Rolling Resistance Reduction in Tires

Pneumatic tire design to reduce rolling resistance while maintaining tire rigidity for steering stability. The tire has a pair of bead apexes where the main body of the apex tilts at a specific angle (θc) relative to the tire axis. The apex tilting angle affects rolling resistance and torsional stiffness. The apex is tilted outward from the tire center. This imparts higher rolling resistance compared to a non-tilted apex. The angled apex increases in-plane torsional stiffness.

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Heavy-duty tire design and manufacturing to improve bead durability without increasing rolling resistance. The tire has a unique carcass contour and molding process. The carcass contour has an outwardly bulging curved portion connected to an inwardly recessed inversely curved portion. This shape is represented by two tangent arcs. The ratio of distances from the tire equator and bead base to the arcs' inflection point falls within specific ranges. The molding process uses a clip width slightly larger than the rim width to apply pressure evenly during vulcanization.

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A pneumatic tire with reduced rolling resistance and improved durability for high-speed driving. The tire has a side rubber thickness of 3mm or less outside the carcass at the widest point, a loss tangent of 0.15 or less for the rubber, and specific dimensional ratios. The ratio of (outer diameter minus 2 times height) to width is at least 470mm, and the aspect ratio is 45% or higher.

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A high fuel efficiency tire with reduced rolling resistance at high speeds and excellent durability. The tire has a sidewall and clinch portion where the loss tangent measured at 70°C and 10 Hz is such that (tan δ sidewall + tan δ clinch) ≤ 0.3 and |tan δ sidewall - tan δ clinch| ≤ 0.07. It also has a sidewall-to-clinch complex elastic modulus difference of (E clinch - E sidewall) ≤ 8.0 MPa.

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A cross-linkable rubber composition for tire treads with improved rolling resistance and wet grip. It contains natural rubber or isoprene rubber, syndiotactic 1,2 polybutadiene, and carbon black filler. The key is using a small amount of syndiotactic 1,2 polybutadiene rubber along with carbon black. This provides a balance of wet grip and rolling resistance properties when cured, without compromising either.

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A tire design with improved balance of performance characteristics such as grip, rolling resistance, wear, and noise. The tire has a specific layering structure of rubber compounds in the crown region. This includes a top layer with high shear modulus, a bottom layer with low shear modulus, and an intermediate layer with medium shear modulus. This layering arrangement provides an optimized balance of properties that allows improved performance across multiple criteria compared to conventional tires.

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Tire tread compositions that improve wet traction without sacrificing rolling resistance and wear. The compositions use functionalized polymers like butyl rubber and ethylene-propylene-diene terpolymer as additives. The functionalization involves adding sulfur and other compounds to modify the polymer properties.

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Rubber composition that provides improved tire grip and limited rolling resistance for high-performance summer tires. The rubber composition contains styrene butadiene rubber, a diene-based rubber, fillers like silica, small amounts of aluminum hydroxide, and a rosin-based resin. The aluminum hydroxide provides a wet grip and the rosin resin enhances wet handling performance. This composition achieves a balance of grip, rolling resistance, and robustness for high-performance summer tires.

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A tire with a multi-layer tread for improved wet grip, rolling resistance, and snow performance. The tread has two cap layers, an outer layer with lower rebound resilience for wet grip and an inner layer with higher rebound resilience for rolling resistance. The outer layer has a thickness optimized for wear until 4 mm tread depth. The inner layer extends beyond grooves for rolling resistance.

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A tire design that allows the reduction of rolling resistance while maintaining good wet performance and durability. The tire tread has three layers - cap, intermediate, and base. The layers have different loss tangents, with the base layer having the lowest. The intermediate layer is between the cap and base layers. The cap layer has the widest axial width, the base layer has the narrowest, and the difference in width is within a certain range.

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A tire that reduces rolling resistance while maintaining wet performance. The tire features a tread design with specific proportions of the ground contact length and a multi-layered construction. The tread has an elongated shape with an equator length of 1.2-1.5 times the length at 80% of the width. The layers are a cap layer with reduced thickness on the shoulder, an intermediate layer with lower heat generation than the cap, and a base layer with lower heat generation than the intermediate layer.

