Three-Layer Tyre Crown Reinforcement for Wear Resistance
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Solution Overview
Problem
Current tires for heavy-duty vehicles face issues with wear and endurance, particularly when traveling on high-speed roads and stony ground, leading to increased stress and potential cracking, and existing solutions either compromise on performance or increase tire mass and manufacturing costs.
Innovation Solution
A tire design with a radial carcass reinforcement featuring three working crown layers with specific angle and width configurations, along with a protective layer, to distribute stress and reduce the risk of cracking, while maintaining performance and reducing mass.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional two-layer crown reinforcement is used, then manufacturing cost and mass are lower, but wear resistance and endurance on stony ground are insufficient
Solution Approach 1:
The crown reinforcement is divided into three distinct working layers with different functions: the first layer (60-70° angle) provides circumferential strength, the second layer (30-40° angle) provides radial strength, and the third layer (10-20° angle) provides additional circumferential support. This segmentation allows each layer to be optimized for its specific function, improving overall durability without requiring a single massive reinforcement structure.
Solution Approach 2:
Each of the three working layers has specific local characteristics: different angles relative to the circumferential direction, different radial positions, and different width proportions (first and second layers extend to tire edges, third layer has reduced width). These localized variations allow the reinforcement structure to adapt to different stress conditions at different locations and depths within the crown.
2Reliability
If additional reinforcement layers are added to improve endurance, then wear resistance improves, but manufacturing complexity and cost increase
Solution Approach 1:
The reinforcement is segmented into three working layers plus a protective layer, each with specific angular orientations and width proportions. This segmentation allows the complex reinforcement function to be distributed across multiple simpler layers, making the overall structure more manageable and manufacturable than a single complex layer would be.
Solution Approach 2:
The tire employs a composite reinforcement structure combining three different working layers with distinct angular orientations (60-70°, 30-40°, 10-20°) and a protective layer, creating a multi-material composite system that achieves superior endurance through the synergistic interaction of layers with different mechanical properties and orientations.
3Productivity
If high-speed operation is enabled, then productivity increases, but temperature rise causes cracking and reduces tire lifespan
Solution Approach 1:
The three working layers are positioned at different radial depths with specific angular orientations, creating local variations in reinforcement density and orientation that help distribute and mitigate the concentration of thermal and mechanical stresses that occur during high-speed operation, thereby preventing crack initiation and propagation.
Solution Approach 2:
The multi-layer composite reinforcement structure with varying angular orientations creates a more distributed stress field that reduces peak temperatures and thermal gradients within the crown reinforcement, preventing the thermal cracking that typically occurs during high-speed operation and extending tire lifespan.
Data Source
AI summary
Tyre (1) comprising three working layers; according to the invention, the reinforcing elements of the two radially outermost working layers (42, 43) are crossed from one layer to the other making angles of between 20 and 45° with the circumferential direction, the angles formed with the circumferential direction by the reinforcing elements of the radially innermost working layer being between 15 and 20°, the reinforcing elements of the two radially innermost working layers (41) being oriented in the same direction with respect to the circumferential direction, the difference between the angles of the reinforcing elements of the radially innermost working layers being greater than 10°, the widths (L42, L43) of the two radially outermost working layers (42, 43) being greater than 0.7 times the width (L5) of the tread, and the width (L41) of the radially innermost working layer (41) being strictly less than 0.7 times the width (L) of the tread.