KR102569142B1 - Tire and tire manufacturing method - Google Patents

Abstract

One embodiment of the present invention relates to a tire mounted on and applied to a vehicle, wherein at least a tread portion including an area in contact with a road surface during vehicle driving, a sidewall including an area adjacent to the tread portion and spaced apart from the road surface, and the above Disclosed is a tire including an inner liner corresponding to a tread portion or a sidewall and disposed inside the tire, and an acoustic acoustic pattern formed to be connected to the inner liner.

Description

Tire and tire manufacturing method {Tire and tire manufacturing method}

Embodiments of the present invention relate to tires and methods of manufacturing tires.

Vehicles driven by users are composed of many parts, and among them, tires have a great influence on the operation of the vehicle, and in particular, can be said to be one of the key parts for securing the user's safety.

In particular, due to the development of the industry, the movement of logistics increases, the amount of movement due to the increase in personal workload, etc., and the amount of automobile operation due to the increase in family life tends to increase.

On the other hand, the tire can maintain driving safety through friction with the road surface. When the driving is not controlled according to the driver's intention according to the road surface condition, that is, when the tire is not controlled as desired on the road surface, the stability of the vehicle and the driver this can be a problem

In addition, regular or irregular noise is generated through continuous friction with the road surface during driving of the vehicle through the tires, which may increase depending on the high-speed environment or road surface condition, and there is a limit to improving the driver's driving convenience. .

Meanwhile, the tire manufacturing process includes various processes, for example, a plurality of processes including a heating process and a pressurization process. Accordingly, there is a limit to tire manufacturing that improves durability and stability by stably proceeding with each process.

Embodiments of the present invention provide a tire and a tire manufacturing method capable of improving driving convenience and manufacturing process convenience.

One embodiment of the present invention relates to a tire mounted on and applied to a vehicle, wherein at least a tread portion including an area in contact with a road surface during vehicle driving, a sidewall including an area adjacent to the tread portion and spaced apart from the road surface, and the above Disclosed is a tire including an inner liner corresponding to a tread portion or a sidewall and disposed inside the tire, and an acoustic acoustic pattern formed to be connected to the inner liner.

In the present embodiment, the elastic acoustic pattern may include being disposed in an area overlapping the tread part.

In this embodiment, the elastic acoustic pattern may contain a foamable resin-based material.

Another embodiment of the present invention is a tire manufacturing preliminary member preparation step including a step of preparing a preliminary member including a material for forming at least a tread portion, and an elastic sound including a step of preparing a preliminary member for forming an elastic acoustic pattern. After the pattern preliminary member preparation step, the preliminary connection step of arranging the preliminary member prepared in the elastic acoustic pattern preliminary member preparation step on one side of the tire manufacturing spare member prepared in the tire manufacturing preliminary member preparation step, and the preliminary connection step, heat and Disclosed is a tire manufacturing method including a vulcanization step of controlling the shape and characteristics by performing a process of applying pressure.

In the present embodiment, the step of changing the acoustic acoustic pattern preliminary member into an elastic acoustic pattern coupled to the inner liner of the tire through the vulcanizing step may be included.

Another embodiment of the present invention relates to a tire mounted on and applied to a vehicle, wherein at least a tread portion including an area in contact with the road surface during vehicle driving, a sidewall including an area adjacent to the tread portion and spaced apart from the road surface, and Disclosed is a tire including an elastic inner liner portion corresponding to the tread portion or the sidewall and disposed inside the tire and having a foam material.

In the present embodiment, a body ply may be further included between the tread part and the elastic inner liner part, and the elastic inner liner part may include a foam material formed to contact the body ply.

In this embodiment, at least one region between the body ply and the elastic inner liner portion may include a cross-linked region.

Another embodiment of the present invention provides a preliminary tread portion preparation step including preparing a material for forming a tread portion, and preparing a preliminary member for forming an elastic inner liner portion including preparing a preliminary member for forming an elastic inner liner portion. Step, a preliminary connection step of disposing the preliminary member prepared in the elastic inner liner preliminary member preparation step on one side of the preliminary tread portion prepared in the preliminary tread portion preparation step, and a process of applying heat and pressure after the preliminary connection step. A method for manufacturing a tire comprising a vulcanization step in which the shape and properties are controlled by the process is disclosed.

In this embodiment, a preliminary body ply is prepared to be disposed between the preliminary tread portion and the elastic inner liner preliminary member, and through the vulcanizing step, the elastic inner liner preliminary member It may include a step of being coupled to the ply and changing into an elastic inner liner part.

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

The tire and the tire manufacturing method according to the present embodiment can improve the driving convenience of a vehicle equipped with the tire and the convenience of the manufacturing process.

1 is a diagram schematically showing a tire according to an embodiment of the present invention.
2 is a cross-sectional view taken along line II-II of FIG. 1;
FIG. 3 is an enlarged view of K in FIG. 2 .
4 is a partially enlarged view of P in FIG. 3 .
5 is a view showing a modified example of the tire of FIG. 1;
6 is a flowchart schematically illustrating a method for manufacturing a tire according to an embodiment of the present invention.
FIG. 7 is a view showing an alternative embodiment of the step of preparing spare parts for tire manufacturing of FIG. 6;
8 to 10 are diagrams for explaining an example of the tire manufacturing method of FIG. 6 .
11 is a diagram schematically showing a tire according to another embodiment of the present invention.
FIG. 12 is a cross-sectional view taken along line XII-XII of FIG. 11 .
13 is an enlarged view of K in FIG. 12;
14 is a flowchart schematically illustrating a method for manufacturing a tire according to another embodiment of the present invention.
15 and 16 are diagrams for explaining an example of the tire manufacturing method of FIG. 14 .

Since the present invention can apply various transformations and have various embodiments, 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 become clear with reference to the embodiments described later in detail together with the drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various forms.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, and when describing with reference to the drawings, the same or corresponding components are assigned the same reference numerals, and overlapping descriptions thereof will be omitted. .

In the following embodiments, terms such as first and second are used for the purpose of distinguishing one component from another component without limiting meaning.

In the following examples, expressions in the singular number include plural expressions unless the context clearly dictates otherwise.

