KR101711130B1 - Kerf structure for pneumatic tire and Pneumatic tire applying the same - Google Patents

Kerf structure for pneumatic tire and Pneumatic tire applying the same Download PDF

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Publication number
KR101711130B1
KR101711130B1 KR1020150191149A KR20150191149A KR101711130B1 KR 101711130 B1 KR101711130 B1 KR 101711130B1 KR 1020150191149 A KR1020150191149 A KR 1020150191149A KR 20150191149 A KR20150191149 A KR 20150191149A KR 101711130 B1 KR101711130 B1 KR 101711130B1
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KR
South Korea
Prior art keywords
cuff
embossed
rim
length
extending
Prior art date
Application number
KR1020150191149A
Other languages
Korean (ko)
Inventor
박진형
Original Assignee
넥센타이어 주식회사
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Priority to KR1020150191149A priority Critical patent/KR101711130B1/en
Application granted granted Critical
Publication of KR101711130B1 publication Critical patent/KR101711130B1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C11/1218—Three-dimensional shape with regard to depth and extending direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

According to the present invention, disclosed are a kerf structure for a pneumatic tire and a pneumatic tire applied with the same. According to the present invention, the kerf structure comprises: a first body extending to a first direction; a second body extending from the first body, wherein a length to the first direction is shorter than another length to the first direction of the first body; a plurality of embossed portions formed to be convex or concave on at least one surface of the first body and the second body; and an edge portion formed to be concave or convex along an edge of the embossed portions, which is different from the embossed portions.

Description

Technical Field [0001] The present invention relates to a pneumatic tire having a cuff structure and a pneumatic tire using the pneumatic tire,

Embodiments of the present invention relate to a pneumatic tire cuff structure and pneumatic tires to which the same is applied.

The vehicles that the users are traveling with are made up of many parts, among which the tires have a great effect on the driving of the vehicle, and can be said to be one of the key components for securing the safety of the user.

The tread portion of the tire has a plurality of blocks divided by the grooves in the radial direction and the transverse direction of the tire, and a cuff having a small groove is formed to control rigidity of the block.

In the case of conventional snow tires, driving and braking performance were ensured by edge effect by cuff while driving on the snow surface. However, in the case of a conventional cuff, the rigidity of the block is lowered, and the performance of the tire is lowered on a dry road surface.

Therefore, the cuff has the flexibility of the block so that not only the running property and safety must be ensured even in snow or rainwater. It is necessary to minimize the interlocking and flowability of the block by minimizing the wear of the edge of the block.

The above-described background technology is technical information that the inventor holds for the derivation of the present invention or acquired in the process of deriving the present invention, and can not necessarily be a known technology disclosed to the general public prior to the filing of the present invention.

Embodiments of the present invention provide a cuff structure for improving the interlocking effect of a block and forming a uniform rigidity in a block of a pneumatic tire, and a pneumatic tire using the same.

An aspect of the present invention is to provide a method of manufacturing a semiconductor device having a first body extending in a first direction and a second body extending in the first direction and having a length in the first direction smaller than a length in the first direction of the first body A plurality of embossed portions formed on at least one surface of at least one of the first body and the second body and a rim portion formed concavely or convexly along the rim of the embossed portion, The present invention provides a cuff structure for a pneumatic tire,

The first body may include a locking portion extending from the rim portion in the first direction.

Further, the embossed portion may be formed in a honeycomb shape.

The embossed portion may have a different width in the first direction and a different height in a second direction different from the first direction.

The embossed portion may include a long side portion disposed in parallel with the first direction and a short side portion surrounding the long side portion.

The embossed portion may include a flat portion and a barrier portion having a predetermined inclination along the outer side of the flat portion and connected to the edge portion.

In addition, the width of the rim portion may have a size of any one of 0.1 mm to 0.5 mm.

In addition, the height of the second body may be any one of 3 times to 5 times the height of the first body.

Also, the length of the second body in the first direction may be reduced along the height.

