Tire Bead Design for Performance Enhancement

Pneumatic tire design with improved durability of the bead portions. The tire has a carcass layer turned up around the bead cores, covered by a rubber reinforcing support layer. This layer extends from lateral to the bead core towards the outer side, contacts the carcass body, and has 1.5x higher modulus than the bead filler and sidewall rubber. This suppresses rubber flow during vulcanization, preventing thickness variations at the turned-up carcass end and outer side. It also prevents release agent trapping and cracking during initial use.

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Pneumatic tire design with improved durability at the bead portion. The bead core has vertical lines extending from inner to outer width in the tire meridian cross-section. The vertical lines have lengths 20-30% of the core height and distances 30-40% of the core height from the bottom surface. This avoids stress concentration between the core and carcass by dispersing forces. The core has layered bead wires with misaligned ends and more wires outerward. It also has a ratio of bead-carcass distance to flange height within 10-15%.

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A pneumatic tire design with reduced weight in the bead area while maintaining durability. The tire has a recess in the outer surface of the sidewall and bead on the inner side of the maximum width. The recess has an outline with multiple arcs of varying curvature. This reduces rubber in the bead area. The recess depth is controlled to maintain tire integrity. Other features like a bead filler with specific elastic modulus and sidewall rubber properties further improve bead durability.

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Tire design with improved rolling resistance and durability by using an apex configuration between the bead and carcass ply. The tire has an apex with three layers: an outer tapered apex body, an intermediate harder strip apex, and an inner softer apex body. This gradual stiffness transition between the apex and carcass ply reduces concentration of stress at the outer end of the apex body compared to a single apex layer.

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A method and apparatus for forming an improved apex in a radial ply tire that prevents curling and splice formation while avoiding damage during removal. The method involves using a specialized mold with a shaped insert that matches the contour of the bead and turn-up. This allows the apex rubber to fill the insert and form a smooth, curveless tip. The insert is then removed before curing to prevent damage. This results in a consistent and uniform apex with improved tire performance.

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Solid tires are a significant engineering innovation used in variety of applications. In industrial settings, they found on large tractors, trucks, heavy loading equipment, and smaller machinery like forklifts, bike tires, lawnmowers, casters. Numerous studies have simulated the behaviour solid under both static dynamic conditions. The goal this study is to develop numerical approach understand how changes layer thickness bead wire percentage affect performance tires. study, rubber components were modelled using hyper-elastic material model. most suitable model was identified ABAQUS by utilizing experimental data curve-fitting approach. Yeoh exhibited lowest statistical errors, as measured Mean Absolute Percentage Error (MAPE), Signed Difference (MSD), Deviation (MAD). model, developed best-fitting validated against obtained. Next, parametric conducted with two case studies: altering properties different layers varying wires. first which involved layers, base tread cushion (CCC) significantly increases displacements, achieving 66 % increment vertical displacement 73 horizontal displa... Read More

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A pneumatic tire for SUVs and minivans that provides both steering stability and ride comfort. The tire has a unique bead filler and carcass layer configuration. It has a first bead filler outer to the bead core, a carcass layer turned up around the bead core and first filler, and a second bead filler outer to the carcass layer turn-up. This setup provides optimal rigidity and vertical spring constant balance for steering stability and ride comfort. The dimensions of the bead fillers, carcass layer, and turn-up are optimized to balance the steering stability and ride comfort.

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Pneumatic tire design that improves steering stability, durability, and ease of mounting/demounting without compromising one another. The tire has a turned-up ply with turned-up portions around the bead cores. Inner and outer apex rubbers extend between the main body and turned-up portions. The inner apex rubber height is 18-30 mm. The tire has specific buttress, maximum width, and bead thickness measurements satisfying expressions (1)-(4). This configuration improves steering stability, durability, and allows easier mounting/demounting compared to traditional turned-up ply designs.

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A radial tire for heavy-duty vehicles like dump trucks that improves load capacity and reduces pressure requirements compared to standard tires. The tire has a unique carcass reinforcement structure with two layers, one inside the other, instead of the usual single layer. The inner layer wraps around the bead wires and extends from bead to bead. The outer layer is outside the inner layer in the crown region. The distance between the layers is controlled to balance bending stresses. The inner layer has smaller diameter steel cords compared to standard tires for flexibility. This allows higher load or lower pressure compared to single layer tires.

