Optimizing Tire Bead Design for Improved Performance

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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Heavy-duty tire design and manufacturing to improve bead durability without increasing rolling resistance. The tire has a unique carcass contour and molding process. The carcass contour has an outwardly bulging curved portion connected to an inwardly recessed inversely curved portion. This shape is represented by two tangent arcs. The ratio of distances from the tire equator and bead base to the arcs' inflection point falls within specific ranges. The molding process uses a clip width slightly larger than the rim width to apply pressure evenly during vulcanization.

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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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