KR102126000B1 - Pneumatic tire - Google Patents

Abstract

The present invention discloses a pneumatic tire. The present invention is a pneumatic tire comprising a tread portion, a side wall portion extending from the tread portion, and a bead portion provided at an end of the side wall portion, the belt layer disposed under the tread portion, and below the belt layer A first carcass layer disposed on the tread part, the sidewall part and the bead part, and having a first cord extending therein in a first direction, and connected to the first carcass layer; It is turned up from the bead portion and extends toward the side wall portion, the end of which is in contact with the outer surface of the first carcass layer, and has a second cord extending therein in a second direction different from the first direction. A carcass layer, and a reinforcing layer disposed between the first carcass layer and the second carcass layer and having a third cord different from the first direction and extending in a third direction different from the second direction. Includes.

Description

Pneumatic tire

Embodiments of the present invention relate to pneumatic tires.

The vehicle operated by users consists of many parts, among which the tire substantially affects the driving of the vehicle, and in particular, can be said to be one of the key parts for securing the safety of the user.

The pneumatic tire has a tread portion, a sidewall portion and a bead portion, and the body ply connects the tread portion, sidewall portion and bead portion to form a skeleton of the pneumatic tire.

The body ply is provided with cords of various materials which are usually extended in the circumferential direction of the pneumatic tire. The body ply is attached to the upper layer immediately above the inner layer, which is the lowest layer in the tire structure, and is expanded and formed in the circumferential direction together with the inner liner to form the overall skeleton of the tire. In this process, when the body ply is cut long in the left and right directions, the length becomes longer and extends beyond the bead adhesive portion. At this time, the body ply is raised up to the side of the tire by turning up around the bead and turning upward. Here, the inner line meets the body ply again and overlaps. The cords of the body plies of the overlapping inner/outer lines are arranged facing the same direction.

By overlapping the body plies forming the skeleton of the tire inward and outward, the stiffness and durability of the tire are further strengthened. In this molding method, a weak portion is generated at the point where the inner and outer bodyplies start to meet again. . This is because a large difference may occur in the external force acting on the outer body fly as the bonding point with the hard bead ends and the inner body fly, which is relatively stiff, is rejoined. In other words, when the tire is vulcanized, the bladder pushes the tire from the inside and expands, so that deformation may occur more in the above-mentioned vulnerable part, and as a result, the binding force of the cord in the body ply may be damaged, so that the stiffness and durability of the tire may be weakened. .

Embodiments of the present invention provides a pneumatic tire with improved durability and driving stability.

In one aspect of the present invention, in a pneumatic tire comprising a tread portion, a side wall portion extending from the tread portion, and a bead portion provided at an end of the side wall portion, the belt layer disposed under the tread portion, and A first carcass layer disposed under the belt layer, having a first cord extending along the tread portion, the sidewall portion and the bead portion, and extending in a first direction therein, and the first carcass layer And a second cord connected to and extending from the bead portion toward the sidewall portion, the end portion contacting the outer surface of the first carcass layer, and extending therein in a second direction different from the first direction. A second carcass layer provided, and a third cord disposed between the first carcass layer and the second carcass layer and extending in a third direction different from the first direction and different from the second direction It provides a pneumatic tire comprising a reinforcing layer provided.

In addition, a plurality of the first cords are arranged in the circumferential direction of the pneumatic tire, and a plurality of ones of the second cord and the third cord are arranged in the width direction of the pneumatic tire, and the second cord And the other one of the third codes may be arranged in an inclined direction between the circumferential direction and the width direction.

In addition, the first carcass layer and the second carcass layer may be connected as one layer.

In addition, the reinforcing layer may be extended from the outer portion of the bead portion to the side wall portion.

Also, the diameter of the first cord may be different from the diameter of the second cord or different from the diameter of the third cord.

Also, the spacing between the first codes may be different from the spacing between the second codes or may differ from the spacing between the third codes.

In addition, a portion of the reinforcing layer may be wrapped with the first carcass layer and the second carcass layer, and another portion of the reinforcing layer may be wrapped with the bead portion and the second carcass layer.

