film is actually selected (considering ease of operation). The adhesive film is made of a compound with 65% brominated butyl content and a thickness of 1.0mm. The adhesive film is pre-formed according to the curvature of the joint area.

[0042] Step S3: Adhesive film bonding

[0043] Apply the pre-formed adhesive film to the beveled surface at the beginning of the airtight layer. During application, ensure the centerline of the film is aligned with the centerline of the beveled surface, with one end of the film extending approximately 10mm beyond the end of the beveled surface. Use a hand roller to initially press the application area, ensuring tight contact between the film and the beveled surface and removing any residual air.

[0044] Step S4: Airtight layer docking and pressing

[0045] Move the end of the airtight layer to the starting position so that the two beveled surfaces align. During alignment, ensure that the angles and positions of the two beveled surfaces are perfectly matched, without misalignment or gaps. After alignment, use mechanical pressure rollers for automatic pressing. Set the pressure of the rollers to 0.4 MPa, the pressing speed to 25 mm / s, and the pressing cycle to 3 times, gradually rolling from one end of the joint to the other.

[0046] Step S5: Preparation of sealing film

[0047] The sealing film uses the same adhesive material as the airtight layer, with a thickness of 1.5mm and a width of 50mm. The sealing film is pre-formed according to the curvature of the joint area.

[0048] Step S6: Apply sealing film

[0049] Apply the pre-formed sealing film to the joint area, ensuring it completely covers the adhesive film and extends approximately 10mm beyond the ends of the adhesive film at both ends. Press the sealing film using a mechanical roller, with the pressing parameters the same as in step S4.

[0050] Step S7: Embryo Inspection and Defect Repair

[0051] After completing the joint treatment of the airtight layer, the forming of other parts of the tire carcass continues. After the tire carcass is formed, it is unloaded and placed on a special tire storage cart for a preliminary visual inspection. If defects such as air bubbles or minor damage are found in the airtight layer during the inspection, they are repaired using a mechanical limit repair cone.

[0052] The mechanical limiting repair cone has a tip length of 4.0 mm (80% of the airtight layer thickness) and a tip diameter of 1.2 mm. The mechanical limiting mechanism uses a stepped design with a limiting depth of 4.0 mm. Align the tip of the repair cone with the center of the bubble and insert it vertically. Stop applying force when you feel the mechanical limiting structure contact the airtight layer surface. Hold this position for 2-3 seconds to ensure the gas inside the bubble is completely expelled, then slowly withdraw the cone.

[0053] Step S8: Damage Assessment and Repair Strategy Selection

[0054] The depth of the damage is measured using a specialized probe or depth measuring tool. Damage exceeding 4.4 mm (55% of the 8.0 mm thickness of the tire carcass rubber compound) is considered severe damage, and the tire blank is scrapped. Damage not exceeding 4.4 mm is repaired according to standard repair procedures.

[0055] Step S9: Layered Repair

[0056] For damaged areas requiring repair, first fill the damaged area with airtight adhesive. While filling, use a 2.0mm thick adhesive sheet, cutting it to the appropriate size based on the depth and area of ​​the damaged area. Fill the damaged area with the adhesive sheet and compact it using a special tool, ensuring no air gaps remain. After filling, cover the surface with a rectangular repair adhesive sheet, ensuring the long side of the repair adhesive sheet is parallel to the direction of the tire carcass cord, and the edge of the repair adhesive sheet extends approximately 10mm beyond the damaged area. After covering, use a pressure roller to fully press the area together at a pressure of 0.3MPa for 12 seconds, ensuring the repaired area forms a smooth and tight integral with the surrounding airtight layer.

[0057] Step S10: Final Inspection and Warehousing

[0058] After all necessary repairs are completed, the tire blank undergoes a final inspection. The inspection includes checking the appearance quality of the repaired areas, the adhesion, and dimensional conformity. Tire blanks that pass the inspection are marked and placed in the qualified product area, ready for the next vulcanization process.

[0059] Example 2

[0060] In this embodiment, the tire specification is 29.5R25, the airtight layer thickness is 6.0mm, and the underbody rubber thickness is 10.0mm.

[0061] Airtight Layer Joint Processing Steps

[0062] Step S1: Cut the two ends of the airtight layer at a 45-degree angle, with the cut surface width being approximately 12mm.

[0063] Step S2: Prepare an adhesive film using a 65% brominated butyl content adhesive with a thickness of 1.2 mm and a width of 45 mm (1.25 times the width of the bevel).

[0064] Step S3: Attach the adhesive film to the beveled surface at the beginning of the airtight layer, with the end of the film extending 12mm beyond the end of the beveled surface.