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Pneumatic tire design that reduces bead separation while allowing radial reinforcement. The tire has cross-laminated organic fiber layers in the bead region. These layers wrap the carcass and extend below the bead core. They prevent rubber flow during vulcanization, keeping the carcass close to the optimal position. The outer layer is farther radially out than the carcass turn-up. The inner layer is farther radially out than the core and outer layer. This reduces lift when molding, avoiding angle increases at the ends. This configuration prevents separation from the layers and carcass turn-up.

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Radial passenger vehicle tire with improved rolling resistance and handling compared to conventional tires. The tire has modified sidewall and bead design to reduce rolling resistance without compromising cornering performance. The sidewall profile near the rim is changed to match the rim flange curvature. The bead reinforcement layers have controlled stiffness. This allows lower rolling resistance by facilitating rim contact, without impacting cornering stiffness. The sidewall modification also improves rim mountability. A flexible bead layer can further lower rolling resistance.

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Semi-steel radial RV tire with high load capacity and improved bead durability. The tire has composite rubber reinforcements at the upper and lower sidewall ends. The upper reinforcement is between the belt and carcass, with width 15-20mm and thickness 2-6mm. The lower reinforcement is between the carcass and wear layer, with width 1/3 shoulder width and center 12-18mm from the rim. These reinforcements increase shoulder strength, reduce friction, and improve resistance to cutting/puncturing.

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A pneumatic tire design that balances steering stability and ride comfort in high aspect ratio tires like those on SUVs and minivans. The tire has a specific configuration of the bead fillers, carcass winding, and bead core thicknesses to improve both driving stability and ride comfort. The bead filler height is 10-30% of the tire height, the carcass winding ends inward of the tire width, and the bead filler tapers. This provides reinforcement at the bead without excess rigidity.

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A low rolling resistance tire design that reduces energy consumption by improving tire stability and load-bearing capacity. The tire has a bead with a thickened section between the rubber coating and the bead wire. This thickened section provides increased rigidity and prevents excessive deformation of the bead wire when subjected to external forces. It also prevents the rubber coating from wearing too thin. The thickened section improves bead stability and load-bearing capacity, which reduces rolling resistance compared to a standard bead design.

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Lightweight bead design for light truck tires that reduces weight without compromising strength and durability. The bead has an integrated outer and inner carcass, upper and lower apex rubber tapes, and wire rings. The upper apex rubber is taller than the outer carcass and provides extra protection. The lower apex tape supports the wire rings. The wear-resistant rubber and inner lining layer protect the carcass. By integrating the carcasses, using taller upper apex rubber, and optimizing the rubber layers, the bead weight is reduced compared to separate carcasses.

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Low rolling resistance tire with improved stability and reduced weight compared to conventional steel-belted tires. The tire uses a lightweight bead construction with a coating of nanogel and a coupling agent to improve bonding between the bead wires and rubber. The nanogel is a silicone-based polymer with low density and high flexibility. The coupling agent promotes adhesion between the nanogel and steel wires. This reduces weight compared to traditional steel beads while maintaining bead stability and preventing wire loosening. The nanogel coating also improves bead-to-carcass bonding. The nanogel and coupling agent can be applied to existing steel wires, without replacing them. This provides a retrofit solution to reduce rolling resistance and weight of existing tires.

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Low rolling resistance tire design with improved structural strength to reduce fuel consumption without sacrificing durability. The tire has a cord reinforcement layer between the cord layer covering the bead wire and the apex rubber. This reinforcing layer contacts the cord layer more firmly to disperse pressure and strengthen mechanical strength. It prevents the cord layers from separating when subjected to forces, reducing the risk of bead wire dispersion and improving rolling resistance.

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An all-steel radial tire with high bead durability that prevents bead failure in heavy-duty applications. The tire design optimizes the outer contour and internal structure of the bead area. The tire cross-section has specific width, height, and lower side plate heights to minimize bead deformation forces. The bead has an optimal layering sequence of wrapper, carcass, film, hard apex, soft apex between them. This configuration provides balanced rigidity and stress distribution. The soft and hard apex materials have specific hardness ratios and low heat generation properties to reduce bead delamination and cracking.