Other aspects, features, and advantages other than those described above will become apparent from the following drawings, claims, and detailed description of the invention.

In the pneumatic tire according to the embodiments of the present invention, since the cords of the body plies are arranged in different directions, in the areas where the body plies overlap in the sidewalls, the cords are arranged in different directions to improve the performance of the sidewalls. have. That is, the cord disposed in the width direction or inclined of the pneumatic tire can enhance the rigidity of the sidewall portion and improve the shock absorbing ability of the sidewall portion.

In addition, the pneumatic tire is disposed so that the cords of the body ply cross, it is possible to prevent the deformation of the cord by external force that may be generated in the tire manufacturing process.

1 is a perspective view showing a pneumatic tire according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view taken along the line ∥-∥ of FIG. 1.
3 is an enlarged cross-sectional view of a part of FIG. 2.
4 is an enlarged perspective view of area A of FIG. 3.
5 is a perspective view showing a partial cross-section of FIG. 4.
6 is a perspective view showing a body ply according to another embodiment of the present invention.

The present invention can be applied to various transformations and may have various embodiments, and specific embodiments will be illustrated in the drawings and described in detail in the detailed description. Effects and features of the present invention and methods for achieving them will be clarified with reference to embodiments described below in detail with reference to the drawings. However, the present invention is not limited to the embodiments disclosed 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, and the same or corresponding components will be denoted by the same reference numerals, and redundant description thereof will be omitted. .

In the following examples, terms such as first and second are not used in a limited sense, but for the purpose of distinguishing one component from other components.

In the following embodiments, the singular expression includes the plural expression unless the context clearly indicates otherwise.

In the examples below, terms such as include or have are meant to mean the presence of features or components described in the specification, and do not preclude the possibility of adding one or more other features or components in advance.

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

Hereinafter, the pneumatic tire 100 according to the embodiments of the present invention will be described with reference to the drawings.

1 is a perspective view showing a pneumatic tire 100 according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along the line ∥-∥ in FIG. 1.

Referring to FIGS. 1 and 2, the pneumatic tire 100 includes a tread portion 110 and a side wall portion 120 extending from both sides of the tread portion 110, and beads provided at ends of the side wall portion 120. It may include a portion 130.

The pneumatic tire 100 may include a body ply 140 and a belt layer 150 positioned under the tread portion 110, and a cap ply 160 may be further included on the upper portion of the belt layer 150. Can. In addition, the pneumatic tire 100 may include an inner liner 170 positioned inside the tread portion 110 and a pair of sidewall portions 120 to maintain the internal air pressure of the pneumatic tire 100. .

The tread portion 110 may have a tread block 116 divided by a plurality of grooves 115. The tread block 116 is a portion that comes into contact with the ground when the vehicle is running, and is divided by a main groove circumferentially in the radial direction of the pneumatic tire 100 and a transverse groove formed in the transverse direction of the pneumatic tire 100 Can be. The tread portion 110 is made of a thick rubber layer and transmits the driving force and braking force of the vehicle to the ground.

On the surface of the tread block 116, tread patterns for steering safety, traction, and braking characteristics and blocks partitioned by the tread patterns may be located. The tread patterns may include a plurality of grooves for drainage when driving on a wet road surface and sipes for improving traction and braking force. The sipe is formed in the block and may be a groove having a size smaller than the groove. The sipe absorbs moisture when driving on a wet road surface and serves to cut off the water film, thereby increasing the driving force and braking force of the pneumatic tire 100.

The tread portion 110 may include a body ply 140, a belt layer 150, a cap ply 160, and an inner liner 170 therein.

The body ply 140 extends along the tread portion 110, the sidewall portion 120 and the bead portion 130 to form a skeleton of the pneumatic tire 100. The body ply 140 may have a structure in which a tire cord is included in a certain rubber component.

