Braking Performance in Tire Design

A driving/braking force control system for vehicles with independent front and rear wheel control that enables more effective and optimized traction and stability control by considering tire slip dynamics. The system calculates tire slip ratios and lateral force changes based on slip angles and lateral forces. It then adjusts the front/rear torque split to apply additional yaw moment based on the slip ratios and lateral force rate changes. This allows targeted torque distribution for better traction and stability control while avoiding excessive braking forces or energy loss.

Source

A brake control system for vehicles with regenerative braking that improves overall deceleration performance when one axle is in ABS braking. The system allows simultaneous regenerative braking on the other axle when ABS activates on one axle. This provides better deceleration compared to just mechanical braking with ABS, especially at low friction. The system intelligently balances braking forces between axles based on ABS activation and road conditions to optimize overall vehicle deceleration.

Source

Braking system for vehicles that improves braking efficiency and reduces wheel locking by dynamically adjusting the front and rear wheel brake forces based on slip ratios. A sensor measures slip ratios of front and rear wheels. A control unit then compares the slip ratios and reduces the brake force of the wheel with higher slip while increasing the brake force of the wheel with lower slip. This moves the braking distribution curve toward an ideal curve. The vehicle is then braked using the adjusted forces. By optimizing brake distribution for slip conditions, wheel locking is avoided and braking efficiency is increased.

Source

Tire with improved cornering performance and reduced noise compared to conventional tires. The tire has a tread with a chamfered sipe design at the shoulder. The sipe has a chamfered edge that extends further into the tread compared to a conventional straight edge. This prevents the sipe edge from lifting the surrounding tread off the road during high loads like braking or cornering. This improves grip and cornering performance. The chamfered sipe shape also reduces noise compared to a straight sipe as it allows better contact of the tread with the road.

Source

Dynamic brake proportioning system for vehicles that improves braking performance and stability by independently controlling the brake actuators at each wheel based on vehicle state. It dynamically determines the bias between front and rear braking based on operating parameters like brake capability. This allows optimal braking force distribution to each wheel pair for better stopping power and stability compared to fixed front-rear proportioning.

Source

A mobile tire testing apparatus that allows comprehensive testing of tire performance on any surface and under any weather conditions. The apparatus has three wheels arranged in a triangular configuration with one centered wheel at the rear/front. This allows the central wheel to fully saturate cornering forces and slip angles while the outer wheels provide stability. The apparatus can steer, brake, and drive like a car while sensors monitor forces and motions. This enables testing tire characteristics like vertical loading, traction, cornering, and slip angles on unpaved surfaces.

Source

Anti-sideslip tire design that improves grip and stability on wet and snowy roads without compromising dry performance. The tire has a unique trapezoidal groove pattern covering the entire tread crown. This improves drainage on wet roads, prevents hydroplaning, and enhances wet grip. On snow, the trapezoidal grooves engage deeper into the snow for better traction and prevent sliding. The trapezoidal pattern provides anti-sideslip capabilities without requiring additional steel plates or altering the tread widths.

Source

A low rolling resistance tire with improved braking performance. The tire has a tread with specific patterns and grooves arranged in a specific configuration. The tread has four longitudinal grooves and fixed patterns including a first pattern, a second pattern, a third pattern, a fourth pattern, and a fifth pattern. The tread has three crown rubbers, first, second, and third. This unique pattern and groove arrangement on the tread along with the three crown rubbers helps balance dry braking distance and rolling resistance.

Source

Tire with improved snow performance by having a unique 3D pattern on the outer surface of the tire's tread sidewalls. The pattern consists of alternating depressions and protrusions on the sidewall to enhance snow digging and snow trapping. This allows the tire to better penetrate and hold snow for better traction and braking on snow-covered roads.

Source

Rubber composition for tires containing an inverse vulcanizate having a low glass transition temperature. The inverse vulcanizate is a sulfur-crosslinked organic substance. Rubber compositions containing this inverse vulcanizate have improved breaking strength compared to normal vulcanizate rubber. The inverse vulcanizate has a Tg of 60°C or lower.

