A method of reducing the rolling resistance of a tire

Abstract

This invention belongs to the field of tire design and manufacturing technology, and discloses a method for reducing tire rolling resistance. The specific steps are as follows: Step 1: Determine the basic design parameters of the tire. Based on the tire's usage scenario and the vehicle model it is suitable for, determine the tire's specifications, dimensions, and basic load reference parameters. Step 2: Formulate and apply a low rolling resistance rubber compound. Formulate a low rolling resistance special rubber compound and apply this compound to the rubber preparation process of the tire tread and sidewall. Through the synergistic application of the low rolling resistance rubber compound and lightweight structural design, the rolling resistance of the tire can be effectively reduced, reducing fuel consumption and exhaust emissions during vehicle operation, achieving the tire's environmental protection and emission reduction effect. Relying on the matching use of high-rigidity tread patterns and steel wire reinforcement structures, the overall rigidity and structural strength of the tire can be significantly improved, solving the technical defects of low rolling resistance tires being prone to deformation and insufficient strength, and ensuring the tire's safe driving performance.

Description

Technical Field

[0001] This invention belongs to the field of tire design and manufacturing technology, specifically a method for reducing tire rolling resistance. Background Technology

[0002] As a core component of vehicle operation, tires directly affect fuel consumption and exhaust emissions due to their rolling resistance, while structural rigidity determines the safety performance of the vehicle. Therefore, achieving both low rolling resistance and high rigidity is an important development direction for tire design.

[0003] In existing technologies, tire designs mostly employ ordinary rubber compounds and conventional structural designs, without specifically utilizing high-rigidity tread patterns or adding steel wire reinforcement to the tire bead. This design approach not only results in high rolling resistance, failing to meet the environmental protection and emission reduction requirements of vehicles, but also leads to low overall tire rigidity and insufficient strength, making the tire prone to deformation and premature wear during vehicle operation, severely impacting its safe performance. Furthermore, existing technologies struggle to reduce tire rolling resistance while maintaining structural strength and rigidity, failing to balance environmental friendliness and safety. This has become a pressing technical problem in tire design and manufacturing, necessitating the design of a method that can both reduce rolling resistance and maintain rigidity. Summary of the Invention

[0004] The purpose of this invention is to provide a method for reducing tire rolling resistance, thereby solving the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a method for reducing tire rolling resistance, comprising the following specific steps: Step 1: Determine the basic design parameters of the tire. Based on the tire's usage scenario and the vehicle model it is compatible with, determine the tire's specifications, size, and basic load reference parameters. Step 2: Formulation and application of low rolling resistance rubber formulation. Formulate a low rolling resistance rubber formulation and apply it to the rubber preparation process of tire tread and sidewall. Step 3: Lightweight tire structure design and molding. Optimize the structural layout of traditional tires and use a lightweight structural design scheme to complete the structural molding of the tire carcass and shoulder. Step 4: Engraving and laying out high-rigidity tread patterns. Engraving high-rigidity tread patterns on the tire tread area and completing precise laying out. Step 5: Setting up the steel wire reinforcement structure for the tire bead: Lay the steel wire reinforcement layer at the tire bead position and complete the fixing and shaping; Step Six: Preparation of Low Rolling Resistance Tire Samples. Complete the overall preparation of tire samples according to the design scheme of Steps One to Five. Step 7: Comparative testing and data collection. Using tires of the same specifications with traditional formula and structural design as control samples, conduct performance tests on the tire samples and control samples and collect rolling resistance and stiffness data. Step 8: Design contribution analysis and parameter optimization. Based on the test data, study the specific contribution of each design method to the reduction of rolling resistance and the improvement of rigidity, and fine-tune and optimize the formula and structural parameters. Step Nine: Finalization and Mass Production Application. The optimized design scheme is used as the final scheme to complete the finalization of the finished product and carry out large-scale production.

[0006] Preferably, the low rolling resistance special rubber formulation in step two is based on solution-polymerized styrene-butadiene rubber and formulated with low-hysteresis carbon black.

[0007] Preferably, the lightweight structural design scheme in step three includes optimizing the layout of the tire carcass ply and thinning the tire shoulder area, thereby reducing the amount of material used in unnecessary structures while ensuring the basic load-bearing performance.

