Vehicle Tyre Spike Recess Design for Ice Grip
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Solution Overview
Problem
Existing pneumatic vehicle tire treads with spikes for winter conditions face inefficiencies due to clogging of ice particle drainage channels on rough ice or snow-covered surfaces and reduced effectiveness with tread wear, leading to compromised ice grip.
Innovation Solution
Designing depressions around spikes with a two-stage depth profile, featuring a deeper core zone near the spike for efficient ice particle collection and a shallower edge zone for reliable ejection, maintaining rubber rigidity and extending effectiveness with tread wear.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If shallow depressions are provided as drainage channels or reservoirs in the immediate vicinity of the spike, then ice particles can be collected, but the depressions clog and overflow on rough ice or snow-covered surfaces
Solution Approach 1:
The depression is divided into two functional zones: a first zone with smaller cross-sectional area for initial ice particle collection, and a second zone with larger cross-sectional area for storage and ejection. This segmentation allows efficient particle transport while preventing clogging by providing adequate capacity in the second zone.
Solution Approach 2:
The depression transitions from a two-dimensional surface feature to a three-dimensional structure with varying depth. The first zone has greater depth than the second zone, creating a stepped configuration that optimizes both collection efficiency and particle ejection while maintaining structural integrity.
2Reliability
If the volume of depressions is increased to improve ice particle storage, then ice grip is improved, but the effectiveness diminishes rapidly with increasing tread wear
Solution Approach 1:
Different zones of the depression are assigned different depths and functions. The first zone has greater depth for active ice particle collection and storage, while the second zone has reduced depth for particle ejection. This local differentiation optimizes ice grip while minimizing the overall volume loss impact from tread wear.
Solution Approach 2:
The depression design adapts to tread wear through its zoned structure. As the tread wears, the shallower second zone maintains its ejection function longer, while the deeper first zone continues to provide collection capacity, extending the overall effectiveness duration of the ice reservoir system.
3Reliability
If depressions are positioned close to the spike, then ice particle capture is improved, but rubber material stiffness is reduced
Solution Approach 1:
The depression is designed with a first zone closer to the spike having greater depth for optimal ice particle capture, and a second zone farther from the spike with reduced depth. This local quality variation allows close positioning for improved capture while the shallower second zone maintains rubber material stiffness.
4Reliability
If the depth of depressions is increased to improve ice particle absorption, then ice grip is improved, but manufacturing complexity increases
Solution Approach 1:
The complex depth profile is segmented into two distinct zones with clearly defined depth transitions. The first zone has greater depth for absorption, and the second zone has reduced depth for ejection. This segmentation simplifies the manufacturing process compared to a continuously varying depth profile while maintaining the desired ice particle absorption and ejection functions.
Data Source
Figure 1~1a
Figure 2~2a
AI summary
The invention relates to a pneumatic tyre for a vehicle, comprising a tyre tread with profiled positives, for example profiled blocks or profiled strips, separated from each other by grooves, in which at least one spike (2) is respectively positioned in a spike hole (1), recesses (4, 4', 6) ending inside the profiled positives at least on sides of the spikes (2) opposing each other in the peripheral direction (U) being designed to receive the ice particles created as the spike scratches (2) on the ice. On the opposing sides of the spikes (2) in the peripheral direction (U), an individual recess (4, 4', 6) is embodied with a peripheral edge zone (4a, 4'a, 6a) in a top view and a core zone (4b, 4'b, 6b) located inside the edge zone (4a, 4'a, 6a) in a top view, the core zone (4b, 4'b,6b) being deeper than the edge zone (4a, 4'a, 6a) in the radial direction in relation to the tyre tread periphery, and the depth (tb, tb') of the core zone (4b, 4'b, 6b) increases continuously in the peripheral direction (U) towards the spike (2).