A kind of full steel tire body and steel wire cover cloth between the rubber sheet structure of sticking together

Abstract

This utility model relates to the field of all-steel tire technology and discloses a film bonding structure between the all-steel tire carcass and the steel wire overlay, including: a reinforcing film and a base film disposed below the reinforcing film. An isolation membrane is connected to the upper and lower adhesive surfaces of both the reinforcing film and the base film. The reinforcing film has a gradient modulus design, while the base film has an elastic modulus design. The reinforcing film and the base film are divided into a contact area and a non-contact area. The contact area is thicker than the non-contact area, and the width of both gradually narrows on both sides. The two layers of films cooperate with each other. The base film provides basic adhesion and elasticity, while the reinforcing film improves strength and fatigue resistance, preventing sidewall creases and buffering the interaction between the steel wire overlay and the tire carcass steel wires. The gradient modulus design of the reinforcing film adapts to stress differences to disperse stress, and the elastic modulus design ensures appropriate elastic deformation to reduce fatigue damage.

Description

Technical Field

[0001] This utility model relates to the field of all-steel tire technology, specifically to a rubber sheet bonding structure between an all-steel tire carcass and steel wire wrapping fabric. Background Technology

[0002] As a core component in heavy-duty applications, the all-steel tire's rubber bonding structure between the tire carcass and the steel wire sheath has a crucial impact on the tire's load-bearing capacity, sidewall stability, and overall service life. This structure needs to balance multiple requirements such as bonding and fixing, stress buffering, and sidewall support under heavy-duty conditions. It belongs to the field of all-steel tire structure optimization and manufacturing technology and is directly related to whether the tire can stably cope with road bumps in the long term, reduce sidewall damage, and reduce stress risks in the steel wire contact area.

[0003] In existing technologies, the bonding of the rubber sheet between the all-steel tire carcass and the steel cord overlay often employs a single structural design, failing to simultaneously address the synergistic requirements of adhesion, elasticity, strength, and fatigue resistance. This results in the rubber sheet failing to provide sufficient sidewall support, making the sidewall prone to folding under heavy loads, and also failing to effectively buffer the interaction between the steel cord overlay and the tire carcass steel cords, causing direct stress transfer between the two and increasing the risk of steel cord wear or breakage. Furthermore, existing rubber sheets lack a gradient modulus design, failing to adapt to stress differences at different contact points, easily leading to localized stress concentration problems. Moreover, the fixed width of the rubber sheet cannot conform to the stress diffusion requirements along the extension direction of the tire carcass steel cords, resulting not only in uneven stress transmission but also in the formation of wrinkles or air bubbles during bonding, affecting bonding stability. Consequently, this leads to insufficient rim durability, limited load-bearing capacity, and a higher susceptibility to internal cracking and other defects in the tire. Therefore, a new rubber sheet bonding structure between the all-steel tire carcass and the steel cord overlay is proposed. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a film bonding structure between the all-steel tire carcass and the steel wire overlay, thereby solving the technical problem that the film bonding between the all-steel tire carcass and the steel wire overlay often adopts a single structural design, which fails to take into account the synergistic requirements of adhesion, elasticity and strength, and fatigue resistance. As a result, the film is unable to provide sufficient sidewall support, making it easy for the sidewall to fold under heavy loads.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a film bonding structure between an all-steel tire carcass and steel wire overlay, comprising:

[0006] The film includes a reinforcing film and a base film disposed below the reinforcing film. Both the upper and lower surfaces of the reinforcing film and the base film are connected to a release liner. The reinforcing film has a gradient modulus design, and the base film has an elastic modulus design. The reinforcing film and the base film are divided into a contact area and a non-contact area. The thickness of the contact area on the reinforcing film and the base film is greater than the thickness of the non-contact area. The width of the reinforcing film and the base film gradually narrows on both sides.

[0007] First, completely remove the release film attached to the lower surface of the base film to expose the adhesive surface of the lower surface of the base film; then align the adhesive surface of the lower surface of the base film with the surface of the tire carcass wire to ensure that the base film flatly covers the preset area of ​​the tire carcass wire, thus completing the bonding of the base film and the tire carcass wire.

[0008] Remove the release film attached to the upper surface of the base film to expose the adhesive surface of the base film; according to the position of the cross contact area between the carcass steel wire and the steel wire wrapping, remove the release film attached to the lower surface of the reinforcing film, so that the adhesive surface of the lower surface of the reinforcing film is aligned with the contact area of ​​the upper surface of the base film, press the reinforcing film to complete the bonding of the reinforcing film and the base film.

