Pneumatic Tyre Belt Angles for Uniform Tread Wear
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Solution Overview
Problem
Existing pneumatic vehicle tires with three-layer belts suffer from non-uniform tread abrasion, particularly in heavy-duty commercial vehicles like trucks and buses, where the angling of steel cords in different belt layers does not effectively maintain even wear across the tread width.
Innovation Solution
The tire design features a middle 0° belt layer combined with the first and third belt layers, where the reinforcements in these layers form angles of 48° to 70° with the circumferential direction, enhancing circumferential and transverse rigidity to achieve uniform tread wear. Additionally, the elastic reinforcements in these layers can have an elongation of ≥0.2% at a 10% breaking load, optimizing the balancing effect.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If the reinforcements in the first and third belt plies enclose a small angle (10° to 45°) with the circumferential direction, then the tire structure is simpler and easier to manufacture, but the tread abrasion becomes non-uniform particularly in the shoulder areas
Solution Approach 1:
The patent changes the critical parameter of reinforcement angle in the first and third belt plies from the conventional 10°-45° range to a larger range of 45°-70° with the circumferential direction. This parameter change fundamentally alters the stress distribution pattern in the tread, providing enhanced support to the shoulder areas and achieving uniform tread wear across the entire tread width while remaining manufacturable
Solution Approach 2:
The patent applies different reinforcement angles to different belt plies to address local wear characteristics. Specifically, the first and third belt plies use larger angles (45°-70°) to support the shoulder areas, while the middle belt ply uses a smaller angle (10°-45°) for the central area. This localized differentiation of structural properties achieves uniform overall tread wear
2Manufacturing precision
If the reinforcements in the first and third belt plies enclose a large angle (45° to 70°) with the circumferential direction, then the tread wear uniformity is improved, but the belt structure becomes more complex
Solution Approach 1:
The patent changes the critical parameter of reinforcement angle in the first and third belt plies from the conventional 10°-45° range to a larger range of 45°-70° with the circumferential direction. This parameter change fundamentally alters the stress distribution pattern in the tread, providing enhanced support to the shoulder areas and achieving uniform tread wear across the entire tread width while remaining manufacturable
Solution Approach 2:
The patent segments the belt structure into three distinct belt plies with different reinforcement angle characteristics. The first and third belt plies have larger angles (45°-70°) for shoulder support, while the middle belt ply has a smaller angle (10°-45°). This segmentation allows each layer to perform its specific function optimally without requiring an overly complex overall structure
3Ease of manufacture
If the middle belt layer width is made equal to the outer belt layers, then the manufacturing process is simplified, but the tread wear uniformity in shoulder areas deteriorates
Solution Approach 1:
The patent applies different reinforcement angles to different belt plies to address local wear characteristics. Specifically, the first and third belt plies use larger angles (45°-70°) to support the shoulder areas, while the middle belt ply uses a smaller angle (10°-45°) for the central area. This localized differentiation of structural properties achieves uniform overall tread wear
Data Source
Figure 1~2
AI summary
The invention relates to a pneumatic radial-type tyre for utility vehicles, in particular heavy goods vehicles, buses and heavy goods vehicle trailers, said tyre comprising a three-ply belt (4), the central belt ply being a 0° ply, the width of which is less than the width of the first and third belt plies (6, 7), and the tyre cords of the first and third belt plies (6, 7) slanting in opposite directions. The angle (γ) of the tyre cords (7a) in the third belt ply (7) to the circumferential direction of the tyre is between 35° and 70° and the tyre cords in at least one of the belt plies (5, 7) have an extension > 0.2% under a 10% breaking load.