Triangulated Tire Reinforcement for Penetration Resistance
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Passenger vehicle tires lack sufficient resistance to penetration and perforation by foreign objects due to high radial stiffness, which is primarily borne by the working reinforcement rather than the carcass reinforcement, leading to potential rupture.
Innovation Solution
A passenger vehicle tire design featuring a single working layer with metal reinforcers at an angle of 30° to 50°, a single hooping layer with textile or metallic reinforcers at an angle of up to 5°, and a carcass layer with textile reinforcers forming an angle of 55° to 80°, creating a triangulation that enhances energy absorption and reduces deformation during piercing, while the hooping layer has a specified force at break and secant extension modulus for improved tensile stiffness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stress or pressure
If the working reinforcement uses high stiffness metal reinforcers to support radial deformations, then radial stiffness is improved, but resistance to penetration and perforation by foreign objects deteriorates
Solution Approach 1:
The reinforcement system is segmented into three distinct layers with specific functions: the carcass reinforcement (angle α ≥ 55°) absorbs penetration energy, the working reinforcement (angle β between 10°-30°) maintains radial stiffness, and the hooping reinforcement (angle γ ≤ 5°) prevents circumferential propagation. This segmentation allows each layer to specialize in its function rather than one layer bearing all loads.
Solution Approach 2:
The patent employs a composite reinforcement structure combining three different reinforcement types with complementary properties. The carcass uses high-energy-absorption materials at steep angles, the working layer uses stiff metal cords at moderate angles, and the hooping layer uses flexible materials at shallow angles. This composite approach creates synergistic effects that overcome the limitations of single-material designs.
2Device complexity
If a single working layer is used instead of multiple crossed layers, then device complexity is reduced, but structural strength may deteriorate
Solution Approach 1:
Instead of adding more working layers in the radial dimension, the patent introduces a new dimensional approach by adding the hooping reinforcement layer at a shallow angle (γ ≤ 5°). This third dimensional orientation complements the single working layer (β between 10°-30°) and carcass reinforcement (α ≥ 55°), providing comprehensive strength coverage without increasing radial complexity.
Solution Approach 2:
The single working layer is designed to perform multiple functions: it provides radial stiffness through its moderate angle orientation, works in conjunction with the carcass reinforcement for triangulation stability, and cooperates with the hooping reinforcement to prevent crack propagation. This multi-functionality compensates for the reduced number of layers.
3Adaptability or versatility
If the carcass reinforcement uses textile materials at steep angles for flexibility, then adaptability is improved, but resistance to piercing forces deteriorates
Solution Approach 1:
The carcass reinforcement is designed with local quality optimization by using textile materials with steep angles (α ≥ 55°) specifically in the regions where flexibility and conformability are needed, while the working and hooping reinforcements provide the piercing resistance. Each layer's material properties are locally optimized for its specific functional requirements rather than using uniform materials throughout.
Solution Approach 2:
The carcass reinforcement layer acts as a beforehand cushioning layer that absorbs and dissipates the initial impact energy of penetrating objects through its flexible textile structure. This pre-absorption of energy reduces the force transmitted to deeper layers, protecting the tire structure from severe damage before the working and hooping reinforcements engage.
Data Source
AI summary
A passenger vehicle tire having hooping layer (71) that has a force at break FR per mm of axial width of the hooping layer at least equal to 35 daN/mm and has a secant extension modulus MA at least equal to 250 daN/mm, for an applied force F equal to 15% of FR. Working reinforcement (6) comprises a single working layer (61) the working reinforcers of which form, with the circumferential direction (YY′), an angle AT at least equal to 30° and at most equal to 50°. The carcass reinforcers of the at least one carcass layer (81) form, with the circumferential direction (YY′) and in the equatorial plane (XZ), an angle AC2 at least equal to 55° and at most equal to 80° and having an orientation opposite of that of angle AT of the working reinforcers so that the carcass reinforcers and the working reinforcers constitute a triangulation.