The body ply 140 may be formed by overlapping a plurality of cord papers made of high-strength fiber organic materials such as steel or polyester, rayon, etc., and then rolling by coating with rubber. Specifically, the body ply 140 includes at least one rubber component selected from the group consisting of synthetic rubber and natural rubber, and may include at least one tire cord. As the tire cord, various natural fibers or rayon, nylon, polyester, and Kevlar may be used, and a steel cord formed by twisting a plurality of thin wires may also be used.

The belt layer 150 may improve durability of the pneumatic tire 100 and form a skeleton. In addition, the belt layer 101 serves to alleviate external shocks and secure a driving stability by maintaining a wide ground surface of the tread. The belt layer 150 is disposed under the tread portion 110 and may be formed by rolling by coating a plurality of belt cords (not shown) made of steel or organic fibers with rubber.

The belt layer 150 may be provided in plural. For example, a first belt layer 151 disposed on the upper surface of the inner liner 170 and a second belt layer 152 disposed on the upper surface of the first belt layer 151 may be provided.

The cap ply 160 is disposed between the tread portion 110 and the belt layer 150. The cap ply 160 is a special code paper attached on the belt layer 150 to improve performance when driving. The cap ply 160 may be made of, for example, polyester synthetic fibers. The cap ply 160 is supported by the belt layer 150 and the body ply 140, thereby minimizing the movement of the belt layer 150 during driving to secure driving stability.

The inner liner 170 is disposed inside the pneumatic tire 100 to prevent air leakage and maintain air pressure in the pneumatic tire 100. The inner liner 170 may be made of a rubber layer having excellent sealing properties. For example, the inner liner 170 may be made of butyl rubber having a high density.

The inner liner 170 may be disposed under the body ply 140 and extend to the bead portion 130. The inner liner 170 may contact one surface of the body ply 140, and both ends may contact the bead portion 130.

The bead portion 130 is provided at the end of the side wall portion 120, and serves to mount the pneumatic tire 100 on the rim. The bead portion 130 may include a bead core 131 formed by twisting a plurality of rubber coated steel wires.

In addition, the bead part 130 may include a bead filler 132, and the bead filler 132 may be disposed to extend from the bead core 131 toward the sidewall part 120. Bead filler 132 is a rubber filler attached to one side of the bead core 131, and serves to reinforce the bead core 131. Bead filler 132 may have a plurality of different physical properties.

FIG. 3 is a cross-sectional view showing an enlarged portion of FIG. 2, FIG. 4 is a perspective view showing an enlarged area A of FIG. 3, and FIG. 5 is a perspective view showing a partial cross-section of FIG. 4.

3 to 5, the body ply 140 may include a first carcass layer 141, a second carcass layer 142, and a reinforcing layer 143.

The first carcass layer 141 is disposed under the belt layer 150 and extends along the tread portion 110, the sidewall portion 120, and the bead portion 130. A first cord C1 extending in a first direction may be disposed inside the first carcass layer 141.

The second carcass layer 142 is disposed such that at least a portion overlaps the first carcass layer 141. The end of the second carcass layer 142 is turned up from the bead 130 and extends toward the sidewall 120 to contact the outer surface of the first carcass layer 141. A second cord C2 extending in a second direction different from the first direction may be disposed inside the second carcass layer 142.

The first carcass layer 141 and the second carcass layer 142 may be connected to each other to form a single layer. The first carcass layer 141 and the second carcass layer 142 may be connected on the inner surface of the bead 130. In FIG. 3, the first carcass layer 141 and the second carcass layer 142 are connected to each other at point P. Since the point P is disposed inside the bead part 130, a portion where the first carcass layer 141 and the second carcass layer 142 are connected may be covered by the inner liner 170. Since the first carcass layer 141 and the second carcass layer 142 are covered by the inner liner 170, the two layers can be firmly connected.

The first code C1 and the second code C2 may be provided in plural and arranged to be perpendicular to each other. The first cord C1 may be arranged in the circumferential direction of the pneumatic tire 100 and the second cord C2 may be arranged in the width direction of the pneumatic tire 100. Further, the first cord C1 may be disposed in the width direction of the pneumatic tire 100 and the second cord C2 may be disposed in the circumferential direction of the pneumatic tire 100. However, hereinafter, for convenience of description, the first code C1 is arranged in the circumferential direction, and the second code C2 will be mainly described in the case of being arranged in the width direction.