In the following embodiments, terms such as include or have mean that features or components described in the specification exist, and do not preclude the possibility that one or more other features or components may be added.

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 the illustrated bar.

In the following embodiments, the x-axis, y-axis, and z-axis are not limited to the three axes of the Cartesian coordinate system, and may be interpreted in a broad sense including these. 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.

When an embodiment is otherwise implementable, a specific process sequence may be performed differently from the described sequence. For example, two processes described in succession may be performed substantially simultaneously, or may be performed in an order reverse to the order described.

FIG. 1 is a diagram schematically illustrating a tire according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along line II-II of FIG. 1 .

3 is an enlarged view of K in FIG. 2, and FIG. 4 is a partially enlarged view of P in FIG.

1 to 4, the tire 100 of this embodiment may include a tread portion 110, a sidewall 180, a body ply 130, an inner liner 160, and an acoustic acoustic pattern 190. there is.

The tire 100 may have a shape extending in the circumferential direction RT around the central axis AX. In addition, a wheel (not shown) may be coupled to the inner side of the tire 100 based on the radial direction r from the central axis AX.

The tread portion 110 may include an area facing the road surface when driving after the tire 100 is mounted on the vehicle. For example, the tread part 110 may include an area in contact with the road surface during driving of the vehicle.

The tread portion 110 may have one or more patterns, and a plurality of grooves 115 may be formed adjacent to these patterns. The groove 115 may have a shape extending in at least the first direction. In addition, the groove 115 may also include a region having a shape extending in a direction crossing the first direction.

The number and shape of the grooves 115 may be variously determined according to the driving characteristics and usage of the tire 100 .

The sidewall 180 is connected to the tread part 110 . As an optional embodiment, the tire 100 may include a bead portion 140 to be effectively mounted on a wheel (not shown), and the sidewall 180 is interposed between the tread portion 110 and the bead portion 140. can be placed.

The sidewall 180 may include an area spaced apart from the road surface during driving after the tire 100 is mounted on the vehicle. Through the sidewall 180, the tire 100 may perform a flexion/extension motion.

The sidewalls 180 are formed on both sides of the tread portion 110 of the tire 100, and the material of one sidewall 180 and the other sidewall 180 may be the same.

As an optional embodiment, materials of one side wall 180 and the other side wall 180 may be different.

As another optional embodiment, the modulus may be different by differentiating the composition of the sidewall 180 on one side and the sidewall 180 on the other side.

The bead portion 140 may be formed in an area of the sidewall 180 in an opposite direction to the area connected to the tread portion 110 .

The bead portion 140 may have various shapes, and may include, for example, a core region and a buffer region.

The core region of the bead unit 140 may have a region in the form of a square or hexagonal wire bundle in which a wire, for example, a steel wire, is coated with rubber.

The buffer area of the bead part 140 is formed to surround the core area, can distribute the load on the core area, and can alleviate external impact.

As an optional embodiment, the tire 100 may include the body ply 130 at least in an area overlapping the tread portion 110 .

The body ply 130 forms the main skeleton of the tire 100 and can support the load received by the tire 100 and absorb shock from the road surface. As an optional embodiment, the body ply 130 may include a cord shape.

The inner liner 160 may be disposed inside the body ply 130 . The inner liner 160 may be disposed on the innermost side of the tire 100 to reduce or prevent air leakage.

As an optional embodiment, the cap ply 120 may be disposed between the body ply 130 and the tread portion 110. The cap ply 120 may be formed of various materials and may have a plurality of cord shapes.

As an optional embodiment, the belt layer 170 may be further disposed between the cap ply 120 and the body ply 130. The belt layer 170 can improve grounding characteristics and driving stability by mitigating the impact that the tire 100 receives from the road surface when the vehicle equipped with the tire 100 is driven and expanding the contact surface of the tread part 110. .

The belt layer 170 may be formed in various shapes, for example, may be formed of a plurality of layers.

The acoustic acoustic pattern 190 may be formed on one surface of the inner liner 160 . For example, the acoustic acoustic pattern 190 may be connected to one surface of the inner liner 160, and may come into contact with one surface of the inner liner 160 as a specific example.

The acoustic acoustic pattern 190 may be disposed at a position overlapping the tread part 110 in at least one region.

The elastic sound pattern 190 may be formed of a material having elasticity, for example, a resin-based material. As a specific example, it may contain a foaming resin.

As an example, the elastic acoustic pattern 190 may have a sponge shape in which a rubber or synthetic resin-based material is foamed.

As a specific example, the elastic acoustic pattern 190 may include a foam material and a synthetic resin.

As an optional embodiment, the elastic acoustic pattern 190 may contain ether-based urethane foam or an expandable polyurethane-based material.

As an optional embodiment, the elastic acoustic pattern 190 may include azodicarbon amide (ADCA) or p,p'-oxybis(benzenesulfonylhydrazide) as an foam material. ), dinitroso pentamethylenetetra mine (DPT), p-toluenesulfonylhydrazide, and benzenesulfonylhydrazide.

The elastic acoustic pattern 190 may contain a foam material and may be of a porous type through which a sound absorption function may be realized.

While the vehicle on which the tire 100 is mounted is driving, the elastic sound pattern 190 may reduce noise generated during driving. In addition, as a material having elasticity, a shock mitigation effect can be improved through elasticity in the driving direction or in a direction crossing the driving direction.

The elastic acoustic pattern 190 may have a thickness and a width.

The elastic acoustic pattern 190 may have a thickness TH. The thickness TH of the acoustic acoustic pattern 190 may be a value measured based on the thickness direction of the tire 100 . For example, it may be a value measured based on a direction from the center of the tire 100 toward the ground.

The thickness TH of the elastic acoustic pattern 190 may be the same for each region, or, for another example, may be different.

The elastic acoustic pattern 190 may have a width, for example, a first width WB based on a direction crossing the direction of the thickness TH, as a specific example, a direction orthogonal to the direction of the thickness TH.

The first width WB may be the maximum width of the acoustic acoustic pattern 190 . For example, the elastic acoustic pattern 190 may have a convex shape toward a side surface in a direction crossing the thickness TH direction, and may have first end regions PB convex on both sides according to this convex structure. The first width WB may be a width corresponding to the first end area PB.

