Construction Vehicle Tire Lateral Groove Inflection
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Solution Overview
Problem
Construction vehicle tires experience uneven wear and increased shearing forces due to differential deformation and braking forces across the tire width, particularly at the tire equator and shoulder regions, leading to reduced durability and performance.
Innovation Solution
The tire features a tread part with a circumferential groove and a lateral groove that extends in a curved shape, incorporating an inflection point to change orientations progressively, forming a bent groove part that enhances wear resistance by redistributing driving forces and reducing braking forces at the tire's end in the width direction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If the tire uses conventional belt plies with small cord angles in the center region, then the tire can support heavy loads, but a shearing force is generated near the boundary between center and shoulder regions due to differential braking forces
Solution Approach 1:
The patent applies different cord angles in different regions of the belt plies. Specifically, the first belt ply has a smaller cord angle (4-10 degrees) in the center region and larger cord angle in the shoulder region, while the second belt ply has larger cord angle in the center region and smaller cord angle in the shoulder region. This local variation in cord angle distribution optimizes the force distribution across the tire width, reducing shearing forces at the boundary regions while maintaining load bearing capacity.
2Device complexity
If the tire has a long land part in the width direction (30% or more of tread width), then the tire structure is simplified, but uneven wear resistance deteriorates due to increased shearing forces
Solution Approach 1:
The patent implements local quality by varying the cord angles in different regions of the belt plies. The first belt ply has smaller cord angles (4-10 degrees) in the center region and larger cord angles in the shoulder region, while the second belt ply has larger cord angles in the center region and smaller cord angles in the shoulder region. This localized optimization reduces shearing forces at the boundary between center and shoulder regions, thereby improving uneven wear resistance even with a simplified long land part structure.
3Ease of operation
If the tire operates under steering and braking conditions, then the tire must provide directional control and stopping force, but shearing forces are increased due to forces applied in the width direction
Solution Approach 1:
The patent addresses steering and braking conditions by implementing asymmetric cord angle distributions in the belt plies. The first belt ply has smaller cord angles in the center region and larger cord angles in the shoulder region, while the second belt ply has the opposite distribution. This local optimization reduces shearing forces generated during steering and braking operations, improving durability while maintaining directional control and stopping performance.
Data Source
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AI summary
A tread part (10) of a tire for a construction vehicle is partitioned in plural by circumferential grooves (18a, 18b, 18c) extending in a tire circumferential direction (U), and a tread end (TE) and a lateral groove (16). The lateral groove (16) has, on at least one side of a tire equator line (CL), an inflection point (CP) where the orientations of concavities and convexities relative to the tire circumferential direction (U) change progressively outward in the tire width direction. The lateral groove (16) extends from the inflection point (CP) toward one side (R) in the tire circumferential direction and toward an outer side in the tire width direction, and further extends toward the other side in the tire circumferential direction and toward the outer side in the tire width direction, so as the lateral groove to have a bent groove part (BD) that forms a curved convex land portion (LP) with respect to the one side (R) in the tire circumferential direction.