Source

A tire design that improves braking performance while reducing uneven wear. The tire has a tread with a lateral groove to expel water. The groove has an inclined surface on the groove opening and an opposing inclined surface internally. The angle of the outer inclined surface is 15-30 degrees and the inner inclined surface angle is 5-25 degrees. These angles concentrate braking forces away from the groove opening to reduce uneven wear.

Source

Tire tread design with reduced braking distances on wet surfaces. It uses a hydrophobic surface structure inside the tread grooves. The hydrophobic surface helps water drain quickly from the tread by having protruding elements that repel water. The tread compound includes silica, a vulcanization system, and wax made of nonacosandiols. The hydrophobic surface can be created by laser beam ablation after vulcanization.

Source

Car tire with improved grip performance on dry and wet road conditions. The tire has a tread pattern with circumferential grooves. The grooves contain reinforcing elements along the inner groove walls that extend partially into the tread blocks. The elements reduce the shearing and rocking of the blocks when the tire encounters axial forces during braking and acceleration. This prevents excessive pressure on the leading edges of the blocks and improves grip. The elements increase cornering stiffness without compromising wear or rolling resistance.

Source

A tire that can improve braking performance on icy roads without using studs. The tire has a tread pattern with lateral grooves that have serrated groove walls. The serrations include alternating outwardly inclined surfaces and parallel surfaces. This design sweeps water off the road to improve grip. The inclined surfaces contact the road, wiping away water under braking. The parallel surfaces maintain contact pressure.

Source

Rubber composition for a tire that improves ice braking and wear resistance performance for studless tires. The composition contains a diene rubber and a small amount of thermally expandable microcapsules covered by a crosslinked acrylonitrile butadiene rubber (NBR). The microcapsules absorb stress and suppress wear. Additionally, non-ionic surfactants can be added.

Source

A rubber composition for tires that balances wear resistance, breaking resistance, and operability. The composition contains a multicomponent copolymer with conjugated diene, non-conjugated olefin, and aromatic vinyl units. The copolymer has specific thermal properties like endothermic peak energy, melting point, and glass transition temperature to enhance crystallinity and wear resistance while maintaining operability. The composition also contains an α-olefin with a specific molecular weight range to further improve breaking resistance.

Source

Pneumatic tire design to improve wet braking and handling performance while maintaining high-speed durability, ride comfort, and rolling resistance. It achieves this by optimizing the belt layer and belt reinforcing layer properties. The tire has belt cords inclined at an angle of more than 30 degrees but 40 degrees or less to the tire circumferential direction. The belt reinforcing layer uses organic fiber cords. The key performance factor is a calculation that involves cord elongation at 5% and 0.5% levels, cord count, and several belt layers and reinforcing layers. The product of those values divided by 1000 should be 11 or higher. This allows increasing the belt angle to improve wet braking and handling without sacrificing high-speed durability.

Source

A pneumatic tire that improves high-speed durability, ride comfort, and rolling resistance while maintaining wet braking and handling stability, by optimizing the belt layer and belt reinforcement. The tire has a belt layer with cords inclined more than 30 degrees but less than 40 degrees to improve wet braking and handling. The belt reinforcing layer uses an organic fiber cord with a product of load and count over 1000N to enhance durability. The rubber cross-sectional area to cord cross-sectional area ratio is 1.0 to 1.5 to balance durability and rolling resistance.

Source

Tire tread design with center and shoulder grooves that provide improved wet braking, wear resistance, and noise performance. The tread has a zigzag shape at the bottom of the main grooves. It also has overlapped lateral grooves in the center land portions offset from the lateral grooves in adjacent center land portions. This unique arrangement provides balanced wet braking, wear, and noise performance.

Source

Tire tread rubber composition with improved wear and ice/snow braking. The composition uses a specific blend of raw rubber, silica, and modified liquid butadiene rubber. The raw rubber is a solution polymerized SBR with controlled styrene and vinyl content. The modified liquid butadiene rubber acts as a softening agent to improve mixing. The silica provides reinforcement.

Source