The acoustic acoustic pattern 190 may have a width, for example, a second width WF based on a direction crossing the direction of the thickness TH, as a specific example, a direction orthogonal to the direction of the thickness TH.

The second width WF may have a smaller value than the first width WB of the elastic acoustic pattern 190 . For example, the acoustic acoustic pattern 190 may have a region connected to another part of the tire 100, and may have second end regions PF as both edges of the connected region. As a specific example, the elastic acoustic pattern 190 may have a region connected to the inner liner 160, and both edges of the region connected to the inner liner 160 may correspond to the second end region PF. The second width WF may be a width corresponding to the second end area PF.

For example, since the first end area PB is positioned beyond the second end area PF, the first width WB may have a large value beyond the second width WF at both sides.

Through this shape, the acoustic acoustic pattern 190 may be formed such that a space SA is defined between an adjacent area of the tire 100, for example, the inner liner 160.

Formed so that the first end area PB, which is a laterally convex area, has a larger value than the second end area PF, which is the end of the area where the elastic acoustic pattern 190 connects or contacts the inner liner 160, so as to deviate to both sides. Therefore, the space portion SA may be formed on at least both sides.

The space SA may correspond to a direction toward the ground during driving of a vehicle equipped with the tire 100, and in a convex area of the inner liner 160, including the first end area PB, on a side surface of the inner liner 160. Based on the direction toward the ground, the effective buffering and load distributing effect can be increased. Through this, the elastic sound pattern 190 can effectively alleviate shock in real time while driving, and improve durability of the tire 100 , vehicle driving convenience, and driving handling characteristics.

In addition, the lateral direction of the elastic acoustic pattern 190 during driving, for example, the shoulder portion of the tread portion 110 or the area adjacent to the tread portion 110 and the sidewall 180, or when the sidewall 180 flexes and extends When noise is transmitted or moved inside the tire 100, it can be collected in the space SA of the acoustic acoustic pattern 190, and after being collected, it is absorbed through the side surface of the acoustic acoustic pattern 190 to reduce noise when noise is generated. can improve

The elastic acoustic pattern 190 may be connected to the inner liner 160 and may have a connection area CRA as an optional embodiment.

The connection area CRA may include a region including a part of the material of the elastic acoustic pattern 190 and the material of the inner liner 160 .

As an optional embodiment, the connection area CRA may have a heat denaturation area, and a part of the material of the elastic acoustic pattern 190 and the inner liner 160 are denatured by heat. As a specific example, they are denatured by heat and mutually It may contain connected regions.

As an optional embodiment, the connection region CRA may have a region coupled by heat, and a resin material for forming the elastic acoustic pattern 190 and a portion of the rubber or resin-based material of the inner liner 160 are crosslinked by heat. cross-linked regions may be included.

Through this connection area CRA, the acoustic acoustic pattern 190 and the inner liner 160 can have strong bonding characteristics while effectively maintaining their respective characteristics, so that the acoustic acoustic pattern 190 is separated from the inner liner 160. can be reduced or prevented from occurring.

As an optional embodiment, an inner liner transition area 160AC and an elastic acoustic pattern transition area 190AC may be provided in an area adjacent to the connection area CRA. The inner liner transition region 160AC and the elastic acoustic pattern transition region 190AC may include a partially cross-linked region in which some cross-linking is performed. The degree of cross-linking may be less than that of the connection region (CRA). Through the inner liner transition region 160AC and the elastic acoustic pattern transition region 190AC, it may have a natural connection state with the connection region CRA, and the direction from the inner liner 160 toward the elastic acoustic pattern 190 is referenced. By reducing the difference in interface property change, it is possible to reduce the occurrence of abnormal elastic motion or noise due to different physical property values.

The elastic acoustic pattern 190 may have a length, for example, may have a length in a direction crossing the thickness TH and the width WB or WB. As an optional embodiment, it may have a length based on the circumferential direction (RT) of the tire 100 .

As an optional embodiment, the elastic acoustic pattern 190 may have a plurality of patterns spaced apart from each other along a longitudinal direction, for example, a circumferential direction (RT).

Also, as another example, the elastic acoustic pattern 190 may have a shape extending to be connected along the longitudinal direction, or, for example, may be formed to extend long along the circumferential direction RT.

The tire of this embodiment includes an elastic acoustic pattern connected to the inner liner. The elastic sound pattern is a material having elasticity and can absorb and mitigate shock when driving a vehicle equipped with tires.

In addition, noises of various shapes and sizes are generated due to friction during driving of a vehicle equipped with such tires, and such noises can be absorbed through elastic acoustic patterns inside the tire, thereby improving noise reduction characteristics.

Also, both sides of the elastic acoustic pattern of the present embodiment may have a convex shape to have a second width greater than the first width in a region connected to the inner liner. A space may be formed between the convex region and the inner liner. Through the convex shape of the area adjacent to both edges of the acoustic acoustic pattern and the connection structure of the space, buffering and shock absorption in the thickness direction of the elastic acoustic pattern may be improved. In addition, when noise is generated from the sides of the sidewall or the shoulder portion or the tread portion and is transmitted in the direction of the elastic acoustic pattern, the sound can be easily absorbed.

In addition, the acoustic acoustic pattern of the present embodiment may include a connection area between the inner liner and the elastic acoustic pattern, for example, a region bonded by heat, so that mutual bonding characteristics can be improved. As an optional embodiment, a transition region is formed on both sides adjacent to the connection region so that noise is generated due to peeling due to a difference in interface material between the elastic acoustic pattern and the inner liner, which may contain different materials, or non-uniform vibration due to a difference in elastic modulus. can be reduced or prevented.

5 is a view showing a modified example of the tire of FIG. 1;

Referring to FIG. 5 , the tire 100' of this embodiment may include a tread portion 110, a sidewall 180, a body ply 130, an inner liner 160, and an acoustic acoustic pattern 190'.

For convenience of explanation, it will be described focusing on different points from the above-described embodiment.

Since the tread part 110, the sidewall 180, the body ply 130, and the inner liner 160 of FIG. 5 are the same as those described in the foregoing embodiment, a detailed description thereof will be omitted.