At point P, the first code C1 and the second code C2 may be connected to each other. For example, since the first cord C1 at the point P extends in the circumferential direction along the bead filler 132, it has a ring shape, and the second cord C2 is of the first carcass layer 141. It is connected to the last first cord, and can be turned up by extending in the width direction of the pneumatic tire 100.

The reinforcing layer 143 may be disposed between the first carcass layer 141 and the second carcass layer 142. A third cord C3 extending in a direction different from a circumferential direction and a width direction may be disposed inside the reinforcing layer 143. That is, the third code C3 may be arranged to be inclined between the first code C1 and the second code C2, and the angle of the third code C3 may be the first code C1 or the second code (C2) and greater than 0 degrees, and may be formed smaller than 180 degrees.

One end of the reinforcing layer 143 is disposed at the end of the bead portion 130 and extends toward the side wall portion 120. That is, the reinforcing layer 143 may be disposed on the outer surface of the first carcass layer 141 and cover the end of the bead portion 130.

The reinforcing layer 143 may be formed by attaching it to one surface of the second carcass layer 142 and turning it up with the second carcass layer 142 when forming the pneumatic tire 100.

The reinforcing layer 143 is formed of the same material as the first carcass layer 141 or the second carcass layer 142, or the first carcass layer 141 and the second carcass layer 142, such as cord reinforcing material And may be formed of different materials.

The turned-up second carcass layer 142 wraps the outer surface of the bead filler 132 and extends to the sidewall portion 120. The reinforcing layer 143 is disposed between the bead filler 132 and the second carcass layer 142. Therefore, the second carcass layer 142 may be turned up to cover the reinforcing layer 143. In addition, the end of the second carcass layer 142 may be in contact with the first carcass layer 141 to cover the reinforcing layer 143 in the sidewall portion 120.

After passing the tip of the bead filler 132, the first carcass layer 141, the second carcass layer 142 and the reinforcing layer 143 may contact each other. In detail, the reinforcing layer 143 is disposed on the outer surface of the first carcass layer 141, and the second carcass layer 142 is disposed on the outer surface of the reinforcing layer 143.

At this time, the first cord C1 of the first carcass layer 141 is disposed in the circumferential direction of the pneumatic tire, and the second cord C2 of the second carcass layer 142 is the width direction of the pneumatic tire The third code C3 of the reinforcing layer 143 is disposed to have an inclination between the first code C1 and the second code C2.

Since the three layers have different angle cords, the rigidity of the sidewall portion 120 of the pneumatic tire 100 can be greatly enhanced. That is, it is possible to enhance the handling performance of the tire and increase the durability against external impact applied to the sidewall portion 120.

A portion of the reinforcing layer 143 has a first overlapping region OL1 overlapping the first carcass layer 141 and the second carcass layer 142, and the other portion of the reinforcing layer 143 is the first carcass layer (141), the second carcass layer 142 and the second overlap region OL2 overlapping a portion of the bead filler 132.

Since the reinforcing layer 143 is disposed to cover the first carcass layer 141 and the bead portion 130 together, the rigidity of the bead portion 130 may be improved and the position of the bead portion 130 may be fixed. Since the reinforcing layer 143 extends toward the sidewall portion 120, the bead portion 130 can be firmly held, thereby improving the durability of the bead portion 130.

Since the direction of the first code C1, the direction of the second code C2, and the direction of the third code C3 are different from each other in the first overlapping region OL1 and the second overlapping region OL2, the air is injected. The stiffness of the sidewall portion 120 of the tire 100 is improved to improve vehicle driving performance, and a code deformation of the body ply 140 is prevented in the process of manufacturing the pneumatic tire 100 to pneumatic tire 100 The durability and shape recovery rate (Flatpot) of can also be improved. In particular, since the reinforcing layer 143 is disposed to be surrounded by the first carcass layer 141 and the second carcass layer 142, the rigidity of the body ply 140 is improved and the rigidity of the bead 130 is improved. I can do it.

