Tread Block Segmentation for Dry and Wet Braking
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Solution Overview
Problem
Current tire tread profiles face challenges in maintaining good dry braking properties while improving wet braking performance, as large transverse grooves for dry braking reduce water absorption, and additional sipes for wet grip compromise stiffness and water drainage.
Innovation Solution
The design features pairs of profile block elements with varying widths and transverse groove dimensions, allowing for high circumferential rigidity for dry braking and sufficient flexibility and width for the upstream element to form a wiper lip on the wet road, while the downstream groove accommodates water accumulation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If transverse grooves are arranged with large distances to ensure high circumferential rigidity for dry braking, then dry braking properties are improved, but water absorption capacity is reduced
Solution Approach 1:
The tread block element is segmented into multiple regions with different functions: a first region with a sipe for water channeling, a second region for rigidity, and a third region for additional water absorption. This segmentation allows each region to optimize its specific function while working together to resolve the contradiction between dry braking rigidity and wet braking water absorption.
Solution Approach 2:
Different regions of the tread block element are designed with different local properties: the first region has a sipe with specific geometry for water management, the second region maintains high rigidity for dry braking, and the third region provides additional water absorption capacity. This local differentiation allows the single tread block element to satisfy multiple contradictory requirements.
2Reliability
If additional sipes are formed within tread block elements to improve wet braking, then wet grip is improved, but circumferential stiffness is reduced
Solution Approach 1:
The sipe is localized to only the first region of the tread block element rather than extending through the entire element. This localized placement provides water channeling capability for wet braking improvement while preserving the structural integrity and circumferential stiffness of the second and third regions, thus resolving the contradiction between wet grip and dry braking rigidity.
Solution Approach 2:
The tread block element is divided into functional regions where the sipe is confined to the first region, allowing water management functions to be separated from the structural rigidity functions in the second and third regions. This segmentation enables wet braking improvement without compromising overall structural strength.
3Reliability
If double fine incisions are formed to create a wiper lip for wet braking improvement, then water film removal is enhanced, but water absorption capacity remains limited
Solution Approach 1:
The water management function is segmented into two distinct mechanisms: the sipe in the first region for active water channeling and removal, and the third region for passive water absorption. This segmentation allows the wiper lip effect to be combined with enhanced water absorption capacity, resolving the limitation of previous single-mechanism approaches.
Solution Approach 2:
The invention merges multiple water management mechanisms (sipe-based water channeling, wiper lip effect, and absorption region) within a single tread block element. This combination of mechanisms simultaneously addresses water film removal and water absorption, overcoming the limitations of using any single mechanism alone.
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
This design enhances both dry and wet braking performance by ensuring reliable force transmission on dry roads and effective water management on wet roads, improving overall braking behavior.
Implementation Method 1
the first region (18, 48) of the tread block element (8, 9) is formed with a sipe (17, 47)
Data Source
Figure 1~2
Figure 3~4
AI summary
The profile has a profile block row (2) limited by circumferential grooves (5, 6) and extending in circumference of a vehicle tire. The row has profile block elements (8, 9) arranged at a distance from each other by transverse grooves (10, 11). One of the block elements is designed with breadth (a) of less than or equal to 5mm, and another block element is designed with breadth (c) of greater than or equal to 20mm. The transverse grooves comprise respective breadths (b-1, b-2) of greater than or equal to 1mm, where the breadth of the grooves is measured in a circumferential direction (U).