The elastic acoustic pattern 190' of this embodiment may be formed on one surface of the inner liner 160. The elastic acoustic pattern 190' may have a thickness TH. The thickness TH of the elastic acoustic pattern 190' may be a value measured based on the thickness direction of the tire 100'. For example, it may be a value measured based on a direction from the center of the tire 100' toward the ground.

The thickness TH of the elastic acoustic pattern 190' may be different for each region. The thickness TH of the acoustic acoustic pattern 190' may have the largest value in an area close to the center in the width direction of the tire 100', and the smallest value in an area far from it. . As an optional embodiment, the elastic acoustic pattern 190 ′ may have a convex outer surface based on a direction away from the tread unit 110 .

Through this structure, noise reduction efficiency can be improved when strong noise is generated in an area including the center of the area corresponding to the center of the tread unit 110, for example, the area in contact with the ground.

The elastic acoustic pattern 190 ′ may have a first width WB corresponding to the first end area PB and a second width WF corresponding to the second end area PF.

6 is a flowchart schematically illustrating a method for manufacturing a tire according to an embodiment of the present invention.

The tire manufacturing method of the present embodiment may include preparing a preliminary member for tire manufacturing (S10), preparing a preliminary elastic acoustic pattern member (S20), preliminary connecting (S30), and curing (S40).

The step of preparing a spare member for tire manufacturing ( S10 ) may include preparing a form including various members for manufacturing a tire. For example, it may include preparing a material for forming the tread portion. It may also include preparing a green tire for curing.

FIG. 7 is a view showing an alternative embodiment of the step of preparing spare parts for tire manufacturing of FIG. 6;

Referring to FIG. 7 , the tire manufacturing preliminary member preparation step (S10') may include a preliminary tread part preparation step (S11'), a bead processing step (S12'), and a forming step (S13').

The preliminary tread part preparation step ( S11 ′) may include preparing a material for forming the tread part. For example, it may include a step of preparing a rubber-based material, as a specific example, a natural rubber or synthetic rubber-based material. In addition, various additives such as a reinforcing material, an adhesive, and the like may be prepared in such a rubber-based material.

As an optional embodiment, the preliminary tread part preparation step ( S11 ′) may include a step of kneading a tire manufacturing material including a material to form a tread part by using heat and pressure.

As an optional embodiment, the preliminary tread part preparation step ( S11 ′) may include a step of kneading a tire manufacturing material including a material to form a tread part using heat and pressure, and then processing it into a desired shape. For example, processing into a desired size or shape may be included.

As a specific example, an extrusion process having a set width and thickness may be included, and at this time, preliminary shapes corresponding to the tread portion and the sidewall may be formed.

As an optional embodiment, the preliminary tread part preparation step (S11') may include a process of forming an inner cord layer, and at this time, a high-temperature atmosphere may be maintained and an organic material may be used.

The bead process step (S12′) may include a process of adding a bead corresponding to the rim to improve bonding characteristics when bonding the tire to the rim. As an example, after forming a rubber layer on the steel wire, filler rubber is attached steps may be included.

The forming step ( S13 ′) may include a forming process of attaching the tire building material obtained through the above steps to make a cylindrical green tire (green tire).

The preparing an elastic acoustic pattern preliminary member ( S20 ) may include preparing a preliminary member for forming an elastic acoustic pattern.

The preliminary member for forming the elastic acoustic pattern may be formed of, for example, a resin-based material. As a specific example, it may contain a foaming resin.

In addition, the preliminary member for forming the elastic acoustic pattern may include a material capable of forming a cross-linked bond with a region where an inner liner is to be formed when heat is applied.

As an optional embodiment, the preliminary member for forming the elastic acoustic pattern may have a form in which a foaming additive is included in a rubber or synthetic resin-based material, and may include a foaming material and synthetic resin as a specific example.

As an optional embodiment, the preliminary member for forming the elastic acoustic pattern may contain an ether-based urethane foam, an expandable polyurethane-based material, or the like.

As an alternative embodiment, azodicarbon amide (ADCA), p,p'-oxybis(benzenesulfonyl hydrazide), dinitroso pentamethylene as the foaming material It may contain one or more of chemical blowing agents such as tetramine (dinitroso pentamethylenetetra mine: DPT), p-toluenesulfonylhydrazide, and benzenesulfonyl hydrazide.

In the preliminary connection step (S30), the preliminary member prepared in the elastic acoustic pattern preliminary member preparation step (S20) is placed on one side of the tire manufacturing preliminary member prepared in the tire manufacturing preliminary member preparation step (S10), for example, a green tire, The attachment step may proceed. As an optional embodiment, the preliminary member prepared in the elastic acoustic pattern preliminary member preparation step (S20) may be disposed on the inner surface of the green tire, for example, on the surface where the material for forming the inner liner is disposed, It can also remain attached.

In the curing step (S40), the result obtained through the preliminary connection step (S30), for example, the green tire in which the elastic acoustic pattern preliminary member preparation is preliminarily connected to one side, is put into a curing equipment, as a specific example, a curing mold, and heat and pressure are applied. It may include the step of adding. In the curing step (S40), viscosity and elasticity can be controlled, and a tire having a desired shape and characteristics can be manufactured.

In addition, as the preparation of the elastic acoustic pattern preliminary member is hardened by heat and sufficiently foamed, the porosity may have a foam form, and at least one property change due to heat in the inner liner and the connection area, as a specific example, cross-linking may occur, resulting in a stable bonding form can have In addition, through the overall application of heat and pressure, the elastic acoustic pattern may have a convex shape in a direction crossing the thickness direction, as a specific example, in a side direction.

In addition, the uniformity of heat application during curing and the effective application of heat while being disposed inside the curing mold result in not only the surface of the elastic acoustic pattern but also the inside, for example, the area connected to the inner liner and the inner liner and elastic acoustic pattern adjacent thereto It may have a partial crosslinking or gradual crosslinking region in the adjacent region of the inner liner and have a gradual change or gradual change characteristic instead of a sudden change in physical properties to the inner liner and elastic acoustic pattern.

8 to 10 are diagrams for explaining an example of the tire manufacturing method of FIG. 6 .