[0009] Remove the release film attached to the upper surface of the reinforcing film to expose the adhesive surface of the upper surface of the reinforcing film; cover the adhesive surface of the upper surface of the reinforcing film with steel wire wrapping, and press the steel wire wrapping to make it tightly connected to the reinforcing film, thus completing the overall film bonding between the all-steel tire carcass and the steel wire wrapping.

[0010] Preferably, the upper surface of the reinforcing film has an arc-shaped groove, and the two ends of the arc-shaped groove gradually narrow towards the edge of the reinforcing film until they disappear. First, the upper surface of the reinforcing film facing the steel wire wrapping is defined as the processing surface for the arc-shaped groove. An arc-shaped groove is formed on this surface along the extension direction of the tire carcass steel wire. During processing, the shape of the arc-shaped groove is controlled so that the two ends of the groove gradually narrow towards the edge of the reinforcing film until they completely disappear at the edge of the reinforcing film, forming a gradient groove shape that is "wide in the middle and narrow at both ends." This arc-shaped groove, as a "stress-guiding groove," constructs a dual protective structure of "macro-gradient support and micro-stress diversion," overcoming the shortcomings of existing technologies that rely solely on the "local laying and gradient thickness" of the reinforcing film to buffer stress without addressing its own micro-structure design. It can guide the radial stress in the bead area to disperse along the groove, avoiding local stress accumulation at the interface between the reinforcing film and the steel wire wrapping. Simultaneously, the "elastic deformation space" formed by the groove can absorb the shear stress generated by the deformation of the tire sidewall, solving the problem that the original reinforcing film relies solely on material modulus for buffering and has insufficient stress diversion capacity.

[0011] Preferably, the lower surface of the reinforcing film has positioning grooves around its perimeter, and the lower surface of the base film has positioning protrusions around its perimeter, with the positioning grooves and positioning protrusions forming an embedded design. This embedded structure of "positioning protrusions-positioning grooves" transforms the external positioning relying on "positioning devices" in existing technologies into self-positioning of the components, representing a structural innovation. It ensures that there is no relative displacement between the base film and the reinforcing film before hot-pressing and vulcanization, guaranteeing that the reinforcing film accurately covers the "cross-contact area" and avoiding the omission of stress concentration points due to positional deviations. At the same time, it increases the contact area between the two layers of film, improving the bonding strength after vulcanization and solving the problem that the reliability of bonding depends solely on process precision in the original planar bonding method.

[0012] Preferably, the inner cavity of the reinforcing film is provided with a stress-dispersing hole array, and the stress-dispersing hole array is composed of stress-dispersing holes. This stress-dispersing hole array constructs a composite structure of "rigid skeleton + elastic hole wall" through stress-dispersing holes, which makes up for the defects of the existing technology where the reinforcing film is "solid sheet", relies only on the material modulus to buffer stress, and does not optimize the stress transmission path; the stress-dispersing holes can transform concentrated stress into dispersed force on the hole wall, and the air inside the holes can also assist the reinforcing film in heat dissipation, solving the problem of "concentrated stress transmission and low heat dissipation efficiency" of the original solid structure of the reinforcing film.

[0013] Preferably, the inner cross-section of the stress-dispersing holes in the stress-dispersing hole array is honeycomb-shaped, and the stress-dispersing holes on the stress-dispersing hole array gradually decrease in size at the inner edge region of the reinforcing film, thus forming a gradient hole distribution with sparser holes in the middle and denser holes at the edges. The honeycomb cross-section optimizes the stress-dispersing hole stress structure and improves stress dispersion efficiency; the gradient hole distribution with "sparser holes in the middle and denser holes at the edges" can avoid stress abrupt changes at the edges of the reinforcing film due to excessive rigidity, further adapting to the deformation requirements of different areas of the tire sidewall; compared with ordinary stress-dispersing hole structures, this design is more effective in stress dispersion and deformation adaptation, further improving the reinforcing film's ability to buffer and conduct stress on the tire sidewall.

