High Load-Bearing Tire Construction

Rubber composition for heavy-load tires that provides low heat buildup, high wear resistance, and high chipping resistance. The composition contains a conjugated diene polymer with a glass transition temperature (Tg) of -60°C or lower that interacts with silica. This polymer is combined with silica to form the tire rubber. The low Tg polymer improves low heat properties, while the silica interaction enhances wear and chipping resistance. The composition can be used in heavy-load tires like truck tires to balance low heat buildup with wear and chipping performance.

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Airless tire design with improved load distribution to enhance durability and prevent spoke failure. The tire has spokes connecting the wheel rim to the tread, with a bent section between the rim and tread ends of each spoke. An intermediate ring connects the bent sections. This configuration allows load applied to the tire to be transmitted circumferentially through the ring instead of just through the spokes. This distributes the load better compared to straight-spoke designs, preventing excessive loading on spokes near the ground contact.

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Tire design to prevent tread peeling while minimizing rolling resistance, particularly for heavy electric vehicles. The tire has a tread with a base layer covered by a harder cap layer. The cap layer thickness ratio in the crown land is 1.5-3.5, the middle land is equal or greater than crown land, and the shoulder land is higher. This prevents tread peeling at high loads. The cap layer ends coincide with belt ends or are inside. This prevents peeling when the tread wears.

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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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Wheel assembly for heavy machinery like mining vehicles that uses gas springs between the inner and outer rims instead of air-filled tires. The gas springs provide suspension and allow relative movement between the rims. The outer rim has a closeable gap with the inner rim to prevent excessive movement. This prevents deformation and blowouts compared to pneumatic tires. The outer rim also has stops to limit lateral movement. The wheel can be made with interchangeable tread assemblies. The gas springs can have controllable operating responses. The wheel assembly can be used in rotating drum applications like mining machines.

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ABSTRACT As the global transportation industry evolves, there is a rapid surge in market demand for engineering tires. Nevertheless, working environment becoming increasingly complex and challenging, tires are now subject to more stringent performance requirements, including reduced rolling resistance, decreased heat generation, enhanced wear cut resistance. In this work, type of Eucommia ulmoides gum (EUG)/natural rubber (NR)/styrenebutadiene (SBR) nanocomposite was effectively prepared with silica as nanofiller. Subsequently, epoxidized natural (ENR) introduced into EUG/NR/SBR nanocomposites address issue agglomeration within enhance comprehensive nanocomposites. The relationship between ENR content further investigated. results demonstrate that reduces surface activity via hydrogen bond effect grafting reaction, thus enhancing dispersion. Moreover, at an 9 phr, dynamic temperature rise 25.2C volume abrasion 0.135 cm 3 1.61 km 1 , representing 12.2% reduction 21.1% decrease compared without ENR. This work develops innovative approach dispersion fillers EUGbased multifu... Read More

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Rubber composition for heavy-load tires with improved wear resistance and low rolling resistance. The composition contains a solution-polymerized aromatic vinyl-conjugated diene copolymer with specific vinyl bond content and functional group, and carbon black. The copolymer has 0.5-25% aromatic vinyl units and 0-50% vinyl bond content in the conjugated diene units. This copolymer interacts better with carbon black, providing lower heat buildup, better wear resistance, and tear resistance.

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A pneumatic tire design that balances shock burst resistance and high-speed durability. The tire has a tread with center and shoulder regions. The center region has a center cover layer between the tread and carcass. The center region thickness is less than the shoulder region thickness. This reduces center tread height compared to the shoulders. It prevents excessive loading and pressure differences in the center during high-speed driving that can degrade durability. The center cover layer provides shock burst resistance without excessive center tread height.

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Wheel assembly for heavy machinery like mining vehicles that uses gas springs instead of air-filled tires. The wheel has an inner rim connected to the hub, an outer rim around it, and gas springs between them. This allows relative movement between the rims. The outer rim has treads attached. The gas springs provide suspension and cushioning instead of air pressure. The inner rim has a closeable gap with the outer rim to limit movement. The gas springs can be individually controlled for custom suspension. This reduces deformation, punctures, and blowouts compared to pneumatic tires.

