Light Radial Tyre Crossed-Carcass Reinforcement for Drift Rigidity
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Solution Overview
Problem
Current motorcycle tire manufacturing processes struggle to produce lightweight tires that maintain satisfactory endurance properties, drift rigidity, and high maximum speeds while keeping production costs low.
Innovation Solution
The tire design features two adjacent carcass reinforcement layers with reinforcing elements oriented on either side of a meridian plane, crossed at an angle of at least 10°, and a circumferential reinforcement layer with elements forming an angle less than 5° with the longitudinal direction, allowing for a conformation step that simplifies production and reduces material usage.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If traditional carcass reinforcement layers are used with standard orientation, then manufacturing process is simple, but drift rigidity and high-speed performance are insufficient
Solution Approach 1:
The patent applies asymmetry by orienting the first carcass reinforcement layer at a positive angle (e.g., +10°) and the second layer at a negative angle (e.g., -10°) relative to the equatorial plane, creating an asymmetric crossed-ply structure. This asymmetric orientation enhances drift rigidity and high-speed performance while maintaining manufacturing feasibility through the conformation step.
Solution Approach 2:
The patent introduces a new dimensional parameter by specifying that the angle between adjacent carcass reinforcement layers must be at least 10°, adding angular orientation control to the traditional radial structure. This dimensional change in layer orientation directly improves drift rigidity while the conformation process maintains manufacturing simplicity.
2Strength
If more reinforcement materials are used to improve endurance and rigidity, then tire strength increases, but tire weight increases
Solution Approach 1:
The patent changes the angular parameter of the carcass reinforcement layers from the traditional single orientation to a crossed-ply configuration with angles of at least 10° between layers. This parameter change optimizes the mechanical properties and drift rigidity, allowing for reduced material usage while maintaining or improving endurance properties, thereby reducing tire weight.
Solution Approach 2:
The patent employs composite reinforcement structures by combining multiple carcass reinforcement layers with different orientations (first layer at positive angle, second layer at negative angle). This composite layered structure achieves superior mechanical performance and endurance with optimized material distribution, reducing the overall weight compared to single-layer heavy reinforcement designs.
3Strength
If complex reinforcement architectures are used to achieve high drift rigidity, then tire performance improves, but manufacturing cost increases
Solution Approach 1:
The patent applies preliminary action by performing the conformation step before final assembly, where the carcass reinforcement layers are pre-shaped and oriented at the correct angles (at least 10° between layers) during the molding process. This preliminary orientation of layers simplifies subsequent assembly operations and reduces manufacturing complexity, making the enhanced crossed-ply structure cost-effective to produce.
Solution Approach 2:
The patent makes the carcass reinforcement structure multi-functional by having the same crossed-ply layers serve both as the primary structural reinforcement and as the drift-rigidity-enhancing element. The conformation process simultaneously creates both the radial tire profile and the optimized angular layer orientation, eliminating the need for separate complex assembly operations and reducing manufacturing costs.
4Speed
If circumferential reinforcement elements are used with standard orientation, then tire structure is simple, but high-speed performance is limited
Solution Approach 1:
The patent applies asymmetry to the circumferential reinforcement by orienting elements at a specific angle less than 5° relative to the longitudinal direction rather than purely circumferentially. This asymmetric angular orientation enhances high-speed performance by optimizing stress distribution, while the small angle keeps the structural complexity low and manufacturing straightforward.
Data Source
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AI summary
The invention relates to a tyre that comprises at least one reinforcement structure of the carcass type (6, 7) including at least one layer of reinforcement members parallel to each other and defining with the circumferential direction angles of between 65° and 87°, and that comprises, under the tread, a top reinforcement structure (8) made of at least one layer of reinforcement members defining with the circumferential direction angles of between 10° and 45°, or so-called working layer, that is radially outside the reinforcement structure of the carcass type. According to the invention, the tyre includes in the flanges thereof at least two axially-adjacent portions of carcass reinforcement layers, the reinforcing members of said portions of carcass reinforcement layers being oriented on either side of a meridian plane, at least at the level of the equatorial plane, the reinforcing members of the carcass reinforcement defining an angle with the circumferential direction lower than 80°, the reinforcing members of at least one working layer intersecting the reinforcing members of the carcass-type reinforcing structure at an angle higher than 40°, and when the tyre includes at least two working layers, the reinforcing members of the two superimposed working layers intersecting from one layer to the other at an angle not exceeding 10°.