[0014] Preferably, the upper surface of the base film is uniformly provided with elastic protrusions, and reinforcing ribs are installed in the inner cavity of the base film, with the reinforcing ribs being woven from aramid fibers. The elastic protrusions on the upper surface achieve "localized reinforcement of flexibility." High-density protrusion areas can provide high elastic support to resist severe deformation, while low-density protrusion areas retain moderate flexibility to avoid secondary stress. At the same time, they form a "point-to-surface" bonding method with the tire carcass steel wires, increasing friction to prevent axial displacement of the film and solving the problem of easy slippage in the original planar bonding. The aramid fiber woven reinforcing ribs in the inner cavity construct a "layer synergy and internal reinforcement" anti-flexural system, improving the flexural strength of the base film. Its elastic modulus is between that of the base film and the reinforcing film, forming a modulus gradient of "base film-reinforcing rib-reinforcing film," avoiding secondary stress caused by excessive modulus difference, solving the problem of "insufficient flexural strength and easy fatigue" of the original base film, and extending the service life of the tire sidewall.

[0015] Compared with the prior art, this utility model provides a film bonding structure between the all-steel tire carcass and the steel wire overlay, which has the following beneficial effects:

[0016] The rubber sheet bonding structure between the all-steel tire carcass and the steel wire overlay forms a double-layer structure through the reinforcing rubber sheet and the base layer rubber sheet located below the reinforcing rubber sheet. The base layer rubber sheet provides basic adhesion and elasticity, while the reinforcing rubber sheet improves the overall strength and fatigue resistance, together providing suitable support for the sidewall area and helping to prevent the sidewall from creased. At the same time, the reinforcing rubber sheet can also buffer the interaction between the steel wire overlay and the carcass steel wires, reducing the direct stress transmission between the two.

[0017] The reinforcing film employs a gradient modulus design and an elastic modulus design. The gradient modulus design allows the reinforcing film to have appropriate rigidity and elasticity in different areas, better adapting to the stress differences at different contact points between the steel wire wrapping and the carcass steel wire, achieving effective stress buffering and dispersion, and avoiding the occurrence of local stress concentration. The elastic modulus design allows the reinforcing film to have appropriate elastic deformation capacity when subjected to external forces, which can provide a certain rigid support and can promptly return to its original shape after being subjected to force, reducing fatigue damage caused by excessive deformation.

[0018] The gradually narrowing width design of the reinforcing film and base film on both sides can adapt to the stress diffusion requirements in the extension direction of the tire carcass steel wires, so that the stress can be smoothly transmitted in the area of ​​width change, avoiding stress concentration caused by abrupt width changes. At the same time, it can also allow the reinforcing film and base film to better fit the tire's structural shape, reducing the possibility of wrinkles or air bubbles after bonding, improving the overall bonding stability and reliability, and thus helping to improve the tire's bead durability and load-bearing capacity, and reducing the occurrence of problems such as internal tire cracking. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the separation structure of the reinforcing film, the base film, and the release liner of this utility model;

[0021] Figure 3 This is a schematic diagram of the lower surface structure of the reinforcing film and the base film of this utility model;

[0022] Figure 4 This is a schematic cross-sectional view of the reinforcing film portion of this utility model;

[0023] Figure 5 This is a cross-sectional view of the base film portion of this utility model.

[0024] In the diagram: 1. Reinforcing film; 2. Base film; 3. Release film; 4. Arc-shaped groove; 5. Positioning slot; 6. Stress dispersion hole array; 7. Positioning protrusion; 8. Reinforcing rib; 9. Elastic protrusion. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] This utility model provides a technical solution: a film bonding structure between an all-steel tire carcass and steel wire overlay, comprising: (See details) Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 The film consists of a reinforcing film 1 and a base film 2 disposed below the reinforcing film 1. Both the upper and lower surfaces of the reinforcing film 1 and the base film 2 are connected to a release membrane 3. The reinforcing film 1 has a gradient modulus design, and the base film 2 has an elastic modulus design. The reinforcing film 1 and the base film 2 are divided into a contact area and a non-contact area. The thickness of the contact area on the reinforcing film 1 and the base film 2 is greater than the thickness of the non-contact area. The width of both sides of the reinforcing film 1 and the base film 2 gradually narrows.

[0027] First, completely remove the release film 3 attached to the lower surface of the base film 2 to expose the adhesive surface of the lower surface of the base film 2; then align the adhesive surface of the lower surface of the base film 2 with the surface of the tire carcass wire to ensure that the base film 2 flatly covers the preset area of ​​the tire carcass wire, thus completing the bonding of the base film 2 and the tire carcass wire.