[0008] Preferably, the high-rigidity tread pattern mentioned in step four is a SPORT MASTER e-type tread pattern, which is laser-engraved on the tire tread. The high-rigidity tread pattern adopts an asymmetrical tread pitch design, and the tread depth is individually adjusted according to the tire's compatible vehicle model and usage scenario. The individual adjustments are as follows: When the pattern depth is adjusted to 6.0-6.8mm for use with micro-commuter cars, small city cars and urban paved roads; When used with compact and mid-size sedans in urban / highway mixed paved roads, the tread depth is adjusted to 6.8-7.5mm. When the tread depth is adjusted to 7.5-8.2mm for SUV and MPV models and when the usage scenarios include rural unpaved roads and light off-road roads; The pitch of the asymmetric pattern is adjusted synchronously with the pattern depth, and the pitch difference is controlled within the range of 10-20mm to ensure the balance between pattern rigidity and rolling resistance.

[0009] Preferably, the steel wire reinforcement layer in step five is made of high-carbon steel wire, which is laid on the tire bead by winding and then fixed to the tire bead by vulcanization. The number of steel wire reinforcement layers and the diameter of the steel wires are adjusted according to the basic load parameters of the tire. The specific adjustment is as follows: When the tire base load is 300-500kg, a layer of high carbon steel wire with a diameter of 0.6-0.7mm is used to lay a steel wire reinforcement layer in a single-turn winding manner. When the tire base load is 500-800kg, use high carbon steel wire with a diameter of 0.7-0.9mm and lay two layers of steel wire reinforcement in a double-loop interlaced winding manner. When the tire base load is 800-1200kg, use high carbon steel wire with a diameter of 0.9-1.2mm and lay 3 layers of steel wire reinforcement in a three-turn tightly wound manner.

[0010] Preferably, the performance test in step seven includes testing the rolling resistance coefficient of the tire at a set driving speed, as well as testing the radial stiffness and lateral stiffness data of the tire.

[0011] Preferably, the set driving speed is 60 km / h, and the tire rolling resistance coefficient test and data collection are completed at this standard speed.

[0012] Preferably, the design contribution analysis in step eight specifically involves: studying the respective contribution percentages of low rolling resistance rubber formulation and lightweight structural design to the reduction of tire rolling resistance, and studying the respective contribution percentages of high rigidity tread pattern and steel wire reinforcement structure to the improvement of tire rigidity.

[0013] Preferably, the design method of steps one to nine is adapted to existing tire manufacturing processes and does not require large-scale modification of existing tire production equipment.

[0014] The beneficial effects of this invention are as follows: 1. This invention optimizes tire performance from both rubber material and structural layout dimensions through the synergistic application of low rolling resistance rubber compound and lightweight structural design. It can effectively reduce tire rolling resistance, significantly reduce energy loss during vehicle operation, and thus reduce fuel consumption and exhaust emissions, achieving the environmentally friendly and emission-reducing effect of tires. At the same time, relying on the matching design and precise layout of high-rigidity tread pattern and steel wire reinforcement structure, the tire structure is strengthened in all aspects from the tread to the bead, significantly improving the overall rigidity and structural strength of the tire. It precisely solves the technical defects of traditional low rolling resistance tires, such as easy deformation and insufficient structural strength, fundamentally ensuring the structural stability of the tire and effectively guaranteeing the safe driving performance of the tire during vehicle operation.

[0015] 2. This invention includes comparative testing and parameter optimization steps, which can accurately analyze the specific contributions of each design method to tire rolling resistance reduction and rigidity improvement, achieve refined optimization of tire design parameters, and improve the scientificity and rationality of the design scheme. Attached Figure Description

[0016] Figure 1 This is a flowchart of the method for reducing tire rolling resistance according to the present invention. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] like Figure 1 As shown in the figure, this embodiment of the invention provides a method for reducing tire rolling resistance, the specific steps of which are as follows: Step 1: Determine the basic design parameters of the tire. Based on the tire's usage scenario and the vehicle model it is compatible with, determine the tire's specifications, size, and basic load reference parameters. Step 2: Formulation and application of low rolling resistance rubber formulation. Formulate a low rolling resistance rubber formulation and apply it to the rubber preparation process of tire tread and sidewall. Step 3: Lightweight tire structure design and molding. Optimize the structural layout of traditional tires and use a lightweight structural design scheme to complete the structural molding of the tire carcass and shoulder. Step 4: Engraving and laying out high-rigidity tread patterns. Engraving high-rigidity tread patterns on the tire tread area and completing precise laying out. Step 5: Setting up the steel wire reinforcement structure for the tire bead: Lay the steel wire reinforcement layer at the tire bead position and complete the fixing and shaping; Step Six: Preparation of Low Rolling Resistance Tire Samples. Complete the overall preparation of tire samples according to the design scheme of Steps One to Five. Step 7: Comparative testing and data collection. Using tires of the same specifications with traditional formula and structural design as control samples, conduct performance tests on the tire samples and control samples and collect rolling resistance and stiffness data. Step 8: Design contribution analysis and parameter optimization. Based on the test data, study the specific contribution of each design method to the reduction of rolling resistance and the improvement of rigidity, and fine-tune and optimize the formula and structural parameters. Step Nine: Finalization and Mass Production Application. The optimized design scheme is used as the final scheme to complete the finalization of the finished product and carry out large-scale production.