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Rubber compositions for tire treads that improve rolling resistance without compromising wet grip. The compositions use a specific combination of hydrocarbon resins that plasticize the rubber and a blocked mercaptosilane coupling agent for the filler. This unique resin-coupling agent combination reduces the rolling resistance while retaining a good wet grip.

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Rubber compounds for heavy-duty truck and bus tire treads provide reduced rolling resistance and improved wet skid resistance and wear compared to conventional tire tread compounds. The rubber compounds contain a blend of long-chain branched cyclopentene ring-opening rubber (LCB-CPR) along with natural rubber (NR) and/or polybutadiene rubber (BR), reinforcing fillers, and process oil.

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Rubber composition for tires that provides good wet traction, durability, and rolling resistance. The composition includes a partially saturated elastomer with low double bond content, aluminum hydroxide filler, and optional resin, oil, silane, and accelerator.

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Rubber composition for tires with improved grip, rolling resistance, and robustness. It contains styrene butadiene rubber, filler, aluminum hydroxide, and a hydrocarbon resin-like dicyclopentadiene. The rubber composition also has a glass transition temperature within a range of -25°C to -15°C.

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Improved tire tread compound leveraging functionalized synthetic rubbers to balance performance properties. The rubber composition uses a pair of functionalized diene elastomers, like styrene-butadiene rubber (SBR) and polybutadiene, that are reactive with silica filler. This allows maximizing wet grip, tread wear, rolling resistance, and winter performance compared to using a single elastomer. By functionalizing both elastomers, it improves compatibility between the rubber and silica reinforcement for better overall tire performance.

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Rubber composition for tires that enables improved wet grip and rolling resistance performance, which are conflicting properties. The rubber composition contains diene rubber and silica with a silica surface modified with alkylalkoxysilane. The key aspect is that the vulcanized rubber exhibits a high change rate of silica aggregate distance when deformed, calculated as V50/V0. This indicates a high deformation following the property of the rubber polymer chains around the silica aggregates. A V50/V0 ratio of 1.30 or more, preferably 1.32 or more, enables achieving both improved wet grip and rolling resistance.

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Tire tread rubber composition with improved wet grip and rolling resistance performance. The composition contains a rubber component, fillers, and optional plasticizers. The key ingredient is a specific type of rosin ester resin with low acid and hydroxyl numbers. The rosin ester resin reduces rolling resistance while improving wet grip compared to other rosin esters or hydrocarbon resins. The tire composition allows a tire tread to have both a high wet grip and low rolling resistance for improved safety and fuel efficiency.

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A rubber composition for tire treads that balances rolling resistance, wet performance and treadwear. The composition contains two different styrene butadiene rubbers with specific glass transition temperatures. It also has silica, hydrocarbon resin and natural rubber or polyisoprene. The blend of rubbers with different glass transition temperatures, along with the hydrocarbon resin and silica, synergistically improves rolling resistance and wet performance without compromising treadwear.

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Pneumatic tire design that reduces rolling resistance and improves fuel efficiency without sacrificing durability. The tire has a bead-reinforcing layer outside the carcass that reinforces the bead portion. The tire also has specific geometric and material properties like loss tangent, complex elastic modulus, groove ratios, and sidewall characteristics.

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Tire design that reduces rolling resistance without compromising wet grip and with less risk of belt damage. The tire has circumferential grooves on its tread, with an additional narrower circumferential groove between the shoulder circumferential groove and the outer tread edge. This narrower groove reduces compressive strain in the shoulder area which increases rolling resistance without compromising wet grip.

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Tire with improved balance of rolling resistance and wet performance through the tread design. The tread has layers with decreasing grip properties from outer to inner layers. The cap layer has the highest grip, the intermediate layer has a lower grip, and the base layer has the lowest grip. This is achieved by using rubber compounds with progressively lower loss tangent values from cap to base layer. The layering is arranged in alternating three-layer and two-layer sections across the tread width. This tread construction allows reduced rolling resistance from the lower grip base layer while maintaining wet performance as the tread wears by gradually transitioning grip from cap to base layer.

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A tire design that improves dry and wet grip, rolling resistance, and noise without compromising wear resistance. The tire crown has undulations in the working layer of the crown reinforcement under the outer ribs. This reduces the radial distance between the outer layer and tread surface compared to the inner layer, stiffening the crown there. This improves grip, rolling resistance, and noise. The undulations cause non-uniform rib wear, so they're limited to the outer ribs.

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