Pneumatic Tyre Transverse Groove Chamfer Design
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Solution Overview
Problem
Existing pneumatic vehicle tire designs with transverse grooves and chamfers compromise rolling noise and dry braking performance due to widened grooves and reduced contact area.
Innovation Solution
Designing transverse grooves with two base sections that decrease in depth towards the ends, featuring a chamfer that narrows as the groove shallows, maintaining a constant angle of 35° to 55° to the radial direction, and optionally ending in a convex edge, to enhance profile rib rigidity and prevent edge curling.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If chamfers are formed on groove flanks to prevent edge rolling, then braking capacity is improved, but rolling noise increases and contact area is reduced
Solution Approach 1:
The chamfer width is varied locally along the groove flank: wider at the base section to prevent edge rolling, and narrower toward the groove end to reduce noise and maintain contact area. This local variation optimizes both braking capacity and noise reduction.
Solution Approach 2:
The chamfer geometry parameters (width and angle) are changed along the length of the groove. The chamfer angle is maintained at 35°-55° while the width transitions from 2.0 mm-5.0 mm at the base to narrower dimensions toward the groove end, achieving both edge stability and reduced noise.
2Reliability
If chamfers are formed on groove flanks to prevent edge rolling, then braking capacity is improved, but contact area is reduced
Solution Approach 1:
The chamfer width is varied locally along the groove flank: wider at the base section to prevent edge rolling, and narrower toward the groove end to reduce noise and maintain contact area. This local variation optimizes both braking capacity and noise reduction.
3Productivity
If transverse groove depth is increased to improve water drainage, then water evacuation is enhanced, but profile rib rigidity is reduced
Solution Approach 1:
The groove depth varies locally: deeper at the base section to ensure effective water drainage, and shallower toward the groove ends to maintain profile rib rigidity. This local depth variation balances water evacuation capability with structural strength.
Solution Approach 2:
The transverse groove is segmented into different depth zones: a deeper base section for water drainage and shallower end sections for maintaining rib rigidity. This segmentation allows each zone to fulfill its specific function optimally.
Data Source
Figure 1
Figure 2~3
Figure 4~5
AI summary
Radial pneumatic tires for vehicles with a tread having at least one profile rib (1), which are provided with a number of transverse grooves (3) extending beyond the ground contact area and having a depth that varies along their length, wherein the greatest depth (T1) of the transverse grooves (3) is 5.0 mm to 8.0 mm and the transverse grooves (3) are each bounded by two groove flanks (4, 4'), a groove base (5) and a chamfer (6) formed on one groove flank (4) and extending over the entire extent of the transverse groove (3), wherein the chamfer (6) has a width (b1) of 2.0 mm to 5.0 mm at its widest point when viewed in cross-section of the groove (3) and the width of the chamfer (6) decreases as the depth of the transverse groove (3) decreases.Each transverse groove (3) extends either straight or slightly curved overall, its groove base (5) consists of an inner base section (5b) and an outer base section (5a), wherein the depth (T1) of the transverse groove (3) is greatest at the junction of the two base sections (5a, 5b) and the base sections (5a, 5b) become continuously shallower towards the ends of the transverse groove, so that the depth of the transverse groove (3) decreases towards its ends, and wherein the chamfer (6) has its greatest width (b1) and its deepest point at the junction of the two base sections (5a, 5b).