[0019] Adopting a systematic design approach throughout the entire process, a closed loop is formed from determining basic parameters to mass production application. It takes into account both formulation and structural optimization, reducing rolling resistance at its source through low rolling resistance formulation and lightweight structure, while enhancing tire strength through high-rigidity tread pattern and steel wire reinforcement. The comparative test and parameter optimization process can accurately analyze the performance contribution of each design method, enabling fine-tuning of parameters and making the design solution more scientific. The entire process is compatible with existing tire manufacturing processes, requiring no large-scale modification of production equipment, and easily achieving large-scale mass production. The final product is a low rolling resistance, high-strength tire that not only meets the environmental protection and emission reduction requirements of vehicles, but also ensures driving safety performance, comprehensively improving the overall use value of the tire.

[0020] In step two, the low rolling resistance special rubber formulation uses solution-polymerized styrene-butadiene rubber as the base rubber and is formulated with low-hysteresis carbon black.

[0021] Using solution-polymerized styrene-butadiene rubber as the base rubber and a special formula formulated with low-hysteresis carbon black, the low-hysteresis characteristics of both raw materials can be fully utilized to significantly reduce the internal energy loss of the rubber during tire rolling, effectively reducing rolling resistance at the material level. At the same time, the formula can also ensure that the rubber has good wear resistance and anti-aging properties, achieving low rolling resistance without compromising the basic performance of the tire.

[0022] The lightweight structural design scheme in step three includes optimizing the layout of the tire carcass ply and thinning the tire shoulder area, thereby reducing the amount of material used in unnecessary structures while ensuring the basic load-bearing capacity.

[0023] While ensuring the basic load-bearing performance of the tire, the layout of the tire carcass ply is optimized, the tire shoulder is thinned, and the amount of unnecessary materials is reduced. This not only achieves overall tire lightweighting, reduces structural energy consumption during driving, and helps improve the low rolling resistance effect, but also saves raw material costs and improves production economy. The lightweight design does not compromise the stability of the core tire carcass structure and complements the subsequent high-rigidity tread pattern and steel wire reinforcement. While reducing weight and resistance, the bottom line of tire structural strength is maintained.

[0024] In step four, the high-rigidity tread pattern is the SPORT MASTER e-type tread pattern, which is laser-engraved on the tire tread. The high-rigidity tread pattern adopts an asymmetrical tread pitch design, and the tread depth is customized according to the tire's compatible vehicle model and usage scenario. The specific customization is as follows: When the pattern depth is adjusted to 6.0-6.8mm for use with micro-commuter cars, small city cars and urban paved roads; When used with compact and mid-size sedans in urban / highway mixed paved roads, the tread depth is adjusted to 6.8-7.5mm. When the tread depth is adjusted to 7.5-8.2mm for SUV and MPV models and when the usage scenarios include rural unpaved roads and light off-road roads; The pitch of the asymmetric pattern is adjusted synchronously with the pattern depth, and the pitch difference is controlled within the range of 10-20mm to ensure the balance between pattern rigidity and rolling resistance.

[0025] The SPORT MASTER e-type tread pattern itself possesses high rigidity. Laser engraving technology ensures the precision and structural integrity of the tread pattern, effectively improving the tread's resistance to deformation. The asymmetric tread pitch design balances tread rigidity and rolling resistance. Furthermore, the tread depth is adjusted individually according to the vehicle model and usage scenario to precisely match different driving needs: shallow treads further reduce rolling resistance for urban commuter vehicles, while deep treads enhance grip on unpaved roads and tread strength for SUVs / MPVs. The pitch difference is simultaneously fine-tuned within a range to ensure tread performance adaptability. This addresses the issue of insufficient strength in low rolling resistance tires from the tread structure level, allowing tires in different scenarios to meet both rolling resistance control and safe driving requirements.

