Tire Tread Pattern With Localized Block Density For Wet Traction And Noise Reduction
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Solution Overview
Problem
Existing tires for all-terrain vehicles face a trade-off between off-road traction and on-road performance, noise level, and mileage, with excessive block patterns improving traction but increasing noise and wear on dry surfaces, and high void-to-rubber ratios enhancing drainage but compromising dry ground performance.
Innovation Solution
A tire design with a low void-to-rubber ratio in the central region and two main drainage channels, one transverse and one oblique, across the tread, providing excellent drainage and traction on wet and off-road surfaces while maintaining on-road performance and reducing noise.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a large number of blocks of considerable dimensions is used in the tread pattern, then traction on wet and muddy grounds is improved, but noise level increases and mileage decreases
Solution Approach 1:
The tread pattern applies different block densities to different regions: the central portion has a lower void-to-rubber ratio (more rubber, fewer blocks) for reduced noise and improved road performance, while the shoulder portions maintain higher void-to-rubber ratios for drainage and off-road traction. This local differentiation resolves the contradiction by optimizing each region for its specific function.
Solution Approach 2:
The tread is segmented into distinct functional zones: a central portion with continuous rubber and fewer blocks for noise reduction and road contact, and shoulder portions with more blocks and higher void ratios for drainage and off-road performance. This segmentation allows simultaneous optimization of conflicting requirements in different areas.
2Reliability
If a large number of blocks is used in the tread pattern, then off-road traction is improved, but wear and mileage are compromised
Solution Approach 1:
Blocks are concentrated in the shoulder portions where off-road traction is needed, while the central portion has fewer blocks to reduce wear during normal road driving. This local concentration optimizes off-road performance without sacrificing overall mileage.
Solution Approach 2:
The tread uses partial block coverage rather than complete block patterns, placing blocks only where needed for off-road performance (shoulders) while leaving the center relatively open for road use, thereby reducing unnecessary wear.
3Reliability
If the tread is designed for extreme off-road terrains, then off-road performance is improved, but on-road handling and noise level deteriorate
Solution Approach 1:
The tread design assigns different characteristics to different regions: shoulders with high void ratios and block patterns for off-road performance, and a central portion with low void ratio and continuous rubber for on-road handling and noise reduction, achieving versatility across terrains.
Solution Approach 2:
The tread pattern achieves multi-functionality by combining features suitable for both on-road and off-road use in a single design, with the central portion optimized for road contact and shoulders optimized for drainage and off-road traction.
Data Source
Figure 1
Figure 2
Figure 2A
AI summary
Tyre (1 ) having a tread (2) comprising a central portion (L1 ) astride an equatorial plane (X-X) and two shoulder portions (L2.L3), wherein the shoulder portions (L2; L3) each have at least one row of lateral blocks (13;14), circumferentially separated from one another by shoulder transverse grooves (23;28); the central portion (L1 ) has a void-to-rubber ratio lower than 0,25 and comprises a first and a second row (9; 10) of central blocks; each block (32) of the first central row (9) being substantially axially aligned with a block (33) of the second row for defining a first transverse drainage channel (70), substantially continuous, which crosses the central portion (L1 ); the first transverse drainage channel (70) being defined between a first pair of blocks, formed by a block (32) of the first row (9) and a block (33) of the second row (10) arranged axially side by side, and the first circumferentially adjacent pair of blocks, formed in a similar way; each block (32) of the first row (9) has an extension direction, forming an angle a1 between 45° and 80° to the equatorial plane (X-X), and each block (33) of the second row (10) lies on the extension direction of the circumferentially preceding block (32) of the first row (9) such as to define an inclined and substantially continuous second drainage channel (71 ) which crosses the central portion (L1 ).