Vehicle Tyre Tread Band Stiffening Elements
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Solution Overview
Problem
Existing vehicle tire designs with profile bands separated by circumferential grooves face challenges in achieving good grip on dry, wet, and snow-covered roads while maintaining effective water drainage, as they either compromise on water absorption or fail to enhance snow grip effectively.
Innovation Solution
The design features web- or rib-shaped stiffening elements aligned with an angle of inclination corresponding to the direction of rotation, extending from the profile band flank into the circumferential groove, which provides additional axial stabilization, improves force transmission, and creates collecting pockets for compacted snow, enhancing both axial and circumferential grip.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If profile bands are made particularly wide to increase rigidity in the axial direction, then lateral force transmission and handling properties are improved, but the possibility of water absorption and discharge in the circumferential direction is reduced
Solution Approach 1:
The profile band is segmented by introducing circumferential grooves that divide it into multiple sections. The grooves are filled with stiffening elements that provide structural support while the grooves themselves create channels for water drainage, thus maintaining both rigidity and water discharge capability
Solution Approach 2:
Stiffening elements are introduced as intermediary components within the circumferential grooves. These elements provide axial support to the profile bands while allowing water to flow through the grooves, mediating between the conflicting requirements of structural rigidity and water drainage
2Object-generated harmful factors
If conventional circumferential grooves are used without additional support elements, then water drainage is maintained, but snow grip effect is not improved and snow slides along the groove
Solution Approach 1:
The geometry of the grooves is modified by adding stiffening elements with specific angular orientations (inclination angles between 10° and 45°). This parameter change transforms the groove from a simple drainage channel into a structure that also provides mechanical interlocking with snow, improving grip while maintaining drainage
3Object-generated harmful factors
If profile bands are made narrow to improve water drainage, then water absorption and discharge are enhanced, but rigidity in the axial direction and handling properties are reduced
Solution Approach 1:
The solution moves from a two-dimensional profile band design to a three-dimensional structure by adding stiffening elements that extend into the groove. This dimensional addition provides rigidity through vertical support while the horizontal groove space remains available for water drainage
Data Source
Figure 1
Figure 2~3
Figure 4
AI summary
Vehicle tires with a directional tread pattern having at least two tread bands (1, 2) arranged side by side in the axial direction A and separated from each other by a circumferential groove (3), wherein each of the two tread bands (1, 2) is bounded in the axial direction A towards the circumferential groove (3) by a tread band flank (14, 15) which forms the groove wall facing that tread band (1, 2), wherein at least one of these tread band flanks (14, 15) has web- or rib-shaped stiffening elements (11) arranged one behind the other over the circumference of the vehicle tire, which are connected to both the tread band flank (14) and the groove base (16) and extend from the tread band flank (14) into the circumferential groove (3) and are located in the circumferential groove (3) at a distance a from the other tread band flank that bounds the circumferential groove (3). (15) end,wherein the stiffening elements (11) are aligned with their longitudinal extension formed from the tread strip flank (14) to their end length, including an angle of inclination α to the axial direction A of the vehicle tire, wherein the longitudinal extension of the stiffening elements (11) formed from the tread strip flank (14) to their end length each has a circumferential component whose orientation corresponds to the direction of rotation D when the rotation-directed tread profile is traveling forward.