Lightweight Tires for Improved Performance

Car tire with low rolling resistance and low weight for improved fuel efficiency and handling. The tire has a unique tread and cord structure to reduce rolling resistance and weight compared to conventional tires. The tread has three crowns separated by longitudinal and transverse grooves with pattern blocks and grooves. The cord body has a reinforcement layer, two support layers, and a support body. This configuration provides lower rolling resistance and weight compared to conventional tires.

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A passenger vehicle tire that can carry higher loads without sacrificing comfort or roominess compared to conventional tires. The tire has a carcass reinforcement that extends into the sidewalls and crown. The carcass is turned inside the bead area and anchored there. This prevents the carcass from stretching as much when inflated below recommended pressure, reducing sidewall deformation and temperature rise. The turned-in carcass also reduces weight compared to extending outward. The tire can carry higher loads without increasing pressure.

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A tire design that allows higher loads without increasing inflation pressure or tire size. The tire has a toroidal-shaped mounting assembly with rotational symmetry around the tire axis. This shape reduces carcass tension compared to conventional tires, especially for tall sidewalls. The toroidal mounting also distributes stresses differently to reduce energy dissipation and sidewall temperatures. This allows higher loads without sacrificing vehicle accommodation, compactness, or comfort compared to larger tires.

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Self-supporting tire with improved ride comfort and reduced weight compared to prior art. The tire has a carcass, belt, and sidewall structure like conventional tires. But it adds asymmetric sidewall reinforcement inserts on the inner and outer sides. The inner side insert is made of a lower modulus rubber than the outer side. This allows self-supporting capability when deflated but with better ride quality compared to using high modulus inserts on both sides. The lower modulus inner insert reduces stress and vibrations compared to the outer insert. The inner insert thickness can be the same or smaller than the outer insert. The lower modulus inner insert enables better ride comfort and lower weight compared to using high modulus inserts on both sides.

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Reducing the weight of tires without sacrificing high-speed stability and durability. The tire design has properties that allow for lighter weight while still maintaining performance. Key features are having a belt layer, tread rubber, and tire dimensions that satisfy specific relationships. The tire needs to have a belt layer, tread rubber, and dimensions that permit lighter weight without sacrificing high-speed stability and durability.

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Tire design for reducing tire weight and improving ride comfort without sacrificing durability. The tire has a tread with rubber layers that contain a rubber component, reinforcing fillers like carbon black and silica, along with compounding agents. The rubber composition has specific properties of a tan delta value of 0.15 or less and a complex elastic modulus of 8.0 MPa or less at 30°C. This composition reduces heat generation and energy loss for better ride comfort. The tire also has a low weight to maximum load capacity ratio of 0.0150 or less, which can be achieved by various methods like reducing rubber thickness.

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Tire design and mounting assembly for electric vehicles that allows higher load capacity without increasing tire size or vehicle chassis. The tire has a unique toroidal-shaped cross-section with orbital symmetry. The mounting assembly also has a toroidal shape matching the tire. This allows higher load capacity by distributing the load radially outward instead of vertically downward. It also allows lower inflation pressure for comfort without sacrificing load capacity. The toroidal shape prevents tire bulging at high loads. The tire and assembly also have optimized carcass tension and material properties for the toroidal shape. Simulations show improved load capacity, stiffness, and radial expansion versus conventional tires.

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A pneumatic tire design that reduces weight while ensuring proper fitment on a rim. The tire achieves this by omitting the bead filler while maintaining rim fitment through a specific bead wire arrangement. The bead wires have a unique cross-sectional shape that prevents the tire from slipping off the rim.

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A spoke wheel with reduced weight while maintaining stiffness compared to conventional spoke wheels. The rim has raised portions that extend outward from the spoke connection points. This provides additional material and stiffness at the critical spoke-to-rim junctions while allowing the center of the rim to be thinner and lighter.

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High-performance hybrid tire cord, made of PET and aramid, to improve tire performance, including stability during high-speed and long-distance travel. The hybrid cord has an aramid yarn length of 1-1.1 times the PET length after untwisting, and the PET and aramid yarns have the same twist number. This provides fatigue resistance to prevent cord failure during repeated tension/compression. An adhesive coats the yarns. The hybrid cord has excellent durability, strength of 8-15 g/d, and elongation of 5-15%. It is used as a lightweight, high-strength reinforcement in tire carcasses.

