KR102034803B1 - Tires with 3D cuffs - Google Patents

Abstract

One embodiment of the present invention 3D cuff is formed of a tire includes a plurality of blocks separated by a plurality of grooves formed on the tread of the tire and the 3D cuff formed on the block, the 3D cuff to have a predetermined thickness Is formed, but the thickness is gradually increased toward the center direction of the tire from the tread, is formed to have a predetermined diameter along the width direction of the block at one end of the 3D cuff to distribute the stress applied to the tire Characterized in that the support portion to be formed.

Description

Tire with 3D Cuff {Tires with 3D cuffs}

The present invention relates to a tire in which a 3D cuff is formed, and more particularly, to a tire to which a 3D cuff of which thickness is gradually increased from a tread toward a center of a tire is applied.

In general, the tire is in direct contact with the road surface as one of the components constituting the vehicle. The air inside the tire acts like a spring and absorbs the shock caused by the unevenness of the road surface, thereby enhancing the riding comfort.

The tire is a tread, which is a rubber layer in contact with the road surface, a side wall connected to the tread and forming the side of the tire, a bead part connected to the sidewall and fixed to the rim of the vehicle, Carcass, which is installed inside the tire and has strong fatigue resistance to flexing movement of the sidewall, and forms a skeleton, and a belt disposed between the tread and the carcass to protect the carcass and improve the rigidity of the tread surface. It includes.

In such a tire, a plurality of tread blocks are formed by a plurality of longitudinal grooves formed in the circumferential direction and a plurality of horizontal grooves formed in the width direction. In the tread block, small grooves are formed to control the stiffness of each tread block. These grooves are called kerfs. These cuffs are closely related to traction performance and various tire performances by adjusting the block stiffness of the tire.

In the tires to which the 3D cuff is applied, a cuff gap phenomenon occurs after the vulcanization process to increase block movement between the treads, thereby increasing the possibility of irregular wear, and as the driving progresses, the cuffs of the tread surface are gradually widened, resulting in step cuff wear. In addition, cracking and chunking may occur due to fatigue and stress concentration at the cuff end.

Publication No. 10-2015-0138435 (published date: 2015.12.10)

An object of the present invention for solving the above problems, the thickness of the cuff gradually increases from the tread toward the center of the tire, and the support is formed on the end of the cuff to prevent stress and cracking by dispersing the stress concentration at the end of the cuff To provide a tire.

The technical problem to be achieved by the present invention is not limited to the technical problem mentioned above, and other technical problems not mentioned above may be clearly understood by those skilled in the art from the following description. There will be.

The configuration of the present invention for achieving the above object, in the tire,

And a plurality of blocks separated by a plurality of grooves formed on the tread of the tire, and a 3D cuff formed on the block, wherein the 3D cuff is formed to have a predetermined thickness, and the central direction of the tire is determined from the tread. The thickness is gradually increased toward, the one end of the 3D cuff is formed to have a predetermined thickness along the width direction of the block is characterized in that the support portion for dispersing the stress applied to the tire is formed.

In an embodiment of the present invention, the 3D cuff is characterized in that the tread surface is formed with a thickness of 0.2mm to 0.3mm and the thickness of the tip is 0.4mm to 0.5mm.

In an embodiment of the present invention, the 3D cuff is characterized in that formed in a straight line and curve downward from the tread surface.

In an embodiment of the present invention, the 3D cuff has a depth of 75% to 92% of the groove depth.

In the embodiment of the present invention, the support portion is characterized in that the stress applied to the 3D cuff to the side to prevent the occurrence of cracks in the central end of the 3D cuff.

In an embodiment of the present invention, the support portion is formed so as to penetrate from one end of the block to the other end, the cross section is characterized in that the circular.

In an embodiment of the present invention, the thickness of the cross section of the support is characterized in that 1.5mm to 2.5mm.

The effect of the present invention according to the configuration as described above, by increasing the thickness of the cuff from the tread toward the center of the tire to prevent the cuff gap phenomenon that occurs after the vulcanization process of the tire,

The support portion is formed at the cuff end to disperse the stress concentrated on the cuff end during driving, thereby preventing cracking and preventing chunking (tear tearing).