[0028] Remove the release film 3 attached to the upper surface of the base film 2 to expose the adhesive surface of the upper surface of the base film 2; according to the position of the cross contact area between the carcass steel wire and the steel wire wrapping, remove the release film 3 attached to the lower surface of the reinforcing film 1 so that the adhesive surface of the lower surface of the reinforcing film 1 is aligned with the contact area of ​​the upper surface of the base film 2; press the reinforcing film 1 to complete the bonding of the reinforcing film 1 and the base film 2.

[0029] Remove the release film 3 attached to the upper surface of the reinforcing film 1 to expose the adhesive surface of the upper surface of the reinforcing film 1; cover the adhesive surface of the upper surface of the reinforcing film 1 with the steel wire wrapping cloth, and make the steel wire wrapping cloth and the reinforcing film 1 tightly connected by the pressing operation, and finally complete the overall film bonding between the all-steel tire carcass and the steel wire wrapping cloth.

[0030] The base layer film 2 adopts an elastic modulus design, which can form flexible support in the sidewall area to prevent the sidewall from deforming due to insufficient support; the reinforcing film 1 adopts a gradient modulus design, which can provide a rigidity enhancement effect. The two work together to effectively prevent the sidewall from folding, while strengthening the structural stability of the bead area, thereby improving the load performance of the all-steel tire.

[0031] The gradient distribution modulus design of the reinforcing film 1 can specifically buffer the interaction force between the steel wire wrapping and the carcass steel wire, isolate the local stress concentration phenomenon, avoid local wear or breakage of the steel wire wrapping and the carcass steel wire due to stress concentration, and extend the service life of the steel wire components.

[0032] The reinforcing film 1 and the base film 2 are divided into a contact area and a non-contact area, and the thickness of the contact area is greater than that of the non-contact area. This design can adapt the support capacity according to the stress intensity of different areas. At the same time, the width of both sides gradually narrows, which can eliminate the difference in height between the tire body and the steel wire wrapping, realize the smooth transition of the bead material, and avoid additional stress caused by the difference in material height.

[0033] The upper and lower surfaces of the reinforcing film 1 and the base film 2 are connected with a release film 3. The release film 3 can protect the bonding surfaces of each film before bonding, prevent the bonding surfaces from being contaminated by dust and impurities or from bonding with other components in advance, and ensure that each component can be tightly bonded during bonding, thereby improving the stability and reliability of the overall film bonding structure.

[0034] Please see Figure 2 and Figure 4 An arc-shaped groove 4 is provided on the upper surface of the reinforcing film 1, and the two ends of the arc-shaped groove 4 gradually narrow towards the edge of the reinforcing film 1 until they disappear. First, the upper surface of the reinforcing film 1 facing the steel wire wrapping is defined as the processing surface of the arc-shaped groove 4. The arc-shaped groove 4 is opened on this surface along the extension direction of the tire carcass steel wire. During the processing, the shape of the arc-shaped groove 4 is controlled so that the two ends of the groove gradually narrow towards the edge of the reinforcing film 1 until they completely disappear at the edge of the reinforcing film 1, forming a gradient groove shape that is "wide in the middle and narrow at both ends". This arc-shaped groove 4 serves as a "stress-guiding groove", constructing a dual protection structure of "macro-gradient support and micro-stress diversion". This compensates for the shortcomings of existing technologies that rely solely on the "local laying and gradient thickness" of the reinforcing film 1 to buffer stress without considering its own micro-structure design. It can guide the radial stress in the bead area to be dispersed along the groove shape, avoiding local stress accumulation at the contact interface between the reinforcing film 1 and the steel wire wrapping. At the same time, the "elastic deformation space" formed by the groove can absorb the shear stress generated by the deformation of the tire sidewall, solving the problem that the original reinforcing film 1 relies solely on the material modulus for buffering and stress diversion.

[0035] Please see Figure 3The reinforcing film 1 has positioning grooves 5 around its lower surface, and positioning protrusions 7 are added around its lower surface of the base film 2. The positioning grooves 5 and positioning protrusions 7 are embedded. First, positioning grooves 5 are machined around the lower surface of the reinforcing film 1 facing the base film 2. Second, positioning protrusions 7 are machined around the lower surface of the base film 2, corresponding to the positions of the positioning grooves 5. Third, when bonding the reinforcing film 1 and the base film 2, the positioning protrusions 7 are embedded into the positioning grooves 5, achieving an embedded fit. This embedded structure of "positioning protrusions 7-positioning grooves 5" transforms the existing technology's reliance on external positioning devices into self-positioning of the components, representing a structural innovation. It ensures no relative displacement between the base film 2 and the reinforcing film 1 before hot-pressing and vulcanization, guaranteeing that the reinforcing film 1 accurately covers the "cross-contact area," avoiding stress concentration points missed due to positional deviations. Simultaneously, it increases the contact area between the two layers of film, improving the bonding strength after vulcanization and solving the problem of relying solely on planar bonding and the dependence of bonding reliability on process precision.