Referring to FIG. 8 , the tire manufacturing spare member 190GA prepared in the tire manufacturing preliminary member preparation step (S10) prepared in the elastic acoustic pattern preliminary member preparation step (S20) through the preliminary connection step (S30), for example It is shown that the preliminary attachment step is performed by disposing on one side of the green tire (100GA).

As an example, a preliminary tread portion 110A, a preliminary sidewall 180, a preliminary body ply 130A, a preliminary bead portion 140A, and a preliminary inner liner 160A are shown, and on one side of the preliminary inner liner 160A. An elastic acoustic pattern preliminary member 190GA is disposed.

As an optional embodiment, a spare cap ply 120A may be disposed between the spare body ply 130A and the spare tread portion 110A. Also, as an optional embodiment, a spare belt layer 170A may be further disposed between the spare cap ply 120A and the spare body ply 130A.

After preparing the state of FIG. 8, the curing step (S40) may be performed.

9 is a view for explaining an example of a process of a vulcanization step.

Referring to FIG. 9 , a tire curing device ACT used in the curing step is shown. For example, the tire curing device ACT may include a plurality of molds. The structure shown in Fig. 8 can be placed in this mold, for example, a green tire 100GA can be placed.

The tire curing device ACT may include a first side mold SM1 , a second side mold SM2 , and a tread mold TM .

During the curing process using the green tire, the first side mold SM1 may be formed to correspond to the side surface of the green tire and form a side shape of the tire adjacent to the tire tread after the curing process.

The second side mold SM2 may be disposed to face the first side mold SM1. During the curing process using the green tire, the second side mold SM2 may be formed to correspond to the side surface of the green tire and form a side shape of the tire adjacent to the tire tread after the curing process. That is, the first side mold SM1 and the second side mold SM2 may form one side surface of the tire and the other side surface opposite thereto.

The tread mold TM may be disposed between the first side mold SM1 and the second side mold SM2 to connect the first side mold SM1 and the second side mold SM2.

During the curing process using the green tire, the tread mold TM may be formed to have a mold surface corresponding to one surface of the green tire to form a tire tread shape after the curing process.

As an alternative embodiment, the tread mold TM may include a plurality of segments.

As an alternative embodiment, the container segment CS may be disposed around the tread mold TM. Also, a container outer ring OR may be arranged to surround the container segment CS. At this time, the container segment CS may have various shapes, for example, it may have an inclined outer circumferential surface, and the container outer ring OR moves up and down with respect to this inclined surface, and accordingly moves to the container segment CS. Force may be applied to cause the container segment CS to move inward.

Also, as an optional embodiment, the lower plate LP may be disposed below the second side mold SM2. That is, the second side mold SM2 may be disposed on the lower plate LP, and the first side mold SM1 may be disposed on the second side mold SM2.

Also, as another optional embodiment, the upper plate UP may be disposed above the first side mold SM1.

A tire having a desired shape may be manufactured by applying heat and pressure while the green tire 100GA of FIG. 8 is disposed in the inner space formed by a plurality of molds or other members of the tire curing device ACT.

10 shows a tire 100 manufactured after such a curing process. For example, the tire 100 of FIGS. 1 to 4 can be manufactured.

During the curing process, heat and pressure are applied in the inner space of the tire curing device ACT while the elastic acoustic pattern preliminary member 190GA is disposed on the green tire 100GA. Through this, heating uniformity is improved when the elastic acoustic pattern preliminary member 190GA is heated, and heat is received through the curing device ACT, thereby reducing or preventing local heat concentration.

In addition, the elastic acoustic pattern preliminary member 190GA may be disposed to overlap the tread mold TM forming the tread part, thereby improving heating efficiency and foaming efficiency. In addition, through the effective application of heat in the thickness direction, it may have a convex shape in a direction crossing the thickness direction, as a specific example, in the side direction.

11 is a diagram schematically showing a tire according to another embodiment of the present invention. 12 is a cross-sectional view taken along line XII-XII of FIG. 11, and FIG. 13 is an enlarged view of line K in FIG.

Referring to FIGS. 11 to 13 , the tire 200 of this embodiment may include a tread portion 210 , a sidewall 280 , a body ply 230 , and an elastic inner liner portion 260 .

The tire 200 may have a shape extending in the circumferential direction RT around the central axis AX. In addition, a wheel (not shown) may be coupled to the inside of the tire 200 based on the radial direction r from the central axis AX.

The tread portion 210 may include a region facing the road surface when driving after the tire 200 is mounted on the vehicle. For example, the tread part 210 may include an area in contact with the road surface during driving of the vehicle.

The tread portion 210 may have one or more patterns, and a plurality of grooves 215 may be formed adjacent to these patterns. The groove 215 may have a shape extending in at least the first direction. In addition, the groove 215 may also include an area having a shape elongated in a direction crossing the first direction.

The number and shape of the grooves 215 may be determined in various ways according to driving characteristics and uses of the tire 200 .

The sidewall 280 is connected to the tread part 210 . As an optional embodiment, the tire 200 may include a bead portion 240 to be effectively mounted on a wheel (not shown), and the sidewall 280 is interposed between the tread portion 210 and the bead portion 240. can be placed.

The sidewall 280 may include an area spaced apart from the road surface during driving after the tire 200 is mounted on the vehicle. Through the sidewall 280, the tire 200 may perform a flexion/extension motion.

The sidewalls 280 are formed on both sides of the tread portion 210 of the tire 200, and the material of one sidewall 280 and the other sidewall 280 may be the same.

As an optional embodiment, materials of one side wall 280 and the other side wall 280 may be different.

As another optional embodiment, the modulus may be different by differentiating the composition of the sidewall 280 on one side and the sidewall 280 on the other side.

The bead portion 240 may be formed in an area of the sidewall 280 in an opposite direction to the area connected to the tread portion 210 .

The bead portion 240 may have various shapes, and may include, for example, a core region and a buffer region.

The core region of the bead unit 240 may have a wire bundle shape region of a square or hexagonal shape in which rubber is coated on a wire, for example, a steel wire.

The buffer area of the bead part 240 is formed to surround the core area, can distribute the load on the core area, and can alleviate external impact.

