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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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A non-pneumatic tire design with improved performance and durability. It uses a structural reinforcement part inside the tread to enhance braking, fatigue resistance, vibration dispersion, and torsional torque resistance. The reinforcement part has diagonally crossed cord sheets wound around a central body. The stiffness can be adjusted by changing the material and width of the cords. The reinforcement part is inserted into the tread between the spoke and rim sections.

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Tire design with optimized block shape to enhance braking performance on ice and snow surfaces, while also reducing rolling resistance. The tire has blocks partitioned by grooves in the tread. The outer belt edge is positioned outside the outermost circumferential groove. Each block has widthwise sipes. The first sipe closest to the block end is longer than the second sipe further inside. This block shape enhances braking by preventing tread lift-off and maintaining grip at the block edges during deceleration on ice.

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A tire tread design with improved anti-skid performance that reduces material usage and cost. The tread has a main body with four narrow, bar-shaped grooves and two wider, strip-shaped grooves. The narrow grooves provide stability and the wider grooves improve traction. This configuration allows opening up the narrow grooves without sacrificing grip, while using less material compared to a uniform groove width. The tread layers (surface, buffer, and bottom) work together to maintain performance.

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A studdable tire design that improves braking performance on ice and snow. The tire has strategically placed stud pin installation holes in the tread. The holes are arranged to prevent reduced clawing force between the studs and the road surface. The center region of the tread has more stud holes compared to the shoulder regions, allowing for more stud pins to engage the road. This prevents snow and ice shaved by the studs in the center from accumulating and inhibiting further traction.

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High-grip block snow tire design that improves traction on ice and snow compared to conventional snow tires. The tire has a tread with center, inner, and outer blocks. The blocks have evenly spaced twill grooves on their surfaces. These twill grooves provide benefits like palladium nail effect on ice, quick snow removal, meshing effect, and rigidity improvement for better traction and braking on icy and snowy roads.

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Rubber composition for tires that reduces heat generation, improves wear resistance, and maintains braking performance without additional fillers. The composition contains 5-49 parts by weight of polyketone, a reinforcing agent, mixed with 100 parts of raw rubber. The polyketone is surface-modified with acids like phosphoric acid to improve dispersion and adhesion. The composition also contains standard sulfur vulcanizing agent and accelerator. The modified polyketone tire rubber composition provides better wear resistance and reduced heat compared to unmodified polyketone.

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A tire tread design with improved grip and wear resistance for high performance vehicles like racing cars. The tread has a thin high grip rubber layer on the contact surface of the tread blocks. This layer provides enhanced grip during cornering and acceleration. However, it is prone to wear and deformation due to the lack of underlying support. To prevent this, the high grip layer is combined with a harder, more wear-resistant rubber below. This provides a balance between grip and wear resistance. The harder lower layer supports the softer upper layer and prevents excessive deformation. The thickness of the upper grip layer can be optimized based on the vehicle application to balance grip and wear.

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A snow and ice tire design that improves traction on snow and ice compared to conventional tires, even when new. The tire has profiled tread with grooves and rubber strips that extend at least 50% of the tread depth. The strips have lower abrasion resistance and width than the rest of the tread rubber. When the tire is new, microgrooves run on these strips with depth 0.3-1.5mm matching strip width. This provides additional biting edges on the tread surface that engage snow and ice better compared to a smooth tread, improving traction in wintry conditions.

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Highly wet-slip composite bionic tread compound for tires that improves wet traction without compromising wear resistance and rolling resistance. The compound has two types of tread rubber: one with enhanced wear resistance and the other with enhanced wet slip resistance. The wear-resistant rubber has fillers like carbon black and polyether ether ketone particles to improve wear. The wet-slip rubber has textured surfaces modeled after bionic shapes like hexagons. This bionic texture reduces friction in wet conditions. The wear-resistant and wet-slip rubbers are alternated in the tread composition to balance wear, wet traction, and rolling resistance.

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Pneumatic tire for ice and snow roads that improves braking performance on ice while reducing rolling resistance. The tire has a flat tread profile, widened ground contact width, and lowered sidewall height to increase contact area and reduce energy loss. It also has a thinner rubber layer outside the carcass at maximum width, lower carcass winding height, and specific snow traction index to reduce vertical spring constant and rolling resistance.