The material and diameter of the first cord C1 may be formed differently from the material and diameter of the second cord C2. Accordingly, it is possible to pursue a design optimized for performance characteristics required for different tires.

For example, if the second cord (C2) has a smaller diameter than the first cord (C1), since the second cord (C2a) is cross-positioned to reinforce the first cord (C1), pneumatic tires for the initial purpose The sidewall portion 120 of the (100) is strengthened to have a more stable structure against impact and deformation due to external force while driving, and at the same time, as the cord diameter decreases, the stiffness of the sidewall portion 120 is relatively weakened to reduce other performance noise. ), Ride, etc. can be additionally considered.

In addition, as the diameter of the cord decreases, the amount of deformation of the cord due to external force decreases, and the flatspot can also be improved. In addition, fuel efficiency can be improved by reducing the weight of the cord. In the same manner as above, the material used for the second code C2 and the first code C1 may also be applied differently, thereby enabling more advantageous tire design.

For example, the first cord (C1) can focus on performing the skeletal role on the inner line of the tire and select materials to suit various stiffness according to the required performance. Use high materials.

In the case of the second cord C2, the material having high resistance to the elongation rate is selected as a material superior in impact that may occur in the outer line, because the direction of the cord is inconsistent with the rolling motion of the tire, that is, in the vertical direction.

Referring to FIG. 5, an interval L1 between neighboring first codes C1 and an interval between second codes C2 and a third code C3 may be formed differently. For example, an interval L1 between neighboring first codes C1 may be shorter than an interval L2 between neighboring second codes C2. The ratio of the code per unit area may be higher than the first carcass layer 141 than the second carcass layer 142.

Alternatively, the interval L2 between the second codes C2 may be shorter than the interval L1 between the neighboring first codes C1. The ratio of the code per unit area may be higher in the second carcass layer 142 than in the first carcass layer 141.

Alternatively, the gap L3 between the third cords C3 is shorter or longer than the gap between the neighboring first cords C1 and the second cords, so that the reinforcing layer 143 increases the code ratio per unit area. Or lower.

Different cord ratio per unit area, the second cord (C2) is alternately arranged to reinforce the first cord (C1) and the reinforcement layer (143) reinforces the body ply (140), so the impact received from the outside of the pneumatic tire (100) It also has a stabilized structure, and at the same time, it is possible to pursue tire design suitable for various required performances by adjusting the rigidity of the sidewall portion 120.

6 is a perspective view showing a body ply 140a according to another embodiment of the present invention.

Referring to FIG. 6, the body ply 140a may include a first carcass layer 141, a second carcass layer 142a and a reinforcing layer 143a.

The body ply 140a has the first cord C1 of the first carcass layer 141 arranged in the circumferential direction of the pneumatic tire, and the third cord C3a of the reinforcing layer 143a has the pneumatic tire width direction. The second cord C2a of the second carcass layer 142a is disposed to have an inclination between the first cord C1 and the third cord C3a.

Since the three layers have different angle cords, the rigidity of the sidewall portion of the pneumatic tire can be greatly enhanced. That is, it is possible to enhance the handling performance of the tire and increase the durability against external impact applied to the sidewall.

In the conventional pneumatic tire, the body ply is turned up and extended to the bead, and the body ply is disposed to overlap in the sidewall. The code is arranged inside the body ply, and in the part where the body ply overlaps, the code is arranged side by side. For example, if the cords are arranged side by side in the circumferential direction, the inner body ply and the outer body ply are also arranged in the circumferential direction in parallel even in the overlap region.

However, depending on the molding or curing conditions of the tire, the state of the cord may be damaged in the overlapping region, or the distance between the cords may be uneven. In particular, the area where the body ply is turned up and passes through the bead filler and overlaps again in the sidewall part is a part in which the rigidity applied to the cord is rapidly changed, and thereby the shape of the code of the overlapped body ply may be damaged. In this case, a difference may occur in the stiffness acting on the side wall when driving, and a performance deviation may occur accordingly. In addition, tire durability can be adversely affected.