As an optional embodiment, the tire 200 may include the body ply 230 at least in an area overlapping the tread portion 210 .

The body ply 230 forms the main skeleton of the tire 200 and can support the load received by the tire 200 and absorb shock from the road surface. As an optional embodiment, the body ply 230 may include a cord shape.

The elastic inner liner part 260 may be disposed inside the body ply 230 . The elastic inner liner part 260 may be disposed on the innermost side of the tire 200 to reduce or prevent air leakage.

The elastic inner liner part 260 may be connected to one surface of the body ply 230 in at least one region. As a specific example, the elastic inner liner part 260 may come into contact with one surface of the body ply 230 .

The elastic inner liner part 260 may be disposed at a position overlapping the tread part 210 , the sidewall 280 and the bead part 240 .

The elastic inner liner part 260 may be formed of a material having elasticity, for example, it may be formed of a resin-based material. As a specific example, it may contain a foaming resin.

As an example, the elastic inner liner part 260 may have a sponge shape in which a rubber or synthetic resin-based material is foamed.

As a specific example, the elastic inner liner part 260 may include a rubber-based material and a foam material.

As an optional embodiment, the elastic inner liner part 260 may contain an ether-based urethane foam, an expandable polyurethane-based material, or the like.

As an optional embodiment, the elastic inner liner part 260 is a foam material, azodicarbon amide (ADCA), p, p'-oxybis (benzenesulfonyl hydrazide) (p, p'-oxybis (benzenesulfonyl hydrazide) )), dinitroso pentamethylenetetra mine (DPT), p-toluenesulfonylhydrazide, benzenesulfonylhydrazide, and the like. .

The elastic inner liner portion 260 may contain a foam material, and may be of a porous type through which a sound absorption function may be realized.

While the vehicle on which the tire 200 is mounted is running, the elastic inner liner part 260 can reduce noise generated during driving. In addition, as a material having elasticity, a shock mitigation effect can be improved through elasticity in the driving direction or in a direction crossing the driving direction.

The elastic inner liner part 260 may have a thickness TH. The thickness TH of the elastic inner liner portion 260 may be a value measured from the inner side of the tire 200 toward the outside or the opposite direction from the elastic inner liner portion 260 .

The thickness TH of the elastic inner liner part 260 may be the same for each area, or may be different for another example.

The thickness TH of the elastic inner liner part 260 may be greater than the thickness B1 of at least the body ply 230 adjacent thereto. Since the elastic inner liner part 260 is disposed adjacent to or in contact with the body ply 230, the elastic inner liner part 260 easily distributes the load received by the body ply 230 while driving the vehicle equipped with the tire 200. can do. In addition, when there is vibration or local abnormal vibration of the body ply 230, the elastic inner liner portion 260 adjacent thereto is formed thicker than the body ply 230, so that effective buffering can be performed.

In addition, noise generated by the movement of the body ply 230 can be directly contacted and quickly and easily absorbed through a structure formed thicker than the body ply 230 .

As an alternative embodiment, the thickness TH of the elastic inner liner portion 260 may be greater than the thicknesses B2 of at least two layers of the body ply 230 adjacent thereto. For example, the body ply 230 surrounds the bead part 240 and two layers can be in contact with each other in one area, and the thickness (TH) of the elastic inner liner part 260 is greater than the thickness (B2) of the area where these two layers are in contact. may have a larger value. The outer side of the bead part 240, for example, the upper side of the body ply 230 may include a region of two layers in contact with each other, and non-uniform vibration or noise may occur in this region. The elastic inner liner part 260 may be disposed to correspond to or come into contact with the area corresponding to this, and the thickness TH having a greater value than the thickness B2 of the area where the two layers of body plies 230 are in contact with each other in such area. ), it is possible to realize effective vibration and noise reduction characteristics.

Meanwhile, the elastic inner liner part 260 has a width so as to correspond to the tread part 210, the sidewall 280, and the bead part 240 based on the width direction of the tire 200, so that the tire ( 200), it is possible to implement effective noise reduction characteristics in the inner space. For example, the elastic inner liner portion 260 may be formed to extend to a position overlapping with the core portion including the steel wire of each bead portion 240 disposed on both sides in the width direction of the tire 200. .

The elastic inner liner part 260 may be connected to the body ply 230 and may have a connection area as an optional embodiment. The connection region may include a region in which the material of the elastic inner liner part 260 and a part of the material of the body ply 230 are included, and may have a heat denaturation region as an example, and the elastic inner liner part 260 The material of the body ply 230 and a part of the material are denatured by heat, and as a specific example, may include regions connected to each other while being denatured by heat. As an optional embodiment, this connection area may have a heat-coupled area, and a crosslink area where a material for forming the elastic inner liner 260 and a part of the material of the body ply 230 are cross-linked by heat. can include

Through this, the elastic inner liner part 260 and the body ply 230 can have strong bonding characteristics while effectively maintaining their respective properties, so that the elastic inner liner part 260 can be effectively fixed to the body ply 230. .

The elastic inner liner part 260 may have a length, for example, may have a length in a direction crossing the thickness TH. As an optional embodiment, it may have a length based on the circumferential direction (RT) of the tire 200, and as a specific example, it may have an extended form so as to be connected along the length direction. It may be formed to elongate along.

As an optional embodiment, the cap ply 220 may be disposed between the body ply 230 and the tread portion 210 . The cap ply 220 may be formed of various materials and may have a plurality of cord shapes.

As an optional embodiment, a belt layer 270 may be further disposed between the cap ply 220 and the body ply 230. The belt layer 270 can improve grounding characteristics and driving stability by mitigating the impact that the tire 200 receives from the road surface when the vehicle equipped with the tire 200 is driven and expanding the contact surface of the tread portion 210. .

The belt layer 270 may be formed in various shapes, and may be formed of a plurality of layers, for example.

The tire of this embodiment includes an elastic inner liner portion. The elastic inner liner may be disposed on the innermost side of the tire to reduce or prevent air leakage. In addition, since the elastic inner liner has a foam-type foam material, it is a material having elasticity and can absorb and alleviate shock when driving a vehicle equipped with tires.