[0026] In step five, the steel wire reinforcement layer is made of high-carbon steel wire, which is laid on the tire bead by winding and then fixed to the tire bead by vulcanization. The number of steel wire reinforcement layers and the diameter of the steel wires are adjusted according to the tire's basic load parameters. The specific adjustments are as follows: When the tire base load is 300-500kg, a layer of high carbon steel wire with a diameter of 0.6-0.7mm is used to lay a steel wire reinforcement layer in a single-turn winding manner. When the tire base load is 500-800kg, use high carbon steel wire with a diameter of 0.7-0.9mm and lay two layers of steel wire reinforcement in a double-loop interlaced winding manner. When the tire base load is 800-1200kg, use high carbon steel wire with a diameter of 0.9-1.2mm and lay 3 layers of steel wire reinforcement in a three-turn tightly wound manner.

[0027] High-carbon steel wires possess excellent tensile and rigidity properties, providing robust structural support for the tire rim. The winding and vulcanization process ensures a tight fit between the reinforcement layer and the rim. Adjusting the wire diameter and number of layers according to the tire's basic load gradient precisely matches the load-bearing requirements of different vehicle models, avoiding excessive reinforcement that increases weight or insufficient reinforcement that leads to inadequate strength, thus balancing structural strength and lightweight design. The wire winding tension within each load range matches the basic rim dimensions, and the vulcanization temperature and time increase accordingly with the number of wire layers, ensuring the fixation strength between the reinforcement layer and the tire rim. This effectively enhances the rim's resistance to deformation, compensates for structural weaknesses in lightweight designs, and works synergistically with the high-rigidity tread pattern to comprehensively strengthen the overall rigidity of the tire, adapting to the needs of various load scenarios.

[0028] The performance test in step seven includes testing the rolling resistance coefficient of the tire at a set driving speed, as well as testing the radial stiffness and lateral stiffness data of the tire.

[0029] Radial and lateral stiffness data reflect the improvement in structural strength. The test results are all quantitative data of the tire's core performance, which can intuitively compare the performance differences between the sample and the control sample. This provides comprehensive and accurate experimental basis for subsequent design analysis and parameter optimization, avoiding the one-sidedness of performance evaluation.

[0030] The driving speed was set at 60 km / h, and the tire rolling resistance coefficient was tested and data collected at this standard speed.

[0031] 60km / h is the mainstream and commonly used speed for urban driving, which is close to the actual use of tires. Rolling resistance data tested based on this standard has more practical application reference value.

[0032] Specifically, the design contribution analysis in step eight involves studying the respective contribution percentages of low rolling resistance rubber formulation and lightweight structural design to the reduction of tire rolling resistance, and studying the respective contribution percentages of high rigidity tread pattern and steel wire reinforcement structure to the improvement of tire rigidity.

[0033] By breaking down the performance contribution of each design method, we can accurately pinpoint the actual role of low rolling resistance formulations and lightweight structures in reducing drag, as well as the core value of high-rigidity patterns and steel wire reinforcement in improving rigidity. This clarifies the key optimization points in the design, avoids the blindness of subsequent parameter fine-tuning, and makes the optimization and adjustment of formulations and structures more targeted, significantly improving the scientific nature and refinement of the design scheme optimization.

[0034] The design methods for steps one through nine are adapted to existing tire manufacturing processes and do not require large-scale modifications to existing tire production equipment.

[0035] This design eliminates the need for large-scale modifications to existing production equipment, significantly reducing the equipment modification costs for implementing this design solution. It also saves the debugging cycle for process adaptation and can quickly connect to existing production lines to achieve mass production.

