KR102095476B1 - Tyre with non-turnuped ply - Google Patents

Abstract

The present invention discloses a fly non-turn up tire.
The fly non-turn-up tire according to the present invention is a tire including a carcass ply forming a skeleton of a tire, wherein the carcass ply is composed of first and second plies, and the first ply is attached to the inner liner to form a tire. It forms a surface, wraps around the bead and turns up to reach the bead, sidewall or tread, and the second ply is attached to the first ply and extends to the bead, whereby the non-turn tire It is possible to solve the problem that separation occurs in the apex part and heat generation at the two ply ends may cause aging and cracking of the inner liner.

Description

Tire with non-turnuped ply}

The present invention relates to a fly non-turn-up tire, and more specifically, to a problem in which separation occurs in the apex portion of the non-turn-up tire and heat generation at the ends of the two plies to cause aging and cracking of the inner liner. It's about a fly non-turn-up tire that solves.

In general, many reinforcement layers are disposed to reinforce the bead of a tire to improve tire performance.

However, due to the large number of reinforcement layers, the bead width increases, which may adversely affect not only the tire weight, but also the rim seating force.To compensate for this, 2 Ply Caracss are arranged in a non-turned structure based on the bead. A structure has been proposed to improve tire driving characteristics such as improving durability without increasing weight by adding a bead-reinforced strip, etc., whereby the possibility of separation is a problem when the ply is located on the outer part of the bead. In addition, it is effective in reducing materials and production costs.

Referring to Figures 4 and 5, the tire 100 is based on a carcass fly 200 forming a skeleton, a tread portion 600 that comes into contact with the road surface, a side wall portion 500 that provides the flexing force of the flexion motion, It is possible to divide the bead portion 400 that gives a fixed support force of the vehicle wheel, and the carcass ply is provided with first and second plies 210 and 220 to distinguish whether it is a fly non-turn-up tire based on whether it turns up while surrounding the bead portion. can do.

For example, ① in the turn-up structure, the number of plies overlapped in the sidewall part is 3-4, whereas in the bead part, it is provided in two layers, while in the non-turn-up structure, it is provided in one or two layers in the sidewall part and in the bead part. Can be.

Despite these advantages, the reason why it is not structurally applicable to many tires is that there is a problem that aging and cracking of the inner liner may occur due to separation occurring in the apex section and heat generation at the end of the 2 ply.

Japanese Patent Publication No. 2011-005894 Republic of Korea Patent Publication No. 2010-0061994

Technical problem to be solved by the present invention is a fly non-turn-up tire that solves the problem that separation occurs in the apex portion of the non-turn-up tire and heat generation at the two ply ends can cause aging and cracking of the inner liner. Is to provide

Technical problem to be solved by the present invention is a tire including a carcass splice forming a skeleton of a tire, wherein the carcass splice is made of first and second plies, and the first ply is attached to the inner liner to form a tire. Provides a fly non-turn-up tire characterized in that it forms a surface, wraps around the bead, and turns up to a bead, sidewall, or tread, and the second ply is attached to the first ply and extends to the bead.

According to one embodiment of the present invention, the second ply may be 70 to 80% of the total width of the apex of the bead.

According to another embodiment of the present invention, a heat transfer reinforcing material may be interposed between the inner liner and the upper portion of the first ply facing the end of the second ply.

According to another embodiment of the present invention, the heat transfer reinforcing material may be connected to a heat transfer portion that extends beyond the end of the inner liner and is exposed to the inner surface of the tire.

According to the present invention, it is possible to solve the problem that aging and cracking of the inner liner may occur due to heat generation at the two ply ends and the problem of separation in the apex portion of the non-turn-up tire.

1 and 2 are cross-sectional views of the bead portion of the non-turn-up structure tire of the present invention, FIG. 1 is a view showing the position of the first ply, and FIG. 2 is a view showing the position of the heat transfer reinforcement,
Figure 3 is a cross-sectional view showing a state of laminating the ply, inner liner, sidewall rubber, heat transfer reinforcement before forming the tire according to the present invention,
FIG. 4 is a diagram briefly expressing a turn-up structure and a non-turn-up structure in a tire cross section in two ply structures of a conventional tire,
5 is a stress energy distribution chart formed on a tire before and during a load in the non-turn-up structural tire of FIG. 4.