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Abstract The spoke as a key component has significant impact on the performance of non-pneumatic tire (NPT). current research focused adjusting structures to improve single NPT. Few studies have been conducted synergistically multi-performance by optimizing structure. Inspired concept functionally gradient structures, this paper introduces honeycomb NPT and its optimization method. Firstly, completes parameterization structure establishes numerical models NPTs with seven different gradients. Subsequently, accuracy is verified using experimental methods. Then, static dynamic characteristics these are thoroughly examined finite element findings highlight that NPT-3 superior performance. Building upon this, study investigates effects parameters, such thickness length, load-carrying capacity, stress mass. Finally, multi-objective method proposed uses response surface model (RSM) Nondominated Sorting Genetic Algorithm - II (NSGA-II) further optimize functional NPTs. optimized NPT-OP shows 23.48% reduction in radial stiffness, 8.95% maximum 16.86% mass compared initial NPT-1. damping also ... Read More

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Pneumatic tire design to reduce uneven wear in center ribs and maintain grip in high-load vehicles. The tire has a unique tread pattern with specific rib width ratios and intermediate sipe overlap. The center rib width is at least 104% of the intermediate rib width. Adjacent intermediate sipe overlap sections are at least 30% of the intermediate rib width. This configuration allows the center rib to handle heavy loads without excessive wear while preventing uneven wear in the center compared to wider center ribs. The overlap sipes also help maintain grip in wet conditions.

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A tire design for heavy electric vehicles that reduces weight without compromising durability. The tire has specific dimensions and construction to meet high load capacity requirements while minimizing weight. The key features are: 1. Composed of a single carcass ply with low turn-up structure for weight reduction. 2. Belt width to tire width ratio in a specific range to allow thin sidewall layers in the bead region. 3. Bead apex heights less than 17% of tire height to prevent excessive sidewall deformation. 4. Average sidewall thickness in a 20-30mm zone from bead base is calculated based on tire width, belt width, and aspect ratio. This allows a thin sidewall in the critical load carrying region without compromising stiffness.

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Building tires for vehicle wheels with improved properties by using a specialized process and apparatus. The process involves spiraling a continuous elongated element made of an elastomeric material to form the sidewalls and tread of the tire. Instead of inserting additional elastomeric materials to provide specific properties, the process allows adding multiple materials directly into the elongated element during spiraling. This allows controlled distribution of the additional materials throughout the sidewall and tread components. This prevents deformation and displacement issues during molding that can compromise the added properties.

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This study aimed to investigate the relationship between static stiffness of non-pneumatic tires (NPTs) and design parameters composites spokes shear bands using finite element (FE) method. The stressstrain curve rubber material was fitted neo-Hookean constitutive model. Subsequently, key parameters, including reinforcement plate thickness spoke band materials, were selected based on NPT structure. FE simulations performed multiple sets different parameter schemes for NPTs, polynomial models vertical, lateral, longitudinal stiffnesses established response surface analysis. sensitivity analysis results indicated that significantly influenced three-dimensional stiffness, whereas materials had a relatively minor impact. Finally, multi-objective optimization employed determine scheme with maximum while ensuring vertical load-bearing capacity. Under premise capacity, increased by 39.1% 32.9% in forward backward directions, respectively. method can be used predict NPTs under or optimize setting desired target facilitating rapid NPTs.

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A heavy duty pneumatic tire with improved uniformity of ground contact pressure. The tire has a belt structure with three layers of belts between the carcass and tread. Each belt has multiple cords covered by a topping rubber. This three-belt construction provides better distribution of ground contact pressure compared to a two-belt tire. The additional belt layer helps prevent uneven wear and improves tire life in heavy load applications where ground contact pressure can vary significantly.

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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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Polydiene rubbers with improved properties for tire applications, made by polymerizing diene monomers with functionalized comonomers containing alkoxy silyl groups. The functionalized comonomers have repeating units derived from the functionalizing comonomer. The functionalized rubber polymers have better interactions with fillers and improved tire properties compared to non-functionalized diene polymers.

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Rubber composition for pneumatic tires with improved durability without sacrificing elongation. The composition contains a diene-based rubber, carbon black, and phosphoric acid-modified cellulose nanofiber. Adding the modified cellulose nanofiber to the rubber composition enhances rubber strength without reducing elongation compared to using just carbon black. This provides better tire durability without compromising tire flexibility.

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Rubber composition for pneumatic tires that improves durability without sacrificing elongation. The composition contains a diene-based rubber, modified diene-based rubber, carbon black, and phosphoric acid-modified cellulose nanofiber. The modified diene-based rubber improves rubber strength, while the nanofiber further enhances strength. The composition allows reducing filler like silica to improve elongation. The composition can be used in vulcanized rubber parts of tires.

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A tire assembly using shape memory alloys (SMAs) combined with polymers to create structures with combined properties of elasticity and strength. The tire assembly replaces the inner tube in a pneumatic tire with a toroidal SMA structure encapsulated in polymer. The SMA structure absorbs load like a spring and prevents punctures. The polymer encloses and bonds the SMA to the tread.

