Multilayer Tire Tread Structure for Wet Grip and Rolling Resistance
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Solution Overview
Problem
Existing tire technologies face challenges in simultaneously improving rolling resistance, wet grip, and snow performance without significant trade-offs in other characteristics, particularly for winter tires.
Innovation Solution
A tire design featuring a dual tread cap layer construction with distinct rubber compositions for the first and second tread cap layers, where the first cap layer provides excellent wet grip and the second cap layer optimizes rolling resistance, supported by a tread base layer with a different rubber composition for enhanced rolling resistance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single tread cap layer with low rebound resilience is used to improve wet grip, then wet performance is improved, but rolling resistance increases
Solution Approach 1:
The tread cap is divided into two distinct layers: a first tread cap layer with low rebound resilience (10-25% at 0°C) optimized for wet grip, and a second tread cap layer with higher rebound resilience (20-35% at 0°C, 60-75% at 100°C) optimized for rolling resistance. This segmentation allows each layer to independently optimize for its specific function without compromising the other.
Solution Approach 2:
Different regions of the tread cap are assigned different material properties. The first tread cap layer (radially outer) uses a rubber composition specifically formulated for wet traction with low rebound resilience, while the second tread cap layer (radially inner) uses a composition with higher rebound resilience for energy efficiency. Each layer has localized quality tailored to its functional requirements.
2Loss of energy
If a single tread cap layer with high rebound resilience is used to reduce rolling resistance, then energy efficiency is improved, but wet grip deteriorates
Solution Approach 1:
The tread cap is divided into two distinct layers: a first tread cap layer with low rebound resilience (10-25% at 0°C) optimized for wet grip, and a second tread cap layer with higher rebound resilience (20-35% at 0°C, 60-75% at 100°C) optimized for rolling resistance. This segmentation allows each layer to independently optimize for its specific function without compromising the other.
Data Source
Figure 1~2
AI summary
Tire having a tread (10), the tread further comprising a first tread cap layer (3) intended for contacting a road when driving, wherein the first tread cap layer comprises a first rubber composition. Moreover, the tread comprises a second tread cap layer (4) arranged radially inside of the first tread cap layer and supporting the first tread cap layer, wherein the second tread cap layer comprises a second rubber composition different from the first rubber composition. According to the invention, a rebound resilience of the first rubber composition, determined at a temperature of 0°C according to DIN 53512, is within a range of 10% to 25%, and a rebound resilience of the second rubber composition, determined at a temperature of 0°C according to DIN 53512, is within a range of 20% to 35%, wherein said rebound resilience of the first rubber composition is at least 5% lower than said rebound resilience of the second rubber composition. Moreover, a rebound resilience of the first rubber composition, determined at a temperature of 100°C according to DIN 53512, is within a range of 45% to 65%, and a rebound resilience of the second rubber composition, determined at a temperature of 100°C according to DIN 53512, is within a range of 60% to 75%, and wherein said rebound resilience of the second rubber composition, determined at a temperature of 100°C, is at least 3% higher than said rebound resilience of the first rubber composition, determined at a temperature of 100°C.