Hereinafter, the present invention will be described in detail.

However, it should be noted that the technical terms used in the present invention are only used to describe specific embodiments, and are not intended to limit the present invention.

In addition, technical terms used in the present invention should be interpreted as meanings generally understood by a person having ordinary knowledge in the technical field to which the present invention belongs, unless defined otherwise. It should not be interpreted as a meaning or an excessively reduced meaning, and when the technical term used in the present invention is an incorrect technical term that does not accurately represent the spirit of the present invention, it is a technical term that can be correctly understood by those skilled in the art. It should be understood as a substitute, and general terms used in the present invention should be interpreted as defined in the dictionary or in context before and after, and should not be interpreted as an excessively reduced meaning, and the singular number used in the present invention Expressions of plural are used unless the context clearly indicates otherwise. Included, and in the present invention, terms such as “consisting of” or “comprising” should not be construed to include all of the various components, or various steps described in the invention, and some components or portions of them The steps may not be included, or should be interpreted as further including additional components or steps, and in describing the present invention, it is determined that a detailed description of known technologies related to the present invention may obscure the subject matter of the present invention. The detailed description is omitted.

1 and 2 are cross-sectional views of the bead portion of a non-turn-up structure tire of the present invention, FIG. 1 is a view showing the position of the first ply, and FIG. 2 is a view showing the position of the heat transfer reinforcement, and FIG. 3 Is a cross-sectional view showing a state in which a ply, an inner liner, a side wall rubber, and a heat transfer reinforcement are laminated before forming the tire according to the present invention.

Fly non-turn-up tire 100 according to the present invention in a tire comprising a carcass splice 200 forming the skeleton of the tire, the carcass ply is made of first and second plies (210, 220), The first ply 210 is attached to the inner liner 300 to form the inner surface of the tire, wraps the bead portion 400 and turns up to reach the bead portion 400, sidewall portion 500, or tread portion 600, The second ply 220 is attached to the first ply and is characterized in that it extends to the bead 400.

 The tire 100 is seated on a tread portion 600 that rotates in contact with a road surface, a side wall portion 500 that performs a flexion movement to alleviate the impact caused by the uneven surface when driving, and a rim of a vehicle wheel. It includes a bead portion 400 for stably fixing the tire and the wheel.

In addition, the carcass ply 200 according to the present invention includes first and second plies 210 and 220, wherein the first and second plies are laminated from the bottom of the tread portion 600 to the apex 410. It is provided attached.

Here, the second ply 220 is not extended due to reaching the bead part 400, that is, the end 222 of the second ply extends only to the bead toward the inside of the tire, and the first ply 210 is It is attached to the inner liner 300 to form the inner surface of the tire, and wraps and turns up the bead portion 400 to reach the side wall portion 500 or the tread portion 600.

More preferably, the end portion 222 of the second ply is attached to reach 70 to 80% of the total width W of the apex 410 of the bead, that is, the end of the second ply when the apex width is W (222) is extended to reach the minimum width W1 (0.7 × W) to the maximum width W2 (0.8 × W), if the end 222 of the second ply reaches less than 70%, burst at the apex end (burst ) May be generated and, conversely, when it exceeds 80%, a separation may occur by overlapping with a cohesive energy site at the top of the bead.

On the other hand, it prevents the tire from being deteriorated by the heat generated at the end 222 of the second ply, and a separation failure occurs at the interface with the first ply 210 by the second ply end 222. In order to prevent the step difference to be prevented, a heat transfer reinforcing material 700 may be interposed between the inner liner 300 and an upper portion of the first ply 210 facing the end 222 of the second ply, and its thickness. Is the same as the second ply, so it is possible to prevent a defect due to a step.

In addition, the heat transfer reinforcing material 700 is located at the interface between the side wall portion and the inner liner, and is a structure capable of dissipating not only the heat of the section where the strain energy is concentrated but also the heat of the end, for example, 1 mm in width. The heat transfer reinforcing material 700 of the second ply 22 is extended to the end 222 of the second line 22 at the same line (L1) starting position, and the same line (L2) or longer than the end 302 of the inner liner 300 This is to prevent the inflow of air when the end of the heat transfer reinforcement and the end of the second ply are not positioned on the same line.