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Ply bulge failure in Truck and Bus Radial (TBR) tyres, predominantly observed the shoulder region, is a critical issue impacting tyre performance safety. This study investigates root cause of such failures through comprehensive analysis 13 field-return tyres varying patterns sizes. A multi-step methodology, including visual inspection, X-ray analysis, shearography, microscopy, FTIR, adhesion testing, was employed to characterize mechanism. Visual inspection used identify external factors as punctures, overloading, or bead damage, while confirmed absence structural defects, cord spacing irregularities belt offset, indicating that intrinsic material interactions were primary drivers failure. Shearography pinpointed incipient separation areas, which further examined microscopically. Microscopic revealed debonding mode at carcass ply-rubber interface crack initiation mode, followed by propagation along surfaces then transferring adjacent cords. To distinguish between rubber degradation adhesive layer aging, forensic combining FTIR 90 peel test (adhesion test) conducted. compounds ... Read More

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Tire design with multiple body plies and stabilizer ply inserts to improve durability and reduce weight compared to conventional tire construction. The tire has three body plies wrapping around the beads with decreasing widths. The innermost ply has the widest turn-up, the middle ply has a narrower turn-up inside the wider one, and the outermost ply has a wider turn-up inside the narrower one. Stabilizer inserts are placed between the body plies and beads to prevent overlaps. This configuration provides stability and prevents ply overlap without needing excessively wide outer plies. The inserts also reduce weight compared to overlapping plies.

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Upgrading micronized rubber powder (MRP) for large-scale reuse in tires by chemically activating the powder to improve performance. The activation involves treating the powder with silane during grinding to prevent sticking and using silica as a dusting agent. This functionalizes the powder surface to enhance vulcanization and dispersion in rubber compounds. The activation step involves contacting the powder with silane, silica, peroxides, or other activators. This allows using lower amounts of MRP in tire formulations compared to unactivated powder, which improves properties like tear strength, abrasion resistance, and dynamic performance.

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Silica-filled natural rubber compositions for tire treads that provide improved properties like tensile strength, tear resistance, wear resistance, and impact resistance compared to traditional natural rubber treads. The compositions contain natural rubber, functionalized synthetic polyisoprene, and a silica filler. The functionalized synthetic polyisoprene has silica-interactive functional groups that impart polymer-filler interaction to the natural rubber domains in the composition, resulting in enhanced properties from both the natural rubber and the functionalized synthetic polyisoprene.

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Silica-filled rubber compound for tires with high stiffness and reduced rolling resistance. The compound contains a specific additive with a dipole moment over 2 Debye, polar groups at one end of a hydrophobic carbon chain, and crosslinks only at the other end. This additive enhances silica dispersion and stiffness without increasing hysteresis compared to traditional plasticizers. The compound has a balance of stiffness and rolling resistance exceeding 1.15 in E'/TanD ratio.

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Non-pneumatic tire design that allows the tire to withstand high impact events without failure. The tire has a support structure with spokes that are designed to contact each other during high impact events. The spokes have curved foot portions that adapt to the curvature of the lower ring when bonded. This allows the spokes to flex and contact each other when the tire encounters a pothole or obstacle, distributing the force and preventing spoke failures. The spokes also have curved surfaces that match the ring scallops, allowing rotation adjustment without pre-stress.

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<div class="section abstract"><div class="htmlview paragraph">This paper investigates the development of a Finite Element model Mixed Service Drive truck tire sized 315/80R22.5 equipped with thermal simulating properties. The physical experiments were performed at high-speed track in Hllered, Sweden for combination travelling constant speed 80 km/h. For this investigation, Gross Combination Weight is approximately 42 metric tons. In Analysis environment, ESI Virtual Performance Solutions, designed hyperelastic Ogden solid rubber definitions. material definition used application as it more suitable to perform and wear analysis within environment. simulated increase two different temperature rates. simulates build-up over time select tires on High-Capacity transport combination, particularly driven tractor. element models can be computationally expensive simulate, especially long period time. Experimentally, belonging tractor increased shorter frame, which efficient developing FEA simulations.</div></div>

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A high wear-resistant light truck tire with two metal braided structures inside the tire body. The tire has symmetrical stripes and patterns on the outer sidewall. The metal braids are ring-shaped and evenly placed inside the tire. They provide reinforcement to resist wear in high load and rough road conditions.