Another aspect of the present invention is directed to a tread comprising a tread portion having a block defined by a plurality of grooves and cuffs formed in the block and a sidewall extending to both sides of the tread portion, A second cuff portion extending from the first cuff portion and having a length in the first direction smaller than a length in the first direction of the first cuff portion; A plurality of embossed portions formed on one surface of at least one of the first cuff portion and the second cuff portion and a rim portion formed concavely or convexly along the rim of the embossed portion, .

The first cuff portion may include a locking portion extending from the rim portion in the first direction.

Further, the embossed portion may be formed in a honeycomb shape.

The embossed portion may have a different width in the first direction and a different height in a second direction different from the first direction.

The embossed portion may include a long side portion disposed in parallel with the first direction and a short side portion surrounding the long side portion.

The embossed portion may include a flat portion and a barrier portion having a predetermined inclination along the outer side of the flat portion and connected to the edge portion.

In addition, the width of the rim portion may have a size of any one of 0.1 mm to 0.5 mm.

In addition, the height of the second cuff portion may be set to any one of 3 to 5 times the height of the first cuff portion.

Wherein the second cuff portion has a length in the first direction reduced along a height thereof.

Other aspects, features, and advantages will become apparent from the following drawings, claims, and detailed description of the invention.

The cuff structure and the pneumatic tire according to the embodiments of the present invention can arrange the embossing angle and the relief angle of the polygonal shape in the cuff so as to maintain uniform block rigidity regardless of the directionality of the cuff.

In addition, the cuff structure and the pneumatic tire have a polygonal embossed portion and a rim portion to maximize the interlocking effect with the embossed tabs. The cuff structure and the pneumatic tires have uniform A friction performance can be ensured and the running property and the braking performance can be improved.

1 is a perspective view showing a cuff structure of a pneumatic tire according to an embodiment of the present invention.
Fig. 2 is a plan view showing the cuff structure of the pneumatic tire of Fig. 1; Fig.
Fig. 3 is a side view showing the cuff structure of the pneumatic tire of Fig. 1; Fig.
Fig. 4 is an enlarged view of the P region of Fig. 2; Fig.
5 is a perspective view showing a part of a pneumatic tire according to another embodiment of the present invention.
Figure 6 is a perspective view of the tread block and cuff of Figure 5;
7A and 7B are cross-sectional views showing the operation of another cuff for running.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention is capable of various modifications and various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the detailed description. The effects and features of the present invention and methods of achieving them will be apparent with reference to the embodiments described in detail below with reference to the drawings. However, the present invention is not limited to the embodiments described below, but may be implemented in various forms.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, wherein like reference numerals refer to like or corresponding components throughout the drawings, and a duplicate description thereof will be omitted .

In the following embodiments, the terms first, second, and the like are used for the purpose of distinguishing one element from another element, not the limitative meaning.

In the following examples, the singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise.

In the following embodiments, the x-axis, the y-axis, and the z-axis are not limited to three axes on the orthogonal coordinate system, but can be interpreted in a broad sense including the three axes. For example, the x-axis, y-axis, and z-axis may be orthogonal to each other, but may refer to different directions that are not orthogonal to each other.

In the following embodiments, terms such as inclusive or possessive are intended to mean that a feature, or element, described in the specification is present, and does not preclude the possibility that one or more other features or elements may be added.

In the following embodiments, when a part of a film, an area, a component or the like is on or on another part, not only the case where the part is directly on the other part but also another film, area, And the like.

In the drawings, components may be exaggerated or reduced in size for convenience of explanation. For example, the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of explanation, and thus the present invention is not necessarily limited to those shown in the drawings.

If certain embodiments are otherwise feasible, the particular process sequence may be performed differently from the sequence described. For example, two processes that are described in succession may be performed substantially concurrently, and may be performed in the reverse order of the order described.

