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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