[0036] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0037] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for reducing tire rolling resistance, characterized in that, The specific steps are as follows: Step 1: Determine the basic design parameters of the tire. Based on the tire's usage scenario and the vehicle model it is compatible with, determine the tire's specifications, size, and basic load reference parameters. Step 2: Formulation and application of low rolling resistance rubber formulation. Formulate a low rolling resistance rubber formulation and apply it to the rubber preparation process of tire tread and sidewall. Step 3: Lightweight tire structure design and molding. Optimize the structural layout of traditional tires and use a lightweight structural design scheme to complete the structural molding of the tire carcass and shoulder. Step 4: Engraving and laying out high-rigidity tread patterns. Engraving high-rigidity tread patterns on the tire tread area and completing precise laying out. Step 5: Setting up the steel wire reinforcement structure for the tire bead: Lay the steel wire reinforcement layer at the tire bead position and complete the fixing and shaping; Step Six: Preparation of Low Rolling Resistance Tire Samples. Complete the overall preparation of tire samples according to the design scheme of Steps One to Five. Step 7: Comparative testing and data collection. Using tires of the same specifications with traditional formula and structural design as control samples, conduct performance tests on the tire samples and control samples and collect rolling resistance and stiffness data. Step 8: Design contribution analysis and parameter optimization. Based on the test data, study the specific contribution of each design method to the reduction of rolling resistance and the improvement of rigidity, and fine-tune and optimize the formula and structural parameters. Step Nine: Finalization and Mass Production Application. The optimized design scheme is used as the final scheme to complete the finalization of the finished product and carry out large-scale production.

2. The method for reducing tire rolling resistance according to claim 1, characterized in that: The low rolling resistance special rubber formulation mentioned in step two uses solution-polymerized styrene-butadiene rubber as the base rubber and is formulated with low-hysteresis carbon black.

3. The method for reducing tire rolling resistance according to claim 1, characterized in that: The lightweight structural design scheme described in step three includes optimizing the layout of the tire carcass ply and thinning the tire shoulder area, thereby reducing the amount of material used in unnecessary structures while ensuring the basic load-bearing capacity.

4. The method for reducing tire rolling resistance according to claim 1, characterized in that: The high-rigidity tread pattern mentioned in step four is the SPORT MASTER e-type tread pattern, which is laser-engraved on the tire tread. This high-rigidity tread pattern employs an asymmetrical tread pitch design, and the tread depth is individually adjusted according to the tire's compatible vehicle model and usage scenario. Specifically, this individual adjustment involves: When the pattern depth is adjusted to 6.0-6.8mm for use with micro-commuter cars, small city cars and urban paved roads; When used with compact and mid-size sedans in urban / highway mixed paved roads, the tread depth is adjusted to 6.8-7.5mm. When the tread depth is adjusted to 7.5-8.2mm for SUV and MPV models and when the usage scenarios include rural unpaved roads and light off-road roads; The pitch of the asymmetric pattern is adjusted synchronously with the pattern depth, and the pitch difference is controlled within the range of 10-20mm to ensure the balance between pattern rigidity and rolling resistance.

5. The method for reducing tire rolling resistance according to claim 1, characterized in that: The steel wire reinforcement layer mentioned in step five is made of high-carbon steel wire, which is laid on the tire bead by winding and then fixed to the tire bead by vulcanization. The number of steel wire reinforcement layers and the diameter of the steel wires are adjusted according to the basic load parameters of the tire. The specific adjustment is as follows: When the tire base load is 300-500kg, a layer of high carbon steel wire with a diameter of 0.6-0.7mm is used to lay a steel wire reinforcement layer in a single-turn winding manner. When the tire base load is 500-800kg, use high carbon steel wire with a diameter of 0.7-0.9mm and lay two layers of steel wire reinforcement in a double-loop interlaced winding manner. When the tire base load is 800-1200kg, use high carbon steel wire with a diameter of 0.9-1.2mm and lay 3 layers of steel wire reinforcement in a three-turn tightly wound manner.

6. The method for reducing tire rolling resistance according to claim 1, characterized in that: The performance test described in step seven includes testing the rolling resistance coefficient of the tire at a set driving speed, as well as testing the radial stiffness and lateral stiffness data of the tire.

7. A method for reducing tire rolling resistance according to claim 6, characterized in that: The set driving speed is 60km / h, and the tire rolling resistance coefficient is tested and data is collected at this standard speed.

8. The method for reducing tire rolling resistance according to claim 1, characterized in that: The design contribution analysis described in step eight specifically involves: studying the respective contribution percentages of low rolling resistance rubber formulation and lightweight structural design to the reduction of tire rolling resistance, and studying the respective contribution percentages of high rigidity tread pattern and steel wire reinforcement structure to the improvement of tire rigidity.

9. A method for reducing tire rolling resistance according to claim 1, characterized in that: The design method for steps one through nine is adapted to existing tire manufacturing processes and does not require large-scale modifications to existing tire production equipment.

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