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Run-flat tire with low rolling resistance to reduce fuel consumption. The tire has a unique inner structure that reduces weight without compromising run-flat capability. The tire has a tread, belt, carcass, and sidewall layers. The inner side of the sidewall is divided into segments with equal thickness. The segments closer to the tire center have lower hardness. This allows reducing sidewall weight compared to uniform thickness. The carcass extends below the belt and ends in the tread. The belt has an inner air retaining layer wider than an outer transition layer. This allows cancelling the sidewall transition layer for weight savings. The sidewall reinforcement rubber thickness is optimized for run-flat performance.

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A tire with improved performance, durability, and traction on rough terrain, while keeping the weight low and fuel efficiency high. The tire has a series of annular projections that surround the sidewall and a series of side blocks that protrude radially outward. The annular projections protect against damage to the sidewall when driving over rocks or other obstacles. The side blocks provide traction in snow, mud, or sand by shearing into the ground.

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Pneumatic tire design that has reduced weight and rolling resistance while ensuring desired stiffness. The design includes a carcass ply with a main body portion that extends between the tire's cores and turned-up portions that wrap around the cores. The length from the core/apex boundary to the outer apex end is 10-15 mm. This specific shape of the main body portion allows for reducing weight and rolling resistance while still providing the desired stiffness.

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Pneumatic tire with partial tie rubber layer between carcass and inner liner to reduce weight and rolling resistance. The tire has reduced vulcanization defects by optimizing the partial tie layer geometry and position. The tie layer has inclined ends to prevent air pockets during curing. The tie layer is also segmented and positioned radially outward from other components to maintain steering stability. This allows reducing the tie layer thickness and amount without sacrificing performance.

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Twisted yarn cord for tire reinforcement that provides a uniform twist structure for reduced tire weight while maintaining strength. The cord is made from organic fibers with a total fineness of 5000-15000 dtex. The key is controlling yarn tension during twisting to minimize fiber damage. A feed tension of 0.01-0.3 cN/dtex is used. This prevents over-stressing or wearing the fibers, thus allowing higher twisting tension for better alignment. Adjusting the feed tension during twisting maintains uniformity and prevents damage.

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A spoke for non-pneumatic tires with apertures through the elastomeric joint bodies of the spoke to reduce mass and improve energy efficiency. The spoke has an outer support element and an outer elastomeric joint body connecting the support element to the tire. The joint body has a thickness and contains one or more apertures positioned near one surface.

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Vehicle wheels with reduced weight compared to conventional wheels by optimizing the loading arrangement. The wheel has an annular main section, a mounting section, and a tapered connecting section between them. The main section has a thinner wall thickness than conventional wheels due to the tapered connection that reduces bending moments. The optimized loading arrangement allows for reducing the disc thickness without compromising performance. The main section with bead seats connects to the mounting section offset from the flange.

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A pneumatic tire with reduced weight and improved durability by optimizing the bead area construction. The tire has bead cores, a carcass layer, and a rim cushion rubber. The bead cores are wound bead wires surrounded by the carcass layer turned back over them, and the rim cushion rubber covers the turned-back carcass layer. The turned-back carcass layer forms a closed region around the bead cores. The tire reduces weight and material use by minimizing rubber occupancy in the closed region while maintaining durability with a specific wire arrangement and contact height ratio.

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Passenger car tire design that improves puncture resistance without sacrificing rolling resistance. The tire has a modified carcass layer to increase puncture resistance when using low-mass reinforcing elements in the tread. The carcass layer uses high-strength polyester yarn with a lower density compared to the tread layers. This allows using lower-mass, higher-strength steel monofilaments in the tread to save weight and improve rolling resistance. The modified carcass provides enough puncture protection to meet regulatory standards.

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A shear band structure for tires that improves durability, reduces weight, and maintains handling response compared to traditional tire structures. The shear band is inserted between the tread and other tire components. It provides reinforcement and prevents tread delamination. The shear band is made of lightweight, high-strength materials that reduce overall tire weight while maintaining durability. It also allows for thinner treads since the shear band provides additional protection. The shear band is configured with angled reinforcement cords that fold around the inner tire layers. This provides radial stiffness without adding bulk. The angled cord geometry reduces the shear force on the tread during cornering, preventing delamination. The shear band allows for thinner, lighter tires with improved durability and handling.

