All-Terrain Tyre Tread Layout for Low-Noise Mud Traction
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Solution Overview
Problem
Tyres for 'all terrain' vehicles face a trade-off between off-road performance, traction, and on-road handling, noise level, and durability due to excessive block mobility and void-to-rubber ratio, leading to reduced grip and increased noise and wear.
Innovation Solution
A tyre design with circumferential grooves for drainage and a central tread band with intermeshing blocks, reducing block mobility and increasing compactness, combined with a lower void-to-rubber ratio and robust block structure for improved traction and durability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If blocks are markedly spaced apart to promote draining and mud removal, then off-road traction and mud drainage are improved, but block mobility increases excessively causing high noise level and reduced tread band compactness on-road
Solution Approach 1:
The tread band is divided into different zones with different block arrangements: the central portion has blocks at smaller mutual distances for compactness and low noise on-road, while the lateral portions maintain larger distances for mud drainage. This local differentiation allows each zone to optimize for its specific function.
Solution Approach 2:
The tread band is segmented into a central portion and lateral portions separated by circumferential grooves. This segmentation allows independent optimization of block spacing in each segment, combining the benefits of both compact central blocks for on-road comfort and spaced lateral blocks for off-road drainage.
2Adaptability or versatility
If blocks are markedly spaced apart for mud drainage, then mud removal capability is improved, but tread band compactness decreases reducing grip on yielding terrains
Solution Approach 1:
Different regions of the tread band have different block spacing characteristics: the central portion has smaller mutual distances between blocks to maintain compactness and grip on sand/snow, while lateral portions have larger spacing for mud ejection. This local quality differentiation resolves the contradiction between mud removal and grip.
3Adaptability or versatility
If blocks are markedly spaced apart for off-road performance, then stability on extreme terrains is improved, but block mobility increases causing uneven wear and block breaking
Solution Approach 1:
The central portion of the tread band features blocks at smaller mutual distances that provide mutual support and constraint, reducing block mobility and preventing breaking. This local structural reinforcement in the central zone enhances reliability while maintaining off-road capability.
4Adaptability or versatility
If void-to-rubber ratio is increased for mud drainage, then mud ejection is improved, but on-road handling and noise level deteriorate
Solution Approach 1:
The tread band is segmented into central and lateral portions with different void-to-rubber ratios. The central portion has lower ratio for quiet on-road operation, while lateral portions have higher ratio for effective mud ejection. This segmentation allows simultaneous optimization of both mud ejection and on-road noise characteristics.
Data Source
AI summary
Tyre (100) for all-terrain vehicles having a tread band (2) comprising: —a central annular portion (A1), located across the equatorial plane (X-X), and two shoulder annular portions (A2, A3), separated from said central annular portion (A1) by two circumferential grooves (3, 4); said central annular portion (A1) having at least one circumferential row (8) of central blocks, comprising a plurality of central blocks (20), and at least two rows (9, 10) of lateral blocks, opposed to each other relative to said at least one circumferential row (8) of central blocks, and comprising a plurality of lateral blocks (21), wherein —said central blocks (20) have a first and a second portion (20a; 20b) located opposite to each other relative to the equatorial plane (X-X); —said central blocks (20) and said lateral blocks (21) have a circumferential dimension greater than 2% of the development extension of the tread of the tyre; —said lateral blocks (21) have an elongate portion (13) and a head portion (14) located at an end of said elongate portion (13); said elongate portion (13) having a dimension SI in axial direction and said head portion (14) having a dimension S2 in axial direction, where S2>S1; —the elongate portion (13) extends according to an extension direction forming an angle α relative to the equatorial plane comprised between 0° and 30°; —said elongate portion (13) has an axially outer lateral wall (15) facing one of said circumferential grooves (3, 4) and an axially inner lateral wall (16) facing one of said first and second portions (20a, 20b) of the central blocks (20); —said head portion (14) has a first transverse wall (17) located so as to form with said axially inner lateral wall (16) a concavity which points towards the equatorial plane (X-X) and is such that the first or the second portion (20a; 20b) of the central block (20) being subsequent in axial direction faces said concavity and is at least partially surrounded by said axially inner lateral wall (16) and by said first transverse wall (17).