Pneumatic Tire Tread Layout for Shock Burst and High-Speed Durability
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Solution Overview
Problem
Existing pneumatic tires face challenges in achieving both shock burst resistance and high-speed durability performance, particularly when a band-like sound absorbing member is installed in the tire cavity, as it can lead to increased tread gauge and heat degradation issues.
Innovation Solution
The pneumatic tire design includes a tread portion with two circumferential main grooves forming center land portions, featuring a full cover layer and a center cover layer on the outer side of the belt layer, along with a band-like sound absorbing member on the inner side of the innerliner. The tread average thicknesses in the center land and second land portions are optimized to satisfy a specific relationship (A<B<C), which helps in maintaining shock burst resistance while enhancing high-speed durability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If a center cover layer is provided to locally reinforce the tire width direction center region, then shock burst resistance performance is improved, but tread gauge increases excessively causing uneven ground contact pressure and reduced high-speed durability performance
Solution Approach 1:
The patent applies local quality by providing reinforcement only in specific regions rather than uniformly across the entire tire. A center cover layer is provided in the tire width direction center region (within ±30% of tire width) to reinforce the high-load center area, while side cover layers are provided in the side regions (within ±70% of tire width) to control ground contact pressure distribution. This localized reinforcement strategy ensures shock burst resistance in the critical center region without causing excessive tread gauge increase that would lead to uneven ground contact pressure and reduced high-speed durability.
2Object-affected harmful factors
If a band-like sound absorbing member is installed in the tire cavity, then noise reduction is achieved, but heat accumulation degrades the sound absorbing member and adjacent rubber layer
Solution Approach 1:
The patent introduces a heat-resistant adhesive layer as an intermediary between the band-like sound absorbing member and the innerliner. This adhesive layer has a glass transition temperature of 80°C or higher, which allows it to withstand the high temperatures generated during high-speed rotation without degrading. The heat-resistant adhesive protects both the sound absorbing member and the adjacent rubber layer from thermal degradation, enabling the sound absorption function to be maintained while ensuring high-speed durability.
3Strength
If tread average thickness A in center land portion is increased to ensure shock burst resistance, then ground contact pressure becomes significantly different from other portions, but high-speed durability performance deteriorates
Solution Approach 1:
The patent applies local quality by differentiating tread thickness in different regions. The center land portion (within ±30% of tire width) has a greater tread average thickness than the side land portions (within ±70% of tire width). This is achieved by providing a center cover layer in the center region and side cover layers in the side regions, with the side cover layers extending further in the tire radial direction to compensate for the thinner tread in side regions. This ensures that ground contact pressure is distributed more evenly across the tire width, preventing excessive pressure concentration in the center region while maintaining shock burst resistance.
Data Source
AI summary
In a pneumatic tire, a tread average thickness A in a tire width direction region of a center land portion where a center cover layer is disposed, a tread average thickness B in a tire width direction region of the center land portion where the center cover layer is not disposed, and a tread average thickness C in tire width direction regions where second land portions located further on an outer side than the center land portion in a tire width direction and adjacent to the center land portion are defined and formed satisfy a relationship A<B<C.