Conductive Tire Structure for Low Rolling Resistance
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Solution Overview
Problem
Existing pneumatic vehicle tires face a challenge in balancing low rolling resistance with sufficient electrical conductivity, particularly in the belt package and sidewall elements, which are optimized for rolling resistance but compromise electrical conductivity, leading to inadequate electrostatic charge dissipation.
Innovation Solution
Incorporating a highly conductive rubber material connecting element between the tire carcass and the base layer, supported by reinforcement layer support elements, to establish a conductive path through the carcass to the rim, ensuring both mechanical resilience and electrical conductivity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If the rubber material of the belt package and sidewall elements is optimized for rolling resistance, then rolling resistance is reduced, but electrical conductivity deteriorates
Solution Approach 1:
The invention divides the tire into segments with different electrical conductivity properties: rolling resistance optimized rubber material (S) for the belt package and sidewall elements, and conductive rubber material (G) for the carcass and connecting elements. This segmentation allows each component to be optimized for its primary function while the conductive segments ensure overall electrical conductivity.
Solution Approach 2:
The invention introduces conductive connecting elements as intermediaries between the rolling resistance optimized belt package/sidewall elements and the conductive carcass. These connecting elements mediate the electrical conduction path, allowing the majority of the tire to use low-conductivity material while maintaining sufficient overall conductivity through the intermediary conductive components.
2Loss of energy
If rolling resistance optimized rubber material is used in the belt package and sidewall elements, then rolling resistance improves, but the electrical conduction path is compromised
Solution Approach 1:
The tire structure is segmented into rolling resistance optimized zones (belt package, sidewall elements) and conductive zones (carcass, connecting elements). This allows the rolling resistance optimized material to be used where it provides maximum benefit while conductive material is strategically placed to prevent electrostatic charge accumulation.
Solution Approach 2:
Conductive connecting elements serve as intermediaries that bridge the rolling resistance optimized components to the conductive carcass, creating an electrical conduction path that prevents electrostatic charge accumulation without requiring the entire tire structure to be conductive.
3Reliability
If conductive rubber material is used throughout the tire, then electrical conductivity is maintained, but rolling resistance increases
Solution Approach 1:
Instead of using conductive rubber material uniformly throughout the tire, the invention applies it locally only where electrical conductivity is critical (carcass and connecting elements). The majority of the tire structure uses rolling resistance optimized material with lower conductivity, achieving sufficient overall conductivity while minimizing rolling resistance.
Solution Approach 2:
The invention changes the electrical conductivity parameter of the rubber material selectively in different tire regions. The rolling resistance optimized material has lower conductivity (higher specific electrical resistance) while the connecting elements and carcass use material with higher conductivity, creating a gradient of electrical properties optimized for both rolling resistance and conductivity requirements.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution enables pneumatic vehicle tires with optimized rolling resistance and effective electrostatic charge dissipation, suitable for high mechanical loads, while using existing production methods and materials.
Implementation Method 1
the electrical conductivity of the entire tread in the prior art is usually achieved through the base mixture of the underlying base layer, which exhibits increased electrical conductivity, particularly due to a high carbon black content
Implementation Method 2
at least one first connecting element made of a highly conductive rubber material establishes the connection between the highly conductive tire carcass and the highly conductive base
Data Source
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AI summary
The invention relates to a pneumatic vehicle tire (10), comprising: i) a tire carcass (12) with metallic strength members, comprising a rubber material G1, ii) one or more reinforcement layers (14) comprising a rubber material S1, iii) a first reinforcement layer support element (16) comprising a rubber material S2, and a second reinforcement layer support element (18) comprising a rubber material S3, iv) a first sidewall component (20) comprising a rubber material S4, and a second sidewall component (22) comprising a rubber material S5, v) a tread (24) comprising: a cover layer (26) comprising a rubber material S6, a base (28) comprising a rubber material G2, and one or more conductivity regions (30) comprising a rubber material G3, and vi) a first connecting element (32) comprising a rubber material G4, wherein the first connecting element (32) is arranged between the tire carcass (12) and the base (28) is arranged,and wherein the first connecting element (32) is arranged between the first reinforcement layer support element (16) and the first side wall component (20), wherein ρ(s; min) is greater than p(G; max), wherein ρ(s; min) is the smallest specific electrical resistance at 20 °C of the rubber materials S1 to S6, and wherein ρ(G; max) is the largest specific electrical resistance at 20 °C of the rubber materials G1 to G4.