Tire Crown Reinforcement Layout for Shock-Resistant Sidewalls
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Heavy-duty tires face challenges in maintaining endurance and resistance to shock loadings and kerb impacts while minimizing mass and manufacturing costs, with existing solutions either increasing tire mass or degrading performance under harsh conditions.
Innovation Solution
A tire design featuring a radial carcass reinforcement with two crossed crown layers and a circumferential reinforcing element, anchored by a bead wire, with specific angle relationships and a unique tread profile that reduces the number of crown reinforcement layers, enhancing endurance and impact resistance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If multiple crown reinforcement layers are used to improve endurance and shock resistance, then the tire's strength and reliability improve, but the tire mass and manufacturing cost increase
Solution Approach 1:
The patent removes the protective layer from the crown reinforcement structure, extracting only the essential working layers (first and second working layers) that provide the necessary strength and shock resistance. This reduces unnecessary mass while maintaining the core functional requirements for endurance and load-bearing capacity.
Solution Approach 2:
The patent optimizes the angular parameters of the reinforcing elements by specifying that the first working layer makes an angle of 10° to 30° with the circumferential direction, while the second working layer makes an angle of 45° to 75°. This parameter optimization allows for reduced material quantity while maintaining structural integrity and shock resistance, thereby reducing mass without compromising reliability.
2Strength
If traditional crown reinforcement structures are used to ensure strength, then the tire can withstand heavy loads, but the manufacturing cost increases
Solution Approach 1:
The patent eliminates the protective layer from the crown reinforcement, simplifying the manufacturing process and reducing material costs. The remaining working layers are configured to provide adequate strength for heavy-duty applications, making the manufacturing process more economical while maintaining load-bearing capacity.
Solution Approach 2:
The patent employs a composite arrangement of two working layers with different angular orientations (first layer: 10°-30°, second layer: 45°-75°). This composite structure provides enhanced load-bearing capacity through optimized stress distribution, achieving superior strength performance with potentially reduced material quantity and lower manufacturing costs compared to traditional single-layer or multi-layer designs.
3Weight of moving object
If the number of crown reinforcement layers is reduced to decrease mass, then the tire becomes lighter, but the resistance to shock loadings and kerb impacts degrades
Solution Approach 1:
The patent achieves optimal shock resistance with reduced mass by carefully controlling the angular parameters of the reinforcing elements. The first working layer is oriented at 10° to 30° and the second at 45° to 75° relative to the circumferential direction. This angular optimization ensures that the remaining layers efficiently resist shock loadings and kerb impacts through optimized force distribution, maintaining reliability while minimizing mass.
Solution Approach 2:
The patent uses a composite structure of two working layers with complementary angular orientations to maximize shock resistance. The first layer (10°-30°) and second layer (45°-75°) work synergistically to absorb and distribute impact forces from shock loadings and kerb contacts, providing enhanced reliability with fewer layers and reduced mass compared to conventional designs.
Data Source
AI summary
A tire having a radial carcass reinforcement, made up of a single layer of reinforcing elements anchored in each of the beads by being turned up around a bead wire, reinforced by a stiffener. The two working crown layers are the only ones present to form the crown reinforcement over at least 75% of the width of the tread, the absolute value of the difference between the absolute values of the angles α2 and α1 being greater than 7°, α2 being greater than α1 in terms of absolute value, the mean angle α satisfying the relationship 13+131*exp(−L/100)<α<28+110*exp(−L/100), the reinforcing elements of the carcass reinforcement being cords which, in the test referred to as the permeability test, yield a flow rate of less than 20 cm3/min, a rubber compound being present within the cords, and, in the sidewall of the tire, the profile of the outer surface of the tire is at a constant distance from the carcass reinforcement layer between the points F and A, and meets the outer surface of the bead at the point C, forming two successive circular arcs.