[0036] Please see Figure 4 The inner cavity of the reinforcing film 1 is provided with a stress-dispersing hole array 6, and the stress-dispersing hole array 6 is composed of stress-dispersing holes. Multiple stress-dispersing holes are machined along the extension direction of the carcass steel wire in the inner cavity of the reinforcing film 1, and these stress-dispersing holes are arranged in an orderly manner to form the stress-dispersing hole array 6. During processing, the complete adhesive layer on the side of the reinforcing film 1 closest to the base film 2 is preserved to avoid affecting the bonding effect between the two. This stress-dispersing hole array 6 constructs a composite structure of "rigid skeleton + elastic hole wall" through stress-dispersing holes, overcoming the shortcomings of the existing technology where the reinforcing film 1 is a "solid sheet," relies solely on material modulus to buffer stress, and does not optimize the stress transmission path. The stress-dispersing holes can convert concentrated stress into dispersed force on the hole wall, and the air inside the holes can also assist the reinforcing film 1 in heat dissipation, solving the problem of "concentrated stress transmission and low heat dissipation efficiency" in the original solid structure of the reinforcing film 1.

[0037] The stress-dispersing holes in the stress-dispersing hole array 6 have a honeycomb-shaped cross-section, and the stress-dispersing holes in the array gradually shrink at the edge of the inner cavity of the reinforcing film 1, thus forming a gradient hole distribution with sparser holes in the middle and denser holes at the edges. When processing the stress-dispersing holes in the stress-dispersing hole array 6, the cross-section of the inner cavity of each stress-dispersing hole is first processed into a honeycomb shape; then, when processing the stress-dispersing holes in the edge region of the inner cavity of the reinforcing film 1, the hole size is gradually reduced, so that the stress-dispersing hole array 6 presents a gradient hole distribution with larger and sparser hole spacing in the middle region and smaller and denser hole spacing at the edges. The honeycomb cross-section optimizes the stress-dispersing hole stress structure and improves stress dispersion efficiency. The gradient hole distribution with "sparser holes in the middle and denser holes at the edges" can avoid stress abrupt changes at the edges of the reinforcing film 1 due to excessive rigidity, further adapting to the deformation requirements of different areas of the tire sidewall. Compared with ordinary stress-dispersing hole structures, this design is more effective in stress dispersion and deformation adaptation, further improving the buffering and conduction capabilities of the reinforcing film 1 for tire sidewall stress.

[0038] Please see Figure 5 The upper surface of the base layer rubber sheet 2 is uniformly provided with elastic protrusions 9, and reinforcing ribs 8, which are woven from aramid fibers, are installed in the inner cavity of the base layer rubber sheet 2. First, on the upper surface of the base layer rubber sheet 2, elastic protrusions 9 are uniformly distributed using the same rubber material as the base layer rubber sheet 2 through an integrated molding process. Second, in the inner cavity of the base layer rubber sheet 2, near the easily folded area of ​​the tire sidewall, i.e., the transition section between the tire carcass steel wire and the tire bead, reinforcing ribs 8, woven from aramid fibers, are installed along the circumference of the tire sidewall perpendicular to the extension direction of the tire carcass steel wire. Then, a vulcanization process is used to integrally mold the reinforcing ribs 8 with the base layer rubber sheet 2. The elastic protrusions 9 on the upper surface achieve "localized reinforcement of flexibility," with high-density protrusion areas providing high elastic support to resist severe deformation, and low-density protrusion areas retaining moderate elasticity. The flexibility avoids secondary stress and forms a "point-to-surface" bonding method with the tire carcass steel wires, increasing friction to prevent axial displacement of the film and solving the problem of slippage caused by the original planar bonding. The aramid fiber braided reinforcing rib 8 in the inner cavity constructs a "layer synergy and internal reinforcement" anti-flexural system, which improves the flexural strength of the base film 2. Its elastic modulus is between that of the base film 2 and the reinforcing film 1, forming a modulus gradient of "base film 2-reinforcing rib 8-reinforcing film 1". This avoids secondary stress caused by excessive modulus difference, solves the problem of "insufficient flexural strength and easy fatigue" of the original base film 2, and extends the service life of the tire sidewall.

