Commercial Vehicle Tyre Tread Segmentation for Charge Dissipation
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Solution Overview
Problem
Commercial vehicle tires with non-conductive tread compounds lack sufficient electrical conductivity, making it impossible to form a carbon center beam and compromising durability and rolling resistance optimization.
Innovation Solution
The design incorporates electrically conductive shoulder sections that overlap the third belt layer in the axial direction over a width of 10 mm to 30 mm, ensuring electrical charge dissipation and uniform wear, while maintaining a large volume of non-conductive tread material for low rolling resistance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If the tread is made of electrically non-conductive rubber material to reduce rolling resistance, then rolling resistance is reduced, but electrical conductivity is insufficient and carbon center beam cannot be formed
Solution Approach 1:
The tread is segmented into different functional zones: a central tread part made of electrically non-conductive rubber material for low rolling resistance, and shoulder sections made of electrically conductive rubber material for charge dissipation. This segmentation allows each zone to optimize its specific function without compromising the other.
Solution Approach 2:
Different regions of the tread are assigned different material properties: the central region uses non-conductive material for energy efficiency, while the shoulder regions use conductive material for electrical safety. This local differentiation of material quality resolves the contradiction between rolling resistance and electrical conductivity.
2Reliability
If shoulder sections are made of electrically conductive rubber material to dissipate charges, then electrical conductivity is improved, but the volume of non-conductive tread material is reduced
Solution Approach 1:
The conductive shoulder sections are segmented as separate functional elements rather than extending through the entire tread width. This allows the non-conductive central portion to maintain its volume for low rolling resistance while the conductive segments provide necessary electrical pathways at the shoulders.
Solution Approach 2:
Instead of making the entire tread conductive, only the shoulder sections are made conductive - a partial application of conductivity where it is most needed for charge dissipation during cornering and edge contact, while preserving non-conductive material elsewhere.
3Reliability
If shoulder sections overlap the third belt layer over a width of at least 3 mm, then durability and wear uniformity are improved, but the complexity of tread design increases
Solution Approach 1:
The overlap between shoulder sections and the third belt layer is defined in the axial direction rather than radially, adding a dimensional aspect to the design. This axial overlap specification (width of at least 3 mm) provides a clear geometric criterion that simplifies manufacturing while ensuring durability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design effectively dissipates electrostatic charges, enhances durability, and reduces rolling resistance by allowing the conductive shoulder sections to cover the relevant edge area of the belt bandage, optimizing tread wear and stability.
Implementation Method 1
at least one shoulder section made of an electrically conductive rubber material, which comes into contact with an electrically conductive passage running inside the tire
Implementation Method 2
the tread having a diameter of at least 70% of its width has a tread part that runs in contact with the ground
Implementation Method 3
during the wear of the tire and thus during the entire service life reliably forms part of the contact surface of the tread to the road
Data Source
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AI summary
Commercial vehicle tire of radial construction with a belt assembly comprising at least three belt plies (2a, 2b, 2c, 2d), bead areas, two sidewalls (8), a radial carcass (3) and a profiled tread (1), wherein the belt plies (2a, 2b, 2c, 2d) each consist of reinforcing elements embedded in a belt rubber and wherein the tread (1) has a tread section (1a) made of a first rubber material extending over at least 70% of its width (B) in contact with the ground and at least one shoulder section (1b) made of a second rubber material.The tread section (1a), which extends over at least 70% of the width (B) of the tread (1) in the area contacting the ground, consists of an electrically non-conductive rubber material, which includes at least one shoulder section (1b) made of an electrically conductive rubber material, which is in contact with an electrically conductive passage extending inside the tire and into the bead area, wherein the orEach shoulder section (1b) does not cover the running strip section (1a) consisting of the electrically non-conductive rubber material when viewed radially from the outside and overlaps the edge area of the third belt layer (2c) in the axial direction over a width (b3) of at least 3 mm, wherein the width (b3), viewed in the cross-section of the running strip (1), corresponds to the normal distance between two perpendiculars (S1, S2) on the outer surface of the running strip, wherein one perpendicular (s1) touches the axially innermost point of the shoulder section (1b) and the other perpendicular (s2) touches the edge of the third belt layer (2c).