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Pneumatic tire with improved braking performance on ice by preventing water film buildup between adjacent sipes. The tire has recesses in the contact patch that are spaced apart from the sipes. These recesses help remove water that forms between the sipes, especially at the end and corner portions of the blocks. This prevents excessive flattening and improves braking on icy roads by preventing water film buildup.

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Special anti-skid tire for rain and snow that provides improved traction, braking, and stability on slippery surfaces compared to conventional tires. The tire has features like cross-Z sipes, rounded metal studs, heat retention rings, and buffer layers to enhance grip, brake performance, and reduce expansion forces. It also has a valve system with overpressure relief to prevent blowouts.

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High-speed tire design with improved stability, grip, and durability at high speeds. The tire has a unique tread construction where the bonding surface between the upper and base rubber extends in a concave-convex shape. This shape generates more friction and shear force between the rubber layers when turning compared to conventional tires. This increased friction improves stability by reducing tire deformation and maintaining block rigidity during turns. The concave-convex bonding also reduces wear and improves tire life by spreading forces over a larger surface area.

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Tire with improved braking performance on dry and wet roads while maintaining handling stability. The tire uses a specific rubber composition for the tread that has certain physical properties. The composition contains a diene rubber component A and an additive component B selected from thermoplastic resins, oils, and copolymers. The additive component B provides specific properties like low rolling resistance and wet grip. The tread has a specific groove pattern with circumferential grooves and other pattern grooves in a certain ratio. This balance of grooves improves steering stability while still allowing good grip and drainage. The rubber composition with these properties allows the tire to have excellent braking performance on both dry and wet roads without compromising handling stability.

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Tire tread design that improves braking, rolling resistance, and snow traction simultaneously. The tread has an upper and lower layer made of different rubber compounds with distinct properties. The upper layer contacts the road. The lower layer is below. The shoulder and center sections have cross-disposed rubber compounds. The shoulder rubber has better braking and handling, while the center rubber has lower rolling resistance and better snow traction. The shoulder rubber is softer and has lower loss tangent at lower temps. The center rubber is harder and has higher loss tangent at lower temps. This balances performance between braking, rolling resistance, and snow traction.

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A pneumatic tire with improved rolling resistance and braking performance. The tire has a tread with a base rubber layer made of a rolling resistance reducing rubber composition and a second rubber composition with better braking force. Granules of the second rubber composition are dispersed in the base layer. This allows using a low rolling resistance rubber for the tread while still having good braking ability. The dispersed granules provide the braking force without separating from the base layer. The granule size, volume, and distribution are optimized to balance rolling resistance reduction and braking force.

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Rubber composition for tire treads that improves wet traction, ice braking, wear, and rolling resistance on wet roads like snow, ice, and water compared to conventional tire treads. The composition contains specific styrene-butadiene rubbers with certain molecular weights and styrene/vinyl contents, as well as optimized levels of silica and carbon black fillers. This balance of components provides better traction on wet roads while maintaining wear and rolling resistance.

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Tire tread and tire design that balances snow traction and dry road braking. The tread has a rubber compound with a low glass transition temperature (-40°C to -15°C) and a low groove density (9-37 mm^-1) compared to typical tires. This rubber compound becomes soft and grippy on snow, improving snow traction. The low groove density reduces aquaplaning on snow. The compound's low Tg and softness also allows better dry road braking compared to conventional winter tires with higher Tg compounds.

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An anti-skid tire design that improves traction and braking performance on slippery surfaces like ice and snow. The tire has projections extending from the tread surface that engage the road to provide extra grip. The projections are drawn out or retracted as the tire rotates to maintain contact with the ground. This is achieved using a rotating pin that connects to rods on the inner side of the tire. When the outer tire rotates, one rod pulls out the projection on that side while the other rod retracts the projection on the opposite side. This keeps the projections engaged with the ground as the tire rotates. The projections have locking rollers and springs to support them.

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Tire tread rubber composition that improves wet road braking performance and durability without compromising other properties. The rubber contains iron powder particles with an aspect ratio of 3-10. The particles are oriented at an angle of 10-40 degrees to the road surface when the tire contacts it. This orientation can be achieved using a magnetic field of 5-80 teslas. Coating the iron powder with brass further improves the tire performance. The iron powder particles enhance wet road braking without adding costly reinforcements like polymeric staple fibers. The orientation of the particles provides better traction on wet roads while maintaining durability and ride comfort.

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