[0065] Step S4: Connect the end of the airtight layer to the starting end, and press it together using a pressure roller. The pressing pressure is 0.5MPa, the pressing speed is 30mm / s, and the pressing is repeated 3 times.

[0066] Step S5: Prepare sealing film using the same material as the airtight layer, with a thickness of 2.0 mm and a width of 60 mm.

[0067] Step S6: Apply the sealing film to the joint area, with the end extending 15mm beyond the end of the adhesive film, and press it together using a pressure roller.

[0068] Embryo repair steps

[0069] Step S7: Use a mechanical limiting repair cone to repair defects. The cone tip length is 5.0 mm (83% of the airtight layer thickness), the diameter of the front section of the cone tip is 1.5 mm, and the mechanical limiting structure limits the maximum insertion depth to 5.0 mm.

[0070] Step S8: For damage exceeding 5.5mm (55% of the 10.0mm thickness of the undercarriage rubber), the tire blank shall be scrapped; for damage not exceeding 5.5mm, repair shall be performed.

[0071] Step S9: Use a rectangular repair film with a thickness of 2.5mm for repair. The long side is parallel to the direction of the tire cord, and the edge extends 12mm beyond the repair area. Use a pressure roller to roll it with a pressure of 0.4MPa for 15 seconds.

[0072] Step S10: Final Inspection and Warehousing

[0073] After all necessary repairs are completed, the tire blank undergoes a final inspection. The inspection includes checking the appearance quality of the repaired areas, the adhesion, and dimensional conformity. Tire blanks that pass the inspection are marked and placed in the qualified product area, ready for the next vulcanization process.

[0074] Technical effect verification

[0075] Tires manufactured using the technical solution of this invention have undergone the following tests and verifications:

[0076] 1. Joint bonding strength test: Tensile test was conducted according to GB / T 528 standard. The bonding strength of the joint area reached 3.5MPa, which is 120% higher than that of the traditional butt joint method.

[0077] 2. Air tightness test: The air tightness test was conducted in accordance with GB / T 22036 standard. The gas leakage in the joint area was comparable to that of the complete airtight layer, with no significant difference.

[0078] 3. Reliability test of the repaired area: After 500 hours of enhanced durability test, the repaired area showed no cracking or delamination, and the quality was stable and reliable.

[0079] 4. Real-world vehicle testing: A six-month real-world test was conducted at a large open-pit mine, with the tires covering more than 40,000 kilometers. The airtight layer showed no quality issues, meeting the high standards required for unmanned mining tires.

[0080] Example 3

[0081] like Figure 5As shown, the present invention also provides a mechanically limited repair cone, including a handle, a detachable cone tip, and a mechanically limited structure disposed on the cone tip. The detachable cone tip has a length of 3-12mm and a front diameter of 1-1.5mm. The mechanically limited structure can limit the maximum penetration depth of the detachable cone tip. The detachable cone tip is detachably connected to the handle by a threaded connection or a snap-fit ​​connection, which facilitates the replacement of the detachable cone tip according to different specifications. The mechanically limited structure adopts a stepped design, forming a radially enlarged stepped surface on the detachable cone tip. The mechanically limited structure adopts a collar design, with an adjustable limiting collar disposed on the detachable cone tip.

[0082] The handle is ergonomically designed for easy gripping and application of force. It measures 150-200mm in length and 25-35mm in diameter, with a textured surface for a secure grip during operation.

[0083] The detachable cone tip has a front diameter of 1-1.5mm and a tip angle of 15-30 degrees, ensuring smooth penetration into air bubbles or defects in the airtight layer. The cone tip is made of high-strength alloy steel with a hardened surface treatment, providing sufficient strength and wear resistance.

[0084] The core innovation of this invention is the mechanical limiting structure, which employs a stepped design. A radially enlarging stepped surface is formed on the detachable cone tip, with a step diameter of 4-8 mm. The distance from the tip of the detachable cone tip is the maximum penetration depth. When the stepped surface contacts the airtight layer surface, it prevents the detachable cone tip from penetrating further, thus precisely controlling the repair depth. The limiting depth is set to 70-90% of the airtight layer thickness, ensuring that gas inside the air bubble can be expelled without damaging the tire carcass.

[0085] In addition, the mechanical limiting structure can also adopt a collar design. An adjustable limiting collar is set on the detachable cone tip. The maximum penetration depth can be controlled by adjusting the position of the collar on the detachable cone tip, providing greater flexibility and adaptability.

