Tire Tread Sipe Channels for Wet Grip and Aquaplaning Control
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Solution Overview
Problem
Existing vehicle tires fail to effectively drain water from slits into grooves when rolling on wet surfaces, leading to reduced traction and increased risk of aquaplaning.
Innovation Solution
A tire design featuring profile positives with L-shaped tubular channels and a groove-shaped widening on the outer surface, combined with a narrow cut section and a channel section, enhances water drainage by directing water towards the groove.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If a tire is designed with high rigidity to provide stable steering and ride quality, then steering stability is improved, but impact resistance and comfort deteriorate due to harsh road irregularities
Solution Approach 1:
The tire is divided into multiple independent rubber layers (first rubber layer, second rubber layer, third rubber layer) with different compositions and properties. Each layer serves specific functions: the first layer provides impact resistance, the second layer provides heat resistance, and the third layer provides steering stability. This segmentation allows the tire to simultaneously achieve both impact resistance and steering stability without compromise.
Solution Approach 2:
Different regions of the tire are assigned different rubber compositions tailored to local requirements. The first rubber layer uses a composition optimized for impact absorption, the second layer uses a composition optimized for heat resistance, and the third layer uses a composition optimized for steering stability. This local quality approach ensures each part of the tire performs its specific function optimally while contributing to overall tire performance.
2Object-affected harmful factors
If a tire uses a single-layer rubber composition optimized for impact resistance, then impact resistance is improved, but steering stability and ride quality deteriorate
Solution Approach 1:
The tire structure is segmented into three distinct rubber layers, each with compositions optimized for different functions. The first rubber layer is specifically designed for impact resistance, while the third rubber layer is designed for steering stability. This segmentation resolves the contradiction by distributing different functional requirements to different layers rather than attempting to satisfy all requirements in a single layer.
Solution Approach 2:
The tire employs composite material construction with multiple rubber layers having different compositions. The first rubber layer contains compounds optimized for energy absorption during impact, while the third rubber layer contains compounds optimized for maintaining structural integrity during steering. This composite approach allows the tire to exhibit both impact resistance and steering stability as emergent properties of the multi-layer system.
3Object-affected harmful factors
If a tire is designed with complex multi-layer structure to improve performance, then impact resistance and steering stability are improved, but manufacturing complexity and cost increase
Solution Approach 1:
The tire is segmented into three functional layers, each addressing specific performance requirements. While this segmentation improves performance, the patent simplifies manufacturing by using continuous co-vulcanization processes where layers are bonded simultaneously in a single operation, rather than requiring multiple separate assembly steps. This reduces manufacturing complexity despite the multi-layer structure.
Solution Approach 2:
The patent combines multiple manufacturing operations into a single co-vulcanization process. All three rubber layers are vulcanized and bonded to each other and to the wire reinforcement in one continuous operation, rather than requiring separate vulcanization and assembly steps. This merging of operations simplifies the manufacturing process and reduces production complexity despite the complex multi-layer final structure.
Data Source
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AI summary
The invention relates to a vehicle tire comprising a tread with profile positives, such as profiled ribs (1) or profiled blocks, delimited by grooves (2), for example circumferential grooves and/or transverse grooves formed up to the provided profile depth (TP), with an outer face (1a) located on the tread periphery and cuts (3) which extend from a groove (2) into the respective profile positive and which terminate within same, wherein a respective tubular channel (6) which runs in an L-shaped manner runs around each cut (3) within the profile positive, said tubular channel having a channel section (6a) that extends in the radial direction in particular and leads outwards at the outer face (1a) of the profile positive and a channel section (6b) that runs along the cut base in particular in a parallel manner to the outer face of the profile positive and leads outwards together with the cut (3) at the groove (2). The cut (3) has a groove-shaped cut expansion (4) towards the outer face of the profile positive, said expansion extending up to the channel section (6a) which leads outwards at the outer face (1a) of the profile positive and having a width (b4a, b4b), which equals 1.60 mm to 2.70 mm, at the outer face (1a) of the profile positive and adjoining a cut section (5) that has a width (b2), which is constant in particular, of 0.40 mm to 1.00 mm in the radial direction and leads to the channel (6) which runs in an L-shaped manner and has a diameter (d1, d2) that is greater than the width (b2) of the cut section (5) by up to 1.80 mm.