Tire Tread Narrow Groove Structure to Suppress Cut Separation
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Solution Overview
Problem
Narrow groove widths in tire treads lead to increased separation between the tread rubber and the belt due to cuts from the road surface, which reduces the total life of the tire without sufficient wear life improvement.
Innovation Solution
A tire design with specific groove configurations, including center-side and shoulder-side narrow grooves with varying widths and shapes, that absorb crushing deformation and suppress shear strain, maintaining wear life while preventing cut separation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If a tire has high rigidity to suppress vibration and provide stable steering, then steering stability is improved, but impact resistance deteriorates causing discomfort on rough roads
Solution Approach 1:
The tire's reinforcement structure is segmented into multiple independent elements (first and second reinforcement elements) with different orientations. The first reinforcement elements are arranged radially to suppress radial vibrations, while the second reinforcement elements are arranged at oblique angles to suppress circumferential vibrations and improve impact resistance. This segmentation allows each element to specialize in suppressing specific vibration modes without compromising overall steering stability.
Solution Approach 2:
Different regions of the tire bead reinforcement structure have different element arrangements optimized for local requirements. The first reinforcement elements provide high rigidity in the radial direction where steering stability is critical, while the second reinforcement elements provide enhanced flexibility in circumferential directions where impact absorption is needed. This local differentiation of structural properties resolves the contradiction between steering stability and impact resistance.
2Device complexity
If a tire uses uniform reinforcement elements to simplify structure, then manufacturing is easier, but vibration suppression in specific directions deteriorates
Solution Approach 1:
The reinforcement structure is divided into functionally distinct segments: first reinforcement elements with radial arrangement for primary structural support, and second reinforcement elements with oblique arrangement for targeted vibration suppression. This segmentation creates a modular structure that is easier to manufacture than fully customized designs while achieving superior directional vibration suppression compared to uniform structures.
Solution Approach 2:
The reinforcement elements are arranged asymmetrically with respect to the tire's radial and circumferential directions. The first elements are symmetrically arranged radially, while the second elements are arranged at specific oblique angles (e.g., 45 degrees) to target specific vibration modes. This asymmetric arrangement optimizes vibration suppression in critical directions without requiring complete structural complexity.
3Productivity
If a tire has high rigidity to maintain shape and reduce rolling resistance, then fuel efficiency is improved, but comfort on rough roads deteriorates
Solution Approach 1:
The bead reinforcement structure is segmented into elements with different orientations that independently address different performance requirements. The radially arranged first elements maintain tire shape and reduce rolling resistance for fuel efficiency, while the obliquely arranged second elements provide flexibility for comfort on rough roads. This segmentation allows simultaneous optimization of both fuel efficiency and road comfort.
Solution Approach 2:
The invention changes the structural parameters of the reinforcement elements by varying their arrangement angles and positions. By adjusting the angle of the second reinforcement elements relative to the radial direction, the tire can optimize the balance between rigidity (for fuel efficiency) and flexibility (for comfort). This parameter optimization allows the tire to maintain shape for low rolling resistance while absorbing road irregularities for comfort.
Data Source
Figure 1
Figure 2A~2B
Figure 3
AI summary
The tire 10 comprises a widthwise narrow groove 8 extending with a tire widthwise component on a tread surface 11. The widthwise narrow groove 8 has a center-side narrow groove portion 8a located on the inner side in the tire width direction and a shoulder-side narrow groove portion 8b connected to the outer side of the center-side narrow groove portion 8a in the tire width direction, the center-side narrow groove portion 8a is formed, from groove opening side to groove bottom side, in a shape of a continuous series of: a narrow section 8au including the groove opening; a tapered section 8at where the groove width increases toward the groove bottom; a wide straight section 8as extending in the groove depth direction with a constant groove width and having a groove width greater than that of the narrow section; and an arc-shaped section 8ab including the groove bottom, and the shoulder-side narrow groove portion 8b is formed, from groove opening side to groove bottom side, in a shape of a continuous series of: a narrow section 8bu including the groove opening; a tapered section 8bt where the groove width increases toward the groove bottom; and an arc-shaped section 8bb including the groove bottom.