Zig-Zag Tread Groove Design for Vehicle Tyre Grip
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Solution Overview
Problem
High-performance vehicle tires struggle to maintain effective grip, traction, and directional stability on icy and snow-covered roads due to insufficient contact surface and uneven pressure distribution during deformation.
Innovation Solution
The tire design features a tread band with multiple interconnected channels and grooves, including circumferential and transversal grooves forming a zig-zag pattern, allowing the tread band to deform in multiple directions, enhancing contact surface and pressure distribution.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Area of stationary object
If the tread band is designed with a conventional smooth structure, then the manufacturing is simple, but the contact surface area is insufficient and pressure distribution is uneven on icy roads
Solution Approach 1:
The tread band is segmented into multiple independent channels and grooves that can deform separately. This segmentation allows each element to independently contact the road surface, increasing the total contact area while maintaining structural simplicity through repetitive modular patterns.
Solution Approach 2:
The tread band structure is extended from a two-dimensional surface into the third dimension by creating channels and grooves with specific depths. This dimensional transformation enables the tread to deform vertically and horizontally, maximizing contact surface area with the road surface.
2Stress or pressure
If the tread band structure is simplified, then the manufacturing is easier, but the pressure distribution during deformation becomes uneven
Solution Approach 1:
Different regions of the tread band are designed with locally optimized groove and channel configurations. The grooves have varying depths and orientations in different areas to ensure uniform pressure distribution across the entire contact patch, with each local region adapted to its specific deformation requirements.
Solution Approach 2:
The tread band structure incorporates dynamic elements that allow the grooves and channels to deform in multiple directions under load. This dynamic capability enables the structure to adapt its shape during deformation, ensuring even pressure distribution across varying road conditions and vehicle loads.
3Reliability
If the tread band cannot deform in multiple directions, then the structure is simpler, but the grip and traction on icy surfaces are insufficient
Solution Approach 1:
The interconnected groove and channel system serves multiple functions simultaneously: it increases contact surface area, distributes pressure evenly, enables multi-directional deformation, and provides grip on icy surfaces. This universal design achieves multiple performance goals through a single integrated structure.
Solution Approach 2:
The tread band employs a composite structure combining rubber matrix material with embedded groove and channel features. This composite design allows the tread to exhibit both the elasticity needed for deformation and the structural integrity required for maintaining the complex groove pattern, achieving superior grip through material-structure integration.
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 improves grip, traction, and directional stability by increasing the contact surface and evenly distributing pressure, resulting in better performance on low-grip surfaces.
Implementation Method 1
The tread band is made of elastomeric material which can deform under load and recover its shape, enabling the tread to adapt to road surface contours and maximize contact area
Data Source
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AI summary
A tyre (100) for vehicle wheels, comprises a tread band (109) having a first annular portion (109a) delimited by two circumferential channels (10a, 10b) and comprising two annular grooves (50, 55) extending along respective zig-zag paths. Each of the two annular grooves (50, 55) is defined by a plurality of first parts (51, 56) inclined on one side with respect to a reference plane (T) orthogonal to an equatorial plane (M-M) of the tyre and by a plurality of second parts (52, 57) inclined with respect to the reference plane (T) on the opposite side to the first parts (51, 56). Each of the second parts (52, 57) is circumferentially interposed between two respective first parts (51, 56). Each of the first parts (51, 56) is connected to a respective circumferential channel (10a, 10b) by a respective first transversal groove (60, 65) arranged at an intermediate portion of the first part (51, 56) and by a respective second transversal groove (80, 85) arranged at an end of the first part (51, 56).