The effects of the present invention are not limited to the above-described effects, but should be understood to include all the effects deduced from the configuration of the invention described in the detailed description or claims of the present invention.

1 is a perspective view of a tire formed with a 3D cuff according to an embodiment of the present invention.
Figure 2 is a side view of a tire formed with a 3D cuff according to an embodiment of the present invention.
3 is a side view of a tire with a 3D cuff formed according to an embodiment of the present invention.
4 is a concentrated stress measurement at the cuff end of the prior art.
5 is a concentrated stress measurement of the end of the tire cuff is formed 3D cuff according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described the present invention. As those skilled in the art would realize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present invention. In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention, and like reference numerals designate like parts throughout the specification.

Throughout the specification, when a part is said to be "connected (connected, contacted, coupled)" with another part, it is not only "directly connected" but also "indirectly connected" with another member in between. "Includes the case. In addition, when a part is said to "include" a certain component, this means that it may further include other components, without excluding the other components unless otherwise stated.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. As used herein, the terms "comprise" or "have" are intended to indicate that there is a feature, number, step, action, component, part, or combination thereof described on the specification, and one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, steps, operations, components, components, or a combination thereof.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view of a tire formed with a 3D cuff according to an embodiment of the present invention, Figure 2 is a side view of a tire formed with a 3D cuff according to an embodiment of the present invention, Figure 3 is an embodiment of the present invention A side view of a tire having a 3D cuff and a prior art according to an example, FIG. 4 is a intensive stress measurement diagram of a tip of a prior art cuff, and FIG. 5 is a view of a tire cuff having a 3D cuff formed according to an embodiment of the present invention. This is a concentrated stress measure.

As shown in FIG. 1, a tire having a 3D cuff according to an exemplary embodiment of the present invention may be formed in a plurality of blocks 20 and blocks 20 separated by a plurality of grooves formed on the tread 10 of the tire. 3D cuff 100, 3D cuff 100 is formed to have a predetermined thickness, the thickness is made to gradually increase toward the center direction of the tire from the tread, one end of the 3D cuff 100 It characterized in that the support portion 200 is formed to have a predetermined diameter in the width direction of the block to distribute the stress applied to the tire.

The cuff 100 has a thickness t1 of 0.2 mm to 0.3 mm and a tip thickness t2 of 0.4 mm to 0.5 mm on the surface of the tread 10. Although the thickness (t3) of the existing 3D cuff 30 is formed to be 0.6 mm, the durability of the existing 3D cuff 30 is improved, but the thickness of the existing 3D cuff 30 is formed wide so that the existing 3D cuff (30) after the vulcanization process. ) The phenomena occurred. If the existing 3D cuff (30) flare occurs, the tread (10) block movement is increased, irregular wear may occur and early wear may occur in the center of the tread (10). Accordingly, the 3D cuff 100 may be formed on the surface of the tread 10 with a thickness t1 of 0.2 mm to 0.3 mm to prevent the 3D cuff 100 from developing after the vulcanization process. In addition, as the thickness of the 3D cuff 100 is smaller, there is an advantage in that the mold is easily taken out from the tire.

When the thickness of the 3D cuff 100 is constant from 0.2mm to 0.3mm from the surface to the end, the bending stress at the end of the 3D cuff 100 is maximally acted to increase the bending of the end of the 3D cuff 100. The thickness t2 at the end of the 3D cuff 100 was applied to 0.4mm to 0.5mm to prevent the end of the 3D cuff 100 from bending.

In addition, in order to improve the durability of the 3D cuff 100, by applying MS1 (merging steel) in the existing SUS304 (austenitic stainless steel) it was possible to increase the bending stress up to 5 to 6 times.

As shown in FIG. 2, the 3D cuff 100 may be formed straight and curved downward from the surface of the tread 10, and the depth is preferably 75% to 92% of the groove depth.

The length ratio of the 3D cuff may be composed of a, b, c, d, e, and f, and may be formed under a straight line curve. Starting at the surface a consists of straight lines and b, c, d consists of curves with a ratio of 1: 1: 1: 1. E has a ratio of 2.5 in the form of a curve, and f at the end of the 3D cuff is composed of a straight line and has a ratio of 1.5 and is formed on a straight line such as a. For A and f to be in a straight line, the ratio of a, b, c, d combined and ef is equal to four.