In the pneumatic tire according to the present invention, the cords of the body plies are arranged in different directions, so that when the tire is manufactured, the cord state can be more stably preserved in an area where the body plies overlap in the sidewall part. In addition, the codes can be arranged in different directions to improve the performance of the sidewall. That is, the cord arranged in the width direction or inclined of the pneumatic tire can strengthen the stiffness of the sidewall portion, and can exhibit better durability against external shock applied to the sidewall portion.

In addition, the pneumatic tires are arranged such that the cords of the body plies intersect, so that even when an external force is applied, the cords are deformed to improve the restoration performance of the pneumatic tires.

In addition, the body ply of the pneumatic tire has a reinforcing layer covered with the first carcass layer and the second carcass layer, and the third cord direction of the reinforcing layer has the first cord and the second carcass of the first carcass layer. Since it is arranged differently from the second cord of the layer, the stiffness of the sidewall portion can be more strongly improved, and durability against external impact of the sidewall portion can be increased.

As described above, the present invention has been described with reference to one embodiment shown in the drawings, but this is only an example, and those skilled in the art will understand that various modifications and modifications of the embodiments are possible therefrom. Therefore, the true technical protection scope of the present invention should be determined by the technical spirit of the appended claims.

100: pneumatic tire
110: tread
120 sidewall
130: bead
140: body fly
141: first carcass layer
142: second carcass layer
143: reinforcement layer

Claims (8)

In the pneumatic tire comprising a tread portion, a side wall portion extending from the tread portion, and a bead portion provided at an end of the side wall portion,
A belt layer disposed under the tread portion;
A first carcass layer disposed under the belt layer, having a first cord extending along the tread portion, the sidewall portion and the bead portion, and extending in a first direction therein;
It is connected to the first carcass layer and is turned up at the bead portion to extend toward the sidewall portion, an end of which is in contact with the outer surface of the first carcass layer, and has a second direction different from the first direction inside. A second carcass layer having a second cord extending; And
It includes a reinforcement layer disposed between the first carcass layer and the second carcass layer, and having a third cord different from the first direction and extending in a third direction different from the second direction.
A plurality of the first cord is arranged in the circumferential direction of the pneumatic tire,
Any one of the second cord and the third cord is disposed in the width direction of the pneumatic tire,
The other of the second cord and the third cord is a pneumatic tire, a plurality of which are arranged in an inclined direction between the circumferential direction and the width direction. delete According to claim 1,
The first carcass layer and the second carcass layer are connected to one layer, pneumatic tire. According to claim 1,
The reinforcing layer
A pneumatic tire extending from the outer portion of the bead to the side wall portion. According to claim 1,
The diameter of the first cord
A pneumatic tire that is different from the diameter of the second cord or different from the diameter of the third cord. According to claim 1,
The spacing between the first codes
The pneumatic tire is different from the distance between the second cords or different from the distance between the third cords. According to claim 1,
A part of the reinforcing layer is wrapped with the first carcass layer and the second carcass layer,
Another part of the reinforcing layer is covered with the bead portion and the second carcass layer, pneumatic tire. In the pneumatic tire comprising a tread portion, a side wall portion extending from the tread portion, and a bead portion provided at an end of the side wall portion,
A belt layer disposed under the tread portion;
A first carcass layer disposed under the belt layer, having a first cord extending along the tread portion, the sidewall portion and the bead portion, and extending in a first direction therein;
It is connected to the first carcass layer and is turned up at the bead portion to extend toward the sidewall portion, an end of which is in contact with the outer surface of the first carcass layer, and has a second direction different from the first direction inside. A second carcass layer having a second cord extending; And
It includes a reinforcement layer disposed between the first carcass layer and the second carcass layer, and having a third cord different from the first direction and extending in a third direction different from the second direction.
The first carcass layer and the second carcass layer are connected by one layer, but the point where the first carcass layer and the second carcass layer are connected is disposed on the inner surface of the bead, tire.

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