Fig. 1 is a perspective view showing a cuff structure 1 of a pneumatic tire according to an embodiment of the present invention, Fig. 2 is a plan view showing a cuff structure 1 of the pneumatic tire of Fig. 1, 1 is a side view showing the cuff structure 1 of the pneumatic tire of Fig. 1, and Fig. 4 is an enlarged view of the P region of Fig. 2 in an enlarged scale.

Referring to FIGS. 1 to 4, the pneumatic tire cuff structure 1 may include a first body 10, a second body 20, an embossed portion 30, and a rim portion 40. Hereinafter, the first direction is defined as the x-axis direction and the second direction is defined as the z-axis direction.

The first body 10 may extend in a first direction. One side of the first body 10 may be in contact with the contact surface of the tread portion. The embossing portion 30 and the rim portion 40 may be disposed on the first body 10.

The first body 10 may have a locking portion 11 at both ends 12 thereof. The locking portion 11 may extend from the embossing portion 30 disposed at both ends of the first body 10 and may be formed to have a protruding direction opposite to that of the embossing portion 30. Since the locking portion 11 extends in the first direction, the interlocking effect in the first direction can be improved. In detail, the second body 20 is not disposed below the opposite end portions 12 of the first body 10, so that the rigidity of the second body 20 is not applied to the both ends of the first body 10 12, the wear and braking forces can be reduced due to the flowability of the block. The locking portion 11 can extend in the first direction so that the rigidity at the both end portions 12 can be secured and the flow of the block can be minimized.

The second body 20 may extend in the second direction from the first body 10. The second body 20 may have a predetermined width in the first direction. The width of the second body 20 can be reduced in the second direction. The width of the second body 20 may be reduced toward the inside of the block. Therefore, the second body 20 can be formed with the inclined side 21.

The lengths of the first body 10 and the second body 20 in the first direction may be set according to the size of a block disposed in the tread. For example, the length A1 of the first body 10 in the first direction, which is in contact with the road surface, may be any one of 20 mm to 25 mm. In addition, the length A2 of the end of the second body 20 in the first direction may be any one of 12 mm to 18 mm.

The length of the first body 10 in the first direction may be longer than the length of the second body 20 in the first direction. Since the first body 10 is in contact with the road surface, the length of the first body 10 is longer than that of the second body 20 in order to secure predetermined flexibility of the block. The second body 20 is formed to be smaller than the length of the first body 10 because it must be supported by the tread. In addition, the second body 20 may be formed to have a small length in the first direction toward the inside of the block to maintain rigidity inside the tread, thereby reducing the flow and wear on the contact surface of the block. (See Fig. 5)

The height of the second body 20 may be any one of three times to five times the height H2 of the first body 10. The total height H1 of the cuff structure 1 may be any one of 4 times to 6 times the height H2 of the first body 10. [ The height H1 of the first body 10 is smaller than the height of the second body 20 so that the first body 10 has a predetermined flexibility when the first body 10 is in contact with the road surface, Can support the first body (10) to minimize wear of the first body (10). That is, the portion of the cuff structure 1 that is in contact with the road surface secures flexibility, and the portion supported by the pneumatic tire can secure rigidity.

The plurality of embossed portions 30 may be disposed so as to protrude convexly from at least one surface of the first body 10 and the second body 20. The embossed portion 30 can be formed in a convex and concave shape in the cuff structure 1. [ For example, when the embossed portion 30 is recessed concavely from one surface of the cuff structure 1 and the rim portion 40 is convexly protruded, the embossed portion 30 corresponding to the other surface of the cuff structure 1 And the rim portion 40 can be recessed concavely. Hereinafter, a structure in which the embossing portion 30 is concavely recessed and the rim portion 40 is convexly protruded on the outer side of the embossing portion 30 will be described for convenience of explanation.