[0039] This solution involves completely removing the release film 3 attached to the lower surface of the base film 2, exposing the adhesive surface of the lower surface of the base film 2; aligning the adhesive surface of the lower surface of the base film 2 with the surface of the tire carcass wire, ensuring that the base film 2 flatly covers the preset area of ​​the tire carcass wire, thus completing the bonding between the base film 2 and the tire carcass wire. During this process, the elastic protrusions 9 of the base film 2 form a "point-to-surface" bonding with the tire carcass wire to increase friction, and the reinforcing ribs 8 provide flexural support for the base film 2.

[0040] Bonding Reinforcing Film 1 and Base Film 2: Remove the release film 3 connected to the upper surface of the base film 2 to expose the adhesive surface of the upper surface of the base film 2; according to the position of the cross contact area between the carcass steel wire and the steel wire wrapping, remove the release film 3 connected to the lower surface of the reinforcing film 1 so that the adhesive surface of the lower surface of the reinforcing film 1 is aligned with the contact area of ​​the upper surface of the base film 2. At the same time, insert the positioning protrusion 7 of the base film 2 into the positioning slot 5 of the reinforcing film 1, press the reinforcing film 1 to complete the bonding of the two. During this process, the positioning protrusion 7 and the positioning slot 5 ensure that there is no relative displacement between the two. The gradient distribution modulus of the reinforcing film 1 and the elastic modulus of the base film 2 initially work together.

[0041] After bonding, the arc-shaped groove 4 guides the radial stress in the bead area to disperse along the groove and absorb shear stress. The stress dispersion hole array 6 transforms the concentrated stress into dispersed force on the hole wall and assists in heat dissipation. The thickness of the contact area between the reinforcing film 1 and the base film 2 is adapted to the stress intensity of different areas, and the narrowing of the width on both sides eliminates the material drop difference. Together, they enhance the stability of the bead structure, prevent the sidewall from folding, avoid component wear or breakage caused by stress concentration, and extend the tire service life.

[0042] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0043] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A film bonding structure between an all-steel tire carcass and steel wire overlay, characterized in that, include: The reinforcing film (1) and the base film (2) disposed below the reinforcing film (1) are provided with a release film (3) on the upper and lower surfaces of the reinforcing film (1) and the base film (2). The reinforcing film (1) is designed with a gradient modulus and the base film (2) is designed with an elastic modulus. The reinforcing film (1) and the base film (2) are divided into a contact area and a non-contact area. The thickness of the contact area on the reinforcing film (1) and the base film (2) is greater than the thickness of the non-contact area. The width of the two sides of the reinforcing film (1) and the base film (2) gradually narrows.

2. The film bonding structure between the all-steel tire carcass and the steel wire wrapping fabric according to claim 1, characterized in that: The upper surface of the reinforcing film (1) is provided with an arc-shaped groove (4), and the two ends of the arc-shaped groove (4) gradually narrow towards the edge of the reinforcing film (1) until they disappear.

3. The film bonding structure between the all-steel tire carcass and the steel wire wrapping fabric according to claim 1, characterized in that: The lower surface of the reinforcing film (1) is provided with positioning slots (5) around the perimeter, and positioning protrusions (7) are provided around the lower surface of the base film (2), and the positioning slots (5) and positioning protrusions (7) are embedded.

4. The film bonding structure between the all-steel tire carcass and the steel wire wrapping fabric according to claim 1, characterized in that: The inner cavity of the reinforcing film (1) is provided with a stress dispersion hole array (6), and the stress dispersion hole array (6) is composed of stress dispersion holes.

5. The film bonding structure between the all-steel tire carcass and the steel wire overlay as described in claim 4, characterized in that: The stress dispersion holes on the stress dispersion hole array (6) have a honeycomb-shaped cross-section, and the stress dispersion holes on the stress dispersion hole array (6) gradually shrink in the inner edge region of the reinforcing film (1), thus forming a gradient hole distribution with sparse middle and dense edge.

6. The film bonding structure between the all-steel tire carcass and the steel wire wrapping fabric according to claim 1, characterized in that: The upper surface of the base film (2) is uniformly provided with elastic protrusions (9), and a reinforcing rib (8) is installed in the inner cavity of the base film (2), and the reinforcing rib (8) is woven from aramid fiber.

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