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Radial tire design with improved bead performance to prevent bead failures like cracks and bursts. The tire features a higher bead wrapper height compared to the carcass turn-up point, preventing the cord end from falling into the sidewall deformation zone. A composite apex rubber with two sections of different stiffnesses is used. This reduces shear forces between the carcass and bead wrapper. A glue layer is added between the apex and wrapper to further prevent cord end damage. Optimizing the bead structure and protecting the carcass turn-up points improves tire bead durability.

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Mining tire with reduced ring delamination under low-pressure conditions. The tire has a unique bead design to prevent ring detachment when the tire is underinflated. The bead wire is surrounded by a hard rubber core and a softer rubber core that overlap. This transition of stiffness from the rigid bead wire to the sidewall rubber prevents excessive deformation when the tire is low on air. The hard rubber core is also covered by a cushioning film to absorb impacts from the rim. The tire also has features like a sub-mouth steel wire reinforcement layer, retaining ring rubber, inner lining, and protective cloth to further stabilize the bead under low pressure.

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Design method for a light-duty truck tire that balances low rolling resistance, high durability, and wet grip. The method involves optimizing the tire contour, pattern, and structure to achieve these conflicting requirements. The contour has a low rolling resistance shape with controlled widths and angles. The pattern has circumferential grooves and transverse drainage ditches for wet grip. The structure uses double turn-up carcass cords, inner and outer reinforcing films, and a small extruded film to improve durability and bead strength.

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An all-steel radial tire bead structure that reduces bead failures in heavy-duty radial tires, particularly for large rim diameters like 20 inches. The improved bead design has a modified cord layer configuration and a reinforced nylon layer. The cord layer has a triangular shape at the bead apex instead of a curved turn-up. This prevents cord hollowing and cracking at the turn-up. The reinforced nylon layer provides additional support at the bead apex to prevent cord separation. These modifications address the high load and pressure stresses in the bead area that can cause failures in conventional designs.

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Tire design with a bead that can be evenly reset to improve tire durability and performance. The tire has a wheel hub with spokes and brake pads inside. The bead is sleeved over the hub. Support plates are provided between the hub and bead, and elastic blades are positioned between the plates. This coaxial design with support plates and elastic blades allows the bead to be evenly reset when deformed under pressure, preventing uneven resetting that can cause tire damage.

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All-steel heavy-duty tire bead design that improves torsional stiffness to prevent bead cracking and delamination in tires operating under heavy load and on slopes with U-shaped curves. The bead has an inner lining layer, sidewall compound, and outermost fiber layers surrounding a central steel wire ring and apex rubber. Intermediate layers include fiber reinforcement, steel carcass, and mouth layers. Isolation rubber between the carcass and mouth layers prevents cracking. This layered bead structure provides distributed stiffness and prevents localized stress concentration to resist torsional deformation forces.

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Tire with bead projections to improve lateral stiffness and handling performance. The tire has protrusions on the bead portion that contact the rim first when the tire is mounted. These projections have curved surfaces that protrude outward. They have centers located a specific distance from the rim reference point. The protrusions have circular, oval, or trapezoidal cross sections. They improve lateral rigidity by preventing excessive tire sidewall deformation during cornering.

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Pneumatic tire with improved bead durability and weight reduction by forming a truss structure inside the bead cavity. The tire has a hollow bead core, with ring frames extending along the inner surface. Multiple support frames interconnect the ring frames to improve bead strength. This truss structure replaces the traditional multi-wire bead core, reducing weight while maintaining bead function. The inner and outer rings are connected by frames like a cross frame.

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Pneumatic tire design that reduces rolling resistance and improves fuel efficiency without sacrificing durability. The tire has a bead-reinforcing layer outside the carcass that reinforces the bead portion. The tire also has specific geometric and material properties like loss tangent, complex elastic modulus, groove ratios, and sidewall characteristics.

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An engineering machinery tire with optimized bead components that prevents bead damage and blowouts in heavy machinery applications. The tire has a unique bead design with features like outer bead inserts, inner bead grooves, and rubber layers between the outer and inner beads. This configuration helps prevent bead slippage, wear, and separation that can cause premature failure in heavy machinery tires operating on rough terrain. The optimized bead components provide improved durability and reliability of engineering machinery tires.