In addition, noise of various shapes and sizes is generated due to friction during driving of a vehicle equipped with such tires, and such noise can be absorbed through an elastic inner liner inside the tire, thereby improving noise reduction characteristics.

In addition, the elastic inner liner portion of the present embodiment may have an extended shape overlapping each of the bead portions on both sides in the width direction of the tire, so that effective noise reduction characteristics can be implemented inside the tire.

Meanwhile, the elastic inner liner portion may be connected to or in contact with the body ply and may be thicker than the body ply. Through this, it is possible to easily mitigate vibration or shock generated during movement or irregular vibration of the body ply. In addition, noise generated by the body ply or transmitted through the body ply during driving can be quickly and efficiently reduced through the elastic inner liner part that is in direct contact with the body ply and has a thicker thickness than the body ply.

In addition, the elastic inner liner may correspond to and come into contact with an overlapping region of two overlapping layers at the periphery of the bead by surrounding the bead in the area of the body ply. The thickness of the elastic inner liner portion may have a greater value than the thickness of the two layers in this region. Through this, when non-uniform vibration or noise is generated in the connection area of the two layers where the body ply overlaps, the elastic inner liner part can easily implement vibration absorption and noise reduction characteristics.

14 is a flowchart schematically illustrating a method for manufacturing a tire according to another embodiment of the present invention.

The tire manufacturing method of the present embodiment may include a preliminary tread portion preparation step (T10), an elastic inner liner preliminary member preparation step (T20), a preliminary connection step (T30), a forming step (T40), and a vulcanization step (T50). there is.

The preliminary tread portion preparation step T10 may include preparing a material for forming a tread portion for manufacturing a tire.

The preliminary tread part preparation step T10 may include, for example, a step of preparing a rubber-based material, as a specific example, a natural rubber or synthetic rubber-based material. In addition, various additives such as reinforcing materials, adhesives and the like may be prepared in such a rubber-based material.

As an optional embodiment, the preliminary tread part preparation step ( T10 ) may include a step of kneading a tire manufacturing material including a material to form a tread part by using heat and pressure.

As an optional embodiment, the preliminary tread part preparation step ( T10 ) may include a step of kneading a tire manufacturing material including a material to form a tread part using heat and pressure, and then processing it into a desired shape. For example, processing into a desired size or shape may be included.

As a specific example, an extrusion process having a set width and thickness may be included, and at this time, preliminary shapes corresponding to the tread portion and the sidewall may be formed.

As an optional embodiment, the preliminary tread part preparation step (T10) may include a process of forming an inner cord layer, and at this time, a high-temperature atmosphere may be maintained and an organic material may be used.

As an optional embodiment, the preliminary tread portion preparation step (T10) may include a process of adding a bead corresponding to the rim to improve coupling characteristics when the tire is coupled to the rim. For example, after forming a rubber layer on the steel wire , attaching a filler rubber.

The step of preparing a preliminary member for the elastic inner liner part ( T20 ) may include preparing a preliminary member for forming the elastic inner liner part.

The preliminary member for forming the elastic inner liner may include a foamable material in a rubber or resin-based material, and may contain a foamable resin as a specific example.

In addition, the preliminary member for forming the elastic inner liner portion may include a material capable of forming a cross-linked bond with the body ply material when heat is applied.

As an optional embodiment, the preliminary member for forming the elastic inner liner may contain ether-based urethane foam, an expandable polyurethane-based material, and the like.

As an alternative embodiment, azodicarbon amide (ADCA), p,p'-oxybis(benzenesulfonyl hydrazide), dinitroso pentamethylene as the foaming material It may contain one or more of chemical blowing agents such as tetramine (dinitroso pentamethylenetetra mine: DPT), p-toluenesulfonylhydrazide, and benzenesulfonyl hydrazide.

In the preliminary connection step (T30), the preliminary member prepared in the elastic inner liner preliminary member preparation step (T20) is placed on one side of the preliminary member prepared in the preliminary tread portion preparation step (T10), for example, for forming a body ply. It may be arranged to come into contact with the spare body ply member and to correspond to the inner region of the tire.

Through this, the preliminary member prepared in the elastic inner liner preliminary member preparation step (T20) can come into contact with the preliminary body ply, and as an optional embodiment, a preliminary attachment state can be maintained.

The forming step (T40) may include a forming process of forming a cylindrical green tire (green tire) by attaching the tire building material obtained through the above steps.

The curing step (T50) may include putting the product obtained through the molding step (T40), for example, a green tire into a curing equipment, for example, a curing mold, and applying heat and pressure. In the curing step (T50), viscosity and elasticity can be controlled, and a tire having a desired shape and characteristics can be manufactured.

In addition, as the preparation of the elastic inner liner part preliminary member is hardened by heat and sufficiently foamed, the porosity may have a foam form, and at least one property change due to heat in the spare body ply and connection area, as a specific example, cross-linking, is stable. It may have a combined form.

In addition, the uniformity of heat application during curing and the effective application of heat while being disposed inside the curing mold improve the heat transfer efficiency not only on the surface of the elastic inner liner part but also inside it, thereby improving crosslinking characteristics in the area connected to the body ply. can

15 and 16 are diagrams for explaining an example of the tire manufacturing method of FIG. 14 .

Referring to FIG. 15 , a green tire 200GA prepared through the forming step T40 is shown.

As an example, a preliminary tread portion 210A, a preliminary sidewall 280, a preliminary body ply 230A, a preliminary bead portion 240A, and an elastic inner liner preliminary member 260A are shown. As a specific example, the elastic inner liner preliminary member 260A may be disposed on one side of the spare body ply 230A, and through this, the elastic inner liner preliminary member 260A is disposed inside the green tire 200GA. can have

The elastic inner liner preliminary member 260A may have a thickness THA.

As an optional embodiment, a spare cap ply 220A may be disposed between the spare body ply 230A and the spare tread portion 210A. Also, as an optional embodiment, a spare belt layer 270A may be further disposed between the spare cap ply 220A and the spare body ply 230A.

After preparing the state of FIG. 15, the curing step (T50) may be performed. The curing device used in the process of the curing step may be various, and for example, the tire curing device (ACT) shown in FIG. 9 described above may be used.

