Tire Life Extension Methods

A tire with improved adhesion durability between the steel cord and rubber coating for better fuel efficiency and longer tire life. The tire uses steel cords for belt reinforcement that are not twisted and have a specific maximum gap between filaments. The steel cords are coated with rubber and have a ternary metal coating of copper, zinc, and iron. This coating composition and cord configuration provide better adhesion between the steel and rubber compared to conventional cords. The reduced gap between filaments prevents belt edge separation. The specific ternary metal coating improves adhesion. This allows thinner rubber coatings for fuel efficiency while maintaining adhesion.

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Heavy duty construction vehicle tire with reduced crown temperature for longer tire life. The tire has cavities extending into the tread from the surface or edge that contain a low-hysteresis elastomer layer with silica filler. The depth of the cavities varies linearly with the silica content of the adjacent low-hysteresis layer. This allows heat exchange between the cavities and external environment to dissipate internal tire heat.

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A tire balancing system that uses a mixture of non-absorbent beads and moisture absorbing beads to improve tire longevity and balance. The mixture prevents moisture buildup inside the tire that can cause corrosion, pressure fluctuations, and clogged valves. The non-absorbent beads provide balancing while the moisture absorbing beads prevent excess moisture from clumping the balancing beads.

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Pneumatic tire design that improves steering stability, durability, and ease of mounting/demounting without compromising one another. The tire has a turned-up ply with turned-up portions around the bead cores. Inner and outer apex rubbers extend between the main body and turned-up portions. The inner apex rubber height is 18-30 mm. The tire has specific buttress, maximum width, and bead thickness measurements satisfying expressions (1)-(4). This configuration improves steering stability, durability, and allows easier mounting/demounting compared to traditional turned-up ply designs.

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In the context of intensification open-pit mining and growth quarry machinery fleet, issues efficient use maintenance oversized ultra-large tires are becoming particularly relevant. This article is devoted to analysis causes tire wear dump trucks consideration hot vulcanization method as main their restoration. It was established that greatest risk damage falls on sides tread tire, nature defects diverse often combined. The method, in strict accordance with technological regulations, ensures restoration mechanical properties a significant increase service life. stages considered, including preparation, cleaning, application materials, heat treatment, cosmetic noted process labor-intensive requires further optimization, automation improvement solutions. addition, order resistance wheels, it proposed consider possibility implementing design changes them themselves. obtained results can be useful development regulations equipment repair systems.

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Rapid urbanization has intensified pressure on transport infrastructures, with urban bus networks playing a crucial role in promoting sustainable mobility. However, managing operational costs while minimizing environmental impacts remains major challenge. This study investigates the innovative Tire-as-a-Service (TaaS) model applied to fleets, incorporating regrooving and retreading techniques improve tire durability efficiency. The TaaS shifts focus from purchasing tires service-based approach, where users pay according usage (i.e., kilometers driven), proactive maintenance waste reduction. Solving this problem is based discrete-event simulation algorithm optimize inspection schedules and, consequently, minimize total guaranteeing minimum level of service reducing impact. A robustness analysis will validate developed, thus contributing more system.

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Motorcycle tire with tread design to reduce wear step formation. The tire has a curved tread profile. The land ratio, or width-to-height ratio, of each zone between the tread edges and ground contacting surface is specified. This prevents excessive wear step formation at the edges of the tread by optimizing the wear distribution. The curved tread shape and controlled land ratios suppress the step wear that can occur in the center of the tread due to its shape.

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Automatically determining tire wear in real-time during vehicle operation without visual inspection or manual measurement. The method involves using sensors to continuously monitor tire parameters like rolling radius and stiffness. A machine learning model normalizes the effects of these parameters on rolling radius and stiffness. Changes in normalized rolling radius and stiffness over time indicate tire wear. The model can determine average wear and irregular wear patterns.

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Tire tread for heavy construction vehicles that improves grip, especially on muddy terrain, while also increasing wear resistance. The tread has blocks with concave contact faces and a distribution of radial heights between the inner and outer portions that allows better penetration and anchoring. The concave contact faces have at least three pairs of sides forming angles greater than 180 degrees. This shape provides better grip and traction compared to convex contact faces. The radial height of the outer penetration portion is 0.1-0.6 of the total block height.

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Pneumatic tire with improved grip and durability at high speeds. The tire has a tread with at least two rubber compounds with different thermal conductivities in the ground contacting surface. This allows efficient heat dissipation during high-speed running to prevent excessive heat buildup. The tire also has specific dimensions and groove geometry to further enhance grip and durability.