The embossed portion 30 may be formed in a polygonal shape whose one surface is flat and closed (closed by a rim portion). In particular, the embossed portion 30 may be formed in a honeycomb shape. The embossed portion 30 may be disposed on the first body 10 to form a row in a first direction (x-axis direction). The embossed portion 30 may be disposed on the second body 20 to form a row in the second direction (y-axis direction). In particular, the side surface of the second embossed portion may be disposed to face the first embossed portion or the second embossed portion adjacent to the first embossed portion. That is, each side of the second embossed portion can be arranged to be surrounded by the neighboring embossed portions.

The embossed portion 30 may have a predetermined width d2 in the first direction and a height d1 in the second direction. The length d2 of the embossed portion 30 may be different from the length d1. The width d2 of the embossed portion 30 may have a size of any one of 1.2 mm to 2.0 mm. Further, the height d1 of the embossed portion 30 may have any one of 2.2 mm to 2.8 mm. In particular, the embossed portion 30 may have a width d2 of 1.5 mm to 1.7 mm and a height d1 of 2.5 mm. The embossed portion 30 is formed long in the second direction so that rainwater or snow can be easily removed from the tire and can be arranged compactly.

The embossing portion 30 may have a long side portion 31a arranged in parallel with the first direction and a short side portion 31b surrounding the long side portion 31a. The long side portions 31a are arranged in parallel in the first direction so that rainwater or snow flowing into the tire at the time of traveling of the vehicle can be easily removed to the outside. The short side 31b surrounds the long side 31a in the direction different from the first direction and the short side 31b forms the predetermined angle? So that the interlocking effect of the block can be improved .

The embossing portion 30 may include a flat portion 31 and a barrier portion 32 connecting the flat portion 31 and the frame portion 40. The flat portion 31 may form a predetermined contact surface between the blocks of the tread portion. The rim portion 40 may have a predetermined rigidity by supporting the block and the block with each other when the block moves by the running of the vehicle.

The barrier portion 32 may form at least one inclination angle. The barrier portion 32 may have a first protrusion 32a and a second protrusion 32b for connecting the first protrusion 32a and the flat portion 31 to each other. The inclination angles of the first jaw 32a and the second jaw 32b may be different from each other. When the inclination angle of the first step 32a is different from the inclination angle of the second step 32b, the direction of the force applied when the blocks are contacted and supported is formed in a plurality of directions to increase the rigidity between the blocks .

The rim portion 40 may be formed along the outer side of the embossed portion 30. The rim portion 40 is formed between the embossed portions 30 and may have a predetermined width. The width C of the rim portion 40 may have a size of 0.1 mm to 0.5 mm.

The cuff structure 1 may have a predetermined thickness t2. The gap t1 between the embossed portion 30 and the rim portion 40 of the cuff structure 1 may have a size of about three to five times the thickness t2 of the cuff structure 1. [ For example, if the thickness t2 of the cuff structure 1 is 0.1 mm, the height t1 between the embossed portion 30 and the rim portion 40 may be 0.3 mm to 0.5 mm. The gap t1 between the embossed portion 30 and the rim portion 40 is reduced by the supporting force of the embossed portion 30 and the rim portion 40 and the rigidity of the block can be maintained .

The cuff structure 1 can arrange the embossed and angled corners of a polygonal shape to form uniform stiffness in the tread block regardless of the directionality of the cuff.

The cuff structure 1 has a polygonal embossed portion and a rim portion, thereby maximizing the interlocking effect with the embossed tabular portion.

The cuff structure 1 can secure uniform friction performance by a plurality of small blocks in the form of honeycombs, thereby improving driving ability and braking performance.

FIG. 5 is a perspective view showing a part of the pneumatic tire 100 according to another embodiment of the present invention, and FIG. 6 is a perspective view showing a block 110a and a cuff 200 of the tread portion of FIG.

5 and 6, the pneumatic tire 100 may include a tread portion 110, a sidewall 120, a bead portion 130, a belt layer 140, and a carcass layer 150 have.