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Side-reinforced run-flat tire design that reduces weight while maintaining steering stability. The tire has a split carcass ply inside the steel belt, with a reinforcing rubber layer inside the split ply end. This split ply configuration reduces weight compared to a solid ply. The reinforcing rubber layer inside the split ply end provides additional sidewall reinforcement to compensate for the reduced ply weight. This helps prevent distortion and maintain steering stability when running on deflated tires.

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Radial tire belt design with lightweight belts for passenger car tires that reduces weight, rolling resistance, and improves durability compared to conventional belts. The belt structure has a multilayer composite laminate comprising three overlapping rubber layers. The outer layer is made of heat-shrinkable textile fibers. The middle layer is steel reinforcement. The inner layer is rubber. The textile outer layer reduces weight and hysteresis. The steel middle layer provides stiffness. The rubber inner layer separates the layers. The textile outer layer is made of individually twisted fibers to reduce weight. The steel reinforcement is thin monofilament to reduce weight. The rubber layers have specific thread densities. The belt design allows weight reduction without compromising stiffness or durability.

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Pneumatic tire design with a reinforcement material to improve handling, durability, and ride comfort in low-profile tires without excessive weight and rotational resistance. The key feature is spacing the end points of the bead filler and reinforcement material in the tire sidewall to prevent overlap and interference issues when the sidewall turns up. This allows applying the reinforcement material to low-profile tires without sacrificing section height or spacing requirements. The spaced end points improve reinforcement effectiveness, durability, and ride comfort without adding unnecessary weight.

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Side reinforced run-flat tire with improved buckling resistance and durability during run-flat operation while reducing weight compared to conventional run-flat tires. The tire has a side reinforcing rubber made of a thermoplastic elastomer (TPE) instead of rubber. The TPE has higher stiffness in the center of the tire width versus the shoulder. This prevents peeling and delamination between the side reinforcing rubber and tread reinforcing layer during run-flat deflation. The TPE also maintains vertical stiffness better than rubber during run-flat operation.

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A tire design to reduce weight and improve durability compared to traditional radial tires. The tire has a simplified bead construction with a layer of textile reinforcement between the carcass and the bead filler. This layer prevents geometry distortion that can lead to cracking. The textile reinforcement can be internal or external to the carcass upturn. The tire also has optimized polymer blends in the carcass layers with controlled moduli. This reduces weight while maintaining endurance. Other features like penetrable cables, elastic crown layers, and compression reinforcement further enhance durability. The simplified bead construction and optimized layers allow reducing the overall tire mass while maintaining performance in severe conditions.

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Pneumatic tire with reduced weight and improved steering stability by adding a carbon fiber reinforced sidewall layer. The layer is placed on the outer surface of the sidewall where tensile strain occurs during tire deformation. This helps suppress tire bending and maintain rigidity when weight is reduced by thinning the sidewall rubber. The carbon fiber layer provides the needed stiffness to prevent steering stability issues.

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Tire design with improved puncture resistance while maintaining low rolling resistance and weight. The tire has a crown with working layers containing low-mass steel monofilaments for reduced weight. But the carcass layer is modified with thicker textile cord reinforcement having higher density and surface breaking energy. This collaboration between the carcass and working layers allows meeting puncture resistance regulations without increasing working layer reinforcement mass. The thicker carcass compensates for lower working layer strength when deformed under load.

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Pneumatic tire with a reinforcing member that improves tire properties like cornering stiffness, rolling resistance, and circumferential rigidity without adding weight from extra layers. The reinforcing member has a net-like structure with intersecting cords that are adhered at their intersection points. This creates a reinforcing element with enhanced in-plane flexural rigidity without sacrificing out-of-plane flexibility. It allows improving tire performance in key areas like cornering, rolling, and stiffness without relying on additional layers like bead reinforcement.

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Run-flat tire design that improves ride comfort and weight reduction while maintaining run-flat durability. The tire has a crescent-shaped side reinforcing layer inside the carcass and on the sidewall. This layer provides run-flat capability by allowing the tire to support weight when deflated. The key innovation is replacing the conventional rubber side reinforcement with carbon fiber reinforcing layers on the inside and outside surfaces. This reduces weight compared to thicker rubber layers while still maintaining run-flat durability. The carbon fiber layers are positioned at a height of 40-50% of the tire height to efficiently support load compression. The carbon fiber layers have specific complex modulus and damping properties to balance run-flat durability and ride comfort.

