Pneumatic Tire Zigzag Mesh Reinforcement for Uniform Rigidity
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Solution Overview
Problem
Pneumatic tires with mesh reinforcing layers face variations in mesh size, leading to uneven rigidity in the ground contact patch, which compromises high-speed running performance and maneuver stability.
Innovation Solution
A pneumatic tire design featuring a tread reinforcing layer with a mesh reinforcing layer formed by embedding reinforcing cords in a rubber tape, wound circumferentially in a zigzag pattern with specific inclination angles and positional shifts, creating parallelogram-shaped meshes with uniform circumferential lengths, and combined with a spiral reinforcing layer for enhanced binding force and stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If the size of the meshes is varied largely in the mesh reinforcing layer, then the binding force is increased, but the rigidity of the mesh structure becomes uneven in the ground contact patch, compromising maneuver stability
Solution Approach 1:
The patent applies parameter changes by precisely controlling the positional shift between adjacent zigzag units within a specific range (0.7 to 1.3 times 360/N degrees). This parameter control ensures that mesh sizes remain substantially uniform across the reinforcing layer, achieving both adequate binding force and uniform rigidity in the ground contact patch for improved maneuver stability
Solution Approach 2:
The patent implements local quality by creating a mesh structure where the positional shift parameter is specifically optimized for the ground contact patch region. The controlled zigzag unit arrangement ensures uniform mesh sizes specifically in the area that contacts the ground during operation, providing locally optimized rigidity where it is most needed for maneuver stability
2Force
If a band layer with parallel structure is used to achieve high binding force, then high-speed running performance is improved, but the bending rigidity and torsional rigidity are low, reducing maneuver stability
Solution Approach 1:
The patent employs composite materials by combining the mesh reinforcing layer (made from tape with embedded reinforcing cords in a zigzag pattern) with the belt layer (composed of two or more belt plies with reinforcing cords at inclined angles). This composite structure integrates the high binding force characteristics of the mesh layer with the high bending and torsional rigidity of the belt layer, achieving both high-speed running performance and maneuver stability
Solution Approach 2:
The patent merges the functional advantages of two different reinforcing structures: the band layer provides continuous circumferential reinforcement for high binding force and high-speed performance, while the mesh reinforcing layer adds geometric complexity through zigzag patterns to enhance bending and torsional rigidity. The combination of these layers creates a synergistic effect that achieves both high-speed running performance and maneuver stability
3Strength
If a belt layer with inclined reinforcing cords is used to improve maneuver stability, then bending rigidity is increased, but the binding force to the tread portion is low, reducing high-speed running performance
Solution Approach 1:
The patent applies dimensionality change by transitioning from the simple parallel arrangement of band layers to a two-dimensional zigzag mesh pattern. The zigzag units create a geometrically complex structure that increases bending rigidity through angular configurations while maintaining adequate binding force, thereby improving maneuver stability without sacrificing high-speed running performance
Data Source
AI summary
A pneumatic tire comprises a mesh reinforcing layer formed from a tape wound circumferentially of the tire plural turns while repeating a zigzag unit comprising two inclined portion so that a number N of the repeated zigzag units are arranged while shifting in the tire circumferential direction and partly overlapping with each other. The amount of positional shift between the circumferentially adjacent zigzag units is in a range from 0.7 to 1.3 times a value of 360/N in terms of the angle α around the tire rotational axis.