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Pneumatic tire design with improved bead durability and ride comfort. It has a reinforcing rubber portion next to the turnup section of the carcass ply, between the bead and sidewall. This reinforcing rubber portion has a radially outer end that extends beyond the radially outer end of the inner rubber layer. It also has a thicker first portion where the inner and outer rubber layers are laminated, versus a thinner second portion where they are not. The outer rubber layer has a higher loss tangent and complex elastic modulus than the inner layer.

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Pneumatic tire design to reduce rolling resistance while maintaining tire rigidity for steering stability. The tire has a pair of bead apexes where the main body of the apex tilts at a specific angle (θc) relative to the tire axis. The apex tilting angle affects rolling resistance and torsional stiffness. The apex is tilted outward from the tire center. This imparts higher rolling resistance compared to a non-tilted apex. The angled apex increases in-plane torsional stiffness.

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A pneumatic tire design that reduces slippage between the tire bead and rim flange during high-performance driving while also preventing damage to the tire bead when mounting on a rim. The tire has a specific sidewall rubber compound and structure. The sidewall rubber has a complex elastic modulus ratio in a certain range. The sidewall also has an outer region that is softer than an inner region. This combination allows for controlled deformation of the outer sidewall during extreme driving conditions, reducing bead slippage. But the stiffer inner sidewall region prevents bead damage when mounting on a rim.

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A pneumatic tire design with improved flat spot resistance and high-speed durability. The tire has an optimized belt layer construction and bead design. It features a band layer with separate inner radial bands in each tread land. The inner radial bands have edges set back from the nearest groove to reduce strain. This reduces flat spots from band deformation when parked. The tire also has a shorter outer bead apex height to limit sidewall deformation. The optimized belt and bead design balance flat spot resistance with high-speed durability.

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Radial tire with improved strength, durability, and environmental performance by using a glass fiber reinforced bead core instead of steel wire. The glass fiber core is made by compressing glass fiber into a triangular shape. This core is used instead of a steel wire bead in the tire rim. The glass fiber core provides high tensile strength to resist circumferential tension from tire pressure and prevents brittleness compared to steel wire. The triangular shape allows the core to compress and conform to the tire rim during mounting. The glass fiber core also has better environmental properties compared to steel wire as it is made of inorganic non-metallic material.

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A heavy-duty tire has improved bead durability to prevent inner carcass cord damage. The tire has bead cores with an angled inner surface that matches the rim seat angle when mounted. This reduces cord rubbing. The bead also has an apex rubber that tapers outward from the core with a softer inner portion. This provides cushioning to further reduce rubbing.

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Pneumatic tire with improved rolling resistance and lateral stiffness by using two different rubber compounds in the bead rim strip. The tire has a first rubber compound along the carcass turn-up that connects to a second rubber compound that contacts the rim. The compounds have different rebounds and hardness to provide a balance of performance. The first compound improves rolling resistance while the second compound enhances lateral stiffness.

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Bead design for heavy-duty truck tires to improve endurance and prevent carcass damage. The bead features a contention armature that overlaps itself on the outer side of the bead core rod. This overlapping armature provides additional reinforcement and prevents relative movement between the bead core and rubber components, reducing stress on the carcass and increasing bead endurance.

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A new tire bead structure for heavy-duty all-steel radial tires that improves durability and load carrying capacity under high loads. The bead structure uses a double reinforcing steel wire and optimized material gradient distribution to improve rigidity and prevent failure at the cord layer turnup. The double reinforcing steel wire provides additional support at the outer bead, reducing deformation and delamination. The material gradient distribution provides a more reasonable distribution of stiffness and strain energy in the bead area.

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Reducing the weight of tire beads while maintaining functionality for easier mounting and inflation. The beads are divided into two parts with different materials. The first part near the rim has low stiffness to allow flexible mounting. The second part closer to the carcass has higher stiffness for inflation. The lower stiffness material is sheathed around the higher stiffness material. This allows a bead with reduced mass compared to a solid rod. The sheathed lower stiffness section allows flexible mounting, while the inner higher stiffness section provides rigidity during inflation.

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A pneumatic tire design to improve handling and durability without adding weight or complexity. The tire has a reinforced bead filler with a thinner inner bead filler layer and an additional cord layer on the outer surface. This reduces weight compared to conventional bead fillers while still providing strength and preventing deformation. The thinner inner filler layer reduces overall filler volume. The outer cord layer relieves stress concentrations and prevents cracking. It allows the bead to better transmit force to the road and handle better during steering.

