Tyre Crown Reinforcement Layout for Puncture and Rolling Resistance
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Solution Overview
Problem
Current tire designs face challenges in balancing grip performance, rolling resistance, and puncture resistance, particularly in meeting regulatory standards for penetration resistance without increasing material usage or degrading other performance criteria.
Innovation Solution
The tire features a crown reinforcement with undulating working layers and local reinforcement elements positioned above central ribs, which reduces the distance between the working layer and the rolling surface, enhancing puncture resistance while maintaining or improving grip and rolling resistance through strategic placement and design of the undulations and local reinforcement layers.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If the breaking strength of reinforcing elements is increased to meet penetration resistance regulations, then puncture resistance is improved, but tire mass increases
Solution Approach 1:
The patent applies local reinforcement by positioning reinforcing elements specifically under central ribs and in shoulder regions where puncture risks are highest. The working layers have varying angles (15°-50°) in different zones, with steeper angles under central ribs for puncture resistance and shallower angles in shoulders for grip, creating locally optimized strength without uniform mass increase
Solution Approach 2:
The crown reinforcement is divided into multiple working layers with different orientations and functions. The first working layer (15°-30°) provides puncture resistance under central ribs, the second working layer (20°-50°) enhances grip in shoulder regions, and the third working layer (10°-30°) provides additional puncture protection. This segmentation allows each layer to be optimized for its specific function without requiring all layers to use excessive material
2Strength
If the distance between the working layer and rolling surface is reduced to improve puncture resistance, then penetration resistance is improved, but grip performance may deteriorate
Solution Approach 1:
The patent creates local variations in the distance between working layers and the rolling surface. Under central ribs, the distance is minimized (radial distance do ≤ 3mm) to improve puncture resistance. In shoulder regions, the distance is maintained or increased to preserve grip performance. This spatially differentiated approach allows simultaneous optimization of both puncture resistance and grip
Solution Approach 2:
The patent uses three-dimensional positioning of working layers at different radial distances and angles to solve the contradiction. By varying the radial position and angle of different working layers in different circumferential zones, the design achieves close proximity to the rolling surface where needed for puncture resistance while maintaining adequate distance where needed for grip, effectively using dimensional variation to resolve the trade-off
3Strength
If additional reinforcement layers are added to meet breaking energy standards, then puncture resistance is improved, but device complexity increases
Solution Approach 1:
Each working layer is designed to perform multiple functions simultaneously. The first working layer provides both puncture resistance under central ribs and structural support. The second working layer contributes to both grip in shoulder regions and breaking energy performance. The third working layer provides both additional puncture protection and structural integrity. This multi-functionality reduces the need for separate dedicated reinforcement elements, simplifying the overall structure while meeting all performance standards
Data Source
Figure 1~3
Figure 4~5
AI summary
The invention relates to a tyre (10) for a vehicle, comprising a radially outermost working layer (41) comprising at least one undulation (412) vertically in line with a central rib (251) of the tread (2). The undulation (412) is radially outside the points of the working layer (41) vertically in line with the bottom face (243) of the closest circumferential groove (24) of the undulation (412) and has an amplitude of at least 1 mm. The undulation (412) is above at least one local reinforcement layer (6) comprising reinforcement elements, parallel to each other and forming, with the circumferential direction (XX') of the tyre, an angle with an absolute value that is at most equal to 5°.