3 to 5, the support 200 may be configured at the end of the 3D cuff 100. The support part 200 is formed to penetrate from one end of the block to the other end and has a circular cross section. The diameter of the cross section of the support portion 200 is formed with a minimum thickness (D) of 1.5 mm to 2.5 mm to alleviate the stress concentration at the end of the 3D cuff 100, and the stress concentration at the end of the 3D cuff 100 during driving By dispersing to prevent the occurrence of cracks and tearing of the tread 10 due to cracks can be prevented. By preventing cracks, the driver increases driving and braking force while driving and improves controllability and stability so that the frictional force between the tire and the road surface can be kept as the driver wants.

As shown in FIG. 4, in the existing 3D cuff 30, the stress concentrated at the tip is 0.7761 (100%). If there is no support 200 for dispersing stress concentrated at the end, stress may be concentrated at the end and cracks may be generated. If a crack occurs while driving a car, the tread 10 is torn off and the driver loses braking power and controllability, and an accident may occur, and a large crash may occur.

As shown in FIG. 5, when the support 200 is formed at the end of the 3D cuff 100, the stress is 0.5547 (71.4%). It can be seen that the stress concentrated at the end of the 3D cuff 100 having the support portion is reduced by 28.6% rather than the stress concentrated at the end of the existing 3D cuff 30. Therefore, by dispersing stress concentrated at the end, it prevents cracks, increases driving force braking force, improves controllability and stability, and keeps the friction force between the tire and the road so that the driver can drive as desired.

The heavy-duty vehicle to which the 3D cuff of the present invention is applied can be constructed.

The foregoing description of the present invention is intended for illustration, and it will be understood by those skilled in the art that the present invention may be easily modified in other specific forms without changing the technical spirit or essential features of the present invention. will be. Therefore, it should be understood that the embodiments described above are exemplary in all respects and not restrictive. For example, each component described as a single type may be implemented in a distributed manner, and similarly, components described as distributed may be implemented in a combined form.

The scope of the present invention is represented by the following claims, and it should be construed that all changes or modifications derived from the meaning and scope of the claims and their equivalents are included in the scope of the present invention.

10: tread 20: block
30: existing 3D cuff 100: 3D cuff
200: support

Claims (8)

In the tire,
A plurality of blocks separated by a plurality of grooves formed on the tread of the tire and
3D cuff formed in the block,
The 3D cuff is formed to have a predetermined thickness, the thickness is gradually increased toward the center of the tire from the tread,
At one end of the 3D cuff is formed to have a predetermined thickness along the width direction of the block is formed a support for dispersing the stress applied to the tire,
The 3D cuff is bent in a different direction toward the depth direction of the end of the 3D cuff from the tread surface is divided into six regions on the basis of a plurality of points where the inclination is changed,
The 3D cuff is formed such that the ratio of the six areas is 1: 1: 1: 1: 2.5: 1.5 from the tread surface to the end of the 3D cuff,
The 3D cuff is formed so that both end regions are in a straight line in the depth direction, and the middle region is curved.
The 3D cuff is formed such that the lengths of the four regions on the tread surface side are the same as the lengths of the two regions on the tip side of the 3D cuff, so that both end regions of the 3D cuff are formed in a straight line. tire.
The method of claim 1,
The 3D cuff is a tire 3D cuff is formed, characterized in that the thickness of the tread surface is formed from 0.2mm to 0.3mm and the end thickness is formed from 0.4mm to 0.5mm.
delete The method of claim 1
And wherein the 3D cuff has a depth of 75% to 92% of the groove depth.
The method of claim 1,
The support portion is a tire with a 3D cuff, characterized in that to prevent the occurrence of cracks in the central end of the 3D cuff by dispersing the stress applied to the 3D cuff laterally. The method of claim 1,
The support part is formed to penetrate from one end of the block to the other end, the cross-section is 3D cuff-shaped tire, characterized in that the circular.
The method of claim 1,
3D cuff-shaped tire, characterized in that the thickness of the cross section of the support is 1.5mm to 2.5mm.
A heavy duty vehicle to which a tire having a 3D cuff according to claim 1 is applied.

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