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A pneumatic tire design that improves bead durability specifically for tires with an outer apex structure. It involves adding reinforcing rubber layers adjacent to the carcass turn-up portions in the bead area. The innermost rubber layer has a lower loss tangent (tan δ) than the outer layer. These differential damping properties help reduce fatigue and separation in the bead area.

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An integral bead design for racing radial tires that improves durability and prevents cracking at the bead ends compared to traditional steel cord beads. The bead has a unique cross-section shape with a lower portion in a specific non-round shape (like a shape or triangle) connected by rounded corners to an upper portion with a smooth curved cross-section. This integrated shape reduces stress concentration and prevents cracks at the cord ends compared to traditional beads with rounded corners only.

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A heavy vehicle tire design to improve bead endurance and prevent cracking that occurs due to bending stresses in the bead when mounted on a rim. The tire utilizes a cushion rubber layer between the carcass layer and bead reinforcing layer elastomers. The cushion rubber has a lower modulus elastomer than the carcass and bead elastomers. This prevents cracks in the carcass elastomer from propagating to the bead reinforcement. The cushion rubber also reduces shear stresses on the carcass elastomer.

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A heavy-duty tire with improved resistance to curb impacts. The tire has a radial carcass reinforcement with a single layer of cords turned up around the tire bead. At least one layer of reinforcing cords provides additional stiffness at the turn-up. The cords are turned up around the bead wire to prevent damage from contact with the rim.

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A pneumatic tire for electric vehicles with improved rolling resistance, durability, and driving performance compared to conventional tires. The tire has a steel carcass ply that is not turned up through the bead portion like conventional tire plies. Instead, the steel ply extends straight through the bead. This eliminates the stress concentrations and delamination issues of turned-up plies. The straight ply improves rolling resistance, durability, and driving performance.

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A tire that provides improved grip, handling, and durability for high-performance applications like racing. The tire has a unique architecture and construction method that includes a continuous reinforcing filament wrapped in multiple layers around the bead. This improves bead durability and prevents cracking under extreme stresses. Additional features like angled carcass plies and low-angle crown reinforcement also enhance performance.

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A pneumatic tire with reduced weight and improved durability by optimizing the bead area construction. The tire has bead cores, a carcass layer, and a rim cushion rubber. The bead cores are wound bead wires surrounded by the carcass layer turned back over them, and the rim cushion rubber covers the turned-back carcass layer. The turned-back carcass layer forms a closed region around the bead cores. The tire reduces weight and material use by minimizing rubber occupancy in the closed region while maintaining durability with a specific wire arrangement and contact height ratio.

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Pneumatic tire with improved bead design for better engagement and steering stability. The tire has a pair of bead portions with bead cores. The design involves optimizing the distance between the inner end of the bead core and the bead toe, so that it is larger than 0.5 times and smaller than 2.5 times the maximum width of the bead core. This prevents excessive rubber deformation and improves rim engagement without sacrificing steering stability.

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A truck tire bead design with overlapping impact guards to improve durability. The bead core has a bar surrounded by filler. The impact guards surround the bar and filler and overlap radially outward. This overlapping portion is located outside the bar. The bar perimeter is sized relative to the filler zones to balance protection and flexibility. The overlapping guards prevent movement between the bar and filler that can damage the carcass in the bead area.

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A bead design for heavy truck tires that reduces or eliminates flex hot spots and improves heat resistance without adding significant cost. The bead has two layers, one above and one below the bead filler, that are stiffer than the filler. The stiffness of these layers is 8-14 MPa. This configuration of the bead layers reduces or eliminates flex hot spots just above the bead core compared to using a co-extruded bead filler. It improves tire performance without extending the liner sheet or adding complexity like co-extrusion.

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Heavy duty tire with reinforced bead area to prevent failures and separations due to heat buildup and stress concentration during driving. The tire has additional reinforcing materials sandwiched between the carcass ply and steel chafer at the bead area. This disperses heat and stress generated during driving, preventing localized failures and separations at the bead. The reinforcing materials wrap the carcass and chafer ends before they turn up the bead.

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