Heavy-Duty Tire Tread Structure for Static Charge and Heat Control
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Solution Overview
Problem
Heavy duty tires with low heat generation properties for reduced rolling resistance face issues with static electricity accumulation and decreased durability due to heat generation in conducting portions, which can lead to uneven wear and increased rolling resistance.
Innovation Solution
A heavy duty tire design featuring circumferential narrow grooves and transverse sipes around conducting portions to promote heat dissipation and maintain tread stiffness, incorporating a conducting portion connecting the outer and inner circumferential surfaces.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If a rubber with low heat generation properties (high silica content) is applied to the tread to reduce rolling resistance, then rolling resistance is reduced, but the electrical resistance of the tread increases causing static electricity accumulation
Solution Approach 1:
The tread is divided into multiple functional regions: the main tread area uses low heat generation rubber (high silica) to reduce rolling resistance, while separate conducting portions (bridge portions) made of electrically conductive rubber are strategically placed to dissipate static electricity. This segmentation allows each region to perform its specific function without compromising the other.
Solution Approach 2:
Different rubber compositions are applied to different locations of the tread. The majority of the tread uses rubber with low heat generation properties (high silica content) for reduced rolling resistance, while specific localized areas (conducting portions) use electrically conductive rubber (high carbon black content) to provide static electricity dissipation pathways.
2Reliability
If a conducting portion made of electrically conductive rubber is provided in the tread to suppress static electricity accumulation, then static electricity is suppressed, but heat generation increases reducing durability
Solution Approach 1:
The conducting portion is segmented into a bridge portion (made of electrically conductive rubber) and groove portions (channels formed around it). This segmentation allows the conductive material to be confined to specific areas, reducing overall heat generation while maintaining static electricity suppression functionality.
Solution Approach 2:
Groove portions are introduced as intermediary structures surrounding the bridge portion. These grooves facilitate heat dissipation from the conducting portion to the surrounding tread and road surface, acting as thermal pathways that prevent heat accumulation in the electrically conductive rubber area.
3Temperature
If the groove width is reduced to improve heat dissipation from the conducting portion, then heat dissipation is improved, but the stiffness of the tread decreases leading to increased rolling resistance
Solution Approach 1:
The groove width is optimized to different values in different regions: wider groove portions are positioned to maximize heat dissipation from the conducting portion, while narrower groove portions are positioned to maintain tread stiffness and reduce rolling resistance. This local optimization allows each groove region to serve its primary function.
Solution Approach 2:
The groove portions provide partial heat dissipation pathways rather than complete separation. The grooves are designed with widths that are sufficient to facilitate heat transfer but not so wide as to significantly compromise tread stiffness, representing a balanced partial action that achieves both objectives.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The design effectively suppresses static electricity accumulation and reduces rolling resistance without compromising durability, ensuring effective heat dissipation and maintaining tread stiffness.
Implementation Method 1
a conducting portion connecting the outer circumferential surface and the inner circumferential surface... The tread includes a conducting portion connecting the outer circumferential surface and the inner circumferential surface
Implementation Method 2
a body portion and a wide portion located radially inward of the body portion... A maximum width W2 of the wide portion is wider than a minimum width W1 of the body portion
Implementation Method 3
A pair of groove walls of the circumferential narrow groove come into contact with each other at the body portion when the tread comes into contact with a road surface and becomes deformed
Data Source
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AI summary
A heavy duty tire 2 includes a tread 4. The tread 4 has circumferential grooves 46. Land portions 48 demarcated by the circumferential grooves 46 include main land portions 64. The circumferential groove 46 between the adjacent main land portions 64 is a circumferential narrow groove 54. The circumferential narrow groove 54 includes a body portion 66 and a wide portion 68. A maximum width W2 of the wide portion 68 is wider than a minimum width W1 of the body portion 66. Each main land portion 64 has a transverse sipe 78. The transverse sipe 78 includes a sipe body 80 and a tubular portion 82. A maximum width W4 of the tubular portion 82 is wider than a groove width W3 of the sipe body 80. The tread 4 includes a conducting portion 42. One of the main land portions 64 includes the conducting portion 42.