Tyre Carcass Ply Layout to Prevent Bead Air Pockets
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Solution Overview
Problem
Existing tire manufacturing methods result in the formation of air channels and unsightly depressions on the outer surface of the tire due to incomplete bonding of tire components during the vulcanization process, leading to reduced tire quality.
Innovation Solution
The second carcass layer is positioned laterally to the bead cores and in contact with the bead cores, ensuring proper bonding by enclosing its end sections between the core packs and the first carcass ply, preventing air pockets and indentations through the folding of the first carcass ply around the second carcass ply during tire construction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If the second carcass ply terminates in the bead sections lateral to the bead cores with air channels remaining, then the tire construction process is simpler, but air pockets form causing localized shrinkage and depressions on the tire surface
Solution Approach 1:
The second carcass ply is positioned and extended into the bead areas between the first carcass layer and core profiles before vulcanization, ensuring proper bonding interfaces are established in advance. This preliminary positioning prevents air channel formation during the subsequent vulcanization process, eliminating the need for post-processing corrections.
Solution Approach 2:
The second carcass layer acts as an intermediary component that fills the space between the first carcass layer and core profiles in the bead areas. By extending into this intermediate zone and terminating in contact with both components, it ensures complete bonding and prevents air pocket formation that would otherwise occur in this gap region.
2Manufacturing precision
If the second carcass ply is extended into the bead areas between the first carcass layer and core profiles, then air pockets are prevented and tire quality improves, but the construction process becomes more complex
Solution Approach 1:
The second carcass ply is merged with both the first carcass layer and the core profiles by extending into the bead areas and making contact with both components. This merging creates a continuous bonded structure that eliminates air pockets and ensures uniform tire surface quality after vulcanization.
Solution Approach 2:
The second carcass ply is specifically extended into the bead areas where bonding quality is critical, rather than uniformly throughout the entire tire structure. This localized extension ensures high bonding precision in the critical bead regions while maintaining simplicity in other areas of the tire construction.
Data Source
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AI summary
The invention relates to a vehicle tyre comprising: a tread (1); a belt (6) which comprises at least two layers (6a, 6b); bead regions (2) having bead cores (3) and core profiles (4); a carcass inlay having a first carcass layer (9, 9') and a second carcass layer (10); wherein the first carcass layer (9, 9') comprises a portion (8a) which extends continuously from bead region (2) to bead region (2) and along the inner layer (8), bend portions (9d, 9'd) which extend axially on the bead cores (3), and additional portions (9b) which extend outside in the bead regions (2); and wherein the second carcass layer (10) comprises a continuous portion (10a) which extends from bead region (2) to bead region (2) while in contact with the first carcass layer (9, 9') and ends in the bead regions (2) externally laterally with respect to the bead cores (3). The second carcass layer (10) extends in the bead regions (2) between the first carcass layer (9, 9') on one side and the bead cores (3) together with the core profiles (4) on the other side, and while in contact with these components.