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A passenger car tire with higher load capacity than standard tires of the same size without sacrificing space or comfort. The tire has a carcass reinforcement that extends further inward than usual relative to the tire's size. This allows the tire to withstand higher loads than a standard tire of the same size without increasing inflation pressure. The tire also has a sidewall height and carcass construction that enable it to maintain similar space and performance characteristics compared to the standard tire.

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Tire design that allows a passenger car tire to carry higher loads without needing higher inflation pressures. The tire has a load index greater than that of a standard tire of the same size and construction. This provides increased load capacity without sacrificing compactness or comfort. The tire maintains the same dimensions as a standard tire of the same size and aspect ratio. The higher load capacity allows using larger batteries for electric vehicles without needing larger tires or higher pressures. The tire can have a distinctive marking like "HL" or "XL+" to indicate the higher load capacity.

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Resilient, reinforced support structure for non-pneumatic tires that improves durability and load transmission. The support has a curved, flexible membrane connecting the inner and outer joints. The curved shape allows the support to flex and absorb impacts while maintaining radial stiffness. The joints connect to tire components like hubs and tread bands.

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A spring tire that provides improved load-carrying capacity, climbing ability, flotation, and traction compared to previous non-pneumatic tires. The tire uses shape memory alloy springs in the main body, tread, and bump stop. The tread has variable stiffness springs to create uneven deflection and form tread lugs when pressured. The bump stop contacts the rim to prevent over-deflection. The springs are interconnected to distribute the load around the rim. This allows top and bottom loading for increased capacity. The tire also has a spoked rim and integrated lugs for weight reduction.

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Non-pneumatic tire design for vehicles that doesn't require air pressure. The tire has a structure with reinforced annular bands adjacent to the tread that provide load support and uniform contact pressure. It also has a reinforcing belt formed by winding a linear reinforcement around the outer annular band to improve durability, rotational resistance, and lateral stiffness. This allows a non-pneumatic tire with maneuverability similar to pneumatic tires and efficient load support without air.

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High-strength, load-carrying pneumatic tire with low rolling resistance for small shuttles and other vehicles. The tire has an outer diameter of 350-600 mm and a belt layer to support high loads. It also contains a rubber compound with a mercaptocarboxylic acid compound to improve rolling resistance (fuel efficiency) and rubber strength. The tire design allows for a large rim diameter relative to the outer diameter to maximize load capacity while saving space.

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A truck tire with improved crown durability and increased load-carrying capacity. The tire has a tread with a thicker center rib section compared to the shoulder sections. This provides a stronger crown area for better durability and load-carrying capacity.

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A truck tire with improved crown durability and increased load-carrying capacity. The tire has a new tread pattern with unique features like multiple circumferential ribs and wide grooves to increase the contact area with the road. This provides better traction and reduces wear. The wider grooves also help with heat dissipation, which improves durability. Additionally, the tire has a reinforced crown area with thicker rubber to handle higher loads.

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A truck tire design with improved load-carrying capacity and durability. The tire has a tread, sidewalls, and beads. It features a belt reinforcement structure under the tread, with two angled working belts and a zigzag belt. The belts are oriented at angles of 10-50 degrees from the circumferential direction. This configuration allows the tire to carry heavier loads without excessive tread wear, providing improved crown durability.

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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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The invention is a non-pneumatic tire (NPT) with improved load-carrying capacity, damage tolerance, and speed capability compared to previous NPT designs. It achieves this through a reinforced annular beam that supports the load and extends radially inward to a thermoplastic elastomer annular support and rim. The annular beam is reinforced to prevent excessive deflection. The annular support is molded after the beam to create prestrain when it contracts upon cooling. This prestrain prevents excessive deflection under load. The rim lacks reinforcement to allow radial deflection.

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A non-pneumatic tire and wheel assembly provides a long-lasting, efficient, and comfortable alternative to traditional pneumatic tires that can go flat. The non-pneumatic tire has an outer flexible tread band with a grid of load-carrying spokes inside. The spokes are made of a material having a higher stiffness than the tread band. This allows the spokes to support the load and carry it like a traditional pneumatic tire, while the tread band provides contact with the road. The non-pneumatic tire can be molded in one piece for simplicity and cost efficiency.

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A lightweight, high-load annular tread for non-pneumatic tires that provides good stiffness and load-bearing performance while reducing weight compared to conventional treads. The tread uses a unique cord material for the belt layers instead of steel wire. The cord material is a synthetic fiber that balances strength and weight, allowing fewer layers to meet the load requirements. This reduces the overall weight of the tread compared to traditional steel-cord treads with more layers. The lightweight tread can be used in non-pneumatic tires to improve performance, reduce heat generation, and lower energy consumption compared to heavy steel-cord treads.

