Asymmetric Tire Rib Flank Geometry for Handling and Aquaplaning
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Solution Overview
Problem
Modern passenger cars, particularly front-wheel drive vehicles, face increased risk of understeering when cornering due to greater forces transmitted to the road, necessitating improved power transmission and handling properties in pneumatic vehicle tires, which are compromised by the conflict between handling and aquaplaning capabilities.
Innovation Solution
The profile ribs in the tire tread feature different geometric designs, with the second flank section angled up to 3° radially and extending to 25-50% of the profile depth, optimizing rigidity and water absorption, and being free of profile negatives over a third of their width, enhancing lateral force absorption and aquaplaning properties.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the tread has extensive contact with the road for good handling properties, then handling properties improve, but aquaplaning properties worsen due to reduced water drainage capability
Solution Approach 1:
The rib flanks are designed with different angles in different regions: the first flank section has a steeper angle (10°-30°) for structural integrity and power transmission, while the second flank section has a shallower angle (≤3°) that tapers toward the tread surface. This local variation in geometry allows the tire to maintain both handling properties through extensive road contact and aquaplaning properties through effective water drainage channels
Solution Approach 2:
The rib flanks exhibit asymmetric geometry where the two flank sections have distinctly different angles relative to the radial direction. This asymmetric design creates an optimized profile that simultaneously provides the structural rigidity needed for handling and the drainage geometry needed to prevent aquaplaning, resolving the contradiction between these two opposing requirements
2Power
If the first flank section runs at a steep angle (10°-30°) for good power transmission, then power transmission improves, but the groove cross-sectional area for water drainage decreases
Solution Approach 1:
The rib flank is segmented into two distinct sections: the first flank section with a steeper angle (10°-30°) that provides structural support and power transmission, and the second flank section with a shallower angle (≤3°) that extends toward the tread surface and maintains groove volume for water drainage. This segmentation allows each section to optimize its function independently
Solution Approach 2:
The angle parameter of the rib flank is changed along its length, transitioning from a steeper angle in the first section to a shallower angle in the second section. This parameter variation allows the groove to maintain adequate cross-sectional area for water drainage while still providing the structural integrity needed for power transmission
Data Source
Figure 1
AI summary
The invention relates to a vehicle tire of radial design with an asymmetrical tread having an outer shoulder associated with the outer side of the vehicle and an inner shoulder associated with the inner side of the vehicle, and also with at least one profiled rib (1, 2, 3) which extends in the circumferential direction, is defined on both sides by circumferential grooves (4), and has a first flank (6) which is closer to the inner shoulder, and a second flank (7) which is closer to the outer shoulder, wherein each rib flank (6, 7) is connected to the bottom (5) of the respective circumferential grooves (4) via transition sections (8, 9) having a rounded cross-section, the rib flanks (6, 7) have different geometries in cross-section, the first rib flank (6) is composed in the radial direction of a first flank section (6b) adjacent to the transition section (8) and of a second flank section (6a) which extends to the surface of the tread, both flank sections (6a, 6b) having an essentially straight cross-section. The first flank section (6b) forms a first angle (β) of 10° to 30° to the radial direction and the second flank section (6a) forms a second angle (α) of up to 3° to the radial direction.