[0086] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0087] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A process for improving the airtightness of unmanned mining tires, characterized in that, Includes the following steps: Step S1: During the airtight layer forming process, the two ends of the airtight layer are beveled at an angle of 30-45 degrees to form a beveled surface. The width of the beveled surface is determined according to the thickness of the airtight layer. Step S2: Prepare an adhesive film, which is made of a rubber compound with 65% brominated butyl content, has a thickness of 0.6-1.6 mm, a width of 25-50 mm, and the width of the adhesive film is 1.2-1.5 times the width of the beveled surface; Step S3: Attach the adhesive film to the beveled surface at the beginning of the airtight layer, ensuring that the adhesive film completely covers the beveled surface and that the end of the adhesive film extends 5-15mm beyond the end point of the beveled surface. Step S4: Connect the end of the airtight layer with the starting end, so that the two beveled surfaces fit tightly together. Use a pressure roller to press them together. The pressing pressure is 0.3-0.75MPa, the pressing speed is 20-30mm / s, and the pressing is repeated 2-3 times. Step S5: Prepare sealing film, wherein the sealing film is made of the same material as the airtight layer, with a width of 30-60mm and a thickness of 1.0-2.0mm; Step S6: Apply the sealing film to the airtight layer joint area, ensuring that the sealing film completely covers the adhesive film, and that the end of the sealing film extends 6-15mm beyond the end of the adhesive film. Press the film together using a pressure roller. Step S7: Inspect the tire blank. If air bubbles or damage are found in the airtight layer, repair it using a mechanical limiting repair cone. The detachable cone tip of the mechanical limiting repair cone has a length of 3-12mm and a front diameter of 1-1.5mm. The mechanical limiting structure can limit the maximum penetration depth of the cone tip to 70-90% of the thickness of the airtight layer. Step S8: Assess the depth of damage. If the depth of damage exceeds 55% of the thickness of the rubber compound under the tire carcass, scrap the tire blank; if the depth of damage does not exceed 55% of the thickness of the rubber compound under the tire carcass, repair it. Step S9: For the damaged area that needs repair, use an airtight film to fill and compact the damaged area, and then cover the surface with a rectangular repair film. The rectangular repair film has a thickness of 1.5-2.5mm, the long side is parallel to the direction of the tire cord, and the edge extends 5-15mm beyond the repair area. Use a pressure roller to compact it. Step S10: Final inspection and warehousing. After completing all necessary repair work, the tire blank is subjected to a final inspection. The inspection includes the appearance quality of the repaired area, the bonding effect, and the dimensional conformity. For tire blanks that pass the inspection, they are marked and placed in the qualified product area, ready to enter the next process.

2. The process for improving the airtightness of unmanned mining tires according to claim 1, characterized in that, In step S3, a hand roller is used to initially press the adhesive film together to ensure that the film is in close contact with the beveled surface and to remove any residual air.

3. The process for improving the airtightness of unmanned mining tires according to claim 1, characterized in that, In step S7, when using a mechanical limiting repair cone for repair, the cone tip is aligned with the center of the defect and inserted. When the mechanical limiting structure contacts the surface of the airtight layer, the force is stopped, and the cone is pulled out after 2-3 seconds.

4. The process for improving the airtightness of unmanned mining tires according to claim 1, characterized in that, In step S9, the short side dimension of the rectangular repair film is determined according to the size of the repair area, and is 10mm larger than the repair area to ensure full coverage of the damaged area.

5. The process for improving the airtightness of unmanned mining tires according to claim 1, characterized in that, In step S9, after the repair is completed, the repaired area is rolled with a pressure roller at a pressure of 0.2-0.4 MPa for 10-15 seconds to ensure that the repaired area forms a flat and tight whole with the surrounding airtight layer.

6. A tool for improving the airtightness of unmanned mining tires by implementing the process described in any one of claims 1-5, characterized in that, The tool is a mechanical limiting repair cone, including a handle (1) and a detachable cone tip (3). The detachable cone tip (3) is detachably connected to the handle (1) by a threaded connection or snap-fit. A mechanical limiting structure (2) is set on the detachable cone tip (3). The length of the detachable cone tip (3) is 3-12mm, and the diameter of the front section of the detachable cone tip (3) is 1-1.5mm. The mechanical limiting structure (2) limits the maximum insertion depth of the detachable cone tip (3).

7. A tool for improving the airtightness of unmanned mining tires according to claim 6, characterized in that, The mechanical limiting structure (2) adopts a stepped design, forming a radially enlarged stepped surface on the detachable cone tip (3).

8. A tool for improving the airtightness of unmanned mining tires according to claim 6, characterized in that, The mechanical limiting structure (2) adopts a collar design, with an adjustable limiting collar on the detachable cone tip (3).

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