16 shows a tire 200 manufactured after such a curing process. For example, the tire 200 of FIGS. 11 to 13 can be manufactured.

During the curing process, the elastic inner liner preliminary member 260GA of the green tire 200GA receives heat and pressure in the inner space of the tire curing device. For example, the curing process may proceed while connected to the preliminary body ply 230A.

Through the process of receiving heat and pressure in the inner space of the curing device, the uniformity of the process of applying heat to the elastic inner liner preliminary member 260GA may be improved, and local heat concentration may be reduced or prevented.

In addition, through a stable heat application process, it is possible to maintain a stable bonding state with the spare body ply 230A, and effectively form a cross-linked region capable of reducing or preventing interfacial separation. In addition, since the elastic inner liner spare member 260GA can proceed with the foaming process while being connected to the spare body ply 230A, which can be the main skeleton of the tire 200, the ability to maintain a solid coupling state can be increased.

As the aforementioned elastic inner liner preliminary member 260A changes to the elastic inner liner part 260, the thickness may increase. For example, the foaming process proceeds by heat applied during the curing process, and accordingly, the thickness (TH) of the elastic inner liner portion 260 may have a larger value than the thickness (THA) of the elastic inner liner preliminary member 260A. there is.

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

Specific executions described in the embodiments are examples, and do not limit the scope of the embodiments in any way. In addition, if there is no specific reference such as "essential" or "important", it may not necessarily be a component necessary for the application of the present invention.

In the specification of the embodiments (particularly in the claims), the use of the term "above" and similar indicating terms may correspond to both singular and plural. In addition, when a range is described in the examples, it includes the invention to which individual values belonging to the range are applied (unless there is no description to the contrary), and it is as if each individual value constituting the range is described in the detailed description. . Finally, if there is no explicit description or description of the order of steps constituting the method according to the embodiment, the steps may be performed in an appropriate order. Examples are not necessarily limited according to the order of description of the steps. The use of all examples or exemplary terms (eg, etc.) in the embodiments is simply to describe the embodiments in detail, and the scope of the embodiments is limited due to the examples or exemplary terms unless limited by the claims. It is not. In addition, those skilled in the art can appreciate that various modifications, combinations and changes can be made according to design conditions and factors within the scope of the appended claims or equivalents thereof.

100, 200: tire
110, 210: tread part
130, 230: body fly
180, 280: sidewall
190: elastic acoustic pattern
260: elastic inner liner part

Claims (10)

It relates to a tire mounted on and applied to a vehicle,
a tread portion comprising at least an area in contact with a road surface during vehicle driving;
a sidewall including an area adjacent to the tread portion and spaced apart from the road surface;
An inner liner corresponding to the tread portion or sidewall and disposed inside the tire; and
An acoustic acoustic pattern formed to be connected to the inner liner;
When the tire is manufactured, the elastic acoustic pattern is denatured by heat while being placed in contact with the inner liner;
The tire of claim 1 , wherein the connection region where the acoustic acoustic pattern and the inner liner are connected includes a cross-linked region in which a material of the acoustic acoustic pattern and a material of the inner liner are bonded by heat. According to claim 1,
and wherein the elastic acoustic pattern is disposed in an area overlapping the tread portion. According to claim 1,
The elastic acoustic pattern is a tire containing an expandable resin-based material. a tire manufacturing preliminary member preparation step including a step of preparing a preliminary member containing at least a material for forming the tread portion;
an elastic acoustic pattern preliminary member preparation step comprising preparing a preliminary member for forming an elastic acoustic pattern;
a preliminary connection step of arranging the preliminary member prepared in the elastic acoustic pattern preliminary member preparation step on one side of the tire manufacturing preliminary member prepared in the tire manufacturing preliminary member preparation step; and
A vulcanization step of controlling the shape and characteristics by performing a process of applying heat and pressure after the preliminary connection step,
The pre-connecting step includes arranging the elastic acoustic pattern preliminary member on the inner liner so as to be in contact with it;
wherein in the vulcanization step, a connection region where the acoustic acoustic pattern and the inner liner are connected includes a cross-linked region where the material of the acoustic acoustic pattern and the material of the inner liner are bonded by heat. According to claim 4,
Through the curing step,
and changing the acoustic acoustic pattern preliminary member into an acoustic acoustic pattern coupled to an inner liner of the tire. It relates to a tire mounted on and applied to a vehicle,
a tread portion comprising at least an area in contact with a road surface during vehicle driving;
a sidewall including an area adjacent to the tread portion and spaced apart from the road surface; and
An elastic inner liner portion corresponding to the tread portion or sidewall and disposed inside the tire and having a foam material,
The elastic inner liner part includes a connection area connected to a body ply disposed outside the elastic inner liner part,
The connection region includes a region in which a material of the elastic inner liner part and a part of the material of the body ply are thermally denatured and connected to each other,
The tire comprising a connection area of the elastic inner liner portion formed to overlap with a core area of the bead portion adjacent to the sidewall. According to claim 6,
The tire body ply is disposed between the tread portion and the elastic inner liner portion. According to claim 7,
A tire formed to have a cross-linked area in at least one area between the body ply and the elastic inner liner part. a preliminary tread portion preparation step comprising preparing a material for forming the tread portion;
an elastic inner liner preliminary member preparation step comprising preparing a preliminary member for forming an elastic inner liner part;
a preliminary connection step of disposing the preliminary member prepared in the elastic inner liner preliminary member preparation step on one surface of the preliminary tread prepared in the preliminary tread portion preparation step; and
A vulcanization step of controlling the shape and characteristics by performing a process of applying heat and pressure after the preliminary connection step,
The elastic inner liner part includes a connection area connected to a body ply disposed outside the elastic inner liner part,
The connection region includes a region in which a part of the material of the elastic inner liner part and the body ply is thermally denatured and connected to each other,
The connection area of the elastic inner liner part includes being formed to overlap with the core area of the bead part adjacent to the sidewall.
How to make a tire. According to claim 9,
Preparing a spare body ply to be disposed between the preliminary tread part and the elastic inner liner part preliminary member;
Through the curing step,
and converting the elastic inner liner spare member into an elastic inner liner part by being coupled to the spare body ply.

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