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A pneumatic tire for vehicles like trucks that has improved durability and load-carrying capacity. The tire has a tread with a crown region and shoulder region. The crown region is reinforced with additional rubber material to increase its durability. The shoulder regions have a lower rubber thickness to allow for more flexing and deformation, which increases the tire's load-carrying capacity. The combination of strengthening the crown and allowing more flex in the shoulders enhances the tire's overall durability and load capacity.

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A reinforced tire cord that balances strength and flexibility while allowing good elastomer penetration. The cord has an internal strand surrounded by an external strand. The external strand is wound in the opposite direction to the internal strand. The external strand has an incomplete layer - the outer wires don't touch. This creates gaps for elastomer to penetrate between the strands. The internal strand's wires have larger diameters towards the center to help elastomer flow. The cord is used in heavy-duty vehicle tires.

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A bias tire design with improved rigidity and load-carrying capacity at the tire side and bead areas. The carcass structure has an outer ply extending to the tire heels, a positive ply wrapping the traveler, and a turned-up ply wrapping the traveler. This provides additional reinforcement at the critical sidewall and bead regions compared to traditional bias tires with just a turn-up ply. The outer ply extending to the heels increases rigidity there, while the positive and turned-up plies around the bead improve load-carrying capacity.

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Heavy duty tire design with improved ground contact shape stability and reduced load on the tread while achieving weight reduction compared to conventional heavy duty tires. The tire has a unique cushioning layer arrangement and belt construction. The cushioning layer is laminated radially inward of the belt edges to prevent jumping of the belt when inflated. The belt has three plies with the inner ply closest to the carcass. The outer ply has thicker hump portions that transition to the inner ply. This prevents load transfer to the tread. The cushioning layer thickness is 2.2-2.8mm. The band between belts is wider than the belts. This stabilizes the ground contact shape.

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High-pass tire with enhanced resistance to cutting and puncturing on gravel roads. The tire has an epitaxial tread extension on the shoulder region. This extension increases the width of the shoulder by 2-8mm on each side compared to the original tread width. The extension also has a thickness of 2-8mm. This increases the contact area and overall thickness of the shoulder, improving load resistance, strength, and cutting/puncture resistance compared to a standard tire.

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Radial tire for heavy vehicles like construction equipment that simplifies the tire design to reduce weight without sacrificing performance. The top reinforcement of the tire has a composite structure with a rigid layer and a low modulus layer. The low modulus layer is wider and outermost. This configuration provides two functions: absorbing inflation stresses and preventing buckling of the carcass cables. The ratio of the rigid layer's stress to the low modulus layer's stress is 1.2. The rigid layer has high tensile strength and the low modulus layer has low elastic modulus. This allows the low modulus layer to deform more than the rigid layer to absorb inflation stresses. The triangulation layer between them prevents overlapping ends. The tire also has a lining layer with angled reinforcements to absorb inflation stresses.

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A shear band structure for tires that improves durability, reduces weight, and maintains handling response compared to traditional tire structures. The shear band is inserted between the tread and other tire components. It provides reinforcement and prevents tread delamination. The shear band is made of lightweight, high-strength materials that reduce overall tire weight while maintaining durability. It also allows for thinner treads since the shear band provides additional protection. The shear band is configured with angled reinforcement cords that fold around the inner tire layers. This provides radial stiffness without adding bulk. The angled cord geometry reduces the shear force on the tread during cornering, preventing delamination. The shear band allows for thinner, lighter tires with improved durability and handling.

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Heavy-duty truck tire with high wear resistance and specialized patterns to improve traction and durability. The tire has a unique tread design with a first special pattern on the crown outer surface and a second pattern in the annular notch. This increases friction between the tire and road compared to plain treads. The tire also has a reinforcement layer assembly inside the tire body with two carcass plies sandwiched by a steel wire layer. This strengthens the tire structure and extends wear life compared to single-ply tires.

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Pneumatic radial heavy duty tire with extended life and improved durability. The tire has features to reduce impact stress from bumps, prevent sidewall cracking, and improve bead retention. It has a steel wire buffer layer between the tread and carcass belts, an inner lining layer, and a wide body covering buffer layer. The outer sidewall has grooves, the inner sidewall has an airtight layer, and the bead has an apex with bead wire. These elements provide buffering, sidewall protection, and bead retention for improved tire longevity in harsh conditions.

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