The tread portion 110 is disposed outside the carcass layer 150 and the belt layer 140 in the tire radial direction. The tread portion 110 is a portion in contact with the ground at the time of traveling of the vehicle, and a predetermined pattern may be formed. The tread portion 110 has a plurality of blocks (not shown) formed between a first groove 101 extending in the radial direction of the pneumatic tire 100 and a second groove 102 formed in the lateral direction of the pneumatic tire 100 110a.

Sidewall 120 extends from both ends of tread portion 110. A carcass layer 150 may be disposed inside the sidewall 120. The bead portion 130 is formed at an end portion of the sidewall 120 and is in close contact with a tire wheel (not shown).

The belt layer 140 can improve the durability of the pneumatic tire 100 and form a skeleton. The belt layer 140 is disposed under the tread portion 110 and can be formed by rolling a plurality of belt cords (not shown) made of steel or organic fiber material with rubber.

The carcass can constitute the skeleton of the pneumatic tire 100. The carcass layer 150 may be formed by coating a plurality of carcass cords (not shown) made of steel or fiber organic material with rubber and rolling.

The block 110a formed in the tread portion 110 may include the cuff 200. [ 5, the cuff 200 is arranged in parallel to the second groove 102, but the present invention is not limited thereto. The cuff 200 may be disposed parallel to the first groove 101, As shown in FIG. Hereinafter, for convenience of explanation, the case where the cuffs 200 are arranged side by side will be mainly described.

The cuff 200 can form a predetermined gap between the blocks 110a to improve the braking force of the pneumatic tire 200 and reduce the shape of the water film and the noise. The cuff 200 includes a first cuff 210 extending transversely and connected to a ground plane of the tread 110 and a second cuff 210 extending from the first cuff 210 to the inside of the block 110a. And a cuff portion 220 may be provided.

The first cuff portion 210 may have a locking portion 211 at both ends 212 thereof. The locking portion 211 may extend from the embossed portion 230 disposed at both ends of the first cuff portion 210 and may be formed to have an opposite protruding direction to the embossed portion 230. That is, the locking part 211 may extend along the rim 240. Since the locking portion 211 extends in the first direction, the interlocking effect in the first direction can be improved. In detail, since the both end portions 212 of the first cuff portion 210 are connected to the outside of the block 110a, they can be easily worn. Particularly, since the second cuff portion 220 is not disposed on the lower side, the supporting force by the second cuff portion 220 is not applied to the both end portions 212. That is, the both end portions 212 of the first cuff portion 210 can be reduced in wear and braking force due to the fluidity of the block 110a.

The locking portion 211 extends in the first direction, and the rigidity at both ends 212 can be secured. In detail, the locking portion 211 can form a concave / convex portion on the cuff 200 to form a supporting force between the blocks 110a. In particular, the locking portion 211 may extend in the first direction to minimize wear of the opposite ends 212 due to the driving of the pneumatic tire 200. [

In addition, the locking portion 211 may connect the inside of the cuff 200 to the outside of the block 110a. Snow or rainwater remaining inside the cuff 200 can be discharged to the outside along the locking part 211. [

The second cuff portion 220 may extend in the second direction at the first cuff portion 210. The second cuff portion 220 may have a predetermined width in the first direction. The width of the second cuff portion 220 may be reduced in the second direction. The width of the second cuff portion 220 may be reduced toward the inside of the block 110a.

The length of the first cuff portion 210 in the first direction may be longer than the length of the second cuff portion 220 in the first direction. Since the first cuff portion 210 is in contact with the road surface, the length of the first cuff portion 210 is longer than that of the second cuff portion 220 to secure predetermined flexibility of the block. The second cuff portion 220 is formed to be smaller than the length of the first cuff portion 210 since it must be supported by the block 110a. That is, the second cuff portion 220 is supported toward the inside of the block 110a. The width of the second cuff portion 220 in the first direction is smaller than that of the first cuff portion 210, Can be formed larger.

The height of the second cuff 220 may be any one of three to five times the height of the first cuff 210. The height H1 of the first cuff portion 210 is formed to be smaller than the height of the second cuff portion 220 so that the first cuff portion 210 has a predetermined flexibility upon contact with the road surface, The portion 220 supports the first cuff portion 210 to minimize wear of the first cuff portion 210.

