Pneumatic Tyre Shoulder Groove Segmentation
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Solution Overview
Problem
Existing pneumatic vehicle tire designs with transverse grooves in the shoulder-side peripheral regions fail to effectively balance improved braking properties on both dry and wet roads with enhanced water drainage capacity, leading to instability in the tread area.
Innovation Solution
The transverse grooves are designed to extend essentially in a straight line, with a central groove section covering over 60% of the axial extent, featuring chamfers that decrease in depth and width radially, and an outer groove section with a U-shaped end section, creating a water reservoir for improved drainage and tread stabilization.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If transverse grooves with multiple angled groove sections are formed to increase negative volume, then water drainage capacity is improved, but tread stability and braking properties deteriorate
Solution Approach 1:
The transverse groove is divided into three distinct groove sections (first, second, and third) with different orientations and functions. The first groove section runs substantially perpendicular to the circumferential direction, the second groove section runs at an angle between 10° to 70° to the circumferential direction, and the third groove section runs substantially in the circumferential direction. This segmentation allows each section to contribute differently to water drainage while maintaining tread stability.
Solution Approach 2:
Different portions of the transverse groove are designed with different characteristics tailored to specific functions. The first groove section provides deep water channeling, the second groove section offers angled water redirection, and the third groove section ensures stable water discharge to the tread periphery. This local differentiation optimizes both drainage efficiency and structural stability.
2Productivity
If transverse grooves with large negative volume are formed, then water drainage capacity is improved, but braking properties on wet and dry roads deteriorate
Solution Approach 1:
The transverse groove is divided into three distinct groove sections (first, second, and third) with different orientations and functions. The first groove section runs substantially perpendicular to the circumferential direction, the second groove section runs at an angle between 10° to 70° to the circumferential direction, and the third groove section runs substantially in the circumferential direction. This segmentation allows each section to contribute differently to water drainage while maintaining tread stability.
Solution Approach 2:
Different portions of the transverse groove are designed with different characteristics tailored to specific functions. The first groove section provides deep water channeling, the second groove section offers angled water redirection, and the third groove section ensures stable water discharge to the tread periphery. This local differentiation optimizes both drainage efficiency and structural stability.
3Volume of stationary object
If transverse grooves with three angled groove sections are formed, then negative volume is increased, but water drainage capacity cannot be improved to the desired extent
Solution Approach 1:
The transverse groove is divided into three distinct groove sections (first, second, and third) with different orientations and functions. The first groove section runs substantially perpendicular to the circumferential direction, the second groove section runs at an angle between 10° to 70° to the circumferential direction, and the third groove section runs substantially in the circumferential direction. This segmentation allows each section to contribute differently to water drainage while maintaining tread stability.
Solution Approach 2:
The groove design transitions from a two-dimensional cross-sectional view to a three-dimensional configuration by extending grooves in multiple directions (perpendicular, angled, and circumferential). This dimensional approach creates effective water drainage pathways without requiring excessive groove depth or volume.
Data Source
Figure 1~2
Figure 3~4
AI summary
The invention relates to a pneumatic vehicle tire, comprising a tread, which has at least one shoulder-side profile rib (1), which is structured in the manner of lugs and extends peripherally in the circumferential direction and in which incision-like transverse grooves (3) extend in the axial direction, which are each composed of three groove segments (3a, 3b, 3c), a middle groove segment (3a), a groove segment (3b) that extends toward the inside of the tread and ends within the profiled rib (1), and a groove segment (3c) that extends toward the outside of the tread and ends outside of the ground contact area. The transverse grooves (3) extend substantially linearly overall, wherein the middle groove segment (3a) extends over at least 60% of the axial extend of the transverse grooves (3) and has a depth (T), which is substantially constant over the extent of the middle groove segment, of 5 mm to 7 mm and, in cross-section, has two groove flanks (5, 6) extending substantially in the radial direction and having a mutual distance of 0.4 mm to 1.2 mm, wherein a bevel (6a) extending at an angle (β) of 30° to 50° to the radial direction adjoins one of the groove flanks (6) near the rib outer surface, wherein the middle groove segment (3a), continuing the border edges thereof present on the rib outer surface, transitions into the groove segment (3c) extending toward the outside of the tread, which groove segment has an end segment (3'c), which has a U-shaped cross-section and a depth (t2) of 1.0 mm to 1.5 mm.