Here, the same line (L1, L2) means a virtual line in the vertical direction with respect to the ground, such as a ply, an inner liner, and a side wall rubber laminated in a part state before turn-up.

In addition, since it is necessary to form a thermal path (thermal path) in order to eliminate the heat generated in the first and second plies 210 and 220, the heat transfer reinforcement 700 preferably has a higher thermal conductivity than the tire rubber material. However, since the inner liner and the carcass usually have less carbon black, the heat capacity is large and the thermal conductivity is low. Therefore, the inner liner carcass is preferably composed of a material having a smaller heat capacity and a greater thermal conductivity than the first and second plies.

For example, the heat transfer reinforcing material 700 may include 60 to 70 parts by weight of carbon black and 3 to 10 parts by weight of graphite with respect to 100 parts by weight of raw rubber as a natural rubber or synthetic rubber in order to increase thermal conductivity.

If it is less than 60 parts by weight of carbon black, a problem of reinforcing occurs. Conversely, if it exceeds 70 parts by weight, separation between other semi-finished products is increased due to increased heat generation, and separation is likely to occur. If the graphite powder is less than 3 parts by weight, heat transfer effect May be slightly weakened, and, conversely, if it exceeds 10 parts by weight, fatigue characteristics and tensile properties may drop rapidly, and a risk of cracking may occur.

Here, if the heat transmitted through the heat reinforcing material 700 is not quickly dissipated, damage to the inner liner 300 located at the upper part is feared. To solve this, the heat transfer reinforcing material 700 has an inner liner end ( It may extend to pass through the 302) can be connected to the heat transfer portion 800 exposed to the inner surface of the tire.

Since the heat transfer part 800 serves as an outlet for repelling the accumulated heat transferred through the heat transfer reinforcing material into the tire, a material having a large heat dissipation index or having excellent heat dissipation property is preferable, as an example. The heat transfer unit 800 is more than the heat transfer reinforcement 700 In order to increase the thermal conductivity, 60 to 70 parts by weight of carbon black and 3 to 10 parts by weight of carbon nanotubes may be used relative to 100 parts by weight of raw rubber.

If it is less than 60 parts by weight of carbon black, a problem of reinforcing occurs. Conversely, if it exceeds 70 parts by weight, separation between other semi-finished products is increased due to an increase in heat generation, which increases the possibility of separation. In addition, since the carbon nanotube is more effective than the graphite powder for the same mass-to-mass transfer effect, the carbon nanotube is applied to the heat transfer part 800, and if it is less than 3 parts by weight, a heat transfer effect smaller than that of graphite can be obtained. Designed to be less than 10 parts by weight as a condition that can cause separation between surrounding semi-finished products.

And the reason why graphite is applied to the softening reinforcing material 700 rather than carbon nanotubes (CNTs) is shown in FIG. 5, heat is generated due to the movement in the upper inner portion of the bead, and soft to relieve stress in this portion It is necessary to use rubber, but graphite having a lower viscosity may be advantageous for dispersion than carbon nanotubes which are disadvantageous for dispersion.

Tire 100, Carcass Fly 200,
1st, 2nd ply 210, 220, inner liner 300,
Bead 400, Apex 410,
Bead Core 420, Sidewall 500,
Tread part 600

Claims (4)

delete delete In the tire comprising a carcass splice forming the skeleton of the tire,
The carcass fly is composed of first and second plies,
The first ply is attached to the inner liner to form the inner surface of the tire, wraps up the bead and turns up to reach the bead, sidewall or tread, and the second ply is attached to the first ply and extends to the bead,
The second ply reaches 70 to 80% of the total width of the apex of the bead,
Fly non-turn-up tire, characterized in that a heat transfer reinforcement is interposed between the inner liner to the upper portion of the first ply facing the end of the second ply.
The method of claim 3,
The heat transfer reinforcing material is a fly non-turn-up tire, characterized in that extending to pass through the inner liner end and connected to the heat transfer portion exposed to the inner surface of the tire.

Images