The plurality of embossing parts 230 may be arranged to be convexly protruded or recessed from one surface of at least one of the first cuff part 210 and the second cuff part 220. The embossed portion 230 may have a predetermined gap formed by the cuff 200, and may be formed in the shape of a relief and a depressed portion inside the block 110a. Referring to FIG. 7A, the first embossed portion 230a may be formed to be convex and the second embossed portion 230b may be formed concave.

The embossed portion 230 may be formed in a polygonal shape whose one surface is flat and closed (closed by a rim portion). In particular, the embossed portion 230 may be formed in a honeycomb shape. The embossed portion 230 may be formed to be symmetrical in the second direction. The embossed portion 230 may be disposed on the first cuff 210 to form a row in a first direction (x-axis direction). The embossed portion 230 may be disposed on the second cuff portion 220 to form a row in the second direction (y-axis direction). In particular, the side surface of the second embossed portion may be disposed to face the first embossed portion or the second embossed portion adjacent to the first embossed portion. That is, each side of the second embossed portion can be arranged to be surrounded by the neighboring embossed portions.

The embossed portion 230 may have a predetermined width d2 in the first direction and a height d1 in the second direction. The length d2 of the emboss 230 may be different from the length d1. In particular, the length d2 of the embossed portion 230 may be smaller than the length d1. The embossed portions 230 may have a long side portion arranged in parallel with the first direction and a short side portion surrounding the long side portion, and the long side portions may be arranged in parallel in the first direction (see FIG. 4).

The embossed portion 230 may have a flat portion 231 and a barrier portion 232 connecting the flat portion 231 and the frame portion 240. The flat portion 231 may form a predetermined contact surface between the blocks 110a of the tread portion 110. [ The rim 240 may have a predetermined rigidity by supporting the block 110a and the block 110a when the block moves due to traveling of the vehicle.

The barrier 232 may form at least one inclination angle. The barb 232 may have a first jaw that is installed in the rim 240 and a second jaw that connects the first jaw and the flat portion 231. The inclination angles of the first jaw and the second jaw may be different. The inclination angle of the first jaw is formed to be different from the inclination angle of the second jaw, so that the supporting force and the frictional force between the blocks are increased, so that the block can have a predetermined rigidity at the time of traveling (see Fig. 4).

The rim portion 240 may be formed along the outer side of the embossed portion 230. The rim 240 is formed between the embossed portions 230 and may have a predetermined width. The rim 240 may be formed concavely or convexly along the edge of the embossed portion 30, unlike the embossed portion 230. For example, if the embossed portion 230 is concave, the rim 240 may be convexly formed. If the embossed portion 230 is convexly formed, the rim 240 may be concave. Referring to FIG. 7, the first rim 240a may be concave and the second rim 240b may be convex.

The width C of the rim 240 may have a size of 0.1 mm to 0.5 mm. If the width C of the rim portion 240 is smaller than 0.1 mm, rainwater or snow may be discharged to the outside. If the width C of the rim portion 240 is larger than 0.5 mm, the thickness of the cuff 200 increases, which limits the flexibility of the block 110a.

7A and 7B are cross-sectional views showing the operation of the cuff 200 along the running direction.

Referring to FIG. 7A, a cuff 200 is formed on a block 110a of a tread. The cuff 200 may have a predetermined spacing t1. The cuff 200 provides flexibility to the tread portion, allowing the pneumatic tire to have braking power on snow or ice.

Referring to FIG. 7B, when the pneumatic tire 200 moves along the running direction, the block 110a can move due to flexibility. At this time, the interval t3 between the cuffs 200 is reduced.