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Pneumatic tire with improved trauma resistance and low rolling resistance. The tire has reinforcing layers inside the sidewall and bead areas that absorb impacts and reduce deformation when the tire encounters curbs. These layers prevent trauma damage when the tire is sandwiched between curbs and rims. The reinforcing layers have high puncture energy to absorb impacts. They are located inside the sidewalls near the buttress area and inside the beads. The layers reduce sidewall weight compared to conventional tires while maintaining trauma resistance. This allows weight savings for lower rolling resistance without sacrificing durability.

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Pneumatic tire with carbon fiber bead reinforcement for improved performance and reduced weight compared to conventional tires. The tire has bead reinforcement elements made partially from carbon fibers embedded in the bead regions. These carbon fiber bead reinforcement elements provide increased strength and durability compared to conventional bead reinforcement materials like steel or aramid. They also reduce weight compared to full carbon fiber bead reinforcement. The carbon fiber bead reinforcement elements are formed from a composite of carbon fibers and matrix material.

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Tire design with reduced rolling resistance. The tire has a frame member made of a resin material that forms the sidewall, shoulder, and crown. The crown has an outer reinforcing layer. The tread is on both the crown and reinforcing layer. The tread central region extends outward. The end region is connected to the central region but forms an arc with curvature outside the tire. This shape reduces deformation of the end of the reinforcing layer when loaded, compared to a conventional tire, to lower rolling resistance.

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A tire with high strength sidewalls that avoids adding weight and negatively impacting vehicle performance compared to conventional thicker sidewalls. The tire has corrugated sidewalls made by molding the sidewall plies into a pattern of alternating inward and outward projections. This provides reinforcement and rigidity without adding material or significant weight. The corrugated sidewalls also prevent rim damage and provide run-flat support.

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An improved reinforcement structure for non-pneumatic tires that reduces rolling resistance compared to conventional non-pneumatic tires. The structure uses rectangular reinforcements in a shear layer instead of deforming rubber. The rectangular reinforcements are positioned in rows with a predetermined spacing. This replaces the deforming rubber with discrete rectangular elements that can optimize energy loss and rolling resistance. The spacing between the rectangular elements is important to maintain compliance and contact area. The rectangular elements can be interlaced radially.

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A passenger car tire design that improves steering stability and rolling resistance without adding weight or complexity. The tire has a sidewall with an extended reinforcement section at the end that connects to the belt. This section has higher elastic modulus than the main sidewall part. The reinforcement section projects beyond the belt edge to cushion and stabilize the tire end. It prevents belt distortion and improves steering. The higher modulus section provides moderate rigidity to the tire end. This prevents concentration of distortion at the belt edge and improves steering stability. It also reduces tire distortion when turning, which lowers rolling resistance. The reinforcement section length is longer than the duplication of the sidewall and belt.

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A multi-layer composite belt for tires that reduces weight while maintaining durability and performance. The belt has three superimposed layers of unidirectional reinforcing members sandwiched between rubber. The reinforcing members can be made of different materials like steel and nylon. The angles between the layers can be between 10-30 degrees. This multi-layer composite belt provides reinforcement in multiple directions while reducing overall thickness compared to traditional belts.

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A tire with a lighter weight frame member that still provides sufficient strength to contain internal tire pressure. The tire has a frame made from a resin material with thinned sections in the center of the crown. This reduces weight compared to uniform thickness sections. The thinned sections are narrower than the overall width of the crown reinforcement layer. They are located centrally between the side sections and covered by the reinforcement layer. This avoids weakening areas that would bear tension when inflated. The thinned sections can have stepped boundaries and gradually decreasing thickness toward the equator.

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Tire with improved strength and weight reduction by using TRIPLEX steel cords in the reinforcement layers. The TRIPLEX steel has high ferritic aluminum content that provides higher strength than traditional steel cords. The TRIPLEX steel cords are used in the tire's carcass, belt, and bead reinforcement structures. They have specific fiber diameters and end counts to optimize performance. This allows reducing tire weight while maintaining or improving strength compared to conventional cords.

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