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A compound called 3,14,14-trimethyl-2,3,4,4a,5,12,14,14a-octahydroquinolino[2,3-b]acridin-7 (1H)-one that can be used as an aging stabilizer in rubber products like tires. The compound has a lower hazard potential compared to traditional aging stabilizers like p-phenylenediamines. It can be used in rubber mixtures at low amounts to provide sufficient aging protection without blooming. The compound can be synthesized by reacting citronellal, acetone, and aniline derivatives.

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Rubber composition for pneumatic tires with improved durability without sacrificing elongation. The composition contains a diene-based rubber, carbon black, and phosphoric acid-modified cellulose nanofiber. Adding the modified cellulose nanofiber to the rubber composition enhances rubber strength without reducing elongation compared to using just carbon black. This provides better tire durability without compromising tire flexibility.

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Rubber composition for pneumatic tires that improves durability without sacrificing elongation. The composition contains a diene-based rubber, modified diene-based rubber, carbon black, and phosphoric acid-modified cellulose nanofiber. The modified diene-based rubber improves rubber strength, while the nanofiber further enhances strength. The composition allows reducing filler like silica to improve elongation. The composition can be used in vulcanized rubber parts of tires.

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Pneumatic vehicle tire with improved cooling and stone trapping resistance in the shoulder region. The tire has sidewall and tread with a shoulder-side profile rib containing depressions. The depression openings are elongated rectangular or trapezoidal, with angled end flanks and a base that transitions from inner base to outer base to a convex middle base. The depression length is 30-50% of the rib width. This shape provides better cooling by maximizing surface area and stone trapping resistance by preventing stone retention. The zigzag groove shape and depression placement beside bend inner sides further improves rigidity and cooling.

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Oil-extended conjugated diene polymer for tire rubber with improved low-temperature properties and bloom resistance compared to conventional oil-extended polymers. The polymer is made by extending a conjugated diene polymer with an oil containing specific properties. The oil has a UV/RI detection area ratio of 10 or less and an extrapolated initial melting temperature of 23°C or less. This oil-extended polymer forms cross-linked rubber with enhanced low-temperature performance and reduced bloom when used in tire compounds.

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A tire assembly using shape memory alloys (SMAs) combined with polymers to create structures with combined properties of elasticity and strength. The tire assembly replaces the inner tube in a pneumatic tire with a toroidal SMA structure encapsulated in polymer. The SMA structure absorbs load like a spring and prevents punctures. The polymer encloses and bonds the SMA to the tread.

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Tire design with multiple body plies and stabilizer ply inserts to improve durability and reduce weight compared to conventional tire construction. The tire has three body plies wrapping around the beads with decreasing widths. The innermost ply has the widest turn-up, the middle ply has a narrower turn-up inside the wider one, and the outermost ply has a wider turn-up inside the narrower one. Stabilizer inserts are placed between the body plies and beads to prevent overlaps. This configuration provides stability and prevents ply overlap without needing excessively wide outer plies. The inserts also reduce weight compared to overlapping plies.

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Upgrading micronized rubber powder (MRP) for large-scale reuse in tires by chemically activating the powder to improve performance. The activation involves treating the powder with silane during grinding to prevent sticking and using silica as a dusting agent. This functionalizes the powder surface to enhance vulcanization and dispersion in rubber compounds. The activation step involves contacting the powder with silane, silica, peroxides, or other activators. This allows using lower amounts of MRP in tire formulations compared to unactivated powder, which improves properties like tear strength, abrasion resistance, and dynamic performance.

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Tow dolly cross rail assembly with positive camber that reduces tire wear and improves stability when towing vehicles. The cross rail has an arched configuration with an upward-sloping center bar. This creates positive camber on the dolly tires at the outer ends of the bars. It prevents the tires from leaning inward when loaded, keeping them vertical. The arched shape helps prevent sagging and dynamic loading issues compared to flat cross rails. The center bar slides and telescopes to adjust rail length for different vehicle sizes.

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Attaching components like sensors to the inside of tires to improve durability and reliability. The components have a textured surface with raised elevations. This surface pattern prevents adhesive displacement during attachment to the tire inner surface. The textured surface helps provide a more regular adhesive layer between the component and tire inner surface. The raised elevations also increase the total surface area covered with the adhesive. This improves adhesion compared to a flat surface where adhesive can displace and create gaps.

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