In detail, when the pneumatic tire is driven, the first embossed portion 230a and the second embossed portion 230b facing each other can be brought close to or in contact with each other. At least a part of the first rim portion 240a and the second rim portion 240b may also be inserted or brought into contact with each other. In addition, the size of the groove of the first rim portion 40 may be reduced by driving the pneumatic tire 200, so that the second rim portion 240 may be closely contacted.

When the first rim 240a and the second rim 240b are in contact with each other, they can be closely contacted and interlocked. A force is applied in a direction perpendicular to the surface where the first rim portion 240a and the second rim portion 240b are in contact with each other, so that the fluidity of the block 110a is lowered and the rigidity can be increased. When the first rim portion 240a and the second rim portion 240b are in close contact with each other, the flow of the block 110a is minimized, thereby improving the handling performance and the braking force.

The block 110a of the pneumatic tire 200 can form a concave engraved polygonal shape and a convex angle on the cuff 200 to form uniform rigidity irrespective of the directionality of the cuff.

The pneumatic tire 200 has a polygonal embossed portion and a rim portion to maximize the interlocking effect with the embossed tabular portion.

The pneumatic tire 200 can secure uniform friction performance by a plurality of small blocks in a honeycomb shape to improve the running property and the braking performance.

The pneumatic tire 200 is provided with a thin cuff so as to minimize the flow of the block, thereby ensuring the handling performance and minimizing the wear caused by the edge effect.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the exemplary embodiments, and that various changes and modifications may be made therein without departing from the scope of the present invention. Accordingly, the true scope of the present invention should be determined by the technical idea of the appended claims.

1: cuff structure
10: First body
11: Locking part
20: Second body
30: embossed portion
31: flat part
32:
40:
100: pneumatic tire
110: Tread portion
120: sidewall
200: cuff
210: first cuff portion
220: second cuff portion

Claims (18)

A first body extending in a first direction;
A second body extending from the first body, the second body having a length in the first direction that is less than a length in the first direction of the first body;
A plurality of embossed portions formed on at least one of the first body and the second body so as to be convex or concave and having a closed polygonal shape; And
And a rim portion formed concavely or convexly along an edge of the embossed portion differently from the embossed portion,
The embossing portion
A plurality of first embossed portions arranged in rows in the first direction on the first body; And
And a plurality of second embossed parts arranged in a plurality of rows below the first embossed parts in the second body,
The second body
And each of the surfaces of the one of the second embossed portions is surrounded by another adjacent second embossed portion. A first body extending in a first direction;
A second body extending from the first body, the second body having a length in the first direction that is less than a length in the first direction of the first body;
A plurality of embossed portions formed on at least one of the first body and the second body so as to be convex or concave and having a closed polygonal shape; And
And a rim portion formed concavely or convexly along an edge of the embossed portion differently from the embossed portion,
The first body
And a locking portion extending in the first direction at the rim portion and continuing to the end of the first body and projecting in a direction opposite to the embossed portion with a predetermined width. 3. The method according to claim 1 or 2,
Wherein the embossing portion is formed in a honeycomb shape. 3. The method according to claim 1 or 2,
The embossing portion
The width of the cuff structure in the first direction being different from the size of the height in the second direction different from the first direction. 3. The method according to claim 1 or 2,
The embossing portion
A long side portion arranged parallel to each other in the first direction; And
And a short side portion surrounding the long side portion of the cuff structure. 3. The method according to claim 1 or 2,
The embossing portion
Flat part; And
And a barrier portion having a predetermined inclination along an outer side of the flat portion and connected to the rim portion. 3. The method according to claim 1 or 2,
And the width of the rim has a size of 0.1 mm to 0.5 mm. 3. The method according to claim 1 or 2,
Wherein the height of the second body is one of three to five times the height of the first body. 3. The method according to claim 1 or 2,
Wherein the length of the second body in the first direction decreases along a height. A tread having a block defined by a plurality of grooves, the tread having a cuff formed in the block; And
And a sidewall extending to both sides of the tread portion,
The cuff
A first cuff portion contacting the ground surface of the tread portion and extending in a first direction;
A second cuff portion extending from the first cuff portion and having a length in the first direction less than a length in the first direction of the first cuff portion;
An embossed portion having a closed polygonal shape, the embossed portion being formed at one side of at least one of the first cuff portion and the second cuff portion so as to be convex or concave; And
And a rim portion formed concavely or convexly along an edge of the embossed portion differently from the embossed portion,
The embossing portion
A plurality of first embossed portions arranged in rows in the first direction on the first cuff portion; And
And a plurality of second embossed portions disposed in the second cuff portion in a plurality of rows below the first embossed portion,
The second cuff portion
And each of the surfaces of one of the second embossed portions is disposed so as to be surrounded by the other adjacent second embossed portions. A tread having a block defined by a plurality of grooves, the tread having a cuff formed in the block; And
And a sidewall extending to both sides of the tread portion,
The cuff
A first cuff portion contacting the ground surface of the tread portion and extending in a first direction;
A second cuff portion extending from the first cuff portion and having a length in the first direction less than a length in the first direction of the first cuff portion;
An embossed portion having a closed polygonal shape, the embossed portion being formed at one side of at least one of the first cuff portion and the second cuff portion so as to be convex or concave; And
And a rim portion formed concavely or convexly along an edge of the embossed portion differently from the embossed portion,
The first cuff portion
And a locking portion extending in the first direction at the rim portion and continuing to an end portion of the first cuff portion and protruding in a direction opposite to the embossed portion with a predetermined width. The method according to claim 10 or 11,
Wherein the embossing portion is formed in a honeycomb shape. The method according to claim 10 or 11,
The embossing portion
The width of the pneumatic tire being different in magnitude of the width in the first direction and in the second direction different from the first direction. The method according to claim 10 or 11,
The embossing portion
A long side portion arranged parallel to each other in the first direction; And
And a short side portion surrounding the long side portion. The method according to claim 10 or 11,
The embossing portion
Flat part; And
And a barrel portion having a predetermined inclination along an outer side of the flat portion and connected to the rim portion. The method according to claim 10 or 11,
And the width of the rim has a size of 0.1 mm to 0.5 mm. The method according to claim 10 or 11,
And the height of the second cuff portion is formed to be one of 3 times to 5 times the height of the first cuff portion. The method according to claim 10 or 11,
Wherein the second cuff portion has a length in the first direction reduced along a height thereof.
KR1020150191149A 2015-12-31 2015-12-31 Kerf structure for pneumatic tire and Pneumatic tire applying the same KR101711130B1 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3919295A1 (en) 2020-06-02 2021-12-08 Hankook Tire & Technology Co., Ltd A pneumatic tire with 3d kerf
WO2023022451A1 (en) * 2021-08-20 2023-02-23 한국타이어앤테크놀로지 주식회사 Kerf structure with improved tread block stiffness

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20050046115A (en) * 2003-11-13 2005-05-18 한국타이어 주식회사 Snow tire
KR20060049281A (en) * 2004-08-06 2006-05-18 더 굿이어 타이어 앤드 러버 캄파니 Three-dimensional tread sipes and mold blade for forming three-dimensional tread sipes
JP2013103579A (en) * 2011-11-11 2013-05-30 Bridgestone Corp Pneumatic tire

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20050046115A (en) * 2003-11-13 2005-05-18 한국타이어 주식회사 Snow tire
KR20060049281A (en) * 2004-08-06 2006-05-18 더 굿이어 타이어 앤드 러버 캄파니 Three-dimensional tread sipes and mold blade for forming three-dimensional tread sipes
JP2013103579A (en) * 2011-11-11 2013-05-30 Bridgestone Corp Pneumatic tire

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3919295A1 (en) 2020-06-02 2021-12-08 Hankook Tire & Technology Co., Ltd A pneumatic tire with 3d kerf
WO2023022451A1 (en) * 2021-08-20 2023-02-23 한국타이어앤테크놀로지 주식회사 Kerf structure with improved tread block stiffness

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